Pacific: Airway Manual

PACIFIC
AIRWAY MANUAL
Issue Date 17 NOV 22
Regions covered in the E-AWM Pacific coverage are:
AUSTRALIA LAOS SOLOMON IS

BRUNEI MALAYSIA TAIWAN
CAMBODIA MYANMAR THAILAND
FIJI IS NAURU TONGA
FRENCH PACIFIC NEW ZEALAND & PAC IS TUVALU
TERRITORIES PAPUA NEW GUINEA US PACIFIC TERRITORIES
INDONESIA PHILIPPINES VANUATU
JAPAN SAMOA VIETNAM
KIRIBATI SINGAPORE
KOREA, REP. OF
IMPORTANT NOTICE REGARDING JEPPESEN’S AIRWAY MANUAL AND VFR MANUAL
Effective February 12, 2021
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TABLE OF CONTENTS 5
CHANGE NOTICES
CHART CHANGE NOTICES
Pacific......................................................................................................................................15
Enroute Charts Pacific............................................................................................................ 55
Enroute Graphic Chart Change Notices..................................................................................87
Australia.................................................................................................................................. 93
NAVDATA CHANGE NOTICES

Pacific....................................................................................................................................105
South Pacific......................................................................................................................... 109
ENROUTE
ENROUTE DATA - GENERAL
Far East.................................................................................................................................113
South Pacific......................................................................................................................... 117
ENROUTE DATA - PACIFIC

Flight Planning Procedures (Far East).................................................................................. 121
Standard Procedures for ADIZ Flights — Pacific.................................................................. 131
Pacific Flight Plan/Preferred Routes (NOPAC)..................................................................... 138
Pacific Flight Plan/Preferred Routes (PACOTS)................................................................... 143
Secondary Surveillance Radar-SSR..................................................................................... 156
HF–Communications.............................................................................................................170
CPDLC Coverage - Pacific....................................................................................................172
Pacific Preferred Routes....................................................................................................... 177
Australian Organized Track Structure (AUSOTS).................................................................264
Observation Balloons............................................................................................................ 275
AIRWAY RESTRICTIONS - PACIFIC LOWER AND UPPER AIRSPACE........................... 283
AIRWAY RESTRICTIONS - SOUTH PACIFIC LOWER AND UPPER AIRSPACE..............301
Procedures for Australia ADIZ Flights...................................................................................308
Purnululu National Park (BUNGLE BUNGLE) Scenic Flights............................................... 310
Australia................................................................................................................................ 313
Australia Estimated VHF Coverage...................................................................................... 370
ENROUTE DATA - CHINA

Flight Level Transition Procedures........................................................................................372
TABLE OF CONTENTS 6
RADIO AIDS
RADIO DATA - PACIFIC
Navigation Aids — Brunei..................................................................................................... 400
Navigation Aids — Fiji Is....................................................................................................... 401
Navigation Aids — French Pacific Overseas Territories....................................................... 402
Navigation Aids — Indonesia................................................................................................ 404
Navigation Aids — Japan......................................................................................................412
Navigation Aids — Kiribati.....................................................................................................420
Navigation Aids — Nauru......................................................................................................421
Navigation Aids — New Zealand & Pac Territories...............................................................422
Navigation Aids — Papua New Guinea................................................................................ 425
Navigation Aids — Philippines.............................................................................................. 426
Navigation Aids — Samoa.................................................................................................... 428
Navigation Aids — Solomon Is..............................................................................................429
Navigation Aids — Tonga..................................................................................................... 430
Navigation Aids — Tuvalu.....................................................................................................431
Navigation Aids — US Pacific Territories..............................................................................432
Navigation Aids — Vanuatu.................................................................................................. 433
Navigation Aids Listed By Identifier — Pacific Basin............................................................ 434
Pacific VOR Receiver Check Signals....................................................................................464
RADIO DATA - AUSTRALIA

Radio Navigation Service......................................................................................................466
Air Navigation Systems......................................................................................................... 471
Direction Finding Procedures................................................................................................474
Australia — Broadcast Stations............................................................................................ 477
Navaid Limitations - Australia................................................................................................488
Navigation Aids — Australia..................................................................................................499
Navigation Aids Listed By Identifier — Australia................................................................... 508
RADIO DATA - AUSTRALASIA

Navigation Aids Listed By Identifier — Australasia............................................................... 514
RADIO DATA - FAR EAST

Navigation Aids — Cambodia............................................................................................... 529
Navigation Aids — Korea...................................................................................................... 530
Navigation Aids — Laos........................................................................................................533
Navigation Aids — Malaysia................................................................................................. 534
Navigation Aids — Myanmar.................................................................................................537
Navigation Aids — Singapore............................................................................................... 539
Navigation Aids — Taiwan.................................................................................................... 540
Navigation Aids — Thailand..................................................................................................543
TABLE OF CONTENTS 7
Navigation Aids — Vietnam.................................................................................................. 548

Navigation Aids Listed By Identifier — Far East................................................................... 552
METEOROLOGY
METEOROLOGY DATA - PACIFIC
Availability of VOLMET Broadcasts – Pacific Basin..............................................................577
Locations of MET Broadcast Stations................................................................................... 586
Australasia............................................................................................................................ 587
Definitions and Abbreviations................................................................................................590
Meteorology Services............................................................................................................600
Aviation Forecasts.................................................................................................................604
Meteorology Reports and Advisories.................................................................................... 616
Automated Briefing Systems.................................................................................................644
VOLMET Broadcasts in Plain Language -- Hawaii............................................................... 703
Availability of VOLMET Broadcasts -- Hawaii....................................................................... 704
METEOROLOGY DATA - FAR EAST

Far East.................................................................................................................................706
FIJI ISLANDS........................................................................................................................712
Japan.................................................................................................................................... 717
TABLES AND CODES

TABLES AND CODES - AUSTRALIA
General................................................................................................................................. 729
Australia................................................................................................................................ 731
AIR TRAFFIC CONTROL

STATE RULES AND PROCEDURES - AUSTRALIA
Definitions and Abbreviations................................................................................................742
Air Traffic Rules and Services...............................................................................................773
Airspace Organization...........................................................................................................794
Airports and Ground Aids......................................................................................................805
General Flight Procedures.................................................................................................... 845
Flight Planning...................................................................................................................... 865
Departure, Approach and Landing Procedures.....................................................................910
Climb and Cruise...................................................................................................................943
Communications................................................................................................................... 964
TABLE OF CONTENTS 8
ATS Surveillance Services and Procedures....................................................................... 1058

Special Operations and Requirements............................................................................... 1065
Contingency Procedures.....................................................................................................1090
Air Traffic Incidents............................................................................................................. 1097
Australia - Rules and Procedures....................................................................................... 1107
STATE RULES AND PROCEDURES - PACIFIC

North Pacific (NOPAC) Route Procedures..........................................................................1148
Reduced Vertical Separation Minimum (RVSM) Pacific Region......................................... 1156
Brunei - Rules and Procedures........................................................................................... 1173
Fiji Islands - Rules and Procedures.................................................................................... 1176
French Pacific OS Terr - Rules and Procedures.................................................................1186
Kiribati - Rules and Procedures.......................................................................................... 1196
Malaysia - Rules and Procedures....................................................................................... 1198
Nauru - Rules and Procedures............................................................................................1218
New Zealand and Pac Is - Rules and Procedures.............................................................. 1220
Papua New Guinea - Rules and Procedures...................................................................... 1241
Philippines - Rules and Procedures.................................................................................... 1258
Samoa - Rules and Procedures.......................................................................................... 1278
Solomon Is - Rules and Procedures................................................................................... 1280
Tonga - Rules and Procedures........................................................................................... 1284
Tuvalu - Rules and Procedures...........................................................................................1286
Vanuatu - Rules and Procedures........................................................................................ 1288
US Pac Territories - Rules and Procedures........................................................................ 1290
STATE RULES AND PROCEDURES - FAR EAST

Cambodia - Rules and Procedures..................................................................................... 1301
Indonesia - Rules and Procedures......................................................................................1303
Japan - Rules and Procedures............................................................................................1318
Korea, Republic of - Rules and Procedures........................................................................1340
Laos - Rules and Procedures..............................................................................................1346
Myanmar - Rules and Procedures...................................................................................... 1348
Singapore - Rules and Procedures..................................................................................... 1357
Taiwan - Rules and Procedures..........................................................................................1380
Thailand - Rules and Procedures........................................................................................1387
Vietnam - Rules and Procedures........................................................................................ 1398
ENTRY REQUIREMENTS
ENTRY REQUIREMENTS DATA - AUSTRALIA
National Regulations and Requirements.............................................................................1423
Entry, Transit and Departure of Aircraft.............................................................................. 1431
TABLE OF CONTENTS 9
Entry, Transit and Departure of Passengers and Crew...................................................... 1449

Entry, Transit and Departure of Cargo................................................................................ 1472
Aerodromes And Air Navigation Services Charges............................................................ 1476
Australia - National Regulations and Requirements........................................................... 1477

Brunei - National Regulations and Requirements............................................................... 1500
Cook Islands - National Regulations and Requirements.....................................................1508
East Timor - National Regulations and Requirements........................................................ 1518
Fiji Islands - National Regulations and Requirements........................................................ 1524
French Pacific OS Terr - National Regulations and Requirements.....................................1531
Indonesia - National Regulations and Requirements..........................................................1546
Kiribati - National Regulations and Requirements.............................................................. 1552
Malaysia - National Regulations and Requirements........................................................... 1558
Nauru I - National Regulations and Requirements..............................................................1570
New Zealand - National Regulations and Requirements.................................................... 1575
Niue I - National Regulations and Requirements................................................................ 1583
Papua New Guinea - National Regulations and Requirements.......................................... 1587
Philippines - National Regulations and Requirements........................................................ 1594
Samoa - National Regulations and Requirements.............................................................. 1604
Solomon Islands - National Regulations and Requirements...............................................1608
Tonga - National Regulations and Requirements............................................................... 1618
Tuvalu - National Regulations and Requirements...............................................................1624
US Pacific Territories - National Regulations and Requirements........................................1628
Vanuatu - National Regulations and Requirements............................................................ 1629

Cambodia - National Regulations and Requirements......................................................... 1635
Japan - National Regulations and Requirements................................................................1641
Korea, Republic of - National Regulations and Requirements............................................1650
Laos - National Regulations and Requirements..................................................................1657
Myanmar - National Regulations and Requirements.......................................................... 1663
Singapore - National Regulations and Requirements......................................................... 1671
Taiwan - National Regulations And Requirements............................................................. 1687
Thailand - National Regulations and Requirements............................................................1694
Vietnam - National Regulations and Requirements............................................................ 1703
EMERGENCY
EMERGENCY PROCEDURES - AUSTRALIA
Definitions And Abbreviations............................................................................................. 1713
Emergency Procedures.......................................................................................................1715
TABLE OF CONTENTS 10
Interception......................................................................................................................... 1724
Rescue and Firefighting Services and Snow Plan.............................................................. 1728
Search And Rescue............................................................................................................ 1730
Survival............................................................................................................................... 1748
Australia - ICAO Differences Or State Special Procedures................................................ 1758
EMERGENCY PROCEDURES - PACIFIC

CONTINGENCY PLANS - PACIFIC................................................................................... 1763
SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES - PACIFIC....................... 1767
Search and Rescue Facilities..............................................................................................1771

Fiji Is - ICAO Differences or State Special Procedures.......................................................1774
Indonesia - ICAO Differences or State Special Procedures................................................1775
Kiribati - ICAO Differences or State Special Procedures.................................................... 1782
Malaysia - ICAO Differences or State Special Procedures................................................. 1784
Nauru - ICAO Differences or State Special Procedures..................................................... 1789
New Zealand and Pac Is - ICAO Differences or State Special Procedures........................ 1792
Papua New Guinea - ICAO Differences or State Special Procedures................................ 1796
Samoa - ICAO Differences or State Special Procedures....................................................1802
Tonga - ICAO Differences or State Special Procedures..................................................... 1803
Tuvalu - ICAO Differences or State Special Procedures.................................................... 1804
US Pac Territories - ICAO Differences or State Special Procedures..................................1809
Vanuatu - ICAO Differences or State Special Procedures..................................................1811
EMERGENCY PROCEDURES - FAR EAST

Contingency Plans - Far East............................................................................................. 1813
Special Procedures for In-Flight Contingencies Far East................................................... 1847

Japan - ICAO Differences or State Special Procedures..................................................... 1865
Korea, Republic of - ICAO Differences or State Special Procedures..................................1868
Singapore - ICAO Differences or State Special Procedures...............................................1869
Taiwan - ICAO Differences or State Special Procedures....................................................1871
Thailand - ICAO Differences or State Special Procedures................................................. 1874
AIRPORT DIRECTORY
AIRPORT DECODE LISTINGS - PACIFIC
IATA Location Identifiers Decode — Pacific....................................................................... 1880
ICAO Location Identifiers Decode — Pacific.......................................................................1898
AIRPORT DATA - AUSTRALIA

Legend................................................................................................................................ 1924
Pavement Strength Limitations........................................................................................... 1935
Airport Directory — Australia...............................................................................................1939
Airport Directory — East and Central Australia...................................................................2105
Airport Directory — West and Central Australia..................................................................2232
AIRPORT DATA - PACIFIC

Airport Directory — Brunei.................................................................................................. 2290
Airport Directory — Fiji........................................................................................................ 2291
Airport Directory — French Pac Overseas Terr.................................................................. 2294
Airport Directory — Indonesia............................................................................................. 2309
Airport Directory — Japan...................................................................................................2342
Airport Directory — Kiribati..................................................................................................2367
Airport Directory — Nauru...................................................................................................2368
Airport Directory — New Zealand and Territories............................................................... 2369
Airport Directory — Papua New Guinea............................................................................. 2404
Airport Directory — Philippines........................................................................................... 2411
Airport Directory — Samoa................................................................................................. 2427
Airport Directory — Solomon Is...........................................................................................2428
Airport Directory — Tonga.................................................................................................. 2430
Airport Directory — Tuvalu..................................................................................................2432
Airport Directory — US Pacific Territories...........................................................................2433
Airport Directory — Vanuatu............................................................................................... 2439
AIRPORT DATA - FAR EAST

Airport Directory — Cambodia............................................................................................ 2442
Airport Directory — Korea................................................................................................... 2443
Airport Directory — Laos.....................................................................................................2454
Airport Directory — Malaysia.............................................................................................. 2456
Airport Directory — Myanmar..............................................................................................2469
Airport Directory — Singapore............................................................................................ 2475
Airport Directory — Taiwan................................................................................................. 2479
Airport Directory — Thailand...............................................................................................2485
Airport Directory — Vietnam............................................................................................... 2496
TERMINAL
TERMINAL PROCEDURES - PACIFIC
Definitions And Abbreviations............................................................................................. 2503
Holding Procedures.............................................................................................................2510
Standard Instrument Departures.........................................................................................2515
DME/GNSS Arrival Procedures.......................................................................................... 2518

Standard Arrival Routes (STARS).......................................................................................2519
Noise Abatement Procedures............................................................................................. 2521
Instrument Approach/Takeoff Procedures.......................................................................... 2523
Change Notices
Change Notices
Chart Change Notices

CHART CHANGE NOTICES 15
PACIFIC
Jeppesen CHART CHANGE NOTICES highlight only significant changes affecting Jeppesen
Charts, also regularly updated at www.jeppesen.com.
IMPORTANT: CHECK FOR NOTAMS AND OTHER PERTINENT INFORMATION PRIOR TO
FLIGHT.
ENROUTE CHARTS TEMPORARY FIRING EXERCISES by the

Japan Air Self Defense Force will be conduc-
GENERAL ted until 31 DEC 22 as follows:
CRUISE TABLE FOR BANGKOK AND NR-1 and NR-2, 2300 UTC - 0800 UTC,
YANGON FIRs modified as follows: Except 2300 UTC on Sat - 0800 UTC on Sun
360° - 179°: FL290-FL310- FL330, etc and 2300 UTC on the Day before 10 OCT, 03
180° - 359°: FL300-FL320-FL240, etc NOV and 23 NOV - 0800 UTC 10 OCT, 03
NOV and 23 NOV.
AUSTRALIA NR-3, 2200 UTC - 0900 UTC, Except 2200
UTC on Sat - 0900 UTC on Sun and 2200
CONTINENTAL AUSTRALIA CTA E1 lower
UTC on the Day before 10 OCT,03 NOV and
limit FL125.
23 NOV - 0900 UTC 10 OCT, 03 NOV and
CAMBODIA 23 NOV.
NR-4, 2200 UTC - 1000 UTC, Except 2200
PHNOM PENH FIR ident chgd to 'VDPF'. (N11
E104)
UTC on the Day before 10 OCT, 03 NOV and
JAPAN 23 NOV, - 1000 UTC 10 OCT, 03 NOV and
23 NOV.
HONGO VOR/DME (HGE) OTS from 1500 NR-6, 2200 UTC - 1000 UTC
UTC 5 OCT 2022 to 1500 UTC 25 JAN 2023.
NR-5 and NR-7, 2200 UTC - 0800 UTC,
For details refer to CCN P-308 (N34 E132).
Except 2200 UTC on Sat - 0800 UTC on Sun
IWAKUNI TEMPORARY RESERVED AIR- and 2200 UTC on the Day before 10 OCT, 03
SPACE (ITRA) estbld from 1500UTC 31 NOV and 23 NOV - 0800 UTC 10 OCT, 03
MAR 2022 to 1500UTC 31 MAR 2024. For NOV and 23 NOV.
boundary details refer to CCN P-322 and
For boundary details refer to CCN P-307.
P-323.
TEMPORARY TRAINING AREAS for Japan
JAPAN 10-1B. Jeppesen continually strives to
Self Defense Force estbld until 1300UTC 31
improve the usability and readability of our
MAR 2023. For boundary details refer to
charting products. In doing so we would like
CCN P-316.
to announce a change to our 10-1B charts
within Japan. As these charts are revised TEMPORARY TRAINING AREAS (OKINAWA)
they will only depict the route structure which for Japan Self Defense Force estbld from
is provided by source documentation. They 2100UTC 23 FEB 2022 to 1300UTC 22 Feb
will no longer provide the complete route 2023. For boundary details refer to CCN
structure as seen on our 10-1 Area charts P-318.
and Enroute charts. TOKYO 10-1A area chart REV DATE chgd to
JAPAN SPEED Restrictions within a Control 22 JUL 22. RJAA.
Zone chgd to At or Below 250kt IAS.
PACIFIC
TRIAL OPERATION of temporary RNAV RNP2 G221 direction from Phu Cat VOR, PCA to
routes T840 and T871 will be conducted from BUNTA.
1500 UTC 30 NOV 2022 as follows: W1-A1 direction from Tan Son Nhat VOR,
T840 estbld one-way S-Bnd SAMUS - TSN-W1-Da Nang VOR, DAN-A1-BUNTA
CADDY, 191°, 171MN, MEA FL250. Q2-A1 direction from TSN - Q2 - PATNO-A1-
T871 estbld one-way N-Bnd CADDY - BUNTA.
TOPIT, 006°, 192NM, MEA FL150.
This trial is available only to participating air-
craft and will be carried out only when radar PALEMBANG TMA lower limit chgd to 10000
surveillance is available. (S02 E104). FE H/L-2, FE H/L-4.
Eff 30 Nov 22.
ALASKA
MYANMAR ATS ROUTES changed:
IATA In-Flight Broadcast Procedure (IFBP) A342 OPAKE, Offshore Pacific coords chgd to
withdrawn within Yangon FIR (VYYF). N52 56.3 E170 09.3 and PINSO coords chgd
YANGON ACC Sectors vertical limits chgd as to N53 32.1 E173 32.9. NUZAN - OPAKE -
follows: PINSO - AMOND 251/127/174NM. P HI-1,
NP HI-2.
Sector 1: FL170 - FL560
A590 realigned POWAL, Offshore Pacific -
PLADO (N52 07.2 E170 44.3) 063°/245°,
Sector 3: FL170 - FL260 242NM; PLADO - PINSO (N53 32.1 E173
Sector 4: FL170 - FL560 32.9) 051°/232°, 133NM; PINSO - POOFF
058°/240°, 211NM; PINTT - PTZGR (N57
PAPUA NEW GUINEA 20.1 W17341.1) 062°/242°, 78NM; PTZGR -
MOMOTE (MOE) NDB Freq 212 kHz unserv- PUGGY 062°/243°, 101NM. P HI-1, NP HI-2.
iceable. G215 realigned OLCOT, Offshore Pacific -
PLADO (N52 07.2 E170 44.3) 078°/260°,
RUSSIA 196NM; PLADO - Shemya, Alaska (SYA)
ATS ROUTE SYSTEM (HIGH/LOW) revised VOR 074°/255°, 127NM. P HI-1, NP HI-2.
within Irkutsk FIR, Krasnoyarsk FIR, Moscow M523 withdrawn NICHO to HARKI (N49 E159).
FIR, Novosibirsk FIR, Samara FIR, Sankt P HI-1, NP HI-2.
Petersburg FIR, Tyumen FIR and Yekaterin- N507 withdrawn HAMND to RNDER (N48
burg FIR. For details refer to SUPPL E160). P HI-1, NP HI-2.
EAHL-9A and 9B. EA HL-11. R338 realigned NATES, Offshore Pacific -
OPAKE (N52 56.3 E170 09.3) 211°/030°,
VIETNAM
136NM. P HI-1, NP HI-2.
Location indicators of Ha Noi FIR VVVV chged R580 realigned OLCOT - OPAKE (N52 56.3
to VVHN and Ho Chi Minh FIR VVTS chged E170 09.3) 062°/244°, 192NM; OPAKE -
to VVHM. CPDLC added. ONEIL 051°/232°, 124NM. P HI-1, NP HI-2.
The following airways and segments within R591 ASPIN, Offshore Pacific (N49 37.4 E166
Vietnam will not be approved for overflight: 16.7) - AAMYY (N51 24.0 E171 33.2)
PACIFIC
228NM; AAMYY - Shemya, Alaska (SYA) A579 NATLI NCRP renamed UPSAD. Redesig
VOR 122NM. P HI-1, NP HI-2. CRP (S31 E157). Eff 01 Dec 22. AS H/L-6,
The following Off-shore Pacific RNAV CRP's AU HI-10, AU HI-9.
estbld along the Anchorage Arctic and Maga- A598 SETER renamed PONUX (S24 E154). Eff
dan Oceanic FIR's: 01 Dec 22. AS H/L-5, YBBN, AU HI-10, AU
DELIM N75 30.0 W168 58.4 HI-9.
GULON N76 30.0 W168 58.4 B580 TABAL renamed LENRI (S28 E159). Eff
INKIS N77 30.0 W168 58.4 01 Dec 22. AS H/L-5, AS H/L-6, AU HI-10,
AU HI-9.
KUMUK N78 30.0 W168 58.4
B587 BIDAG renamed ONARA (S18 E143). Eff
LERDI N79 30.0 W168 58.4
01 Dec 22. AS H/L-4, AU HI-9.
MOSAS N80 30.0 W168 58.4
G222 EVIEC NCRP estbld (S30 21.3 E141
NARAL N81 30.0 W168 58.4
19.4). GOKEN - EVIEC - TAROR 21/86 NM.
PELER N82 30.0 W168 58.4 AU LO-2.
SULAD N84 30.0 W168 58.4 G222 TAROR renamed VAGPO (S31 E142).
TORDO N85 30.0 W168 58.4 Eff 01 Dec 22. AU LO-4, AU HI-10, AU HI-9,
ULLAN N86 30.0 W168 58.4. AP HI-1. AU LO-2.
The following Off-shore Pacific RNAV NCRPs G326 MIMMI renamed RILGO; MORRO
estbld along the Anchorage Arctic and Maga- renamed LIKTO (S26 E150). Eff 01 Dec 22.
dan Oceanic FIRs: YBBN, AU HI-10, AU HI-9.
AGNOL N73 30.0 W168 58.4 G329 TABAL renamed LENRI (S28 E159). Eff
BAGAK N74 30.0 W168 58.4 01 Dec 22. AS H/L-6, AU HI-10, AU HI-9.
ROGLA N83 30.0 W168 58.4. AP HI-1. G459 ATERA renamed SOVRO (S10 E140).
The following Off-shore Pacific waypoints with- Eff 01 Dec 22. AS H/L-4, AU HI-9, FE H/
drawn (N49E160): L-10, FE H/L-13.
HARKI, HUMSA, HEMVU, HEDMI, HAXIT, H12 MIMMI renamed RILGO (S26 E149). Eff
HELRI, HOWRR, HUVKO, HUTAN, HIRAM, 01 Dec 22. AU HI-10, AU HI-9.
HABSO H62 redesig H91 BRISBANE (BN) VOR to
RAGGZ, RICOL, ROLNN, RUTIE, RAZLY, CORKY (S32 E150). YWLM.
RMORE, RAYCL, RAYBE, RYGAT, RNDER. H66/H98/H133 GAMBL renamed IDNER (S28
P HI-1, NP HI-2. E153). Eff 01 Dec 22. YBBN, LO-4, LO-6,
AU HI-10.
AUSTRALIA H91 MEHAN renamed MESIM (S31 E151).
ATS ROUTES changed: YWLM.
A346/B474 PADDY renamed VEMLA (S26 H105 HACHI renamed SULMI (S28 E149). Eff
E158). Eff 01 Dec 22. AS H/L-5, AS H/L-6, 01 Dec 22. AU HI-10, AU HI-9.
AU HI-10, AU HI-9. H169 BENZO renamed AVNAS (S40 E145). Eff
A464 ELLAS renamed DUBUD, TASHA 01 Dec 22. AU HI-10, AU LO-7, AU LO-8.
renamed RILVO (S20 E140). Eff 01 Dec 22. H185 SUMSA NCRP estbld (S33 12.6 E151
AS H/L-6, YBBN, AU HI-10, AU HI-9. 45.6). MARTO - SUMSA - Williamtown
PACIFIC
(WLM) NDB 7/25 NM. TOJAM renamed N584/P880 JUMPA renamed SAKBI (S35
OMKAX. YWLM. E159). Eff 01 Dec 22. AS H/L-6, AU HI-10,
H202 BOYSY - EMROT NCRP (S32 45.3 E149 AU HI-9.
48.8) 54 NM; EMROT- MISIT 13 NM; MISIT - N759 FARRA renamed ANGEX (S37 E146).
MUDGI 3 NM; MUDGI - MOVBU NCRP (S32 AS H/L-6, YMML.
18.1 E149 26.4) 17 NM; MOVBU - DAMAG N759 MIKEL renamed MIKEG (S38 E157). Eff
NCRP (S31 07.4 E148 45.0) 79 NM; DAMAG 01 Dec 22. AS H/L-6, AU HI-10, AU HI-9.
- BIDNONCRP (S30 47.3 E148 33.5) 22 NM; P753 LOLLY renamed DADAD (S40 E150). AS
BIDNO - AGETA 51 NM. YWLM. H/L-6.
H301 withdrawn Hamilton (HN) VOR to Surrey P766 MIKEL renamed MIKEG (S38 E157). Eff
(SY) NDB (S37 E175). AS H/L-7, NZAA. 01 Dec 22. AS H/L-6, AU HI-9.
J64 BIDAG renamed ONARA, TASHA renamed Q9 RANGR renamed RULVI; REVOP renamed
RILVO (S20 E140). Eff 01 Dec 22. AS H/L-4, AVPAL (S30 E116). Eff 01 Dec 22. AU HI-9,
AU LO-3, AU HI-9. YPPH.
J138 EGORE renamed SURVO, BIDAG Q10 GRABL renamed NODEV (S32 E118). Eff
renamed ONARA (S18 E143). Eff 01 Dec 22. 01 Dec 22. AU HI-9, YPPH.
AS H/L-4, YBTL, AU HI-9, YPDN, FE H/
Q11/Q25/Q73 CAMEL renamed NOMAV (S29
L-10.
E118). Eff 01 Dec 22. AU HI-9.
J151 PILLO renamed AROXO (S13 E139),
Q15/W778 HOOKS renamed OMLAV (S34
COLLA renamed TUSTU (S12 E134). Eff 01
E151). Eff 01 Dec 22. AU LO-6, AU HI-10,
Dec 22. AS H/L-4, AU LO-3, AU HI-9,
YSSY, YWLM, AU LO-7.
YPDN, FE H/L-10, AU LO-1.
Q24 COLET renamed TERUV (S25 E152). AS
J184 RUSSO renamed OKODU (S19 E143).
H/L-5.
Eff 01 Dec 22. AU LO-3, AU HI-9.
Q26 withdrawn Brisbane (BN) VOR - Cairns
L503 NATLI renamed UPSAD (S31 E157). Eff
(CS) VOR. (S22 E148) YBCS.
01 Dec 22. AS H/L-6, AU HI-10, AU HI-9.
Q28 withdrawn [YFDF] - CHARL (S22 E119).
L508 COOPS renamed KAGRI (S41 E157). Eff
YPPH.
01 Dec 22. AS H/L-6, AU HI-10.
Q29/UQ205 TAREX renamed LUVAS (S37
L513 COOPS renamed KAGRI; TUBBY
E145). YMML.
renamed TUVBI (S40 E158). Eff 01 Dec 22.
AS H/L-6, AU HI-10. Q30/Y33 BOXER renamed MATAR (S22
E146). Eff 01 Dec 22. AU HI-10, AU HI-9.
L514 REVOP renamed AVPAL (S30 E116). Eff
01 Dec 22. AU HI-9, YPPH, AU LO-1. Q31 CHARL renamed AVMAS; REVOP
renamed AVPAL (S30 E116). Eff 01 Dec 22.
L521 WALTZ renamed REPUD (S35 E158). Eff
AU HI-9, YPPH.
01 Dec 22. AS H/L-6, AU HI-9.
Q31 [YCWA] replaced by KAPGA NCRP (S22
M625 GILLY renamed BOTGU (S40 E156). Eff
58.1 E118 48.8). YPPH.
01 Dec 22. AS H/L-6, AU HI-10.
Q32 GRABL renamed NODEV (S32 E118). Eff
M625/Y66 LEPAR renamed GIVID (S39 E150).
01 Dec 22. AU HI-9.
AS H/L-6, YMML.
Q38 WEEDA renamed UNVAX; REVOP
MACEL NCRP withdrawn. (S42 E147) YMHB.
renamed AVPAL (S30 E116). Eff 01 Dec 22.
AU HI-9, YPPH.
PACIFIC
Q39 ELLAS renamed DUBUD (S29 E156). Eff Q484 MORRO renamed LIKTO (S26 E150). Eff
01 Dec 22. AS H/L-6, AS HI-10, AS HI-9. 01 Dec 22. YBBN, AU LO-5, AU LO-6, AU
Q67 estbld Brisbane (BN) VOR - BIXAD NCRP HI-10.
(S26 41.5 E153 14.8) 357°, 41NM; BIXAD - R340 EGORE renamed SURVO, TASHA
GUDSO NCRP (S26 16.7 E153 06.2) 332°, renamed RILVO (S20 E140). Eff 01 Dec 22.
26NM; GUDSO - TAPET NCRP (S26 06.5 AS H/L-4, AU HI-9.
E152 57.9) 313°, 13NM; TAPET - LOAFA T74/Y105 KARAG renamed VEPAP (S29
314°, 79NM; LOAFA - Glandstone (GLA) E144). Eff 01 Dec 22. AU HI-10, AU HI-9.
VOR 314°, 86NM; (GLA) VOR - CAPRI 320°, T234 KAYTU renamed OKISI; SALEM
111NM; CAPRI - Hamilton (HM) VOR 320°, renamed URBEN (S38 E143). Eff 01 Dec 22.
134NM; (HM) VOR - SWALO 313°, 195NM; YMHB, AU HI-10, AU HI-9, AU LO-8.
SWALO - BARIA 315°, 43NM; BARIA -
UH224 SETER renamed PONUX (S24 E154).
UPOLO 315°, 39NM; UPOLO - Cairns (CS)
Eff 01 Dec 22. AU HI-10, AU HI-9.
VOR 226°, 15NM. YBCS.
Undesignated ATS route redesig W539 [YKMB]
Q69 RULUN estbld (S26 54.1 E153 29.5).
apt to Normanton (NTN) NDB (S17 E140).
MAKRU - RULUN - ITIDE 38/10 NM. Eff 01
AU LO-3.
Dec 22. YBBN.
UQ95 EGORE renamed SURVO (S15 E136).
Q94 redesig Q923 SUNSHINE COAST (SU)
Eff 01 Dec 22. AS H/L-4, AU HI-9, YPDN, FE
VOR to CANTY (S36 E144) YMML.
H/L-10.
Q158 KATHI renamed ESMIN (S32 E119). Eff
UQ489 GORDO renamed AVNIB (S32 E154).
01 Dec 22. AU HI-9, YPPH, AU LO-1, AU
Eff 01 Dec 22. AS H/L-6, AU HI-10, AU HI-9.
LO-2.
UY409/Y89/Y177 NIROK renamed BESBO
Q165 HACHI CRP renamed SULMI. Redesig
(S25 E151). Eff 01 Dec 22. AU HI-10, AU
NCRP (S28 E149). Eff 01 Dec 22. AU HI-10,
HI-9.
AU HI-9.
V15 STURT renamed LAKAV (S28 E117). Eff
Q181 estbld one-way S-bnd ISLIP RNAV
01 Dec 22. YPPH, AU LO-1, AU LO-2.
NCRP (S22 17.6 E119 26.2) - TAPIT RNAV
CRP (S22 42.6 E119 19.9) 192°, 26 NM; V16 MOROK renamed TEBIP (S31 E116). Eff
TAPIT - KALSA 45NM; KALSA - BAXMN 01 Dec 22. YPPH, AU LO-1, AU LO-2.
193°, 132 NM; BAXMN - TODIK RNAV V20 DARTS renamed SULDA; NERIG replaced
NCRP (S27 53.8 E117 41.6) 198°, 147 NM; by ATGOD NCRP (S35 10.7 E150 02.0). AU
TODIK - REVOP NCRP 199°, 169 NM. LO-6, YSCB.
YPPH. V20/V169/V501/W138 CORDO renamed
Q181 REVOP renamed AVPAL (S30 E116). Eff PEGSU (S34 E150). Eff 01 Dec 22. AU
01 Dec 22. AU HI-9, YPPH. LO-6, YSCB, YSSY, YWLM, AU LO-7.
Q302 estbld one-way W-bnd GEMAC - RIMSU V33/V544 LIFFY renamed LAXOT (S41 E146).
NCRP (S37 36.1 E146 28.1) 266°, 187 NM; Eff 01 Dec 22. YMHB, AU LO-8.
RIMSU - LIZZI 270°, 41 NM. Eff 01 Dec 22. V134 redesig V308 Brisbane (BN) VOR -
YMML, AU HI-10. Cairns (CS) VOR. (BN) VOR - AKOBA NCRP
Q421 MORRO renamed LIKTO (S26 E150). Eff (S26 42.3 E153 03.7) 343°, 40NM; AKOBA -
01 Dec 22. AU LO-5, AU LO-6, AU HI-10. SAGLI NCRP (S2618.3 E152 53.0) 327°,
PACIFIC
26NM; SAGLI - MAGPI 311°, 88NM. (S21 W152 estbld NONUM - DOTTE 189°/009°, 111
E149) YBCS, YBTL. NM, MOCA 5700/6000; DOTTE - Hughenden
V140 REVGU NCRP (S33 10.0 E151 37.3) (HUB) NDB 132 NM, MOCA 4900/4800;
estbld. TOOKI - REVGU - Williamtown 'HUB' NDB - SLASH 153°/333°, 99 NM,
(WLM) NDB 7/24 NM. YWLM. MOCA 3000; SLASH - MOVBA 152°/332°,
V200 SPIDR renamed TYNDI (S37 E142). 75 NM, MOCA 2800/2400; MOVBA - ARTON
YPAD. 111°/290°, 135 NM, MOCA 5400; ARTON -
UNVAT 109°/287°, 150 NM, MOCA 5500
V223 BURRA renamed OMKON (S37 E143).
(S22 E144). YBCS, AU LO-3, AU LO-4, AU
YMML.
LO-5.
V279 STONE renamed LANUN (S38 E143).
W170 PUDUT NCRP (S32 57.7 E151 28.4)
YMML.
estbld. IKIMO - PUDUT - LOWEP 13/14 NM.
V308/UQ493 PROBO renamed EMSUP (S22 YWLM.
E149). Eff 01 Dec 22. AU LO-3, AU LO-4,
W174 IGMOB NCRP estbld (S32 25.5 E151
AU LO-5, AU HI-9.
36.5). BUBRI - IGMOB - TIMBO 10/17 NM.
V316 GAZEL renamed RUTOS (S33 E150). YWLM.
YWLM.
W182 AVDED NCRP (S32 23.2 E151 55.6)
V376 OWENS renamed DOTPA; RAVEN NCRP estbld. NICLA - AVDED - OMBUP
renamed DOVUT (S36 E144). YMML, AU 21/10. YWLM.
LO-6.
W186 FORTT renamed KRATT (S24 E150). Eff
V599 HOGAN renamed RUPEM; MUSTA 01 Dec 22. AU LO-4, AU LO-5.
renamed TOROB; WYATT renamed REVKI
W193 CRISO renamed LERGU (S19 E138). Eff
(S33 E149).
01 Dec 22. AS H/L-4, AU LO-3, AU LO-1.
AU LO-6, YWLM.
W214/W223/W356/W494/W598/W760 GAMBL
V599/W652/W817/Y20 WATLE renamed renamed IDNER (S28 E153). Eff 01 Dec 22.
DARGI (S33 E150). Eff 01 Dec 22. AU LO-6, YBBN, AU LO-4, AU LO-6.
YSSY, YWLM, AU LO-7.
W219 HELIX renamed ELMOR (S40 E146). Eff
W10 [YTOC] replaced by NUTLI NCRP (S35 01 Dec 22. YMHB, AU LO-7, AU LO-8.
48.6 E245 36.4). AU LO-6.
W222/W667 SNOWY renamed SOVRU (S36
W14 UPTEK NCRP estbld (S31 06.5 E115 E147). AU LO-6, YSCB.
16.9). OTKUN - UPTEK - BUVEL 55/49 NM.
W240 BURTO renamed NOKAV (S23 E146).
Eff 01 Dec 22. YPPH, AU LO-1, AU LO-2.
Eff 01 Dec 22. AU LO-4, AU LO-5.
W15/W382 LLOYD renamed IGNES (S37
W249 withdrawn Gove (GV) VOR to Weipa
E144). Eff 01 Dec 22. YMML.
(WP) VOR. CHERY and PEACH withdrawn
W40 NERIG replaced by ATGOD NCRP (S35 (S12 E140). AS H/L-4.
10.7 E150 02.0). AU LO-6, YSCB.
W290 TAMBO renamed VISER (S37 E147).
W116 [YBUN] replaced by ATIVA NCRP (S33 AU LO-6.
22.6 E115 40.6). YPPH.
W292 TEDDY renamed PUBOX (S14 E141).
W151 NERIG renamed ATGOD (S35 E150). Eff 01 Dec 22. AS H/L-4, AU LO-3.
AU LO-6, YSCB.
W319 SAVAN renamed IKOLA (S19 E141). Eff
W152 ARTON renamed AKEVU (S24 E147). 01 Dec 22. AS H/L-4, AU LO-3.
PACIFIC
W331 LORNE renamed ARUTA (S25 E147). W504 OLLIE renamed SUPGA (S25 E147). Eff
Eff 01 Dec 22. AU LO-4, AU LO-5. 01 Dec 22. AU LO-4, AU LO-5.
W341 BLIGH renamed TEROG (S28 E116). Eff W539 [YKMB] apt replaced by ENTOL NCRP
01 Dec 22. YPPH, AU LO-1, AU LO-2. (S17 27.4 E140 50.0). AU LO-3.
W353 BONGO renamed OLGUM (S28 E150). W551 BEKAM renamed MEKOD (S32 E150).
Eff 01 Dec 22. YBBN, AU LO-4, AU LO-5, YWLM.
AU LO-6. W564 ATILA renamed GOTLU (S41 E146). Eff
W356 MIDEL renamed MADLU; HAMER 01 Dec 22. YMHB, AU LO-8.
renamed MANSA; MORIS renamed IPMAD; W571 STONE renamed LANUN; VIOLA
BAMBI renamed RIRSA; GAMBL renamed renamed KEVIG (S37 E145). YMML, AU
IDNER (S22 E141). Eff 01 Dec 22. YBBN, LO-6.
AU LO-3, AU LO-4, AU LO-5, AU LO-6. W575 WYATT renamed REVKI (S33 E149).
W364 CARDO renamed BUPMO. (S13 E137) AU LO-6.
Eff 01 Dec 22. AS H/L-4, AU LO-3, FE H/ W577 SOFIE renamed GULNU (S39 E144). Eff
L-10, AU LO-1. 01 Dec 22. AU LO-7, AU LO-8.
W364 withdrawn VEVAV to UNVAV (S18 W643 PEAKE renamed NOLUN (W36 E149).
E144). TRUDY and HERON withdrawn. AU LO-6, YSCB.
YBCS, AU LO-3, AU LO-4, AU LO-5.
W644 TERIK renamed TUNGU; DYMON
W369 DAMIN renamed SHIKO; NIKIL renamed renamed MEGOL (S24 E145). Eff 01 Dec 22.
MIPAM (S26 E150). Eff 01 Dec 22. AU LO-4, AU LO-3, AU LO-4.
AU LO-5, AU LO-6, AU LO-2.
W657 RAVEN renamed DOVUT (S36 E144).
W405 ROHAN renamed TUVRA (S39 E144). YMML.
W660 FOYLE renamed ENSAB (S21 E145). Eff
W405 SIMON renamed MENOG (S38 E144). 01 Dec 22. AU LO-3, AU LO-5.
YMML.
W674 DOVPO NCRP estbld (S32 22.9 E151
W436 CHOMP renamed JANGU (S38 E148). 47.4). GUTEX - DOVPO - CRAVN 10/15 NM.
AU LO-6. YWLM.
W440 HOGAN renamed RUPEM (S33 E149). W681 [YPIR] replaced by SUNAL RNAV NCRP
AU LO-4, AU LO-6. (S33 14.5 E137 59.7). YPAD, AU LO-4.
W449 BRONS renamed BULKO (S38 E146). W685 MOREL renamed PANRO (S19 E136).
YMML, AU LO-6. Eff 01 Dec 22. AU LO-3, AU LO-1.
W462 BROAD renamed PADBU (S42 E146). W695 BRONS renamed BULKO (S38 E146).
Eff 01 Dec 22. YMHB, AU LO-8. AU LO-6.
W473 ARGON renamed DOMTI; JUDIE W727 MANDO renamed BIMAV (S23 E149).
renamed ANLAR; Kowanyama (KOW) NDB Eff 01 Dec 22. AU LO-4, AU LO-5.
replaced by VEVAV (S14 E138). Eff 01 Dec W731 PANOR renamed EMVOM (S33 E149).
22. AS H/L-4, AU LO-3, AU LO-1. AU LO-6.
W477 VIOLA renamed KEVIG (S37 E145). W762 NICKY renamed VEVOS (S34 E149).
YMML, AU LO-6. AU LO-6.
W495 CAMUS renamed AKLAB (S40 E145).
PACIFIC
W762 VEVOS NCRP estbld (S34 19.5 E149 Y71 TAROR renamed VAGPO (S31 E142). Eff
19.3). ISNOL - VEVOS - AKMIR 18/40NM. 01 Dec 22. AU HI-10, AU HI-9.
LO-4. Y177 BODAP NCRP estbld (S17 32.7 E146
W786 KANGA renamed RIBLU. KOALA 13.8). Cairns, QLD (CS) VOR - BODAP -
renamed BENVO (S31 E155). Eff 01 Dec 22. SWIFT 50/58 NM. Eff 01 Dec 22. YBCS, AU
AS H/L-6, AU LO-4. HI-9.
W801 MUSTA renamed TOROB (S33 E149). Y218 SPIDR renamed TYNDI (S37 E142).
AU LO-6. YPAD.
W804 withdrawn. VESOP - NONUM. YBCS Y557 SALEM renamed URBEN (S41 E146). Eff
10-1. 01 Dec 22. YMHB, AU HI-10, AU LO-8.
W806 FREDD renamed LEPTA; ARTON Z11 MASHA renamed RUMGI (S15 E143). Eff
renamed AKEVU (S27 E145). Eff 01 Dec 22. 01 Dec 22. AS H/L-4, AU LO-3.
AU LO-4, AU LO-5, AU LO-2. Z11 withdrawn [YPMP] - Kowanyama (KOW)
W822 estbld Dubbo (DU) NDB - HILAR 343°/ NDB (S15 E141). YBCS.
163°, 35 NM, MOCA 2600; HILAR - ONUMA Z19 NORIC renamed NINEK; STURT renamed
341°/162°, 41 NM; ONUMA - AGETA 336°/ LAKAV (S30 E116). Eff 01 Dec 22. YPPH,
157°, 58 NM; MOCA 2000; AGETA - BITUL AU LO-1, AU LO-2.
CRP (S29 27.5 E147 59.1) 337°/158°, 35NM. Z19 [YPLU] replaced by KABRO RNAV CRP
AU LO-4. (S25 19.1 E119 25.4). YPPH.
W822 [YLRD] apt replaced by BITUL NCRP Z23 ROSMO renamed AVGIK; SISTA renamed
(S29 E147). AU LO-6. VIROK (S31 E117). Eff 01 Dec 22. YPPH,
W865 [YKAL] replaced by DADPI NCRP (S14 AU LO-1, AU LO-2.
17.4 E126 38.0). AU LO-3. Z25 redesig one-way SE-bnd SWIFT to ALBUX
Y12 HINDY renamed RELEP; DANKS renamed (S18 E146). YBTL.
LULTO (S36 E142). YPAD, YMML. Z32 [YDMG] replaced by TERAR NCRP (S17
Y15 CULAB renamed OSTOL (S27 E116). Eff 56.2 E138 49.1). AU LO-3.
01 Dec 22. AU HI-9, AU LO-1, AU LO-2. Z41 IRWIN renamed AVDIS; MOROK renamed
Y21 LOLLY renamed DADAD (S40 E150). AS TEBIP (S29 E115). Eff 01 Dec 22. YPPH, AU
H/L-6, YMML. LO-1, AU LO-2.
Y31/Y69 KARAB renamed LAKIR (S31 E116). Z42 [YAUR] replaced by SAMOR RNAV NCRP
Eff 01 Dec 22. AU HI-9, YPPH. (S13 21.3 E141 43.4). YBCS, AU LO-3.
Y36 KONIL renamed ENGUD (S29 E118). Eff Z51 CONOR renamed KADMU (S19 E143) Eff
01 Dec 22. AU HI-9, YPPH. 01 Dec 22. YBTL, AU LO-3, AU LO-5.
Y41 NORIC renamed NINEK (S30 E116). Eff Z54 DAVOS renamed DADER (S36 E147). AU
01 Dec 22. YPPH. LO-6, YSCB.
Y44 JANNA renamed KAYOK (S27 E116). Eff Z61 NORIC renamed NINEK; NALLY renamed
01 Dec 22. AU HI-9, YPPH, AU LO-1, AU OMLAT (N30 E116). Eff 01 Dec 22. YPPH,
LO-2. AU LO-1, AU LO-2.
Y53 SPIDR renamed TYNDI (S37 E142). Z74 CAMEL renamed NOMAV (S29 E118). Eff
YMML. 01 Dec 22. YPPH, AU LO-1, AU LO-2.
PACIFIC
Z74 [YJUN] replaced by ONEGI NCRP (S26 CASINO CTAF chgd to 132.45 (S28 E153). AU
25.4 E120 34.6). YPPH. LO-6.
Z87 ROSMO renamed AVGIK; KONIL renamed DANGER AREA YB(D)-217 established as fol-
ENGUD (S31 E116). Eff 01 Dec 22. YPPH, lows. A .5 NM circle centred S12 31 11 E130
AU LO-1, AU LO-2. 55 06. Altitudes: GND-3000. YPDN.
Z87 [YDLO] replaced by MIDIM RNAV NCRP DANGER AREA YM(D)-108 withdrawn (S-W of
(S27 52.5 E121 16.2). YPPH. Meekatharra [MEK] VOR) (S28 E117).
Z224 chgd to W222 SNOWY - Canberra (CB) YPPH.
VOR. (S37 E147) YSCB. DANGER AREA YM(D)-197 times of ops chgd
Z418 CHAPL renamed MUPIK; CRIST to SR-SS; O/T by NOTAM. YPPH.
renamed NUBTA (S27 E150). Eff 01 Dec 22. DANGER AREA YM(D)-315 extended 1 NM
YBBN, AU LO-4, AU LO-5, AU LO-6, AU south in the vicinity of TOORADIN, Vic (S38
LO-2. E145). Eff 01 Dec 22. YMML, AU LO-7, AU
AIRMA, WA withdrawn (S29 E115). Eff 01 Dec LO-8.
22. YPPH. DANGER AREA YM(D)-389 withdrawn (SE of
AMBERLEY (AMB) TAC freq chgd to Moorabin, Vic [MB] NDB, S38 E145). Eff 01
110.3/40X (S27 E152). AU LO-5, AU LO-6. Dec 22. YMML, AU LO-7, AU LO-8.
AUGUSTA CTAF chgd to 132.25 (S34 E115). DANGER AREA YM(D)-530 withdrawn (S of
Eff 01 Dec 22. AU LO-2. Sydney (SY) DME). (S34 E150) AS H/L-6.
AVPAL HOLDING estbld; 199° inbound track, DANGER AREA YM(D)-535 estbld. An irregu-
RIGHT turns (S30 E116). Eff 01 Dec 22. AU lar-shaped area approx 4NM N-S by 2NM E-
HI-9, YPPH. W beggining 8NM NE of Wollongong (WOL)
Ayers Rock Broadcast Area renamed Ayers NDB. Altitudes GND - BCTA. (S34 E150) AS
Rock Mandatory Broadcast Area (S25 E130). H/L-6.
AU LO-4. DANGER AREAS YM(D)-158A and
Ballina Broadcast Area renamed Ballina/Byron YM(D)-158B withdrawn (W of Perth (PH)
Mandatory Broadcast Area (S28 E153). AU VOR)(S31 E118). YPPH.
LO-6. DARWIN (DAR) TAC freq chgd to 110.4/41X.
BEBAK, QLD renamed PANPU (S27 E150). Eff Coords chgd to S12 24.8 E130 53.0. LO-3,
01 Dec 22. AU HI-10, AU HI-9. HI-9, YPDN, FE H/L-13, LO-1.
BOBOR, WA withdrawn (S34 E116). Eff 01 Dec ENGOD withdrawn (S23 E154). Eff 01 Dec 22.
22. AU LO-2. AS H/L-5, AU HI-10, AU HI-9.
BREAM renamed LAPIP (S27 E155). Eff 01 EVANS HEAD CTAF chgd to 126.7 (S29
Dec 22. AS H/L-5, AS H/L-6, AU HI-10, AU E153). AU LO-4, AU LO-6.
HI-9. GIBLI, NT withdrawn (S21 E136). Eff 01 Dec
CAPES BROADCAST AREA estbld. An irregu- 22. AU HI-9.
lar-shaped area aprox 52 NM N-S by 17 NM GNARWARRE, VIC CTAF chgd to 119.0 (S38
E-W beginning W of Busselton, WA (BLN) E144). YMML.
NDB. Altitudes: GND - 5000 (S33 E115). Eff GNARWARRE, VIC CTAF chgd to 119.0 (S38
01 Dec 22. AU LO-2. E144). YMML.
PACIFIC
Hamilton I (HM) VOR decmsnd and replaced by 40NM E-W beginning 40NM SE of Darwin,
OVRON NCRP same position. All affected NWT (DN) DME. Altitudes: 5000-FL270. (S12
airways realigned. (S20 E148) AS H/L-5, AS E131) YPDN.
H/L-6, AU HI-10. RESTRICTED AREA YB(R)-228B estbld. An
IBETA, TAS withdrawn (S40 E143). Eff 01 Dec irregular-shaped area approx 45NM N-S BY
22. AU HI-10. 63NM E-W beginning 78NM SE of Darwin,
KADINA, SA CTAF 126.7 estbld. (S33 E137) NWT (DN) DME. Altitudes: FL120-FL180
YPAD. (S13 E132). YPDN.
KOWANYAMA (KOW) NDB decmsnd and RESTRICTED AREA YB(R)-250 established
replaced by VEVAV CRP (S15 28.8 E141 SW of Tindal apt (YPTN). Boundary has
44.9). All affected airways realigned. AU same lateral limits as YB(R)-225D. Altitudes:
LO-3, FE H/L-13. GND-9500. YPDN.
LAWRA, WA withdrawn (S28 E115). Eff 01 Dec RESTRICTED AREA YB(R)-272 withdrawn N-
22. AU HI-9. W of Darwin (DN) VOR (S11 E130). YPDN.
LEONGATHA, VIC CTAF 127.55 (S38 E145). RESTRICTED AREA YB(R)-636 estbld. An
YMML. irregular-shaped area aprox 80 NM N-S by
LISMORE CTAF chgd to 132.45 (S28 E153). 83 NM W-E beginning 86 NM NE of Okaey
AU LO-6. (OK) VOR. Altitudes 7000 AGL-FL230. (S25
E150) AS H/L-5.
MAKOM renamed OVMUD (S29 E144). Eff 01
Dec 22. AU HI-10, AU HI-9. RESTRICTED AREA YM(R)-178 redesig
YM(R)-179 (N of Perth, WA [PH] VOR).
MARGARET RIVER, WA CTAF chgd to 132.25
YPPH.
(S33 E115). Eff 01 Dec 22. AU LO-2.
RESTRICTED AREA YM(R)-330A and
MOAMA, NSW CTAF 119.1 estbld. (S36 E144)
YM(R)-330B hours of activity chgd to
NOTAM (S37 E144). Eff 01 Dec 22. YMML,
MOUSE, QLD renamed EGUBA (S28 E150). AU LO-6, AU LO-7, AU LO-8.
RESTRICTED AREA YM(R)-405A extended
NOKIB withdrawn (S22 E155). Eff 01 Dec 22. west approx 2NM. (S33 E151) YWLM.
AU HI-9.
RESTRICTED AREA YM(R)-405B extended
NOVIN withdrawn (S35 E120). Eff 01 Dec 22. south-east approx 1NM. (S33 E151) YWLM.
AU HI-9.
RESTRICTED AREA YM(R)-428 redesig
RESTRICTED AREA R654C OAKEY vertical YM(R)-430B. Altitudes:3500-4500. YSCB.
limitis 6500 - FL125 (S27 E151). AU LO-5,
AU LO-6.
YM(R)-430C. Altitudes: 4500-10000. YSCB.
RESTRICTED AREA R654D estbld. An irregu-
RESTRICTED AREA YM(R)-430A estbld. A
lar shaped-area approx 10 NM N-S by 18 NM
circle of 2 NM radius centered on S35 24.0
E-W beginning approx 5 NM E of Oakey (OK)
E148 58.8. Altitudes: GND-3500. YSCB.
VOR. Altitudes: 6500-FL125. Time of opera-
tion by NOTAM (S27E151). RESTRICTED AREA YM(R)-502 redesig
YM(R)-504 (S33 E150). YWLM.
AU LO-5, AU LO-6.
RILEY, NSW withdrawn (S33 E149). AU LO-6.
RESTRICTED AREA YB(R)-228A estbld. An
irregular-shaped area approx 40NM N-S BY
PACIFIC
RIMSU HOLDING estbld; 270° inbound track, TOWNSVILLE (TVL) TAC freq chgd to
LEFT turns (S37 E146). Eff 01 Dec 22. AU 110.4/41X (S19 E146). YBTL, AU LO-3, AU
HI-10. LO-5.
SALUS, NSW NCRP estbld at S32 47.8 E151 TROFE, WA withdrawn (S29 E 120). Eff 01 Dec
50.0. YWLM. 22. AU HI-9.
TABLO renamed DOGTU (S36 E151). Eff 01 Victor 1 Broadcast Area renamed Victor 1 Man-
Dec 22. AS H/L-6, AU HI-10, AU HI-9. datory Broadcast Area (S33 E151). YWLM.
TEMPL HLDG withdrawn (S37 E144). YMML.
BANGKOK FIR
TEPUN RNAV CRP estlbd at S30 28.5 E116
16.9. Eff 01 Dec 22. AU HI-9, AU LO-1, AU MAE SOT AERO renamed Mae Sot (N16
LO-2. E098). FE H/L-1.
The following NCRP waypoints estbld in Mel-
BRISBANE FIR
bourne FIR:
DOGMI S41 05.0 E147 28.3 CASINO CTAF chgd to 132.45 (S28 E153). AU
TOGAT S41 09.6 E147 25.8 LO-6.
ELREL S41 22.5 E147 18.5 EVANS HEAD CTAF chgd to 126.7 (S29
E153). AU LO-4, AU LO-6.
NODAS S41 24.6 E146 55.9
LISMORE CTAF chgd to 132.45 (S28 E153).
ATKOM S41 19.2 E146 44.7
AU LO-6.
TEDOR S41 42.8E147 21.2
REKAK S41 57.3 E147 18.6 BRUNEI
YMHB. ATS ROUTES changed:
The following NCRPs estbld in vicinity of Para- G580 PILAX - Mukah (VMH) VOR 048°/228°,
burdoo (PBO) VOR: 52NM, MEA 7000; 'VMH' VOR - SARVO
OMBAG, WA S24 21.4 E116 11.2 056°/236°, 58NM; SARVO - Miri (VMY) VOR
NISAX, WA S21 20.7 E116 03.7 052°/232°, 86NM; 'VMY' VOR - Brunei (BRU)
BUSTO, WA S23 55.4 E119 47.1. Eff 01 Dec VOR 058°/238°, 64 NM (N03 26.5 E112
22. AU LO-1. 50.2). WBSB, FE H/L-2, FE H/L-4, FE H/
TINDAL CONTROL ZONE redesig. An irregular L-11.
shaped area bounded to the SW by a 30NM W449 Miri (VMY) VOR - ESLAB CRP (N04
circle centered on Tindal apt (YPTN) then 11.9 E114 17.8) 108°/288°, 20 NM, MEA
annexed to the NE by a circle of 10NM cen- 5000; ESLAB - [VZU08] 24 NM, MEA 10000;
tered on YPTN vertical limits GND-1500. An [VZU08] - Mulu (VZU) VOR 8 NM. WBSB.
irregular shaped area bounded to the SW by W450 Limbang (VLG) VOR - EXUGO CRP
a 30 NM circle centered on YPTN then boun- (N04 24.4 E114 11.6) 244°/064°, 54 NM,
ded to the N and E by a 20NM circle cen- MEA 5000; EXUGO - Miri (VMY) VOR 14
tered on YPTN then bounded to the SE by a NM. WBSB.
10NM circle centered on YPTN vertical limits ANDUKI CTR estbld. An irregular-shaped area
1500-2500. A circle of 30 NM centered on approx 15 NM SW - NE by approx 8 NM SE -
YPTN vertical limits 2500-10000. YPDN. NW centered on Anduki WBAK. Altitudes
GND - 2000 AGL. Class 'C'. Times of opera-
tion H24 (N04 E114). WBSB.
PACIFIC
CAMBODIA VOR 183°/(003°), 29 NM. FE H/L-1, FE H/

ATS ROUTES changed: L-3.
M505, Mondulkiri (MD) NDB replaced by Y2 redesig one-way N-bnd. UDODA RNAV
PAPLO RNAV CRP (N12 27.9 E107 11.6). NCRP (N11 04.0 E103 20.7) - LIKBU RNAV
FE H/L-3, FE H/L-11. NCRP (N11 33.7 E103 24.7) 008°, 30 NM,
MEA 8000; LIKBU - KAMBO 004°, 87 NM;
N891 IPLIS CRP (N09 48.9 E102 39.1) estbld.
KAMBO - Siem Reap (SRE) VOR 038°/
BENSA - IPLIS - XONAN 39/36 NM. FE H/
(218°), 30 NM. FE H/L-1, FE H/L-3.
L-1, FE H/L-3.
Y3, Ratanakiri (RT) NDB replaced by ANSAT
R334 SAKDA - UDODA CRP (N11 04.0 E103
RNAV CRP (N13 43.8 E106 59.2). FE H/L-1,
20.7) 148°/328°, 39NM, MEA 6000; UDODA
FE H/L-3, FE H/L-11.
- Sihanouk (KOS) VOR 33NM. FE H/L-1, FE
H/L-3. Y6 estbld Phnom Penh (PNH) VOR - ANSAT
RNAV CRP (N13 43.8 E106 59.2) 045°/225°,
R575 BIDEG withdrawn. AKNAT - SAKDA 56
182NM, MEA 6000. FE H/L-1, FE H/L-3, FE
NM (N12 E103). FE H/L-1, FE H/L-3.
H/L-11.
R588 IPLIS CRP (N09 48.9 E102 39.1) estbld.
Y8 estbld Phnom Penh (PNH) VOR - PAPLO
Sihanouk (KOS) VOR - IPLIS - BASIT 75/23
RNAV CRP (N12 27.9 E107 11.6) 070°/250°,
NM. FE H/L-1, FE H/L-3.
150NM, MEA 6000. FE H/L-1, FE H/L-3, FE
W3 redesig Y3. Battambang (BB) NDB H/L-11.
replaced by RIMSO (N12 E102). VTBD.
Y9 estbld TAREG - PAPLO RNAV CRP (N12
W4 withdrawn Phnom Penh (PNH) VOR to 27.9 E107 11.6) 134°/314°, 95NM, MEA
TAREG. (N11 E104) FE H/L-1, FE H/L-3, FE 6000. FE H/L-1, FE H/L-3, FE H/L-11.
H/L-11.
Y10 estbld ANSAT RNAV CRP (N13 43.8 E106
W6 withdrawn Phnom Penh (PNH) VOR to 59.2) - PAPLO RNAV CRP (N12 27.9 E107
Ratanakiri (RT) NDB. (N11 E104) FE H/L-1, 11.6) 171°/351°, 77NM, MEA 6000. FE H/
FE H/L-3, FE H/L-11. L-3, FE H/L-11.
W8 withdrawn Phnom Penh (PNH) VOR to Y19 estbld Phnom Penh (PNH) VOR - KIMOH
Mondulkiri (MD) NDB. (N11 E104) FE H/L-1, 249°/069°, 75 NM, MEA 8000; KIMOH - Dara
FE H/L-3, FE H/L-11. Sakor (DSK) VOR (N10 55.0 E103 13.8), 27
W9 withdrawn Mondulkiri (MD) NDB to TAREG. NM. FE H/L-1, FE H/L-3, FE H/L-11.
(N12 E107) FE H/L-1, FE H/L-3, FE H/L-11. Y20 estbld VIBUN - IPGIP RNAV NCRP (N11
W10 withdrawn Mondulkiri (MD) NDB to Rata- 31.2 E103 41.3) 217°/037°, 170NM, MEA
nakiri (RT) NDB. (N12 E107) FE H/L-3, FE H/ 8000; IPGIP - UDODA RNAV NCRP (N11
L-11. 04.0 E103 20.7) 34NM; UDODA - Dara Sakor
W14 OROVI NCRP redesig CRP (N13 E104). (DSK) VOR (N10 55.0 E103 13.8) 11NM;
FE H/L-1, FE H/L-3. DSK VOR - IPLIS RNAV CRP (N09 48.9
Y1 redesig one-way S-bnd. Siem Reap (SRE) E102 39.1) 207°/027°, 74NM. FE H/L-1, FE
VOR - VIROT 185°/(005°), 30 NM, MEA H/L-3.
8000; VIROT - IPGIP RNAV NCRP (N11 Y21 estbld Sihanouk (KOS) VOR - Dara Sakor
31.2 E103 41.3) 184°, 83 NM; IPGIP - (DSK) VOR (N10 55.0 E103 13.8) 309°/129°,
KIMOH 27 NM; KIMOH - Sihanouk (KOS) 31 NM, MEA 6000; DSK VOR - SAKDA 342°/
162°, 44 NM. FE H/L-1, FE H/L-3.
PACIFIC
BIDEG CRP withdrawn. (N12 E103) FE H/L-1, Wanchang VORDME - APESI, MOCA
FE H/L-3. 4100T. EA HL-12.
NORAK RNAV CRP withdrawn. (N11 E103) FE M771, [34BC] renamed [72PCA] (N14 E111).
H/L-1, FE H/L-3. FE HL-3, FE HL-11.
SIEM REAP (SIR) NDB decmsnd (N13 E103) W39, SAMAV replaced by OBLOV CRP at
FE H/L-1, FE H/L-3. N4344.7 E12849.2; KANVU - OBLOV -
SIHANOUK TMA chgd to a circle with 50 NM UGABI, 24/26NM, MOCAs 6300/7100T. EA
radius centered on N10 43.5 E103 25.4, HL-12.
excluding Ho Chi Minh FIR and Bangkok FIR. W71, Huguang NDB (LH) - AGTEL, MOCA
Vertical limits 2000 MSL - FL150. FE H/L-1, 2800T (N21 E110). FE HL-3.
FE H/L-3, FE H/L-11. W222, IDUPU CRP estbld at N1909.8
SOURN CRP withdrawn. (N13 E106) FE H/L-1, E10956.2 and DOBVI CRP estbld at N1918.9
FE H/L-3. E11000.6; DOSTA - IDUPU - PORAP -
Y4 estbld Phnom Penh (PNH) VOR - TAREG DOBVI - NUMKU, 44/6/4/51NM, MOCAs
030°/210°, 136NM, MEA 6000 (N12 E105). 7900T/6600T/6600T/4500T. FE HL-3, FE
FE H/L-1. HL-11.
BOAO Tower Control Area estbld, GND-7900'
CANADA (N19 E110). FE HL-3, FE HL-11.
GOVAD, BC RNAV CRP estbld at: N49 02.8
FIJI IS
W125 42.3. P H/L-3.
ATS ROUTES changed:
CHINA, PR OF A580 IBUKO CRP (S20 16.6 E178 10.9), IGAPI
ATS ROUTES changed: CRP (S18 27.7 E178 29.5) and ANBAT CRP
A588, PAGDO CRP estbld at N4431.2 (S16 41.8 W178 16.1) estbld. EGATO -
E12600.8; PABKI - PAGDO - ISBOP, IBUKO - ISTOS - IGAPI - Nausori (NA) VOR
13/3NM, MOCA 3800T. EA HL-12. - ATOLL - ANBAT - DOMAX
286/76/34/25/90/109/165 NM. NSTU.
B451, ATODO replaced by IGDUT CRP at
N4344.6 E12907.1; UGABI - IGDUT - A580 IBUKO renamed IBOKU (S20 E178). AS
Wangqing VORDME (WQG), 34/40NM, H/L-5.
MOCAs 7100/6100T; Wangqing VORDME - A584 KETOT renamed KETUS (S12 W174).
BISUN, MOCA 6800T. EA HL-12, FE HL-7. AS H/L-5, NSTU.
G221, GULUN CRP estbld at N1909.8 B581 BIDAN renamed BIDNA (S16 E178). AS
E10943.6 and ANPIM CRP estbld at N1922.7 H/L-5.
E10949.8; Baolong NDB (WL) - GULUN - B598 BISUN renamed BIROP (S17 E170). AS
UPRIS - ANPIM - Nanyingbindao VORDME H/L-5, NWWW.
(NYB), 44/6/9/42NM, MOCAs 7900T/7800T/ B601 LAMOK renamed LAMAK (S22 E166).
6600T/6600T. FE HL-3, FE HL-11. AS H/L-5, NWWW.
G341, Wanchang VORDME (LJB) to OMBAD H95 withdrawn LAVAV - MAMDU (S16 E179).
realigned; Wanchang VORDME - APESI NFFN.
CRP at N4345.6 E12558.1 - IDVOT CRP at
H192 redesig V192 Nausori (NA) VOR to
N4337.4 E12717.0 - UPNUX CRP at
LAVAV (S18 E178). NFFN.
N4333.5 E12747.7 - OMBAD; 5/58/23/22NM;
PACIFIC
H271 NOBOX CRP estbld (S17 56.8 E178 T1 withdrawn VAITE - NIVAL - NOBUG -
07.9). Navakai (VK) NDB - NOBOX - Nausori NOMIS. NTAA.
(NA) VOR 42/25 NM. NFFN. T2 SUDOR CRP estbld (S16 43.9 W151 47.7)
H296 redesig V296 Nadi (NN) VOR to NAVUA Maupiti NDB (MA) - SUDOR - SARMI
(S17 E177). NFFN. 31/12NM. NTAA.
H430 redesig V430 Nadi (NN) VOR to LAVAV ILES SOUS LE VENT TMA lower limit chgd to
(S17 E177). NFFN. 1500 MSL (S16 W150). NTAA.
Q343 ALENO renamed ALEBO (S15 E177). RAIVAVAE (AV) NDB decmsnd (S23 W147).
AS H/L-5. AS H/L-6.
T271 withdrawn LAVAV - MAMDU (S16 E179). RESTRICTED AREA NT(R)-1A estbld. An
NFFN. irregular-shaped area approx 0.2 NM N-S by
KDMAP RNAV CRP withdrawn (S18 E178) approx 0.1 NM E-W beginning approx 21 NM
NFFN. SE of Tahiti (TAF) VOR. Altitudes Gnd -
LABASA (LB) VOR/DME replaced by LAVAV FL120 (17S 149W). NTAA.
CRP same position. All affected airways RESTRICTED AREA NT(R)-1B estbld. An
(Q95, Q192, Q430, T271, H95, H192, H430) irregular-shaped area approx 0.45 NM N-S
realigned thereafter (S16 E179). AS H/L-5. by approx 0.25 NM E-W beginning approx 21
MATEI (MT) NDB decmsnd and replaced by NM SE of Tahiti (TAF) VOR. Altitudes Gnd -
MAMDU CRP same position. All affected air- FL120 (17S 149W). NTAA.
ways (H95, T271, T282, T360, Q95) real- TAKAPOTO (TP) NDB decmsnd (S14 W145).
igned thereafter (S16 E179). AS H/L-5. AS H/L-5, AS H/L-6.
NAUSORI (NA) NDB coords chgd to S18 02.8
FUKUOKA FIR
E178 33.5. AS H/L-5.
The following RNAV CRP waypoints estbld in ATS ROUTES changed:
the vicinity of Lubasa (LB) VOR: A582 ESPEK NCRP (N24 58.3 E127 04.8)
LAVAV S16 25.1 E179 18.9 estbld, SAKON - ESPEK - MAMIK 55/ 30
NM, MEA FL210/FL150. ROAH, FE HL-8.
MAMDU S16 41.3 W179 52.8. AS H/L-5.
VBMAP RNAV CRP withdrawn (S17 W179). GUAM
NFFN.
ATS ROUTES changed:
FRENCH PACIFIC OVERSEAS TERR. A221 withdrawn Nimitz (UNZ) VOR - CULPS
(N13 E144). PGUM, FE H/L-13.
ATS ROUTES changed:
W21 withdrawn Nimitz (UNZ) VOR - KAQTU
R11 established one-way W-bnd VAITE -
(N13 E144). PGUM, FE H/L-13.
UBKIM CRP (S16 41.3 W151 01.7) 279°,
65NM, MEA 4000; UBKIM - BAMBI CRP FABED withdrawn. PGUM.
(S16 26.6 W151 45.1) 277°, 44NM; BAMBI - YASSU, Guam NCRP estbld at N13 28.9 W144
MEKES 260°, 28NM. NTAA. 34.8. PGUM.
R12 established one-way W-bnd UBKIM CRP
(S16 41.3 W151 01.7) - RULOM CRP (S16
43.4 W151 28.0) 253°, 25NM, MEA 5000.
NTAA.
PACIFIC
HAWAII OMBES RNAV CRP (N02 16.7 E100 10.5)

ATS ROUTES changed:
133°, 234 NM; OMBES - ISROR RNAV CRP
(S00 53.6E103 21.9) 135°, 270 NM; ISROR -
R463-V13 SERYU Offshore Pacific RNAV
TOPUK RNAV CRP (S03 15.3 E105 16.8)
NCRP estbld (N22 27.3 W156 47.3) MAGGI -
141°, 182 NM; TOPUK - UDOKO RNAV CRP
SERYU - TOADS 39/19NM. P H/L-4.
(S03 34.7 E105 33.0) 140°, 25 NM; UDOKO -
V2-21 Lanai, Hawaii (LNY) VOR - KEIKI MEA BUNIK RNAV CRP (S04 51.7 E106 37.4)
5500 (N20 W156). P HL-4. 100 NM; BUNIK -Halim Perdanakusuma
V17 SERYU Offshore Pacific RNAV NCRP (HLM) VOR 169°, 86 NM; HLM VOR - Cire-
estbld (N22 27.3 W156 47.3) FREDI - bon (CA) NDB 104°, 103 NM. WSSS.
SERYU - STAIT 5/51NM. P H/L-4. T5 estbld one-way E-bnd Makassar (MKS)
KOLEA Offshore Pacific CRP estbld at (N22 VOR - SUGTA 080°, 150 NM, MEA FL290;
35.4 W155 13.3) Molokai, Hawai (MKK) VOR SUGTA - HIPNO 86 NM; HIPNO - SASKA
R-040/139 DME. P H/L-2, P H/L-3, P H/L-4. 088°, 196 NM; SASKA - GOMBY 182 NM;
GOMBY - BUNKU 080°, 351 NM; BUNKU -
HONG KONG, PR OF CHINA LAVAR CRP (S02 50.3 E138 52.0) 079°, 205
ATS ROUTES changed: NM; LAVAR - Jayapura (JPA) VOR 078°, 100
CHEUNG CHAU VOR (CH) decmsnd and DME NM. (S05 E119) AS H/L-1, AS H/L-2, FE H/
(CH) channel 70X (112.3) retained as route L-2, FE H/L-10.
facility for current ATS routes (N22 E114). T6 estbld one way W-bnd Jayapura (JPA) VOR
VHHH 10-1. - KUBIA 284°, 99 NM, MEA FL290; KUBIA -
LINLU 258°, 102 NM; LINLU - ATOMY 262°,
HONIARA FIR 451 NM; ATOMY - SULIS 258°, 198 NM;
HONIARA INTL/HENDERSON renamed Hon- SULIS - RALTO 265°, 204 NM; RALTO -
LEKEX 258°, 76 NM; LEKEX - Makassar
iara Intl (S09 E160). AS H/L-2, AS H/L-5, P
(MKS) VOR 251°, 150 NM (S03 E129). AS
H/L-2.
H/L-1, AS H/L-2, FE H/L-2, FE H/L-10.
INCHEON FIR T6 QOBAL renamed MOGSE (S05 E113). WIII,
WADD, FE HL-2, FE HL-4.
POHANG renamed POHANG GYEONGJU
(N35 E129). FE H/L-5, FE H/L-7, FE H/L-8. T15 estbld one-way NE-bnd Surabaya (SBR)
VOR - PEDSO 071°, 76 NM, MEA FL290;
INDONESIA PEDSO - ENDOG, 203 NM; bi-directional
ENDOG - Makassar (MKS) VOR 070°/249°;
ATS ROUTES changed:
one-way NE-bnd (MKS) VOR - SUGTA 080°,
A339 XB472 renamed PEBKU (S00 E129). FE 150 NM; SUGTA - HIPNO 86 NM; HIPNO -
H/L-13. SASKA 088°, 195 NM; SASKA - GOMBY 182
G459 UBLAT renamed PASNI (S08 E139). FE NM (S05 E119). AS H/L-1, WADD, FE H/L-2,
H/L-13. FE H/L-10.
M635 SAMSU renamed LAKUN (S02 E108). T16 estbld one-way W-bnd EMONA - ENDOG
FE HL-2, FE HL-4. 264°, 421 NM, FL290; ENDOG - KOLTA
T5 estbld one way SE-bnd Banda Aceh (BAC) 259°, 205 NM; KOLTA - Surabaya (SBR)
VOR - AVDIN RNAV CRP (N04 56.2 E097 VORDME 228°/(048°), 83 NM (S06 E118).
18.0) 108°, 118 NM, MEA FL290; AVDIN - WADD, FE H/L-2.
PACIFIC
T17 estbld one-way E-bnd GOMBY - TEGEN W35 NOMAD renamed ENPIN (S01 W111). FE
RNAV CRP (S04 20.6 E135 12.3) 090°, 329 H/L-2, FE H/L-4, FE H/L-11.
NM, MEA FL290; TEGEN - Timika (TMK) W36 GUGUS renamed MUDAL (S00 E127).
VORDME 094°/(273°), 100 NM; bi-directional AS H/L-1.
'TMK' VORDME - OVGOD 061°/241°, 75 W41 APASI renamed DAPTI (S01 E129). AS
NM; OVGOD - TISTO 73NM, TISTO - Jaya- HL-1.
pura (JPA) VORDME 057°/237°, 100 NM. AS
W41 LAMIN renamed IDPAP (S03 E123).
H/L-1, AS H/L-2, FE H/L-10.
AS H/L-1, FE H/L-2.
T18 estbld one way W-bnd Timika (TMK) VOR
- ESNES CRP (S05 03.0 E134 28.7) 255°, W44 PENNY renamed RUMIT (S01 E130). AS
147 NM, MEA FL290; ESNES - TARIV CRP H/L-1.
(S05 07.9 E131 33.6) 266°, 175 NM; TARIV - W54 TARIV CRP estbld (S05 07.9 E131 33.6).
BUBTU 267°, 227 NM; BUBTU - EMONA GOMBY - TARIV - FOLOT 122/55NM. AS H/
268°, 213 NM, EMONA - Makassar (MKS) L-1, FE H/L-10.
VOR 272°, 281 NM. AS H/L-1, AS H/L-2, FE W66 MELAM renamed IDINA (S04 E140). AS
H/L-2, FE H/L-10. H/L-2.
T19 estbld one-way E-Bnd Blora (BA) NDB - W71 LAVAR CRP estbld (S02 50.3 E138 52.0).
AGUDA 098°, 180 NM, MEA FL290; AGUDA BUNKU - LAVAR - Jayapura (JPA) VORDME
- SOVKA RNAV CRP (S07 40.8 E115 26.7) 205/100 NM. AS H/L-1, AS H/L-2, FE H/
101°, 63 NM; SOVKA - TEPOS RNAV CRP L-10.
(S08 01.7 E117 03.9) 99 NM; TEPOS - Z662/Z676 ILAGA renamed NOBOT (S03
BELOR RNAVCRP (S09 29.0E121 37.4) E137). AS H/L-1, AS H/L-2.
107°, 284 NM; BELOR - Kupang (KPG) VOR
Z682 ILAGA renamed NOBOT (S03 E137). AS
129 NM. WIII, WADD, FE H/L-2.
H/L-1, AS H/L-2.
T20 estbld one-way W-bnd Kupang (KPG) VOR
ABDULRACHMAN CTR chgd to MALANG CTR
- OLRET RNAV CRP (S09 51.1 E121 32.0)
circle with a 20 NM radius centered at Abdul-
277°, 129 NM, MEA FL290; OLRET - SASAX
rachman Saleh WARA apt, excluding Sura-
RNAV CRP (S08 27.4 E117 29.3) 288°, 254
baya West TMA . Class 'C' (S07 E112). Eff
NM; SASAX - DULOS RNAV CRP (S08 07.9
01 Dec 22. AS H/L-3, WADD, FE H/L-2.
E115 55.1) 281°, 95 NM; DULOS - OKANG
111 NM. WADD, FE H/L-2. AMBON (OH) NDB decmsnd (S03 E128). FE
H/L-13.
TERNATE CTR Class C vertical limits MSL -
10000 (N00 E127). AS H/L-1. Balikpapan (OL) NDB decmsnd (S01 E116).
AS H/L-1, FE H/L-2, FE H/L-4.
W17 GEPAK renamed LILPO (S07 E110). WIII,
FE H/L-2. BANYUWANGI (BS) NDB decmsnd. (S08
E114) WADD, FE H/L-2.
W18 BISOM renamed TUTKU (S02 W115). AS
H/L-1, FE H/L-2, FE H/L-4. BAWEAN renamed Harun Thohir (S05 E112).
WADD.
W22 JITLM withdrawn. TUSNU - Tanjung
Pinang (TPG) VOR 132 NM (N00 E103). CURUG CTR chgd to an L-shaped area spprox
WSSS. 30 NM N-S by 35 NM E-W located approx 5
NM SW from Cengkareng (CKG) VOR. Alti-
W22 [TMABY] renamed OSNIS; [CBDRY]
tudes GND - 3000. Times of operation SUN -
renamed UGIGI; PIDON renamed TUSNU
(S00 E100). WSSS.
PACIFIC
THU 2300 - 1030Z, FRI 2330 - 0530Z (S06 SUMBAWA BESAR (NQ) NDB decmsnd (S08
E106). WIII, FE H/L-2, FE H/L-4. E117). AS H/L-3, AU HI-9, WADD, FE H/L-2.
Iswahyudi (AR) NDB decsmsnd (S07 E111). SYAMSUDIN NOOR CTR renamed BANJAR-
WIII, WADD, FE H/L-2. MASIN. Vertical limits GND - 10000 AGL.
Iswahyudi (IWY) TAC decsmsnd (S07 E111). Times of operation 2200 - 1500 daily (S03
WIII, WADD, FE H/L-2. E114). FE H/L-2, FE H/L-4.
JAKARTA FIR should now follow the Singapore TAMBOLAKA (TBK) VOR/DME unserviceable
FIR at N00 00.0 E109 00.0 and continue N- from 19 MAY 2022 to 19 MAY 2023 (S09
bnd to N00 15.0 E109 00.0. FE H/L-2, FE H/ E119). FE H/L-2.
L-4, FE H/L-11. TAMBOLAKA (WK) NDB will be unserviceable
KAUBANG (KAO) VOR DME OTS from 24 from 01 DEC 2022 to 01 DEC 2023 (S09
MAR 2022 to 24 MAR 2023 (N01 E127). AS E119). Eff 01 Dec 22. AS H/L-3, FE H/L-2.
H/L-1, FE H/L-10. TASIKMALAYA NDB cmsnd. Ident 'TM', freq
MANADO CTR vertical limits GND - 10000 391.0, coords S07 20.5 E108 14.9. WIII, FE
(N01 E124). AS H/L-1, FE H/L-4, FE H/L-13. H/L-2.
MANOKWARI (ZQ) NDB decmsnd (S00 E134).
JAKARTA FIR
AS H/L-1, FE H/L-10.
NAGAN RAYA (MLH) VORDME decmsnd (N04 SIBOLGA location chgd to CENTRAL TAPA-
E096). FE H/L-1. NULI. Dr. Ferdinand Lumban Tobing
renamed Dr. Ferdinand Lumbantobing (N01
PANGKALAN BUN CTR vertical limits GND -
E098). FE H/L-1, FE H/L-2, WIMM.
10000 (S02 E111). FE H/L-2, FE H/L-4.
PONTIANAK SECTOR ACC should now follow JAPAN
the Singapore FIR at N00 00.0 E109 00.0
ATS ROUTES changed:
and continue N-bnd to N00 15.0 E109 00.0.
FE H/L-2, FE H/L-4, FE H/L-11. A582/Y45 ENPAD RNAV NCRP (N30 34.6
E130 04.2), OLSER NCRP (N30 20.6 E129
RESTRICTED AREA WI(R)-2 withdrawn (W of
57.9) and BINID NCRP (N27 54.1 E128 53.9)
Cengkareng [CKG] VOR) (S06 E106). WIII,
estbld. SAZMA - ENPAD - [HKC80] - OLSER
FE H/L-2, FE H/L-4.
- BOMAP 32/8/7/22 NM. HACHA - BINID -
RESTRICTED AREA WP(R)-1 withdrawn (SW Erabu (ONC) VOR 16/30 NM. ROAH, FE
of Dili [DIL] VOR) (S08 E125). FE H/L-13. HL-8, FE HL-13.
RESTRICTED AREAS WI(R)-15 and WI(R)-16 A582/Y45 LEMEG NCRP estbld (N29 20.3
withdrawn (S of Halim Perdanakusuma E129 31.2) BOMAP - LEMEG - ANOXA
[HLM] VOR) (S06 E106). 43/22 NM. FE H/L-13.
WIII. ATS route estbld. Chitose (ZYT) TAC - ZYT
RUTENG (RG) NDB decmsnd (S08 E120). AS 100DME 212°/029°, MEA FL240 ; ZYT
H/L-3, AS H/L-4, FE H/L-2. 100DME - GTC 100DME 112 NM MEA
SIBOLGA location chgd to CENTRAL TAPA- FL280; GTC 100DME - Niigata (GTC) VOR,
NULI. Dr. Ferdinand Lumban Tobing 100 NM MEA FL240. (COP: (ZYT) VOR 150
renamed Dr. Ferdinand Lumbantobing (N01 DME/GTC VOR 162DME) (NAV GAP:
E098). FE H/L-1, FE H/L-2, WIMM. 145nm FM ZYT TACAN and150nm FM ZYT
TACAN) (N42 E141). RJCC.
PACIFIC
B597 ANREM NCRP (N30 20.5 E 130 51.1) NM. WAPPA - MONAI MEA FL200. FE H/
estbld, SEPIA - ANREM - Nakatane (TGE) L-6.
VOR 23/18 NM. ROAH, FE HL-8, FE HL-13. V30 NAV GAP unusable between Chitose
BESMU HOLDING estbld, inbound 240°, LEFT (CHE) VOR 3 NM and Hakodate (HWE) VOR
turns (N34 E131). FE H/L-5, FE H/L-7. 7 NM (N41 E140). RJCC.
G339 HIDEK NCRP (N28 21.8 E132 45.0) V40 Nagasaki (OLE) VOR to Fukue (FUE) VOR
estbld, BIXAK - HIDEK - OLSAK 36/75 NM. 263°/082° (N32 E128). RJFF, FE HL-5.
ROAH, FE HL-13. Y14 STOUT - OLTUN RNAV NCRP (N34 27.5
LILRA HOLDING estbld, inbound 227°, LEFT E131 25.3) 059°/239°, 26NM, MEA 12000;
turns (N24 E124). ROAH. OLTUN - BESMU RNAV NCRP (N34 48.8
M750 INVAM NCRP (N30 13.9 E128 59.9), E131 57.9) 34NM, MEA FL240; BESMU -
MAGUT NCRP (N32 33.8 E133 26.6) and MIHOU 70NM. FE H/L-5, FE H/L-7, FE H/
EGERU NCRP (N32 38.0 133 36.7) estbld. L-8.
MELEN - INVAM - MOMPA 68/60 NM; Y20 BASIL - SUNPI RNAV NCRP (N34 27.6
MADOG - MAGUT - EGERU - MEXIR E132 10.7) 263°/(083°), 13NM, MEA FL240;
59/10/26 NM. ROAH, FE HL-5, FE HL-8. SUNPI - RUVEK RNAV NCRP (N34 20.1
MIDAI HOLDING estbld, inbound 066°, LEFT E131 38.1) 28NM, RUVEK - STOUT 32NM,
turns (N31 E131). ROAH. MEA 12000. FE H/L-5, FE H/L-7, FE H/L-8.
OMUSU HOLDING estbld, inbound 041°, LEFT Y25 ATNOX NCRP estbld (N30 20.6 E129
turns (N31 E131). ROAH. 51.7) MOMPA - ATNOX - BOMAP 30/21 NM.
Q1 estbld BUICK - AKUSI RNAV NCRP (N25 ROAH, FE H/L-8.
54.0 E130 42.7) 101°/281°, 107NM, MEA Y34 OSUGO RNAV NCRP (N33 30.0 E133
7000; AKUSI - CORCO 15NM, MEA 5000; 28.0) estbld. SUKMO - OSUGO - POPPY
CORCO - WHALE 100°/280°, 5NM, MEA 20/26 NM. FE HL-5, FE HL-8.
3000; WHALE - Minamidaito (MDE) VOR Y37 SUKOB RNAV NCRP estbld (N38 29.3
10NM. FE H/L-12, FE H/L-13. E138 17.9). SANJO - SUKOB - HAIJI 68/32
R595 LILRA NCRP estbld (N24 49.8 E124 NM, MEA FL230/FL150. Eff 01 Dec 22. FE
52.3) SEDKU - LILRA - Miyakojima VOR H/L-6, FE H/L-7.
(MJC) 48/23 NM. FE H/L-13. Y52 ALDEM NCRP (N31 02.2 E133 34.1)
SHIMO HOLDING estbld, inbound 234°, LEFT estbld, LAXEL - ALDEM - TONAR 103/117
turns (N25 E125). ROAH. NM. ROAH, FE HL-5, FE HL-8.
Undesigated ATS Route withdrawn Tokushima Y53 OMUSU NCRP (N31 17.8 E131 44.4)
(TS) NDB - ARITA. ARITA withdrawn (N34 estbld. MADOG - OMUSU - LUKRA 60/60
E134). RJOO. NM. ROAH, FE HL-5.
Undesignated ATS route redesig Y90 NIKKO Y57 AKTAP NCRP (N30 48.7 E133 44.0)
(JD) NDB to HAILY, MEA 11000 (N36 E139). estbld, YULIA - AKTAP - SHIBK 88/110 NM.
Eff 01 Dec 22. RJAA, FE H/L-5, FE H/L-6. ROAH, FE HL-5, FE HL-8.
V2 UPLOK NCRP estbld (N42 01.3 E140 54.9). Y61 OLRID RNAV NCRP (N34 08.0 E133 38.5)
[HWE25] - UPLOK - [HWE08] 10/7 NM. and PYONG RNAV NCRP (N34 10.2 E 133
RJCC, EA H/L-12, FE H/L-6. 49.0) estbld. FIATO - OLRID - PYONG -
V13 [MRE56] NCRP estbld (N39 48.6 E140 Kagawa (KTE) VOR 30/9/11 NM. PADRE
34.7). [MRE32] - [MRE56] - WAPPA 24/7 withdrawn. FE HL-5, FE HL-7, FE HL-8.
PACIFIC
Y75 IPDEL NCRP (N30 20.6 E130 35.2) and Y574 LEBAG NCRP (N29 22.0 E131 35.2)
NOGEL NCRP (N27 52.2 E128 58.5) estbld, estbld, HINJA - LEBAG - SHIBK 67/31 NM.
KONGU - IPDEL - ALTAI 112/23 NM; ROAH, FE HL-8.
SWANO - NOGEL - Erabu (ONC) VOR Y591 ISPIT NCRP (N32 07.6 E127 21.2) BIGIT
118/30 NM. ROAH, FE HL-8. - ISPIT - Fukue (FUE) VOR 13 NM/82 NM.
Y88 HAGAR estbld. DAIGO - HAGAR - Nikko FE H/L-13.
(JD) NDB 18/10 NM (N36 E140). Eff 01 Dec Y753 IRMUT RNAV NCRP (N32 49.1 E133
22. RJAA, FE H/L-6. 44.3) estbld. MANEP - IRMUT - JAKAL 19/29
Y102 redesig bi-directional Sendai (SDE) VOR NM. FE HL-5, FE HL-8.
- Fukushima (FKE) VOR. MEA 6000 (S38 Z41 estbld AGIKA - POTET (N32 16.8 E127
E140). Eff 01 Dec 22. RJAA, FE H/L-6. 02.4) 309°/127°, 246 NM, MEA FL 240.
Y112 withdrawn ASIBE - IBURI (N43 E142). ROAH.
RJCC. ATS ROUTES (undesignated) changed:
Y139 estbld one way NE-bnd SIRAO NCRP Undesignated ATS route OLSEG NCRP estbld
(N41 58.0 E141 18.9) - NAVER NCRP (N42 (N34 48.0 E141 35.6). GUTLO - OLSEG -
07.7 E141 31.5) 053°, 14 NM, MEA 10000, SUNNS 19/7 NM. Eff 01 Dec 22. RJAA.
MOCA 3000T; NAVER - ASIBE NCRP (N43
Undesignated ATS route Tokunoshima (TKE)
27.1 E142 17.0) 032°, 86 NM, MEA 8000,
VOR - D15/TKE - HACHA MEA 4000/6000
MOCA 7000T. RJCC.
(N27 E128). ROAH.
Y157 estbld one-way N-bnd SHIRO - IBELU
Undesignated ATS Route withdrawn Obihiro
023°, 23 NM, MEA 9000 (S37 E140). Eff 01
(OBE) VOR - Tokachi (OH) NDB (N42 E143).
Dec 22. RJAA, FE H/L-6.
Eff 01 Dec 22. FE H/L-6, FE H/L-7.
Y281 CARPS - UNSOB RNAV NCRP (N34
AKENO (AK) NDB decmsnd (N34 E136). Eff 01
22.9 E132 12.0) 267°/(087°), 8NM, MEA
Dec 22. RJGG, RJOO.
FL240; UNSOB - ELNEB RNAV NCRP (N34
18.1 E131 41.6) 26NM; ELNEB - STOUT CHITOSE TAC (ZYT) OTS from 1500 UTC 13
34NM, MEA 12000. FE H/L-5, FE H/L-7, FE JUL 22 to 1500 UTC 22 MAR 23. Alternate
H/L-8. facility Chitose TAC desig, Freq 135.9,
coords N42 47.3 E141 40.1, ident "YYT", sta-
Y293 GUSLU NCRP (N30 54.7 E133 39.6)
tion declination 10°W. RJCC, FE H/L-6, FE
YULIA - GUSLU - TONAR 87/116 NM.
H/L-7, FE H/L-12, FE H/L-13.
ROAH, FE HL-5, FE HL-8.
FUKUOKA ACC SECTOR F10 redesig. West-
Y455 IGUSA NCRP estbld (N30 20.6 E130
ern boundary moved approx 1 NM to the
03.1) AMMON - IGUSA - BOMAP 58/24 NM.
North. (N30 E132). ROAH, FE H/L-8.
ROAH, FE H/L-8.
FUKUOKA ACC SECTOR F12 freq 127.0 chgd
Y519 estbld one-way NE-Bnd SANOH -
to 126.4 (N33 E129). RJFF, FE H/L-5, FE H/
SYOEN, 034°, 43 NM, MEA 11000 (N37
L-7, FE H/L-8.
E140). Eff 01 Dec 22. RJAA, FE H/L-6.
HACHINOHE (JC) NDB decmsnd (N40 E141).
Y525 PEBLA NCRP (N27 46.0 E129 07.2)
Eff 01 Dec 22. FE H/L-6.
estbld, TONAR - PEBLA - Erabu (ONC) VOR
188/30 NM. ROAH, FE HL-8. HALNA, LAKAN and PASLI withdrawn (N34
E131). FE H/L-5, FE H/L-7, FE H/L-8.
PACIFIC
HONGO VOR/DME (HGE) OTS from 1500 N55 Freq 132.35 134.6 Below FL335. (N28
UTC 5 OCT 2022 to 1500 UTC 25 JAN 2023. E129). ROAH, FE H/L-8.
Alternate facility Momiji VOR/DME desig, RAKNO HOLDING withdrawn (N42 E142).
Freq 114.1/1175, coords N34 26,1 E132 RJCC.
54.6, ident 'MME'. RJFF, FE H/L-5, FE H/ RESTRICTED AREA RJ(R)-144 times of ops
L-12. chgd to:
IKI VOR/DME (IKE) OTS from 1500 UTC 2 From 0000UTC 1 APR 2022 to 0730UTC 31
NOV 2022 to 1500 UTC 14 JUN 2023. Alter- MAR 2023, during hours between 0000UTC
nate facility Ishida VOR/DME desig, Freq and 0730UTC daily, VMC only, and Except
111.8/1116, coords N33 45.1 E129 46.9, on SUN and specified days.2022: 29 APR,
ident 'ISE'. RJFF, FE H/L-5, FE H/L-8, FE H/ 3-5 MAY, 18 JUL, 11 AUG, 19 SEP, 23 SEP,
L-12, FE H/L-13. 10 OCT, 3 NOV, and 23 NOV. 2023: 1 JAN,
KANOYA (JA) NDB decmsnd (N31 E130). Eff 2 JAN, 9 JAN, 11 FEB, 23 FEB and 21 MAR.
01 Dec 22. RJFF, ROAH. VMC only (N34 E137).
KANOYA (JA) NDB OTS from 11 AUG 22 to 30 RJOO, FE H/L-5, FE H/L-6, FE H/L-7, FE H/
NOV 22 1500 UTC (N31 E130). RJFF, L-12, FE H/L-13.
ROAH. RESTRICTED AREA RJ(R)-532 times of ops
KOBE ACC SECTOR N16 chgd to Fukuoka chgd to:
ACC Sector F16. Northern boundary moved From 2200UTC 31 MAR 2022 to 0900UTC
approx 1 NM to the North. (N30 E131). 31 MAR 2023, during hours between
ROAH, FE H/L-8. 2200UTC and 0900UTC daily, Except for
KOBE ACC SECTOR N17 chgd to Fukuoka 2200UTC on SAT - 0900UTC on SUN, and
ACC Sector F17. (N21 E126). ROAH, FE H/ 2200UTC on the day before specified days -
L-8. 0900UTC on specified days. 2022: 29 APR,
KOBE ACC Sector N50 freq 132.4 chgd to 3-5 MAY, 18 JUL, 11 AUG, 19 SEP, 23 SEP,
134.6 (N33 E135). FE H/L-5, FE H/L-8. 10 OCT, 3 NOV, and 23 NOV. 2023: 1 JAN,
KOBE ACC SECTOR N52 freq 126.1 chgd to 2 JAN, 9 JAN, 11 FEB, 23 FEB and 21 MAR.
135.65 (N33 E130). RJFF, FE H/L-5, FE H/ VMC only (N38E142).
L-8. FE H/L-6, FE H/L-7, FE H/L-12, FE H/L-13.
KOBE ACC Sector N54 freqs 119.3 132.4 RESTRICTED AREA RJ(R)-533 times of ops
132.6 chgd to 134.6 (N31 E131). ROAH, FE chgd to:
H/L-5, FE H/L-8. From 2200UTC 31 MAR 2022 to 1000UTC
MINAMI TORISHIMA (ML) NDB decmsnd. 31 MAR 2023, during hours between
(N24 E153) Eff 01 Dec 22. P H/L-2. 2200UTC and 1000UTC daily, Except for
MIYAKO ACC WEST Sector chgd to Sector 2200UTC on SAT - 1000UTC on SUN, and
N17 (N24 E125). ROAH, FE H/L-8. 2200UTC on the day before specified day -
1000UTC on specified days. 2022: 29 APR,
NYUTABARU WEST CORRIDOR, Altitude
3-5 MAY, 18 JUL, 11 AUG, 19 SEP, 23 SEP,
should read FL190 - FL200 (N32 E130). FE
10 OCT, 3 NOV, and 23 NOV. 2023: 1 JAN,
HL-6.
2 JAN, 9 JAN, 11 FEB, 23 FEB and 21 MAR.
OKINO ACC NORTH and SOUTH Sectors VMC only (N31 E132).
chgd to Sector N16 and Sector N55. Sector
PACIFIC
RJFF, ROAH, FE H/L-5, FE H/L-8, FE H/ and 10NM E-W. Altitude and time of opera-
L-12, FE H/L-13. tion: NOTAM. RJAA, FE H/L-6.
Sapporo ACC Hokkaido South Sector freq TOKACHI (OH) NDB decmsnd (N42 E143). Eff
133.5 estbld. (N41 E140) RJCC. 01 Dec 22. FE H/L-6, FE H/L-7.
SHIMOTSUSHIMA (VCT) TACAN decmsnd TOKUSHIMA (TS) NDB decmsnd (N34 E134).
(N34 E129). Eff 01 Dec 22. FE H/L-5. RJOO.
SHINTACHIKAWA (TN) NDB decmsnd (N35 Y235 MIGEM NCRP (N34 12.1 E134 53.1)
E139). Eff 01 Dec 22. RJAA. estbld, YANKS - MIGEM - HALKA 20/5 NM.
TEMPORARY TRAINING AREA Shizuhama FE HL-5, FE HL-7, FE HL-8.
estbld 2200UTC 7 SEP 22 to 1200UTC 6
SEP 23. An irregular shaped area approx 18 KAZAKHSTAN
NM N-S by approx 29 NM E-W beginning ATS ROUTES changed:
approx 5 NM of Shizuhama TAC (YZT). Alti- M741, LANOR (N5405.6 E06240.7) - Kostanay
tudes:6000' - 11000', (Exact Altitudes by VORDME (KST), MOCA 3100T; GATLU
NOTAM). Times of operation by NOTAM. withdrawn; ARBIM - LUGER, 161NM. EA
(N35 E138) FE H/L-5, FE H/L-6, FE H/L-7. HL-6.
TEMPORARY TRAINING AREAS estbld from
2200 UTC 5 OCT 2022 to 1200 UTC 4 OCT KOREA
2023 by Japan Self Defense Force (JSDF) as ATS ROUTES changed:
follows (N37 E142):
A586 MANOL NCRP estbld (N33 36.5 E126
HYAKURI NR1 desig [NE of Choshi TAC 55.2). ATINA - MANOL - Jeju (CJU)
(CVT)], an irregularshape approx 45NM N-S VORTAC 10/20 NM. Eff 01 Dec 22. FE H/
and 35NM E-W. Altitude and time of opera- L-5, FE H/L-8.
tion: NOTAM.
A593 redesig one-way SW-bnd SADLI to
HYAKURI NR2 desig [NE of Choshi TAC NIRAT (N32 E125). FE H/L-5, FE H/L-8, FE
(CVT)], an irregular shape approx 35NM N-S H/L-12.
and 10NM E-W. Altitude and time of opera-
V543 COP 25 NM/83 NM from Gwangju (KWA)
tion: NOTAM.
VOR (N35 E126). FE HL-5, FE HL-8.
HYAKURI NR3 desig [NE of Choshi TAC
W45 PIPOL renamed RIMPO; BOKUM
(CVT)], an irregular shape approx 35NM N-S
renamed RUNIT. COP 23 NM from Gwangju
(KWJ) TAC/85 NM from Busan (PSN)
tion: NOTAM.
VORTAC (N35 E 127). FE H/L-5, FE H/L-7,
HYAKURI NR4 desig [NE of Choshi TAC FE H/L-8.
Y571 estbld SOSDO - OMKIM 048°/229°, 17
NM, MEA 11000; OMKIM - PAPLU 049°/
tion: NOTAM.
229°, 28 NM; PAPLU - AKPON 056°/236°, 18
HYAKURI NR5 desig [NE of Choshi TAC NM; AKPON - NISAV 43 NM; NISAV -
(CVT)], an irregular shape approx 55NM N-S ANROD 056°/237°, 34 NM; ANROD -
and 40NM E-W. Altitude and timeof opera- POVEM 057°/237°, 27NM; POVEM - Busan
tion: NOTAM. (PSN) VOR 029°/209°, 13 NM. (N33 E126).
HYAKURI NR6 desig [NE of Choshi TAC Eff 01 Dec 22. FE H/L-5, FE H/L-8.
PACIFIC
Y572 estbld one-way SW-bnd Busan (PSN) MANOL HOLDING withdrawn. (S33 E126) Eff
VOR - OLMUD RNAV NCRP (N35 02.4 E128 01 Dec 22. FE H/L-5, FE H/L-8, FE H/L-12.
49.3) 249°, 10 NM, MEA 11000; OLMUD - MILITARY OPERATIONS AREA MOA-28
ENGOT RNAV NCRP (N34 48.6 E128 29.9) extended south approx 20 NM to an irregular-
237°, 21 NM; ENGOT - POVOR RNAV shaped area approx 68 NM N-S by approx 32
NCRP (N34 15.3 E127 44.0) 50 NM; POVOR NM E-W beginning approx 32 NM W of
- UPGOS RNAV NCRP (N33 57.6 E127 Tsushima (VCE) VOR (N34 E128). Eff 01
19.9) 27 NM; UPGOS - BILUM RNAV NCRP Dec 22. FE H/L-5, FE H/L-7, FE H/L-8.
(N33 46.2 E127 04.7) 17 NM; BILUM - MILITARY OPERATIONS AREA MOA-29 chgd
BEPKO RNAV NCRP (N33 39.2 E126 55.2) to irregular-shaped area approx 43 NM N-S
11 NM; BEPKO - Jeju (CJU) VOR 230°/050°, by approx 32 NM E-W beginning approx 37
22 NM. Estbld two-way 'CJU' VOR - OMKIM NM NE of Jedong (JDG) VOR (N33 E127).
RNAV NCRP (N33 13.3 E126 41.2) 169°/ Eff 01 Dec 22. FE H/L-5, FE H/L-8.
249°, 11 NM; OMKIM - TOSAN 14 NM;
TOSAN - RUGMA 32 NM. Eff 01 Dec 22. FE
(N35 E129). FE H/L-5, FE H/L-7, FE H/L-8.
H/L-5, FE H/L-7, FE H/L-8.
RESTRICTED AREA RK(R)-72 extended
Y579 withdrawn Busan (PSN) VORTAC to
approx 7 NM to the east and reduced approx
RUGMA (N33 E126). Eff 01 Dec 22. FE H/
3 NM to the east in the north-west corner
L-5, FE H/L-7, FE H/L-8, FE H/L-12, FE H/
(N34 E128). Eff 01 Dec 22. FE H/L-5, FE H/
L-13.
L-8, FE H/L-13.
Z83 SARAM - ENGOT RNAV NCRP (N34 48.6
TEMPORARY RESTRICTED AREA BUSAN
E128 29.9) 193°/013°, 19 NM, MEA 5000;
estbld from 1500 UTC 1 JAN 2022 to 1459
ENGOT - ANROD RNAV NCRP (N34 38.0
UTC 31 DEC 2022. An irregular-shaped area
E128 29.9) 188°/008°, 11 NM. TOPAX with-
approx 6 NM E-W by approx 3 NM N-S
drawn. Eff 01 Dec 22. FE H/L-5, FE H/L-7,
beginning approx 6 NM E of Busan VOR.
FE H/L-8.
Altitudes GND - 1500' AGL. Further informa-
Z85 BILUM RNAV NCRP (N33 46.2 E127 04.7) tion notified by NOTAM. FE H/L-5.
- PAPLU RNAV NCRP (N33 34.7 E127 03.6)
TEMPORARY RESTRICTED AREA DAEGU
192°/012°, 12 NM, MEA FL170; PAPLU -
estbld SW of Dalseong VOR (TGU) from
RUGMA 192°/011°, 65 NM. Eff 01 Dec 22.
1500 UTC 1 JAN 2022 to 1459 UTC 31 DEC
FE H/L-5, FE H/L-8, FE H/L-12.
2022. A circle with a 2 NM radius centered on
BEPKO HOLDING estbld (N33 39.2 E126 N35 39.8 E128 22.4. Altitudes GND - 1500'
55.2), inbound track 236°, LEFT turns, MHA AGL. Further information notified by NOTAM.
FL180. Eff 01 Dec 22. FE H/L-5, FE H/L-8, FE H/L-5.
FE H/L-12.
TEMPORARY RESTRICTED AREA
CHUCHON (CJ) NDB decmsnd (N37 E127). GOHEUNG estbld SW of Sacheon VOR
RKSS. (SAC) from 1500 UTC 1 JAN 2022 to 1459
Gimhae (KMH) VOR/DME temporarily OTS UTC 31 DEC 2022. A circle with a 6 NM
from 1600 UTC 8 SEP 2021 to 1559 UTC 29 radius centered on N34 36.7 E127 12.4. Alti-
DEC 2021. FE HL-5, FE HL-8. tudes GND - 1500' AGL. Further information
GWANGJU (KWJ) TAC coords chgd to N35 notified by NOTAM. FE H/L-5.
07.4 E126 48.2. FE H/L-5. TEMPORARY RESTRICTED AREA GOSUNG
estbld SE of Sacheon VOR (SAC) from 1500
PACIFIC
UTC 1 JAN 2022 to 1459 UTC 31 DEC 2022. Altitudes: GND - 1500' AGL. Further informa-
A circle with a 0.8 NM radius centered on tion notified by NOTAM. RKSS.
N35 01.4 E128 22.9. Altitudes GND - 1500'
AGL. Further information notified by NOTAM. LAOS
FE H/L-5. ATS ROUTES changed:
TEMPORARY RESTRICTED AREA GWAN- A202 Savannakhet (SAV) VOR - VILAO MEA
GYANG estbld from 1500 UTC 1 JAN 2022 FL200. (N16 E104). FE H/L-1, FE H/L-3.
to 1459 UTC 31 DEC 2022. A circle within a Oudomsay (OUD) NDB decmsnd (N20 E102).
2.2 NM radius centered on N35 00.2 E127
FE HL-1.
47.1. Altitudes: GND - 1500' AGL. Further
information notified by NOTAM. FE H/L-5. MALAYSIA
TEMPORARY RESTRICTED AREA HWA-
ATS ROUTES changed:
SEONG estbld from 1500 UTC 01 JAN 2022
to 1459 UTC 31 DEC 2022. An irregular M522 ELPOX (N04 53.3 E115 53.8) and
shaped area approx 1.5 NM S-N by approx 1 ENBAX (N06 44.0 E116 05.5) NCRPs estab-
NM E-W beginning approx 18 NM N of Song- lished. MAMOK - ELPOX - Kota Kinabalu
tan VOR. Altitudes GND - 1000' MSL. Further VOR (VJN) - ENBAX - NODIN 49/61/50/87
information notified by NOTAM. RKSS. NM. WBSB.
TEMPORARY RESTRICTED AREA INCHEON M758 OLKIT - VIDIP MEA FL240. WBSB.
estbld from 1500UTC 1 JAN 2022 to 1459 W401 OMKOM CRP estbld (N01 31.2 E103
UTC 31 DEC 2022. An irregular shaped area 59.2). ALFA - OMKOM - HOSBA 10/28NM.
approx 2 NM N-S and 1.5 NM E-W, 7.5 NM WSSS.
W of Gimpo VOR. Altitudes GND-1000' AGL. W441 ESBOB CRP established (N05 21.4
Further information notified by NOTAM. E114 40.7). DOGOG - ESBOB - UKIBA
FE H/L-5, FE H/L-8, FE H/L-12, FE H/L-13, 33/22 NM. WBSB.
RKSS. W456 Sibu (VSI) VOR - Mukah (VMH) VOR
TEMPORARY RESTRICTED AREA JEONJU 003°/183°, 39NM, MEA 5000 (N02 E112). FE
estbld from 1500 UTC 1 JAN 2022 to 1459 H/L-2, FE H/L-4, FE H/L-11.
UTC 31 DEC 2022. A circle within a 1 NM W651 OMKOM CRP estbld (N01 31.2 E103
radius centered on N35 45.6 E127 05.6. Alti- 59.2). Johor Bahru (VJB) VOR - OMKOM
tudes: GND - 1000' AGL. Further information- 21NM. WSSS.
notified by NOTAM. RKSS. Y446 ADLEX NCRP established (N05 55.5
TEMPORARY RESTRICTED AREA SEOG- E115 15.2). Kota Kinabalu VOR (VJN) -
WIPO estbld from 1500 UTC 1 JAN 2022 to ADLEX - PADLO 47/73 NM. WBSB.
1459 UTC 31 DEC 2022. A circle within a 0.8 BAHU PAHAT (BP) NDB decmsnd (N01 E102).
NM radius centered on N33 18.3 E126 18.5. WSSS, WIMM.
Altitudes: GND - 1000' AGL. Further informa- ENKOL HOLDING withdrawn (N02 E102).
tion notified by NOTAM. FE H/L-5. WMKK, WSSS, WIMM.
TEMPORARY RESTRICTED AREA YOUNG- JAYBEE (JB) NDB decmsnd and replaced by
WEOL estbld from 1500 UTC 1 JAN 2022 to GUMPU CRP (N01 30.0 E103 42.7). All
1459 UTC 31 DEC 2022. A circle within a 3 affected airways realigned thereafter (G579,
NM radius centered on N37 10.3 E128 28.1. W401). WSSS.
PACIFIC
JOHOR TMA renamed Johor Bahru (N01 NIREN HOLDING; 123° inbound track;
E103). WSSS. RIGHT turns; MHA FL200;
KONG KONG (KK) NDB decmsnd (N01 E103). KAKAK HOLDING; 154° inbound track;
WSSS. RIGHT turns; MHA FL200 (N03 E100).
MERSING VOR/DME (VMR) OTS from 0000 WMKK, WIMM.
UTC 1 DEC 2022 to 2359 UTC 3 JUN 2023. The following holdings in Kuala Lumpur FIR are
Alternate facility Johor Bahru VOR/DME withdrawn:
desig, Freq 112.5, coords N01 39.8 E103 ABTOM,
39.7, ident 'VJB'. Eff 01 Dec 22. AS H/L-3, DAKUS,
WMKK, WSSS, FE H/L-1, FE H/L-2, FE H/
DUMAS,
L-4, FE H/L-11.
GOBAS,
Miri NDB (MYY) decmsnd. WBSB.
MATSU,
MIRI TMA Class C vertical limit 2500'-10000'
MSL, Class B vertical limit 10000' MSL- PIBOS,
FL145. WBSB. RUKVU,
MIRI TMA extended approx 20 NM to the east, TOPOR,
excluding Brunei TMA (N04 E114). WBSB. VINIL. WMKK, WSSS, WIMM.
MIRI (VMI) VORDME decmsnd (N04 E113).
MELBOURNE FIR
WBSB.
MIRI VORDME cmsnd. Ident 'VMY', freq 113.6, AUGUSTA CTAF chgd to 132.25 (S34 E115).
coords at N04 18.2 E113 58.7. WBSB. Eff 01 Dec 22. AU LO-2.
MULU CTR withdrawn and -Apt redesig VFR. KADINA, SA CTAF 126.7 estbld. (S33 E137)
WBSB. YPAD.
PULAU TIOMAN (VPT) VORDME decmsnd MARGARET RIVER, WA CTAF chgd to 132.25
and replaced by IDEMO NCRP (N02 54.5 (S33 E115). Eff 01 Dec 22. AU LO-2.
E104 06.1). All affected airways realigned MOAMA, NSW CTAF 119.1 estbld. (S36 E144)
thereafter (G334, R221). WMKK, WSSS, FE AU LO-2, AU LO-7, AU LO-8.
H/L-1, FE H/L-2, FE H/L-4, FE H/L-11,
WIMM. MICRONESIA
RESTRICTED AREA WB(R)-518 extended 10 TRADD HOLDING withdrawn (N07 E158). P H/
NM to the SW (NW of Labuan VOR (VLB)). L-2.
WBSB.
RESTRICTED AREA WB(R)-527 established NEW CALEDONIA
NE of Kinabalu VOR (VJN) as follows: Ac ATS ROUTES changed:
circle with a 2 NM radius centered on N06 R599 NONON CRP established (S23 19.5
04.8 E116 06.3. Altitudes: GND-500'. WBSB. E169 52.5). ELSAX - NONON - SADIM
TAWAU (TWU) NDB decmsnd (N04 E118). AS 251/150 NM. NWWW 10-1.
H/L-1, FE H/L-4. DANGER AREA NW(D)-2 upper limit chgd to
The following holdings are estbld within Kuala FL235 (NW of Tontouta VOR (LTO)).
Lumpur FIR: NWWW.
PACIFIC
DANGER AREA NW(D)-3 upper limit chgd to H191 VAMSU renamed BUGNO; IDLOK
FL235 (S of Tontouta VOR (LTO)). NWWW. renamed ELDIB (S38 E174). AS H/L-7.
DANGER AREA NW(D)-5 upper limit chgd to H231 withdrawn Rotorua (RO) VOR to Waiuku
FL195 (SE of Tontouta VOR (LTO)). NWWW. (WI) NDB (S37 W175). AS H/L-7, NZAA.
DANGER AREA NW(D)-6 upper limit chgd to H240 OPAPA to Napier (NR) VOR MOCA 3300
FL195 (E of Tontouta VOR (LTO)). NWWW. (S39 E176). AS HL-7.
Lifou (LFU) VOR decmsnd (S20 E167). AS H/ H313 Ohakea (OH) VOR - AVPIB CRP (S39
L-5, NWWW. 36.8 E175 40.4) 358°/178°, 38 NM, MOCA
RESTRICTED AREA NW(R)-3A upper limit 5000; AVPIB - ISRET CRP (S39 12.4 E175
chgd to FL205 (SE of Tontouta VOR (LTO)). 51.7) 26 NM, MOCA 8600; ISRET - Taupo
NWWW. (AP) NDB 29 NM, MOCA 8100. TAMIS and
RESTRICTED AREA NW(R)-4 extended OTBAX withdrawn. Eff 01 Dec 22. AS H/L-7,
approx 1NM to the Northwest (S22 E166). NZWN.
NWWW. H339 withdrawn Waiuku (WI) NDB to Hamilton
RESTRICTED AREA NW(R)-5 estbld. An irreg- (HN) VOR (S37 W175). AS H/L-7, NZAA.
ular shape area approx 17 NM N-S by 14 NM H381 withdrawn Tauranga (TG) NDB to Waiuku
E-W beginning approx 6 NM W of the Kone (WI) NDB (S37 E175). NZAA.
(KQ) NDB. Altitudes: 500' AGL - 3000' MSL H403 withdrawn Rotorua (RO) VOR to Auck-
(S21 E164). land (AA) VOR (S37 E175). AS H/L-7,
NWWW. NZAA.
Q101 GOVDU RNAV CRP estbld at S38 46.9
NEW ZEALAND E177 17.3. GOTNO - GOVDU - IBULI 18/36
ATS ROUTES changed: NM, MOCA 4900/6700. AS H/L-7.
A338 RAPPY CRP estbld (S77 10.5 E165 Q108 estbld TULMI - REKIS RNAV CRP (S37
13.6). BYRRD - RAPPY - JEHOO 20/60 NM. 18.5 E174 59.9) 273°/093°, 21NM, MOCA
AS H/L-6. 2900. AS H/L-7, NZAA.
B581 GOBIN renamed GOMIK (S09 W172). Q128 estbld SEBSA RNAV CRP (S46 50.7
AS H/L-5. E168 15.6) - AMVIX RNAV CRP (S46 36.5
G594 KENNE withdrawn. Auckland (AA) VOR - E168 22.3) 352°/172°, 15 NM, MEA 2000;
AKLOM 041°/220°, 200 NM. (S36 E175) AS AMVIX - Invercargill (NV) VOR 323°/143°, 12
H/L-7, NZAA. NM. AS H/L-8.
H133 Wellington (WN) VOR to Woodbourne Q132 OSNUM CRP estbld (S37 16.2 E175
(WB) VOR MOCA 4400; (WB) VOR to LUBSI 26.2). NOBAR - OSNUM - MERAS 18/8NM,
MOCA 4800. (S41 E173) NZWN. MOCA 4800/2200. AS H/L-7, NZAA.
H173 withdrawn POKOM to Surrey (SY) NDB Q144 estbld UPLIN - PUHOI 277°/097°, 12NM,
(S37 W174). AS H/L-7, NZAA. MOCA 2300 (S36 E174). AS H/L-7, NZAA.
H191 ONAGO CRP estbld (S38 52.5 E175 Q148 estbld POKOM - IGABI 350°/171°, 28
30.7). Taumarunui (TM) NDB - ONAGO - NM, MOCA 3600 (S37 E174). AS H/L-7,
Taupo (AP) NDB 10/28 NM. Eff 01 Dec 22. NZAA.
AS H/L-7. Q151 estbld KARRL - POKOM 045°/225°, 15
NM, MOCA 3600; POKOM - PEPPE 002°/
182°, 19 NM; PEPPE - LAKES 020°/200°, 10
PACIFIC
NM, MOCA 2100; LAKES - MERAS 012°/ 155°, 46 NM, MOCA 1200 (S40 E174). AS H/
192°, 18 NM, MOCA 2200 (S37 E174). AS H/ L-8.
L-7, NZAA. Q665 estbld UPLIN - KAWAU 286°/106°,
Q154 estbld WAIHI - UGSAP RNAV CRP (S36 10NM, MOCA 2300 (S36 E147). AS H/L-7.
44.4 E175 57.8) 342°/162°, 38 NM, MOCA Q787 ANOPA CRP estbld (N46 05.3 E168
3400; UGSAP - DOSTU 301°/121°, 38 NM, 25.5). Invercargill (NV) VOR - ANOPA -
MOCA 3200. AS H/L-7, NZAA. SUNGU 20/39 NM. Eff 01 Dec 22. AS H/L-8.
Q155 estbld TULMI - MERAS 321°/141°, 16 Q825 AKTAN RNAV CRP estbld (S41 14.9
NM, MOCA 2900 (S37 E175). AS H/L-7, E175 07.6). Wellington (WN) VOR - AKTAN -
NZAA. MAMOD 15/17NM. AS H/L-8, NZWN.
Q162 estbld UGSAP RNAV CRP (S36 44.4 R453 UVUTI - Faleolo VOR (FA) MOCA 3300'
E175 57.8) - OBKIT RNAV CRP (S36 44.4 (S14 W174). NSTU.
E175 27.1) 250°/070°, 25 NM, MOCA 4000; V317 withdrawn Waiuku (WI) NDB to LENGU
OBKIT - HOOKS 250°/070°, 10 NM, MOCA (S37 E174). AS H/L-7, NZAA.
3800; HOOKS - Auckland (AA) VOR 212°/
V443 withdrawn Surrey (SY) NDB to EMRAG
032°, 26 NM, MOCA 2000. AS H/L-7, NZAA.
(S37 E175). AS H/L-7, NZAA.
Q171 IGMEK RNAV CRP estbld (S38 39.8
Y153 DOPKI - Christchurch (CH) VOR MOCA
E176 57.0). GOTNO - IGMEK - LUKMI 32/25
3400 (S43 E171). AS H/L-8, NZCH.
NM, MOCA 6200/5900. AS H/L-7, NZAA.
Y273 IDLOK renamed ELDIB (S38 E174). AS
Q184 estbld POKOM - IGABI 350°/171°, 28NM
H/L-7.
(S37 E174). AS H/L-7, NZAA.
Y502 estbld one-way S-bnd Wellington (WN)
Q196 BUDPA CRP (S44 09.2 E171 27.3) and
VOR - VENAM 172°, 31 NM, MOCA 3300
IVRON CRP (S43 48.8 E171 58.9) estbld.
(S41 E174). Eff 01 Dec 22. AS H/L-8,
Timaru (TU) NDB - BUDPA - ELDAK -
NZWN.
IVRON - Christchurch (CH) VOR 14/20/10/30
NM. NZCH. Y631 estbld one-way N-bnd Wellington (WN)
VOR - ATVIN RNAV CRP (S40 43.7 E 174
Q202 EPGON RNAV CRP (S39 37.8 E174
40.5) 327°, 37 NM, MOCA 3200; ATVIN -
27.5) and UPSOD RNAV CRP (S39 35.5
MEVAX 336°, 61 NM, MOCA 2600. Eff 01
E174 21.8) estbld. MEVAX - EPGON -
Dec 22. AS H/L-7, AS H/L-8, NZWN.
UPSOD - ORIPA 10/5/5 NM, MOCA
2700/2500/2100. AS H/L-7, NZWN. Y738 Wellington (WN) VOR to TPAPA MOCA
3200 (S41 E174). NZWN.
Q277 Waiuku (WI) NDB withdrawn. DAVEE -
BROOK 27 NM(S37 E174). AS H/L-7, Auckland CTA class C sector 6500-9500'
NZAA. extended approx 30 NM to the Southeast
(S37 E174).
Q497 IRMUV RNAV CRP (S38 59.1 E177 05.2)
estbld. GOTNO - IRMUV - MOOSE 16/22 Eff 01 Dec 22. AS H/L-7, NZAA.
NM, MOCA 3700/6700. AS H/L-7. DANGER AREA NZ(D)-020 withdrawn (NE part
Q518 VELGA to PADMU MOCA 2200 (S39 of Auckland Oceanic FIR) (S37 W160). AS
E174). AS H/L-7. H/L-6.
Q566 estbld IPMIR - SWUTH 346°/166°, 30N DANGER AREA NZ(D)-021 withdrawn (NE part
NM, MOCA 4800; SWUTH - AKAVI 334°/ of Auckland Oceanic FIR) (S44 W146). AS
H/L-6.
PACIFIC
DANGER AREA NZ(D)-024 withdrawn (NE part NIUE

of Auckland Oceanic FIR) (S29 W161). AS NIUE (NU) DME coords chgd to S19 04.4
H/L-5, AS H/L-6. W169 55.0. AS H/L-5.
DANGER AREA NZ(D)-524 estbld (NW of Well-
ington [WN] VOR) as follows: A circle with a PAPUA NEW GUINEA
1 NM radius centered on S41 06.3 E175
ATS ROUTES changed:
30.0. Altitudes: GND - 2500 AGL. AS H/L-7,
AS H/L-8, NZWN. B598 REDOX - NIPOK MOCA 5000 (S09
E155). AS H/L-5.
DANGER AREA NZ(D)-923 withdrawn (S of
Timaru [TU] NDB) (S44 E171). AS H/L-8. H545 estbld Port Moresby (PY) VOR - UPSET
070°/250°, 140 NM, MOCA 13700; UPSET -
MILITARY OPERATION AREA NZ(M)-308
TEDED 069°/249°, 97 NM, MOCA 8000;
estbld. An irregular-shaped area approx 30
TEDED - MINEN NCRP (S07 48.5 E152
NM S-N by approx 14 NM E-W beginning
34.4) 058°/238°, 98 NM, MOCA 1500;
approx 0.5 NM SW of Ohakea (OH) VOR.
MINEN - ONODO NCRP (S07 03.2 E154
Altitudes 13000 MSL - FL200 (S40 E175).
09.9) 105 NM; ONODO - EKUTA NCRP (S06
NZWN.
26.9 E155 25.6) 057°/237°, 84 NM, MOCA
MILITARY OPERATIONS AREA NZ(M)-307 2500; EKUTA - KIETA NCRP (S06 18.4
estbld. An irregular-shaped area beginning E155 43.7) 20 NM, MOCA 8300T. AS H/L-2,
approx 30 NM N by approx 10 NM E of AYPY.
OHAKEA VOR. Altitudes 8000 MSL - FL200
H660 estbld TEDED - GUMOT 050°/230°, 106
(N40 W175). AS H/L-6, NZWN.
NM, MOCA 14400; GUMOT - KAPKI 051°/
NIUE NDB cmsnd. Ident 'NU', freq 345, coords 231°, 89 NM (S09 E149). AS H/L-2, AYPY.
S19 04.5 W169 54.9. AS H/L-5.
H795 estbld TEDET NCRP (S08 30.4 E151
OAONUI (MCC) DME decmsnd (S39 E173). 04.9) - TALPA NCRP (S07 29.9 E152 16.2)
AS H/L-7, AS H/L-8. 042°/222°, 93NM, MOCA 1500; TALPA -
OAONUI (MCC) NDB decmsnd (S39 E173). AS MOKIN NCRP (S06 24.2 E153 33.2) 100NM;
H/L-7, AS H/L-8. MOKIN - LUNTO CRP (S05 26.6 E154 40.0)
SURREY (SY) NDB decsmsnd (S37 E175). AS 88NM, MOCA 2700. AS HL-2, FE HL-13.
H/L-7, NZAA. Undesignated ATS route redesig bi-directional
WAIUKU (WI) NDB decsmsnd (S37 E174). AS H797 GUNKI to EPKED (S08 E146). AS H/
H/L-7, NZAA. L-2, AYPY.
WELLINGTON CTA Class C estbld an irregular Undesignated ATS route redesig H401 Vanimo
shaped-area approx 15 NM N-S by 2 NM W- (VNO) NDB to Nadzab (NZ) VOR. Estbl
E, beginning approx 5 NM E of Wellington Nadzab (NZ) VOR - GUARI NCRP (S08 07.5
(WN) VOR, altitudes 3500-9500 (S41 E174). E146 58.8) 164°/344°, 94NM, MOCA 14000;
Eff 01 Dec 22. AS H/L-8, NZWN. GUARI - LELID CRP (S08 54.7 E147 07.2)
WELLINGTON CTR extended approx 1,5 NM 47NM; LELID - Port Moresby (PY) VOR,
west (S41 E174). Eff 01 Dec 22. AS H/L-8, 33NM, MOCA 8500. FE H/L-13.
NZWN. Undesignated ATS route redesig H530 IKERU
to SAKTO. RUTAG NCRP estbld (S08 21.0
E146 26.5). LUGLI - RUTAG - SAKTO 60/28
NM. AS H/L-2, AYPY.
PACIFIC
Undesignated ATS route redesig H541 KIBAV NM, MEA FL90; LAMUT - DYERA CRP (N17
to MORO (MOR) NDB. H541 estbld 'MOR' 17.9 E121 23.5) 013°/193°, 37 NM, MEA
NDB - KOMO (YXM) VOR 304°/124°, 29 NM, FL110. RPLL.
MOCA 11500 (S06 E142). AS H/L-2, AYPY. DANGER AREA RP(D)-34 established NW of
Undesignated ATS route redesig H674 Port Clark VOR (CIA) as follows: A circle with a 2
Moresby (PY) VOR to KALKO. Estbld NM radius centered on N15 22.5 E120 30.7.
KALKO - SEKDI CRP (S10 28.2 E150 45.3) Altitudes: GND - 3000' AGL. RPLL.
105°/285°, 25NM, MOCA 5000; SEKDI - DANGER AREA RP(D)-35 estbld. A circle with
[AYMS] 089°/269°, 124NM, MOCA 5700. AS a 3NM radius centered on Basa AB apt
HL-2, AS HL-5, AYPY. RPUF (N14 59.2 E120 29.6). Altitudes: GND
Undesignated ATS route redesig H782 KIBAV - 2000 AGL. RPLL.
to IKERU (S05 E144). AS HL-2, AYPY. DANGER AREA RP(D)-36 estbld. An irregular-
Undesignated ATS route redesig H783 IKERU shaped area approx 8 NM S-N by approx 7.5
to Moro (MOR) NDB (S06 E143). AS H/L-2, NM E-W beggining approx 2.5 NM SW of
AYPY. Basa (BB) NDB (N14 E120). RPLL.
Undesignated ATS route redesig H787 AVLIX Manila ACC SECTORS redesig as follows:
to SAKTO (S07 E147). AS H/L-2, AYPY. NORTH-WEST: Encompassing the NW por-
Undesignated ATS route redesig H788 AVLIX tion of Manila FIR within the vicinity of Laoag
to RUPNO (S07 E147). AS H/L-2, AYP Y. TMA (N19 E118). Freq 119.3, 128.7, 8942.
Undesignated ATS route redesig H790 LAROT CENTRAL-NORTH: Encompassing the Cen-
to KIBAV (S07 E144). AS H/L-2, AYPY. tral-North portion of Manila FIR within the
Undesignated ATS route redesig H796 LARID vicinity of Manila TMA and Laoag TMA (N16
to AVLIX (S06 E146). AS H/L-2, AYPY. E120). Freq 127.5, 125.7.
Undesignated ATS route redesig H798 LUDGA NORTH-EAST: Encompassing the NE por-
to AVLIX (S06 E147). AS HL-2, AYPY. tion of Manila FIR (N17 E127). Freq 128.7,
119.3, 8903.
OK TEDI (OKT) NDB coords chgd to S05 24.6
E141 19.1. AS HL-2. CENTRAL-EAST: Encompassing the Cen-
tral-east portion of Manila FIR within the
PHILIPPINES vicinity of Manila TMA (N15 E123). Freq
128.7, 125.7.
ATS ROUTES changed:
SOUTH-WEST: Encompassing the SW por-
B472/B473, LIPA (LIP) VOR decmsnd and
tion of Manila FIR within the vicinity of Puerto
replaced by LIGPA RNAV CRP (N13 57.4
Princesa TMA (N10 E116). Freq 118.9, 8942.
E121 07.6). RPLL.
CENTRAL-WEST: Encompassing the Cen-
LUBANG (LBG) VOR replaced with LUBAN
tral-West portion of Manila FIR within the
CRP same position. All affected airways are
vicinity of Manila TMA (N13 E119). Freq
realigned thereafter (B591, N884, W3 and
132.7, 118.9.
TR23) (N13 E120). RPLL.
SOUTH-EAST: Encompassing the SE portion
W16A changed to one way SE-bnd TAREM -
of Manila FIR within the vicinity of Mactan
ROSER. RPLL.
TMA, Tacloban TMA, Butuan TMA, Davao
W271 estbld Cabanatuan (CAB) VOR - LAMUT TMA, Tambler TMA and Cagayan TMA (N09
CRP (N16 41.8 E121 16.2) 013°/193°, 74 E127). Freq 132.5, 125.7, 8942.
PACIFIC
CENTRAL-SOUTH: Encompassing the Cen- SW of Clark (CIA) VOR . Altitudes:

tral-South portion of Manila FIR within the GND-5000 AGL (N15 E120). RPLL.
vicinity of Manila TMA and Legazpi TMA
(N13 E119). Freq 125.7, 128.7. RUSSIA
SOUTH: Encompassing the South portion of ATS ROUTES changed:
Manila FIR within the vicinity of Zamboanga B912, NITNO NCRP estbld at N6308.1
TMA, Mactan TMA, Bacolod/Iloilo TMA and E11122.7; VADAS - NITNO, 117°/305°,
Kalibo TMA (N07 E121). Freq 124.9, 125.7, 128NM; NITNO - ABRER, 125°/307°, 44NM.
8942. EA HL-11.
WEST: Encompassing the West portion of B919, NIBON CRP estbld at N4406.1
Manila FIR (N14 E115). Freq 118.9, 8942. E14556.4; KESAD - NIBON - NELER,
Altitudes: GND - UNLTD. 12/14NM. EA HL-12.
RPLL. B933, OKMIB NCRP (N6641.7 E14501.8)
MILITARY TRAINING AREA -1 estbld. An irreg- estbld; LURET - OKMIB - NIBUK, 245/43NM.
ular-shaped area approx 9nm N-S by approx EA HL-11.
37nm E-W beginning approx 25nm S of B934, Khatanga VORDME (HTG) - SUBEM,
Manila VOR. Altitudes GND - 5000' MSL. MEA FL90. (N72 E102). EA HL-11.
RPLL. B954, BEKNE and OGUTO withdrawn; NCRPs
MILITARY TRAINING AREA -2 estbld. An irreg- estbld, BABDO at N7200.4 E11239.4 and
ular-shaped area approx 23nm N-S by GINED at N7159.0 E11530.9; ARKAT -
approx 45nm E-W beginning approx 32nm S BABDO, 102°/284°, 12NM; BABDO - SALAK,
of Manila VOR. Altitudes GND - 8000' MSL. 104°/286°, 27NM; SALAK - GINED, 098°/
RPLL. 281°, 26NM; GINED - DISAM, 101°/284°,
MTA-1 estbld. An irregular-shaped area approx 38NM. EA HL-11.
38 NM E-W by approx 9 NM N-S located N of G101, EKPAD wdwn; KOMOT NCRP estbld at
Lipa VOR (LIP). excluding Restricted Area N7135.1 E11500.3; SALAK - KOMOT -
RP (R)-72. Altitudes Gnd - 5000' MSL; Times UPKOL, 28/48NM. EA HL-11.
of operation Sunrise-Sunset. RPLL. G112, RAREG replaced by LUMNA NCRP at
MTA-2 estbld. An irregular-shaped area approx N7129.1 E11351.1; SALAK - LUMNA, 201°/
48 NM E-W by approx 24 NM N-S excluding 020°, 30NM; LUMNA - LALEN, 200°/019°,
Restricted Area RP(R)-72, and located S of 121NM; Ust-Kut NDB (CI) replaced by
Lipa VOR (LIP). Altitudes Gnd - 8000' MSL; GAKPO CRP at same position. EA HL-11.
Times of operation Sunrise-Sunset. RPLL. G489, Dudinka NDB (BI) - OMADA, MEA FL80;
SUBIC BAY Intl renamed to Subic Bay Principal OMADA - Igarka VORDME (IGR) - LAPTI,
(N14 E120). RPLL. MEA FL100; LAPTI - BIBIR, MEA FL80;
SUBIC BAY Intl renamed to Subic Bay Principal BIBIR - Turukhansk VORDME (THN), MEA
(N14 E120). RPLL. FL100. (N69 E086). EA HL-11.
SUBIC CTR chgd to class D (N14 E120). G490, Norilsk VORDME (NOR) - OLURI, MEA
RPLL. FL100; OLURI to GOBNA, MEA FL80;
TRAINING AREA CORRIDOR 2 estbld. An GOBNA - Turukhansk (THN) VORDME, MEA
irregular-shaped area approx 17 NM NS by FL100. (N69 E087). EA HL-11.
approx 18 NM EW beginning approx 1 NM
PACIFIC
G812, GITAR wdwn; OGMEK CRP estbld at CRP, 251°/069°, 108NM; DERUD to GINAN,
N6139.2 E15827.8, Severo-Evensk NDB MEA FL270; GINAN - MEBAR NCRP, 250°/
(DL) - OGMEK - URABI, 27/141NM. EA 069°, 44NM, MEA FL80, MOCA 8300T;
HL-12. MEBAR - LUMAG, 249°/069°, 39NM, MEA
L162 redesignated T150, EVMUV (N7044.9 FL80, MOCA 8300T; complete Awy MAA
E03205.0) - LIMUS. EA HL-11. FL550. EA HL-12.
L265, DILOS (N7133.9 E10157.6) - Khatanga T533 extended; GIMON NCRP - ORTUP CRP
VORDME (HTG), MEA FL90. EA HL-11. at N6952.6 E04711.6, 146°/327°, 100NM;
M130, ZUTNA NCRP etsbld at N6833.0 ORTUP - ZUTNA NCRP at N6833.0
E04745.7; DOMED - ZUTNA - RINOV, E04745.7, 147°/329°, 81NM; ZUTNA -
122/37NM; MISOR - Dudinka NDB (BI), MEA IFOMA NCRP at N6751.0 E04802.1, 149°/
FL80; Dudinka NDB - Norilsk VORDME 330°, 43NM; IFOMA - DAMNU NCRP at
(NOR) - ANESO, MEA FL100; ANESO - N6729.2 E04810.3 - UFENI NCRP at
PENOP, MEA FL80. EA HL-11. N6710.4 E04817.1, 150°/330°, 22/19NM;
UFENI - IKFON NCRP at N6652.0 E04823.6,
M131, TIKMI (N7140.9 E10334.0) to RELTA,
150°/331°, 19NM; IKFON - ODSEL CRP,
MEA FL90. EA HL-11.
151°/332°, 63NM; ODSEL - OGBAS NCRP,
N742, NITNO NCRP estbld at N6308.1 152°/332°, 12NM; OGBAS - ELMAR NCRP
E11122.7; Mirny VORDME (DEM) - NITNO, at N6523.4 E04857.6, 144°/325°, 15NM;
309°/125°, 81NM; NITNO - VADAS, 305°/ ELMAR - VELZE NCRP at N6512.6
117°, 128NM. EA HL-11. E04904.5 - AMEDO NCRP, 145°/325°,
N866, IFOMA NCRP estbld at N6751.0 11/26NM; AMEDO - ALUPO CRP at N6431.5
E04802.1; ORTEM to RIBNA, MEA FL90; E04928.6, 147°/327°, 17NM; GIMON to
NALEL - IFOMA - OSBUT, 94/143NM. EA ALUPO, MEA FL270, MAA FL540. EA
HL-11. HL-11.
T454 estbld; LUMAG CRP (N5954.6 E15043.2) T567, DAMNU NCRP estbld at N6729.2
- TITAL NCRP, 053°/234°, 38NM, MEA E04810.3; Naryan-Mar VORDME (NRM) -
FL90, MOCA 7300T; TITAL - DERUD CRP, DAMNU, 244°/061°, 114NM; DAMNU -
054°/235°, 36N, MEA FL90, MOCA 7300T; BLAGO, 241°/058°, 131NM. EA HL-11.
DERUD - Omsukchan NDB (BM) CRP, 054°/ W27, Norilsk VORDME (NOR) - LORDA, MEA
235°, 138NM; Omsukchan NDB - OSKON FL100; LORDA - VOLAS, MEA FL80; MINPI
CRP, 045°/228°, 210NM; OSKON - OKEPA - Khatanga VORDME (HTG), MEA FL90. For
CRP, 046°/229°, 207NM; OKEPA - MAKUB Russian users only. EA HL-11.
NCRP, 043°/225°, 105NM; MAKUB - BEKMI
W272, TURMA (N6417.7 E10026.2) - BANEG,
CRP, 046°/227°, 47NM; BEKMI - NISEL
MEA FL110; DITKU to OBABO, MEA FL90.
CRP, 104°/286°, 122NM; NISEL - PEMID
For Russian users only. EA HL-11.
CRP, 106°/287°, 99NM; PEMID - NIDAR
CRP, 195°/014°, 117NM; NIDAR - GOROM BLAGOVESHCHENSK/IGNATYEVO TMA
NCRP, 244°/062°, 90NM; GOROM - TOSMA lower limit 7500' (N50 E147). EA HL-12.
NCRP, 243°/062°, 51NM; TOSMA - LORKI EKIMCHAN NDB (FA) HOLDING estbld
CRP, 242°/061°, 57NM; LORKI - ASMOK (N5308.3 E13250.0) , inbound track 146°,
NCRP, 249°/068°, 91NM; ASMOK - ASBAT LEFT turns, MHA FL120. EA HL-11, EA
CRP, 248°/066°, 118NM; ASBAT - BUSUL HL-12.
NCRP, 249°/064°, 286NM; BUSUL - GINAN
PACIFIC
KHABAROVSK CTA lower limit 9500' (N62 SOLOMON IS

E145). EA HL-12, FE HL-7. HONIARA INTL/HENDERSON renamed Hon-
KHABAROVSK/NOVY TMA lower limit 7500' iara Intl (S09 E160). AS H/L-2, AS H/L-5, P
(N49 E135). EA HL-12, FE HL-7. H/L-2.
PETROPAVLOVSK-KAMCHATSKY CTA lower
limit 4000' AGL (N53 E158). EA HL-12. TAIWAN
PETROPAVLOVSK-KAMCHATSKY CTR upper HENGCHUN (KW) NDB decmsnd (N21 E120).
limit 4000' AGL (N53 E158). EA HL-12. Eff 01 Dec 22. RCTP, FE H/L-3, FE H/L-8,
PETROPAVLOVSK-KAMCHATSKY FIR with- FE H/L-9, FE H/L-12, FE H/L-13.
drawn (N56 E150). EA HL-12. MAGONG (BM) NDB decmsnd (N23 E119). Eff
Sankt Petersburg FIR lateral limits chgd to 01 Dec 22. RCTP, FE H/L-3, FE H/L-9.
include previous Arkhangelsk, Kotlas, Mur-
TEMPORARY (AREA B) - Airspace Blocked
mansk, Murmansk Oceanic, Syktyvkar and due to flight testing effect from15 FEB 2022
Vologda FIRs. EA HL-11. 0320 UTC until 29 DEC 22 0820 UTC. An
UH(P)-350 estbld; GND-8000' AGL (N51 irregular shaped-area aprox 50 NM N-S by
E128). EA HL-11, EA HL-12, CCN 301. 12 NM E-W, centered approximately 36
YUZHNO-SAKHALINSK/KHOMUTOVO TMA NME-NE of Magong (MKG) VOR (N23
lower limit 7500' (N47 E143). EA HL-12, FE E119). Altitudes GND - FL450. Affected date
HL-7. and time of affected routes as follows:
2022: 15 FEB - 24 FEB, 2 MAR - 29 MAR
SINGAPORE Daily: 0400 - 0500 UTC; 9 APR - 28 APR, 4
ATS ROUTES changed: MAY- 1 JUN, 7 JUN - 31 AUG Daily: 0400 -
0500 UTC; 1 SEP - 7 SEP, 13 SEP - 6 OCT,
A464 D114Y withdrawn. Sinjon (SJ) VORDME -
12 OCT - 29 DEC Daliy: 0720 - 0820 UTC.
Tanjung Pinang (TPG) VORDME 44NM (N01
E104). WSSS. A1: between Houlong (HLG) and (MKG)
SINJON (SJ) VOR coords chgd to N01 13.3 W4: between (HLG) and Sigang (TNN)
E103 51.3. WSSS. M750: between TONGA and PILOX
B1, T3 RNAV and T5 RNAV TRANSITION.
SOCIETY ISLAND FE H/L-3, FE H/L-8, FE H/L-9, FE H/L-12,
ATS ROUTES changed: FE H/L-13.
J21 withdrawn Maupiti (MA) NDB to Bora Bora
THAILAND
(BB) NDB (S16 W151). AS H/L-5.
J22 withdrawn Maupiti (MA) NDB to MEREV ATS ROUTES changed:
(S16 E152). AS H/L-5, NTAA. W6 EMRUT CRP (N16 00.3 E102 35.6) and
R11 estbld one way W-bnd BAMBI - MEKES AKRET CRP (N16 40.3 E103 08.9) estbld.
260°, 28 NM, MEA 4000 (S16 E151). AS H/ Khorat (KRT) VOR - ENRUT - Khon Kaen
L-5. (KKN) VOR 70/30 NM; (KKN) VOR - AKRET
- Sakon Nakhon (SKN) VOR 24/65 NM.
T2 MAUPITI (MA) NDB replaced by MEKES.
VTBD.
(S16 W152) AS H/L-5, NTAA.
W7 LILRI renamed VEGRA (N18 E098). Eff 01
MAUPITI (MA) NDB decmsnd. (S16 W152) AS
Dec 22. FE H/L-1.
H/L-5, NTAA.
PACIFIC
W26 ISBEL renamed KADAV (N16 E098). Eff TONGA

01 Dec 22. FE H/L-1. ATS ROUTES changed:
Y2 NEMTE CRP (N16 03.7 E102 29.2) estbld. A592 GOBIL CRP estbld (S20 04.8 W174 38.2)
Khon Kaen (KKN) VOR - NEMTE - UBLOD Fua'Amotu VOR (TBU) - GOBIL - ISDOT
30/105 NM. VTBD. 75/276 NM. NSTU.
Y20 estbld along W1 Bangkok (BKK) VOR - B575 KETUP (S22 21.4 W175 45.3) and
Ubon (UBL) VOR (N14 E102). VTBD, FE EKEDI (S20 10.5 W174 26.3) CRPs estbld.
H/L1, FE H/L-3. REPOL - KETUP - Fua'Amotu VOR( TBU) -
Y21 estbld along W4 Udon Thani (UDN) VOR - EKEDI - OGELA 178/75/75/264 NM. NSTU.
Ubon (UBL) VOR (N16 E103). FE H/L-1, FE
H/L-3. UJUNG PANDANG FIR
Y22 estbld along W5 Udon Thani (UDN) VOR - BAWEAN renamed Harun Thohir (S05 E112).
Ubon (UBL) VOR (N16 E102). FE H/L-1, FE WADD.
H/L-3.
Y23 estbld along W6 Khorat (KRT) VOR - UNITED STATES OF AMERICA
Nakhon Phanom (NKP) VOR (N16 E102). SANTA CATALINA, Calif (SXC) VOR freq chdg
VTBD, FE H/L-1, FE H/L-3. to 114.15 (N33 W118). H/L-2, H/L-3.
BATOK, Thailand withdrawn (N14E102). FE
HL-1, FE HL-3. VIETNAM
MAE SOT AERO renamed Mae Sot (N16 ATS ROUTES changed:
E098). FE H/L-1. DANGER AREA VV(D)-23 chgd to a circle with
Pattani (PT) NDB unserviceable (W14, Y19) a 2.7 NM radius centered on N10 55.2 E106
and replaced by temporary waypoint POXUN 43.6. FE H/L-3, FE H/L-11.
(N06 47.3 E101 08.9) until further notice. FE
H/L-1, FE H/L-3. WESTERN SAMOA
SUKHOTHAI (THS) DME withdrawn (N17 LOGOTALA HILL NDB cmsnd. Ident 'LOG',
E099). FE H/L-1. freq 242, coords at S14 21.2 W170 44.9. AS
UDON TMA chgd to a circle with a 30 NM H/L-5, NSTU.
radius centered on Udon Thani (UDN) VOR
excluding the Laos territory (S12 W077). FE TERMINAL CHARTS
H/L-1, FE H/L-3.
GENERAL
TIMOR-LESTE
ATS ROUTES changed: INDONESIA
Z10 PATBO RNAV NCRP (S08 31.0 E125 Within JAKARTA and UJUNG PANDANG FIRs,
56.0) - POPUS RNAV NCRP (S08 37.2 E126 WEST of Longitude 135°E: Trans level: FL
04.0) 126°, 10NM; POPUS - TODOT RNAV 130, Trans alt: 11000'. Within UJUNG PAN-
CRP 67 NM. TAPON withdrawn. FE H/L-10. DANG FIR, EAST of Longitude 135°E Trans
level: FL 180, Trans alt: 18000'.
PACIFIC
JAPAN Batam, Indonesia, (Hang Nadim), (10-3A) Pro-

All approach procedures-When RVR is availa- cedures JITLIM 2C, JITLIM 2D: Waypoint
ble for the landing runway, all landing visibili- PIDON should read as TUSNU.
ties shown as CMV 1800m are changed to (13-1) VOR Rwy 22. MALS should read HIALS.
RVR 1800m. Bathurst, New South Wales, (10-9) Rwy 08/26
width should be 59' (18m). 492' (150m) West
PAPUA NEW GUINEA of Rwy 08/26 end grass.
Call sign MADANG (FIS) changed to MOR- Bintulu, Malaysia, VOR/DME VBU 112.6
ESBY (FIS). All current Madang Flight Serv- unserviceable.
ice frequencies shall remain unchanged. Boven Digoel, Indonesia, (Tanah Merah),
(10,9) AIRPORT, AIRPORT INFO, TAKE-
VIETNAM OFF MNMS; Runway edge lights Rwy 07/25
Transition altitude for all terminal procedure is unserviceable.
charts should read 9000' except locations Brisbane, Queensland, (Brisbane Intl), (11-1)
listed below: ILS or LOC Rwy 01L, (11-4) ILS or LOC Rwy
VVBM: transition altitude 10,000' 19R. LOC (GS out) minimums should read:
VVDL: transition altitude 10,000' MDA(H) 430' (417') vis 1.6 km; HIALS out-
MDA(H) 430' (417') vis 2.5 km.
VVTS: transition altitude18,000'
Bundaberg, Queensland, (10-9) AIRPORT,
AIRPORT INFO, ABN decommissioned. Eff
01 Dec 22.
TERMINAL
Buonmathuot, Vietnam, HIALS should read
Akita, Japan, (11-3) ILS X or LOC X Rwy 28
SALS 420m.
unavailable from 1500UTC 07 SEP 22 untill
1500UTC 30 NOV 22 due to unserviceability Busan, Korea, (Gimhae Intl), TWY W1 is
of ILS-LOC28 (IUW) closed due to suspension of operation, from
1500 UTC 29 JUN 2022 to 1500 UTC 29
Alice Springs, Northern Territory, ABN
JUN 2023.
removed.
Chatham Is, New Zealand, (Chatham Is/
Alor Setar, Malaysia, (Sultan Abdul Halim),
Tuuta), Low intensity approach lighting
ILS/LOC IAS 111.7 unserviceable.
system 1 bar configuration activated.
Aomori, Japan, (12-21) RNAV (RNP) Z Rwy
Cheongju, Korea, (Cheongju Intl), Rwy 06L
24: RNP 0.30 CAT C Minimums have
approach lighting changed from SSALS to
changed to DA(H) 1063'(399') RVR 1000 per
SSALR.
JAPAN AMD - 12-19 - 20 JUN 19
Conson, Vietnam, VOR Rwy 29 (13-1) in Breif-
Ashburton, New Zealand, [10-9] Rwy 16/34
ing Strip; Note 3 to read ' Only use
edge light spacing - 100m.
CSNVOR/DME from R-085 to R-125 and
Bandung, Indonesia, (Husein Sastranegara), from R-260 to R-340 clockwise.'
(10-3B) CKG 1H, CLP 1M, PIALA 1E: No Alt
Darwin, Northern Territory, ABN decommis-
restriction at wpt OTBER.
sioned.
Bangkok, Thailand, (Bangkok Don Mueang
Edinburgh, South Australia, (Edinburgh (Mili-
Intl), ATIS 126.4 changed to D-ATIS.
tary)), (10-3, 10-3A) Procedures EDIN-
BURGH 4 and NORTH 1 are not available.
PACIFIC
Eliwana, Western Australia, (10-9, 12-1, 12-2) IAP ILS or LOC RWY 25C (charts 11-7,
AIRPORT, AIRPORT INFO, TAKE-OFF 11-7A, 11-8), RNP Z or Y RWY 25C (charts
MNMS, RNAV (GNSS) RWY 10, RNAV 12-26 and 12-27) and VOR RWY 25C (chart
(GNSS) RWY 28. IATA code should read 13-2) suspended UFN.
WHB. Hualien, Taiwan, Apprach Light system on Rwy
Falam, Myanmar, (Surbung), Aerodrome 03 commisioned. ALS about length 360m.
Beacon (ABN) withdrawn. Hyakuri, Japan, (Hyakuri Aero), IATA code for
Simple Approach Light Sysyem (SALS) instal- Hyakuri Airport should be read as IBR.
led on Rwy 18. Iron Bridge Mine, Western Australia, (10-9,
Fukushima, Japan, All approach procedure 12-1, 12-2) AIRPORT, AIRPORT INFO,
straight-in minimums for Rwy 01 up to and TAKE-OFF MNMS, RNAV (GNSS) RWY 12,
including 2000m should be read as RVR. RNAV (GNSS) RWY 30. IATA code should
Gorontalo, Indonesia, (Jalaluddin), Rwy 27 read IBM.
ALS updated to HIALS. Ishigaki I, Japan, (Ishigaki), All approach pro-
VOR DME Rwy 27 (13-1) changed to VOR Rwy cedures for Rwy 04 straight-in minimums up
27, note 'DME required' added. to and including 2000m should read as RVR.
VOR DME Rwy 27 (13-1) changed to VOR Rwy Iwakuni, Japan, (Iwakuni MCAS), (32-1) RNAV
27, note 'DME required' added. (GPS) RWY 02, remove note 5. Note for civil
Hochiminh, Vietnam, (Tansonnhat), TDZ and use.
CL lights not available for Rwy 25R. CL lights Jambi, Indonesia, (Sultan Thaha), Approach
not available for Rwy 07L. procedure (11-1) ILS Rwy 31 is not available.
Hong Kong, Hong Kong, PR of China, (Hong Jayapura, Indonesia, (Sentani), (10-9) AIR-
Kong Intl), CAUTION: Center RWY 07C/25C PORT, AIRPORT INFO, TAKE-OFF MNMS -
under reconfiguration. In addition to the regu- Rwy 30 HIALS is unserviceable.
lar RWY closure markings, a flashing white (10-9S) STANDARD MNMS, (11-1) ILS OR
lighted cross will be displayed at each end of LOC RWY 30, (12-1) RNP RWY 30, (13-1)
the Center RWY 07C/25C outside daylight VOR RWY 30 - Rwy 30 HIALS is unservicea-
hours to provide additional visual guidance. ble. Use only ALS out minimums.
(based on SUP A 011-22) (11-1) ILS OR LOC RWY 30: Only ALS out Vis-
Due to work in progress (based on SUP ibility available
013-22), RWY 07C/25C is closed, other (12-1) RNP RWY 30: Only ALS out Visibility
RWYs avbl HS. Use airport charts with index available
10-8B and 10-8C for operations. Airport (13-1) VOR RWY 30: Only ALS out Visibility
charts 10-9 and 10-9A are suspended UFN. available
For construction works on Eastern Airfield (10-9S) STANDARD MNMS: Only ALS out
(based on SUP A 010-22) refer to temp chart Visibility available
10-8 and latest NOTAMS. Phase 1 is com-
Kalibo, Philippines, (10-3B, 10-3C, 10-3D,
pleted.
10-3E) BUSOG 3C & 3D, CT 3A & 3B,
RWY 07C/25C clsd due WIP. IAP ILS or LOC GALIA 3G & 3H, MINOR 3C & 3D, ROX 3A &
RWY 07C (charts 11-1, 11-1A, 11-2), RNP Z 3B, TAPER 3A & 3B: Procedures suspended.
or Y RWY 07C (charts 12-20 and 12-21) and
VOR RWY 07C (chart 13-1) suspended UFN.
PACIFIC
Kamuela, Hawaii, (Waimea-Kohala), (Series) 1L, RUSBU 1L, SALAX 1L: Procedures not
HONOLULU Center changed to HCF Center available due to temporary obstacle.
(R). Pilot to exercise caution during taxiing on Twy
Kanoya, Japan, JA NDB is unserviceable due S due to new apron construction at abeam of
to trouble until 1500 UTC 30 NOV 2022. Fol- Twy S.
lowing procedures should not be used: (11-4) Kumamoto, Japan, Straight-in-landing visibility
ILS W or LOC W Rwy 26L, (16-1) NDB A. CMV 2000m will be now read as RVR
Kao, Indonesia, (Kuabang), KAO VOR/DME is 2000m.
unserviceable due to technical reason. Kushiro, Japan, (11-1A) ILS Rwy 17 CAT III
(13-1, 13-2) VOR Y Rwy 36, VOR Z Rwy 36 unavailable from 1500UTS 07 SEP 222 untill
are not usable. 1500UTC 30 NOV 22 due to unserviceability
Katherine, Northern Territory, (Tindal (Mili- of ILS-LOC17 (IKS).
tary)), ABN deleted. Lanai City, Hawaii, (Lanai), (Series) Radar (R)
Kaunakakai, Hawaii, (Molokai), (Series) Radar added to HCF Center frequency.
(R) added to HCF Center frequency. Latrobe Valley, Victoria, IATA code is TGN.
Kavieng, Papua New Guinea, (12-1) RNAV Loikaw, Myanmar, (16-1) NDB Rwy 19: VASI
(GNSS) Rwy 30 - procedure not available Rwy 19 decomissioned
due to significant threshold coordinates Ludao, Taiwan, (10-9) Rwy 17 APAPI-L (angle
change without implying procedure revision. 3.0° MEHT 28') added.
Kendari, Indonesia, (Haluoleo), Rwy 26 ALS Macao, Macao, (Macao Intl), Approaches with
removed. suffix Z are the preferred approaches; pilots
Kinmen, Taiwan, RWY 24 MALSF length are required to request non-preferred IAP
changed from 480m to 420m. from ATC while conducting STAR procedure,
Kota Kinabalu, Malaysia, (13-3) VOR Z RWY otherwise they are expected to conduct the
20; (13-4) VOR Y RWY 20 VJN VOR/DME preferred IAP without further clarification.
name to be read as 'KOTA KINABALU'. Stands B10L and B10R added and color-coded
Kuala Lumpur, (Kuala Lumpur Intl - Sepang), pushback procedure revised (based on SUP
(20-9A) AIRPORT INFO, TAKE-OFF MNMS - 06-20). Refer to temporary charts 10-8/10-8A
Rwy 14L/32R and Rwy 14R/32L approach and latest NOTAMs.
lights downgrade to Category 1. Magong, Taiwan, (Magong AB), (12-1) - RNP
(20-9B2) PARKING STANDS CARGO Rwy 02: LNAV minima suspended.
APRONS - Non-standard aircraft parking for (12-2) RNP Rwy 20: LNAV/VNAV minima sus-
long layover aircraft at Twy B between inter- pended.
section with Twy B14 and Twy N2. Malay, Philippines, (Caticlan), (12-1) RNAV
Kuala Lumpur, (Sultan Abdul Aziz Shah- (GNSS) Rwy 06 - APAPI-L angle 3.2° instal-
Subang), (10-3B) ADNUT 1T, BILIK 1T, led.
KIMAT 1T, MATSU 1T, PULIP 1T, SUKAT (12-2) RNAV (GNSS) Rwy 24 - PAPI-L angle
1T: Procedures not available due to tempo- 3.2° installed.
rary obstacle. Matsuyama, Japan, (11-1) ILS Y or LOC Y
(10-3F) ATIMU 1L, BIKDU 1L, IBUKU 1L, RWY 14, (11-2) ILS Z or LOC Z RWY 14,
KIMAT 1L, MITOS 1L, PIBOS 1L, PUGER (13-1) VOR RWY 14; straight-in minimums
PACIFIC
up to and including 2000m should read as Naha Tower communication facility should
RVR. read as '118.75 (West), 118.1 (East), 126.2'.
(12-20) RNP RWY 14 (AR) straight-in mini- Nan, Thailand, ILS/DME INAN (110.3) is
mums for CAT C and D should read as CMV unserviceable due to temporary withdrawal
2000m. from 0001 UTC 15 JUL 2021 until further
Mawlamyine, Myanmar, Runway End Identifier notice.
Lights (REIL) installed for Rwy 04/22. Following procedures are unavailable:
Melbourne, Victoria, (Melbourne Intl), Transi- (11-1) ILS or LOC Z Rwy 02,
tion level should read as FL 110. (11-2) ILS or LOC Y Rwy 02.
Merauke, Indonesia, (Mopah), Sequence Napier, New Zealand, (12-1) RNAV (GNSS)
Flashing Lights Rwy 16 and Runway End Rwy 16, (12-2) RNAV (GNSS) Rwy 34,
Identifier Lights (REIL) Rwy 34 are unservice- (13-1) VOR DME Z Rwy 16, (13-2) VOR
able due to electrical problem. DME Y Rwy 16, (13-3) VOR DME Rwy 34,
Misawa, Japan, (Misawa AB), (31-3) ILS Z or (13-4) VOR Rwy 34. Hazard beacon located
LOC Z RWY 28, changed to Amend 1. 1.5 NM North of aerodrome completely with-
(31-4) HI-ILS Y or LOC Y RWY 28, (33-2) VOR drawn.
Z or TACAN Z RWY 28, (33-3) HI-VOR Y or Nelson, New Zealand, ATIS changed to D-
TACAN Y RWY 28 changed to AMEND 1. ATIS.
Momote, Papua New Guinea, (16-1) NDB, New Plymouth, New Zealand, (13-1) VOR
APPROACH PROC NOT AVAILABLE PER DME Rwy 05, (13-2) VOR Rwy 05, (13-3)
NDB MOE WITHDRAWAL. VOR DME Rwy 23, (13-4) VOR Rwy 23:
Mount Gambier, South Australia, (12-2) ATIS changed to D-ATIS.
RNAV-Z (GNSS) Rwy 36 LNAV all CATS Nyutabaru, Japan, (Nyutabaru Aero), Until fur-
Actual Aero QNH MDA(H) 630'(435') vis 3.0 ther notice Nyutabaru ILS-GP28 is unservice-
km. Forecast Terminal QNH MDA(H) able due to maintenance.
730'(535') vis 3.0 km. Okinawa I, Japan, (Futenma MCAS), (33-1)
Muan, Korea, (Muan Intl), (11-1) ILS Z or LOC VOR DME Z Rwy 06, VGSI Angle 3.10/TCH
Z Rwy 01 & (11-2) ILS Y or LOC Y Rwy 01 - 49.
procedures are not available from 1600 UTC Osborne Mine, Queensland, (10-9) CAUTION
07 SEP 2022 to 1600 UTC 28 DEC 2022 due RPA operations conducted within 3 NM
to replacement of GP/DME for Rwy 01. Infor- radius of Aerodrome from ARP up to 400 ft
mations related to working area will be noti- AGL.
fied by NOTAM. (10-9) Rwy 12-30 lights standby power availa-
Myitkyina, Myanmar, (Pamti), 10-9, 16-1: ble (30 sec).
Runway 04 PAPI available. Pago Pago, American Samoa, (Tutuila Intl),
Rwy 22 VASI-L deleted. (10-9) Disregard alternate mininmums note
Naha, Japan, All approach procedure straight- for ILS Rwy 5 and LOC Rwy 5: Authorized
in minimums up to and including 2000m When Twr Operating.
should be read as RVR. Pattani, Thailand, Pattani (PT) NDB 201 KHZ
Naha Ground communication facility should remains unserviceable until further notice.
read as '121.9 (West), 121.8 (East)'. Penang I, Malaysia, (Penang Intl), (10-9A)
Note changed to: B748 or similar size aircraft
PACIFIC
type should be parked at bay B9 only. Aircraft 940' (841') vis 4.0km, with Actual Aero QNH
should be pushed back towards Twy K facing MDA(H) 840' (741') vis 4.0 km.
north and follow ATC instruction for runway in Phnom Penh, Cambodia, (Phnom Penh Intl),
use. Temporary parking spots open for use:
(12-1) Procedure title changed to: RNP Y Stand 21C - N11°32'51" E104°50'25" Max
RWY 04. Note changed to: For uncompensa- Wingspan 13m
ted Baro-VNAV systems, procedure not Stand 21D - N11°32'50" E104°50'25" Max
authorized below 19°C. Wingspan 21m
(12-2) Procedure title changed to: RNP Y Stand 21E - N11°32'48" E104°50'26" Max
RWY 22. Note changed to: For uncompensa- Wingspan 30m
ted Baro-VNAV systems, procedure not
Stand 21F - N11°32'48" E104°50'27" Max
authorized below 19°C.
Wingspan 30m
(12-20) Procedure title changed to: RNP Z
The following stands are temporarily closed:
RWY 04 (AR). Missed apch changed to:
21, 21A, 21B
Climb to 3500' via The RNP missed apch
track to VAVTA or as directed by ATC. Note Phuket, Thailand, (Phuket Intl), (10-8C) CON-
changed to: Approach not authorized when STRUCTION WORKS (TEMP) Chart valid
airport temperature below 19°C or above until 25 DEC 2022 0030 UTC.
40°C. Pleiku, Vietnam, (11-1) ILS Z Rwy 27 and
(12-21) Procedure title changed to: RNP Z (11-2) ILS Y Rwy 27 FULL ILS visibilities
RWY 22 (AR). Missed apch changed to: should be prefixed with R/V instead of V.
Climb to 3100' via The RNP missed apch Pontianak, Indonesia, (Supadio), (10-9) AIR-
track to EPDID or as directed by ATC. Note PORT, PARKING, AIRPORT INFO, TAKE-
changed to: Approach not authorized when OFF MNMS. Taxiway C is limited to ATR72
airport temperature below 19°C or above or below. Eff 01 Dec 22.
40°C. Runway 15/33 closed due to runway inspection
Perth, Western Australia, (Jandakot), (20-9) activity at 0845-0900 UTC Daily.
AIRPORT, AIRPORT INFO, TAKE-OFF Port Hedland, Western Australia, (Port Hed-
MNMS. Alternate minimums CAT A, B should land Intl), Effective Sunrise to Sunset.
read with Forecast Terminal QNH 1241' vis All procedures: Circling MDA(H) CAT A, B
4.4 km, with Actual Aero QNH 1141' vis 4.4 with Forecast Terminal QNH should read
km, CAT C with Forecast Terminal QNH 730'(697') vis 2.4km, with Actual Aero QNH
1341' vis 6.0 km, with Actual Aero QNH 1241' 630'(597') vis 2.4km, Circling MDA(H) CAT C
vis 6.0 km. with Forecast Terminal QNH should read
(22-1) RNAV-Z (GNSS) Rwy 06L, (22-2) 830'(797') vis 4.0km,with Actual Aero QNH
RNAV-Z (GNSS) Rwy 24R, (22-3) RNAV-Z 730'(697') vis 4.0km.
(GNSS) Rwy 30, (23-1) VOR-A, (26-1) NDB- (10-9A) AIRPORT INFO (CONTD), TAKE-
A, (26-2) NDB-B. Circling minimums CAT A, OFF MNMS. For filing as alternate CAT A, B
B should read with Forecast Terminal QNH with Forecast Terminal QNH should read
MDA(H) 840' (741') vis 2.4 km, with Actual 1197'- vis 4.4km, with Actual Aero QNH
Aero QNH MDA(H) 740' (641') vis 2.4 km, 1097'- vis 4.4km, For filing as alternate CAT
CAT C with Forecast Terminal QNH MDA(H) C with Forecast Terminal QNH should read
PACIFIC
1297'- vis 6.0km, with Actual Aero QNH transport uses code C aircraft or above,
1197'- vis 6.0km. which has been accepted conditions and
Effective Sunrise to Sunset. measures of flight operations from CAAT or
(12-1) RNAV-Z (GNSS) Rwy 14. LNAV/ uses aircraft smaller
VNAV DA(H) should read 440'(417') vis than code C is available to operate. For any
2.3km. LNAV MDA(H) with Forecast Terminal special flight or other request please contact
QNH should read 590'(567') vis 3.2km, with Air Navigation Operations Management
Actual Aero QNH 490'(467') vis 3.2km. Department Civil Aviation Authority Thailand.
(13-1) VOR-Z Rwy 14. VOR DME MDA(H) Proserpine, Queensland, (Whitsunday Coast),
with Forecast Terminal QNH should read (12-1) RNP Rwy 11. LNAV minimums with
680'(657') vis 3.7km, with Actual Aero QNH Forecast Terminal QNH should read MDA(H)
580'(557') vis 3.7km. 760' (702') vis 4.0 km, with Actual Aero QNH
(13-2) VOR-Y Rwy 14, (16-1) NDB Rwy 14. MDA(H) 660' (602') vis 4.0 km.
MDA(H) with Forecast Terminal QNH should Putussibau, Indonesia, (Pangsuma), (10-9)
read 730'(707') vis 4.0km, with Actual Aero AIRPORT, AIRPORT INFO, TAKE-OFF
QNH 630'(607') vis 4.0km. MNMS, (12-1) RNP RWY 10, (12-2) RNP
PORT HEDLAND, Western Australia, (WODG- RWY 28, (13-1) VOR RWY 10, (13-2) VOR
INA), (20-9, 22-1, 22-2) AIRPORT, AIRPORT RWY 28: Runway Threshold Identification
INFO, TAKE-OFF MNMS, RNAV (GNSS) Lights (RTIL) Rwy 10/28 are unserviceable.
RWY 09, RNAV (GNSS) RWY 27. IATA code (10-9) AIRPORT, AIRPORT INFO, TAKE-OFF
should read GYB. MNMS, (12-2) RNP RWY 28, (13-2) VOR
Port Moresby, Papua New Guinea, (Jack- RWY 28: Medium Approach Lighting System
sons), (10-2Q) ENTOG 1A RNAV ARR; (MALS) Rwy 28 is unserviceable.
(10-2S) ENTOG 1B RNAV ARR; (10-2T) Rayong, Thailand, (U-Taphao Intl), Airport
GUMBU 1 RNAV ARR; (10-2U) LOTGU 1 name updated to U-TAPAO RAYONG PAT-
RNAV ARR; (10-2V) MUDOV 1 RNAV ARR; TAYA INTL AIRPORT.
(10-2W) NUPTA 1 RNAV ARR; (10-2X) Rockhampton, Queensland, (10-3, 10-3A,
SAKTO 1 RNAV ARR; (10-2Y) UNSAM 10-3B) ROCKHAMPTON 3, BUDGI 2,
1RNAV ARR, charts not available. TARES 4 SIDs: climb gradient for RWY 15
(10-3L) GUNKI 1 RNAV DEP; (10-3M) LOTGU should read 4.6% to 300' then 3.3%.
1 RNAV DEP; (10-3N) NUPTA 1 RNAV DEP (10-9B) PARKING STANDS & COORDS: Cen-
(10-3P) ODOGA 1 RNAV DEP; (10-3Q) tral portion of the RPT Apron taxiway and
RUKVI 1 RNAV DEP; (10-3S) STARF 1 Bay 3 not available due to works in progress.
RNAV DEP; (10-3T) TOMOM 1 RNAV DEP; Roxas, Philippines, (10-9) Rwy 14 PAPI-L
(10-3U) UNSAM 1 RNAV DEP charts not effective glide angle changed from 2.95° to
available. 3.00°.
Port Vila, Vanuatu, (APT) Circling Guidance Samarinda, Indonesia, (Temindung), (10-9)
Lights for Rwy 11 are unserviceable. AIRPORT, AIRPORT INFO, PARKING,
Prachuap Khiri Khan, Thailand, (Hua Hin TAKE-OFF MNMS. Taxiway A is closed due
Aero), HUA HIN Airport is not available for all to reconstruction. Eff 01 Dec 22.
international flights due to safety reasons.
For domestic flight, only airline that provide
public
PACIFIC
Sapporo, Japan, (New Chitose), All approach Aircraft movement in/out on Taxiway A must
procedure straight-in minimums up to and be coordinated between ground staff, control
including 2000m should be read as RVR. tower and aircraft engineer.
Seghe, Solomon Is, (10-9) Runway width to Singapore, (Changi), (10-9B) (10-9C) (10-9J)
read 98' (30m) instead of 105' (32m). Parking bay E5 closed due to construction
Seoul, (Domestic), CAUTION: When flying for work activities around Northeast Pier of Ter-
Seoul Base inbound/outbound, all pilots shall minal 2. Long term closure to 30 DEC 2024.
be careful of the Lotte Super Tower with (10-9B) Parking bay E20 closed for long term
height of 1870' (570m) which is located 4477' due to construction work activities at Termi-
right side from 3.7 NM on final Rwy 19. nal 2.
Daily changes in tower height: Singapore, (Seletar), (30-9) AIRPORT, AIR-
09 JUN 14 1289' (393m) AGL, 1339' (408m) PORT INFO, TAKE-OFF MNMS(30-9A)
MSL PARKING, PARKING COORDS. Helicopter
30 JAN 15 1594' (486m) AGL, 1644' (501m) Landing Area in Seletar Airport closed due to
MSL construction works.
01 AUG 15 1867' (569m) AGL, 1916' (584m) Sorong, Indonesia, (Domine Eduard Osok),
MSL (12-1) RNP RWY 09, (12-2) RNP RWY 27,
(13-1) VOR RWY 09, (13-2) VOR RWY 27.
31 OCT 16 1821' (555m) AGL, 1870 (570m)
Callsign EDUARD Approach should be
MSL
renamed to SORONG Approach. Frequency
Per SUP 003-22 AIRAC - 24 MAR 22, from SORONG Approach should be 124.2.
1600 UTC 23 MAR 2022 To 1600 UTC 7
Sunshine Coast, Queensland, ABN removed.
SEP 2022, the ANYANG VORTAC (SEL)
115.5 MHz (CH 102X) will be unserviceable Sydney, (Bankstown), (20-9A) AIRPORT
due to replacement. INFO, TAKE-OFF MNMS. Alternate mini-
mums CAT A, B with Forecast Terminal QNH
Seoul, (Incheon Intl), (20-1P2-T) AIRPORT
should read 1296' vis 4.4 km, with Actual
BRIEFING (TEMP); Step 2 From 1600 UTC
Aero QNH 1196' vis 4.4 km, CAT C with
29 JUN 2022 to 1600 UTC 14 DEC 2022.
Forecast Terminal QNH should read 1396'
Step 3 From 1600 UTC 14 DEC 2022 to
vis 6.0 km, with Actual Aero QNH 1296' vis
1600 UTC 27 JUN 2023.
6.0 km.
SHIZUOKA, Japan, (11-1-0) ILS Y OR LOC Y
(22-1) RNP Rwy 11C, (26-1) NDB Rwy 11C,
RWY 30 (TEMP) and (11-2-0) ILS Z OR LOC
(26-2) NDB-A. Circling minimums CAT A, B
Z RWY 30 (TEMP) charts will be available
with Forecast Terminal QNH should read
until 1500 UTC 28 DEC 2022 instead of 1500
MDA(H) 830' (796') vis 2.4 km, with Actual
UTC 5 OCT 2022.
Aero QNH MDA(H) 730' (696') vis 2.4 km,
Siem Reap, Cambodia, (Siem Reap Intl), Park- CAT C with Forecast Terminal QNH should
ing construction in progress. Current Jeppe- read MDA(H) 930' (896') vis 4.0 km, with
sen airport/parking diagram does not reflect Actual Aero QNH MDA(H) 830' (796') vis 4.0
these changes. Check current NOTAMS for km.
updated information.
Sydney, (Kingsford Smith), (All charts) Airport
Sihanouk Ville, Cambodia, (10-9) - Taxiway A name should read Kingsford Smith.
has been temporary closed for aircraft park-
ing from 2020 January 10 at 0001 UTC. The
PACIFIC
Taipei, Taiwan, (Songshan), (10-9) AIRPORT. Tokyo, (Narita Intl), All approach procedure
Twy EH closed due to construction work. straight-in minimums up to and including
Rwy 10/28 closed from 15:00 UTC to 22:00 2000m should be read as RVR.
UTC daily due to construction works. Rwy Tokyo, (Tokyo (Haneda) Intl), All approach pro-
closure may be canceled based on weather cedure straight-in minimums up to and
condition, construction work arrangements including 2000m should be read as RVR.
and consecutive holidays, any change will be APPROACH PROCEDURES: Kawasaki Petro-
notified by NOTAM. leum note revised to say:
Taitung, Taiwan, (Fongnian), (10-8A) TWYS Unless otherwise authorized by ATC Aircraft
AND APRON UNDER CONSTRUCTION other than the arriving at and/or departing
(TEMP) (CONTD 1), Area 8 End date should from Tokyo International Airport are required
read 15 NOV 2022, 2200 UTC. not to fly over the Kawasaki
(10-8B) TWYS AND APRON UNDER CON- Petrochemical Complex area, and even in
STRUCTION (TEMP) (CONTD 2), Area 11A case of flying over the area, not to fly below
End date should read 15 NOV 2022, 2200 an altitude of 3,000 feet.
UTC. Area 11B Start date should read 15 For construction works refer to temporary
NOV 2022, 2200 UTC. charts, 10-8 series, and latest NOTAMs.
Tambolaka, Indonesia, (Waikabubak), (13-1) Ground frequency 122.075 added.
VOR Rwy 10: Procedure unusable due to
Temporary PAPI for runway 34R will be instal-
VOR unserviceability.
led on the right side due to construction. Air-
(16-1) NDB Y Rwy 10, (16-2) NDB Z Rwy 10 craft should pay special attention to maintain
not applicable due to WK NDB unservicable. a satisfactory approach slope angle.
Eff 01 Dec 22.
Tsushima, Japan, Communication facility
Tanjung Pinang, Indonesia, (Raja Haji Fisabi- 'TSUSHIMA Remote 124.3 126.2' should
lillah), (10-2, 10-2A) Procedures JITLIM 1A, read as 'TSUSHIMA Radio (AFIS) 124.3'.
JITLIM 1B: Waypoint PIDON should read as
Vanimo, Papua New Guinea, (10-2) VANIMO
TUSNU.
DME ARR procedure not available due to
(10-3, 10-3A) Procedures JITLIM 1A, JITLIM VNO NDB/DME unserviceable.
1B: Waypoint PIDON should read as
(10-3) EMLEN DME DEP procedure not availa-
TUSNU.
ble due to VNO NDB/DME unserviceable.
(10-9, 13-1, 13-2, 16-1, 16-2) ALS changed to
NDB/DME 257/103X VNO completely with-
MALS on Rwy 04.
drawn from service.
Thandwe, Myanmar, (Mazin), Runway 02 and
Wahiawa, Hawaii, (Wheeler AAF), (30-3)
Runway 20 PAPI changed to PAPI-L.
GECKO DEP - HHI NDB decommissioned.
Timika, Indonesia, (Tembagapura), (10-9) AIR-
Yeosu, Korea, Yeosu Arrrival, Yeosu Tower
PORT, AIRPORT INFO, TAKE-OFF MNMS,
and Yeosu Ground control hours of opera-
(11-1) ILS OR LOC RWY 12, (12-1) RNP
tion: 2200-1100 UTC.
RWY 12, (13-1) VOR RWY 12: Precision
Approach Lighting System (PALS) CAT I
Rwy 12 is unserviceable.
ENROUTE CHARTS PACIFIC
FLIGHT.
ENROUTE CHARTS TEMPORARY FIRING EXERCISES by the

Japan Air Self Defense Force will be conduc-
GENERAL ted until 31 DEC 22 as follows:
CRUISE TABLE FOR BANGKOK AND NR-1 and NR-2, 2300 UTC - 0800 UTC,
YANGON FIRs modified as follows: Except 2300 UTC on Sat - 0800 UTC on Sun
360° - 179°: FL290-FL310- FL330, etc and 2300 UTC on the Day before 10 OCT, 03
180° - 359°: FL300-FL320-FL240, etc NOV and 23 NOV - 0800 UTC 10 OCT, 03
NOV and 23 NOV.
AUSTRALIA NR-3, 2200 UTC - 0900 UTC, Except 2200
CONTINENTAL AUSTRALIA CTA E1 lower
UTC on the Day before 10 OCT,03 NOV and
limit FL125.
23 NOV - 0900 UTC 10 OCT, 03 NOV and
CAMBODIA 23 NOV.
NR-4, 2200 UTC - 1000 UTC, Except 2200
PHNOM PENH FIR ident chgd to 'VDPF'. (N11
E104)
UTC on the Day before 10 OCT, 03 NOV and
JAPAN 23 NOV, - 1000 UTC 10 OCT, 03 NOV and
23 NOV.
HONGO VOR/DME (HGE) OTS from 1500 NR-6, 2200 UTC - 1000 UTC
UTC 5 OCT 2022 to 1500 UTC 25 JAN 2023.
NR-5 and NR-7, 2200 UTC - 0800 UTC,
For details refer to CCN P-308 (N34 E132).
Except 2200 UTC on Sat - 0800 UTC on Sun
IWAKUNI TEMPORARY RESERVED AIR- and 2200 UTC on the Day before 10 OCT, 03
SPACE (ITRA) estbld from 1500UTC 31 NOV and 23 NOV - 0800 UTC 10 OCT, 03
MAR 2022 to 1500UTC 31 MAR 2024. For NOV and 23 NOV.
boundary details refer to CCN P-322 and
For boundary details refer to CCN P-307.
P-323.
TEMPORARY TRAINING AREAS for Japan
JAPAN 10-1B. Jeppesen continually strives to
Self Defense Force estbld until 1300UTC 31
improve the usability and readability of our
MAR 2023. For boundary details refer to
charting products. In doing so we would like
CCN P-316.
to announce a change to our 10-1B charts
within Japan. As these charts are revised TEMPORARY TRAINING AREAS (OKINAWA)
they will only depict the route structure which for Japan Self Defense Force estbld from
is provided by source documentation. They 2100UTC 23 FEB 2022 to 1300UTC 22 Feb
will no longer provide the complete route 2023. For boundary details refer to CCN
structure as seen on our 10-1 Area charts P-318.
and Enroute charts. TOKYO 10-1A area chart REV DATE chgd to
JAPAN SPEED Restrictions within a Control 22 JUL 22. RJAA.
Zone chgd to At or Below 250kt IAS.
TRIAL OPERATION of temporary RNAV RNP2 NEW YORK OCEANIC FLIGHT INFORMA-
routes T840 and T871 will be conducted from TION REGION (FIR) ident chgd to KZWY.
1500 UTC 30 NOV 2022 as follows: Q ROUTE AIRWAYS shown as one-way full-
T840 estbld one-way S-Bnd SAMUS - time are bi-directional.
CADDY, 191°, 171MN, MEA FL250.
T871 estbld one-way N-Bnd CADDY - VIETNAM
TOPIT, 006°, 192NM, MEA FL150. Location indicators of Ha Noi FIR VVVV chged
to VVHN and Ho Chi Minh FIR VVTS chged
This trial is available only to participating air-
to VVHM. CPDLC added.
craft and will be carried out only when radar
surveillance is available. The following airways and segments within
Eff 30 Nov 22. Vietnam will not be approved for overflight:
G221 direction from Phu Cat VOR, PCA to
MYANMAR BUNTA.
IATA In-Flight Broadcast Procedure (IFBP) W1-A1 direction from Tan Son Nhat VOR,
withdrawn within Yangon FIR (VYYF). TSN-W1-Da Nang VOR, DAN-A1-BUNTA
YANGON ACC Sectors vertical limits chgd as Q2-A1 direction from TSN - Q2 - PATNO-A1-
follows: BUNTA.
PALEMBANG TMA lower limit chgd to 10000
(S02 E104). FE H/L-2, FE H/L-4.
ALASKA
PAPUA NEW GUINEA
ATS ROUTES changed:
MOMOTE (MOE) NDB Freq 212 kHz unserv-
A342 OPAKE, Offshore Pacific coords chgd to
iceable.
N52 56.3 E170 09.3 and PINSO coords chgd
RUSSIA to N53 32.1 E173 32.9. NUZAN - OPAKE -
PINSO - AMOND 251/127/174NM. P HI-1,
ATS ROUTE SYSTEM (HIGH/LOW) revised NP HI-2.
within Irkutsk FIR, Krasnoyarsk FIR, Moscow
A590 realigned POWAL, Offshore Pacific -
FIR, Novosibirsk FIR, Samara FIR, Sankt
PLADO (N52 07.2 E170 44.3) 063°/245°,
Petersburg FIR, Tyumen FIR and Yekaterin-
242NM; PLADO - PINSO (N53 32.1 E173
burg FIR. For details refer to SUPPL
32.9) 051°/232°, 133NM; PINSO - POOFF
EAHL-9A and 9B. EA HL-11.
058°/240°, 211NM; PINTT - PTZGR (N57
UNITED STATES OF AMERICA 20.1 W17341.1) 062°/242°, 78NM; PTZGR -
PUGGY 062°/243°, 101NM. P HI-1, NP HI-2.
MEA's followed by the letter D indicates: G215 realigned OLCOT, Offshore Pacific -
DME/DME/IRU In the US (not including Q PLADO (N52 07.2 E170 44.3) 078°/260°,
routes in the Gulf of Mexico) GNSS or 196NM; PLADO - Shemya, Alaska (SYA)
DME/DME/IRU RNAV required, unless other- VOR 074°/255°, 127NM. P HI-1, NP HI-2.
wise indicated. Radar monitoring required.
M523 withdrawn NICHO to HARKI (N49 E159).
P HI-1, NP HI-2.
N507 withdrawn HAMND to RNDER (N48 AUSTRALIA

E160). P HI-1, NP HI-2. ATS ROUTES changed:
R338 realigned NATES, Offshore Pacific - A346/B474 PADDY renamed VEMLA (S26
OPAKE (N52 56.3 E170 09.3) 211°/030°, E158). Eff 01 Dec 22. AS H/L-5, AS H/L-6,
136NM. P HI-1, NP HI-2. AU HI-10, AU HI-9.
R580 realigned OLCOT - OPAKE (N52 56.3 A464 ELLAS renamed DUBUD, TASHA
E170 09.3) 062°/244°, 192NM; OPAKE - renamed RILVO (S20 E140). Eff 01 Dec 22.
ONEIL 051°/232°, 124NM. P HI-1, NP HI-2. AS H/L-6, YBBN, AU HI-10, AU HI-9.
R591 ASPIN, Offshore Pacific (N49 37.4 E166 A579 NATLI NCRP renamed UPSAD. Redesig
16.7) - AAMYY (N51 24.0 E171 33.2) CRP (S31 E157). Eff 01 Dec 22. AS H/L-6,
228NM; AAMYY - Shemya, Alaska (SYA)
AU HI-10, AU HI-9.
VOR 122NM. P HI-1, NP HI-2.
A598 SETER renamed PONUX (S24 E154). Eff
The following Off-shore Pacific RNAV CRP's
01 Dec 22. AS H/L-5, YBBN, AU HI-10, AU
estbld along the Anchorage Arctic and Maga-
HI-9.
dan Oceanic FIR's:
B580 TABAL renamed LENRI (S28 E159). Eff
DELIM N75 30.0 W168 58.4
01 Dec 22. AS H/L-5, AS H/L-6, AU HI-10,
GULON N76 30.0 W168 58.4 AU HI-9.
INKIS N77 30.0 W168 58.4 B587 BIDAG renamed ONARA (S18 E143). Eff
KUMUK N78 30.0 W168 58.4 01 Dec 22. AS H/L-4, AU HI-9.
LERDI N79 30.0 W168 58.4 G222 EVIEC NCRP estbld (S30 21.3 E141
MOSAS N80 30.0 W168 58.4 19.4). GOKEN - EVIEC - TAROR 21/86 NM.
NARAL N81 30.0 W168 58.4 AU LO-2.
PELER N82 30.0 W168 58.4 G222 TAROR renamed VAGPO (S31 E142).
SULAD N84 30.0 W168 58.4 Eff 01 Dec 22. AU LO-4, AU HI-10, AU HI-9,
AU LO-2.
TORDO N85 30.0 W168 58.4
G326 MIMMI renamed RILGO; MORRO
ULLAN N86 30.0 W168 58.4. AP HI-1.
renamed LIKTO (S26 E150). Eff 01 Dec 22.
The following Off-shore Pacific RNAV NCRPs YBBN, AU HI-10, AU HI-9.
estbld along the Anchorage Arctic and Maga-
G329 TABAL renamed LENRI (S28 E159). Eff
dan Oceanic FIRs:
01 Dec 22. AS H/L-6, AU HI-10, AU HI-9.
AGNOL N73 30.0 W168 58.4
G459 ATERA renamed SOVRO (S10 E140).
BAGAK N74 30.0 W168 58.4 Eff 01 Dec 22. AS H/L-4, AU HI-9, FE H/
ROGLA N83 30.0 W168 58.4. AP HI-1. L-10, FE H/L-13.
The following Off-shore Pacific waypoints with- H12 MIMMI renamed RILGO (S26 E149). Eff
drawn (N49E160): 01 Dec 22. AU HI-10, AU HI-9.
HARKI, HUMSA, HEMVU, HEDMI, HAXIT, H62 redesig H91 BRISBANE (BN) VOR to
HELRI, HOWRR, HUVKO, HUTAN, HIRAM, CORKY (S32 E150). YWLM.
HABSO
H66/H98/H133 GAMBL renamed IDNER (S28
RAGGZ, RICOL, ROLNN, RUTIE, RAZLY, E153). Eff 01 Dec 22. YBBN, LO-4, LO-6,
RMORE, RAYCL, RAYBE, RYGAT, RNDER. AU HI-10.
P HI-1, NP HI-2.
H91 MEHAN renamed MESIM (S31 E151). L521 WALTZ renamed REPUD (S35 E158). Eff
YWLM. 01 Dec 22. AS H/L-6, AU HI-9.
H105 HACHI renamed SULMI (S28 E149). Eff M625 GILLY renamed BOTGU (S40 E156). Eff
01 Dec 22. AU HI-10, AU HI-9. 01 Dec 22. AS H/L-6, AU HI-10.
H169 BENZO renamed AVNAS (S40 E145). Eff M625/Y66 LEPAR renamed GIVID (S39 E150).
01 Dec 22. AU HI-10, AU LO-7, AU LO-8. AS H/L-6, YMML.
H185 SUMSA NCRP estbld (S33 12.6 E151 MACEL NCRP withdrawn. (S42 E147) YMHB.
45.6). MARTO - SUMSA - Williamtown N584/P880 JUMPA renamed SAKBI (S35
(WLM) NDB 7/25 NM. TOJAM renamed E159). Eff 01 Dec 22. AS H/L-6, AU HI-10,
OMKAX. YWLM. AU HI-9.
H202 BOYSY - EMROT NCRP (S32 45.3 E149 N759 FARRA renamed ANGEX (S37 E146).
48.8) 54 NM; EMROT- MISIT 13 NM; MISIT - AS H/L-6, YMML.
MUDGI 3 NM; MUDGI - MOVBU NCRP (S32 N759 MIKEL renamed MIKEG (S38 E157). Eff
18.1 E149 26.4) 17 NM; MOVBU - DAMAG 01 Dec 22. AS H/L-6, AU HI-10, AU HI-9.
NCRP (S31 07.4 E148 45.0) 79 NM; DAMAG
P753 LOLLY renamed DADAD (S40 E150). AS
- BIDNONCRP (S30 47.3 E148 33.5) 22 NM;
H/L-6.
BIDNO - AGETA 51 NM. YWLM.
P766 MIKEL renamed MIKEG (S38 E157). Eff
H301 withdrawn Hamilton (HN) VOR to Surrey
01 Dec 22. AS H/L-6, AU HI-9.
(SY) NDB (S37 E175). AS H/L-7, NZAA.
Q9 RANGR renamed RULVI; REVOP renamed
J64 BIDAG renamed ONARA, TASHA renamed
AVPAL (S30 E116). Eff 01 Dec 22. AU HI-9,
RILVO (S20 E140). Eff 01 Dec 22. AS H/L-4,
YPPH.
AU LO-3, AU HI-9.
Q10 GRABL renamed NODEV (S32 E118). Eff
J138 EGORE renamed SURVO, BIDAG
01 Dec 22. AU HI-9, YPPH.
renamed ONARA (S18 E143). Eff 01 Dec 22.
AS H/L-4, YBTL, AU HI-9, YPDN, FE H/ Q11/Q25/Q73 CAMEL renamed NOMAV (S29
L-10. E118). Eff 01 Dec 22. AU HI-9.
J151 PILLO renamed AROXO (S13 E139), Q15/W778 HOOKS renamed OMLAV (S34
COLLA renamed TUSTU (S12 E134). Eff 01 E151). Eff 01 Dec 22. AU LO-6, AU HI-10,
Dec 22. AS H/L-4, AU LO-3, AU HI-9, YSSY, YWLM, AU LO-7.
YPDN, FE H/L-10, AU LO-1. Q24 COLET renamed TERUV (S25 E152). AS
J184 RUSSO renamed OKODU (S19 E143). H/L-5.
Eff 01 Dec 22. AU LO-3, AU HI-9. Q26 withdrawn Brisbane (BN) VOR - Cairns
L503 NATLI renamed UPSAD (S31 E157). Eff (CS) VOR. (S22 E148) YBCS.
01 Dec 22. AS H/L-6, AU HI-10, AU HI-9. Q28 withdrawn [YFDF] - CHARL (S22 E119).
L508 COOPS renamed KAGRI (S41 E157). Eff YPPH.
01 Dec 22. AS H/L-6, AU HI-10. Q29/UQ205 TAREX renamed LUVAS (S37
L513 COOPS renamed KAGRI; TUBBY E145). YMML.
renamed TUVBI (S40 E158). Eff 01 Dec 22. Q30/Y33 BOXER renamed MATAR (S22
AS H/L-6, AU HI-10. E146). Eff 01 Dec 22. AU HI-10, AU HI-9.
L514 REVOP renamed AVPAL (S30 E116). Eff Q31 CHARL renamed AVMAS; REVOP
01 Dec 22. AU HI-9, YPPH, AU LO-1. renamed AVPAL (S30 E116). Eff 01 Dec 22.
AU HI-9, YPPH.
Q31 [YCWA] replaced by KAPGA NCRP (S22 Q302 estbld one-way W-bnd GEMAC - RIMSU
58.1 E118 48.8). YPPH. NCRP (S37 36.1 E146 28.1) 266°, 187 NM;
Q32 GRABL renamed NODEV (S32 E118). Eff RIMSU - LIZZI 270°, 41 NM. Eff 01 Dec 22.
01 Dec 22. AU HI-9. YMML, AU HI-10.
Q38 WEEDA renamed UNVAX; REVOP Q421 MORRO renamed LIKTO (S26 E150). Eff
renamed AVPAL (S30 E116). Eff 01 Dec 22. 01 Dec 22. AU LO-5, AU LO-6, AU HI-10.
AU HI-9, YPPH. Q484 MORRO renamed LIKTO (S26 E150). Eff
Q39 ELLAS renamed DUBUD (S29 E156). Eff 01 Dec 22. YBBN, AU LO-5, AU LO-6, AU
01 Dec 22. AS H/L-6, AS HI-10, AS HI-9. HI-10.
Q67 estbld Brisbane (BN) VOR - BIXAD NCRP R340 EGORE renamed SURVO, TASHA
(S26 41.5 E153 14.8) 357°, 41NM; BIXAD - renamed RILVO (S20 E140). Eff 01 Dec 22.
GUDSO NCRP (S26 16.7 E153 06.2) 332°, AS H/L-4, AU HI-9.
26NM; GUDSO - TAPET NCRP (S26 06.5 T74/Y105 KARAG renamed VEPAP (S29
E152 57.9) 313°, 13NM; TAPET - LOAFA E144). Eff 01 Dec 22. AU HI-10, AU HI-9.
314°, 79NM; LOAFA - Glandstone (GLA) T234 KAYTU renamed OKISI; SALEM
VOR 314°, 86NM; (GLA) VOR - CAPRI 320°, renamed URBEN (S38 E143). Eff 01 Dec 22.
111NM; CAPRI - Hamilton (HM) VOR 320°, YMHB, AU HI-10, AU HI-9, AU LO-8.
134NM; (HM) VOR - SWALO 313°, 195NM; UH224 SETER renamed PONUX (S24 E154).
SWALO - BARIA 315°, 43NM; BARIA - Eff 01 Dec 22. AU HI-10, AU HI-9.
UPOLO 315°, 39NM; UPOLO - Cairns (CS)
Undesignated ATS route redesig W539 [YKMB]
VOR 226°, 15NM. YBCS.
apt to Normanton (NTN) NDB (S17 E140).
Q69 RULUN estbld (S26 54.1 E153 29.5). AU LO-3.
MAKRU - RULUN - ITIDE 38/10 NM. Eff 01
UQ95 EGORE renamed SURVO (S15 E136).
Dec 22. YBBN.
Eff 01 Dec 22. AS H/L-4, AU HI-9, YPDN, FE
Q94 redesig Q923 SUNSHINE COAST (SU) H/L-10.
VOR to CANTY (S36 E144) YMML.
UQ489 GORDO renamed AVNIB (S32 E154).
Q158 KATHI renamed ESMIN (S32 E119). Eff Eff 01 Dec 22. AS H/L-6, AU HI-10, AU HI-9.
01 Dec 22. AU HI-9, YPPH, AU LO-1, AU
UY409/Y89/Y177 NIROK renamed BESBO
LO-2.
(S25 E151). Eff 01 Dec 22. AU HI-10, AU
Q165 HACHI CRP renamed SULMI. Redesig HI-9.
NCRP (S28 E149). Eff 01 Dec 22. AU HI-10,
V15 STURT renamed LAKAV (S28 E117). Eff
AU HI-9.
Q181 estbld one-way S-bnd ISLIP RNAV
V16 MOROK renamed TEBIP (S31 E116). Eff
NCRP (S22 17.6 E119 26.2) - TAPIT RNAV
CRP (S22 42.6 E119 19.9) 192°, 26 NM;
TAPIT - KALSA 45NM; KALSA - BAXMN V20 DARTS renamed SULDA; NERIG replaced
193°, 132 NM; BAXMN - TODIK RNAV by ATGOD NCRP (S35 10.7 E150 02.0). AU
NCRP (S27 53.8 E117 41.6) 198°, 147 NM; LO-6, YSCB.
TODIK - REVOP NCRP 199°, 169 NM. V20/V169/V501/W138 CORDO renamed
YPPH. PEGSU (S34 E150). Eff 01 Dec 22. AU
Q181 REVOP renamed AVPAL (S30 E116). Eff LO-6, YSCB, YSSY, YWLM, AU LO-7.
01 Dec 22. AU HI-9, YPPH.
V33/V544 LIFFY renamed LAXOT (S41 E146). W116 [YBUN] replaced by ATIVA NCRP (S33
Eff 01 Dec 22. YMHB, AU LO-8. 22.6 E115 40.6). YPPH.
V134 redesig V308 Brisbane (BN) VOR - W151 NERIG renamed ATGOD (S35 E150).
Cairns (CS) VOR. (BN) VOR - AKOBA NCRP AU LO-6, YSCB.
(S26 42.3 E153 03.7) 343°, 40NM; AKOBA - W152 ARTON renamed AKEVU (S24 E147).
SAGLI NCRP (S2618.3 E152 53.0) 327°, Eff 01 Dec 22. AU LO-4, AU LO-5.
26NM; SAGLI - MAGPI 311°, 88NM. (S21 W152 estbld NONUM - DOTTE 189°/009°, 111
E149) YBCS, YBTL. NM, MOCA 5700/6000; DOTTE - Hughenden
V140 REVGU NCRP (S33 10.0 E151 37.3) (HUB) NDB 132 NM, MOCA 4900/4800;
estbld. TOOKI - REVGU - Williamtown 'HUB' NDB - SLASH 153°/333°, 99 NM,
(WLM) NDB 7/24 NM. YWLM. MOCA 3000; SLASH - MOVBA 152°/332°,
V200 SPIDR renamed TYNDI (S37 E142). 75 NM, MOCA 2800/2400; MOVBA - ARTON
YPAD. 111°/290°, 135 NM, MOCA 5400; ARTON -
V223 BURRA renamed OMKON (S37 E143). UNVAT 109°/287°, 150 NM, MOCA 5500
YMML. (S22 E144). YBCS, AU LO-3, AU LO-4, AU
V279 STONE renamed LANUN (S38 E143). LO-5.
YMML. W170 PUDUT NCRP (S32 57.7 E151 28.4)
V308/UQ493 PROBO renamed EMSUP (S22 estbld. IKIMO - PUDUT - LOWEP 13/14 NM.
E149). Eff 01 Dec 22. AU LO-3, AU LO-4, YWLM.
AU LO-5, AU HI-9. W174 IGMOB NCRP estbld (S32 25.5 E151
V316 GAZEL renamed RUTOS (S33 E150). 36.5). BUBRI - IGMOB - TIMBO 10/17 NM.
YWLM. YWLM.
V376 OWENS renamed DOTPA; RAVEN W182 AVDED NCRP (S32 23.2 E151 55.6)
renamed DOVUT (S36 E144). YMML, AU NCRP estbld. NICLA - AVDED - OMBUP
LO-6. 21/10. YWLM.
V599 HOGAN renamed RUPEM; MUSTA W186 FORTT renamed KRATT (S24 E150). Eff
renamed TOROB; WYATT renamed REVKI 01 Dec 22. AU LO-4, AU LO-5.
(S33 E149). W193 CRISO renamed LERGU (S19 E138). Eff
AU LO-6, YWLM. 01 Dec 22. AS H/L-4, AU LO-3, AU LO-1.
V599/W652/W817/Y20 WATLE renamed W214/W223/W356/W494/W598/W760 GAMBL
DARGI (S33 E150). Eff 01 Dec 22. AU LO-6, renamed IDNER (S28 E153). Eff 01 Dec 22.
YSSY, YWLM, AU LO-7. YBBN, AU LO-4, AU LO-6.
W10 [YTOC] replaced by NUTLI NCRP (S35 W219 HELIX renamed ELMOR (S40 E146). Eff
48.6 E245 36.4). AU LO-6. 01 Dec 22. YMHB, AU LO-7, AU LO-8.
W14 UPTEK NCRP estbld (S31 06.5 E115 W222/W667 SNOWY renamed SOVRU (S36
16.9). OTKUN - UPTEK - BUVEL 55/49 NM. E147). AU LO-6, YSCB.
Eff 01 Dec 22. YPPH, AU LO-1, AU LO-2. W240 BURTO renamed NOKAV (S23 E146).
W15/W382 LLOYD renamed IGNES (S37 Eff 01 Dec 22. AU LO-4, AU LO-5.
E144). Eff 01 Dec 22. YMML. W249 withdrawn Gove (GV) VOR to Weipa
W40 NERIG replaced by ATGOD NCRP (S35 (WP) VOR. CHERY and PEACH withdrawn
10.7 E150 02.0). AU LO-6, YSCB. (S12 E140). AS H/L-4.
W290 TAMBO renamed VISER (S37 E147). replaced by VEVAV (S14 E138). Eff 01 Dec
AU LO-6. 22. AS H/L-4, AU LO-3, AU LO-1.
W292 TEDDY renamed PUBOX (S14 E141). W477 VIOLA renamed KEVIG (S37 E145).
Eff 01 Dec 22. AS H/L-4, AU LO-3. YMML, AU LO-6.
W319 SAVAN renamed IKOLA (S19 E141). Eff W495 CAMUS renamed AKLAB (S40 E145).
01 Dec 22. AS H/L-4, AU LO-3. Eff 01 Dec 22. AU LO-7, AU LO-8.
W331 LORNE renamed ARUTA (S25 E147). W504 OLLIE renamed SUPGA (S25 E147). Eff
Eff 01 Dec 22. AU LO-4, AU LO-5. 01 Dec 22. AU LO-4, AU LO-5.
W341 BLIGH renamed TEROG (S28 E116). Eff W539 [YKMB] apt replaced by ENTOL NCRP
01 Dec 22. YPPH, AU LO-1, AU LO-2. (S17 27.4 E140 50.0). AU LO-3.
W353 BONGO renamed OLGUM (S28 E150). W551 BEKAM renamed MEKOD (S32 E150).
Eff 01 Dec 22. YBBN, AU LO-4, AU LO-5, YWLM.
AU LO-6. W564 ATILA renamed GOTLU (S41 E146). Eff
W356 MIDEL renamed MADLU; HAMER 01 Dec 22. YMHB, AU LO-8.
renamed MANSA; MORIS renamed IPMAD; W571 STONE renamed LANUN; VIOLA
BAMBI renamed RIRSA; GAMBL renamed renamed KEVIG (S37 E145). YMML, AU
IDNER (S22 E141). Eff 01 Dec 22. YBBN, LO-6.
AU LO-3, AU LO-4, AU LO-5, AU LO-6. W575 WYATT renamed REVKI (S33 E149).
W364 CARDO renamed BUPMO. (S13 E137) AU LO-6.
Eff 01 Dec 22. AS H/L-4, AU LO-3, FE H/ W577 SOFIE renamed GULNU (S39 E144). Eff
L-10, AU LO-1. 01 Dec 22. AU LO-7, AU LO-8.
W364 withdrawn VEVAV to UNVAV (S18 W643 PEAKE renamed NOLUN (W36 E149).
E144). TRUDY and HERON withdrawn. AU LO-6, YSCB.
YBCS, AU LO-3, AU LO-4, AU LO-5.
W644 TERIK renamed TUNGU; DYMON
W369 DAMIN renamed SHIKO; NIKIL renamed renamed MEGOL (S24 E145). Eff 01 Dec 22.
MIPAM (S26 E150). Eff 01 Dec 22. AU LO-4, AU LO-3, AU LO-4.
W657 RAVEN renamed DOVUT (S36 E144).
W405 ROHAN renamed TUVRA (S39 E144). YMML.
W660 FOYLE renamed ENSAB (S21 E145). Eff
W405 SIMON renamed MENOG (S38 E144). 01 Dec 22. AU LO-3, AU LO-5.
YMML.
W674 DOVPO NCRP estbld (S32 22.9 E151
W436 CHOMP renamed JANGU (S38 E148). 47.4). GUTEX - DOVPO - CRAVN 10/15 NM.
AU LO-6. YWLM.
W440 HOGAN renamed RUPEM (S33 E149). W681 [YPIR] replaced by SUNAL RNAV NCRP
AU LO-4, AU LO-6. (S33 14.5 E137 59.7). YPAD, AU LO-4.
W449 BRONS renamed BULKO (S38 E146). W685 MOREL renamed PANRO (S19 E136).
YMML, AU LO-6. Eff 01 Dec 22. AU LO-3, AU LO-1.
W462 BROAD renamed PADBU (S42 E146). W695 BRONS renamed BULKO (S38 E146).
Eff 01 Dec 22. YMHB, AU LO-8. AU LO-6.
W473 ARGON renamed DOMTI; JUDIE W727 MANDO renamed BIMAV (S23 E149).
renamed ANLAR; Kowanyama (KOW) NDB Eff 01 Dec 22. AU LO-4, AU LO-5.
W731 PANOR renamed EMVOM (S33 E149). Y44 JANNA renamed KAYOK (S27 E116). Eff
AU LO-6. 01 Dec 22. AU HI-9, YPPH, AU LO-1, AU
W762 NICKY renamed VEVOS (S34 E149). LO-2.
AU LO-6. Y53 SPIDR renamed TYNDI (S37 E142).
W762 VEVOS NCRP estbld (S34 19.5 E149 YMML.
19.3). ISNOL - VEVOS - AKMIR 18/40NM. Y71 TAROR renamed VAGPO (S31 E142). Eff
LO-4. 01 Dec 22. AU HI-10, AU HI-9.
W786 KANGA renamed RIBLU. KOALA Y177 BODAP NCRP estbld (S17 32.7 E146
renamed BENVO (S31 E155). Eff 01 Dec 22. 13.8). Cairns, QLD (CS) VOR - BODAP -
AS H/L-6, AU LO-4. SWIFT 50/58 NM. Eff 01 Dec 22. YBCS, AU
W801 MUSTA renamed TOROB (S33 E149). HI-9.
AU LO-6. Y218 SPIDR renamed TYNDI (S37 E142).
W804 withdrawn. VESOP - NONUM. YBCS YPAD.
10-1. Y557 SALEM renamed URBEN (S41 E146). Eff
W806 FREDD renamed LEPTA; ARTON 01 Dec 22. YMHB, AU HI-10, AU LO-8.
renamed AKEVU (S27 E145). Eff 01 Dec 22. Z11 MASHA renamed RUMGI (S15 E143). Eff
AU LO-4, AU LO-5, AU LO-2. 01 Dec 22. AS H/L-4, AU LO-3.
W822 estbld Dubbo (DU) NDB - HILAR 343°/ Z11 withdrawn [YPMP] - Kowanyama (KOW)
163°, 35 NM, MOCA 2600; HILAR - ONUMA NDB (S15 E141). YBCS.
341°/162°, 41 NM; ONUMA - AGETA 336°/ Z19 NORIC renamed NINEK; STURT renamed
157°, 58 NM; MOCA 2000; AGETA - BITUL LAKAV (S30 E116). Eff 01 Dec 22. YPPH,
CRP (S29 27.5 E147 59.1) 337°/158°, 35NM. AU LO-1, AU LO-2.
AU LO-4. Z19 [YPLU] replaced by KABRO RNAV CRP
W822 [YLRD] apt replaced by BITUL NCRP (S25 19.1 E119 25.4). YPPH.
(S29 E147). AU LO-6. Z23 ROSMO renamed AVGIK; SISTA renamed
W865 [YKAL] replaced by DADPI NCRP (S14 VIROK (S31 E117). Eff 01 Dec 22. YPPH,
17.4 E126 38.0). AU LO-3. AU LO-1, AU LO-2.
Y12 HINDY renamed RELEP; DANKS renamed Z25 redesig one-way SE-bnd SWIFT to ALBUX
LULTO (S36 E142). YPAD, YMML. (S18 E146). YBTL.
Y15 CULAB renamed OSTOL (S27 E116). Eff Z32 [YDMG] replaced by TERAR NCRP (S17
01 Dec 22. AU HI-9, AU LO-1, AU LO-2. 56.2 E138 49.1). AU LO-3.
Y21 LOLLY renamed DADAD (S40 E150). AS Z41 IRWIN renamed AVDIS; MOROK renamed
H/L-6, YMML. TEBIP (S29 E115). Eff 01 Dec 22. YPPH, AU
Y31/Y69 KARAB renamed LAKIR (S31 E116). LO-1, AU LO-2.
Eff 01 Dec 22. AU HI-9, YPPH. Z42 [YAUR] replaced by SAMOR RNAV NCRP
Y36 KONIL renamed ENGUD (S29 E118). Eff (S13 21.3 E141 43.4). YBCS, AU LO-3.
01 Dec 22. AU HI-9, YPPH. Z51 CONOR renamed KADMU (S19 E143) Eff
Y41 NORIC renamed NINEK (S30 E116). Eff 01 Dec 22. YBTL, AU LO-3, AU LO-5.
01 Dec 22. YPPH. Z54 DAVOS renamed DADER (S36 E147). AU
LO-6, YSCB.
Z61 NORIC renamed NINEK; NALLY renamed CAPES BROADCAST AREA estbld. An irregu-
OMLAT (N30 E116). Eff 01 Dec 22. YPPH, lar-shaped area aprox 52 NM N-S by 17 NM
AU LO-1, AU LO-2. E-W beginning W of Busselton, WA (BLN)
Z74 CAMEL renamed NOMAV (S29 E118). Eff NDB. Altitudes: GND - 5000 (S33 E115). Eff
01 Dec 22. YPPH, AU LO-1, AU LO-2. 01 Dec 22. AU LO-2.
Z74 [YJUN] replaced by ONEGI NCRP (S26 CASINO CTAF chgd to 132.45 (S28 E153). AU
25.4 E120 34.6). YPPH. LO-6.
Z87 ROSMO renamed AVGIK; KONIL renamed DANGER AREA YB(D)-217 established as fol-
ENGUD (S31 E116). Eff 01 Dec 22. YPPH, lows. A .5 NM circle centred S12 31 11 E130
AU LO-1, AU LO-2. 55 06. Altitudes: GND-3000. YPDN.
Z87 [YDLO] replaced by MIDIM RNAV NCRP DANGER AREA YM(D)-108 withdrawn (S-W of
(S27 52.5 E121 16.2). YPPH. Meekatharra [MEK] VOR) (S28 E117).
Z224 chgd to W222 SNOWY - Canberra (CB) YPPH.
VOR. (S37 E147) YSCB. DANGER AREA YM(D)-197 times of ops chgd
Z418 CHAPL renamed MUPIK; CRIST to SR-SS; O/T by NOTAM. YPPH.
renamed NUBTA (S27 E150). Eff 01 Dec 22. DANGER AREA YM(D)-315 extended 1 NM
YBBN, AU LO-4, AU LO-5, AU LO-6, AU south in the vicinity of TOORADIN, Vic (S38
LO-2. E145). Eff 01 Dec 22. YMML, AU LO-7, AU
AIRMA, WA withdrawn (S29 E115). Eff 01 Dec LO-8.
22. YPPH. DANGER AREA YM(D)-389 withdrawn (SE of
AMBERLEY (AMB) TAC freq chgd to Moorabin, Vic [MB] NDB, S38 E145). Eff 01
110.3/40X (S27 E152). AU LO-5, AU LO-6. Dec 22. YMML, AU LO-7, AU LO-8.
AUGUSTA CTAF chgd to 132.25 (S34 E115). DANGER AREA YM(D)-530 withdrawn (S of
Eff 01 Dec 22. AU LO-2. Sydney (SY) DME). (S34 E150) AS H/L-6.
AVPAL HOLDING estbld; 199° inbound track, DANGER AREA YM(D)-535 estbld. An irregu-
RIGHT turns (S30 E116). Eff 01 Dec 22. AU lar-shaped area approx 4NM N-S by 2NM E-
HI-9, YPPH. W beggining 8NM NE of Wollongong (WOL)
NDB. Altitudes GND - BCTA. (S34 E150) AS
Ayers Rock Broadcast Area renamed Ayers
H/L-6.
Rock Mandatory Broadcast Area (S25 E130).
AU LO-4. DANGER AREAS YM(D)-158A and
YM(D)-158B withdrawn (W of Perth (PH)
Ballina Broadcast Area renamed Ballina/Byron
VOR)(S31 E118). YPPH.
Mandatory Broadcast Area (S28 E153). AU
LO-6. DARWIN (DAR) TAC freq chgd to 110.4/41X.
Coords chgd to S12 24.8 E130 53.0. LO-3,
BEBAK, QLD renamed PANPU (S27 E150). Eff
HI-9, YPDN, FE H/L-13, LO-1.
01 Dec 22. AU HI-10, AU HI-9.
ENGOD withdrawn (S23 E154). Eff 01 Dec 22.
BOBOR, WA withdrawn (S34 E116). Eff 01 Dec
AS H/L-5, AU HI-10, AU HI-9.
22. AU LO-2.
EVANS HEAD CTAF chgd to 126.7 (S29
BREAM renamed LAPIP (S27 E155). Eff 01
E153). AU LO-4, AU LO-6.
Dec 22. AS H/L-5, AS H/L-6, AU HI-10, AU
HI-9. GIBLI, NT withdrawn (S21 E136). Eff 01 Dec
22. AU HI-9.
GNARWARRE, VIC CTAF chgd to 119.0 (S38 VOR. Altitudes: 6500-FL125. Time of opera-
E144). YMML. tion by NOTAM (S27E151).
GNARWARRE, VIC CTAF chgd to 119.0 (S38 AU LO-5, AU LO-6.
E144). YMML. RESTRICTED AREA YB(R)-228A estbld. An
Hamilton I (HM) VOR decmsnd and replaced by irregular-shaped area approx 40NM N-S BY
OVRON NCRP same position. All affected 40NM E-W beginning 40NM SE of Darwin,
airways realigned. (S20 E148) AS H/L-5, AS NWT (DN) DME. Altitudes: 5000-FL270. (S12
H/L-6, AU HI-10. E131) YPDN.
IBETA, TAS withdrawn (S40 E143). Eff 01 Dec RESTRICTED AREA YB(R)-228B estbld. An
22. AU HI-10. irregular-shaped area approx 45NM N-S BY
KADINA, SA CTAF 126.7 estbld. (S33 E137) 63NM E-W beginning 78NM SE of Darwin,
YPAD. NWT (DN) DME. Altitudes: FL120-FL180
KOWANYAMA (KOW) NDB decmsnd and (S13 E132). YPDN.
replaced by VEVAV CRP (S15 28.8 E141 RESTRICTED AREA YB(R)-250 established
44.9). All affected airways realigned. AU SW of Tindal apt (YPTN). Boundary has
LO-3, FE H/L-13. same lateral limits as YB(R)-225D. Altitudes:
LAWRA, WA withdrawn (S28 E115). Eff 01 Dec GND-9500. YPDN.
22. AU HI-9. RESTRICTED AREA YB(R)-272 withdrawn N-
LEONGATHA, VIC CTAF 127.55 (S38 E145). W of Darwin (DN) VOR (S11 E130). YPDN.
YMML. RESTRICTED AREA YB(R)-636 estbld. An
LISMORE CTAF chgd to 132.45 (S28 E153). irregular-shaped area aprox 80 NM N-S by
AU LO-6. 83 NM W-E beginning 86 NM NE of Okaey
(OK) VOR. Altitudes 7000 AGL-FL230. (S25
MAKOM renamed OVMUD (S29 E144). Eff 01
E150) AS H/L-5.
Dec 22. AU HI-10, AU HI-9.
MARGARET RIVER, WA CTAF chgd to 132.25 YM(R)-179 (N of Perth, WA [PH] VOR).
(S33 E115). Eff 01 Dec 22. AU LO-2. YPPH.
MOAMA, NSW CTAF 119.1 estbld. (S36 E144) RESTRICTED AREA YM(R)-330A and
AU LO-2, AU LO-7, AU LO-8. YM(R)-330B hours of activity chgd to
MOUSE, QLD renamed EGUBA (S28 E150). NOTAM (S37 E144). Eff 01 Dec 22. YMML,
Eff 01 Dec 22. AU HI-10, AU HI-9. AU LO-6, AU LO-7, AU LO-8.
NOKIB withdrawn (S22 E155). Eff 01 Dec 22. RESTRICTED AREA YM(R)-405A extended
AU HI-9. west approx 2NM. (S33 E151) YWLM.
NOVIN withdrawn (S35 E120). Eff 01 Dec 22. RESTRICTED AREA YM(R)-405B extended
AU HI-9. south-east approx 1NM. (S33 E151) YWLM.
RESTRICTED AREA R654C OAKEY vertical RESTRICTED AREA YM(R)-428 redesig
limitis 6500 - FL125 (S27 E151). AU LO-5, YM(R)-430B. Altitudes:3500-4500. YSCB.
AU LO-6. RESTRICTED AREA YM(R)-429 redesig
RESTRICTED AREA R654D estbld. An irregu- YM(R)-430C. Altitudes: 4500-10000. YSCB.
lar shaped-area approx 10 NM N-S by 18 NM RESTRICTED AREA YM(R)-430A estbld. A
E-W beginning approx 5 NM E of Oakey (OK) circle of 2 NM radius centered on S35 24.0
RESTRICTED AREA YM(R)-502 redesig 1500-2500. A circle of 30 NM centered on

YM(R)-504 (S33 E150). YWLM. YPTN vertical limits 2500-10000. YPDN.
RILEY, NSW withdrawn (S33 E149). AU LO-6. TOWNSVILLE (TVL) TAC freq chgd to
RIMSU HOLDING estbld; 270° inbound track, 110.4/41X (S19 E146). YBTL, AU LO-3, AU
LEFT turns (S37 E146). Eff 01 Dec 22. AU LO-5.
HI-10. TROFE, WA withdrawn (S29 E 120). Eff 01 Dec
SALUS, NSW NCRP estbld at S32 47.8 E151 22. AU HI-9.
50.0. YWLM. Victor 1 Broadcast Area renamed Victor 1 Man-
TABLO renamed DOGTU (S36 E151). Eff 01 datory Broadcast Area (S33 E151). YWLM.
Dec 22. AS H/L-6, AU HI-10, AU HI-9.
BANGKOK FIR
TEMPL HLDG withdrawn (S37 E144). YMML.
TEPUN RNAV CRP estlbd at S30 28.5 E116 MAE SOT AERO renamed Mae Sot (N16
16.9. Eff 01 Dec 22. AU HI-9, AU LO-1, AU E098). FE H/L-1.
LO-2.
BRISBANE FIR
The following NCRP waypoints estbld in Mel-
bourne FIR: CASINO CTAF chgd to 132.45 (S28 E153). AU
DOGMI S41 05.0 E147 28.3 LO-6.
TOGAT S41 09.6 E147 25.8 EVANS HEAD CTAF chgd to 126.7 (S29
E153). AU LO-4, AU LO-6.
ELREL S41 22.5 E147 18.5
LISMORE CTAF chgd to 132.45 (S28 E153).
NODAS S41 24.6 E146 55.9
AU LO-6.
ATKOM S41 19.2 E146 44.7
TEDOR S41 42.8E147 21.2 BRUNEI
REKAK S41 57.3 E147 18.6 ATS ROUTES changed:
YMHB. G580 PILAX - Mukah (VMH) VOR 048°/228°,
The following NCRPs estbld in vicinity of Para- 52NM, MEA 7000; 'VMH' VOR - SARVO
burdoo (PBO) VOR: 056°/236°, 58NM; SARVO - Miri (VMY) VOR
OMBAG, WA S24 21.4 E116 11.2 052°/232°, 86NM; 'VMY' VOR - Brunei (BRU)
NISAX, WA S21 20.7 E116 03.7 VOR 058°/238°, 64 NM (N03 26.5 E112
50.2). WBSB, FE H/L-2, FE H/L-4, FE H/
BUSTO, WA S23 55.4 E119 47.1. Eff 01 Dec
L-11.
22. AU LO-1.
W449 Miri (VMY) VOR - ESLAB CRP (N04
TINDAL CONTROL ZONE redesig. An irregular
11.9 E114 17.8) 108°/288°, 20 NM, MEA
shaped area bounded to the SW by a 30NM
5000; ESLAB - [VZU08] 24 NM, MEA 10000;
circle centered on Tindal apt (YPTN) then
annexed to the NE by a circle of 10NM cen- [VZU08] - Mulu (VZU) VOR 8 NM. WBSB.
tered on YPTN vertical limits GND-1500. An W450 Limbang (VLG) VOR - EXUGO CRP
irregular shaped area bounded to the SW by (N04 24.4 E114 11.6) 244°/064°, 54 NM,
a 30 NM circle centered on YPTN then boun- MEA 5000; EXUGO - Miri (VMY) VOR 14
ded to the N and E by a 20NM circle cen- NM. WBSB.
tered on YPTN then bounded to the SE by a ANDUKI CTR estbld. An irregular-shaped area
10NM circle centered on YPTN vertical limits approx 15 NM SW - NE by approx 8 NM SE -
NW centered on Anduki WBAK. Altitudes
GND - 2000 AGL. Class 'C'. Times of opera- 31.2 E103 41.3) 184°, 83 NM; IPGIP -
tion H24 (N04 E114). WBSB. KIMOH 27 NM; KIMOH - Sihanouk (KOS)
VOR 183°/(003°), 29 NM. FE H/L-1, FE H/
CAMBODIA L-3.
ATS ROUTES changed: Y2 redesig one-way N-bnd. UDODA RNAV
M505, Mondulkiri (MD) NDB replaced by NCRP (N11 04.0 E103 20.7) - LIKBU RNAV
PAPLO RNAV CRP (N12 27.9 E107 11.6). NCRP (N11 33.7 E103 24.7) 008°, 30 NM,
FE H/L-3, FE H/L-11. MEA 8000; LIKBU - KAMBO 004°, 87 NM;
N891 IPLIS CRP (N09 48.9 E102 39.1) estbld. KAMBO - Siem Reap (SRE) VOR 038°/
BENSA - IPLIS - XONAN 39/36 NM. FE H/ (218°), 30 NM. FE H/L-1, FE H/L-3.
L-1, FE H/L-3. Y3, Ratanakiri (RT) NDB replaced by ANSAT
R334 SAKDA - UDODA CRP (N11 04.0 E103 RNAV CRP (N13 43.8 E106 59.2). FE H/L-1,
20.7) 148°/328°, 39NM, MEA 6000; UDODA FE H/L-3, FE H/L-11.
- Sihanouk (KOS) VOR 33NM. FE H/L-1, FE Y6 estbld Phnom Penh (PNH) VOR - ANSAT
H/L-3. RNAV CRP (N13 43.8 E106 59.2) 045°/225°,
R575 BIDEG withdrawn. AKNAT - SAKDA 56 182NM, MEA 6000. FE H/L-1, FE H/L-3, FE
NM (N12 E103). FE H/L-1, FE H/L-3. H/L-11.
R588 IPLIS CRP (N09 48.9 E102 39.1) estbld. Y8 estbld Phnom Penh (PNH) VOR - PAPLO
Sihanouk (KOS) VOR - IPLIS - BASIT 75/23 RNAV CRP (N12 27.9 E107 11.6) 070°/250°,
NM. FE H/L-1, FE H/L-3. 150NM, MEA 6000. FE H/L-1, FE H/L-3, FE
H/L-11.
W3 redesig Y3. Battambang (BB) NDB
replaced by RIMSO (N12 E102). VTBD. Y9 estbld TAREG - PAPLO RNAV CRP (N12
27.9 E107 11.6) 134°/314°, 95NM, MEA
W4 withdrawn Phnom Penh (PNH) VOR to
6000. FE H/L-1, FE H/L-3, FE H/L-11.
TAREG. (N11 E104) FE H/L-1, FE H/L-3, FE
H/L-11. Y10 estbld ANSAT RNAV CRP (N13 43.8 E106
59.2) - PAPLO RNAV CRP (N12 27.9 E107
11.6) 171°/351°, 77NM, MEA 6000. FE H/
Ratanakiri (RT) NDB. (N11 E104) FE H/L-1,
L-3, FE H/L-11.
FE H/L-3, FE H/L-11.
Y19 estbld Phnom Penh (PNH) VOR - KIMOH
249°/069°, 75 NM, MEA 8000; KIMOH - Dara
Mondulkiri (MD) NDB. (N11 E104) FE H/L-1, Sakor (DSK) VOR (N10 55.0 E103 13.8), 27
FE H/L-3, FE H/L-11. NM. FE H/L-1, FE H/L-3, FE H/L-11.
W9 withdrawn Mondulkiri (MD) NDB to TAREG. Y20 estbld VIBUN - IPGIP RNAV NCRP (N11
(N12 E107) FE H/L-1, FE H/L-3, FE H/L-11. 31.2 E103 41.3) 217°/037°, 170NM, MEA
W10 withdrawn Mondulkiri (MD) NDB to Rata- 8000; IPGIP - UDODA RNAV NCRP (N11
nakiri (RT) NDB. (N12 E107) FE H/L-3, FE H/ 04.0 E103 20.7) 34NM; UDODA - Dara Sakor
L-11. (DSK) VOR (N10 55.0 E103 13.8) 11NM;
W14 OROVI NCRP redesig CRP (N13 E104). DSK VOR - IPLIS RNAV CRP (N09 48.9
FE H/L-1, FE H/L-3. E102 39.1) 207°/027°, 74NM. FE H/L-1, FE
Y1 redesig one-way S-bnd. Siem Reap (SRE) H/L-3.
VOR - VIROT 185°/(005°), 30 NM, MEA Y21 estbld Sihanouk (KOS) VOR - Dara Sakor
8000; VIROT - IPGIP RNAV NCRP (N11 (DSK) VOR (N10 55.0 E103 13.8) 309°/129°,
31 NM, MEA 6000; DSK VOR - SAKDA 342°/ N4337.4 E12717.0 - UPNUX CRP at
162°, 44 NM. FE H/L-1, FE H/L-3. N4333.5 E12747.7 - OMBAD; 5/58/23/22NM;
BIDEG CRP withdrawn. (N12 E103) FE H/L-1, Wanchang VORDME - APESI, MOCA
FE H/L-3. 4100T. EA HL-12.
NORAK RNAV CRP withdrawn. (N11 E103) FE M771, [34BC] renamed [72PCA] (N14 E111).
H/L-1, FE H/L-3. FE HL-3, FE HL-11.
SIEM REAP (SIR) NDB decmsnd (N13 E103) W39, SAMAV replaced by OBLOV CRP at
FE H/L-1, FE H/L-3. N4344.7 E12849.2; KANVU - OBLOV -
SIHANOUK TMA chgd to a circle with 50 NM UGABI, 24/26NM, MOCAs 6300/7100T. EA
radius centered on N10 43.5 E103 25.4, HL-12.
excluding Ho Chi Minh FIR and Bangkok FIR. W71, Huguang NDB (LH) - AGTEL, MOCA
Vertical limits 2000 MSL - FL150. FE H/L-1, 2800T (N21 E110). FE HL-3.
FE H/L-3, FE H/L-11. W222, IDUPU CRP estbld at N1909.8
SOURN CRP withdrawn. (N13 E106) FE H/L-1, E10956.2 and DOBVI CRP estbld at N1918.9
FE H/L-3. E11000.6; DOSTA - IDUPU - PORAP -
Y4 estbld Phnom Penh (PNH) VOR - TAREG DOBVI - NUMKU, 44/6/4/51NM, MOCAs
030°/210°, 136NM, MEA 6000 (N12 E105). 7900T/6600T/6600T/4500T. FE HL-3, FE
FE H/L-1. HL-11.
BOAO Tower Control Area estbld, GND-7900'
CANADA (N19 E110). FE HL-3, FE HL-11.
GOVAD, BC RNAV CRP estbld at: N49 02.8 FIJI IS
W125 42.3. P H/L-3.
ATS ROUTES changed:
CHINA, PR OF A580 IBUKO CRP (S20 16.6 E178 10.9), IGAPI
ATS ROUTES changed: CRP (S18 27.7 E178 29.5) and ANBAT CRP
(S16 41.8 W178 16.1) estbld. EGATO -
A588, PAGDO CRP estbld at N4431.2
IBUKO - ISTOS - IGAPI - Nausori (NA) VOR
E12600.8; PABKI - PAGDO - ISBOP,
- ATOLL - ANBAT - DOMAX
13/3NM, MOCA 3800T. EA HL-12.
286/76/34/25/90/109/165 NM. NSTU.
B451, ATODO replaced by IGDUT CRP at
A580 IBUKO renamed IBOKU (S20 E178). AS
N4344.6 E12907.1; UGABI - IGDUT -
H/L-5.
Wangqing VORDME (WQG), 34/40NM,
MOCAs 7100/6100T; Wangqing VORDME - A584 KETOT renamed KETUS (S12 W174).
BISUN, MOCA 6800T. EA HL-12, FE HL-7. AS H/L-5, NSTU.
G221, GULUN CRP estbld at N1909.8 B581 BIDAN renamed BIDNA (S16 E178). AS
E10943.6 and ANPIM CRP estbld at N1922.7 H/L-5.
E10949.8; Baolong NDB (WL) - GULUN - B598 BISUN renamed BIROP (S17 E170). AS
UPRIS - ANPIM - Nanyingbindao VORDME H/L-5, NWWW.
(NYB), 44/6/9/42NM, MOCAs 7900T/7800T/ B601 LAMOK renamed LAMAK (S22 E166).
6600T/6600T. FE HL-3, FE HL-11. AS H/L-5, NWWW.
G341, Wanchang VORDME (LJB) to OMBAD H95 withdrawn LAVAV - MAMDU (S16 E179).
realigned; Wanchang VORDME - APESI NFFN.
CRP at N4345.6 E12558.1 - IDVOT CRP at
H192 redesig V192 Nausori (NA) VOR to 43.4 W151 28.0) 253°, 25NM, MEA 5000.
LAVAV (S18 E178). NFFN. NTAA.
H271 NOBOX CRP estbld (S17 56.8 E178 T1 withdrawn VAITE - NIVAL - NOBUG -
07.9). Navakai (VK) NDB - NOBOX - Nausori NOMIS. NTAA.
(NA) VOR 42/25 NM. NFFN. T2 SUDOR CRP estbld (S16 43.9 W151 47.7)
H296 redesig V296 Nadi (NN) VOR to NAVUA Maupiti NDB (MA) - SUDOR - SARMI
(S17 E177). NFFN. 31/12NM. NTAA.
H430 redesig V430 Nadi (NN) VOR to LAVAV ILES SOUS LE VENT TMA lower limit chgd to
(S17 E177). NFFN. 1500 MSL (S16 W150). NTAA.
Q343 ALENO renamed ALEBO (S15 E177). RAIVAVAE (AV) NDB decmsnd (S23 W147).
AS H/L-5. AS H/L-6.
T271 withdrawn LAVAV - MAMDU (S16 E179). RESTRICTED AREA NT(R)-1A estbld. An
NFFN. irregular-shaped area approx 0.2 NM N-S by
KDMAP RNAV CRP withdrawn (S18 E178) approx 0.1 NM E-W beginning approx 21 NM
NFFN. SE of Tahiti (TAF) VOR. Altitudes Gnd -
LABASA (LB) VOR/DME replaced by LAVAV FL120 (17S 149W). NTAA.
CRP same position. All affected airways RESTRICTED AREA NT(R)-1B estbld. An
(Q95, Q192, Q430, T271, H95, H192, H430) irregular-shaped area approx 0.45 NM N-S
realigned thereafter (S16 E179). AS H/L-5. by approx 0.25 NM E-W beginning approx 21
MATEI (MT) NDB decmsnd and replaced by NM SE of Tahiti (TAF) VOR. Altitudes Gnd -
MAMDU CRP same position. All affected air- FL120 (17S 149W). NTAA.
ways (H95, T271, T282, T360, Q95) real- TAKAPOTO (TP) NDB decmsnd (S14 W145).
igned thereafter (S16 E179). AS H/L-5. AS H/L-5, AS H/L-6.
NAUSORI (NA) NDB coords chgd to S18 02.8
FUKUOKA FIR
E178 33.5. AS H/L-5.
The following RNAV CRP waypoints estbld in ATS ROUTES changed:
the vicinity of Lubasa (LB) VOR: A582 ESPEK NCRP (N24 58.3 E127 04.8)
LAVAV S16 25.1 E179 18.9 estbld, SAKON - ESPEK - MAMIK 55/ 30
NM, MEA FL210/FL150. ROAH, FE HL-8.
MAMDU S16 41.3 W179 52.8. AS H/L-5.
VBMAP RNAV CRP withdrawn (S17 W179). GUAM
NFFN.
ATS ROUTES changed:
FRENCH PACIFIC OVERSEAS TERR. A221 withdrawn Nimitz (UNZ) VOR - CULPS
(N13 E144). PGUM, FE H/L-13.
ATS ROUTES changed:
W21 withdrawn Nimitz (UNZ) VOR - KAQTU
R11 established one-way W-bnd VAITE -
(N13 E144). PGUM, FE H/L-13.
UBKIM CRP (S16 41.3 W151 01.7) 279°,
65NM, MEA 4000; UBKIM - BAMBI CRP FABED withdrawn. PGUM.
(S16 26.6 W151 45.1) 277°, 44NM; BAMBI - YASSU, Guam NCRP estbld at N13 28.9 W144
MEKES 260°, 28NM. NTAA. 34.8. PGUM.
R12 established one-way W-bnd UBKIM CRP
(S16 41.3 W151 01.7) - RULOM CRP (S16
HAWAII OMBES RNAV CRP (N02 16.7 E100 10.5)

ATS ROUTES changed:
133°, 234 NM; OMBES - ISROR RNAV CRP
(S00 53.6E103 21.9) 135°, 270 NM; ISROR -
R463-V13 SERYU Offshore Pacific RNAV
TOPUK RNAV CRP (S03 15.3 E105 16.8)
NCRP estbld (N22 27.3 W156 47.3) MAGGI -
141°, 182 NM; TOPUK - UDOKO RNAV CRP
SERYU - TOADS 39/19NM. P H/L-4.
(S03 34.7 E105 33.0) 140°, 25 NM; UDOKO -
V2-21 Lanai, Hawaii (LNY) VOR - KEIKI MEA BUNIK RNAV CRP (S04 51.7 E106 37.4)
5500 (N20 W156). P HL-4. 100 NM; BUNIK -Halim Perdanakusuma
V17 SERYU Offshore Pacific RNAV NCRP (HLM) VOR 169°, 86 NM; HLM VOR - Cire-
estbld (N22 27.3 W156 47.3) FREDI - bon (CA) NDB 104°, 103 NM. WSSS.
SERYU - STAIT 5/51NM. P H/L-4. T5 estbld one-way E-bnd Makassar (MKS)
KOLEA Offshore Pacific CRP estbld at (N22 VOR - SUGTA 080°, 150 NM, MEA FL290;
35.4 W155 13.3) Molokai, Hawai (MKK) VOR SUGTA - HIPNO 86 NM; HIPNO - SASKA
R-040/139 DME. P H/L-2, P H/L-3, P H/L-4. 088°, 196 NM; SASKA - GOMBY 182 NM;
GOMBY - BUNKU 080°, 351 NM; BUNKU -
HONG KONG, PR OF CHINA LAVAR CRP (S02 50.3 E138 52.0) 079°, 205
ATS ROUTES changed: NM; LAVAR - Jayapura (JPA) VOR 078°, 100
CHEUNG CHAU VOR (CH) decmsnd and DME NM. (S05 E119) AS H/L-1, AS H/L-2, FE H/
(CH) channel 70X (112.3) retained as route L-2, FE H/L-10.
facility for current ATS routes (N22 E114). T6 estbld one way W-bnd Jayapura (JPA) VOR
VHHH 10-1. - KUBIA 284°, 99 NM, MEA FL290; KUBIA -
LINLU 258°, 102 NM; LINLU - ATOMY 262°,
HONIARA FIR 451 NM; ATOMY - SULIS 258°, 198 NM;
HONIARA INTL/HENDERSON renamed Hon- SULIS - RALTO 265°, 204 NM; RALTO -
LEKEX 258°, 76 NM; LEKEX - Makassar
iara Intl (S09 E160). AS H/L-2, AS H/L-5, P
(MKS) VOR 251°, 150 NM (S03 E129). AS
H/L-2.
H/L-1, AS H/L-2, FE H/L-2, FE H/L-10.
INCHEON FIR T6 QOBAL renamed MOGSE (S05 E113). WIII,
WADD, FE HL-2, FE HL-4.
(N35 E129). FE H/L-5, FE H/L-7, FE H/L-8. T15 estbld one-way NE-bnd Surabaya (SBR)
VOR - PEDSO 071°, 76 NM, MEA FL290;
INDONESIA PEDSO - ENDOG, 203 NM; bi-directional
ENDOG - Makassar (MKS) VOR 070°/249°;
ATS ROUTES changed:
one-way NE-bnd (MKS) VOR - SUGTA 080°,
A339 XB472 renamed PEBKU (S00 E129). FE 150 NM; SUGTA - HIPNO 86 NM; HIPNO -
H/L-13. SASKA 088°, 195 NM; SASKA - GOMBY 182
G459 UBLAT renamed PASNI (S08 E139). FE NM (S05 E119). AS H/L-1, WADD, FE H/L-2,
H/L-13. FE H/L-10.
M635 SAMSU renamed LAKUN (S02 E108). T16 estbld one-way W-bnd EMONA - ENDOG
FE HL-2, FE HL-4. 264°, 421 NM, FL290; ENDOG - KOLTA
T5 estbld one way SE-bnd Banda Aceh (BAC) 259°, 205 NM; KOLTA - Surabaya (SBR)
VOR - AVDIN RNAV CRP (N04 56.2 E097 VORDME 228°/(048°), 83 NM (S06 E118).
18.0) 108°, 118 NM, MEA FL290; AVDIN - WADD, FE H/L-2.
T17 estbld one-way E-bnd GOMBY - TEGEN W35 NOMAD renamed ENPIN (S01 W111). FE
RNAV CRP (S04 20.6 E135 12.3) 090°, 329 H/L-2, FE H/L-4, FE H/L-11.
NM, MEA FL290; TEGEN - Timika (TMK) W36 GUGUS renamed MUDAL (S00 E127).
VORDME 094°/(273°), 100 NM; bi-directional AS H/L-1.
'TMK' VORDME - OVGOD 061°/241°, 75 W41 APASI renamed DAPTI (S01 E129). AS
NM; OVGOD - TISTO 73NM, TISTO - Jaya- HL-1.
pura (JPA) VORDME 057°/237°, 100 NM. AS
W41 LAMIN renamed IDPAP (S03 E123).
H/L-1, AS H/L-2, FE H/L-10.
AS H/L-1, FE H/L-2.
T18 estbld one way W-bnd Timika (TMK) VOR
- ESNES CRP (S05 03.0 E134 28.7) 255°, W44 PENNY renamed RUMIT (S01 E130). AS
147 NM, MEA FL290; ESNES - TARIV CRP H/L-1.
(S05 07.9 E131 33.6) 266°, 175 NM; TARIV - W54 TARIV CRP estbld (S05 07.9 E131 33.6).
BUBTU 267°, 227 NM; BUBTU - EMONA GOMBY - TARIV - FOLOT 122/55NM. AS H/
268°, 213 NM, EMONA - Makassar (MKS) L-1, FE H/L-10.
VOR 272°, 281 NM. AS H/L-1, AS H/L-2, FE W66 MELAM renamed IDINA (S04 E140). AS
H/L-2, FE H/L-10. H/L-2.
T19 estbld one-way E-Bnd Blora (BA) NDB - W71 LAVAR CRP estbld (S02 50.3 E138 52.0).
AGUDA 098°, 180 NM, MEA FL290; AGUDA BUNKU - LAVAR - Jayapura (JPA) VORDME
- SOVKA RNAV CRP (S07 40.8 E115 26.7) 205/100 NM. AS H/L-1, AS H/L-2, FE H/
101°, 63 NM; SOVKA - TEPOS RNAV CRP L-10.
(S08 01.7 E117 03.9) 99 NM; TEPOS - Z662/Z676 ILAGA renamed NOBOT (S03
BELOR RNAVCRP (S09 29.0E121 37.4) E137). AS H/L-1, AS H/L-2.
107°, 284 NM; BELOR - Kupang (KPG) VOR
Z682 ILAGA renamed NOBOT (S03 E137). AS
129 NM. WIII, WADD, FE H/L-2.
H/L-1, AS H/L-2.
T20 estbld one-way W-bnd Kupang (KPG) VOR
ABDULRACHMAN CTR chgd to MALANG CTR
- OLRET RNAV CRP (S09 51.1 E121 32.0)
circle with a 20 NM radius centered at Abdul-
277°, 129 NM, MEA FL290; OLRET - SASAX
rachman Saleh WARA apt, excluding Sura-
RNAV CRP (S08 27.4 E117 29.3) 288°, 254
baya West TMA . Class 'C' (S07 E112). Eff
NM; SASAX - DULOS RNAV CRP (S08 07.9
01 Dec 22. AS H/L-3, WADD, FE H/L-2.
E115 55.1) 281°, 95 NM; DULOS - OKANG
111 NM. WADD, FE H/L-2. AMBON (OH) NDB decmsnd (S03 E128). FE
H/L-13.
TERNATE CTR Class C vertical limits MSL -
10000 (N00 E127). AS H/L-1. Balikpapan (OL) NDB decmsnd (S01 E116).
AS H/L-1, FE H/L-2, FE H/L-4.
W17 GEPAK renamed LILPO (S07 E110). WIII,
FE H/L-2. BANYUWANGI (BS) NDB decmsnd. (S08
E114) WADD, FE H/L-2.
W18 BISOM renamed TUTKU (S02 W115). AS
H/L-1, FE H/L-2, FE H/L-4. BAWEAN renamed Harun Thohir (S05 E112).
WADD.
W22 JITLM withdrawn. TUSNU - Tanjung
Pinang (TPG) VOR 132 NM (N00 E103). CURUG CTR chgd to an L-shaped area spprox
WSSS. 30 NM N-S by 35 NM E-W located approx 5
NM SW from Cengkareng (CKG) VOR. Alti-
W22 [TMABY] renamed OSNIS; [CBDRY]
tudes GND - 3000. Times of operation SUN -
renamed UGIGI; PIDON renamed TUSNU
(S00 E100). WSSS.
THU 2300 - 1030Z, FRI 2330 - 0530Z (S06 SUMBAWA BESAR (NQ) NDB decmsnd (S08
E106). WIII, FE H/L-2, FE H/L-4. E117). AS H/L-3, AU HI-9, WADD, FE H/L-2.
Iswahyudi (AR) NDB decsmsnd (S07 E111). SYAMSUDIN NOOR CTR renamed BANJAR-
WIII, WADD, FE H/L-2. MASIN. Vertical limits GND - 10000 AGL.
Iswahyudi (IWY) TAC decsmsnd (S07 E111). Times of operation 2200 - 1500 daily (S03
WIII, WADD, FE H/L-2. E114). FE H/L-2, FE H/L-4.
JAKARTA FIR should now follow the Singapore TAMBOLAKA (TBK) VOR/DME unserviceable
FIR at N00 00.0 E109 00.0 and continue N- from 19 MAY 2022 to 19 MAY 2023 (S09
bnd to N00 15.0 E109 00.0. FE H/L-2, FE H/ E119). FE H/L-2.
L-4, FE H/L-11. TAMBOLAKA (WK) NDB will be unserviceable
KAUBANG (KAO) VOR DME OTS from 24 from 01 DEC 2022 to 01 DEC 2023 (S09
MAR 2022 to 24 MAR 2023 (N01 E127). AS E119). Eff 01 Dec 22. AS H/L-3, FE H/L-2.
H/L-1, FE H/L-10. TASIKMALAYA NDB cmsnd. Ident 'TM', freq
MANADO CTR vertical limits GND - 10000 391.0, coords S07 20.5 E108 14.9. WIII, FE
(N01 E124). AS H/L-1, FE H/L-4, FE H/L-13. H/L-2.
MANOKWARI (ZQ) NDB decmsnd (S00 E134).
JAKARTA FIR
AS H/L-1, FE H/L-10.
NAGAN RAYA (MLH) VORDME decmsnd (N04 SIBOLGA location chgd to CENTRAL TAPA-
E096). FE H/L-1. NULI. Dr. Ferdinand Lumban Tobing
renamed Dr. Ferdinand Lumbantobing (N01
PANGKALAN BUN CTR vertical limits GND -
E098). FE H/L-1, FE H/L-2, WIMM.
10000 (S02 E111). FE H/L-2, FE H/L-4.
PONTIANAK SECTOR ACC should now follow JAPAN
the Singapore FIR at N00 00.0 E109 00.0
ATS ROUTES changed:
and continue N-bnd to N00 15.0 E109 00.0.
FE H/L-2, FE H/L-4, FE H/L-11. A582/Y45 ENPAD RNAV NCRP (N30 34.6
E130 04.2), OLSER NCRP (N30 20.6 E129
RESTRICTED AREA WI(R)-2 withdrawn (W of
57.9) and BINID NCRP (N27 54.1 E128 53.9)
Cengkareng [CKG] VOR) (S06 E106). WIII,
estbld. SAZMA - ENPAD - [HKC80] - OLSER
FE H/L-2, FE H/L-4.
- BOMAP 32/8/7/22 NM. HACHA - BINID -
RESTRICTED AREA WP(R)-1 withdrawn (SW Erabu (ONC) VOR 16/30 NM. ROAH, FE
of Dili [DIL] VOR) (S08 E125). FE H/L-13. HL-8, FE HL-13.
RESTRICTED AREAS WI(R)-15 and WI(R)-16 A582/Y45 LEMEG NCRP estbld (N29 20.3
withdrawn (S of Halim Perdanakusuma E129 31.2) BOMAP - LEMEG - ANOXA
[HLM] VOR) (S06 E106). 43/22 NM. FE H/L-13.
WIII. ATS route estbld. Chitose (ZYT) TAC - ZYT
RUTENG (RG) NDB decmsnd (S08 E120). AS 100DME 212°/029°, MEA FL240 ; ZYT
H/L-3, AS H/L-4, FE H/L-2. 100DME - GTC 100DME 112 NM MEA
SIBOLGA location chgd to CENTRAL TAPA- FL280; GTC 100DME - Niigata (GTC) VOR,
NULI. Dr. Ferdinand Lumban Tobing 100 NM MEA FL240. (COP: (ZYT) VOR 150
renamed Dr. Ferdinand Lumbantobing (N01 DME/GTC VOR 162DME) (NAV GAP:
E098). FE H/L-1, FE H/L-2, WIMM. 145nm FM ZYT TACAN and150nm FM ZYT
TACAN) (N42 E141). RJCC.
B597 ANREM NCRP (N30 20.5 E 130 51.1) NM. WAPPA - MONAI MEA FL200. FE H/
estbld, SEPIA - ANREM - Nakatane (TGE) L-6.
VOR 23/18 NM. ROAH, FE HL-8, FE HL-13. V30 NAV GAP unusable between Chitose
BESMU HOLDING estbld, inbound 240°, LEFT (CHE) VOR 3 NM and Hakodate (HWE) VOR
turns (N34 E131). FE H/L-5, FE H/L-7. 7 NM (N41 E140). RJCC.
G339 HIDEK NCRP (N28 21.8 E132 45.0) V40 Nagasaki (OLE) VOR to Fukue (FUE) VOR
estbld, BIXAK - HIDEK - OLSAK 36/75 NM. 263°/082° (N32 E128). RJFF, FE HL-5.
ROAH, FE HL-13. Y14 STOUT - OLTUN RNAV NCRP (N34 27.5
LILRA HOLDING estbld, inbound 227°, LEFT E131 25.3) 059°/239°, 26NM, MEA 12000;
turns (N24 E124). ROAH. OLTUN - BESMU RNAV NCRP (N34 48.8
M750 INVAM NCRP (N30 13.9 E128 59.9), E131 57.9) 34NM, MEA FL240; BESMU -
MAGUT NCRP (N32 33.8 E133 26.6) and MIHOU 70NM. FE H/L-5, FE H/L-7, FE H/
EGERU NCRP (N32 38.0 133 36.7) estbld. L-8.
MELEN - INVAM - MOMPA 68/60 NM; Y20 BASIL - SUNPI RNAV NCRP (N34 27.6
MADOG - MAGUT - EGERU - MEXIR E132 10.7) 263°/(083°), 13NM, MEA FL240;
59/10/26 NM. ROAH, FE HL-5, FE HL-8. SUNPI - RUVEK RNAV NCRP (N34 20.1
MIDAI HOLDING estbld, inbound 066°, LEFT E131 38.1) 28NM, RUVEK - STOUT 32NM,
turns (N31 E131). ROAH. MEA 12000. FE H/L-5, FE H/L-7, FE H/L-8.
OMUSU HOLDING estbld, inbound 041°, LEFT Y25 ATNOX NCRP estbld (N30 20.6 E129
turns (N31 E131). ROAH. 51.7) MOMPA - ATNOX - BOMAP 30/21 NM.
Q1 estbld BUICK - AKUSI RNAV NCRP (N25 ROAH, FE H/L-8.
54.0 E130 42.7) 101°/281°, 107NM, MEA Y34 OSUGO RNAV NCRP (N33 30.0 E133
7000; AKUSI - CORCO 15NM, MEA 5000; 28.0) estbld. SUKMO - OSUGO - POPPY
CORCO - WHALE 100°/280°, 5NM, MEA 20/26 NM. FE HL-5, FE HL-8.
3000; WHALE - Minamidaito (MDE) VOR Y37 SUKOB RNAV NCRP estbld (N38 29.3
10NM. FE H/L-12, FE H/L-13. E138 17.9). SANJO - SUKOB - HAIJI 68/32
R595 LILRA NCRP estbld (N24 49.8 E124 NM, MEA FL230/FL150. Eff 01 Dec 22. FE
52.3) SEDKU - LILRA - Miyakojima VOR H/L-6, FE H/L-7.
(MJC) 48/23 NM. FE H/L-13. Y52 ALDEM NCRP (N31 02.2 E133 34.1)
SHIMO HOLDING estbld, inbound 234°, LEFT estbld, LAXEL - ALDEM - TONAR 103/117
turns (N25 E125). ROAH. NM. ROAH, FE HL-5, FE HL-8.
Undesigated ATS Route withdrawn Tokushima Y53 OMUSU NCRP (N31 17.8 E131 44.4)
(TS) NDB - ARITA. ARITA withdrawn (N34 estbld. MADOG - OMUSU - LUKRA 60/60
E134). RJOO. NM. ROAH, FE HL-5.
Undesignated ATS route redesig Y90 NIKKO Y57 AKTAP NCRP (N30 48.7 E133 44.0)
(JD) NDB to HAILY, MEA 11000 (N36 E139). estbld, YULIA - AKTAP - SHIBK 88/110 NM.
Eff 01 Dec 22. RJAA, FE H/L-5, FE H/L-6. ROAH, FE HL-5, FE HL-8.
V2 UPLOK NCRP estbld (N42 01.3 E140 54.9). Y61 OLRID RNAV NCRP (N34 08.0 E133 38.5)
[HWE25] - UPLOK - [HWE08] 10/7 NM. and PYONG RNAV NCRP (N34 10.2 E 133
RJCC, EA H/L-12, FE H/L-6. 49.0) estbld. FIATO - OLRID - PYONG -
V13 [MRE56] NCRP estbld (N39 48.6 E140 Kagawa (KTE) VOR 30/9/11 NM. PADRE
34.7). [MRE32] - [MRE56] - WAPPA 24/7 withdrawn. FE HL-5, FE HL-7, FE HL-8.
Y75 IPDEL NCRP (N30 20.6 E130 35.2) and Y574 LEBAG NCRP (N29 22.0 E131 35.2)
NOGEL NCRP (N27 52.2 E128 58.5) estbld, estbld, HINJA - LEBAG - SHIBK 67/31 NM.
KONGU - IPDEL - ALTAI 112/23 NM; ROAH, FE HL-8.
SWANO - NOGEL - Erabu (ONC) VOR Y591 ISPIT NCRP (N32 07.6 E127 21.2) BIGIT
118/30 NM. ROAH, FE HL-8. - ISPIT - Fukue (FUE) VOR 13 NM/82 NM.
Y88 HAGAR estbld. DAIGO - HAGAR - Nikko FE H/L-13.
(JD) NDB 18/10 NM (N36 E140). Eff 01 Dec Y753 IRMUT RNAV NCRP (N32 49.1 E133
22. RJAA, FE H/L-6. 44.3) estbld. MANEP - IRMUT - JAKAL 19/29
Y102 redesig bi-directional Sendai (SDE) VOR NM. FE HL-5, FE HL-8.
- Fukushima (FKE) VOR. MEA 6000 (S38 Z41 estbld AGIKA - POTET (N32 16.8 E127
E140). Eff 01 Dec 22. RJAA, FE H/L-6. 02.4) 309°/127°, 246 NM, MEA FL 240.
Y112 withdrawn ASIBE - IBURI (N43 E142). ROAH.
RJCC. ATS ROUTES (undesignated) changed:
Y139 estbld one way NE-bnd SIRAO NCRP Undesignated ATS route OLSEG NCRP estbld
(N41 58.0 E141 18.9) - NAVER NCRP (N42 (N34 48.0 E141 35.6). GUTLO - OLSEG -
07.7 E141 31.5) 053°, 14 NM, MEA 10000, SUNNS 19/7 NM. Eff 01 Dec 22. RJAA.
MOCA 3000T; NAVER - ASIBE NCRP (N43
Undesignated ATS route Tokunoshima (TKE)
27.1 E142 17.0) 032°, 86 NM, MEA 8000,
VOR - D15/TKE - HACHA MEA 4000/6000
MOCA 7000T. RJCC.
(N27 E128). ROAH.
Y157 estbld one-way N-bnd SHIRO - IBELU
Undesignated ATS Route withdrawn Obihiro
023°, 23 NM, MEA 9000 (S37 E140). Eff 01
(OBE) VOR - Tokachi (OH) NDB (N42 E143).
Dec 22. RJAA, FE H/L-6.
Eff 01 Dec 22. FE H/L-6, FE H/L-7.
Y281 CARPS - UNSOB RNAV NCRP (N34
AKENO (AK) NDB decmsnd (N34 E136). Eff 01
22.9 E132 12.0) 267°/(087°), 8NM, MEA
Dec 22. RJGG, RJOO.
FL240; UNSOB - ELNEB RNAV NCRP (N34
18.1 E131 41.6) 26NM; ELNEB - STOUT CHITOSE TAC (ZYT) OTS from 1500 UTC 13
34NM, MEA 12000. FE H/L-5, FE H/L-7, FE JUL 22 to 1500 UTC 22 MAR 23. Alternate
H/L-8. facility Chitose TAC desig, Freq 135.9,
coords N42 47.3 E141 40.1, ident "YYT", sta-
Y293 GUSLU NCRP (N30 54.7 E133 39.6)
tion declination 10°W. RJCC, FE H/L-6, FE
YULIA - GUSLU - TONAR 87/116 NM.
H/L-7, FE H/L-12, FE H/L-13.
ROAH, FE HL-5, FE HL-8.
FUKUOKA ACC SECTOR F10 redesig. West-
Y455 IGUSA NCRP estbld (N30 20.6 E130
ern boundary moved approx 1 NM to the
03.1) AMMON - IGUSA - BOMAP 58/24 NM.
North. (N30 E132). ROAH, FE H/L-8.
ROAH, FE H/L-8.
FUKUOKA ACC SECTOR F12 freq 127.0 chgd
Y519 estbld one-way NE-Bnd SANOH -
to 126.4 (N33 E129). RJFF, FE H/L-5, FE H/
SYOEN, 034°, 43 NM, MEA 11000 (N37
L-7, FE H/L-8.
E140). Eff 01 Dec 22. RJAA, FE H/L-6.
HACHINOHE (JC) NDB decmsnd (N40 E141).
Y525 PEBLA NCRP (N27 46.0 E129 07.2)
Eff 01 Dec 22. FE H/L-6.
estbld, TONAR - PEBLA - Erabu (ONC) VOR
188/30 NM. ROAH, FE HL-8. HALNA, LAKAN and PASLI withdrawn (N34
E131). FE H/L-5, FE H/L-7, FE H/L-8.
HONGO VOR/DME (HGE) OTS from 1500 N55 Freq 132.35 134.6 Below FL335. (N28
UTC 5 OCT 2022 to 1500 UTC 25 JAN 2023. E129). ROAH, FE H/L-8.
Alternate facility Momiji VOR/DME desig, RAKNO HOLDING withdrawn (N42 E142).
Freq 114.1/1175, coords N34 26,1 E132 RJCC.
54.6, ident 'MME'. RJFF, FE H/L-5, FE H/ RESTRICTED AREA RJ(R)-144 times of ops
L-12. chgd to:
IKI VOR/DME (IKE) OTS from 1500 UTC 2 From 0000UTC 1 APR 2022 to 0730UTC 31
NOV 2022 to 1500 UTC 14 JUN 2023. Alter- MAR 2023, during hours between 0000UTC
nate facility Ishida VOR/DME desig, Freq and 0730UTC daily, VMC only, and Except
111.8/1116, coords N33 45.1 E129 46.9, on SUN and specified days.2022: 29 APR,
ident 'ISE'. RJFF, FE H/L-5, FE H/L-8, FE H/ 3-5 MAY, 18 JUL, 11 AUG, 19 SEP, 23 SEP,
L-12, FE H/L-13. 10 OCT, 3 NOV, and 23 NOV. 2023: 1 JAN,
KANOYA (JA) NDB decmsnd (N31 E130). Eff 2 JAN, 9 JAN, 11 FEB, 23 FEB and 21 MAR.
01 Dec 22. RJFF, ROAH. VMC only (N34 E137).
KANOYA (JA) NDB OTS from 11 AUG 22 to 30 RJOO, FE H/L-5, FE H/L-6, FE H/L-7, FE H/
NOV 22 1500 UTC (N31 E130). RJFF, L-12, FE H/L-13.
ROAH. RESTRICTED AREA RJ(R)-532 times of ops
KOBE ACC SECTOR N16 chgd to Fukuoka chgd to:
ACC Sector F16. Northern boundary moved From 2200UTC 31 MAR 2022 to 0900UTC
approx 1 NM to the North. (N30 E131). 31 MAR 2023, during hours between
ROAH, FE H/L-8. 2200UTC and 0900UTC daily, Except for
KOBE ACC SECTOR N17 chgd to Fukuoka 2200UTC on SAT - 0900UTC on SUN, and
ACC Sector F17. (N21 E126). ROAH, FE H/ 2200UTC on the day before specified days -
L-8. 0900UTC on specified days. 2022: 29 APR,
KOBE ACC Sector N50 freq 132.4 chgd to 3-5 MAY, 18 JUL, 11 AUG, 19 SEP, 23 SEP,
134.6 (N33 E135). FE H/L-5, FE H/L-8. 10 OCT, 3 NOV, and 23 NOV. 2023: 1 JAN,
KOBE ACC SECTOR N52 freq 126.1 chgd to 2 JAN, 9 JAN, 11 FEB, 23 FEB and 21 MAR.
135.65 (N33 E130). RJFF, FE H/L-5, FE H/ VMC only (N38E142).
L-8. FE H/L-6, FE H/L-7, FE H/L-12, FE H/L-13.
KOBE ACC Sector N54 freqs 119.3 132.4 RESTRICTED AREA RJ(R)-533 times of ops
132.6 chgd to 134.6 (N31 E131). ROAH, FE chgd to:
H/L-5, FE H/L-8. From 2200UTC 31 MAR 2022 to 1000UTC
MINAMI TORISHIMA (ML) NDB decmsnd. 31 MAR 2023, during hours between
(N24 E153) Eff 01 Dec 22. P H/L-2. 2200UTC and 1000UTC daily, Except for
MIYAKO ACC WEST Sector chgd to Sector 2200UTC on SAT - 1000UTC on SUN, and
N17 (N24 E125). ROAH, FE H/L-8. 2200UTC on the day before specified day -
1000UTC on specified days. 2022: 29 APR,
NYUTABARU WEST CORRIDOR, Altitude
3-5 MAY, 18 JUL, 11 AUG, 19 SEP, 23 SEP,
should read FL190 - FL200 (N32 E130). FE
10 OCT, 3 NOV, and 23 NOV. 2023: 1 JAN,
HL-6.
2 JAN, 9 JAN, 11 FEB, 23 FEB and 21 MAR.
OKINO ACC NORTH and SOUTH Sectors VMC only (N31 E132).
chgd to Sector N16 and Sector N55. Sector
RJFF, ROAH, FE H/L-5, FE H/L-8, FE H/ and 10NM E-W. Altitude and time of opera-
L-12, FE H/L-13. tion: NOTAM. RJAA, FE H/L-6.
Sapporo ACC Hokkaido South Sector freq TOKACHI (OH) NDB decmsnd (N42 E143). Eff
133.5 estbld. (N41 E140) RJCC. 01 Dec 22. FE H/L-6, FE H/L-7.
SHIMOTSUSHIMA (VCT) TACAN decmsnd TOKUSHIMA (TS) NDB decmsnd (N34 E134).
(N34 E129). Eff 01 Dec 22. FE H/L-5. RJOO.
SHINTACHIKAWA (TN) NDB decmsnd (N35 Y235 MIGEM NCRP (N34 12.1 E134 53.1)
E139). Eff 01 Dec 22. RJAA. estbld, YANKS - MIGEM - HALKA 20/5 NM.
TEMPORARY TRAINING AREA Shizuhama FE HL-5, FE HL-7, FE HL-8.
estbld 2200UTC 7 SEP 22 to 1200UTC 6
SEP 23. An irregular shaped area approx 18 KAZAKHSTAN
NM N-S by approx 29 NM E-W beginning ATS ROUTES changed:
approx 5 NM of Shizuhama TAC (YZT). Alti- M741, LANOR (N5405.6 E06240.7) - Kostanay
tudes:6000' - 11000', (Exact Altitudes by VORDME (KST), MOCA 3100T; GATLU
NOTAM). Times of operation by NOTAM. withdrawn; ARBIM - LUGER, 161NM. EA
(N35 E138) FE H/L-5, FE H/L-6, FE H/L-7. HL-6.
TEMPORARY TRAINING AREAS estbld from
2200 UTC 5 OCT 2022 to 1200 UTC 4 OCT KOREA
2023 by Japan Self Defense Force (JSDF) as ATS ROUTES changed:
follows (N37 E142):
A586 MANOL NCRP estbld (N33 36.5 E126
HYAKURI NR1 desig [NE of Choshi TAC 55.2). ATINA - MANOL - Jeju (CJU)
(CVT)], an irregularshape approx 45NM N-S VORTAC 10/20 NM. Eff 01 Dec 22. FE H/
and 35NM E-W. Altitude and time of opera- L-5, FE H/L-8.
tion: NOTAM.
A593 redesig one-way SW-bnd SADLI to
HYAKURI NR2 desig [NE of Choshi TAC NIRAT (N32 E125). FE H/L-5, FE H/L-8, FE
(CVT)], an irregular shape approx 35NM N-S H/L-12.
V543 COP 25 NM/83 NM from Gwangju (KWA)
tion: NOTAM.
VOR (N35 E126). FE HL-5, FE HL-8.
HYAKURI NR3 desig [NE of Choshi TAC
W45 PIPOL renamed RIMPO; BOKUM
renamed RUNIT. COP 23 NM from Gwangju
(KWJ) TAC/85 NM from Busan (PSN)
tion: NOTAM.
VORTAC (N35 E 127). FE H/L-5, FE H/L-7,
HYAKURI NR4 desig [NE of Choshi TAC FE H/L-8.
Y571 estbld SOSDO - OMKIM 048°/229°, 17
NM, MEA 11000; OMKIM - PAPLU 049°/
tion: NOTAM.
229°, 28 NM; PAPLU - AKPON 056°/236°, 18
HYAKURI NR5 desig [NE of Choshi TAC NM; AKPON - NISAV 43 NM; NISAV -
(CVT)], an irregular shape approx 55NM N-S ANROD 056°/237°, 34 NM; ANROD -
and 40NM E-W. Altitude and timeof opera- POVEM 057°/237°, 27NM; POVEM - Busan
tion: NOTAM. (PSN) VOR 029°/209°, 13 NM. (N33 E126).
HYAKURI NR6 desig [NE of Choshi TAC Eff 01 Dec 22. FE H/L-5, FE H/L-8.
Y572 estbld one-way SW-bnd Busan (PSN) MANOL HOLDING withdrawn. (S33 E126) Eff
VOR - OLMUD RNAV NCRP (N35 02.4 E128 01 Dec 22. FE H/L-5, FE H/L-8, FE H/L-12.
49.3) 249°, 10 NM, MEA 11000; OLMUD - MILITARY OPERATIONS AREA MOA-28
ENGOT RNAV NCRP (N34 48.6 E128 29.9) extended south approx 20 NM to an irregular-
237°, 21 NM; ENGOT - POVOR RNAV shaped area approx 68 NM N-S by approx 32
NCRP (N34 15.3 E127 44.0) 50 NM; POVOR NM E-W beginning approx 32 NM W of
- UPGOS RNAV NCRP (N33 57.6 E127 Tsushima (VCE) VOR (N34 E128). Eff 01
19.9) 27 NM; UPGOS - BILUM RNAV NCRP Dec 22. FE H/L-5, FE H/L-7, FE H/L-8.
(N33 46.2 E127 04.7) 17 NM; BILUM - MILITARY OPERATIONS AREA MOA-29 chgd
BEPKO RNAV NCRP (N33 39.2 E126 55.2) to irregular-shaped area approx 43 NM N-S
11 NM; BEPKO - Jeju (CJU) VOR 230°/050°, by approx 32 NM E-W beginning approx 37
22 NM. Estbld two-way 'CJU' VOR - OMKIM NM NE of Jedong (JDG) VOR (N33 E127).
RNAV NCRP (N33 13.3 E126 41.2) 169°/ Eff 01 Dec 22. FE H/L-5, FE H/L-8.
249°, 11 NM; OMKIM - TOSAN 14 NM;
TOSAN - RUGMA 32 NM. Eff 01 Dec 22. FE
(N35 E129). FE H/L-5, FE H/L-7, FE H/L-8.
H/L-5, FE H/L-7, FE H/L-8.
RESTRICTED AREA RK(R)-72 extended
Y579 withdrawn Busan (PSN) VORTAC to
approx 7 NM to the east and reduced approx
RUGMA (N33 E126). Eff 01 Dec 22. FE H/
3 NM to the east in the north-west corner
L-5, FE H/L-7, FE H/L-8, FE H/L-12, FE H/
(N34 E128). Eff 01 Dec 22. FE H/L-5, FE H/
L-13.
L-8, FE H/L-13.
Z83 SARAM - ENGOT RNAV NCRP (N34 48.6
TEMPORARY RESTRICTED AREA BUSAN
E128 29.9) 193°/013°, 19 NM, MEA 5000;
estbld from 1500 UTC 1 JAN 2022 to 1459
ENGOT - ANROD RNAV NCRP (N34 38.0
UTC 31 DEC 2022. An irregular-shaped area
E128 29.9) 188°/008°, 11 NM. TOPAX with-
approx 6 NM E-W by approx 3 NM N-S
drawn. Eff 01 Dec 22. FE H/L-5, FE H/L-7,
beginning approx 6 NM E of Busan VOR.
FE H/L-8.
Altitudes GND - 1500' AGL. Further informa-
Z85 BILUM RNAV NCRP (N33 46.2 E127 04.7) tion notified by NOTAM. FE H/L-5.
- PAPLU RNAV NCRP (N33 34.7 E127 03.6)
TEMPORARY RESTRICTED AREA DAEGU
192°/012°, 12 NM, MEA FL170; PAPLU -
estbld SW of Dalseong VOR (TGU) from
RUGMA 192°/011°, 65 NM. Eff 01 Dec 22.
1500 UTC 1 JAN 2022 to 1459 UTC 31 DEC
FE H/L-5, FE H/L-8, FE H/L-12.
2022. A circle with a 2 NM radius centered on
BEPKO HOLDING estbld (N33 39.2 E126 N35 39.8 E128 22.4. Altitudes GND - 1500'
55.2), inbound track 236°, LEFT turns, MHA AGL. Further information notified by NOTAM.
FL180. Eff 01 Dec 22. FE H/L-5, FE H/L-8, FE H/L-5.
FE H/L-12.
TEMPORARY RESTRICTED AREA
CHUCHON (CJ) NDB decmsnd (N37 E127). GOHEUNG estbld SW of Sacheon VOR
RKSS. (SAC) from 1500 UTC 1 JAN 2022 to 1459
Gimhae (KMH) VOR/DME temporarily OTS UTC 31 DEC 2022. A circle with a 6 NM
from 1600 UTC 8 SEP 2021 to 1559 UTC 29 radius centered on N34 36.7 E127 12.4. Alti-
DEC 2021. FE HL-5, FE HL-8. tudes GND - 1500' AGL. Further information
GWANGJU (KWJ) TAC coords chgd to N35 notified by NOTAM. FE H/L-5.
07.4 E126 48.2. FE H/L-5. TEMPORARY RESTRICTED AREA GOSUNG
estbld SE of Sacheon VOR (SAC) from 1500
UTC 1 JAN 2022 to 1459 UTC 31 DEC 2022. Altitudes: GND - 1500' AGL. Further informa-
A circle with a 0.8 NM radius centered on tion notified by NOTAM. RKSS.
N35 01.4 E128 22.9. Altitudes GND - 1500'
AGL. Further information notified by NOTAM. LAOS
FE H/L-5. ATS ROUTES changed:
TEMPORARY RESTRICTED AREA GWAN- A202 Savannakhet (SAV) VOR - VILAO MEA
GYANG estbld from 1500 UTC 1 JAN 2022 FL200. (N16 E104). FE H/L-1, FE H/L-3.
to 1459 UTC 31 DEC 2022. A circle within a Oudomsay (OUD) NDB decmsnd (N20 E102).
2.2 NM radius centered on N35 00.2 E127
FE HL-1.
47.1. Altitudes: GND - 1500' AGL. Further
information notified by NOTAM. FE H/L-5. MALAYSIA
TEMPORARY RESTRICTED AREA HWA-
ATS ROUTES changed:
SEONG estbld from 1500 UTC 01 JAN 2022
to 1459 UTC 31 DEC 2022. An irregular M522 ELPOX (N04 53.3 E115 53.8) and
shaped area approx 1.5 NM S-N by approx 1 ENBAX (N06 44.0 E116 05.5) NCRPs estab-
NM E-W beginning approx 18 NM N of Song- lished. MAMOK - ELPOX - Kota Kinabalu
tan VOR. Altitudes GND - 1000' MSL. Further VOR (VJN) - ENBAX - NODIN 49/61/50/87
information notified by NOTAM. RKSS. NM. WBSB.
TEMPORARY RESTRICTED AREA INCHEON M758 OLKIT - VIDIP MEA FL240. WBSB.
estbld from 1500UTC 1 JAN 2022 to 1459 W401 OMKOM CRP estbld (N01 31.2 E103
UTC 31 DEC 2022. An irregular shaped area 59.2). ALFA - OMKOM - HOSBA 10/28NM.
approx 2 NM N-S and 1.5 NM E-W, 7.5 NM WSSS.
W of Gimpo VOR. Altitudes GND-1000' AGL. W441 ESBOB CRP established (N05 21.4
Further information notified by NOTAM. E114 40.7). DOGOG - ESBOB - UKIBA
FE H/L-5, FE H/L-8, FE H/L-12, FE H/L-13, 33/22 NM. WBSB.
RKSS. W456 Sibu (VSI) VOR - Mukah (VMH) VOR
TEMPORARY RESTRICTED AREA JEONJU 003°/183°, 39NM, MEA 5000 (N02 E112). FE
estbld from 1500 UTC 1 JAN 2022 to 1459 H/L-2, FE H/L-4, FE H/L-11.
UTC 31 DEC 2022. A circle within a 1 NM W651 OMKOM CRP estbld (N01 31.2 E103
radius centered on N35 45.6 E127 05.6. Alti- 59.2). Johor Bahru (VJB) VOR - OMKOM
tudes: GND - 1000' AGL. Further information- 21NM. WSSS.
notified by NOTAM. RKSS. Y446 ADLEX NCRP established (N05 55.5
TEMPORARY RESTRICTED AREA SEOG- E115 15.2). Kota Kinabalu VOR (VJN) -
WIPO estbld from 1500 UTC 1 JAN 2022 to ADLEX - PADLO 47/73 NM. WBSB.
1459 UTC 31 DEC 2022. A circle within a 0.8 BAHU PAHAT (BP) NDB decmsnd (N01 E102).
NM radius centered on N33 18.3 E126 18.5. WSSS, WIMM.
Altitudes: GND - 1000' AGL. Further informa- ENKOL HOLDING withdrawn (N02 E102).
tion notified by NOTAM. FE H/L-5. WMKK, WSSS, WIMM.
TEMPORARY RESTRICTED AREA YOUNG- JAYBEE (JB) NDB decmsnd and replaced by
WEOL estbld from 1500 UTC 1 JAN 2022 to GUMPU CRP (N01 30.0 E103 42.7). All
1459 UTC 31 DEC 2022. A circle within a 3 affected airways realigned thereafter (G579,
NM radius centered on N37 10.3 E128 28.1. W401). WSSS.
JOHOR TMA renamed Johor Bahru (N01 NIREN HOLDING; 123° inbound track;
E103). WSSS. RIGHT turns; MHA FL200;
KONG KONG (KK) NDB decmsnd (N01 E103). KAKAK HOLDING; 154° inbound track;
WSSS. RIGHT turns; MHA FL200 (N03 E100).
MERSING VOR/DME (VMR) OTS from 0000 WMKK, WIMM.
UTC 1 DEC 2022 to 2359 UTC 3 JUN 2023. The following holdings in Kuala Lumpur FIR are
Alternate facility Johor Bahru VOR/DME withdrawn:
desig, Freq 112.5, coords N01 39.8 E103 ABTOM,
39.7, ident 'VJB'. Eff 01 Dec 22. AS H/L-3, DAKUS,
WMKK, WSSS, FE H/L-1, FE H/L-2, FE H/
DUMAS,
L-4, FE H/L-11.
GOBAS,
Miri NDB (MYY) decmsnd. WBSB.
MATSU,
MIRI TMA Class C vertical limit 2500'-10000'
MSL, Class B vertical limit 10000' MSL- PIBOS,
FL145. WBSB. RUKVU,
MIRI TMA extended approx 20 NM to the east, TOPOR,
excluding Brunei TMA (N04 E114). WBSB. VINIL. WMKK, WSSS, WIMM.
MIRI (VMI) VORDME decmsnd (N04 E113).
MELBOURNE FIR
WBSB.
MIRI VORDME cmsnd. Ident 'VMY', freq 113.6, AUGUSTA CTAF chgd to 132.25 (S34 E115).
coords at N04 18.2 E113 58.7. WBSB. Eff 01 Dec 22. AU LO-2.
MULU CTR withdrawn and -Apt redesig VFR. KADINA, SA CTAF 126.7 estbld. (S33 E137)
WBSB. YPAD.
PULAU TIOMAN (VPT) VORDME decmsnd MARGARET RIVER, WA CTAF chgd to 132.25
and replaced by IDEMO NCRP (N02 54.5 (S33 E115). Eff 01 Dec 22. AU LO-2.
E104 06.1). All affected airways realigned MOAMA, NSW CTAF 119.1 estbld. (S36 E144)
thereafter (G334, R221). WMKK, WSSS, FE AU LO-2, AU LO-7, AU LO-8.
H/L-1, FE H/L-2, FE H/L-4, FE H/L-11,
WIMM. MICRONESIA
RESTRICTED AREA WB(R)-518 extended 10 TRADD HOLDING withdrawn (N07 E158). P H/
NM to the SW (NW of Labuan VOR (VLB)). L-2.
WBSB.
RESTRICTED AREA WB(R)-527 established NEW CALEDONIA
NE of Kinabalu VOR (VJN) as follows: Ac ATS ROUTES changed:
circle with a 2 NM radius centered on N06 R599 NONON CRP established (S23 19.5
04.8 E116 06.3. Altitudes: GND-500'. WBSB. E169 52.5). ELSAX - NONON - SADIM
TAWAU (TWU) NDB decmsnd (N04 E118). AS 251/150 NM. NWWW 10-1.
H/L-1, FE H/L-4. DANGER AREA NW(D)-2 upper limit chgd to
The following holdings are estbld within Kuala FL235 (NW of Tontouta VOR (LTO)).
Lumpur FIR: NWWW.
DANGER AREA NW(D)-3 upper limit chgd to H191 VAMSU renamed BUGNO; IDLOK
FL235 (S of Tontouta VOR (LTO)). NWWW. renamed ELDIB (S38 E174). AS H/L-7.
DANGER AREA NW(D)-5 upper limit chgd to H231 withdrawn Rotorua (RO) VOR to Waiuku
FL195 (SE of Tontouta VOR (LTO)). NWWW. (WI) NDB (S37 W175). AS H/L-7, NZAA.
DANGER AREA NW(D)-6 upper limit chgd to H240 OPAPA to Napier (NR) VOR MOCA 3300
FL195 (E of Tontouta VOR (LTO)). NWWW. (S39 E176). AS HL-7.
Lifou (LFU) VOR decmsnd (S20 E167). AS H/ H313 Ohakea (OH) VOR - AVPIB CRP (S39
L-5, NWWW. 36.8 E175 40.4) 358°/178°, 38 NM, MOCA
RESTRICTED AREA NW(R)-3A upper limit 5000; AVPIB - ISRET CRP (S39 12.4 E175
chgd to FL205 (SE of Tontouta VOR (LTO)). 51.7) 26 NM, MOCA 8600; ISRET - Taupo
NWWW. (AP) NDB 29 NM, MOCA 8100. TAMIS and
RESTRICTED AREA NW(R)-4 extended OTBAX withdrawn. Eff 01 Dec 22. AS H/L-7,
approx 1NM to the Northwest (S22 E166). NZWN.
NWWW. H339 withdrawn Waiuku (WI) NDB to Hamilton
RESTRICTED AREA NW(R)-5 estbld. An irreg- (HN) VOR (S37 W175). AS H/L-7, NZAA.
ular shape area approx 17 NM N-S by 14 NM H381 withdrawn Tauranga (TG) NDB to Waiuku
E-W beginning approx 6 NM W of the Kone (WI) NDB (S37 E175). NZAA.
(KQ) NDB. Altitudes: 500' AGL - 3000' MSL H403 withdrawn Rotorua (RO) VOR to Auck-
(S21 E164). land (AA) VOR (S37 E175). AS H/L-7,
NWWW. NZAA.
Q101 GOVDU RNAV CRP estbld at S38 46.9
NEW ZEALAND E177 17.3. GOTNO - GOVDU - IBULI 18/36
ATS ROUTES changed: NM, MOCA 4900/6700. AS H/L-7.
A338 RAPPY CRP estbld (S77 10.5 E165 Q108 estbld TULMI - REKIS RNAV CRP (S37
13.6). BYRRD - RAPPY - JEHOO 20/60 NM. 18.5 E174 59.9) 273°/093°, 21NM, MOCA
AS H/L-6. 2900. AS H/L-7, NZAA.
B581 GOBIN renamed GOMIK (S09 W172). Q128 estbld SEBSA RNAV CRP (S46 50.7
AS H/L-5. E168 15.6) - AMVIX RNAV CRP (S46 36.5
G594 KENNE withdrawn. Auckland (AA) VOR - E168 22.3) 352°/172°, 15 NM, MEA 2000;
AKLOM 041°/220°, 200 NM. (S36 E175) AS AMVIX - Invercargill (NV) VOR 323°/143°, 12
H/L-7, NZAA. NM. AS H/L-8.
H133 Wellington (WN) VOR to Woodbourne Q132 OSNUM CRP estbld (S37 16.2 E175
(WB) VOR MOCA 4400; (WB) VOR to LUBSI 26.2). NOBAR - OSNUM - MERAS 18/8NM,
MOCA 4800. (S41 E173) NZWN. MOCA 4800/2200. AS H/L-7, NZAA.
H173 withdrawn POKOM to Surrey (SY) NDB Q144 estbld UPLIN - PUHOI 277°/097°, 12NM,
(S37 W174). AS H/L-7, NZAA. MOCA 2300 (S36 E174). AS H/L-7, NZAA.
H191 ONAGO CRP estbld (S38 52.5 E175 Q148 estbld POKOM - IGABI 350°/171°, 28
30.7). Taumarunui (TM) NDB - ONAGO - NM, MOCA 3600 (S37 E174). AS H/L-7,
Taupo (AP) NDB 10/28 NM. Eff 01 Dec 22. NZAA.
AS H/L-7. Q151 estbld KARRL - POKOM 045°/225°, 15
NM, MOCA 3600; POKOM - PEPPE 002°/
182°, 19 NM; PEPPE - LAKES 020°/200°, 10
NM, MOCA 2100; LAKES - MERAS 012°/ 155°, 46 NM, MOCA 1200 (S40 E174). AS H/
192°, 18 NM, MOCA 2200 (S37 E174). AS H/ L-8.
L-7, NZAA. Q665 estbld UPLIN - KAWAU 286°/106°,
Q154 estbld WAIHI - UGSAP RNAV CRP (S36 10NM, MOCA 2300 (S36 E147). AS H/L-7.
44.4 E175 57.8) 342°/162°, 38 NM, MOCA Q787 ANOPA CRP estbld (N46 05.3 E168
3400; UGSAP - DOSTU 301°/121°, 38 NM, 25.5). Invercargill (NV) VOR - ANOPA -
MOCA 3200. AS H/L-7, NZAA. SUNGU 20/39 NM. Eff 01 Dec 22. AS H/L-8.
Q155 estbld TULMI - MERAS 321°/141°, 16 Q825 AKTAN RNAV CRP estbld (S41 14.9
NM, MOCA 2900 (S37 E175). AS H/L-7, E175 07.6). Wellington (WN) VOR - AKTAN -
NZAA. MAMOD 15/17NM. AS H/L-8, NZWN.
Q162 estbld UGSAP RNAV CRP (S36 44.4 R453 UVUTI - Faleolo VOR (FA) MOCA 3300'
E175 57.8) - OBKIT RNAV CRP (S36 44.4 (S14 W174). NSTU.
E175 27.1) 250°/070°, 25 NM, MOCA 4000; V317 withdrawn Waiuku (WI) NDB to LENGU
OBKIT - HOOKS 250°/070°, 10 NM, MOCA (S37 E174). AS H/L-7, NZAA.
3800; HOOKS - Auckland (AA) VOR 212°/
V443 withdrawn Surrey (SY) NDB to EMRAG
032°, 26 NM, MOCA 2000. AS H/L-7, NZAA.
(S37 E175). AS H/L-7, NZAA.
Q171 IGMEK RNAV CRP estbld (S38 39.8
Y153 DOPKI - Christchurch (CH) VOR MOCA
E176 57.0). GOTNO - IGMEK - LUKMI 32/25
3400 (S43 E171). AS H/L-8, NZCH.
NM, MOCA 6200/5900. AS H/L-7, NZAA.
Y273 IDLOK renamed ELDIB (S38 E174). AS
Q184 estbld POKOM - IGABI 350°/171°, 28NM
H/L-7.
(S37 E174). AS H/L-7, NZAA.
Y502 estbld one-way S-bnd Wellington (WN)
Q196 BUDPA CRP (S44 09.2 E171 27.3) and
VOR - VENAM 172°, 31 NM, MOCA 3300
IVRON CRP (S43 48.8 E171 58.9) estbld.
(S41 E174). Eff 01 Dec 22. AS H/L-8,
Timaru (TU) NDB - BUDPA - ELDAK -
NZWN.
IVRON - Christchurch (CH) VOR 14/20/10/30
NM. NZCH. Y631 estbld one-way N-bnd Wellington (WN)
VOR - ATVIN RNAV CRP (S40 43.7 E 174
Q202 EPGON RNAV CRP (S39 37.8 E174
40.5) 327°, 37 NM, MOCA 3200; ATVIN -
27.5) and UPSOD RNAV CRP (S39 35.5
MEVAX 336°, 61 NM, MOCA 2600. Eff 01
E174 21.8) estbld. MEVAX - EPGON -
Dec 22. AS H/L-7, AS H/L-8, NZWN.
UPSOD - ORIPA 10/5/5 NM, MOCA
2700/2500/2100. AS H/L-7, NZWN. Y738 Wellington (WN) VOR to TPAPA MOCA
3200 (S41 E174). NZWN.
Q277 Waiuku (WI) NDB withdrawn. DAVEE -
BROOK 27 NM(S37 E174). AS H/L-7, Auckland CTA class C sector 6500-9500'
NZAA. extended approx 30 NM to the Southeast
(S37 E174).
Q497 IRMUV RNAV CRP (S38 59.1 E177 05.2)
estbld. GOTNO - IRMUV - MOOSE 16/22 Eff 01 Dec 22. AS H/L-7, NZAA.
NM, MOCA 3700/6700. AS H/L-7. DANGER AREA NZ(D)-020 withdrawn (NE part
Q518 VELGA to PADMU MOCA 2200 (S39 of Auckland Oceanic FIR) (S37 W160). AS
E174). AS H/L-7. H/L-6.
Q566 estbld IPMIR - SWUTH 346°/166°, 30N DANGER AREA NZ(D)-021 withdrawn (NE part
NM, MOCA 4800; SWUTH - AKAVI 334°/ of Auckland Oceanic FIR) (S44 W146). AS
H/L-6.
DANGER AREA NZ(D)-024 withdrawn (NE part NIUE

of Auckland Oceanic FIR) (S29 W161). AS NIUE (NU) DME coords chgd to S19 04.4
H/L-5, AS H/L-6. W169 55.0. AS H/L-5.
DANGER AREA NZ(D)-524 estbld (NW of Well-
ington [WN] VOR) as follows: A circle with a PAPUA NEW GUINEA
1 NM radius centered on S41 06.3 E175
ATS ROUTES changed:
30.0. Altitudes: GND - 2500 AGL. AS H/L-7,
AS H/L-8, NZWN. B598 REDOX - NIPOK MOCA 5000 (S09
E155). AS H/L-5.
DANGER AREA NZ(D)-923 withdrawn (S of
Timaru [TU] NDB) (S44 E171). AS H/L-8. H545 estbld Port Moresby (PY) VOR - UPSET
070°/250°, 140 NM, MOCA 13700; UPSET -
MILITARY OPERATION AREA NZ(M)-308
TEDED 069°/249°, 97 NM, MOCA 8000;
estbld. An irregular-shaped area approx 30
TEDED - MINEN NCRP (S07 48.5 E152
NM S-N by approx 14 NM E-W beginning
34.4) 058°/238°, 98 NM, MOCA 1500;
approx 0.5 NM SW of Ohakea (OH) VOR.
MINEN - ONODO NCRP (S07 03.2 E154
Altitudes 13000 MSL - FL200 (S40 E175).
09.9) 105 NM; ONODO - EKUTA NCRP (S06
NZWN.
26.9 E155 25.6) 057°/237°, 84 NM, MOCA
MILITARY OPERATIONS AREA NZ(M)-307 2500; EKUTA - KIETA NCRP (S06 18.4
estbld. An irregular-shaped area beginning E155 43.7) 20 NM, MOCA 8300T. AS H/L-2,
approx 30 NM N by approx 10 NM E of AYPY.
OHAKEA VOR. Altitudes 8000 MSL - FL200
H660 estbld TEDED - GUMOT 050°/230°, 106
(N40 W175). AS H/L-6, NZWN.
NM, MOCA 14400; GUMOT - KAPKI 051°/
NIUE NDB cmsnd. Ident 'NU', freq 345, coords 231°, 89 NM (S09 E149). AS H/L-2, AYPY.
S19 04.5 W169 54.9. AS H/L-5.
H795 estbld TEDET NCRP (S08 30.4 E151
OAONUI (MCC) DME decmsnd (S39 E173). 04.9) - TALPA NCRP (S07 29.9 E152 16.2)
AS H/L-7, AS H/L-8. 042°/222°, 93NM, MOCA 1500; TALPA -
OAONUI (MCC) NDB decmsnd (S39 E173). AS MOKIN NCRP (S06 24.2 E153 33.2) 100NM;
H/L-7, AS H/L-8. MOKIN - LUNTO CRP (S05 26.6 E154 40.0)
SURREY (SY) NDB decsmsnd (S37 E175). AS 88NM, MOCA 2700. AS HL-2, FE HL-13.
H/L-7, NZAA. Undesignated ATS route redesig bi-directional
WAIUKU (WI) NDB decsmsnd (S37 E174). AS H797 GUNKI to EPKED (S08 E146). AS H/
H/L-7, NZAA. L-2, AYPY.
WELLINGTON CTA Class C estbld an irregular Undesignated ATS route redesig H401 Vanimo
shaped-area approx 15 NM N-S by 2 NM W- (VNO) NDB to Nadzab (NZ) VOR. Estbl
E, beginning approx 5 NM E of Wellington Nadzab (NZ) VOR - GUARI NCRP (S08 07.5
(WN) VOR, altitudes 3500-9500 (S41 E174). E146 58.8) 164°/344°, 94NM, MOCA 14000;
Eff 01 Dec 22. AS H/L-8, NZWN. GUARI - LELID CRP (S08 54.7 E147 07.2)
WELLINGTON CTR extended approx 1,5 NM 47NM; LELID - Port Moresby (PY) VOR,
west (S41 E174). Eff 01 Dec 22. AS H/L-8, 33NM, MOCA 8500. FE H/L-13.
NZWN. Undesignated ATS route redesig H530 IKERU
to SAKTO. RUTAG NCRP estbld (S08 21.0
E146 26.5). LUGLI - RUTAG - SAKTO 60/28
NM. AS H/L-2, AYPY.
Undesignated ATS route redesig H541 KIBAV NM, MEA FL90; LAMUT - DYERA CRP (N17
to MORO (MOR) NDB. H541 estbld 'MOR' 17.9 E121 23.5) 013°/193°, 37 NM, MEA
NDB - KOMO (YXM) VOR 304°/124°, 29 NM, FL110. RPLL.
MOCA 11500 (S06 E142). AS H/L-2, AYPY. DANGER AREA RP(D)-34 established NW of
Undesignated ATS route redesig H674 Port Clark VOR (CIA) as follows: A circle with a 2
Moresby (PY) VOR to KALKO. Estbld NM radius centered on N15 22.5 E120 30.7.
KALKO - SEKDI CRP (S10 28.2 E150 45.3) Altitudes: GND - 3000' AGL. RPLL.
105°/285°, 25NM, MOCA 5000; SEKDI - DANGER AREA RP(D)-35 estbld. A circle with
[AYMS] 089°/269°, 124NM, MOCA 5700. AS a 3NM radius centered on Basa AB apt
HL-2, AS HL-5, AYPY. RPUF (N14 59.2 E120 29.6). Altitudes: GND
Undesignated ATS route redesig H782 KIBAV - 2000 AGL. RPLL.
to IKERU (S05 E144). AS HL-2, AYPY. DANGER AREA RP(D)-36 estbld. An irregular-
Undesignated ATS route redesig H783 IKERU shaped area approx 8 NM S-N by approx 7.5
to Moro (MOR) NDB (S06 E143). AS H/L-2, NM E-W beggining approx 2.5 NM SW of
AYPY. Basa (BB) NDB (N14 E120). RPLL.
Undesignated ATS route redesig H787 AVLIX Manila ACC SECTORS redesig as follows:
to SAKTO (S07 E147). AS H/L-2, AYPY. NORTH-WEST: Encompassing the NW por-
Undesignated ATS route redesig H788 AVLIX tion of Manila FIR within the vicinity of Laoag
to RUPNO (S07 E147). AS H/L-2, AYP Y. TMA (N19 E118). Freq 119.3, 128.7, 8942.
Undesignated ATS route redesig H790 LAROT CENTRAL-NORTH: Encompassing the Cen-
to KIBAV (S07 E144). AS H/L-2, AYPY. tral-North portion of Manila FIR within the
Undesignated ATS route redesig H796 LARID vicinity of Manila TMA and Laoag TMA (N16
to AVLIX (S06 E146). AS H/L-2, AYPY. E120). Freq 127.5, 125.7.
Undesignated ATS route redesig H798 LUDGA NORTH-EAST: Encompassing the NE por-
to AVLIX (S06 E147). AS HL-2, AYPY. tion of Manila FIR (N17 E127). Freq 128.7,
119.3, 8903.
OK TEDI (OKT) NDB coords chgd to S05 24.6
E141 19.1. AS HL-2. CENTRAL-EAST: Encompassing the Cen-
tral-east portion of Manila FIR within the
PHILIPPINES vicinity of Manila TMA (N15 E123). Freq
128.7, 125.7.
ATS ROUTES changed:
SOUTH-WEST: Encompassing the SW por-
B472/B473, LIPA (LIP) VOR decmsnd and
tion of Manila FIR within the vicinity of Puerto
replaced by LIGPA RNAV CRP (N13 57.4
Princesa TMA (N10 E116). Freq 118.9, 8942.
E121 07.6). RPLL.
CENTRAL-WEST: Encompassing the Cen-
LUBANG (LBG) VOR replaced with LUBAN
tral-West portion of Manila FIR within the
CRP same position. All affected airways are
vicinity of Manila TMA (N13 E119). Freq
realigned thereafter (B591, N884, W3 and
132.7, 118.9.
TR23) (N13 E120). RPLL.
SOUTH-EAST: Encompassing the SE portion
W16A changed to one way SE-bnd TAREM -
of Manila FIR within the vicinity of Mactan
ROSER. RPLL.
TMA, Tacloban TMA, Butuan TMA, Davao
W271 estbld Cabanatuan (CAB) VOR - LAMUT TMA, Tambler TMA and Cagayan TMA (N09
CRP (N16 41.8 E121 16.2) 013°/193°, 74 E127). Freq 132.5, 125.7, 8942.
CENTRAL-SOUTH: Encompassing the Cen- SW of Clark (CIA) VOR . Altitudes:

tral-South portion of Manila FIR within the GND-5000 AGL (N15 E120). RPLL.
vicinity of Manila TMA and Legazpi TMA
(N13 E119). Freq 125.7, 128.7. RUSSIA
SOUTH: Encompassing the South portion of ATS ROUTES changed:
Manila FIR within the vicinity of Zamboanga B912, NITNO NCRP estbld at N6308.1
TMA, Mactan TMA, Bacolod/Iloilo TMA and E11122.7; VADAS - NITNO, 117°/305°,
Kalibo TMA (N07 E121). Freq 124.9, 125.7, 128NM; NITNO - ABRER, 125°/307°, 44NM.
8942. EA HL-11.
WEST: Encompassing the West portion of B919, NIBON CRP estbld at N4406.1
Manila FIR (N14 E115). Freq 118.9, 8942. E14556.4; KESAD - NIBON - NELER,
Altitudes: GND - UNLTD. 12/14NM. EA HL-12.
RPLL. B933, OKMIB NCRP (N6641.7 E14501.8)
MILITARY TRAINING AREA -1 estbld. An irreg- estbld; LURET - OKMIB - NIBUK, 245/43NM.
ular-shaped area approx 9nm N-S by approx EA HL-11.
37nm E-W beginning approx 25nm S of B934, Khatanga VORDME (HTG) - SUBEM,
Manila VOR. Altitudes GND - 5000' MSL. MEA FL90. (N72 E102). EA HL-11.
RPLL. B954, BEKNE and OGUTO withdrawn; NCRPs
MILITARY TRAINING AREA -2 estbld. An irreg- estbld, BABDO at N7200.4 E11239.4 and
ular-shaped area approx 23nm N-S by GINED at N7159.0 E11530.9; ARKAT -
approx 45nm E-W beginning approx 32nm S BABDO, 102°/284°, 12NM; BABDO - SALAK,
of Manila VOR. Altitudes GND - 8000' MSL. 104°/286°, 27NM; SALAK - GINED, 098°/
RPLL. 281°, 26NM; GINED - DISAM, 101°/284°,
MTA-1 estbld. An irregular-shaped area approx 38NM. EA HL-11.
38 NM E-W by approx 9 NM N-S located N of G101, EKPAD wdwn; KOMOT NCRP estbld at
Lipa VOR (LIP). excluding Restricted Area N7135.1 E11500.3; SALAK - KOMOT -
RP (R)-72. Altitudes Gnd - 5000' MSL; Times UPKOL, 28/48NM. EA HL-11.
of operation Sunrise-Sunset. RPLL. G112, RAREG replaced by LUMNA NCRP at
MTA-2 estbld. An irregular-shaped area approx N7129.1 E11351.1; SALAK - LUMNA, 201°/
48 NM E-W by approx 24 NM N-S excluding 020°, 30NM; LUMNA - LALEN, 200°/019°,
Restricted Area RP(R)-72, and located S of 121NM; Ust-Kut NDB (CI) replaced by
Lipa VOR (LIP). Altitudes Gnd - 8000' MSL; GAKPO CRP at same position. EA HL-11.
Times of operation Sunrise-Sunset. RPLL. G489, Dudinka NDB (BI) - OMADA, MEA FL80;
SUBIC BAY Intl renamed to Subic Bay Principal OMADA - Igarka VORDME (IGR) - LAPTI,
(N14 E120). RPLL. MEA FL100; LAPTI - BIBIR, MEA FL80;
SUBIC BAY Intl renamed to Subic Bay Principal BIBIR - Turukhansk VORDME (THN), MEA
(N14 E120). RPLL. FL100. (N69 E086). EA HL-11.
SUBIC CTR chgd to class D (N14 E120). G490, Norilsk VORDME (NOR) - OLURI, MEA
RPLL. FL100; OLURI to GOBNA, MEA FL80;
TRAINING AREA CORRIDOR 2 estbld. An GOBNA - Turukhansk (THN) VORDME, MEA
irregular-shaped area approx 17 NM NS by FL100. (N69 E087). EA HL-11.
approx 18 NM EW beginning approx 1 NM
G812, GITAR wdwn; OGMEK CRP estbld at CRP, 251°/069°, 108NM; DERUD to GINAN,
N6139.2 E15827.8, Severo-Evensk NDB MEA FL270; GINAN - MEBAR NCRP, 250°/
(DL) - OGMEK - URABI, 27/141NM. EA 069°, 44NM, MEA FL80, MOCA 8300T;
HL-12. MEBAR - LUMAG, 249°/069°, 39NM, MEA
L162 redesignated T150, EVMUV (N7044.9 FL80, MOCA 8300T; complete Awy MAA
E03205.0) - LIMUS. EA HL-11. FL550. EA HL-12.
L265, DILOS (N7133.9 E10157.6) - Khatanga T533 extended; GIMON NCRP - ORTUP CRP
VORDME (HTG), MEA FL90. EA HL-11. at N6952.6 E04711.6, 146°/327°, 100NM;
M130, ZUTNA NCRP etsbld at N6833.0 ORTUP - ZUTNA NCRP at N6833.0
E04745.7; DOMED - ZUTNA - RINOV, E04745.7, 147°/329°, 81NM; ZUTNA -
122/37NM; MISOR - Dudinka NDB (BI), MEA IFOMA NCRP at N6751.0 E04802.1, 149°/
FL80; Dudinka NDB - Norilsk VORDME 330°, 43NM; IFOMA - DAMNU NCRP at
(NOR) - ANESO, MEA FL100; ANESO - N6729.2 E04810.3 - UFENI NCRP at
PENOP, MEA FL80. EA HL-11. N6710.4 E04817.1, 150°/330°, 22/19NM;
UFENI - IKFON NCRP at N6652.0 E04823.6,
M131, TIKMI (N7140.9 E10334.0) to RELTA,
150°/331°, 19NM; IKFON - ODSEL CRP,
MEA FL90. EA HL-11.
151°/332°, 63NM; ODSEL - OGBAS NCRP,
N742, NITNO NCRP estbld at N6308.1 152°/332°, 12NM; OGBAS - ELMAR NCRP
E11122.7; Mirny VORDME (DEM) - NITNO, at N6523.4 E04857.6, 144°/325°, 15NM;
309°/125°, 81NM; NITNO - VADAS, 305°/ ELMAR - VELZE NCRP at N6512.6
117°, 128NM. EA HL-11. E04904.5 - AMEDO NCRP, 145°/325°,
N866, IFOMA NCRP estbld at N6751.0 11/26NM; AMEDO - ALUPO CRP at N6431.5
E04802.1; ORTEM to RIBNA, MEA FL90; E04928.6, 147°/327°, 17NM; GIMON to
NALEL - IFOMA - OSBUT, 94/143NM. EA ALUPO, MEA FL270, MAA FL540. EA
HL-11. HL-11.
T454 estbld; LUMAG CRP (N5954.6 E15043.2) T567, DAMNU NCRP estbld at N6729.2
- TITAL NCRP, 053°/234°, 38NM, MEA E04810.3; Naryan-Mar VORDME (NRM) -
FL90, MOCA 7300T; TITAL - DERUD CRP, DAMNU, 244°/061°, 114NM; DAMNU -
054°/235°, 36N, MEA FL90, MOCA 7300T; BLAGO, 241°/058°, 131NM. EA HL-11.
DERUD - Omsukchan NDB (BM) CRP, 054°/ W27, Norilsk VORDME (NOR) - LORDA, MEA
235°, 138NM; Omsukchan NDB - OSKON FL100; LORDA - VOLAS, MEA FL80; MINPI
CRP, 045°/228°, 210NM; OSKON - OKEPA - Khatanga VORDME (HTG), MEA FL90. For
CRP, 046°/229°, 207NM; OKEPA - MAKUB Russian users only. EA HL-11.
NCRP, 043°/225°, 105NM; MAKUB - BEKMI
W272, TURMA (N6417.7 E10026.2) - BANEG,
CRP, 046°/227°, 47NM; BEKMI - NISEL
MEA FL110; DITKU to OBABO, MEA FL90.
CRP, 104°/286°, 122NM; NISEL - PEMID
For Russian users only. EA HL-11.
CRP, 106°/287°, 99NM; PEMID - NIDAR
CRP, 195°/014°, 117NM; NIDAR - GOROM BLAGOVESHCHENSK/IGNATYEVO TMA
NCRP, 244°/062°, 90NM; GOROM - TOSMA lower limit 7500' (N50 E147). EA HL-12.
NCRP, 243°/062°, 51NM; TOSMA - LORKI EKIMCHAN NDB (FA) HOLDING estbld
CRP, 242°/061°, 57NM; LORKI - ASMOK (N5308.3 E13250.0) , inbound track 146°,
NCRP, 249°/068°, 91NM; ASMOK - ASBAT LEFT turns, MHA FL120. EA HL-11, EA
CRP, 248°/066°, 118NM; ASBAT - BUSUL HL-12.
NCRP, 249°/064°, 286NM; BUSUL - GINAN
KHABAROVSK CTA lower limit 9500' (N62 SOLOMON IS

E145). EA HL-12, FE HL-7. HONIARA INTL/HENDERSON renamed Hon-
KHABAROVSK/NOVY TMA lower limit 7500' iara Intl (S09 E160). AS H/L-2, AS H/L-5, P
(N49 E135). EA HL-12, FE HL-7. H/L-2.
PETROPAVLOVSK-KAMCHATSKY CTA lower
limit 4000' AGL (N53 E158). EA HL-12. TAIWAN
PETROPAVLOVSK-KAMCHATSKY CTR upper HENGCHUN (KW) NDB decmsnd (N21 E120).
limit 4000' AGL (N53 E158). EA HL-12. Eff 01 Dec 22. RCTP, FE H/L-3, FE H/L-8,
PETROPAVLOVSK-KAMCHATSKY FIR with- FE H/L-9, FE H/L-12, FE H/L-13.
drawn (N56 E150). EA HL-12. MAGONG (BM) NDB decmsnd (N23 E119). Eff
Sankt Petersburg FIR lateral limits chgd to 01 Dec 22. RCTP, FE H/L-3, FE H/L-9.
include previous Arkhangelsk, Kotlas, Mur-
TEMPORARY (AREA B) - Airspace Blocked
mansk, Murmansk Oceanic, Syktyvkar and due to flight testing effect from15 FEB 2022
Vologda FIRs. EA HL-11. 0320 UTC until 29 DEC 22 0820 UTC. An
UH(P)-350 estbld; GND-8000' AGL (N51 irregular shaped-area aprox 50 NM N-S by
E128). EA HL-11, EA HL-12, CCN 301. 12 NM E-W, centered approximately 36
YUZHNO-SAKHALINSK/KHOMUTOVO TMA NME-NE of Magong (MKG) VOR (N23
lower limit 7500' (N47 E143). EA HL-12, FE E119). Altitudes GND - FL450. Affected date
HL-7. and time of affected routes as follows:
2022: 15 FEB - 24 FEB, 2 MAR - 29 MAR
SINGAPORE Daily: 0400 - 0500 UTC; 9 APR - 28 APR, 4
ATS ROUTES changed: MAY- 1 JUN, 7 JUN - 31 AUG Daily: 0400 -
0500 UTC; 1 SEP - 7 SEP, 13 SEP - 6 OCT,
A464 D114Y withdrawn. Sinjon (SJ) VORDME -
12 OCT - 29 DEC Daliy: 0720 - 0820 UTC.
Tanjung Pinang (TPG) VORDME 44NM (N01
E104). WSSS. A1: between Houlong (HLG) and (MKG)
SINJON (SJ) VOR coords chgd to N01 13.3 W4: between (HLG) and Sigang (TNN)
E103 51.3. WSSS. M750: between TONGA and PILOX
B1, T3 RNAV and T5 RNAV TRANSITION.
SOCIETY ISLAND FE H/L-3, FE H/L-8, FE H/L-9, FE H/L-12,
ATS ROUTES changed: FE H/L-13.
J21 withdrawn Maupiti (MA) NDB to Bora Bora
THAILAND
(BB) NDB (S16 W151). AS H/L-5.
J22 withdrawn Maupiti (MA) NDB to MEREV ATS ROUTES changed:
(S16 E152). AS H/L-5, NTAA. W6 EMRUT CRP (N16 00.3 E102 35.6) and
R11 estbld one way W-bnd BAMBI - MEKES AKRET CRP (N16 40.3 E103 08.9) estbld.
260°, 28 NM, MEA 4000 (S16 E151). AS H/ Khorat (KRT) VOR - ENRUT - Khon Kaen
L-5. (KKN) VOR 70/30 NM; (KKN) VOR - AKRET
- Sakon Nakhon (SKN) VOR 24/65 NM.
T2 MAUPITI (MA) NDB replaced by MEKES.
VTBD.
(S16 W152) AS H/L-5, NTAA.
W7 LILRI renamed VEGRA (N18 E098). Eff 01
MAUPITI (MA) NDB decmsnd. (S16 W152) AS
Dec 22. FE H/L-1.
H/L-5, NTAA.
W26 ISBEL renamed KADAV (N16 E098). Eff TONGA

01 Dec 22. FE H/L-1. ATS ROUTES changed:
Y2 NEMTE CRP (N16 03.7 E102 29.2) estbld. A592 GOBIL CRP estbld (S20 04.8 W174 38.2)
Khon Kaen (KKN) VOR - NEMTE - UBLOD Fua'Amotu VOR (TBU) - GOBIL - ISDOT
30/105 NM. VTBD. 75/276 NM. NSTU.
Y20 estbld along W1 Bangkok (BKK) VOR - B575 KETUP (S22 21.4 W175 45.3) and
Ubon (UBL) VOR (N14 E102). VTBD, FE EKEDI (S20 10.5 W174 26.3) CRPs estbld.
H/L1, FE H/L-3. REPOL - KETUP - Fua'Amotu VOR( TBU) -
Y21 estbld along W4 Udon Thani (UDN) VOR - EKEDI - OGELA 178/75/75/264 NM. NSTU.
Ubon (UBL) VOR (N16 E103). FE H/L-1, FE
H/L-3. UJUNG PANDANG FIR
Y22 estbld along W5 Udon Thani (UDN) VOR - BAWEAN renamed Harun Thohir (S05 E112).
Ubon (UBL) VOR (N16 E102). FE H/L-1, FE WADD.
H/L-3.
Y23 estbld along W6 Khorat (KRT) VOR - UNITED STATES OF AMERICA
Nakhon Phanom (NKP) VOR (N16 E102). BUTRR, Mich withdrawn.
VTBD, FE H/L-1, FE H/L-3.
Graham NDB (GHX) freq 371 OTS indefinitely.
BATOK, Thailand withdrawn (N14E102). FE
SANTA CATALINA, Calif (SXC) VOR freq chdg
HL-1, FE HL-3.
to 114.15 (N33 W118). H/L-2, H/L-3.
MAE SOT AERO renamed Mae Sot (N16
E098). FE H/L-1. VIETNAM
Pattani (PT) NDB unserviceable (W14, Y19) ATS ROUTES changed:
and replaced by temporary waypoint POXUN
DANGER AREA VV(D)-23 chgd to a circle with
(N06 47.3 E101 08.9) until further notice. FE
a 2.7 NM radius centered on N10 55.2 E106
H/L-1, FE H/L-3.
43.6. FE H/L-3, FE H/L-11.
SUKHOTHAI (THS) DME withdrawn (N17
E099). FE H/L-1. WESTERN SAMOA
UDON TMA chgd to a circle with a 30 NM LOGOTALA HILL NDB cmsnd. Ident 'LOG',
radius centered on Udon Thani (UDN) VOR
freq 242, coords at S14 21.2 W170 44.9. AS
excluding the Laos territory (S12 W077). FE
H/L-5, NSTU.
H/L-1, FE H/L-3.
TIMOR-LESTE
ATS ROUTES changed:
Z10 PATBO RNAV NCRP (S08 31.0 E125
56.0) - POPUS RNAV NCRP (S08 37.2 E126
04.0) 126°, 10NM; POPUS - TODOT RNAV
CRP 67 NM. TAPON withdrawn. FE H/L-10.
PACIFIC
ENROUTE CHARTS
ENROUTE GRAPHIC CHART CHANGE NOTICES PACIFIC

PACIFIC
ENROUTE CHARTS
PACIFIC
ENROUTE CHARTS
PACIFIC
ENROUTE CHARTS
PACIFIC
ENROUTE CHARTS
PACIFIC
ENROUTE CHARTS
AUSTRALIA
FLIGHT.
ENROUTE CHARTS G459 ATERA renamed SOVRO (S10 E140).

Eff 01 Dec 22. AU HI-9.
GENERAL H12 MIMMI renamed RILGO (S26 E149). Eff
01 Dec 22. AU HI-10, AU HI-9.
AUSTRALIA
H62 redesig H91 BRISBANE (BN) VOR to
CONTINENTAL AUSTRALIA CTA E1 lower CORKY (S32 E150). YWLM.
limit FL125. H66/H98/H133 GAMBL renamed IDNER (S28
E153). Eff 01 Dec 22. YBBN, LO-4, LO-6,
AU HI-10.
AUSTRALIA
H91 MEHAN renamed MESIM (S31 E151).
ATS ROUTES changed: YWLM.
A346/B474 PADDY renamed VEMLA (S26 H105 HACHI renamed SULMI (S28 E149). Eff
E158). Eff 01 Dec 22. AU HI-10, AU HI-9. 01 Dec 22. AU HI-10, AU HI-9, YBMK.
A464 ELLAS renamed DUBUD, TASHA H169 BENZO renamed AVNAS (S40 E145). Eff
renamed RILVO (S20 E140). Eff 01 Dec 22. 01 Dec 22. AU HI-10, AU LO-7, AU LO-8.
YBBN, AU HI-10, AU HI-9. H185 SUMSA NCRP estbld (S33 12.6 E151
A579 NATLI NCRP renamed UPSAD. Redesig 45.6). MARTO - SUMSA - Williamtown
CRP (S31 E157). Eff 01 Dec 22. AU HI-10, (WLM) NDB 7/25 NM. TOJAM renamed
AU HI-9. OMKAX. YWLM.
A598 SETER renamed PONUX (S24 E154). Eff H202 BOYSY - EMROT NCRP (S32 45.3 E149
01 Dec 22. YBBN, AU HI-10, AU HI-9. 48.8) 54 NM; EMROT- MISIT 13 NM; MISIT -
B580 TABAL renamed LENRI (S28 E159). Eff MUDGI 3 NM; MUDGI - MOVBU NCRP (S32
01 Dec 22. AU HI-10, AU HI-9. 18.1 E149 26.4) 17 NM; MOVBU - DAMAG
B587 BIDAG renamed ONARA (S18 E143). Eff NCRP (S31 07.4 E148 45.0) 79 NM; DAMAG
01 Dec 22. AU HI-9. - BIDNONCRP (S30 47.3 E148 33.5) 22 NM;
BIDNO - AGETA 51 NM. YWLM.
G222 EVIEC NCRP estbld (S30 21.3 E141
19.4). GOKEN - EVIEC - TAROR 21/86 NM. J64 BIDAG renamed ONARA, TASHA renamed
AU LO-2. RILVO (S20 E140). Eff 01 Dec 22. AU LO-3,
AU HI-9.
G222 TAROR renamed VAGPO (S31 E142).
Eff 01 Dec 22. AU LO-4, AU HI-10, AU HI-9, J64 withdrawn Ayers Rock (AYE) NDB - Alice
AU LO-2. Springs (AS) VOR. (S24 E133) YBAS.
G326 MIMMI renamed RILGO; MORRO J138 EGORE renamed SURVO, BIDAG
renamed LIKTO (S26 E150). Eff 01 Dec 22. renamed ONARA (S18 E143). Eff 01 Dec 22.
YBBN, AU HI-10, AU HI-9. YBTL, AU HI-9, YPDN.
G329 TABAL renamed LENRI (S28 E159). Eff
01 Dec 22. AU HI-10, AU HI-9.
AUSTRALIA
J151 PILLO renamed AROXO (S13 E139), Q28 withdrawn [YFDF] - CHARL (S22 E119).
COLLA renamed TUSTU (S12 E134). Eff 01 YPPH.
Dec 22. AU LO-3, AU HI-9, YPDN, AU LO-1. Q29/UQ205 TAREX renamed LUVAS (S37
J184 RUSSO renamed OKODU (S19 E143). E145). YMML.
Eff 01 Dec 22. AU LO-3, AU HI-9. Q30/Y33 BOXER renamed MATAR (S22
L503 NATLI renamed UPSAD (S31 E157). Eff E146). Eff 01 Dec 22. AU HI-10, AU HI-9.
01 Dec 22. AU HI-10, AU HI-9. Q31 CHARL renamed AVMAS; REVOP
L508 COOPS renamed KAGRI (S41 E157). Eff renamed AVPAL (S30 E116). Eff 01 Dec 22.
01 Dec 22. AU HI-10. AU HI-9, YPPH.
L513 COOPS renamed KAGRI; TUBBY Q31 [YCWA] replaced by KAPGA NCRP (S22
renamed TUVBI (S40 E158). Eff 01 Dec 22. 58.1 E118 48.8). YPPH.
AU HI-10. Q32 GRABL renamed NODEV (S32 E118). Eff
L514 REVOP renamed AVPAL (S30 E116). Eff 01 Dec 22. AU HI-9.
01 Dec 22. AU HI-9, YPPH, AU LO-1. Q38 WEEDA renamed UNVAX; REVOP
L521 WALTZ renamed REPUD (S35 E158). Eff renamed AVPAL (S30 E116). Eff 01 Dec 22.
01 Dec 22. AU HI-9. AU HI-9, YPPH.
M625 GILLY renamed BOTGU (S40 E156). Eff Q39 ELLAS renamed DUBUD (S29 E156). Eff
01 Dec 22. AU HI-10. 01 Dec 22. AS HI-10, AS HI-9.
M625/Y66 LEPAR renamed GIVID (S39 E150). Q67 estbld Brisbane (BN) VOR - BIXAD NCRP
YMML. (S26 41.5 E153 14.8) 357°, 41NM; BIXAD -
MACEL NCRP withdrawn. (S42 E147) YMHB. GUDSO NCRP (S26 16.7 E153 06.2) 332°,
N584/P880 JUMPA renamed SAKBI (S35 26NM; GUDSO - TAPET NCRP (S26 06.5
E159). Eff 01 Dec 22. AU HI-10, AU HI-9. E152 57.9) 313°, 13NM; TAPET - LOAFA
314°, 79NM; LOAFA - Glandstone (GLA)
N759 FARRA renamed ANGEX (S37 E146).
VOR 314°, 86NM; (GLA) VOR - CAPRI 320°,
YMML.
111NM; CAPRI - Hamilton (HM) VOR 320°,
N759 MIKEL renamed MIKEG (S38 E157). Eff 134NM; (HM) VOR - SWALO 313°, 195NM;
01 Dec 22. AU HI-10, AU HI-9. SWALO - BARIA 315°, 43NM; BARIA -
P766 MIKEL renamed MIKEG (S38 E157). Eff UPOLO 315°, 39NM; UPOLO - Cairns (CS)
01 Dec 22. AU HI-9. VOR 226°, 15NM. YBCS, YBMK.
Q9 RANGR renamed RULVI; REVOP renamed Q69 RULUN estbld (S26 54.1 E153 29.5).
AVPAL (S30 E116). Eff 01 Dec 22. AU HI-9, MAKRU - RULUN - ITIDE 38/10 NM. Eff 01
YPPH. Dec 22. YBBN.
Q10 GRABL renamed NODEV (S32 E118). Eff Q94 redesig Q923 SUNSHINE COAST (SU)
01 Dec 22. AU HI-9, YPPH. VOR to CANTY (S36 E144) YMML.
Q11/Q25/Q73 CAMEL renamed NOMAV (S29 Q158 KATHI renamed ESMIN (S32 E119). Eff
E118). Eff 01 Dec 22. AU HI-9. 01 Dec 22. AU HI-9, YPPH, AU LO-1, AU
Q15/W778 HOOKS renamed OMLAV (S34 LO-2.
E151). Eff 01 Dec 22. AU LO-6, AU HI-10, Q165 HACHI CRP renamed SULMI. Redesig
YSSY, YWLM, AU LO-7. NCRP (S28 E149). Eff 01 Dec 22. AU HI-10,
Q26 withdrawn Brisbane (BN) VOR - Cairns AU HI-9.
(CS) VOR. (S22 E148) YBCS, YBMK.
AUSTRALIA
Q181 estbld one-way S-bnd ISLIP RNAV V16 MOROK renamed TEBIP (S31 E116). Eff
NCRP (S22 17.6 E119 26.2) - TAPIT RNAV 01 Dec 22. YPPH, AU LO-1, AU LO-2.
CRP (S22 42.6 E119 19.9) 192°, 26 NM; V20 DARTS renamed SULDA; NERIG replaced
TAPIT - KALSA 45NM; KALSA - BAXMN by ATGOD NCRP (S35 10.7 E150 02.0). AU
193°, 132 NM; BAXMN - TODIK RNAV LO-6, YSCB.
NCRP (S27 53.8 E117 41.6) 198°, 147 NM; V20/V169/V501/W138 CORDO renamed
TODIK - REVOP NCRP 199°, 169 NM. PEGSU (S34 E150). Eff 01 Dec 22. AU
YPPH. LO-6, YSCB, YSSY, YWLM, AU LO-7.
Q181 REVOP renamed AVPAL (S30 E116). Eff V33/V544 LIFFY renamed LAXOT (S41 E146).
01 Dec 22. AU HI-9, YPPH. Eff 01 Dec 22. YMHB, AU LO-8.
Q302 estbld one-way W-bnd GEMAC - RIMSU V112 withdrawn Alice Springs (AS) VOR -
NCRP (S37 36.1 E146 28.1) 266°, 187 NM; Ayers Rock (AYE) NDB. (S24 E133) YBAS.
RIMSU - LIZZI 270°, 41 NM. Eff 01 Dec 22.
V134 POROB (S19 37.8 E147 14.3), ADLAG
YMML, AU HI-10.
(S18 38.7 E146 38.3) Mil Brks established
Q421 MORRO renamed LIKTO (S26 E150). Eff ALISN - POROB - Townsville VOR (TL) -
01 Dec 22. AU LO-5, AU LO-6, AU HI-10. ADLAG - PEWEE; 50/36/36/43NM; MOCA
Q484 MORRO renamed LIKTO (S26 E150). Eff 4900T/5500T/3200T/2500T. YBMK 10-1.
01 Dec 22. YBBN, AU LO-5, AU LO-6, AU V134 redesig V308 Brisbane (BN) VOR -
HI-10. Cairns (CS) VOR. (BN) VOR - AKOBA NCRP
R340 EGORE renamed SURVO, TASHA (S26 42.3 E153 03.7) 343°, 40NM; AKOBA -
renamed RILVO (S20 E140). Eff 01 Dec 22. SAGLI NCRP (S2618.3 E152 53.0) 327°,
AU HI-9. 26NM; SAGLI - MAGPI 311°, 88NM. (S21
T74/Y105 KARAG renamed VEPAP (S29 E149) YBCS, YBTL, YBMK.
E144). Eff 01 Dec 22. AU HI-10, AU HI-9. V140 REVGU NCRP (S33 10.0 E151 37.3)
T234 KAYTU renamed OKISI; SALEM estbld. TOOKI - REVGU - Williamtown
renamed URBEN (S38 E143). Eff 01 Dec 22. (WLM) NDB 7/24 NM. YWLM.
YMHB, AU HI-10, AU HI-9, AU LO-8. V200 SPIDR renamed TYNDI (S37 E142).
UH224 SETER renamed PONUX (S24 E154). YPAD.
Eff 01 Dec 22. AU HI-10, AU HI-9. V223 BURRA renamed OMKON (S37 E143).
Undesignated ATS route redesig W539 [YKMB] YMML.
apt to Normanton (NTN) NDB (S17 E140). V279 STONE renamed LANUN (S38 E143).
AU LO-3. YMML.
UQ95 EGORE renamed SURVO (S15 E136). V308/UQ493 PROBO renamed EMSUP (S22
Eff 01 Dec 22. AU HI-9, YPDN. E149). Eff 01 Dec 22. AU LO-3, AU LO-4,
UQ489 GORDO renamed AVNIB (S32 E154). AU LO-5, AU HI-9, YBMK.
Eff 01 Dec 22. AU HI-10, AU HI-9. V316 GAZEL renamed RUTOS (S33 E150).
UY409/Y89/Y177 NIROK renamed BESBO YWLM.
(S25 E151). Eff 01 Dec 22. AU HI-10, AU V376 OWENS renamed DOTPA; RAVEN
HI-9. renamed DOVUT (S36 E144). YMML, AU
V15 STURT renamed LAKAV (S28 E117). Eff LO-6.
AUSTRALIA
V599 HOGAN renamed RUPEM; MUSTA W170 PUDUT NCRP (S32 57.7 E151 28.4)
renamed TOROB; WYATT renamed REVKI estbld. IKIMO - PUDUT - LOWEP 13/14 NM.
(S33 E149). YWLM.
AU LO-6, YWLM. W174 IGMOB NCRP estbld (S32 25.5 E151
V599/W652/W817/Y20 WATLE renamed 36.5). BUBRI - IGMOB - TIMBO 10/17 NM.
DARGI (S33 E150). Eff 01 Dec 22. AU LO-6, YWLM.
YSSY, YWLM, AU LO-7. W182 AVDED NCRP (S32 23.2 E151 55.6)
V656 estbld one-way SW-bnd Alice Springs NCRP estbld. NICLA - AVDED - OMBUP
(AS) VOR - BODAS NCRP (S23 58.9 E133 21/10. YWLM.
42.0) 216°, 15 NM, MOCA 4200; BODAS - W186 FORTT renamed KRATT (S24 E150). Eff
TUMSO NCRP (S24 14.8 E133 26.9) 21 NM, 01 Dec 22. AU LO-4, AU LO-5.
MOCA 4000; TUMSO - OLNAM NCRP (S24 W193 CRISO renamed LERGU (S19 E138). Eff
30.1 E13312.3) 217°, 20 NM, MOCA 3800; 01 Dec 22. AU LO-3, AU LO-1.
OLNAM - ANGAS CRP 223°, 56 NM; W214/W223/W356/W494/W598/W760 GAMBL
ANGAS - Ayers Rock (AYE) NDB 264°, 80 renamed IDNER (S28 E153). Eff 01 Dec 22.
NM, MOCA 4400. YBAS. YBBN, AU LO-4, AU LO-6.
W10 [YTOC] replaced by NUTLI NCRP (S35 W219 HELIX renamed ELMOR (S40 E146). Eff
48.6 E245 36.4). AU LO-6. 01 Dec 22. YMHB, AU LO-7, AU LO-8.
W14 UPTEK NCRP estbld (S31 06.5 E115 W222/W667 SNOWY renamed SOVRU (S36
16.9). OTKUN - UPTEK - BUVEL 55/49 NM. E147). AU LO-6, YSCB.
Eff 01 Dec 22. YPPH, AU LO-1, AU LO-2.
W240 BURTO renamed NOKAV (S23 E146).
W15/W382 LLOYD renamed IGNES (S37 Eff 01 Dec 22. AU LO-4, AU LO-5.
E144). Eff 01 Dec 22. YMML.
W290 TAMBO renamed VISER (S37 E147).
W40 NERIG replaced by ATGOD NCRP (S35 AU LO-6.
10.7 E150 02.0). AU LO-6, YSCB.
W292 TEDDY renamed PUBOX (S14 E141).
W116 [YBUN] replaced by ATIVA NCRP (S33 Eff 01 Dec 22. AU LO-3.
22.6 E115 40.6). YPPH.
W319 SAVAN renamed IKOLA (S19 E141). Eff
W151 NERIG renamed ATGOD (S35 E150). 01 Dec 22. AU LO-3.
AU LO-6, YSCB.
W331 LORNE renamed ARUTA (S25 E147).
W152 ARTON renamed AKEVU (S24 E147). Eff 01 Dec 22. AU LO-4, AU LO-5.
W341 BLIGH renamed TEROG (S28 E116). Eff
W152 estbld NONUM - DOTTE 189°/009°, 111 01 Dec 22. YPPH, AU LO-1, AU LO-2.
NM, MOCA 5700/6000; DOTTE - Hughenden
W353 BONGO renamed OLGUM (S28 E150).
(HUB) NDB 132 NM, MOCA 4900/4800;
Eff 01 Dec 22. YBBN, AU LO-4, AU LO-5,
'HUB' NDB - SLASH 153°/333°, 99 NM,
AU LO-6.
MOCA 3000; SLASH - MOVBA 152°/332°,
75 NM, MOCA 2800/2400; MOVBA - ARTON W356 MIDEL renamed MADLU; HAMER
111°/290°, 135 NM, MOCA 5400; ARTON - renamed MANSA; MORIS renamed IPMAD;
UNVAT 109°/287°, 150 NM, MOCA 5500 BAMBI renamed RIRSA; GAMBL renamed
(S22 E144). YBCS, AU LO-3, AU LO-4, AU IDNER (S22 E141). Eff 01 Dec 22. YBBN,
LO-5. AU LO-3, AU LO-4, AU LO-5, AU LO-6.
AUSTRALIA
W364 CARDO renamed BUPMO. (S13 E137) W534 redesig W228 LINSU - COCKA 137°/
Eff 01 Dec 22. AU LO-3, AU LO-1. 315°, 180NM, MOCA 5200; COCKA -
W364 withdrawn VEVAV to UNVAV (S18 COBES 135°/315°, 18NM, MOCA 5200;
E144). TRUDY and HERON withdrawn. COBES - SUSGI 135°/313°. 171NM, MOCA
YBCS, AU LO-3, AU LO-4, AU LO-5. 4600; SUSGI - SAGLI 113°/292°, 78NM,
W369 DAMIN renamed SHIKO; NIKIL renamed MOCA 3900. (S26 E152) YBMK.
MIPAM (S26 E150). Eff 01 Dec 22. AU LO-4, W539 [YKMB] apt replaced by ENTOL NCRP
AU LO-5, AU LO-6, AU LO-2. (S17 27.4 E140 50.0). AU LO-3.
W405 ROHAN renamed TUVRA (S39 E144). W551 BEKAM renamed MEKOD (S32 E150).
Eff 01 Dec 22. AU LO-7, AU LO-8. YWLM.
W405 SIMON renamed MENOG (S38 E144). W564 ATILA renamed GOTLU (S41 E146). Eff
YMML. 01 Dec 22. YMHB, AU LO-8.
W408 estbld Ayers Rock (AYE) NDB - LUVAV W571 STONE renamed LANUN; VIOLA
NCRP (S24 36.5 E132 29.8) 064°/243°, 90 renamed KEVIG (S37 E145). YMML, AU
NM, MOCA 3800; LUVAV - PUMAK NCRP LO-6.
(S24 07.2 E133 19.7) 053°/233°, 54 NM, W575 WYATT renamed REVKI (S33 E149).
MOCA 4400; PUMAK - YOTHU NCRP (S23 AU LO-6.
55.8 E133 39.0) 21 NM, MOCA 4000; W577 SOFIE renamed GULNU (S39 E144). Eff
YOTHU - Alice Springs (AS) VOR 053°/232°, 01 Dec 22. AU LO-7, AU LO-8.
15 NM, MOCA 4200. YBAS. W643 PEAKE renamed NOLUN (W36 E149).
W436 CHOMP renamed JANGU (S38 E148). AU LO-6, YSCB.
AU LO-6. W644 TERIK renamed TUNGU; DYMON
W440 HOGAN renamed RUPEM (S33 E149). renamed MEGOL (S24 E145). Eff 01 Dec 22.
AU LO-4, AU LO-6. AU LO-3, AU LO-4.
W449 BRONS renamed BULKO (S38 E146). W657 RAVEN renamed DOVUT (S36 E144).
YMML, AU LO-6. YMML.
W462 BROAD renamed PADBU (S42 E146). W660 FOYLE renamed ENSAB (S21 E145). Eff
Eff 01 Dec 22. YMHB, AU LO-8. 01 Dec 22. AU LO-3, AU LO-5.
W473 ARGON renamed DOMTI; JUDIE W674 DOVPO NCRP estbld (S32 22.9 E151
renamed ANLAR; Kowanyama (KOW) NDB 47.4). GUTEX - DOVPO - CRAVN 10/15 NM.
replaced by VEVAV (S14 E138). Eff 01 Dec YWLM.
22. AU LO-3, AU LO-1. W681 [YPIR] replaced by SUNAL RNAV NCRP
W477 VIOLA renamed KEVIG (S37 E145). (S33 14.5 E137 59.7). YPAD, AU LO-4.
YMML, AU LO-6. W685 MOREL renamed PANRO (S19 E136).
W495 CAMUS renamed AKLAB (S40 E145). Eff 01 Dec 22. AU LO-3, AU LO-1.
Eff 01 Dec 22. AU LO-7, AU LO-8. W695 BRONS renamed BULKO (S38 E146).
W504 OLLIE renamed SUPGA (S25 E147). Eff AU LO-6.
01 Dec 22. AU LO-4, AU LO-5. W727 MANDO renamed BIMAV (S23 E149).
W534 COCKA CRP estbld (S23 02.5 E149 Eff 01 Dec 22. AU LO-4, AU LO-5.
38.5), LINSU - COCKA - COBES, 180/18NM, W731 PANOR renamed EMVOM (S33 E149).
5200T MOCA. YBMK 10-1. AU LO-6.
AUSTRALIA
W762 NICKY renamed VEVOS (S34 E149). Y44 JANNA renamed KAYOK (S27 E116). Eff
AU LO-6. 01 Dec 22. AU HI-9, YPPH, AU LO-1, AU
W762 VEVOS NCRP estbld (S34 19.5 E149 LO-2.
19.3). ISNOL - VEVOS - AKMIR 18/40NM. Y53 SPIDR renamed TYNDI (S37 E142).
LO-4. YMML.
W786 KANGA renamed RIBLU. KOALA Y69 withdrawn HERMA - Alice Springs (AS)
renamed BENVO (S31 E155). Eff 01 Dec 22. VOR. (S23 E133) YBAS.
AU LO-4. Y71 TAROR renamed VAGPO (S31 E142). Eff
W801 MUSTA renamed TOROB (S33 E149). 01 Dec 22. AU HI-10, AU HI-9.
AU LO-6. Y177 BODAP NCRP estbld (S17 32.7 E146
W804 withdrawn. VESOP - NONUM. YBCS 13.8). Cairns, QLD (CS) VOR - BODAP -
10-1. SWIFT 50/58 NM. Eff 01 Dec 22. YBCS, AU
W806 FREDD renamed LEPTA; ARTON HI-9.
renamed AKEVU (S27 E145). Eff 01 Dec 22. Y218 SPIDR renamed TYNDI (S37 E142).
AU LO-4, AU LO-5, AU LO-2. YPAD.
W822 estbld Dubbo (DU) NDB - HILAR 343°/ Y557 SALEM renamed URBEN (S41 E146). Eff
163°, 35 NM, MOCA 2600; HILAR - ONUMA 01 Dec 22. YMHB, AU HI-10, AU LO-8.
341°/162°, 41 NM; ONUMA - AGETA 336°/ Z11 MASHA renamed RUMGI (S15 E143). Eff
157°, 58 NM; MOCA 2000; AGETA - BITUL 01 Dec 22. AU LO-3.
CRP (S29 27.5 E147 59.1) 337°/158°, 35NM. Z11 withdrawn [YPMP] - Kowanyama (KOW)
AU LO-4. NDB (S15 E141). YBCS.
W822 [YLRD] apt replaced by BITUL NCRP Z19 NORIC renamed NINEK; STURT renamed
(S29 E147). AU LO-6. LAKAV (S30 E116). Eff 01 Dec 22. YPPH,
W865 [YKAL] replaced by DADPI NCRP (S14 AU LO-1, AU LO-2.
17.4 E126 38.0). AU LO-3. Z19 [YPLU] replaced by KABRO RNAV CRP
W889 CARON renamed VANVA (S22 E149). (S25 19.1 E119 25.4). YPPH.
YBMK. Z23 ROSMO renamed AVGIK; SISTA renamed
Y12 HINDY renamed RELEP; DANKS renamed VIROK (S31 E117). Eff 01 Dec 22. YPPH,
LULTO (S36 E142). YPAD, YMML. AU LO-1, AU LO-2.
Y15 CULAB renamed OSTOL (S27 E116). Eff Z25 redesig one-way SE-bnd SWIFT to ALBUX
01 Dec 22. AU HI-9, AU LO-1, AU LO-2. (S18 E146). YBTL, YBMK.
Y21 LOLLY renamed DADAD (S40 E150). Z32 [YDMG] replaced by TERAR NCRP (S17
YMML. 56.2 E138 49.1). AU LO-3.
Y31/Y69 KARAB renamed LAKIR (S31 E116). Z41 IRWIN renamed AVDIS; MOROK renamed
Eff 01 Dec 22. AU HI-9, YPPH. TEBIP (S29 E115). Eff 01 Dec 22. YPPH, AU
Y36 KONIL renamed ENGUD (S29 E118). Eff LO-1, AU LO-2.
01 Dec 22. AU HI-9, YPPH. Z42 [YAUR] replaced by SAMOR RNAV NCRP
Y41 NORIC renamed NINEK (S30 E116). Eff (S13 21.3 E141 43.4). YBCS, AU LO-3.
01 Dec 22. YPPH. Z51 CONOR renamed KADMU (S19 E143) Eff
01 Dec 22. YBTL, AU LO-3, AU LO-5.
AUSTRALIA
Z54 DAVOS renamed DADER (S36 E147). AU CAPES BROADCAST AREA estbld. An irregu-
LO-6, YSCB. lar-shaped area aprox 52 NM N-S by 17 NM
Z61 NORIC renamed NINEK; NALLY renamed E-W beginning W of Busselton, WA (BLN)
OMLAT (N30 E116). Eff 01 Dec 22. YPPH, NDB. Altitudes: GND - 5000 (S33 E115). Eff
AU LO-1, AU LO-2. 01 Dec 22. AU LO-2.
Z74 CAMEL renamed NOMAV (S29 E118). Eff CASINO CTAF chgd to 132.45 (S28 E153). AU
01 Dec 22. YPPH, AU LO-1, AU LO-2. LO-6.
Z74 [YJUN] replaced by ONEGI NCRP (S26 DANGER AREA YB(D)-217 established as fol-
25.4 E120 34.6). YPPH. lows. A .5 NM circle centred S12 31 11 E130
Z87 ROSMO renamed AVGIK; KONIL renamed 55 06. Altitudes: GND-3000. YPDN.
ENGUD (S31 E116). Eff 01 Dec 22. YPPH, DANGER AREA YM(D)-108 withdrawn (S-W of
AU LO-1, AU LO-2. Meekatharra [MEK] VOR) (S28 E117).
Z87 [YDLO] replaced by MIDIM RNAV NCRP YPPH.
(S27 52.5 E121 16.2). YPPH. DANGER AREA YM(D)-197 times of ops chgd
Z224 chgd to W222 SNOWY - Canberra (CB) to SR-SS; O/T by NOTAM. YPPH.
VOR. (S37 E147) YSCB. DANGER AREA YM(D)-315 extended 1 NM
Z418 CHAPL renamed MUPIK; CRIST south in the vicinity of TOORADIN, Vic (S38
renamed NUBTA (S27 E150). Eff 01 Dec 22. E145). Eff 01 Dec 22. YMML, AU LO-7, AU
YBBN, AU LO-4, AU LO-5, AU LO-6, AU LO-8.
LO-2. DANGER AREA YM(D)-389 withdrawn (SE of
AIRMA, WA withdrawn (S29 E115). Eff 01 Dec Moorabin, Vic [MB] NDB, S38 E145). Eff 01
22. YPPH. Dec 22. YMML, AU LO-7, AU LO-8.
AMBERLEY (AMB) TAC freq chgd to DANGER AREAS YM(D)-158A and
110.3/40X (S27 E152). AU LO-5, AU LO-6. YM(D)-158B withdrawn (W of Perth (PH)
VOR)(S31 E118). YPPH.
AUGUSTA CTAF chgd to 132.25 (S34 E115).
Eff 01 Dec 22. AU LO-2. DARWIN (DAR) TAC freq chgd to 110.4/41X.
Coords chgd to S12 24.8 E130 53.0. LO-3,
AVPAL HOLDING estbld; 199° inbound track,
HI-9, YPDN, LO-1.
RIGHT turns (S30 E116). Eff 01 Dec 22. AU
HI-9, YPPH. ENGOD withdrawn (S23 E154). Eff 01 Dec 22.
AU HI-10, AU HI-9.
Ayers Rock Broadcast Area renamed Ayers
Rock Mandatory Broadcast Area (S25 E130). EVANS HEAD CTAF chgd to 126.7 (S29
AU LO-4. E153). AU LO-4, AU LO-6.
Ballina Broadcast Area renamed Ballina/Byron GIBLI, NT withdrawn (S21 E136). Eff 01 Dec
Mandatory Broadcast Area (S28 E153). AU 22. AU HI-9.
LO-6. GNARWARRE, VIC CTAF chgd to 119.0 (S38
BEBAK, QLD renamed PANPU (S27 E150). Eff E144). YMML.
01 Dec 22. AU HI-10, AU HI-9. GNARWARRE, VIC CTAF chgd to 119.0 (S38
BOBOR, WA withdrawn (S34 E116). Eff 01 Dec E144). YMML.
22. AU LO-2. Hamilton I (HM) VOR decmsnd and replaced by
BREAM renamed LAPIP (S27 E155). Eff 01 OVRON NCRP same position. All affected
AUSTRALIA
airways realigned. (S20 E148) AU HI-10, NWT (DN) DME. Altitudes: 5000-FL270. (S12
YBMK. E131) YPDN.
IBETA, TAS withdrawn (S40 E143). Eff 01 Dec RESTRICTED AREA YB(R)-228B estbld. An
22. AU HI-10. irregular-shaped area approx 45NM N-S BY
KADINA, SA CTAF 126.7 estbld. (S33 E137) 63NM E-W beginning 78NM SE of Darwin,
YPAD. NWT (DN) DME. Altitudes: FL120-FL180
KOWANYAMA (KOW) NDB decmsnd and (S13 E132). YPDN.
replaced by VEVAV CRP (S15 28.8 E141 RESTRICTED AREA YB(R)-250 established
44.9). All affected airways realigned. AU SW of Tindal apt (YPTN). Boundary has
LO-3. same lateral limits as YB(R)-225D. Altitudes:
LAWRA, WA withdrawn (S28 E115). Eff 01 Dec GND-9500. YPDN.
22. AU HI-9. RESTRICTED AREA YB(R)-272 withdrawn N-
LEONGATHA, VIC CTAF 127.55 (S38 E145). W of Darwin (DN) VOR (S11 E130). YPDN.
YMML. RESTRICTED AREA YM(R)-178 redesig
LISMORE CTAF chgd to 132.45 (S28 E153). YM(R)-179 (N of Perth, WA [PH] VOR).
AU LO-6. YPPH.
MAKOM renamed OVMUD (S29 E144). Eff 01 RESTRICTED AREA YM(R)-330A and
Dec 22. AU HI-10, AU HI-9. YM(R)-330B hours of activity chgd to
NOTAM (S37 E144). Eff 01 Dec 22. YMML,
(S33 E115). Eff 01 Dec 22. AU LO-2.
RESTRICTED AREA YM(R)-405A extended
west approx 2NM. (S33 E151) YWLM.
RESTRICTED AREA YM(R)-405B extended
MOUSE, QLD renamed EGUBA (S28 E150).
south-east approx 1NM. (S33 E151) YWLM.
NOKIB withdrawn (S22 E155). Eff 01 Dec 22.
YM(R)-430B. Altitudes:3500-4500. YSCB.
AU HI-9.
NOVIN withdrawn (S35 E120). Eff 01 Dec 22.
YM(R)-430C. Altitudes: 4500-10000. YSCB.
AU HI-9.
RESTRICTED AREA YM(R)-430A estbld. A
RESTRICTED AREA R654C OAKEY vertical
circle of 2 NM radius centered on S35 24.0
limitis 6500 - FL125 (S27 E151). AU LO-5,
AU LO-6.
RESTRICTED AREA R654D estbld. An irregu-
YM(R)-504 (S33 E150). YWLM.
lar shaped-area approx 10 NM N-S by 18 NM
E-W beginning approx 5 NM E of Oakey (OK) RILEY, NSW withdrawn (S33 E149). AU LO-6.
VOR. Altitudes: 6500-FL125. Time of opera- RIMSU HOLDING estbld; 270° inbound track,
tion by NOTAM (S27E151). LEFT turns (S37 E146). Eff 01 Dec 22. AU
AU LO-5, AU LO-6. HI-10.
RESTRICTED AREA YB(R)-228A estbld. An SALUS, NSW NCRP estbld at S32 47.8 E151
irregular-shaped area approx 40NM N-S BY 50.0. YWLM.
40NM E-W beginning 40NM SE of Darwin, TABLO renamed DOGTU (S36 E151). Eff 01
AUSTRALIA
TEMPL HLDG withdrawn (S37 E144). YMML. BRISBANE FIR

TEPUN RNAV CRP estlbd at S30 28.5 E116 CASINO CTAF chgd to 132.45 (S28 E153). AU
16.9. Eff 01 Dec 22. AU HI-9, AU LO-1, AU LO-6.
LO-2. EVANS HEAD CTAF chgd to 126.7 (S29
The following NCRP waypoints estbld in Mel- E153). AU LO-4, AU LO-6.
bourne FIR: LISMORE CTAF chgd to 132.45 (S28 E153).
DOGMI S41 05.0 E147 28.3 AU LO-6.
TOGAT S41 09.6 E147 25.8
ELREL S41 22.5 E147 18.5 INDONESIA
NODAS S41 24.6 E146 55.9 SUMBAWA BESAR (NQ) NDB decmsnd (S08
ATKOM S41 19.2 E146 44.7 E117). AU HI-9.
TEDOR S41 42.8E147 21.2
MELBOURNE FIR
REKAK S41 57.3 E147 18.6
YMHB. AUGUSTA CTAF chgd to 132.25 (S34 E115).
Eff 01 Dec 22. AU LO-2.
The following NCRPs estbld in vicinity of Para-
burdoo (PBO) VOR: KADINA, SA CTAF 126.7 estbld. (S33 E137)
YPAD.
OMBAG, WA S24 21.4 E116 11.2
NISAX, WA S21 20.7 E116 03.7
(S33 E115). Eff 01 Dec 22. AU LO-2.
BUSTO, WA S23 55.4 E119 47.1. Eff 01 Dec
22. AU LO-1.
TINDAL CONTROL ZONE redesig. An irregular
shaped area bounded to the SW by a 30NM
circle centered on Tindal apt (YPTN) then
TERMINAL CHARTS
annexed to the NE by a circle of 10NM cen- TERMINAL
tered on YPTN vertical limits GND-1500. An
Alice Springs, Northern Territory, ABN
irregular shaped area bounded to the SW by
removed.
a 30 NM circle centered on YPTN then boun-
ded to the N and E by a 20NM circle cen- Bathurst, New South Wales, (10-9) Rwy 08/26
tered on YPTN then bounded to the SE by a width should be 59' (18m). 492' (150m) West
10NM circle centered on YPTN vertical limits of Rwy 08/26 end grass.
1500-2500. A circle of 30 NM centered on Brisbane, Queensland, (Brisbane Intl), (11-1)
YPTN vertical limits 2500-10000. YPDN. ILS or LOC Rwy 01L, (11-4) ILS or LOC Rwy
TOWNSVILLE (TVL) TAC freq chgd to 19R. LOC (GS out) minimums should read:
110.4/41X (S19 E146). YBTL, AU LO-3, AU MDA(H) 430' (417') vis 1.6 km; HIALS out-
LO-5. MDA(H) 430' (417') vis 2.5 km.
TROFE, WA withdrawn (S29 E 120). Eff 01 Dec Bundaberg, Queensland, (10-9) AIRPORT,
22. AU HI-9. AIRPORT INFO, ABN decommissioned. Eff
01 Dec 22.
Victor 1 Broadcast Area renamed Victor 1 Man-
datory Broadcast Area (S33 E151). YWLM. Darwin, Northern Territory, ABN decommis-
sioned.
AUSTRALIA
Edinburgh, South Australia, (Edinburgh (Mili- MDA(H) 840' (741') vis 2.4 km, with Actual
tary)), (10-3, 10-3A) Procedures EDIN- Aero QNH MDA(H) 740' (641') vis 2.4 km,
BURGH 4 and NORTH 1 are not available. CAT C with Forecast Terminal QNH MDA(H)
Eliwana, Western Australia, (10-9, 12-1, 12-2) 940' (841') vis 4.0km, with Actual Aero QNH
AIRPORT, AIRPORT INFO, TAKE-OFF MDA(H) 840' (741') vis 4.0 km.
MNMS, RNAV (GNSS) RWY 10, RNAV Port Hedland, Western Australia, (Port Hed-
(GNSS) RWY 28. IATA code should read land Intl), Effective Sunrise to Sunset.
WHB. All procedures: Circling MDA(H) CAT A, B
Iron Bridge Mine, Western Australia, (10-9, with Forecast Terminal QNH should read
12-1, 12-2) AIRPORT, AIRPORT INFO, 730'(697') vis 2.4km, with Actual Aero QNH
TAKE-OFF MNMS, RNAV (GNSS) RWY 12, 630'(597') vis 2.4km, Circling MDA(H) CAT C
RNAV (GNSS) RWY 30. IATA code should with Forecast Terminal QNH should read
read IBM. 830'(797') vis 4.0km,with Actual Aero QNH
Katherine, Northern Territory, (Tindal (Mili- 730'(697') vis 4.0km.
tary)), ABN deleted. (10-9A) AIRPORT INFO (CONTD), TAKE-
Latrobe Valley, Victoria, IATA code is TGN. OFF MNMS. For filing as alternate CAT A, B
Melbourne, Victoria, (Melbourne Intl), Transi- with Forecast Terminal QNH should read
tion level should read as FL 110. 1197'- vis 4.4km, with Actual Aero QNH
1097'- vis 4.4km, For filing as alternate CAT
Mount Gambier, South Australia, (12-2)
C with Forecast Terminal QNH should read
RNAV-Z (GNSS) Rwy 36 LNAV all CATS 1297'- vis 6.0km, with Actual Aero QNH
Actual Aero QNH MDA(H) 630'(435') vis 3.0 1197'- vis 6.0km.
km. Forecast Terminal QNH MDA(H)
Effective Sunrise to Sunset.
730'(535') vis 3.0 km.
(12-1) RNAV-Z (GNSS) Rwy 14. LNAV/
Osborne Mine, Queensland, (10-9) CAUTION
VNAV DA(H) should read 440'(417') vis
RPA operations conducted within 3 NM
2.3km. LNAV MDA(H) with Forecast Terminal
radius of Aerodrome from ARP up to 400 ft
QNH should read 590'(567') vis 3.2km, with
AGL.
Actual Aero QNH 490'(467') vis 3.2km.
(10-9) Rwy 12-30 lights standby power availa-
(13-1) VOR-Z Rwy 14. VOR DME MDA(H)
ble (30 sec).
Perth, Western Australia, (Jandakot), (20-9) 680'(657') vis 3.7km, with Actual Aero QNH
AIRPORT, AIRPORT INFO, TAKE-OFF 580'(557') vis 3.7km.
MNMS. Alternate minimums CAT A, B should
(13-2) VOR-Y Rwy 14, (16-1) NDB Rwy 14.
read with Forecast Terminal QNH 1241' vis
MDA(H) with Forecast Terminal QNH should
4.4 km, with Actual Aero QNH 1141' vis 4.4
read 730'(707') vis 4.0km, with Actual Aero
km, CAT C with Forecast Terminal QNH
QNH 630'(607') vis 4.0km.
1341' vis 6.0 km, with Actual Aero QNH 1241'
vis 6.0 km. PORT HEDLAND, Western Australia, (WODG-
INA), (20-9, 22-1, 22-2) AIRPORT, AIRPORT
(22-1) RNAV-Z (GNSS) Rwy 06L, (22-2)
INFO, TAKE-OFF MNMS, RNAV (GNSS)
RNAV-Z (GNSS) Rwy 24R, (22-3) RNAV-Z
RWY 09, RNAV (GNSS) RWY 27. IATA code
(GNSS) Rwy 30, (23-1) VOR-A, (26-1) NDB-
should read GYB.
A, (26-2) NDB-B. Circling minimums CAT A,
B should read with Forecast Terminal QNH Proserpine, Queensland, (Whitsunday Coast),
(12-1) RNP Rwy 11. LNAV minimums with
AUSTRALIA
Forecast Terminal QNH should read MDA(H)

760' (702') vis 4.0 km, with Actual Aero QNH
MDA(H) 660' (602') vis 4.0 km.
Rockhampton, Queensland, (10-3, 10-3A,
10-3B) ROCKHAMPTON 3, BUDGI 2,
TARES 4 SIDs: climb gradient for RWY 15
should read 4.6% to 300' then 3.3%.
(10-9B) PARKING STANDS & COORDS: Cen-
tral portion of the RPT Apron taxiway and
Bay 3 not available due to works in progress.
Sunshine Coast, Queensland, ABN removed.
Sydney, (Bankstown), (20-9A) AIRPORT
INFO, TAKE-OFF MNMS. Alternate mini-
mums CAT A, B with Forecast Terminal QNH
should read 1296' vis 4.4 km, with Actual
Aero QNH 1196' vis 4.4 km, CAT C with
Forecast Terminal QNH should read 1396'
vis 6.0 km, with Actual Aero QNH 1296' vis
6.0 km.
(22-1) RNP Rwy 11C, (26-1) NDB Rwy 11C,
(26-2) NDB-A. Circling minimums CAT A, B
MDA(H) 830' (796') vis 2.4 km, with Actual
Aero QNH MDA(H) 730' (696') vis 2.4 km,
CAT C with Forecast Terminal QNH should
read MDA(H) 930' (896') vis 4.0 km, with
Actual Aero QNH MDA(H) 830' (796') vis 4.0
km.
Sydney, (Kingsford Smith), (All charts) Airport
name should read Kingsford Smith.
Change Notices
NavData Change Notices

NAVDATA CHANGE NOTICES 105
PACIFIC
Jeppesen NavData CHANGE NOTICES highlight only significant changes affecting Jeppesen
navigation data that may be currently stored in your aircraft navigation system database.
FLIGHT.
FOR NavData BASE

03 Nov 22 THRU 30 Nov 22 CYCLE 2211
01 Dec 22 THRU 28 Dec 22 CYCLE 2212
GENERAL PATTANI Pattani (PT) NDB 201 KHz remains

unserviceable due to withdrawn until further
notice.
VIETNAM
TSUIKI From 1500Z 30 NOV 2022 to 1500Z 28
Transition altitude for all terminal procedures DEC 2022 Tsuiki TACAN (TQT) will be
should read 9000' except locations listed unserviceable due to construction. Tempo-
below: rary operation of Tsuiki TACAN (WWT)
VVBM: transition altitude 10,000' 133.50MHz CH-62X, N 33 41.2 E 131 02.2.
VVDL: transition altitude 10,000' Eff 30 Nov 22.
VVTS: transition altitude 18,000'
ENROUTE
NAVAID
VIETNAM
CHITOSE From 1500UTC 13 JUL 2022 to The following airways and segments within
1500UTC 22 MAR 2023 Chitose TACAN Vietnam will not be approved for overflight:
(ZYT) will be unserviceable due to construc- G221 direction from Phu Cat VOR, PCA to
tion. Temporary operation of alternate Chi- BUNTA.
tose TACAN (YYT) 135.90MHz CH-16X, N
W1-A1 direction from Tan Son Nhat VOR,
42 47.3 E 141 40.1.
TSN-W1-Da Nang VOR, DAN-A1-BUNTA
HONGO From 1500Z 05 OCT 2022 to 1500Z
Q2-A1 direction from TSN - Q2 - PATNO-A1-
25 JAN 2023 Hongo VOR/DME (HGE) will be
BUNTA.
unserviceable. Temporary operation of
Momiji VOR/DME(MME) 114.10MHz
CH-88X, N34 26.1 E132 54.6. TERMINAL
HOUEI SAY Houei Say (HOU) NDB, freq
250.00Khz completely withdrawn. CAMBODIA
IKI From 1500Z 02 NOV 2022 to 1500Z 14 JUN VDSV, Sihanouk Ville
2023 Iki VOR/DME (IKE) will be unservicea- Sihanouk Ville, Due to works declared distan-
ble due to construction. Temporary operation ces are temporarily changed as follows:
of Ishida VOR/DME (ISE) 111.80MHz Rwy 03/21: TORA 8202' (2500m) TODA
CH-55X, N33 45.2 E129 46.9. 8202' (2500m) ASDA 8202' (2500m) LDA
KANOYA Until 1500UTC 30 NOV 2022 Kanoya 8202' (2500m). Rwy 03 RESA 492'(150m) x
NDB (JA) is unserviceable due to trouble. 197'(60m). Rwy 21RESA N/A.
PACIFIC
JAPAN (WWT) due to unserviceability of Tsuiki

TACAN (TQT) until 29 DEC 22. Eff 30 Nov
RJCJ, Chitose
22.
Sapporo, SID Proc CHITOSE REVERSAL 2
SID HIMESHIMA REVERSAL 3 [HIME3R],
[ZYT2R] will be unavailable due to unservice-
HIMESHIMA 4 [HIMES4], NAKATSU
ability of ZYT TACAN until 1500UTC 22 MAR
REVERSAL 2 [NAKA2R], KUGA 6 [IWT6],
2023.
MISHIMA 4 [MIT4] procs are not usable until
RJCK, Kushiro 28 Dec 22. Eff 30 Nov 22.
Kushiro, From 1500Z 07 SEP 2022 to 1500Z STAR HIMEH [HIMEH] proc is not usable until
30 NOV 2022 Kushiro ILS-LOC17 (IKS) will 28 Dec 22. Eff 30 Nov 22.
be temporarily located at N 43 01.7 E 144
RJNS, SHIZUOKA
11.9.
SHIZUOKA, Apch proc COPTER ILS X or LOC
RJCM, Memanbetsu X Rwy 30 should not be used due to unserv-
Memanbetsu, From 1500UTC 07 SEP 2022 to iceability of ISZ LOC.
1500UTC 30 NOV 2022 Memanbetsu ILS- Until 1500Z 28 DEC 2022, Shizuoka ILS-
LOC36 (IHM) will be temporarily located at N LOC30 (ISZ) will be temporarily located at N
43 53.3 E 144 09.9. 34 48.1 E 138 10.5.
RJCR, Rebun RJOA, Hiroshima
Rebun, Until 1500 UTC 31 MAR 2026, opera- Hiroshima, Apch proc VOR Rwy 10 should not
tions of Rebun airport are suspended. be used due to unserviceability of HGE VOR/
RJFN, Nyutabaru Aero DME.
Nyutabaru, Until further notice Nyutabaru ILS- RJSK, Akita
GP28 will be unserviceable due to mainte- Akita, Apch procs ILS X or LOC X Rwy 28 and
nance. COPTER ILS W or LOC W Rwy 28 should
RJFT, Kumamoto not be used to due to U/S of IUW LOC.
Kumamoto, From 1500Z 30 NOV 2022 to From 1500UTC 07 SEP 2022 to 1500UTC 30
1500Z 22 MAR 2023 Kumamoto ILS-LOC 07 NOV 2022 Akita ILS-LOC28 (IUW) will be
(IKU) will be temporarily located at N 32 50.7 temporarily located at N 39 37.1 E 140 12.1.
E 130 52.3. Eff 30 Nov 22. RJSN, Niigata
From 1500Z 30 NOV 2022 to 1500Z 22 MAR Niigata, From 1500UTC 01 DEC 2021 to
2023 Kumamoto IM 07 will be unserviceable 1500UTC 30 NOV 2022 Niigata ILS-DME 28
due to construction. Eff 30 Nov 22. (INC) will be temporarily located at N 37 57.4
RJFY, Kanoya E 139 05.6.
Kanoya, Apch procs NDB A and ILS W or LOC From 1500UTC 01 DEC 2021 to 1500UTC 30
W Rwy 26L should not be used due to U/S NOV 2022 Niigata ILS-LOC 28 (INC) will be
JA NDB. temporarily located at N 37 57.4 E 139 05.6.
RJFZ, Tsuiki Aero ILS Z and LOC Z Rwy 28 and ILS Y and LOC Y
Rwy 28: Alt at SDF [30LOC] should read 'at
Nakatsu, Apch procs TACAN Z Rwy 25,
or above' 940' from eff date 1 DEC 22 until
TACAN Y Rwy 25 and TACAN X Rwy 25
29 DEC 22.
substituted with alternative Tsuiki TACAN
PACIFIC
KOREA RKTH, Pohang Aero

RKJB, Muan Intl Pohang, Apch proc RNP Z Rwy 10 (AR): with-
Muan, Apch procs ILS Y or LOC Y Rwy 01 and drawal of speed limitation MAX 140 KT for
RUVIS (FAF) and RW100 (MAP)
ILS Z or LOC Z Rwy 01 should not be used
due to U/S of IMUN ILS/DME.
MACAO
From 1600UTC 07 SEP 2022 to 1600UTC 28
DEC 2022 the ILS/DME (IMUN) for Rwy 01 VMMC, Macao Intl
at Muan Intl Airport will be unserviceable due Macao, SIDs NLG 9D and RNAV SID NLG 2D
to Rwy 01 GP/DME replacement. not avbl in database due to descending alti-
tude at NLG VOR.
RKSI, Incheon Intl
Seoul, From 1600UTC 01 MAY 2022 to PHILIPPINES
1600UTC 19 APR 2023 Acft stands Nr 341,
RPVK, Kalibo
342, 343, 344 will be closed due to construc-
tion. Kalibo, SIDs BUSOG 3C [BUSO3C], BUSOG
3D [BUSO3D], CT 3A [CT3A], CT 3B [CT3B],
From 1600UTC 21 SEP 2022 to 1600UTC 30
GALIA 3G [GALI3G], GALIA 3H [GALI3H],
OCT 2024 Acft stand Nr 268 will be closed
MINOR 3C [MINO3C], MINOR 3D [MINO3D],
due to the construction work.
ROX 3A [ROX3A], ROX 3B [ROX3B],
From 1600Z 30 NOV 2022 to 1600Z 28 DEC TAPER 3A [TAPE3A], TAPER 3B [TAPE3B]
2022 Acft stands Nr 306, 307, 308, 309, 310, suspended, Est 19 NOV 22.
311, 312, 313, 314, 315 will be closed due to
apron construction. THAILAND
Eff 30 Nov 22.
VTCN, Nan
From 1600Z 30 NOV 2022 to 1600Z 28 DEC
Nan, From 0001UTC 15 JUL 2021 until further
2022 Rwy 15R/33L between Twy K and L
notice Nan ILS/DME (INAN) 110.3MHz
and between Twy G and K will be closed due
CH40X will be unserviceable due to tempo-
to pavement construction. Eff 30 Nov 22.
rary withdrawal.
Until 1600Z 30 NOV 2022 Acft stands Nr 306,
307, 308, 309, 310, 311, 312, 313, 314, 315 VTCP, Phrae
will be closed due to apron construction. Phrae, Until 2200Z 28 NOV 2022 Runway
Until 1600Z 30 NOV 2022 Rwy 15R/33L 01/19 will be closed due to construction. The
between Twy K and L and between Twy G construction works will be performed daily
and K will be closed due to pavement con- between 1000-2200Z.
struction. VTCT, Chiang Rai Intl
RKSS, Gimpo Intl Chiang Rai, From 0100UTC 17 JUN 2021 to
Seoul, From 1400UTC 31 MAY 2022 to 2259UTC 07 APR 2023 Rwy 03/21 will be
1400UTC 29 DEC 2022 Acft stands Nr 201, closed daily from 1501UTC to 2259UTC due
202, 221, 222 will be closed due to pavement to construction. During those periods airport
construction. can not be used as an alternate aerodrome
for any flights. PAPI on the right side of Rwy
21 will be withdrawn.
PACIFIC
From 1501UTC 10 MAR 2022 to 2259UTC 27 VTUK, Khon Kaen

JUL 2023 Rwy 03/21 will be closed due to Khon Kaen, From 0100UTC 03 JUN 2022 to
the airport upgrading programme, daily 2200UTC 08 FEB 2024 Runway 03/21 will be
period closure is from 1501UTC to 2259UTC. closed daily between 0100-1000UTC and
Until 2259Z 27 JUL 2023 Runway 03/21 will be 1400-2200UTC, except when scheduled
closed due to the airport upgrading pro- flights are operated, due to construction
gramme. Daily period closure is 1501 - works.
2259Z. Therefore, Mae Fah Luang-Chiang
VTUO, Burirum
Rai International Airport can not be used as
an alternate aerodrome for any flights operat-Burirum, Thailand, From 0000UTC 03 JUN
ing during those periods. 2022 to 1100UTC 08 MAR 2024 Runway
04/22 will be closed between 1100-2200UTC
VTSE, Pathiu and 1300-2200UTC due to construction
Chumpon, Until 2300Z 27 NOV 2022 Runway works.
06/24 will be closed due to construction. The
construction works will be performed daily VIETNAM
between 1200 - 2300Z and the affected VVDN, Da Nang Intl
areas will be serviceable after 2300Z or
Da Nang, Area 2: From 0000Z on 25 NOV
0000Z depending on phases of construction.
2022 to 2359Z on 11 JAN 2023 stand 21 will
VTSF, Cha-Ian be temporarily closed.
Nakhon Si Thammarat, Until 2200Z 31 DEC Area 3: From 0000Z 02 FEB 2023 to 2359Z 20
2022 Runway 01/19 will be closed due to MAR 2023 stand 23 will be temporarily
construction. The construction works will be closed. Eff 02 Feb 23.
performed daily between 1500 - 2200Z Area 5: From 0000Z on 20 MAR 2023 to 2359Z
except when scheduled flights are operated. on 04 MAY 2023 stands 26 and 27 will be
VTSK, Pattani temporarily closed. Eff 20 Mar 23.
Pattani, Apch procs NDB Rwy 08 and NDB VVNB, Noibai Intl
Rwy 26 should not be used due to temporary Hanoi, Acft stands Nr 11, 12, 16A, 17A tempo-
withdrawal of PT NDB. rarily closed.
VTSS, Hat Yai Intl Phase 3: From 0200Z 25 NOV 2022 to 0159Z
Songkhla, Apch proc ILS or LOC Rwy 26, apch 25 DEC 2022 Acft stands Nr 11 and 12 will
transition PATTANI chg to POXUN: tempo be closed.
withdrawn PT NDB should be replaced with Stands 50 and 51 temporarily closed. Eff 01
tempo reporting point POXUN (064718.45N Dec 22.
1010852.51E). NavData will be updated in Stands 50 and 51 temporarily closed. Eff 21
cycle 2105, effective 20 MAY 2021. Dec 22.
VTST, Trang VVTS, Tansonnhat
Trang, From 08 APR 2022 at 0100UTC to 30 Hochiminh, Rwy 25L/07R temporarily closed
OCT 2025 at 2200UTC the approach lighting due to repair construction. Days and hours:
at runway 08 will be removed and therefore 02 NOV til 01 DEC, 1700-2300 UTC.
become unserviceable.
SOUTH PACIFIC
Jeppesen NavData CHANGE NOTICES highlight only significant changes affecting Jeppesen
navigation data that may be currently stored in your aircraft navigation system database.
FLIGHT.
FOR NavData BASE

03 Nov 22 THRU 30 Nov 22 CYCLE 2211
01 Dec 22 THRU 28 Dec 22 CYCLE 2212
NAVAID (2132m), ASDA 6796' (2072m), LDA 6478'

(1975m), RWY 36R: TORA 6478' (1975m),
TODA 6675'(2035m), ASDA 6478' (1975),
MERSING MERSING VOR/DME (VMR)
LDA 6478' (1975). ILS GP IPE and ILS IPC
unserviceable. Eff 01 Dec 22.
not available whilst RWY 18L threshold dis-
TAMBOLAKA TAMBOLAKA NDB (WK) placement in place.
unserviceable. Eff 01 Dec 22.
Straight-in instrument approaches to RWY 18L
authorised to circling
TERMINAL minima only, except LOC-Z/Y/X RWY 18L
authorised to circling minima only due to
AUSTRALIA DTHR UFN.
NEW SOUTH WALES
INDONESIA
YWLM, Williamtown Military
WAEK, Kuabang
Williamtown, RWY 12 THR displaced by 4137'
(1261m). Kao, Apch procs VOR Y Rwy 36, VOR Z Rwy
36 not usable, EFF 24 March 2022 to 24
NORTHERN TERRITORY March 2023
YPTN, Tindal (Military) WATK, Waikabubak
Katherine, DME 'ITN' 110.7/44X Rwy 14 not Tambolaka, Apch procs NDB Z Rwy 10, NDB
Avbl. Y Rwy 10 are not available due to unservice-
ILS GP 'ITN' 330.2 Rwy 14 not Avbl. ability of WK NDB. Eff 01 Dec 22.
TBK VOR/DME U/S. Apch proc VOR Rwy 10
SOUTH AUSTRALIA suspended ufn.
YPED, Edinburgh (Military) WICC, Husein Sastranegara
Edinburgh, SIDs EDN4 and NORTH1 not Bandung, SIDs CKG 1H [CKG1H], CLP 1M
available. [CLP1M] and PIALA 1E [PIAL1E]: No Alt
restriction at Wpt OTBER until 30 Nov 2022.
WESTERN AUSTRALIA
WIOO, Supadio
YPEA, Pearce (Military)
Pontianak, Apch procs ILS or LOC Z Rwy 15,
Pearce, RWY 18L threshold displaced 1515'
ILS or LOC Y Rwy 15, not applicable EFF 24
(462m). Declared distances shall read: RWY
MAR 22 to 31 DEC 22
18: TORA 6796' (2072m), TODA 6993'
SOUTH PACIFIC
MALAYSIA ODOGA 1 [ODOGA1], RUKVI 1 [RUKVI1],

STARF 1 [STARF1], TOMOM 1 [TOMOM1],
WMKA, Sultan Abdul Halim
UNSAM 1 [UNSAM1] not available, Est 30
Alor Setar, Based on AIRAC SUP 15-22 NOV 22.
ILS/LOC IAS RWY 04 U/S.
STARs ENTOG 1A [ENTO1A], ENTOG 1B
ILS Z or LOC Z Rwy 04, ILS Y or LOC Y Rwy [ENTO1B], GUMBU 1 [GUMBU1], LOTGU 1
04 Apch Procs are not usable until 30 Jun 23 [LOTGU1], MUDOV 1 [MUDOV1], NUPTA 1
due to IAS landing system withdrawal. [NUPTA1], SAKTO 1 [SAKTO1], UNSAM 1
WMKJ, Senai Intl [UNSAM1] not available, Est 30 NOV 22.
Johor Bahru, STARs EMTUV 1G [EMTU1G], AYVN, Vanimo
OMKOM 1G [OMKO1G], PIMOK 1G Vanimo, Approach proc NDB not available per
[PIMO1G] and ADLOV 1G [ADLO1G]: Wpt NDB/DME VNO withdrawal.
D016L to be read as D016M, N01 52 22.68
Approach proc NDB/DME not available per
E103 43 18.04. Wpt D114L to be read as
DME VNO withdrawal.
D114M, N01 34 34.92 E103 51 32.25. Wpt
D236L to be read as D236M, N01 32 36.91 VANUATU
E103 28 50.23. Wpt D275L to be read as
D275M, N01 41 03.74 E103 26 43.67. Wpt PORT VILA
D295J to be read as D295K, N01 44 30.67 Port Vila, Effective from 16 JUN 2022, 'IBF'
E103 29 41.82. Wpt D340J to be read as LOC and DME is unserviceable until further
D340K, N01 50 13.65 E103 35 53.75 until 28 notice.
DEC 2022.
WMSA, Sultan Abdul Aziz Shah-Subang
Kuala Lumpur, SIDs BILIK 1T [BILI1T],
SUKAT 1T [SUKA1T], PULIP 1T [PULI1T],
MATSU 1T [MATS1T], ADNUT 1T
[ADNU1T], KIMAT 1T [KIMA1T] not usable,
estimated 08 OCT 22
SIDs PUGER 1L [PUGE1L], IBUKU 1L
[IBUK1L], ATIMU 1L [ATIM1L], BIKDU 1L
[BIKD1L], PIBOS 1L [PIBO1L], KIMAT 1L
[KIMA1L], RUSBU 1L [RUSB1L], MITOS 1L
[MITO1L], SALAX 1L [SALA1L] not usable,
est 08 OCT 22
PAPUA NEW GUINEA

AYMO, Momote
Momote, Approach proc NDB not available per
NDB MOE withdrawal
AYPY, Jacksons
Port Moresby, SIDs GUNKI 1 [GUNKI1],
LOTGU 1 [LOTGU1], NUPTA 1 [NUPTA1],
Enroute
Enroute
Enroute Data - General

ENROUTE DATA - GENERAL 113
SITA
SITA AIRCOM-FAR EAST
SITA
REMOTE GROUND STATIONS

Iden Ide Ide
Location Location Location
t nt nt
ADL Adelaide (Intl), Australia HJR Khajuraho, India PD Padang Pariama (Minangkabau
G Intl), Indonesia
ALA Almaty, Kazakhstan HKG Hong Kong (Intl), Hong Kong, PR PE Penang (Intl), Malaysia
of China N
ASP Alice Springs, Australia HUN Hualien, Taiwan PE Perth (Intl), Australia
R
AYQ Ayers Rock, Australia ICN Seoul/Incheon (Intl), Republic of PK Petropavlosk-Kamchatsky (Yeli-
Korea C zovo), Russian Federation
BDJ Banjarmasin (Syamsudin Noor), IKT Irkutsk, Russian Federation PL Palembang (Sultan M Badarud-
Indonesia M din II), Indonesia
BIK Biak (Frans Kaisiepo), Indonesia ISA Mont Isa, Australia PN Phnom Penh (Intl), Cambodia
H
BKI Kota Kinabalu, Malaysia IMF Imphal, India PO Port Moresby (Jacksons), PNG
M
BPN Balikpapan (Sepinggan), Indone- IXZ Port Blair, India PU Busan (Gimhae Intl), Republic of
sia S Korea
BRK Bourke, Australia JHB Johor Bahru (Senai Intl), Malay- RE Siem Reap, Cambodia
sia P
BTH Batam (Hang Nadim), Indonesia KBR Kota Bharu (Sultan Ismail Petra), RG Yangon (Intl), Myanmar
Malaysia N
BTJ Banda Aceh (Sultan Iskandar KCH Kuching (Intl), Malaysia SB Sibu, Malaysia
Muda), Indonesia W
BWN Bandar Seri Begawan (Brunei KGI Kalgoorlie-Boulder, Australia SD Sandakan, Malaysia
Intl), Brunei K
CBR Canberra, Australia KHH Kaohsiung (Intl), Taiwan SF Subic Bay (Intl), Philippines
S
CCU Kolkata (Netaji Subhash Chan- KHV Khabarovsk (Novy), Russian SG Ho Chi Minh (Tan Son Nhat),
dra Bose Intl), India Federation N Vietnam
CEB Lapu Lapu (Lapu Lapu/Mactan- KNX Kununurra, Australia SIN Singapore (Changi), Singapore
Cebu Intl), Philippines
CED Ceduna, Australia KOE Kupang (El Tari), Indonesia SO Solo (Adi Soemarmo), Indonesia
C
CGK Jakarta (Soekarno-Hatta Intl), In- KTA Karratha, Australia SU Surabaya (Juanda), Indonesia
donesia B
SITA

Iden Ide Ide
Location Location Location
t nt nt
CJU Jeju (Intl), Republic of Korea KTM Kathmandu (Tribhuvan Intl), Nep- SZ Kuala Lumpur (Sultan Abdul Aziz
al B Shah-Subang), Malaysia
CMB Katunayake (Bandaranaike Intl KUA Kuantan (Sultan Ahmad Shah), TA Daegu (Intl), Republic of Korea
Colombo), Sri Lanka Malaysia E
CNS Cairns (Intl), Australia KUL Kuala Lumpur (Intl-Sepang), Ma- TC Tennant Creek, Australia
laysia A
CRK Angeles City (Diosdado Macapa- KWJ Gwangju, Republic of Korea TG Kuala Terengganu (Sultan Mah-
gal Intl), Philippines G mud), Malaysia
CVQ Carnarvon, Australia LBU Labuan, Malaysia TP Taipei (Taiwan Taoyuan Intl), Tai-
E wan
DAC Dhaka (Hazrat Shahjalal Intl), LGH Leigh Creek, Australia TS Taipei (Songshan), Taiwan
Bangladesh A
DAD Da Nang (Intl), Vietnam LGK Langkawi (Intl), Malaysia TS Astana, Kazakhstan
E
DEL Delhi (Indira Gandhi Intl), India LKO Lucknow (Chaudhary Charan TS Townsville (Intl), Australia
Singh), India V
DJJ Jayapura (Sentani), Indonesia LRE Longreach, Australia TW Tawau, Malaysia
U
DPS Bali (Ngurah Rai Intl), Indonesia MAA Chennai (Intl), India UL Ulaanbaatar (Chinggis Khaan
N Intl), Mongolia
DRB Derby, Australia MD Manado (Ratulangi), Indonesia UP Makassar (Sultan Hasanuddin),

C G Indonesia
DRW Darwin (Intl), Australia MEL Melbourne (Intl), Australia US Ulsan, Korea
N
DVO Davao (Bangoy Intl), Philippines MES Medan (Polonia), Indonesia UU Yuzhno-Sakhalinsk (Khomutovo),
S Russian Federation
FNJ Pyongyang (Sunan), DPR of Ko- MNL Manila (Ninoy Aquino Intl), Philip- VT Vientiane (Wattay Intl), Laos
rea pines E
GAU Guwahati, India MYY Miri, Malaysia VTZ Vishakhapatnam, India

GMP Seoul (Gimpo Intl), Republic of NAG Nagpur (Dr. Ambedkar Intl), India VV Vladivostok (Knevichi), Russian
Korea O Federation
GOV Gove, Australia OVB Novosibirsk (Tolmachevo), Rus- ZN Newman, Australia

sia E
HAN Ha Noi (Noi Bai Intl), Vietnam PAT Patna, India

SITA
AVICOM JAPAN
REMOTE GROUND STATIONS–FREQUENCY 131.450
Akita Fukushima Izumo Kumamoto Monbetsu Niigata Saga Tottori
Amami Hachijo Kagoshima Kumejima Morioka-Ha- Noto Sendai Toyama

namaki Tsushima
Aomori Hakodate Kansai Kushiro Nagasaki Obihiro Shimojishima Ube

Asahikawa Haneda Kitakyushu Matsuyama Nagoya Odate Nosh- Shirahama Wakkanai
iro
Chitose Hiroshima Kobe Memanbetsu Naha Oita Shonai Yamagata
Fukue Ishigaki Kochi Misawa Nakashibetsu Okayama Takamatsu Yonago

Fukuoka Iwami Komatsu Miyazaki Narita Osaka Tokushima Yonaguni
SITA
SITA AIRCOM-SOUTH PACIFIC

Ident Location
ADL Adelaide (Intl), Australia
AKL Auckland (Intl), New Zealand
APW Apia, Samoa
ASP Alice Springs, Australia
AYQ Ayers Rock, Australia
BIK Biak (Frans Kaisiepo), Indonesia
BNE Brisbane (Intl), Australia
BRK Bourke, Australia
CBR Canberra, Australia
CED Ceduna, Australia
CHC Christchurch (Intl), New Zealand
CNS Cairns (Intl), Australia
SITA
REMOTE GROUND STATIONS (continued)

Ident Location
CVQ Carnavarvon, Australia
DJJ Jayapura (Sentani), Indonesia
DPS Bali (Ngurah Rai Intl), Indonesia
DRB Derby (Western Australia), Australia
DRW Darwin, Australia
DUD Dunedin, New Zealand
GOV Gove, Australia
HBA Hobart, Australia
HIR Honaira (Henderson), Solomon Is
HLZ Hamilton, New Zealand
HTI Hamilton I, Australia
ISA Mount Isa, Australia
IVC Invercargill, New Zealand
KGI Kalgoorlie, Australia
KNX Kununurra, Australia
KOE Kupang (El Tari), Indonesia
KTA Karratha, Australia
LGH Leigh Creek, Australia
LRE Long Reach, Australia
LST Launceston, Australia
MDC Manado (Ratulangi), Indonesia
MEL Melbourne (Intl), Australia
MKY Mackay, Australia
NAN Nandi (Intl), Fiji I
NLK Norfolk I, Australia
NOU Noumea (Tontouta), New Caledonia
OOL Coolangatta, Australia
PER Perth (Intl), Australia
PMR Palmerston, New Zealand
SITA
REMOTE GROUND STATIONS (continued)

Ident Location
POM Port Moresby (Jacksons), Papua New Guinea
PPG Pago Pago (Pago Pago Intl), Amer Samoa
PPT Tahiti I. Papeete, French Polynesia
RAR Raratonga (Intl), Cook I
ROK Rockhampton, Australia
ROT Rotorua, New Zealand
SYD Sydney (Kingsford Smith Intl), Australia
TBU Nuku'Alofa (Fua”Amotu Intl), Tonga
TCA Tennant Creek, Australia
TSV Townsville, Australia
UPG Ujung Pandang (Hasanuddin), Indonesia
VLI Port Vila, Vanuatu
WLG Wellington (Intl), New Zealand
ZNE Newman, Australia
ZQN Queenstown, New Zealand
Enroute
Enroute Data - Pacific

ENROUTE DATA - PACIFIC 121
FAR EAST
CAMBODIA
Procedures for Air Traffic Control Coordination between PHNOM PENH ACC and BANGKOK
ACC on flights arriving/departing PHNOM PENH Airport:
– International flights from BANGKOK FIR arriving PHNOM PENH Airport shall be cleared via
R-468.
– International flights departing from PHNOM PENH Airport entering BANGKOK FIR shall be
cleared via A-340.
Procedures for Air Traffic Control Coordination between PHNOM PENH ACC and BANGKOK
ACC on flights arriving/departing SIEM REAP Airport.
– International flights from BANGKOK FIR arriving SIEM REAP Airport shall be cleared via R-468
– BOKAK – W3 – BB NDB – W3 – SRE.
– International flights departing from SIEM REAP Airport entering BANGKOK FIR shall be
cleared via W13 – MENAM – G-474.
Procedure for Air Traffic Control Coordination between PHNOM PENH and SIEM REAP.
– The flights from SIEM REAP Airport to PHNOM PENH Airport shall be cleared via W15 –
SATON.
– The flights from PHNOM PENH Airport to SlEM REAP Airport shall be cleared via W1.
N-639 AIRWAY — Flights currently operate on B-329, with Runoff certified are advised to use
N-639.
CHINA
A-593 AIRWAY within AKARA — Fukue Corridor Only FL240, FL280, FL300, FL400, W-bound
and FL250, FL290, FL310, FL390 available.
HONG KONG, PR of CHINA

M-772 AIRWAY ASOBA to DULOP — Only available for traffic departing Jakarta with destination
Hong Kong or P.R. of China.
A-1, G-581 AIRWAY VHHK FIR — E-bound overflights to RCAA FIR only available 1700–0059
UTC.
L-642 AIRWAY Cheung Chau VOR to EPKAL — Only available for VHHH, VMMC Departures
and overflights from ZGZU FIR.
M-750 AIRWAY VHHK FIR — E-bound overflights to RCAA FIR only available 1700–0059 UTC.
M-771 AIRWAY DOSUT to Cheung Chau VOR — Only available for VHHH, VMMC Arrivals and
overflights to ZGZU FIR.
JAPAN
ATS AIRWAY — E-Bound only below FL380 from BORDO to Miyakojima (MYC) VOR.
R-583 AIRWAY — E-Bound only below FL380 within Fukuoka FIR between BORDO and ENTOK.
FAR EAST
Y-74 AIRWAY — E-Bound only below FL380 between Naha (NHC) VOR and BORDO.
Z-29 AIRWAY — E-Bound only below FL380 from BORDO to GAKIA.
Z-31 AIRWAY — E-Bound only below FL380 between BORDO ad ENTOK.
Z-401 AIRWAY — Available only for N-bound via POTIB.
KOREA
A-586 AIRWAY— Conditional route (CDR) Available between TENAS Ints and Busan (PSN)
VORTAC: Mon–Fri 1100–2200 UTC, Sat 2200 UTC on the day preceding until 2400 UTC on the
Saturday. Sun 0000–2200 UTC. Holiday 1100 UTC on the preceding until 2200 UTC on the holi-
day.
A-593 AIRWAY — Eastbound from SADLI to ONIKU, only available for non-approved RNAV 2
aircraft. Any aircraft approved for RNAV 2 operation should use Y-590.
B-576 AIRWAY — Only used for Non-RNAV aircraft. Any aircraft approved for RNAV operations
should use airways Y-711 or Y-722.
B-576 AIRWAY — Between Songtan VOR – Jeju VOR, any aircraft planning to operating above
FL140 must coordinate with Incheon ACC before flight planning.
G-585 AIRWAY — Only westbound flight from KPO to SEL authorized, except aircraft departing
from RKTY or RKTI. Eastbound from SEL to KPO at or above 11,000 ft requires 24 hours PPR
from Daegu ACC. PPR not required at or below 10,000 ft.
G-597 AIRWAY — Available for non-RNAV equipped aircraft. Aircraft approved for RNAV opera-
tions should use Y-697. Only westbound from SEL to AGAVO is authorized unless otherwise
assigned by ATC. Eastbound in this airway shall not be used. Eastbound from AGAVO to SEL
shall get 24 hours PPR from Incheon ACC. Only westbound from LANAT to KAE shall get 24
hours PPR from Daegu ACC.
L-512 AIRWAY — Operational hours between TENAS and ANDOL: E-bound and W-bound 24
hours.
V-11, Y-744 AIRWAY: 11,000 ft to FL240, at or above FL280 will be blocked. 11,000 ft and above
15 days PPR from Air Traffic Management Office.
Y-579 AIRWAY — Conditional route (CDR) Available between TENAS Ints and Busan (PSN)
VORTAC: Mon–Fri 1400–2200 UTC, Sat 2200 UTC on the day preceding until 2400 UTC on the
Saturday. Sun 0000–2200 UTC. Holiday1400 UTC on the preceding until 2000 UTC on the holi-
day.
Y-644 AIRWAY — Only eastbound from AGAVO Int to EGOBA Int authorized unless otherwise
assigned by Incheon ATC.
Y-685 AIRWAY — Only westbound flight from KPO to SEL on Y685 is authorized, except aircraft
departing from RKTY or RKTI. Aircraft flying eastbound from SEL to KPO at or above 11,000 ft on
Y685 shall get PPR 24 hours before from Incheon/Daegu ACC. No PPR is needed at or below
10,000 ft.
FAR EAST
Y-697 AIRWAY — Only westbound flight from SEL to AGAVO on Y-697 is authorized. Westbound
from LANAT to KAE on G-597 shall get 24 hours PPR from Daegu ACC.
Y-722 AIRWAY — Due to air traffic congestion around the ATOTI fix, inbound flights to RKSI/
RKSS/RKPK/RKTN shall file the flight plan when crossing Taipei FIR and Manila FIR boundary fix
POTIB between 1750–2020 UTC; Fukuoka FIR and Taipei FIR boundary fix MOLKA between
1840–2110 UTC; crossing RUGMA between 1930–2200 UTC.
Outside Incheon FIR: refer to Japan/Taiwan (between POTIB and RUGMA)
Inside Incheon FIR:
– RKSI/RKSS: RUGMA – ATINA – MELES – GUKDO
– RKPK: RUGMA – TOPAX
– RKTN: RUGMA – TOPAX – Z83 – BOMRA
Y-744 AIRWAY — 11,000 ft to FL240, at or above FL280 will be blocked. At or above 11,000 ft,
required 15 days PPR from Air Traffic Management Office.
W-45 AIRWAY — Between PIPOL and BOKUM 11,000’ AMSL to FL190 VMC-IMC use for train-
ing purpose.
LAOS
Flights to or from Vientiane crossing Thailand Territory must submit flight plan 24 hours in
advance.
N-639 AIRWAY — Flights currently operate on B-329, with Runoff certified are advised to use
N-639.
MALAYSIA
G-582 AIRWAY — Eastbound flight on G-582 to reach FL250 or above by 78 DME VBA.
L-510 (RNAV 10) AIRWAY — When successive AFTM westbound flights flight planned on P628
arriving GIVAL between 1500 and 1900 UTC and flights flight planned on N571/N877 arriving
VAMPI between 1530 and 1930 UTC do not meet the required longitudinal separation require-
ments, some of these flights may be rerouted onto this ATS route by KL ACC to allow the alloca-
tion of more optimal flight levels.
Operators should not flight plan westbound on L510.
M-630 (RNAV 2) AIRWAY — Westbound flight planning not permitted. Flights departing from air-
ports in peninsular Malaysia and overflying WSJC on RNAV route M-630 are restricted to FL270
and above at waypoint SUKRI if the planned cruising level is FL270 or higher.
M-751 AIRWAY — Flight Planning: Eastbound flight planning not permitted. Pilots operating on
AWY M-751 and destined for Kuantan must report on RTF to Kuantan ATC before entering Kuan-
tan TMA. All ACFT on AWY M-751 deviating east of track when area WMR 102B is active and
other ACFT intending to enter this area, shall contact Kuantan Radar or Lumpur Radar as appro-
priate and obtain traffic information. Pilots are warned that this area is intensively used by military
ACFT.
FAR EAST
M-754 AIRWAY — Flights departing from airports within Kota Kinabalu FIR via RNAV route
M-754 will be cleared to FL270. Succeeding ACFT may be cleared to same level provided 10 MIN
longitudinal separation using MNT exists with no closing speed.
P-628 AIRWAY — Flights reporting at IGREX Int should be at FL360 or above between 1600 and
1930 UTC. Flights unable to comply during these periods are advised to use alternate route. This
applies to all Non-ATFM (Air Traffic Flow Management) W-bound flights departing from an airport
within, and flights transiting through the Kuala Lumpur FIR.
Y-339 (RNP 2) AIRWAY — For FL220 and below, aircraft operators shall not flight plan on Y339
and shall refer ATS route A457 for alternate route.
Y-447 AIRWAY — Y447 is a diversionary route for RNAV route M758 between OLKIT and VJN
DVOR avoiding Danger Area which is activated by NOTAM.
Y-501 (RNP 2) AIRWAY — Flights SHALL NOT flight plan on Y-501 at FL220 and below. Aircraft
operators shall refer ATS routes A-457 or Y-506 for alternate route. Eastbound flight planning not
permitted.
Y-504 (RNP 2) AIRWAY — Eastbound flight planning not permitted.
Y-506 (RNAV 2) AIRWAY — Eastbound flight planning not permitted.
Y-507 (RNAV 2) AIRWAY — Westbound flight planning not permitted.
Y-509 (RNP 2) AIRWAY — Westbound flight planning not permitted.
Y-513 (RNP 2) AIRWAY — Flights SHALL NOT flight plan on Y-513 at FL220 and below. Aircraft
operators shall refer ATS route A-457 for alternate route. Eastbound flight planning not permitted.
MYANMAR
L-301 (RNP10) AIRWAY — Route segment between DWI and BKK DVOR available for overfly
BKK (Bi‐directional) and departing from VTBD or VTBS (Westbound). Eastbound aircraft operat-
ing on L301 destined for VTBD or VTBS shall file DWI L877 MIGAR L524 IBETO L524 on flight
plan. Aircraft destination VTBD or VTBS as shall operate on DWI L877 MIGAR L524 IBETO L524.
L524 AIRWAY — Eastbound between KAMKO and NURDA.
L877 AIRWAY — Eastbound available for aircraft destination VTBD or VTBS only.
M-502 (RNP10) AIRWAY — Between LALIT and BKK available only for overfly BKK (Bi‐direc-
tional) and departing from VTBD or VTBS (Westbound). Eastbound aircraft operating on M502
destined for VTBD or VTBS shall file LALIT P762 DWI L877 MIGAR L524 IBETO L524 on flight
plan. Aircraft destination VTBD or VTBS as shall operate on DWI L877 MIGAR L524 IBETO L524.
FAR EAST
M506 AIRWAY — Westbound aircraft on L301, intend to operate on L524 after KAMKO, after
DWI transiting to join L524 via M506 shall file DWI M506 KAMKO L524 on flight plan. Available
for Aircraft transiting from L301 DWI DVOR to join L524.
PHILIPPINES
ONE WAY AIR TRAFFIC FLOW FROM MANILA TO THE SOUTHERN PORTIONS OF THE
PHILIPPINES. (May be modified by Manila and Mactan ACCs). Stages of the international flights
associated with climb to/descent from cruising – levels penetrating FL150 to FL280 shall conform
to these domestic routings:
Airways are North and Southbound 0000–1200 UTC, except:
– Northbound FL160 to FL280 2200–1300 UTC.
– Southbound FL150 to FL270 2200–1300 UTC.
SINGAPORE
A-457 Airway — Northbound flights landing at Kuala Lumpur and Subang are to flight plan via
A-457.
A-576 Airway — Southbound flights landing at Singapore (WSSS) are to flight plan via ATS route
A-464.
B-466 Airway — Flight planning not permitted between VJB and GEMAS.
G-334 Airway — Non-PBN and Non-RVSM equipped aircraft on ATS route G334:
a. To destinations other than WMKK to flight plan via G334-KIBOL-VPK.
Alternative route to G334 for non-PBN equipped aircraft to destinations within WMFC may
flight plan via G580-HOSBA-VJB-A457.
b. For departure from WMFC to flight plan via VPK-KIBOL-G334.
Alternative route to G334 for non-PBN equipped aircraft for departure from WMFC may flight
plan via A464-TOPOR-W534-VJB-HOSBA-G580.
G-579 Airway — Unidirectional route for flight from Soekarno-Hatta to Singapore. Bi-directional
route between Palembang and Singapore below FL200. All flights between SJ and JB are to
avoid at all times WSR38 which overlaps the eastern edge of the airway. Kuala Lumpur/Singa-
pore FIR boundary is approximately 2 NM south of JB.
L-504 Airway — Flights overflying Singapore to destinations north of Kuala Lumpur and Subang
are to flight plan via BAVUS L504 OBDOS M774 TPG A464 SJ G579 VJB Y342 AROSO Y339.
Flights overflying Singapore to land at Kuala Lumpur and Subang are to flight plan via BAVUS
L504 OBDOS M774 TPG A464 SJ G579 VJB A457.
L-644 Airway — Available only for flights departing from Hong Kong or north of Hong Kong to
Jakarta.
L-649 Airway — Available only for flights departing from Brunei (WBSB), Labuan (WBKL) and Miri
(WBGR) to Hong Kong (VHHH) only. No-PDC Flight Levels applicable for FL300 and FL380.
FAR EAST
L-762 Airway —
– Westbound – Aircraft originating only from airports within Singapore FIR to Medan and destina-
tions beyond Jakarta FIR.
– Eastbound – Aircraft to destinations within Singapore FIR only.
M-630 Airway — Southbound flight planning permitted for flights from Kuala Lumpur and airports
beyond which are overflying beyond Singapore. Flights landing at Singapore Changi Airport to
flight plan on A-464.
M-635 Airway — Flights overflying Singapore to destinations north of Kuala Lumpur and Subang
are to flight plan via SURGA M635 TPG A464 SJ G579 VJB Y342 AROSO Y339. Flights overfly-
ing Singapore to land at Kuala Lumpur and Subang are to flight plan via SURGA M635 TPG A464
SJ G579 VJB A457.
M-772 Airway — Available only for flights departing from:
– Jakarta (WIII and WIHH) to Hong Kong (VHHH) and airports in People’s Republic of China.
– Bintulu (WBGB), Brunei (WBSB), Kuching (WBGG), Labuan (WBKL), Miri (WBGR) and Sibu
(WBGS) to Hong Kong (VHHH) only.
M-774 Airway — Flights overflying Singapore to destinations north of Kuala Lumpur and Subang
are to flight plan via KADAR M774 TPG A464 SJ G579 VJB Y342 AROSO Y339. Flights overfly-
ing Singapore to land at Kuala Lumpur and Subang are to flight plan via KADAR M774 TPG A464
SJ G579 VJB A457.
N-884 Airway — Uni-directional for east bound flights from VMR to LAXOR. No PDC Flight Levels
FL310, FL320, FL350, FL360, FL390, FL400 applicable. Other levels available with prior appro-
val. Not available for flight planning between VMR and LUSMO. Flight Plan via TOMAN L625
LUSMO.
R-325 Airway — Flight planning not permitted for northbound Flights departing from Singapore to
airports beyond Kuala Lumpur operating above FL200.
Y-339 Airway — Flight planning permitted for flights departing from or overflying Singapore to
destinations north of Kuala Lumpur and Subang airports. Flights planning to operate at FL220 and
below to flight plan on A-457.
TAIWAN
A-1 AIRWAY — Transiting aircraft may use APU VOR R-232 and MKG VOR R-051. Under such
circumstances, the Houlong reporting point will become a non-compulsory reporting point.
A-1 AIRWAY — W-bound traffic entering the Hong Kong FIR via ELATO shall be restricted to
flights destined for airports in Hong Kong FIR or transiting from Hong Kong FIR to Guangzhou
FIR.
A-1 AIRWAY — Within Taipei FIR FL280 or above for southwest bound traffic only.
B-576 AIRWAY — This route is only available for southbound arrival flights or transit flights at or
below FL280.
B-576 AIRWAY — FL300 not available for flights inbound Taipei FIR via B576/SALMI.
FAR EAST
B-591 AIRWAY — Flight Levels available between KASKA – DUBAN:

– From Shanghai FIR to Taipei FIR: FL300, FL320.
– From Taipei FIR to Shanghai FIR: FL270, FL370. This portion is only available for aircraft
departing from Taipei FIR and transferring via Shanghai FIR.
G-86 AIRWAY — E-bound traffic entering the Taipei FIR via KAPLI shall be restricted to flights
destined for airports in Taipei FIR or transiting from Taipei FIR to Fukuoka FIR via IGURU
between 1700–2200 UTC.
G-581 AIRWAY —
– IGURU-HCN segment is only available for aircraft without RNAV 2 approval. Prior notice to
ATC and approval from military authority are required.
G-587 AIRWAY —
– HLN R-038 is applied between BULAN and PABSO.
– Westbound transit flights are authorized only at FL380 or above.
J-1 transition is available from 1400 UTC – 2100 UTC daily. This transition route shall not be filed
in flight plan. This transition route shall be approved by ATC under radar environment.
J-5 transition is available from 1100 UTC – 2300 UTC daily and the clearance may be withdrawn
in case of military operation requirement.
L-1 RNAV transition is available from 1400 UTC – 2100 UTC daily and the clearance may be
withdrawn in case of military operation requirement. This transition route shall not be filed in flight
plan. This transition route shall be approved by ATC under radar environment.
L-2 is restricted for traffic between Taipei FIR and Shanghai FIR or traffic approved by ATC.
Arrival aircraft from KASKA should join L-2 to BERBA. Unless otherwise assigned by ATC flight
levels available are: From Taipei FIR to Shanghai FIR: FL270, FL370. From Shanghai FIR to
Taipei FIR: FL300, FL320. Aircraft operated on L-2 shall be equipped with Transponder and
TCAS/ACAS and maintain in operation.
L-3 RNAV TRANSITION — L3 is for departure aircraft from Taipei FIR via SULEM, KASKA to
Shanghai FIR or via SALMI to Fukuoka FIR.
M-646 AIRWAY — Flight levels available in Taipei FIR RVSM airspace:
– Southbound: FL300, FL340, FL380.
– Northbound: FL290, FL310, FL330, FL350, FL370, FL390, FL410.
M-750 (RNAV5) AIRWAY —
– This route is for northeast bound only.
– FL290 not available for flights inbound Taipei FIR via M750/ENVAR between 0000–1200 and
2300–2359.
– 2000–1300 UTC daily, between ENVAR and SANAS, below FL290 shall be approved by ATC.
– Arrival aircraft may descend below FL270 in accordance with ATC clearance.
FAR EAST
N-892 AIRWAY
– This route is for southwest bound only. The available flight levels are FL310, FL320, FL350,
FL360, FL390 and FL400.
– RNP 10 operations are applied above FL290.
– Operations at or below FL280 may use HCN VOR/ DME as reference.
Q-11 AIRWAY —
– SALMI-TINHO route is only available for aircraft transiting Taipei FIR.
– Northbound overflights to Fukuoka FIR shall route APU DCT DRAKE Q11 WP900 L4 LIPLO.
Q-12 AIRWAY — This route is for southwest bound only. The available flight levels are FL310,
FL320, FL350, FL360, FL390 and FL400.
Q-13 AIRWAY —
– PICHU-KABAM segment is for southwest bound only.
Q-14 AIRWAY — Flight levels available in Taipei FIR:
– Southbound: FL300, FL340, FL380.
– Northbound: FL290, FL310, FL330, FL350, FL370, FL390, FL410.
– FL290 is for flights landing in Taipei FIR only.
R-200 AIRWAY — This route is only available for aircraft departing from Taipei FIR and aircraft
transferring via Guangzhou FIR.
– Flight Level available :
• From Guangzhou FIR to Taipei FIR: FL290.
• From Taipei FIR to Guangzhou FIR: FL280.
R-583 AIRWAY — Authorized W-Bound FL380 or above within Taipei FIR. Unless otherwise
approved by ATC arrival aircraft into Taipei FIR are prohibited.
R-596 AIRWAY — This route is only available for aircraft departing from Taipei FIR and aircraft
transferring via Shanghai FIR.
– Flight Level available :
• From Shanghai FIR to Taipei FIR: FL240, FL280, FL340.
• From Taipei FIR to Shanghai FIR: FL250, FL290, FL370.
T-1 RNAV TRANSITION
– This transition is for Taipei FIR departure only.
– FL280 and below shall be approved by ATC.
T-5 RNAV TRANSITION — Departing Traffic from RCTP should cross GABBY at or above
FL300.
FAR EAST
W-2 AIRWAY — Clearance to operate above 10,000 ft is subject to coordinated results with CAF
control.
W-8 AIRWAY — Only available under military authority’s approval.
THAILAND
A-1 AIRWAY — One-way system will be applied for a portion between BKK DVOR/DME and UBL
DVOR/DME as follows:
– ATS route will apply to eastbound traffic only.
– Westbound traffic shall flight plan W1 after UBL.
– The availability for westbound traffic on A1 or direct route will be subject to prior approval from
ATC.
L-301 AIRWAY — Route segment between (DWI) and (BKK) VOR available for overfly BKK
(Bidirectional) and departing from VTBD or VTBS (Westbound).
L-877 AIRWAY — Available for aircraft destination VTBD or VTBS only.
M-502 AIRWAY — Available Mon–Fri 1500–2300 UTC and Sat–Sun H24. Route segment
between AKATO and (BKK) VOR available for overfly BKK (Bidirectional) and departing from
VTBD or VTBS (Westbound).
M-648 AIRWAY — Conditional route (CDR) Available weekdays, Monday to Friday 1701–2159
UTC and Friday 1710 UTC to Sunday 2159 UTC and public holiday. Other times by NOTAM.
M-770 AIRWAY — Available as follows:
– Sat–Sun 0000–2300 UTC
– Mon–Fri 1630–2300 UTC
– Only the direction from GOLUD to PADET
M-904 AIRWAY — Segment between (BKK) VOR – (BUT) VOR, aircraft shall keep within the lat-
eral limit of the route and close to the centerline as much as possible to avoid entering VT(P)-7.
M-904 AIRWAY — When VT(D)-71 is activated, flight planning is prohibited.
Y-1 and Y-2 AIRWAYS — Available Mon–Fri 1000–2300 UTC and Sat–Sun H24.
Y-3 (Southbound) and Y-4 (Northbound) AIRWAYS — Available when VT(D)-58 is activated. Air-
craft shall keep within the lateral limit of the route as much as possible to avoid entering VT(D)-58.
Y-5 AIRWAY — Conditional route (CDR) Phuket VOR (PUT) – SURMA. Available Monday to
Friday 1700–2200 UTC and on Friday 1700 UTC to Sunday 2200 UTC and public holiday. Other
times by NOTAM.
Y-11 AIRWAY — Segment between KIGOB Int – (BUT) VOR, aircraft shall fly on the centerline of
the route as much as possible to avoid entering VT(P)-7.
Y-11 AIRWAY — When VT(D)-71 is activated, flight planning is prohibited.
Y-12 AIRWAY — When VT(R)-13 is activated, flight planning is prohibited.
FAR EAST
Y-13 AIRWAY — Available for aircraft with VTBS as destination only.

Y-18 AIRWAY — Conditional route (CDR) Available on weekdays, Monday to Friday 1100–2300
UTC and Friday 1100 UTC to Sunday 2300 UTC and public holiday. Other times by NOTAM.
Y-19 AIRWAY — Conditional route (CDR) Pattani NDB (PT) – Betong DVOR/DME (BET). Availa-
ble on weekdays, Monday to Friday 1100–2300 UTC and Friday 1100 UTC to Sunday 2300 UTC
and public holiday. Other times by NOTAM.
W-32 AIRWAY — Conditional route (CDR) REGOS – Samui VOR (SMU). Available Monday to
Friday 1700–2300 UTC and Friday 1700 UTC to Sunday 2300 UTC and public holiday. Other
times by NOTAM.
W-33 AIRWAY — Conditional route (CDR) Phuket VOR (PUT) – Samui VOR (SMU). Available
Monday to Friday 1700–2300 UTC and Friday 1700 UTC to Sunday 2300 UTC and public holi-
day. Other times by NOTAM.
W-35 AIRWAY — Conditional route (CDR) UPNEP – Nakhon Si Thannarat VOR (NSK). Available
Monday to Friday 1700–2300 UTC and Friday 1700 UTC to Sunday 2300 UTC and public holi-
day. Other times by NOTAM.
W-10 AIRWAY — For Military use only.
PACIFIC
STANDARD PROCEDURES FOR ADIZ FLIGHTS
PROCEDURES WITHIN PACIFIC AREA

FLIGHT PLAN
Filing of Flight Plan
File flight plan 30 minutes prior to takeoff, either in writing or by telephone with appropriate aero-
nautical facility for any flight, all or part of which will be conducted in an ADIZ. Designate VFR
flight as DVFR, and include route and altitude while within ADIZ, and Estimated Time of penetra-
tion. DVFR flight will not be conducted off airways unless aircraft has both applicable authentica-
tion codes and IFF. No deviations shall be made from a DVFR flight plan, unless prior notification
is given to an appropriate aeronautical facility.
Revision of Flight Plan
Transmit corrected information to appropriate aeronautical facility immediately after it becomes
evident that flight plan cannot be adhered to. See ALLOWABLE TOLERANCES FOR ADHER-
ENCE TO FLIGHT PLAN OR AIR TRAFFIC CLEARANCE.
TRAFFIC CONFLICTS
Numerous aircraft operate within the Pacific theater without filing VFR or IFR Flight Plans. Air-
crews operating outside ATC radar coverage may lessen traffic conflict potential by utilizing Radar
Advisory Service from the nearest Radar station.
ALLOWABLE TOLERANCES FOR ADHERENCE TO FLIGHT PLAN OR AIR

TRAFFIC CLEARANCE
Time
Five (5) minutes from estimate over reporting point or point of penetration; or in case of flight origi-
nating within ADIZ, five minutes from proposed time of departure, or as amended, unless IFR in
control area.
Distance
Ten (10) nautical miles from the centerline of the proposed route, if entering or operating in that
portion of the ADIZ located over or within ten (10) nautical miles of land mass area.
Twenty (20) nautical miles from the centerline of the proposed route, if entering or operating
within that portion of the ADIZ located beyond ten (10) nautical miles of land mass area.
ACTION TO BE TAKEN WHEN INTERCEPTED BY INTERCEPTOR AIRCRAFT

If intercepted by fighter aircraft, follow instructions published in the ACTION and SIGNALS para-
graphs in the EMERGENCY section under INTERCEPTION.
PROCEDURES FOR AUSTRALIA ADIZ FLIGHTS

GENERAL
The following general rules and procedures apply to enable identification of air traffic entering any
designated Air Defense Identification Zone (ADIZ) under the control of Australia.
PACIFIC
a. An ADIZ is airspace of defined dimensions within which identification of all aircraft is

required.
b. When a flight is intended to operate within an ADIZ, the pilot, unless exempted in accord-
ance with para. c., must:
1. lodge a flight plan covering flight within the ADIZ with the appropriate ATS unit at least
60 minutes before entry into the ADIZ;
2. report position to ATS when passing each position reporting point within the ADIZ;
3. report position to ATS at ADIZ boundary with a geographical reference (e.g., 15 nautical
miles east of...) or, if the departure point is within 100 nautical miles of the ADIZ boun-
dary, report departure;
4. report departure if departing from a point in the ADIZ;
5. maintain a continuous listening watch on the communications frequency of the appropri-
ate ATS unit or on another frequency as directed until the flight is through the ADIZ;
6. not deliberately deviate from tracks and altitudes filed in the flight plan unless prior ATC
clearance is obtained, or outside controlled airspace, notification is given to the appro-
priate ATS unit; and
7. activate transponder when within 100 nautical miles of the ADIZ and when operating
within the ADIZ.
c. The following flights over Australia and its territorial waters are exempted from compliance
with the requirements of paragraph b, above:
1. a flight originating within a ADIZ which maintains a steady outbound track;
2. a flight which remains within 10 nautical miles of the point of departure;
3. aircraft performing published approach, holding or recovery procedures; and
4. a flight conducted in accordance with special procedures arranged with the Area Air
Defense Commander.
d. Flight plans lodged in accordance with paragraph b. above must include details of:
1. tracks and altitudes to be flown while operating in the ADIZ;
2. estimated elapsed times for each route segment in the ADIZ, including the segment in
which the ADIZ boundary is crossed;
3. position reporting points, departure and landing points; and
4. estimated time at the commencing point of the first route segment for which details are
required in accordance with sub-paragraph d. 2. above.
e. Reporting points published on ENROUTE/AREA CHARTS must be used plus those required
by the Area Air Defense Commander.
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f. Pilots must immediately notify ATS of any deviation from flight plan beyond the following tol-
erances:
1. estimated time of commencing the ADIZ route segments - plus or minus 5 minutes;
2. over land area - plus or minus 10 miles from track;
3. over oceanic areas - plus or minus 20 miles from track.
NOTE: The 5 minutes expressed above will be used in considering intercept action, but
pilots must report predicted deviations of greater than two (2) minutes.
g. In case of failure of two-way radio communication, the pilot must proceed in accordance with
the normal radio failure procedures.
SPECIAL REQUIREMENTS
Special requirements may be published relative to a particular ADIZ. Flights exempted in accord-
ance with paragraph c. above will not be exempted from the special requirements unless so
specified.
NON-COMPLIANCE
Significant deviations from the requirements for flight in an ADIZ must be reported immediately to
ATS and details and reasons for the deviation must be reported at the first point of landing, for
transmission to the Area Air Defense Commander.
DIVERSION OF AIRCRAFT FOR DEFENSE OPERATIONS

The Area Air Defense Commander, may through ATS direct the flight of aircraft in the interests of
national security. Messages initiating such requirements will be prefaced by MILITARY OPERA-
TIONS REQUIRE....
PROCEDURES FOR CHINA ADIZ FLIGHTS

Aircraft flying in the East China Sea ADIZ:
a. should report the flight plans to the Ministry of Foreign Affairs of the People’s Republic of
China or the Civil Aviation Administration of China;
b. must maintain two-way radio communication and respond in a timely and accurate manner
to the identification inquiries from the administrative organ of the East China Sea ADIZ or the
unit authorized by the organ;
c. if equipped with secondary radar transponder, should keep the transponder working through-
out the entire flight;
d. must clearly mark their nationalities and the logo of their registration identification in accord-
ance with related international treaties.
Aircraft flying in the East China Sea ADIZ should follow the instructions of the administrative
organ of the ADIZ or the unit authorized by the organ. China’s armed forces will adopt defensive
emergency measures to respond to aircraft that do not cooperate in the identification or refuse to
follow the instructions.
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The Ministry of National Defense of the People’s Republic of China is the administrative organ of
the East China Sea ADIZ.
The competent office of the Civil Aviation Administration of China (CAAC) responsible for pro-
cessing flight plans is:
Operation Management Center of ATMB
Fax: +86 10 6513 5983
SITA: BJSZGCA
AFTN: ZBBBZGZX
Civil aviation scheduled flights, and any non-scheduled flights including extra scheduled flights,
chartered flights, ferry flights and business flights shall submit flight plan to Air Traffic Control
Department of CAAC.
State flights, VIP chartered flights, and the transport flights of weapon and ammunition operated
by civil aircraft shall submit flight plan to the Ministry of Foreign Affairs of People’s Republic of
China.
The flight plan shall be submitted in the format of FPL to the address of Air Traffic Control Depart-
ment: ZBBBZGZX, ZSACZQZX.
PROCEDURES FOR JAPAN ADIZ FLIGHTS

a. In ADIZ, Japan Air Self Defense Force identifies aircraft approaching Japanese territorial air-
space, and aircraft unidentified by flight plan is liable to in-flight interception for visual confir-
mation.
b. VFR aircraft flying within ADIZ are requested to take the following actions to facilitate identifi-
cation of aircraft.
1. To send the flight plan to RJTJYXYX by AFTN line, in case of flying into Japanese terri-
tory from abroad through ADIZ.
2. To contact with an appropriate ATS Unit and the radar site of Japan Air Self Defense
Force in case that the actual flight deviates from the flight plan submitted in advance of
the flight.
PROCEDURES FOR KOREAN ADIZ FLIGHTS

Pilots who want to fly within the KADIZ shall submit a flight plan to the Minister of Defense prior to
conducting the flight. If it is impossible to submit a flight plan before departure due to reasons
such as an urgent mission specified by the Minister of Defense, the flight plan concerned can be
submitted during flight.
In cases when aircraft other than military aircraft submit a flight plan to the Minister of Land, Infra-
structure and Transport Affairs in accordance with Article 54-2-4 of Civil Aviation Act, it is consid-
ered that the requirement specified above will be met.
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Aircraft shall comply with the following procedures while operating within the KADIZ except when
operating is conducted in accordance with procedures designated by the Minister of Defense after
obtaining the permission:
a. Aircraft shall establish two-way air-ground radio communications and monitor continuous
voice communications with an appropriate air traffic control or military unit.
b. Aircraft shall operate Secondary Surveillance Radar (SSR) transponders and set the SSR
codes directed by air traffic control or military authority concerned.
Aircraft shall give position reports to the Minister of Defense while operating within KADIZ. In
cases where flying is conducted in controlled airspace according to the filed flight plan as speci-
fied in the paragraphs above, position reports contained in items a and b may be omitted.
a. If flying in controlled airspace, ETA at KADIZ boundary point shall be given when a position
report is made at the last reporting point prior to entering the KADIZ.
b. If flying outside controlled airspace, aircraft shall give the ETA at the KADIZ boundary point
of penetration and altitude at least 15 and no more than 30 minutes prior to entering the
KADIZ.
c. Position reports shall be made every 30 minutes while within the KADIZ.
PROCEDURES FOR MYANMAR ADIZ FLIGHTS

AIR DEFENSE CLEARANCE (ADC): No flight of any aircraft either originating in or penetrating
into the ADIZ will be permitted without Air Defense Clearance. The procedure for obtaining ADC
is outlined in the following paragraphs.
PROCEDURE FOR OBTAINING AIR DEFENSE CLEARANCE

a. Flight Plan to be filed 30 minutes before take-off, and to include ETA at ADIZ boundary and
route and altitude within ADIZ. In-flight changes for entry are not allowed except in emer-
gency.
b. Except for local flights conducted in the immediate vicinity of an aerodrome, all aircraft oper-
ating to, through or within the ADIZ shall obtain ADC through The Air Traffic Control Center
(ATCC).
c. ADC shall be valid for the entire flight within ADIZ irrespective of intermediate halts, for
flights originating in or transiting through the ADIZ.
d. For flights originating within the ADIZ, ADC shall be obtained before departure and in the
event of departure being delayed for more than 30 minutes, a fresh ADC shall be obtained.
e. In respect of Eastbound flights conducted along the airways penetrating the ADIZ, aircraft
shall, on first contact with the ATCC at the FIR boundary, request the ADC giving the estima-
ted time over the ADIZ boundary.
f. In respect of Westbound flights conducted along the airways penetrating the ADIZ, aircraft
shall, on first contact with the ATCC at the FIR boundary request an ADC only.
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g. In respect of all flights conducted off airways aircraft shall contact ATCC at least 10 minutes
before entering the ADIZ giving the ETA over ADIZ boundary and requesting ADC.
h. Frequencies to be used shall be the normal air/ground communication frequencies.
PROCEDURES FOR PHILIPPINE ADIZ FLIGHTS

All flights, part or all of which will be conducted within the PADIZ and with indicated cruising
speed of 110 knots or greater, are required to file DVFR or IFR Flight Plans.
a. Flight plans should be filed at least 30 minutes prior to take off either in writing or by tele-
phone with any of the appropriate aeronautical facilities. For those flights originating at points
where no aeronautical facility exists, flight plans should be filed as soon as possible through
the air-ground frequency as soon as airborne.
b. Flight plans for VFR flights shall be preceded by the letter “D” (DVFR) and must include the
route, airspeed and altitude while within the PADIZ, IFR flight plans should include estimate
of penetration of the PADIZ boundary.
c. A DVFR flight without 2-way communication may operate within the PADIZ or enter PADIZ
provided that it adheres to a filed flight plan.
d. When flying on established airways, ETA for PADIZ must be given when reporting over last
compulsory reporting point prior to crossing PADIZ. Reporting over PADIZ is required only at
designated compulsory reporting points indicated on enroute charts.
e. If crossing PADIZ at points not on established airway point of penetration, ETA and altitude
shall be given at least 15 minutes but not later than 30 minutes prior to crossing. Make posi-
tion reports inside PADIZ every 30 minutes or as requested.
f. Position reports immediately preceding penetration of PADIZ shall include the time estimate
of penetration, whether to confirm or to revise the time estimate originally contained in the
flight plan.
NOTE: See ALLOWABLE TOLERANCES FOR ADHERENCE TO FLIGHT PLAN OR AIR
TRAFFIC CLEARANCE above.
g. In addition, no deviation from the cruising altitude or flight level specified in the flight plan
shall be made unless an ATC clearance is obtained from the appropriate Air Traffic Control
Unit. However, when within reasonable distance from its destination, pilot may commence
descent from the altitude specified in the flight plan without reporting change of altitude.
PROCEDURES FOR TAIWAN ADIZ FLIGHTS

a. All non-tactical aircraft flying over the high seas are required to maintain an altitude of not
lower than 4000 feet, to fly within the designated airway(s) and (except when being vectored)
to make an instant position report when passing over the designated position reporting point.
b. All non-tactical aircraft flying inbound to the Taipei FIR are required to establish radio com-
munication with the Taipei Area Control Center or Taipei Communication Center while enter-
ing the Taipei FIR boundary.
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c. Any non-tactical aircraft that chartered for a special seaward mission is allowed to call
“STAR GAZER” for Control Report Center directly on 121.5 MHz for position when deems
report necessary.
d. Aircraft will be intercepted by the Chinese Air Force interceptors, if:
1. Aircraft do not adhere to the Air Defense Identification Procedures or to the Air Traffic
Control Regulation and Procedures.
2. Aircraft deviate from the current flight plan — fail to pass over a compulsory reporting
point within 5 minutes of the estimated time over that point, deviate 20 NM from the
centerline of the airway; or 2000 feet difference from the assigned altitude; or any other
deviations.
PROCEDURES FOR THAILAND ADIZ FLIGHTS

a. Bangkok Area Control Center (VTBBZRZX) requires flight plans for all aircraft, IFR or VFR
operating into Bangkok FIR. It is compulsory that all aircraft, destined for an aerodrome
within TADIZ or overflying TADIZ submit flight plans at the point of departure for relaying to
Bangkok Area Control Center.
b. Aircraft flying along the airways shall report at the normal reporting points. Aircraft approach-
ing TADIZ off airways shall give the estimated time over TADIZ boundary at least 10 minutes
in advance.
c. If unable to maintain radio communication with appropriate ATC agency, the pilot may con-
tact the nearest Ground Control Intercept (GCI) site on frequencies 127.0 or 331.3 MHz for
positive identification prior to entering TADIZ.
d. Aircraft will be intercepted by Royal Thai Air Force interceptors if:
1. They do not adhere to the Air Defense Identification procedures or the air traffic control
regulations and procedures.
2. They deviate from their current flight plan, fail to pass over a compulsory reporting point,
or operate 10 NM over land or 20 NM over sea from the center line of the airway
assigned.
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PACIFIC FLIGHT PLAN/PREFERRED ROUTES
THE NOPAC ROUTE SYSTEM

a. GENERAL
NOPAC traffic flows are predictable due to consumer demand, time zone differences, winds
aloft and airport noise restrictions, Eastbound air traffic is heavy between 0700Z and 2100Z.
Westbound air traffic is heavy between 1200Z and 1900Z, and between 2200Z and 0700Z.
When the NOPAC Route System is selected as the preferred routing due to winds aloft,
route saturation can occur. The most critical altitudes are flight levels 310 through 390. The
lack of available preferred altitudes may necessitate destination decisions due to the vast
route lengths involved.
b. NOPAC SYSTEM
The NOPAC Route System is comprised of five (5) Air Traffic Service (ATS) routes which
transit the North Pacific between Alaska and Japan. The two (2) northern routes are used for
westbound traffic. The three (3) southern routes are used primarily for eastbound traffic
except that R591 or G344 may be used for westbound aircraft crossing the Fukuoka/Anchor-
age Flight Information Region (FIR) boundary between 0000Z and 0600Z.
c. ROUTES
R220: One-Way Westbound, Even Altitudes FL180 to FL400, also FL330, FL350, FL370,
FL390, FL410
R580: One-Way Westbound, Even Altitudes FL180 to FL400, also FL350, FL370
A590: One-Way Eastbound, Odd Altitudes FL190 to FL410, also FL300, FL320, FL340
R591: Two-Way; Odd Altitudes Eastbound, Even Altitudes FL300 to FL400 Westbound. Also
FL300, FL320 and FL340 available Eastbound when route is part of published Eastbound
PACOTS and FL350, FL370 and FL390 available Westbound when route is part of published
Westbound PACOTS.
G344: Two-Way, Odd Altitudes Eastbound, Even Altitudes FL300 to FL400 Westbound. Also
FL300, FL320 and FL340 available Eastbound when route is part of published Eastbound
PACOTS and FL350, FL370 and FL390 available Westbound when route is part of published
Westbound PACOTS.
NOTE: Radial/DME cross checks are available as follows:
for NATES on R220: SYA 329R/152DME
for ONEIL on R580: SYA 329R/102DME
for PINSO on A590: SYA 329R/052DME
for CHIPT on G344: SYA 148R/100DME
d. TRANSITION ROUTES
Within the Fukuoka FIR, Oceanic Transition Routes (OTRs) and, in one case, a Victor route,
have been established for aircraft transitioning to or from the NOPAC Route System. Within
the Anchorage FIR, certain ATS routes are used for the same purpose. These routes
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include: G583, B757, R341, G469, A342, G215, R330, R336, R338, and G349 (For west-
bound use only).
e. NOPAC REROUTES
Aircraft cannot always be accommodated on their flight planned NOPAC route. In an effort to
reduce both coordination time and coordination errors, JCAB (Fukuoka ATMC) and FAA
(Anchorage ARTCC) have agreed on a common procedure to accommodate most reroutes.
Aircraft rerouted from one NOPAC ATC route to another NOPAC ATC route will be given
short range clearances into the adjoining FIR's RADAR coverage airspace. The receiving
ATC facility will then issue further routing to the aircraft prior to the aircraft reaching the
clearance limit. Example 1: aircraft ABC101 is routed via R220 to RJTT but can not be
accommodated on R220. The aircraft may be re-cleared as follows: “ABC101 cleared to
OATIS via R580, expect further clearance from ATMC after OMOTO.” Example 2: aircraft
ABC102 is routed via A590 to PAFA but can not be accommodated on A590. The aircraft
may be re-cleared as follows: “ABC102 cleared to SYA via R591, expect further routing from
Anchorage ARTCC after AKISU.”
FLIGHT PLANS AND PREFERRED ROUTES

a. Flight Plans
All operators planning IFR flight operations in the Anchorage Oceanic and Domestic Flight
Information Regions west of 165° west longitude and south of 63° north latitude must file
flight plans with both PAZAZQZX and PAZNZQZX. Failure to file with both system addresses
may result in delay of ATC services.
Aircraft shall enter “W” in item 10 of the ICAO flight plan if the aircraft and operator have
been approved for RVSM operations, in accordance with ICAO Doc 4444. Aircraft not
approved for RVSM operations shall not enter “W” in item 10.
Aircraft shall enter “R” in item 10 of the ICAO flight plan if the aircraft and operator have been
approved for RNP operations in accordance with ICAO Doc 4444 for the route of flight. Air-
craft not approved for RNP operations shall not enter “R” in item 10.
All aircraft flight planned to cross the Anchorage/Fukuoka FIR shall be established on a
NOPAC route prior to the FIR. Aircraft operating beneath the NOPAC (at or below 17,000
MSL may flight plan via random routes. To provide Control Centers with information on inten-
ded route of flight, all operators are requested to include the following data in the route defi-
nition portion of random flight plans involving flight in the Pacific Flight Information Regions
under the jurisdiction of the U.S. Federal Aviation Administration.
1. Coordinates of all turning points
2. Names, where applicable, or coordinates of points associated with transition from oce-
anic control areas to airways or areas where national procedures apply
3. Names of airways or descriptions of routes within such national airspace
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4. Coordinates for each 5° or 10° of latitude, or for each 5° or 10° of longitude, depending
on the predominant direction of flight. 10° increments should only be used when the
speed of the aircraft is such that 10° will be traversed within 1 hour 20 minutes.
Operators in the NOPAC Route System are reminded that flight plans must be filed in
accordance with ICAO procedures and formats. This will allow for automatic flight data pro-
cessing at oceanic control centers and oceanic radio stations along the route.
Flights originating outside of Anchorage or Fukuoka regions and entering oceanic airspace
without intermediate stops should submit flight plans as early as possible.
In addition to the normal requirement of addressing the flight plan to all control centers en
route, associated oceanic radio stations should also be addressed. This will provide those
stations with information such as flight identification, SELCAL, aircraft registration, destina-
tion, and ETA, which is necessary to handle the traffic. A properly addressed flight plan, for-
mulated in accordance with ICAO standards, will be processed automatically by oceanic
centers.
When flight planning via transition tracks and/or ATS routes, list the point of entry, followed
by the route designator, and finally the point of exit, e.g., KATCH – B327 – NULUK – R220 –
NANAC.
To minimize flight crew and controller workload, information should be carried for routes
other than the one being flown. This material should include route data, reporting points, fuel
burn, winds aloft, time enroute, etc., for those routes compatible with the direction of flight.
Data for routes R591 and G344 should also be carried regardless of the direction of flight as
they are used for both eastbound and westbound traffic. Carrying this information will avoid
unnecessary delays in the event a route or flight level other than that filed in the original flight
plan is assigned by ATC. Readily available material will facilitate timely crew decisions as to
their preference of alternate routes or altitudes.
b. Preferred Routes
Anchorage ARTCC will periodically issue International NOTAMs specifying the preferential
routes to be flown within the Anchorage FIR. Each NOTAM will individually denote, during
specified time periods, either the westbound or eastbound tracks. Flights filed contrary to
these NOTAMs or preferred routes may expect reroutes, sequencing delays, and/or severe
altitude restrictions for same direction, crossing, or opposite direction traffic.
Aircraft must have RVSM and RNP 10 approval from the appropriate State authority to oper-
ate in the NOPAC between FL290 and FL410 inclusive.
WESTBOUND
a. Aircraft entering the NOPAC Route System may use:
1. R220 at all times utilizing even cardinal altitudes from FL180 to FL400 and FL330,
FL350, FL370, FL390, FL410 with the following guidelines:
(a) Flights departing PANC or PAED shall flight plan NODLE thence R220.
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(b) Flights departing from all other airports within the Anchorage FIR and flights cross-
ing the Edmonton/Anchorage, Vancouver/Anchorage, or Oakland/Anchorage FIR
boundary shall flight plan via the current daily Westbound PACOTS track message
or via the current Anchorage ARTCC (PAZA) User Preferred Route (UPR)
NOTAM.
2. R580 at all times utilizing even cardinal altitudes from FL180 to FL400 and FL350 and
FL370 with the following guidelines:
(a) Aircraft departing PANC or PAED shall flight plan NODLE R220 NICHO thence
R580.
(b) Flights departing from all other airports within the Anchorage FIR and flights cross-
ing the Edmonton/Anchorage, Vancouver/Anchorage, or Oakland/Anchorage FIR
boundary shall flight plan via the current daily Westbound PACOTS track message
or the current Anchorage ARTCC (PAZA) User Preferred Route (UPR) NOTAM.
3. R591 utilizing even cardinal altitudes from FL300 to FL400 with the following guidelines:
(a) Only when R591 is designated as a Westbound PACOTS track.
(b) As specified in the daily Westbound PACOTS track message or the current
Anchorage ARTCC (PAZA) User Preferred Route (UPR) NOTAM.
(c) Must cross AKISU between 0000Z and 0600Z.
4. G344 utilizing even cardinal altitudes from FL300 to FL400 with the following guidelines:
(a) Only when G344 is designated as a Westbound PACOTS track.
(b) As specified in the daily Westbound PACOTS track message or the current
Anchorage ARTCC (PAZA) User Preferred Route (UPR) NOTAM.
(c) Must cross CUTEE between 0000Z and 0600Z.
(d) When R591 is designated as a Westbound PACOTS track, but G344 is not, G344
will be available eastbound at and below FL290 only, between 2200Z and 0600Z.
b. Due to route crossing in a non-radar environment, westbound arrivals destined for RJCC
(Sapporo/New Chitose), RJCH (Kakodate), or RJSM (Misawa), as well as other westbound
aircraft leaving the NOPAC Route System via V51, must file via R220.
EASTBOUND
a. Aircraft transitioning the NOPAC Route System eastbound to North America or Europe may
use:
1. A590 at all times utilizing odd cardinal altitudes from FL190 to FL410 and FL300, FL320
and FL340. Above FL410, altitudes will be assigned as per ICAO Annex 2, Appendix
3b.
2. R591 at all times unless it has been designated as a Westbound PACOTS track. R591
is then available eastbound between 0900Z and 2100Z. Odd cardinal altitudes FL190
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and FL410 are utilized. Above FL410, altitudes are assigned as per ICAO Annex 2,
Appendix 3b.
3. G344 at all times unless it or R591 has been designated a Westbound PACOTS track.
G344 is available eastbound from 0900Z to 2100Z only, if It has been designated a
Westbound PACOTS track. When R591 is designated a westbound PACOTS track but
G344 is not, G344 will be available eastbound at and below FL290 only, between
2200Z and 0600Z.
TWO-WAY ROUTES
(check the North America-Japan PACOTS Track Message for daily route usage):
a. R591 may be used as a westbound track for flights crossing AKISU between 0000Z and
0600Z when designated as a Westbound PACOTS track. R591 is closed to all traffic from
2101Z to 2359Z and from 0601Z to 0859Z when designated as a Westbound PACOTS track.
b. G344 may be used as a westbound track for flights crossing CUTEE between 0000Z and
0600Z when designated as a Westbound PACOTS track. G344 is closed to all traffic from
2101Z to 2359Z and from 0601Z to 0859Z when designated as a Westbound PACOTS track.
G344 is closed to eastbound traffic at or above FL310 from 2000Z to 0600Z when R591 is
designated as a Westbound PACOTS track.
ACCOMMODATION OF NON-RNP 10 AIRCRAFT

a. Aircraft not approved for RNP 10 operations are restricted to flight planning one of the follow-
ing NOPAC routings:
1. Westbound on R580 at all times;
2. Eastbound on A590 at all times; and
3. Eastbound on G344 when available for eastbound flight.
The altitudes available on the above routes are at or below FL280 and at or above FL430. ATC
may reroute non-RNP 10 aircraft to other than the above routes due to traffic.
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PACIFIC ORGANIZED TRACK SYSTEM (PACOTS) GUIDELINES

PACIFIC ORGANIZED TRACK SYSTEM (PACOTS)
To use airspace over Pacific Ocean, efficiently Pacific Organized Track System (PACOTS)
between Japan and North America/Hawaii, and between North America and Southeast Asia will
be established.
PACOTS consists of flexible track established on a daily basis between gateways of Japan and
gateways near North America West Coast/Hawaii and Oceanic Transition Routes (OTRs), etc.,
which connects to the flexible track.
ATS routes R220 (east of NANAC), R580, A590 (east of PUTER), R591, G344 may be assigned
as a PACOTS track. When operating on these ATS routes, NOPAC route system procedures
should be applied.
General Information
Geographical Boundary
PACOTS tracks may be established within the Fukuoka, Oakland, and Anchorage FIRs. The
northern perimeter in the Fukuoka FIR is ATS route R220.
Number of PACOTS Tracks
Oakland ARTCC or Air Traffic Management Center (ATMC) may develop more or fewer tracks
according to user needs, military activity, significant weather, or any other limitations. Basic
number of tracks is as follows.
a. Japan to North America: 4
b. Japan to Hawaii: 2
c. Southeast Asia to North America: 2
d. North America to Japan: 4
e. Hawaii to Japan: 2
f. North America to Southeast Asia: 4
City Pair Tracks Restrictions
When ATC has recognized a requirement for flight planning restrictions on a particular city pair,
these restrictions will be published by NOTAM.
Lateral Spacing of Tracks
Tracks are established at least 50 NM apart. They are usually defined using latitude/longitude,
ATS route, Oceanic Transition Route (OTR), or named fixes.
Flight Planning
PARTICIPATING AIRCRAFT
a. Aircraft may file via route notified in the daily NOTAM.
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b. Aircraft may file to leave or join an outer PACOTS track at any way point or reporting point.
When in leaving case, aircraft should file route that diverge, within 10 degrees of longitude,
at least 50 NM (100 NM for non-RNP10 aircraft) from the nearest PACOTS track. Flight level
assignment in joining case will be based on traffic.
NON-PARTICIPATING AIRCRAFT
a. Random routes are permitted, at FL280 and below, except for NOPAC route.
b. Routes that are at least 50 NM (100 NM for non-RNP10 aircraft) away from any PACOTS
tracks are permitted. In this case, altitude restrictions may be applied until lateral separation
exists between the route and any PACOTS tracks.
ATC Procedures
For flight planning and initial clearance, crossing between PACOTS tracks will not be permitted.
Once established in the PACOTS, track changes may be approved as traffic permits.
Aircraft should not expect climb into the PACOTS unless filed on a route corresponding to a
PACOTS track. In this case, climb into the PACOTS will be approved as traffic permits.
Certain restrictions may be placed for non-PACOTS and counter flying traffic.
Eastbound Japan-North America PACOTS
Time Frame (on a daily basis)
0700–2100 UTC (for aircraft crossing 160E between 0900 UTC and 1230 UTC)
Preparation of Tracks
Preparation of the selected PACOTS tracks will be completed daily by ATMC and coordinating
with Oakland ARTCC. Tracks will be designated by number with the northernmost being referred
to as TRACK 1.
Notification to Users
NOTAM RJJJ that shows whole tracks will be issued by approximately 2200 UTC daily.
Assigned Flight Levels
Odd cardinal flight levels FL290 or above.
Eastbound Japan-Hawaii PACOTS
Preparation of the selected PACOTS tracks will be completed daily by ATMC and coordinating
with Oakland ARTCC. Tracks will be designated by number with the northern one being referred
to as TRACK 11, and southern one being referred to as TRACK 12.
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NOTAM RJJJ that shows whole tracks will be issued by approximately 2200 UTC daily.
Clearance
Aircraft may be cleared for flight by using track designator.
Eastbound Southeast Asia-North America PACOTS
Preparation of the selected PACOTS tracks between routes in Fukuoka FIR and fixes near North
America West Coast will be completed daily by ATMC and coordination with Oakland ARTCC.
The TRACKS will be designated by number with the northern one being referred to as TRACK 14,
and southern one being referred to as TRACK 15.
Notification to The User
NOTAM RJJJ that shows whole tracks will be issued by approximately 2200 UTC, when intro-
duced.
Westbound North America-Japan PACOTS
Preparation of the selected PACOTS tracks will be completed daily by Oakland ARTCC and coor-
dinating with ATMC. The TRACKS will be designated alphabetically with the northernmost being
referred to as TRACK C.
NOTAM KZAK that shows whole tracks will be issued by approximately 1100 UTC daily.
Even cardinal flight levels between FL300 and FL400 inclusive, and odd cardinal flight levels
FL410 or above.
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Westbound Hawaii-Japan PACOTS

dinating with ATMC. Tracks will be designated alphabetically with northern one being referred to
as TRACK A, and southern one being referred to as TRACK B.
NOTAM KZAK that shows whole tracks will be issued by approximately 1100 UTC daily.
FL410 or above.
Westbound North America-Southeast Asia PACOTS (TRACK H and I)
dination with ATMC. The TRACKS will be designated alphabetically with the northern one being
referred to as TRACK H, and southern one being referred to as TRACK I.
Notification to users
NOTAM KZAK that shows whole tracks will be issued by approximately 1100 UTC, when intro-
duced.
FL410 or above.
Westbound North America-Southeast Asia PACOTS (TRACK J and K)
dination with ATMC. The TRACKS will be designated alphabetically with the northern one being
referred to as TRACK J, and southern one being referred to as TRACK K.
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Notification to users
NOTAM KZAK that shows whole tracks will be issued by approximately 0000 UTC.
FL410 or above.
OPERATION FOR USE OF USER PREFERRED ROUTE (UPR)

UPR is a method of flight planning that allows oceanic airspace operators to choose random
routes based on individual airframes, flight time, weather forecast etc.
Operation for Use of UPR Between Asia and Hawaii
For Eastbound Flight Planning Between Asia and Hawaii
a. Operators shall flight plan appropriate ATS routes and connect to one of the following Oce-
anic Transition Routes (OTR) or ATS route.
– ADNAP OTR5 KALNA;
– ADNAP OTR7 EMRON;
– AVBET OTR9 EMRON;
– AVBET OTR11 LEPKI;
– LAPIL OTR13 SEALS;
– POVAL OTR15 MORAY;
– PIPIK OTR17 FERAR;
– DAGDA G223 TONIK.
b. If crossing 160E between 0900 UTC and 1230 UTC, the UPRs shall be flight planned so as
to remain at least 50 NM south of PACOTS Track 2.
c. If crossing 160E between 1230 UTC and 0900 UTC, the UPRs may be flight planned without
regard to PACOTS Tracks.
d. The UPRs have the same priority for altitude assignment as aircraft on an optional PACOTS
Track. There is one exception: Operators which flight plan a UPR that is not laterally separa-
ted from an opposite direction PACOTS/UPR traffic flow will likely be restricted vertically
while in conflict with the major traffic flow.
For Westbound Flight Planning Between Hawaii and Asia
a. Operators shall flight plan one of the following OTR and connect to appropriate ATS routes.
– KALNA OTR5 ADNAP;
– EMRON OTR7 ADNAP;
– EMRON OTR9 AVBET.
PACIFIC
b. If crossing 160E between 0230 UTC and 0600 UTC, the UPRs shall be flight planned so as
to remain at least 50 NM south of PACOTS Track C.
c. If crossing 160E between 0600 UTC and 0230 UTC, the UPRs may be flight planned without
d. The UPRs have the same priority for altitude assignment as aircraft on an optional PACOTS
Track. There is one exception: Operators which flight plan a UPR that is not laterally separa-
ted from an opposite direction PACOTS/UPR traffic flow will likely be restricted vertically
while in conflict with the major traffic flow.
Others
a. Aircraft operators wishing to plan the UPR must forward their 8-letter AFTN or 7-letter SITA
address to Oakland ARTCC in order for available Hawaiian gateway fix information to be dis-
seminated.
b. Refer to aeronautical information published by the United States of America, for the detail
about the Oakland FIR.
Operation for Use of PACOTS Track 1/3 UPR Between Asia and North America
For Flight Planning PACOTS Track 1 UPR
a. PACOTS Track 1 UPR must remain in the Fukuoka, Anchorage and Oakland OCAs.
b. Operators shall flight plan appropriate ATS routes and connect to one of the following Oce-
anic Transition Routes (OTR) or ATS route.
– PUTER A590 PASRO;
– ADNAP R591 ADGOR;
– POVAL OTR15 MORAY.
c. If crossing 160E between 0900 UTC and 1230 UTC, the UPRs shall be flight planned so as
to remain at least 50 NM north of PACOTS Track 2.
d. If crossing 160E between 1230 UTC and 0900 UTC, the UPRs may be flight planned without
e. The UPRs have the same priority for altitude assignment as aircraft on an optional PACOTS
or NOPAC Track. There is one exception: Operators which flight plan a UPR that is not later-
ally separated from an opposite direction PACOTS/NOPAC/UPR traffic flow will likely be
restricted vertically while in conflict with the major traffic flow.
PACIFIC
For Flight Planning PACOTS Track 3 UPR

a. PACOTS Track 3 UPR must remain in the Fukuoka, Anchorage and Oakland OCAs.
b. Operators shall flight plan appropriate ATS routes and connect to one of the following Oce-
anic Transition Routes (OTR).
Operation for Use of PACOTS Track 14/15 UPR Between Southeast Asia and North
America
For Flight Planning PACOTS Track 14/15 UPR
a. The UPR must remain in the Fukuoka and Oakland OCAs.
b. Fixed route to the UPR
1. Operators shall flight plan appropriate ATS routes and connect to one of the following
Oceanic Transition Routes (OTR) when entering domestic airspace.1
1 Domestic airspace is QNH application area except the area within 55 NM radius of
IWOTO TACAN.
PACIFIC
2. When entering the oceanic airspace from the Fukuoka ACC airspace flights shall flight
plan one of the following routes:
– BORDO Y74 AZAMA Y57 TAMAK V73 DOVAG;
– BORDO Y74 TOPAT V75 CANAI;
– SEDKU R595 MJC V91 NHC A582 ONC V73 DOVAG;
– SEDKU R595 MJC V91 NHC V75 CANAI.
NOTE: RNAV capable aircraft should flight plan CDR when CDR is available.
Operation for Use of PACOTS Track E and F UPR Between North America and Asia
For Flight Planning PACOTS Track E and F UPR
a. The UPR must remain in the Fukuoka, Anchorage and Oakland OCAs.
1. Flights entering the Fukuoka FIR from the Anchorage FIR must be established on a
NOPAC ATS Route.
2. In the Fukuoka FIR, operators shall flight plan one of the following Oceanic Transition
Routes (OTR) and connect to appropriate ATS routes when entering domestic airspace.
2

– EMRON OTR9 AVBET;
– LEPKI OTR11 AVBET;
– SEALS OTR13 LAPIL;
– MORAY OTR15 POVAL;
– FERAR OTR17 PIPIK;
– TONIK G223 DAGDA.
IWOTO TACAN.
PACIFIC
to remain at least 50 NM north or south of PACOTS Track C.
Operation for Use of PACOTS Track H/I/K UPR Between North America and Southeast Asia
For Flight Planning PACOTS Track H/I UPR
NOPAC ATS Route.
3

– MORAY OTR15 POVAL;
– FERAR OTR17 PIPIK;
– TONIK G223 DAGDA.
IWOTO TACAN.
3. When entering the Fukuoka ACC airspace from the oceanic airspace, flights shall flight
plan one of the following routes:
– BIXAK DELTA ONC;
– CANAI V75 NHC;
– 23N134E (or south) TUNTO IGURU;
– 23N134E (or south) TUNTO R595 SEDKU.
PACIFIC
to remain at least 50 NM north or south of PACOTS Track C. If crossing 160E between
1500 UTC and 1800 UTC, the UPRs shall be flight planned so as to remain at least 50 NM
north or south of PACOTS Track J.
d. If crossing 160E between 0600 UTC and 1500 UTC and between 1800 UTC and 0230 UTC,
the UPRs may be flight planned without regard to PACOTS Tracks.
For Flight Planning PACOTS Track K UPR
b. Rules of operation in each airspace
NOPAC ATS Route.
4

– MORAY OTR15 POVAL.
IWOTO TACAN.
3. When entering the Fukuoka ACC airspace from the oceanic airspace, flights shall flight
plan one of the following routes;
– BIXAK DELTA ONC;
– CANAI V75 NHC;
– 23N134E (or south) TUNTO IGURU;
– 23N134E (or south) TUNTO R595 SEDKU.
to remain at least 50 NM north or south of PACOTS Track C. If crossing 160E between
PACIFIC
1500 UTC and 1800 UTC, the UPRs shall be flight planned so as to remain at least 50 NM
north or south of PACOTS Track J.
d. If crossing 160E between 0600 UTC and 1500 UTC and between 1800 UTC and 0230 UTC,
the UPRs may be flight planned without regard to PACOTS Tracks.
Operation for Use of UPR Between Japan and Oceania
For Flight Planning Between Japan and Oceania
a. The UPR must remain in the Fukuoka FIR, Oakland FIR, Guam CTA, Port Moresby FIR,
Honiara FIR and Brisbane FIR.
b. Airports applicable to this operation are the following:
– RJAA
– RJTT
– RJBB
– RJGG
– YSSY
– YBBN
– YBCG
– YBCS
– YMML
– NZAA
– NWWW
c. Rules of operation in each FIRs
1. in the Fukuoka FIR
(a) The UPR route shall be flight planned via the waypoints along latitude 30 degrees
north (i.e., TAXON, UKATA, NOGAK, UPDOB, KAKNI) and existing ATS routes at
or north of latitude 30 degrees north.
(b) Aircraft may flight plan a UPR route at or east of ATS route A597 (inclusive).
2. in the Guam CTA
Within the Guam CTA, aircraft may flight plan UPRs at or above FL310, aircraft at or
below FL300 shall flight plan via existing ATS routes.
PACIFIC
Operation for Use of UPR Between Asia and Koror(PTRO)

General Information
The UPR must remain in the Fukuoka FIR, Oakland FIR, Guam CTA.
For Flight Planning Between Japan and PTRO
a. Airports applicable to this operation in Japan are the following:
– RJAA
– RJTT
– RJBB
– RJGG
– RJFF
b. Rules of operation in each airspaces
1. in the Fukuoka FIR
(a) The UPR route must be flight planned via the waypoints along latitude 30 degrees
north (i.e., TAXON, UKATA, NOGAK) and existing ATS routes at or north of lati-
tude 30 degrees north.
(b) Aircraft may file a UPR route at or east of longitude 135 degrees east between lati-
tude 30 degrees north and 23 degrees north.
(c) When transiting via BIXAK, the UPR route must be flight planned via BIXAK and
existing ATS routes at or north of BIXAK, then must be flight planned via A339 or
G339 between BIXAK and latitude 23 degrees north.
2. in the Guam CTA
(a) Within the Guam CTA, aircraft must flight plan via existing ATS routes.
(b) When planning to avoid Guam CTA, aircraft must cross the Fukuoka/Oakland FIR
boundary between PAKDO and 21N131E, and flight plan to remain at least 50 NM
from the Guam CTA.
For Flight Planning Between RCTP and PTRO
a. RNP10 aircraft may flight plan MJC R595 TUNTO 21N131E and then UPR to/from PTRO.
b. Non-RNP10 aircraft may flight plan MJC R595 TUNTO 21N132E and then UPR to/from
PTRO.
For Flight Planning Between RKSI and PTRO
Standard routing must be HKC G339 SABGU A339 KEITH and then UPR to/from PTRO.
For Further Questions
The Fukuoka Air Traffic Management Center
PACIFIC
(The Fukuoka ATMC)
– Office TEL: +81-92-608-8869

– Oceanic supervisor TEL: +81-92-608-8890
NOTE: Operational questions should be directed to the oceanic supervisor. Refer to aeronautical
information published by the state associated with other FIRs than Fukuoka FIR, for the detail
about the other FIRs.
PACIFIC
SECONDARY SURVEILLANCE RADAR-SSR
RADAR BEACON ASSIGNMENT TO MODE 3/A CODED BEACON TRANSPONDER EQUIP-

PED AIRCRAFT
STANDARD OPERATING PROCEDURES

a. Aircraft equipped with Mode C shall “squawk altimeter” when operating transponder on Mode
3/A.
b. After selection of the Mode/Code specified by ATC the transponder should be adjusted to
the “ON” (or normal operating) position as late as practicable prior to take-off and to “OFF” or
“STANDBY” as soon as practicable after completing the landing roll.
c. Select or reselect Modes/Codes only as directed by ATC, except in case of:
– unlawful interference
(hijacked) — squawk 7500*
– communication failure — squawk 7600*
– emergency — squawk 7700*
* Caution! Squawking of 75..; 76..; 77.. plus any third and fourth figures will also activate
alarm system at ground station.
d. Squawk 2000 when entering a FIR/UIR from an adjacent region where operation of a trans-
ponder has not been required or assigned.
STANDARD TRANSPONDER FAILURE PROCEDURES

a. After Departure
1. ATC units will endeavor to provide for flight to continue in accordance with flight plan.
2. After landing pilots shall make every effort to have transponder restored to normal oper-
ation.
b. Before Intended Departure
If transponder cannot be restored:
1. Inform ATC, preferably before filing flight plan.
2. Plan to fly by most direct route to nearest suitable airport where repair can be effected,
and
3. Insert appropriate code in item 10 of ICAO flight plan.
General compliance with and additions to the above standard operating procedures or standard
transponder failure procedures are as listed below.
AUSTRALIA (All FIRs)

Standard operating procedures with the following additions:
PACIFIC
a. 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 Infor-
mation Service (SIS).
b. Unless advised otherwise by ATC, pilots of Mode 3A or Mode S transponder equipped air-
craft 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 50 NM of major airports and the remainder of
the ATS surveillance system relies on SSR transponder and ADS–B transmitter infor-
mation, and
b. TCAS relies on transponder information for its pilot alerting and collision avoidance
functions.
c. 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 dis-
crete code, the appropriate non-discrete code from the following listing, unless advised oth-
erwise by ATS:
1. Civil flights in classes “A”, “C” and “D” airspace, or IFR flights in Class “E” airspace—
3000.
2. Civil IFR flights in Class “G” airspace—2000.
3. Civil VFR flights in classes “E” or “G” airspace—1200.
4. Military flights in classes “A”, “C”, “D” or “E” airspace—5000.
5. Military flights in Class “G” airspace—6000.
6. Civil flights not involved in special operations or SAR, operating in Class “G” airspace
in excess of 15 NM offshore—4000.
7. Civil flights engaged in littoral surveillance—7615.
8. Ground testing by aircraft maintenance staff—2100.
9. Flights operating at aerodromes (in lieu of 1., 2., or 3. when assigned by ATC)—0100.
10. RPAS in all classes of airspace and when instructed to enable transponder—7000.
d. Pilots of flights which 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.
e. A pilot must not operate the identification function (SPI) unless requested by ATC.
f. Flights assigned a temporary discrete SSR code by ATS must squawk that code until termi-
nation of the flight sector, unless advised otherwise by ATS. If not assigned a discrete code,
the appropriate generic code must be used.
PACIFIC
g. A pilot operating a Mode 3A/C transponder at a radar controlled aerodrome must:

1. On departure, leave the transponder selected to STANDBY until entering the departure
runway; and
2. On arrival, select the transponder to STANDBY or OFF as soon as practicable after
landing.
h. A pilot operating a Mode S transponder must:
1. Enter the aircraft’s identification that corresponds exactly to the Aircraft Identification
shown in Item 7 of the flight notification filed with air traffic control 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 that VH is not required for
domestic operations when not entered on flight plan. (e.g. VOX123, REX638, QFA737,
VHQFO, FDA...)
2. 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.
3. When parked and shutting down engines, select STANDBY.
4. For Mode S equipped aircraft taxiing without flight plan, Mode A code 0100 should be
selected and the aircraft identification entered exactly as the callsign used in flight.
i. 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.
j. When acknowledging code setting instructions or changes to settings, the pilot must read
back the code to be set.
SPECIAL PROVISIONS OUTBOUND: INTERNATIONAL FLIGHTS

a. Australia participates in an ICAO SSR code assignment plan for international aircraft which
requires a four digit code to be assigned by the appropriate ATC unit at the beginning of the
flight. The object of the plan is to ensure that, as far as is possible, international aircraft will
use one code from departure to destination.
b. To facilitate harmonization with the air traffic management systems used in the FIRs of adja-
cent 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 the
their departure.
PACIFIC
c. Unless instructed otherwise by ATS, pilots of military international flights are required to set
code 5000 before departure from an Australian airport.
No published Transponder failure procedures.
BRUNEI
Standard operating procedures
CAMBODIA
Pilots of aircraft about to enter PNH FIR who have not received specific instructions from ATC
concerning the setting of the transponder shall operate the transponder on mode A/3 code 1600
before entry and maintain that code setting until otherwise instructed.
Inbound aircraft (Domestic) shall operate the transponder on the code last assigned.
IFR flights operating in Phnom Penh FIR are assigned SSR codes as follows:
International: A 1600–1637
Domestic: A 5010–5077
FRENCH POLYNESIA
a. It is mandatory that all users of the French Polynesia area display, for the duration of their
flight time, the following SQUAWK numbers in the A+C modes.
VFR — A+C 7000
IFR — A+C 2000
HONG KONG
a. All aircraft flying in controlled airspace within the Hong Kong FIR, on an IFR flight plan, are
required to carry Mode 3/A (4096 codes) and Mode C transponders.
b. Pilots of aircraft inbound to Hong Kong, unless otherwise instructed by the appropriate ATS
unit, shall operate transponders within the Hong Kong FIR to transpond on the SSR code
last assigned to them by an ATS unit or, if no code has been previously assigned, transpond
on Code 2000 and to transpond on Mode C.
c. Pilots of aircraft inbound to Hong Kong are requested to comply with transponder procedures
above when within 300 NM of Hong Kong although they may still be outside of the Hong
Kong FIR.
d. Squawk 5200 within UCARAs, if flight information service is not available.
e. Aircraft operating in the Hong Kong FIR can expect to be assigned Codes as follows:
PACIFIC
– Departing traffic 3301 - 3377

– Traffic diverting from Hong Kong 3501 - 3577
5101 - 5177
5301 - 5377
5701 - 5777
– Arriving traffic if not already assigned a SSR code by previous
ATC units 5201-5277
– Local/domestic traffic
– Overflying traffic if not already assigned a SSR code by previ- 3301 - 3377
ous ATC units 3501 - 3577
5101 - 5177
5301 - 5377
5701 - 5777
INDONESIA (All FIRs)

JAPAN (All FIRs)

a. While flying under VFR
1. Below 10,000’ — squawk 1200
2. 10,000’ or above — squawk 1400
VFR aircraft equipped with 4096 code transponder and squawking code 1200 or 1400 may
be instructed to change the code for the benefit of radar control service.
IFR aircraft entering radar controlled airspace out of non-radar controlled airspace without
code instruction by ATC squawk 2000
NOTE: It is preferable that code 2000 be selected before the aircraft enters radar controlled
airspace or before the aircraft establishes radio communications with the radar facility.
Standard Transponder failure procedures
KOREA (Incheon FIR)

PACIFIC
LAOS
All aircraft flying within Vientiane FIR are required to operate SSR transponder selecting Mode
A/3 (4096) and Mode C simultaneously.
Departing aircraft shall operate transponder in accordance with instructions given below.
Inbound aircraft shall operate the transponder on the code last assigned to them by the adjacent
ACC, or if no such code, shall advise the Air Traffic Control unit concerned who will provide the
required code.
SYSTEM OF SSR CODE ASSIGNMENT

Aircraft operating in Vientiane FIR can expect to be assigned SSR codes as follows:
a. VFR flight:
0241 – 0277
b. Domestic flight:
0201 – 0240
c. International departure:
1640 – 1670
d. Others:
1671 – 1677
MALAYSIA (Kuala Lumpur, Kota Kinabalu FIRs)

a. All aircraft flying within controlled airspace in the Kuala Lumpur FIR, and Kota Kinabalu FIR,
shall be equipped with SSR transponders complying with ICAO Standards having both Mode
3/A 4096 and Mode C automatic pressure altitude reporting capabilities. They shall operate
their SSR transponder on Mode 3A and Mode C simultaneously.
b. The following discrete Mode A codes will be assigned to flights on a routine basis:
Kuala Lumpur FIR

– International squawk 2100-2177
2600-2677
5400-5477
– Domestic squawk 0300-0377
3000-3077
3400-3477
4000-4077
5100-5177
PACIFIC
Kota Kinabalu FIR

– International squawk 2001-2077
0400-0477
– Domestic squawk 0500-0577
3100-3177
5200-5277
MYANMAR (Yangon FIR)

All aircraft flying within Yangon FIR are required to operate their transponders in accordance with
ATC instruction. Pilots shall also transpond on Mode C.
Pilots of aircraft about to enter Yangon FIR shall, unless otherwise instructed by the appropriate
ATS unit, operate transponder within Yangon FIR to transpond on the SSR code last assigned by
ATS unit, or if no code has been previously assigned, to transpond on Mode A Code 2000 and
Mode C.
Inbound aircraft (Domestic) shall operate the transponder on the code last assigned by the appro-
priate ATS units or if no code has been previously assigned to transpond on A 3400.
IFR, VFR flights operating in Yangon FIR and Mandalay Approach control can expect to be
assigned SSR Code as follows:
Yangon Area Control Center

– International Arrival/Departure A7401-A7407
A7410-A7417
Sector I
– International overflight A7450-A7457
A7460-A7467
– Domestic departure A3410-A3417
A3420-A3427
– Domestic arrival A3430-A3437
Sector II
– International overflight A7420-A7427
A7430-A7437
A7440-A7444
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Yangon Area Control Center

– VFR flights A3450-A3453
– VIP flights A3454-A3457
Mandalay approach control
– International Arrival/Departure A7470-A7477
NEW ZEALAND (All FIRs)

SSR codes are allocated by radar equipped ATS facilities to controlled flights operating within
their area of responsibility and to controlled flights entering the New Zealand FIR from the Auck-
land Oceanic FIR.
The pilot operating an aircraft, not in a formation, in transponder-mandatory airspace must set the
transponder:
a. to the appropriate code assigned by ATC for the flight; or
b. if not assigned a code by ATC, in accordance with Table below:
Within the Auckland Oceanic FIR (west of 180°) and the New Zealand FIR, an aircraft carrying
1090 MHz extended squitter (1090ES) ADS-B equipment shall disable ADS-B transmission
unless:
a. the aircraft emits position information of an accuracy and integrity consistent with the trans-
mitted value of the position quality indicator; or
b. the aircraft always transmits a value of 0 (zero) for one or more of the position quality indica-
tors (NUCp, NIC, NAC or SIL); or
c. the operator has received specific dispensation from the Director of Civil Aviation.
The pilot of an aircraft who has received specific instructions concerning the transponder setting,
or who is operating a VFR code in transponder mandatory airspace, must, unless complying with
emergency procedures, maintain that setting until otherwise advised by an ATS unit.
IFR
All aircraft on an IFR flight plan will receive a specific, discrete transponder code for that flight as
part of an ATC clearance.
The pilot of an IFR aircraft flying in the New Zealand FIR, but not yet in receipt of an ATC clear-
ance, must set code 2000.
PACIFIC
The pilot of an IFR aircraft flying in the Auckland Oceanic FIR must set code 2000 unless a spe-
cific transponder code has been specified by an ATS unit.
VFR
A limited number of transponder codes are available for allocation to VFR aircraft on cross-coun-
try flights. When filing a VFR flight plan via IFIS, the pre-allocated code will be shown in the mes-
sage acknowledging acceptance of the filed flight plan. When filing via FAX or by phone with the
National Briefing Office, no acknowledgment of a pre-allocated code will be made.
Application for permanent codes must be made to the National Briefing Office.
The pilots of all VFR transponder equipped aircraft, whether on flight plan or not, who have been
assigned a discrete aircraft or ATC code, should operate that code at all times, unless otherwise
instructed by ATC, or when an emergency SSR code is required. The pilots of other VFR aircraft
should set the code indicated below.
Secondary Surveillance Radar Code Allocation Plan.
TRANSPONDER CODE ALLOCATION

Flight Rules Type of Aircraft SSR Code
IFR including Flight Within Auckland Oceanic FIR:
Rules Y and Z Departing New Zealand FIR Code assigned on de-
parture
Inbound to or overflying New Zealand Last code assigned, or
FIR 2000
Within New Zealand FIR Code assigned, or 2000
VFR Fire suppression and reconnaissance 0111
(fixed wing and helicopters)
Civil airplanes other than gliders 1200
Gliders and balloons 1300
Aircraft in General Aviation Areas 1400
Civil helicopters 1500
Within Auckland Oceanic FIR 2000
Aircraft operating in airport traffic circuit at 2200
controlled airports
Defense airplanes 6000
Defense helicopters 6500
Transponder Failure Procedures:

PACIFIC
a. For partial failure, every effort will be made to allow the flight to continue with minimum
restrictions to its final destination and thereafter to an appropriate repair base.
b. For complete failure, the flight is likely to experience some restrictions enroute to the initial
destination, and may not be allowed to proceed to subsequent destinations via transponder
mandatory airspace until repairs are made. If repairs are not available at the initial destina-
tion, special approval may be given for the flight to proceed via transponder mandatory air-
space to an appropriate repair base.
PAPUA NEW GUINEA (Port Moresby FIR)

A functioning Mode C transponder is mandatory for operations in controlled airspace within 200
NM of an airfield where Surveillance Services are provided.
Unless specifically approved by Air Traffic Control, flights will not be permitted to enter trans-
ponder-mandatory airspace without a fully operative transponder.
NOTE: The authority for approval of non-transponder equipped flight within transponder-manda-
tory airspace rests with the senior duty radar controller.
When an aircraft carries a serviceable transponder, the pilot shall operate the transponder at all
times during flight, regardless of whether the aircraft is within or outside airspace where Surveil-
lance is used for ATS purposes.
NOTE: Activation of transponder OCTA is required to enhance the surveillance capability of
TCAS equipped aircraft.
Transponder-equipped aircraft may be allocated a discrete code on a flight-to-flight basis.
Pilots must select the code appropriate to their operation and location and ensure that the code is
changed whenever required.
Except in an emergency, the pilot shall operate the SSR transponder and select codes as follows:
At all times, use the assigned discrete code, otherwise:
Type of Operation Code

a. Civil flights in CTA 3000
b. Civil lFR flights OCTA 2000
c. Civil VFR flights OCTA 1200
d. Military flights in Controlled Airspace 5000
Before changing an SSR code, a pilot must select STANDBY.

When acknowledging code setting instructions or changes to settings the pilot shall read back the
code to be set.
When requested by ATC to “CONFIRM SQUAWK (code)”, the pilot shall verify the Mode A code
setting on the transponder, reselect the assigned code if necessary, and report to ATC the set-
ting(s) displayed on the transponder’s controls.
PACIFIC
A pilot must not operate the IDENT function unless requested by ATC.
A pilot departing from Port Moresby Jackson Intl must leave the transponder selected to
STANDBY until entering the departure runway.
A pilot arriving at Port Moresby Jackson Intl must select STANDBY or OFF as soon as practicable
after turning off the runway.
PHILIPPINES (Manila FIR)

Except when encountering a state of emergency, pilots of aircraft operating within the Manila FIR
shall transpond the SSR code last assigned to them by an ATS unit or, if no code has been previ-
ously assigned, to transpond on A0600 and Mode C. Pilots who have received specific code
assignments shall maintain that setting unless otherwise instructed.
International departures originating from the Manila FIR 2700-2777

6500-6577
International arrivals and overflights not conforming with Originating
0600-0677
Regional Code Assignment Method (ORCAM)
Domestic Flights 4000-4077
4200-4277
Local Flights within Manila TMA 1000-1077
Local Flights within Mactan TMA 0300-0377
Local Flights within Subic TMA 1100-1177
Local Flights within Clark TMA 0500-0577
SINGAPORE
a. All aircraft flying in controlled airspace in the Singapore FIR are required to operate SSR
transponders selecting Mode 3/A (4096 codes) and Mode C simultaneously.
b. Aircraft bound for Singapore shall transpond on the SSR code last assigned to them by the
adjacent FIR, or if no code has been previously assigned, advise the ATC unit concerned
who will provide the required code.
c. Aircraft operating in the Singapore FIR will be assigned codes as follows (except for those
aircraft already assigned codes by adjacent FIRs):
PACIFIC
– International Flight 0100-0177

2200-2277
– Domestic Flight 0001-0077
4200-4277
4300-4377
4600-4677
TAIWAN (Taipei FIR)

Unless otherwise authorized by the Civil Aeronautics Administration or Chinese Air Force, all air-
craft flying in the Taipei FIR are required to be equipped with an operable improved radar beacon
transponder having a combined Mode 3/A, 4096 code capability, and a Mode C automated alti-
tude reporting capability, or having a mode S transponder.
GENERAL PROCEDURES
a. The pilot will be advised as soon as his aircraft has been radar identified and, if required,
furnished the observed position of his aircraft.
If the pilot does not concur with the reported position he shall immediately advise ATC.
b. Unless specifically instructed by ATC, pilots of aircraft under control shall omit position
reports. Resume normal position reporting when radar contact is lost or radar service is ter-
minated.
c. Radar vectors will be issued whenever deemed necessary or if an operational advantage
has been realized.
d. Unless otherwise authorized by ATC, pilots of aircraft shall execute turns immediately upon
receipt.
e. The following Radar Beacon Code assignments may be made to Mode A/3 code trans-
ponder-equipped aircraft.
– International DEP 2600/6200(40–77)

– Domestic DEP from RCTP, RCSS, RCMQ, RCMT, RCFG, or 4300/4400/4500/4600
RCPO airports
– Domestic DEP from RCBS, RCQC, RCCM or RCWA airports 2000/2100
– Domestic DEP from RCKU, RCKH, RCNN, RCKW, RCSQ, RCDC, 1000/1100
RCAY, RCSP or RCLM airports
PACIFIC
– Domestic DEP from RCYU, RCCS, RCFN, RCQS, RCLY or RCGI 0300/1500
airports
– VFR flights below FL200 (inclusive) 0600
THAILAND (Bangkok FIR)

All aircraft flying within Bangkok FIR are required to operate their transponders in accordance with
ATC instructions. They should maintain the setting of SSR codes until otherwise instructed except
as provided for in a. and b. below.
Pilots of aircraft equipped with Mode S having an aircraft identification feature shall set the aircraft
identification in the transponder. This setting shall correspond to the aircraft identification speci-
fied in item 7 of the ICAO flight plan, or, if no flight plan has been filed, the aircraft registration.
All IFR aircraft flying within controlled airspace in Bangkok FIR shall be assigned transponder
code as follows.
Flight Status SSR codes

International flight 0700-0777, 6100-6177
Domestic flight 1260-1277, 3301-3377, 4200-4277,
4400-4477, 4500-4577, 7200-7277
a. Pilots of aircraft about to enter the Bangkok FIR who have not received specific instructions
from ATC concerning the setting of the transponder shall operate the transponder on mode
A/3 code 3300 before entry and maintain that code setting until otherwise instructed.
b. VFR Operation
VFR flight operating in Bangkok FIR shall be assigned SSR codes by ATS unit concerned.
VFR flight departing from an airport without SSR code being assigned shall use mode A/3
code 2000 until a specific code is assigned by an ATS unit.
VIETNAM
a. All aircraft flying in Viet Nam controlled airspace in the radar coverage are required to oper-
ate SSR transponder selecting Mode A/3 and Mode C simultaneously.
b. Airport departing from airports in Ha Noi & Ho Chi Minh FIR shall operate transponder in
accordance with instructions given by ATC.
PACIFIC
c. Inbound aircraft shall operate the transponder on the code last assigned to them by the adja-
cent ACC, or if no code has been previously assigned, advise the AIR TRAFFIC CONTROL
unit concerned who will provide the required code.
d. Aircraft can expect to be assigned codes as follows:
Operating within Hochiminh FIR

– International 5500-5577/5600-5677
– Domestic 5700-5777/6000-6077
Operating within Hanoi FIR
– International 1700-1777
– Domestic 4100-4177/4600-4677

PACIFIC
HF-COMMUNICATIONS-PACIFIC
PACIFIC
PACIFIC
HF-COMMUNICATIONS-PACIFIC
PACIFIC
CPDLC COVERAGE
CPDLC OVERVIEW
PACIFIC
CPDLC COVERAGE
Data link services by FIR

Flight Informa-
CPDL FMC Logon ad-
tion Region ADS-C Remarks
C WPR dress
(FIR)
(1) Anchorage O N N PAZA CPDLC voice transfer: CONTACT PA-
and Anchorage ZA CENTER [frequency]
Arctic (north of Confirm CPDLC CDA: One CPDLC
N63 and east of position report at FIR boundary.
W165)
(2) Anchorage O O N PAZN CPDLC voice transfer: CONTACT PA-
Oceanic (south of ZA CENTER [frequency]
N63 and west of Confirm CPDLC CDA: One CPDLC
W165) position report at FIR boundary.
(3) Auckland O O O NZZO CPDLC voice transfer: MONITOR
Oceanic NZZO CENTER [frequency]
Confirm CPDLC CDA: One CPDLC
position report at FIR boundary.
(4) Bangkok O O O VTBB Confirm CPDLC CDA: CPDLC UM
160 (NDA).
(5) Brisbane O O T YBBB CPDLC voice transfer: MONITOR
BRISBANE CENTER [frequency]
(6) Fukuoka O O N RJJJ CPDLC voice transfer: CONTACT
Logon re- TOKYO CENTER [frequency]
quired 45– Confirm CPDLC CDA: One CPDLC
15 minutes position report at FIR boundary.
prior to en- In the Pacific Ocean airspace of the
tering the oceanic control area and east of the
data link air- eastern edge of airway V71 and A582
space within over the Pacific Ocean in the Fukuoka
the Fukuoka FIR, CPDLC and ADS-C are available
FIR. to aircraft.
(7) Ho Chi Minh O O VVHM ADS/CPDLC services are available in
the eight Oceanic ATS Routes includ-
ing L625, L628, L642, M765, M768,
M771, N500 and N892.
(8) Honiara O O N YBBB
PACIFIC
CPDLC COVERAGE
Data link services by FIR (continued)

Flight Informa-
CPDL FMC Logon ad-
C WPR dress
(FIR)
(20) Jakarta T T N WIIF CPDLC services are available for
Logon FANS 1/A equipped aircraft on all
should be in- ATS routes within the Indian Oceanic
itiated be- Upper Control Area (UIOS), Banda
tween 15 Aceh Upper Control Area (UBAC) and
and 30 mi- Bandung Upper Control Area (UBND).
nutes prior ADS‐C/CPDLC will be the primary
to entry into means of communication within UIOS
Jakarta FIR. on the route portion L774, L896,
For aircraft L897, M766, N628 and N633, HF will
departing be the secondary means of communi-
from an air- cation.
port within VHF will be the primary means of
Jakarta FIR, communication within UBAC on the
logon should route portion M300, N563, P570,
be initiated P574, P627, P756 and within UBND
when the UTA on the route portion A585, B469,
aircraft is on G209, G337, L764, L895, L896, L897,
the ground. N646, N752 and R206, CPDLC will be
the secondary means of communica-
tion.
(9) Kuala Lumpur O O N WMFC
(10) Lanzhou O O N ZLLL
Logon
should be
established
15 minutes
prior to en-
tering the
data link air-
space
CPDLC.
(11) Magadan O O N GDXB
PACIFIC
CPDLC COVERAGE

Flight Informa-
CPDL FMC Logon ad-
C WPR dress
(FIR)
(22) Manila O O N RPHI Data link services are available to
Aircraft FANS 1/A capable aircraft in the fol-
should log lowing air routes in the Manila FIR:
on to “RPHI” East Sector — A582, A590, G578,
prior to de- M501 & G467. North Sector — A583.
parting from South Sector — G578, P515, R337,
Ninoy Aqui- A339, B462 & B473.
no Interna- CPDLC — Primary means of commu-
tional (NAIA) nication. HF is secondary means for
or between the East and South sector. VHF is
10–25 mi- secondary in the North sector fol-
nutes prior lowed by HF.
to entering
the Manila
FIR.
(12) Melbourne O O N YMMM CPDLC voice transfer: MONITOR
MELBOURNE CENTER [frequency]
(13) Nadi O O N NFFF CPDLC voice transfer: MONITOR
NFFF CENTER [frequency]
(14) Nauru O O N YBBB MONITOR BRISBANE CENTER [fre-
quency]
(15) Oakland O O N KZAK CPDLC voice transfer: CONTACT
KSFO CENTER [frequency]
NOTE: KSFO (San Francisco Radio)
will provide all primary and secondary
HF frequencies, and HF transfer
points along the route of flight.
PACIFIC
CPDLC COVERAGE

Flight Informa-
CPDL FMC Logon ad-
C WPR dress
(FIR)
(21) Port Moresby O O N AYPM CPDLC is the primary means of com-
munication within Port Moresby FIR
east of 150E. VHF is normally the pri-
mary means of communication within
Port Moresby FIR west of 150E.
(16) Singapore O O O WSJC Confirm CPDLC CDA: One CPDLC
Logon position report at FIR boundary.
should be in-
itiated 10 mi-
nutes prior
to entry Sin-
gapore FIR.
(17) Tahiti O O N NTTT CPDLC voice transfer: CONTACT
NTTT CENTER [frequency]
NOTE: A SELCAL check is required.
(18) Ujung Pan- O O N WAAF Position reporting: CPDLC position re-
dang (Makassar) port at each waypoint.
NOTE: Currently trialing ADS-C and
CPDLC.
(19) Yangon O O N VYYF
NOTE: O = Operational, T = Trial, N = Not available

PACIFIC
PACIFIC PREFERRED ROUTES
A system of routes has been established to guide pilots in planning their route of flight to
minimize route changes during the operational phase of flight, and to aid in the efficient
orderly management of air traffic. The routes which follow are designed to serve the needs
of airspace users and to provide for a systematic flow of air traffic in the major terminal
and enroute flight environments. Cooperation by all pilots will result in fewer traffic delays
and will better provide for efficient departure, enroute and arrival air traffic service.
FLIGHT PLAN/PREFERRED ROUTES
GUAM
Due to traffic congestion within the Oakland CTA/FIR north, south, and west of the airspace
delegated to Guam CERAP (a 250 NM radius of N1332/E14455), preferred routings have been
established for all turbojet aircraft at or above FL280 operating within the Oakland CTA/FIR
north, south, or west of the Guam CTA. The following are the Guam area preferential routings
within the Oakland Oceanic CTA/FIR. Aircraft operators must ensure that these preferential
routes are indicated in Field 15 of the ICAO standard flight plan unless following published UPR
Procedures. The acronym FPRD means flight plan route to destination.
Aircraft within the Oakland CTA/FIR and transiting the Guam CERAP delegated airspace must
flight plan to enter/exit Guam Center airspace on an appropriate ATS route(s) or other establish-
ed compulsory reporting points (e.g., FATUM or JOBSS).
With the exception of aircraft flight planned via Oceania UPR procedures, operators flight plan-
ning at or above FL280 with filed routes other than those described above should expect to be
re-routed to the preferential route. Requests for alternate routes will be considered on a real-time
basis as traffic conditions permit. However, aircraft should file for and be prepared to fly the en-
tire preferential route. Aircraft operating EAST of 150E longitude will not be affected.
Southbound from the Fukuoka FIR to the Guam CTA
OVER KEITH KEITH R584 OTTRE FPRD
OVER PAKDO PAKDO G339 RIDLL FPRD
OVER MONPI MONPI A597 REEDE FPRD or MONPI A216 RIDLL FPRD
OVER OMLET OMLET B586 WINZR FPRD
OVER TEGOD TEGOD G205 GUYES FPRD or TEGOD A337 SNAPP W21
HIRCH FPRD
Northbound from within Guam CTA to the Fukuoka FIR

OVER MIKYY MIKYY R584 KEITH FPRD
OVER NATSS NATSS G339 PAKDO FPRD
OVER OATSS OATSS A216 MONPI FPRD
PACIFIC
Northbound from within Guam CTA to the Fukuoka FIR

OVER RICHH RICHH A597 MONPI FPRD
OVER TOESS TOESS B586 OMLET FPRD
OVER TERYY TERYY G205 TEGOD FPRD
OVER TEEDE TEEDE A337 TEGOD FPRD
HONG KONG
Arriving at HONG KONG International1
Inbound Route
A470 DOTMI V512 ABBEY2
M5038, 10 LELIM V591 ABBEY2
A1/G581 ELATO V522 ABBEY2
M501/A461 NOMAN V532 BETTY3
A583 SABNO V542 BETTY4
M772 ASOBA M772 DULOP Q1 CARSO V551 BETTY4
M771 DOSUT M771 DULOP Q1 CARSO V551 BETTY4
A1 IKELA P901 IDOSI V561 CANTO or IKELA A1 IDOSI V561 CAN-
TO5
R339/A202 SIKOU V571 CANTO5
R473 SIERA
ALLEY DCT CANTO11
FOXTROT DCT CANTO12
Departing from HONG KONG International6

Connecting Route
BEKOL A461
LAKES V1 DOTMI A470
LAKES V13 LELIM M5039, 10
OCEAN V2 ELATO A1/G581
PACIFIC

OCEAN V3 ENVAR M750
OCEAN V4 NOMAN A461/M501
OCEAN V4 SKATE DCT KAPLI G86
OCEAN V5 SABNO A583
PECAN V10 SIKOU R339/A202
PECAN V11 IDOSI A1 IKELA7 or PECAN V11 IDOSI P901 A1
IKELA7
PECAN V12 EPDOS L642 L642
PECAN DCT CHALI13
PECAN DCT FOXTROT14
PACIFIC

1To optimize the flight plan processing work flow, operators are not to include Standard Instru-
ment Arrival (STAR) Procedures in flight plans and subsequent AFTN messages for all opera-
tions into Hong Kong International Airport.
2If
holding is required, each flight will be instructed individually and pilots can expect to cross EN-
PET at FL260.
3Cross SONNY at FL260. Do not descend without ATC clearance.
4Cross CYBER at FL260. Do not descend without ATC clearance.
5Cross MAPLE at FL260. Do not descend without ATC clearance.
6Operators departing from Hong Kong International Airport shall flight plan via the relevant Ter-
minal Transition Route until exiting the Hong Kong FIR/TMA to join the appropriate ATS route.
7Route via P901 at FL290 or above, or A1 at FL280 or below. To operate at FL290 or above
aircraft must be RNP 10 compliant.

8Flights departing from Shanghai Pudong, Qingdao, Yantai or Dalian to Hong Kong International
Airport shall route via M503.
9Flights
departing from Hong Kong International Airport for destinations Shanghai Pudong, Qing-
dao, Yantai or Dalian shall route via M503.
10Inthe event that M503 is not available, e.g. approval could not be obtained in time from rele-
vant authority, operator should file flight plan via ATS Route A470.
11For flights departing from Macao International Airport.
12Forflights departing from Zhuhai Sanzao Airport. FOXTROT coordinates: 214536.00N
1132200.00E.
13For flights landing in Macao International Airport.
14Forflights landing in Zhuhai Sanzao Airport. FOXTROT coordinates: 214536.00N
1132200.00E.
Arrival at MACAO International transiting Hong Kong FIR1

Inbound Route
A470 DOTMI DCT SAMMI J101 SMT7
A1/G581 ELATO J101 SMT7
M501/A461 Not available2
A583 SABNO DCT TOFEE DCT SUKER DCT ARROW J103 ROBIN DCT
CHALI3 and 8
PACIFIC
Arrival at MACAO International transiting Hong Kong FIR1

M772 ASOBA M772 DULOP M771 DUMOL J103 ROBIN DCT CHALI8
M771 DOSUT M771 DUMOL J103 ROBIN DCT CHALI8
A1 IKELA P901 IDOSI DCT DASON J104 CHALI4 and 9 or IKELA A1
IDOSI DCT DASON J104 CHALI4 and 9
R339/A202 SIKOU J104 CHALI9
Departure from MACAO International transiting Hong Kong FIR5

Connecting Route
V1 DOTMI A470
V2 ELATO A1/G581
V3 ENVAR M750
V4 NOMAN A461/M501
V5 SABNO A583
V13 LELIM6 M503
V32 EPDOS L642 L642
V31 IDOSI P901 IKELA4 or A1
V31 IDOSI A1 IKELA4
V10 SIKOU R339/A202
GRUPA DCT KAPLI G86
PACIFIC
Departure from MACAO International transiting Hong Kong FIR5

1Operators
may include the relevant Standard Instrument Arrival (STAR) Procedures (e.g.
SMT5B, CHALI4A etc.) into the flight plan route if considered necessary.
2Flights from Manila FIR to Macao Airport should route via A583. In the event of bad weather,
flights from Ho Chi Minh FIR that require to transit Manila FIR via diversionary route to Hong
Kong FIR, should flight plan within Hong Kong FIR via A461 NOMAN DCT ARROW J103 or ex-
pect radar vectors to join J103 by Hong Kong Radar at or below FL300.
3Flights
to Macao International Airport transiting Hong Kong FIR via A583 SABNO should plan to
cross SABNO at FL340 or below.
4Route via P901 at FL290 or above, or A1 at FL280 or below. To operate at FL290 or above
aircraft must be RNP10 compliant.
5Operators departing from Macao International Airport transiting Hong Kong FIR shall flight plan
via the relevant Terminal Transition Route until exiting the Hong Kong FIR/TMA to join the ap-
propriate ATS/PBN route.
6Flights
departing from Macao International Airport transiting Hong Kong FIR for destinations
Shanghai Pudong, Qingdao, Yantai or Dalian shall route via V13.
7Cross NEDLE at FL230. Do not descend without ATC clearance.
8Cross ISBAN at FL200 and CHALI at FL110. Do not descend without ATC clearance.
9Cross COTON at FL120 and CHALI at FL110. Do not descend without ATC clearance.
Arrivals into GUANGZHOU or SHENZHEN Airports transiting Hong Kong FIR

Entry Route Destination Airport
A1/G581 ELATO J101 SMT DCT TAMOT ZGGG
A583 SABNO DCT TOFEE DCT SUKER DCT ARROW J103
PICTA DCT CH B330 TAMOT2
M772 ASOBA M772 DULOP M771 DUMOL J103 PICTA DCT
CH B330 TAMOT2
M771 DOSUT M771 DUMOL J103 PICTA DCT CH B330 TA-
MOT2
A1 IKELA DCT MORTU DCT ARROW J103 PICTA DCT CH
B330 TAMOT2
A202/R339 SIKOU J104 CHALI DCT PICTA DCT CH B330 TAMOT4
A1/G581 Not available5 ZGSZ
PACIFIC
Arrivals into GUANGZHOU or SHENZHEN Airports transiting Hong Kong FIR

A583 SABNO DCT TOFEE DCT SUKER DCT ARROW J103
ROBIN DCT ALLEY DCT GOBBI DCT LANDA6 and 7
M772 ASOBA M772 DULOP M771 DUMOL J103 ROBIN DCT
ALLEY DCT GOBBI DCT LANDA7
M771 DOSUT M771 DUMOL J103 ROBIN DCT ALLEY DCT
GOBBI DCT LANDA7
A1 IKELA P901 IDOSI DCT DASON J104 COTON DCT
LANDA3 and 8 or IKELA A1 IDOSI DCT DASON J104 CO-
TON DCT LANDA3 and 8
A202/R339 SIKOU J104 COTON DCT LANDA8
1 Flights from Manila FIR to Guangzhou or Shenzhen Airport should route via A583. In the event
of bad weather, flights from Ho Chi Minh FIR that require to transit Manila FIR via diversionary
route to Hong Kong FIR, should flight plan within Hong Kong FIR via A461 NOMAN DCT AR-
ROW J103 or expect radar vectors to join J103 by Hong Kong Radar at or below FL300.
2Flights to Guangzhou Airport transiting Hong Kong FIR via J103 should cross ISBAN at FL260.
Do not descend without ATC clearance.
3 Route via P901 at FL290 or above, or A1 at FL280 or below. To operate at FL290 or above
4Flights to Guangzhou Airport transiting Hong Kong FIR via J104 should cross CHALI at FL260.
5 Flights from Taipei FIR to Shenzhen Airport should route via R200.
6Flights to Shenzhen Airport transiting Hong Kong FIR via A583 SABNO should cross SABNO
at FL340 or below.
7Flights to Shenzhen Airport transiting Hong Kong FIR via J103 should cross ISBAN at FL200
and GOBBI at FL110. Do not descend without ATC clearance.
8Flights to Shenzhen Airport transiting Hong Kong FIR via J104 should cross COTON at FL120.
Departures from GUANGZHOU or SHENZHEN Airports transiting Hong Kong FIR

Depart From Connecting Route
ZGGG SIERA DCT MULET DCT SKATE DCT CONGA V2 ELA- A1/G581
TO1
PACIFIC
Departures from GUANGZHOU or SHENZHEN Airports transiting Hong Kong FIR

SIERA DCT MULET DCT SKATE DCT CONGA V3 EN- M750
VAR2
SIERA DCT MULET DCT SKATE V4 NOMAN A461/M501
SIERA DCT MULET DCT SKATE V5 SABNO A583
SIERA DCT MULET DCT ALLEY V32 EPDOS L642 L642
SIERA DCT MULET DCT ALLEY V31 IDOSI P901 IKELA3 A1
or SIERA DCT MULET DCT ALLEY V31 IDOSI A1 IKELA3
SIERA DCT MULET DCT ALLEY V10 SIKOU R339/A202
ZGSZ LKC DCT TD DCT OCEAN V4 NOMAN4 A461/M501
LKC DCT TD DCT OCEAN V5 SABNO4 A583
LKC DCT BREAM DCT TITAN DCT PECAN V10 ALLEY L642
V32 EPDOS L6424
LKC DCT BREAM DCT TITAN DCT PECAN V10 ALLEY A1
V31 IDOSI P901 IKELA3 and 4 or LKC DCT BREAM DCT TI-
TAN DCT PECAN V10 ALLEY V31 IDOSI A1 IKELA3 and 4
SIERA DCT ROCCA DCT SKATE DCT CONGA V2 ELA- A1/G581
TO1
SIERA DCT ROCCA DCT SKATE DCT CONGA V3 EN- M750
VAR2
SIERA DCT ROCCA DCT SKATE V4 NOMAN A461/M501
SIERA DCT ROCCA DCT SKATE V5 SABNO A583
SIERA DCT ROCCA DCT ALLEY V32 EPDOS L642 L642
SIERA DCT ROCCA DCT ALLEY V31 IDOSI P901 A1IKELA3
or SIERA DCT ROCCA DCT ALLEY V31 IDOSI A1 IKELA3
SIERA DCT ROCCA DCT ALLEY V10 SIKOU R339/A202
1 Normally for non-RNAV 5 compliant or non-RSVM approved aircraft.
2To operate between FL290 and FL410, aircraft must be RNAV 5 compliant and RVSM ap-
proved.
4Traffic routing via LKC may be subject to delay due to congestion in the vicinity of Hong Kong
and Macao airports.
PACIFIC
Flights transiting the Hong Kong FIR not specified in previous paragraphs
Entry Route Connecting Route
A470 DOTMI DCT SOUSA DCT CONGA V2 ELATO1 A1/G581
DOTMI DCT SOUSA DCT CONGA V3 ENVAR2 M750
DOTMI DCT ENROM DCT NOMAN A461/M501
DOTMI DCT ENROM DCT SABNO A583
DOTMI DCT ENROM DCT SULUX DCT EPKAL L642
DOTMI DCT ENROM DCT SULUX DCT IGLEG DCT A1
IKELA
DOTMI DCT ENROM DCT ALLEY V10 SIKOU A202/R339
A1/G581 ELATO DCT MAGOG DCT DOTMI A470
ELATO J101 PONTI DCT BEKOL A461
G86 KAPLI DCT MADRU DCT SULUX DCT IGLEG DCT IKE- A1
LA
A461 NOMAN DCT SANKU DCT SOUSA V1 DOTMI A470
N/A A202/R339
A583 SABNO DCT LEGOD DCT BEKOL A461
SABNO DCT SIKOU A202/R339
M772 ASOBA M772 DULOP Q1 CARSO DCT NOBAD DCT A470
SANKU DCT SOUSA V1 DOTMI
ASOBA M772 DULOP M771 DUMOL J103 BEKOL A461
M771 DOSUT M771 DULOP Q1 CARSO DCT NOBAD DCT A470
SANKU DCT SOUSA V1 DOTMI
DOSUT M771 DUMOL DCT DONKI DCT SIKOU A202/R339
DOSUT M771 DUMOL J103 BEKOL A461
A1 IKELA DCT MORTU DCT NOBAD DCT SANKU DCT A470
SOUSA V1 DOTMI
IKELA DCT MORTU DCT NOBAD DCT ELATO1 and 3 A1
IKELA DCT MORTU DCT NOBAD DCT ENVAR2 and 3 M750
IKELA DCT MORTU DCT NOBAD DCT KAPLI5 G86
IKELA P901 IDOSI DCT DONKI DCT SIKOU4 or
A202/R339
IKELA A1 IDOSI DCT DONKI DCT SIKOU4
PACIFIC
IKELA P901 IDOSI DCT CH A461 BEKOL4 or
A461
IKELA A1 IDOSI DCT CH A461 BEKOL4
B330/W18 TAMOT B330 CH DCT RASSE DCT CONGA V2 ELA- A1
TO1
TAMOT B330 CH DCT RASSE DCT CONGA V2 ELA- G581
TO1
TAMOT B330 CH DCT RASSE DCT CONGA V3 EN- M750
VAR2
TAMOT B330 CH DCT RASSE DCT CONGA V3 EN- G581
VAR2 M750 DADON
TAMOT B330 CH DCT GRUPA V4 NOMAN A461/M501
TAMOT B330 CH DCT GRUPA V5 SABNO A583
TAMOT DCT ALLEY V32 EPDOS L642 L642
TAMOT DCT ALLEY V31 IDOSI P901 IKELA4 or
A1
TAMOT DCT ALLEY V31 IDOSI A1 IKELA4
TAMOT DCT ALLEY V10 SIKOU A202/R339
A202/R339 SIKOU DCT DONKI DCT IDOSI P901 IKELA4 or
A1
SIKOU DCT DONKI DCT IDOSI A1 IKELA4
SIKOU DCT DONKI DCT EPDOS L642 L642
SIKOU J104 CHALI DCT LENBU DCT GRUPA V4 NO- A461/M501
MAN
SIKOU J104 CHALI DCT LENBU DCT GRUPA V5 SAB- A583
NO
SIKOU J104 CHALI DCT BEKOL A461
SIKOU J104 CHALI DCT KAPLI G86
PACIFIC
1 Normally for non-RNAV 5 compliant or non-RSVM approved aircraft.
2To operate between FL290 and FL410, aircraft must be RNAV 5 compliant and RVSM ap-
proved.
3Route available only during the period 1700 – 0059 UTC, flight plan via G86 KAPLI during the
period 0100 – 1659 UTC.
aircraft must be RNP 10 compliant.
5 Between 1700 – 2200 UTC, Taipei ACC only accept eastbound traffic entering the Taipei FIR
via KAPLI to flights transiting Taipei FIR to Fukuoka FIR and routing via G581 IGURU only or
destined for airports in Taipei FIR.
Approval should be sought from ATS Supervisor for flights intended to operate into Hong Kong
FIR on routes other than those contained above.
JAPAN
For RJTT
(from Shikoku/Kyushu/West)
...Y295 GAKKI Y71 XAC-RJTT
...Y71 XAC-RJTT
...Y33 SHOOT Y71 XAC-RJTT
...Y23 ARTIC Y71 XAC-RJTT
...Y43 MENUR Y21 AKSEL-RJTT
...M750 BILLY Y21 AKSEL-RJTT
...Y57 SUKBO Y571 BILLY Y21 AKSEL-RJTT
RJGG-BOGON Y23 ARTIC Y71 XAC-RJTT (for RNAV1)
RJNK-MANAH KCC Y295 GAKKI Y71 XAC-RJTT (for RNAV1)
RJOH-YAPPA INABA YME Y295 GAKKI Y71 XAC-RJTT (for RNAV1)
RJOA-MOMOT IKUNO MIDER Y71 XAC-RJTT (for Basic RNP1)
RJOT-OLIVE HYOGO SANDA SHTLE Y71 XAC-RJTT (for RNAV1)
RJOB-OLIVE HYOGO SANDA SHTLE Y71 XAC-RJTT (for Basic RNP1)
RJOS-HONMA KMANO KILAP Y43 MENUR Y21 AKSEL-RJTT (for RNAV1)
PACIFIC
JAPAN (continued)
For RJTT
(from North America/Hawaii/East)
...OTR15 SMOLT Y824 AROSA-RJTT
...OTR17 SMOLT Y824 AROSA-RJTT
...BEGAD Y817 OLVEK Y824 AROSA-RJTT
...DAGDA Y819 OLVEK Y824 AROSA-RJTT
(from B586)
...CADDY B586 SABRI Y873 FITTO Y87 TOPIT Y875 AROSA-RJTT
(from A590)
...BUBDO Y527 BILLY Y21 AKSEL-RJTT
For RJTT via Y10 or Y807

(ETA between 2100 UTC and 1359 UTC)
(from North/RJNT/RJNW)
...Y32 RUBIS Y10 GODIN-RJTT
...Y10 GODIN-RJTT
...Y106 RUBIS Y10 GODIN-RJTT
...BISIV Y116 MVE KSE Y111 MQE Y106 RUBIS Y10 GODIN-RJTT
...ODERI B932 TBE V3 KSE Y111 MQE Y106 RUBIS Y10 GODIN-RJTT
RJNT/RJNW-HISUI Y31 GENJI Y10 GODIN-RJTT (FL240+)
RJNT/RJNW-HISUI GTC Y303 SASAP Y10 GODIN-RJTT (FL230-)
(from Europe)
...Y304 YTE Y32 RUBIS Y10 GODIN-RJTT (FL330+)
...Y301 YTE Y32 RUBIS Y10 GODIN-RJTT (FL320-)
...YOROI Y10 GODIN-RJTT
PACIFIC
For RJTT via Y10 or Y807

(from North America/Hawaii/East)
...R220 NANAC Y810 AKRIT Y807 POLIX-RJTT
...R580 OATIS Y802 NOGIX Y807 POLIX-RJTT
...ADNAP Y807 POLIX-RJTT
...AVBET Y809 POROT Y811 NOGIX Y807 POLIX-RJTT
...OTR13 LAPIL Y811 NOGIX Y807 POLIX-RJTT
...BISIV Y116 MVE KSE Y111 MQE Y106 RUBIS Y10 GODIN-RJTT
...ODERI B932 TBE V3 KSE Y111 MQE Y106 RUBIS Y10 GODIN-RJTT
...CHE Y10 GODIN RJTT
For RJTT Y10 or Y807

...Y10 DAIGO Y108 MESSE-RJTT
...Y807 LALID Y804 INUBO Y108 MESSE-RJTT
Effective thru 30 Nov:
From RJTT (EOBT between 2051 UTC and 1349 UTC)

(for North)
RJTT-BRUCE AGRIS Y11 SHIRO...(for RNAV1)
RJTT-ROVER AKAGI Y88 JD MIKRA HATRI IBELU...(for RNAV1)
RJTT-SYE V15 AKAGI JD MIKRA HATRI IBELU YONEX YTE...
(for Europe/Turkey)
RJTT-SPOON AGRIS Y11 SHIRO... (for RNAV1)
RJTT-SPOON AKAGI Y372 KALON Y37 AVGOK...(for RNAV1)
RJTT-SPOON AKAGI Y372 KALON Y37 HAIJI Y375 IGROD...(for RNAV1)
RJTT-SYE V15 GTC R211 AVGOK...
RJTT-SYE V15 GTC R211 KADBO B451 IGROD...
PACIFIC

(for NOPAC route/Pacific Ocean)
RJTT-INUBO Y808 NOLAX Y808/Y812/Y814...(for RNAV1)
RJTT-INUBO Y830 IPROS Y830/Y832/Y834...(for RNAV1)
RJTT-INUBO Y820 DAGDA G223... (for RNAV1)
(for North America (except NOPAC))
(for Hokuriku/RJGG)
RJTT-BEKLA...(for RNAV1)
RJTT-BEKLA Y885 AZUMI...(for RJNT/RJNW)
RJTT-BEKLA Y884 KMC-RJNK
RJTT-BEKLA Y18 PIGAP Y88 KCC...(FL230-)
RJTT-BEKLA Y18 PIGAP Y88 SUGAL Y881 SLIDE-RJGG
(for San-in/Korea/Northern part of China)
RJTT-BEKLA Y18...(for RNAV1)
RJTT-BEKLA Y18 YME...(for San-in)
RJTT-BEKLA Y18 PIGAP Y182 BIDIK Y16...(for Korea/Northern part of China)
(for RJFF/RJFU/RJOA)
RJTT-LAYER RITLA Y20...(for RNAV1)
RJTT-RITLA Y20 (only for pre-coordination flight)
RJTT-TIARA RITLA Y20...(only for pre-coordination flight)
(for RJBE/RJOB/RJOT)
RJTT-NINOX Y28 IPLES Y207 ARASI Y20 WAKIT...
(for Northern part of Kyushu/RJOM/RJOI/RJDC/Southern part of China)
RJTT-NINOX Y28...(for RNAV1)
(for RJBB/RJOO/RJOS/RJBD)
RJTT-LAXAS Y56 TOHME Y54...(for RNAV1)
RJTT-LAXAS Y56 TOHME Y54 KOHWA Y12 RAYJO...(for RJBD)
(for RJAA)
RJTT-RUTAS-RJAA
PACIFIC

(for A1/Y24)
RJTT-LAXAS Y56 TOHME Y54; (for RNAV1)
~TURFY...
~KOHWA Y12 KEC... (FL250-)
(for A590/V71/RPLL/WIII/WSSS)
RJTT-LAXAS Y56 NADAR Y562 MAYON...(for RNAV1)
(for Y52)
RJTT-LAXAS Y56 TOHME Y54 KOHWA Y12 AYANO Y128 LAXEL...
(for West)
RJTT-VADAR SZE...
(for B586)
RJTT-VAMOS XAC B586...(for RNAV1)
RJTT-VADAR XAC B586...
Effective 01 Dec:

(for North)
RJTT-BRUCE AGRIS Y11 SHIRO...(for RNAV1)
RJTT-SYE V15 AKAGI JD MIKRA HATRI IBELU YONEX YTE...
(for Europe/Turkey)
RJTT-SPOON AKAGI Y372 KALON Y37 AVGOK...(for RNAV1)
RJTT-SPOON AKAGI Y372 KALON Y37 HAIJI Y375 IGROD...(for RNAV1)
RJTT-SYE V15 GTC R211 AVGOK...
RJTT-SYE V15 GTC R211 KADBO B451 IGROD...
(for NOPAC route/Pacific Ocean)
RJTT-INUBO Y808 NOLAX Y808/Y812/Y814...(for RNAV1)
RJTT-INUBO Y830 IPROS Y830/Y832/Y834...(for RNAV1)
RJTT-INUBO Y820 DAGDA G223... (for RNAV1)
PACIFIC

(for North America (except NOPAC))
(for Hokuriku/RJGG)
RJTT-BEKLA...(for RNAV1)
RJTT-BEKLA Y885 AZUMI...(for RJNT/RJNW)
RJTT-BEKLA Y884 KMC-RJNK
RJTT-BEKLA Y18 PIGAP Y88 KCC...(FL230-)
RJTT-BEKLA Y18 PIGAP Y88 SUGAL Y881 SLIDE-RJGG
(for San-in/Korea/Northern part of China)
RJTT-BEKLA Y18...(for RNAV1)
RJTT-BEKLA Y18 YME...(for San-in)
RJTT-BEKLA Y18 PIGAP Y182 BIDIK Y16...(for Korea/Northern part of China)
(for RJFF/RJFU/RJOA)
RJTT-LAYER RITLA Y20...(for RNAV1)
RJTT-RITLA Y20 (only for pre-coordination flight)
RJTT-TIARA RITLA Y20...(only for pre-coordination flight)
(for RJBE/RJOB/RJOT)
RJTT-NINOX Y28 IPLES Y207 ARASI Y20 WAKIT...
(for Northern part of Kyushu/RJOM/RJOI/RJDC/Southern part of China)
RJTT-NINOX Y28...(for RNAV1)
(for RJBB/RJOO/RJOS/RJBD)
RJTT-LAXAS Y56 TOHME Y54...(for RNAV1)
RJTT-LAXAS Y56 TOHME Y54 KOHWA Y12 RAYJO...(for RJBD)
(for RJAA)
RJTT-RUTAS-RJAA
(for A1/Y24)
RJTT-LAXAS Y56 TOHME Y54; (for RNAV1)
~TURFY...
~KOHWA Y12 KEC... (FL250-)
(for A590/V71/RPLL/WIII/WSSS)
RJTT-LAXAS Y56 NADAR Y562 MAYON...(for RNAV1)
PACIFIC

(for Y52)
RJTT-LAXAS Y56 TOHME Y54 KOHWA Y12 AYANO Y128 LAXEL...
(for West)
RJTT-VADAR SZE...
(for B586)
RJTT-VAMOS XAC B586...(for RNAV1)
RJTT-VADAR XAC B586...

RJTT-OPPAR; (for RNAV1)
~JYOGA Y371 YONOH Y373 SANOH Y882 ONUMA Y883 YTE Y11...(for RJCC)
~JYOGA Y371 KALON Y37 AVGOK...(for Europe)
~JYOGA Y566 LAXAS Y56...(for West)
~JYOGA Y566 LAXAS Y56 NADAR Y562 MAYON A597 BUBDO A590...(for Southeast Asia)
~UTIBO Y803 POROT...(for NOPAC route/Pacific Ocean/Hawaii)
~UTIBO Y821 LIGNI Y816/Y818/Y821...(for Pacific Ocean/Hawaii)
~UTIBO Y87...(for South)
From NOPAC route/Pacific Ocean (for Kanto)

...NANAC R220 IXE;
...OATIS Y889 DAIGO;
...ADNAP Y886 DAIGO;
~Y88 JD ENEOS HAILY-RJTA/RJTJ/RJTY
...SMOLT Y824 DOLBA Y818 LIGNI Y821 KOSKA-RJTA/RJTJ/RJTY
...DAGDA Y821 KOSKA-RJTA/RJTJ/RJTY
...SUNNS GUTLO KAMOG NAGRA XAC HATSU ZUSHI KOSKA-RJTA/RJTJ/RJTY
PACIFIC
Effective 01 Dec:
From NOPAC route/Pacific Ocean (for Kanto)

...NANAC R220 IXE;
~Y88 NIKKO Y90 HAILY-RJTA/RJTJ/RJTY
...SMOLT Y824 DOLBA Y818 LIGNI Y821 KOSKA-RJTA/RJTJ/RJTY
...DAGDA Y821 KOSKA-RJTA/RJTJ/RJTY
...SUNNS GUTLO KAMOG NAGRA XAC HATSU ZUSHI KOSKA-RJTA/RJTJ/RJTY
For NOPAC route/Pacific Ocean (from Kanto)

RJTA/RJTJ/RJTY;
~KOGAR Y808 INUBO Y808/Y830/Y820...
~KOSKA Y821 LIGNI Y818/Y821...
~KOSKA ZUSHI HATSU XAC NAGRA KAMOG GUTLO SUNNS...
For RJAA
(from NOPAC route, Pacific Ocean)
...NANAC Y810 OLDIV Y809 SUPOK-RJAA (for RNAV1)
...OATIS Y802 OLDIV Y809 SUPOK-RJAA (for RNAV1)
...ADNAP Y807 NOGIX Y802 OLDIV Y809 SUPOK-RJAA (for RNAV1)
...AVBET Y809 SUPOK-RJAA (for RNAV1)
...LAPIL Y811 POROT Y809 SUPOK-RJAA (for RNAV1)
...POVAL Y813 LUBLA-RJAA (for RNAV1)
...SMOLT Y824 OLVEK Y817 MENIX Y813 LUBLA-RJAA (for RNAV1)
(from A337/G223)
...BEGAD Y817 MENIX Y813 LUBLA-RJAA (for RNAV1)
...DAGDA Y819 OLVEK Y817 MENIX Y813 LUBLA-RJAA (for RNAV1)
(from Y79/Y81/Y83/Y85)
...GUPER/MOE Y81 RUTAS-RJAA
(from M750)
...ANKIX Y891 AGIMO Y89 GUPER Y81 RUTAS-RJAA
PACIFIC
For RJAA
(from Y57)
...Y57 YULIA Y89 GUPER Y81 RUTAS-RJAA
(from B586)
...B586 SABRI Y873 FITTO Y87 BAFFY Y81 RUTAS-RJAA
(from Y591)
...BEDAR Y591 FUE Y23 KASTE Y81 RUTAS-RJAA
(from RJOO/RJOA)
...SHTLE Y79 GUPER Y81 RUTAS-RJAA
(from RKRR)
...LANAT Y51 SAMON Y517;
...KALEK Y206 MIHOU Y45 KMC Y515 ZUWAI Y517;
...IGRAS Y332 KAPPA Y333 DISSH Y51 SAMON Y517;
~ESKAS Y303 ENTAK Y30 SWAMP-RJAA (for RNAV1)
...SAMDO A595 DGC V28 MARCO V56 MYE Y412 ROSIE Y43 ISEBI Y81 RUTAS-RJAA
(from Europe/North)
...Y304 GUGBI Y30 SWAMP-RJAA (FL330+) (for RNAV1)
...Y301 YTE Y304 GUGBI Y30 SWAMP-RJAA (FL320-) (for RNAV1)
...HISUI Y31 SYOEN Y517 ESKAS Y303 ENTAK Y30 SWAMP-RJAA (for RNAV1)
...TOBBY Y10 LARCH Y302 JUGEM Y30 SWAMP-RJAA (for RNAV1)
...BISIV Y116 MVE KSE Y111 MQE Y30 SWAMP-RJAA (for RNAV1)
...ODERI B932 TBE V3 KSE Y111 MQE Y30 SWAMP-RJAA (for RNAV1)
PACIFIC
From RJAA
(for NOPAC route/Pacific Ocean/G223/B452/A337)
RJAA-GULBO Y808 NOLAX Y808/Y812/Y814...(for RNAV1)
RJAA-BORLO Y830 IPROS Y830/Y832/Y834...(for RNAV1)
RJAA-OLVAN Y823 MERED Y821 DAGDA G223/A337...(for RNAV1)
(for RJBB/RJOO/RJGG/RJFK)
RJAA-PIGOK Y50 ELNIS Y564 IBENO Y56 TOHME Y54 KOHWA...(for RNAV1)
RJAA-PIGOK Y50 OLTOM-RJGG (for RNAV1)
RJAA-SZE V17 TRIKE-RJGG
RJAA-SZE V17 CBE V52 KEC...
(for RJFF/RJOA/RJOT/RJNK)
RJAA-ENPAR Y16 TEPEX Y88 TENRU V57 MBE Y884 KMC-RJNK (for RNAV1)
RJAA-ENPAR Y16 TEPEX Y88 SUGAL Y20... (for RJFF/RJOA/RJOT) (for RNAV1)
RJAA-SZE V17 TRIKE G597 KCC...
(for RJTT)
RJAA-PEDLA Y824 AROSA-RJTT
(for A1)
RJAA-PIGOK Y50 IGMON A1 BULAN...(for RNAV1)
RJAA-SZE V17 CBE V52 KEC A1 BULAN...
(for Southern part of China/VIDP/VVNB/RJFO/RJFS/RJFT/RJOM)
RJAA-REDEK Y60 TOKOM Y604 WASYU Y28...(for RJFO/RJOM) (for RNAV1)
RJAA-REDEK Y60 BALIE Y452 OOITA...(for RJFS/RJFT) (for RNAV1)
RJAA-REDEK Y60 ISAKY Y592 ONIKU...(for RNAV1)
RJAA-SZE V17 TRIKE G597 KCC V28 FUE A593 ONIKU...
(for Pacific/Southeast Asia/B586/A339/A590)
RJAA-SAMUS Y84 HCE Y840 SABRI B586...(for RNAV1)
RJAA-SAMUS Y84 HCE Y82 BOLED A339...(for RNAV1)
RJAA-SAMUS Y84 BUBDO A590...(for RNAV1)
RJAA-SZE V17 CBE V52 KEC A597 BUBDO A590...
RJAA-SZE V17 CBE V52 KEC A597 TAXON A339...
PACIFIC
From RJAA
(for China/Korea/B332/Y332/Y206/Y685/G585)
RJAA-ENPAR Y16 MADUL Y333 KAPPA Y332 IGRAS...(for RNAV1)
RJAA-ENPAR Y16 SAPRA...(for Y685/G585) (for RNAV1)
RJAA-ENPAR Y16 TEPEX Y22 MIHOU Y206...(for RNAV1)
RJAA-ENPAR Y16 TEPEX Y22...(for RKPK) (for RNAV1)
RJAA-ENPAR Y16 TEPEX Y88 SUGAL Y20...(for RKPC) (for RNAV1)
RJAA-SZE V17 TRIKE G597 XZE B332/G585...
(for Okinawa/G581/A582/B462/V71/R595)
RJAA-SAMUS Y84 HCE Y86 YULIA Y293 TONAR...(for RNAV1)
RJAA-SZE V17 CBE V52 KEC A597 TAPOP V71...
(for Europe/North/RJCC)
RJAA-AGRIS Y37 AVGOK...(for RNAV1)
RJAA-AGRIS Y37 HAIJI Y375 IGROD...(for RNAV1)
RJAA-AKAGI V15 GTC R211 AVGOK...
RJAA-AKAGI V15 GTC R211 KADBO B451 IGROD...
RJAA-KIMIN Y117...(for RNAV1)
RJAA-AKAGI JD MIKRA HATRI IBELU YONEX YTE...
RJAA-KIMIN Y117 LEKOL Y119 OHMAR Y13 SIRAO Y139 NAVER-RJCC (FL250+) (for
RNAV1)
RJAA-KIMIN Y117 LEKOL Y119 SAMBO Y135 MRE Y13 SIRAO Y139 NAVER-RJCC (FL240-)
(for RNAV1)
PACIFIC
For RJGG
(from North America/NOPAC route/Pacific Ocean)
...NODAN R220 IXE;
~Y88 SUGAL Y881 SLIDE-RJGG
...GTC Y12 MBE Y121 SWING-RJGG
...ADNAP Y807 LALID Y804 INUBO;
...AVBET Y809 LESPO Y806 INUBO;
...LAPIL Y811 POROT Y809 LESPO Y806 INUBO;
...MORAY OTR15 SMOLT Y824 DOLBA Y818 LIGNI Y821 UTIBO Y502 TOKIS;
...FERAR OTR17 SMOLT Y824 DOLBA Y818 LIGNI Y821 UTIBO Y502 TOKIS;
...DAGDA Y821 UTIBO Y502 TOKIS;
~Y50 OLTOM-RJGG (for RNAV1)
(from RJAA)
RJAA-PIGOK Y50 OLTOM-RJGG (for RNAV1)
RJAA-SZE V17 TRIKE-RJGG
(from South Pacific/Southeast Asia/Kyushu/Okinawa/West/PGSN/PGUM/RCTP/VHHH)
...A1 KEC (FL210-);
...A597/V37 KEC;
~Y415 NATCH Y755 CARDS-RJGG (for RNAV1)
~NATCH CARDS-RJGG
...Y41/Y412 TARBY Y41 NATCH;
...Y57 YULIA Y575 ALBAT;
...MADOG M750 IMPAL;
~Y755 CARDS-RJGG (for RNAV1)
(from Korea/Northern part of China/Europe)
...LANAT Y51 SAMON;
...IGRAS Y332 KAPPA Y333 DISSH Y51 SAMON;
...KALEK Y206 MIHOU Y45 SONBU TRUGA;
~Y511 CHESS-RJGG
PACIFIC
For RJGG
(from Europe)
...Y301 REALU Y305 FINGA Y12 MBE Y121 SWING-RJGG
(from Hokkaido/Tohoku)
...GTC Y12 MBE Y121 SWING-RJGG
...GTC MBE MAPLE MAMLA SWING-RJGG (FL240+)
...GTC V31 AZUMI V57 MBE MAPLE MAMLA SWING-RJGG
...Y88 SUGAL Y881 SLIDE-RJGG
From RJGG (EOBT between 2051 UTC and 1349 UTC)

(for Korea/Northern part of China)
RJGG-HIKNE YME Y18 MIHOU...(for RNAV1)
RJGG-HIKNE KOSEI YME G597/Y18...
(for Southern part of China/VVNB)
RJGG-HIKNE Y207 ARASI Y20 KAMMY Y204 DGC...(for RNAV1)
(for South Pacific/East Asia/Okinawa/PGSN/PGUM/RJBB)
RJGG-ESPAN KEC...(for RNAV1)
RJGG-FTAMI ESPAN KEC...
RJGG-BOGON Y79 LELIN Y55 SABRI B586...(for RNAV1)
(for Tohoku/Hokkaido except for RJSS)
RJGG-KCC KROBE Y13...(for RNAV1)
RJGG-KCC STRAW KROBE Y13...
RJGG-KCC Y312/V31 GTC...
(for RJAA)
RJGG-BOGON Y79 GUPER Y81 RUTAS-RJAA (for RNAV1)
(for RJSS)
RJGG-MORIZ TSUGU CHAUS Y151 MYOGI Y15...(FL240+) (for RNAV1)
RJGG-ANJYO MORIZ TSUGU CHAUS Y151 MYOGI Y15...(FL240+)
RJGG-MORIZ TSUGU CHAUS TENRU Y88...(for RNAV1)
RJGG-ANJYO MORIZ TSUGU CHAUS TENRU Y88...
PACIFIC

(for Europe)
RJGG-CBE KCC KROBE Y13 BASIN R211 AVGOK...(for RNAV1)
RJGG-CBE KCC KROBE Y13 BASIN R211 KADBO B451 IGROD...(for RNAV1)
RJGG-CBE KCC STRAW KROBE Y13 BASIN R211 AVGOK...
RJGG-CBE KCC STRAW KROBE Y13 BASIN R211 KADBO B451 IGROD...
RJGG-CBE KCC V31 GTC R211 AVGOK...
RJGG-CBE KCC V31 GTC R211 KADBO B451 IGROD...
RJGG-CBE HIKNE YME Y18 MIHOU...(for RNAV1)
RJGG-CBE HIKNE KOSEI YME G597/Y18...
(for NOPAC route)
RJGG-BOGON Y23 ARTIC Y71 XAC Y233 UTIBO Y803/Y821...(for RNAV1)
RJGG-CBE MORIZ TSUGU CHAUS TENRU Y88...
(for Pacific Ocean)
RJGG-BOGON Y23 ARTIC Y71 XAC Y233 UTIBO Y803/Y821...(for RNAV1)
RJGG-MODEL ENSYU Y23 ARTIC Y71 XAC Y233 UTIBO Y803/Y821...

(for Korea/Northern part of China)
(for Southern part of China/VVNB)
RJGG-CBE HIKNE Y207 ARASI Y20 KAMMY Y204 DGC...
(for South Pacific/East Asia/Okinawa/PGSN/PGUM/RJBB)
RJGG-ESPAN KEC...(for RNAV1)
RJGG-FTAMI ESPAN KEC...
RJGG-CBE MORIZ Y295 GAKKI Y55 SABRI B586...
(for Tohoku/Hokkaido except for RJSS)
RJGG-CBE KCC KROBE Y13...(for RNAV1)
RJGG-CBE KCC STRAW KROBE Y13...
RJGG-CBE KCC Y312/V31 GTC...
PACIFIC

(for RJAA)
RJGG-CBE MORIZ Y295 GAKKI Y55 LELIN Y79 GUPER Y81 RUTAS-RJAA
(for RJSS)
RJGG-CBE MORIZ TSUGU CHAUS Y151 MYOGI Y15...(FL240+)
(for Europe)
RJGG-CBE KCC KROBE Y13 BASIN R211 AVGOK...(for RNAV1)
RJGG-CBE KCC KROBE Y13 BASIN R211 KADBO B451 IGROD...(for RNAV1)
RJGG-CBE KCC STRAW KROBE Y13 BASIN R211 AVGOK...
RJGG-CBE KCC STRAW KROBE Y13 BASIN R211 KADBO B451 IGROD...
RJGG-CBE KCC V31 GTC R211 AVGOK...
RJGG-CBE KCC V31 GTC R211 KADBO B451 IGROD...
(for NOPAC route)
(for Pacific Ocean)
PACIFIC
For RJBB
(from NOPAC route/Pacific Ocean)
...NODAN R220 IXE;
~Y88 NAKTU Y12 KEC Y43 KISEI Y46 CANDY-RJBB (for RNAV1)
~Y88 NAKTU Y12 KEC JOSIN TSC-RJBB
...ADNAP Y807 LALID Y804 INUBO;
...AVBET Y809 LESPO Y806 INUBO;
...LAPIL Y811 POROT Y809 LESPO Y806 INUBO;
...MORAY OTR15 SMOLT Y824 DOLBA Y818 LIGNI Y821 UTIBO Y502 TOKIS;
...FERAR OTR17 SMOLT Y824 DOLBA Y818 LIGNI Y821 UTIBO Y502 TOKIS;
...DAGDA Y821 UTIBO Y502 TOKIS;
~Y50 ELNIS Y564 IBENO Y56 TOHME Y54 KOHWA Y12 KEC Y43 KISEI Y46 CANDY-RJBB
(for RNAV1)
~Y50 ELNIS Y564 IBENO Y56 TOHME Y54 KOHWA Y12 KEC JOSIN TSC-RJBB
(from Northeast/Northwest)
...GOLDO Y36;
...GTC Y142 NESKO Y36;
...MIHOU Y361;
...XZE G597 TRE/...GTC V30 KMC TRE KIJYY;
~SAEKI Y36 ALISA-RJBB (for RNAV1)
~SAEKI NIKAK ALISA TSC-RJBB
(from West)
...Y35 BERTH-RJBB (for RNAV1)
...A595 DGC V28 MARCO V56 MYE Y33 KTE BERTH-RJBB (for RNAV1)
...V40 KTE BERTH TSC-RJBB
(from Southwest)
...MADOG Y53 BECKY-RJBB (for RNAV1)
...SUC STORK BRAVE KARIN BECKY TSC-RJBB
PACIFIC
For RJBB
(from South)
...A597 TAPOP Y46 CANDY-RJBB (for RNAV1)
...A597 KEC JOSIN TSC-RJBB
(from East/RJGG)
...KEC Y43 KISEI Y46 CANDY-RJBB (for RNAV1)
...KEC JOSIN TSC-RJBB
For RJBB (ETA between 2200 UTC and 1200 UTC)

(from RJSS/RJSF/RJAA/RJTT)
...SINGU Y542 DATIS-RJBB (for RNAV1)
...KOHWA Y544 DANDE-RJBB (for RNAV1)
For RJBB (ETA between 1200 UTC and 1400 UTC)

(from RJSS/RJSF/RJAA/RJTT)
...SINGU Y542 DATIS-RJBB (for RNAV1)
From RJBB (EOBT between 2115 UTC and 1329 UTC)

(for Northern part of Kyushu/RJOM)
RJBB-MAIKO WENDY SHION SOUJA Y281...(FL240+) (for RNAV1)
RJBB-MAIKO WENDY SHION HABAR Y602...(FL180-FL230) (for RNAV1)
RJBB-MAIKO WENDY SHION WASYU Y28...(for RNAV1)
RJBB-MAIKO KAWAT OYE V28...
(for Europe)
RJBB-NANKO OGURA KYOTO SIGAK GUJYO Y13 BASIN R211 AVGOK...(for RNAV1)
RJBB-NANKO OGURA KYOTO SIGAK GUJYO Y13 BASIN R211 KADBO B451 IGROD...(for
RNAV1)
RJBB-MAIKO WENDY SHION SOUJA Y287 MIHOU/Y324 STAGE...(for RNAV1)
RJBB-MAIKO KAWAT OYE YUBAR XZE...
PACIFIC

(for Middle East/VVNB/Korea/China)
RJBB-MAIKO WENDY SHION HABAR Y60 ISAKY Y592 ONIKU...(for RNAV1)
RJBB-MAIKO KAWAT AYAYA CHIZU YME Y381 KMC Y45 GTC R211 AVGOK...(for RNAV1)
RJBB-MAIKO KAWAT AYAYA CHIZU YME Y381 KMC Y45 GTC R211 KADBO B451 IGROD...
(for RNAV1)
RJBB-MAIKO KAWAT AYAYA CHIZU YME V38 KMC V30 GTC R211 AVGOK...
RJBB-MAIKO KAWAT AYAYA CHIZU YME V38 KMC V30 GTC R211 KADBO B451 IGROD...
(for Okinawa/Southern part of Kyushu)
RJBB-LINDA GLORY Y34 POPPY V53 KRE; (for RNAV1)
~V53...RJFM
~V53 SUC B597 TGE...(FL210-)
RJBB-LINDA GLORY Y34 SUKMO Y50; (for RNAV1)
~DONKY...RJFK
~DONKY OSUZU MZE TGE...(FL220+)
~DONKY Y75...
(for North America/Hawaii/RJAA)
RJBB-TOMOH GOBOH TONDA KEC Y43 ISEBI Y81 TASOT Y57...(for RNAV1)
RJBB-TOMOH GOBOH KEC Y43 ISEBI Y81 TASOT Y57...
RJBB-TOMOH GOBOH TONDA KEC Y43 ISEBI Y81 RUTAS-RJAA (for RNAV1)
(for South Pacific/Australia)
RJBB-TOMOH GOBOH TONDA KEC A597...(for RNAV1)
RJBB-TOMOH GOBOH KEC A597...
(for Tohoku/Hokkaido except for RJCC/RJCH/RJEC/RJCW)
RJBB-ISPUM NARAH UENOH KCC...(for RNAV1)
RJBB-ISPUM NARAH UENOH GUJYO...(for RNAV1)
(for Eastern part of North America)
RJBB-NANKO OGURA KYOTO SIGAK KCC Y88...(for RNAV1)
PACIFIC

(for RJCC/RJCH/RJEC/RJCW)
RJBB-NANKO OGURA KYOTO SlGAK GUJYO...(for RNAV1)
(for Southeast Asia/Macau/Hong Kong/Taiwan)
RJBB-MAIKO KAWAT KTE V53 KRE SUKMO DONKY OSUZU MZE TGE...
RJBB-MAlKO KAWAT KTE V53 KRE SUKMO DONKY HKC...
RJBB-MAIKO Y34 SUKMO Y50 DONKY Y50/Y75...
RJBB-TOMOH GOBOH TONDA KEC A597 BUBDO A590...(for RNAV1)
RJBB-TOMOH GOBOH KEC A597 BUBDO A590...
(for RJTT)
RJBB-ISPUM NARAH YAGYU SHTLE Y71 XAC-RJTT (for RNAV1)
Effective 01 Dec:

(for Northern part of Kyushu/RJOM)
RJBB-MAIKO WENDY SHION SOUJA Y281...(FL240+) (for RNAV1)
RJBB-MAIKO WENDY SHION HABAR Y602...(FL180-FL230) (for RNAV1)
RJBB-MAIKO WENDY SHION WASYU Y28...(for RNAV1)
(for Europe)
RJBB-NANKO OGURA KYOTO SIGAK GUJYO Y13 BASIN R211 AVGOK...(for RNAV1)
RJBB-NANKO OGURA KYOTO SIGAK GUJYO Y13 BASIN R211 KADBO B451 IGROD...(for
RNAV1)
PACIFIC

(for RNAV1)
(for Okinawa/Southern part of Kyushu)
RJBB-LINDA GLORY Y34 POPPY V53 KRE; (for RNAV1)
~V53...RJFM
~V53 SUC B597 TGE...(FL210-)
RJBB-LINDA GLORY Y34 SUKMO Y50; (for RNAV1)
~DONKY...RJFK
~DONKY Y75...
(for Tohoku/Hokkaido except for RJCC/RJCH/RJEC/RJCW)
RJBB-ISPUM NARAH UENOH KCC...(for RNAV1)
RJBB-ISPUM NARAH UENOH GUJYO...(for RNAV1)
(for Eastern part of North America)
RJBB-NANKO OGURA KYOTO SIGAK KCC Y88...(for RNAV1)
(for RJCC/RJCH/RJEC/RJCW)
RJBB-NANKO OGURA KYOTO SlGAK GUJYO...(for RNAV1)
PACIFIC

RJBB-MAIKO Y34 SUKMO Y50 DONKY Y50/Y75...
RJBB-MAIKO KAWAT KTE V53 KRE...
(for RJTT)
RJBB-ISPUM NARAH YAGYU SHTLE Y71 XAC-RJTT (for RNAV1)

(for Europe)
(for RNAV1)
(for RNAV1)
(for Hokkaido/Tohoku)
RJBB-MAIKO KAWAT AYAYA CHIZU YME Y381 KMC...(for RNAV1)
RJBB-MAIKO KAWAT AYAYA CHIZU YME V38 KMC...
PACIFIC

(for Okinawa)
RJBB-TOMOH ODORI YOSAK KRE SUKMO Y50 DONKY Y75...(for RNAV1)
RJBB-TOMOH DIODE KRE SUKMO DONKY OSUZU MZE TGE...
RJBB-TOMOH ODORI YOSAK KRE SUKMO Y50 DONKY Y50/Y75...(for RNAV1)
RJBB-TOMOH DIODE KRE SUKMO DONKY HKC/OSUZU...
(for RJTT)
RJBB-TOMOH GOBOH TONDA KEC Y43 MENUR Y21 AKSEL-RJTT (for RNAV1)
RJBB-TOMOH GOBOH KEC Y43 MENUR Y21 AKSEL-RJTT
PACIFIC
Effective 01 Dec:

(for Europe)
(for RNAV1)
(for RNAV1)
RJBB-MAIKO KAWAT AYAYA CHIZU YME Y381 KMC...(for RNAV1)
RJBB-MAIKO KAWAT AYAYA CHIZU YME V38 KMC...
(for Okinawa)
RJBB-TOMOH ODORI YOSAK KRE SUKMO Y50 DONKY Y75...(for RNAV1)
RJBB-TOMOH ODORI YOSAK KRE SUKMO Y50 DONKY Y50/Y75...(for RNAV1)
RJBB-TOMOH DIODE KRE SUKMO DONKY HKC/OSUZU...
PACIFIC

(for RJTT)
RJBB-TOMOH GOBOH TONDA KEC Y43 MENUR Y21 AKSEL-RJTT (for RNAV1)
RJBB-TOMOH GOBOH KEC Y43 MENUR Y21 AKSEL-RJTT
For RJOO
(from RJCC/RJCH)
...GOLDO Y381 KMC Y384 ROKKO KAMEO OTABE ABENO IKOMA-RJOO (for RNAV1)
...GTC V30 KMC V38 YME V55 IZUMI-RJOO
(from Hokkaido except RJCC and RJCH/Tohoku/East)
...GTC Y12;
...NAKTU Y12;
...NAEBA Y312 AZUMI V57 MBE Y12;
~KOHWA Y546 AGPUK MIRAI ABENO IKOMA-RJOO (for RNAV1)
~KOHWA Y546 AGPUK IKOMA-RJOO
...KEC V55 IZUMI-RJOO
(from West)
RJOK-KAIFU Y403 KAINA Y753 IZUMI-RJOO (for RNAV1)
...ROSIE Y231 MIRIO Y401 KAINA Y753 IZUMI-RJOO (for JET)
...MYE Y401 KAINA Y753 IZUMI-RJOO (for DH8D)
...KRE KAIFU Y403 KAINA Y753 IZUMI-RJOO (for propeller aircraft except DH8D)
...KRE KAIFU IZARI MIKAN IZUMI-RJOO
(from Southwest)
Northwest)
... ROKKO
...JAKAL KAMEO
Y753 OTABE ABENO IKOMA-RJOO (for RNAV1)
IZUMI-RJOO
... ROKKO
...SUC V53V55
KREIZUMI-RJOO
KAIFU IZARI MIKAN IZUMI-RJOO
PACIFIC
From RJOO
RJOO-GUJYO Y13...(for RNAV1)
RJOO-KCC Y312/V31...
(for RJFF/RJFU/RJFO/RJFS/RJFT/RJOC/RJOH/RJOW/RJNO)
RJOO-SOUJA/WASYU...(for RNAV1)
RJOO-BUMER V28 WASYU...
RJOO-TOZAN Y188 RAKDA-RJOC (for Basic RNP1)
RJOO-TOZAN Y188 RAKDA-RJOH (for RNAV1)
RJOO-TOZAN Y38 TSUNO-RJNO (for Basic RNP1)
RJOO-TOZAN Y38/TRE G597...RJNO/RJOC/RJOH
(for RJOK/RJFM/RJFK/Southern part of Kyushu/Okinawa)
RJOO-AWAJI Y232 KRE; (for RNAV1)
~Y232...RJFM
~V53...RJFM
~SUKMO Y50 DONKY...RJFK
~V53 SUC B597 TGE...(FL210-)
~SUKMO DONKY OSUZU MZE TGE...(FL220+)
~SUKMO Y50 DONKY Y75...
RJOO-AYAME Y282 POPPY-RJOK (for RNAV1)
RJOO-KTE V53 KRE-RJOK
(for RJAA)
RJOO-SHTLE Y79 GUPER Y81 RUTAS-RJAA (for RNAV1)
(for RJTT)
RJOO-SHTLE Y71 XAC-RJTT (for RNAV1)
PACIFIC
For RJCC
RJCW-RUMOI V1 CHE-RJCC
RJCK/RJCM/RJCN...V5 CHE-RJCC
(from South/West)
...Y11 SAMBO Y119 OHMAR Y13 SIRAO Y139; (FL250+)
...Y11 SAMBO Y135 MRE Y13 SIRAO Y139; (FL240-)
...SAMBO Y135 MRE Y13 MEKAB Y137 NONUT Y11; (for propeller aircraft)
...Y13 SIRAO Y139;
...Y13 MEKAB Y137 NONUT Y11; (for propeller aircraft)
...V13 KAMDO KOJYO;
~NAVER-RJCC
From RJCC
RJCC-KURIS V1 RUMOI Y10 YOROI V1 WKE-RJCW
RJCC-KURIS V1 WKE-RJCW
RJCC-RAKNO V6 OBE V4 GINGA-RJCM
RJCC-RAKNO V6 OBE SHORO-RJCK
RJCC-RAKNO V6 OBE SHORO KSE V2 MASHU-RJCN
(for South)
(EOBT between 2201 UTC and 1244 UTC)
RJCC-TOBBY Y10/V22...(FL260+)
RJCC-DALBI Y120 RURUD Y125...(FL250-/for propeller aircraft)
RJCC-CHE MKE TOBBY Y10/V22...(FL260+)
RJCC-CHE MKE HWE Y113...(FL250-)
(for West)
RJCC-DALBI Y120 TAPPI Y12 ARIKA Y12/Y14...
RJCC-HWE V30...
RJCC-HWE V31...(FL140-)
RJCC-CHE MKE HWE Y12/Y14/Y122/V30...
PACIFIC
For RJCB/RJCK/RJCM/RJCN from South

...MQE Y111/V35...RJCB/RJCK/RJCM/RJCN
From RJCB/RJCK/RJCM/RJCN
(for AP located west of 139E including RJSN)
RJCB/RJCK/RJCM/RJCN...Y14 HWE Y14/Y122/V30...
(for AP located east of 139E except for RJSN)
RJCB/RJCK/RJCM/RJCN...Y111/V35 MQE Y106/Y124/V22/V34...
For RJFF
(from Hokkaido/Tohoku/Hokuriku/East)
...Y14/Y20/Y256/Y281 STOUT (FL240+);
...Y28 MARCO Y256 STOUT (FL230-/for DH8D);
~Y20 KIRIN-RJFF (for RNAV1)
~Y20 EBISU-RJFF
...MARCO V28 SWE EBISU-RJFF
...MARCO V28 DGC-RJFF (for propeller aircraft except DH8D)
(from South)
...BOMAP/MOMPA/KOSHI Y25 ISKUP-RJFF (for RNAV1)
...HKC A582 IKE-RJFF (FL270+)
...HKC Y14 OSTEP-RJFF (FL260-) (for RNAV1)
...HKC G339 DGC-RJFF (FL260-)
RJFK/RJFM-SASIK Y14 OSTEP-RJFF(for RNAV1)
RJFK/RJFM-SASIK G339 DGC-RJFF
(from West)
...FUE OLVIN IKE-RJFF
(from Korea)
...BESNA Y209/APELA A582 IKE-RJFF
PACIFIC
From RJFF
(for Hokkaido/Tohoku/Hokuriku)
RJFF-MARCO Y45 MIHOU...(for RNAV1)
RJFF-TFE DONKO MARCO Y45...
RJFF-MARCO Y141 SAMON Y14...(for RNAV1)
RJFF-TFE DONKO MARCO Y141 SAMON Y14...
(for East/RJAA/RJTT/RJGG)
RJFF-MYE/YANKS/SALTY/SPIDE...(for RNAV1)
RJFF-TFE V40 MYE...
RJFF-DGC V28 MARCO...(for propeller aircraft except DH8D)
RJFF-SABAR Y81 RUTAS-RJAA (for RNAV1)
RJFF-YANKS Y235 FLUTE Y23 ARTIC Y71 XAC-RJTT (for RNAV1)
RJFF-MYE Y412 TARBY Y41 NATCH Y755 CARDS-RJGG (for RNAV1)
(for South)
RJFF-YAMGA HKC...(for RNAV1)
RJFF-HKC...
RJFF-YAMGA KUE ESLIL HIGOH KGE-RJFK (for RNAV1)
RJFF-KUE ESLIL HIGOH KGE-RJFK
RJFF-OMUTA Y14 HKC-RJFK (12,000 ft-) (for RNAV1)
RJFF-MIZMA G339 HKC KGE-RJFK (12,000 ft-)
RJFF-YAMGA KUE ESKAP KROMA ENBEN MZE-RJFM (for RNAV1)
RJFF-KUE ESKAP KROMA ENBEN MZE-RJFM
RJFF-OMUTA Y14 SASIK LALAG MZE-RJFM (12,000 ft-) (for RNAV1)
RJFF-MIZMA G339 SASIK LALAG MZE-RJFM (12,000 ft-)
(for West)
RJFF-SGE OLE...(for RNAV1)
RJFF YAMEK SGE OLE...
(for Korea)
RJFF-DGC G339 BEETL Y208/G339 INVOK...
PACIFIC
For KYUSHU/CHUGOKU/SHIKOKU/KINKI/TOKAI
(from Hokkaido/Tohoku/Hokuriku)
...NAKTU Y126 KIKOL Y295 GAKKI Y551 ENSYU-RJNS
...KMC Y382 WAKIT Y20 KAMMY Y202 AMURO-RJOA (for Basic RNP1)
...KCC V28 OYE RYUOH KANBE HGE-RJOA
...GOLDO Y381 KMC Y382 WAKIT Y201 TRACY-RJBE (for RNAV1)
...GOLDO Y381 KMC Y382 WAKIT Y205 OYE-RJOB
(from East)
...Y20 KAMMY Y202 AMURO-RJOA (for Basic RNP1)
...Y20 CLOVE RYUOH KANBE HGE-RJOA
...V28 OYE RYUOH KANBE HGE-RJOA
...Y28 BAMBO Y283 ITUKI-RJOM (for Basic RNP1)
...Y28 BAMBO Y283 MYE-RJOM
...V28 HGE BAMBO KINOE ITUKI MYE-RJOM
...Y20 KAMMY Y204 OHGIE-RJFU(FL240+) (for Basic RNP1)
...Y20 KAMMY Y204 OHGIE TAKEO OLE-RJFU(FL240+)
...Y281 UKELI Y204 OHGIE-RJFU(FL240+) (for Basic RNP1)
...Y281 UKELI Y204 OHGIE TAKEO OLE-RJFU(FL240+)
...Y28 DGC OHGIE/Y204 OHGIE-RJFU(FL230-) (for Basic RNP1)
...V28/Y28 DGC OHGIE/Y204 OHGIE TAKEO OLE-RJFU (FL230-)
...Y28 ONDOC Y452 OOITA Y40 MILEP UGAMU SGE-RJFS
...MOMPA Y25 KOSHI Y501 SASIK Y14 TAIME Y40 MILEP UGAMU SGE-RJFS
...V28 MARCO DONKO TFE V40 MILEP UGAMU SGE-RJFS
...HKC G339 TAIME V40 MILEP UGAMU SGE-RJFS
...Y28 ONDOC Y452 OOITA Y40 KAZMA-RJFT(for RNAV1)
...Y28 ONDOC Y452 OOITA Y40 KUE-RJFT
...V28 MARCO DONKO TFE V40 KUE-RJFT
PACIFIC
...Y28 MARCO Y45 YANAI BAIEN TFE-RJFO
...V28 MARCO DONKO TFE-RJFO
...V28/Y28 MARCO V28 UBE/Y284 UBE-RJDC
...Y28 MARCO Y285 ASARI-RJFR
...V28 SWE-RJFR
...ARASI Y20 WAKIT Y201 TRACY-RJBE (for RNAV1)
...MIDER V28 AYAYA-RJBE
...ARASI Y20 WAKIT Y203 WIMPY-RJOT (for RNAV1)
...MIDER V28 OLIVE V38 KTE-RJOT
...ARASI Y20 WAKIT Y205 OYE-RJOB
...MIDER V28 OYE-RJOB
...KOHWA Y544 SINGU Y542 DATIS-RJOS (for RNAV1)
...KEC JOSIN TSC-RJOS
...KEC Y24 TURFY Y242 PANCH-RJOK (for RNAV1)
...KEC A1/Y24 JAKAL PANCH KRE-RJOK
...SUC Y402/...Y232 SIROK Y402 RYUGU-RJFM (for RNAV1)
...SUC SIROK RYUGU-RJFM
...SUC Y757/...DONKY Y75 VEKVO Y757 SPICA-RJFK (for RNAV1)
...SUC MZE/...DONKY OSUZU MZE JINGU KGE-RJFK
PACIFIC
(from South)
...Y57 MOSLO-RJNS
...Y455 KINKO-RJFK (for RNAV1)
...A582 HKC KGE-RJFK
...TGE G339 KINKO-RJFK (for RNAV1)
...TGE G339 HKC KGE-RJFK
...AMMON Y455 KINKO-RJFK (for RNAV1)
...AMMON HKC KGE-RJFK
...MOMPA Y25 KOSHI Y501 ADNOK Y504 HONDO OLE-RJFU
...HKC HONDO OLE-RJFU
...MOMPA Y25 KOSHI Y501 SASIK Y14 HINAG-RJFT
...HKC G339 HINAG-RJFT
...HKC Y45 OOITA-RJFO (for RNAV1)
...HKC A1 JINGU MZE SIIBA ABUMI TFE-RJFO
...HKC Y45 MARCO Y453 SUNFL MISEN HGE-RJOA
...HKC V54 WOODY V40 TFE DONKO MARCO V28 HGE-RJOA
...Y53 BECKY-RJBE (for RNAV1)
...SUC STORK BRAVE KARIN BECKY TSC-RJBE
...HKC V54/Y45 WOODY/OOITA V40/Y40 MYE-RJOM
...HKC Y45 OOITA Y40 MYE Y283 KINOE Y288 TAKMA KTE-RJOT
...HKC V54 WOODY V40 MYE V56 KRE V53 KTE-RJOT
...HKC Y45 OOITA Y40 MYE Y283 KINOE Y288 INOOK OYE-RJOB
...HKC V54 WOODY V40 MYE V56 KRE V53 KTE OYE-RJOB
...B597 JACKY MZE-RJFM
PACIFIC
(from West)
...GAKKI Y551 ENSYU-RJNS
...Y23 ENSYU-RJNS
...Y71 GAKKI Y551 ENSYU-RJNS
...M750 ANKIX Y891 IGMIS Y57 MOSLO-RJNS
...Y35 BERTH-RJBE (for RNAV1)
...V40 KTE BERTH TSC-RJBE
...OOITA Y41 DONAR BOTAN KABIL-RJOK (for RNAV1)
...OOITA Y41 DONAR/MYE BOTAN KABIL KRE-RJOK
(from Korea)
...KALEK Y206 OPERA AKANA MIYOS HGE-RJOA
...BESNA Y209/APELA A582 IKE SALID OLE Y40/V40 KUE-RJFT
...BESNA Y209 IKE SALID OLE Y40 OOITA-RJFO (for RNAV1)
...BESNA Y209/APELA A582 IKE SALID OLE KAZSA SASIK LALAG MZE-RJFM
...BESNA Y209 IKE A582 HKC-RJFK (for RNAV1)
PACIFIC
From KYUSHU/CHUGOKU/SHIKOKU/KINKI/TOKAI
(for Hokkaido/Tohoku/Hokuriku/RJAF)
RJNS-FUJIK SZE CHAUS Y151/TENRU...(for Basic RNP1)
RJNS-CHAUS Y151/TENRU...
RJNS-FUJIK GAKKI Y295 KCC...(for Basic RNP1)
RJNS-SZE Y295 KCC...
RJBE-MAIKO STEEL TRIPY ASAGI YME...(for RNAV1)
RJBE-MAIKO KAWAT AYAYA CHIZU TAMBA YME...
RJOB-CHIZU YME V38/Y381 KMC...
(for East)
RJFT-MYE/SPIDE/SALTY/DONAR...(for RNAV1)
RJFT-TFE...
RJFU-OOITA/SALTY...(for Basic RNP1))
RJFU-OLE V40/Y40 TFE/OOITA...
RJDC/RJFR-FIATO Y61...(for RNAV1)
RJDC/RJFR-MYE...
RJFR-KOHEI MYE...(for RNAV1)
RJDC-KOHEI HIMEH FIATO Y61...(for RNAV1 and Basic RNP1)
PACIFIC
RJFO-SPIDE/SALTY/MYE...(for RNAV1)
RJFO-FIATO...RJTT (for RNAV1)
RJFO-TFE V40 MYE...
RJFK-MIDAI...(for RNAV1)
RJFK-JOKER B597 MADOG/SUC...
RJFM-MADOG...(for RNAV1)
RJFM-JACKY B597 MADOG/SUC...
RJOK-MUROT MIYAT MERID KEC...(for RNAV1)
RJOK-KRE V37...
RJOM-SAKAR KRE V37...(for Basic RNP1)
RJOM-MYE V56 KRE V37...
RJOM-SAKAR JINBE Y401.../ROISE Y231...RJOO (for Basic RNP1)
RJOM-MYE Y401.../MYE Y412.../MYE V56 KRE...RJOO
RJBE-MAIKO STEEL REVUE HYOGO SANDA SHTLE/MIDER...(for RNAV1)
RJBE-MAIKO KAWAT AYAYA...
PACIFIC
(for South)
RJNS-MOSLO Y57 SUKBO Y52...(for Basic RNP1)
RJFU-KAZSA A582 HKC...(for Basic RNP1)
RJFU-OLE HONDO HKC...
RJFT-MIFNE HKC...(for RNAV1)
RJFT-HKC...
RJFO-OOITA Y45 HKC...(for RNAV1)
RJFO-TFE V40 WOODY V54 HKC...
RJFR-ONGHA V28 DGC Y14 HKC...
RJOM-SHONO Y40 OOITA Y45 HKC...(for Basic RNP1)
RJOM-MYE V40 WOODY V54 HKC...
RJOA-MARCO Y45 HKC...(for Basic RNP1)
RJOA-HGE V28 MARCO DONKO TFE V40 WOODY V54 HKC...
RJBE-MAIKO WENDY Y34 POPPY V53 KRE; (for RNAV1)
~V53 SUC B597 TGE...(FL210-)
RJBE-MAIKO WENDY Y34 SUKMO Y50; (for RNAV1)
~DONKY...RJFK
DONKY Y75...
RJBE-MAIKO KAWAT KTE V53 KRE;
RJOT-WASYU Y28 MARCO...(for RNAV1)
RJOT-KTE UTAZU WASYU V28/Y28 MARCO...
RJOB-WASYU Y28 MARCO...(for Basic RNP1)
RJOB OYE V28 MARCO...
(for West)
RJBE-MAIKO WENDY SHION WASYU/SOUJA...(for RNAV1)
RJBE-MAIKO KAWAT OYE...
RJNS-FUJIK GAKKI Y295 KCC Y28... (for Basic RNP1)
RJNS-SZE Y295 KCC Y28...
PACIFIC
(for RJFF)
RJNS-FUJIK GAKKI Y295 APILU Y207 ARASI Y20.../KCC Y28...(for Basic RNP1)
RJNS-SZE Y295 APILU Y207 ARASI Y20.../KCC Y28...
RJOK-OMOGO V56 MARCO Y256 STOUT Y20 KIRIN-RJFF (for RNAV1)
RJOK-KRE V56...
(for Southern part of Kyushu)
RJNS-FUJIK GAKKI Y296 HANTO Y56...(for Basic RNP1)
RJNS FUJIK GAKKI Y55 KOHWA Y12 KEC...(FL250-) (for Basic RNP1)
RJNS-SZE Y295 GAKKI Y296 HANTO Y56...
RJNS SZE Y295 GAKKI Y55 KOHWA Y12 KEC...(FL250-)
RJNS-SZE V17 CBE V52...
(for Korea)
RJNS-FUJIK GAKKI Y295 YME Y18 MIHOU...(for Basic RNP1)
RJNS-SZE Y295 YME Y18 MIHOU...
RJOT-TAROH MIHOU...(for RNAV1)
RJOT-OYE YUBAR XZE...
RJFT-KUE/RJFO-TFE V40 WOODY Y40 TAIME Y14 DGC G339 BEETL Y208/G339 INVOK...
RJFO-OOITA Y40 TAIME Y14 DGC G339 BEETL Y208 INVOK...(for RNAV1)
RJFU-DGC G339 BEETL Y208 INVOK...
RJFM-SASIK Y208/G339 INVOK...
RJFK-SASIK Y208/G339 INVOK...
RJOA-SINFO STAGE Y38 SAPRA...(for Basic RNP1)
PACIFIC
Effective 01 Dec:
(for Hokkaido/Tohoku/Hokuriku/RJAF)
RJNS-FUJIK SZE CHAUS Y151/TENRU...(for Basic RNP1)
RJNS-CHAUS Y151/TENRU...
RJNS-FUJIK GAKKI Y295 KCC...(for Basic RNP1)
RJNS-SZE Y295 KCC...
RJBE-MAIKO STEEL TRIPY ASAGI YME...(for RNAV1)
RJBE-MAIKO KAWAT AYAYA CHIZU TAMBA YME...
RJOB-CHIZU YME V38/Y381 KMC...
(for East)
RJFT-MYE/SPIDE/SALTY/DONAR...(for RNAV1)
RJFT-TFE...
RJFU-OOITA/SALTY...(for Basic RNP1))
RJFU-OLE V40/Y40 TFE/OOITA...
RJDC/RJFR-FIATO Y61...(for RNAV1)
RJDC/RJFR-MYE...
RJFR-KOHEI MYE...(for RNAV1)
RJDC-KOHEI HIMEH FIATO Y61...(for RNAV1 and Basic RNP1)
PACIFIC
RJFO-SPIDE/SALTY/MYE...(for RNAV1)
RJFO-FIATO...RJTT (for RNAV1)
RJFO-TFE V40 MYE...
RJFK-MIDAI...(for RNAV1)
RJFK-JOKER B597 MADOG/SUC...
RJFM-MADOG...(for RNAV1)
RJFM-JACKY B597 MADOG/SUC...
RJOK-MUROT MIYAT MERID KEC...(for RNAV1)
RJOK-KRE V37...
RJOM-SAKAR KRE V37...(for Basic RNP1)
RJOM-MYE V56 KRE V37...
RJOM-SAKAR JINBE Y401.../ROISE Y231...RJOO (for Basic RNP1)
RJOM-MYE Y401.../MYE Y412.../MYE V56 KRE...RJOO
RJBE-MAIKO STEEL REVUE HYOGO SANDA SHTLE/MIDER...(for RNAV1)
RJBE-MAIKO KAWAT AYAYA...
PACIFIC
(for South)
RJNS-MOSLO Y57 SUKBO Y52...(for Basic RNP1)
RJFU-KAZSA A582 HKC...(for Basic RNP1)
RJFU-OLE HONDO HKC...
RJFT-MIFNE HKC...(for RNAV1)
RJFT-HKC...
RJFO-OOITA Y45 HKC...(for RNAV1)
RJFO-TFE V40 WOODY V54 HKC...
RJFR-ONGHA V28 DGC Y14 HKC...
RJOM-SHONO Y40 OOITA Y45 HKC...(for Basic RNP1)
RJOM-MYE V40 WOODY V54 HKC...
RJOA-MARCO Y45 HKC...(for Basic RNP1)
RJOA-HGE V28 MARCO DONKO TFE V40 WOODY V54 HKC...
RJBE-MAIKO WENDY Y34 POPPY V53 KRE; (for RNAV1)
~V53 SUC B597 TGE...(FL210-)
RJBE-MAIKO WENDY Y34 SUKMO Y50; (for RNAV1)
~DONKY...RJFK
DONKY Y75...
RJBE-MAIKO KAWAT KTE V53 KRE;
RJOT-WASYU Y28 MARCO...(for RNAV1)
RJOT-KTE UTAZU WASYU V28/Y28 MARCO...
RJOB-WASYU Y28 MARCO...(for Basic RNP1)
RJOB OYE V28 MARCO...
(for West)
RJBE-MAIKO WENDY SHION WASYU/SOUJA...(for RNAV1)
RJBE-MAIKO KAWAT OYE...
RJNS-FUJIK GAKKI Y295 KCC Y28... (for Basic RNP1)
RJNS-SZE Y295 KCC Y28...
PACIFIC
(for RJFF)
RJNS-FUJIK GAKKI Y295 APILU Y207 ARASI Y20.../KCC Y28...(for Basic RNP1)
RJNS-SZE Y295 APILU Y207 ARASI Y20.../KCC Y28...
RJOK-OMOGO V56 MARCO Y256 STOUT Y20 KIRIN-RJFF (for RNAV1)
RJOK-KRE V56...
(for Southern part of Kyushu)
RJNS-FUJIK GAKKI Y296 HANTO Y56...(for Basic RNP1)
RJNS FUJIK GAKKI Y55 KOHWA Y12 KEC...(FL250-) (for Basic RNP1)
RJNS-SZE Y295 GAKKI Y296 HANTO Y56...
RJNS SZE Y295 GAKKI Y55 KOHWA Y12 KEC...(FL250-)
RJNS-SZE V17 CBE V52...
(for Korea)
RJNS-FUJIK GAKKI Y295 YME Y18 MIHOU...(for Basic RNP1)
RJNS-SZE Y295 YME Y18 MIHOU...
RJOT-TAROH MIHOU...(for RNAV1)
RJOT-OYE YUBAR XZE...
RJFT-KUE/RJFO-TFE V40 WOODY Y40 TAIME Y14 DGC G339 BEETL Y208/G339 INVOK...
RJFO-OOITA Y40 TAIME Y14 DGC G339 BEETL Y208 INVOK...(for RNAV1)
RJFU-DGC G339 BEETL Y208 INVOK...
RJFM-SASIK Y208/G339 INVOK...
RJFK-SASIK Y208/G339 INVOK...
RJOA-SINFO STAGE Y38 SAPRA...(for Basic RNP1)
PACIFIC
For ROAH
RJKA-YUWAN B597 ONC A582 NHC LAVON-ROAH (for Basic RNP1)
RJKA-PINNE B597 ONC A582 NHC LAVON-ROAH
RORY-OKUMA A582 NHC LAVON-ROAH
ROMY-FREED Y57 VELNO-ROAH (for Basic RNP1)
ROMY-PAYAO V91 OLVAL-ROAH
RORS-FREED Y57 VELNO-ROAH (for Basic RNP1)
RORS-MJC V91 OLVAL-ROAH
ROIG-MJC Y57 VELNO-ROAH (for Basic RNP1)
ROIG-GUSUK V90 MJC V91 OLVAL-ROAH
ROYN-AYAKA KOHAM IGE V90 MJC Y57 VELNO-ROAH (for Basic RNP1)
ROMD-CORCO Q1 BUICK V75 NHC LAVON-ROAH (for Basic RNP1)
ROMD-CORCO V75 NHC LAVON-ROAH (for Basic RNP1)
ROMD-TOPAT V75 NHC LAVON-ROAH
RORK-CORCO Q1 BUICK V75 NHC LAVON-ROAH (for Basic RNP1)
RORK-CORCO V75 NHC LAVON-ROAH (for Basic RNP1)
RORK-MDE Q1 BUICK V75 NHC LAVON-ROAH
RORK-MDE V75 NHC LAVON-ROAH
(from Hokuriku/RJOA/RJOB/San-in/Shikoku/Kyushu)
...Y45 ONC Y525 IHEYA-ROAH (except propeller aircraft)
...HKC A582 NHC LAVON-ROAH
(from RJBB/RJOO/RJBE/RJOK/RJFM)
...B597/Y75 ONC Y525 IHEYA-ROAH (except propeller aircraft)
...B597 ONC A582 NHC LAVON-ROAH
(from RJSS/RJAA/RJTT/RJGG)
...Y525 IHEYA-ROAH (except propeller aircraft)
...V71 ONC A582 NHC LAVON-ROAH
PACIFIC
For ROAH
(from China/Korea)
...Y579 ONC Y525 IHEYA-ROAH (except propeller aircraft)
...A586 ONC A582 NHC LAVON-ROAH
(from Southwest)
...MJC Y57 VELNO-ROAH (for Basic RNP1)
...MJC V91 OLVAL-ROAH
...SAKON R595 MJC Y57 VELNO-ROAH (for Basic RNP1)
...SAKON R595 MJC V91 OLVAL-ROAH
From ROAH
ROAH-ONC B597 YUWAN-RJKA (for Basic RNP1)
ROAH-LAVON NHC A582 ONC B597 YUWAN-RJKA
ROAH-YRE-RORY (for Basic RNP1)
ROAH-LAVON NHC A582 OKUMA YRE-RORY
ROAH-ESKOB V75 BUICK Q1 WHALE-ROMD/RORK (for Basic RNP1)
ROAH-ESKOB V75 WHALE-ROMD/RORK (for Basic RNP1)
ROAH-LAVON NHC V75 BUICK Q1 MDE-ROMD/RORK
ROAH-LAVON NHC V75 MDE-ROMD/RORK
(for RJFK/Northern part of Kyusyu/Hokuriku/San-in/Shikoku)
ROAH-AMAMI Y25 BOMAP...(for Basic RNP1)
ROAH-LAVON NHC A582 BOMAP...
(for RJBB/RJOO/RJBE/RJOK/RJFM)
ROAH-AMAMI Y53 MADOG...RJBB/RJOO/RJBE/RJOK (for Basic RNP1)
ROAH-AMAMI Y53 RURIK B597...RJFM (for Basic RNP1)
ROAH-LAVON NHC A582 ONC B597...
(for RJSS/RJAA/RJTT/RJGG)
ROAH-AMAMI Y574 SHIBK Y57 YULIA Y575 ALBAT Y755 CARDS HIOTI CBE Y121
SWING...RJSS (for Basic RNP1)
ROAH-AMAMI Y574 SHIBK Y57...RJAA/RJTT/RJGG (for Basic RNP1)
ROAH-LAVON NHC A582 ONC V71...
PACIFIC
From ROAH
(for Southwest/ROMY/RORS/ROIG/ROYN)
ROAH-GANJU Y576 LILRA Y573/R595 SEDKU...(for Basic RNP1)
ROAH-GANJU Y576 LILRA Y26 IGURU...(for Basic RNP1)
ROAH-GANJU Y576 GANAS MJC G581 IGURU...(for Basic RNP1)
ROAH-GANJU Y576 GANAS MJC R595 SAKON...(for Basic RNP1)
ROAH-OLVAL V91 MJC;
~R595 SEDKU...
~G581 IGURU...
~R595 SAKON...
ROAH-GANJU Y576...ROMY/RORS/ROIG/ROYN (for Basic RNP1)
ROAH-OLVAL V91 MJC...ROMY/RORS/ROIG/ROYN
(for Y579/A586)
ROAH-ONC Y579...(for Basic RNP1)
ROAH-LAVON NHC A582 ONC A586...
For ROKJ/ROMY/RORS/ROIG from North

...ONC A582 NHC LAVON GURUX DORIS-ROKJ
...ONC KXC DUFFY KAKDA SOARA GANAS;
~Y576 YUTAH-ROMY (for Basic RNP1)
~MJC-ROMY
~Y576 DIANA-RORS/ROIG (for Basic RNP1)
~MJC SJE-RORS
~MJC V90 IGE-ROIG
OTHERS
RJEC-KAGRA Y103 TOBBY...
RJEC-KAGRA SUIKA V1 CHE...
...Y11 NAVER Y139 ASIBE V7 AWE-RJEC
...Y13/V13 CHE V7 AWE-RJEC
RJCH-UWE.../TAPPI Y12...(for Basic RNP1)
PACIFIC
OTHERS
...HINAI Y113 TAXIR-RJCH (for Basic RNP1)
...HINAI V13/Y113 MRE V31/Y113 HWE-RJCH
RJSA-OHMAR Y13 CHE...(for Basic RNP1)
RJSA-TIKYU V13...
RJSA-UWE Y32...(for Basic RNP1)
RJSA-GONOU UWE V31/V32...
RJSA-NYUDO...
...DALBI Y146 HIBAR Y113 BYOBU-RJSA (from north)
...HINAI V13/Y113 MRE-RJSA (from south)
RJSM-HPE V33/V34/Y10/Y124...
RJSM-JYONA...
...HANKA Y11 SAMBO V10 MIS-RJSM
RJSI-HANKA...(for Basic RNP1)
RJSI-GTC...
RJSI-SAMBO...(for Basic RNP1)
...Y312 GTC YTE Y153 SIOMO-RJSI (for Basic RNP1)
...Y312/V31 GTC YTE Y153/V36 HPE-RJSI
RJSK-MRE...(for Basic RNP1)
RJSK-MAGGY....
RJSK-YTE/GTC...(for Basic RNP1)
RJSK-CHOKA/YAYOI...
...DALBI Y120 RURUD Y125 IWASE Y144 MAGGY-RJSK (from north)
...CHOKA/YAYOI-RJSK (from south)
RJOA-KIJYY YME Y381 KMC...RJCC/RJSS (for Basic RNP1)
RJSS-GTC...(for Basic RNP1)
RJSS-SDE R217 GTC...
RJSS-RIKYU...(for Basic RNP1)
RJSS-IXE...
RJSS-SAMBO...(for Basic RNP1)
PACIFIC
OTHERS
RJSS-SDE TAKRA YTE V13/Y11...
...Y102 SDE-RJSS (FL260+)
...Y125 METEL Y102 SDE-RJSS (FL250-/for propeller aircraft)
...KMC Y515 LANCE-RJSS (for Basic RNP1)
...KMC V30/Y45 GTC R217 SDE-RJSS
...SWING Y88 TENRU Y15 OWLET-RJSS (for Basic RNP1)
...SWING Y88 GYODA Y882 ONUMA Y883 INAWA Y15 OWLET-RJSS (FL230-) (for Basic
RNP1)
...IXE SDE-RJSS
RJAH-OGITU Y887 DAIGO...
...DAIGO Y887 TATSU NAKAH-RJAH
ROMY-UMAKI-ROIG (for Basic RNP1)
ROMY-SHUJI V90 IGE-ROIG
ROIG-GAHRA MJC-ROMY (for Basic RNP1)
ROIG-GUSUK V90 MJC-ROMY
RORS-MJC G581 IGURU G581...
...G581 IGURU G581 MJC SJE-RORS
OVERFLIGHT
(for Europe)
...GTC R211 AVGOK...
...GTC R211 KADBO B451 IGROD...
(for North)
...GOLDO Y19 MRE Y13/V13 CHE Y10/Y116...
...GOLDO Y19 MRE Y13/V13 CHE Y116 AWE V7 TBE B932 ODERI...
...GTC V31/Y312 UWE V31/Y32 MRE V13/Y13 CHE Y10/Y116...
...GTC V31/Y312 UWE V31/Y32 MRE V13/Y13 CHE Y116 AWE V7 TBE B932 ODERI...
(from North)
...CHE V30/Y12 HWE V30/Y12/Y14/Y122...
PACIFIC
OVERFLIGHT
(for NOPAC route from Y591/A593)
...BEDAR Y591 FUE Y60 ISAKY Y28 DGC Y14 SAMON Y51 INUBO Y808...
...ONIKU A593 FUE V28 HGE V29 XZE...
(for NOPAC route)
...LANAT Y51 INUBO Y808...
...TASOT Y57 LIGNI...
...A590 BUBDO Y527 DOMBI Y57 LIGNI...
...SDE Y512...
...DAIGO Y886/Y889...
(for Pacific Ocean from Y591/A593)
...BEDAR Y591 FUE Y60 ISAKY Y28 DGC Y14 MIHOU...
...BEDAR Y591 FUE Y23 KASTE Y81 TASOT Y57 LIGNI...
...BEDAR Y591 FUE V40 OLE HONDO HKC G339...
(for Pacific Ocean)
...MOLKA M750 ANKIX Y891 IGMIS Y57 LIGNI
...MOLKA M750 IMPAL Y755 CARDS HIOTI CBE Y121 SWING Y88 DAIGO Y886/Y889
...MOLKA M750 MOMPA Y451 HKC Y45 OOITA Y40 MYE Y33 LABEL Y121 SWING Y88 DAI-
GO Y886/Y889...
...Y579 RUSAR Y27 SAKON...
...BESNA Y209 /APELA A582 IKE...
...LANAT Y51 INUBO Y808/Y820/Y830...
...SDE Y512...
...DAIGO Y886/Y889...
...NODAN R217 ASTER Y514 SDE...
...NODAN R220 IXE Y88...
...OATIS Y889 DAIGO Y88...
PACIFIC
OVERFLIGHT
...ADNAP Y886 DAIGO Y88...
...ADNAP Y807 LALID Y804 INUBO...
...AVBET Y809 LESPO Y806 INUBO...
...LAPIL Y811 POROT Y809 LESPO Y806 INUBO...
...MORAY OTR15 SMOLT Y824 ANSAD Y820 INUBO...
...FERAR OTR17 SMOLT Y824 ANSAD Y820 INUBO...
...DAGDA Y820 INUBO...
...MORAY OTR15 SMOLT Y824 DOLBA Y818 LIGNI Y821 UTIBO Y502 TOKIS...
...FERAR OTR17 SMOLT Y824 DOLBA Y818 LIGNI Y821 UTIBO Y502 TOKIS...
...DAGDA Y821 UTIBO Y502 TOKIS...
...Y802/Y57/Y816 LIGNI Y84...
(for China/Korea)
...MIHOU Y14 DGC Y28 ISAKY Y592 ONIKU...
...XZE V29 HGE V28 FUE A593 ONIKU...
...DAIGO Y88 KCC Y28 ISAKY Y592 ONIKU...
...GOLDO Y14 SUGNO Y16 SAPRA...
...SDE Y512 GTC Y142 SAMON Y14 SUGNO Y16 SAPRA...
...DAIGO Y88 TEPEX Y16 SAPRA...
...INUBO Y16 SAPRA...
...INUBO Y60 ISAKY Y592 ONIKU...
...KAGIS A590 AKUBI OTR25 TAPOP A597 KEC A1 HKC HONDO OLE V40 FUE A593 ONI-
KU...
...LUKRA Y208/G339 INVOK...
...SAKON Y27 RUSAR Y579...
PACIFIC
OVERFLIGHT
(for Southeast Asia)
...MUGUS Y742 SALMI...(FL320+)
...ATOTI B576 SALMI...(FL310-)
...Y50 IGMON A1 BULAN.../...A1 BULAN...
...TONAR Y52 IGURU...
...A1/Y24 SUC B597 SEPIA Y26 IGURU...
...SUKMO Y50 DONKY Y75 SWANO Y26 IGURU...
...HKC Y45 BOMAP Y62 YURIX Y26 IGURU...
...Y579 RUSAR Y27 SAKON A582 BISIG...
...HKC A582/Y45 ONC A582 BISIG...
...A1/Y24 SUC B597 ONC A582 BISIG...
...KRE SUKMO DONKY MZE TGE B597 ONC A582 BISIG...
...Y52 TONAR Y525 ONC A582 BISIG...
PACIFIC
OVERFLIGHT
(from Southeast Asia)
...LIPLO Y741 ATOTI...(FL310+)
...SALMI Y743 BOLUT Y741 ATOTI...(FL310+)
...SALMI B576 ATOTI...(FL300-)
...MOLKA M750 ANKIX Y891 IGMIS Y57...
...MOLKA M750 MOMPA Y25...
...MOLKA M750 MOMPA Y451 HKC Y45 OOITA Y45/Y40...
...IGURU Y57 SHIBK...
...IGURU Y26 YURIX;
~Y62 BOMAP Y45...
~Y26 SEPIA B597 MADOG M750...
...BORDO Y74 AZAMA;
~Y57 SHIBK...
~Y57 TAMAK V73 DOVAG...
~Y74 TOPAT V75 MDE...
...LEBIX N884 ALBAX Y533 AZAMA Y57 SHIBK...
...LEBIX N884 ALBAX Y531 YURIX;
~Y27 RUSAR Y579...
~Y62 BOMAP Y25/Y45...
...MEVIN B462 KAZIK Y59 AZAMA Y57 SHIBK...
...MEVIN B462 KAZIK Y62 YURIX;
~Y27 RUSAR Y579...
~Y62 BOMAP Y25/Y45...
PACIFIC
Effective 01 Dec:
OVERFLIGHT
(for Europe)
...GTC R211 AVGOK...
...GTC R211 KADBO B451 IGROD...
(for North)
...GOLDO Y19 MRE Y13/V13 CHE Y10/Y116...
...GOLDO Y19 MRE Y13/V13 CHE Y116 AWE V7 TBE B932 ODERI...
...GTC V31/Y312 UWE V31/Y32 MRE V13/Y13 CHE Y10/Y116...
...GTC V31/Y312 UWE V31/Y32 MRE V13/Y13 CHE Y116 AWE V7 TBE B932 ODERI...
(from North)
...CHE V30/Y12 HWE V30/Y12/Y14/Y122...
(for NOPAC route from Y591/A593)
...BEDAR Y591 FUE Y60 ISAKY Y28 DGC Y14 SAMON Y51 INUBO Y808...
(for NOPAC route)
...LANAT Y51 INUBO Y808...
...SDE Y512...
...DAIGO Y886/Y889...
(for Pacific Ocean from Y591/A593)
...BEDAR Y591 FUE Y60 ISAKY Y28 DGC Y14 MIHOU...
...BEDAR Y591 FUE Y23 KASTE Y81 TASOT Y57 LIGNI...
...BEDAR Y591 FUE V40 OLE HONDO HKC G339...
PACIFIC
OVERFLIGHT
(for Pacific Ocean)
...MOLKA M750 ANKIX Y891 IGMIS Y57 LIGNI
...MOLKA M750 IMPAL Y755 CARDS HIOTI CBE Y121 SWING Y88 DAIGO Y886/Y889
...MOLKA M750 MOMPA Y451 HKC Y45 OOITA Y40 MYE Y33 LABEL Y121 SWING Y88 DAI-
GO Y886/Y889...
...Y579 RUSAR Y27 SAKON...
...BESNA Y209 /APELA A582 IKE...
...LANAT Y51 INUBO Y808/Y820/Y830...
...SDE Y512...
...DAIGO Y886/Y889...
...NODAN R217 ASTER Y514 SDE...
...NODAN R220 IXE Y88...
...OATIS Y889 DAIGO Y88...
...ADNAP Y886 DAIGO Y88...
...ADNAP Y807 LALID Y804 INUBO...
...AVBET Y809 LESPO Y806 INUBO...
...LAPIL Y811 POROT Y809 LESPO Y806 INUBO...
...MORAY OTR15 SMOLT Y824 ANSAD Y820 INUBO...
...FERAR OTR17 SMOLT Y824 ANSAD Y820 INUBO...
...DAGDA Y820 INUBO...
...MORAY OTR15 SMOLT Y824 DOLBA Y818 LIGNI Y821 UTIBO Y502 TOKIS...
...FERAR OTR17 SMOLT Y824 DOLBA Y818 LIGNI Y821 UTIBO Y502 TOKIS...
...DAGDA Y821 UTIBO Y502 TOKIS...
...Y802/Y57/Y816 LIGNI Y84...
PACIFIC
OVERFLIGHT
(for China/Korea)
...MIHOU Y14 DGC Y28 ISAKY Y592 ONIKU...
...XZE V29 HGE V28 FUE A593 ONIKU...
...DAIGO Y88 KCC Y28 ISAKY Y592 ONIKU...
...GOLDO Y14 SUGNO Y16 SAPRA...
...SDE Y512 GTC Y142 SAMON Y14 SUGNO Y16 SAPRA...
...DAIGO Y88 TEPEX Y16 SAPRA...
...INUBO Y16 SAPRA...
...INUBO Y60 ISAKY Y592 ONIKU...
...KAGIS A590 AKUBI OTR25 TAPOP A597 KEC A1 HKC HONDO OLE V40 FUE A593 ONI-
KU...
...LUKRA Y208/G339 INVOK...
...SAKON Y27 RUSAR Y579...
PACIFIC
OVERFLIGHT
(for Southeast Asia)
...MUGUS Y742 SALMI...(FL320+)
...ATOTI B576 SALMI...(FL310-)
...Y50 IGMON A1 BULAN.../...A1 BULAN...
...TONAR Y52 IGURU...
...A1/Y24 SUC B597 SEPIA Y26 IGURU...
...SUKMO Y50 DONKY Y75 SWANO Y26 IGURU...
...HKC Y45 BOMAP Y62 YURIX Y26 IGURU...
...Y579 RUSAR Y27 SAKON A582 BISIG...
...SUKMO Y50 DONKY Y75 ONC A582 BISIG...
...HKC A582/Y45 ONC A582 BISIG...
...A1/Y24 SUC B597 ONC A582 BISIG...
...KRE SUKMO DONKY MZE TGE B597 ONC A582 BISIG...
...Y52 TONAR Y525 ONC A582 BISIG...
...A590 GURAG...
PACIFIC
OVERFLIGHT
(from Southeast Asia)
...LIPLO Y741 ATOTI...(FL310+)
...SALMI Y743 BOLUT Y741 ATOTI...(FL310+)
...SALMI B576 ATOTI...(FL300-)
...MOLKA M750 ANKIX Y891 IGMIS Y57...
...MOLKA M750 MOMPA Y25...
...MOLKA M750 MOMPA Y451 HKC Y45 OOITA Y45/Y40...
...IGURU Y57 SHIBK...
...IGURU Y26 YURIX;
~Y62 BOMAP Y45...
...BORDO Y74 AZAMA;
~Y57 SHIBK...
~Y57 TAMAK V73 DOVAG...
~Y74 TOPAT V75 MDE...
...LEBIX N884 ALBAX Y533 AZAMA Y57 SHIBK...
...LEBIX N884 ALBAX Y531 YURIX;
~Y27 RUSAR Y579...
~Y62 BOMAP Y25/Y45...
...GURAG A590...
...MEVIN B462 KAZIK Y59 AZAMA Y57 SHIBK...
...MEVIN B462 KAZIK Y62 YURIX;
~Y27 RUSAR Y579...
~Y62 BOMAP Y25/Y45...
NOTE 1: RNAV capable aircraft should file RNAV routes.

NOTE 2: RNAV capable aircraft should file flight plan CDR routes when CDR routes are available.
NOTE 3: In cases where NDB airways and VOR airways overlap and their uses are not specified,
VOR equipped aircraft should file VOR airways.
NOTE 4: “;” means the routes of flight connects to the following “~” routes.
PACIFIC
NOTE 5: The airports shown by each area are as follows.

Hokkaido: RJCx, RJEx
Tohoku: RJSx
Kanto: RJTA, RJTJ, RJTY
Tokai: RJGG, RJNA, RJNS
Hokuriku: RJNK, RJNT, RJNW
Kinki: RJBB, RJOO, RJBE, RJOY, RJBD
Chugoku: RJOA, RJOB, RJOC, RJOH, RJOI, RJOR, RJOW, RJDC, RJNO
San-in: RJOC, RJOH, RJOI, RJOR, RJOW, RJNO
Shikoku: RJOK, RJOM, RJOS, RJOT
Kyushu: RJFx, RJKx, RJDA, RJDB, RJDK, RJDT
Northern part of Kyushu: RJFA, RJFE, RJFF, RJFO, RJFR, RJFS, RJFT, RJFU, RJFZ, RJDA,
RJDB, RJDK, RJDT
Southern part of Kyushu: RJFK, RJFM, RJFC, RJFG, RJFN, RJFY, RJKx
Okinawa: ROxx
*Location Indicator x includes arbitrary alphabet.
TAIWAN
FILING FLIGHT PLAN ROUTE FOR RNAV COMPLIANT AIRCRAFT AT KAOHSIUNG
INTERNATIONAL AIRPORT
RNAV compliant aircraft shall file flight plan route as the following table. RNAV SID or STAR will
be given as preferential by ATC.
a. DEPARTURE FLIGHT
Taipei FIR Outbound Fix Flight Plan Route Within the Taipei FIR Shall Be Filed
1 SULEM TNN W4 ANLOT B1 APU L3 VIOLA R596 SULEM
2 KASKA TNN W4 ANLOT B1 APU L3 EMRET B591 KASKA
3 SALMI TNN W4 ANLOT B1 APU L3 SALMI
4 BULAN TNN W4 ANLOT B1 APU A1 BULAN
5 MOLKA TNN W4 ANLOT M750 MOLKA
6 BORDO TNN W4 ANLOT M750 LEKOS R583 BORDO
7 SEDKU TNN W4 ANLOT M750 KUDOS R595 SEDKU
8 IGURU HCN J7 PICHU Q13 IGURU
PACIFIC
Taipei FIR Outbound Fix Flight Plan Route Within the Taipei FIR Shall Be Filed
9 POTIB HCN M646 POTIB
10 KABAM ANDRE A577 KABAM
11 KAPLI ANDRE G86 KAPLI
12 ELATO PARAS T7 WP521 G581 ELATO
13 OLDID PARAS T7 WP521 G581 CYRUS R200 OLDID
b. ARRIVAL FLIGHT
Taipei FIR Inbound Fix Flight Plan Route Within the Taipei FIR Shall Be Filed
1 SULEM SULEM R596 BERBA B576 APU A1 PIDGY T13 LUGIA
2 KASKA KASKA L2 BERBA B576 APU A1 PIDGY T13 LUGIA
3 SALMI SALMI B576 APU A1 PIDGY T13 LUGIA
4 BULAN BULAN A1 PIDGY T13 LUGIA
5 SEDKU SEDKU R595 APU A1 PIDGY T13 LUGIA
6 IGURU IGURU Q13 PICHU J7 HCN
7 POTIB POTIB
8 ENVAR ENVAR M750 DADON G581 PORCH
9 OLDID OLDID R200 CYRUS G581 PORCH
OTHERS
For a flight to be conducted in accordance with the instrument flight rules, at least one destination
alternate airport shall be selected and specified in the operational flight plan, unless:
a. The duration of the flight is less than 6 hours flight time and the meteorological conditions
prevailing are such that at the estimated time of arrival at the airport of intended landing, and
for a period of hour before and one hour after such time, approach and landing may be made
under visual meteorological conditions; or
b. The airport of intended landing is isolated and there is no suitable destination alternate air-
port.
Helicopters operating under the conditions aforementioned in subparagraph b of the preceding
paragraph shall have a point of no return selected and filed in the operational flight plan.
PACIFIC
FILING FLIGHT PLAN ROUTE FOR RNAV COMPLIANT AIRCRAFT AT TAIPEI/

TAIWAN TAOYUAN INTERNATIONAL AIRPORT
Standard Instrument Departure (SID) and Standard instrument Arrival (STAR) are given by ATM
system automatically according to which runway is in use. Operators may include the relevant
SID/STAR in the flight plan route if considered necessary.
a. DEPARTURE FLIGHT
Flight Plan Route Within the Taipei FIR Shall Be

Taipei FIR Outbound Fix
Filed
1 SALMI PIANO L3 SALMI
2 BULAN ROBIN G587 BULAN
3 MOLKA MOLKA
4 BORDO ROBIN R583 BORDO
5 SEDKU KUDOS R595 SEDKU
6 POTIB TINHO B591 GID Q11 POTIB
7 POTIB CHALI T5 PARPA G581 HCN M646 POTIB
8 KABAM TINHO B591 TACLE Q12 KABAM
9 KABAM CHALI T5 PARPA A577 KABAM
10 KAPLI CHALI T3 MKG A1 KADLO T1 KAPLI
11 KAPLI CHALI T5 PARPA A577 ANDRE G86 KAPLI
12 ELATO CHALI T3 MKG A1 ELATO
13 OLDID CHALI T3 MKG A1 ANPOG R200 OLDID
14 SULEM PIANO L3 VIOLA R596 SULEM
15 KASKA PIANO L3 EMRET B591 KASKA
NOTE 1: During 0000-0230 and 0600-0800 UTC, south-bound traffic via M646 shall route as
item 6 in table above, unless otherwise approved by ATC.
NOTE 2: During 0600-0800 UTC, south-bound traffic via KABAM shall route as item 8 in
table above, unless otherwise approved by ATC.
b. ARRIVAL FLIGHT

Taipei FIR Inbound Fix
Filed
1 SALMI SALMI B576 BAKER
2 BULAN BULAN A1 DRAKE
PACIFIC

Taipei FIR Inbound Fix
Filed
3 SEDKU SEDKU R595 GRACE
4 POTIB POTIB Q14 TNN
5 KAPLI KAPLI G86 ANDRE A577 TNN
6 ENVAR ENVAR M750 TONGA
7 OLDID OLDID R200 EXTRA M750 TONGA
8 SULEM SULEM R596 BERBA B576 BAKER
9 KASKA KASKA L2 BERBA B591 BAKER
THAILAND
FLIGHT PLANNING AND OPERATING PROCEDURE IMPLEMENTED IN BANGKOK
FIR
Implementation of Uni-Directional Routes for Flights Operating in the South Sectors of
Bangkok FIR
To enhance safety and efficiency of traffic flow in the south sectors of Bangkok FIR for RNAV2
routes as follows:
– Y8 for southbound traffic to VTSP, VTSG, VTST, VTSB, VTSR, VTSE
– Y99 for northbound traffic to VTBD, BKK...
– Y96 for northbound traffic to VTBD
– Y98 for northbound traffic to VTBS
– Y17/W99 for northbound traffic from VTSM
– Y95 for traffic to or from VTSM (Bi-directional route)
4.1.1 Flights Departing from/Arriving to VTSP
a. RNAV2 Approved Aircraft
Flight plan for RNAV2 approved aircraft on the following city-pairs shall be filed as follows:
FROM TO ROUTE
1 VTBD/VTBS VTSP SABIS Y8 SAVSA
2 Overfly BKK* VTSP […] BKK Y8 SAVSA
3 Overfly REGOS* VTSP […] REGOS W42 MENEX Y8 SAVSA
4 Overfly SAKDA* VTSP […] SAKDA R575 SMU W32 STN Y8 SAVSA
5 VTSP VTBS EMRIT Y99 NONEL Y98 LEBIM
PACIFIC
FROM TO ROUTE
6 VTSP VTBD EMRIT Y99 HOTEL DCT SABAI
7 VTSP Overfly BKK* EMRIT Y99 BKK […]
8 VTSP Overfly REGOS* EMRIT Y99 NONEL Y98 SURMA W42 REGOS […]
9 VTSP Overfly SAKDA* ONETI R575 SAKDA […]
10 VTSP VTBU EMRIT Y99 NONEL Y98 SURMA W42 ASEKU DCT
BUT
11 VTBU VTSP BUT DCT ASEKU W42 MENEX Y8 SAVSA
12 VTSP VTSB SAVSA G458 LAMUL
13 VTSB VTSP LAMUL Y8 SAVSA
*Overfly (waypoint) refers to flights departing from or arriving to other airports, overflying the
waypoint mentioned.
NOTE: When VTD 59 is inactive, conditional route Y5 is available subject to Airspace Use
Plan (AUP) published in www.thaicmac.aerothai.aero, aircraft may also file these routings:
FROM TO ROUTE
1 VTSP VTBD IGEVI Y5 EGUBO Y99 HOTEL DCT SABAI
2 VTSP Overfly BKK* IGEVI Y5 EGUBO Y99 BKK […]
waypoint mentioned.
b. Non-RNAV2 Approved Aircraft

Flight plan for non-RNAV2 approved aircraft on G458 with the following city-pairs shall be
filed as follows and at FL240 or below.
FROM TO ROUTE
1 VTBD/VTBS VTSP UKERA G458 SAVSA
2 Overfly BKK* VTSP […] BKK G458 SAVSA
3 Overfly REGOS* VTSP […] REGOS W42 MENEX G458 SAVSA
4 VTSP VTBS SAVSA G458 HOTEL DCT LEBIM
5 VTSP VTBD SAVSA G458 HOTEL DCT SABAI
6 VTSP Overfly BKK* SAVSA G458 BKK […]
7 VTSP Overfly REGOS* SAVSA G458 MENEX W42 REGOS […]
PACIFIC
FROM TO ROUTE
8 VTSP VTBU SAVSA G458 MENEX W42 ASEKU DCT BUT
9 VTBU VTSP BUT DCT ASEKU W42 MENEX G458 SAVSA
10 VTSP VTSB SAVSA G458 LAMUL
11 VTSB VTSP LAMUL G458 SAVSA
waypoint mentioned.
4.1.2 Flights Overflying PUT

Flight plan for RNAV2 approved aircraft overflying PUT shall be filed as follows:
FROM TO ROUTE
1 VTBD/VTBS Overfly PUT* SABIS Y8 PUT […]
2 Overfly BKK Overfly PUT […] BKK Y8 PUT […]
3 Overfly REGOS* Overfly PUT […] REGOS W42 MENEX Y8 PUT […]
4 Overfly PUT* VTBS […] PUT Y99 NONEL Y98 LEBIM
5 Overfly PUT VTBD […] PUT Y99 HOTEL DCT SABAI
6 Overfly PUT Overfly BKK […] PUT Y99 BKK […]
7 Overfly PUT Overfly REGOS […] PUT Y99 NONEL Y98 SURMA W42 REGOS
[…]
waypoint mentioned.

Flight plan for non-RNAV2 approved aircraft overflying PUT on G458 shall be filed as follows
and at FL240 or below.
FROM TO ROUTE
1 VTBD/VTBS Overfly PUT* UKERA G458 PUT […]
2 Overfly BKK Overfly PUT […] BKK G458 PUT […]
3 Overfly REGOS* Overfly PUT […] REGOS W42 MENEX G458 PUT […]
4 Overfly PUT* VTBS […] SAVSA G458 HOTEL DCT LEBIM
5 Overfly PUT VTBD […] SAVSA G458 HOTEL DCT SABAI
PACIFIC
FROM TO ROUTE
6 Overfly PUT Overfly BKK* […] PUT G458 BKK […]
7 Overfly PUT* Overfly REGOS […] PUT G458 MENEX W42 REGOS […]
waypoint mentioned.
4.1.3 Flights Departing from/Arriving to VTSB, VTSG and VTST

Flight plan for RNAV2 approved aircraft with the following city-pairs shall be filed as follows:
FROM TO ROUTE
1 VTBD/VTBS VTSB SABIS Y8 IKERA
VTSG SABIS Y8 STN W32 NULMA
VTST SABIS Y8 STN W24 TRN
2 Overfly BKK* VTSB […] BKK Y8 IKERA
VTSG […] BKK Y8 STN W32 NULMA
VTST […] BKK Y8 STN W24 TRN
3 Overfly REGOS* VTSB […] REGOS W42 MENEX Y8 IKERA
VTSG […] REGOS W42 MENEX Y8 STN W32 NULMA
VTST […] REGOS W42 MENEX Y8 STN W24 TRN
4 VTSB NIXET Y99 NONEL Y98 LEBIM
VTSG VTBS OSPEX Y99 NONEL Y98 LEBIM
VTST TRN W24 BITEN Y99 NONEL Y98 LEBIM
5 VTSB NIXET Y99 HOTEL DCT SABAI
VTSG VTBD OSPEX Y99 HOTEL DCT SABAI
VTST TRN W24 BITEN Y99 HOTEL DCT SABAI
6 VTSB NIXET Y99 BKK […]
VTSG Overfly BKK* OSPEX Y99 BKK […]
VTST TRN W24 BITEN Y99 BKK […]
7 VTSB NIXET Y99 NONEL Y98 SURMA W42 REGOS […]
Overfly REGOS*
VTSG OSPEX Y99 NONEL Y98 SURMA W42 REGOS […]
PACIFIC
FROM TO ROUTE
VTST TRN W24 BITEN Y99 NONEL Y98 SURMA W42
REGOS […]
waypoint mentioned.

Flight plan for non-RNAV2 approved aircraft with the following city-pairs on G458 shall be
filed as follows and at FL240 or below.
FROM TO ROUTE
1 VTBD/VTBS VTSB UKERA G458 IKERA
VTSG UKERA G458 STN W32 NULMA
VTST UKERA G458 STN W24 TRN
2 Overfly BKK* VTSB […] BKK G458 IKERA
VTSG […] BKK G458 STN W32 NULMA
VTST […] BKK G458 STN W24 TRN
3 Overfly REGOS* VTSB […] REGOS W42 MENEX G458 IKERA
VTSG […] REGOS W42 MENEX G458 STN W32 NULMA
VTST […] REGOS W42 MENEX G458 STN W24 TRN
4 VTSB IKERA G458 HOTEL DCT LEBIM
VTSG VTBS SARER W32 STN G458 HOTEL DCT LEBIM
VTST TRN W24 STN G458 HOTEL DCT LEBIM
5 VTSB IKERA G458 HOTEL DCT SABAI
VTSG VTBD SARER W32 STN G458 HOTEL DCT SABAI
VTST TRN W24 STN G458 HOTEL DCT SABAI
6 VTSB IKERA G458 BKK […]
VTSG Overfly BKK* SARER W32 STN G458 BKK […]
VTST TRN W24 STN G458 BKK […]
7 VTSB IKERA G458 MENEX W42 REGOS […]
VTSG Overfly REGOS* SARER W32 STN G458 MENEX W42 REGOS […]
VTST TRN W24 STN G458 MENEX W42 REGOS […]
PACIFIC
FROM TO ROUTE
waypoint mentioned.
4.1.4 Flights Departing from/Arriving to VTSF

Flight plan for RNAV2 approved aircraft departing from/arriving to VTSF shall be filed as fol-
lows:
FROM TO ROUTE
1 VTBD/VTBS VTSF KASNI M757 LOSDA Y94 NKS
2 VTSF VTBD NKS Y94 DOXAS M769 GOKEX Y96 EMTIX Y99
HOTEL DCT SABAI
3 VTSF VTBS NKS Y94 DOXAS M769 LEBIM
4 Overfly BKK* VTSF […] BKK M757 LOSDA Y94 NKS
waypoint mentioned.
NOTE: When VTD 60 is inactive, conditional route W35 is available, subject to Airspace Use
Plan (AUP) published in www.thaicmac.aerothai.aero aircraft may also file these routings:
FROM TO ROUTE
1 VTBD/VTBS VTSF KASNI M757 MABKO W33 UPNEP W35 NKS
2 Overfly BKK* VTSF […] BKK M757 MABKO W33 UPNEP W35 NKS
3 VTSF VTBS NKS W35 PINUN M769 LEBIM
4 VTSF VTBD NKS W35 PINUN M769 GOKEX Y96 EMTIX Y99
HOTEL DCT SABAI
5 VTSF Overfly BKK* NKS W35 PINUN M769 BKK […]
waypoint mentioned.

Flight plan for non-RNAV2 approved aircraft departing from/arriving to VTSF shall be filed as
follows and at FL260 or below.
PACIFIC
FROM TO ROUTE
1 VTBD/VTBS VTSF REGOS A464 GUPMO W94 NKS
2 Overfly BKK* VTSF […] BKK A464 GUPMO W94 NKS
3 VTSF VTBS NKS W94 GUPMO A464 GUTSO DCT LEBIM
4 VTSF VTBD NKS W94 GUPMO A464 GUTSO DCT SABAI
5 VTSF Overfly BKK* NKS W94 GUPMO A464 […]
*Overfly BKK refers to flights departing from or arriving to other airports, overflying BKK.
NOTE: When VTD 60 is inactive, conditional route W35 is available, subject to Airspace Use
Plan (AUP) published in www.thaicmac.aerothai.aero aircraft may also file these routings:
FROM TO ROUTE
1 VTBD/VTBS VTSF REGOS A464 UPNEP W35 NKS
2 VTSF VTBD NKS W35 UPNEP A464 GUTSO DCT SABAI
3 VTSF VTBS NKS W35 UPNEP A464 GUTSO DCT LEBIM
4 Overfly BKK* VTSF […] BKK A464 UPNEP W35 NKS
5 VTSF Overfly BKK* NKS W35 UPNEP A464 BKK […]
4.1.5 Flights Departing from/Arriving to VTSM

Flight plan for RNAV2 approved aircraft departing from/arriving to VTSM shall be filed as fol-
lows:
FROM TO ROUTE
1 VTBD/VTBS VTSM KASNI M757 MABKO W33 SMU
2 Overfly BKK* VTSM […] BKK M757 MABKO W33 SMU
3 Overfly RYN* VTSM […] RYN W42 ASEKU M757 MABKO W33 SMU
4 VTSM VTBD SMU Y17 DONSI M769 GOKEX Y96 EMTIX Y99
HOTEL DCT SABAI
5 VTSM VTBS SMU Y17 DONSI M769 LEBIM
6 VTSM Overfly BKK* SMU Y17 DONSI M769 BKK […]
7 VTSM Overfly RYN* SMU Y17 DONSI M769 SURMA W42 RYN […]
8 VTSM VTSP SMU W32 STN Y8 SAVSA
9 VTSP VTSM EMRIT Y99 AKVUG Y93 SMU
PACIFIC
FROM TO ROUTE
10 VTSM VTSG SMU W32 NULMA
11 VTSG VTSM OSPEX Y99 AKVUG Y93 SMU
12 VTSM Overfly KADAX SMU Y95 IKOGA M626 KADAX
13 Overfly KADAX* VTSM […] KADAX M626 IKOGA Y95 SMU
14 VTSM Overfly KARMI* SMU Y95 LOSDA M757 KARMI
15 Overfly RIGTO* VTSM […] RIGTO M769 RIPMU Y95 SMU
16 VTSM VTBU SMU Y17 DONSI M769 SURMA W42 ASEKU DCT
BUT
17 VTBU VTSM BUT DCT ASEKU M757 MABKO W33 SMU
18 VTSM VTPH SMU Y17 DONSI M769 GOKEX DCT HHN
19 VTPH VTSM HHN DCT ASEKU M757 MABKO W33 SMU
waypoint mentioned.
NOTE: When VT D60 is inactive, conditional route W32 and W33 are available subject to
AUP published in www.thaicmac.aerothai.aero, flight plan shall be filed as follows:
FROM TO ROUTE
1 VTBS/VTBD VTSM KASNI M757 MABKO W33 SMU
2 Overfly BKK* VTSM […] BKK M757 MABKO W33 SMU
3 VTSM Overfly BKK* W32 GOKEX M769 BKK […]
4 VTSM VTBS SMU W32 GOKEX M769 LEBIM
5 VTSM VTBD SMU W32 GOKEX Y96 EMTIX Y99 HOTEL DCT
SABAI
6 VTBU VTSM BUT DCT ASEKU M757 MABKO W33 SMU
7 VTSM VTBU SMU Y17 DONSI M769 SURMA W42 ASEKU DCT
BUT
8 VTSP VTSM ONETI W33 SMU
9 VTSM VTSP SMU W32 STN Y8 SAVSA
*Overfly BKK refers to flights departing from or arriving to other airports, overflying BKK.

PACIFIC
Flight plan for non-RNAV2 approved aircraft departing from/arriving to VTSM on A464 shall
be filed as follows and at FL260 or below.
FROM TO ROUTE
1 VTBD/VTBS VTSM REGOS A464 UPNEP W33 SMU
2 Overfly BKK* VTSM […] BKK A464 UPNEP W33 SMU
3 Overfly RYN* VTSM […] RYN W42 REGOS A464 UPNEP W33 SMU
4 VTSM VTBD SMU W99 TUSPU A464 GUTSO DCT SABAI
5 VTSM VTBS SMU W99 TUSPU A464 GUTSO DCT LEBIM
6 VTSM Overfly BKK* SMU W99 TUSPU A464 BKK […]
7 VTSM VTSP SMU W32 STN G458 SAVSA
8 VTSP VTSM SAVSA G458 STN W32 SMU
9 VTSM VTSG SMU W32 NULMA
10 VTSG VTSM KBI W32 SMU
11 VTSM Overfly KARMI* SMU DCT APOBI A464 KARMI […]
12 Overfly HTY* VTSM […] HTY A464 APOBI DCT SMU
13 VTSM VTBU SMU W99 TUSPU A464 REGOS W42 ASEKU DCT
BUT
14 VTBU VTSM BUT DCT ASEKU W42 REGOS A464 UPNEP W33
SMU
15 VTSM VTPH SMU W99 APUSA DCT SUPOJ W31 HHN
16 VTPH VTSM HHN W31 SUPOJ DCT UPNEP W33 SMU
waypoint mentioned.
NOTE: When VT D60 is inactive, conditional route W32 and W33 are available subject to
AUP published in www.thaicmac.aerothai.aero, flight plan shall be filed as follows:
FROM TO ROUTE
1 VTBS/VTBD VTSM REGOS A464 UPNEP W33 SMU
2 Overfly BKK VTSM […] BKK A464 UPNEP W33 SMU
3 VTSM Overfly BKK SMU W32 REGOS A464 BKK [...]
4 VTSM VTBD SMU W32 REGOS A464 GUTSO DCT SABAI
5 VTSM VTBS SMU W32 REGOS A464 GUTSO DCT LEBIM
PACIFIC
FROM TO ROUTE
6 VTBU VTSM BUT DCT ASEKU W42 REGOS A464 UPNEP W33
SMU
7 VTSM VTBU SMU W32 REGOS W42 ASEKU DCT BUT
8 VTSP VTSM ONETI W33 SMU
9 VTSM VTSP SMU W32 STN G458 SAVSA
10 VTSM VTPH SMU W32 SUPOJ W31 HHN
11 VTPH VTSM HHN W31 SUPOJ W32 SMU
4.1.6 Flights Departing from/Arriving to VTSE and VTSR

Flight plan for RNAV2 approved aircraft departing from/arriving to VTSE or VTSR shall be
filed as follows:
FROM TO ROUTE
1 VTBD/VTBS VTSE SABIS Y8 MENEX W34 CPN
2 VTSE VTBD CPN W34 MENEX W42 EGUBO Y99 HOTEL DCT
SABAI
3 VTSE VTBS CPN W34 MENEX W42 SURMA Y98 LEBIM
4 VTBD/VTBS VTSR SABIS Y8 MENEX W34 RAN
5 VTSR VTBD RAN W34 MENEX W42 EGUBO Y99 HOTEL DCT
SABAI
6 VTSR VTBS RAN W34 MENEX W42 SURMA Y98 LEBIM

Flight plan for non-RNAV2 approved aircraft departing from/arriving to VTSE or VTSR on
G458 shall be filed as follows and at FL240 or below.
FROM TO ROUTE
1 VTBD/VTBS VTSE UKERA G458 MENEX W34 CPN
2 VTSE VTBD CPN W34 MENEX G458 HOTEL DCT SABAI
3 VTSE VTBS CPN W34 MENEX G458 HOTEL DCT LEBIM
4 VTBD/VTBS VTSR UKERA G458 MENEX W34 RAN
PACIFIC
FROM TO ROUTE
5 VTSR VTBD RAN W34 MENEX G458 HOTEL DCT SABAI
6 VTSR VTBS RAN W34 MENEX G458 HOTEL DCT LEBIM
4.1.7 Flights from Kuala Lumpur FIR via M769 to VTBD, VTBS or BKK […] and
Flights from VTSS or VTSC to VTBD, VTBS or BKK […]
Flight plan for RNAV2 approved aircraft from Kuala Lumpur FIR via M769 to VTBD, VTBS or
BKK…/
Flights from VTSS or VTSC to VTBD, VTBS or BKK… shall be filed as follows:
FROM TO ROUTE
1 Overfly RIGTO* VTBD […] RIGTO M769 GOKEX Y96 EMTIX Y99 HOTEL
DCT SABAI
2 Overfly RIGTO* VTBS […] RIGTO M769 LEBIM
3 Overfly RIGTO* Overfly BKK* […] RIGTO M769 BKK […]
4 VTSS VTBD HTY Y9 DANDO M769 GOKEX Y96 EMTIX Y99
HOTEL DCT SABAI
5 VTSS VTBS HTY Y9 DANDO M769 LEBIM
6 VTSS Overfly BKK* HTY Y9 DANDO M769 BKK […]
7 VTSC VTBD NTW W19 UPNEP M626 SORTO M769 GOKEX
Y96 EMTIX Y99 HOTEL DCT SABAI
8 VTSC VTBS NTW W19 UPNEP M626 SORTO M769 LEBIM
waypoint mentioned.

Flight plan for non-RNAV2 approved aircraft from Kuala Lumpur FIR via M769 to VTBD,
VTBS or BKK…/
Flights from VTSS or VTSC on A464 to VTBD, VTBS or BKK… shall be filed as follows and
at FL260 or below.
FROM TO ROUTE
1 Overfly HTY* VTBD […] HTY A464 GUTSO DCT SABAI
2 Overfly HTY* VTBS […] HTY A464 GUTSO DCT LEBIM
PACIFIC
FROM TO ROUTE
3 Overfly HTY* Overfly BKK* […] HTY A464 BKK […]
4 VTSS VTBD HTY A464 GUTSO DCT SABAI
5 VTSS VTBS HTY A464 GUTSO DCT LEBIM
6 VTSS Overfly BKK* HTY A464 BKK […]
7 VTSC VTBD NTW W19 GUTSO DCT SABAI
8 VTSC VTBS NTW W19 GUTSO DCT LEBIM
waypoint mentioned.
4.2 OPERATING AND FLIGHT PLANNING PROCEDURES FOR UNI-

DIRECTIONAL AIR TRAFFIC FLOW ON ATS ROUTES A1, A202, A464,
B579, L524, L877, L301, M502, M644, M751, M904, R325, W1, W42, W38,
Y1, Y2, Y11, Y12, Y13, Y14, Y15, Y16, Y20
4.2.1 Operating Procedures
ATS Routes Direction FL Allocation Remark

A464 Bi-directional – – Between BKK-CMA (VICE
VERSA) available for flight
planning at FL280 and be-
low
– Between BKK-HTY (VICE
VERSA) available for flight
planning at FL260 and be-
low
B579 Eastbound Odd from Bangkok FIR to Kuala
Lumpur FIR
L524 Eastbound Odd See note 3
(between KAMKO and
BKK)
L877 Eastbound Odd Available for aircraft destina-
tion VTBD or VTBS only
L301 Bi-directional – – Available for overfly BKK
(between DWI and BKK) (see note 1) DVOR (Bidirectional) and
departing aircraft from VTBD
or VTBS (Westbound)
PACIFIC

M502 Bi-directional – – Eastbound aircraft destina-
tion VTBD or VTBS shall file
(between AKATO and (see note 2)
DWI L877 MIGAR L524 on
BKK)
flight plan
W1 Westbound Even Eastbound available for aircraft
(between BKK and KRT) operating at FL130 or below
Y13 Westbound Even Available for aircraft destina-

tion VTBS only
Y20 Westbound Even – Available for aircraft destina-
(between BKK and KRT) tion VTBD and overfly BKK
– Eastbound available for air-
craft operating at FL130 or
below
R325 Westbound Even from Kuala Lumpur FIR to
Bangkok FIR
NOTE 1: Eastbound aircraft operating on L301 destined for VTBD or VTBS shall file DWI L877
MIGAR L524 IBETO on flight plan.
NOTE 2: Eastbound aircraft operating on M502 destined for VTBD or VTBS shall file LALIT P762
DWI L877 MIGAR L524 IBETO on flight plan.
NOTE 3: Westbound aircraft on L301 intend to operate on L524 after KAMKO shall file DWI M506
KAMKO on flight plan.
4.2.2 Flight Planning Procedures for RNAV Capable Aircraft
4.2.2.1 Flight planning procedure for RNAV capable aircraft departing and arriving VTBD, VTBS
and overfly BKK.
Departure/Overfly Routing Destination/Overfly

VTBD/VTBS/BKK Y16 BUTRA A1 e.g. VHHH, RJ.., RC.., RK…
VTBD/VTBS/BKK A1 SANOT Y15 GUROK A202 e.g. VHHH, VMMC
VTBD/VTBS/BKK A1 VTUU
VTBD/VTBS/BKK A1 SELKA Y14 KRT Y23 KKN VTUN/VTUK/VTUD/VTUI/VTUW
Y23/Y22
VTBD/VTBS/BKK A1 TOPER W42 RAMEI W38 VTUV
VTBD/VTBS/BKK A1 TOPER W42 RAMEI W38 VTUO
PACIFIC

VTBD/VTBS/BKK L301 DWI M506 KAMKO L524 Westbound (traffic joining L524)
VTBD/VTBS KIGOB Y11 GOLUD M751 VKB –
or KIGOB M904 PIDEL Y11
GOLUD M751 VKB or RYN M644
VKB
(In case of VT D71 active)

A202 RAMEI W1 UBLOD DCT
VTBD
ENDUU
e.g. VHHH, VMMC A202 RAMEI Y20 Overfly BKK
A202 RAMEI W42 PAKRI Y13
VTBS
RUKSA DCT EASTE
Y20 UBLOD DCT ENDUU VTBD
Y20 Overfly BKK
VTUU
Y20 GRASO Y13 RUKSA DCT
VTBS
EASTE
W5/W6 KKN W6 KRT Y20
VTBD
UBLOD DCT ENDUU
VTUN/VTUK/VTUD/
W5/W6 KKN W6 KRT Y20 Overfly BKK
VTUI/VTUW
Y23/Y22 KKN Y23 KRT Y20
VTBS
UBLOD DCT EASTE
W38 RAMEI Y20 UBLOD DCT
VTBD
ENDUU
VTUV W38 RAMEI Y20 Overfly BKK
W38 RAMEI W42 PAKRI Y13
VTBS
RUKSA DCT EASTE
W38 RAMEI Y20 UBLOD DCT
VTBD
ENDUU
VTUO W38 RAMEI Y20 Overfly BKK
W38 RAMEI W42 PAKRI Y13
VTBS
RUKSA DCT EASTE
VTUD Y1 UBLOD DCT ENDUU VTBD
PACIFIC

Y1 UBLOD Y20 Overfly BKK
Y1 UBLOD DCT EASTE VTBS
Y2 UBLOD DCT ENDUU VTBD
VTUK Y2 UBLOD Y20 Overfly BKK
Y2 UBLOD DCT EASTE VTBS
L301 DWI L877 MIGAR L524
– VTBD
IBETO DCT WEHHA
M502 LALIT P762 DWI L877 MI-
– VTBD
GAR L524 IBETO DCT WEHHA
L301 DWI L877 MIGAR L524
– VTBS
IBETO DCT WILLA
M502 LALIT P762 DWI L877 MI-
– VTBS
GAR L524 IBETO DCT WILLA
VKB M644 ALUMO Y12 ALEMI
DCT SEHNA or
– VTBD
VKB M644 RYN DCT SEHNA
VKB M644 ALUMO Y12 DOLNI or
– VKB M644 RYN N891 DOLNI VTBS
4.2.3 Flight Planning Procedures for Non-RNAV Capable Aircraft

Non-RNAV capable aircraft shall file flight plan with FL250 and below.
4.2.3.1 Flight planning procedures for Non-RNAV capable aircraft departing and arriving VTBD,
VTBS and overfly BKK.

VTBD/VTBS/BKK A1 e.g. VHHH, RJ.., RC.., RK...
VTBD/VTBS/BKK A1 TOPER W42 RAMEI A202 e.g. VHHH, VMMC
VTBD/VTBS/BKK A1 VTUU
VTBD/VTBS/BKK A1 SELKA DCT KRT W6 KKN VTUN/VTUK/VTUD/VTUI/
W6/W5 VTUW
W1 KRT W6 KKN W6/W5 (1)
PACIFIC

VTBD/VTBS/BKK A1 TOPER W42 RAMEI W38 VTUV
VTBD/VTBS/BKK A1 TOPER W42 RAMEI W38 VTUO
Remark: (1) Available for aircraft operating at FL130 and below

e.g. VHHH, RJ.., RC.., RK.. A1 UBL W1 UBLOD DCT EN- VTBD
DUU
e.g. VHHH, RJ.., RC.., RK.. A1 UBL W1 UBLOD DCT VTBS
EASTE
e.g. VHHH, RJ.., RC.., RK.. A1 UBL W1 Overfly BKK
e.g. VHHH, VMMC A202 RAMEI W1 UBLOD DCT VTBD
ENDUU
e.g. VHHH, VMMC A202 RAMEI W1 UBLOD DCT VTBS
EASTE
e.g. VHHH, VMMC A202 RAMEI W1 Overfly BKK
VTUU W1 UBLOD DCT ENDUU VTBD
VTUU W1 UBLOD DCT EASTE VTBS
VTUU W1 Overfly BKK
VTUN/VTUK/VTUD/VTUI/ W5/W6 KKN W6 KRT W1 VTBD
VTUW UBLOD DCT ENDUU
VTUN/VTUK/VTUD/VTUI/ W5/W6 KKN W6 KRT W1 VTBS
VTUW UBLOD DCT EASTE
VTUN/VTUK/VTUD/VTUI/ W5/W6 KKN W6 KRT W1 Overfly BKK
VTUW
VTUV W38 RAMEI W1 UBLOD DCT VTBD
ENDUU
VTUV W38 RAMEI W1 UBLOD DCT VTBS
EASTE
VTUV W38 RAMEI W1 Overfly BKK
VTUO W38 RAMEI W1 UBLOD DCT VTBD
ENDUU
PACIFIC

VTUO W38 RAMEI W1 UBLOD DCT VTBS
EASTE
VTUO W38 RAMEI W1 Overfly BKK
4.2.4 Flight Planning Procedures for Uni-Directional Air Traffic Flow on ATS
Routes B579 and R325

Overfly PUT …PUT B579 VPL… –
– …DUBAX R325 PUT… Overfly PUT
4.3 OPERATING AND FLIGHT PLANNING PROCEDURES FOR RNAV 2

CAPABLE AIRCRAFT OPERATING ON ATS ROUTES L880, M633, N506
AND P629 UNI-DIRECTIONAL AIR TRAFFIC FLOW

L880 Eastbound Odd –
M633 Westbound Even –
N506 South-eastbound Odd –
P629 North-westbound Even –
4.3.2 Flight Planning Procedures

VTBD/VTBS/BKK L880 e.g. RPLL
VTBD/VTBS/BKK N506 GOMES B204 VDSR
VTBD/VTBS/BKK N506 e.g. VDPP, VVTS, WBSB
e.g. RPLL, VDSR, SRE M633 DULEM DCT SEHNA VTBD
M633 DULEM DCT DOLNI VTBS
M633 MUBUS P629 BKK
L507/P646/G463/Y6
M633 TANEK L301 Overfly BKK/Bangkok FIR
M633 MUBUS DCT BONVO
M502
PACIFIC

e.g. VDPP, VVTS, WBSB P629 NUGPA DCT SEHNA VTBD
P629 DOLNI VTBS
P629 BKK L507/P646/
G463/Y6
P629 MUBUS M633 TANEK
Overfly BKK/Bangkok FIR
L301
P629 MUBUS DCT BONVO
M502
4.4 OPERATING AND FLIGHT PLANNING PROCEDURES FOR NON RNAV

CAPABLE AIRCRAFT OPERATING ON G474 AND R468 WITHIN
BANGKOK FIR AND PHNOM PENH FIR

G474 Bi-direction – Available from FL250 and be-
R468 Bi-direction – low
4.4.2 Flight Planning Procedures

VTBD/VTBS/BKK G474 e.g. RPLL
VTBD/VTBS/BKK R468 GOMES B204 VDSR
VTBD/VTBS/BKK R468 e.g. VDPP, VVTS, WBSB
e.g. RPLL, VDSR, SRE G474 ANREN DCT SEHNA VTBD
G474 ANREN DCT DOLNI VTBS
G474 BKK... Overfly BKK/Bangkok FIR
e.g. VDPP, VVTS, WBSB R468 GOMES DCT SEHNA VTBD
R468 GOMES DCT DOLNI VTBS
R468 BKK... Overfly BKK/Bangkok FIR
4.5 FLIGHT PLANNING PROCEDURES FOR AIRCRAFT ARRIVING TO

VTBD AND VTBS
To enhance ATS efficiency for automatically utilization of Air Traffic Control System, aircraft arriv-
ing to VTBD and VTBS shall file flight plan as follows:
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4.5.1 Flight Planning Procedures for Aircraft Arriving to VTBD
ATS Routes IAWP Flight Planning

M502 WEHHA …M502 BONVO DCT WEHHA
L524 WEHHA …L524 IBETO DCT WEHHA
G463/P646 WEHHA …G463/P646 TARED DCT
WEHHA
L507 WEHHA …L507 IGONI DCT WEHHA
A464 NAKON …A464 SEMBO DCT NAKON
W9/Y7 NAKON …W9/Y7 TL DCT NAKON
B346/W21 NAKON …B346/W21 NOBER DCT NA-
KON
R474 NAKON …R474 ALBOS DCT NAKON
W1/Y1/Y2/Y20 ENDUU …W1/Y1/Y2/Y20 UBLOD DCT
ENDUU
G474 SEHNA …G474 ANREN DCT SEHNA
M633 SEHNA ... M633 DULEM DCT SEHNA
R468 SEHNA … R468 GOMES DCT SEHNA
P629 SEHNA ...P629 NUGPA DCT SEHNA
N891 SEHNA …N891 RYN DCT SEHNA
R334 SEHNA …R334 RYN DCT SEHNA
M644 SEHNA ...M644 RYN DCT SEHNA
W33 SEHNA ...W33 RYN DCT SEHNA
Y12 SEHNA ...Y12 ALEMI DCT SEHNA
G458/W31/Y5 SABAI ...G458/W31/Y5 HOTEL DCT
SABAI
M769 SABAI ...M769 GOKEX Y96 EMTIX
Y99 HOTEL DCT SABAI
Y99 SABAI ...Y99 HOTEL DCT SABAI
A464/W19/M751 SABAI ...A464/W19/M751 GUTSO
DCT SABAI
(DEP VTBU) R201 SABAI ...BUT DCT SABAI
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4.5.2 Flight Planning Procedures for Aircraft Arriving to VTBS
ATS Routes IAWP Flight Planning

M502 WILLA …M502 BONVO DCT WILLA
L524 WILLA ...L524 IBETO DCT WILLA
G463/P646 WILLA ...G463/P646 TARED DCT
WILLA
L507 WILLA ...L507 IGONI DCT WILLA
A464 NORTA ...A464 SEMBO DCT NORTA
W9/Y7 NORTA ...W9/Y7 TL DCT NORTA
B346/W21 NORTA ...B346/W21 NOBER DCT
NORTA
R474 NORTA ...R474 ALBOS DCT NORTA
W1 EASTE ...W1 UBLOD DCT EASTE
Y1/Y2 EASTE ...Y1/Y2 UBLOD DCT EASTE
Y13 EASTE ...Y13 RUKSA DCT EASTE
G474 DOLNI ...G474 ANREN DCT DOLNI
M633 DOLNI ... M633 DULEM DCT DOLNI
R468 DOLNI … R468 GOMES DCT DOLNI
P629 DOLNI …P629 DOLNI
N891 DOLNI ... N891 DOLNI
R334 DOLNI …R334 RYN N891 DOLNI
M644 DOLNI ...M644 RYN N891 DOLNI
W33 DOLNI ...W33 RYN N891 DOLNI
Y12 DOLNI ...Y12 DOLNI
G458/W31/Y5 LEBIM ...G458/W31/Y5 HOTEL DCT
LEBIM
M769 LEBIM ...M769 LEBIM
Y98 LEBIM ...Y98 LEBIM
A464/W19/M751 LEBIM ...A464/W19/M751 GUTSO
DCT LEBIM
(DEP VTBU) R201 DOLNI ...BUT DCT DOLNI
PACIFIC
AUSTRALIAN ORGANIZED TRACK STRUCTURE (AUSOTS)
INTRODUCTION
The Australian Organized Track Structure (AUSOTS) has been developed to help provide airlines
with better traffic flows and significantly contribute to airline fuel savings. The AUSOTS will be cre-
ated and promulgated on a daily basis, considering many variables including wind conditions, as
a series of Track Definition Messages (TDM) for the most efficient track between specific interna-
tional gates and Brisbane, Sydney and Melbourne. The future will bring further development of
the AUSOTS, based on collaboration with participating airlines.
AUSOTS GUIDELINES
GENERAL INFORMATION
AUSOTS will be available for all aircraft meeting the minimum requirement of RNP10 or RNP4.
Any aircraft which loses its RNP capability enroute, but is still able to navigate on the Flex Tracks
may continue to do so. Aircraft unable to continue navigating on the Flex Tracks will be re-cleared
by ATC via the fixed route structure.
On the occasions when the daily optimum route corresponds completely with a published route,
the Trackmaster will still publish these details as a Track Definition Message (TDM) to avoid the
risk of confusion over possible lost TDMs.
GEOGRAPHICAL BOUNDARY
AUSOTS tracks may be established within the Melbourne and Brisbane FIRs. Outside the YBBB
and YMMM FIRs, aircraft operators will flight plan as required by the specific Air Navigation Serv-
ice Provider (ANSP).
TRACK COORDINATION MESSAGE (TCM)

A Track Coordination Message (TCM) will be issued by Airservices Australia for review by selec-
ted airlines to determine the appropriateness of the FIR Boundary Entry/Exit fix in regard to flight
outside the Australian airspace. Based on the airlines responses, the TDM will be published.
TRACK DEFINITION MESSAGE (TDM)

The Airservices Australia Trackmaster will use the TDM format in accordance with Table 4-3 of
the Asia/Pacific Regional Interface Control Document (ICD) for ATS Inter-facility Ground/Ground
Data Communications (AIDC).
The format of the TDM is as follows:
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TDM STRUCTURE EXAMPLE

(Message Priority) (Addressee) (FF YBBBMONX
(Filing time) (Originator Indicator) 012010 YMMMZRZD
(TDM TRK (Flex Track Identifier)* (Flex (TDM TRK SY2P 050101200001
Track generation time and message 0501020400 0501021330
number for the track) WLG WDH BOU VINAX TNK 17S130E
(Flex Track activation date/time) (Flex 15S126E ONOXA
Track termination date/time) RTS/ YSSY H202 WLG
(Flex Track waypoints) RMK/0)
RTS/ (Connecting Routes...to the ingress NNNN
fix and/or from the egress fix)**
RMK/ (additional comments, otherwise “0”)
NNNN
NOTE: *Maximum of four alpha numeric characters.
** Airservices Australia will not be specifying the tracking requirements outside the YBBB and
YMMM FIRs. Therefore, the TDM will only include either the fixed route details for departures
from an Australian aerodrome to join the Flex Tracks or, for Australian aerodrome arrivals, the
fixed route details from the end of the Flex Tracks to the destination.
Questions regarding published AUSOTS tracks should be directed to the Melbourne Center Oper-
ations Manager at the Melbourne Air Traffic Service Center (ATSC) on +61-3-9235-7420.
DESIGNATION OF AUSOTS TRACKS

GENERAL INFORMATION
a. While a limited number of AUSOTS tracks will be designated as a specific city pair, the
majority will be defined between a specific aerodrome at one end and an area/region at the
other.
b. For specific Flex Tracks where traffic numbers and diverse ETDs exist, the AUSOTS may be
generated twice a day. In all other cases, the track will be generated once a day.
c. In line with international practice, Flex Track identification will be limited to four (4) alpha-
numeric characters which will be used to clearly identify different Flex Tracks and general
validity periods.
FLEX TRACK NOMENCLATURE

a. Characters 1 & 2 – Identifiers:
Characters 1 & 2 will represent the direction of the Flex Track. It will either be between two
specified aerodromes or between an aerodrome and an area/region.
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b. Specific Aerodromes:
A Auckland
B Brisbane
C Christchurch
M Melbourne
P Perth
S Sydney
c. Areas/Regions:
X Middle East
Y Singapore Area of Southeast Asia
Z India
CHARACTER 3 – TRACK NUMBER

a. Character 3 will represent the track number between a specific track pairing. This number
will generally be one (1) unless a second Flex Track is generated concurrently either to pro-
vide for congestion on a single track or to provide better access to other aerodromes in the
same area/region. For example, two tracks may be generated between Sydney (S) and the
Singapore Area (Y). Track 1 may capture the WIII, WSSS, WMKK traffic, and Track 2 the
WADD and VTBD traffic.
CHARACTER 4 – VALIDITY PERIOD IDENTIFIER

a. Research has indicated that the validity periods for the Flex Tracks that make up the
AUSOTS fall into two categories:
1. high density shorter range international routes with diverse scheduled departure times
requiring the Flex Tracks to be generated twice daily with shorter validity periods; and
2. the long range international routes with low traffic densities and limited departure times
that require a once-a-day promulgated Flex Tracks with a long validity period.
b. From an Air Traffic Management (ATM) perspective, particularly in an electronic environ-
ment, the naming system must militate against possible confusions caused by the introduc-
tion of TDMs replacing the previous TDMs with the same name. The 4th character is pre-
dominantly for the Air Traffic Service Provider (ATSP) use.
c. The fourth character will be either:
1. for Flex Tracks generated twice a day:
PACIFIC
A (meaning tracks created from the 0600 wind updates),

P (meaning tracks created from the 1800 wind updates);
or
2. for Flex Tracks generated once a day:
a number from 1 to 7 (representing the day of the week that the Flex Track is created
starting with Monday – 1, Tuesday – 2, etc).
EXAMPLE 1: SY2P would represent a second Flex Track created between Sydney and
the Singapore area and that it was created from the 1800 wind updates. This track is
probably for Sydney to Bangkok operations as track 1 (SY1P) would be based on Sin-
gapore.
EXAMPLE 2: XB11 would represent a once-a-day Flex Track created between The
Middle East and Brisbane and that it was created on a Monday.
EXAMPLE 3: AP16 would represent a once-a-day Flex Track created between Auck-
land and Perth and that it was created on a Saturday.
FLEX TRACKS CHRONOLOGY

After the wind updates at 0600 UTC and 1800 UTC, the Trackmaster will create the AUSOTS
Flex Tracks that are required for the period. Approximately one (1) hour after the wind updates,
the Trackmaster will send the draft Flex Tracks to selected airlines as TCMs. After confirmation is
received from the airlines on the suitability of the exit gate from the Australian FIRs, the AUSOTS
tracks will be published as TDMs and NOTAM.
TDM Creation Process
While the validity periods are track specific, the majority will conform to standard times. Airservi-
ces Australia expects that the validity period for the portion of AUSOTS containing the Singapore
area to Australia tracks will be 1300 UTC to 0000 UTC and 0000 UTC to 1300 UTC. Irrespective
of any concept of standard times, the official validity period will be the times as specified on the
TDM.
Where possible, aircraft operators will be advised of intended changes to standard times.
PACIFIC
CITY PAIR FLEX TRACK UTILIZATION

The AUSOTS concept has been implemented as a trial at the request of airlines to provide opera-
tor efficiencies. Airservices Australia expects that all operators, other than those affected by
operational limitations, will plan to utilize the AUSOTS. For example, the fixed route structure
directs the Singapore -- Australia -- Singapore traffic through a waypoint in the Jakarta area, the
Bali area or via KIKEM. Flex Tracks will be created utilizing these gates to facilitate ATC applica-
tion of separation and enroute traffic flow management. Additionally, all flights operating out of
aerodromes that would naturally make use of the TDM specified gates are also encouraged to
plan via the published OTS.
Aircraft with operational limitations that, at flight planning, cannot comply with the OTS must notify
the Melbourne Center Operations Manager.
Aircraft that would not complete the Flex Track portion of the flight during the published validity
period must flight plan via the fixed route structure. However, approval may be requested from the
Melbourne Center Operations Manager to depart as planned if a flight is unexpectedly delayed
and this delay would cause the aircraft to still be on the Flex Track for a short time outside the
validity period. If approval is not available, the flight is required to re-plan via the fixed route struc-
ture.
Eastbound aircraft may flight plan to utilize the OTS when not intending to land at the Australian
Flex Tracks designated destination; however, they may not diverge from the Flex Tracks prior to
the exit gate unless approval is specified in the RMKs section of the TDM (i.e. Aircraft for YPAD to
exit at WHA).
Westbound flights need not depart from the aerodrome designated in the TDM identifier, but must
join the Flex Track at the entry fix and remain on the track until the exit fix.
LATERAL SPACING OF TRACKS

Common direction tracks can be coincidental; however, when there is no requirement for the use
of common fixes, tracks will be laterally spaced as described below.
Opposite direction tracks, unless converging or diverging, will be laterally spaced by the appropri-
ate horizontal separation standard; i.e. 50 NM oceanic or 30 NM domestic, reducing, as applica-
ble, with the introduction of Automatic Dependence Surveillance-Broadcast (ADS-B) or within
radar coverage.
FLEX TRACK DESCRIPTION

The Flex Tracks are described using a collection of named fixes and latitude/longitude. The Flex
Tracks will be described between fixes on the FIR boundary and appropriate gates to enter/exit
the higher traffic density east coast airspace. See Figures 1 and 2 for gates appropriate for the
Singapore – Australia TDMs.
To simplify the description of the Flex Tracks for flight planning, Flight Management Computer
(FMC) interaction, navigation, position reporting, coordination and separation, Flex Track defining
fixes will be selected in accordance with the following hierarchy:
a. Published High Route Fix, then
PACIFIC
b. Published Floating/Buried Waypoint, then

c. Created Waypoint Whole Degree LAT/LONG.
The Trackmaster will manipulate the collection of Flex Tracks to form a homogenous Organized
Track Structure (OTS) that enhances separation assurance principles from an ATC perspective,
while providing economic benefit to airlines. Where possible, the Trackmaster will also integrate
the OTS with the domestic route structure.
DOTS+ AIRCRAFT MODELS

The DOTS+ (Dynamic Online Training System) has multiple aircraft models available to deter-
mine best fit Minimum Fuel Track (MFT).
The Trackmaster will be using the DOTS+ B747-400 model when producing the Flex Tracks for
the flights to and from Sydney and Melbourne, and will use the DOTS+ B767-300 model for the
flights to and from Brisbane.
FLIGHT PLANNING REQUIREMENTS

At either end of the TDM defined Flex Tracks, aircraft will plan via the published route structure.
For the Australian end of the Flex Tracks, flight planning through the higher traffic density air-
space along the south and east coast will be in accordance with the Australian AIP, and will be
provided in the RTS section of the TDM.
The ATS-Route Description in Field 15 of the filed ICAO ATC Flight Plan will include all waypoints
as included in the TDM, and will not use any Flex Track designators/identifiers.
The Trackmaster will also determine the impact of planned activation of Restricted areas on the
Flex Tracks. Where possible, the Trackmaster will liaise with the Restricted airspace user to
determine the likelihood of access. When access is unlikely, the Trackmaster will either build the
Flex Track clear of the unavailable airspace or will include limitations on its use as a remark in the
TDM.
ATC PROCEDURES
ATC will apply existing separation standards as utilized on the fixed route structure.
ATC will apply the current priority structure with the inclusion that when conflictions occur
between aircraft on the AUSOTS and those that were able to, but elected not to, utilize the Flex
Tracks, ATC will apply separation favoring the aircraft on the Flex Track.
The TDM identifier will NOT be used as part of an ATC clearance or in radio transmissions in gen-
eral.
POSITION REPORTING
Position reports must be made in accordance with ICAO Doc 7030 procedures. Within the Flex
Track airspace, position reports must be made using geographical coordinates or named fixes as
specified in the AUSOTS TDM.
PACIFIC
SYSTEM REVIEW
Review of ATC fixed requirements and airline agreed parameters will be addressed as follows:
a. Stakeholder Significant Safety Issues – immediately reviewed by Trackmaster/Airservices
Australia Operations Manager
b. Changes to Airline Agreed Parameters – quarterly, either via stakeholder meetings called by
the Trackmaster or direct e-mail to the Trackmaster who will initiate discussion with all stake-
holders.
c. Broadening of Capability – subsequent to the Post Implementation Review of initial trial.
CONTINGENCY ARRANGEMENTS
Regardless of circumstances, if the Flex Track is unable to be published at the scheduled time,
then a NOTAM shall be prepared and published that advises airlines to use charted fixed routes.
NEW SYDNEY AUSOTS GATES & RTS

The new gates and RTS will impact on all Sydney associated Flex Tracks. This includes: YS1A
(Singapore - Sydney), KS11 (Bangkok - Sydney), SY1A (Sydney - Singapore), XS11 (Middle East
- Sydney) and SX11 (Sydney - Middle East). A diagram of the new gates and RTS can be seen at
Figure 3.
Outbound from Sydney Gates & RTS

RTS Gate
YSSY SY H202 RIC H76 NBR H105 HACHI Q165 ROM ROM
YSSY SY H202 RIC H76 NBR B587 SGE SGE
YSSY SY H202 WLG WLG
YSSY SY H202 RIC UH226 NYN NYN
YSSY SY H44 KAT A576 VIMAB VIMAB
YSSY SY H44 KAT A576 PKS G222 KADUV KADUV
YSSY SY H44 KAT A576 PKS J141 EKKEY EKKEY
YSSY SY H44 GTH VENEL VENEL
YSSY SY H44 GTH J21 UVUPU UVUPU
YSSY SY H44 MAXEM Q60 WOONA WOONA
YSSY SY H65 WOL J42 CB J142 BOR BOR
YSSY SY H65 WOL J42 AY T8 CRENA CRENA
YSSY SY H65 RAZZI Q29 ML V126 POD POD
PACIFIC
Inbound to Sydney Gates and RTS

Gate RTS
SCO SCO H12 SY YSSY
VIMAB VIMAB A576 PKS H319 TARAL Y59 SY YSSY
KADUV KADUV G222 PKS H319 TARAL Y59 SY YSSY
EKKEY EKKEY J141 PKS H319 TARAL Y59 SY YSSY
VENEL VENEL GTH UH205 CULIN Y59 SY YSSY
UVUPU UVUPU J21 GTH UH205 CULIN Y59 SY YSSY
PANKI PANKI H247 CULIN Y59 SY YSSY
BOR BOR J142 NONUP Y59 SY YSSY
CRENA CRENA T8 AY DCT ARRAN Y59 SY YSSY
POD POD V279 ML H129 DOSEL Y59 SY YSSY
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FIGURE 1
SOUTHERN GATES
SINGAPORE – AUSTRALIA TDMs
PACIFIC
FIGURE 2
NORTHERN GATES
SINGAPORE – AUSTRALIA TDMs
PACIFIC
FIGURE 3
SYDNEY AUSOTS GATES & RTS
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OBSERVATION BALLOONS
Observation balloons will be released by JSDF-A as follows:

1) Period: From 31 MAR 19 to 30 JUN 19.
2) Releasing point: N34 45.3 E137 41.4
3) Altitude: GND-85,302'
4) Physical characteristics of balloons is as follows:
LENGTH OF *EXPECTED
BALLOON SIZE OF IN- TOTAL RATE OF MAXIMUM
FLIGHT TIME FOR RE-
DIAMETER STRUMENT WEIGHT ASCENT ALT
TRAIN LEASE
(ft) (in) (oz) (ft/min) (ft)
(ft) (UTC)
6 49 6x6x6 7 984-1378 2330 and 1130 85,302
* The exact date/time concerning temporary observation will be notified by further NOTAM RJJJ.
5) For estimated falling area of observation balloon:

See graphic on next page.
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PACIFIC
Observation balloons will be released by Meteorological research institute/JMA as follows:

1) Period: until 8 SEP 23 (SONDE 1–2) until 31 MAR 23 (SONDE 3–4).
2) Releasing point:
1. N36 03.3 E140 07.5 SONDE 3
2. N36 03.5 E140 07.6 SONDE 1, 2 and 4
3) Altitude: GND–114,829′ (SONDE 1–2) GND–82,021′ (SONDE 3–4).
4) For physical characteristics of balloons see below.
Expected Total Rate of

Name of Balloon Di- Balloon Col- Estimated Reach-
Time for Re- Weight Climb (ft/
Balloon ameter (ft) or ing ALT (ft)
lease (oz) min)
SONDE-1 NOTAM* 4–7 Milky-white 1–71 820–1312 114,829
SONDE-2 NOTAM* 4–8 Milky-white 8–123 820–1312 114,829
SONDE-3 NOTAM* 5 White 18 1148 82,021
SONDE-4 NOTAM* 3 White 14 984 82,021
*Exact date/time will be notified by further NOTAM RJJJ.
5) Estimated ascending area of observation balloons and/or estimated falling area is shown in
graphic on next page.
6) It will take about 45–60 minutes for (SONDE 1–2) and 40–60 minutes for (SONDE 3–4) to
reach 59,055′ MSL after release. Total floating time will be about 2 hours 30 minutes
(SONDE 3–4), 3 hours 30 minutes and 4 hours (SONDE 1–2).
PACIFIC
PACIFIC

1) Period: Until 31 MAR 20.
2) Releasing point: N40 42.0 E141 22.0.
4) For physical characteristics of balloons, see below and reverse side of this page.
BALLOON DI- LENGTH OF TOTAL RATE OF AS- *EXPECTED TIME MAXIMUM

AMETER FLIGHT TRAIN WEIGHT CENT FOR RELEASE ALT
(ft) (ft) (oz) (ft/min) (UTC) (ft)
6 49 7 984-1378 2330 and 1130 85,302
* The exact date/time concerning temporary observation will be notified by further NOTAM RJJJ.
5) For estimated falling area of observation balloon:

See graphic on reverse side of this page.
6) It will take about 60 minutes for a balloon to reach 59,055' MSL after release. Total floating
time will be about 2 hours 30 minutes.
PACIFIC
PACIFIC

1) Period: Until 30 MAR 23.
2) Releasing point: N24 46.8 E141 19.2.
4) For physical characteristics of balloons, see table below and reverse side of this page.
5) For estimated falling area of observation balloons, see graphic on reverse side of this page.
BALLOON DI- LENGTH OF WEIGHT OF IN- RATE OF AS- EXPECTED TIME MAXIMUM
AMETER FLIGHT TRAIN STRUMENT CENT FOR RELEASE ALT
(ft) (ft) (oz) (ft/min) (UTC) (ft)
6 190 35 1148-1312 2330 98,425
PACIFIC
PACIFIC
ROUTE START ID- END ID- RESTRICTION

IDENT ICAO ICAO
A1 APU-RC MKG-RC Transitting aircraft may use APU 232 /MKG 051 radials
between APU-MKG route segment. Under such circum-
stances, the Houlong reporting point will become a non-
compulsory reporting point
A1 APU-RC PIDGY-RC Airway between MAGOG and Anbu (APU) VOR, FL280
or above are for westbound traffic only. Eastbound traffic
at FL290 or above shall use M-750. Non RNAV compliant
aircraft will have to route via A-1/G-581 at FL270 or be-
low
A1 BULAN-RO ELATO-RC A-1 W-bnd traffic entering the Hong Kong FIR via ELATO
shall be restricted to flights destined for aerodromes in
Hong Kong FIR or transiting from Hong Kong FIR to
Guangzhou FIR
A1 BULAN-RO ELATO-RC FL280 or above are for southwest bound traffic only. AL-
LOCATED FLIGHT LEVELS: FL300, FL320, FL340,
FL360, FL380, FL400 (SW BOUND)
A1 BUNTA-ZJ PAPRA-VL ALLOCATED FLIGHT LEVELS: FL330, FL370, FL390,
FL410 (E-BOUND); FL300, FL340, FL380, FL400 (W-
BOUND)
A1 BUTRA-VT BKK-VT ALLOCATED FLIGHT LEVELS: FL290, FL330, FL370,
FL390, FL410 (E-BOUND); FL280, FL300, FL340,
FL380, FL400 (W-BOUND)
A1 UBL-VT ROBKA-VT One way system will be applied for a portion between
BKK DVOR/DME and UBL DVOR/DME as follows: - A1
eastbound traffic only - Westbound traffic flight plan via
W1 after UBL- Available for westbound traffic on A1 or di-
rect route subject approval from ATC
A201 AAT-VE ANSOS-VE Expect longitudinal separation of 20NM for RNP2 aircraft.
Non RNP2 aircraft inform ACC by using phraseology
'Negative RNP2'
A201 LKN-VI TEBID-VE Expect longitudinal separation of 20NM for RNP2 aircraft.
Non RNP2 aircraft inform ACC by using phraseology
'Negative RNP2'
A202 RAMEI-VT SAV-VL ALLOCATED FLIGHT LEVELS: FL290, FL330, FL370,
FL390, FL410 (E-BOUND); FL280, FL300, FL340,
PACIFIC

IDENT ICAO ICAO
A202 VILAO-VL ASSAD-ZJ ALLOCATED FLIGHT LEVELS: FL330, FL370, FL390,
BOUND)
A206 NALAO-VV ASSAD-ZJ ALLOCATED FLIGHT LEVELS: FL290 (E-BOUND);
FL300 (W-BOUND)
A206 NALAO-VV ASSAD-ZJ ALLOCATED FLIGHT LEVELS: FL330, FL370, FL390,
BOUND)
A326 AKARA-ZS APITO-ZS Only FL240, FL250, FL280, FL290, FL300, FL310,
FL390, FL400 available. Other levels by ATC
A341 VIMAG-RP ZAM-RP ALLOCATED FLIGHT LEVELS: FL310, FL370 (NE-
BOUND); FL320, FL360, FL400 (SW-BOUND)
A341 VIMAG-RP ZAM-RP RNP10 approval required for FL290 and above
A461 MIA-RP NOMAN-VH ALLOCATED FLIGHT LEVELS: FL290, FL330, FL370,
FL410 (S-BOUND); FL300, FL340, FL380 (N-BOUND)
A461 MOLLY-RP MIA-RP ALLOCATED FLIGHT LEVELS: FL290, FL310, FL330,
FL350, FL370, FL390, FL410 (S-BOUND); FL300,
FL340, FL380 (N-BOUND)
A461 MOLLY-RP NOMAN-VH RNP10 approval required for FL290 and above
A461 ZAM-RP MIA-RP Except: Northbound FL160 to FL 280 2200-1300UTC
Southbound FL150 to FL270 2200-1300UTC
A461 ZAM-RP MIA-RP ONE WAY AIR TRAFFIC FLOW FROM MANILA TO
THE SOUTHERN PORTIONS OF THE PHILIPPINES.
(May be modified by Manila and Mactan ACCs)
A461 ZAM-RP MIA-RP Stages of the international flights associated with climb
to/descent from cruising - levels penetrating FL150 to
FL280 shall conform to these domestic routings. Airways
are North and Southbound 0000-1200UTC
A581 PONUK-VT SAGAG-ZP Traffic Traversing w/i VLVT FIR on rtes
A581,B218,B346,W35 will be assigned the following
FLs:N-
BND:FL110-130-150-170-190-210-230-250-270-290-310
-330-350-370-390-410-450-490.S-
BND:FL120-140-160-180-200-220-240-260-280-300-320
-340-360-380-400-430-470-510
PACIFIC

IDENT ICAO ICAO
A582 JOM-RP BISIG-RO RNP10 approval required for FL290 and above
A582 MAKRA-RJ ISKID-RJ A gap in the navigation signal exists between 11
DME/HKC and 17 DME/HKC
A583 SABNO-VH ZAM-RP RNP10 approval required for FL290 and above
A586 PSN-RK TENAS-RK CDR 1: Operational hours between Busan (PSN) VOR-
TAC and TENAS Int: Mon-Fri 1100-2200 UTC Sat 2200
on the preceding until 2400 on the Sat. Sun 0000-2200
UTC Holiday 1100 UTC on the day preceding until 2200
UTC on the Holiday
A586 RUGMA-RJ CJU-RK RVSM is applicable to aircraft operation on the A586
(RUGMA-CJU) airway within Incheon FIR 000 -179 Alti-
tudes not available are FL290, FL310, FL390 180 -359
Altitudes not available are FL300, FL400
AKEOL AKE-RJ OLE-RJ A gap in the navigation signal exists between 4
E DME/OLE and 7 DME/OLE
B214 LADON-VL BQ-VV ALLOCATED FLIGHT LEVELS: FL330 (E-BOUND);
B218 VTN-VL SAGAG-ZP Traffic Traversing w/i VLVT FIR on rtes
FLs:N-
BND:FL110-130-150-170-190-210-230-250-270-290-310
-330-350-370-390-410-450-490.S-
BND:FL120-140-160-180-200-220-240-260-280-300-320
-340-360-380-400-430-470-510
B346 YAKUA-VT LPB-VL Traffic Traversing w/i VLVT FIR on rtes
FLs:N-
BND:FL110-130-150-170-190-210-230-250-270-290-310
-330-350-370-390-410-450-490.S-
BND:FL120-140-160-180-200-220-240-260-280-300-320
-340-360-380-400-430-470-510
B462 BIDOR-WA LAO-RP ALLOCATED FLIGHT LEVELS: FL290, FL310, FL330,
B462 LAO-RP MEVIN-RO ALLOCATED FLIGHT LEVELS: FL300, FL340, FL380
(S-BOUND); FL310, FL320, FL350, FL360, FL390,
FL400 (N-BOUND)
PACIFIC

IDENT ICAO ICAO
B462 TAC-RP MIA-RP Except: Northbound FL160 to FL 280 2200-1300UTC
B462 TAC-RP MIA-RP ONE WAY AIR TRAFFIC FLOW FROM MANILA TO
B462 TAC-RP MIA-RP Stages of the international flights associated with climb
B465 LAPON-VL NOB-VV ALLOCATED FLIGHT LEVELS: FL330 (E-BOUND);
B465 MC-VV NOB-VV OVERFLYING VIETNAM FROM VIENTIANE (VLVT) FIR
over Hanoi (VVVV) FIR to Hochiminh (VVTS) FIR flight
plan Moc Chau (MC) - Noi Bai (KW) - Da Nang (DJ)
NDBs vice versa
B472 LIGPA-RP IOO-RP Except: Northbound FL160 to FL 280 2200-1300UTC
B472 LIGPA-RP IOO-RP ONE WAY AIR TRAFFIC FLOW FROM MANILA TO
B472 LIGPA-RP IOO-RP Stages of the international flights associated with climb
B472 LIGPA-RP SELSO-RP ALLOCATED FLIGHT LEVELS: FL290, FL310, FL330,
B473 LIGPA-RP LIRYX-RP Except: Northbound FL160 to FL 280 2200-1300UTC
B473 LIGPA-RP LIRYX-RP ONE WAY AIR TRAFFIC FLOW FROM MANILA TO
B473 LIGPA-RP LIRYX-RP Stages of the international flights associated with climb
PACIFIC

IDENT ICAO ICAO
B473 LIGPA-RP SADAN-RP ALLOCATED FLIGHT LEVELS: FL290, FL310, FL330,
B576 APU-RC SALMI-RC Available only for southbound arrival flights or transit
flights at or below FL280
B576 ATOTI-RO SEL-RK Only used for Non-RNAV aircraft. Any aircraft approved
for RNAV operations should use Y711 or Y722
B576 CJU-RK SOT-RK Any aircraft planning to operate above FL140 between
SOT and CJU must coordinate with Incheon ACC before
flight planning
B576 LINTA-RK ENTEL-RK A gap in the navigation signal exists between 44
DME/KWA and 55 DME/SOT, below 10000' AMSL, re-
quest to controller is required to get distance information
B576 SALMI-RC BOLUT-RO FL300 not available for flights inbound Taipei FIR via
B576/SALMI
B579 PUT-VT VPL-WM For flight planning, route segment between PUT and Da-
lan shall be operated as unidirectional
B591 KASKA-ZS DUBAN-RC B591 Flight Levels available between KASKA - DUBAN:
From Shanghai FIR to Taipei FIR: FL300, FL320. From
Taipei FIR to Shanghai FIR: FL270, FL370. This portion
is only available for aircraft departing from Taipei FIR and
transferring via Shanghai FIR
DGCOL TAKEO-RJ OLE-RJ A gap in the navigation signal exists between 5
G86 KAPLI-RC HCN-RC ALLOCATED FLIGHT LEVELS: FL290, FL330, FL370,
FL390, FL410 (E-BOUND); FL300, FL340, FL380, FL400
(W-BOUND)
G86 KAPLI-RC HCN-RC G-86 AIRWAY E-bnd traffic entering the Taipei FIR via
KAPLI shall be restricted to flights destined for aero-
dromes in Taipei FIR or transiting from Taipei FIR to Fu-
kuoka FIR via IGURU between 1700-2200 UTC
G221 PCA-VV BUNTA-ZJ ALLOCATED FLIGHT LEVELS: FL290 (N-BOUND);
FL300, FL400 (S-BOUND)
G474 ANINA-VV PCA-VV ALLOCATED FLIGHT LEVELS: FL330, FL370, FL410
(E-BOUND); FL320, FL340 (W-BOUND)
PACIFIC

IDENT ICAO ICAO
G578 DILIS-RP GORAI-RP ALLOCATED FLIGHT LEVELS: FL350,FL390 (N-
BOUND); FL320, FL360, FL400 (S-BOUND)
G581 IGURU-RO HCN-RC Segment is only available for aircraft without RNAV 2 ap-
proval. Prior notice to ATC and approval from military au-
thority are required
G585 KPO-RK SEL-RK Only westbound flight from KPO to SEL on G-585 is au-
thorized, except aircraft departing from RKTY or RKTI.
Eastbound requires 24 hours PPR from Daegu ACC
G585 XZE-RJ SAPRA-RJ A gap in the navigation signal exists between 3
DME/XZE and 23 DME/XZE
G587 APU-RC BULAN-RO G587 West-bnd transit flights are authorized only at FL
380 or above
G597 AGAVO-ZS SEL-RK Only flying eastbound from AGAVO to SEL on G597 shall
get 24HRs PPR from Incheon ACC
G597 AGAVO-ZS SEL-RK Only flying westbound from SEL to AGAVO on G597 is
authorized. (Unless otherwise assigned by ATC, flying
eastbound on this airway segment shall not be used)
G597 KAE-RK LANAT-RJ Only flying westbound from LANAT to KAE on G597 shall
get 24HRs PPR from Daegu ACC
GTCFK GTC-RJ HATRI-RJ A gap in the navigation signal exists between 13
E DME/GTC and 15 DME/GTC
GTCMB GTC-RJ MBE-RJ A gap in the navigation signal exists between 3
E DME/MBE and 26 DME/MBE
HPEYS HPE-RJ YSE-RJ A gap in the navigation signal exists between 15
E DME/YSE and 13 DME/YSE
HWE- HWE-RJ JYONA-RJ A gap in the navigation signal exists between 18
JYO DME/HWE and 23 DME/HWE
J1 TNN-RC KAPLI-RC J1 transition is available from 1400UTC-2100UTC daily,
and the clearance may be withdrawn in case of military
operation requirement
J1 TNN-RC KAPLI-RC This transition route shall not be filed in flight plan. This
transition route shall be approved by ATC under radar
environment
J4 CAMUS-RC RODEN-RC J4 Transition continues via APU/25 DME arc 23NM coun-
ter-clockwise to RODEN, MEA 10000
PACIFIC

IDENT ICAO ICAO
J4 CAMUS-RC WADER-RC J-4 Transition valid only during Taipei (TIA) VOR outage
J5 HCN-RC GUMBO-RJ J5 Transition is available from 1100UTC to 2300UTC
dailly and the clearance may be withdrawn in case of
military operation requirement
KECTS KEC-RJ TSC-RJ A gap in the navigation signal exists between 32
C DME/KEC and 36 DME/KEC
KMCMB KMC-RJ YARII-RJ A gap in the navigation signal exists between 15
E DME/KMC and 22 DME/KMC
KMCMB YARII-RJ MBE-RJ A gap in the navigation signal exists between 3
L1 SALMI-RC DADON-RC L1 RNAV transition available from 1400UTC -2100UTC
daily and the clearance may be withdrawn in case of mili-
tary operation requirement
L1 SALMI-RC DADON-RC This transition route shall not be filed in flight plan. This
transition route shall be approved by ATC under radar
environment
L2 KASKA-ZS TINHO-RC L2 RNAV transition is only for arrival and departure air-
craft within Taipei FIR
L3 SALMI-RC APU-RC L3 RNAV transition is only for northbound departure air-
craft within Taipei FIR
L301 DWI-VY BKK-VT Route segment between DWI and BKK available for
overfly BKK (Bidirectional) and departing from VTBD or
VTBS (Westbound)
L301 DWI-VY PASTO-VT Eastbound traffic contact Bangkok Control freq 128.1 or
120.5 at least 15 minutes prior to entering Bangkok FIR
(B)/(G)
L512 ANDOL-RJ GTC-RJ For CDR2 Applicable date period, minimum applicable al-
titude and direction are notified by NOTAM
L628 ARESI-RP PCA-VV ALLOCATED FLIGHT LEVELS: FL330, FL370, FL410
(E-BOUND); FL340 (W-BOUND)
L642 ESPOB-WS EXOTO-ZJ ALLOCATED FLIGHT LEVELS: FL310, FL320, FL350,
FL360, FL390, FL400
L644 AC-VV DUDIS-WS ALLOCATED FLIGHT LEVELS: FL330, FL410 (S-
BOUND)
PACIFIC

IDENT ICAO ICAO
L877 PUMOR-VT MIGAR-VT Eastbound assigned Odd flight levels allocation. Availa-
ble for aircraft destination VTBD or VTBS only
L880 BKK-VT OMURO-VT ALLOCATED FLIGHT LEVELS: FL330, FL370, FL410
(E-BOUND)
M501 NOMAN-VH LIMLE-P ALLOCATED FLIGHT LEVELS: FL290, FL310, FL330,
FL320, FL340, FL360, FL380, FL400 (N-BOUND)
M502 BKK-VT AKATO-VT Route segment between AKATO and BKK available for
overfly BKK (Bidirectional) and departing from VTBD or
VTBS (Westbound)
M502 BKK-VT LALIT-VY Available Monday to Friday from 1500 UTC to 2300 UTC
and Saturday to Sunday H24
M510 DADEM-VV TRN-VV ALLOCATED FLIGHT LEVELS: FL290-FL410 ODD (E-
BOUND); FL290-FL410 EVEN (W-BOUND)
M633 TANEK-VT TUPGO-VT ALLOCATED FLIGHT LEVELS: FL280, FL340 (W-
BOUND)
M646 HCN-RC MIA-RP ALLOCATED FLIGHT LEVELS: FL290, FL310, FL330,
FL350, FL370, FL390, FL410 (N-BOUND); FL300,
M646 HCN-RC POTIB-RP Allocated flight levels: FL300, FL340, FL380 (S-bound);
FL290, FL310, FL330, FL350, FL370, FL390, FL410 (N-
bound)
M646 MIA-RP OSANU-RP ALLOCATED FLIGHT LEVELS: FL310, FL350, FL390
(N-BOUND); FL320, FL360, FL400 (S-BOUND)
M646 POTIB-RP OSANU-RP ALLOCATED FLIGHT LEVELS: FL290, FL310, FL330,
FL350, FL370, FL390, FL410 (N-BOUND); FL320,
M646 POTIB-RP OSANU-RP RNP10 approval required from FL290 and above
M648 BOPNU-VT UDN-VT Conditional Route (CDR). Available Monday to Friday
from 1701 UTC to 2159 UTC and Friday 1710 UTC to
Sunday 2159 UTC and public holiday.Other times by NO-
TAM
M750 DADON-RC SANAS-RC M-750 between ENVAR and SANAS, 2000UTC to
13000UTC daily, below FL290 shall be approved by ATC
M750 ENVAR-RC MOLKA-RO FL300, FL340, FL380 available for RCTP FIR ARRs
PACIFIC

IDENT ICAO ICAO
M753 ENREP-WS OSOTA-VV ALLOCATED FLIGHT LEVELS: FL260, FL300, FL380
(N-BOUND)
M753 ENREP-WS PNH-VD ALLOCATED FLIGHT LEVELS: FL270, FL330 (S-
BOUND)
M753 IPRIX-WS OSOTA-VV ALLOCATED FLIGHT LEVELS: FL310, FL350 (N-
BOUND); FL320 (S-BOUND)
M755 KISAN-VD BITOD-VV ALLOCATED FLIGHT LEVELS: FL310, FL350 (N-
BOUND); FL320 (S-BOUND)
M765 IGARI-WS PANDI-RP ALLOCATED FLIGHT LEVELS: FL290, FL370 (E-
BOUND); FL340 (W-BOUND)
M767 JOM-RP LABAY-RP Manila ACC will transition FL300, FL340, FL380 to
FL310, FL350, FL390 before JOM
M767 JOM-RP TEGID-WS ALLOCATED FLIGHT LEVELS: FL310, FL320, FL350,
FL360, FL390, FL400 (S-BOUND)
M767 JOM-RP TEGID-WS Expect longitudinal separation of 30 NM for RNP4 aircraft
and 50 NM for RNP10 or between RNP10 and RNP4 air-
craft
M768 AKMON-WS TSH-VV ALLOCATED FLIGHT LEVELS: FL330, FL410 (E-
BOUND); FL300, FL380 (W-BOUND)
M768 LOSON-VV TSH-VV ALLOCATED FLIGHT LEVELS: FL270, FL330, FL410
(S-BOUND)
M770 MEPEL-VE PADET-VY L759 and M770 would be assigned the westbound levels
FL280, FL320, FL340, FL360 (FL360 is subject to coordi-
nation), FL380 and FL400. All eastbound levels would be
available except FL290
M904 BKK-VT PIDEL-VT Between Bangkok (BKK) VOR and U-Tapao (BUT) VOR
aircraft shall keep within the lateral limit of the route and
close to the centerline as much as possible to avoid en-
tering VT(P)-7
M904 BKK-VT TIDAR-VT When VT (D)-71 is activated, M904 is not available for
flight planning
MBECB MBE-RJ MAPLE-RJ A gap in the navigation signal exists between 3
MVEKS MVE-RJ KSE-RJ A gap in the navigation signal exists between 17
E DME/MVE and 20 DME/MVE
PACIFIC

IDENT ICAO ICAO
N500 TSH-VV PANDI-RP ALLOCATED FLIGHT LEVELS: FL330 (E-BOUND);
FL300 (W-BOUND)
N506 BKK-VT BOKAK-VT ALLOCATED FLIGHT LEVELS: FL270, FL330, FL410
(E-BOUND)
N639 NAH-VV VILAO-VL ALLOCATED FLIGHT LEVELS: FL310, FL350 (NE-
BOUND); FL320, FL360 (SW-BOUND)
N639 VILAO-VL LEKOB-VD Flights currently operate on B329, with RNAV2 certified
are advised to use N639 with higher upper limits
N884 LAXOR-WS CAB-RP Expect longitudinal separation of 30 NM for RNP4 aircraft
and 50 NM for RNP10 or between RNP10 and RNP4 air-
craft
N884 LULBU-RP LUBAN-RP Manila ACC will transition FL320, 360, 400 to ODD levels
between LULBU and LUBAN
N891 BENSA-VT BKK-VT ALLOCATED FLIGHT LEVELS: FL260, FL300, FL380
(N-BOUND); FL330 (S-BOUND)
N892 HCN-RC MIGUG-ZJ ALLOCATED FLIGHT LEVELS: FL310, FL320, FL350,
FL360, FL390, FL400 (SW-BOUND)
OBEMK OBE-RJ MKE-RJ A gap in the navigation signal exists between 23
E DME/MKE and 26 DME/MKE
ODEU ODE-RJ BONJI-RJ A gap in the navigation signal exists between 11
WE DME/UWE and 14 DME/UWE
OLESG OLE-RJ D239H-RJ A gap in the navigation signal exists between 4
P515 ENDAX-P TOKON-RP ALLOCATED FLIGHT LEVELS: Z902 FL400 (W-
BOUND). Other levels subject to Manila ATC approval
P628 IGREX-VO AKRAB-WM P628 - Flights reporting at IGREX Int should be at FL360
or above between 1600 and 1930 UTC. Flights which are
unable to comply during these periods are advised to use
alternate route. This appiles to all Non-AFTM W-bnd
flights within Kuala Lumpur FIR
P629 BKK-VT VAPVU-VT ALLOCATED FLIGHT LEVELS: FL300, FL380 (W-
BOUND)
PACIFIC

IDENT ICAO ICAO
Q1 BMT-VV AC-VV When there is military operation at Air Force Training 71,
aircraft shall maintain altitude 7 000 M and above. ATC
units shall have closed coordination with Command Cen-
tre - Region III
Q1 NOB-VV AC-VV ALLOCATED FLIGHT LEVELS: FL320, FL360 (S-
BOUND); FL310, FL350 (N-BOUND)
Q2 TSH-VV VPH-VV ALLOCATED FLIGHT LEVELS: FL310, FL350 (N-
BOUND)
Q10 VDO-VV VIDAD-VV Only used when there are no military operations; or when
there are military operations but these operations do not
affect civil flight operations
Q11 POTIB-RP SALMI-RC N-bound overflights to Fukuoka FIR shall route APU DCT
DRAKE Q11 WP900 L4 LIPLO
Q11 TINHO-RC SALMI-RC Available only for aircraft transiting Taipei FIR
Q12 KABAM-RP TACLE-RC Allocated flight levels: FL310, FL320, FL350, FL360,
FL390 and FL400 (SW-bound)
Q12 NOB-VV DOCHU-VV Only used when there are no military operations; or when
Q14 NAKHA-VV BACHE-VV Only used when there are no military operations; or when
Q14 TNN-RC POTIB-RP Allocated flight levels: FL300, FL340, FL380 (S-bound);
FL290, FL310, FL330, FL350, FL370, FL390, FL410 (N-
bound)
R211 GLAXY-RJ SWAMP-RJ A gap in the navigation signal exists between 28
DME/GOC and 30 DME/GOC
R217 FINCH-RJ ELDAK-RJ A gap in the navigation signal exists between 20
DME/SDE and 22 DME/SDE
R325 PUT-VT DUBAX-VT For flight planning, route segment between Dubax and
PUT shall be operated as unidirectional
R334 NUMDI-VD PQU-VV ALLOCATED FLIGHT LEVELS: FL290-FL410 EVEN (N-
BOUND)
R334 SAKDA-VD NUMDI-VD ALLOCATED FLIGHT LEVELS: FL290 (E-BOUND)
PACIFIC

IDENT ICAO ICAO
R335 VIN-VV IDOTA-VV ALLOCATED FLIGHT LEVELS: FL330 (E-BOUND);
FL300 (W-BOUND)
R337 TAC-RP ISGOG-P RNP10 approval required from FL290 and above
R468 BOKAK-VT BKK-VT ALLOCATED FLIGHT LEVELS: FL270, FL330, FL410
(E-BOUND); FL300, FL380 (W-BOUND)
R468 SAPEN-VV AKNAT-VD ALLOCATED FLIGHT LEVELS: FL270, FL330, FL410
(E-BOUND)
R468 TSH-VV SAPEN-VV ALLOCATED FLIGHT LEVELS: FL330, FL410 (E-
BOUND); FL320, FL340, FL360, FL380, FL400 (W-
BOUND)
R471 KATBO-ZP NAKHA-VV ALLOCATED FLIGHT LEVELS: FL310, FL350 (S-
R474 LAVOS-VV TEBAK-ZG ALLOCATED FLIGHT LEVELS: FL290, FL310, FL330,
FL350, FL370, FL390, FL410 (NE-BOUND); FL300,
FL320, FL340, FL360, FL380, FL400 (SW-BOUND)
R474 MC-VV NOB-VV OVERFLYING VIETNAM FROM VIENTIANE (VLVT) FIR
over Hanoi (VVVV) FIR to Hochiminh (VVTS) FIR flight
plan Moc Chau (MC) - Noi Bai (KW) - Da Nang (DJ)
NDBs vice versa
R583 APU-RC BORDO-RJ ALLOCATED FLIGHT LEVELS: FL380, FL400 (SW
BOUND) FL290,FL310, FL330, FL350, FL370, FL390,
FL410 (NE BOUND)
R583 APU-RC BORDO-RJ Westbound transit flights are authorized only at FL380
and above
R588 BASIT-VD GONLY-VD ALLOCATED FLIGHT LEVELS: FL270 (E-BOUND);
FL280, FL320, FL340 (W-BOUND)
R588 GONLY-VD PLK-VV ALLOCATED FLIGHT LEVELS: FL330, FL370 (E-
BOUND); FL320, FL340 (W-BOUND)
R590 COT-RP PEDNO-RP ALLOCATED FLIGHT LEVELS: FL290, FL310, FL330,
R590 COT-RP PEDNO-RP RNP10 approval required from FL290 and above
SUC- SUC-RJ BECKY-RJ A gap in the navigation signal exists between 65
BEC DME/SUC and 75 DME/SUC
PACIFIC

IDENT ICAO ICAO
SZE- SZE-RJ SZE54-RJ A gap in the navigation signal exists between 29
VAD DME/SZE and 37 DME/SZE
SZE- SZE-RJ ZUSHI-RJ A gap in the navigation signal exists between 30
ZUS DME/SZE and 34 DME/SZE, 7000-9000
T5 GABBY-RC CHALI-RC Departing Traffic from RCTP should cross GABBY at or
above FL300
TOEMB TOE-RJ MBE-RJ A gap in the navigation signal exists between 3
V7 TBE20-RJ AWE05-RJ A gap in the navigation signal exists between 16
DME/AWE and 18 DME/AWE
V11 PILIT-RK PSN-RK 11,000 FT to FL240, and above FL280 will be blocked. At
or above 11 000 FT, 15 days PPR required from Air Traf-
fic Management Office
V15 GTC15-RJ AKAGI-RJ A gap in the navigation signal exists between 52
DME/SYE and 49 DME/SYE
V30 ESANN-RJ HWE-RJ A gap in the navigation signal exists between 3
DME/HWE and 7 DME/HWE
V40 MILEP-RJ OLE-RJ A gap in the navigation signal exists between 5
DME/OLE and 14 DME/OLE
V52 KMC-RJ KMC25-RJ A gap in the navigation signal exists between 7
DME/KMC and 15 DME/KMC
W1 NOB-VV TSH-VV ALSO AVAILABLE FOR INTERNATIONAL FLIGHTS
W2 NAH-VV DAN-VV ALSO AVAILABLE FOR INTERNATIONAL FLIGHTS
W2 NAH-VV TSH-VV ALLOCATED FLIGHT LEVELS: FL320, FL360 (S-
W3 NOB-VV CBI-VV Only used when there are no military operations; or when
W3 SAJ-RP IOO-RP Except: Northbound FL160 to FL 280 2200-1300UTC
W3 SAJ-RP IOO-RP Stages of the international flights associated with climb
PACIFIC

IDENT ICAO ICAO
W7 IOO-RP DEEPS-RP Except: Northbound FL160 to FL 280 2200-1300UTC
W7 IOO-RP DEEPS-RP ONE WAY AIR TRAFFIC FLOW FROM MANILA TO
W7 IOO-RP DEEPS-RP Stages of the international flights associated with climb
W8 ALBAT-RP MCT-RP Except: Northbound FL160 to FL 280 2200-1300UTC
W8 ALBAT-RP MCT-RP ONE WAY AIR TRAFFIC FLOW FROM MANILA TO
W8 ALBAT-RP MCT-RP Stages of the international flights associated with climb
W9 ALBAT-RP TAC-RP Except: Northbound FL160 to FL 280 2200-1300UTC
W9 ALBAT-RP TAC-RP ONE WAY AIR TRAFFIC FLOW FROM MANILA TO
W9 ALBAT-RP TAC-RP Stages of the international flights associated with climb
W9A BN-RP LARYO-RP Except: Northbound FL160 to FL 280 2200-1300UTC
W9A BN-RP LARYO-RP ONE WAY AIR TRAFFIC FLOW FROM MANILA TO
W9A BN-RP LARYO-RP Stages of the international flights associated with climb
PACIFIC

IDENT ICAO ICAO
W9 CMA-VT VISES-VT Mae Hong Son (MH) VORDME - Chiang Mai (CMA)
VORDME excludes VT(R)-5
W10 HUE-VV ASSAD-ZJ ALSO AVAILABLE FOR INTERNATIONAL FLIGHTS
W10 KPS-VT TL-VT For military use only
W11 MIA-RP MCT-RP Except: Northbound FL160 to FL 280 2200-1300UTC
W11 MIA-RP MCT-RP ONE WAY AIR TRAFFIC FLOW FROM MANILA TO
W11 MIA-RP MCT-RP Stages of the international flights associated with climb
W12 MOXEB-VV BMT-VV Lower limits shall only be used for taking-off and landing
operation of civil aircraft to/from Tan Son Nhat Interna-
tional Airport in case there is no military operation at the
Bien Hoa Airport and be approved
W15 AC-VV CRA-VV ALSO AVAILABLE FOR INTERNATIONAL FLIGHTS
W15 MIA-RP LP-RP Except: Northbound FL160 to FL 280 2200-1300UTC
W15 MIA-RP LP-RP ONE WAY AIR TRAFFIC FLOW FROM MANILA TO
W15 MIA-RP LP-RP Stages of the international flights associated with climb
W15A RAGAY-RP NGA-RP Except: Northbound FL160 to FL 280 2200-1300UTC
W15A RAGAY-RP NGA-RP ONE WAY AIR TRAFFIC FLOW FROM MANILA TO
PACIFIC

IDENT ICAO ICAO
W15A RAGAY-RP NGA-RP Stages of the international flights associated with climb
W16 AVMUP-RP MIA-RP RNP10 approval required
W16A TAREM-RP ROSER-RP RNAV5 approved required
W16 TSH-VV VINLO-VV ALSO AVAILABLE FOR INTERNATIONAL FLIGHTS
W17 TSH-VV TUNPO-VV ALSO AVAILABLE FOR INTERNATIONAL FLIGHTS
W21 NOB-VV BQ-VV ALSO AVAILABLE FOR INTERNATIONAL FLIGHTS
W24 VERDE-RP TAPER-RP RNAV5 exclusive
W25 IPATA-RP BATAY-RP RNAV5 exclusive
W26 DINNO-RP SAJ-RP RNAV5 exclusive
W32 SMU-VT REGOS-VT Conditional Route (CDR). Available Monday to Friday
TAM
W33 PUT-VT SMU-VT Conditional Route (CDR). Available Monday to Friday
TAM
W35 UPNEP-VT NKS-VT Conditional Route (CDR). Available Monday to Friday
TAM
W35 VTN-VL LNT-VL Traffic Traversing w/i VLVT FIR on rtes
FLs:N-
BND:FL110-130-150-170-190-210-230-250-270-290-310
-330-350-370-390-410-450-490.S-
BND:FL120-140-160-180-200-220-240-260-280-300-320
-340-360-380-400-430-470-510
W45 RIMPO-RK PSN-RK Between RIMPO and RUNIT 11000' AMSL to FL190
VMC-IMC use for training purpose
Y2 KKN-VT PIPOB-VT Available Monday to Friday from 1000 UTC to 2300 UTC
and Saturday to Sunday H24
PACIFIC

IDENT ICAO ICAO
Y3 MENEX-VT PUT-VT Available when VT(D)-58 is activated. Aircraft shall keep
within the lateral limit of the route as much as possible to
avoid entering VT(D)-58
Y4 NONEL-VT KBI-VT Available when VT(D)-58 is activated. Aircraft shall keep
within the lateral limit of the route as much as possible to
avoid entering VT(D)-58
Y5 PUT-VT SURMA-VT Conditional Route (CDR). Available Monday to Thursday
from 1700 UTC to 2200 UTC and on Friday 1700 UTC to
Sunday 2200 UTC. Other times by NOTAM
Y9 DANDO-VT TAREG-VD Flights between BKK - HTY (vice versa) shall file flight
plan in accordance with applicability for RNAV. In addi-
tion, A-464 AIRWAY is available for flight plan at FL280
and below
Y12 ALUMO-VT DOLNI-VT When VT (R)-13 is activated, Y12 is not available for
flight planning
Y13 GRASO-VT BKK-VT Available for aircraft with VTBS as destination only
Y18 BET-VT HTY-VT Conditional Route (CDR). Available Monday to Sunday
from 1100 UTC to 2300 UTC and public holiday. Other
times by NOTAM or AUP
Y19 BET-VT POXUN-VT Conditional Route (CDR). Available Monday to Sunday
from 1100 UTC to 2300 UTC and public holiday. Other
times by NOTAM or AUP
Y74 NHC-RO KAORU-RO E bound only below FL380 between BORDO Int and Na-
ha VOR (NHC)
Y501 KALIL-WM RIGTO-WM Not available for flight planning at FL220 and below. Re-
fer ATS route A457 or Y506 for alternate route
Y579 TENAS-RK PSN-RK CDR 1: OPERATIONAL HOUR (UTC): Weekdays
1400-2200, SAT 2200 on the preceding until 2400 on the
Saturday, SUN 0000-2200, Holiday 1400 on the preced-
ing until 2200 on the holiday
Y644 AGAVO-ZS EGOBA-RK ALLOCATED FLIGHT LEVELS: FL230, FL250, FL270,
FL290, FL310, FL330, FL350, FL370, FL390, FL410 (E-
BOUND)
Y685 SEL-RK KPO-RK Only westbound flight from KPO to SEL on Y685 is au-
thorized, except aircraft departing from RKTY or RKTI.
Eastbound requires 24 hours PPR from Daegu ACC
PACIFIC

IDENT ICAO ICAO
Y697 AGAVO-ZS SEL-RK Only flying westbound from SEL to AGAVO on Y697 is
authorized. (Unless otherwise assigned by ATC, flying
eastbound on this airway segment shall not be used)
Y697 KAE-RK LANAT-RJ Only flying westbound from LANAT to KAE on Y697 shall
get 24HRs PPR from Daegu ACC
Y744 PILIT-RK PSN-RK 11,000 FT to FL240, and above FL280 will be blocked. At
or above 11 000 FT, 15 days PPR required from Air Traf-
fic Management Office
YMEOL YME-RJ OLSOP-RJ A gap in the navigation signal exists between 9
S DME/YME and 12 DME/YME
YTEFK YTE-RJ FKE-RJ A gap in the navigation signal exists between 12
E DME/YTE and 14 DME/YTE
YTEGT YTE-RJ GTC-RJ A gap in the navigation signal exists between 14
C DME/YTE and 24 DME/YTE
YTEYS YTE-RJ YSE10-RJ A gap in the navigation signal exists between 9
E DME/YTE and 11 DME/YTE
Z13 MQE-RJ AKESI-RJ For CDR2 Applicable date, period and minimum applica-
ble altitude are notified by NOTAM
Z16 TAPPI-RJ MIHOU-RJ For CDR2 Applicable date, period and minimum applica-
Z17 SAMON-RJ MRE-RJ For CDR2 Applicable date, period and minimum applica-
Z31 ONC-RO BORDO-RJ For CDR2 Applicable date, period and minimum applica-
Z40 IGMON-RO FUE-RJ For CDR2 Applicable date, period and minimum applica-
Z119 GTC-RJ FKE-RJ For CDR2 Applicable date, period and minimum applica-
Z151 KALAH-RP TADAG-RP RNAV5 exclusive
Z262 KEC-RJ ALUYO-RJ For CDR2 Applicable date, period and minimum applica-
ZYTGT ZYT-RJ 00GTC-RJ A gap in the navigation signal exists between 145
C DME/ZYT and 150 DME/ZYT
SP SP

IDENT ICAO ICAO
A597 ADNUG-AG NINOD-AG All overflying aircraft transiting the Honiara (AGGG) FIR
at FL245 and above are not reqired to report at 60nm
Honiara (HN) DME
A597 VIRAR-NF ENOUS-NF RNAV 5 between 9500' MSL and FL245
A598 BIKSU-AG GURVA-AG All overflying aircraft transiting the Honiara (AGGG) FIR
Honiara (HN) DME
B326 DAGDA-AG EGITI-AG All overflying aircraft transiting the Honiara (AGGG) FIR
Honiara (HN) DME
B452 VAKRO-AG MAGPO-AG All overflying aircraft transiting the Honiara (AGGG) FIR
Honiara (HN) DME
B469 PU90-WM VMR-WM All aircraft deviating east of the track while areas
WM( R )-102B and WM( R )-103B are active, and west of
the track while WM( R )-104 is active are required to con-
tact Kuantan App or Lumpur Control for traffic information
B469 VPK-WM PADLI-WM All aircraft deviating east of the track while areas
B470 SJ-WS PKP-WI B470: Two-way routing Singapore/Pangkal Pinang for flt
blw FL200
B470 SJ-WS UDONI-WS (a) All odd flight levels +500ft above the minimum en-
route level up to and including FL195 (Quadrantal): (b)
Above FL195, starting at FL210 all odd flight levels up to
and including FL290 (Semi-circular)
B470 SJ-WS UDONI-WS Above FL290, all flight levels at 1000ft intervals starting
at FL290 and up to FL410, except for flights beyond Ja-
karta where only odd flight levels shall be assigned
B470 UDONI-WS ANITO-WI (a) All odd flight levels +500ft above the minimum en-
SP SP

IDENT ICAO ICAO
B470 UDONI-WS ANITO-WI Above FL290, all flight levels at 1000ft intervals starting
B474 MEPAB-YB SON-NV RNAV 5 between 9500' MSL and FL245
B578 TEBUR-YB BAVAP-NF RNAV 5 between 9500' MSL and FL245
B579 PUT-VT VPL-WM For flight planning, route segment between PUT and Da-
lan shall be operated as unidirectional
B580 VESUN-YB ELSAX-NW RNAV 5 between 9500' MSL and FL245
B586 BODEG-YB LTO-NW RNAV 5 between 9500' MSL and FL245
B590 LTO-NW LEDIT-NW RNAV 5 between 9500' MSL and FL245
B598 SAKPI-AG PAKMI-AG All overflying aircraft transiting the Honiara (AGGG) FIR
Honiara (HN) DME
B599 LTO-NW ATPEN-NF RNAV 5 between 9500' MSL and FL245
G579 FIRJ3-WS REPOV-WS (a) All odd flight levels +500ft above the minimum en-
G579 FIRJ3-WS REPOV-WS Above FL290, all flight levels at 1000ft intervals starting
G579 FIRJ3-WS SJ-WS bi-directional below FL200
G579 PLB-WI FIRJ3-WS bi-directional below FL200
G579 REMES-WS LEGOL-WS (a) All odd flight levels +500ft above the minimum en-
G579 REMES-WS LEGOL-WS Above FL290, all flight levels at 1000ft intervals starting
G579 SJ-WS GUMPU-WM All flights between Sinjon NDB and GUMPU should avoid
WS(R)-38 at all times
G582 VBA-WM VPK-WM Eastbound Flights to reach FL250 or above by Batu
Arang (VBA) D78
SP SP

IDENT ICAO ICAO
G591 SCUBA-NW MEPAB-YB RNAV 5 between 9500' MSL and FL245
H116 ARETI-NZ WK-NZ Wanganui (WU) NDB- ARETI Radar Route available only
to aircraft overflying (WU)
H205 RUGVI-NZ IGDOT-NZ New Plymouth (NP) VOR D45-RUGVI, MRA 6000
H247 WU-NZ TENUR-NZ 12WU - TENUR - 12WU MEA 10,000 ft
H259 BIKOT-NZ AA-NZ When Ngatea, Hauraki Plains Danger Area NZ(D)-233 is
active, Route Operating Limitations imposed. MFA
10000'
H424 CH-NZ GOOSE-NZ Christchurch - Goose One- Way AVBL above 10,000'
J174 MEK-YM PEKAY-YM South bound acft plan east/odd levels, north bound acft
plan west/even levels
KQ282 GUMPI-NZ ELNOR-NZ RNP2 for Civil Aviation Authority of New Zealand ap-
proved operators only
KQ440 TAYLA-NZ NOMAP-NZ RNP2 for Civil Aviation Authority of New Zealand ap-
proved operators only
L517 VMY-WB TERIX-WS No PDC arrangements FL280, FL300 and FL340
L649 LAXOR-WS BRU-WB Available only for flights departing from Brunei (WBSB),
Labuan (WBKL) and Miri (WBGR) to Hong Kong (VHHH)
only
L649 LAXOR-WS BRU-WB No-PDC Flight Levels FL300 and FL380 applicable
L762 ASUNA-WS MIBEL-WI Available only for aircraft departing or arriving at airports
within Singapore FIR
M646 OSANU-RP KAMIN-WS ALLOCATED FLIGHT LEVELS: FL310, FL350, FL390
(NE-BOUND); FL320, FL360, FL400 (SW-BOUND)
M751 GOLUD-VT VPK-WM M-751: RVSM FL290, 330, 350, 370, 410 eastbound.
RVSM standard ICAO Cruise Levels apply westbound
M751 VKB-WM GUGIT-WM All aircraft deviating east of the track while areas
M758 OLKIT-WS VJN-WB RVSM flight levels FL270, FL290 and FL330 eastbound
M758 OLKIT-WS VJN-WB RVSM flight levels FL300, FL340 and FL380 westbound
M758 URIGO-WS IDSEL-WM RVSM flight levels FL270, FL290 and FL330 eastbound
SP SP

IDENT ICAO ICAO
M758 URIGO-WS OLKIT-WS RVSM flight levels FL280, FL300 and FL340 westbound
M758 VPK-WM IDSEL-WM RVSM flight levels FL270, FL290 and FL330 eastbound
M758 VPK-WM IDSEL-WM RVSM flight levels FL300, FL340 and FL380 westbound
M761 VPK-WM VKG-WB Flights departing from Peninsular Malaysia to Kota Kina-
balu FIR via RNAV route M761 will be cleared to
FL270,FL290 or FL330.Succeeding aircraft may be
cleared to same level provided 10 minutes longitudinal
separation using MNT exists with no closing speed
M761 VPK-WM VKG-WB Flights departing from aerodromes within Kota Kinabalu
FIR via RNAV route M761 will be cleared to FL280,
FL300 or FL340. Succeeding aircraft may be cleared to
same level provided 10 minutes longitudinal separation
using MNT exists with no closing speed
M772 ANIPU-WB BUKTU-WI M772 Only available for traffic from Jakarta to Hong Kong
or destination beyond Hong Kong
N875 ARUPA-WS ENREP-WS AVAILABLE RVSM ALTITUDES FL290, FL330, FL370
(Eastbound) FL300, FL340, FL380 (Westbound)
N884 VMR-WM LUSMO-WS Not available for flight planning
N891 PU-WS IGARI-WS ALLOCATED FLIGHT LEVELS: FL260, FL300, FL380
(N-BOUND); FL330 (S-BOUND)
Q100 WB-NZ IGMUL-NZ Available Non-GNSS MFA 10,000ft
Q102 RUGVI-NZ OMBUB-NZ Available Non-GNSS MFA 10,000ft
Q126 OPABI-NZ HN-NZ Available Non-GNSS MFA 10,000ft
Q169 AVKEX-NZ PORIG-NZ Available Non-GNSS MFA 10,000ft
Q219 OH-NZ OPABI-NZ Available Non-GNSS MFA 10,000ft
Q235 AVKEX-NZ WN-NZ Available Non-GNSS MFA 10,000ft
Q277 OPABI-NZ AA-NZ Available Non-GNSS MFA 10,000ft
Q472 WB-NZ AVKEX-NZ Available Non-GNSS MFA 10,000ft
Q566 IPMIR-NZ AKAVI-NZ Available Non-GNSS MFA 10,000ft
Q800 ATBUB-NZ RIDLA-NZ Available Non-GNSS MFA 10,000ft
Q852 SW-NZ MIPAK-NZ Available Non-GNSS MFA 10,000ft
SP SP

IDENT ICAO ICAO
R450 REGIT-AG IPMOP-AG All overflying aircraft transiting the Honiara (AGGG) FIR
Honiara (HN) DME
R587 MEPAB-YB VLI-NV RNAV 5 between 9500' MSL and FL245
R599 SALIT-AG GUREB-AG All overflying aircraft transiting the Honiara (AGGG) FIR
Honiara (HN) DME
T18 LAPIM-NZ ELKIG-NZ Contingency route. Activated by NOTAM
T46 MIDUB-NZ AA-NZ Contingency route. Activated by NOTAM
T92 NS-NZ ELKIG-NZ Contingency route. Activated by NOTAM
V306 WN-NZ ATBUB-NZ ATS Radar Route only
W448 D064H-WB VZU-WB Acft intending to hold over (VZU) DVOR/DME or DVOR
must cross 8 DME VZU at 10000 Ft or enter minimum
holding pattern at 9500 Ft due to high terrain east of
(VZU) DVOR
W449 VZU08-WB VZU-WB Acft intending to hold over (VZU) DVOR/DME or DVOR
(VZU) DVOR
W452 VZU-WB VZU16-WB Acft intending to hold over (VZU) DVOR/DME or DVOR
(VZU) DVOR
W540 VKB-WM PALNO-WM All aircraft deviating east of the track while areas
Y111 SAMEN-NZ WARDS-NZ Available Non-GNSS
Y127 WN-NZ OPABI-NZ Available Non-GNSS MFA 10,000ft
Y175 CH-NZ OPABI-NZ Available Non-GNSS MFA 10,000ft
Y175 GLENN-NZ IGUTA-NZ Available Non-GNSS MFA 10,000ft Radar Monitored
Y226 PM-NZ GURBO-NZ Available Non-GNSS MFA 10,000ft
Y228 ADRAD-NZ IDVIG-NZ Available Non-GNSS MFA 10,000ft
Y273 OMBUB-NZ AKDOL-NZ Available Non-GNSS MFA 10,000ft
SP SP

IDENT ICAO ICAO
Y288 NS-NZ CH-NZ Available Non-GNSS MFA 10,000ft Radar Monitored
Y311 OMKUN-NZ DADUK-NZ Available Non-GNSS MFA 10,000ft
Y311 OMKUN-NZ DADUK-NZ RNAV GNSS/RNP4
Y320 LAKAR-NZ AA-NZ Available Non-GNSS MFA 10,000ft
Y339 AKOMA-WS AROSO-WM Not available for flight planning at FL220 and below. Re-
fer ATS route A457 for alternate route
Y393 CH-NZ GRETA-NZ Available Non-GNSS MFA 10,000ft
Y393 GRETA-NZ WARDS-NZ Available Non-GNSS Radar Monitored
Y393 WARDS-NZ WN-NZ Available Non-GNSS MFA 10,000ft
Y400 ANOKU-NZ LIMPA-NZ Available Non-GNSS MFA 10,000ft
Y420 GORGA-NZ FALLS-NZ Available Non-GNSS MFA 10,000ft
Y420 MOKER-NZ GORGA-NZ Available Non-GNSS MFA 10,000ft Radar Monitored
Y465 OMDOX-NZ KAMET-NZ Available Non-GNSS MFA 10,000ft Radar Monitored
Y477 SW-NZ CH-NZ Available Non-GNSS MFA 10,000ft
Y501 KALIL-WM RIGTO-WM Not available for flight planning at FL220 and below. Re-
fer ATS route A457 or Y506 for alternate route
Y506 KARRL-NZ TPAPA-NZ Available Non-GNSS MFA 10,000ft
Y513 VKL-WM AROSO-WM Not available for flight planning at FL220 and below. Re-
fer ATS route A457 for alternate route
Y523 RIVTA-NZ GULOV-NZ Available Non-GNSS MFA 10,000ft Radar Monitored
Y526 LIKTU-NZ ALADA-NZ Available Non-GNSS MFA 10,000ft
Y529 DUKUT-NZ LENTU-NZ Available Non-GNSS MFA 10,000ft
Y539 ARETI-NZ PARRA-NZ Available Non-GNSS
Y539 PARRA-NZ RO-NZ Available Non-GNSS MFA 10,000ft
Y550 GENDA-NZ HN-NZ Available Non-GNSS MFA 10,000ft
Y601 MOOSE-NZ NOBAR-NZ Available Non-GNSS MFA 10,000ft
Y640 RO-NZ CHUTE-NZ Available Non-GNSS MFA 10,000ft
Y655 OMKUN-NZ POKOM-NZ Available Non-GNSS MFA 10,000ft
Y666 IDLUR-NZ PM-NZ Available Non-GNSS MFA 10,000ft
Y666 IDVIG-NZ IDLUR-NZ Available Non-GNSS
SP SP

IDENT ICAO ICAO
Y666 LAKES-NZ IDVIG-NZ Available Non-GNSS MFA 10,000ft
Y666 LAKES-NZ PM-NZ Available Non-GNSS MFA 10,000ft
Y667 ADRAD-NZ UPTIK-NZ Available Non-GNSS MFA 10,000ft
Y676 MESIX-NZ IDARA-NZ Available Non-GNSS MFA 10,000ft Radar Monitored
Y714 CH-NZ IDARA-NZ Available Non-GNSS MFA 10,000ft
Y727 LADIS-NZ WARDS-NZ Available Non-GNSS MFA 10,000ft Radar Monitored
Y738 PADMU-NZ WN-NZ Available Non-GNSS MFA 10,000ft
Y780 CHUTE-NZ TARUA-NZ Available Non-GNSS MFA 10,000ft
Y781 PORAM-NZ RIVTA-NZ Available Non-GNSS MFA 10,000ft Radar Monitored
Y819 CH-NZ ODOWD-NZ Available Non-GNSS MFA 10,000ft
Y819 GOGUK-NZ SAMEN-NZ Available Non-GNSS MFA 12,000ft Radar Monitored
Y819 ODOWD-NZ ELPIT-NZ Available Non-GNSS Radar Monitored
Y819 ODOWD-NZ GOGUK-NZ Available Non-GNSS Radar Monitored
Y819 SAMEN-NZ ELPIT-NZ Available Non-GNSS Radar Monitored
Y871 RO-NZ NOBAR-NZ Available Non-GNSS MFA 10,000ft
Y874 LAKAR-NZ LAPIM-NZ Available Non-GNSS MFA 10,000ft Radar Monitored
Y874 LAPIM-NZ MIPAK-NZ Available Non-GNSS MFA 10,000ft
Y890 KAMDO-NZ MAMAN-NZ Available Non-GNSS MFA 10,000ft Radar Monitored
Y894 ALADA-NZ CH-NZ Available Non-GNSS MFA 10,000ft Radar Monitored
Y894 VELGA-NZ PEDPO-NZ Available Non-GNSS
AUSTRALIA
1 GENERAL
1.1 The following general rules and procedures apply to enable identification of air traffic enter-
ing any designated Air Defence Identification Zone (ADIZ) under the control of Australia.
1.2 An ADIZ is airspace of defined dimensions within which identification of all aircraft is
required.
1.3 When a flight is intended to operate within an ADIZ, the pilot, unless exempted in accord-
ance with the following paragraph must:
a. lodge a flight plan 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.; 15 NM east
of...) or, if the departure point is within 100 NM of the ADIZ boundary, report departure;
d. report departure if departing from a point within 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 plan unless prior ATC
clearance is obtained, or outside controlled airspace, notification is given to the appropriate
ATS unit;
g. activate transponder when within 100 NM of the ADIZ and when operating within the ADIZ.
1.4 The following flights over Australia and its territorial waters are exempted from compliance
with the requirements of the previous paragraph:
a. a flight originating within an ADIZ which maintains a steady outbound track;
b. a flight which remains within 10 NM of the point of departure;
c. aircraft performing published approach, holding or recovery procedures; and
d. a flight conducted in accordance with special procedures arranged with the Area Air Defence
Commander.
1.5 Flight plans lodged in accordance with paragraph 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 b. above.
1.6 Reporting points published on ENROUTE/AREA charts must be used plus those required by
the Area Air Defence Commander.
AUSTRALIA
1.7 Pilots must immediately notify ATS of any deviation from flight plan beyond the following tol-
erances:
a. estimated time of commencing the ADIZ route segments: +/- 5 minutes;
b. over land area: +/- 10 NM from track;
c. over oceanic areas: +/- 20 NM from track.
NOTE: The 5 minutes expressed in a. will be used in considering interception action, but
pilots must report predicted deviations of greater than 2 minutes.
1.8 In the event of failure of two-way radio communication, the pilot must proceed in accordance
with the normal radio failure procedures published in the EMERGENCY Section.
2 SPECIAL REQUIREMENTS
2.1 Special requirements may be published relative to a particular ADIZ. Flights exempted in
accordance with paragraph 1.4 will not be exempted from the special requirements unless so
specified.
3 NON-COMPLIANCE
3.1 Significant deviations from the requirements for flight in an ADIZ must be reported immedi-
ately to ATS and details and reasons for the deviation must be reported at the first point of land-
ing, for transmission to the Area Air Defence Commander.
4 INTERCEPTION
4.1 See Emergency Section.
5 DIVERSION OF AIRCRAFT FOR DEFENCE OPERATIONS

5.1 The Area Air Defence Commander may, through ATS, direct the flight of aircraft in the inter-
ests of national security. Messages initiating such requirements will be prefaced by “MILITARY
OPERATIONS REQUIRE . . .”.
AUSTRALIA
PURNULULU NATIONAL PARK (BUNGLE BUNGLE) SCENIC FLIGHTS
Scenic flights conform to the route depicted on the following Fixed wing and Rotary wing
map and to the following Standard Operating Procedures. Pilots conducting these flights
should operate on CTAF 127.3.
NATIONAL PARK ENTRY POINTS

NE Entry S17 18.3 E128 30.7
SW Entry S17 28.0 E128 17.5
AIRPLANES
Airplanes operate around the Bungles in a clockwise direction and in accordance with the follow-
ing procedures:
a. Scenic route entry and exit should be conducted via the designated points.
b. Entry and Exit of route at other locations must be at a tangent to the route.
c. Corner cutting and orbits are not permitted.
d. Maximum IAS is 140 kts.
e. Operate between 2500 ft and 3000 ft AMSL.
f. Broadcast departing the area on the CTAF (127.3).
g. Traffic departing the Route at the Bellburn exit point for landing at Bellburn to maintain a
track 2 NM East of the Coalition.
HELICOPTERS
Helicopters are requested to respect public and indigenous sensitivities by following the negoti-
ated flight paths within the Bungle Bungles (Purnululu National Park).
To maintain terrain clearance, helicopters may operate to the minimum extent required above
2,000 ft provided they:
a. Broadcast detailed intentions before leaving 2,000 ft on climb;
b. Cross the airplane route at right angles; and,
c. Broadcast returning to operations not above 2,000 ft.
Helicopters are not permitted to land on the Bungle Bungle Range at any time. Helicopters can
only land at the Bellburn airstrip within the Purnululu National Park.
Bellburn is a private strip, permission is required prior to landing. Refer to Bellburn FAC entry for
contact details.
Visiting Helicopters/Pilots. Due to high volume of both Fixed wing and Rotary wing traffic at the
Bungles; It is highly recommended that a briefing is obtained from any of the local Helicopter
scenic operators at Kununurra or Bellburn before conducting a scenic flight of the Bungle Bun-
gles.
AUSTRALIA
FLIGHT PROCEDURES
a. Bungles scenic flights conform to the following standard operating procedures. Visiting pilots
are welcome to contact local chief pilots for a detailed briefing.
1. Operations from or to Kununurra or Halls Creek shall enter or leave the Bungles as fol-
lows:
Kununurra to Bungles
(a) Following take-off maintain 700 ft AMSL, turn LEFT off Rwy 30, or RIGHT off Rwy
12 and track SE to establish E of the Ord River by 5 NM YPKU.
(b) At 5NM YPKU climb to not above 2500 ft AMSL and, remaining E of the Ord River,
track along the Ord River and Spillway Creek to the Ord Top Dam, then track
direct to the NE Tip of the Bungles.
(c) Operate around the Bungles in accordance with the procedures specified under
AIRPLANES above.
Bungles to Kununurra
(a) At the NW Tip of the Bungles climb to not below 3500 ft AMSL and track direct to
the Argyle Diamond Mine.
(b) Caution Jet traffic to A320 size operating at YARG (Argyle Diamond Mine) Select
Transponder 1200 mode C for TCAS (YARG & YPKU). Expect Jet OPS to use
instrument/straight in approach paths Monitor YARG CTAF 127.3 and/or BN CTR
122.4.
(c) Maintain not below 3500 ft AMSL and track from the mine to Ord Top Dam along
the western shoreline of Lake Argyle.
(d) Remaining W of the Ord River track to APKU and join the circuit via crosswind not
below 1200 ft AMSL.
(e) See also – operations under AIRPLANES above.
Halls Creek to Bungles
(a) Track to the Southwest tip of The Bungles via McIntosh Hills.
(b) Operate around the Bungles in accordance with the procedures specified under
AIRPLANES above.
Bungles to Halls Creek
(a) Depart the Southern tip of the Bungles tracking direct to Halls Creek.
(b) Operate around the Bungles in accordance with the procedures specified under
AIRPLANES above.
BUNGLES ALAs
Aircraft operating to or from ALAs in the Bungles area must adopt the above procedures.
AUSTRALIA
AUSTRALIA
All ACFT are required to comply with the following flight planning requirements when
operating in civil and military controlled airspace.
ROUTE FLIGHT PLANNING REQUIREMENTS

ROUTE SECTION REQUIREMENT
1. NEW SOUTH WALES / ACT
Canberra – AKMIR Not AVBL ABV FL200
Coffs Harbour – Williamtown Not to be flight planned when R580, R583A,
R587AB ACT
KADOM – TESAT Not AVBL unless overflying TESAT FL290 or ABV
Lord Howe – Williamtown – Lord Howe ATS Route W149 must not be flight planned when
R574 ACT. An alternate route via PMQ must be
planned.
Lord Howe – Williamtown – Port Macquar- ATS Route W768 must not be flight planned when
ie R574 ACT. VFR transit not assured when R574
ACT.
MAKOR – MATLA Not to be flight planned ABV 8500'
MAKOR – Williamtown Not to be flight planned ABV 8500'
Nowra – Camden Not to be flight planned
Parkes – Gunnedah – Inverell Not to be flight planned ABV FL200
Port Macquarie – Singleton Not to be flight planned ABV 8500'
Quirindi – Richmond AVBL only for ACFT landing Richmond
Richmond – Bankstown (V11) Not AVBL ABV 6000'
Richmond – AKMIR Not to be flight planned ABV 8000'.
Richmond – MAKOR BLW 8500' flight plan RIC DCT MAKOR
ABV 8500' flight plan RIC W365 RUNNA DCT MA-
KOR
Richmond – Quirindi – Tamworth Not to be flight planned above 10,000' if landing
Tamworth (YSTW)
Scone – MAKOR Not to be flight planned above 10,000'
ATGOD – AKMIR Not AVBL above FL160
Taree – Singleton Not to be flight planned ABV 8500'
Taree – Williamtown Not to be flight planned when R580, R583A, R587A
or R587B ACT
AUSTRALIA

Williamtown – North Flight plan via NICLA when R580, R583A, R587A or
R587B ACT
Williamtown – Taree Not to be flight planned when R580, R583A,
R587AB ACT
Williamtown – Coffs Harbour Not to be flight planned when R580, R583A,
R587AB ACT
Williamtown – KAMBA – Sydney Not to be flight planned
Wollongong – Canberra Not to be flight planned ABV 10,000' for ACFT land-
ing Canberra.
1.1 Sydney Departures — Jet
SOUTH via WOL
Landing YSCB WOL H65
Overflying YSCB WOL J42 CB
NORTH (ports to YBSU) via ENTRA
FL270 and ABV:
ENTRA Y245 BANDA. Vertical requirements apply.
See YSSY 10–3.
BLW FL270 OR unable to meet vertical require-
ments must plan ENTRA H133 MATLA
Landing YWLM ENTRA H185
NORTH EAST (Routes N of G595)
Via B474 via NOBAR B474
When R574, R671, R662 or R650 is active: via
G595 GUTIV DCT DUDEP UY70 BISAB UJ328 IS-
TEM B474 or
When only R574 is active: ENTRA DCT BANDA
DCT PADDY B474 (Refer YSSY 10–3 SID(R) for
vertical requirements)
When R574 is active: via G595 GUTIV DCT DUDEP
UY70 BISAB UJ328 MISLY B580
Via A579 via NOBAR A579
When R574 is active: via G595 GUTIV DCT DUDEP
DCT NATLI A579
AUSTRALIA

When R574 is active: via G595 GUTIV DCT ABARB
B450
East (New Zealand Ports)
For NZAA, NZHN EVONN L521 LEGAN
For NZPM, NZWN, NZCH CAWLY M636 PLUGA
For NZDN, NZQN OPTIC Y84 TONIM
WEST If joining T74 plan via RIC UH226 ENPAG
NORTH WEST If R559 ACT and H76 is NOTAM as NOT AVBL,
plan via RIC H202 MUDGI H105 NBR (refer to YS-
SY STARs and SIDs for vertical requirements)
1.2 Sydney Departures — Non-jet
SOUTH
Coastal Ports Via WOL
Inland Ports Via CORDO
NORTH Via KAMBA W220 MATLA or
KAMBA V140 WLM
(Tracking via WLM subject to MIL traffic during Wil-
liamtown ATS HR).
EAST Refer Sydney Departures – Jets
WEST Via AKMIR is NOT AVBL. Plan via KADOM or COR-
DO
Via V316 When R559 is active: via RIC H202 MUDGI ELONG
REPOB
Via W715 When R559 is active: via KAMBA W220 MATLA
W702 QDI W572 GDH
W702 QDI
W702 SCO
AUSTRALIA

1.3 Bankstown Departures
SOUTH
Jets DCT WOL
Non-jets – inland ports DCT CORDO
Non-jets – coastal ports DCT WOL
NORTH Turbine powered ACFT ABV 9500' DCT TESAT
(via MATLA/WLM) V140 KAMBA BLW 10,000' or non-turbine powered
ACFT DCT RIC W214 MAKOR W347 MATLA
EAST DCT TESAT then refer Sydney Departures – Jets
WEST Via AKMIR is NOT AVBL. Plan via KADOM or COR-
DO.
Via W715 When R559 is active: BK RIC W214 MAKOR W551
SCO W702 QDI W572 GDH
SCO W702 QDI
SCO
1.4 Richmond Departures
SOUTH DCT ANKUB DCT CORDO or W430 WOL, 5000'
and BLW or 10,000' and ABV or
DCT RAKSO W144 TONTO 5000' and BLW
RIC DCT AKMIR NOT AVBL ABV 8000'
NORTH via MAKOR 8500' and BLW – DCT MAKOR
ABV 8500' – DCT RUNNA DCT MQD
EAST DCT ANKUB DCT TESAT then refer Sydney Depar-
tures – Jets
Via W715 When R559 is active: RIC W214 MAKOR W551
SCO W702 QDI W572 GDH
SCO W702 QDI
SCO
Via H76 When R559 is active: RIC H202 MUDGI H105 NBR
AUSTRALIA

1.5 Sydney Arrivals – Jets
SOUTH and SOUTH WEST Routes to join Y59 by CULIN
NORTH Routes to join H12 by CORKY
Departing YWLM Via MAKOR DCT BOREE H12
WEST VELGI Y105 TARAL Y59
NORTH WEST UH201 When R559F is active: AGETA DCT QDI DCT SCO
H12
NORTH EAST (Routes G595 and N)
B474 BEADS DCT RIKNI N774
When R574, R671, R662 or R650 is active: ISTEM
UJ328 MISLY DCT ABARB DCT RIKNI N774
B580 IFFEY DCT RIKNI N774
When R574 is active: MISLY DCT ABARB DCT RI-
KNI N774
A579 NATLI DCT ABARB DCT RIKNI N774
B450 LHI UH258 RIKNI N774 TESAT
G595 ATNAT RIKNI N774 TESAT
EAST (from New Zealand ports)
M636 or N750 PLUGA DCT RIKNI N774
P766 TONIM DCT RIKNI N774
1.6 Sydney Arrivals – Non-jets
SOUTH and WEST
Departing YSHL WOL W652 ODALE W113 at 6000'; W430 NOT
AVBL
H65 thru W to line ANBAN – AGETA Via AKMIR W113
East of line ANBAN – AGETA to coast Refer NORTH entry
NORTH
Via OLTIN OLTIN W180
Via SCO SCO W551 YAKKA W180 (10,000' and BLW)
Departing YWLM WLM W170 LOWEP W180; or
WLM W603 MEPIL W180 (7500' and BLW)
AUSTRALIA

EAST Refer Sydney Arrivals – Jets
1.7 Bankstown Arrivals
SOUTH and WEST
Departing YSHL WOL W652 WATLE Y20 BK at 6000'; W430 not
H65 thru W to line ANBAN – AGETA AVBL (Published) Routes to join V599, expect WA-
TLE Y20 BK
East of line ANBAN – AGETA to coast
Refer NORTH entry
NORTH
Via OLTIN OLTIN W214 RIC V11 BK. Restriction NOT ABV
6000' RIC-BK
Via SCO SCO W365 RIC V11 BK, FL200 and BLW (Restric-
tion NOT ABV 6000' RIC-BK)
EAST Refer Sydney Arrivals – Jets, then TESAT DCT BK
1.8 Richmond Arrivals
EAST Refer Sydney Arrivals – Jets, then TESAT DCT RIC
1.9 Overflights within 30 NM Sydney
BLW 10,000'
NORTH BOUND AKMIR W713 KADOM DCT MAKOR at 7000'
SOUTH BOUND MAKOR DCT KADOM W713 AKMIR at 6000'
10,000' and ABV Plan via ERC route
EAST BOUND INTL via PKS ABV FL280, PKS A576 TESAT then Oceanic Route
From S landing YWLM
Jets via TESAT H185
Non-jets via TESAT V140
From N Departing YWLM
Jets via W284 DONIC W778 HOOKS then ERC route
Non-jets (10,000' and ABV) via W170 LOWEP W180 TESAT then ERC route

2. NORTHERN TERRITORY
2.1 Darwin Departures – Jet
CS clockwise to AD and AS via Y25
AUSTRALIA

090DN VOR to 170DN VOR inclusive via Y25
171DN VOR to 255DN VOR inclusive via J151 – ZAMMI – preferred route
256DN VOR to 299DN VOR inclusive via J61 JULIE
300DN VOR to 359DN VOR inclusive via OCTOB – preferred route
077DN VOR to 170DN VOR inclusive via Y25 PALGA
2.2 Darwin Departures – Non-jet at or above 9000'
121DN VOR to 180DN VOR inclusive via J251
181DN VOR to 234DN VOR inclusive via W287 – TOMAS – preferred route
271DN VOR to 295DN VOR inclusive via J61 JULIE
060DN VOR to 100DN VOR inclusive via VANDI – preferred route
101DN VOR to 120DN VOR inclusive via RUSKA – preferred route
2.3 Darwin Arrivals – Jet
CS clockwise to AD and AS via Q23 (joining at various points on track as
per FPL options)
091DN VOR to 180DN VOR inclusive via Q23 (joining at various points on track as
per FPL options)
181DN VOR to 255DN VOR inclusive via JULUP – J72
256DN VOR to 359DN VOR inclusive via DONYA – M768
060DN VOR to 090DN VOR inclusive via KARRA GATOR
2.4 Darwin Arrivals – Non-jet at or above 10,000'
060DN VOR to 105DN VOR inclusive via KARRA GATOR
106DN VOR to 170DN VOR inclusive via Q23 (joining at various points on track as
per FPL options)
171DN VOR to 234DN VOR inclusive via JULUP – J72
256DN VOR to 359DN VOR inclusive via DONYA – M768
2.5 Darwin Air Route Restrictions – Landing
B598 UNTER DN NAVBL A/C LANDING DN
J151 RAGER DN NAVBL A/C LANDING DN
J61 DUMAV DN NAVBL A/C LANDING DN
J138 NERTI DN NAVBL A/C LANDING DN
J251 TN DN NAVBL A/C LANDING DN
AUSTRALIA

A461 AS DN NAVBL A/C LANDING DN
A461 ADKUL DN NAVBL A/C LANDING DN
J151 ZAMMI DN NAVBL A/C LANDING DN
M766 IDOTO DN NAVBL A/C LANDING DN
A458 KILIK DN NAVBL A/C LANDING DN
J61 CURLY DN NAVBL A/C LANDING DN
2.6 Darwin Air Route Restrictions – Departing
B598 DN UNTER NAVBL A/C DEPARTING DN
J151 DN RAGER NAVBL A/C DEPARTING DN
J61/J138 DN JANUS NAVBL A/C DEPARTING DN
J251 (JETS) DN LAKUP NAVBL A/C DEPARTING DN
A461 DN AGUST NAVBL A/C DEPARTING DN
J72 DN WANGI NAVBL A/C DEPARTING DN
M766 DN JACKI NAVBL A/C DEPARTING DN
A458 DN ZAARS NAVBL A/C DEPARTING DN
M768 DN DONYA NAVBL A/C DEPARTING DN
2.7 Darwin – Dili
Darwin – Dili All ACFT ABV FL240 must plan via IKUMA
then ATS route Z86. All ACFT FL240 and be-
low must plan via JULIE then ATS route Z69.
Dili – Darwin All ACFT ABV FL240 must plan via Z12 ELBIS
M768 DN. All ACFT FL240 and BLW must plan
via TODOT Z10 DONYA M768 DN.
2.8 Routes Affected by Restricted Area Status
Alice Springs – Darwin A461 when R225ABCDEF and R250 are not
Darwin – Alice Springs active
DN – CS clockwise to AD and AS PALGA ADKIV (Y25) NAVBL BLW FL270 when

R228A active
090 DN VOR to 170 DN VOR inclusive PALGA ADKIV (Y25) NAVBL BLW FL270 when
R228A active
101 DN VOR TO 120 DN VOR inclusive DN RUSKA (W473) NAVBL when R228A ac-
tive
AUSTRALIA

Tindal – LARAB – Tindal A464 when R225ABCDEF and R250 are not
active
VFR aircraft departing and arriving DN, with the exception of destinations on Bathurst or Melville
Islands, are required to plan via a published DN VFR Route.
2.9 Alice Springs – Ayers Rock
Alice Springs – Ayers Rock a. All ACFT above 10,000' landing at Ayers
Rock must plan via V656.
b. ACFT overflying AYE NDB must plan via
ATS route W408 between AS VOR and
AYE NDB.
Ayers Rock – Alice Springs a. ACFT must plan via LUVAV.
b. When using the PUMAK INTERCEPT, a
distance not less than 13 DME AS must
be maintained until established on the Lo-
calizer.
NOTE: The following route segments in the Ayers Rock area are not to be flight planned without
prior approval:
Y69 between ROOKS and HERMA
T47 between AYE NDB and WINAL
UY93 between HERMA and AS VOR
2.10 Alice Springs Air Route Restrictions
T85 ACFT must not flight plan via SCHEE when ar-
riving or departing YBAS.
T85 must only be flight planned when overflying
YBAS AT or ABV FL190.

3. QUEENSLAND
3.1 Brisbane Departures – Jets
NORTH
To North via Q67 BIXAD
AUSTRALIA

To North East via Q67 BIXAD A598 SETER
When R637 is active (depending on restricted
area levels): via Q67 GUDSO Q24 TERUV PU-
GEL
Destination YBSU via ITIDE Q69 SU DCT
EAST
To East or South East via B578 GUMKI
via J208 SCOTT
SOUTH
Destination YBCG via LAGOB
To South via H91 SANEG
WEST
To West via V250 LEBIT V412 ROM
To North West via V250 IBUNA
Destination YKRY via V250 IBUNA V530 YKRY (not above
FL120)
3.2 Brisbane Departures – Non-jets
NORTH
To North via V308 AKOBA
Destination YBSU HOLIS W247 SU DCT
EAST
To East or South East via B578 GUMKI
via J208 SCOTT
SOUTH
Destination YBCG via LAGOB
Destination YLIS via W276
To South via H91 SANEG
WEST
Destination YEML, YBTR via Q484 MORRO Q421 UNVAT
Destination YMRB via V308 SAGLI W231 GLA W636 RK W518
NIPOM
AUSTRALIA

Destination YTWB, YSGE, YGDI and YBWW via Q484 RUDEY BIVAT
Destination YBOK via Q484 RUDEY OK
Destination YKRY via V250 IBUNA V530 YKRY (not above
FL120)
Between 233BN VOR and 298BN VOR via Q484 RUDEY
South of 233BN VOR via H91 SANEG
3.3 Brisbane Arrivals – Jets
NORTH
From North LAMUG Y177 BN DCT
Departure YBSU via Q923 MUDDL
Departure YHBA via W699 SOSTU V221 LAMUG Y177 BN DCT
Departure YBUD via V163 LAMUG Y177 BN DCT
EAST
From North East via ATROP UH224 BN DCT
From East via SAVER G329 BN DCT
SOUTH
From South East via T53 GOMOL H185 BN DCT
Between CG and 210BN VOR GOMOL H185 BN DCT
GAMBL H66 LAGOB H185 BN DCT
WEST
Departure YMLS YMLS DCT BEPNA Y79 BN DCT
North of 260BN VOR to 300BN VOR via ROM Y166 ROWLO V327 HAWKE Y340
LAMUG Y177 BN DCT
Between 210BN VOR and 260BN VOR via Y94 GUSNI DCT ENLIP Y465 BN DCT
3.4 Brisbane Arrivals – Non-jets
NORTH
From North OTLEB V307 BN DCT
Departure YBSU via V217 GAYLA V307 BN DCT
Departure YHBA via W699 SOSTU V372 OTLEB V307 BN DCT
Departure YBUD via V315 OTLEB V307 BN DCT
EAST
AUSTRALIA

From North East via ATROP UH224 BN DCT
From East via SAVER G329 BN DCT
SOUTH
From South via GAMBL DCT GOMOL H185 BN DCT
WEST
From West NODOR Y79 BN DCT
Departure YMLS YMLS DCT BEPNA Y79 BN DCT
Departure YKRY via V662 WOODY Y79 BN DCT
Departure YTWB and YBWW via Y241 WOODY Y79 BN DCT
From South West via ENLIP Y465 BN DCT
3.5 Brisbane Overflights
ACFT planning transit flights overhead Brisbane AD/CTR should plan at or above 7000'.
3.6 Archerfield – Departures
NORTHWEST
SUSGI or East thereof via BN V308 AKOBA
Emerald/Blackwater 10,000' and ABV via WACKO IBUNA Q493 HAWKE
Via SURPO via Not ABV 6000'
YKRY via WACKO V250 IBUNA V530 YKRY (not
above FL120)
YTAM via WACKO V250
3.7 Cairns overflights
ACFT using air routes Q26 or Q499 to CS then using B473, R204 or A216 from CS, flight plan
from UPOLO or NONUM DCT to MEMOS, KIMMI or MEMIG.
3.8 Cairns Arrivals – from Southeast
Jet ACFT from YBTL via R346 SWALO Q67 CS
Non-Jet ACFT from YBTL or via TL via PEWEE V308 BARIA Q67 CS
All other routes on Track
JET ACFT via VOMPA – the following route is not available TL R346 SWALO Q67 CS.
3.9 Cairns Departures
Jet ACFT via TL VOR via Y177 SWIFT R346 TL
AUSTRALIA

Arriving YBTL via V264 SPARO
All other routes on Track
3.10 Gold Coast
Departures
ACFT Departing on route Q53 include APAGI in flight plan details
Departures to the South
Jet ACFT to flight plan via 218CG VOR intercept ATS route H91 at APAGI (Sydney)
intercept ATS route Q923 at ISKIM (Melbourne)
track via Q53 (Adelaide)
Non-jet ACFT ABV 10,000' to flight plan via 198CG VOR to GAMBL
Departures to the North
To North via Q47 KATEB
To North West via Q47 KATEB Y258 LEBIT
Departures to New Zealand
Direct to ELLAS, LHI, SIFRA or via T53.
T53: When R662 is active (depending on Restricted Area levels) plan GOMOL LAMSI N584
JUMPA
Departures to the West – Turbojet ACFT
T33 via APAGI VIGUT RACHL T33
AUSTRALIA

Arrivals from the South
Jet ACFT must plan via BERNI Y43 GREAV GOMOL
Non-jet ACFT, RNAV or RNP, at or above FL130 shall plan BERNI ROONY KERRI
Non-jet ACFT, NON RNAV or NON RNP, at or above FL130 shall plan via RIDVO
Non-jet ACFT BLW FL130 must plan via RIDVO
Arrivals from the East
Via LAMSI
When R662 is active (depending on Restricted Area levels): SIFRA N584 LAMSI
Arrivals from the North West
Via BN Y177 GOMOL DCT
3.11 Arrivals from the West and Northwest – Turbojet ACFT
Via SMOKA BN Y177 GOMOL DCT
Via WOODY BN Y177 GOMOL DCT
Via ENLIP Y465 BN Y177 GOMOL DCT
3.12 Sunshine Coast
Departures
Jet Departures South via Q923 SANEG
Non-jet Departures South via V217 GAYLA
Jet Departures North via TAPET Q67
Jet Departures North West via TAPET COOLA V129
Non-jet Departures North via TAPET MAGPI
Non-jet Departures North West via TAPET SUSGI
Arrivals
Arrivals from the North West via SUSGI W534 SEBVA
Arrivals from the North East via Y32 REBEG
Jet Arrivals from the South via GOMOL Q69 SU DCT
Non-jet Arrivals from the South via BN HOLIS SU DCT
3.13 Mackay, Rockhampton and Townsville
Mackay – Townsville ALISN V308 TL
Townsville – Mackay ALBUX V153 MK
AUSTRALIA

Mackay – Rockhampton LERKI V153 RK
Rockhampton – Mackay PROBO V308 MK
Non-jet ACFT departing Rockhampton via RK V111 BUDGI V99 SUSGI
SUSGI
3.14 Townsville – IFR Departures – Diversions when R736 and R751 active A060 and ABV
For W660 and Charters Towers (YCHT) Flight plan via ANRUB then to rejoin published
track at next reporting point.
For W469, W637, W265, W528, J184 and Flight plan via CATEY then to rejoin published
ZZ929 (uncharted) track at next reporting point.
For Z51, J138 and W841 Flight plan via PELIS, then to rejoin published
track at next reporting point.
3.15 Townsville – IFR Arrivals – Diversions when R736 and R751 active A060 and ABV
For W660 and Charters Towers Flight plan via BATIR VOMPA TL
(YCHT), W469, W637, W265, W528,
J184 and ZZ929 (uncharted)
For Z51, J138 and W841 Flight plan via PELIS SEMBU TL
3.16 Townsville – Diversions When R737ABCD Active
Southern Diversion
Departures For W660 and Charters Towers Expect departure clearance via ANRUB then to
(YCHT) re-join published track at next reporting point.
Departures Expect departure clearance via ANRUB Q71
For W469, W637, W265, W528, J184 and DOBGO then to re-join published track at next
ZZ929 (uncharted) reporting point.
Arrivals For W660 and Charters Towers Expect arrival clearance via BATIR VOMPA TL.
(YCHT)
Arrivals Expect arrival clearance via HUG Y34 BATIR
For W469, W637, W265, W528, J184 and VOMPA TL.
ZZ929 (uncharted).
Northern Diversion
Departures For J138, W841 and Z51 Expect departure clearance via CARMN
(W387) TORIA then to re-join published track at
next reporting point.
AUSTRALIA

Arrivals Expect inbound clearance via TORIA (W387)
For J138, W841 and Z51 CARMN TL.
3.17 Townsville – Diversions When R737A Active (R737BCD not active)

Southern Diversion
Departures Flight plan via ANRUB then to re-join published
For W660 and Charters Towers (YCHT) track at next reporting point.
Departures For W469 Flight plan via ANRUB EGOPI then to re-join
published track at next reporting point.
Arrivals Flight plan via BATIR VOMPA TL.
For W660, W469 and Charters Towers (YCHT)
Northern Diversion
Departures Flight plan via TARET then to re-join published
For J138, J184, W637, W265, W528, W841, track at next reporting point.
Z51 and ZZ929 (uncharted)
Arrivals Flight plan via TARET TL.
For J138, J184, W637, W265, W528, W841,
Z51 and ZZ929 (uncharted)
3.18 Amberley IFR Departures
North
Between 280 and 006 AMB TAC via JEDDA
East
Between 006 and 116 AMB TAC via BN
ACFT landing/air working at YBCG may plan
DCT GOMOL
South
Between 116 and 200 AMB TAC via TATEN
West
Between 200 and 280 AMB TAC via BOBOP or via MESED – MORRO
3.19 Toowoomba
To West via Q303 MESED Q484 (to MORRO)
From West via MATVI LUKEY
AUSTRALIA

3.20 Brisbane West Wellcamp
To West/North YBWW BIVAT Q303 MESED Q484 MORRO
From West/North UNVAT DAMIN MATVI LUKEY YBWW
When R639 is active, departures and arrivals W and SW from YBWW and YTWB must plan via
an alternate route or the above route not above 10,000 ft, until clear of R639.
3.21 Shoalwater Bay
Tactical waypoints facilitate diversion around the Shoalwater Bay Restricted Area, particularly for
flights arriving at Mackay, Proserpine and Hamilton Island from the South. These routes provide
ADS-B and SSR equipped aircraft with the required separation from the lateral boundaries of
R680, R682, R683, R684B, R686, R687B, R689 and R695BC. If restricted areas are active to a
flight level that precludes overflight, planning via the following routes is required.
ATS Route Affected Diversion
Q67 Q67 GLA RK TARES IDUNA OVRON Q67
V308 V308 RK TARES WELKE V308
Q67 transition to V308 Q67 GLA RK TARES WELKE V308
(YBMK, YBPN and YBTL arrivals)
W889 (Not required at or below 4500') W889 RK TARES CARON W889

4.0 SOUTH AUSTRALIA
T20 Adelaide – Not AVBL for ACFT departing from Adelaide, Parafield, or Edinburgh.
AGROS
H309 MIA TUMAN Not AVBL for jets landing Adelaide, Parafield or Edinburgh. (Landing
BLACK jets to FPL: MIA Q53 WOONA Q60 BLACK)
A585 Ceduna – FRA- Not AVBL for ACFT landing at Adelaide, Parafield or Edinburgh.
ZA (ACFT to FPL: CDU V621 RIKAB N640 AD)
W238 HOLIT – Ade- Not AVBL southbound
laide
J58 WHA – SPOTA Not to be flight planned southbound unless a condition in 4.2 for plan-
ning via SPOTA is met.
Y218 BENDO – TYNDI Not AVBL for ACFT arriving YMML
AUSTRALIA

4.1 Adelaide, Parafield and Edinburgh IFR Departures
IFR flights departing Parafield must plan via AD to outbound points shown in the table below
To West and South via Yorke (Non-jet only )
West
via GILES
via EEMUE to (YKSC)
To North West via WAKEN (Non-jet only)
via HAWKY
To North R265 areas: Not Ac- via ORBUN
tive
R265 areas: Active via ORBUN
RA1 Pilots should expect that ATC may issue devia-
tions with vectors or via:
– W238 to ACTIN
– HAWKY J58 to WHA
– W426 to TRUMP
R265 areas: Active Via ORBUN for the following destinations only:
RA2 – YBCS
– YBEE
– YBTL
– YLLE
– YOOM
Pilots should expect that ATC may issue devia-
– W238 to ACTIN
– HAWKY J58 to WHA
– W426 to TRUMP
All other traffic plans in accordance with ‘North
West’ and ‘North East’ departure requirements.
Traffic may plan via W426 to TRUMP.
To North East via SEDAN
via W426 (to BHI)
AUSTRALIA

To East via BENDO or PANKI
To South East via ALBUT (Non-jet only)
4.2 Adelaide, Parafield and Edinburgh IFR Arrivals
IFR flights arriving Parafield must plan via Adelaide after passing inbound points shown in the
table below.
From West and South Via RIKAB
West Via V175 (from YKSC)
From North West via MARGO Via SPOTA (on J58) – AGROS – AD if any of
the following conditions are met:
R292C or D or F active ABV 4500’, or
(unless a SPOTA R292E active ABV 8500’, or Aircraft in Class G
condition is met) airspace which will conflict (vertically or laterally)
with any active R292 areas.
NOTE: For flights in CTA transiting abeam R292 areas, MARGO – AD
provides required ATC lateral separation in respect to R292 A-B
Flights planning via SPOTA can expect a STAR clearance to provide re-
quired ATC lateral separation with R292 areas.
From North R265 areas: Not Ac- via KLAVA
tive
R265 areas: Active via KLAVA
RA1 Pilots should expect that ATC may issue devia-
– ACTIN V432
– ASILI H84
– HOBBS W325
AUSTRALIA

R265 areas: Active Via KLAVA for arrivals from the following desti-
RA2 nations only:
– YBCS
– YBEE
– YLLE
– YOOM
Pilots should expect that ATC may issue devia-
– ACTIN V432
– ASILI H84
– HOBBS W325
Other traffic plans in accordance with ‘From
North West’ and ‘From North East and East’ ar-
rival requirements. Traffic may plan via HOBBS
W325.
From North and East via W325
via BLACK
From South East via H345
via V259 (Non-jet only)
NOTE: Aircraft may plan the following exceptions
– BENDO GULLY PF, not above 4000' (for ACFT not requiring airwork at AD)
– AGROS DCT AD, not above 5000' or at any level if departing from an airport within 10 NM of
AGROS.
4.3 Woomera Airspace Diversion Matrix
ATS routes Z90, Z91, Z92, Z93 and tactical waypoints facilitate diversion around Woomera Re-
stricted Areas, in particular Adelaide-Coober Pedy/Olympic Dam-Adelaide flights.
These ATS routes and waypoints provide RNP2 capable and ADS-B equipped aircraft with the
required separation from the lateral boundaries of the most commonly activated Woomera Re-
stricted Areas.
The following table outlines the ATS Routes or waypoints to be used in various Restricted Area
activation scenarios.
Eastern Route Options via WHA, AVPAS, SAMIN or PARDA
Active Areas to/from CBP to/from YOLD to/from GOMUL
AUSTRALIA

R222A-H OMKEK BILIN CBP OMKEK YOLD OMKEK GOMUL
R246C GAANY CALAR CBP OMKEK YOLD GAANY CALAR GOMUL
R246A-C GAANY Z92 CBP OMKEK YOLD GAANY CALAR GOMUL
R273 HAZOS CARTS CBP HAZOS OMKEK HAZOS GOMUL
YOLD
R273, R246C HAZOS CALAR CBP HAZOS OMKEK HAZOS GOMUL
YOLD
R273, R246A-C HAZOS Z92 CBP HAZOS OMKEK HAZOS GOMUL
YOLD
Western Route Option via MAKEE or OLLEE
Active Areas to/from CBP
R222A-F BANAM CBP
R222A-F, R246B BANAM JORDN HIINE CBP
R222A-G BANAM ERINA CBP
R222A-G, R246B BANAM ERINA JORDN HIINE CBP
R222A-H, R246B BANAM KENDL JORDN HIINE CBP
4.4 Cultana Airspace Diversion Matrix
Tactical waypoints facilitate diversion around the Cultana Restricted Areas, particularly for flights
to or from Whyalla, Port Augusta and Olympic Dam.
These routes provide RNP2 capable and ADS-B equipped aircraft with the required separation
from the lateral boundaries of the Restricted Area.
Active Areas Scenario Route Option
R259B via ACTIN to YPAG or destinations NODOL ELMEP SAMIN
R260B north of YPAG
R302B via MUNDE from YPAG or departure SAMIN ELMEP NODOL

points north of YPAG
R303B
YOLD to YPAD PARDA H135 AD
R304B
Between YPAG and YWHA (both direc- SAMIN ELMEP NODOL LA-
tions) TAP
Via WR to YPAD WR PARDA H135
AUSTRALIA

YPAD departures via J251 HAWKY TANOV WR or if
R259B and R260B and R304B
not active HAWKY SUMUP
WR

5. TASMANIA
5.1 Hobart INTL – IFR Departures
ALL via TASUM H111 LT
Optional for aircraft departing to west and Via TASUM T234 CLARK
northwest of HB (i.e. YPAD/YPED/YPPH)
5.2 Hobart INTL – IFR Arrivals
From East: via IPLET
From West: via MORGO

6. VICTORIA
6.1 Melbourne INTL – IFR Departures
To North or NE via H129 DOSEL (Jet ACFT)
via H129 DOSEL W569 BOGES (Non-jet
ACFT)
via H50 MNG
via H66 NONIX
To West or NW: via H164 KEPPA (Jet ACFT)
via V376 DOTPA (Non-jet ACFT)
via V126 ESDIG
via Q158 CRENA
via H345 NEVIS
via V223 OMKON
To South: via H169 SUNTI
via W405 Kll
via W15 AV
AUSTRALIA

To East: via Y260 CORRS (See Note)*
via W687 WAREN W449 BULKO
NOTE: *Outbound via N759 (BADGR) or P753 (MILLA) NOT AVBL
6.2 Essendon – IFR Departures
To North or NE: via ML H129 DOSEL (Jet ACFT)
via ML H129 DOSEL W569 BOGES (Non-jet
ACFT)
via ML H50 MNG
via ML H66 NONIX
To West or NW: via ML H164 KEPPA (Jet ACFT)
via ML V376 DOTPA (Non-jet ACFT)
via V126
via V126 ESDIG
via Q158 CRENA
via H345 NEVIS
via V223 OMKON
To South: via H169 SUNTI
via W405 Kll
via W291 SAMIG
via W422 TEMPL W15 AV
via W382 MB W562 ONAGI (Not ABV 7500')
To East: via ESDAN DCT CORRS (See Note) *
via W687 WAREN BULKO
NOTE: *Outbound via N759 (BADGR) or P753 (MILLA) NOT AVBL
6.3 Moorabbin – IFR Departures
To North or NE: via W661 H129 ML DOSEL (Jet ACFT)
via W661 ML H129 DOSEL W569 BOGES
(Non-jet ACFT)
via W661 ML H50 MNG
via W661 ML H66 NONIX
via W188 TEMIS (Not ABV 9000')
AUSTRALIA

To West or NW: via W661 ML H164 KEPPA (Jet ACFT)
via W661 ML V376 DOTPA (Non-jet ACFT)
via W661 ML H345 NEVIS
via W661 ML V223 OMKON
via W635 AV (single engine ACFT may plan
W661 ML via V126 ESDIG)
via W499 SAMIG
To South: via W468 SUNTI
via W538 or W673 (to KII)
via W562 ONAGI (Not ABV 7500')
To East: via W449 WAREN BULKO
6.4 Melbourne INTL – IFR Arrivals
From Northeast: via LUVAS Q29 (Jet ACFT)
via TEMIS V169 (Non-jet ACFT)
From North or NW: via ARBEY
via MNG W477 BELTA H119 (Not ABV 8000')
If OPN RQ for ABV 8000', contact ATC on 03
9235 7337 for approval
YMIA departures: Via MIA H102 NATYA H119
ARBEY
From West: via ARBEY
via WENDY
From South: via MENOG W405
via AV W190
via ONAGI H215 WAREN
From East: via GEMAC DCT LEDET DCT BULLA Q29 LIZ-
ZI
via MILLA P753 WAREN
via MOZZA DCT WAREN
via DUNNE V650 BADGR
AUSTRALIA

6.5 Essendon – IFR Arrivals
From Northeast: via LUVAS UQ205 COLDS V512 ESDAN (Jet
ACFT)
via TEMIS W188 COLDS V512 ESDAN (Non-
jet ACFT)
From North or NW: via ARBEY H119 ML DCT ESDAN
via SHT V222 LACEY W188 COLDS V512 ES-
DAN
via MNG W481 LACEY W188 COLDS V512
ESDAN
via MNG W477 BELTA H119 ML DCT ESDAN
– Prior ATC approval required
via MNG MONTY at 5000' or LSALT 4100' –
AVBL for OPN RQ due low freezing LVL with
prior ATC approval (03) 9235 7337
YMIA departures: Via MIA H102 NATYA H119
ML DCT ESDAN
From West: via ARBEY H119 ML DCT ESDAN (High level
RNAV or RNP)
via WENDY W382 ESDAN
From South: via MENOG DCT ESDAN
via AV W15 TEMPL W422 ESDAN
via ONAGI H215 WAREN W495 MONTY V512
ESDAN
From East: via ANGEX N759 ML ESDAN
via MILLA P753 WAREN W495 MONTY V512
ESDAN
via MOZZA V588 MONTY V512 ESDAN
via DUNNE V434 MONTY V512 ESDAN
6.6 Moorabbin – IFR Arrivals
From Northeast: via LUVAS UQ205 COLDS W188 MB (Jet
ACFT)
via TEMIS W188 MB (Non-jet ACFT)
AUSTRALIA

From North and NW: via ARBEY H119 ML W661 MB
via SHT V222 LACEY W188 MB
via MNG W481 LACEY W188 MB
via MNG W477 BELTA H119 ML W661 MB –
prior approval required
via MNG DCT MONTY at 5000' or LSALT 4100'
– AVBL for OPN RQ due low freezing LVL with
prior ATC approval (03) 9235 7337
From West: via ARBEY H119 ML W661 MB (High level
RNAV or RNP)
via AV W635 MB (single engine ACFT may
plan via WENDY W382 MB)
From South: via TAITE W538 MB or via ALPAL W673 MB
via ONAGI H215 WAREN W449 MB
via ONAGI W562 MB (Not ABV 7500')
From East: via BULKO W449 MB
via DUNNE V434 MONTY W188 MB
via MOZZA V588 HARRO W188 MB
6.7 Melbourne CTR – overflying IFR and VFR flights
Due to separation requirements with Melbourne INTL Jet traffic, the minimum ALT for ACFT
planning to overfly the Melbourne CTR is 6000 ft (except for OPS to and from Melbourne or Es-
sendon airports).
IFR ACFT with operational requirements for a lower altitude due to low freezing level must con-
tact the Melbourne Traffic Manager (03) 9235 7337 to make suitable arrangements.
6.8 Alternative Routes
Any variation to the above flight planning requirements requires prior approval from the Mel-
bourne Traffic Manager (03) 9235 7337.
ROUTE REQUIREMENT
7. WESTERN AUSTRALIA
7.1 Perth, Jandakot or Pearce IFR Departures
DIRECTION RESTRICTIONS PLAN VIA ROUTE
WEST FL160 and ABV via T12 to KEELS
AUSTRALIA
ROUTE REQUIREMENT
WEST (230 - 279 PH) 4000 ft and BLW Plan DCT routes
NORTH (Jet only) 1. AVBL only FL160 and ABV. via AVNEX
2. MNM GRAD ABV 6% apply for
airspace requirements (Ref: AVNEX
SID). ACFT unable to comply plan
via AMANA.
NORTH (Non-jet only) 1. AVBL only FL160 and ABV. via OTLED
2. MNM GRAD ABV 5% apply for
airspace requirements (Ref: OTLED
SID). ACFT unable to comply plan
via RAVON.
280-049 PH BLW 9000 ft Plan via OVLUK
An alternate route OTKUN – BUVEL is AVBL for unpressurized ACFT
at 5000 ft and BLW (levels up to 10,000 ft may be AVBL on request).
Special conditions apply when R156/R163/R165/R168A active. See
Pearce entry.
050-229 PH BLW 9000 ft Plan via suitable NAVAID or DCT
NORTH/EAST Jet only 9000 ft and ABV via AMANA
NORTH/EAST Non-jet only 9000 ft and ABV via RAVON
SOUTH EAST Jet only 9000 ft and ABV via BROOK
SOUTH EAST Non-jet only 9000 ft and ABV via CANRI thence PUMRY
ALBANY 9000 ft and ABV via SOLUS
SOUTH 9000 ft and ABV via MANDU
All visiting aircraft departing Pearce are to flight plan via Perth, then the
suggested route. On CLR issue, tracking may change depending on
rwy in use at Perth.
7.2 Perth, Jandakot or Pearce IFR Arrivals
DIRECTION RESTRICTIONS PLAN VIA ROUTE
WEST FL160 and ABV via KEELS T12 PH DCT
WEST (230 - 279 PH) 4000 ft and BLW Plan DCT routes
NORTH Jet only Via JULIM
NORTH WEST FL160 and ABV via CONNI
Non-jet only
AUSTRALIA
ROUTE REQUIREMENT
NORTH WEST BLW 9000 ft Plan via OVLUK
An alternate route BUVEL – OTKUN is AVBL for unpressurized ACFT
at 5000 ft and BLW (levels up to 10,000 ft may be AVBL on request).
Special conditions apply when R156/R163/R165/R168A active. See
Pearce entry.
NORTH Non-jet only 9000 ft and ABV via OVLUK V16 CONNI
050-229 PH BLW 9000 ft Plan via suitable NAVAID or DCT
EAST Non-jet only 9000 ft and ABV via GRENE
EAST & SOUTH EAST Jet only 9000 ft and ABV via HAMTN BEVLY
ALBANY 9000 ft and ABV Via SOLUS
SOUTH 9000 ft and ABV Via MANDU
7.3 IFR Training Flights
IFR training flights inbound to Perth to conduct aerial work from the Northeast through east to
Southeast shall plan via either VILIN – PH or VEMON – PH at or BLW 8,000 ft.
7.4 Perth – East Coast – Perth
For ACFT operating in the Great Australian Bight area, only ACFT that are RNAV or RNP capa-
ble may flight plan on the following one-way routes between waypoints listed:
ATS ROUTE ENTRY WPT EXIT WPT
Q32 KAMBI GRABL
Y135 BURGU AD VOR
Q33 LONLY ESP VOR
Q158 ML VOR ESP VOR
Y53 BURGU MTG VOR
AUSTRALIA
ROUTE REQUIREMENT
ACFT flight planing on these routes without correctly indicating their relevant navigation specifi-
cation, will be recleared by ATC on a more suitable route. The following navigation specifications
are acceptable: RNP2; RNP4, RNAV5 with GNSS or IRS/INS; RNAV10 or RNP10.
7.5 R131 Diversion Routes
ATS route W159 and tactical waypoints facilitate diversion around R131ABCDEFG, in particular
for flights arriving/departing Geraldton from/to the east. These ATS routes and waypoints provide
RNP2, RNP4, RNAV10/RNP10 and ADS-B equipped aircraft with the required separation from
the lateral boundaries of R131ABCDEFG. The following tables outline the ATS route or way-
points to be used.
For ACFT equipped FL250 and Below Above FL250
with RNP2 and/or
ADS-B
From YGGE to YGEL YGGE W159 GEL DCT DCT SHYNN GEL DCT
From other airports to
YGEL PAGTA W159 GEL DCT
From YGEL to YGGE DCT GEL W159 YGGE DCT GEL SHYNN DCT
From YGEL to other DCT GEL W159 PAGTA
airports
For ACFT equipped FL250 and below
with RNP4 or RNAV
10/RNP10
From YGGE and other DCT SHYNN GEL DCT
airports to YGEL
From YGEL to YGGE DCT GEL SHYNN DCT
and other airports
ROUTE REQUIREMENT
8. FLIGHT PLANNING – SYDNEY-NEW ZEALAND
DEP AD DEST IFR ROUTE DETAILS
YSSY NZAA via EVONN L521 LEGAN then NZZO Requirements
YSSY NZCH via CAWLY M636 PLUGA N750 SULON then NZZO Re-
quirements
YSSY NZDN via OPTIC Y84 TONIM P766 OMKIN then NZZO Require-
ments
YSSY NZHN via EVONN L521 LEGAN then NZZO Requirements
AUSTRALIA
ROUTE REQUIREMENT
YSSY NZPM via CAWLY M636 SASRO then NZZO Requirements
YSSY NZQN via OPTIC Y84 TONIM P766 OMKIN then NZZO Require-
ments
YSSY NZWN via CAWLY M636 SASRO then NZZO Requirements

9. FLIGHT PLANNING OPTIONS
This list does not provide every possible flight plan route option available. The listed options can
only be used in accordance with the preceding Flight Plan Requirements.
◆ Indicates alternate routing AVBL
% Indicates route for jet ACFT only (Queensland and Western Australia only)
☆ Indicates alternate route for Non-jet ACFT
NAIPS Stored Routes are identified by either L(number), H(number) or I(number).
The IFR route details provide the appropriate detail for inclusion in Field 15 of the ATS flight noti-
fication.
WPDL YPDN L1 DCT DIL BACAU Z12 ELBIS M768 DN DCT (ABOVE F240)
WPDL YPDN L2 DCT DIL PATBO Z10 DONYA M768 DN DCT (AT OR BELOW F240)
YABA YPJT DCT ABA W172 PH W114 JT DCT
YARG YPPH DCT ARG T63 BIDAP Q25 DALWU Q38 PH DCT
DCT ARG T28 MOCHO T27 VALRA W121 NWN Q38 PH DCT
YANG YPPH % H1 DCT ATPAR ALDEL CHARL Q31 REVOP Q38 PH DCT
YAYE YBCS DCT AYE W408 AS J64 CS DCT
YAYE YBMA DCT AYE W408 AS J64 MA DCT
YAYE YPPH DCT AYE Q41 HAMTN Q158 PH DCT
YBAF YGLA L1 DCT BN V308 SAGLI CLAMP KETEN W231 GLA DCT
YBAF YGLA L2 DCT BN V308 SAGLI W231 GLA DCT
YBAR YBBN DCT MOVBA Y684 SUSGI V307 BN DCT
YBAS YBBN % DCT AS T11 ROM Y166 ROWLO V327 HAWKE Y340 LAMUG Y177
BN DCT
☆ DCT AS T11 ROM Y79 BN DCT
YBAS YMML DCT AS A461 LEC H119 ML DCT
YBAS YPAD DCT AS J251 WHA H84 AD DCT
AUSTRALIA

YBAS YPPH DCT AS W408 AYE Q41 HAMTN Q158 PH DCT
DCT AS V656 ANGAS DCT KATAR Q41 HAMTN Q158 PH DCT
YBAS YSSY DCT AS A576 APOMA Y52 VELGI Y105 TARAL Y59 TESAT DCT
DCT AS A576 APOMA Y52 VELGI Y105 TARAL Y59 RIVET DCT
YBBN WADD % DCT BN V250 UNVAT TAVEV G326 ONOXA G326 WADD DCT
YBBN YAYE % DCT BN V250 UNVAT VILOL T11 PULOL Q36 ANGAS V112 AYE
DCT
☆ DCT BN Q484 MESED MORRO ROM T11 PULOL Q36 ANGAS V112
AYE DCT
YBBN YBAS % DCT BN V250 UNVAT VILOL T11 AS DCT
☆ DCT BN Q484 MESED MORRO ROM T11 AS DCT
YBBN YBCS % DCT BN Q67 CS DCT
☆ DCT BN V308 CS DCT
☆ DCT BN V308 SAGLI W231 GLA Q67 CS DCT
YBBN YBHM % DCT BN Q67 OVRON DCT
☆ DCT BN V308 MK B462 OVRON DCT
YBBN YBMA % DCT BN V250 UNVAT J89 MA DCT
YBBN YBMK % DCT BN Q67 CAPRI UQ493 PROBO V308 MK DCT
☆ DCT BN V308 MK DCT
YBBN YBRK % DCT BN Q67 LOAFA Q64 OLDIB V308 RK DCT
☆ DCT BN V308 RK DCT
YBBN YBTL % DCT BN Q67 CAPRI UQ493 PROBO V308 TL DCT
◆ DCT BN V308 TL DCT
YBBN YBWW ☆ L1 DCT BN Q484 RUDEY BIVAT DCT
YBBN YBWW % H1 DCT BN V250 IBUNA BIVAT DCT
YBBN YCFS DCT BN H91 HUUGO W760 GAMBL W214 CFS DCT
YBBN YEML ☆ DCT BN Q484 MESED MORRO UNVAT EML DCT
% DCT BN V250 IBUNA Q473 HAWKE V129 EML DCT
YBBN YGLA % DCT BN Q67 GLA DCT
☆ DCT BN V308 SAGLI W231 GLA DCT
YBBN YHBA % DCT BN Q67 GUDSO Q24 TERUV HBA DCT
AUSTRALIA

☆ DCT BN V308 SAGLI Z98 HBA DCT
YBBN YMAV DCT BN H91 SANEG Q923 CANTY H119 ML W15 AV DCT
YBBN YMEN DCT BN H91 ADMAR Q78 OLTIN W180 TESAT WOL H65 RAZZI
Q29 LUVAS UQ205 COLDS V512 ESDAN DCT
YBBN YMHB H1 DCT BN H91 ADMAR Q78 OLTIN W180 TESAT H65 WOL H20 MO-
TRA W407 TASUM DCT
YBBN YMLT H1 DCT BN H91 ADMAR Q78 OLTIN W180 TESAT H65 WOL H20
OTKED J22 LT DCT
YBBN YMML DCT BN H91 SANEG Q923 CANTY H119 ML DCT
YBBN YPAD DCT BN H91 SANEG Q210 NBR Q53 WOONA Q60 BLACK H309 AD
DCT
YBBN YPDN DCT BN V250 IBUNA Q473 HAWKE V129 EML T13 NTN J138
EGORE UQ95 BUNDY Q91 ALLEE Q23 DN DCT
YBBN YPPH H1 DCT BN H91 SANEG Q210 VIGUT T33 LEC J141 KG Q41 HAMTN
Q158 PH DCT
YBBN YROM ☆ DCT BN Q484 MESED MORRO ROM DCT
YBBN YSCB H1 DCT BN H91 SANEG Q923 PKS W703 CWR W137 CB DCT
% H2 DCT BN H91 ADMAR Q78 OLTIN W180 TESAT H65 CB DCT
☆ DCT BN H91 ADMAR Q78 OLTIN W180 TESAT V169 CB DCT
YBBN YSSY % DCT BN H91 CORKY H12 TESAT DCT
% DCT BN H91 CORKY H12 BOREE DCT
☆ DCT BN H91 SANAD W180 TESAT DCT
☆ DCT BN H91 SANAD W180 MEPIL DCT
YBBN YTNG % DCT BN Q67 RUROX DCT
☆ DCT BN V308 SAGLI W228 SUSGI W727 RUROX DCT
YBBN YWLM % H1 DCT BN H91 SANAD W606 WLM DCT
☆ DCT BN H91 HUUGO W760 GAMBL LOSKU W182 WLM DCT
L1 DCT BN H91 SANAD W606 WLM DCT
YBCG YBBN DCT GOMOL H185 BN DCT
YBCG YBSU % DCT GOMOL Q69 SU DCT
YBCG YMEN DCT GOMOL Q53 APAGI H91 ADMAR Q78 OLTIN W180 TESAT
WOL H65 RAZZI Q29 LUVAS UQ205 COLDS V512 ESDAN DCT
AUSTRALIA

YBCG YMHB H1 DCT GOMOL Q53 APAGI H91 ADMAR Q78 OLTIN W180 TESAT
H65 WOL H20 MOTRA W407 TASUM DCT
YBCG YMLT H1 DCT GOMOL Q53 APAGI H91 ADMAR Q78 OLTIN W180 TESAT
H65 WOL H20 OTKED J22 LT DCT
YBCG YMML DCT GOMOL Q53 ISKIM Q923 CANTY H119 ML DCT
YBCG YPAD DCT GOMOL Q53 WOONA Q60 BLACK H309 AD DCT
YBCG YSCB % DCT GOMOL Q53 APAGI H91 ADMAR Q78 OLTIN W180 TESAT
H65 CB DCT
YBCG YSSY % DCT GOMOL Q53 APAGI H91 CORKY H12 TESAT DCT
DCT GOMOL Q53 APAGI H91 CORKY H12 BOREE DCT
YBCG YWLM ☆ DCT GOMOL W214 GAMBL H133 LOSKU W182 WLM DCT
% DCT GOMOL Q53 APAGI H91 SANAD W606 WLM DCT
YBCK YBBN DCT BELUL Y408 PONAN Y684 SUSGI V307 BN DCT
YBCS YAYE DCT CS J64 AS V656 AYE DCT
YBCS YBBN % DCT CS Y177 BN DCT
☆ DCT CS V264 SPARO V153 TL W258 LINSU W228 SUSGI V307 BN
DCT
YBCS YBCG DCT CS Y177 GOMOL DCT
YBCS YBHM DCT CS Y177 SWIFT Z17 OVRON DCT
YBCS YBMA DCT CS J64 MA DCT
YBCS YBSG DCT CS W309 COE DCT
YBCS YBTL DCT CS V264 SPARO V153 TL DCT
YBCS YGTE DCT CS J61 GUGUK J27 GTE DCT
YBCS YLHR DCT CS W567 LHR DCT
YBCS YMBA DCT CS J64 NONUM DCT
YBCS YMML DCT CS Y177 SWIFT R346 TL Q30 BOXER Y33 BORLI UQ346 POL-
SO Q923 CANTY H119 ML DCT
YBCS YPDN DCT CS J61 DUMAV Q91 ALLEE Q23 DN DCT
☆ DCT CS J64 NONUM W281 VEVAV W473 DUMPA KARRA GATOR
DN DCT
YBCS YPGV ◆ DCT CS J151 GV DCT
◆ DCT CS J61 GUGUK B472 GV DCT
AUSTRALIA

YBCS YSSY DCT CS Y177 SWIFT Y153 ROKUU H12 TESAT DCT
DCT CS Y177 SWIFT Y153 ROKUU H12 BOREE DCT
YBCV YTWB ◆ DCT CV W356 OK W831 BIVAT DCT
YBGD YPPH DCT SCRUB L514 REVOP Q38 JULIM PH DCT
YBHM YBBN % DCT OVRON B462 MK V153 POONA Y61 RUROX Y177 BN DCT
☆ DCT OVRON B462 MK V153 LERKI W258 COBES W228 SUSGI
V307 BN DCT
YBHM YBCS DCT OVRON Q67 CS DCT
YBHM YBSU % DCT OVRON B462 MK V153 POONA Y61 RUROX W727 SUSGI
W534 SU DCT
☆ DCT OVRON B462 MK V153 LERKI W258 COBES W228 SUSGI
W534 SU DCT
YBHM YMML DCT OVRON B462 MK W472 EML DCT MIMIB Y33 BORLI UQ346
POLSO Q923 CANTY H119 ML DCT
YBHM YSSY DCT OVRON B462 MK H12 TESAT DCT
DCT OVRON B462 MK H12 BOREE DCT
YBMA YBBN % DCT MA J89 UNVAT V327 HAWKE Y340 LAMUG Y177 BN DCT
☆ DCT MA J89 PUDUR Y408 PONAN Y684 SUSGI V307 BN DCT
YBMA YBCS DCT MA J64 CS DCT
YBMA YPDN DCT MA W946 TN Q23 DN DCT
YBMA YMTI L1 DCT MA W349 VESOP DCT
L2 DCT MA W879 VESOP DCT
YBMK YBBN % DCT MK V153 POONA Y61 RUROX Y177 BN DCT
☆ DCT MK V153 LERKI W258 COBES W228 SUSGI V307 BN DCT
YBMK YBCS ☆ DCT MK V308 CS DCT
DCT MK B462 OVRON Q67 CS DCT
YBMK YMML DCT MK H12 ROKUU DCT NIPIN Q923 CANTY H119 ML DCT
YBNA YMEN DCT BNA W494 GAMBL H98 SANAD W180 TESAT WOL H65 RAZZI
Q29 LUVAS UQ205 COLDS V512 ESDAN DCT
YBNA YSSY DCT BNA W494 GAMBL H98 SANAD H91 CORKY H12 TESAT DCT
DCT BNA W494 GAMBL H98 SANAD H91 CORKY H12 BOREE DCT
☆ DCT BNA W256 LOSKU W342 OLTIN W180 TESAT DCT
AUSTRALIA

DCT BNA W256 LOSKU W342 OLTIN W180 MEPIL DCT
YBPN YBBN % DCT PN UY495 COCKA Y177 BN DCT
☆ DCT PN W387 MK V153 LERKI W258 COBES W228 SUSGI V307
BN DCT
YBPN YSSY DCT PN W387 MK H12 TESAT DCT
DCT PN W387 MK H12 BOREE DCT
YBRK YBBN % DCT RK V111 RUROX Y177 BN DCT
☆ DCT RK V111 BUDGI V99 SUSGI V307 BN DCT
YBRK YBUD DCT RK W636 BUD DCT
YBRM YPDN DCT BRM J93 CIN J151 ZAMMI JULUP J72 DN DCT
YBRM YPKA DCT BRM J93 KA DCT
YBRM YPKU DCT BRM J93 KU DCT
☆ DCT BRM W287 MAMUT J93 KU DCT
YBRM YPPH % DCT BRM Q38 PH DCT
☆ DCT BRM Q38 NWN V16 WOORA Q38 PH DCT
YBRY YPPH L1 DCT OLRUN DCT NOGAS DCT CHARL Q31 REVOP Q38 PH DCT
YBSU YBBN % DCT SU Q923 MUDDL BN DCT
☆ DCT SU V217 GAYLA V307 BN DCT
YBSU YBCG DCT SU Q923 MUDDL IDRIL GOMOL DCT
YBSU YMML % DCT SU Q923 CANTY H119 ML DCT
YBSU YSSY % DCT SU Q923 SANEG H91 CORKY H12 TESAT DCT
DCT SU Q923 SANEG H91 CORKY H12 BOREE DCT
YBTH YSBK DCT BTH W575 REVKI V599 WATLE Y20 BK DCT (Restriction NOT
ABV 6000' NOLEM-BK)
YBTH YSSY DCT BTH W575 AKMIR W113 TESAT DCT
DCT BTH W575 AKMIR W113 ODALE DCT
YBTL YBBN % DCT TL W258 LINSU W228 COCKA Y177 BN DCT
☆ DCT TL W258 LINSU W228 SUSGI V307 BN DCT
YBTL YBCS % DCT TL R346 SWALO Q67 CS DCT
DCT TL V308 BARIA Q67 CS DCT
AUSTRALIA

YBTL YMML L1 DCT TL Q30 BOXER Y33 BORLI UQ346 POLSO Q923 CANTY H119
ML DCT
YBTL YOSB DCT TL W469 HUG DCT
YBTL YSSY DCT TL W258 JEMMA Y153 ROKUU H12 TESAT DCT
DCT TL W258 JEMMA Y153 ROKUU H12 BOREE DCT
YBUD YBBN % DCT BUD V163 LAMUG Y177 BN DCT
☆ DCT BUD V315 OTLEB V307 BN DCT
YBWW YBBN DCT BIVAT Y241 WOODY Y79 BN DCT
YBWW YSGE L1 DCT LUKEY LOFFA DCT
YBWW YSSY ☆ L1 DCT GUMBA Q607 UPMOG Q872 ALDAR W128 SANAD W180 TE-
SAT DCT
% H1 DCT GUMBA Q607 UPMOG Q872 ALDAR DCT ADMAR H91 COR-
KY H12 TESAT DCT
YBWX YPPH % DCT VENGA Y208 BORVI B469 TOPIR L514 REVOP Q38 PH DCT
☆ DCT VENGA Y208 BORVI B469 TOPIR W206 OVLUK V16 WOORA
Q38 PH DCT
YCAR YPPH ☆ DCT CAR B469 TOPIR W206 OVLUK V16 WOORA Q38 PH DCT
☆ DCT CAR W14 OTKUN PH DCT (refer paragraph 7 above)
YCDU YPAD DCT CDU V621 RIKAB N640 AD DCT
YCFS YBBN DCT CFS W214 GAMBL H66 LAGOB H185 BN DCT
☆ DCT CFS W214 GAMBL DCT W214 GOMOL H185 BN DCT
YCFS YLIS ◆ DCT CFS W223 GFN W446 RIDVO DCT
YCFS YMML DCT CFS J70 COOPA OLTIN W180 TESAT H65 RAZZI Q29 ML DCT
YCFS YSBK DCT CFS W214 RIC V11 BK DCT (Restriction NOT ABV 6000' RIC-
BK)
YCFS YWLM DCT CFS W214 SORTI TRINA WLM DCT
◆ DCT CFS W196 UGPOT W603 WLM DCT (refer paragraph 1 above)
YCHK YPPH % H1 DCT PANBI DCT RIPMA DCT OPALL Q38 PH DCT
YCOM YSSY DCT COM W290 CB W423 CULIN Y59 TESAT DCT
DCT COM W290 CB W423 CULIN Y59 RIVET DCT
AUSTRALIA

◆ DCT COM W290 CB W122 AKMIR W113 TESAT DCT (Refer require-
ments)
DCT COM W290 CB W122 AKMIR W113 ODALE DCT (Refer require-
ments)
YCWA YPPH % H1 DCT KAPGA Q31 REVOP Q38 PH DCT
YCWR YSSY DCT CWR W168 AKMIR W113 TESAT DCT
DCT CWR W168 AKMIR W113 ODALE DCT
YDLO YPPH ☆ DCT KELLA Z38 PH DCT
YDPO YMML DCT IRSOM V246 ONAGI H215 WAREN W687 ML DCT
YEML YBBN % DCT EML UY409 NIROK Y177 BN DCT
☆ DCT EML W186 SUSGI V307 BN DCT
YESP YPPH ☆ DCT ESP Q158 HAMTN Z52 GRENE Z38 PH DCT
YEWA YPPH DCT COBRA L514 REVOP Q38 JULIM PH DCT
YFDF YPPH % H1 DCT ISLIP Q181 REVOP Q38 PH DCT
YGEL YPPH % DCT GEL Z41 HINDS Q38 PH DCT
☆ DCT GEL Z41 MOROK V16 WOORA Q38 PH DCT
☆ DCT GEL W14 OTKUN PH DCT (refer paragraph 7 above)
YGFN YSSY DCT GFN W334 LOSKU W342 OLTIN W180 TESAT DCT
DCT GFN W334 LOSKU W342 OLTIN W180 MEPIL DCT
YGGE YPPH DCT YKAR Q65 OVLUK V16 WOORA Q38 PH DCT
YGIA YPPH % H1 DCT NWN Q38 PH DCT
YGLA YBBN ☆ DCT GLA W347 SUSGI V307 BN DCT
% DCT GLA NIROK Y177 BN DCT
YGLA YSSY % DCT GLA NIROK SMOKA Y177 BN H91 CORKY H12 TESAT DCT
☆ DCT GLA NIROK SMOKA Y177 BN H91 CORKY H12 BOREE DCT
☆ DCT GLA W347 SUSGI V307 BN H91 SANAD W180 TESAT DCT
DCT GLA W347 SUSGI V307 BN H91 SANAD W180 MEPIL DCT
YGTE YBCS DCT GTE J27 GUGUK J61 CS DCT
YHBA YBBN % DCT HBA W699 SOSTU V221 LAMUG Y177 BN DCT
☆ DCT HBA W699 SOSTU V372 OTLEB V307 BN DCT
AUSTRALIA

YHBA YSSY DCT HAAVI T55 ITIDE MUDDL HUUGO H91 CORKY H12 TESAT
DCT
DCT LEEFL T55 ITIDE MUDDL HUUGO H91 CORKY H12 BOREE
DCT
YHOT YSSY DCT SOVRU W222 CB W122 AKMIR W113 TESAT DCT (Restriction
NOT ABV FL200 CB-AKMIR)
DCT SOVRU W222 CB W122 AKMIR W113 ODALE DCT (Restriction
NOT ABV FL200 CB-AKMIR)
YIBO YPPH DCT GOOTA Q9 REVOP Q38 JULIM PH DCT
YIVL YSSY DCT IVL W606 SANAD W180 TESAT DCT
YKAR YPPH DCT OVLUK V16 WOORA Q38 PH DCT
YKDD YPPH DCT YBRY OLRUN NOGAS CHARL Q31 REVOP Q38 PH DCT
YKII YMMB ◆ DCT KII W673 MB DCT
◆ DCT KII W405 TAITE W538 MB DCT
YKMP YSSY DCT KADSI W403 SORTI W214 OLTIN W180 TESAT DCT
DCT KADSI W403 SORTI W214 OLTIN W180 MEPIL DCT
YKSC YPAD DCT VAVPA V175 AD DCT
YLEO YPPH ☆ DCT LEO Z22 MULDM Z38 PH DCT
% DCT LEO Z22 MULDM Z38 KELLA BEVLY Q158 PH DCT
YLHI YSSY DCT LHI UH258 RIKNI N774 TESAT DCT
DCT LHI UH258 RIKNI N774 MARLN DCT
YLHR YBCS DCT LHR W567 CS DCT
YLIS YCFS DCT RIDVO W446 GFN W223 CFS DCT
YLIS YSSY L3 DCT RIDVO LOSKU W342 OLTIN W180 TESAT DCT
DCT RIDVO LOSKU W342 OLTIN W180 MEPIL DCT
YLRE YBBN DCT LRE MOVBA Y684 SUSGI V307 BN DCT
YLST YPPH % DCT LST SUGAB Q11 CAMEL Q25 DALWU Q38 PH DCT
☆ DCT LST DCT BULGI KELLA Z38 PH DCT
YMAV YBBN DCT AV W190 ML H66 LAGOB H185 BN DCT
YMAV YPAD DCT AV W190 ML H345 AD DCT
AUSTRALIA

YMAV YSSY DCT AV W190 ML H129 DOSEL Y59 TESAT DCT
DCT AV W190 ML H129 DOSEL Y59 RIVET DCT
YMAY YMML DCT AY V147 TEMIS V169 ML DCT
YMAY YSCB ◆ DCT AY W335 IGDEL W545 CB DCT
◆ DCT AY W335 WOLBI W377 CB DCT
YMAY YSSY ☆ DCT AY W817 AKMIR W113 TESAT DCT
DCT AY W817 AKMIR W113 ODALE DCT
DCT AY J42 ARRAN Y59 TESAT DCT
DCT AY J42 ARRAN Y59 RIVET DCT
YMBA YBCS DCT NONUM J64 CS DCT
YMDG YSSY ◆ DCT MUDGI W575 AKMIR W113 TESAT DCT
DCT MUDGI W575 AKMIR W113 ODALE DCT
◆ DCT MUDGI MAKOR W551 YAKKA W180 TESAT DCT
DCT MUDGI MAKOR W551 YAKKA MEPIL DCT
YMEK YPPH ☆ DCT MEK V16 WOORA Q38 PH DCT
☆ DCT MEK V16 OVLUK PH DCT (refer paragraph 7 above)
YMEN YPAD DCT ESDAN ML H345 AD DCT
YMEN YSHT DCT ESDAN ML H50 MNG W447 SHT DCT
YMEN YSSY DCT ESDAN ML H129 DOSEL Y59 TESAT DCT
DCT ESDAN ML H129 DOSEL Y59 RIVET DCT
☆ DCT ESDAN ML H129 DOSEL W569 AY W817 AKMIR W113 TESAT
DCT
DCT ESDAN ML H129 DOSEL W569 AY W817 AKMIR W113 ODALE
DCT
YMEN YWSL ☆ DCT ESDAN W687 WAREN W449 BULKO DCT
YMER YMML L2 DCT MER W441 TEMIS V169 ML DCT
◆ DCT MER W297 ESL V434 DUNNE V650 BADGR N759 ML DCT
YMER YSBK L1 DCT MER W151 ATGOD W40 AKMIR W817 WATLE Y20 BK DCT
(Restriction NOT ABV 6000' NOLEM-BK)
YMER YSSY L1 DCT MER W151 ATGOD W40 AKMIR W113 TESAT DCT
DCT MER W151 ATGOD W40 AKMIR W113 ODALE DCT
AUSTRALIA

YMHB YBBN DCT TASUM H111 LT W218 NOLAN UY327 MAKRL J163 CB W137
AVBEG W184 MUDGI H66 LAGOB H185 BN DCT
YMHB YMML DCT TASUM H111 LT H215 WAREN W687 ML DCT
YMHB YPAD DCT TASUM T234 BORTO H345 AD DCT
H1 DCT TASUM H111 LT W105 WYY W564 KII KAYTU T234 BORTO
H345 AD DCT
YMHB YSCB DCT TASUM H111 LT W218 NOLAN UY327 MAKRL POLLI CB DCT
YMHB YSSY L1 DCT TASUM H111 LT W218 NOLAN UY327 MAKRL J163 CB W423
CULIN Y59 TESAT DCT
H1 DCT TASUM H111 LT W218 NOLAN UY327 MAKRL J163 CB W423
CULIN Y59 RIVET DCT
YMIA YMML DCT MIA H102 NATYA H119 ML DCT
YMIA YPAD DCT MIA H309 AD DCT
YMLT YMML DCT LT H215 WAREN W687 ML DCT
YMLT YPAD H1 DCT LT W105 WYY W564 KII KAYTU T234 BORTO H345 AD DCT
YMLT YSSY DCT LT W218 NOLAN UY327 MAKRL J163 CB W423 CULIN Y59
TESAT DCT
DCT LT W218 NOLAN UY327 MAKRL J163 CB W423 CULIN Y59
RIVET DCT
YMMB YKII ◆ DCT MB W673 KII DCT
◆ DCT MB W538 TAITE W405 KII DCT
YMMB YMRY L1 DCT MB W188 TEMIS V20 COM W667 URBOB DCT
YMMB YPAD DCT MB W661 ML H345 AD DCT
YMMI YPPH % DCT MULDM Z38 KELLA BEVLY Q158 PH DCT
☆ DCT MULDM Z38 PH DCT
YMML WIII DCT ML H345 AD A585 HLM DKI DCT
YMML YBAS DCT ML H164 LEC A461 AS DCT
YMML YBBN DCT ML H66 LAGOB H185 BN DCT
YMML YBCG DCT ML H66 TW Y23 BERNI Y43 GREAV GOMOL DCT
YMML YBCS DCT ML H50 MNG Q76 NONUM J64 CS DCT
YMML YBHM H1 DCT ML H66 KACEY H66 MUDGI H105 OVRON DCT
◆ H2 DCT ML H50 MNG Q76 UXILO EML W472 MK B462 OVRON DCT
AUSTRALIA

YMML YBMK DCT ML H66 MUDGI H105 NBR UNVAT RUROX RK PROBO MK
DCT
YMML YBSU DCT ML H66 GAMBL W214 GOMOL Q69 SU DCT
YMML YBTL DCT ML H50 MNG Q76 LAKOT Y80 VOMPA Q165 TL DCT
YMML YMHB DCT ML H169 IRSOM V33 TASUM DCT
YMML YMIA DCT ML V376 MIA DCT
YMML YMLT DCT ML H169 IRSOM W105 LT DCT
YMML YMTG DCT ML V126 ESDIG W191 MTG DCT
YMML YPAD DCT ML H345 AD DCT
YMML YPDN DCT ML H164 KEPPA UH336 NATYA J19 BHI T25 TNK J30 TN Q23
DN DCT
DCT ML H164 LEC A461 AS J251 TN Q23 DN DCT
YMML YPPH ◆ DCT ML H345 AD N640 KAMBI Q32 GRABL Q10 HAMTN Q158 PH
DCT
◆ DCT ML Q158 PH DCT
◆ DCT ML V126 NOGIP T134 TAPAX Q27 HAMTN Q158 PH DCT
◆ DCT ML V126 NOGIP T65 TEKUP L513 TAPAX Q27 HAMTN Q158
PH DCT
DCT ML H345 BORTO Q46 LESON Q33 ESP Q158 PH DCT
YMML YSCB ☆ DCT ML H129 DOSEL W569 AY J42 CB DCT
DCT ML H129 DOSEL Y59 ARRAN J42 CB DCT
YMML YSSY ☆ DCT ML H129 DOSEL W569 AY W817 AKMIR W113 TESAT DCT
DCT ML H129 DOSEL W569 AY W817 AKMIR W113 ODALE DCT
DCT ML H129 DOSEL Y59 TESAT DCT
DCT ML H129 DOSEL Y59 RIVET DCT
YMML YWLM DCT ML H129 DOSEL Y59 TESAT H185 WLM DCT
YMML YWYY DCT ML H169 SUNTI W495 WYY DCT
YMND YSSY DCT MAKOR W551 YAKKA W180 TESAT DCT
DCT MAKOR W551 YAKKA MEPIL DCT
YMNE YPPH % DCT YMNE SUGAB Q11 CAMEL Q25 DALWU Q38 PH DCT
YMOR YSSY ◆ DCT MOR W318 TW W130 OLTIN W180 TESAT DCT
AUSTRALIA

DCT MOR W318 TW W130 OLTIN W180 YAKKA MEPIL DCT
◆ DCT MOR W572 QDI W702 SCO W551 YAKKA W180 TESAT DCT
DCT MOR W572 QDI W702 SCO W551 YAKKA MEPIL DCT
YMRY YSSY L1 DCT URBOB W40 AKMIR W113 TESAT DCT
DCT URBOB W40 AKMIR W113 ODALE DCT
YMTG YMML DCT MTG Y53 WENDY V279 ML DCT
YMTG YPAD DCT MTG V259 AD DCT
YMTI YBMA L1 DCT VESOP W349 MA DCT
L2 DCT VESOP W879 MA DCT
YMYB YBBN DCT SOSTU V372 LAVEG V307 BN DCT
YNAR YSSY L2 DCT VINOP W762 AKMIR W113 TESAT DCT
DCT VINOP W762 AKMIR W113 ODALE DCT
YNWN YPPH % DCT NWN Q38 PH DCT
☆ DCT NWN V16 WOORA Q38 PH DCT
YOLD YPAD L1 DCT AVPAS W238 AD DCT
L2 DCT NATTY W566 WHA H84 AD DCT
L3 DCT OMKEK GAANY Z92 WHA H84 AD DCT
L4 DCT OMKEK HAZOS WHA H84 AD DCT
YOLW YPPH % DCT VESIM Y208 BORVI B469 TOPIR L514 REVOP Q38 PH DCT
☆ DCT VESIM Y208 BORVI B469 TOPIR W206 OVLUK V16 WOORA
Q38 PH DCT
YOOM YPAD DCT OOM J37 ATLIB H630 NIMEK H135 AD DCT
YORG YSSY DCT VIRUR W801 AKMIR W113 TESAT DCT
DCT VIRUR W801 AKMIR W113 ODALE DCT
YOSB YBTL DCT HUG W469 TL DCT
YPAD YBAS DCT AD A585 HAWKY J58 WHA J251 AS DCT
YPAD YBBN DCT AD SEDAN Y465 BN DCT
YPAD YBCG DCT AD SEDAN UBDIB Y23 BERNI Y43 GOMOL DCT
YPAD YBHI L2 DCT AD W426 BHI DCT
YPAD YBRM DCT AD A585 HAWKY Q8 AKDAV T20 BRM DCT
AUSTRALIA

YPAD YBTL DCT AD H246 ORBUN YLLE LRE ONELU LAKOT Y80 VOMPA Q165
TL DCT
YPAD YCBP L2 DCT AD W238 WAKEN W142 WHA W274 CBP DCT
YPAD YCDU DCT AD A585 CDU DCT
YPAD YKSC DCT AD V504 VAVPA DCT
YPAD YMAV DCT AD V255 BENDO Y218 TYNDI Y53 WENDY W382 LLOYD W15
AV DCT
YPAD YMEN L1 DCT AD V255 BENDO Y218 TYNDI Y53 WENDY W382 ESDAN DCT
YPAD YMHB DCT AD V255 BENDO Y218 GRACY T234 SALEM Y557 MORGO
V33 TASUM DCT
YPAD YMIA DCT AD V361 MIA DCT
YPAD YMLT L2 DCT AD V255 BENDO Y218 GRACY T234 KAYTU KII W564 WYY
W105 LT DCT
YPAD YMMB L1 DCT AD V255 BENDO V211 PUBAP W291 AV W635 MB DCT
YPAD YMML H1 DCT AD V255 BENDO Y12 ARBEY H119 ML DCT
☆ L1 DCT AD V255 BENDO V211 PUBAP W291 WENDY V279 ML DCT
YPAD YMTG DCT AD W519 MTG DCT
YPAD YOLD L1 DCT AD W238 AVPAS DCT
L2 DCT AD W238 AVPAS HAZOS OMKEK DCT
L3 DCT AD W238 WAKEN W142 WHA Z92 GAANY OMKEK DCT
L4 DCT AD W238 WAKEN W142 WHA HAZOS OMKEK DCT
L5 DCT AD W238 WAKEN W142 WHA W566 NATTY DCT
L6 DCT AD W238 AVPAS GAANY OMKEK DCT
YPAD YOOM DCT AD H246 OOM DCT
YPAD YPAG DCT AD W238 AVPAS DCT
YPAD YPDN DCT AD A585 HAWKY J58 WHA J251 TN Q23 DN DCT
YPAD YPKG DCT AD A585 HAWKY H54 KAMBI T97 KG DCT
DCT AD A585 HAWKY H54 KAMBI N640 FRT J141 KG DCT
YPAD YPIR DCT AD W238 ACTIN W681 SUNAL DCT
YPAD YPLC DCT AD J15 YORKE V538 PLC DCT
AUSTRALIA

YPAD YPPH ◆ DCT AD A585 HAWKY H54 KAMBI Q32 GRABL Q10 HAMTN Q158
PH DCT
◆ DCT AD Q33 ESP Q158 PH DCT
YPAD YREN DCT AD V361 SEDAN DOVOD DCT
YPAD YSCB ☆ DCT AD V255 WG W545 CB DCT
DCT AD V255 BENDO H36 NONUP J142 CB DCT
YPAD YSBK ☆ L1 DCT AD V255 WG W113 AKMIR W817 WATLE Y20 BK DCT (Re-
striction NOT ABV 6000' NOLEM-BK)
YPAD YSSY ☆ DCT AD H247 NATYA W762 AKMIR W113 TESAT DCT
DCT PANKI H247 NATYA W762 AKMIR W113 ODALE DCT
DCT AD H247 CULIN Y59 TESAT DCT
DCT PANKI H247 CULIN Y59 RIVET DCT
L1 DCT AD V255 WG W113 TESAT DCT
DCT BENDO V255 WG W113 ODALE DCT
YPAD YWHA DCT AD W238 WAKEN W142 WHA DCT
YPAG YPAD DCT AVPAS V384 MARGO H84 AD DCT
YPBO YPPH % DCT PBO Q7 HALEM Q9 REVOP Q38 PH DCT
☆ DCT PBO Q7 HALEM Q9 RANGR DCT OVLUK V16 WOORA Q38
PH DCT
YPDN WPDL L1 DCT DN J61 IKUMA Z86 DIL DCT (ABOVE FL240)
L2 DCT DN J61 JULIE Z69 DIL DCT (AT OR BELOW FL240)
YPDN YBBN DCT DN Y25 OPEKO A464 UNVAT V327 HAWKE Y340 LAMUG
Y177 BN DCT
YPDN YBCS DCT DN Y25 PALGA SOCAR J61 CS DCT
YPDN YBMA % DCT DN Y25 OPEKO BARON W946 MA DCT
☆ DCT DN J251 TN W946 MA DCT
YPDN YPAD DCT DN Y25 BEBUX UY83 GREGA J251 WHA H84 AD DCT
YPDN YPPH H1 DCT DN J151 ZAMMI KU J72 ARG T63 BIDAP Q25 DALWU Q38 PH
DCT
H2 DCT DN J151 CIN W257 NWN Q38 PH DCT
H3 DCT DN J151 ZAMMI KU T27 VALRA W121 NWN Q38 PH DCT
YPDN YPGV DCT DN Y25 PALGA DCT COLLA J151 GV DCT
AUSTRALIA

YPDN YSSY DCT DN Y25 BEBUX T74 KARAG Y105 TARAL Y59 TESAT DCT
DCT DN Y25 BEBUX T74 KARAG Y105 TARAL Y59 RIVET DCT
YPGV YBCS ◆ DCT GV B472 GUGUK J61 CS DCT
◆ DCT GV J151 CS DCT
YPIR YPAD DCT SUNAL W681 ACTIN V432 MARGO H84 AD DCT
YPJT YPKG ☆ L2 DCT JT W114 PH Z19 RAVON Z87 ROSMO Z23 KG DCT
YPJT YMDN % DCT JT W114 PH Y31 AMANA DCT
YPKA YPPH % DCT KA Y305 COBRA L514 REVOP Q38 PH DCT
☆ DCT KA Y305 COBRA L514 PALTI OVLUK V16 WOORA Q38 PH
DCT
YPKG YPPH % DCT KG Q41 HAMTN Q158 PH DCT
☆ DCT KG V242 KELLA Z38 PH DCT
☆ DCT KG V242 KELLA CUN PH DCT (refer paragraph 7 above)
YPKT YPDN DCT JULUP J72 DN DCT
YPKU YBRM ☆ DCT KU J93 MAMUT W287 BRM DCT
DCT KU J93 BRM DCT
YPKU YPPH ◆ DCT KU J72 ARG T63 BIDAP Q25 DALWU Q38 PH DCT
◆ DCT KU T27 VALRA Q73 CAMEL Q25 DALWU Q38 PH DCT
◆ DCT KU T27 VALRA W121 NWN Q38 PH DCT
YPLC YPAD DCT PLC V707 RIKAB N640 AD DCT
YPLM YPPH % DCT LM Y207 BORVI B469 TOPIR L514 REVOP Q38 PH DCT
☆ DCT LM Y207 BORVI B469 TOPIR W206 OVLUK V16 WOORA Q38
PH DCT
YPMQ YSBK DCT PMQ W768 SORTI W214 RIC V11 BK DCT (Restriction NOT
ABV 6000' NOLEM-BK)
YPMQ YSSY ☆ DCT PMQ W768 SORTI W214 OLTIN W180 TESAT DCT
DCT PMQ W768 SORTI W214 OLTIN W180 MEPIL DCT
DCT PMQ W768 SORTI DCT CORKY H12 TESAT DCT
DCT PMQ W768 SORTI DCT CORKY H12 BOREE DCT
YPMQ YWLM DCT PMQ W106 NICLA W182 WLM DCT
◆ DCT PMQ W223 UGPOT W603 WLM DCT (refer paragraph 1 above)
AUSTRALIA

YPPD YPPH % DCT PD Q9 REVOP Q38 PH DCT
☆ DCT PD Q9 RANGR DCT OVLUK V16 WOORA Q38 PH DCT
YPPH VHHH DCT PH Y15 ESDEG Q587 METUM R592 BLI M522 VINIK M754
AKOTA A583 SABNO V541 BETTY DCT
YPPH VTBD I1 DCT PH Y15 AVNEX N752 PLB G579 SJ B469 VPK M751 REGOS
BKK DCT
I2 DCT PH Y15 ESDEG Q587 JABAL T58 SAPDA A585 PLB G579 SJ
B469 VPK M751 REGOS BKK DCT
YPPH WADD DCT PH Y15 ESDEG Q587 METUM R592 BLI DCT
YPPH WIII I1 DCT PH Y15 ESDEG Q587 JABAL T58 SAPDA A585 HLM DKI DCT
I2 DCT PH Y15 AVNEX N752 MALBI G209 XMX R206 LADIR DKI DCT
YPPH WMKK I1 DCT PH Y15 AVNEX N752 PLB G579 VJB A457 VKL DCT
I2 DCT PH Y15 ESDEG Q587 JABAL T58 SAPDA A585 PLB G579 VJB
A457 VKL DCT
YPPH WSSS I1 DCT PH Y15 AVNEX N752 PLB G579 SJ DCT
I2 DCT PH Y15 ESDEG Q587 JABAL T58 SAPDA A585 PLB G579 SJ
DCT
YPPH YANG % L1 DCT PH Y15 ESDEG Y60 TEANO GOKUP DCT
YPPH YAYE % DCT PH Y31 KARAB Y69 ROOKS W408 AYE DCT
YPPH YBAS % DCT PH Y31 KARAB Y69 ROOKS W408 AS DCT
YPPH YBBN DCT PH Y31 KARAB Y69 BOSLI Y67 KG J141 LEC T33 RACHL
Y465 BN DCT
YPPH YBGD DCT PH AVNEX Y15 MADOG KALUV EDIDA DCT
YPPH YBRM % DCT PH Y31 BRM DCT
☆ DCT PH Z19 MURCH Y31 BRM DCT
YPPH YBRY L1 DCT PH Y15 ESDEG Y60 GUVNA DCT
YPPH YBWX % DCT PH Y15 ESDEG Q587 JABAL DCT
☆ DCT PH Q17 OTLED Y10 ESDEG Q587 JABAL DCT
YPPH YCHK % DCT PH Y31 WONYU V35 NWN MILAL DUGOV DCT
YPPH YCWA H1 DCT PH Y15 ESDEG Y60 HALEM SARIG DCT
YPPH YDLO ☆ DCT PH Z19 RAVON Z87 BULGI DCT
YPPH YESP % DCT PH H18 BURGU ESP DCT
AUSTRALIA

☆ DCT PH Z44 ESP DCT
YPPH YEWA DCT PH AVNEX Y15 MADOG DCT
YPPH YFDF % DCT PH Y15 ESDEG Y60 GUVNA VEPEK DCT
YPPH YGEL % DCT PH Y15 AVNEX Q20 ONGAR W14 GEL DCT
☆ DCT PH Q17 ONGAR W14 GEL DCT
☆ DCT PH DCT OTKUN W14 GEL DCT (refer paragraph 6 above)
YPPH YGGE DCT PH Z19 NORIC Y41 RUGBO DCT
YPPH YGIA % H1 DCT PH Y31 WONYU DCT
YPPH YIBO DCT PH Y15 ESDEG Y60 GUVNA DCT
YPPH YKAR DCT PH Z19 NORIC Y41 RUGBO DCT
YPPH YKDD DCT PH Y15 ESDEG Y60 GUVNA DCT
YPPH YLEO ☆ DCT PH Z19 RAVON Z87 ROSMO Z23 KATCM Z83 YOKRA Y69
LEO DCT
YPPH YLST % DCT PH Y31 MANIG Y18 SUGAB LST DCT
☆ DCT PH Z19 RAVON Z87 BULGI LST DCT
YPPH YLTN ☆ DCT PH Z19 RAVON Z87 ROSMO Z23 KATCM Z83 YOKRA Y69
LEO DCT
YPPH YMEK % DCT PH Y31 ANKEL MEK DCT
☆ DCT PH Z19 WIRAL MEK DCT
YPPH YMEN DCT PH H18 BURGU Y135 YORKE J15 AD V255 BENDO Y218
TYNDI Y53 WENDY W382 ESDAN DCT
YPPH YMMI % DCT PH Y31 KARAB Y69 LEO DCT
☆ DCT PH Z19 RAVON Z87 ROSMO Z23 KATCM Z83 YOKRA Y69
LEO DCT
YPPH YMML H1 DCT PH H18 BURGU Y53 WENDY V279 ML DCT
H2 DCT PH H18 BURGU Y135 YORKE J15 AD V255 BENDO Y12 AR-
BEY H119 ML DCT
H3 DCT PH Y31 KARAB Y69 BOSLI Y67 KG J141 BEZZA A585 AD
V255 BENDO Y12 ARBEY H119 ML DCT
H4 DCT PH H18 MUBID J21 ISLAV N640 AD V255 BENDO Y12 ARBEY
H119 ML DCT
YPPH YMNE % DCT PH Y31 MANIG Y18 SUGAB YMNE DCT
AUSTRALIA

YPPH YNWN % DCT PH Y31 WONYU V35 NWN DCT
☆ DCT PH Z19 MURCH Y31 WONYU V35 NWN DCT
YPPH YOLW % DCT PH Y15 AVNEX H16 GEL Y77 SAGNO DCT
☆ DCT PH Q17 ONGAR W14 GEL Y77 SAGNO DCT
YPPH YPAD H1 DCT PH H18 BURGU Y135 ROGAS Y39 RIKAB N640 AD DCT
H2 DCT PH H18 MUBID J21 ISLAV N640 AD DCT
YPPH YPBO % DCT PH Y15 ESDEG Y44 REMBO V653 PBO DCT
☆ DCT PH Q17 OTLED Y10 ESDEG Y44 REMBO V653 PBO DCT
YPPH YPDN % DCT PH Y31 MANIG Y36 BIDAP T63 ARG J72 DN DCT
YPPH YPKA % DCT PH Y15 VETEL Z55 KA DCT
☆ DCT PH Q17 OTLED Y10 ESDEG Y15 VETEL Z55 KA DCT
YPPH YPKG % DCT PH Y31 KARAB Y69 BOSLI Y67 KG DCT
☆ DCT PH Z19 RAVON Z87 ROSMO Z23 KG DCT
YPPH YPKU % DCT PH Y31 MANIG Y36 BIDAP T63 ARG J72 KU DCT
YPPH YPLM % DCT PH Y15 AVNEX H16 LM DCT
☆ DCT PH Q17 ONGAR W14 GEL H16 LM DCT
YPPH YPPD % DCT PH Y15 ESDEG Y44 BUTON PD DCT
☆ DCT PH Q17 OTLED Y10 ESDEG Y44 BUTON PD DCT
YPPH YSCB H1 DCT PH H18 BURGU Y135 YORKE J15 AD V255 BENDO H36 NON-
UP J142 CB DCT
H2 DCT PH H18 BURGU Y53 RUFLE T131 BORTO J142 CB DCT
H3 DCT PH Y31 KARAB Y69 BOSLI Y67 KG J141 LEC W428 BHI BOR-
LI W266 CB DCT
H4 DCT PH H18 MUBID J21 BORLI W266 CB DCT
H5 DCT PH H18 BURGU Y53 MEMUP UY87 TAPAX T134 SUBUM T8
AY J42 CB DCT
YPPH YSOL DCT PH AVNEX Y15 ESDEG Y44 REMBO DCT
YPPH YSRD ☆ DCT PH Z19 RAVON Z87 ROSMO Z23 KATCM Z67 YAHMO DCT
YPPH YSSY H1 DCT PH H18 MUBID J21 BORLI UH205 CULIN Y59 TESAT DCT
DCT PH H18 MUBID J21 BORLI UH205 CULIN Y59 RIVET DCT
AUSTRALIA

H2 DCT PH H18 BURGU Y135 YORKE J15 AD H247 CULIN Y59 TESAT
DCT
DCT PH H18 BURGU Y135 YORKE J15 AD H247 CULIN Y59 RIVET
DCT
YPPH YWDG ☆ DCT PH Z19 RAVON Z87 ROSMO Z23 KATCM DCT
YPPH YWGA DCT PH Y15 ESDEG Y44 BUTON DCT
YPPH YWLU ☆ DCT PH Z19 NORIC Z61 WLU DCT
YPXM YPPH DCT XMX G209 IDOKU B469 TOPIR L514 REVOP Q38 PH DCT
YREN YPAD DCT DOVOD V395 BLACK H309 AD DCT
YROM YBBN % DCT ROM Y166 ROWLO V327 HAWKE Y340 LAMUG Y177 BN DCT
☆ DCT ROM Y79 BN DCT
YSBK YBTH DCT BK W339 KADOM W386 BTH DCT
YSBK YCFS DCT BK KAMBA W220 MATLA W223 NICLA W446 KADSI W196
CFS DCT
YSBK YSCB ☆ DCT BK CORDO V169 CB DCT
YSCB YBBN % DCT CB W137 AVBEG W184 MUDGI H66 LAGOB H185 BN DCT
☆ DCT CB W137 AVBEG W184 MUDGI H66 GAMBL W214 GOMOL
H185 BN DCT
☆ DCT CB W122 AKMIR W113 TESAT V140 KAMBA W220 MATLA
H133 GAMBL W214 GOMOL H185 BN DCT
YSCB YMAY ◆ DCT CB W545 IGDEL W335 AY DCT
YSCB YMHB ☆ DCT CB J163 MAKRL SUNOB H20 MOTRA W407 TASUM DCT
DCT CB UQ215 TANTA MAKRL SUNOB H20 MOTRA W407 TASUM
DCT
YSCB YMML DCT CB UQ215 TANTA Q29 ML DCT
☆ DCT CB V169 ML DCT (At or ABV A100)
YSCB YPAD L1 DCT CB W148 WG Q60 BLACK H309 AD DCT
YSCB YPPH H3 DCT CB W137 CWR W703 PKS J141 KG Q41 HAMTN Q158 PH
DCT
H4 DCT CB W266 BORLI J21 MUBID Q10 HAMTN Q158 PH DCT
H5 DCT CB W266 BORLI Q32 GRABL Q10 HAMTN Q158 PH DCT
H6 DCT CB J142 BORTO Q22 CLAMY Q158 PH DCT
AUSTRALIA

H7 DCT CB W545 IGDEL W335 AY T8 SUBUM T134 TAPAX Q27
HAMTN Q158 PH DCT
YSCB YSBK ◆ DCT CB W122 AKMIR W817 WATLE Y20 BK DCT (Restriction NOT
ABV 6000' NOLEM-BK)
YSCB YSSY ☆ DCT CB W122 AKMIR W113 TESAT DCT
DCT CB W122 AKMIR W113 ODALE DCT
DCT CB W423 CULIN Y59 TESAT DCT
DCT CB W423 CULIN Y59 RIVET DCT
YSCB YWLM DCT CB W122 AKMIR W113 TESAT V140 WLM DCT
YSCR YPPH ☆ DCT SCR V242 KELLA Z38 PH DCT
YSDU YSSY DCT DU V138 AKMIR W113 TESAT DCT
DCT DU V138 AKMIR W113 ODALE DCT
YSGE YBWW L1 DCT LOFFA LUKEY DCT
YSNF YSSY DCT NF B450 LHI UH258 RIKNI N774 TESAT DCT
DCT NF B450 LHI UH258 RIKNI N774 MARLN DCT
YSNW YSSY DCT NWA W575 AKMIR DCT RIVET Y59 TESAT DCT
☆ DCT NWA W575 AKMIR W113 TESAT DCT
YSOL YPPH DCT ENDOV DCT HALEM Q9 REVOP Q38 JULIM PH DCT
YSRD YPPH ☆ DCT KAKDO Z68 BUNGL Z38 PH DCT
YSSY WSSS DCT TESAT A576 PKS G222 SAPDA A585 PLB G579 SJ DCT
DCT KADOM A576 PKS G222 SAPDA A585 PLB G579 SJ DCT
YSSY YARM DCT TESAT V140 KAMBA W220 MATLA W347 ARM DCT
DCT KAMBA W220 MATLA W347 ARM DCT
YSSY YBAS DCT TESAT A576 AS DCT
DCT KADOM A576 AS DCT
YSSY YBCG ◆ DCT TESAT H185 ENTRA Y245 BANDA Y43 GREAV DCT GOMOL
DCT (Level requirements apply-Refer AIP DAP Sydney Departure
Procedures)
DCT ENTRA Y245 BANDA Y43 GOMOL DCT (Level requirements
apply-refer AIP DAP Sydney Departure Procedures)
◆ DCT TESAT H185 ENTRA H133 MATLA Y43 GOMOL DCT
DCT ENTRA H133 MATLA Y43 GOMOL DCT
AUSTRALIA

☆ DCT TESAT V140 KAMBA W220 MATLA H133 GAMBL W598 RIDVO
GOMOL DCT (non-RNAV or non-RNP only)
DCT KAMBA W220 MATLA H133 GAMBL W598 RIDVO GOMOL
DCT (non-RNAV or non-RNP only)
YSSY YBBN ◆ DCT TESAT H185 ENTRA Y245 BANDA H185 BN DCT (Level re-
quirements apply – Refer Sydney Departure Procedures)
DCT ENTRA Y245 BANDA H185 BN DCT (Level requirements apply
– Refer Sydney Departure Procedures)
◆ DCT TESAT H185 ENTRA H133 MATLA Y43 BANDA H185 BN DCT
DCT ENTRA H133 MATLA Y43 BANDA H185 LAGOB DCT
☆ DCT TESAT V140 KAMBA W220 MATLA H133 GAMBL W214 GO-
MOL H185 BN DCT
DCT KAMBA W220 MATLA H133 GAMBL H66 LAGOB DCT
YSSY YBCS DCT TESAT H202 RIC H76 NBR H105 HACHI Q165 VOMPA Q499
NONUM J64 CS DCT
DCT RIC H76 NBR H105 HACHI Q165 VOMPA Q499 NONUM J64
CS DCT
YSSY YBHM DCT TESAT H202 RIC H76 NBR H105 OVRON DCT
DCT RIC H76 NBR H105 OVRON DCT
YSSY YBSU ◆ DCT TESAT H185 ENTRA Y245 BANDA H185 GOMOL Q69 SU DCT
(level requirements apply - Refer AIP DAP Sydney Departure Proce-
dures)
DCT ENTRA Y245 BANDA H185 GOMOL Q69 SU DCT (level re-
quirements apply - Refer AIP DAP Sydney Departure Procedures)
◆ DCT TESAT H185 ENTRA H133 GAMBL W214 GOMOL Q69 SU
DCT
DCT ENTRA H133 GAMBL W214 GOMOL Q69 SU DCT
YSSY YBNA L3 DCT TESAT V140 WLM W182 NICLA W446 KADSI W196 BNA DCT
DCT KAMBA V140 WLM W182 NICLA W446 KADSI W196 BNA DCT
◆ DCT TESAT H185 ENTRA Y245 BNA DCT (Level requirements apply
– Refer Sydney Departure Procedures)
DCT ENTRA Y245 BNA DCT (Level requirements apply – Refer Syd-
ney Departure Procedures)
AUSTRALIA

YSSY YBTH DCT TESAT A576 KADOM W386 BTH DCT
DCT KADOM W386 BTH DCT
YSSY YBTL DCT TESAT H202 RIC H76 NBR H105 HACHI Q165 TL DCT
DCT RIC H76 NBR H105 HACHI Q165 TL DCT
YSSY YBWW ☆ L1 DCT TESAT V140 KAMBA W220 MATLA W347 MASMI Y24 UDERI
DCT
% H1 DCT TESAT RIC H202 MUDGI H105 NBR RACHL Y465 EDPEG
DCT LAREG Y24 UDERI DCT
YSSY YCFS ◆ DCT TESAT H185 ENTRA H133 MATLA W223 NICLA W446 KADSI
W196 CFS DCT
DCT ENTRA H133 MATLA W223 NICLA W446 KADSI W196 CFS
DCT
DCT TESAT H185 ENTRA Y245 BANDA J70 CFS DCT (Level re-
quirements apply – Refer Sydney Departure Procedures)
DCT ENTRA Y245 BANDA J70 CFS DCT (Level requirements apply –
Refer Sydney Departure Procedures)
☆ DCT TESAT V140 WLM W182 NICLA W446 KADSI W196 CFS DCT
DCT KAMBA V140 WLM W182 NICLA W446 KADSI W196 CFS DCT
YSSY YCOM L1 DCT TESAT V169 CORDO V20 COM DCT
DCT CORDO V20 COM DCT
YSSY YCWR DCT TESAT A576 KADOM H44 CWR DCT
DCT KADOM H44 CWR DCT
YSSY YGDH DCT TESAT V140 KAMBA W220 MATLA W702 QDI W572 GDH DCT
DCT KAMBA W220 MATLA W702 QDI W572 GDH DCT
YSSY YGFN DCT TESAT V140 KAMBA W220 MATLA H133 LOSKU W334 GFN
DCT
DCT KAMBA W220 MATLA H133 LOSKU W334 GFN DCT
YSSY YGLA % DCT TESAT H185 ENTRA Y245 BANDA H185 BN Q67 GLA DCT
(Level requirements apply - Refer to AIP DAP)
DCT ENTRA Y245 BANDA H185 BN Q67 GLA DCT (Level require-
ments apply - Refer to AIP DAP)
% DCT TESAT H185 ENTRA H133 MATLA Y43 BANDA H185 BN Q67
GLA DCT
AUSTRALIA

DCT ENTRA H133 MATLA Y43 BANDA H185 BN Q67 GLA DCT
☆ DCT TESAT V140 KAMBA W220 W347 MASMI W326 DULIN W189
BN V308 SALGI W231 GLA DCT
DCT KAMBA W220 MATLA W347 MASMI W326 DULIN W189 BN
V308 SALGI W231 GLA DCT
YSSY YGLI DCT TESAT V140 KAMBA W220 MATLA W347 MASMI DCT
DCT KAMBA W220 MATLA W347 MASMI DCT
YSSY YHBA DCT TESAT H185 ENTRA Y245 BANDA H185 GOMOL Q69 ITIDE
T55 HAAVI DCT
DCT ENTRA Y245 BANDA H185 GOMOL Q69 ITIDE T55 LEEFL
DCT
YSSY YHOT L1 DCT TESAT V169 CB W222 YHOT DCT
YSSY YLHI ◆ DCT TESAT B450 LHI DCT
DCT NOBAR B450 LHI DCT
◆ DCT TESAT G595 GUTIV ABARB B450 LHI DCT
DCT DIPSO G595 GUTIV ABARB B450 LHI DCT
YSSY YLIS DCT TESAT V140 KAMBA W220 MATLA H133 GAMBL W598 RIDVO
DCT
DCT KAMBA W220 MATLA H133 GAMBL W598 RIDVO DCT
YSSY YMAV DCT TESAT H65 RAZZI Q29 ML W15 AV DCT
DCT WOL H65 RAZZI Q29 ML W15 AV DCT
YSSY YMAY ☆ DCT TESAT V169 CB J42 AY DCT
DCT CORDO V169 CB J42 AY DCT
DCT TESAT H65 WOL J42 AY DCT
DCT WOL J42 AY DCT
YSSY YMDG DCT TESAT H202 MUDGI DCT
DCT RIC H202 MUDGI DCT
YSSY YMEN ☆ DCT TESAT V169 TEMIS W188 COLDS V512 ESDAN DCT
DCT CORDO V169 TEMIS W188 COLDS V512 ESDAN DCT
DCT TESAT H65 RAZZI Q29 LUVAS UQ205 COLDS V512 ESDAN
DCT
DCT WOL H65 RAZZI Q29 LUVAS UQ205 COLDS V512 ESDAN
DCT
AUSTRALIA

YSSY YMHB DCT TESAT H65 WOL H20 MOTRA W407 TASUM DCT
DCT WOL H20 MOTRA W407 TASUM DCT
YSSY YMLT DCT TESAT H65 WOL H20 OTKED J22 LT DCT
DCT WOL H20 OTKED J22 LT DCT
YSSY YMMB L2 DCT TESAT V169 CORDO V20 TEMIS W188 MB DCT
DCT CORDO V20 TEMIS W188 MB DCT
YSSY YMML ☆ DCT TESAT V169 ML DCT
DCT CORDO V169 ML DCT
DCT TESAT H65 RAZZI Q29 ML DCT
DCT WOL H65 RAZZI Q29 ML DCT
L2 DCT TESAT V169 CORDO V20 TEMIS V169 ML DCT
DCT CORDO V169 CORDO V20 TEMIS V169 ML DCT
YSSY YMND DCT TESAT V140 KAMBA W220 MATLA DCT
DCT KAMBA W220 MATLA DCT
YSSY YMRY DCT TESAT H65 WOL H20 NWA W436 URBOB DCT
DCT WOL H20 NWA W436 URBOB DCT
☆ DCT TESAT V169 CORDO V501 NWA W436 URBOB DCT
DCT CORDO V501 NWA W436 URBOB DCT
YSSY YNAR DCT TESAT A576 KADOM H44 LIDLI W755 VINOP
YSSY YNBR DCT TESAT V140 KAMBA W220 NBR DCT
DCT KAMBA W220 NBR DCT
YSSY YORG DCT TESAT A576 KADOM W595 VIRUR DCT
DCT KADOM W595 VIRUR DCT
YSSY YPAD ☆ DCT TESAT A576 KADOM H44 BORLI W451 MIA H309 AD DCT
DCT KADOM H44 BORLI W451 MIA H309 AD DCT
DCT TESAT A576 KADOM H44 MAXEM Q60 BLACK H309 AD DCT
DCT KADOM H44 MAXEM Q60 BLACK H309 AD DCT
YSSY YPDN DCT TESAT H202 AGETA R340 TASHA A464 TN Q23 DN DCT
DCT RIC H202 AGETA R340 TASHA A464 TN Q23 DN DCT
YSSY YPMQ ☆ DCT TESAT V140 WLM W182 NICLA W106 PMQ DCT
DCT KAMBA V140 WLM W182 NICLA W106 PMQ DCT
AUSTRALIA

DCT TESAT H185 WLM W182 NICLA W106 PMQ DCT
DCT WLM W182 NICLA W106 PMQ DCT
YSSY YPPH H1 DCT TESAT A576 KADOM H44 AD Q33 ESP Q158 PH DCT
DCT KADOM H44 AD Q33 ESP Q158 PH DCT
H2 DCT TESAT A576 KADOM H44 BORLI J21 MUBID Q10 HAMTN
Q158 PH DCT
DCT KADOM H44 BORLI J21 MUBID Q10 HAMTN Q158 PH DCT
H3 DCT TESAT A576 KADOM H44 BORLI Q32 GRABL Q10 HAMTN
Q158 PH DCT
DCT KADOM H44 BORLI Q32 GRABL Q10 HAMTN Q158 PH DCT
H4 DCT TESAT H65 WOL J42 CB J142 BORTO Q22 CLAMY Q158 PH
DCT
DCT WOL J42 CB J142 BORTO Q22 CLAMY Q158 PH DCT
YSSY YSCB ☆ DCT TESAT V169 CB DCT
DCT CORDO V169 CB DCT
DCT TESAT H65 CB DCT
DCT WOL H65 CB DCT
YSSY YSDU DCT TESAT V295 DU DCT
YSSY YSNF DCT TESAT B450 NF DCT
DCT NOBAR B450 NF DCT
DCT TESAT G595 GUTIV ABARB B450 NF DCT
DCT DIPSO G595 GUTIV ABARB B450 NF DCT
YSSY YSTW DCT TESAT V140 KAMBA W220 TW DCT
DCT KAMBA W220 TW DCT
YSSY YSWG L1 DCT TESAT V169 EXETA W10 WG DCT
DCT CORDO V169 EXETA W10 WG DCT
DCT TESAT V169 CORDO V169 EXETA W10 AVBEG W10 WG DCT
DCT CORDO V169 CORDO V169 EXETA W10 AVBEG W10 WG
DCT
YSSY YTRE ☆ DCT TESAT V140 WLM W182 NICLA W223 UGPOT DCT
DCT KAMBA V140 WLM W182 NICLA W223 UGPOT DCT
AUSTRALIA

YSSY YWLM DCT TESAT V140 WLM DCT
DCT KAMBA V140 WLM DCT
YSSY YWWL L1 DCT TESAT A576 KADOM H44 CWR BUGNI DCT
DCT KADOM H44 CWR BUGNI DCT
YSTW YSBK DCT TW W183 SCO W702 OLTIN W214 RIC V11 BK DCT (Restric-
tion NOT ABV 6000' RIC-BK)
YSTW YSSY DCT TW W130 OLTIN W180 TESAT DCT
DCT TW W130 OLTIN W180 MEPIL DCT
YSWG YMML DCT WG W638 AY V147 TEMIS V169 ML DCT
YSWG YSSY DCT WG W113 TESAT DCT
DCT WG W113 ODALE DCT
YTNG YBBN DCT RUROX W727 SUSGI V307 BN DCT
YTRE YSBK DCT UGPOT W608 SORTI W214 RIC V11 BK DCT (Restriction NOT
ABV 6000' RIC-BK)
YTRE YSSY DCT UGPOT W608 SORTI W214 OLTIN W180 TESAT DCT
DCT UGPOT W608 SORTI W214 OLTIN W180 MEPIL DCT
YTRE YWLM ◆ DCT UGPOT W603 WLM DCT (refer paragraph 1 above)
◆ DCT UGPOT W223 NICLA W182 WLM DCT
YTWB YBCV DCT BIVAT Q303 MESED Q484 MORRO DCT
YWDG YPPH ☆ DCT KELLA Z38 PH DCT
YWGA YPPH DCT GOOTA Q9 REVOP Q38 JULIM PH DCT
YWHA YPAD DCT WHA H84 AD DCT
YWLM YBBN DCT WLM W182 NICLA BANDA H185 BN DCT
YWLM YBCG ◆ DCT WLM W182 LOSKU H133 GAMBL W598 RIDVO GOMOL DCT
(non-RNAV or non-RNP only)
◆ DCT WLM W182 NICLA BANDA Y43 GOMOL DCT
YWLM YCFS DCT WLM W182 NICLA W446 KADSI W196 CFS DCT
◆ DCT WLM W603 UGPOT W196 CFS DCT (refer paragraph 1 above)
YWLM YPMQ DCT WLM W182 NICLA W106 PMQ DCT
◆ DCT WLM W603 UGPOT W223 PMQ DCT (refer paragraph 1 above)
AUSTRALIA

YWLM YSBK DCT WLM W170 MAKOR W214 RIC V11 BK DCT (Restriction NOT
ABV 6000' RIC-BK)
YWLM YSCB ☆ DCT WLM W284 TESAT V169 CB DCT
DCT WLM W284 DONIC W778 HOOKS Q15 WOL H65 CB DCT
YWLM YSSY ☆ DCT WLM W170 LOWEP W180 TESAT DCT
DCT WLM W170 LOWEP W180 MEPIL DCT
DCT WLM W170 MAKOR BOREE H12 TESAT DCT
DCT WLM W170 MAKOR BOREE DCT
YWLM YTRE ◆ DCT WLM W603 UGPOT DCT (refer paragraph 1 above)
◆ DCT WLM W182 NICLA W223 UGPOT DCT
YWLU YPPH DCT WLU LIRRI Z74 OVLUK V16 WOORA Q38 PH DCT
YWSL YMEN DCT DUNNE V434 MONTY V512 ESDAN DCT
YWWL YSSY L1 DCT BUGNI CWR W168 AKMIR W113 TESAT DCT
DCT BUGNI CWR W168 AKMIR W113 ODALE DCT
YWYY YMML DCT WYY V294 ONAGI H215 WAREN W687 ML DCT
AUSTRALIA
AUSTRALIA ESTIMATED VHF COVERAGE
Enroute
Enroute Data - China

ENROUTE DATA - CHINA 372
CHINA
FLIGHT LEVEL TRANSITION PROCEDURES
CROSSING OF RUSSIA/CHINA FIR BOUNDARY

Khabarovsk/Shenyang
During transfer of control the minimum longitudinal separation interval between the aircraft flying
along the same route at the same flight level shall be at least 10 minutes.
When operating eastbound flights along the ATS routes B451, G705 (BISUN) Khabarovsk FIR
boundary shall be crossed at flight levels established for flights in the airspace of the Russian
Federation. A change of flight level shall be carried out in Dalian ACC.
Flight levels for eastbound flights: 1

Dalian ACC Khabarovsk FIR
13700m (FL449) RVSM FL462 (14100m) RVSM
11900m (FL391) RVSM FL397 (12100m) RVSM
11300m (FL371) RVSM FL364 (11100m) RVSM
1 This table is covered by a Chinese source only.
When operating westbound flights along the ATS routes B451, G705 (BISUN) Dalian ACC boun-
dary shall be crossed at flight levels established for flights in the airspace of the People’s Republic
of China. A change of flight level shall be carried out in Khabarovsk FIR at 30km before crossing
Dalian ACC boundary.
Flight levels for westbound flights:

Khabarovsk FIR Dalian ACC
FL510 (15550m) 15500m (FL509)
FL470 (14350m) 14300m (FL469)
FL430 (13100m) 13100m (FL430)
FL400 (12200m) RVSM 12200m (FL401) RVSM
FL380 (11600m) RVSM 11600m (FL381) RVSM
FL360 (10950m) RVSM 11000m (FL361) RVSM
FL340 (10350m) RVSM 10400m (FL341) RVSM
FL320 (9750m) RVSM 9800m (FL321) RVSM
FL300 (9150m) RVSM1 9200m (FL301) RVSM1
FL280 (8550m)1 8400m (FL276)1
FL260 (7900m)1 7800m (FL256)1
FL240 (7300m)1 7200m (FL236)1
CHINA

Vladivostok APP
FL220 (6700m)1 6600m (FL217)1
FL200 (6100m)1 6000m (FL197)1
FL180 (5500m) 6000m (FL177)1
1 FL are used only for flights along airway B451
When operating eastbound flights along the ATS routes G212, N222, P175, Khabarovsk FIR
boundary shall be crossed via ARGUK at flight levels established for flights in the airspace of the
Russian Federation. A change of flight level shall be carried out in Harbin ACC.
When operating westbound flights along the ATS routes B723, M151, T634, Harbin ACC boun-
dary shall be crossed via MAGIT at flight levels established for flights in the airspace of the Peo-
ple’s Republic of China. A change of flight level shall be carried out in Khabarovsk FIR at 30km
before crossing Harbin ACC boundary.

Khabarovsk FIR Harbin ACC
FL510 (15550m) 15500m (FL509)
FL470 (14350m) 14300m (FL469)
FL430 (13100m) 13100m (FL430)
FL400 (12200M) RVSM 12200m (FL401) RVSM
FL380 (11600m) RVSM 11600m ( FL381) RVSM
FL360 (10950m) RVSM 11000m (FL361) RVSM
FL340 (10350m) RVSM 10400m (FL341) RVSM
FL320 (9750m) RVSM 9800m (FL321) RVSM
FL300 (9150m) RVSM 9200m (FL301) RVSM
FL280 (8550m) 8400m (FL276)
FL260 (7900m) 7800m (FL256)1
FL240 (7300m) 7200m (FL236)1
FL220 (6700m) 6600m (FL217)1
FL200 (6100m) 6000m (FL197)1
FL180 (5500m) 5400m (FL177)1
1 FL are used only for flights along airway R723.
CHINA
When operating eastbound flights along the ATS routes G494, M160, P153 (SIMLI), Khabarovsk
FIR boundary shall be crossed at flight levels established for flights in the airspace of the People’s
Republic of China. A change of flight level shall be carried out in Khabarovsk FIR at 30km before
crossing Harbin ACC boundary.
Flight levels for eastbound flights:

Harbin ACC Khabarovsk FIR
16100m (FL529) FL530 (16150m)
14900m (FL489) FL490 (14950m)
13700m (FL449) FL450 (13700m)
12500m (FL411) RVSM FL410 (12500m) RVSM
11900m (FL391) RVSM FL390 (11900m) RVSM
11300m (FL371) RVSM FL370 (11300m) RVSM
10700m (FL351) RVSM FL350 (10650m) RVSM
10100m (FL331) RVSM FL330 (10050m) RVSM
9500m (FL311) RVSM FL310 (9450m) RVSM
8900m (FL291) RVSM FL290 (8850m) RVSM
8100m (FL266) FL270 (8250m)
7500m (FL246) FL250 (7600m)
6900m (FL226) FL230 (7000m)
6300m (FL207) FL210 (6400m)
5700m (FL187) FL190 (5800m)
5100m (FL167) FL170 (5200m)
4500m (FL148) FL150 (4550m)
3900m (FL128) FL130 (3950m)
3300m (FL108) FL110 (3350m)
2700m (FL89) FL90 (2750m)
2100m (FL69) FL70 (2150m)
1500m (FL49) FL50 (1500m)
When operating westbound flights along the ATS routes G494, M160 (SIMLI) Harbin ACC boun-
dary shall be crossed at flight levels established for flights in the airspace of the People's Republic
of China. A change of flight level shall be carried out in Khabarovsk FIR at 30km before crossing
Harbin ACC boundary.
CHINA

Khabarovsk FIR Harbin ACC
FL510 (15550m) 15500m (FL509)
FL470 (14350m) 14300m (FL469)
FL430 (13100m) 13100m (FL430)
FL400 (12200m) RVSM 12200m (FL401) RVSM
FL380 (11600m) RVSM 11600m ( FL381) RVSM
FL360 (10950m ) RVSM 11000m (FL361) RVSM
FL340 (10350m) RVSM 10400m (FL341) RVSM
FL320 (9750m) RVSM 9800m (FL321) RVSM
FL300 (9150m) RVSM 9200m (FL301) RVSM
FL280 (8550m) 8400m (FL276)
FL260 (7900m) 7800m (FL256)
FL240 (7300m) 7200m (FL236)
FL220 (6700m) 6600m (FL217)
FL200 (6100m) 6000m (FL197)
FL180 (5500m) 5400m (FL177)
FL160 (4900m) 4800m (FL157)
FL140 (4250m) 4200m (FL138)
FL120 (3650m) 3600m (FL118)
FL100 (3050m) 3000m (FL98)
FL80 (2450m) 2400m (FL79)
FL60 (1850m) 1800m (FL59)
Hailar/Irkutsk
When operating flights along ATS routes A345, A810, G492, N622, T656 aircraft shall cross FIR
boundary via TELOK.
From Hailar FIR to Irkutsk FIR TELOK shall be crossed at flight levels established for flights in the
airspace of the Russian Federation. A change of flight level shall be carried out in Hailar FIR not
less than 5 minutes before TELOK.
CHINA

Hailar FIR Irkutsk FIR
13100m (FL430) FL430 (13100m)
12200m (FL401) RVSM FL400 (12200m) RVSM
11000m (FL361) RVSM FL360 (10950m) RVSM
9800m (FL321) RVSM FL320 (9750m) RVSM
9200m (FL301) RVSM FL300 (9150m) RVSM
6000m (FL197) RVSM FL200 (6100m)
3600m (FL118) RVSM FL120 (3650m)
Flight levels, not listed in this table above, are available in coordination between both parties.
From Irkutsk FIR to Hailar FIR TELOK shall be crossed at flight levels established for flights in the
airspace of the People’s Republik of China. A change of flight level shall be carried out in Irkutsk
FIR not less than 5 minutes before TELOK.

Irkutsk FIR Hailar FIR
FL410 (12500m) RVSM 12500m (FL411) RVSM
FL390 (11900m) RVSM 11900m (FL391) RVSM
FL370 (11300m) RVSM 11300m (FL371) RVSM
FL330 (10050m) RVSM 10100m (FL331) RVSM
FL130 (3950m) 3900m (FL128)
Flight levels, not listed in this table above, are available in coordination between both parties.
Portions of the designated ATS route in 5 minutes from TELOK towards People’s Republic of
China and Russian Federation are designated as transition zones. The aircraft must be in level
flight at least 5 minutes up to reaching transfer of control point TELOK.
During the transfer of control, the minimum longitudinal separation maintained between aircraft
flying along the designated routes via TELOK at the same assigned flight levels and in the same
direction shall be at least 10 minutes.
Aircraft proceeding from Irkutsk FIR to Hailar FIR (Manzhouli Airport) shall pass transfer of control
point TELOK at 3900m. Aircraft departing from Hailar FIR, Manzhouli (Xijiao) to Irkutsk FIR shall
pass transfer of control point TELOK at FL200, FL120.
CHINA
Novosibirsk/Urumqi
When operating westbound flights along the ATS route B206, Novosibirsk FIR boundary shall be
crossed via GOPTO at 9150m, 10350m, 11600m or at FL300, FL340, FL380.

Urumqi FIR Novosibirsk FIR
11600m (FL381) RVSM FL380 (11600m) RVSM
10400m (FL341) RVSM FL340 (10350m) RVSM
9200m (FL301) RVSM FL300 (9150m) RVSM
When operating eastbound flights along the ATS route B206, Urumqi FIR boundary shall be
crossed via GOPTO at 9500m, 10700m, 11900m.

Novosibirsk FIR Urumqi FIR
FL390 (11900m) RVSM 11900m (FL391) RVSM
FL350 (10650m) RVSM 10700m (FL351) RVSM
FL310 (9450m) RVSM 9500m (FL311) RVSM
Portions of the designated ATS route extending for 75km from GOPTO to China and Russia are
designated as transition zones. The aircraft must be in level flight at least 75km up to reaching
change-over point GOPTO.
During transfer of control the minimum longitudinal separation maintained between the aircraft
flying along the designated routes via GOPTO at the same assigned flight levels and in the same
direction shall be at least 10 minutes.
CROSSING OF DPR OF KOREA/CHINA FIR BOUNDARY

Pyongyang/Shenyang
When operating westbound flights along the airways A345, and A575, Pyongyang FIR boundary
shall be crossed via GOLOT at flight levels established for flights in the airspace of the People’s
Republic of China. A change of flight level shall be carried out in Pyongyang FIR at 10.8NM
before crossing Pyongyang FIR boundary.
When operating eastbound flights along the airways A345 and A575, Shenyang FIR boundary
shall be crossed via GOLOT at flight levels established for flights in the airspace of People’s
Republic of China. A change of flight level shall be carried out in Pyongyang FIR at 10.8NM after
crossing Shenyang FIR boundary.
CHINA

Pyongyang FIR Shenyang FIR
FL510 (15550m) 15500m (FL509)
FL470 (14350m) 14300m (FL469)
FL430 (13100m) 13100m (FL430)
FL400 (12200m) RVSM 12200m (FL401) RVSM
FL380 (11600m) RVSM 11600m ( FL381) RVSM
FL360 (10950m) RVSM 11000m (FL361) RVSM
FL340 (10350m) RVSM 10400m (FL341) RVSM
FL320 (9750m) RVSM 9800m (FL321) RVSM
FL300 (9150m) RVSM 9200m (FL301) RVSM
FL280 (8550m) 8400m (FL276)
FL260 (7900m) 7800m (FL256)
FL240 (7300m) 7200m (FL236)
FL220 (6700m) 6600m (FL217)
FL200 (6100m) 6000m (FL197)
FL180 (5500m) 5400m (FL177)
FL160 (4900m) 4800m (FL157)
FL140 (4250m) 4200m (FL138)
FL120 (3650m) 3600m (FL118)
FL100 (3050m) 3000m (FL98)
FL80 (2450m) 2400m (FL79)

Shenyang FIR Pyongyang FIR
14900m (FL489) FL490 (14950m)
13700m (FL449) FL450 (13700m)
12500m (FL411) RVSM FL410 (12500m) RVSM
11900m (FL391) RVSM FL390 (11900m) RVSM
11300m (FL371) RVSM FL370 (11300m) RVSM
10700m (FL351) RVSM FL350 (10650m) RVSM
CHINA

10100m (FL331) RVSM FL330 (10050m) RVSM
9500m (FL311) RVSM FL310 (9450m) RVSM
8900m (FL291) RVSM FL290 (8850m) RVSM
8100m (FL266) FL270 (8250m)
7500m (FL246) FL250 (7600m)
6900m (FL226) FL230 (7000m)
6300m (FL207) FL210 (6400m)
5700m (FL187) FL190 (5800m)
5100m (FL167) FL170 (5200m)
4500m (FL148) FL150 (4550m)
3900m (FL128) FL130 (3950m)
3300m (FL108) FL110 (3350m)
2700m (FL89) FL90 (2750m)
When operating northbound flights along the airway R224, Pyongyang FIR boundary shall be
crossed via VASRO at flight levels established for flights in the airspace of the People’s Republic
of China. A change of flight level shall be carried out in Pyongyang FIR at 10.8NM before crossing
Pyongyang FIR boundary.
When operating southbound bound flights along the airway R224, Shenyang FIR boundary shall
be crossed via VASRO at flight levels established for flights in the airspace of People’s Republic
of China. A change of flight level shall be carried out in Pyongyang FIR at 10.8NM after crossing
Shenyang FIR boundary.
Flight levels for northbound flights:

Pyongyang FIR Shenyang FIR
FL510 (15550m) 15500m (FL509)
FL470 (14350m)1 14300m (FL469)
FL430 (13100m) 13100m (FL430)
FL400 (12200m) RVSM1 12200m (FL401) RVSM
FL380 (11600m) RVSM 11600m ( FL381) RVSM
FL360 (10950m) RVSM1 11000m (FL361) RVSM
FL340 (10350m) RVSM 10400m (FL341) RVSM
CHINA

FL320 (9750m) RVSM1 9800m (FL321) RVSM
FL300 (9150m) RVSM 9200m (FL301) RVSM
FL280 (8550m)1 8400m (FL276)
FL260 (7900m) 7800m (FL256)
FL240 (7300m) 7200m (FL236)
FL220 (6700m) 6600m (FL217)
FL200 (6100m) 6000m (FL197)
FL180 (5500m) 5400m (FL177)
FL160 (4900m) 4800m (FL157)
FL140 (4250m) 4200m (FL138)
FL120 (3650m) 3600m (FL118)
FL100 (3050m) 3000m (FL98)
FL80 (2450m) 2400m (FL79)
1 Main FLs, other FLs available after getting permission from ATC.
Flight levels for southbound flights:

Shenyang FIR Pyongyang FIR
14900m (FL489) FL490 (14950m)1
13700m (FL449) FL450 (13700m)
12500m (FL411) RVSM FL410 (12500m) RVSM
11900m (FL391) RVSM FL390 (11900m) RVSM1
11300m (FL371) RVSM FL370 (11300m) RVSM
10700m (FL351) RVSM FL350 (10650m) RVSM1
10100m (FL331) RVSM FL330 (10050m) RVSM
9500m (FL311) RVSM FL310 (9450m) RVSM1
8900m (FL291) RVSM FL290 (8850m) RVSM
8100m (FL266) FL270 (8250m)1
7500m (FL246) FL250 (7600m)
6900m (FL226) FL230 (7000m)
CHINA

6300m (FL207) FL210 (6400m)
5700m (FL187) FL190 (5800m)
5100m (FL167) FL170 (5200m)
4500m (FL148) FL150 (4550m)
3900m (FL128) FL130 (3950m)
3300m (FL108) FL110 (3350m)
2700m (FL89) FL90 (2750m)
1 Main FLs, other FLs available after getting permission from ATC.
Pyongyang/Dalian
When operating westbound flights along the airway B332, Pyongyang FIR boundary shall be
crossed via TOMUK at flight levels established for flights in the airspace of the People’s Republic
of China. A change of flight level shall be carried out in Pyongyang FIR at 10.8NM before crossing
Pyongyang FIR boundary.
When operating eastbound flights along the airway B332, Shenyang FIR boundary shall be
crossed via TOMUK at flight levels established for flights in the airspace of People’s Republic of
China. A change of flight level shall be carried out in Pyongyang FIR at 10.8NM after crossing
Dalian ACC boundary.

Pyongyang FIR Dalian ACC
FL510 (15550m) 15500m (FL509)
FL470 (14350m) 14300m (FL469)
FL430 (13100m) 13100m (FL430)
FL400 (12200m) RVSM 12200m (FL401) RVSM
FL380 (11600m) RVSM 11600m ( FL381) RVSM
FL360 (10950m) RVSM 11000m (FL361) RVSM
FL340 (10350m) RVSM 10400m (FL341) RVSM
FL320 (9750m) RVSM 9800m (FL321) RVSM
FL300 (9150m) RVSM 9200m (FL301) RVSM
FL280 (8550m) 8400m (FL276)
FL260 (7900m) 7800m (FL256)
FL240 (7300m) 7200m (FL236)
CHINA

FL220 (6700m) 6600m (FL217)
FL200 (6100m) 6000m (FL197)
FL180 (5500m) 5400m (FL177)
FL160 (4900m) 4800m (FL157)
FL140 (4250m) 4200m (FL138)
FL120 (3650m) 3600m (FL118)
FL100 (3050m) 3000m (FL98)
FL80 (2450m) 2400m (FL79)

Dalian ACC Pyongyang FIR
14900m (FL489) FL490 (14950m)
13700m (FL449) FL450 (13700m)
12500m (FL411) RVSM FL410 (12500m) RVSM
11900m (FL391) RVSM FL390 (11900m) RVSM
11300m (FL371) RVSM FL370 (11300m) RVSM
10700m (FL351) RVSM FL350 (10650m) RVSM
10100m (FL331) RVSM FL330 (10050m) RVSM
9500m (FL311) RVSM FL310 (9450m) RVSM
8900m (FL291) RVSM FL290 (8850m) RVSM
8100m (FL266) FL270 (8250m)
7500m (FL246) FL250 (7600m)
6900m (FL226) FL230 (7000m)
6300m (FL207) FL210 (6400m)
5700m (FL187) FL190 (5800m)
5100m (FL167) FL170 (5200m)
4500m (FL148) FL150 (4550m)
3900m (FL128) FL130 (3950m)
3300m (FL108) FL110 (3350m)
2700m (FL89) FL90 (2750m)
CHINA
CROSSING OF RUSSIA/MONGOLIA FIR BOUNDARY

The aircraft operating flights along the ATS routes A91, B161, B910, N615 SULOK (G218, Y327
in Mongolia); A937, A938 BAMUK (A937 in Mongolia); A492, G917, R229, R372, R478 AMUTA
(R372 in Mongolia) shall cross FIR boundary at flight levels established for flights in the airspace
of the Russian Federation. A change of flight level shall be carried out in Ulaanbaatаr FIR.
The minimum longitudinal separation interval between the aircraft flying along the same route at
the same flight level shall be at least 10 minutes without using the ATS surveillance system and at
least 30km with using the ATS surveillance system.

A91, B161, B910, N615 SULOK (G218, Y327 in Mongolia)
Chita FIR Ulaanbaatar FIR
FL470 (14350m) 14300m (FL469)
FL430 (13100m) 13100m (FL430)
FL400 (12200m) RVSM 12200m (FL401) RVSM
FL380 (11600m) RVSM 11600m (FL381) RVSM
FL360 (10950m ) RVSM 11000m (FL361) RVSM
FL340 (10350m) RVSM 10400m (FL341) RVSM
FL320 (9750m) RVSM 9800m (FL321) RVSM
FL300 (9150m) RVSM 9200m (FL301) RVSM
FL280 (8550m) 8400m (FL276)
FL260 (7900m) 7800m (FL256)
FL240 (7300m) 7200m (FL236)
FL220 (6600m) 6600m (FL217)

Ulaanbaatar FIR Chita FIR
13700m (FL449) FL450 (13700m)
12500m (FL411) RVSM FL410 (12500m) RVSM
11900m (FL391) RVSM FL390 (11900m) RVSM
11300m (FL371) RVSM FL370 (11300m) RVSM
10700m (FL351) RVSM FL350 (10650m) RVSM
CHINA

10100m (FL331) RVSM FL330 (10050m) RVSM
9500m (FL311) RVSM FL310 (9450m) RVSM
8900m (FL291) RVSM FL290 (8850m) RVSM
8100m (FL266) FL270 (8250m)
7500m (FL246) FL250 (7600m)
6900m (FL226) FL230 (7000m)
6300m (FL207) FL210 (6400m)

A492, G917, R229, R372, R478 AMUTA (R372 in Mongolia)
Ulaanbaatar FIR Irkutsk FIR
14300m (FL469) FL470 (14350m)
13100m (FL430) FL430 (13100m)
12200m (FL401) RVSM FL400 (12200m) RVSM
11600m ( FL381) RVSM FL380 (11600m) RVSM
11000m (FL361) RVSM FL360 (10950m ) RVSM
10400m (FL341) RVSM FL340 (10350m) RVSM
9800m (FL321) RVSM FL320 (9750m) RVSM
9200m (FL301) RVSM FL300 (9150m) RVSM
8400m (FL276) FL280 (8550m)

A937, A938 BAMUK (A937 in Mongolia)
Irkutsk FIR Ulaanbaatar FIR
FL240 (7300m) 7200m (FL236)
FL220 (6600m) 6600m (FL217)
CHINA

A937, A938 BAMUK (A937 in Mongolia)
7500m (FL246) FL250 (7600m)
6900m (FL226) FL230 (7000m)
The aircraft operating only eastbound flights along the ATS routes A308, R104, P865 (A308 in
Mongolia) shall cross FIR boundary via GINOM at flight levels established for flights in the air-
space of the Russian Federation. A change of flight level shall be carried out in Ulaanbaatаr FIR.

A308, R104, P865 GINOM (A308 in Mongolia)
Krasnoyarsk FIR Ulaanbaatar FIR
FL450 (13700m) 13700m (FL449)
FL410 (12500m) RVSM 12500m (FL411) RVSM
FL390 (11900m) RVSM 11900m (FL391) RVSM
FL370 (11300m) RVSM 11300m (FL371) RVSM
FL350 (10650m) RVSM 10700m (FL351) RVSM
FL330 (10050m) RVSM 10100m (FL331) RVSM
FL310 (9450m) RVSM 9500m (FL311) RVSM
FL290 (8850m) RVSM 8900m (FL291) RVSM
FL270 (8250m) 8100m (FL266)
FL250 (7600m) 7500m (FL246)
FL230 (7000m) 6900m (FL226)
FL210 (6400m) 6300m (FL207)
The aircraft operating flights along the ATS routes A489, B330, B716, B951, G122, G808, P864,
P983 (B330, B928 in Mongolia) shall cross FIR boundary via NIGOR at flight levels established
for flights in the airspace of the Russian Federation. A change of flight level shall be carried out in
Ulaanbaatаr FIR.
CHINA

A489, B330, B716, B951, G122, G808, P864, P983 NIGOR (B330, B928 in Mongolia)
FL450 (13700m) 13700m (FL449)
FL410 (12500m) RVSM 12500m (FL411) RVSM
FL390 (11900m) RVSM 11900m (FL391) RVSM
FL370 (11300m) RVSM 11300m (FL371) RVSM
FL350 (10650m) RVSM 10700m (FL351) RVSM
FL330 (10050m) RVSM 10100m (FL331) RVSM
FL310 (9450m) RVSM 9500m (FL311) RVSM
FL290 (8850m) RVSM 8900m (FL291) RVSM
FL270 (8250m) 8100m (FL266)
FL250 (7600m) 7500m (FL246)

Ulaanbaatar FIR Krasnoyarsk FIR
14300m (FL469) FL470 (14350m)
13100m (FL430) FL430 (13100m)
12200m (FL401) RVSM FL400 (12200m) RVSM
11600m ( FL381) RVSM FL380 (11600m) RVSM
11000m (FL361) RVSM FL360 (10950m ) RVSM
10400m (FL341) RVSM FL340 (10350m) RVSM
9800m (FL321) RVSM FL320 (9750m) RVSM
9200m (FL301) RVSM FL300 (9150m) RVSM
8400m (FL276) FL280 (8550m)
7800m (FL256) FL260 (7900m)
7200m (FL236) FL240 (7300m)
CHINA

6600m (FL217) FL220 (6700m)
6000m (FL197) FL200 (6100m)
5400m (FL177) FL180 (5500m)
4800m (FL157) FL160 (4900m)
The aircraft operating flights along the ATS routes A809, A823, A935, G909, G910 LETBI (B480
in Mongolia); A310, A815, A822, G490, R497, M153 SERNA (A310, B339, Y345, Y520 in Mongo-
lia); A575, B715, P982 DARNO (A575 in Mongolia) shall cross FIR boundary at flight levels estab-
lished for flights in the airspace of Mongolia. A change of flight level shall be carried out in Kras-
noyarsk FIR (DARNO), Irkutsk FIR (LETBI, SERNA) at 30km before crossing Ulaanbaatаr FIR
boundary.

A809, A823, A935, G909, G910 LETBI (B480 in Mongolia)
Irkutsk FIR Ulaanbaatar FIR
FL450 (13700m) 13700m (FL449)
FL410 (12500m) RVSM 12500m (FL411) RVSM
FL390 (11900m) RVSM 11900m (FL391) RVSM
FL370 (11300m) RVSM 11300m (FL371) RVSM
FL350 (10650m) RVSM 10700m (FL351) RVSM
FL330 (10050m) RVSM 10100m (FL331) RVSM
FL310 (9450m) RVSM 9500m (FL311) RVSM
FL290 (8850m) RVSM 8900m (FL291) RVSM
FL270 (8250m) 8100m (FL266)
FL250 (7600m) 7500m (FL246)
CHINA

A809, A823, A935, G909, G910 LETBI (B480 in Mongolia)
14300m (FL469) FL470 (14350m)
13100m (FL430) FL430 (13100m)
12200m (FL401) RVSM FL400 (12200m) RVSM
11600m ( FL381) RVSM FL380 (11600m) RVSM
11000m (FL361) RVSM FL360 (10950m ) RVSM
10400m (FL341) RVSM FL340 (10350m) RVSM
9800m (FL321) RVSM FL320 (9750m) RVSM
9200m (FL301) RVSM FL300 (9150m) RVSM
8400m (FL276) FL280 (8550m)
7800m ( FL256) FL260 (7900m)

A310, A815, A822, G490, R497, M153 SERNA (A310, B339, Y345, Y520 in Mongolia)
IrkutskFIR Ulaanbaatar FIR
FL450 (13700m) 13700m (FL449)
FL410 (12500m) RVSM 12500m (FL411) RVSM
FL390 (11900m) RVSM 11900m (FL391) RVSM
FL370 (11300m) RVSM 11300m (FL371) RVSM
FL350 (10650m) RVSM 10700m (FL351) RVSM
FL330 (10050m) RVSM 10100m (FL331) RVSM
FL310 (9450m) RVSM 9500m (FL311) RVSM
FL290 (8850m) RVSM 8900m (FL291) RVSM
FL270 (8250m) 8100m (FL266)
FL250 (7600m) 7500m (FL246)
FL230 (7000m) 6900m (FL226)
FL210 (6400m) 6300m (FL207)
CHINA

A310, A815, A822, G490, R497, M153 SERNA (A310, B339, Y345, Y520 in Mongolia)
14300m (FL469) FL470 (14350m)
13100m (FL430) FL430 (13100m)
12200m (FL401) RVSM FL400 (12200m) RVSM
11600m ( FL381) RVSM FL380 (11600m) RVSM
11000m (FL361) RVSM FL360 (10950m ) RVSM
10400m (FL341) RVSM FL340 (10350m) RVSM
9800m (FL321) RVSM FL320 (9750m) RVSM
9200m (FL301) RVSM FL300 (9150m) RVSM
8400m (FL276) FL280 (8550m)
7800m (FL256) FL260 (7900m)
7200m (FL236) FL240 (7300m)
6600m (FL217) FL220 (6700m)

A575, B715, P982 DARNO (A575 in Mongolia)
FL530 (16150m) 16100m (FL529)
FL490 (14950m) 14900m (FL489)
FL450 (13700m) 13700m (FL449)
FL410 (12500m) RVSM 12500m (FL411) RVSM
FL390 (11900m) RVSM 11900m (FL391) RVSM
FL370 (11300m) RVSM 11300m (FL371) RVSM
FL350 (10650m) RVSM 10700m (FL351) RVSM
FL330 (10050m) RVSM 10100m (FL331) RVSM
FL310 (9450m) RVSM 9500m (FL311) RVSM
FL290 (8850m) RVSM 8900m (FL291) RVSM
FL270 (8250m) 8100m (FL266)
FL250 (7600m) 7500m (FL246)
CHINA

FL230 (7000m) 6900m (FL226)
FL210 (6400m) 6300m (FL207)

Ulaanbaatar FIR Krasnoyarsk FIR
14300m (FL469) FL470 (14350m)
13100m (FL430) FL430 (13100m)
12200m (FL401) RVSM FL400 (12200m) RVSM
11600m ( FL381) RVSM FL380 (11600m) RVSM
11000m (FL361) RVSM FL360 (10950m ) RVSM
10400m (FL341) RVSM FL340 (10350m) RVSM
9800m (FL321) RVSM FL320 (9750m) RVSM
9200m (FL301) RVSM FL300 (9150m) RVSM
8400m (FL276) FL280 (8550m)
7800m (FL256) FL260 (7900m)
7200m (FL236) FL240 (7300m)
6600m (FL217) FL220 (6700m)
The aircraft operating flights along the ATS route R366 NOPUS (R366, G230 in Mongolia) shall
cross Ulaanbaatar FIR boundary via NOPUS at flight levels established for flights in the airspace
of the Russian Federation. A change of flight level shall not be carried out.
the same flight level shall be at least 10 minutes.

R366 NOPUS (R366, G230 in Mongolia)
Novosibirsk FIR Ulaanbaatar FIR
FL450 (13700m) 13700m (FL449)
FL410 (12500m) RVSM 12500m (FL411) RVSM
FL390 (11900m) RVSM 11900m (FL391) RVSM
CHINA

R366 NOPUS (R366, G230 in Mongolia)
FL370 (11300m) RVSM 11300m (FL371) RVSM
FL350 (10650m) RVSM 10700m (FL351) RVSM
FL330 (10050m) RVSM 10100m (FL331) RVSM
FL310 (9450m) RVSM 9500m (FL311) RVSM
FL290 (8850m) RVSM 8900m (FL291) RVSM
FL270 (8250m) 8100m (FL266)
FL250 (7600m) 7500m (FL246)
FL230 (7000m) 6900m (FL226)
FL210 (6400m) 6300m (FL207)
FL190 (5800m) 5700m (FL187)

R366 NOPUS (R366, G230) in Mongolia
Ulaanbaatar FIR Novosibirsk FIR
14300m (FL469) FL470 (14350m)
13100m (FL430) FL430 (13100m)
12200m (FL401) RVSM FL400 (12200m) RVSM
11600m (FL381) RVSM FL380 (11600m) RVSM
11000m (FL361) RVSM FL360 (10950m ) RVSM
10400m (FL341) RVSM FL340 (10350m) RVSM
9800m (FL321) RVSM FL320 (9750m) RVSM
9200m (FL301) RVSM FL300 (9150m) RVSM
8400m (FL276) FL280 (8550m)
7800m (FL256) FL260 (7900m)
7200m (FL236) FL240 (7300m)
6600m (FL217) FL220 (6600m)
6000m (FL197) FL200 (6100m)
CHINA
CROSSING OF CHINA/KAZAKHSTAN FIR BOUNDARY

Aircraft operating flights between Kazakhstan and China should cross the state border at way-
points RULAD and SARIN at flight levels used in China. The change of flight level should be
made within Kazakhstan airspace by ATC instructions on following airways:
– N126 between BARUR and LAGUK
– M610 between BASPI and BERTO
– Z315 between GASBU and BERTO
– M166 between TOLKI and AGUSA
or other airway segments as instructed by ATC, but not closer than 30km to the state border.
CROSSING OF CHINA/PAKISTAN FIR BOUNDARY

Urumqi/Lahore
Aircraft maintaining flight level 9800m, 10400m, 11000m, 11600m, 12200m from China to Paki-
stan after passing PURPA shall automatically descend to and maintain FL320, FL340, FL360,
FL380, FL400 before Gilgit NDB irrespective of establishing radio contact with Lahore ACC.
Aircraft performing northbound flights along the airways G325, B215 (PURPA) shall change the
flight level in Urumqi FIR on segment not less than 10 minutes after Urumqi FIR boundary. The
boundary shall be crossed in level flight at flight levels established in the airspace of Pakistan.

Lahore FIR Urumqi FIR
41000ft 12500m (FL411)
39000ft 11900m (FL391)
35000ft 10700m (FL351)
33000ft 10100m (FL331)
CROSSING OF CHINA/MYANMAR FIR BOUNDARY

Kunming/Yangon
Aircraft performing eastbound flights along the airway A599 (LINSO) shall change the flight level
in Kunming FIR on segment between 75km and 25km before crossing GULOT. The boundary
shall be crossed in level flight at flight levels established in the airspace of Myanmar.

Yangon FIR Kunming FIR
45000ft 13700m (FL449)
41000ft 12500m (FL411)
CHINA

39000ft 11900m (FL391)
37000ft 11300m (FL371)
35000ft 10700m (FL351)
33000ft 10100m (FL331)
31000ft 9500m (FL311)
29000ft 8900m (FL291)
Aircraft performing westbound flights along the airway A599 (LINSO) shall change the flight level
in Kunming FIR on segment between 75km and 25km after crossing GULOT. The boundary shall
be crossed in level flight at flight levels established in the airspace of Myanmar.

Kunming FIR Yangon FIR
13100m (FL430) 43000ft
12200m (FL401) 40000ft
11600m (FL381) 38000ft
11000m (FL361) 36000ft
10400m (FL341) 34000ft
9800m (FL321) 32000ft
9200m (FL301) 30000ft
8400m (FL276) 28000ft
CROSSING OF CHINA/LAOS FIR BOUNDARY

Kunming/Vientiane
Aircraft performing northbound flights along the airway A581 (SAGAG) shall change the flight
level in Kunming FIR on segment between 75km and 25km before crossing ELASU. The boun-
dary shall be crossed in level flight at flight levels established in the airspace of Laos.

Vientiane FIR Kunming FIR
49000ft 14900m (FL489)
41000ft 12500m (FL411)
39000ft 11900m (FL391)
CHINA

37000ft 11300m (FL371)
35000ft 10700m (FL351)
33000ft 10100m (FL331)
31000ft 9500m (FL311)
29000ft 8900m (FL291)
27000ft 8100m (FL266)
11000ft 3300m (FL108)
Aircraft performing southbound flights along the airway A581 (SAGAG) shall change the flight
level in Kunming FIR on segment between 25km and 75km after crossing ELASU. The boundary
shall be crossed in level flight at flight levels established in the airspace of Laos.

Kunming FIR Vientiane FIR
15500m (FL509) 51000ft
12200m (FL401) 40000ft
11600m (FL381) 38000ft
11000m (FL361) 36000ft
10400m (FL341) 34000ft
9800m (FL321) 32000ft
9200m (FL301) 30000ft
8400m (FL276) 28000ft
3600m (FL118) 12000ft
CROSSING OF CHINA/VIETNAM CTA/FIR BOUNDARY

Kunming/Hanoi
Aircraft performing northbound flights along the airway R471 (KATBO) shall change the flight level
in Kunming FIR on segment not more than 75km after crossing KATBO. The boundary shall be
crossed in level flight at flight levels established in the airspace of Vietnam.

Hanoi FIR Kunming FIR
34000ft 10400m (FL341)
CHINA
Aircraft performing southbound flights along the airway R471 (KATBO) shall change the flight
level in Kunming FIR on segment not more than 75km before crossing KATBO. The boundary
shall be crossed in level flight at flight levels established in the airspace of Vietnam.

Kunming FIR Hanoi FIR
10100m (FL331) 33000ft
Nanning/Hanoi
Aircraft performing flights along the airway R474 (TEBAK) have to execute level changes from
ICAO to PR of China cruising level system and vice versa between TEBAK and 80km after
TEBAK within Nanning CTA. Cruising levels available westbound: FL200, FL220, FL240, FL260,
FL280, FL300, FL320, FL360, FL380, FL400; eastbound: FL230, FL250, FL270, FL290, FL310,
FL330, FL350, FL370, FL390, FL410.
CROSSING OF CHINA/REP OF KOREA CTA/FIR BOUNDARY

Dalian/Incheon
Aircraft performing westbound flights along the airway G597 (AGAVO) shall change the flight level
in Incheon FIR on segment between NOPIK and AGAVO. The boundary shall be crossed in level
flight at flight levels established in the airspace of China.

Incheon FIR Dalian CTA
40000ft 12200m (FL401)
38000ft 11600m (FL381)
36000ft 11000m (FL361)
34000ft 10400m (FL341)
32000ft 9800m (FL321)
30000ft 9200m (FL301)
28000ft 8400m (FL276)
26000ft 7800m (FL256)
24000ft 7200m (FL236)
22000ft 6600m (FL217)
Aircraft performing eastbound flights along the airway Y644 (AGAVO) shall change the flight level
in Incheon FIR on segment between AGAVO and BELTU. The boundary shall be crossed in level
flight at flight levels established in the airspace of China.
CHINA

Dalian CTA Incheon FIR
12500m (FL411) 41000ft
11900m (FL391) 39000ft
11300m (FL371) 37000ft
10700m (FL351) 35000ft
10100m (FL331) 33000ft
9500m (FL311) 31000ft
8900m (FL291) 29000ft
8100m (FL266) 27000ft
7500m (FL246) 25000ft
6900m (FL227) 23000ft
CROSSING OF KYRGYZ REPUBLIC/CHINA FIR BOUNDARY

When operating flights on airways B351, L147, L728 and L141, the FIR boundary shall be
crossed via KAMUD at flight levels established for flights within the airspace of People’s Republic
of China.
A change of flight level shall be carried out on segment not less than 30km in Bishkek FIR by the
ATC controller's instruction as follows:
– for westbound flights - after crossing boundary of Urumqi FIR;
– for eastbound flights - before crossing boundary of Urumqi FIR.
The rate of climb or descent to the assigned altitude shall not be less than 500ft/min or 2.5 m/sec
unless otherwise instructed by ATC.

Urumqi FIR Bishkek FIR
13100m (FL430) FL430 (13100m)
12200m (FL401) FL400 (12200m)
11600m (FL381) FL380 (11600m)
11000m (FL361) FL360 (10950m)
10400m (FL341) FL340 (10350m)
9800m (FL321) FL320 (9750m)
9200m (FL301) FL300 (9150m)
CHINA

Bishkek FIR Urumqi FIR
FL410 (12500m) 12500m (FL411)
FL390 (11900m) 11900m (FL391)
FL370 (11300m) 11300m (FL371)
FL350 (10650m) 10700m (FL351)
FL330 (10050m) 10100m (FL331)
FL310 (9450m) 9500m (FL311)
FL290 (8850m) 8900m (FL291)
CROSSING OF CHINA/TAIWAN FIR BOUNDARY

Execute level changes from PR of China to Taiwan cruising level system and vice versa on R596
between OKATO and 5NM west of SULEM.
Radio Aids
Radio Aids
Radio Data - Pacific

RADIO DATA - PACIFIC 400
BRUNEI
Name Ident Freq. Class INS Coordinates VAR/Stn Elev.
Decl
Anduki AKI 250.0 H W N04 37.8 E114 22.3 E001 30
Brunei BR 318.0 H N04 54.0 E114 54.1 E001
Brunei BRU 112.0 V D H N04 52.5 E114 53.1 E001 285
Bandar Seri Begawan BE 108.9 LOC RWY 03 E001

(Brunei Intl)
BI 109.7 LOC RWY 21 E001
FIJI IS
Decl
Lakeba LK 391.0 H W S18 12.3 W178 48.8 E013
Momi (Nadi) MI 364.0 H S17 54.0 E177 19.5 E013
Nadi NN 112.5 V D U W S17 39.3 E177 23.8 E012 119
Nausori NA 112.2 V D H S18 02.5 E178 33.7 E013 99
Navakai (Nadi) VK 405.0 H S17 47.1 E177 25.2 E013
Sawani (Nausori) NO 330.0 H S18 00.9 E178 28.1 E013
Nadi (Nadi Intl) IFN 111.9 LOC RWY 02 E013

OM S17 49.5 E177 23.3
Nausori (Nausori Intl) INA 110.5 LOC RWY 10 E013
FRENCH PACIFIC
Decl
FRENCH PACIFIC O.T.
Anaa AA 332.5 H W S17 21.4 W145 30.5 E013 58
Atuona AN 294.0 H H S09 45.1 W139 00.1 E011 1469
Bora Bora BB 384.0 H W S16 26.7 W151 45.3 E013 51
Fangatau FN 339.0 H H S15 49.3 W140 53.2 E012 54
Hao I HAO 370.0 H H S18 04.9 W140 56.4 E013 51
Hiva Oa HV 383.0 H H S09 46.2 W139 00.8 E011 1492
Huahine HH 345.0 H H S16 41.4 W151 01.6 E013 53
Huahine HHN 109.65 V D U S16 41.1 W151 00.6 E013 41
Kone KQ 305.0 H L S21 06.3 E164 52.3 E012 23
Moorea-Temae MO 377.5 H H S17 28.6 W149 46.5 E013 73
Napuka NP 376.0 H H S14 10.5 W141 15.9 E012 50
Raiatea RU 372.0 H H S16 43.3 W151 28.0 E013 52
Rangiroa OA 358.0 H H W S14 57.4 W147 39.6 E012 54
Rurutu RT 282.5 H H S22 26.0 W151 22.1 E014 78
Tahiti I (Faaa) PT 109.9 LOC RWY 04 E013
NEW CALEDONIA
Houailou HL 284.0 H M W S21 15.5 E165 36.7 E012
Ile Art BL 342.0 H L S19 43.3 E163 39.8 E011 334
Ile Des Pins IP 332.0 H L S22 35.4 E167 27.1 E013 356
Koumac KO 313.0 H L S20 32.5 E164 15.7 E012
Lifou LFU 113.3 D U S20 46.5 E167 14.4 92
Lifou LU 264.0 H L S20 46.5 E167 14.3 E012
Magenta (Noumea) MD 383.0 H M S22 28.7 E166 28.0 E012 52
Mare MR 388.0 H L S21 28.9 E168 02.1 E012
Ouere (Noumea) MGA 113.0 V D U S22 18.9 E166 28.4 E012
Ouvea OA 402.0 H L S20 38.5 E166 34.3 E012
Tontouta (Noumea) FND 354.0 H H S22 00.0 E166 11.3 E013
Tontouta (Noumea) LTO 112.9 V D H S22 00.3 E166 12.7 E013 52
FRENCH PACIFIC
Decl
Tontouta (Noumea) NW 325.5 H S21 56.3 E166 04.5 E013
Touho TH 256.0 H M S20 47.4 E165 15.3 E012
Noumea (Tontouta) LT 109.9 LOC RWY 11 E013
WALLIS IS
Hihifo (Uvea I., Wallis HOI 113.0 V D U S13 14.4 W176 12.1 E012 113
Is.)
INDONESIA
Decl
Ambon AMN 115.5 V D U W S03 36.9 E128 11.2 E001 33
Andi Jemma (Masamba) MA 244.0 H L S02 33.3 E120 19.5 E001 179
Atambua HLW 112.5 V D H S09 04.5 E124 54.5 E001 1145
Atang Sendjaja (Bogor) AS 398.0 H L S06 33.0 E106 46.0 E001
Bali (Den Pasar) BLI 116.2 V D U W S08 45.0 E115 09.8 E001 46
Balikpapan BPN 117.2 V D U W S01 14.7 E116 56.4 E000 12
Banda Aceh BAC 113.4 V D U W N05 31.4 E095 25.3 W001
Bandar Lampung TF 290.0 H L S05 14.7 E105 10.7 E001
Bandar Lampung TKG 115.0 V D L W S05 15.6 E105 11.6 E001 200
Bandung BND 117.0 V D U W S06 52.9 E107 30.7 E001 2450
Bandung OY 300.0 H W S06 55.4 E107 38.9 E001 2430
Bandung YY 205.0 H M S06 53.6 E107 33.2 E001
Banjarmasin BDM 112.1 V D H S03 26.2 E114 43.9 E001 73
Banjarmasin OU 390.0 H W S03 26.2 E114 45.2 E001
Batam BM 370.0 H N01 07.3 E104 06.6 E000
Batam BTM 116.0 V D U N01 08.5 E104 08.2 E000 34
Bengkulu BKL 114.3 V D U S03 51.9 E102 20.6 W000 69
Betoambari (Bau Bau) BR 274.0 H L S05 29.2 E122 34.1 E001
Biak BIK 112.5 V D U W S01 10.9 E136 05.2 E002 50
Biak ZM 230.0 H W S01 10.9 E136 05.7 E002 46
Bima NMA 115.1 V D H S08 32.0 E118 41.5 E001
Blora (Semarang) BA 240.0 H S06 59.6 E111 25.1 E001
Bua (Luwu) LG 464.0 H L S03 05.0 E120 14.6 E000 98
Budiarto (Tangerang) BTO 115.8 V D U S06 17.5 E106 33.9 E001
Cengkareng (Jakarta) CKG 113.6 V D U S06 11.3 E106 31.8 E001 86
Cilacap CLP 114.9 V D H S07 38.7 E109 02.1 E000
Cirebon PG 276.0 H L S06 45.3 E108 32.3 E001
Dr. Ferdinand Lumban- SIX 114.3 V D L N01 33.1 E098 53.5 W000
tobing
Emalamo (Sanana) AS 397.0 H S02 05.7 E125 57.8 E001
Gorontalo GTL 113.5 V D L N00 38.6 E122 50.9 E000
INDONESIA
Decl
Halim Perdanakusuma AL 215.0 H S06 11.6 E107 02.4 E001
(Jakarta)
Halim Perdanakusuma HLM 113.3 V D U S06 16.3 E106 53.2 E001
(Jakarta)
Indramayu IMU 116.4 V D U S06 18.3 E108 20.3 E001 40
Irarutu BM 348.0 H L S02 32.1 E133 26.4 E002
Jakarta DKI 114.6 V D U S05 57.7 E107 02.1 E001 20
Jakarta OB 360.0 H W S06 11.7 E106 51.4 E001
Jambi JMB 117.5 V D U W S01 38.2 E103 38.7 E000 100
Jayapura JPA 116.2 V D H S02 34.7 E140 31.0 E003 300
Kalijati OZ 385.0 H W S06 33.0 E107 41.0 E000
Kalimarau (Tanjung KM 232.0 H L N02 09.6 E117 26.1 W000
Radeb)
Kasiguncu (Poso) DF 310.0 H L S01 25.2 E120 39.5 E000 71
Kasiguncu (Poso) PSJ 112.8 V D H S01 24.5 E120 39.6 E000
Kendari KDI 115.0 V D H S04 04.5 E122 27.2 E001
Ketapang KTG 116.8 V D H S01 49.0 E109 57.9 E001
Kotabaru GSA 112.9 V D L S03 17.8 E116 09.8 E001 40
Kuabang KAO 113.7 V D U N01 11.1 E127 53.7 E000 43
Kuala Kurun (Gunung VR 209.0 H L S01 07.6 E113 52.5 E001
Mas)
Kuala Pembuang (Ser- KB 233.0 H S03 22.7 E112 32.4 E000
uyan)
Kupang KPG 112.2 V D U S10 10.0 E123 41.5 E001
Labuan Bajo LBJ 112.6 V D L S08 28.9 E119 53.1 E001 263
Lawang LW 290.0 H W S07 49.3 E112 41.4 E001
Lewoleba WP 311.0 H S08 22.0 E123 26.3 E002
Lhok Sukon LS 222.0 H N05 04.1 E097 15.2 W001
Majalengka KTJ 112.1 V D L S06 38.9 E108 10.1 E001
Makassar MAK 110.0 V D T S05 03.1 E119 34.0 E001 65
Makassar MKS 114.7 V D H S05 02.3 E119 31.6 E001
Malang ABD 116.1 V D U S07 56.0 E112 42.8 E001 1715
INDONESIA
Decl
Malang ML 342.0 H W S07 56.0 E112 43.0 E001
Manado MD 255.0 H W N01 28.9 E124 50.3 E000
Manado MNO 114.2 V D L W N01 33.3 E124 55.7 E000
Manado MWB 114.8 V D H N01 19.4 E124 57.3 E000
Manado PN 290.0 H N01 29.6 E124 54.6 E000
Manokwari MKW 115.7 V D L S00 53.8 E134 03.0 E001
Matak (Anambas Is) MK 329.0 H N03 20.8 E106 15.4 E000
Maumere MOF 114.5 V D U S08 38.5 E122 14.4 E001
Medan MDN 113.0 V D U W N03 30.3 E098 36.5 W001
Melawi NH 233.0 H S00 20.9 E111 44.8 E000
Melonguane (Sangihe MG 215.0 H N04 00.4 E126 40.5 E000
Talaud)
Merauke MKE 115.8 V D U S08 31.4 E140 25.0 E004 26
Minangkabau (Padang MKB 114.7 V D U S00 47.2 E100 16.7 W000 33
Pariaman)
Nabire NBR 117.3 V D U S03 23.0 E135 30.1 E002 141
Namlea HA 290.0 H W S03 14.3 E127 06.0 E002
Noto Hadinegoro HN 243.0 H S08 14.7 E113 41.7 E001 314
(Jember)
Nunukan NNK 115.0 V D U N04 08.3 E117 39.8 W000
Nusawiru (Pangandaran) NW 357.0 H S07 43.3 E108 29.5 E001 65
Oesman Sadik (Labuha) LA 307.0 H M S00 38.2 E127 30.2 E000 95
Padang OQ 295.0 H W S00 55.5 E100 21.4 E000 9
Padang PDG 116.4 V D U W S00 52.3 E100 21.2 E000 9
Padang QQ 325.0 H M S00 55.3 E100 21.7 E000
Pagar Alam PM 334.0 H L S04 01.6 E103 22.8 E000
Palangkaraya FK 250.0 H S02 13.5 E113 56.9 E001
Palangkaraya PKY 114.3 V D U S02 14.6 E113 57.0 E001 71
Palembang PLB 115.5 V D U S02 52.7 E104 39.2 E000 37
Palu PAL 116.2 V D U S00 53.1 E119 53.7 E000 300
Pangkal Pinang PKP 114.2 V D U S02 10.0 E106 08.5 E000 151
INDONESIA
Decl
Pangkalan Bun PKN 117.4 V D U S02 43.1 E111 41.3 E001 75
Pangkalan Bun PN 238.0 H W S02 42.4 E111 40.0 E001
Pangsuma (Putussibau) PB 360.0 H L N00 50.3 E112 56.2 E000 108
Pattimura PMA 113.6 V D U S03 42.9 E128 05.3 E001 33
Pegunungan Bintang ZX 342.0 H S04 50.7 E140 34.7 E004
Pekanbaru PKU 112.1 V D U N00 25.5 E101 26.5 E000 99
Pinang Kampai (Dumai) DM 343.0 H L N01 38.7 E101 27.3 W000
Pitu (Morotai) OX 295.0 H N02 02.8 E128 17.3 E000
Polonia ON 375.0 H W N03 34.1 E098 40.4 W001 87
Pondok Cabe (South CB 225.0 H S06 20.0 E106 45.8 E001
Tangerang)
Pontianak PNK 113.2 V D H S00 04.7 E109 22.5 E000 95
Praya LMB 116.0 V D U S08 46.3 E116 17.6 E001 424
Purwakarta PW 250.0 H W S06 34.0 E107 27.0 E000
Putussibau PSU 114.0 V D U N00 49.9 E112 56.6 E000
Ranai (Natuna) NTA 112.5 V D H N03 56.9 E108 23.4 E000
Rengat AD 280.0 H W S00 21.0 E102 20.1 E000 131
Sabang WE 310.0 H N05 52.6 E095 20.2 W001
Samarinda TG 404.0 H L S00 22.6 E117 15.3 E000
Sampit SP 305.0 H S02 30.2 E112 58.6 E001
Sampit SPT 114.5 V D H S02 29.9 E112 58.3 E001
Sanggu (Buntok) BK 217.0 H S01 40.1 E114 53.8 E001
Selayar ARP 112.1 V D H S06 10.6 E120 26.3 E001
Semarang ANY 115.2 V D U S06 58.5 E110 22.8 E001 9
Semarang OC 350.0 H S06 58.9 E110 22.6 E001
Semarang PI 265.0 H L S07 10.5 E110 45.8 E001
Serdang DES 112.2 V D U N03 37.0 E098 51.0 W000
Siborongborong SLG 115.1 V D H N02 15.7 E098 59.1 W000
Silampari SLP 114.9 V D H S03 17.2 E102 55.0 E000 336
Singkep NE 320.0 H W S00 29.0 E104 34.6 E000
Sintang SG 405.0 H L S00 02.5 E111 27.2 E000 140
INDONESIA
Decl
Soa BJW 113.5 V D U S08 42.3 E121 02.8 E001
Solo SLO 116.3 V D U S07 30.5 E110 47.7 E001 400
Solo SO 255.0 H W S07 30.7 E110 44.8 E001
Sorong MIL 117.1 V D U W S00 53.8 E131 17.4 E001 17
Sugimanuru (Muna) MN 348.0 H L S04 45.6 E122 34.0 E001
Sumbawa Besar SM 404.0 H M S08 29.4 E117 25.0 E001
Surabaya SBR 113.4 V D U S07 22.4 E112 46.3 E001 9
Tambolaka TBK 113.1 V D H S09 24.5 E119 14.9 E001 234
Tambolaka WK 201.0 H S09 24.8 E119 15.0 E001 281
Tampa Padang MU 235.0 H W S02 35.5 E119 01.6 E001
Tangerang TN 400.0 H S06 17.4 E106 34.1 E001 125
Tanjung Bara (Kutai PC 286.0 H N00 33.5 E117 38.4 E000
Timur)
Tanjung Pandan TPN 116.7 V D U S02 43.5 E107 45.2 E001 249
Tanjung Pinang TI 385.0 H W N00 55.2 E104 31.6 E000
Tanjung Pinang TPG 114.8 V D L N00 54.2 E104 30.9 E000 115
Tanjung Redeb BRZ 116.8 V D H N02 09.2 E117 25.8 W000
Tarakan TRK 116.6 V D U N03 19.5 E117 33.7 W000 23
Tasikmalaya TM 391.0 H L S07 20.5 E108 14.9 E001
Ternate TR 265.0 H N00 49.9 E127 22.7 E000 185
Timika TMK 112.7 V D U S04 31.0 E136 52.0 E003 142
Timika ZF 300.0 H S04 32.1 E136 53.4 E003 156
Toli Toli TO 370.0 H L N01 07.3 E120 47.5 E000 9
Trunojoyo (Sumenep) SMP 114.1 V D T S07 01.5 E113 53.3 E001 25
Waingapu WGP 117.3 V D H S09 40.2 E120 18.2 E001 28
Wamena ZW 222.0 H W S04 06.0 E138 57.4 E004
Yogyakarta JOG 112.8 V D U W S07 48.0 E110 18.6 E001 350
Yogyakarta OF 270.0 H W S07 47.1 E110 26.0 E001
Bali (I Gusti Ngurah Rai IDPS 110.3 LOC RWY 27 E001

Intl)
INDONESIA
Decl
Balikpapan (Sultan Aji IBPN 110.9 LOC RWY 25 E000
Muhammad Sulaiman
Sepinggan)
Banda Aceh (Sultan IBAC 111.3 LOC RWY 17 W001
Iskandar Muda)
Banjarmasin (Syamsudin IBDM 110.7 LOC RWY 10 E001
Noor)
OM S03 25.7 E114 41.2
Batam (Hang Nadim) IBTM 110.1 LOC RWY 04 E000
Bengkulu (Fatmawati IBKL 111.7 LOC RWY 13 W000
Soekarno)
Biak (Frans Kaisiepo) IBIK 110.5 LOC RWY 11 E002
Deli Serdang (Kuala- IDES 109.3 LOC RWY 05 W000
namu Intl)
IDEL 110.9 LOC RWY 23 W000
Gorontalo (Djalaluddin) IGTO 110.1 LOC RWY 27 E000
Jakarta (Halim Perdana- IHAL 111.7 LOC RWY 24 E000
kusuma)
Jakarta (Soekarno-Hatta ICHL 111.5 LOC RWY 07L E001
Intl)
ICHR 110.5 LOC RWY 07R E001
ICGL 111.1 LOC RWY 25L E001
ICGR 110.9 LOC RWY 25R E001
Jambi (Sultan Thaha) IJMB 109.9 LOC RWY 31 E000
Jayapura (Sentani) IJPA 110.3 LOC RWY 30 E003
Kendari (Halu Oleo) IKDI 109.9 LOC RWY 26 E001
Kulon Progo (Yogyakarta IKLP 110.7 LOC RWY 11 E001
Intl)
Kupang (El Tari) IKPG 110.5 LOC RWY 26 E001
Majalengka (Kertajati IKTJ 109.5 LOC RWY 14 E001
Intl)
Makassar (Sultan Hasa- IUJP 110.5 LOC RWY 03 E001
nuddin)
IUPG 111.3 LOC RWY 13 E001
INDONESIA
Decl
IMAK 110.1 LOC RWY 21 E001
Malang (Abdulrachman IABD 109.7 LOC RWY 35 E001
Saleh)
Manado (Sam Ratulangi) IMNO 111.1 LOC RWY 18 E000
ITDO 110.5 LOC RWY 36 E000
Padang Pariaman (Min- IMKB 111.5 LOC RWY 33 W000
angkabau Intl)
Palangkaraya (Tjilik IPLR 111.7 LOC RWY 34 E001
Riwut)
Palembang (Sultan IPLM 111.1 LOC RWY 11 E000
Mahmud Badaruddin II)
IPLB 110.5 LOC RWY 29 E000
OM S02 55.7 E104 46.2
Pangkalan Bun (Iskan- IPKN 111.9 LOC RWY 31 E001
dar)
Pekanbaru (Sultan Syarif IPKU 111.1 LOC RWY 36 E000
Kasim II)
Pontianak (Supadio) IPNK 111.3 LOC RWY 15 E001
OM S00 04.7 E109 22.5
Praya (Zainuddin Abdul ILMB 109.9 LOC RWY 13 E001
Madjid Intl)
Semarang (Jenderal IANY 109.9 LOC RWY 13 E001
Ahmad Yani Intl)
Siborongborong (Raja ISLB 108.7 LOC RWY 27 W000
Sisingamangaraja XII)
Solo (Adi Soemarmo) ISLO 111.5 LOC RWY 26 E001
OM S07 29.6 E110 51.5
Surabaya (Juanda) ISBY 110.1 LOC RWY 10 E001
Tanjung Redeb (Kali- IBRZ 110.3 LOC RWY 01 W000
marau)
Tanjungpandan (H.AS. ITPN 109.5 LOC RWY 36 E001
Hanandjoeddin)
Tarakan (Juwata) ITRK 109.7 LOC RWY 06 W000
Timika (Mozes Kilangin) ITMK 110.7 LOC RWY 12 E003
INDONESIA
Decl
Yogyakarta (Adisutjipto) IJOG 109.1 LOC RWY 09 E001
JAPAN
Decl
Akeno AK 380.0 H W N34 31.7 E136 41.8 W006
Akeno AKT 112.05 T U N34 31.7 E136 40.5 W007 20
Amakusa AKE 113.45 V D H N32 28.8 E130 09.7 W007 351
Amami ALT 115.5 T H N28 26.6 E129 35.0 W005 996
Ami TLD 116.0 D H N36 01.3 E140 12.3 136
Aomori MRE 114.1 V D H W N40 44.3 E140 42.3 W009 755
Asahikawa AWE 113.5 V D H W N43 40.0 E142 27.4 W009 769
Ashiya AHT 108.6 T U N33 53.2 E130 39.0 W008 98
Atsugi NJA 115.1 T U N35 26.7 E139 27.2 W006 214
Awaji AJD 115.6 D H N34 16.2 E134 42.8 884
Chichijima CI 257.0 H W N27 05.4 E142 13.2 W003
Chinen TIC 114.2 V H N26 09.7 E127 48.0 W004 543
Chinen TIT 114.2 T H N26 09.6 E127 48.1 W004 543
Chitose CHE 116.9 V D H N42 42.0 E141 41.2 W010
Chitose YYT 135.9 M U N42 47.3 E141 40.1 W010 101
Chitose (Sapporo) ZYT 109.2 T U N42 45.9 E141 40.4 W009 89
Choshi CVT 113.6 T H N35 43.6 E140 48.0 W007 236
Daigo GOT 115.3 T H N36 44.7 E140 21.0 W007 1480
Erabu (Okierabu I) ONC 113.1 V T H W N27 26.0 E128 41.9 W005
Fukue FUE 115.8 V D H N32 40.1 E128 49.6 W007
Fukuoka DGC 114.5 V T H N33 40.6 E130 23.4 W008 65
Fukushima FKE 113.45 V D H N37 13.5 E140 26.2 W008 1313
Futenma (Okinawa I.) NFO 110.5 T U N26 16.1 E127 44.6 W004 244
Gifu GFT 109.4 T U N35 23.5 E136 51.5 W008 146
Goboh GBD 116.9 D H N33 54.6 E135 06.4 1016
Hachijo Jima HCE 116.65 V D H N33 06.9 E139 47.3 W006
Hachinohe HVT 108.6 T U N40 33.4 E141 28.2 W008 148
Hachinohe JC 381.0 H W N40 33.0 E141 28.7 W008
Hakodate HWE 112.3 V D H W N41 46.4 E140 49.9 W009
Hamamatsu LHT 114.7 T H N34 44.8 E137 42.6 W008 218
Hanamaki HPE 112.8 V D H W N39 26.0 E141 08.0 W008 339
JAPAN
Decl
Haneda (Tokyo) HME 112.2 V D U W N35 33.7 E139 45.7 W007 63
Hofu FMT 113.0 T U N34 02.3 E131 32.7 W008 58
Hongo (Hiroshima) HGE 117.9 V D H N34 26.0 E132 55.4 W007 1119
Hyakuri HUC 113.3 V T H N36 11.2 E140 24.8 W007 107
Iki (Ikishima) IKE 113.2 V D H N33 44.9 E129 46.6 W007 219
Iruma YLT 110.6 T U N35 50.4 E139 24.9 W008 295
Ishida ISE 111.8 V D U N33 45.1 E129 46.9 W008
Ishigakijima IGE 115.4 V D H N24 23.8 E124 14.3 W004 208
Itami ITE 114.75 V D U N34 48.3 E135 24.2 W007 176
Iwaki IXE 117.7 V D H W N37 08.9 E140 58.5 W007 534
Iwami IME 115.05 V D H N34 40.6 E131 46.8 W007 228
Iwoto IJT 109.8 T U N24 47.1 E141 19.0 W004 392
Iwoto OX 360.0 H W N24 46.4 E141 18.5 W004
Izumo XZE 113.4 V D U N35 25.0 E132 53.5 W008
Kadena (Okinawa) KAD 112.0 V T U W N26 21.4 E127 46.1 W004
Kagawa (Takamatsu) KTE 108.4 V D H N34 12.7 E134 01.4 W007 696
Kagoshima HKC 113.3 V T H W N31 41.8 E130 35.0 W006 1909
Kajiki (Kagoshima) KGE 115.7 V D H N31 47.9 E130 43.6 W007 901
Kanoya JA 238.0 H W N31 21.4 E130 50.9 W006 214
Kanoya JAT 113.8 T U N31 21.8 E130 49.8 W006 252
Kasari (Amami) AME 113.95 V D H N28 26.1 E129 42.7 W006
Kibi OYE 111.0 V D H N34 45.0 E133 50.1 W008
Kochi KRE 113.7 V D H W N33 32.5 E133 40.8 W007 53
Komatsu KMC 112.0 V T H N36 23.8 E136 24.3 W008 18
Komatsushima KJT 113.55 T U N34 00.3 E134 37.5 W007 57
Kowa XMT 113.5 T U N34 42.3 E136 57.4 W007 326
Kuga IWT 114.3 T H N34 04.8 E132 08.8 W007 2145
Kumamoto KUE 112.8 V D H W N32 50.1 E130 50.5 W007 651
Kumejima KXC 116.7 V T H W N26 22.3 E126 43.3 W005 54
Kushimoto KEC 112.9 V T H W N33 26.9 E135 47.7 W007 150
Kushiro KSE 112.5 V D H W N43 02.0 E144 12.2 W009 334
JAPAN
Decl
Matsumoto MBE 117.6 V D H N36 09.4 E137 55.2 W007
Matsushima MXT 114.3 T U N38 24.2 E141 13.5 W008 7
Memanbetsu TBE 110.85 V D H W N43 53.1 E144 10.0 W009 132
Mihara (Oshima) OSE 109.85 V D H N34 47.3 E139 21.9 W007 156
Miho (Yonago) JET 116.7 T H N35 31.9 E133 05.6 W008 1696
Minami Torishima ML 343.0 H W N24 17.5 E153 59.0 E000
Minami Torishima MLT 108.6 T U N24 17.4 E153 58.7 E000 40
Minamidaito MDE 117.8 V D H N25 51.3 E131 15.8 W005 194
Misawa MIS 115.4 V T H N40 42.2 E141 22.9 W008 103
Mishima MIT 110.6 T U N34 46.3 E131 08.3 W006 652
Miyako MQE 116.6 V D H W N39 51.9 E141 57.1 W009 632
Miyakojima MJC 113.45 V T H W N24 46.6 E125 17.6 W004 152
Miyazaki MZE 112.4 V D H N31 52.7 E131 26.2 W007 54
Miyazu YME 112.6 V D H N35 28.8 E135 08.2 W007 2428
Momiji MME 114.1 V D U N34 26.1 E132 54.6 W008
Monbetsu MVE 112.9 V D H N44 18.3 E143 23.7 W009 159
Moriya (Tokyo) SND 114.0 D L N35 56.1 E139 58.9 126
Mukawa (Sapporo) MKE 116.4 V D H N42 33.3 E141 57.3 W009
Musashi (Oita) TFE 117.7 V D H W N33 29.4 E131 43.7 W007 100
Nagasaki OLE 116.6 V D H N32 54.3 E129 55.1 W007
Nagoya KCC 114.2 V T H W N35 15.9 E136 54.9 W008 76
Naha NHC 116.5 V T H N26 12.5 E127 38.6 W005 57
Nakashibetsu NSE 111.45 V D H N43 34.6 E144 57.0 W009
Nakatane TGE 115.4 V D H N30 36.1 E130 59.5 W007 810
Nanki NKE 109.05 V D H N33 39.7 E135 21.6 W007 338
Narita (Tokyo) NRE 117.9 V D H W N35 46.9 E140 21.8 W007 154
Niigata GTC 115.5 V T H W N37 57.5 E139 06.9 W008 39
Niijima NJT 116.5 T H N34 20.9 E139 16.3 W007 994
Nikko (Utsunomiya) JD 389.0 H W N36 29.2 E139 51.8 W007
Noto NTE 111.45 V D H N37 17.4 E136 57.8 W008 793
Nyutabaru NHT 115.0 T U N32 04.8 E131 27.2 W007 263
JAPAN
Decl
Obihiro OBE 109.65 V D H W N42 44.0 E143 13.2 W009 531
Odate ODE 114.75 V D H W N40 11.9 E140 21.7 W009 308
Okayama OKT 115.9 T H N34 40.3 E134 00.9 W007 791
Oki OIE 109.25 V D H N36 10.6 E133 19.4 W008
Okushiri ORE 109.85 V D H N42 04.2 E139 26.6 W010
Ominato OMT 114.85 T U N41 13.9 E141 08.2 W008 12
Onjuku OJT 115.7 T H N35 11.0 E140 22.3 W006 365
Oshima XAC 113.1 V T H W N34 42.7 E139 24.8 W007 2088
Oyama MOE 108.65 V D U N34 04.3 E139 33.7 W006
Ozuki (Shimonoseki) OCT 112.15 T U N34 02.7 E131 03.0 W006 50
Rishiri RSE 114.6 V D H N45 14.7 E141 11.2 W010
Saga SGE 114.75 V D H W N33 08.9 E130 17.6 W007 40
Sapporo SPE 113.9 V D U N43 10.5 E141 18.1 W009
Sekiyado SYE 117.0 V D H W N36 00.7 E139 50.4 W007 80
Sendai SDE 116.3 V D H N38 08.3 E140 55.3 W008 54
Shimizu SUC 115.2 V T H W N32 45.4 E132 59.8 W007
Shimofusa (Matsudo) SHT 108.2 T H N35 48.1 E140 00.6 W007 122
Shimojishima SJE 117.1 V D H W N24 49.3 E125 08.6 W003 66
Shimotsushima VCT 116.85 T U N34 07.8 E129 17.0 W006 601
Shin-Tachikawa TN 366.0 H W N35 43.1 E139 24.0 W007
Shizuhama (Yaizu) YZT 109.2 T U N34 48.9 E138 17.7 W008 78
Shizuoka SZE 110.65 V D H N34 47.8 E138 11.6 W007 448
Shodo STD 114.4 D H N34 30.7 E134 16.5 2531
Shonai YSE 109.6 V D H N38 48.6 E139 48.0 W009 162
Tachikawa TNT 115.8 T U N35 43.0 E139 24.0 W007 390
Takamatsu TZT 117.5 T U N34 19.6 E133 57.2 W007 1607
Tateyama PQD 112.5 D H N34 56.8 E139 53.7 600
Tateyama TET 108.8 T U N34 58.3 E139 50.3 W006 517
Tokachi OH 239.0 H W N42 54.0 E143 09.5 W009 416
Tokachi TKT 111.8 T U N42 53.6 E143 10.0 W009 336
Tokunoshima TKE 110.45 V D U N27 49.5 E128 52.9 W005
JAPAN
Decl
Tokushima TSC 114.9 V T H N34 07.8 E134 36.5 W007 5
Tottori TRE 110.2 V D H N35 31.6 E134 09.9 W008
Toyama TOE 110.85 V D U N36 39.1 E137 11.5 W008 116
Tsuiki TQT 110.4 T U N33 41.3 E131 02.1 W008 81
Tsushima VCE 111.45 V D H W N34 16.9 E129 20.2 W007
Ube (Yamaguchi) UBE 110.8 V D U N33 56.1 E131 17.0 W007
Utsunomiya JDT 112.15 T U N36 31.0 E139 52.5 W007 406
Wakkanai WKE 115.3 V D H N45 24.4 E141 48.3 W010
Yakushima YKE 117.0 V D H N30 22.8 E130 39.8 W007
Yamagata YTE 113.0 V D H N38 23.3 E140 21.5 W008
Yao YOE 114.6 V D U N34 35.9 E135 35.6 W008 101
Yokosuka HYD 116.2 D H N35 15.3 E139 35.2 502
Yokota (Tokyo) YOK 113.8 T U N35 44.9 E139 21.0 W007 438
Yonago YGE 117.3 V D H N35 30.1 E133 15.4 W008 43
Yonaguni YNE 115.05 V D H N24 27.9 E122 59.9 W005 315
Yoron YRE 112.25 V D H N27 02.7 E128 23.9 W005
Yuwa (Akita) UWE 110.65 V D H W N39 37.0 E140 11.2 W008
Akita IUW 108.9 LOC RWY 28 W009

Amami IAM 109.3 LOC RWY 03 W006
Aomori IMR 111.9 LOC RWY 24 W009
Asahikawa IAW 110.5 LOC RWY 34 W009
Atsugi IAG 111.3 LOC RWY 01 W007
Fukue IFU 109.7 LOC RWY 03 W007
IFE 110.1 LOC RWY 21 W008
Fukuoka IFO 111.7 LOC RWY 16 W008
IFF 108.9 LOC RWY 34 W008
Fukushima IFK 110.5 LOC RWY 01 W008
Hachijojima IHC 110.1 LOC RWY 26 W006
Hachinohe IHE 111.3 LOC RWY 25 W008
Hakodate IHL 109.3 LOC RWY 12 W009
JAPAN
Decl
Hanamaki IHP 109.3 LOC RWY 20 W008
Hiroshima IHG 108.7 LOC RWY 10 W008
Hyakuri IHY 109.3 LOC RWY 03R W007
Ishigaki I (New Ishigaki) IIG 110.75 LOC RWY 04 W004
Iwami IWA 108.1 LOC RWY 11 W007
Izumo IXZ 111.7 LOC RWY 25 W008
Kagoshima IKG 111.7 LOC RWY 34 W007
Kanoya IJA 110.3 LOC RWY 26L W006
Kitakyushu IKQ 109.15 LOC RWY 18 W008
Kochi IKR 110.9 LOC RWY 32 W008
Komatsu IKM 110.1 LOC RWY 06 W008
Kumamoto IKU 109.3 LOC RWY 07 W007
Kushiro IKS 108.9 LOC RWY 17 W009
Matsudo (Shimofusa) ISH 109.1 LOC RWY 19 W007
Matsuyama IMP 109.3 LOC RWY 14 W007
Memanbetsu ITB 110.1 LOC RWY 18 W009
IHM 110.3 LOC RWY 36 W010
Misawa (Misawa AB) IMAS 109.7 LOC RWY 10 W008
IMIS 109.7 LOC RWY 28 W008
Miyakojima (Miyako) IMY 108.9 LOC RWY 22 W005
Miyazaki IMZ 108.9 LOC RWY 27 W007
Monbetsu IMV 111.55 LOC RWY 32 W009
Nagasaki IOL 110.9 LOC RWY 32 W007
Nagoya IKC 108.9 LOC RWY 34 W008
Naha IOK 110.3 LOC RWY 36R W005
Nakashibetsu INS 109.35 LOC RWY 08 W009
Nanki-Shirahama INK 108.55 LOC RWY 15 W007
Noto INT 108.95 LOC RWY 25 W008
Nyutabaru INH 111.3 LOC RWY 28 W007
Obihiro IOB 111.7 LOC RWY 35 W009
Odate-Noshiro IOD 110.15 LOC RWY 11 W009
JAPAN
Decl
Oita ITF 111.5 LOC RWY 01 W007
Okayama IOY 110.3 LOC RWY 07 W008
Oki IOA 111.55 LOC RWY 08 W009
Okinawa (Kadena AB) IKDN 109.7 LOC RWY 05L W004
IKZZ 108.7 LOC RWY 23R W004
Osaka (Kansai Intl) IKD 108.1 LOC RWY 06R W008
IKN 110.7 LOC RWY 24L W007
Osaka (Osaka Intl) ISK 110.1 LOC RWY 32L W007
Oshima IOS 109.35 LOC RWY 03 W007
Rishiri IRS 109.3 LOC RWY 25 W010
Saga ISG 110.15 LOC RWY 29 W007
Sapporo (Chitose) ICB 110.3 LOC RWY 36R W009
Sapporo (New Chitose) ICN 110.9 LOC RWY 01L W009
ICH 110.75 LOC RWY 01R W009
ICM 109.35 LOC RWY 19L W009
ICS 111.5 LOC RWY 19R W010
Sendai ISD 111.7 LOC RWY 27 W008
Shimojishima ISB 111.5 LOC RWY 17 W004
Shizuoka ISZ 109.3 LOC RWY 30 W008
Shonai IYS 110.9 LOC RWY 09 W009
ISN 111.5 LOC RWY 27 W008
Tajima ITH 108.55 LOC RWY 01 W008
Takamatsu IKT 109.7 LOC RWY 26 W008
Tanegashima ITN 108.95 LOC RWY 31 W007
Tokunoshima ITK 110.1 LOC RWY 19 W006
Tokushima ITS 108.9 LOC RWY 29 W007
Tokyo (Narita Intl) ITM 110.7 LOC RWY 16L W007
IKF 111.5 LOC RWY 16R W007
IYQ 111.9 LOC RWY 34L W007
ITJ 110.9 LOC RWY 34R W007
JAPAN
Decl
Tokyo (Tokyo (Haneda) ITA 111.55 LOC RWY 16R W007
Intl)
IAD 108.1 LOC RWY 22 W007
IHA 111.7 LOC RWY 34L W007
Tokyo (Yokota AB) IYAS 108.7 LOC RWY 18 W007
IYOK 109.7 LOC RWY 36 W007
Tottori ITR 111.5 LOC RWY 10 W007
Toyama ITO 109.3 LOC RWY 20 W008
Tsushima IVC 108.7 LOC RWY 32 W008
Ube (Yamaguchi-Ube) IUB 110.1 LOC RWY 07 W007
Wakkanai IWK 111.1 LOC RWY 08 W010
Yamagata IYT 110.1 LOC RWY 01 W008
Yonago (Miho) IYV 108.95 LOC RWY 25 W007
Yonaguni I (Yonaguni) IYN 108.55 LOC RWY 26 W004
KIRIBATI
Decl
Bonriki (Tarawa) BO 390.0 H N01 22.8 E173 08.8 E009
Christmas I. XI 333.0 H N01 59.0 W157 21.3 E009 57
Tarawa TA 112.8 D H N01 23.0 E173 08.8 26
NAURU
Decl
Nauru NI 113.0 V D U S00 32.6 E166 55.2 E009 169
Nauru NI 355.0 H S00 32.5 E166 55.1 E009 203
NEW ZEALAND & PAC IS
Decl
COOK IS
Aitutaki AI 320.0 H S18 49.5 W159 46.4 E013 114
Atiu AT 388.0 H S20 00.2 W158 06.4 E013
Manihiki I. MH 380.0 H S10 22.8 W161 00.2 E011
Penrhyn PY 400.0 H S08 59.6 W158 02.6 E011 82
Rarotonga RG 113.5 V D H S21 12.1 W159 48.9 E014 21
Rarotonga RG 352.0 H H S21 12.5 W159 49.3 E014 40
Rarotonga I (Rarotonga INO 109.9 LOC RWY 08 E014

Intl)
IAV 110.3 LOC RWY 26 E014
NEW ZEALAND
Alexandra LX 386.0 H L S45 09.9 E169 28.8 E025
Auckland AA 114.8 V D H S37 00.3 E174 48.8 E020
Berridale (Dunedin) BE 394.0 H W S46 01.7 E169 59.0 E026
Chatham (Chatham CI 116.2 D H S43 57.4 W176 34.0 50
Islands)
Chatham (Chatham CI 322.0 H W S43 57.4 W176 34.0 E025
Islands)
Christchurch CH 115.3 V D H S43 30.2 E172 30.9 E024
Cuvier I. CV 302.0 H S36 26.3 E175 46.6 E018
Gisborne GS 114.2 V D H S38 39.6 E177 58.7 E021 23
Hamilton HN 114.0 V D H S37 51.0 E175 20.3 E021 182
Henley (Dunedin) HL 115.7 D H S45 56.8 E170 09.7 131
Henley (Dunedin) HL 378.0 H W S45 56.8 E170 09.7 E026
Hokitika HK 117.5 D H S42 43.8 E170 57.4 47
Hokitika HK 310.0 H W S42 43.8 E170 57.4 E023
Invercargill NV 116.8 V D H S46 24.7 E168 19.1 E026 15
Kaikoura KI 350.0 H W S42 25.2 E173 41.7 E023
Kaitaia KT 115.8 D H S35 01.8 E173 14.5 16
Kaitaia KT 238.0 H H W S35 01.7 E173 14.5 E018
Decl
Kerikeri KK 116.1 D H S35 15.7 E173 54.7 556
Kerikeri KK 226.0 H W S35 15.7 E173 54.7 E019 556
Mosgiel MI 358.0 H M S45 52.3 E170 19.2 E026
Mount Mary RY 112.5 D H S44 08.1 E170 16.8 3245
Napier NR 113.8 V D H S39 27.2 E176 52.1 E022
New Plymouth NP 114.4 V D H S39 00.4 E174 11.0 E021 95
Newlands (Wellington) NL 358.0 H M W S41 13.7 E174 49.7 E023
Oamaru OU 302.0 H W S44 56.8 E171 07.9 E023
Ohakea OH 117.1 V D H S40 12.6 E175 23.5 E022 184
Ohura OR 113.0 D H S38 49.6 E174 48.4 1564
Palmerston North PM 113.4 V D H S40 19.2 E175 38.3 E022 165
Paraparaumu PP 117.3 D H S40 54.2 E174 58.9 32
Paraparaumu PP 242.0 H W S40 54.2 E174 59.0 E023 22
Queenstown QN 113.6 V D H S44 59.0 E168 47.0 E025
Rotorua RO 112.1 V D H S38 06.5 E176 18.8 E021 944
Springfield (Whangarei) SF 366.0 H W S35 53.1 E174 21.4 E019 133
Swampy (Dunedin) SW 112.7 V D H S45 47.7 E170 28.6 E026
Taumarunui TM 1630.0 H S38 55.3 E175 18.8 E021
Taupo AP 116.7 D H S38 44.6 E176 04.5 1273
Taupo AP 230.0 H W S38 44.6 E176 04.5 E021 1335
Tauranga TG 113.2 D H S37 40.7 E176 11.5 26
Tauranga TG 346.0 H W S37 40.7 E176 11.5 E021 13
Timaru TU 115.9 D H S44 18.5 E171 13.5 89
Timaru TU 366.0 H W S44 18.5 E171 13.5 E024 152
Tory TR 114.6 D H S41 11.2 E174 21.7 1835
Wellington WN 112.3 V D H S41 20.2 E174 49.0 E023 400
West Port WS 116.9 D H S41 44.4 E171 34.8 23
Westport WS 278.0 H W S41 44.5 E171 34.8 E023 8
Whakatane WK 117.7 D H S37 55.5 E176 54.9 33
Whakatane WK 362.0 H W S37 55.5 E176 54.9 E021
Whanganui WU 116.0 D H S39 57.5 E175 01.6 197
Decl
Whanganui WU 382.0 H W S39 57.6 E175 01.6 E022 180
Whangarei WR 117.3 D H S35 46.3 E174 21.7 193
Whangarei WR 326.0 H W S35 46.3 E174 21.7 E019
Whenuapai (Auckland) WP 116.4 V D H S36 47.2 E174 37.9 E020 140
Woodbourne WB 115.6 V D H S41 31.2 E173 51.8 E023 109
Auckland (Auckland Intl) IAA 110.3 LOC RWY 05R E020

IMG 109.9 LOC RWY 23L E020
Auckland (Whenuapai IWI 110.7 LOC RWY 03 E020
(Military))
IWP 111.1 LOC RWY 21 E020
Christchurch (Christ- ICH 109.9 LOC RWY 02 E024
church Intl)
OM S43 33.7 E172 26.9
IHW 110.3 LOC RWY 20 E024
OM S43 25.0 E172 36.9
Dunedin IMN 110.3 LOC RWY 03 E026
IDN 109.9 LOC RWY 21 E026
Ohakea (Ohakea (Mili- IRM 110.7 LOC RWY 09 E022
tary))
IOH 111.1 LOC RWY 27 E022
Wellington (Wellington IEB 110.3 LOC RWY 16 E022
Intl)
NIUE
Niue NU 112.7 D H S19 04.4 W169 55.0 315
PAPUA NEW GUINEA
Decl
Kavieng KVG 117.1 V D U S02 35.1 E150 48.8 E006
Komo YXM 113.7 V D U S06 03.3 E142 52.4 E005 5174
Lihir LHR 218.0 H W S03 02.7 E152 37.6 E006 219
Momote MOE 113.5 D U S02 03.7 E147 25.6 69
Momote MOE 212.0 H W S02 03.7 E147 25.6 E005
Moro MOR 114.6 D L S06 21.8 E143 15.3 2780
Moro MOR 1642.0 H S06 21.8 E143 15.3 E005
Nadzab NZ 113.9 V D H S06 34.1 E146 42.5 E005
Ok Tedi OKT 114.8 D U S05 24.6 E141 19.1 2519
Ok Tedi OKT 1632.0 H S05 24.6 E141 19.1 E004
Port Moresby PY 117.0 V D H S09 27.2 E147 12.9 E006 571
Vanimo VNO 115.6 D U S02 40.7 E141 18.2 290
Vanimo VNO 257.0 H S02 40.7 E141 18.2 E004
Komo IXM 108.1 LOC RWY 16 E005

Port Moresby (Jacksons) IWG 110.1 LOC RWY 14L E006
IBB 109.5 LOC RWY 32R E006
PHILIPPINES
Decl
Allah Valley (Surallah) AV 377.0 H N06 22.5 E124 44.9 E002
Bacolod BCD 115.3 V D T N10 46.5 E123 01.2 W000
Bagabang BA 339.0 H N16 37.1 E121 15.2 E002
Baguio BG 272.0 H N16 22.5 E120 37.0 E000
Basco BS 116.0 D U N20 27.0 E121 58.5 309
Basco BS 276.0 H N20 27.1 E121 58.5 W003
Butuan BN 112.5 V D H N08 57.1 E125 29.0 W001 97
Cabanatuan CAB 112.7 V D U N15 28.9 E121 01.5 W001
Caticlan CAT 113.4 D U N11 55.5 E121 57.4 80
Caticlan CT 379.0 H N11 55.5 E121 57.5 W002
Cauayan CUY 116.5 V D H N16 55.9 E121 44.9 W002
Clark CIA 113.1 V D H N15 11.2 E120 33.6 W002 500
Cotabato COT 113.7 V D U N07 10.1 E124 12.5 E001
Davao DAO 112.1 V D H N07 07.9 E125 39.2 E000 100
Dipolog DI 389.0 H N08 36.1 E123 20.5 E001
Dumaguete DGT 114.1 V U N09 20.1 E123 18.4 E001 13
Iloilo IOO 116.3 V D H N10 50.1 E122 29.5 W000
Jomalig JOM 116.7 V D U N14 42.3 E122 19.8 W001
Kalibo KL 298.0 H N11 41.1 E122 22.9 E000
Kalibo KLO 113.0 V D U A N11 41.0 E122 23.0 W001 100
Laguindingan LGD 116.1 V D H N08 36.8 E124 27.1 W001 216
Laoag LAO 112.9 V D U W N18 10.7 E120 31.7 W002 100
Laoag PRD 114.1 T H N18 24.0 E120 38.0 W000 400
Legazpi LP 112.2 V D L W N13 09.1 E123 43.7 W002 66
Mactan (Lapu-Lapu) MCT 114.3 V D U W N10 18.8 E123 59.3 W001
Manila MIA 114.4 V D U N14 30.5 E121 01.3 W001 100
Masbate MBT 115.7 D T N12 22.2 E123 37.8 55
Naga (Pili) NGA 114.7 V D H N13 34.9 E123 16.2 W002
Ozamis OZ 267.0 H N08 10.4 E123 50.0 E001 16
Pamalican (Quinaluban PIN 373.0 H N11 21.4 E120 43.4 W001
I.)
PHILIPPINES
Decl
Panglao BHL 116.2 V D U N09 34.4 E123 46.1 W001 55
Puerto Princesa PR 115.9 V D H N09 44.4 E118 46.2 W000
Roxas ROX 112.9 V D H N11 35.8 E122 45.3 W002
Roxas RXT 113.3 T H N11 36.0 E122 45.0 E000 10
San Jose SAJ 117.1 V D H N12 21.6 E121 02.6 W001 32
Tacloban TAC 115.5 V D L N11 13.9 E125 01.6 W001
Tambler GSA 114.5 V D H N06 04.5 E125 05.5 W000 600
Tuguegarao TUG 112.1 D U N17 38.0 E121 44.2 75
Virac VC 268.0 H N13 37.6 E124 12.8 E000
Zamboanga ZAM 113.9 V D U N06 55.5 E122 03.3 W000 78
Bohol-Panglao IBOH 111.1 LOC RWY 21 W001

Cagayan de Oro ILGD 111.3 LOC RWY 27 W001
(Laguindingan)
Davao (Francisco IDAO 109.1 LOC RWY 05 E000
Bangoy Intl)
IDVO 109.9 LOC RWY 23 E000
General Santos City IGSA 109.5 LOC RWY 17 W000
(Tambler Principal)
Iloilo IIO 111.5 LOC RWY 20 W001
Lapu-Lapu (Mactan- IMCT 109.1 LOC RWY 04 W001
Cebu Intl)
IMT 109.9 LOC RWY 22 W001
Manila (Ninoy Aquino IML 109.1 LOC RWY 06 W001
Intl)
IMA 109.9 LOC RWY 24 W001
Pampanga (Diosdado ICA 109.3 LOC RWY 02 W002
Macapagal Intl)
ICK 110.1 LOC RWY 20 W002
Puerto Princesa (Puerto IPR 110.1 LOC RWY 27 W001
Princesa Intl)
Silay (Bacolod Principal) IBCD 109.7 LOC RWY 03 W000
SAMOA
Decl
Faleolo FA 113.9 V D U W S13 49.7 W171 59.6 E012 11
Faleolo (Faleolo Intl) IAP 109.9 LOC RWY 08 E012

SOLOMON IS
Decl
Auki AI 360.0 H W S08 42.1 E160 40.9 E009
Graciosa Bay GB 370.0 H M W S10 43.4 E165 46.9 E010
Honiara HN 113.6 V D U S09 26.1 E160 02.2 E009 32
Honiara HN 348.0 H W S09 25.4 E160 03.3 E009
TONGA
Decl
Fua'Amotu TBU 114.5 V D U S21 14.7 W175 08.9 E014 22
Fua'Amotu (Tonga) FM 245.0 H S21 15.0 W175 08.7 E014 22
Ono-I-Lau OI 350.0 H S20 39.2 W178 44.5 E014
Vava'u TV 400.0 H S18 35.1 W173 58.2 E013
TUVALU
Decl
Funafuti FU 113.3 D H S08 31.5 E179 11.9 39
Funafuti FU 340.0 H S08 31.5 E179 11.9 E011 39
US PAC TERR
Decl
AMER SAMOA
Pago Pago TUT 403.0 H H S14 19.9 W170 43.2 E012 28
GUAM
Andersen (Yigo) UAM 111.7 T H N13 35.5 E144 56.8 E002 615
Mount Macajna (Guam) AJA 385.0 H W N13 27.2 E144 44.2 E002 659
Nimitz UNZ 115.8 V T H W N13 27.3 E144 44.0 E002 675
Guam (Guam Intl) IGUM 110.3 LOC RWY 06L E002

IAWD 110.9 LOC RWY 06R E002
Yigo (Andersen AFB) IAND 109.3 LOC RWY 06L E002
IUAM 110.1 LOC RWY 06R E002
IPMY 110.1 LOC RWY 24L E002
IYIG 109.3 LOC RWY 24R E002
MARSHALL IS
Bucholz (Kwajalein I.) NDJ 359.0 H W N08 43.3 E167 43.7 E009 15
MICRONESIA
Truk (Weeno Island) TKK 116.4 D U N07 27.4 E151 50.4 6
Truk (Weeno Island) TKK 375.0 H W N07 27.5 E151 50.5 E005 6
Yap YP 117.5 D U N09 30.0 E138 05.3 80
Yap YP 317.0 H W N09 30.0 E138 05.3 E001 80
N MARIANA IS
Rota GRO 332.0 H W N14 10.3 E145 14.4 E002 587
Saipan (Saipan I/ SN 312.0 H W N15 06.7 E145 42.6 E002 83
Mariana I)
PALAU
Koror ROR 115.7 D U N07 22.1 E134 33.0 183
Koror ROR 371.0 H W N07 22.1 E134 33.0 E001 183
VANUATU
Decl
Port Vila BA 361.0 H W S17 41.6 E168 16.1 E012
Port Vila VLI 114.3 V D U S17 39.7 E168 14.6 E012 1000
Santo SON 114.5 D H S15 30.4 E167 13.0 98
Santo SON 412.0 H S15 30.4 E167 13.0 E011
White Grass (Tanna) WG 398.0 H S19 27.7 E169 13.5 E012
Port Vila IBF 110.7 LOC RWY 11 E012

NAVIGATION AIDS LISTED BY IDENTIFIER - PACIFIC BASIN
(See end of listing for Localizers)
A AP Taupo, New Zealand

AA Anaa, French Pacific O.T. APU Anbu (Taipei), Taiwan
AA Auckland, New Zealand ARG Argyle, W Australia
ABA Albany, W Australia ARM Armidale, New South Wales
ABD Malang, Indonesia ARP Selayar, Indonesia
AC Anloc, Vietnam AS Alice Springs, Northern Terr.
AD Adelaide, S Australia AS Anisakan, Myanmar
AD Rengat, Indonesia AS Atang Sendjaja (Bogor), Indonesia
AG Sembawang (Singapore), Singapore AS Emalamo (Sanana), Indonesia
AHT Ashiya, Japan AT Alor Star, Malaysia
AI Aitutaki, Cook Is AT Atiu, Cook Is
AI Auki, Solomon Is ATP Attapeu, Laos
AJA Mount Macajna (Guam), Guam AV Allah Valley (Surallah), Philippines
AJD Awaji, Japan AV Avalon, Victoria
AK Akeno, Japan AWE Asahikawa, Japan
AKE Amakusa, Japan AY Albury, New South Wales
AKI Anduki, Brunei AY Kangshan, Taiwan
AKT Akeno, Japan AYE Ayers Rock, Northern Terr.
AL Halim Perdanakusuma (Jakarta), Indo-
nesia B
ALT Amami, Japan BA Bagabang, Philippines
AM Gialam (Hanoi), Vietnam BA Blora (Semarang), Indonesia
AMB Amberley, Queensland BA Port Vila, Vanuatu
AME Kasari (Amami), Japan BAC Banda Aceh, Indonesia
AMN Ambon, Indonesia BB Bora Bora, French Pacific O.T.
AN Ann, Myanmar BCD Bacolod, Philippines
AN Atuona, French Pacific O.T. BDM Banjarmasin, Indonesia
ANY Semarang, Indonesia BDV Birdsville, Queensland
AP Anbu, Taiwan BE Berridale (Dunedin), New Zealand
AP Attopeu, Laos BE Brunei Intl (Bandar Seri Begawan), Bru-
nei
AP Kluang, Malaysia
BET Betong (Yala), Thailand
BG Baguio, Philippines BQ Nasan, Vietnam

BGN Bagan, Myanmar BR Betoambari (Bau Bau), Indonesia
BGO Bago, Myanmar BR Brunei, Brunei
BGT Bagot (Darwin), Northern Terr. BR Burirum, Thailand
BHI Broken Hill, New South Wales BRM Broome, W Australia
BHL Panglao, Philippines BRM Buri Ram, Thailand
BI Brunei Intl (Bandar Seri Begawan), Bru- BRU Brunei, Brunei
nei
BRZ Tanjung Redeb, Indonesia
BIK Biak, Indonesia
BS Basco, Philippines
BJW Soa, Indonesia
BS Kinmen, Taiwan
BK Bankstown (Sydney), New South Wales
BSF Bradshaw (Pohakuloa), Hawaii
BK Sanggu (Buntok), Indonesia
BSN Kinmen, Taiwan
BKE Bourke, New South Wales
BTH Bathurst, New South Wales
BKK Bangkok, Thailand
BTM Batam, Indonesia
BKL Bengkulu, Indonesia
BTN Narathiwat, Thailand
BL Ile Art, New Caledonia
BTO Budiarto (Tangerang), Indonesia
BLI Bali (Den Pasar), Indonesia
BU Bintulu, Malaysia
BLN Busselton, W Australia
BU Buon Ma Thuot, Vietnam
BM Banmaw, Myanmar BUD Bundaberg, Queensland
BM Batam, Indonesia BUT U-Tapao, Thailand
BM Irarutu, Indonesia
BM Magong, Taiwan C
BML Bromelton, Queensland C Phu Cat, Vietnam
BMT Buon Ma Thuot, Vietnam C Tho Xuan, Vietnam
BN Butuan, Philippines CAB Cabanatuan, Philippines
BNA Ballina, New South Wales CAR Carnarvon, W Australia
BND Bandung, Indonesia CAT Caticlan, Philippines
BO Bonriki (Tarawa), Kiribati CB Canberra, Australian Capital
BOR Bordertown, S Australia CB Pondok Cabe (South Tangerang), Indo-
nesia
BOU Boulia, Queensland
CB THO XUAN, Vietnam
BPN Balikpapan, Indonesia
CBA Cobar, New South Wales
CBI Cat Bi, Vietnam COT Cotabato, Philippines

CBP Coober Pedy, S Australia CP Chumphon, Thailand
CCK Cingcyuangang, Taiwan CPN Chumphon, Thailand
CCY Cloncurry, Queensland CQ Chu Lai, Vietnam
CDU Ceduna, S Australia CR Cam Ranh, Vietnam
CE Caledonian (Kuala Lumpur), Malaysia CRA Cam Ranh, Vietnam
CFS Coffs Harbour, New South Wales CS Cairns, Queensland
CG Gold Coast, New South Wales CS Conson, Vietnam
CH Cheung Chau, Hong Kong, PRC CSN Con Son, Vietnam
CH Christchurch, New Zealand CT Caticlan, Philippines
CHE Chitose, Japan CT Chiang Rai, Thailand
CHJ Cheongju, Korea CTR Chiang Rai, Thailand
CHM Chiang Mai, Thailand CUN Cunderdin, W Australia
CHO Cheongju, Korea CUN Yecheon, Korea
CI Chatham (Chatham Islands), New Zea- CUY Cauayan, Philippines
land CV Charleville, Queensland
CI Chichijima, Japan
CV Cuvier I., New Zealand
CIA Clark, Philippines
CVT Choshi, Japan
CIN Curtin (Derby), W Australia CWR Cowra, New South Wales
CJU Jeju, Korea
CKG Cengkareng (Jakarta), Indonesia D
CKH Koko Head, Hawaii D Da Nang Intl (Da Nang), Vietnam
CLA Chu Lai, Vietnam DAD Da Nang Intl (Da Nang), Vietnam
CLP Cilacap, Indonesia DAN Da Nang, Vietnam
CMA Chiang Mai, Thailand DAO Davao, Philippines
CMP Chum Phae, Thailand DAR Darwin, Northern Terr.
CMU Cunnamulla, Queensland DB Dienbien, Vietnam
CN Con Son, Vietnam DBY Derby, W Australia
COE Coen, Queensland DC Pingtung, Taiwan
COM Cooma, New South Wales DES Serdang, Indonesia
COR Corowa, New South Wales DF Kasiguncu (Poso), Indonesia
DGC Fukuoka, Japan FRT Forrest, W Australia

DGT Dumaguete, Philippines FUE Fukue, Japan
DI Dipolog, Philippines
G
DIB Dienbien, Vietnam
GB Graciosa Bay, Solomon Is
DIL Dili, Timor-Leste
GBD Goboh, Japan
DJ Da Nang, Vietnam
GDH Gunnedah, New South Wales
DKI Jakarta, Indonesia
GEL Geraldton, W Australia
DL Dalat, Vietnam
GFN Grafton, New South Wales
DM Pinang Kampai (Dumai), Indonesia
GFT Gifu, Japan
DN Darwin, Northern Terr.
GI Ludao (Taitung), Taiwan
DOC Dongchon, Korea
GID Ludao, Taiwan
DOH Dong Hoi, Vietnam
GIG Gingin, W Australia
DSK Dara Sakor, Cambodia
GLA Gladstone, Queensland
DU Dubbo, New South Wales
GLB Goulburn, New South Wales
DWI Dawei, Myanmar
GN Tansonnhat (Hochiminh), Vietnam
DYS Dysart, Queensland
GOT Daigo, Japan
E GRO Rota, N Mariana Is
EDN Edinburgh (Adelaide), S Australia GS Gisborne, New Zealand
EML Emerald, Queensland GSA Kotabaru, Indonesia
ESL East Sale, Victoria GSA Tambler, Philippines
ESP Esperance, W Australia GTC Niigata, Japan
GTE Groote Eylandt, Northern Terr.
F
GTH Griffith, New South Wales
FA Faleolo, Samoa
GTL Gorontalo, Indonesia
FK Palangkaraya, Indonesia
GV Gove, Northern Terr.
FKE Fukushima, Japan
FM Fua'Amotu (Tonga), Tonga H
FMT Hofu, Japan HA Namlea, Indonesia
FN Fangatau, French Pacific O.T. HAO Hao I, French Pacific O.T.
FND Tontouta (Noumea), New Caledonia HB Hobart, Tasmania
HCE Hachijo Jima, Japan
HCM Tan Son Nhat Intl (Ho Chi Minh), Viet- HOO Hooker Creek, Northern Terr.
nam
HPE Hanamaki, Japan
HCN Hengchun, Taiwan
HSU Hsinchu, Taiwan
HGE Hongo (Hiroshima), Japan
HT Buon Ma Thuot, Vietnam
HGS Wonju, Korea
HTY Hat Yai, Thailand
HGU Hlegu, Myanmar HUC Hyakuri, Japan
HH Huahine, French Pacific O.T. HUE Phu Bai (HUE), Vietnam
HHN Hua Hin, Thailand HUG Hughenden, Queensland
HHN Huahine, French Pacific O.T. HV Hiva Oa, French Pacific O.T.
HHO Heho, Myanmar HVT Hachinohe, Japan
HID Horn I. (Thursday I.), Queensland HW Hualien, Taiwan
HK Hokitika, New Zealand HWE Hakodate, Japan
HKC Kagoshima, Japan HYD Dalat, Vietnam
HL Henley (Dunedin), New Zealand HYD Yokosuka, Japan
HL Hommalinn, Myanmar
HL Houailou, New Caledonia I
HL Houlong, Taiwan IAA Auckland Intl (Auckland), New Zealand
HL Nam Dinh, Vietnam IAD Adelaide Intl (Adelaide, SA), S Austral-
ia
HLC Halls Creek, W Australia
IAD Tokyo (Haneda) Intl (Tokyo), Japan
HLG Houlong, Taiwan
IAM Amami, Japan
HLM Halim Perdanakusuma (Jakarta), Indo-
nesia IAP Faleolo Intl (Faleolo), Samoa
HLN Hualien, Taiwan IAS Alice Springs (Alice Springs, Nt), North-
ern Terr.
HLW Atambua, Indonesia
IAS Sultan Abdul Halim (Alor Setar), Malay-
HME Haneda (Tokyo), Japan
sia
HML Hamilton, Victoria
IAV Avalon (Avalon, Vic), Victoria
HN Ewabe (Honolulu), Hawaii
IAV Rarotonga Intl (Rarotonga I), Cook Is
HN Hamilton, New Zealand
IAW Asahikawa, Japan
HN Honiara, Solomon Is
IAWD Guam Intl (Agana), Guam
HN Hua Hin, Thailand
IBA Brisbane Intl (Brisbane), Queensland
HN Noto Hadinegoro (Jember), Indonesia
IBB Jacksons (Port Moresby), PNG
HNL Honolulu, Hawaii
IBCD Bacolod Principal (Silay), Philippines ICHG Cheongju Intl (Cheongju), Korea
IBE Brisbane Intl (Brisbane), Queensland ICHI Chiayi, Taiwan
IBF Port Vila, Vanuatu ICHJ Cheongju Intl (Cheongju), Korea
IBGS Beigan (Matsu), Taiwan ICHL Soekarno-Hatta Intl (Jakarta), Indone-
IBIK Frans Kaisiepo (Biak), Indonesia sia
IBKD Don Mueang Intl (Bangkok), Thailand ICHR Soekarno-Hatta Intl (Jakarta), Indone-
sia
IBKK Don Mueang Intl (Bangkok), Thailand
ICJN Taiwan Taoyuan Intl (Taipei), Taiwan
IBM Buon Ma Thuot, Vietnam
ICJU Jeju Intl (Jeju), Korea
IBN Brisbane Intl (Brisbane), Queensland
ICK Diosdado Macapagal Intl (Pampanga),
IBOH Bohol-Panglao, Philippines Philippines
IBPN Sultan Aji Muhammad Sulaiman S (Ba- ICKM Kinmen, Taiwan
likpapan), Indonesia
ICKS Taiwan Taoyuan Intl (Taipei), Taiwan
IBRM Buri Ram, Thailand
ICL Chu Lai, Vietnam
IBRZ Kalimarau (Tanjung Redeb), Indonesia
ICM New Chitose (Sapporo), Japan
IBS Brisbane Intl (Brisbane), Queensland
ICMA Chiang Mai Intl (Chiang Mai), Thailand
IBTM Hang Nadim (Batam), Indonesia
ICN Cairns Intl (Cairns), Queensland
IBUT U-Tapao Rayong Pattaya Intl (Rayong),
ICN New Chitose (Sapporo), Japan
Thailand
ICPN Chumphon, Thailand
ICA Cam Ranh Intl (Cam Ranh), Vietnam
ICR Cam Ranh Intl (Cam Ranh), Vietnam
ICA Diosdado Macapagal Intl (Pampanga),
Philippines ICS Cairns Intl (Cairns), Queensland
ICB Canberra (Canberra, Act), Australian ICS New Chitose (Sapparo), Japan
Capital ICSY Kinmen, Taiwan
ICB Cat Bi Intl (Hai Phong), Vietnam ICT Can Tho Intl (Can Tho), Vietnam
ICCK Cingcyuangang (Taichung), Taiwan ICTR Chiang Rai Intl (Chiang Rai), Thailand
ICG Gold Coast, Queensland ICW Changi (Singapore), Singapore
ICGL Soekarno-Hatta Intl (Jakarta), Indone- ICX Cam Ranh Intl (Cam Ranh), Vietnam
sia
IDAG Daegu Intl (Daegu), Korea
ICH Changi (Singapore), Singapore
IDEL Kualanamu Intl (Medan), Indonesia
ICH Christchurch Intl (Christchurch), New
Zealand IDES Kualanamu Intl (Medan), Indonesia
ICH New Chitose (Sapporo), Japan IDH Dong Hoi (Quang Binh), Vietnam
ICHE Jeju Intl (Jeju), Korea IDMG Don Mueang Intl (Bangkok), Thailand
IDN Darwin Intl (Darwin), Northern Terr. IHC Hachijojima, Japan

IDN Dunedin, New Zealand IHE Hachinohe, Japan
IDPS I Gusti Ngurah Rai Intl (Bali), Indonesia IHG Hiroshima, Japan
IDR Da Nang Intl (Da Nang), Vietnam IHL Hakodate, Japan
IEB Wellington Intl (Wellington), New Zea- IHM Memanbetsu, Japan
land
IHP Hanamaki, Japan
IED Edinburgh, S Australia
IHSU Hsinchu Aero (Hsinchu), Taiwan
IEL Kuala Lumpur Intl - Sepang (Kuala
IHTY Hat Yai Intl (Songkhla), Thailand
Lumpur), Malaysia
IHUA Hualien, Taiwan
IEN Essendon (Melbourne, Vic), Victoria
IHW Christchurch Intl (Christchurch), New
IER Kuala Lumpur Intl - Sepang (Kuala
Zealand
Lumpur), Malaysia
IHY Hyakuri, Japan
IES East Sale (East Sale, Vic), Victoria
IIG New Ishigaki (Ishigaki), Japan
IFE Fukue, Japan
IIJO Iwakuni MCAS (Iwakuni), Japan
IFF Fukuoka, Japan
IIO Iloilo, Philippines
IFK Fukushima, Japan
IIPA Mataveri Intl (Isla De Pascua), Isla De
IFL Hong Kong Intl (Hong Kong), Hong
Pascua
Kong, PRC
IITO Hilo Intl (Hilo), Hawaii
IFL Innisfail, Queensland
IIUM Inouye Intl (Honolulu), Hawaii
IFN Nadi Intl (Nadi), Fiji Is
IJB Senai Intl (Johor Bahru), Malaysia
IFNN Fongnian (Taitung), Taiwan
IJDG Jeongseok (Jeju), Korea
IFO Fukuoka, Japan
IJMB Sultan Thaha (Jambi), Indonesia
IFU Fukue, Japan
IJOG Adisutjipto (Yogyakarta), Indonesia
IGD Perth Intl (Perth), W Australia
IJPA Sentani (Jayapura), Indonesia
IGE Ishigakijima, Japan
IJT Iwoto, Japan
IGSA Tambler Principal (General Santos
City), Philippines IKAS Kaohsiung Intl (Kaohsiung), Taiwan
IGTO Djalaluddin (Gorontalo), Indonesia IKB Sultan Ismail Petra (Kota Bharu), Ma-
laysia
IGUM Guam Intl (Agana), Guam
IKBI Krabi, Thailand
IHA Tokyo (Haneda) Intl (Tokyo), Japan
IKC Nagoya, Japan
IHAL Halim Perdanakusuma (Jakarta), Indo-
nesia IKDI Halu Oleo (Kendari), Indonesia
IHB Hobart (Hobart, Tas), Tasmania IKE Iki (Ikishima), Japan
IKE Kerteh, Malaysia IKUI Chiayi, Taiwan

IKF Narita Intl (Tokyo), Japan ILB Labuan, Malaysia
IKG Kagoshima, Japan ILGD Laguindingan (Cagayan de Oro), Phil-
ippines
IKG Kuching Intl (Kuching), Malaysia
ILK Langkawi Intl (Langkawi), Malaysia
IKHE Gimhae Intl (Busan), Korea
ILK Lien Khuong, Vietnam
IKHG Kaohsiung Intl (Kaohsiung), Taiwan
ILMB Zainuddin Abdul Madjid Intl (Praya), In-
IKKD Kota Kinabalu, Malaysia
donesia
IKKM Malacca, Malaysia
ILNY Lanai, Hawaii
IKLP Yogyakarta Intl (Kulon Progo), Indone-
ILPB Luang Phabang Intl (Luang Phabang),
sia
Laos
IKM Komatsu, Japan
ILPN Lampang, Thailand
IKMA Gimhae Intl (Busan), Korea
ILT Launceston, Tasmania
IKMO Gimpo Intl (Seoul), Korea
ILU Bintulu, Malaysia
IKN Sultan Ahmad Shah (Kuantan), Malay-
IMA Ninoy Aquino Intl (Manila), Philippines
sia
IMAK Sultan Hasanuddin (Makassar), Indo-
IKOA Onizuka Kona Intl at Keahole (Kailua-
nesia
Kona), Hawaii
IMAN Muan Intl (Muan), Korea
IKOS Sihanouk Intl (Sihanouk), Cambodia
IMCT Mactan-Cebu Intl (Lapu-Lapu), Philip-
IKPG El Tari (Kupang), Indonesia
pines
IKPO Pohang Gyeongju (Pohang), Korea
IMDG Gwangju, Korea
IKPS Kamphaeng Saen (Nakhon Pathom),
Thailand IMDH Gwangju, Korea
IME Iwami, Japan
IKQ Kitakyushu, Japan
IMG Auckland Intl (Auckland), New Zealand
IKR Kochi, Japan
IMIA Mandalay Intl (Mandalay), Myanmar
IKRT Khorat (Nakhon Ratchasima), Thailand
IMKB Minangkabau Intl (Padang Pariaman),
IKS Kingsford Smith (Sydney), New South
Indonesia
Wales
IMKG Penghu (Magong), Taiwan
IKS Kushiro, Japan
IML Ninoy Aquino Intl (Manila), Philippines
IKT Takamatsu, Japan
IMN Dunedin, New Zealand
IKTA Sultan Mahmud (Kuala Terengganu),
Malaysia IMNO Sam Ratulangi (Manado), Indonesia
IKTJ Kertajati Intl (Majalengka), Indonesia IMP Wellington Intl (Wellington), New Zea-
land
IKU Kumamoto, Japan
IMR Aomori, Japan IOD Odate-Noshiro (Odate-Noshiro, Japan),

Japan
IMR Miri, Malaysia
IOFR Gimpo Intl (Seoul), Korea
IMS Melbourne Intl (Melbourne), Victoria
IOG Kahului, Hawaii
IMT Mactan-Cebu Intl (Lapu-Lapu), Philip-
G
pines
IOH Ohakea (Military) (Ohakea), New Zea-
IMU Indramayu, Indonesia
land
IMUN Muan Intl (Muan), Korea
IOK Oakey, Queensland
IMV Monbetsu, Japan
IOO Iloilo, Philippines
IMW Melbourne Intl (Melbourne), Victoria
IOS Oshima, Japan
IMY Miyako (Miyakojima), Japan
IOY Okayama, Japan
IMZ Miyazaki, Japan
IP Ile Des Pins, New Caledonia
IMZG Penghu (Magong), Taiwan
IPA Isla De Pascua, Isla De Pascua
INA Nausori Intl (Nausori), Fiji Is
IPC Phu Cat, Vietnam
INA Noi Bai Intl (Hanoi), Vietnam
IPCB Phetchabun, Thailand
INA Nowra (Nowra, Nsw), New South
IPG Penang Intl (Penang), Malaysia
Wales
IPH Perth Intl (Perth), W Australia
INAN Nan Nakhon (Nan), Thailand
IPH Phu Quoc Intl (Phu Quoc), Vietnam
INB Noi Bai Intl (Hanoi), Vietnam
IPIT Pingtung South (Pingtung), Taiwan
INK Nanki-Shirahama, Japan
IPK Pleiku, Vietnam
INKP Nakhon Phanom, Thailand
IPKS Pakse Intl (Pakse), Laos
INKR Nakhon Ratchasima, Thailand
IPKT Phuket Intl (Phuket), Thailand
INKS Nakhon Si Thammarat, Thailand
IPKU Sultan Syarif Kasim II (Pekanbaru), In-
INKS Nangan (Matsu), Taiwan
donesia
INO Rarotonga Intl (Rarotonga I), Cook Is
IPLB Sultan Mahmud Badaruddin II (Palem-
INPT Naypyitaw Intl (Naypyitaw), Myanmar bang), Indonesia
INS Nakashibetsu, Japan IPLM Sultan Mahmud Badaruddin II (Palem-
INT Noto, Japan bang), Indonesia
INTW Narathiwat, Thailand IPLR Tjilik Riwut (Palangkaraya), Indonesia
IOA Oki, Japan IPN Paya Lebar, Singapore
IOB Obihiro, Japan IPN Perth Intl (Perth), W Australia
IOC Tokyo (Haneda) Intl (Tokyo), Japan IPO Sultan Azlan Shah (Ipoh), Malaysia
IPQ Phu Quoc Intl (Phu Quoc), Vietnam
IPR Puerto Princesa Intl (Puerto Princesa), ISOL Seoul / Domestic (Seoul), Korea
Philippines ISR Hong Kong Intl (Hong Kong), Hong
IPS Paya Lebar, Singapore Kong, PRC
IPSL Phitsanulok, Thailand ISS Kingsford Smith (Sydney, Nsw), New
South Wales
IPTK A-511 (Desiderio AAF) (Camp Hum-
phreys), Korea ISTN Surat Thani, Thailand
IRAN Ranong, Thailand ISU Sibu, Malaysia
IREP Siem Reap Intl (Siem Reap), Cambodia ISUL Seoul / Domestic (Seoul), Korea
IRI Richmond, New South Wales ISW Kingsford Smith (Sydney, Nsw), New
IRM Ohakea (Military) (Ohakea), New Zea- South Wales
land ISWN Suvarnabhumi Intl (Bangkok), Thailand
IROT Roi Et, Thailand ISWS Suvarnabhumi Intl (Bangkok), Thailand
IRS Rishiri, Japan ISY Kingsford Smith (Sydney, Nsw), New
ISAM Sacheon, Korea South Wales
ISB Shimojishima, Japan ISZ Shizuoka, Japan
ISB Sultan Abdul Aziz Shah (Kuala Lum- ITA Tokyo (Haneda) Intl (Tokyo), Japan
pur), Malaysia ITAG Daegu Intl (Daegu), Korea
ISD Sendai, Japan ITB Memanbetsu, Japan
ISE Ishida, Japan ITC Tokyo (Haneda) Intl (Tokyo), Japan
ISEL Gimpo Intl (Seoul), Korea ITCG Cingcyuangang (Taichung), Taiwan
ISEN Suvarnabhumi Intl (Bangkok), Thailand ITDO Sam Ratulangi (Manado), Indonesia
ISES Suvarnabhumi Intl (Bangkok), Thailand ITE Itami, Japan
ISG Saga (Saga, Japan), Japan ITF Oita, Japan
ISHA Sacheon, Korea ITGL Daegu Intl (Daegu), Korea
ISK Osaka Intl (Osaka), Japan ITH Tajima, Japan
ISKN Sakon Nakhon, Thailand ITH Tuy Hoa (Phu Yen), Vietnam
ISKN Sandakan, Malaysia ITIA Taiwan Taoyuan Intl (Taipei), Taiwan
ISKP Gimpo Intl (Seoul), Korea ITJ Narita Intl (Tokyo), Japan
ISKT Sukhothai, Thailand ITKL Takhli, Thailand
ISLB Raja Sisingamangaraja XII (Siborong- ITL Townsville Intl (Townsville, Qld),
borong), Indonesia Queensland
ISN Shonai, Japan ITLU Songshan (Taipei), Taiwan
ITM Narita Intl (Tokyo), Japan IUW Akita, Japan

ITN Tanegashima, Japan IVC Tsushima, Japan
ITN Tindal, Northern Terr. IVD Van Don Intl (Van Don), Vietnam
ITNA Tainan, Taiwan IVH Vinh (Nghe An), Vietnam
ITNN Tainan, Taiwan IVL Inverell, New South Wales
ITO Hilo, Hawaii IVTN Wattay Intl (Vientiane), Laos
ITO Toyama, Japan IWA Iwami, Japan
ITPN H.AS. Hanandjoeddin (Tanjung Pan- IWG Jacksons (Port Moresby), PNG
dan), Indonesia
IWG Wagga Wagga, New South Wales
ITR Tottori, Japan
IWI Whenuapai (Military) (Auckland), New
ITRK Juwata (Tarakan), Indonesia Zealand
ITRN Trang, Thailand IWK Kuala Lumpur Intl - Sepang (Kuala
ITS Tan Son Nhat Intl (Ho Chi Minh), Viet- Lumpur), Malaysia
nam IWK Wakkanai, Japan
ITS Tokushima, Japan IWL Kuala Lumpur Intl - Sepang (Kuala
ITSG Songshan (Taipei), Taiwan Lumpur), Malaysia
ITUT Pago Pago Intl (Pago Pago), Amer Sa- IWM Kuala Lumpur Intl - Sepang (Kuala
moa Lumpur), Malaysia
ITW Tamworth, New South Wales IWM Williamtown (Newcastle, Nsw), New
South Wales
ITWU Tawau, Malaysia
IWNJ Wonju, Korea
ITX Tho Xuan, Vietnam
IWO Wonju, Korea
ITYA Taiwan Taoyuan Intl (Taipei), Taiwan N
IUB Yamaguchi-Ube (Ube), Japan IWP Whenuapai (Military) (Auckland), New
IUBL Ubon Ratchathani, Thailand Zealand
IUDN Udon Thani, Thailand IWR Kuala Lumpur Intl - Sepang (Kuala
Lumpur), Malaysia
IUJN Uljin, Korea
IWT Kuga, Japan
IUJP Sultan Hasanuddin (Makassar), Indo-
nesia IXE Iwaki, Japan
IUJS Uljin, Korea IXM Komo, PNG
IULS Ulsan (ULSAN), Korea IXZ Izumo, Japan
IUPG Sultan Hasanuddin (Makassar), Indo- IYAN Yangyang Intl (Yangyang), Korea
nesia IYCH Yecheon Aero (Yecheon), Korea
IYGN Yangon Intl (Yangon), Myanmar KAO Kuabang, Indonesia

IYN Yonaguni (Yonaguni I), Japan KB Kota Bharu, Malaysia
IYQ Narita Intl (Tokyo), Japan KB Krabi, Thailand
IYS Shonai, Japan KB Kuala Pembuang (Seruyan), Indonesia
IYSU Yeosu, Korea KBI Krabi, Thailand
IYT Yamagata, Japan KCC Nagoya, Japan
IYV Miho (Yonago), Japan KDI Kendari, Indonesia
KEC Kushimoto, Japan
J
KG Kalgoorlie, W Australia
JA Kanoya, Japan
KG Kengtung, Myanmar
JAT Kanoya, Japan
KGE Kajiki (Kagoshima), Japan
JB Fongnian (Taitung), Taiwan
KHE Kimhae (Busan), Korea
JBT Fongnian (Taitung), Taiwan
KI Kaikoura, New Zealand
JC Hachinohe, Japan
KI Kanti, Myanmar
JD Nikko (Utsunomiya), Japan
KII King I, Tasmania
JDG Jedong (Jeju), Korea
KIN Chin Men, Taiwan
JDT Utsunomiya, Japan
KIP Gimpo (Seoul), Korea
JET Miho (Yonago), Japan
KJT Komatsushima, Japan
JMB Jambi, Indonesia
KK Kerikeri, New Zealand
JOG Yogyakarta, Indonesia
KKN Khon Kaen, Thailand
JOM Jomalig, Philippines
KL Kalay, Myanmar
JPA Jayapura, Indonesia
KL Kalibo, Philippines
JR Johor Bahru, Malaysia
KLO Kalibo, Philippines
JT Jandakot, W Australia
KM Kalimarau (Tanjung Radeb), Indonesia
JWN Choongwon, Korea
KMC Komatsu, Japan
K KMH Gimhae, Korea
K Noi Bai Intl (Hanoi), Vietnam KN Khon Kaen, Thailand
KA Karratha, W Australia KO Koumac, New Caledonia
KAD Kadena (Okinawa), Japan KOA Kona (KAILUA/KONA), Hawaii
KAE Gangwon, Korea KOS Sihanouk, Cambodia
KAN Kangnung, Korea KP Kyaukpyu, Myanmar

KPG Kupang, Indonesia LAO Laoag, Philippines

KPO Pohang, Korea LB Lop Buri, Thailand
KPS Kamphaeng Saen (Nakhon Pathom), LBJ Labuan Bajo, Indonesia
Thailand LC Kangnung, Korea
KQ Kone, French Pacific O.T. LEC Leigh Creek, S Australia
KR Nakhon Ratchasima, Thailand LEO Leonora, W Australia
KRE Kochi, Japan LFU Lifou, New Caledonia
KRT Khorat (Nakhon Ratchasima), Thailand LG Bua (Luwu), Indonesia
KSE Kushiro, Japan LGD Laguindingan, Philippines
KSM Seoul, Korea LHD Lahad Datu, Malaysia
KT Hengchun, Taiwan LHI Lord Howe, New South Wales
KT Kaitaia, New Zealand LHR Lihir, PNG
KT Kawthoung, Myanmar
LHR Lockhart River, Queensland
KTE Kagawa (Takamatsu), Japan LHT Hamamatsu, Japan
KTG Hengchun, Taiwan LIH Lihue, Hawaii
KTG Kengtung, Myanmar LK Lakeba, Fiji Is
KTG Ketapang, Indonesia LK Loikaw, Myanmar
KTJ Majalengka, Indonesia LKC Lung Kwu Chau, Hong Kong, PRC
KU Chiayi, Taiwan LKH Lien Khuong, Vietnam
KU Kununurra, W Australia LLD Lanai, Hawaii
KUE Kumamoto, Japan LM Learmonth, W Australia
KUZ Kunsan, Korea LMB Praya, Indonesia
KVG Kavieng, PNG LNT Luangnamtha, Laos
KW Hengchun, Taiwan LNY Lanai (Lanai City), Hawaii
KW Noi Bai (Hanoi), Vietnam LOB LOB (Bangkok), Thailand
KWA Gwangju, Korea LOY Loei, Thailand
KWJ Gwangju, Korea LP Lampang, Thailand
KXC Kumejima, Japan LP Legazpi, Philippines
LPB Luang Phabang, Laos
L
LPN Lampang, Thailand
LA Oesman Sadik (Labuha), Indonesia
LRE Longreach, Queensland
LAB Labuan, Malaysia
LS Lhok Sukon, Indonesia MD Mondulkiri, Cambodia

LSO Lashio, Myanmar MDE Minamidaito, Japan
LST Leinster, W Australia MDG Mudgee, New South Wales
LT Launceston, Tasmania MDN Medan, Indonesia
LT Launceston (Launceston, Tas), Tasma- MDS Mingaladon (Yangon), Myanmar
nia MDY Mandalay, Myanmar
LT Tontouta (Noumea), New Caledonia
ME Myeik, Myanmar
LTO Tontouta (Noumea), New Caledonia
MEK Meekatharra, W Australia
LTV Latrobe Valley, Victoria
MER Merimbula, New South Wales
LU Keelung, Taiwan
MFNN MFNN (Taitung), Taiwan
LU Lifou, New Caledonia
MG Melonguane (Sangihe Talaud), Indo-
LW Lawang, Indonesia nesia
LX Alexandra, New Zealand MGA Ouere (Noumea), New Caledonia
LY Lanyu, Taiwan MGD Maningrida, Northern Terr.
LY Loei, Thailand MH Mae Hong Son, Thailand
LYU Lanyu, Taiwan MH Manihiki I., Cook Is
MHS Mae Hong Son, Thailand
M
MI Momi (Nadi), Fiji Is
M Cantho, Vietnam
MI Mosgiel, New Zealand
MA Andi Jemma (Masamba), Indonesia
MIA Mandalay, Myanmar
MA Mount Isa, Queensland
MIA Manila, Philippines
MAK Makassar, Indonesia
MIA Mildura, Victoria
MB Moorabbin (Melbourne), Victoria
MIL Sorong, Indonesia
MBE Matsumoto, Japan
MIS Misawa, Japan
MBT Masbate, Philippines
MIT Mishima, Japan
MC Mocchau, Vietnam
MJC Miyakojima, Japan
MCN Macao Intl (Macao), Macao, PRC
MK Mackay, Queensland
MCS Macao Intl (Macao), Macao, PRC
MK Matak (Anambas Is), Indonesia
MCT Mactan (Lapu-Lapu), Philippines
MK Myitkyina, Myanmar
MCU Macao, Macao, PRC
MKA Myitkyina/Nampong, Myanmar
MD Magenta (Noumea), New Caledonia
MKB Minangkabau (Padang Pariaman), In-
MD Manado, Indonesia donesia
MKE Merauke, Indonesia MS Mong-Hsat, Myanmar

MKE Mukawa (Sapporo), Japan MST Mae Sot (Tak), Thailand
MKG Magong (Penghu I.), Taiwan MT Cantho, Vietnam
MKK Molokai (Kaunakakai), Hawaii MT Matsu, Taiwan
MKN Myitkyina, Myanmar MTG Mount Gambier, S Australia
MKS Makassar, Indonesia MTS Matsu, Taiwan
MKT Meiktila, Myanmar MU Tampa Padang, Indonesia
MKW Manokwari, Indonesia MUE Kamuela, Hawaii
ML Malang, Indonesia MUN Muan, Korea
ML Melbourne, Victoria MVE Monbetsu, Japan
ML Minami Torishima, Japan MW Magway, Myanmar
MLT Minami Torishima, Japan MWB Manado, Indonesia
MM Mawlamyine, Myanmar MXT Matsushima, Japan
MME Momiji, Japan MY Monywar, Myanmar
MN Manaung, Myanmar MZE Miyazaki, Japan
MN Sugimanuru (Muna), Indonesia
N
MNG Mangalore, Victoria
NA Nausori, Fiji Is
MNO Manado, Indonesia
NAH Nam Ha (Hanoi), Vietnam
MO Momeik, Myanmar
NAN Nan, Thailand
MO Moorea-Temae, French Pacific O.T.
NB Noi Bai Intl (Hanoi), Vietnam
MOE Momote, PNG
NBA Noi Bai Intl (Hanoi), Vietnam
MOE Oyama, Japan
NBR Nabire, Indonesia
MOF Maumere, Indonesia
NBR Narrabri, New South Wales
MOG Mount Magnet, W Australia
NBS Barking Sands (Kauai I.), Hawaii
MOR Moree, New South Wales
NDJ Bucholz (Kwajalein I.), Marshall Is
MOR Moro, PNG
NE Singkep, Indonesia
MQE Miyako, Japan
NFO Futenma (Okinawa I.), Japan
MR Kueijen, Taiwan
NGA Naga (Pili), Philippines
MR Mare, New Caledonia
NGF Kaneohe Bay (Mokapu), Hawaii
MRE Aomori, Japan
NH Melawi, Indonesia
MS Mae Sot (Tak), Thailand
NHC Naha, Japan NTH Luangnamtha, Laos

NHT Nyutabaru, Japan NTN Normanton, Queensland
NI Nauru, Nauru NTW Narathiwat, Thailand
NJA Atsugi, Japan NU Niue, Niue
NJT Niijima, Japan NV Invercargill, New Zealand
NK Nangan (Matsu), Taiwan NW Nusawiru (Pangandaran), Indonesia
NKE Nanki, Japan NW Tontouta (Noumea), New Caledonia
NKN Nangan (Matsu), Taiwan NWA Nowra, New South Wales
NKP Nakhon Phanom, Thailand NWN Newman, W Australia
NKR Nakhon Ratchasima, Thailand NZ Nadzab, PNG
NKS Nakhon Si Thammarat, Thailand
O
NL Newlands (Wellington), New Zealand
OA Ouvea, New Caledonia
NMA Bima, Indonesia
OA Rangiroa, French Pacific O.T.
NN Nadi, Fiji Is
OB Jakarta, Indonesia
NN Nan, Thailand
OBE Obihiro, Japan
NN Sigang (Tainan), Taiwan
OC Semarang, Indonesia
NNK Nunukan, Indonesia
OCT Ozuki (Shimonoseki), Japan
NO Sawani (Nausori), Fiji Is
ODE Odate, Japan
NOB Noi Bai (Hanoi), Vietnam
OF Yogyakarta, Indonesia
NP Nakhon Phanom, Thailand
OGG Maui (Kahului), Hawaii
NP New Plymouth, New Zealand
OH Ohakea, New Zealand
NPH NAVY (Pohang), Korea
OH Tokachi, Japan
NPT Naypyitaw Intl, Myanmar
OI Ono-I-Lau, Tonga
NR Napier, New Zealand
OIE Oki, Japan
NRE Narita (Tokyo), Japan
OJT Onjuku, Japan
NS Namsang, Myanmar
OK Oakey, Queensland
NSE Nakashibetsu, Japan
OKT Ok Tedi, PNG
NT Narathiwat, Thailand
OKT Okayama, Japan
NT Naypyitaw Intl, Myanmar
OLE Nagasaki, Japan
NTA Ranai (Natuna), Indonesia
OMT Ominato, Japan
NTE Noto, Japan
ON Polonia, Indonesia PCA Phu Cat, Vietnam

ONC Erabu (Okierabu I), Japan PCB Phetchabun, Thailand
OOM Moomba, S Australia PCK Prachuap Khiri Khan, Thailand
OQ Padang, Indonesia PD Port Hedland, W Australia
OR Ohura, New Zealand PDG Padang, Indonesia
ORE Okushiri, Japan PEA Pearce, W Australia
OSE Mihara (Oshima), Japan PF Parafield (Adelaide), S Australia
OU Banjarmasin, Indonesia PG Cirebon, Indonesia
OU Oamaru, New Zealand PH Perth, W Australia
OUD Oudomsay, Laos PH Phetchabun, Thailand
OX Iwoto, Japan PI Semarang, Indonesia
OX Pitu (Morotai), Indonesia PIN Pamalican (Quinaluban I.), Philippines
OY Bandung, Indonesia PIT Pingtung, Taiwan
OYE Kibi, Japan PK MATSU, Taiwan
OZ Kalijati, Indonesia PK Pleiku, Vietnam
OZ Ozamis, Philippines PKN Beigan (Matsu), Taiwan
PKN Pangkalan Bun, Indonesia
P
PKP Pangkal Pinang, Indonesia
P Phu Bai (HUE), Vietnam
PKS Parkes, New South Wales
PA Hpa-An, Myanmar
PKU Pekanbaru, Indonesia
PAE Phrae, Thailand
PKY Palangkaraya, Indonesia
PAK Pakse, Laos
PL Cantho, Vietnam
PAL Palu, Indonesia
PL Phitsanulok, Thailand
PB Pangsuma (Putussibau), Indonesia
PLA Paya Lebar (Singapore), Singapore
PB Phu Bai (HUE), Vietnam
PLB Palembang, Indonesia
PB Prachin Buri, Thailand
PLC Port Lincoln, S Australia
PBA Phu Bai Intl (HUE), Vietnam
PLK PLEIKU, Vietnam
PBO Paraburdoo, W Australia
PM Pagar Alam, Indonesia
PC Phetchabun, Thailand
PM Palmerston North, New Zealand
PC Phu Cat, Vietnam
PMA Pattimura, Indonesia
PC Tanjung Bara (Kutai Timur), Indonesia
PMQ Port Macquarie, New South Wales
PN Manado, Indonesia Q
PN Iskandar (Pangkalan Bun), Indonesia QDI Quirindi, New South Wales
PN Proserpine, Queensland QL Ca Mau, Vietnam
PNH Phnom Penh, Cambodia QN Queenstown, New Zealand
PNK Pontianak, Indonesia QQ Padang, Indonesia
PNP Phnom Penh Intl (Phnom Penh), Cam-
bodia R
POA Pahoa, Hawaii R Mataveri Intl (Isla De Pascua), Isla De
Pascua
PP Paraparaumu, New Zealand
RA Lungtang, Taiwan
PQ Phuquoc, Vietnam
RAN Ranong, Thailand
PQD Tateyama, Japan
RE Roi Et, Thailand
PQU Phu Quoc, Vietnam
RG Rach Gia, Vietnam
PR Phrae, Thailand
RG Rarotonga, Cook Is
PR Puerto Princesa, Philippines
RGI Rachgia, Vietnam
PRD Laoag, Philippines
RI Bario, Malaysia
PSJ Kasiguncu (Poso), Indonesia
RIC Richmond, New South Wales
PSL Phitsanulok, Thailand
RK Rockhampton, Queensland
PSN Busan, Korea
RM Rotuma, Fiji Is
PSU Putussibau, Indonesia
RN Ranong, Thailand
PT Faaa (Tahiti I), French Pacific O.T.
RO Rotorua, New Zealand
PT Pattani, Thailand
ROM Roma, Queensland
PT Putao, Myanmar
ROR Koror, Palau
PTH Phanthiet, Vietnam
ROT Roi Et, Thailand
PTK Pyongtaek, Korea
ROX Roxas, Philippines
PTN Pathein, Myanmar
RSE Rishiri, Japan
PU Papa Uniform (Singapore), Singapore
RT Ratanakiri, Cambodia
PUT Phuket, Thailand
RT Rurutu, French Pacific O.T.
PW Purwakarta, Indonesia
RU Raiatea, French Pacific O.T.
PY Penrhyn, Cook Is
RXT Roxas, Philippines
PY Port Moresby, PNG
RY Mount Mary, New Zealand
RYN Rayong, Thailand
S SK Kaohsiung Intl (Kaohsiung), Taiwan

SAC Sacheon (Chinju), Korea SK Sokcho, Korea
SAJ San Jose, Philippines SK Songkhla, Thailand
SAM Samneua, Laos SKL Songkhla, Thailand
SAN Seosan, Korea SKN Sakon Nakhon, Thailand
SAR Saravane, Laos SLG Siborongborong, Indonesia
SAV Savannakhet, Laos SLO Solo, Indonesia
SAY Sayabouly, Laos SLP Silampari, Indonesia
SB Sibu, Malaysia SM Samui (Surat Thani), Thailand
SBA Subic Bay, Philippines SM Sultan Muhammad Kaharuddin (Sum-
bawa Besar), Indonesia
SBG Surbung, Myanmar
SMP Trunojoyo (Sumenep), Indonesia
SBR Surabaya, Indonesia
SMT Siu Mo To, Hong Kong, PRC
SCH Sokcho, Korea
SMU Samui, Thailand
SCN Sacheon, Korea
SN Saipan (Saipan I/Mariana I), N Mariana
SCO Scone, New South Wales
Is
SDE Sendai, Japan
SN Sakon Nakhon, Thailand
SEL Anyang, Korea
SND Moriya (Tokyo), Japan
SF Springfield (Whangarei), New Zealand
SO Solo, Indonesia
SG Tebelian (Sintang), Indonesia
SOK South Kauai, Hawaii
SG Songshan (Taipei), Taiwan
SOL Seoul, Korea
SG Tansonnhat (Hochiminh), Vietnam
SON Santo, Vanuatu
SGE Saga, Japan
SOT Songtan, Korea
SGE Saint George, Queensland
SP Sampit, Indonesia
SGN Tan Son Nhat Intl (Ho Chi Minh), Viet-
SPE Sapporo, Japan
nam
SPN SA Pran Nak (Lop Buri), Thailand
SGR Scherger, Queensland
SPT Sampit, Indonesia
SHT Shepparton, Victoria
SRE Siem Reap, Cambodia
SHT Shimofusa (Matsudo), Japan
SRT Surat Thani, Thailand
SIX Dr. Ferdinand Lumbantobing, Indonesia
STD Shodo, Japan
SJ Sinjon (Singapore), Singapore
STN Surat Thani, Thailand
SJE Shimojishima, Japan
STW Sittwe, Myanmar
SU Sunshine Coast, Queensland TGU Dalseong, Korea

SUC Shimizu, Japan TGU Taungoo, Myanmar
SVB Suvarnabhumi (Bangkok), Thailand TH Touho, New Caledonia
SW Sittwe, Myanmar TH Tuyhoa, Vietnam
SW Swampy (Dunedin), New Zealand THS Sukhothai, Thailand
SWH Swan Hill, Victoria THX Tho Xuan (Thanh Hoa), Vietnam
SWN Suwon, Korea THX Xiengkhuang, Laos
SY Sydney, New South Wales TI Tanjung Pinang, Indonesia
SYE Sekiyado, Japan TIC Chinen, Japan
SZE Shizuoka, Japan TIT Chinen, Japan
TK Tak, Thailand
T
TKE Tokunoshima, Japan
TA Tarawa, Kiribati
TKG Bandar Lampung, Indonesia
TAC Tacloban, Philippines
TKK Truk (Weeno Island), Micronesia
TBE Memanbetsu, Japan
TKL Takhli, Thailand
TBK Tambolaka, Indonesia
TKT Tokachi, Japan
TBU Fua'Amotu, Tonga
TL Tachileik, Myanmar
TC Cingcyuangang (Taichung), Taiwan
TL Takhli, Thailand
TCK Cingcyuangang (Taichung), Taiwan
TL Townsville, Queensland
TCL Tachileik, Myanmar
TLD Ami, Japan
TD Tansonnhat (Hochiminh), Vietnam
TM Tasikmalaya, Indonesia
TD Thandwe, Myanmar
TM Taumarunui, New Zealand
TD Tung Lung, Hong Kong, PRC
TMK Timika, Indonesia
TDL Tindal (Katherine), Northern Terr.
TN Shin-Tachikawa, Japan
TET Tateyama, Japan
TN Tangerang, Indonesia
TF Bandar Lampung, Indonesia
TN Tindal (Katherine), Northern Terr.
TFE Musashi (Oita), Japan
TNG Tengah (Singapore), Singapore
TG Samarinda, Indonesia
TNK Tennant Creek, Northern Terr.
TG Tauranga, New Zealand
TNN Sigang (Tainan), Taiwan
TGE Nakatane, Japan
TNT Tachikawa, Japan
TGO Taungoo, Myanmar
TO Toli Toli, Indonesia
TOE Toyama, Japan UDN Udon Thani, Thailand

TPG Tanjung Pinang, Indonesia UJN Uljin, Korea
TPN Tanjung Pandan, Indonesia UNZ Nimitz, Guam
TQT Tsuiki, Japan UP U-Taphao, Thailand
TR Ternate, Indonesia UPP Upolu Point (Hawi), Hawaii
TR Tory, New Zealand US ULSAN, Korea
TRE Tottori, Japan USN Ulsan, Korea
TRK Tarakan, Indonesia UWE Yuwa (Akita), Japan
TRN Can Tho, Vietnam
V
TRN Trang, Thailand
VAS Alor Setar, Malaysia
TRT Trat, Thailand
VBA Batu Arang, Malaysia
TSC Tokushima, Japan
VBT Butterworth, Malaysia
TSH Tan Son Nhat, Vietnam
VBU Bintulu, Malaysia
TSI Songshan (Taipei), Taiwan
VC Virac, Philippines
TTG Taitung, Taiwan
VCE Tsushima, Japan
TU Timaru, New Zealand
VCT Shimotsushima, Japan
TUG Tuguegarao, Philippines
VDO Vandon, Vietnam
TUH Tuy Hoa (Phu Yen), Vietnam
VGK Gong Kedak, Malaysia
TUT Pago Pago, Amer Samoa
VIH Ipoh, Malaysia
TV Vava'u, Tonga
VIN Vinh (Nghe An), Vietnam
TVL Townsville, Queensland
VJB Johor Bahru, Malaysia
TW Tamworth, New South Wales
VK Navakai (Nadi), Fiji Is
TYN Taoyuan, Taiwan
VKB Kota Bharu, Malaysia
TZT Takamatsu, Japan
VKG Kuching, Malaysia
U VKL Kuala Lumpur, Malaysia
UAM Andersen (Yigo), Guam VKN Kuantan, Malaysia
UB Ubon (Ubon Ratchathani), Thailand VKP Kerteh, Malaysia
UBE Ube (Yamaguchi), Japan VKR Kuala Terengganu, Malaysia
UBL Ubon (Ubon Ratchathani), Thailand VKT Kuala Terengganu, Malaysia
UD Udon Thani, Thailand VLB Labuan, Malaysia
VLG Limbang, Malaysia WG White Grass (Tanna), Vanuatu

VLI Port Vila, Vanuatu WGP Waingapu, Indonesia
VMH Mukah, Malaysia WHA Whyalla, S Australia
VMK Malacca, Malaysia WK Hsinshie, Taiwan
VMR Mersing (Johor Bahru), Malaysia WK Tambolaka, Indonesia
VMY Miri, Malaysia WK Whakatane, New Zealand
VNO Vanimo, PNG WKE Wakkanai, Japan
VPG Penang, Malaysia WLG Walgett, New South Wales
VPH Vinhphuc (Hanoi), Vietnam WLM Williamtown (Newcastle), New South
Wales
VPK Pekan (Kuantan), Malaysia
WLU Wiluna, W Australia
VPL Langkawi, Malaysia
WMD West Maitland, New South Wales
VR Kuala Kurun (Gunung Mas), Indonesia
WN Watthana Nakhon, Thailand
VSI Sibu, Malaysia
WN Wellington, New Zealand
VSN Sandakan, Malaysia
WNJ Wonju, Korea
VSP Sepang, Malaysia
WOL Wollongong, New South Wales
VT Vungtau, Vietnam
WP Lewoleba, Indonesia
VTG Thangone, Laos
WP Weipa, Queensland
VTK Tekong (Singapore), Singapore
WP Whenuapai (Auckland), New Zealand
VTN Vientiane, Laos
WR Whangarei, New Zealand
VTV Vung Tau, Vietnam
WR Woomera, S Australia
VTW Tawau, Malaysia
WS West Port, New Zealand
VYI Valley Island (Kahului), Hawaii
WS Westport, New Zealand
VZU Mulu, Malaysia
WU Whanganui, New Zealand
W WYY Wynyard, Tasmania
WAV Wave Hill, Northern Terr.
X
WB Woodbourne, New Zealand
X Vinh, Vietnam
WBR Warburton, W Australia
XAC Oshima, Japan
WDH Windorah, Queensland
XI Christmas I., Kiribati
WE Sabang, Indonesia
XMT Kowa, Japan
WG Wagga Wagga, New South Wales
XMX Christmas I, W Australia
XVL Vungtau, Vietnam ZN Fongnian (Taitung), Taiwan

XW Vinh, Vietnam ZW Wamena, Indonesia
XZE Izumo, Japan ZX Pegunungan Bintang, Indonesia
ZYT Chitose (Sapporo), Japan
Y
YAG Yangyang, Korea LOCALIZERS LISTED BY IDENTIFIER
YC Yechon, Korea B
YCN Yecheon, Korea BE Bandar Seri Begawan (Brunei Intl), Brunei

YDM Yong Dam (Jeju), Korea BI Bandar Seri Begawan (Brunei Intl), Brunei
YGE Yonago, Japan
D
YJU Yangju, Korea
DAD Da Nang (Da Nang Intl), Vietnam
YKE Yakushima, Japan
YLT Iruma, Japan H
YME Miyazu, Japan HCM Ho Chi Minh (Tan Son Nhat Intl), Viet-
YNE Yonaguni, Japan nam
YOE Yao, Japan

I
YOK Yokota (Tokyo), Japan
IAA Auckland (Auckland Intl), New Zealand
YP Yap, Micronesia
IABD Malang (Abdulrachman Saleh), Indone-
YRE Yoron, Japan sia
YS Yeosu, Korea IAD Adelaide (Adelaide Intl), S Australia
YSE Shonai, Japan IAD Tokyo (Tokyo (Haneda) Intl), Japan
YTE Yamagata, Japan IAG Atsugi, Japan
YU Hualien, Taiwan IAM Amami, Japan
YXM Komo, PNG IAM Amberley (Amberley Military), Queens-
YY Bandung, Indonesia land
YYT Chitose, Japan IAND Yigo (Andersen AFB), Guam
YZT Shizuhama (Yaizu), Japan IANY Semarang (Jenderal Ahmad Yani Intl),
Indonesia
Z IAP Faleolo (Faleolo Intl), Samoa
ZAM Zamboanga, Philippines IAS Alice Springs, Northern Terr.
ZF Timika, Indonesia IAS Alor Setar (Sultan Abdul Halim), Malay-
sia
ZM Biak, Indonesia
IAV Avalon, Victoria ICB Hai Phong (Cat Bi Intl), Vietnam

IAV Rarotonga I (Rarotonga Intl), Cook Is ICB Sapporo (Chitose), Japan
IAW Asahikawa, Japan ICC Singapore (Changi), Singapore
IAWD Guam (Guam Intl), Guam ICCK Taichung (Cingcyuangang), Taiwan
IBAC Banda Aceh (Sultan Iskandar Muda), ICE Singapore (Changi), Singapore
Indonesia ICG Gold Coast, Queensland
IBB Port Moresby (Jacksons), PNG
ICGL Jakarta (Soekarno-Hatta Intl), Indone-
IBCD Silay (Bacolod Principal), Philippines sia
IBDM Banjarmasin (Syamsudin Noor), Indo- ICGR Jakarta (Soekarno-Hatta Intl), Indone-
nesia sia
IBE Brisbane (Brisbane Intl), Queensland ICH Singapore (Changi), Singapore
IBF Port Vila, Vanuatu ICH Christchurch (Christchurch Intl), New
Zealand
IBGN Matsu (Beigan), Taiwan
ICH Sapporo (New Chitose), Japan
IBGS Matsu (Beigan), Taiwan
ICHE Jeju (Jeju Intl), Korea
IBIK Biak (Frans Kaisiepo), Indonesia
ICHG Cheongju (Cheongju Intl), Korea
IBKD Bangkok (Don Mueang Intl), Thailand
ICHI Chiayi, Taiwan
IBKK Bangkok (Don Mueang Intl), Thailand
ICHJ Cheongju (Cheongju Intl), Korea
IBKL Bengkulu (Fatmawati Soekarno), Indo-
nesia ICHL Jakarta (Soekarno-Hatta Intl), Indone-
sia
ICHR Jakarta (Soekarno-Hatta Intl), Indone-
IBOH Bohol-Panglao, Philippines
sia
IBPN Balikpapan (Sultan Aji Muhammad Su-
laiman Sepinggan), Indonesia ICJN Taipei (Taiwan Taoyuan Intl), Taiwan
ICJU Jeju (Jeju Intl), Korea
ICK Pampanga (Diosdado Macapagal Intl),
IBRZ Tanjung Redeb (Kalimarau), Indonesia
Philippines
IBS Brisbane (Brisbane Intl), Queensland
ICKM Kinmen, Taiwan
IBTM Batam (Hang Nadim), Indonesia
ICKS Taipei (Taiwan Taoyuan Intl), Taiwan
IBUT Rayong (U-Tapao Rayong Pattaya Intl),
Thailand ICL Quang Nam (Chu Lai), Vietnam
ICM Sapporo (New Chitose), Japan
ICA Khanh Hoa (Cam Ranh Intl), Vietnam
ICMA Chiang Mai (Chiang Mai Intl), Thailand
ICA Pampanga (Diosdado Macapagal Intl),
Philippines ICN Cairns (Cairns Intl), Queensland
ICB Canberra, Australian Capital ICN Sapporo (New Chitose), Japan
ICPN Chumphon, Thailand IES East Sale, Victoria

ICR Khanh Hoa (Cam Ranh Intl), Vietnam IFE Fukue, Japan
ICS Cairns (Cairns Intl), Queensland IFF Fukuoka, Japan
ICS Sapporo (New Chitose), Japan IFK Fukushima, Japan
ICSY Kinmen, Taiwan IFL Hong Kong (Hong Kong Intl), Hong
Kong, PRC
ICT Can Tho (Can Tho Intl), Vietnam
IFN Nadi (Nadi Intl), Fiji Is
ICTR Chiang Rai (Chiang Rai Intl), Thailand
IFNN Taitung (Fongnian), Taiwan
ICW Singapore (Changi), Singapore
IFO Fukuoka, Japan
ICX Khanh Hoa (Cam Ranh Intl), Vietnam
IFU Fukue, Japan
IDAG Daegu (Daegu Intl), Korea
IGD Perth (Perth Intl), W Australia
IDAO Davao (Francisco Bangoy Intl), Philip-
pines IGSA General Santos City (Tambler Princi-
pal), Philippines
IDEL Deli Serdang (Kualanamu Intl), Indone-
sia IGTO Gorontalo (Djalaluddin), Indonesia
IDES Deli Serdang (Kualanamu Intl), Indone- IGUM Guam (Guam Intl), Guam
sia IHA Tokyo (Tokyo (Haneda) Intl), Japan
IDH Quang Binh (Dong Hoi), Vietnam IHAL Jakarta (Halim Perdanakusuma), Indo-
IDMG Bangkok (Don Mueang Intl), Thailand nesia
IDN Darwin (Darwin Intl), Northern Terr. IHB Hobart, Tasmania
IDN Dunedin, New Zealand IHC Hachijojima, Japan
IDPS Bali (I Gusti Ngurah Rai Intl), Indonesia IHE Hachinohe, Japan
IDR Da Nang (Da Nang Intl), Vietnam IHG Hiroshima, Japan
IDVO Davao (Francisco Bangoy Intl), Philip- IHL Hakodate, Japan
pines IHM Memanbetsu, Japan
IEB Wellington (Wellington Intl), New Zea- IHNL Honolulu (Inouye Intl), Hawaii
land
IHP Hanamaki, Japan
IHSU Hsinchu (Hsinchu Aero), Taiwan
IEL Kuala Lumpur (Kuala Lumpur Intl - Se-
pang), Malaysia IHTY Songkhla (Hat Yai Intl), Thailand
IEN Melbourne (Essendon), Victoria IHW Christchurch (Christchurch Intl), New
Zealand
IEPC Honolulu (Inouye Intl), Hawaii
IHY Hyakuri, Japan
IER Kuala Lumpur (Kuala Lumpur Intl - Se-
pang), Malaysia IIG Ishigaki I (New Ishigaki), Japan
IIO Iloilo, Philippines IKN Osaka (Kansai Intl), Japan

IIPA Isla De Pascua (Mataveri Intl), Isla De IKN Sydney (Kingsford Smith), New South
Pascua Wales
IITO Hilo (Hilo Intl), Hawaii IKN Kuantan (Sultan Ahmad Shah), Malay-
IIUM Honolulu (Inouye Intl), Hawaii sia
IJA Kanoya, Japan IKOA Kailua-Kona (Onizuka Kona Intl at Kea-

hole), Hawaii
IJB Johor Bahru (Senai Intl), Malaysia
IKOS Sihanouk (Sihanouk Intl), Cambodia
IJDG Jeju (Jeongseok), Korea
IKPG Kupang (El Tari), Indonesia
IJMB Jambi (Sultan Thaha), Indonesia
IKPO Pohang (Pohang Gyeongju), Korea
IJOG Yogyakarta (Adisutjipto), Indonesia
IKPS Nakhon Pathom (Kamphaeng Saen),
IJPA Jayapura (Sentani), Indonesia Thailand
IKAS Kaohsiung (Kaohsiung Intl), Taiwan IKQ Kitakyushu, Japan
IKB Kota Bharu (Sultan Ismail Petra), Ma- IKR Kochi, Japan
laysia
IKRT Nakhon Ratchasima (Khorat), Thailand
IKS Kushiro, Japan
IKC Nagoya, Japan
IKD Osaka (Kansai Intl), Japan
IKTJ Majalengka (Kertajati Intl), Indonesia
IKDI Kendari (Halu Oleo), Indonesia
IKU Kumamoto, Japan
IKDN Okinawa (Kadena AB), Japan
IKUI Chiayi, Taiwan
IKE Kerteh, Malaysia
IKUZ Gunsan (Kunsan AB), Korea
IKF Tokyo (Narita Intl), Japan
IKZZ Okinawa (Kadena AB), Japan
IKG Kagoshima, Japan
ILB Labuan I (Labuan), Malaysia
IKG Kuching (Kuching Intl), Malaysia
ILGD Cagayan de Oro (Laguindingan), Phil-
IKHE Busan (Gimhae Intl), Korea ippines
IKHG Kaohsiung (Kaohsiung Intl), Taiwan ILIH Lihue, Hawaii
IKKM Malacca, Malaysia ILK Langkawi (Langkawi Intl), Malaysia
IKKP Kota Kinabalu, Malaysia ILK Lam Dong (Lien Khuong), Vietnam
IKLP Kulon Progo (Yogyakarta Intl), Indone- ILMB Praya (Zainuddin Abdul Madjid Intl), In-
sia donesia
IKM Komatsu, Japan ILNY Lanai City (Lanai), Hawaii
IKMA Busan (Gimhae Intl), Korea ILPB Luang Phabang (Luang Phabang Intl),
IKMO Seoul (Gimpo Intl), Korea Laos
ILPN Lampang, Thailand IMZG Magong (Penghu), Taiwan

ILT Launceston, Tasmania INA Nausori (Nausori Intl), Fiji Is
ILU Bintulu, Malaysia INA Hanoi (Noi Bai Intl), Vietnam
IMA Manila (Ninoy Aquino Intl), Philippines INA Nowra, New South Wales
IMAK Makassar (Sultan Hasanuddin), Indo- INAN Nan (Nan Nakhon), Thailand
nesia INB Hanoi (Noi Bai Intl), Vietnam
IMAN Muan (Muan Intl), Korea INH Nyutabaru, Japan
IMAS Misawa (Misawa AB), Japan
ININ Osan (Osan AB), Korea
IMCT Lapu-Lapu (Mactan-Cebu Intl), Philip-
pines
INKP Nakhon Phanom, Thailand
IMDG Gwangju, Korea
INKR Nakhon Ratchasima, Thailand
IMDH Gwangju, Korea
INKS Nakhon Si Thammarat, Thailand
IMG Auckland (Auckland Intl), New Zealand
INKS Matsu (Nangan), Taiwan
IMIA Mandalay (Mandalay Intl), Myanmar
INO Rarotonga I (Rarotonga Intl), Cook Is
IMIS Misawa (Misawa AB), Japan
INPT Naypyitaw (Naypyitaw Intl), Myanmar
IMKB Padang Pariaman (Minangkabau Intl),
Indonesia INS Nakashibetsu, Japan
IMKG Magong (Penghu), Taiwan INT Noto, Japan
IML Manila (Ninoy Aquino Intl), Philippines INTW Narathiwat, Thailand
IMN Dunedin, New Zealand IOA Oki, Japan
IMNO Manado (Sam Ratulangi), Indonesia IOB Obihiro, Japan
IMP Matsuyama, Japan IOD Odate-Noshiro, Japan
IMR Aomori, Japan IOFR Seoul (Gimpo Intl), Korea
IMR Miri, Malaysia IOG Kahului, Hawaii
G
IMS Melbourne (Melbourne Intl), Victoria
IOH Ohakea (Ohakea (Military)), New Zea-
IMT Lapu-Lapu (Mactan-Cebu Intl), Philip-
land
pines
IOK Naha, Japan
IMUN Muan (Muan Intl), Korea
IMV Monbetsu, Japan
IOL Nagasaki, Japan
IMW Melbourne (Melbourne Intl), Victoria
IOS Oshima, Japan
IMY Miyakojima (Miyako), Japan
IOSN Osan (Osan AB), Korea
IMZ Miyazaki, Japan
IOY Okayama, Japan
IPC Pearce, W Australia IREP Siem Reap (Siem Reap Intl), Cambodia
IPC Binh Dinh (Phu Cat), Vietnam IRI Richmond, New South Wales
IPCB Phetchabun, Thailand IRM Ohakea (Ohakea (Military)), New Zea-
land
IPE Pearce, W Australia
IROT Roi Et, Thailand
IPG Penang (Penang Intl), Malaysia
IRS Rishiri, Japan
IPH Perth (Perth Intl), W Australia
ISAM Sacheon, Korea
IPH Kien Giang (Phu Quoc Intl), Vietnam
ISB Shimojishima, Japan
IPIT Pingtung (Pingtung South), Taiwan
ISB Subang (Sultan Abdul Aziz Shah), Ma-
IPK Gia Lai (Pleiku), Vietnam
laysia
IPKN Pangkalan Bun (Iskandar), Indonesia
ISBY Surabaya (Juanda), Indonesia
IPKS Champasak (Pakse Intl), Laos
ISD Sendai, Japan
IPKT Phuket (Phuket Intl), Thailand
ISEL Seoul (Gimpo Intl), Korea
IPKU Pekanbaru (Sultan Syarif Kasim II), In-
ISEN Bangkok (Suvarnabhumi Intl), Thailand
donesia
ISES Bangkok (Suvarnabhumi Intl), Thailand
IPLB Palembang (Sultan Mahmud Badarud-
din II), Indonesia ISG Saga, Japan
IPLM Palembang (Sultan Mahmud Badarud- ISH Matsudo (Shimofusa), Japan
din II), Indonesia
ISHA Sacheon, Korea
IPLR Palangkaraya (Tjilik Riwut), Indonesia
ISK Osaka (Osaka Intl), Japan
IPMY Yigo (Andersen AFB), Guam
ISKN Sakon Nakhon, Thailand
IPN Singapore (Paya Lebar), Singapore
ISKN Sandakan, Malaysia
IPN Perth (Perth Intl), W Australia
ISKP Seoul (Gimpo Intl), Korea
IPNK Pontianak (Supadio), Indonesia
ISKT Sukhothai, Thailand
IPO Ipoh (Sultan Azlan Shah), Malaysia
ISLB Siborongborong (Raja Sisingamangar-
IPQ Kien Giang (Phu Quoc Intl), Vietnam aja XII), Indonesia
IPR Puerto Princesa (Puerto Princesa Intl), ISLO Solo (Adi Soemarmo), Indonesia
Philippines
ISN Sydney (Kingsford Smith), New South
IPS Singapore (Paya Lebar), Singapore Wales
IPSL Phitsanulok, Thailand ISN Shonai, Japan
IPTK Camp Humphreys (A-511 (Desiderio ISOL Seoul (Seoul / Domestic), Korea
AAF)), Korea
ISR Hong Kong (Hong Kong Intl), Hong
IRAN Ranong, Thailand Kong, PRC
ISTN Surat Thani, Thailand ITO Toyama, Japan

ISU Sibu, Malaysia ITPN Tanjungpandan (H.AS. Hanandjoed-
ISUL Seoul (Seoul / Domestic), Korea din), Indonesia
ISW Sydney (Kingsford Smith), New South ITR Tottori, Japan

Wales ITRK Tarakan (Juwata), Indonesia
ISWN Bangkok (Suvarnabhumi Intl), Thailand ITRN Trang, Thailand
ISWS Bangkok (Suvarnabhumi Intl), Thailand ITS Ho Chi Minh (Tan Son Nhat Intl), Viet-
nam
ISY Sydney (Kingsford Smith), New South
Wales ITS Tokushima, Japan
ISZ Shizuoka, Japan ITSG Taipei (Songshan), Taiwan
ITA Tokyo (Tokyo (Haneda) Intl), Japan ITW Tamworth, New South Wales
ITAG Daegu (Daegu Intl), Korea ITWU Tawau, Malaysia
ITB Memanbetsu, Japan ITX Thanh Hoa (Tho Xuan), Vietnam
ITCG Taichung (Cingcyuangang), Taiwan ITYA Taipei (Taiwan Taoyuan Intl), Taiwan
ITDO Manado (Sam Ratulangi), Indonesia IUAM Yigo (Andersen AFB), Guam
ITF Oita, Japan IUB Ube (Yamaguchi-Ube), Japan
ITGL Daegu (Daegu Intl), Korea IUBL Ubon (Ubon Ratchathani), Thailand
ITH Tajima, Japan IUDN Udon Thani, Thailand
ITH Phu Yen (Tuy Hoa), Vietnam IUJN Uljin, Korea
ITIA Taipei (Taiwan Taoyuan Intl), Taiwan IUJP Makassar (Sultan Hasanuddin), Indo-
ITJ Tokyo (Narita Intl), Japan nesia
ITK Tokunoshima, Japan IUJS Uljin, Korea
ITKL Nakhon Sawan (Takhli), Thailand IULS Ulsan, Korea
ITL Townsville (Townsville Intl), Queens- IUPG Makassar (Sultan Hasanuddin), Indo-
land nesia
ITLU Taipei (Songshan), Taiwan IUW Akita, Japan
ITM Tokyo (Narita Intl), Japan IVC Tsushima, Japan
ITMK Timika (Mozes Kilangin), Indonesia IVD Quang Ninh (Van Don Intl), Vietnam
ITN Tanegashima, Japan IVH Nghe An (Vinh), Vietnam
ITN Tindal, Northern Terr. IVPR Gunsan (Kunsan AB), Korea
ITNA Tainan, Taiwan IVTN Vientiane (Wattay Intl), Laos
ITNN Tainan, Taiwan IWA Iwami, Japan

IWG Port Moresby (Jacksons), PNG L

IWG Wagga Wagga, New South Wales LT Noumea (Tontouta), New Caledonia
IWI Auckland (Whenuapai (Military)), New
Zealand M
IWK Kuala Lumpur (Kuala Lumpur Intl - Se- MCN Macao (Macao Intl), Macao, PRC
pang), Malaysia MCS Macao (Macao Intl), Macao, PRC
IWK Wakkanai, Japan
IWL Kuala Lumpur (Kuala Lumpur Intl - Se- N
pang), Malaysia NB Hanoi (Noi Bai Intl), Vietnam
IWM Kuala Lumpur (Kuala Lumpur Intl - Se- NBA Hanoi (Noi Bai Intl), Vietnam
pang), Malaysia
IWM Williamtown, New South Wales P
IWNJ Wonju, Korea PBA HUE (Phu Bai Intl), Vietnam
IWO Wonju, Korea PNP Phnom Penh (Phnom Penh Intl), Cam-
N bodia
IWP Auckland (Whenuapai (Military)), New PT Tahiti I (Faaa), French Pacific O.T.
Zealand
IWR Kuala Lumpur (Kuala Lumpur Intl - Se- S
pang), Malaysia SGN Ho Chi Minh (Tan Son Nhat Intl), Viet-
IXM Komo, PNG nam
IXZ Izumo, Japan
IYAN Yangyang (Yangyang Intl), Korea
IYAS Tokyo (Yokota AB), Japan
IYCH Yecheon (Yecheon Aero), Korea
IYGN Yangon (Yangon Intl), Myanmar
IYIG Yigo (Andersen AFB), Guam
IYN Yonaguni I (Yonaguni), Japan
IYOK Tokyo (Yokota AB), Japan
IYQ Tokyo (Narita Intl), Japan
IYS Shonai, Japan
IYSO Yeosu, Korea
IYT Yamagata, Japan
IYV Yonago (Miho), Japan
PACIFIC
PACIFIC VOR RECEIVER CHECK SIGNALS
INTRODUCTION
Airborne and ground check points consist of certified radials that should be received at specific
points on the airport surface or over specific landmarks while airborne in the immediate vicinity of
the airport.
Should an error in excess of plus or minus 4 degrees be indicated through use of a ground check,
or plus or minus 6 degrees using the airborne check, IFR flight shall not be attempted without first
correcting the source of the error.
CAUTION: No correction other than the correction card figures supplied by the manufac-
turer should be applied in making these VOR receiver checks.
EXPLANATION OF LISTINGS
The following information is provided.
– Type of check, Ground (G) or Airborne (A).
– For VOR check points – VOR frequency and identifier. Bearing in degrees magnetic outbound
from the VOR; location of the check point (distances are in nautical miles); altitude (in feet
MSL).
VOR RECEIVER CHECK POINTS

HILO, HAWAII G 116.9 ITO 258°; 2.6 NM on runup pad S of AER 08.
Out of SVC indefinitely.
A 116.9 ITO 323°; 8.5 NM over Pepeekeo lighthouse;
1000'.
HONOLULU, HAWAII (Intl) A 114.8 HNL 322°; 12 NM intersection of H-2 and Wheel-
er AAF Rwy 06 Centerline extended; 2000'.
LIHUE, HAWAII G 113.5 LIH 338°; 1 NM intersection Twy G and Twy A.
G 113.5 LIH 342°; 1.1 NM Twy F and Twy A.
MAUI A 115.1 OGG 055°; 6.8 NM Pauwela lighthouse; 1000'.
G 115.1 OGG 199°; 0.6 NM Kahului Apt on runup area
AER 02.
NIMITZ (GUAM Intl) G 115.8 UNZ 063°; 3.3 NM Twy A between Rwy 06L and
Rwy 06R.
PAGO PAGO, AMERICAN SA- A 112.5 TUT 060°; 9.4 NM over radio tower in center of
MOA town on Aunnu Island; 1500'.
G 112.5 TUT 309°; 0.4 NM on ramp at Twy D.
WAKE ISLAND G 113.5 AWK 100°; 1.3 NM on runup area Rwy 28.
Radio Aids
Radio Data - Australia

RADIO DATA - AUSTRALIA 466
AUSTRALIA
RADIO NAVIGATION SERVICE
1 GENERAL
1.1 RADIO AIDS TO NAVIGATION
1.1.1 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 GPS, GLONASS, Galileo etc;
h. GBAS Landing System (GLS) – (Polarization 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) (1090 MHz Extended Squitter).
1.2 IDENTIFICATION
1.2.1 Radio navigation aids serving the same location normally radiate the same identification
codes. Further, at ILS/localizer 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”.
1.2.2 A GBAS station is identified by the relevant Airport’s 4 letter ICAO code where the GBAS
is installed (e.g. YSSY). Approaches provided from the GBAS station are identified by the Refer-
ence 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 the letter “G”.
2 NON-DIRECTIONAL BEACONS
Operate in the frequency band 190 kHz – 1750 kHz. 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.
2.2 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 30 NM.
3 VHF OMNI-DIRECTIONAL RADIO RANGE (VOR)

3.1 These aids operate in the frequency band 112 – 118 MHz. The track radials are designated
by their magnetic bearing away from the station.
AUSTRALIA
3.2 RATED COVERAGE

3.2.1 VOR and DME
Aircraft Altitude (feet) Range (NM)

Below 5000 60
5000 to below 10,000 90
10,000 to below 15,000 120
15,000 to below 20,000 150
20,000 and above 180
NOTE: The above ranges are quoted for planning purposes. Actual ranges obtained may some-
times be less than these due to facility and site variations.
4 DISTANCE MEASURING EQUIPMENT (DME)

4.1 Australia uses the international 1000 MHz system. The system uses the channels designa-
ted in ICAO Annex 10 for operation with the VOR frequency selected for the same site. This “pair-
ing” facilitates compatible airborne equipment to display both the DME and VOR information by
the selection of only the VOR frequency.
4.2 When specific ICAO requirements are met, collocated DME and VOR are said to be “associ-
ated” and are shown as VOR/DME with the VOR frequency. In other cases, a bracket will be used
to indicate collocation of navigation aids.
4.3 When a DME is not “associated” with the VOR at the same site, it is identified in NOTAM by
its channel number and suffix with the VOR frequency in parenthesis; e.g., DME 111X (116.4).
5 TACTICAL AIR NAVIGATION (TACAN)

5.1 TACAN systems are installed at a number of military/joint-user airports.
5.1.1 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 by the channel number with the “paired” VOR frequency, e.g., TACAN88
(114.1).
6 PRECISION APPROACH OPERATIONS

6.1 GENERAL
6.1.1 Precision approach operations involve the use of either ILS or GLS facilities.
6.1.2 An ILS supports all types of precision approach operations. The ground facilities comprise
localizer equipment, glide path equipment and marker beacons, usually supported by an NDB or
dedicated DME.
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6.1.3 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 airports and an aircraft subsystem. The
GBAS provides data and corrections for the GNSS ranging signals over a digital VHF data broad-
cast to the aircraft subsystem. The aircraft subsystem translates the position signal into flight
guidance similar to that provided for an ILS.
ILS CAUTION:
1. False courses may exist or course reversals may occur outside the sector 35° (or 20° at cer-
tain airports) either side of an ILS localizer course.
2. Back beam radiation of an 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 (not published herein).
6.2 FAILURES
6.2.1 NDB. In the event of failure of an associated NDB, aircraft must join the ILS outside the
outer marker as directed by NOTAM or ATC.
6.2.2 Glide path. For ILS operations where the glide path fails, only the localizer procedure is
available.
6.2.3 Markers. Where marker beacons are not available, aircraft may use the ILS if the alter-
nate fixes nominated on the IAL chart or by NOTAM are used for altimeter checks.
6.2.4 GBAS. If GBAS fails, GLS approaches are not available.
6.3 RATED COVERAGE

6.3.1 Localizer
6.3.1.1 Localizer ranges are for those installations that have been nominated for position fixing
at ranges beyond 25 NM.
Aircraft Altitude (feet) Range (NM)

At 2000 AGL within +/-10 degrees of course line 25
Below 5000 30
5000 and above 50
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6.4 GBAS COURSE DEVIATION LIMITATION (available beyond the

approach service volume)
6.4.1 For GLS course deviation information for YSSY and YMML — Between 50 NM and 23 NM
from the GBAS site, GLS course deviation information is advisory only. Within 23 NM from the
GBAS site, GLS course deviation information is approved for the conduct of an Instrument
Approach. (See also ERSA Facilities (FAC) section for each location under the heading RADIO
NAVIGATION AND LANDING AIDS (not published herein).
7 PUBLIC BROADCASTING STATIONS

7.1 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
section titled Broadcast Stations.
8 ABNORMAL OPERATION OF RADIO NAVIGATION AIDS

8.1 Users must notify ATS of any abnormal condition in the operation of any radio navigation
facility.
8.2 AIDS NOT AVAILABLE FOR NAVIGATION

8.2.1 Sometimes a facility that is not suitable for navigation has to be operated for test purpo-
ses. To provide a warning to pilots in such cases, in addition to NOTAM or verbal advice, the sta-
tion identifier will either:
a. be suppressed; or
b. for ILS:
1. If the localizer 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 localizer will not be radi-
ated;
3. if the glide path is out of service and switched off, the localizer 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.
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.
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8.3 REMOTE FACILITIES

8.3.1 Sometimes circumstances necessitate the introduction of a station identification before the
aid is notified as being available for operational use. While 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.
8.4 MONITORING OF IDENTIFIER

8.4.1 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.
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AIR NAVIGATION SYSTEMS
1 INERTIAL NAVIGATION SYSTEM (INS)

1.1 The Inertial Navigation System is a totally self-contained navigation system, comprised of
gyros, accelerometers, and a navigation computer, which provides aircraft position and navigation
information in response to signals resulting from inertial effects on system components, and does
not require information from external references.
1.2 INS is aligned with accurate position information prior to departure, and thereafter calculates
its position as it progresses to the destination. By programming a series of waypoints, the system
will navigate along a predetermined track. New waypoints can be inserted at any time if a revised
routing is desired.
1.3 INS accuracy is very high initially following alignment, and decays with time at the rate of
about 1 to 2 NM per hour. Position update alignment can be accomplished inflight using ground
based references, and many INS systems now have sophisticated automatic update using dual
DME and or VOR inputs.
1.4 INS may be approved as the sole means of navigation or may be used in combination with
other systems.
2 DOPPLER RADAR
2.1 Doppler Radar is a semiautomatic self-contained dead reckoning navigation system (radar
sensor plus computer) which is not continuously dependent on information derived from ground
based or external aids. The system employs radar signals to detect and measure ground speed
and drift angle, using the aircraft compass system as its directional reference.
2.2 Doppler is less accurate than INS however, and the use of an external reference is required
for periodic updates if acceptable position accuracy is to be achieved on long range flights.
3 FLIGHT MANAGEMENT SYSTEM (FMS)

3.1 The Flight Management System is a computer system that uses a large data base to allow
routes to be pre-programmed and fed into the system by means of a data loader. The system is
constantly updated with respect to position accuracy by reference to conventional navigation aids.
The sophisticated program and its associated data base insures that the most appropriate aids
are automatically selected during the information update cycle.
4 GLOBAL POSITIONING SYSTEM (GPS)

4.1 The Global Positioning System (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.
4.2 Use of GPS for IFR operations is dependent on the U.S. Department of Defense 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 Radio
Navigation Systems.
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5 AREA NAVIGATION SYSTEMS APPROVAL AND

OPERATIONS
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.
5.1.1 Area navigation systems rely on data in the navigation database to be current, valid and
correct for the navigation system to provide the correct information. Navigation databases should
be regularly checked for integrity and if any discrepancy in the data is discovered, report the dis-
crepancy as soon as practicable to the database provider.
NOTE: Errors may occur in navigation databases from time to time. Pilots should subscribe to any
alerting services offered by the navigation database provider to receive notifications of any navi-
gation database errors.
The pilot in command or operator of an aircraft must hold an approval to conduct RNP-AR proce-
dures in Australia (see CASR 91.660).
5.3 NOTIFICATION OF FAILURE OR OPERATION OUTSIDE OF

TOLERANCE
5.3.1 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
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.
6 AREA NAVIGATION ROUTES

Information regarding which GNSS equipment can be used for different navigation specifications
(i.e., RNP or RNAV) can be found in the CASR Part 91, acceptable means of compliance and
guidance material (AMC/GM) is available on the CASA website.
7 RVSM APPROVAL AND OPERATIONS

RVSM is an ICAO standard, which allows the use of 1000 ft 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 NAA of the State of Registry
or the State of the operator (see CASR 91.665).
8 AOC TO BE CARRIED ON-BOARD

8.1 In accordance with ICAO Annex 6 Parts l, an airplane conducting an international commer-
cial air transport operation shall carry a certified true copy of the AOC and a copy of the associ-
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ated Operations Specifications relevant to the airplane type, issued in conjunction with the Certifi-
cate.
8.2 This provision for airplanes is outlined in Annex 6 Part I, Chapter 6, para 6.1.2.
8.3 The provision for helicopters is outlined in Annex 6 Part III, Section II, Chapter 4, para 4.1.2.
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DIRECTION FINDING PROCEDURES
1 ICAO AERONAUTICAL TELECOMMUNICATION STANDARDS

AND RECOMMENDED PRACTICES, ANNEX 10, VOLUME II
NOTE 1: Direction-finding stations work either singly or in groups of two or more stations under
the direction of a main direction-finding station.
NOTE 2: A direction-finding station working alone can only determine the direction of an aircraft in
relation to itself.
1.1 A direction-finding station working alone should give the following, as requested.
a. true bearing of the aircraft, using the signal QTE or appropriate phrase;
b. true heading to be steered by the aircraft with no wind, to head for the direction-finding sta-
tion using the signal QUJ or appropriate phrase;
c. magnetic bearing of the aircraft, using the signal QDR or appropriate phrase;
d. magnetic heading to be steered by the aircraft, with no wind, to make for the station, using
the signal QDM or appropriate phrase.
1.2 When direction-finding stations work as a network to determine the position of an aircraft,
the bearings taken by each station should be sent immediately to the station controlling the direc-
tion-finding network to enable the position of the aircraft to be determined.
1.2.1 The station controlling the network should, on request, give the aircraft its position in one
of the following ways:
a. position in relation to a point of reference or in latitude and longitude, using the signal QTF or
appropriate phrase;
b. true bearing of the aircraft in relation to the direction-finding station or other specified point,
using the signal QTE or appropriate phrase, and its distance from the direction-finding sta-
tion or point, using the signal QGE or appropriate phrase;
c. magnetic heading to steer with no wind, to make for the direction-finding station or other
specified point using the signal QDM or appropriate phrase, and its distance from the direc-
tion-finding station or point, using the signal QGE or appropriate phrase.
1.3 Aircraft stations shall normally make request for bearings, courses or positions, to the aero-
nautical station responsible, or to the station controlling the direction-finding network.
1.4 To request a bearing, heading or position, the aircraft station shall call the aeronautical sta-
tion or the direction-finding control station on the listening frequency. The aircraft shall then spec-
ify the type of service that is desired by the user of the appropriate phrase or Q signal.
1.5 As soon as the direction-finding station or group of stations is ready, the station originally
called by the aircraft station shall where necessary request transmission for direction-finding serv-
ice or send the appropriate Q signal, and, if necessary, indicate the frequency to be used by the
aircraft station, the number of times the transmission should be repeated, the duration of the
transmission required or any special transmission requirement.
1.5.1 In radiotelegraphy, the aircraft station shall, after changing if necessary, to the new trans-
mitting frequency, reply by sending its call sign, two dashes of about ten seconds of duration each
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and then repeating its call sign, unless some other period has been specified by the direction-find-
ing station.
1.5.2 In radiotelephony, an aircraft station which requests a bearing shall end the transmission
by repeating its call sign. If the transmission has been too short for the direction-finding station to
obtain a bearing, the aircraft shall give a longer transmission for two periods of approximately ten
seconds, or alternatively provide such other signals as may be requested by the direction-finding
station.
NOTE: Certain types of VHF/DF stations require the provision of a modulated signal (voice trans-
mission) in order to take a bearing.
1.6 When a direction-finding station is not satisfied with its observation, it shall request the air-
craft, station to repeat the transmission.
1.7 When a heading or bearing has been requested, the direction-finding station shall advise the
aircraft station in the following form:
a. the appropriate phrase or Q signal;
b. bearing or heading in degrees in relation to the direction-finding station, sent as three fig-
ures;
c. class of bearing (except in QDL procedure);
d. time of observation, if necessary (except in QDL procedure).
1.8 When a position has been requested, the direction-finding control station, after plotting all
simultaneous observations, shall determine the observed position of the aircraft and shall advise
the aircraft station in the following form:
a. the appropriate phrase or Q signal;
b. the position;
c. class of position;
d. time of observation.
1.9 As soon as the aircraft station has received the bearing, heading or position, it shall repeat
back the message for confirmation, or correction, except in QDL procedure.
1.10 When positions are given by bearing or heading and distance from a known point other
than the station making the report, the reference point shall be an airport, prominent town or geo-
graphic feature. An airport shall be given in preference to other places. When a large city or town
is used as a reference place, the bearing or heading, and the distance given shall be measured
from its center.
1.11 When the position is expressed in latitude and longitude, groups of figures for degrees and
minutes shall be used followed by the letter N or S for latitude and the letter E or W for longitude,
respectively. In radiotelephony the words NORTH, SOUTH, EAST or WEST shall be used.
1.12 According to the estimate by the direction-finding station of the accuracy of the observa-
tions, bearings and positions shall be classified as follows:
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a. Bearings:
Class A — Accurate within plus or minus 2 degrees.
Class B — Accurate within plus or minus 5 degrees.
Class C — Accurate within plus or minus 10 degrees.
Class D — Accuracy less than Class C.
b. Positions:
Class A — Accurate within 9.3 km (5 NM);
Class B — Accurate within 37 km (20 NM);
Class C — Accurate within 92 km (50 NM);
Class D — Accurate less than Class C.
1.13 Direction-finding stations shall have authority to refuse to give bearings, headings or posi-
tions when conditions are unsatisfactory or when bearings do not fall within the calibrated limits of
the station, stating the reason at the time of refusal.
1.14 An aircraft station requiring a series of bearings or headings, shall call the direction-finding
station concerned, on the appropriate frequency, and request the service by the signal QDL fol-
lowed by other appropriate Q signals, except that when the series has commenced, the call signs
of the stations may be omitted if no confusion is likely to arise.
NOTE: Certain MF and HF direction-finding stations are maintained for emergency and distress
use only. The use of these stations, the hours of service, the call sign, location and frequencies of
communication stations, and certain exceptions to the above procedure are shown in pertinent
publications.
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Aviation authorities do not issue NOTAM for broadcast stations. It is possible that the
information listed may be inaccurate. The station identification is the general location of
the reception area and is not necessarily the site of the transmitter. Coordinates shown
apply to position of transmitter. Note that the datum used is not WGS84 but Australian
Geodetic Datum 1966 (AGD66). CAUTION: A considerable number of stations relay broad-
casts.
STATION IDENT FREQ (KHZ) PSN LAT LONG POWER

AUSTRALIAN CAPITAL TERRITORY
Canberra 2CN 666 S35 13 09 E149 07 21 5k
Canberra 2RN 846 S35 13 09 E149 07 21 10k
Canberra 1008 S35 13 15 E149 06 58 300
Canberra 2CA 1053 S35 13 20 E149 08 53 5k
Canberra 1RPH 1125 S35 13 00 E149 07 00 2k
Canberra 2CC 1206 S35 13 09 E149 07 21 5k
Canberra 2PB 1440 S35 13 09 E149 07 21 2k
NEW SOUTH WALES
Albury 1296 S36 03 22 E146 57 48 540
Albury 2AY 1494 S36 03 22 E146 57 48 2k
Armidale 2RN 720 S30 29 51 E151 39 49 50
Armidale 2AD 1134 S30 32 48 E151 36 07 2k
Bathurst 2BS 1503 S33 22 22 E149 32 09 5k
Bega 2EC 765 S36 44 41 E149 56 16 4k
Bega 2BA 810 S36 42 47 E149 49 10 10k
Bourke 2WEB 585 S30 06 09 E145 58 51 5k
Bowral 2ST/T 1215 S34 29 35 E150 23 54 350
Broken Hill 2BH 567 S31 56 25 E141 26 36 500
Broken Hill 2NB 999 S31 55 48 E141 29 06 2k
Byrock 2BY 657 S30 39 04 E146 25 33 10k
Cobar 2DU/T 972 S31 31 01 E145 50 07 300
Coffs Harbour 2CS 639 S30 28 19 E153 01 53 5k
Cooma 2XL 918 S36 14 23 E149 08 56 2k
Cooma 2CP 1602 S36 13 45 E149 08 08 50
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Corowa 2CO 675 S35 57 26 E146 25 05 10k
Cumnock 2CR 549 S32 56 07 E148 42 37 50k
Deniliquin 2QN 1521 S35 37 37 E144 54 42 2k
Dubbo 2DU 1251 S32 16 21 E148 40 32 2k
Glen Innes 2GL 819 S29 47 31 E151 45 52 10k
Gosford 801 S33 19 44 E151 27 53 5k
Goulburn 2RN 1098 S34 44 50 E149 41 44 200
Goulburn 2GN 1368 S34 44 49 E149 41 45 2k
Grafton 2NR 738 S29 29 37 E153 06 51 50k
Grafton 2GF 1206 S29 40 01 E152 58 57 5k
Griffith 2RG 963 S34 19 48 E146 07 57 5k
Gunnedah 2MO 1080 S30 59 10 E150 12 41 2k
Inverell 2NZ 1188 S29 46 27 E151 13 30 2k
Kempsey 2MC 531 S31 06 29 E152 49 56 5k
Kempsey 2KP 684 S31 00 27 E152 56 50 10k
Lismore 2LM 900 S28 45 57 E153 21 31 5k
Lithgow 2LT 900 S33 24 23 E150 06 00 5k
Lithgow (City) 2LG 1395 S33 29 23 E150 09 35 200
Moree 2VM 1530 S29 29 08 E149 53 26 2k
Mudgee 2MG 1449 S32 34 59 E149 34 11 5k
Murwillumbah 2ML 720 S28 14 39 E153 30 37 400
Murwillumbah 2MW 972 S28 19 39 E153 30 29 5k
Muswellbrook 2NM 981 S32 17 42 E150 49 53 5k
Muswellbrook 2UH 1044 S32 14 10 E150 55 05 2k
Narooma 2EC 1584 S36 13 42 E150 08 18 200
Newcastle 2HD 1143 S32 51 55 E151 42 09 2k
Newcastle 2NC 1233 S32 48 03 E151 39 39 10k
Newcastle 1341 S32 53 28 E151 40 47 5k
Newcastle 2EA 1413 S32 51 25 E151 42 02 5k
Newcastle 2PB 1458 S32 48 03 E151 39 39 2k
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Newcastle 2RN 1512 S32 48 03 E151 39 39 10k
Nowra 2RN 603 S35 06 00 E150 33 20 10k
Nowra 2ST 999 S34 53 26 E150 32 01 5k
Orange 2GZ 1089 S33 27 42 E149 07 19 5k
Parkes/Forbes 2PK 1404 S33 10 03 E148 12 23 2k
Sydney 2RN 576 S33 56 38 E150 53 10 50k
Sydney 2PB 630 S33 56 38 E150 53 10 10k
Sydney 2BL 702 S33 56 37 E150 53 04 50k
Sydney 2GB 873 S33 49 29 E151 04 55 5k
Sydney 2UE 954 S33 51 15 E151 03 54 5k
Sydney 2KY 1017 S33 50 23 E151 03 40 5k
Sydney 2EA 1107 S33 50 29 E151 04 36 5k
Sydney 2CH 1170 S33 50 29 E151 04 36 5k
Sydney 2RPH 1224 S33 48 34 E150 54 50 5k
Sydney 2UE/2SM 1269 S33 49 56 E151 04 19 5k
Sydney 2UE/2SM 1539 S33 49 56 E151 04 19 1k
Tamworth 2NU 648 S30 46 59 E150 44 42 10k
Tamworth 2TM 1287 S31 10 02 E150 55 14 2k
Taree 2TR 756 S31 49 24 E152 24 54 2k
Taree 2RE 1557 S31 55 38 E152 27 52 2k
Wagga Wagga 2WG 1152 S35 02 38 E147 24 48 2k
Wilcannia 2RN 1485 S31 33 11 E143 22 48 100
Wilcannia 2WA 1584 S31 33 11 E143 22 48 100
Wollongong 1314 S34 31 06 E150 52 20 5k
Wollongong 2RN 1431 S34 31 51 E150 51 48 2k
Wollongong 2EA 1485 S34 31 09 E150 52 20 150
Wollongong 1575 S34 31 09 E150 52 20 5k
Young 2LF 1350 S34 20 41 E148 20 02 5k
VICTORIA
Albury/Wodonga 3RN 990 S36 06 00 E146 54 00 250
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Ballarat 3BT 1314 S37 32 30 E143 46 27 5k
Bendigo 945 S36 42 27 E144 13 14 2k
Colac 3CS 1134 S38 19 26 E143 32 06 5k
Geelong 1341 S38 10 30 E144 27 30 5k
Hamilton 3HA 981 S37 41 10 E142 01 06 2k
Horsham 3WV 594 S36 38 31 E142 15 15 50k
Horsham 3WM 1089 S36 44 43 E142 31 12 5k
Maryborough (VIC) 3CV 1071 S37 02 36 E143 48 56 5k
Melbourne 3RN 621 S37 43 19 E144 46 58 50k
Melbourne 3EE 693 S37 47 59 E144 36 53 5k
Melbourne 3LO 774 S37 43 19 E144 46 58 50k
Melbourne 3CR 855 S37 53 17 E144 42 10 2k
Melbourne 3UZ 927 S37 44 21 E145 06 05 5k
Melbourne 3PB 1026 S37 44 13 E145 05 36 5k
Melbourne 1116 S37 45 01 E145 06 49 5k
Melbourne 3RPH 1179 S37 44 35 E145 06 37 5k
Melbourne 3EA 1224 S37 37 13 E144 55 56 5k
Melbourne 3AW 1278 S37 44 47 E145 06 33 5k
Melbourne 3MP 1377 S37 56 05 E145 13 00 5k
Melbourne 1422 S37 49 04 E144 45 02 5k
Melbourne 3AK 1503 S37 44 47 E145 06 33 5k
Melbourne 1593 S37 38 14 E145 01 28 5k
Mildura/Sunraysia 1359 S34 11 55 E142 10 20 200
Mildura/Sunraysia 3MA 1467 S34 10 45 E142 07 15 2k
Omeo 3MT 720 S37 08 52 E147 39 23 2k
Sale 3GI 828 S38 11 23 E147 05 38 10k
Sale 3TR 1242 S38 03 46 E147 01 51 5k
Shepparton 3SR 1260 S36 22 51 E145 32 10 2k
Shepparton 1413 S36 22 51 E145 32 10 500
Swan Hill 3SH 1332 S35 34 40 E143 34 49 2k
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Wangaratta 3RN 756 S36 16 24 E146 18 35 10k
Wangaratta 3NE 1566 S36 18 58 E146 22 12 5k
Warragul 3GG 531 S38 06 21 E145 55 28 5k
Warrnambool 3YB 882 S38 20 13 E142 30 29 2k
Warrnambool 3WL 1602 S38 22 00 E142 30 00 250
QUEENSLAND
Atherton 4AM 558 S17 01 31 E145 28 38 5k
Atherton 4AT 720 S17 18 41 E145 33 17 4k
Biloela 4CC/T 666 S24 23 39 E150 29 19 2k
Brisbane 4QR 612 S27 18 47 E153 00 59 50k
Brisbane 4KQ 693 S27 22 56 E153 14 05 5k
Brisbane 4RN 792 S27 18 47 E153 00 59 25k
Brisbane 4BH 882 S27 27 55 E153 08 48 5k
Brisbane 4PB 936 S27 18 47 E153 00 59 10k
Brisbane 4TAB 1008 S27 22 56 E153 14 05 5k
Brisbane 4EB 1053 S27 31 00 E152 59 48 500
Brisbane 4BC 1116 S27 31 53 E152 57 56 5k
Brisbane 4RPH 1296 S27 27 55 E153 07 21 5k
Bundaberg 4BU 1332 S24 50 44 E152 24 15 5k
Cairns 4QY 801 S17 03 15 E145 46 39 2k
Cairns 4CA 846 S16 54 14 E145 49 08 5k
Charleville 4CH 603 S26 15 21 E146 18 07 10k
Charters Towers 4GC 828 S20 04 02 E146 17 18 1k
Cloncurry 4LM/T 693 S20 41 52 E140 29 55 500
Cunnamulla 4VL 918 S26 23 52 E146 13 05 2k
Cunnamulla 4VL/T 1584 S28 06 49 E145 41 30 200
Dalby 4QS 747 S27 08 47 E151 18 02 10k
Dysart 4HI/T 945 S22 34 23 E148 21 57 1k
Eidsvold 4QO 855 S25 24 34 E151 07 16 10k
Emerald 4HI 1143 S23 32 36 E148 11 57 5k
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Emerald 4QD 1548 S23 25 37 E148 08 57 50k
Gladstone 4CC 927 S23 51 37 E151 14 14 5k
Gladstone 4RO/T 1125 S23 51 40 E151 14 21 500
Gordonvale 4CA/T 954 S17 08 11 E145 51 18 350
Gympie 4GY 558 S26 10 21 E152 49 22 5k
Gympie 4GM 1566 S26 12 43 E152 41 16 200
Hughenden 4GC/T 765 S20 51 00 E144 10 30 500
Hughenden 4HU 1485 S20 50 43 E144 10 59 50
Innisfail 4KZ 531 S17 31 53 E146 03 08 5k
Innisfail 873 S17 31 53 E146 03 08 2k
Julia Creek 4JK 567 S20 30 09 E141 49 15 10k
Kingaroy 4SB 1071 S26 24 06 E151 49 33 2k
Longreach 4QL 540 S23 23 29 E144 16 26 10k
Longreach 4LG 1098 S23 23 42 E144 13 03 2k
Mackay 4MK 1026 S21 07 21 E149 12 31 5k
Maryborough (QLD) 4MB 1161 S25 27 48 E152 43 32 2k
Moranbah 4HI/T 1215 S22 00 13 E148 01 23 250
Mossman 4MS 639 S16 24 59 E145 23 14 1k
Mount Isa 4LM 666 S20 42 60 E139 30 38 2k
Oakey 4AK 1242 S27 27 36 E151 45 19 2k
Pialba 4QB 855 S25 16 29 E152 49 38 10k
Port Douglas 4AM/T 1422 S16 30 00 E145 27 01 1k
Rockhampton 4RK 837 S23 27 12 E150 27 21 10k
Rockhampton 4RO 990 S23 35 06 E150 50 39 5k
Rockhampton 4CC/T 1584 S23 21 11 E150 27 46 500
Roma/St George 4QW 711 S27 59 52 E148 40 26 10k
Roma/St George 4ZR 1476 S26 34 09 E148 49 02 2k
Toowoomba 4GR 864 S27 36 01 E151 54 39 2k
Toowoomba (City) 4WK 1359 S27 32 21 E151 56 54 250
Torres Strait 4TI 1062 S10 34 55 E142 12 25 2k
AUSTRALIA

Torres Strait 4MW 1260 S10 34 55 E142 12 25 2k
Townsville 4QN 630 S19 30 42 E147 20 21 50k
Townsville 4TOO 774 S19 19 11 E147 01 53 5k
Townsville 891 S19 18 19 E147 02 07 5k
Warwick 4WK 963 S28 01 27 E151 58 36 5k
Weipa 4WP 1044 S12 37 19 E141 53 20 500
SOUTH AUSTRALIA
Adelaide 5UV 531 S34 50 08 E138 34 28 500
Adelaide 5RN 729 S35 06 19 E138 31 02 50k
Adelaide 5AN 891 S35 06 19 E138 31 02 50k
Adelaide 5PB 972 S34 50 17 E138 34 04 2k
Adelaide 5RPH 1197 S34 50 28 E138 35 35 2k
Adelaide 5DN 1323 S34 50 28 E138 35 35 2k
Adelaide 5AA 1395 S34 45 35 E138 36 26 5k
Adelaide 1539 S34 45 33 E138 36 28 10k
Leigh Creek S 5LC 1602 S30 36 03 E138 24 10 200
Mount Gambier 5SE 963 S37 47 51 E140 43 14 5k
Mount Gambier 5MG 1584 S37 49 33 E140 47 20 200
Murray Bridge 5MU 1125 S35 09 14 E139 12 50 5k
Naracoorte 5PA 1161 S36 56 28 E140 40 15 10k
Port Augusta 5AU 1242 S32 49 52 E137 56 04 2k
Port Lincoln 5CC 765 S34 14 23 E136 12 07 5k
Port Lincoln 5LN 1485 S34 43 51 E135 52 41 200
Port Pirie 5CK 639 S33 20 47 E138 15 09 10k
Port Pirie 5CS 1044 S33 19 40 E138 16 33 2k
Renmark/Loxton 5RM 801 S34 13 47 E140 38 30 2k
Renmark/Loxton 5MV 1062 S34 16 00 E140 37 18 2k
Renmark/Loxton 5RN 1305 S34 16 00 E140 37 18 2k
Renmark/Loxton 1557 S34 16 00 E140 37 18 500
Streaky Bay 5SY 693 S32 45 29 E134 11 19 2k
AUSTRALIA

Woomera 5WM 1584 S31 12 06 E136 49 33 50
WESTERN AUSTRALIA
Albany 6AL 630 S35 00 43 E117 49 11 5k
Albany 6VA 783 S35 00 48 E117 50 50 2k
Bridgetown 6BY 900 S34 03 19 E116 10 35 2k
Bridgetown 6BR 1044 S33 55 20 E116 07 13 1k
Broome 6BE 675 S17 53 21 E122 15 42 5k
Bunbury 6EL 621 S33 20 31 E115 45 05 2k
Bunbury 6TZ 963 S33 20 31 E115 45 05 2k
Bunbury 1017 S33 20 31 E115 45 05 1k
Busselton 6BS 684 S33 39 40 E115 13 40 4k
Busselton 6RN 1224 S33 39 40 E115 13 40 5k
Busselton 1404 S33 39 40 E115 13 40 4k
Carnarvon 6LN 666 S24 52 26 E113 40 07 1k
Carnarvon 6CA 846 S24 52 26 E113 40 07 3k
Christmas Island 6ABCRN 1422 S10 26 00 E105 41 00 500
Collie 6TZ/T 1134 S33 22 15 E116 11 34 2k
Dalwallinu 6DL 531 S30 17 24 E116 36 29 10k
Dalwallinu 6RN 612 S30 17 24 E116 36 29 10k
Derby 6DB 873 S17 21 16 E123 40 06 2k
Esperance 6SE 747 S33 46 17 E121 52 29 5k
Esperance 6ED 837 S33 45 15 E121 51 31 1k
Exmouth 6LN/T 747 S21 57 33 E114 07 42 1k
Exmouth 6XM 1188 S22 57 33 E114 07 40 2k
Fitzroy Crossing 6FX 936 S18 19 56 E125 40 45 5k
Geraldton 6GN 828 S28 39 43 E114 42 18 10k
Geraldton 1008 S28 43 58 E114 37 21 2k
Kalgoorlie 6GF 648 S30 47 02 E121 24 10 2k
Kalgoorlie 6KG 981 S30 44 12 E121 29 56 2k
Kalgoorlie 1431 S30 44 12 E121 29 56 2k
AUSTRALIA

Karratha 6KP 702 S20 44 00 E116 50 00 10k
Karratha 6KA 1260 S20 43 39 E116 49 38 1k
Katanning 6WB 1071 S33 38 54 E117 29 54 2k
Kununurra 6WR 693 S15 45 55 E128 43 52 5k
Kununurra 6KW 819 S15 45 55 E128 43 52 5k
Mandurah 6MM 1116 S32 38 33 E115 48 06 2k
Mandurah 1449 S32 38 33 E115 48 06 2k
Manjimup 6MJ 738 S34 19 19 E116 08 37 5k
Manjimup 6RN 1152 S34 19 19 E116 08 37 10k
Margaret River 6TZ 756 S33 48 00 E115 07 02 2k
Merredin 6MD 1098 S31 30 13 E118 12 13 2k
Narrogin 6NA 918 S32 57 49 E117 12 58 2k
Narrogin 6NAN 1251 S32 57 49 E117 12 58 2k
Newman 6MN 567 S23 21 00 E119 43 23 100
Northham 6AM 864 S31 40 37 E116 36 35 2k
Northham 6NM 1215 S31 39 46 E116 40 49 500
Northham 1323 S31 40 30 E116 36 30 1k
Pannawonica 6PN 567 S21 39 47 E116 20 32 100
Paraburdoo 6PU 567 S23 13 04 E117 39 51 100
Paraburdoo 6KA/T 765 S23 13 04 E117 39 51 100
Perth 6PB 585 S31 51 21 E115 49 04 10k
Perth 6WF 720 S31 51 21 E115 49 04 50k
Perth 6RN 810 S31 51 21 E115 49 04 10k
Perth 6PR 882 S32 00 22 E115 50 38 2k
Perth 6NR 927 S32 00 49 E115 53 25 2k
Perth 6RPH 990 S32 00 22 E115 50 38 2k
Perth 6IX 1080 S31 56 11 E115 54 49 2k
Perth 6AR 1170 S32 01 55 E115 48 46 2k
Perth 1206 S31 56 11 E115 54 49 2k
Port Hedland 6PH 603 S20 24 02 E118 40 25 2k
AUSTRALIA

Port Hedland 6NW 1026 S20 22 47 E118 34 55 2k
Tom Price 6TP 567 S22 42 02 E117 46 24 100
Tom Price 6KA/T 765 S22 42 00 E117 45 00 100
Wagin 6WA 558 S33 20 18 E117 05 29 50k
Wagin 6RN 1296 S33 20 18 E117 05 29 10k
Wagin 1422 S33 20 30 E117 05 30 2k
Wyndham 6WH 1017 S15 29 45 E128 08 08 500
TASMANIA
Burnie 7BU 558 S40 57 48 E145 43 21 2k
Devonport 7AD 900 S41 09 51 E146 18 36 2k
Fingal 7FG 1161 S41 41 26 E147 52 28 1k
Hobart 7RN 585 S42 55 36 E147 29 51 10k
Hobart 7PB 729 S42 55 36 E147 29 51 2k
Hobart 7RPH 864 S42 57 03 E147 30 09 2k
Hobart 7ZR 936 S42 55 36 E147 29 51 10k
Hobart 1080 S42 56 21 E147 30 31 5k
Launceston 7EX 1008 S41 27 11 E147 12 51 5k
Launceston 7LA 1098 S41 22 52 E147 08 47 5k
Queenstown 7RN 630 S42 02 48 E145 31 40 400
Queenstown 7XS 837 S42 05 50 E145 32 43 500
Scottsdale 7SD 540 S41 06 41 E147 32 36 5k
St Helens 7SH 1584 S41 20 06 E148 17 10 100
NORTHERN TERRITORY
Alice Springs 8AL 783 S23 46 08 E133 52 15 2k
Alice Springs 8HA 900 S23 46 08 E133 52 15 2k
Darwin 8RN 657 S12 25 32 E130 50 55 2k
Darwin 1242 S12 25 32 E130 50 55 2k
Jabiru 8JB 747 S12 39 26 E132 50 54 200
Katherine 8RN 639 S14 23 52 E132 10 42 2k
Katherine 8HOT/T 765 S14 26 46 E132 16 22 500
AUSTRALIA

Nhulunbuy 8GO 990 S12 11 27 E136 47 31 500
Tennant Creek 8RN 684 S19 40 07 E134 13 22 1k
AUSTRALIA
This listing provides only those navaids (VOR, DME, TACAN, NDB) where range and/or
navaid limitations are applicable. Navaids are sequenced by their official names. City
names are included in parentheses when different than the navaid name. Distances are
nautical miles. Bearings and radials are from the navaid.
LOCATION
IDENT NAVAID LIMITATIONS
Albany, WA
ABA NDB Range: 100HJ/60HN, over water 200HJ/110HN.
Alice Springs, NT
AS NDB Range: 110HJ/90HN
Armidale, NSW
ARM NDB Range: 35
Ayers Rock, NT
AYE NDB Range: 100
Bagot (Darwin), NT
BGT NDB Range: 50
Ballina, NSW
BNA NDB Range: 25; Not suitable for navigation in sector 300° - 340°.
Bankstown (Sydney), NSW
BK NDB Range: 40
Bathurst, NSW
BTH NDB Range: 30
Birdsville, QLD
BDV NDB Range: 40
Boulia, QLD
BOU NDB Range: 75
Bourke, NSW
BKE NDB Range: 45
Broken Hill, NSW
BHI NDB Range: 150HJ/85HN
BHI VOR Scalloping may occur on final Rwy 05.
AUSTRALIA
LOCATION
Bromelton, QLD
BML NDB Range: 50
Broome, WA
BRM NDB Range: 60, over water 110.
Bundaberg, QLD
BUD NDB Range: 65HJ/60HN
Busselton, WA
BLN NDB Range: 50
Cairns, QLD
CS NDB Range: 50, over water 160HJ/110HN.
Canberra, ACT
CB NDB Range: 40
CB VOR Due terrain shielding below 6000' beyond 30 NM particularly
between 015° - 125°.
Carnarvon, WA
CAR NDB Range: 120HJ/85HN
Ceduna, SA
CDU NDB Range: 110HJ/85HN, over water 230HJ/110HN.
Charleville, QLD
CV NDB Range: 110HJ/85HN
Cloncurry, QLD
CCY NDB Range: 75
Cobar, NSW
CBA NDB Range: 45
Cocos (Keeling), WA
CIL NDB Range: 15
Coen, QLD
COE NDB Range: 32
AUSTRALIA
LOCATION
Coober Pedy, SA
CBP NDB Range: 50
Cooma, NSW
COM NDB Range: 80HJ/70HN
Corowa, NSW
COR NDB Range: 85HJ/75HN
Cowra, NSW
CWR NDB Range: 110HJ/70HN
Cunderdin, WA
CUN NDB Range: 140HJ/85HN
Cunnamulla, QLD
CMU NDB Range: 90HJ/80HN
Derby, WA
DBY NDB Range: 50
Dubbo, NSW
DU NDB Range: 90HJ/70HN
East Sale, VIC
ESL NDB Range: 140HJ/90HN
IES DME Not to be used for enroute navigation
Emerald, QLD
EML NDB Range: 60
Esperance, WA
ESP NDB Range: 120HJ/110HN
Forrest, WA
FRT NDB Range: 90HJ/75HN
Geraldton, WA
GEL NDB Range: 100HJ/80HN
Gingin, WA
GIG NDB Range: 150HJ/75HN
AUSTRALIA
LOCATION
Gold Coast, QLD
CG NDB Range: 60
Goulburn, NSW
GLB NDB Range: 40
Gove, NT
GV NDB Range: 65, over water 110.
Grafton, NSW
GFN NDB Range: 20
Griffith, NSW
GTH NDB Range: 150HJ/90HN
Groote Eylandt, NT
GTE NDB Range: 90, reduced to 50 in sector 090° - 170°.
Gunnedah, NSW
GDH NDB Range: 35
Halls Creek, WA
HLC NDB Range: 50
Hamilton, VIC
HML NDB Range: 45
Hamilton I, QLD
HM VOR Scalloping and bending possible at LSALT.
Hobart, TAS
HB VOR Coverage reduced by terrain shielding in all sectors.
Hooker Creek, NT
HOO NDB Range: 50
Horn I, QLD
HID NDB Range: 50, over water 100.
Hughenden, QLD
HUG NDB Range: 110HJ/70HN
AUSTRALIA
LOCATION
Innisfail, QLD
IFL NDB Range: 25, over water 50.
Inverell, NSW
IVL NDB Range: 40
Jandakot (Perth), WA
JT NDB Range: 30
Kalgoorlie, WA
KG NDB Range: 140HJ/80HN
Karratha, WA
KA NDB Range: 70
King I, TAS
KII NDB Range: 130HJ/110HN
Kowanayama, QLD
KOW NDB Range: 60, over water 100.
Kununurra, WA
KU NDB Range: 30
Latrobe Valley, VIC
LTV NDB Range: 30, reduced to 15 NM in segments 120° - 190° and
300° - 010°.
Launceston, TAS
LT NDB Range: 75HJ/60HN, over water 150HJ/110HN.
Learmonth, WA
LM NDB Range: 90HJ/50HN
LMO TACAN Portable facility deployed as required by military authorities.
Channel assignment and activation by NOTAM.
Leigh Creek, SA
LEC NDB Range: 150HJ/85HN
Leinster, WA
LST NDB Range: 70
AUSTRALIA
LOCATION
Leonora, WA
LEO NDB Range: 80HJ/70HN
Lockhart River, QLD
LHR NDB Range 30, over water 40. Fluctuation of ±30° can be expec-
ted at 8 NM in sector 300° - 325°.
Longreach, QLD
LRE NDB Range 120HJ/85HN
Lord Howe I, NSW
LHI NDB Range: over water 140HJ/110HN.
Mackay, QLD
MK NDB Range: 75
Maningrida, NT
MGD NDB Range: 45 (35 to West).
Meekatharra, WA
MEK NDB Range: 120HJ/80HN
Melbourne, VIC
ML VOR Scalloping may occur beyond 50 NM in sectors 270° - 290°.
Merimbula, NSW
MER NDB Range: 20, over water 50.
Mildura, VIC
MIA NDB Range: 100HJ/85HN
Moomba, SA
OOM NDB Range: 75
Moorabbin (Melbourne), VIC
MB NDB Range: 65, 40 to East. Excessive needle fluctuation within 5
NM of Melbourne Central Business district.
Moree, NSW
MOR NDB Range: 45
AUSTRALIA
LOCATION
Mt Gambier, SA
MTG NDB Range: 75, 50 in sector 110° - 140°.
Mt Isa, QLD
MA NDB Range: 100HJ/60HN
TACAN Portable facility, deployed as required by military authorities.
Ident code, channel assignment and activation by NOTAM.
Mt Magnet, WA
MOG NDB Range: 85
Mudgee, NSW
MDG NDB Range: 35
Narrabri, NSW
NBR NDB Range: 50
Newman, WA
NWN NDB Range: 85
Norfolk I, TAS
NF NDB Range: over water 300HJ/120HN
Normanton, QLD
NTN NDB Range: 120HJ/85HN, over water 180HJ/120HN
Nowra, NSW
NWA NDB Range: 90, unreliable at MSA in sector 170° thru North to
030° beyond 10 NM.
Oakey, QLD
OK NDB Range: 70HJ/65HN, 50 NM in minor arc 330° to 100°
Paraburdoo, WA
PBO NDB Range: 80HJ/70HN
Parafield (Adelaide), SA
PF NDB Range: 35, excessive needle bearing fluctuations may occur
in minor arc 050°-150°
Parkes, NSW
PKS NDB Range: 70
AUSTRALIA
LOCATION
Pearce, WA
PEA NDB Range : 150HJ/75HN
PEA TACAN Reception unreliable between 020° - 150° below 12,000' due
terrain shielding and signal reflections. Range and bearing
unlocks 325° - 350° at 35 NM and at 45 NM between 3000' -
4000'. Limited due bearing oscillations of up to ±6° between
35 NM and 45 NM at 2600' on 190° radial.
Port Hedland, WA
PD NDB Range: 100HJ/75HN, over water 140HJ/110HN.
Port Lincoln, SA
PLC NDB Range: 70, over water 85.
Port Macquarie, NSW
PMQ NDB Range 35, over water 70.
Proserpine/Whitsunday Coast, QLD
PN VOR Unreliable between 260° to 270° radials.
Quirindi, NSW
QDI NDB Range: 40
Richmond, NSW
RIC NDB Range: 80 (HN 60); Restricted within the sector 210° thru
North to 050° below 5000' beyond 10 NM due to possible ex-
cessive bearing fluctuations.
RIC TACAN Terrain shielding below 4000' beyond 25 NM and below 7500'
beyond 40 NM in the sector 260° - 355°.
Rockhampton, QLD
RK NDB Range: 65
Roma, QLD
ROM NDB Range: 90HJ/70HN
Rottnest I, WA
RTI NDB Range: 30, over water 50.
St George, QLD
SGE NDB Range: 40
AUSTRALIA
LOCATION
Scherger, QLD
SGR TACAN Portable facility deployed as required by military authorities.
Ident, channel assignment and activation by NOTAM.
Scone, NSW
SCO NDB Range: 40
Shellharbour, NSW
WOL NDB Range: 50, 40 to the Southwest.
Shepparton, VIC
SHT NDB Range: 30
Sunshine Coast, QLD
SU NDB Range: 50
SU VOR Coverage reduced in minor arc 169° - 340° due to terrain
shielding. Radial 169° not to be used outside 40 NM. DME ar-
rival is not available on SU VOR 340°. Bending and scalloping
on 224° radial at low altitudes.
Swan Hill, VIC
SWH NDB Range: 45
Tamworth, NSW
TW NDB Range: 50
Tennant Creek, NT
TNK NDB Range: 100HJ/60HN
Tindal, NT
TN NDB Range: 80HJ/60HN
Townsville, QLD
TVL NDB Range: 70HJ/75HN, over water 170HJ/110HN. Possible bear-
ing fluctuations between 070° and 270° below 11,000' AMSL.
TVL TACAN Terrain shielding between 140° radial to 160° radial beyond
25 NM at MSA. Not paired with TVL VOR/DME and therefore
not to be used with: SIDs, ILS/DME, LOC/DME, or VOR/DME
approaches.
AUSTRALIA
LOCATION
ITL DME Poor coverage below 5500' limited by terrain shielding be-
yond 12° North and beyond 22° South of RWY centerline.
Wagga Wagga, NSW
WG NDB Range: 80
Walgett, NSW
WLG NDB Range: 50
Warburton Range, WA
WBR NDB Range: 90
Weipa, QLD
WP NDB Range: 40, over water 140HJ/90HN.
WP VOR Bearing fluctuations ±4° may occur on 089° radial beyond 40
NM.
West Maitland, NSW
WMD NDB Range: 65
Whyalla, SA
WHA NDB Range: 75
Williamtown, NSW
WLM NDB Range: 130. Pilot monitored during CTAF hours. Excessive
needle oscillations on 230° beyond 21 NM.
WLM TACAN Bearing unlock may occur on final approach inside FAF both
runways.
Wiluna, WA
WLU NDB Range: 100HJ/80HN
Windorah, QLD
WDH NDB Range: 40
Wollongong, NSW
WOL NDB Range: 50 (40 to Southwest)
Woomera, SA
WR NDB Range: 125HJ/85HN
AUSTRALIA
LOCATION
Wynyard, TAS
WYY NDB Range: 65HJ/60HN, over water 160HJ/110HN.
AUSTRALIA
Decl
Australian Capital Territory
Canberra CB 116.7 V D U A S35 16.9 E149 11.7 E012 1910
Canberra CB 263.0 H M A S35 17.7 E149 12.4 E012
Canberra ICB 109.5 LOC RWY 35 E012
New South Wales

Albury AY 115.6 V D U S36 04.1 E146 58.0 E012 550
Armidale ARM 112.6 D L S30 31.7 E151 36.9 3559
Armidale ARM 401.0 H S30 31.6 E151 36.9 E012 3631
Ballina BNA 206.0 H W S28 50.1 E153 33.7 E012
Bankstown (Sydney) BK 416.0 H W S33 55.7 E150 59.3 E012 21
Bathurst BTH 383.0 H W S33 24.8 E149 39.4 E012 2545
Bourke BKE 389.0 H W S30 02.6 E145 57.0 E010 418
Broken Hill BHI 114.2 V D H S32 00.0 E141 28.8 E008 971
Broken Hill BHI 332.0 H H S31 59.5 E141 28.1 E008
Cobar CBA 395.0 H W S31 32.4 E145 47.9 E010 794
Coffs Harbour CFS 117.0 V D U A S30 19.2 E153 07.3 E012 28
Cooma COM 114.0 D U S36 21.3 E148 57.5 3117
Cooma COM 293.0 H W S36 21.2 E148 57.5 E013
Corowa COR 380.0 H H W S35 59.2 E146 21.4 E012 534
Cowra CWR 299.0 H W S33 50.7 E148 39.2 E012 1056
Dubbo DU 251.0 H W S32 13.1 E148 33.5 E011
Gold Coast CG 112.3 V D U W S28 10.1 E153 30.2 E011 38
Gold Coast CG 278.0 H W S28 09.9 E153 30.1 E011 118
Goulburn GLB 407.0 H W S34 48.4 E149 44.2 E012 2180
Grafton GFN 389.0 H M W S29 45.6 E153 01.6 E012 175
Griffith GTH 305.0 H M W S34 16.6 E146 03.4 E011 439
Gunnedah GDH 407.0 H W S30 57.2 E150 14.9 E011 930
Inverell IVL 260.0 H W S29 53.1 E151 08.4 E011 2680
Lord Howe LHI 114.3 D U S31 31.7 E159 04.4 43
AUSTRALIA
Decl
Lord Howe LHI 272.0 H W S31 31.7 E159 04.4 E014 192
Merimbula MER 117.7 D U S36 54.9 E149 54.0 90
Merimbula MER 395.0 H M W S36 54.9 E149 54.0 E013 90
Moree MOR 392.0 H M W S29 29.8 E149 51.1 E011 777
Mudgee MDG 398.0 H W S32 33.9 E149 37.0 E012 1603
Narrabri NBR 413.0 H M W S30 19.2 E149 49.9 E011 830
Nowra NWA 116.4 T H S34 57.0 E150 32.0 E013 356
Nowra NWA 359.0 H H S34 57.1 E150 31.8 E013
Parkes PKS 112.0 V D U W S33 07.9 E148 14.2 E011 1070
Parkes PKS 242.0 H W S33 08.7 E148 15.2 E011 1472
Port Macquarie PMQ 395.0 H W S31 26.1 E152 52.0 E012 84
Quirindi QDI 386.0 H W S31 29.6 E150 31.4 E011
Richmond RIC 110.7 T H S33 36.4 E150 47.9 E012 200
Richmond RIC 347.0 H A S33 35.8 E150 46.6 E012
Scone SCO 209.0 H W S32 02.1 E150 49.9 E012 799
Sydney SY 112.1 D H S33 56.6 E151 11.0 103
Tamworth TW 116.0 V D U S31 04.0 E150 49.8 E011
Tamworth TW 341.0 H W S31 04.3 E150 49.9 E011 1425
Wagga Wagga WG 115.0 V D U W S35 09.9 E147 28.1 E012 771
Wagga Wagga WG 221.0 H W S35 09.8 E147 27.3 E012
Walgett WLG 374.0 H W S30 01.6 E148 07.4 E010 509
West Maitland WMD 224.0 H W S32 45.3 E151 32.0 E012
Williamtown (Newcastle) WLM 110.2 T H S32 47.8 E151 50.0 E012 31
Williamtown (Newcastle) WLM 365.0 H H S32 48.2 E151 49.7 E012
Wollongong WOL 239.0 H W S34 33.5 E150 47.5 E013 85
Nowra INA 108.5 LOC RWY 21 E013

Richmond IRI 111.9 LOC RWY 28 E012
Sydney (Kingsford ISY 109.9 LOC RWY 07 E013
Smith)
ISW 109.7 LOC RWY 25 E013
AUSTRALIA
Decl
ISN 110.1 LOC RWY 34L E013
IKN 109.3 LOC RWY 34R E013
Tamworth ITW 109.9 LOC RWY 30R E011
OM S31 08.7 E150 55.8
Wagga Wagga IWG 111.1 LOC RWY 23 E012
Williamtown IWM 110.5 LOC RWY 12 E012
Northern Territory
Alice Springs AS 115.9 V D H S23 47.6 E133 52.7 E005 1857
Alice Springs AS 335.0 H H S23 46.7 E133 52.4 E005
Ayers Rock AYE 117.1 D H S25 10.3 E130 58.5 1757
Ayers Rock AYE 233.0 H S25 10.4 E130 58.5 E004 1757
Bagot (Darwin) BGT 308.0 H L S12 24.4 E130 51.4 E003
Darwin DAR 110.4 T U S12 24.8 E130 53.0 E003 157
Darwin DN 112.6 V D U S12 25.4 E130 54.4 E003 132
Gove GV 114.1 V D U S12 15.9 E136 49.0 E004 189
Gove GV 380.0 H W S12 16.2 E136 49.5 E004 236
Groote Eylandt GTE 114.8 D U S13 58.5 E136 27.3 63
Groote Eylandt GTE 407.0 H M W S13 58.5 E136 27.3 E004 96
Hooker Creek HOO 398.0 H W S18 19.9 E130 38.2 E003 1125
Maningrida MGD 401.0 H W S12 03.8 E134 13.9 E003
Tennant Creek TNK 112.9 V D U W S19 38.1 E134 10.9 E004 1246
Tennant Creek TNK 272.0 H W S19 38.7 E134 10.5 E004 1296
Tindal (Katherine) TDL 112.3 T U S14 31.4 E132 22.4 E003 496
Tindal (Katherine) TN 112.3 V U S14 31.2 E132 22.3 E003 430
Tindal (Katherine) TN 356.0 H W S14 30.9 E132 21.6 E003 498
Wave Hill WAV 203.0 H W S17 23.6 E131 07.3 E004 727
Alice Springs IAS 109.9 LOC RWY 12 E005

OM S23 46.0 E133 49.8
Darwin (Darwin Intl) IDN 109.7 LOC RWY 29 E003
AUSTRALIA
Decl
Tindal ITN 110.7 LOC RWY 14 E003
Queensland
Amberley AMB 110.3 T H S27 38.5 E152 43.0 E011 127
Birdsville BDV 413.0 H M S25 53.8 E139 21.2 E007 230
Boulia BOU 398.0 H W S22 54.9 E139 54.4 E006 610
Bromelton BML 374.0 H W S27 58.0 E152 54.0 E011
Bundaberg BUD 302.0 H S24 54.4 E152 19.2 E010
Cairns CS 113.0 V D U S16 51.0 E145 44.6 E007 42
Cairns CS 364.0 H W S16 50.8 E145 44.1 E007 53
Charleville CV 269.0 H H S26 25.2 E146 14.9 E009 1175
Cloncurry CCY 264.0 H W S20 39.9 E140 30.1 E006 681
Coen COE 404.0 H W S13 46.0 E143 07.0 E006 595
Cunnamulla CMU 218.0 H W S28 02.1 E145 37.4 E009 695
Dysart DYS 227.0 H S22 35.9 E148 21.1 E009
Emerald EML 324.0 H M W S23 34.0 E148 10.3 E009 690
Gladstone GLA 116.3 V U S23 51.9 E151 12.3 E010 201
Horn I. (Thursday I.) HID 356.0 H M W S10 35.5 E142 17.6 E005 121
Hughenden HUG 371.0 H W S20 49.2 E144 13.7 E007 1108
Innisfail IFL 212.0 H W S17 33.7 E146 00.9 E007 85
Lockhart River LHR 392.0 H W S12 47.3 E143 18.2 E005
Longreach LRE 353.0 H S23 25.7 E144 17.3 E007
Mackay MK 112.7 V D U A S21 10.4 E149 11.2 E008
Mackay MK 308.0 H W S21 09.7 E149 11.2 E008 130
Mount Isa MA 117.5 V D U S20 39.9 E139 29.1 E006
Mount Isa MA 338.0 H W S20 40.5 E139 29.2 E006 1185
Normanton NTN 311.0 H W S17 41.7 E141 04.4 E006 131
Oakey OK 112.9 V D U S27 24.0 E151 44.3 E011 1358
Oakey OK 254.0 H W S27 25.3 E151 44.2 E011 1400
Proserpine PN 113.7 V D U W S20 29.8 E148 33.2 E008 174
Rockhampton RK 116.9 V D U W S23 23.0 E150 28.3 E009 43
AUSTRALIA
Decl
Rockhampton RK 257.0 H W S23 22.3 E150 28.5 E009 58
Roma ROM 377.0 H S26 32.6 E148 46.9 E009 1000
Saint George SGE 383.0 H W S28 02.8 E148 35.8 E009 720
Scherger SGR 113.3 T U S12 37.2 E142 05.3 E005 242
Sunshine Coast SU 114.2 V D U S26 35.9 E153 05.4 E011 25
Sunshine Coast SU 380.0 H S26 35.5 E153 05.5 E011
Townsville TL 114.1 V D U S19 14.7 E146 45.5 E007 35
Townsville TVL 110.4 T H S19 16.7 E146 44.6 E007 40
Townsville TVL 276.0 H S19 14.8 E146 45.7 E007 156
Weipa WP 112.8 V D U S12 40.4 E141 55.3 E005
Weipa WP 377.0 H W S12 39.7 E141 53.9 E005
Windorah WDH 407.0 H W S25 24.7 E142 39.8 E008 508
Amberley (Amberley Mili- IAM 110.7 LOC RWY 15 E011

tary)
OM S27 32.4 E152 40.1
Brisbane (Brisbane Intl) IBS 110.1 LOC RWY 19L E011
IBE 109.3 LOC RWY 19R E011
Cairns (Cairns Intl) ICS 109.9 LOC RWY 15 E007
ICN 109.5 LOC RWY 33 E007
Gold Coast ICG 111.1 LOC RWY 14 E011
Oakey IOK 110.5 LOC RWY 14 E011
Townsville (Townsville ITL 109.3 LOC RWY 01 E007
Intl)
South Australia
Adelaide AD 116.4 V D U S34 56.8 E138 31.5 E008 33
Bordertown BOR 251.0 H W S36 23.4 E140 45.1 E008
Ceduna CDU 293.0 H W S32 07.6 E133 43.6 E005 243
Coober Pedy CBP 341.0 H W S29 01.9 E134 43.4 E005
Edinburgh (Adelaide) EDN 110.3 T H S34 42.3 E138 36.7 E008 94
Leigh Creek LEC 287.0 H W S30 35.9 E138 26.5 E007
AUSTRALIA
Decl
Moomba OOM 112.0 D U S28 06.3 E140 12.0 135
Moomba OOM 227.0 H W S28 06.3 E140 11.9 E007 185
Mount Gambier MTG 117.0 V H A S37 45.1 E140 47.1 E010 353
Mount Gambier MTG 266.0 H W S37 45.2 E140 46.7 E010 385
Parafield (Adelaide) PF 416.0 H M S34 47.8 E138 37.9 E008
Port Lincoln PLC 389.0 H W S34 36.3 E135 52.4 E007 100
Whyalla WHA 371.0 H W S33 03.5 E137 31.5 E007 100
Woomera WR 248.0 H W S31 08.6 E136 48.5 E007 600
Adelaide (Adelaide Intl) IAD 109.7 LOC RWY 23 E008

Edinburgh IED 110.7 LOC RWY 18 E008
Tasmania
Hobart HB 112.7 V D H S42 50.0 E147 30.6 E015 44
King I KII 332.0 H S39 53.3 E143 52.5 E012
Launceston LT 112.6 V D U S41 32.6 E147 12.8 E014
Launceston LT 242.0 H M W S41 33.7 E147 13.5 E014
Wynyard WYY 302.0 H W S40 59.9 E145 42.5 E013
Hobart IHB 109.9 LOC RWY 12 E015

Launceston ILT 109.5 LOC RWY 32L E014
Victoria
Avalon AV 116.1 V D U S38 02.9 E144 27.5 E011 66
East Sale ESL 108.1 T H S38 06.1 E147 09.3 E013 51
East Sale ESL 350.0 H H S38 06.7 E147 09.6 E013 176
Hamilton HML 203.0 H H W S37 39.0 E142 03.5 E010 851
Latrobe Valley LTV 486.0 H S38 12.2 E146 28.5 E012
Mangalore MNG 113.2 V U S36 53.2 E145 11.7 E011 525
Melbourne ML 114.1 V D U S37 39.6 E144 50.5 E011 412
Mildura MIA 113.7 V D U S34 13.5 E142 04.6 E009 230
Mildura MIA 272.0 H W S34 14.9 E142 04.4 E009 276
AUSTRALIA
Decl
Moorabbin (Melbourne) MB 398.0 H W S37 58.6 E145 05.4 E012 44
Shepparton SHT 212.0 H A S36 25.7 E145 23.8 E011
Swan Hill SWH 407.0 H W S35 22.8 E143 32.4 E010 294
Avalon IAV 109.5 LOC RWY 18 E011

East Sale IES 109.5 LOC RWY 22 E013
OM S38 03.5 E147 13.2
Melbourne (Essendon) IEN 109.9 LOC RWY 26 E011
Melbourne (Melbourne IMS 109.7 LOC RWY 16 E011
Intl)
IMW 109.3 LOC RWY 27 E011
Western Australia
Albany ABA 109.7 D U S34 57.0 E117 48.6 243
Albany ABA 240.0 H W S34 57.1 E117 48.6 W002 365
Argyle ARG 113.9 V D U N S16 37.9 E128 26.9 E003 536
Broome BRM 115.3 D U S17 56.8 E122 14.1 43
Broome BRM 320.0 H W S17 56.8 E122 14.1 E002 182
Busselton BLN 386.0 H S33 41.5 E115 23.7 W003
Carnarvon CAR 113.0 V D U S24 52.9 E113 40.4 W000 34
Carnarvon CAR 323.0 H W S24 53.2 E113 40.2 W000 115
Christmas I XMX 112.4 V D U S10 25.8 E105 41.4 W000 1000
Cunderdin CUN 293.0 H W S31 37.5 E117 13.4 W001 767
Curtin (Derby) CIN 114.3 V D U S17 35.3 E123 51.1 E002 370
Derby DBY 332.0 H S17 21.4 E123 40.0 E002
Esperance ESP 114.2 V D U N S33 40.8 E121 49.4 E001 622
Esperance ESP 326.0 H M W S33 41.2 E121 49.6 E001 537
Forrest FRT 268.0 H H S30 51.3 E128 06.0 E003
Geraldton GEL 113.9 V D U S28 47.4 E114 42.4 W001 145
Geraldton GEL 359.0 H W S28 47.9 E114 42.1 W001
Gingin GIG 372.0 H H S31 27.6 E115 51.9 W001
Halls Creek HLC 245.0 H W S18 14.0 E127 40.4 E003 1468
AUSTRALIA
Decl
Jandakot JT 281.0 H W S32 06.2 E115 53.2 W002 166
Kalgoorlie KG 114.1 V D U W S30 47.4 E121 27.2 E001 1229
Kalgoorlie KG 287.0 H W S30 47.7 E121 27.8 E001 1374
Karratha KA 117.3 V D U A S20 42.9 E116 46.4 E001 39
Karratha KA 404.0 H M S20 42.4 E116 47.0 E001 95
Kununurra KU 116.5 V D U W S15 46.5 E128 42.5 E003 165
Kununurra KU 221.0 H W S15 47.0 E128 42.2 E003 233
Learmonth LM 112.4 V D H S22 14.1 E114 05.7 E000 33
Learmonth LM 396.0 H S22 14.5 E114 05.7 E000 80
Leinster LST 230.0 H S27 50.4 E120 42.0 E001
Leonora LEO 377.0 H W S28 52.7 E121 19.2 E001 1290
Meekatharra MEK 112.9 V D U S26 36.4 E118 32.0 E001 1723
Meekatharra MEK 251.0 H W S26 36.9 E118 32.4 E001 1771
Mount Magnet MOG 395.0 H W S28 03.8 E117 50.6 E000
Newman NWN 117.2 V D U S23 25.3 E119 48.2 E001 1743
Newman NWN 233.0 H H W S23 25.1 E119 47.8 E001 1798
Paraburdoo PBO 116.9 V D H S23 10.4 E117 44.2 E001 1416
Paraburdoo PBO 278.0 H M W S23 10.7 E117 44.6 E001 1521
Pearce PEA 112.8 T H S31 40.4 E116 01.1 W001 177
Pearce PEA 340.0 H H S31 39.3 E116 01.1 W001 144
Perth PH 113.7 V D U S31 56.7 E115 57.6 W002 83
Port Hedland PD 114.1 V D U S20 22.7 E118 37.4 E001 47
Port Hedland PD 260.0 H W S20 23.3 E118 38.6 E001 100
Warburton WBR 218.0 H S26 07.7 E126 34.8 E003
Wiluna WLU 383.0 H S26 37.5 E120 13.2 E001
Pearce IPE 110.7 LOC RWY 18L W001

OM S31 34.7 E116 00.1
IPC 111.9 LOC RWY 36R W001
OM S31 46.4 E116 01.7
Perth (Perth Intl) IPN 110.1 LOC RWY 03 W002
AUSTRALIA
Decl
IGD 109.5 LOC RWY 21 W002
IPH 109.9 LOC RWY 24 W002
NAVIGATION AIDS LISTED BY IDENTIFIER - AUSTRALIA
A CDU Ceduna, S Australia

ABA Albany, W Australia CFS Coffs Harbour, New South Wales
AD Adelaide, S Australia CG Gold Coast, New South Wales
AMB Amberley, Queensland CIN Curtin (Derby), W Australia
ARG Argyle, W Australia CMU Cunnamulla, Queensland
ARM Armidale, New South Wales COE Coen, Queensland
AS Alice Springs, Northern Terr. COM Cooma, New South Wales
AV Avalon, Victoria COR Corowa, New South Wales
AY Albury, New South Wales CS Cairns, Queensland
AYE Ayers Rock, Northern Terr. CUN Cunderdin, W Australia
CV Charleville, Queensland
B
CWR Cowra, New South Wales
BDV Birdsville, Queensland
BGT Bagot (Darwin), Northern Terr. D
BHI Broken Hill, New South Wales DAR Darwin, Northern Terr.
BK Bankstown (Sydney), New South Wales DBY Derby, W Australia
BKE Bourke, New South Wales DN Darwin, Northern Terr.
BLN Busselton, W Australia DU Dubbo, New South Wales
BML Bromelton, Queensland DYS Dysart, Queensland
BNA Ballina, New South Wales
E
BOR Bordertown, S Australia
EDN Edinburgh (Adelaide), S Australia
BOU Boulia, Queensland
EML Emerald, Queensland
BRM Broome, W Australia
ESL East Sale, Victoria
BTH Bathurst, New South Wales
ESP Esperance, W Australia
BUD Bundaberg, Queensland
F
C
FRT Forrest, W Australia
CAR Carnarvon, W Australia
CB Canberra, Australian Capital G
CBA Cobar, New South Wales GDH Gunnedah, New South Wales
CBP Coober Pedy, S Australia GEL Geraldton, W Australia
CCY Cloncurry, Queensland GFN Grafton, New South Wales
GIG Gingin, W Australia IES East Sale (East Sale, Vic), Victoria
GLA Gladstone, Queensland IFL Innisfail, Queensland
GLB Goulburn, New South Wales IGD Perth Intl (Perth), W Australia
GTE Groote Eylandt, Northern Terr. IHB Hobart (Hobart, Tas), Tasmania
GTH Griffith, New South Wales IKS Kingsford Smith (Sydney), New South
Wales
GV Gove, Northern Terr.
ILT Launceston, Tasmania
H IMS Melbourne Intl (Melbourne), Victoria
HB Hobart, Tasmania IMW Melbourne Intl (Melbourne), Victoria
HID Horn I. (Thursday I.), Queensland INA Nowra (Nowra, Nsw), New South Wales
HLC Halls Creek, W Australia IOK Oakey, Queensland
HML Hamilton, Victoria IPH Perth Intl (Perth), W Australia
HOO Hooker Creek, Northern Terr. IPN Perth Intl (Perth), W Australia
HUG Hughenden, Queensland IRI Richmond, New South Wales
ISS Kingsford Smith (Sydney, Nsw), New
I South Wales
IAD Adelaide Intl (Adelaide, SA), S Australia ISW Kingsford Smith (Sydney, Nsw), New
IAS Alice Springs (Alice Springs, Nt), North- South Wales
ern Terr. ISY Kingsford Smith (Sydney, Nsw), New
IAV Avalon (Avalon, Vic), Victoria South Wales
IBA Brisbane Intl (Brisbane), Queensland ITL Townsville Intl (Townsville, Qld),
Queensland
IBE Brisbane Intl (Brisbane), Queensland
ITN Tindal, Northern Terr.
ITW Tamworth, New South Wales
IBS Brisbane Intl (Brisbane), Queensland
IVL Inverell, New South Wales
ICB Canberra (Canberra, Act), Australian
Capital IWG Wagga Wagga, New South Wales
ICG Gold Coast, Queensland IWM Williamtown (Newcastle, Nsw), New
South Wales
ICN Cairns Intl (Cairns), Queensland
ICS Cairns Intl (Cairns), Queensland J
IDN Darwin Intl (Darwin), Northern Terr. JT Jandakot, W Australia
IEN Essendon (Melbourne, Vic), Victoria K
KA Karratha, W Australia
KG Kalgoorlie, W Australia N
KII King I, Tasmania NBR Narrabri, New South Wales
KU Kununurra, W Australia NTN Normanton, Queensland
NWA Nowra, New South Wales
L
NWN Newman, W Australia
LEC Leigh Creek, S Australia
LEO Leonora, W Australia O
LHI Lord Howe, New South Wales OK Oakey, Queensland
LHR Lockhart River, Queensland OOM Moomba, S Australia
LM Learmonth, W Australia
P
LRE Longreach, Queensland
LST Leinster, W Australia
PD Port Hedland, W Australia
LT Launceston, Tasmania
PEA Pearce, W Australia
LT Launceston (Launceston, Tas), Tasma-
nia PF Parafield (Adelaide), S Australia
LTV Latrobe Valley, Victoria PH Perth, W Australia
PKS Parkes, New South Wales
M
PLC Port Lincoln, S Australia
PMQ Port Macquarie, New South Wales
MB Moorabbin (Melbourne), Victoria
PN Proserpine, Queensland
MDG Mudgee, New South Wales
MEK Meekatharra, W Australia Q
MER Merimbula, New South Wales QDI Quirindi, New South Wales
MGD Maningrida, Northern Terr.
R
MIA Mildura, Victoria
RIC Richmond, New South Wales
MK Mackay, Queensland
ML Melbourne, Victoria
ROM Roma, Queensland
MNG Mangalore, Victoria
MOG Mount Magnet, W Australia S
MOR Moree, New South Wales SCO Scone, New South Wales
MTG Mount Gambier, S Australia SGE Saint George, Queensland
SGR Scherger, Queensland
SHT Shepparton, Victoria I

SU Sunshine Coast, Queensland IAD Adelaide (Adelaide Intl), S Australia
SWH Swan Hill, Victoria IAM Amberley (Amberley Military), Queens-
SY Sydney, New South Wales land
IAS Alice Springs, Northern Terr.
T IAV Avalon, Victoria
TDL Tindal (Katherine), Northern Terr. IBE Brisbane (Brisbane Intl), Queensland
TL Townsville, Queensland IBS Brisbane (Brisbane Intl), Queensland
TN Tindal (Katherine), Northern Terr. ICB Canberra, Australian Capital
TNK Tennant Creek, Northern Terr. ICG Gold Coast, Queensland
TVL Townsville, Queensland ICN Cairns (Cairns Intl), Queensland
TW Tamworth, New South Wales ICS Cairns (Cairns Intl), Queensland
IDN Darwin (Darwin Intl), Northern Terr.
W
WAV Wave Hill, Northern Terr.
IEN Melbourne (Essendon), Victoria
WBR Warburton, W Australia
IES East Sale, Victoria
WDH Windorah, Queensland
IGD Perth (Perth Intl), W Australia
WG Wagga Wagga, New South Wales
IHB Hobart, Tasmania
WHA Whyalla, S Australia
IKN Sydney (Kingsford Smith), New South
WLG Walgett, New South Wales Wales
WLM Williamtown (Newcastle), New South ILT Launceston, Tasmania
Wales
WLU Wiluna, W Australia
WMD West Maitland, New South Wales
INA Nowra, New South Wales
WOL Wollongong, New South Wales
WP Weipa, Queensland
IPC Pearce, W Australia
WR Woomera, S Australia
IPE Pearce, W Australia
WYY Wynyard, Tasmania
IPH Perth (Perth Intl), W Australia
X IPN Perth (Perth Intl), W Australia
XMX Christmas I, W Australia IRI Richmond, New South Wales
ISN Sydney (Kingsford Smith), New South
LOCALIZERS LISTED BY IDENTIFIER Wales
ISW Sydney (Kingsford Smith), New South

Wales
Wales
ITL Townsville (Townsville Intl), Queensland
ITN Tindal, Northern Terr.
ITW Tamworth, New South Wales
IWM Williamtown, New South Wales
Radio Aids
Radio Data - Australasia

RADIO DATA - AUSTRALASIA 514
NAVIGATION AIDS LISTED BY IDENTIFIER - AUSTRALASIA
A BAC Banda Aceh, Indonesia

AA Auckland, New Zealand BB Bora Bora, French Pacific O.T.
ABA Albany, W Australia BDM Banjarmasin, Indonesia
ABD Malang, Indonesia BDV Birdsville, Queensland
AD Adelaide, S Australia BE Berridale (Dunedin), New Zealand
AD Rengat, Indonesia BGT Bagot (Darwin), Northern Terr.
AG Sembawang (Singapore), Singapore BHI Broken Hill, New South Wales
AI Aitutaki, Cook Is BIK Biak, Indonesia
AI Auki, Solomon Is BJW Soa, Indonesia
AL Halim Perdanakusuma (Jakarta), Indo- BK Bankstown (Sydney), New South Wales
nesia BK Sanggu (Buntok), Indonesia
AMB Amberley, Queensland BKE Bourke, New South Wales
AMN Ambon, Indonesia BKL Bengkulu, Indonesia
AN Atuona, French Pacific O.T. BL Ile Art, New Caledonia
ANY Semarang, Indonesia BLI Bali (Den Pasar), Indonesia
AP Kluang, Malaysia BLN Busselton, W Australia
AP Taupo, New Zealand BM Batam, Indonesia
ARG Argyle, W Australia BM Irarutu, Indonesia
ARM Armidale, New South Wales BML Bromelton, Queensland
ARP Selayar, Indonesia BNA Ballina, New South Wales
AS Alice Springs, Northern Terr. BND Bandung, Indonesia
AS Atang Sendjaja (Bogor), Indonesia BOR Bordertown, S Australia
AS Emalamo (Sanana), Indonesia BOU Boulia, Queensland
AT Alor Star, Malaysia BPN Balikpapan, Indonesia
AT Atiu, Cook Is BR Betoambari (Bau Bau), Indonesia
AV Avalon, Victoria BRM Broome, W Australia
AY Albury, New South Wales BRZ Tanjung Redeb, Indonesia
AYE Ayers Rock, Northern Terr. BTH Bathurst, New South Wales
BTM Batam, Indonesia
B
BTO Budiarto (Tangerang), Indonesia
BA Blora (Semarang), Indonesia
BA Port Vila, Vanuatu
BU Bintulu, Malaysia D
BUD Bundaberg, Queensland DAR Darwin, Northern Terr.
DBY Derby, W Australia
C
DES Serdang, Indonesia
CAR Carnarvon, W Australia
DF Kasiguncu (Poso), Indonesia
CB Canberra, Australian Capital
CB Pondok Cabe (South Tangerang), Indo-
nesia
CBA Cobar, New South Wales DM Pinang Kampai (Dumai), Indonesia
CBP Coober Pedy, S Australia DN Darwin, Northern Terr.

DU Dubbo, New South Wales
CCY Cloncurry, Queensland
CDU Ceduna, S Australia DYS Dysart, Queensland
CE Caledonian (Kuala Lumpur), Malaysia

E
CFS Coffs Harbour, New South Wales
EDN Edinburgh (Adelaide), S Australia
CG Gold Coast, New South Wales
EML Emerald, Queensland
CH Christchurch, New Zealand
ESL East Sale, Victoria
CI Chatham (Chatham Islands), New Zea-
ESP Esperance, W Australia
land
CIN Curtin (Derby), W Australia F
CKG Cengkareng (Jakarta), Indonesia FA Faleolo, Samoa
CLP Cilacap, Indonesia FK Palangkaraya, Indonesia
CMU Cunnamulla, Queensland FM Fua'Amotu (Tonga), Tonga
COE Coen, Queensland FN Fangatau, French Pacific O.T.
COM Cooma, New South Wales FND Tontouta (Noumea), New Caledonia
COR Corowa, New South Wales FRT Forrest, W Australia
CS Cairns, Queensland
CUN Cunderdin, W Australia G
CV Charleville, Queensland GB Graciosa Bay, Solomon Is
CV Cuvier I., New Zealand GDH Gunnedah, New South Wales
CWR Cowra, New South Wales GEL Geraldton, W Australia

GFN Grafton, New South Wales
GIG Gingin, W Australia
GLA Gladstone, Queensland I

GLB Goulburn, New South Wales IAA Auckland Intl (Auckland), New Zealand
GS Gisborne, New Zealand IAD Adelaide Intl (Adelaide, SA), S Austral-
GSA Kotabaru, Indonesia ia
GTE Groote Eylandt, Northern Terr. IAP Faleolo Intl (Faleolo), Samoa
GTH Griffith, New South Wales IAS Alice Springs (Alice Springs, Nt), North-
ern Terr.
GTL Gorontalo, Indonesia
IAS Sultan Abdul Halim (Alor Setar), Malay-
GV Gove, Northern Terr. sia
IAV Avalon (Avalon, Vic), Victoria
H
IAV Rarotonga Intl (Rarotonga I), Cook Is
HA Namlea, Indonesia
IBA Brisbane Intl (Brisbane), Queensland
HAO Hao I, French Pacific O.T.
IBB Jacksons (Port Moresby), PNG
HB Hobart, Tasmania
IBE Brisbane Intl (Brisbane), Queensland
HH Huahine, French Pacific O.T.
IBF Port Vila, Vanuatu
HHN Huahine, French Pacific O.T.
IBIK Frans Kaisiepo (Biak), Indonesia
HID Horn I. (Thursday I.), Queensland
HK Hokitika, New Zealand
IBPN Sultan Aji Muhammad Sulaiman S (Ba-
HL Henley (Dunedin), New Zealand likpapan), Indonesia
HL Houailou, New Caledonia IBRZ Kalimarau (Tanjung Redeb), Indonesia
HLC Halls Creek, W Australia IBS Brisbane Intl (Brisbane), Queensland
HLM Halim Perdanakusuma (Jakarta), Indo- IBTM Hang Nadim (Batam), Indonesia
nesia
ICB Canberra (Canberra, Act), Australian
HLW Atambua, Indonesia Capital
HML Hamilton, Victoria ICG Gold Coast, Queensland
HN Hamilton, New Zealand ICGL Soekarno-Hatta Intl (Jakarta), Indone-
HN Honiara, Solomon Is sia
HN Noto Hadinegoro (Jember), Indonesia ICH Changi (Singapore), Singapore
HOO Hooker Creek, Northern Terr. ICH Christchurch Intl (Christchurch), New
Zealand
HUG Hughenden, Queensland
ICHL Soekarno-Hatta Intl (Jakarta), Indone-
HV Hiva Oa, French Pacific O.T.
sia
ICHR Soekarno-Hatta Intl (Jakarta), Indone-
sia
ICN Cairns Intl (Cairns), Queensland IKB Sultan Ismail Petra (Kota Bharu), Ma-
laysia
ICS Cairns Intl (Cairns), Queensland
IKDI Halu Oleo (Kendari), Indonesia
ICW Changi (Singapore), Singapore
IKG Kuching Intl (Kuching), Malaysia
IDES Kualanamu Intl (Medan), Indonesia
IKKD Kota Kinabalu, Malaysia
IDN Darwin Intl (Darwin), Northern Terr.
IKKM Malacca, Malaysia
IDN Dunedin, New Zealand
IKLP Yogyakarta Intl (Kulon Progo), Indone-
IDPS I Gusti Ngurah Rai Intl (Bali), Indonesia
sia
IEB Wellington Intl (Wellington), New Zea-
IKN Sultan Ahmad Shah (Kuantan), Malay-
land
sia
IKPG El Tari (Kupang), Indonesia
IEL Kuala Lumpur Intl - Sepang (Kuala
Lumpur), Malaysia IKS Kingsford Smith (Sydney), New South
Wales
IEN Essendon (Melbourne, Vic), Victoria
IKTA Sultan Mahmud (Kuala Terengganu),
IER Kuala Lumpur Intl - Sepang (Kuala Malaysia
Lumpur), Malaysia
IKTJ Kertajati Intl (Majalengka), Indonesia
IES East Sale (East Sale, Vic), Victoria
ILB Labuan, Malaysia
IFL Innisfail, Queensland
ILK Langkawi Intl (Langkawi), Malaysia
IFN Nadi Intl (Nadi), Fiji Is
ILMB Zainuddin Abdul Madjid Intl (Praya), In-
IGD Perth Intl (Perth), W Australia donesia
IGTO Djalaluddin (Gorontalo), Indonesia ILT Launceston, Tasmania
IHAL Halim Perdanakusuma (Jakarta), Indo- ILU Bintulu, Malaysia
nesia
IMAK Sultan Hasanuddin (Makassar), Indo-
IHB Hobart (Hobart, Tas), Tasmania nesia
IHW Christchurch Intl (Christchurch), New IMG Auckland Intl (Auckland), New Zealand
Zealand
IMKB Minangkabau Intl (Padang Pariaman),
IIPA Mataveri Intl (Isla De Pascua), Isla De Indonesia
Pascua
IMN Dunedin, New Zealand
IMNO Sam Ratulangi (Manado), Indonesia
IMP Wellington Intl (Wellington), New Zea-
IJOG Adisutjipto (Yogyakarta), Indonesia land
IJPA Sentani (Jayapura), Indonesia IMR Miri, Malaysia
IMS Melbourne Intl (Melbourne), Victoria
IMU Indramayu, Indonesia ISU Sibu, Malaysia

IMW Melbourne Intl (Melbourne), Victoria ISW Kingsford Smith (Sydney, Nsw), New
INA Nausori Intl (Nausori), Fiji Is South Wales
INA Nowra (Nowra, Nsw), New South ISY Kingsford Smith (Sydney, Nsw), New
Wales South Wales
INO Rarotonga Intl (Rarotonga I), Cook Is ITDO Sam Ratulangi (Manado), Indonesia
IOH Ohakea (Military) (Ohakea), New Zea- ITL Townsville Intl (Townsville, Qld),
land Queensland
IOK Oakey, Queensland ITN Tindal, Northern Terr.
IP Ile Des Pins, New Caledonia ITPN H.AS. Hanandjoeddin (Tanjung Pan-
dan), Indonesia
IPA Isla De Pascua, Isla De Pascua
ITRK Juwata (Tarakan), Indonesia
IPG Penang Intl (Penang), Malaysia
ITUT Pago Pago Intl (Pago Pago), Amer Sa-
IPH Perth Intl (Perth), W Australia moa
IPKU Sultan Syarif Kasim II (Pekanbaru), In- ITW Tamworth, New South Wales
donesia
IPLB Sultan Mahmud Badaruddin II (Palem-
IUJP Sultan Hasanuddin (Makassar), Indo-
bang), Indonesia
nesia
IPLM Sultan Mahmud Badaruddin II (Palem-
IUPG Sultan Hasanuddin (Makassar), Indo-
bang), Indonesia
nesia
IPLR Tjilik Riwut (Palangkaraya), Indonesia
IVL Inverell, New South Wales
IPN Paya Lebar, Singapore
IWG Jacksons (Port Moresby), PNG
IPN Perth Intl (Perth), W Australia
IPO Sultan Azlan Shah (Ipoh), Malaysia
IWI Whenuapai (Military) (Auckland), New
IPS Paya Lebar, Singapore Zealand
IRI Richmond, New South Wales IWK Kuala Lumpur Intl - Sepang (Kuala
IRM Ohakea (Military) (Ohakea), New Zea- Lumpur), Malaysia
land IWL Kuala Lumpur Intl - Sepang (Kuala
ISB Sultan Abdul Aziz Shah (Kuala Lum- Lumpur), Malaysia
pur), Malaysia IWM Kuala Lumpur Intl - Sepang (Kuala
ISKN Sandakan, Malaysia Lumpur), Malaysia
ISLB Raja Sisingamangaraja XII (Siborong- IWM Williamtown (Newcastle, Nsw), New
borong), Indonesia South Wales
ISS Kingsford Smith (Sydney, Nsw), New IWP Whenuapai (Military) (Auckland), New
South Wales Zealand
IWR Kuala Lumpur Intl - Sepang (Kuala L

Lumpur), Malaysia
LA Oesman Sadik (Labuha), Indonesia
IXM Komo, PNG
LAB Labuan, Malaysia
J LBJ Labuan Bajo, Indonesia

LEC Leigh Creek, S Australia
LEO Leonora, W Australia
LFU Lifou, New Caledonia
JR Johor Bahru, Malaysia LG Bua (Luwu), Indonesia
JT Jandakot, W Australia LHD Lahad Datu, Malaysia

LHI Lord Howe, New South Wales
K LHR Lihir, PNG
KA Karratha, W Australia LHR Lockhart River, Queensland
KAO Kuabang, Indonesia LK Lakeba, Fiji Is
KB Kota Bharu, Malaysia LM Learmonth, W Australia
KB Kuala Pembuang (Seruyan), Indonesia LMB Praya, Indonesia
KDI Kendari, Indonesia LRE Longreach, Queensland
KG Kalgoorlie, W Australia LS Lhok Sukon, Indonesia
KI Kaikoura, New Zealand LST Leinster, W Australia
KII King I, Tasmania LT Launceston, Tasmania
KK Kerikeri, New Zealand LT Launceston (Launceston, Tas), Tasma-
KM Kalimarau (Tanjung Radeb), Indonesia nia
KO Koumac, New Caledonia LT Tontouta (Noumea), New Caledonia
KPG Kupang, Indonesia LTO Tontouta (Noumea), New Caledonia
KQ Kone, French Pacific O.T. LTV Latrobe Valley, Victoria
KT Kaitaia, New Zealand LU Lifou, New Caledonia
KTG Ketapang, Indonesia LW Lawang, Indonesia
KTJ Majalengka, Indonesia LX Alexandra, New Zealand
KU Kununurra, W Australia
M
KVG Kavieng, PNG
MA Andi Jemma (Masamba), Indonesia
MAK Makassar, Indonesia
MB Moorabbin (Melbourne), Victoria MOR Moree, New South Wales

MD Magenta (Noumea), New Caledonia MOR Moro, PNG
MD Manado, Indonesia MR Mare, New Caledonia
MDG Mudgee, New South Wales MTG Mount Gambier, S Australia
MDN Medan, Indonesia MU Tampa Padang, Indonesia
MEK Meekatharra, W Australia MWB Manado, Indonesia
MER Merimbula, New South Wales
N
MG Melonguane (Sangihe Talaud), Indone-
sia NA Nausori, Fiji Is
MGA Ouere (Noumea), New Caledonia NBR Nabire, Indonesia
MGD Maningrida, Northern Terr. NBR Narrabri, New South Wales
MH Manihiki I., Cook Is NE Singkep, Indonesia
MI Momi (Nadi), Fiji Is NH Melawi, Indonesia
MI Mosgiel, New Zealand NI Nauru, Nauru
MIA Mildura, Victoria NL Newlands (Wellington), New Zealand
MIL Sorong, Indonesia NMA Bima, Indonesia
MK Mackay, Queensland NN Nadi, Fiji Is
MK Matak (Anambas Is), Indonesia NNK Nunukan, Indonesia
MKB Minangkabau (Padang Pariaman), In- NO Sawani (Nausori), Fiji Is
donesia NP New Plymouth, New Zealand
MKE Merauke, Indonesia NR Napier, New Zealand
MKS Makassar, Indonesia NTA Ranai (Natuna), Indonesia
MKW Manokwari, Indonesia NTN Normanton, Queensland
ML Malang, Indonesia NU Niue, Niue
ML Melbourne, Victoria NV Invercargill, New Zealand
MN Sugimanuru (Muna), Indonesia NW Nusawiru (Pangandaran), Indonesia
MNG Mangalore, Victoria NW Tontouta (Noumea), New Caledonia
MNO Manado, Indonesia NWA Nowra, New South Wales
MO Moorea-Temae, French Pacific O.T. NWN Newman, W Australia
MOE Momote, PNG NZ Nadzab, PNG
MOF Maumere, Indonesia
MOG Mount Magnet, W Australia
O PH Perth, W Australia
OA Ouvea, New Caledonia PI Semarang, Indonesia
OA Rangiroa, French Pacific O.T. PKN Pangkalan Bun, Indonesia
OB Jakarta, Indonesia PKP Pangkal Pinang, Indonesia
OC Semarang, Indonesia PKS Parkes, New South Wales
OEC Oecussi, Timor-Leste PKU Pekanbaru, Indonesia
OF Yogyakarta, Indonesia PKY Palangkaraya, Indonesia
OH Ohakea, New Zealand PLA Paya Lebar (Singapore), Singapore
OI Ono-I-Lau, Tonga PLB Palembang, Indonesia
OK Oakey, Queensland PLC Port Lincoln, S Australia
OKT Ok Tedi, PNG PM Pagar Alam, Indonesia
ON Polonia, Indonesia PM Palmerston North, New Zealand
OOM Moomba, S Australia PMA Pattimura, Indonesia
OQ Padang, Indonesia PMQ Port Macquarie, New South Wales
OR Ohura, New Zealand PN Manado, Indonesia
OU Banjarmasin, Indonesia PN Iskandar (Pangkalan Bun), Indonesia
OU Oamaru, New Zealand PN Proserpine, Queensland
OX Pitu (Morotai), Indonesia PNK Pontianak, Indonesia
OY Bandung, Indonesia PP Paraparaumu, New Zealand
OZ Kalijati, Indonesia PSJ Kasiguncu (Poso), Indonesia
P
PT Faaa (Tahiti I), French Pacific O.T.
PAL Palu, Indonesia
PB Pangsuma (Putussibau), Indonesia
PY Penrhyn, Cook Is
PY Port Moresby, PNG
PD Port Hedland, W Australia
PDG Padang, Indonesia Q
PEA Pearce, W Australia QDI Quirindi, New South Wales
PF Parafield (Adelaide), S Australia QN Queenstown, New Zealand
PG Cirebon, Indonesia QQ Padang, Indonesia
R SPT Sampit, Indonesia

R Mataveri Intl (Isla De Pascua), Isla De SU Sunshine Coast, Queensland
Pascua SUI Suai, Timor-Leste
RG Rarotonga, Cook Is SW Swampy (Dunedin), New Zealand
RI Bario, Malaysia SWH Swan Hill, Victoria
RIC Richmond, New South Wales SY Sydney, New South Wales
RO Rotorua, New Zealand T
ROM Roma, Queensland TBK Tambolaka, Indonesia
RU Raiatea, French Pacific O.T. TBU Fua'Amotu, Tonga
RY Mount Mary, New Zealand TDL Tindal (Katherine), Northern Terr.
TF Bandar Lampung, Indonesia
S TG Samarinda, Indonesia
SB Sibu, Malaysia TG Tauranga, New Zealand
SBR Surabaya, Indonesia TH Touho, New Caledonia
SCO Scone, New South Wales TI Tanjung Pinang, Indonesia
SF Springfield (Whangarei), New Zealand TKG Bandar Lampung, Indonesia
SG Tebelian (Sintang), Indonesia TL Townsville, Queensland
SGE Saint George, Queensland TM Tasikmalaya, Indonesia
SGR Scherger, Queensland TM Taumarunui, New Zealand
SHT Shepparton, Victoria TMK Timika, Indonesia
SIX Dr. Ferdinand Lumbantobing, Indonesia TN Tangerang, Indonesia
SJ Sinjon (Singapore), Singapore TN Tindal (Katherine), Northern Terr.
SLG Siborongborong, Indonesia TNG Tengah (Singapore), Singapore
SLO Solo, Indonesia TNK Tennant Creek, Northern Terr.
SLP Silampari, Indonesia TO Toli Toli, Indonesia
SM Sultan Muhammad Kaharuddin (Sum- TPG Tanjung Pinang, Indonesia
bawa Besar), Indonesia
TPN Tanjung Pandan, Indonesia
SMP Trunojoyo (Sumenep), Indonesia
TR Ternate, Indonesia
SO Solo, Indonesia
TR Tory, New Zealand
SON Santo, Vanuatu
TRK Tarakan, Indonesia
SP Sampit, Indonesia
TU Timaru, New Zealand VPK Pekan (Kuantan), Malaysia

TUT Pago Pago, Amer Samoa VPL Langkawi, Malaysia
TV Vava'u, Tonga VR Kuala Kurun (Gunung Mas), Indonesia
TVL Townsville, Queensland VSI Sibu, Malaysia
TW Tamworth, New South Wales VSN Sandakan, Malaysia
VSP Sepang, Malaysia
V
VTK Tekong (Singapore), Singapore
VTW Tawau, Malaysia
VZU Mulu, Malaysia
VBU Bintulu, Malaysia W
VGK Gong Kedak, Malaysia WAV Wave Hill, Northern Terr.
VIH Ipoh, Malaysia WB Woodbourne, New Zealand
VJB Johor Bahru, Malaysia WBR Warburton, W Australia
VK Navakai (Nadi), Fiji Is WDH Windorah, Queensland
VKB Kota Bharu, Malaysia WE Sabang, Indonesia
VKG Kuching, Malaysia WG Wagga Wagga, New South Wales
VKL Kuala Lumpur, Malaysia WG White Grass (Tanna), Vanuatu
VKN Kuantan, Malaysia WGP Waingapu, Indonesia
VKP Kerteh, Malaysia WHA Whyalla, S Australia
VKR Kuala Terengganu, Malaysia WK Tambolaka, Indonesia
VKT Kuala Terengganu, Malaysia WK Whakatane, New Zealand
VLB Labuan, Malaysia WLG Walgett, New South Wales
VLG Limbang, Malaysia WLM Williamtown (Newcastle), New South
VLI Port Vila, Vanuatu Wales
VMH Mukah, Malaysia WLU Wiluna, W Australia
VMK Malacca, Malaysia WMD West Maitland, New South Wales
VMR Mersing (Johor Bahru), Malaysia WN Wellington, New Zealand
VMY Miri, Malaysia WOL Wollongong, New South Wales
VNO Vanimo, PNG WP Lewoleba, Indonesia
VPG Penang, Malaysia WP Weipa, Queensland

WP Whenuapai (Auckland), New Zealand
WR Whangarei, New Zealand IAV Avalon, Victoria

WR Woomera, S Australia IAV Rarotonga I (Rarotonga Intl), Cook Is
WS West Port, New Zealand IBAC Banda Aceh (Sultan Iskandar Muda),
WS Westport, New Zealand Indonesia
WU Whanganui, New Zealand IBB Port Moresby (Jacksons), PNG
WYY Wynyard, Tasmania IBDM Banjarmasin (Syamsudin Noor), Indo-

nesia
X IBE Brisbane (Brisbane Intl), Queensland
XMX Christmas I, W Australia IBF Port Vila, Vanuatu

IBIK Biak (Frans Kaisiepo), Indonesia
Y IBKL Bengkulu (Fatmawati Soekarno), Indo-
YXM Komo, PNG nesia
YY Bandung, Indonesia IBPN Balikpapan (Sultan Aji Muhammad Su-
laiman Sepinggan), Indonesia
Z IBRZ Tanjung Redeb (Kalimarau), Indonesia
ZF Timika, Indonesia IBS Brisbane (Brisbane Intl), Queensland
ZM Biak, Indonesia IBTM Batam (Hang Nadim), Indonesia
ZW Wamena, Indonesia ICB Canberra, Australian Capital
ZX Pegunungan Bintang, Indonesia ICC Singapore (Changi), Singapore
ICE Singapore (Changi), Singapore
LOCALIZERS LISTED BY IDENTIFIER
ICG Gold Coast, Queensland
I
ICGL Jakarta (Soekarno-Hatta Intl), Indone-
IAA Auckland (Auckland Intl), New Zealand
sia
IABD Malang (Abdulrachman Saleh), Indone-
ICGR Jakarta (Soekarno-Hatta Intl), Indone-
sia
sia
IAD Adelaide (Adelaide Intl), S Australia
ICH Singapore (Changi), Singapore
IAM Amberley (Amberley Military), Queens-
ICH Christchurch (Christchurch Intl), New
land
Zealand
IANY Semarang (Jenderal Ahmad Yani Intl),
ICHL Jakarta (Soekarno-Hatta Intl), Indone-
Indonesia
sia
IAP Faleolo (Faleolo Intl), Samoa
ICHR Jakarta (Soekarno-Hatta Intl), Indone-
IAS Alice Springs, Northern Terr. sia
IAS Alor Setar (Sultan Abdul Halim), Malay- ICN Cairns (Cairns Intl), Queensland
sia
ICS Cairns (Cairns Intl), Queensland
ICW Singapore (Changi), Singapore IKG Kuching (Kuching Intl), Malaysia

IDEL Deli Serdang (Kualanamu Intl), Indone- IKKM Malacca, Malaysia
sia IKKP Kota Kinabalu, Malaysia
IDES Deli Serdang (Kualanamu Intl), Indone- IKLP Kulon Progo (Yogyakarta Intl), Indone-
sia sia
IDN Darwin (Darwin Intl), Northern Terr. IKN Sydney (Kingsford Smith), New South
IDN Dunedin, New Zealand Wales
IEB Wellington (Wellington Intl), New Zea- IKN Kuantan (Sultan Ahmad Shah), Malay-
land sia
IED Edinburgh, S Australia IKPG Kupang (El Tari), Indonesia
IEL Kuala Lumpur (Kuala Lumpur Intl - Se- IKTJ Majalengka (Kertajati Intl), Indonesia
pang), Malaysia ILB Labuan I (Labuan), Malaysia
IEN Melbourne (Essendon), Victoria ILK Langkawi (Langkawi Intl), Malaysia
IER Kuala Lumpur (Kuala Lumpur Intl - Se- ILMB Praya (Zainuddin Abdul Madjid Intl), In-
pang), Malaysia donesia
IES East Sale, Victoria ILT Launceston, Tasmania
IFN Nadi (Nadi Intl), Fiji Is ILU Bintulu, Malaysia
IGD Perth (Perth Intl), W Australia IMAK Makassar (Sultan Hasanuddin), Indo-
IGTO Gorontalo (Djalaluddin), Indonesia nesia
IHAL Jakarta (Halim Perdanakusuma), Indo- IMG Auckland (Auckland Intl), New Zealand
nesia IMKB Padang Pariaman (Minangkabau Intl),
IHB Hobart, Tasmania Indonesia
IHW Christchurch (Christchurch Intl), New IMN Dunedin, New Zealand
Zealand IMNO Manado (Sam Ratulangi), Indonesia
IIPA Isla De Pascua (Mataveri Intl), Isla De IMR Miri, Malaysia
Pascua
IJB Johor Bahru (Senai Intl), Malaysia
INA Nausori (Nausori Intl), Fiji Is
INA Nowra, New South Wales
IJPA Jayapura (Sentani), Indonesia
INO Rarotonga I (Rarotonga Intl), Cook Is
IKB Kota Bharu (Sultan Ismail Petra), Ma-
laysia IOH Ohakea (Ohakea (Military)), New Zea-
land
IKDI Kendari (Halu Oleo), Indonesia
IPC Pearce, W Australia ITDO Manado (Sam Ratulangi), Indonesia

IPE Pearce, W Australia ITL Townsville (Townsville Intl), Queens-
land
IPG Penang (Penang Intl), Malaysia
IPH Perth (Perth Intl), W Australia ITMK Timika (Mozes Kilangin), Indonesia
IPKN Pangkalan Bun (Iskandar), Indonesia ITN Tindal, Northern Terr.

ITPN Tanjungpandan (H.AS. Hanandjoed-
din), Indonesia
donesia
ITRK Tarakan (Juwata), Indonesia
din II), Indonesia ITW Tamworth, New South Wales
IPLM Palembang (Sultan Mahmud Badarud- ITWU Tawau, Malaysia
din II), Indonesia IUJP Makassar (Sultan Hasanuddin), Indo-
IPLR Palangkaraya (Tjilik Riwut), Indonesia nesia
IPN Singapore (Paya Lebar), Singapore IUPG Makassar (Sultan Hasanuddin), Indo-
IPN Perth (Perth Intl), W Australia nesia
IPNK Pontianak (Supadio), Indonesia IWG Port Moresby (Jacksons), PNG
IPO Ipoh (Sultan Azlan Shah), Malaysia IWG Wagga Wagga, New South Wales
IPS Singapore (Paya Lebar), Singapore IWI Auckland (Whenuapai (Military)), New
Zealand
IRI Richmond, New South Wales
IWK Kuala Lumpur (Kuala Lumpur Intl - Se-
IRM Ohakea (Ohakea (Military)), New Zea- pang), Malaysia
land
IWL Kuala Lumpur (Kuala Lumpur Intl - Se-
ISB Subang (Sultan Abdul Aziz Shah), Ma- pang), Malaysia
laysia
IWM Kuala Lumpur (Kuala Lumpur Intl - Se-
ISBY Surabaya (Juanda), Indonesia pang), Malaysia
ISKN Sandakan, Malaysia IWM Williamtown, New South Wales
ISLB Siborongborong (Raja Sisingamangar- IWP Auckland (Whenuapai (Military)), New
aja XII), Indonesia Zealand
ISLO Solo (Adi Soemarmo), Indonesia IWR Kuala Lumpur (Kuala Lumpur Intl - Se-
ISN Sydney (Kingsford Smith), New South pang), Malaysia
Wales IXM Komo, PNG
ISU Sibu, Malaysia
ISW Sydney (Kingsford Smith), New South L
Wales LT Noumea (Tontouta), New Caledonia
Wales
P
PT Tahiti I (Faaa), French Pacific O.T.
Radio Aids
Radio Data - Far East

RADIO DATA - FAR EAST 529
CAMBODIA
Decl
Dara Sakor DSK 112.8 V D U N10 55.0 E103 13.8 W001
Mondulkiri MD 381.0 H N12 27.9 E107 11.6 W000
Phnom Penh PNH 114.3 V D U N11 32.6 E104 50.6 W001
Ratanakiri RT 348.0 H N13 43.8 E106 59.2 W001 1063
Siem Reap SRE 113.8 V D H N13 24.5 E103 48.4 W001
Sihanouk KOS 116.0 V D U N10 35.4 E103 38.5 W000 11
Phnom Penh (Phnom PNP 109.7 LOC RWY 23 W001

Penh Intl)
Siem Reap (Siem Reap IREP 108.3 LOC RWY 05 W001
Intl)
Sihanouk (Sihanouk Intl) IKOS 109.1 LOC RWY 21 W000
KOREA, REPUBLIC OF
Decl
Anyang SEL 115.5 V T U W N37 24.8 E126 55.7 W008
Busan PSN 114.0 V T U W N35 07.4 E129 00.0 W008
Cheongju CHJ 110.5 T H N36 42.6 E127 29.7 W006 200
Cheongju CHO 109.0 V D U N36 43.1 E127 29.6 W008 295
Choongwon JWN 111.3 T H N37 02.0 E127 53.5 W008 281
Dalseong TGU 112.2 V T H N35 48.6 E128 35.4 W008
Dongchon DOC 116.5 V D L N35 54.2 E128 38.5 W008 98
Gangwon KAE 115.6 V T U N37 42.0 E128 45.2 W008
Gimhae KMH 113.8 V D U N35 11.9 E128 56.1 W008
Gimpo (Seoul) KIP 113.6 V D T N37 33.5 E126 47.5 W009
Gwangju KWA 114.4 V D H N35 07.6 E126 48.7 W008
Gwangju KWJ 114.1 T H N35 07.4 E126 48.2 W008 100
Jedong (Jeju) JDG 117.9 V D T N33 23.5 E126 42.9 W007
Jeju CJU 116.1 V T H N33 23.1 E126 37.4 W007
Kangnung KAN 111.9 T H N37 45.5 E128 57.1 W007 18
Kangnung LC 257.0 H W N37 45.0 E128 57.0 W007
Kimhae (Busan) KHE 117.0 T H N35 10.9 E128 57.0 W007 13
Kunsan KUZ 112.8 V T U W N35 54.6 E126 36.7 W007
Muan MUN 111.0 V D U N34 58.7 E126 23.1 W008
NAVY (Pohang) NPH 109.6 V T U N35 59.2 E129 24.5 W008 117
Pohang KPO 112.5 V T U N35 58.6 E129 28.5 W008
Pyongtaek PTK 108.2 V D T W N36 58.4 E127 01.0 W007 23
Sacheon SCN 110.0 T H N35 05.9 E128 04.7 W006 25
Sacheon (Chinju) SAC 115.1 V D U N35 05.9 E128 04.6 W008 1
Seosan SAN 111.5 T H N36 42.5 E126 28.9 W007 40
Seoul KSM 109.8 V D U W N37 26.9 E127 06.7 W008
Seoul SOL 111.2 T H N37 26.9 E127 06.7 W008 67
Sokcho SCH 111.0 V D U N38 08.9 E128 36.1 W008 100
Sokcho SK 378.0 H W N38 08.2 E128 35.9 W008
Songtan SOT 116.9 V T U W N37 05.7 E127 01.9 W007 40
Suwon SWN 108.5 T H N37 14.4 E127 00.1 W007 86
KOREA, REPUBLIC OF
Decl
ULSAN US 335.0 H N35 34.6 E129 21.2 W007
Uljin UJN 115.3 V T L N36 46.6 E129 27.4 W008
Ulsan USN 111.4 V D U N35 35.9 E129 21.2 W008 98
Wonju HGS 110.2 V D L N37 28.5 E127 58.5 W009 500
Wonju WNJ 111.6 T L N37 25.9 E127 57.7 W008 500
Yangju YJU 114.9 V D L W N37 44.9 E126 59.5 W009
Yangyang YAG 110.6 V D T N38 03.8 E128 39.7 W009
Yecheon CUN 114.8 V D U N36 37.9 E128 19.5 W008
Yecheon YCN 108.9 T H N36 38.1 E128 22.0 W007 360
Yechon YC 367.0 H N36 37.8 E128 22.4 W007
Yeosu YS 396.5 H W N34 50.7 E127 36.7 W007
Yong Dam (Jeju) YDM 109.0 V D U W N33 30.7 E126 29.3 W007 98
Busan (Gimhae Intl) IKMA 108.5 LOC RWY 36L W008

IKHE 109.5 LOC RWY 36R W008
Camp Humphreys IPTK 108.75 LOC RWY 32 W007
(A-511 (Desiderio AAF))
Cheongju (Cheongju Intl) ICHJ 110.3 LOC RWY 06L W008
ICHG 111.7 LOC RWY 24R W008
Daegu (Daegu Intl) ITGL 108.7 LOC RWY 13R W008
ITAG 108.7 LOC RWY 31L W008
IDAG 111.9 LOC RWY 31R W008
Gunsan (Kunsan AB) IVPR 110.3 LOC RWY 18 W007
IKUZ 110.3 LOC RWY 36 W007
Gwangju IMDG 111.1 LOC RWY 04R W008
IMDH 108.5 LOC RWY 22L W008
Jeju (Jeju Intl) ICJU 109.9 LOC RWY 07 W007
ICHE 111.3 LOC RWY 25 W007
Jeju (Jeongseok) IJDG 108.3 LOC RWY 01 W007
Muan (Muan Intl) IMUN 111.9 LOC RWY 01 W008
IMAN 108.9 LOC RWY 19 W008
KOREA, REPUBLIC OF
Decl
Osan (Osan AB) ININ 111.3 LOC RWY 09L W007
IOSN 111.3 LOC RWY 27R W007
Pohang (Pohang IKPO 110.9 LOC RWY 10 W008
Gyeongju)
Sacheon ISAM 109.1 LOC RWY 06L W008
ISHA 108.1 LOC RWY 24R W008
Seoul (Gimpo Intl) ISEL 109.9 LOC RWY 14L W009
IOFR 108.7 LOC RWY 14R W009
IKMO 108.3 LOC RWY 32L W009
ISKP 110.7 LOC RWY 32R W009
Seoul (Seoul / Domestic) ISUL 108.95 LOC RWY 19 W008
ISOL 110.9 LOC RWY 20 W008
Uljin IUJS 108.1 LOC RWY 17 W008
IUJN 108.1 LOC RWY 35 W008
Ulsan IULS 110.3 LOC RWY 36 W008
Wonju IWNJ 110.1 LOC RWY 03 W009
IWON 111.5 LOC RWY 21 W009
Yangyang (Yangyang IYAN 109.3 LOC RWY 33 W009
Intl)
Yecheon (Yecheon IYCH 109.3 LOC RWY 28 W008
Aero)
Yeosu IYSO 111.5 LOC RWY 17 W008
LAOS
Decl
Attapeu ATP 112.8 V D U N14 48.0 E107 01.2 W000 344
Attopeu AP 212.0 H W N14 48.0 E106 49.0 W001
Luang Phabang LPB 116.6 V D H N19 54.7 E102 10.3 W001
Luangnamtha LNT 112.2 V D U N20 57.4 E101 24.0 W001 1801
Luangnamtha NTH 260.0 H N20 58.5 E101 24.2 W001 1738
Oudomsay OUD 305.0 H N20 41.1 E101 59.6 W001 46
Pakse PAK 115.0 V D U N15 11.8 E105 44.3 W001
Samneua SAM 206.0 H N20 25.2 E104 04.1 W001 46
Saravane SAR 200.0 H N15 42.6 E106 24.7 W001
Savannakhet SAV 113.5 V D U N16 33.7 E104 46.0 W001 459
Sayabouly SAY 365.0 H N19 14.5 E101 42.5 W001 46
Thangone VTG 405.0 H W N18 08.2 E102 38.0 E000
Vientiane VTN 117.5 V D H N18 00.6 E102 32.4 W001
Xiengkhuang THX 114.0 V D U N19 27.3 E103 10.9 W001 3619
Champasak (Pakse Intl) IPKS 108.9 LOC RWY 15 W001

Luang Phabang (Luang ILPB 108.7 LOC RWY 23 W001
Phabang Intl)
Vientiane (Wattay Intl) IVTN 109.9 LOC RWY 13 W001
MALAYSIA
Decl
Alor Setar VAS 113.6 V D U W N06 11.1 E100 23.8 W000 34
Alor Star AT 385.0 H N06 09.6 E100 22.3 W000
Bario RI 322.5 H N03 43.8 E115 28.8 E001 3350
Batu Arang VBA 114.7 V D U N03 19.5 E101 27.4 W000
Bintulu BU 304.0 H W N03 11.0 E113 02.0 E001 107
Bintulu VBU 112.6 V D H N03 09.2 E113 00.8 E000 23
Butterworth VBT 113.3 V T H N05 28.6 E100 23.6 E000 8
Caledonian (Kuala CE 205.0 H W N03 17.7 E101 27.1 W000
Lumpur)
Gong Kedak VGK 116.6 V T U N05 47.8 E102 28.8 W000
Ipoh VIH 117.3 V D H N04 34.4 E101 05.6 W000
Johor Bahru JR 245.0 H W N01 40.4 E103 39.5 E000
Johor Bahru VJB 112.5 V D U N01 39.8 E103 39.7 E000
Kerteh VKP 113.3 V D H N04 32.0 E103 25.8 W000
Kluang AP 331.0 H W N02 02.6 E103 18.4 E000
Kota Bharu KB 240.0 H W N06 10.5 E102 15.3 E000
Kota Bharu VKB 112.3 V D U N06 09.8 E102 18.9 W000 40
Kuala Lumpur VKL 116.1 V D U N02 43.5 E101 44.3 W000
Kuala Terengganu VKR 112.9 V D U N05 21.6 E103 04.9 W000 38
Kuala Terengganu VKT 115.4 V D U N05 23.2 E103 06.2 W000 19
Kuantan VKN 113.7 V T U W N03 46.4 E103 12.7 W000 58
Kuching VKG 114.5 V D U N01 28.4 E110 18.7 E000 240
Labuan VLB 116.3 V D H N05 17.4 E115 15.5 E000 115
Lahad Datu LHD 334.0 H W N05 01.5 E118 20.2 E000 95
Langkawi VPL 114.1 V D H N06 21.3 E099 44.7 W000 92
Limbang VLG 113.4 V D U N04 47.8 E115 00.1 E000
Malacca VMK 117.4 V D H N02 15.5 E102 14.8 W000 21
Mersing (Johor Bahru) VMR 116.8 V D H N02 23.3 E103 52.3 E000 1
Miri VMY 113.6 V D H N04 18.2 E113 58.7 W000
Mukah VMH 115.3 V D H N02 53.6 E112 02.2 E000 38
Mulu VZU 112.8 V D H N04 02.0 E114 47.7 E000 222
MALAYSIA
Decl
Pekan (Kuantan) VPK 115.6 V D U N03 23.0 E103 25.4 E000
Penang VPG 116.2 V D H N05 16.8 E100 15.6 E000 12
Sandakan VSN 114.0 V D H N05 54.2 E118 04.5 W000 65
Sepang VSP 114.4 V D U N02 45.1 E101 40.1 W000
Sibu SB 352.0 H W N02 20.6 E111 49.1 E000
Sibu VSI 112.2 V D H N02 14.8 E112 00.2 E000 155
Tawau VTW 115.6 V D H N04 19.5 E118 08.4 W000 65
Alor Setar (Sultan Abdul IAS 111.7 LOC RWY 04 W000

Halim)
Bintulu ILU 108.7 LOC RWY 17 E000
Ipoh (Sultan Azlan Shah) IPO 110.5 LOC RWY 04 W000
Johor Bahru (Senai Intl) IJB 109.9 LOC RWY 16 E000
Kerteh IKE 108.7 LOC RWY 34 W000
Kota Bharu (Sultan IKB 109.3 LOC RWY 10 W000
Ismail Petra)
Kota Kinabalu IKKP 108.1 LOC RWY 02 E000
Kuala Lumpur (Kuala IEL 108.5 LOC RWY 14L W000
Lumpur Intl - Sepang)
IWR 110.7 LOC RWY 14R W000
IWK 110.1 LOC RWY 15 W000
IWL 111.9 LOC RWY 32L W000
IER 109.1 LOC RWY 32R W000
IWM 111.5 LOC RWY 33 W000
Kuantan (Sultan Ahmad IKN 109.5 LOC RWY 36 W000
Shah)
Kuching (Kuching Intl) IKG 110.3 LOC RWY 25 E000
Labuan I (Labuan) ILB 111.1 LOC RWY 14 W000
Langkawi (Langkawi Intl) ILK 110.7 LOC RWY 03 W000
Malacca IKKM 111.7 LOC RWY 03 W000
Miri IMR 110.1 LOC RWY 02 E000
Penang (Penang Intl) IPG 109.9 LOC RWY 04 E000
MALAYSIA
Decl
Sandakan ISKN 109.3 LOC RWY 08 W000
Sibu ISU 110.5 LOC RWY 13 E000
Subang (Sultan Abdul ISB 110.3 LOC RWY 15 E000
Aziz Shah)
Tawau ITWU 111.3 LOC RWY 24 W000
MYANMAR
Decl
Anisakan AS 345.0 H W N21 57.3 E096 24.2 W001
Ann AN 385.0 H H W N19 46.8 E094 01.7 W001
Bagan BGN 114.9 V D L N21 10.2 E094 55.7 W001 210
Bagan BGN 335.0 H H W N21 10.6 E094 55.7 W001
Bago BGO 112.6 V D U N17 19.1 E096 31.2 W001 39
Banmaw BM 320.0 H W N24 16.2 E097 14.9 W001 360
Dawei DWI 112.0 V D H W N14 06.0 E098 12.4 W001 98
Dawei DWI 310.0 H W N14 06.0 E098 12.0 W001
Heho HHO 113.2 V D L N20 44.9 E096 47.4 W001 3934
Hlegu HGU 112.3 V D H W N17 04.8 E096 15.1 W001 49
Hommalinn HL 255.0 H W N24 53.7 E094 54.8 W001
Hpa-An PA 365.0 H W N16 53.5 E097 40.5 W001
Kalay KL 225.0 H W N23 11.3 E094 03.5 W001 100
Kanti KI 230.0 H W N25 59.4 E095 40.7 W001
Kawthoung KT 290.0 H W N10 03.0 E098 32.4 W001
Kengtung KG 400.0 H W N21 18.2 E099 37.8 W001 2800
Kengtung KTG 115.6 V D H N21 18.4 E099 37.8 W001 2736
Kyaukpyu KP 250.0 H W N19 25.8 E093 32.2 W001
Lashio LSO 116.8 V D H W N22 58.9 E097 45.3 W001 2545
Lashio LSO 370.0 H W N22 58.7 E097 45.3 W001 2450
Loikaw LK 295.0 H W N19 41.4 E097 12.8 W001 2950
Magway MW 305.0 H H W N20 09.7 E094 58.5 W001
Manaung MN 216.0 H W N18 50.7 E093 41.2 W001
Mandalay MDY 112.8 V D H W N21 56.1 E096 07.8 W001 252
Mandalay MIA 116.3 V D H N21 42.7 E095 58.8 W001 322
Mandalay MIA 259.0 H N21 41.3 E095 59.2 W001 300
Mawlamyine MM 330.0 H W N16 26.6 E097 39.5 W001
Meiktila MKT 350.0 H W N20 56.1 E095 54.8 W001 700
Mingaladon (Yangon) MDS 397.0 H W N16 52.1 E096 06.4 W001 109
Momeik MO 220.0 H W N23 05.5 E096 39.2 W001
Mong-Hsat MS 312.0 H W N20 31.0 E099 15.4 W001
MYANMAR
Decl
Monywar MY 570.0 H N22 13.1 E095 05.7 W001
Myeik ME 300.0 H W N12 27.0 E098 37.2 W001
Myitkyina MK 275.0 H W N25 23.0 E097 21.4 W001
Myitkyina MKN 115.7 V D H N25 23.3 E097 21.5 W001 484
Myitkyina/Nampong MKA 410.0 H W N25 21.0 E097 16.8 W001
Namsang NS 240.0 H H N20 53.2 E097 44.0 W001
Naypyitaw Intl NPT 113.7 V D H N19 37.6 E096 11.7 W001 294
Naypyitaw Intl NT 390.0 H H N19 38.0 E096 12.1 W001
Pathein PTN 115.6 V D H N16 48.5 E094 46.2 W001
Pathein PTN 415.0 H N16 48.8 E094 46.8 W001
Putao PT 340.0 H H W N27 19.6 E097 25.4 W001
Sittwe STW 115.3 V D H N20 08.0 E092 52.7 W001 36
Sittwe SW 216.0 H N20 08.0 E092 53.0 W001
Surbung SBG 114.7 V D H N22 55.2 E093 37.0 W001
Tachileik TCL 114.5 V D H N20 29.0 E099 56.1 W001 1398
Tachileik TL 375.0 H W N20 29.0 E099 56.1 W001
Taungoo TGO 315.0 H N19 00.5 E096 24.1 W001
Taungoo TGU 115.1 V D H W N19 03.4 E096 24.1 W001 183
Thandwe TD 270.0 H N18 27.3 E094 18.1 W001
Mandalay (Mandalay IMIA 110.5 LOC RWY 17 W001

Intl)
Naypyitaw (Naypyitaw INPT 110.1 LOC RWY 16 W001
Intl)
Yangon (Yangon Intl) IYGN 109.9 LOC RWY 21 W001
SINGAPORE
Decl
Papa Uniform (Singa- PU 115.1 V D U N01 25.4 E103 56.0 E000 190
pore)
Paya Lebar (Singapore) PLA 116.3 T H N01 22.4 E103 54.9 E000 65
Sembawang (Singapore) AG 325.0 H W N01 25.4 E103 49.4 E000
Sinjon (Singapore) SJ 113.5 V D H N01 13.4 E103 51.3 E000
Tekong (Singapore) VTK 116.5 V D H W N01 24.9 E104 01.3 E000 150
Tengah (Singapore) TNG 113.9 T H N01 23.6 E103 42.7 E000 50
Singapore (Changi) ICE 108.3 LOC RWY 02C E000

ICW 110.9 LOC RWY 02L E000
ICC 109.7 LOC RWY 20C E000
ICH 108.9 LOC RWY 20R E000
Singapore (Paya Lebar) IPN 109.3 LOC RWY 02 E000
IPS 111.5 LOC RWY 20 E000
TAIWAN
Decl
Anbu AP 250.0 H W N25 10.5 E121 31.3 W004
Anbu (Taipei) APU 112.5 V D U N25 10.6 E121 31.3 W004
Beigan (Matsu) PKN 109.7 D U N26 13.5 E120 00.0 82
Chiayi KU 525.0 H L N23 35.1 E120 23.3 W003
Chin Men KIN 109.2 T H N24 25.5 E118 20.9 W002 30
Cingcyuangang CCK 111.3 T H N24 15.8 E120 37.1 W002 665
Cingcyuangang (Tai- TCK 108.4 D T N24 15.2 E120 37.1 679
chung)
Hengchun HCN 113.7 V D U N21 55.7 E120 50.6 W004
Hengchun KTG 112.7 D H N22 02.6 E120 43.8 53
Hengchun KW 415.0 H W N21 55.9 E120 50.3 W004
Houlong HL 362.0 H W N24 33.8 E120 43.8 W004
Houlong HLG 114.0 V D U N24 33.6 E120 43.6 W004 575
Hsinchu HSU 116.3 T H N24 49.3 E120 56.3 W003 25
Hsinshie WK 340.0 H N24 14.0 E120 49.4 W003
Hualien HLN 114.1 V D U N24 01.1 E121 38.4 W004 124
Hualien YU 380.0 H N24 01.1 E121 37.6 W004
Jhihben (Taitung) JBT 108.2 D T N22 42.5 E121 05.7 47
Kangshan AY 265.0 H M N22 51.3 E120 15.7 W002
Keelung LU 357.0 H L W N25 08.4 E121 48.1 W004
Kinmen BS 345.0 H W N24 25.6 E118 20.9 W004
Kinmen BSN 108.5 D T N24 25.6 E118 21.0 124
Kueijen MR 312.0 H N22 58.7 E120 17.4 W003
Lanyu LY 350.0 H L N22 04.6 E121 30.5 W004
Lanyu LYU 108.9 D H N22 04.6 E121 30.5 598
Ludao GID 116.9 V D U N22 40.3 E121 29.2 W004 572
Ludao (Taitung) GI 300.0 H W N22 40.6 E121 29.0 W004
Lungtang RA 202.0 H N24 51.7 E121 15.2 W003
MATSU PK 275.0 H L N26 13.5 E120 00.0 W004 55
MFNN (Taitung) MFN 110.9 D T N22 45.2 E121 05.6 98
N
TAIWAN
Decl
Magong BM 290.0 H W N23 35.7 E119 38.2 W004
Magong (Penghu I.) MKG 115.2 V D U N23 35.7 E119 38.2 W004 77
Matsu MT 210.0 H N26 12.1 E119 58.1 W003
Matsu MTS 112.7 D U N26 12.1 E119 58.1 59
Nangan (Matsu) NK 315.0 H N26 09.3 E119 57.3 W004
Nangan (Matsu) NKN 110.1 D H N26 09.6 E119 57.4 375
Pingtung DC 215.0 H L N22 40.3 E120 25.6 W004 166
Pingtung PIT 109.6 T H N22 40.2 E120 27.6 W003 103
Sigang (Tainan) NN 375.0 H W N23 07.5 E120 12.1 W004
Sigang (Tainan) TNN 113.3 V D U W N23 08.1 E120 12.4 W004 46
Songshan (Taipei) TSI 113.5 V D U W N25 04.1 E121 33.9 W004 54
Taitung TTG 113.8 T H N22 48.2 E121 11.1 W002 121
Taitung ZN 430.0 H M N22 45.6 E121 09.5 W002
Taoyuan TYN 115.8 T H N25 03.8 E121 14.7 W003 147
Chiayi IKUI 110.3 LOC RWY 18 W003

ICHI 109.9 LOC RWY 36 W003
Hsinchu (Hsinchu Aero) IHSU 108.7 LOC RWY 05 W005
Kaohsiung (Kaohsiung IKHG 108.3 LOC RWY 09 W004
Intl)
IKAS 109.7 LOC RWY 27 W004
Kinmen ICKM 108.9 LOC RWY 06 W004
ICSY 110.7 LOC RWY 24 W004
Magong (Penghu) IMKG 109.1 LOC RWY 02 W004
IMZG 108.1 LOC RWY 20 W004
Matsu (Beigan) IBGS 109.5 LOC RWY 03 W005
IBGN 109.5 LOC RWY 21 W005
Matsu (Nangan) INKS 110.5 LOC RWY 03 W004
Pingtung (Pingtung IPIT 108.95 LOC RWY 09 W004
South)
TAIWAN
Decl
Taichung (Cingcyuan- ITCG 111.7 LOC RWY 18 W004
gang)
ICCK 111.5 LOC RWY 36 W004
Tainan ITNA 111.1 LOC RWY 18L W004
ITNN 110.1 LOC RWY 36R W004
Taipei (Songshan) ITSG 108.9 LOC RWY 10 W004
ITLU 108.1 LOC RWY 28 W004
Taipei (Taiwan Taoyuan ITIA 111.1 LOC RWY 05L W005
Intl)
ICKS 110.7 LOC RWY 05R W005
ICJN 111.9 LOC RWY 23L W005
ITYA 109.3 LOC RWY 23R W005
Taitung (Fongnian) IFNN 110.9 LOC RWY 04 W004
THAILAND
Decl
Bangkok BKK 117.7 V D U N13 53.6 E100 35.8 W001 54
Betong (Yala) BET 113.1 V D U N05 47.1 E101 08.6 W000 881
Buri Ram BRM 117.2 V D U N15 14.4 E103 15.5 W000 600
Burirum BR 303.0 H N15 14.3 E103 15.2 W000
Chiang Mai CHM 116.2 T H N18 46.2 E098 58.2 W000 1063
Chiang Mai CMA 116.9 V D U W N18 46.0 E098 57.7 W001 1043
Chiang Rai CT 277.0 H B N19 57.6 E099 53.0 W000
Chiang Rai CTR 116.5 V D U N19 56.9 E099 53.0 W001 1295
Chum Phae CMP 112.9 V D U N16 38.1 E101 59.3 E001 650
Chumphon CP 279.0 H N10 43.1 E099 22.0 W001
Chumphon CPN 110.0 V D U N10 42.7 E099 21.9 W000
Hat Yai HTY 115.3 V D U N06 56.0 E100 23.3 W000 122
Hua Hin HHN 113.3 V D H N12 38.1 E099 57.1 W001 10
Hua Hin HN 213.0 H W N12 38.7 E099 56.8 W001 10
Kamphaeng Saen KPS 114.5 V D U W N14 09.9 E099 57.3 W000 32
(Nakhon Pathom)
Kamphaeng Saen KPS 251.0 H W N14 10.2 E099 57.4 W000 32
(Nakhon Pathom)
Khon Kaen KKN 114.9 V D U W N16 28.2 E102 47.3 W001 660
Khon Kaen KN 393.0 H B N16 27.7 E102 47.1 W000
Khorat (Nakhon Ratcha- KRT 113.7 V D U N14 55.0 E102 08.4 W001 729
sima)
Krabi KB 299.0 H N08 06.3 E098 58.5 W001
Krabi KBI 111.0 V D H W N08 06.5 E098 58.7 W000 93
LOB (Bangkok) LOB 116.8 T L N14 52.6 E100 39.6 E000 123
Lampang LP 395.0 H W N18 16.7 E099 30.4 E000 794
Lampang LPN 114.7 V D U N18 16.6 E099 30.1 E000 794
Loei LOY 115.9 V D U W N17 26.8 E101 43.4 W001 859
Loei LY 325.0 H W N17 26.9 E101 43.6 W000
Lop Buri LB 280.0 H W N14 52.3 E100 39.3 W000
Mae Hong Son MH 384.0 H W N19 17.9 E097 58.5 W001 712
THAILAND
Decl
Mae Hong Son MHS 115.5 V D U N19 19.2 E097 54.7 W001 2000
Mae Sot (Tak) MS 116.7 D U N16 42.1 E098 32.4 643
Mae Sot (Tak) MS 316.0 H W N16 42.1 E098 32.4 W001 643
Mae Sot (Tak) MST 116.7 V D U N16 41.9 E098 32.5 W001 646
Nakhon Phanom NKP 111.6 V D U W N17 23.3 E104 38.3 W001 579
Nakhon Phanom NP 383.0 H N17 23.5 E104 38.6 E000
Nakhon Ratchasima KR 399.0 H M N14 57.4 E102 18.9 W000 738
Nakhon Ratchasima NKR 110.2 V D U N14 56.8 E102 18.7 W000 738
Nakhon Si Thammarat NKS 117.4 V D U N08 32.5 E099 56.8 W000
Nan NAN 115.7 V D U N18 48.5 E100 47.0 W001 702
Nan NN 355.0 H B N18 48.4 E100 47.2 W000 659
Narathiwat BTN 115.2 T U N06 31.4 E101 44.7 W001 18
Narathiwat NT 383.0 H M W N06 31.3 E101 44.9 W001
Narathiwat NTW 116.3 V D U N06 31.6 E101 44.7 W000 200
Pattani PT 201.0 H W N06 47.3 E101 08.9 E000
Phetchabun PC 283.0 H W N16 39.6 E101 11.4 W000 449
Phetchabun PCB 115.4 V D U W N16 40.6 E101 11.8 W001 449
Phetchabun PH 283.0 H N16 39.7 E101 11.4 E000 10
Phitsanulok PL 263.0 H W N16 47.8 E100 16.5 W001 164
Phitsanulok PSL 114.1 V D U W N16 46.2 E100 17.5 W001 159
Phrae PAE 111.8 V D U W N18 08.0 E100 10.0 W000 535
Phrae PR 340.0 H B N18 07.8 E100 09.7 W000
Phuket PUT 116.9 V D U N08 06.9 E098 18.4 W001
Prachin Buri PB 201.0 H W N14 07.1 E101 22.3 W000
Prachuap Khiri Khan PCK 113.7 T H N11 47.2 E099 47.5 W000 33
Prachuap Khiri Khan PCK 320.0 H W N11 47.5 E099 48.0 W000 16
Ranong RAN 113.4 V D U N09 46.7 E098 35.0 W001 75
Ranong RN 375.0 H N09 47.0 E098 35.5 W001
Rayong RYN 112.5 V D U W N12 46.8 E101 40.7 E000 60
Roi Et RE 319.0 H N16 06.6 E103 46.7 E000
Roi Et ROT 111.2 V D U N16 07.0 E103 46.3 W001 453
THAILAND
Decl
SA Pran Nak (Lop Buri) SPN 117.3 V U W N14 56.9 E100 38.7 W000
Sakon Nakhon SKN 114.2 V D U N17 12.8 E104 08.2 W001 550
Sakon Nakhon SN 365.0 H M B N17 11.8 E104 06.9 W001 563
Samui SMU 117.6 V D H W N09 32.8 E100 03.7 W000 79
Samui (Surat Thani) SM 316.0 H M N09 33.2 E100 03.6 W000 48
Songkhla SK 410.0 H N07 11.3 E100 36.2 W001
Songkhla SKL 113.5 V D H W N07 11.3 E100 36.3 W001 12
Sukhothai THS 292.0 H N17 14.1 E099 49.3 W000
Surat Thani SRT 113.2 T U N09 07.9 E099 08.1 W000 19
Surat Thani STN 110.6 V D U N09 07.8 E099 08.1 W000 19
Suvarnabhumi (Bang- SVB 111.4 V D U N13 39.5 E100 43.9 W001 5
kok)
Tak TK 332.0 H L N16 54.0 E099 15.1 W001
Takhli TKL 114.8 T H N15 16.5 E100 17.9 W001 114
Takhli TL 350.0 H W N15 16.6 E100 17.9 W001 147
Trang TRN 116.6 V D U N07 30.5 E099 37.6 E000 50
Trat TRT 109.9 D T N12 16.6 E102 19.1 49
Trat TRT 384.0 H N12 16.5 E102 18.8 W001 79
U-Tapao BUT 110.8 V D U N12 40.0 E101 00.0 W001
U-Taphao UP 414.0 H N12 39.7 E100 59.7 W001
Ubon (Ubon Ratcha- UB 373.0 H B N15 14.4 E104 51.8 W000 405
thani)
Ubon (Ubon Ratcha- UBL 112.7 V D H W N15 14.7 E104 52.0 W000 406
thani)
Udon Thani UD 236.0 H B N17 23.3 E102 46.2 W001
Udon Thani UDN 114.3 V D U N17 23.1 E102 46.5 W001 579
Watthana Nakhon WN 270.0 H W N13 46.0 E102 19.1 W000
Bangkok (Don Mueang IBKD 109.7 LOC RWY 03L W001

Intl)
IDMG 110.3 LOC RWY 21L W001
IBKK 109.3 LOC RWY 21R W001
THAILAND
Decl
Bangkok (Suvarnabhumi ISWS 109.1 LOC RWY 01L W001
Intl)
ISES 110.1 LOC RWY 01R W001
ISEN 110.5 LOC RWY 19L W001
ISWN 109.5 LOC RWY 19R W001
Buri Ram IBRM 109.3 LOC RWY 04 W001
Chiang Mai (Chiang Mai ICMA 109.9 LOC RWY 36 W001
Intl)
Chiang Rai (Chiang Rai ICTR 109.5 LOC RWY 03 W001
Intl)
Chumphon ICPN 109.9 LOC RWY 24 W001
Krabi IKBI 110.1 LOC RWY 32 W000
Lampang ILPN 109.7 LOC RWY 36 W001
Nakhon Pathom (Kam- IKPS 109.9 LOC RWY 21 W001
phaeng Saen)
OM N14 10.2 E099 57.4
Nakhon Phanom INKP 109.7 LOC RWY 15 W001
Nakhon Ratchasima IKRT 109.9 LOC RWY 24 W001
(Khorat)
Nakhon Ratchasima INKR 109.7 LOC RWY 06 W000
Nakhon Sawan (Takhli) ITKL 108.7 LOC RWY 18 W001
Nakhon Si Thammarat INKS 109.7 LOC RWY 19 W001
Nan (Nan Nakhon) INAN 110.3 LOC RWY 02 W001
Narathiwat INTW 110.1 LOC RWY 02 W000
Phetchabun IPCB 109.1 LOC RWY 36 W001
Phitsanulok IPSL 110.1 LOC RWY 32 W001
Phuket (Phuket Intl) IPKT 109.9 LOC RWY 27 W001
Ranong IRAN 110.5 LOC RWY 02 W000
Rayong (U-Tapao IBUT 111.9 LOC RWY 18 W001
Rayong Pattaya Intl)
Roi Et IROT 109.5 LOC RWY 36 W001
Sakon Nakhon ISKN 110.3 LOC RWY 23 W001
THAILAND
Decl
Songkhla (Hat Yai Intl) IHTY 109.9 LOC RWY 26 W000
Sukhothai ISKT 109.5 LOC RWY 36 W001
Surat Thani ISTN 109.5 LOC RWY 22 W001
Trang ITRN 110.3 LOC RWY 08 W000
Ubon (Ubon Ratcha- IUBL 110.1 LOC RWY 23 W000
thani)
Udon Thani IUDN 110.1 LOC RWY 30 W001
VIETNAM
Decl
Anloc AC 320.0 H W N10 56.4 E107 11.3 E000 66
Buon Ma Thuot BMT 112.1 V D U W N12 40.0 E108 07.4 W001 1759
Buon Ma Thuot BU 386.0 H W N12 40.2 E108 02.5 W001
Buon Ma Thuot HT 370.0 H N12 40.1 E108 05.9 W001
Ca Mau QL 305.0 H N09 10.6 E105 10.6 W000 7
Cam Ranh CR 414.0 H N12 00.0 E109 13.0 W001 66
Cam Ranh CRA 116.5 V D U N11 59.7 E109 13.2 W001 25
Can Tho TRN 113.2 V D H N10 05.0 E105 42.3 W000 23
Cantho M 408.0 H N10 05.6 E105 43.7 E000
Cantho MT 244.0 H N10 07.2 E105 46.4 E000 10
Cantho PL 244.0 H N10 02.8 E105 38.8 E000 10
Cat Bi CBI 117.4 V D U W N20 48.9 E106 43.5 W002 13
Chu Lai CLA 115.2 V D H N15 25.2 E108 41.5 W001 26
Chu Lai CQ 300.0 H W N15 24.7 E108 42.3 W001 59
Con Son CN 375.0 H M W N08 44.0 E106 37.6 W000 39
Con Son CSN 115.6 V D U N08 43.8 E106 38.1 W000 20
Conson CS 333.0 H W N08 44.0 E106 37.6 E000
Da Nang DAN 114.4 V D U N16 03.2 E108 11.9 W001
Da Nang DJ 212.0 H W N15 58.7 E108 12.4 W001 197
Dalat DL 330.0 H M N11 44.9 E108 15.9 W000 3048
Dalat HYD 312.0 H L N11 45.1 E108 20.2 W000 3048
Dienbien DB 380.0 H H N21 23.9 E103 00.4 W001 98
Dienbien DIB 113.6 V D U N21 23.8 E103 00.3 W001
Dong Hoi DOH 116.2 V D H N17 31.0 E106 35.6 W001 62
Gialam (Hanoi) AM 294.0 H N20 59.3 E105 51.7 W002
Lien Khuong LKH 112.3 V D H N11 45.2 E108 21.3 W000 3048
Mocchau MC 514.0 H W N20 49.7 E104 42.0 W002 66
Nam Dinh HL 304.0 H N20 23.3 E106 07.3 W001
Nam Ha (Hanoi) NAH 115.5 V D U N20 23.2 E106 07.1 W001 350
Nasan BQ 349.0 H W N21 12.9 E104 02.3 W001 98
Noi Bai (Hanoi) KW 320.0 H M W N21 14.3 E105 44.7 W002 98
VIETNAM
Decl
Noi Bai (Hanoi) NOB 116.1 V D U N21 12.8 E105 50.1 W002 71
PLEIKU PLK 113.4 V D H N14 00.4 E108 01.5 W000
Phanthiet PTH 114.1 V D U N10 55.7 E108 04.3 E000 200
Phu Bai (HUE) HUE 115.8 V D U N16 24.1 E107 42.1 W001 62
Phu Bai (HUE) P 348.0 H W N16 23.9 E107 43.5 W001 48
Phu Bai (HUE) PB 440.0 H W N16 23.8 E107 46.3 W001 66
Phu Cat C 388.0 H N13 56.1 E109 03.3 W001 59
Phu Cat PC 250.0 H N13 52.1 E109 06.1 W001 59
Phu Cat PCA 116.3 V D U N13 57.4 E109 02.6 W001
Phu Quoc PQU 113.0 V D H N10 09.9 E104 02.3 W000 23
Phuquoc PQ 278.0 H W N10 13.4 E103 57.7 E000
Pleiku PK 282.0 H W N14 00.4 E108 00.5 W000 59
Rach Gia RG 335.0 H N09 57.6 E105 08.0 W000 46
Rachgia RGI 115.1 V D U N09 57.8 E105 09.1 W000
THO XUAN CB 252.0 H M N19 51.9 E105 31.1 W001
Tan Son Nhat TSH 116.8 V D U N10 49.1 E106 39.0 W001
Tansonnhat (Hochiminh) GN 343.0 H W N10 49.6 E106 40.7 W001 64
Tansonnhat (Hochiminh) SG 326.0 H L W N10 51.3 E106 45.1 W001 132
Tansonnhat (Hochiminh) TD 358.0 H N10 51.5 E106 45.1 W001 132
Tho Xuan C 410.0 H L N19 53.3 E105 29.3 W001 46
Tho Xuan (Thanh Hoa) THX 114.8 V D H N19 53.1 E105 29.6 W001 59
Tuy Hoa (Phu Yen) TUH 117.0 V D H N13 01.6 E109 19.3 W001 28
Tuyhoa TH 200.0 H N13 02.9 E109 19.8 W001 49
Vandon VDO 115.4 V D H N21 04.4 E107 23.4 W002 7
Vinh X 448.0 H W N18 45.4 E105 40.3 W001
Vinh XW 218.0 H W N18 47.4 E105 40.0 W001 98
Vinh (Nghe An) VIN 113.1 V D U N18 44.0 E105 40.1 W001 20
Vinhphuc (Hanoi) VPH 113.9 V D H N21 16.6 E105 36.1 W002 48
Vung Tau VTV 114.7 V D U N10 22.4 E107 05.7 W001 13
Vungtau VT 291.0 H W N10 20.6 E107 06.0 E000
Vungtau XVL 235.0 H W N10 22.0 E107 05.0 W000
VIETNAM
Decl
Binh Dinh (Phu Cat) IPC 110.1 LOC RWY 33 W001

Buon Ma Thuot IBM 109.7 LOC RWY 09 W001
Can Tho (Can Tho Intl) ICT 109.3 LOC RWY 06 W000
Da Nang (Da Nang Intl) DAD 110.5 LOC RWY 35L W001
IDR 111.5 LOC RWY 35R W001
Gia Lai (Pleiku) IPK 109.1 LOC RWY 27 W001
HUE (Phu Bai Intl) PBA 109.5 LOC RWY 27 W001
Hai Phong (Cat Bi Intl) ICB 110.1 LOC RWY 07 W002
Hanoi (Noi Bai Intl) NB 110.5 LOC RWY 11L W002
OM N21 14.3 E105 44.7
NBA 108.3 LOC RWY 11R W002
INB 111.9 LOC RWY 29L W002
INA 109.3 LOC RWY 29R W002
Ho Chi Minh (Tan Son ITS 111.7 LOC RWY 07R W001
Nhat Intl)
SGN 108.3 LOC RWY 25L W001
HCM 110.5 LOC RWY 25R W001
Khanh Hoa (Cam Ranh ICR 110.7 LOC RWY 02L W001
Intl)
ICX 111.9 LOC RWY 02R W001
ICA 110.3 LOC RWY 20L W001
Kien Giang (Phu Quoc IPQ 108.1 LOC RWY 10 W000
Intl)
IPH 108.7 LOC RWY 28 W000
Lam Dong (Lien Khuong) ILK 110.9 LOC RWY 09 W000
Nghe An (Vinh) IVH 108.3 LOC RWY 17 W001
Phu Yen (Tuy Hoa) ITH 111.1 LOC RWY 21 W001
Quang Binh (Dong Hoi) IDH 110.3 LOC RWY 29 W001
Quang Nam (Chu Lai) ICL 108.5 LOC RWY 32 W001
Quang Ninh (Van Don IVD 109.9 LOC RWY 03 W002
Intl)
VIETNAM
Decl
Thanh Hoa (Tho Xuan) ITX 111.3 LOC RWY 31 W001
NAVIGATION AIDS LISTED BY IDENTIFIER - FAR EAST
A AWE Asahikawa, Japan

ABD Malang, Indonesia AY Kangshan, Taiwan
AC Anloc, Vietnam
B
AD Rengat, Indonesia
BA Bagabang, Philippines
AG Sembawang (Singapore), Singapore
BA Blora (Semarang), Indonesia
AHT Ashiya, Japan
BAC Banda Aceh, Indonesia
AJA Mount Macajna (Guam), Guam
BCD Bacolod, Philippines
AJD Awaji, Japan
BDM Banjarmasin, Indonesia
AK Akeno, Japan
BE Brunei Intl (Bandar Seri Begawan), Bru-
AKE Amakusa, Japan nei
AKI Anduki, Brunei BET Betong (Yala), Thailand
AKT Akeno, Japan BG Baguio, Philippines
AL Halim Perdanakusuma (Jakarta), Indo- BGN Bagan, Myanmar
nesia
BGO Bago, Myanmar
ALT Amami, Japan
BHL Panglao, Philippines
AM Gialam (Hanoi), Vietnam
BI Brunei Intl (Bandar Seri Begawan), Bru-
AME Kasari (Amami), Japan nei
AMN Ambon, Indonesia BIK Biak, Indonesia
AN Ann, Myanmar BJW Soa, Indonesia
ANY Semarang, Indonesia BK Sanggu (Buntok), Indonesia
AP Anbu, Taiwan BKK Bangkok, Thailand
AP Attopeu, Laos BKL Bengkulu, Indonesia
AP Kluang, Malaysia BLI Bali (Den Pasar), Indonesia
APU Anbu (Taipei), Taiwan BM Banmaw, Myanmar
ARP Selayar, Indonesia BM Batam, Indonesia
AS Anisakan, Myanmar BM Irarutu, Indonesia
AS Atang Sendjaja (Bogor), Indonesia BM Magong, Taiwan
AS Emalamo (Sanana), Indonesia BMT Buon Ma Thuot, Vietnam
AT Alor Star, Malaysia BN Butuan, Philippines
ATP Attapeu, Laos BND Bandung, Indonesia
AV Allah Valley (Surallah), Philippines BPN Balikpapan, Indonesia
BQ Nasan, Vietnam CHO Cheongju, Korea

BR Betoambari (Bau Bau), Indonesia CI Chichijima, Japan
BR Brunei, Brunei CIA Clark, Philippines
BR Burirum, Thailand CJU Jeju, Korea
BRM Buri Ram, Thailand CKG Cengkareng (Jakarta), Indonesia
BRU Brunei, Brunei CLA Chu Lai, Vietnam
BRZ Tanjung Redeb, Indonesia CLP Cilacap, Indonesia
BS Basco, Philippines CMA Chiang Mai, Thailand
BS Kinmen, Taiwan CMP Chum Phae, Thailand
BSN Kinmen, Taiwan CN Con Son, Vietnam
BTM Batam, Indonesia COT Cotabato, Philippines
BTN Narathiwat, Thailand CP Chumphon, Thailand
BTO Budiarto (Tangerang), Indonesia CPN Chumphon, Thailand
BU Bintulu, Malaysia CQ Chu Lai, Vietnam
BU Buon Ma Thuot, Vietnam CR Cam Ranh, Vietnam
BUT U-Tapao, Thailand CRA Cam Ranh, Vietnam
CS Conson, Vietnam
C
CSN Con Son, Vietnam
C Phu Cat, Vietnam
CT Caticlan, Philippines
C Tho Xuan, Vietnam
CT Chiang Rai, Thailand
CAB Cabanatuan, Philippines
CTR Chiang Rai, Thailand
CAT Caticlan, Philippines
CUN Yecheon, Korea
CB Pondok Cabe (South Tangerang), Indo-
CUY Cauayan, Philippines
nesia
CVT Choshi, Japan
CB THO XUAN, Vietnam
CBI Cat Bi, Vietnam D
CCK Cingcyuangang, Taiwan D Da Nang Intl (Da Nang), Vietnam
CE Caledonian (Kuala Lumpur), Malaysia DAD Da Nang Intl (Da Nang), Vietnam
CH Cheung Chau, Hong Kong, PRC DAN Da Nang, Vietnam
CHE Chitose, Japan DAO Davao, Philippines
CHJ Cheongju, Korea DB Dienbien, Vietnam
CHM Chiang Mai, Thailand
DC Pingtung, Taiwan GSA Tambler, Philippines

DES Serdang, Indonesia GTC Niigata, Japan
DF Kasiguncu (Poso), Indonesia GTL Gorontalo, Indonesia
DGC Fukuoka, Japan
H
DGT Dumaguete, Philippines
HA Namlea, Indonesia
DI Dipolog, Philippines
HCE Hachijo Jima, Japan
DIB Dienbien, Vietnam
HCM Tan Son Nhat Intl (Ho Chi Minh), Viet-
nam
DJ Da Nang, Vietnam
HCN Hengchun, Taiwan
HGE Hongo (Hiroshima), Japan
DL Dalat, Vietnam
HGS Wonju, Korea
DM Pinang Kampai (Dumai), Indonesia
HGU Hlegu, Myanmar
DOC Dongchon, Korea
HHN Hua Hin, Thailand
DOH Dong Hoi, Vietnam
HHO Heho, Myanmar
DSK Dara Sakor, Cambodia
HKC Kagoshima, Japan
DWI Dawei, Myanmar
HL Hommalinn, Myanmar
F HL Houlong, Taiwan
HL Nam Dinh, Vietnam
FK Palangkaraya, Indonesia
HLG Houlong, Taiwan
FKE Fukushima, Japan
HLM Halim Perdanakusuma (Jakarta), Indo-
FMT Hofu, Japan
nesia
FUE Fukue, Japan
HLN Hualien, Taiwan
G HLW Atambua, Indonesia
GBD Goboh, Japan HME Haneda (Tokyo), Japan
GFT Gifu, Japan HN Hua Hin, Thailand
GI Ludao (Taitung), Taiwan HN Noto Hadinegoro (Jember), Indonesia
GID Ludao, Taiwan HPE Hanamaki, Japan
GN Tansonnhat (Hochiminh), Vietnam HSU Hsinchu, Taiwan
GOT Daigo, Japan HT Buon Ma Thuot, Vietnam
GRO Rota, N Mariana Is HTY Hat Yai, Thailand
GSA Kotabaru, Indonesia HUC Hyakuri, Japan

HUE Phu Bai (HUE), Vietnam ICGL Soekarno-Hatta Intl (Jakarta), Indone-
HVT Hachinohe, Japan sia
HW Hualien, Taiwan ICH Changi (Singapore), Singapore
HWE Hakodate, Japan ICH New Chitose (Sapporo), Japan
HYD Dalat, Vietnam ICHE Jeju Intl (Jeju), Korea
HYD Yokosuka, Japan ICHG Cheongju Intl (Cheongju), Korea

ICHI Chiayi, Taiwan
I ICHJ Cheongju Intl (Cheongju), Korea
IAD Tokyo (Haneda) Intl (Tokyo), Japan ICHL Soekarno-Hatta Intl (Jakarta), Indone-
IAM Amami, Japan sia
IAS Sultan Abdul Halim (Alor Setar), Malay- ICHR Soekarno-Hatta Intl (Jakarta), Indone-
sia sia
IAW Asahikawa, Japan ICJN Taiwan Taoyuan Intl (Taipei), Taiwan
IAWD Guam Intl (Agana), Guam ICJU Jeju Intl (Jeju), Korea
IBCD Bacolod Principal (Silay), Philippines ICK Diosdado Macapagal Intl (Pampanga),
Philippines
IBGS Beigan (Matsu), Taiwan
ICKM Kinmen, Taiwan
IBIK Frans Kaisiepo (Biak), Indonesia
ICKS Taiwan Taoyuan Intl (Taipei), Taiwan
IBKD Don Mueang Intl (Bangkok), Thailand
ICL Chu Lai, Vietnam
IBKK Don Mueang Intl (Bangkok), Thailand
ICM New Chitose (Sapporo), Japan
ICMA Chiang Mai Intl (Chiang Mai), Thailand
ICN New Chitose (Sapporo), Japan
IBPN Sultan Aji Muhammad Sulaiman S (Ba-
likpapan), Indonesia ICPN Chumphon, Thailand
IBRM Buri Ram, Thailand ICR Cam Ranh Intl (Cam Ranh), Vietnam
IBRZ Kalimarau (Tanjung Redeb), Indonesia ICS New Chitose (Sapparo), Japan
IBTM Hang Nadim (Batam), Indonesia ICSY Kinmen, Taiwan
IBUT U-Tapao Rayong Pattaya Intl (Rayong), ICT Can Tho Intl (Can Tho), Vietnam
Thailand ICTR Chiang Rai Intl (Chiang Rai), Thailand
ICA Cam Ranh Intl (Cam Ranh), Vietnam ICW Changi (Singapore), Singapore
ICA Diosdado Macapagal Intl (Pampanga), ICX Cam Ranh Intl (Cam Ranh), Vietnam
Philippines
IDAG Daegu Intl (Daegu), Korea
ICB Cat Bi Intl (Hai Phong), Vietnam
ICCK Cingcyuangang (Taichung), Taiwan
IDES Kualanamu Intl (Medan), Indonesia IHSU Hsinchu Aero (Hsinchu), Taiwan
IDH Dong Hoi (Quang Binh), Vietnam IHTY Hat Yai Intl (Songkhla), Thailand
IDMG Don Mueang Intl (Bangkok), Thailand IHUA Hualien, Taiwan
IDPS I Gusti Ngurah Rai Intl (Bali), Indonesia IHY Hyakuri, Japan
IDR Da Nang Intl (Da Nang), Vietnam IIG New Ishigaki (Ishigaki), Japan
IEL Kuala Lumpur Intl - Sepang (Kuala IIJO Iwakuni MCAS (Iwakuni), Japan
Lumpur), Malaysia IIO Iloilo, Philippines
IER Kuala Lumpur Intl - Sepang (Kuala
Lumpur), Malaysia
IJDG Jeongseok (Jeju), Korea
IFE Fukue, Japan
IFF Fukuoka, Japan
IJOG Adisutjipto (Yogyakarta), Indonesia
IFK Fukushima, Japan
IJPA Sentani (Jayapura), Indonesia
IFL Hong Kong Intl (Hong Kong), Hong
Kong, PRC IJT Iwoto, Japan
IFNN Fongnian (Taitung), Taiwan IKAS Kaohsiung Intl (Kaohsiung), Taiwan
IFO Fukuoka, Japan IKB Sultan Ismail Petra (Kota Bharu), Ma-
laysia
IFU Fukue, Japan
IGE Ishigakijima, Japan
IKC Nagoya, Japan
IGSA Tambler Principal (General Santos
City), Philippines IKDI Halu Oleo (Kendari), Indonesia
IGTO Djalaluddin (Gorontalo), Indonesia IKE Iki (Ikishima), Japan
IGUM Guam Intl (Agana), Guam IKE Kerteh, Malaysia
IHA Tokyo (Haneda) Intl (Tokyo), Japan IKF Narita Intl (Tokyo), Japan
IHAL Halim Perdanakusuma (Jakarta), Indo- IKG Kagoshima, Japan
nesia IKG Kuching Intl (Kuching), Malaysia
IHC Hachijojima, Japan IKHE Gimhae Intl (Busan), Korea
IHE Hachinohe, Japan IKHG Kaohsiung Intl (Kaohsiung), Taiwan
IHG Hiroshima, Japan IKKD Kota Kinabalu, Malaysia
IHL Hakodate, Japan IKKM Malacca, Malaysia
IHLN Hualien, Taiwan IKLP Yogyakarta Intl (Kulon Progo), Indone-
IHM Memanbetsu, Japan sia
IHP Hanamaki, Japan IKM Komatsu, Japan
IKMA Gimhae Intl (Busan), Korea
IKMO Gimpo Intl (Seoul), Korea IMCT Mactan-Cebu Intl (Lapu-Lapu), Philip-
IKN Sultan Ahmad Shah (Kuantan), Malay- pines
sia IMDG Gwangju, Korea
IKOS Sihanouk Intl (Sihanouk), Cambodia IMDH Gwangju, Korea
IKPG El Tari (Kupang), Indonesia IME Iwami, Japan
IKPO Pohang Gyeongju (Pohang), Korea IMIA Mandalay Intl (Mandalay), Myanmar
IKPS Kamphaeng Saen (Nakhon Pathom), IMKB Minangkabau Intl (Padang Pariaman),
Thailand Indonesia
IKQ Kitakyushu, Japan IMKG Penghu (Magong), Taiwan
IKR Kochi, Japan IML Ninoy Aquino Intl (Manila), Philippines
IKRT Khorat (Nakhon Ratchasima), Thailand IMNO Sam Ratulangi (Manado), Indonesia
IKS Kushiro, Japan IMR Aomori, Japan
IKT Takamatsu, Japan IMR Miri, Malaysia
IKTA Sultan Mahmud (Kuala Terengganu), IMT Mactan-Cebu Intl (Lapu-Lapu), Philip-
Malaysia pines
IKTJ Kertajati Intl (Majalengka), Indonesia IMU Indramayu, Indonesia
IKU Kumamoto, Japan IMUN Muan Intl (Muan), Korea
IKUI Chiayi, Taiwan IMV Monbetsu, Japan
ILB Labuan, Malaysia IMY Miyako (Miyakojima), Japan
ILGD Laguindingan (Cagayan de Oro), Phil- IMZ Miyazaki, Japan
ippines IMZG Penghu (Magong), Taiwan
ILK Langkawi Intl (Langkawi), Malaysia INA Noi Bai Intl (Hanoi), Vietnam
ILK Lien Khuong, Vietnam INAN Nan Nakhon (Nan), Thailand
ILMB Zainuddin Abdul Madjid Intl (Praya), In- INB Noi Bai Intl (Hanoi), Vietnam
donesia
ILPB Luang Phabang Intl (Luang Phabang),
Laos INKP Nakhon Phanom, Thailand
ILPN Lampang, Thailand INKR Nakhon Ratchasima, Thailand
ILU Bintulu, Malaysia INKS Nakhon Si Thammarat, Thailand
IMA Ninoy Aquino Intl (Manila), Philippines INKS Nangan (Matsu), Taiwan
IMAK Sultan Hasanuddin (Makassar), Indo- INPT Naypyitaw Intl (Naypyitaw), Myanmar
nesia INS Nakashibetsu, Japan
IMAN Muan Intl (Muan), Korea INT Noto, Japan
INTW Narathiwat, Thailand IPTK A-511 (Desiderio AAF) (Camp Hum-

IOA Oki, Japan phreys), Korea
IOB Obihiro, Japan IRAN Ranong, Thailand
IOC Tokyo (Haneda) Intl (Tokyo), Japan IREP Siem Reap Intl (Siem Reap), Cambodia
IOD Odate-Noshiro (Odate-Noshiro, Japan), IROT Roi Et, Thailand

Japan IRS Rishiri, Japan
IOFR Gimpo Intl (Seoul), Korea ISAM Sacheon, Korea
IOO Iloilo, Philippines ISB Shimojishima, Japan
IOS Oshima, Japan ISB Sultan Abdul Aziz Shah (Kuala Lum-
IOY Okayama, Japan pur), Malaysia
IPC Phu Cat, Vietnam ISD Sendai, Japan
IPCB Phetchabun, Thailand ISE Ishida, Japan
IPG Penang Intl (Penang), Malaysia ISEL Gimpo Intl (Seoul), Korea
IPH Phu Quoc Intl (Phu Quoc), Vietnam ISEN Suvarnabhumi Intl (Bangkok), Thailand
ISES Suvarnabhumi Intl (Bangkok), Thailand
IPIT Pingtung South (Pingtung), Taiwan
ISG Saga (Saga, Japan), Japan
IPK Pleiku, Vietnam
ISHA Sacheon, Korea
IPKS Pakse Intl (Pakse), Laos
ISK Osaka Intl (Osaka), Japan
IPKT Phuket Intl (Phuket), Thailand
IPKU Sultan Syarif Kasim II (Pekanbaru), In-
donesia ISKN Sandakan, Malaysia
IPLB Sultan Mahmud Badaruddin II (Palem- ISKP Gimpo Intl (Seoul), Korea
bang), Indonesia ISKT Sukhothai, Thailand
IPLM Sultan Mahmud Badaruddin II (Palem- ISLB Raja Sisingamangaraja XII (Siborong-
bang), Indonesia borong), Indonesia
IPLR Tjilik Riwut (Palangkaraya), Indonesia ISN Shonai, Japan
IPN Paya Lebar, Singapore ISOL Seoul / Domestic (Seoul), Korea
IPO Sultan Azlan Shah (Ipoh), Malaysia ISR Hong Kong Intl (Hong Kong), Hong
IPQ Phu Quoc Intl (Phu Quoc), Vietnam Kong, PRC
IPR Puerto Princesa Intl (Puerto Princesa), ISTN Surat Thani, Thailand
Philippines ISU Sibu, Malaysia
IPS Paya Lebar, Singapore ISUL Seoul / Domestic (Seoul), Korea
IPSL Phitsanulok, Thailand ISWN Suvarnabhumi Intl (Bangkok), Thailand
ISWS Suvarnabhumi Intl (Bangkok), Thailand ITX Tho Xuan, Vietnam

ISZ Shizuoka, Japan ITYA Taiwan Taoyuan Intl (Taipei), Taiwan
ITA Tokyo (Haneda) Intl (Tokyo), Japan IUB Yamaguchi-Ube (Ube), Japan
ITAG Daegu Intl (Daegu), Korea IUBL Ubon Ratchathani, Thailand
ITB Memanbetsu, Japan IUDN Udon Thani, Thailand
ITC Tokyo (Haneda) Intl (Tokyo), Japan IUJN Uljin, Korea
ITCG Cingcyuangang (Taichung), Taiwan IUJP Sultan Hasanuddin (Makassar), Indo-
nesia
ITDO Sam Ratulangi (Manado), Indonesia
IUJS Uljin, Korea
ITE Itami, Japan
IULS Ulsan (ULSAN), Korea
ITF Oita, Japan
IUPG Sultan Hasanuddin (Makassar), Indo-
ITGL Daegu Intl (Daegu), Korea
nesia
ITH Tajima, Japan
IUW Akita, Japan
ITH Tuy Hoa (Phu Yen), Vietnam
IVC Tsushima, Japan
ITIA Taiwan Taoyuan Intl (Taipei), Taiwan
IVD Van Don Intl (Van Don), Vietnam
ITJ Narita Intl (Tokyo), Japan
IVH Vinh (Nghe An), Vietnam
ITKL Takhli, Thailand
IVTN Wattay Intl (Vientiane), Laos
ITLU Songshan (Taipei), Taiwan
IWA Iwami, Japan
ITM Narita Intl (Tokyo), Japan
IWK Kuala Lumpur Intl - Sepang (Kuala
ITN Tanegashima, Japan Lumpur), Malaysia
ITNA Tainan, Taiwan IWK Wakkanai, Japan
ITNN Tainan, Taiwan IWL Kuala Lumpur Intl - Sepang (Kuala
ITO Toyama, Japan Lumpur), Malaysia
ITPN H.AS. Hanandjoeddin (Tanjung Pan- IWM Kuala Lumpur Intl - Sepang (Kuala
dan), Indonesia Lumpur), Malaysia
ITR Tottori, Japan IWNJ Wonju, Korea
ITRK Juwata (Tarakan), Indonesia IWO Wonju, Korea
N
ITRN Trang, Thailand
IWR Kuala Lumpur Intl - Sepang (Kuala
ITS Tan Son Nhat Intl (Ho Chi Minh), Viet- Lumpur), Malaysia
nam
IWT Kuga, Japan
ITS Tokushima, Japan
IXE Iwaki, Japan
ITSG Songshan (Taipei), Taiwan
IXZ Izumo, Japan
IYAN Yangyang Intl (Yangyang), Korea KAO Kuabang, Indonesia

IYCH Yecheon Aero (Yecheon), Korea KB Kota Bharu, Malaysia
IYGN Yangon Intl (Yangon), Myanmar KB Krabi, Thailand
IYN Yonaguni (Yonaguni I), Japan KB Kuala Pembuang (Seruyan), Indonesia
IYQ Narita Intl (Tokyo), Japan KBI Krabi, Thailand
IYS Shonai, Japan KCC Nagoya, Japan
IYSU Yeosu, Korea KDI Kendari, Indonesia
IYT Yamagata, Japan KEC Kushimoto, Japan
IYV Miho (Yonago), Japan KG Kengtung, Myanmar
KGE Kajiki (Kagoshima), Japan
J
KHE Kimhae (Busan), Korea
JA Kanoya, Japan
KI Kanti, Myanmar
JAT Kanoya, Japan
KIN Chin Men, Taiwan
JB Fongnian (Taitung), Taiwan
KIP Gimpo (Seoul), Korea
JBT Fongnian (Taitung), Taiwan
KJT Komatsushima, Japan
JC Hachinohe, Japan
KKN Khon Kaen, Thailand
JD Nikko (Utsunomiya), Japan
KL Kalay, Myanmar
JDG Jedong (Jeju), Korea
KL Kalibo, Philippines
JDT Utsunomiya, Japan
KLO Kalibo, Philippines
JET Miho (Yonago), Japan
KM Kalimarau (Tanjung Radeb), Indonesia
KMC Komatsu, Japan
KMH Gimhae, Korea
JOM Jomalig, Philippines
KN Khon Kaen, Thailand
KOS Sihanouk, Cambodia
JR Johor Bahru, Malaysia
KP Kyaukpyu, Myanmar
JWN Choongwon, Korea
KPG Kupang, Indonesia
K KPO Pohang, Korea
K Noi Bai Intl (Hanoi), Vietnam KPS Kamphaeng Saen (Nakhon Pathom),
Thailand
KAD Kadena (Okinawa), Japan
KR Nakhon Ratchasima, Thailand
KAE Gangwon, Korea
KRE Kochi, Japan
KAN Kangnung, Korea
KRT Khorat (Nakhon Ratchasima), Thailand LKC Lung Kwu Chau, Hong Kong, PRC
KSE Kushiro, Japan LKH Lien Khuong, Vietnam
KSM Seoul, Korea LMB Praya, Indonesia
KT Hengchun, Taiwan LNT Luangnamtha, Laos
KT Kawthoung, Myanmar LOB LOB (Bangkok), Thailand
KTE Kagawa (Takamatsu), Japan LOY Loei, Thailand
KTG Hengchun, Taiwan LP Lampang, Thailand
KTG Kengtung, Myanmar LP Legazpi, Philippines
KTG Ketapang, Indonesia LPB Luang Phabang, Laos
KTJ Majalengka, Indonesia LPN Lampang, Thailand
KU Chiayi, Taiwan LS Lhok Sukon, Indonesia
KUE Kumamoto, Japan LSO Lashio, Myanmar
KUZ Kunsan, Korea LU Keelung, Taiwan
KW Hengchun, Taiwan LW Lawang, Indonesia
KW Noi Bai (Hanoi), Vietnam LY Lanyu, Taiwan
KWA Gwangju, Korea LY Loei, Thailand
KWJ Gwangju, Korea LYU Lanyu, Taiwan
KXC Kumejima, Japan
M
L M Cantho, Vietnam
LA Oesman Sadik (Labuha), Indonesia MA Andi Jemma (Masamba), Indonesia
LAB Labuan, Malaysia MAK Makassar, Indonesia
LAO Laoag, Philippines MBE Matsumoto, Japan
LB Lop Buri, Thailand MBT Masbate, Philippines
LBJ Labuan Bajo, Indonesia MC Mocchau, Vietnam
LC Kangnung, Korea MCN Macao Intl (Macao), Macao, PRC
LG Bua (Luwu), Indonesia MCS Macao Intl (Macao), Macao, PRC
LGD Laguindingan, Philippines MCT Mactan (Lapu-Lapu), Philippines
LHD Lahad Datu, Malaysia MCU Macao, Macao, PRC
LHT Hamamatsu, Japan MD Manado, Indonesia
LK Loikaw, Myanmar MD Mondulkiri, Cambodia
MDE Minamidaito, Japan MME Momiji, Japan

MDN Medan, Indonesia MN Manaung, Myanmar
MDS Mingaladon (Yangon), Myanmar MN Sugimanuru (Muna), Indonesia
MDY Mandalay, Myanmar MNO Manado, Indonesia
ME Myeik, Myanmar MO Momeik, Myanmar
MFNN MFNN (Taitung), Taiwan MOE Oyama, Japan
MG Melonguane (Sangihe Talaud), Indo- MOF Maumere, Indonesia
nesia
MQE Miyako, Japan
MH Mae Hong Son, Thailand
MR Kueijen, Taiwan
MHS Mae Hong Son, Thailand
MRE Aomori, Japan
MIA Mandalay, Myanmar
MS Mae Sot (Tak), Thailand
MIA Manila, Philippines
MS Mong-Hsat, Myanmar
MIL Sorong, Indonesia
MST Mae Sot (Tak), Thailand
MIS Misawa, Japan
MT Cantho, Vietnam
MIT Mishima, Japan
MT Matsu, Taiwan
MJC Miyakojima, Japan
MTS Matsu, Taiwan
MK Matak (Anambas Is), Indonesia
MU Tampa Padang, Indonesia
MK Myitkyina, Myanmar
MUN Muan, Korea
MKA Myitkyina/Nampong, Myanmar MVE Monbetsu, Japan
MKB Minangkabau (Padang Pariaman), In- MW Magway, Myanmar
donesia
MWB Manado, Indonesia
MKE Merauke, Indonesia
MXT Matsushima, Japan
MKE Mukawa (Sapporo), Japan
MY Monywar, Myanmar
MKG Magong (Penghu I.), Taiwan
MZE Miyazaki, Japan
MKN Myitkyina, Myanmar
MKS Makassar, Indonesia N
MKT Meiktila, Myanmar NAH Nam Ha (Hanoi), Vietnam
MKW Manokwari, Indonesia NAN Nan, Thailand
ML Malang, Indonesia NB Noi Bai Intl (Hanoi), Vietnam
ML Minami Torishima, Japan NBA Noi Bai Intl (Hanoi), Vietnam
MLT Minami Torishima, Japan NBR Nabire, Indonesia
MM Mawlamyine, Myanmar
NE Singkep, Indonesia NTW Narathiwat, Thailand

NFO Futenma (Okinawa I.), Japan NW Nusawiru (Pangandaran), Indonesia
NGA Naga (Pili), Philippines
O
NH Melawi, Indonesia
OB Jakarta, Indonesia
NHC Naha, Japan
OBE Obihiro, Japan
NHT Nyutabaru, Japan
OC Semarang, Indonesia
NJA Atsugi, Japan
OCT Ozuki (Shimonoseki), Japan
NJT Niijima, Japan
ODE Odate, Japan
NK Nangan (Matsu), Taiwan
OEC Oecussi, Timor-Leste
NKE Nanki, Japan
OF Yogyakarta, Indonesia
NKN Nangan (Matsu), Taiwan
OH Tokachi, Japan
NKP Nakhon Phanom, Thailand
OIE Oki, Japan
NKR Nakhon Ratchasima, Thailand
OJT Onjuku, Japan
NKS Nakhon Si Thammarat, Thailand
OKT Okayama, Japan
NMA Bima, Indonesia
OLE Nagasaki, Japan
NN Nan, Thailand
OMT Ominato, Japan
NN Sigang (Tainan), Taiwan
ON Polonia, Indonesia
NNK Nunukan, Indonesia
ONC Erabu (Okierabu I), Japan
NOB Noi Bai (Hanoi), Vietnam
OQ Padang, Indonesia
NP Nakhon Phanom, Thailand
ORE Okushiri, Japan
NPH NAVY (Pohang), Korea
OSE Mihara (Oshima), Japan
NPT Naypyitaw Intl, Myanmar
OU Banjarmasin, Indonesia
NRE Narita (Tokyo), Japan
OUD Oudomsay, Laos
NS Namsang, Myanmar
OX Iwoto, Japan
NSE Nakashibetsu, Japan
OX Pitu (Morotai), Indonesia
NT Narathiwat, Thailand
OY Bandung, Indonesia
NT Naypyitaw Intl, Myanmar
OYE Kibi, Japan
NTA Ranai (Natuna), Indonesia
OZ Kalijati, Indonesia
NTE Noto, Japan
OZ Ozamis, Philippines
NTH Luangnamtha, Laos
P PLA Paya Lebar (Singapore), Singapore

P Phu Bai (HUE), Vietnam PLB Palembang, Indonesia
PA Hpa-An, Myanmar PLK PLEIKU, Vietnam
PAE Phrae, Thailand PM Pagar Alam, Indonesia
PAK Pakse, Laos PMA Pattimura, Indonesia
PAL Palu, Indonesia PN Manado, Indonesia
PB Pangsuma (Putussibau), Indonesia PN Iskandar (Pangkalan Bun), Indonesia
PB Phu Bai (HUE), Vietnam PNH Phnom Penh, Cambodia
PB Prachin Buri, Thailand PNK Pontianak, Indonesia
PBA Phu Bai Intl (HUE), Vietnam PNP Phnom Penh Intl (Phnom Penh), Cam-
bodia
PC Phetchabun, Thailand
PQ Phuquoc, Vietnam
PC Phu Cat, Vietnam
PQD Tateyama, Japan
PQU Phu Quoc, Vietnam
PCA Phu Cat, Vietnam
PR Phrae, Thailand
PCB Phetchabun, Thailand
PR Puerto Princesa, Philippines
PCK Prachuap Khiri Khan, Thailand
PRD Laoag, Philippines
PDG Padang, Indonesia
PSJ Kasiguncu (Poso), Indonesia
PG Cirebon, Indonesia
PSL Phitsanulok, Thailand
PH Phetchabun, Thailand
PSN Busan, Korea
PI Semarang, Indonesia
PIN Pamalican (Quinaluban I.), Philippines
PT Pattani, Thailand
PIT Pingtung, Taiwan
PT Putao, Myanmar
PK MATSU, Taiwan
PTH Phanthiet, Vietnam
PK Pleiku, Vietnam
PTK Pyongtaek, Korea
PKN Beigan (Matsu), Taiwan
PTN Pathein, Myanmar
PKN Pangkalan Bun, Indonesia
PKP Pangkal Pinang, Indonesia
PUT Phuket, Thailand
PKU Pekanbaru, Indonesia
PKY Palangkaraya, Indonesia
PL Cantho, Vietnam
PL Phitsanulok, Thailand
Q SCH Sokcho, Korea

QL Ca Mau, Vietnam SCN Sacheon, Korea
QQ Padang, Indonesia SDE Sendai, Japan
SEL Anyang, Korea
R
SG Tebelian (Sintang), Indonesia
RA Lungtang, Taiwan
SG Songshan (Taipei), Taiwan
RAN Ranong, Thailand
SG Tansonnhat (Hochiminh), Vietnam
RE Roi Et, Thailand
SGE Saga, Japan
RG Rach Gia, Vietnam
SGN Tan Son Nhat Intl (Ho Chi Minh), Viet-
RGI Rachgia, Vietnam nam
RI Bario, Malaysia SHT Shimofusa (Matsudo), Japan
RN Ranong, Thailand SIX Dr. Ferdinand Lumbantobing, Indonesia
ROR Koror, Palau SJ Sinjon (Singapore), Singapore
ROT Roi Et, Thailand SJE Shimojishima, Japan
ROX Roxas, Philippines SK Kaohsiung Intl (Kaohsiung), Taiwan
RSE Rishiri, Japan SK Sokcho, Korea
RT Ratanakiri, Cambodia SK Songkhla, Thailand
RXT Roxas, Philippines SKL Songkhla, Thailand
RYN Rayong, Thailand SKN Sakon Nakhon, Thailand
SLG Siborongborong, Indonesia
S
SLO Solo, Indonesia
SAC Sacheon (Chinju), Korea
SLP Silampari, Indonesia
SAJ San Jose, Philippines
SM Samui (Surat Thani), Thailand
SAM Samneua, Laos
SM Sultan Muhammad Kaharuddin (Sum-
SAN Seosan, Korea bawa Besar), Indonesia
SAR Saravane, Laos SMP Trunojoyo (Sumenep), Indonesia
SAV Savannakhet, Laos SMT Siu Mo To, Hong Kong, PRC
SAY Sayabouly, Laos SMU Samui, Thailand
SB Sibu, Malaysia SN Saipan (Saipan I/Mariana I), N Mariana
SBA Subic Bay, Philippines Is
SBG Surbung, Myanmar SN Sakon Nakhon, Thailand
SBR Surabaya, Indonesia SND Moriya (Tokyo), Japan
SO Solo, Indonesia TF Bandar Lampung, Indonesia

SOL Seoul, Korea TFE Musashi (Oita), Japan
SOT Songtan, Korea TG Samarinda, Indonesia
SP Sampit, Indonesia TGE Nakatane, Japan
SPE Sapporo, Japan TGO Taungoo, Myanmar
SPN SA Pran Nak (Lop Buri), Thailand TGU Dalseong, Korea
SPT Sampit, Indonesia TGU Taungoo, Myanmar
SRE Siem Reap, Cambodia TH Tuyhoa, Vietnam
SRT Surat Thani, Thailand THS Sukhothai, Thailand
STD Shodo, Japan THX Tho Xuan (Thanh Hoa), Vietnam
STN Surat Thani, Thailand THX Xiengkhuang, Laos
STW Sittwe, Myanmar TI Tanjung Pinang, Indonesia
SUC Shimizu, Japan TIC Chinen, Japan
SUI Suai, Timor-Leste TIT Chinen, Japan
SVB Suvarnabhumi (Bangkok), Thailand TK Tak, Thailand
SW Sittwe, Myanmar TKE Tokunoshima, Japan
SWN Suwon, Korea TKG Bandar Lampung, Indonesia
SYE Sekiyado, Japan TKK Truk (Weeno Island), Micronesia
SZE Shizuoka, Japan TKL Takhli, Thailand
TKT Tokachi, Japan
T
TL Tachileik, Myanmar
TAC Tacloban, Philippines
TL Takhli, Thailand
TBE Memanbetsu, Japan
TLD Ami, Japan
TBK Tambolaka, Indonesia
TM Tasikmalaya, Indonesia
TC Cingcyuangang (Taichung), Taiwan
TMK Timika, Indonesia
TCK Cingcyuangang (Taichung), Taiwan
TN Shin-Tachikawa, Japan
TCL Tachileik, Myanmar
TN Tangerang, Indonesia
TD Tansonnhat (Hochiminh), Vietnam
TNG Tengah (Singapore), Singapore
TD Thandwe, Myanmar
TNN Sigang (Tainan), Taiwan
TD Tung Lung, Hong Kong, PRC
TNT Tachikawa, Japan
TET Tateyama, Japan
TO Toli Toli, Indonesia
TOE Toyama, Japan USN Ulsan, Korea

TPG Tanjung Pinang, Indonesia UWE Yuwa (Akita), Japan
TPN Tanjung Pandan, Indonesia
V
TQT Tsuiki, Japan
TR Ternate, Indonesia
TRE Tottori, Japan
TRK Tarakan, Indonesia
VBU Bintulu, Malaysia
TRN Can Tho, Vietnam
VC Virac, Philippines
TRN Trang, Thailand
VCE Tsushima, Japan
TRT Trat, Thailand
VCT Shimotsushima, Japan
TSC Tokushima, Japan
VDO Vandon, Vietnam
TSH Tan Son Nhat, Vietnam
VGK Gong Kedak, Malaysia
TSI Songshan (Taipei), Taiwan
VIH Ipoh, Malaysia
TTG Taitung, Taiwan
VIN Vinh (Nghe An), Vietnam
VJB Johor Bahru, Malaysia
TUH Tuy Hoa (Phu Yen), Vietnam
VKB Kota Bharu, Malaysia
TYN Taoyuan, Taiwan
VKG Kuching, Malaysia
TZT Takamatsu, Japan
VKL Kuala Lumpur, Malaysia
U VKN Kuantan, Malaysia
UAM Andersen (Yigo), Guam VKP Kerteh, Malaysia
UB Ubon (Ubon Ratchathani), Thailand VKR Kuala Terengganu, Malaysia
UBE Ube (Yamaguchi), Japan VKT Kuala Terengganu, Malaysia
UBL Ubon (Ubon Ratchathani), Thailand VLB Labuan, Malaysia
UD Udon Thani, Thailand VLG Limbang, Malaysia
UDN Udon Thani, Thailand VMH Mukah, Malaysia
UJN Uljin, Korea VMK Malacca, Malaysia
UNZ Nimitz, Guam VMR Mersing (Johor Bahru), Malaysia
UP U-Taphao, Thailand VMY Miri, Malaysia
US ULSAN, Korea VPG Penang, Malaysia
VPH Vinhphuc (Hanoi), Vietnam
VPK Pekan (Kuantan), Malaysia Y

VPL Langkawi, Malaysia YAG Yangyang, Korea
VR Kuala Kurun (Gunung Mas), Indonesia YC Yechon, Korea
VSI Sibu, Malaysia YCN Yecheon, Korea
VSN Sandakan, Malaysia YDM Yong Dam (Jeju), Korea
VSP Sepang, Malaysia YGE Yonago, Japan
VT Vungtau, Vietnam YJU Yangju, Korea
VTG Thangone, Laos YKE Yakushima, Japan
VTK Tekong (Singapore), Singapore YLT Iruma, Japan
VTN Vientiane, Laos YME Miyazu, Japan
VTV Vung Tau, Vietnam YNE Yonaguni, Japan
VTW Tawau, Malaysia YOE Yao, Japan
VZU Mulu, Malaysia YOK Yokota (Tokyo), Japan
YP Yap, Micronesia
W
YRE Yoron, Japan
WE Sabang, Indonesia
YS Yeosu, Korea
WGP Waingapu, Indonesia
YSE Shonai, Japan
WK Hsinshie, Taiwan
YTE Yamagata, Japan
WK Tambolaka, Indonesia
YU Hualien, Taiwan
WKE Wakkanai, Japan
YY Bandung, Indonesia
WN Watthana Nakhon, Thailand
YYT Chitose, Japan
WNJ Wonju, Korea
YZT Shizuhama (Yaizu), Japan
WP Lewoleba, Indonesia
Z
X
ZAM Zamboanga, Philippines
X Vinh, Vietnam
ZF Timika, Indonesia
XAC Oshima, Japan
ZM Biak, Indonesia
XMT Kowa, Japan
ZN Fongnian (Taitung), Taiwan
XVL Vungtau, Vietnam
ZW Wamena, Indonesia
XW Vinh, Vietnam
ZX Pegunungan Bintang, Indonesia
XZE Izumo, Japan
ZYT Chitose (Sapporo), Japan
LOCALIZERS LISTED BY IDENTIFIER IBKK Bangkok (Don Mueang Intl), Thailand

B IBKL Bengkulu (Fatmawati Soekarno), Indo-
BE Bandar Seri Begawan (Brunei Intl), Brunei nesia
BI Bandar Seri Begawan (Brunei Intl), Brunei IBM Buon Ma Thuot, Vietnam
D IBPN Balikpapan (Sultan Aji Muhammad Su-
DAD Da Nang (Da Nang Intl), Vietnam laiman Sepinggan), Indonesia
H
IBRZ Tanjung Redeb (Kalimarau), Indonesia
HCM Ho Chi Minh (Tan Son Nhat Intl), Viet-
IBTM Batam (Hang Nadim), Indonesia
nam
IBUT Rayong (U-Tapao Rayong Pattaya Intl),
I Thailand
IABD Malang (Abdulrachman Saleh), Indone- ICA Khanh Hoa (Cam Ranh Intl), Vietnam
sia ICA Pampanga (Diosdado Macapagal Intl),
IAD Tokyo (Tokyo (Haneda) Intl), Japan Philippines
IAG Atsugi, Japan ICB Hai Phong (Cat Bi Intl), Vietnam
IAM Amami, Japan ICB Sapporo (Chitose), Japan
IAND Yigo (Andersen AFB), Guam ICC Singapore (Changi), Singapore
IANY Semarang (Jenderal Ahmad Yani Intl), ICCK Taichung (Cingcyuangang), Taiwan
Indonesia ICE Singapore (Changi), Singapore
IAS Alor Setar (Sultan Abdul Halim), Malay- ICGL Jakarta (Soekarno-Hatta Intl), Indone-
sia sia
IAW Asahikawa, Japan ICGR Jakarta (Soekarno-Hatta Intl), Indone-
IAWD Guam (Guam Intl), Guam sia
IBAC Banda Aceh (Sultan Iskandar Muda), ICH Singapore (Changi), Singapore
Indonesia ICH Sapporo (New Chitose), Japan
IBCD Silay (Bacolod Principal), Philippines ICHE Jeju (Jeju Intl), Korea
IBDM Banjarmasin (Syamsudin Noor), Indo- ICHG Cheongju (Cheongju Intl), Korea
nesia
ICHI Chiayi, Taiwan
IBGN Matsu (Beigan), Taiwan
ICHJ Cheongju (Cheongju Intl), Korea
IBGS Matsu (Beigan), Taiwan
ICHL Jakarta (Soekarno-Hatta Intl), Indone-
IBIK Biak (Frans Kaisiepo), Indonesia sia
IBKD Bangkok (Don Mueang Intl), Thailand
ICHR Jakarta (Soekarno-Hatta Intl), Indone- IEL Kuala Lumpur (Kuala Lumpur Intl - Se-
sia pang), Malaysia
ICJN Taipei (Taiwan Taoyuan Intl), Taiwan IER Kuala Lumpur (Kuala Lumpur Intl - Se-
pang), Malaysia
ICJU Jeju (Jeju Intl), Korea
IFE Fukue, Japan
ICK Pampanga (Diosdado Macapagal Intl),
Philippines IFF Fukuoka, Japan
ICKM Kinmen, Taiwan IFK Fukushima, Japan
ICKS Taipei (Taiwan Taoyuan Intl), Taiwan IFL Hong Kong (Hong Kong Intl), Hong
ICL Quang Nam (Chu Lai), Vietnam Kong, PRC
IFNN Taitung (Fongnian), Taiwan
ICM Sapporo (New Chitose), Japan
IFO Fukuoka, Japan
ICMA Chiang Mai (Chiang Mai Intl), Thailand
IFU Fukue, Japan
ICN Sapporo (New Chitose), Japan
IGSA General Santos City (Tambler Princi-
ICPN Chumphon, Thailand
pal), Philippines
ICR Khanh Hoa (Cam Ranh Intl), Vietnam
IGSN Saipan I (Ada/Saipan Intl), N Mariana
ICS Sapporo (New Chitose), Japan Is
ICSY Kinmen, Taiwan IGTO Gorontalo (Djalaluddin), Indonesia
ICT Can Tho (Can Tho Intl), Vietnam IGUM Guam (Guam Intl), Guam
ICTR Chiang Rai (Chiang Rai Intl), Thailand IHA Tokyo (Tokyo (Haneda) Intl), Japan
ICW Singapore (Changi), Singapore IHAL Jakarta (Halim Perdanakusuma), Indo-
ICX Khanh Hoa (Cam Ranh Intl), Vietnam nesia
IDAG Daegu (Daegu Intl), Korea IHC Hachijojima, Japan
IDAO Davao (Francisco Bangoy Intl), Philip- IHE Hachinohe, Japan
pines IHG Hiroshima, Japan
IDEL Deli Serdang (Kualanamu Intl), Indone- IHL Hakodate, Japan
sia
IHLN Hualien, Taiwan
IDES Deli Serdang (Kualanamu Intl), Indone-
IHM Memanbetsu, Japan
sia
IHP Hanamaki, Japan
IDH Quang Binh (Dong Hoi), Vietnam
IHSU Hsinchu (Hsinchu Aero), Taiwan
IDMG Bangkok (Don Mueang Intl), Thailand
IHTY Songkhla (Hat Yai Intl), Thailand
IDR Da Nang (Da Nang Intl), Vietnam
IHY Hyakuri, Japan
IDVO Davao (Francisco Bangoy Intl), Philip-
pines IIG Ishigaki I (New Ishigaki), Japan
IIO Iloilo, Philippines
IJA Kanoya, Japan IKPO Pohang (Pohang Gyeongju), Korea

IJB Johor Bahru (Senai Intl), Malaysia IKPS Nakhon Pathom (Kamphaeng Saen),
Thailand
IJDG Jeju (Jeongseok), Korea
IKQ Kitakyushu, Japan
IKR Kochi, Japan
IKRT Nakhon Ratchasima (Khorat), Thailand
IJPA Jayapura (Sentani), Indonesia
IKS Kushiro, Japan
IKAS Kaohsiung (Kaohsiung Intl), Taiwan
IKB Kota Bharu (Sultan Ismail Petra), Ma-
laysia IKTJ Majalengka (Kertajati Intl), Indonesia
IKBI Krabi, Thailand IKU Kumamoto, Japan
IKC Nagoya, Japan IKUI Chiayi, Taiwan
IKD Osaka (Kansai Intl), Japan IKUZ Gunsan (Kunsan AB), Korea
IKDI Kendari (Halu Oleo), Indonesia IKZZ Okinawa (Kadena AB), Japan
IKDN Okinawa (Kadena AB), Japan ILB Labuan I (Labuan), Malaysia
IKE Kerteh, Malaysia ILGD Cagayan de Oro (Laguindingan), Phil-
ippines
IKF Tokyo (Narita Intl), Japan
ILK Langkawi (Langkawi Intl), Malaysia
IKG Kagoshima, Japan
ILK Lam Dong (Lien Khuong), Vietnam
IKG Kuching (Kuching Intl), Malaysia
ILMB Praya (Zainuddin Abdul Madjid Intl), In-
IKHE Busan (Gimhae Intl), Korea
donesia
IKHG Kaohsiung (Kaohsiung Intl), Taiwan
ILPB Luang Phabang (Luang Phabang Intl),
IKKM Malacca, Malaysia Laos
IKKP Kota Kinabalu, Malaysia ILPN Lampang, Thailand
IKLP Kulon Progo (Yogyakarta Intl), Indone- ILU Bintulu, Malaysia
sia
IMA Manila (Ninoy Aquino Intl), Philippines
IKM Komatsu, Japan
IMAK Makassar (Sultan Hasanuddin), Indo-
IKMA Busan (Gimhae Intl), Korea nesia
IKMO Seoul (Gimpo Intl), Korea IMAN Muan (Muan Intl), Korea
IKN Osaka (Kansai Intl), Japan IMAS Misawa (Misawa AB), Japan
IKN Kuantan (Sultan Ahmad Shah), Malay- IMCT Lapu-Lapu (Mactan-Cebu Intl), Philip-
sia pines
IKOS Sihanouk (Sihanouk Intl), Cambodia IMDG Gwangju, Korea
IKPG Kupang (El Tari), Indonesia IMDH Gwangju, Korea
IMIA Mandalay (Mandalay Intl), Myanmar IOB Obihiro, Japan

IMIS Misawa (Misawa AB), Japan IOD Odate-Noshiro, Japan
IMKB Padang Pariaman (Minangkabau Intl), IOFR Seoul (Gimpo Intl), Korea
Indonesia IOK Naha, Japan
IMKG Magong (Penghu), Taiwan IOL Nagasaki, Japan
IML Manila (Ninoy Aquino Intl), Philippines IOS Oshima, Japan
IMNO Manado (Sam Ratulangi), Indonesia IOSN Osan (Osan AB), Korea
IMP Matsuyama, Japan IOY Okayama, Japan
IMR Aomori, Japan IPC Binh Dinh (Phu Cat), Vietnam
IMR Miri, Malaysia IPCB Phetchabun, Thailand
IMT Lapu-Lapu (Mactan-Cebu Intl), Philip- IPG Penang (Penang Intl), Malaysia
pines
IPH Kien Giang (Phu Quoc Intl), Vietnam
IMUN Muan (Muan Intl), Korea
IPIT Pingtung (Pingtung South), Taiwan
IMV Monbetsu, Japan
IPK Gia Lai (Pleiku), Vietnam
IMY Miyakojima (Miyako), Japan
IPKN Pangkalan Bun (Iskandar), Indonesia
IMZ Miyazaki, Japan
IPKS Champasak (Pakse Intl), Laos
IMZG Magong (Penghu), Taiwan
IPKT Phuket (Phuket Intl), Thailand
INA Hanoi (Noi Bai Intl), Vietnam
INAN Nan (Nan Nakhon), Thailand
donesia
INB Hanoi (Noi Bai Intl), Vietnam
INH Nyutabaru, Japan din II), Indonesia
ININ Osan (Osan AB), Korea IPLM Palembang (Sultan Mahmud Badarud-
INK Nanki-Shirahama, Japan din II), Indonesia
INKP Nakhon Phanom, Thailand IPLR Palangkaraya (Tjilik Riwut), Indonesia
INKR Nakhon Ratchasima, Thailand IPMY Yigo (Andersen AFB), Guam
INKS Nakhon Si Thammarat, Thailand IPN Singapore (Paya Lebar), Singapore
INKS Matsu (Nangan), Taiwan IPNK Pontianak (Supadio), Indonesia
INPT Naypyitaw (Naypyitaw Intl), Myanmar IPO Ipoh (Sultan Azlan Shah), Malaysia
INS Nakashibetsu, Japan IPQ Kien Giang (Phu Quoc Intl), Vietnam
INT Noto, Japan IPR Puerto Princesa (Puerto Princesa Intl),

Philippines
INTW Narathiwat, Thailand
IPS Singapore (Paya Lebar), Singapore
IOA Oki, Japan
IPSL Phitsanulok, Thailand ISU Sibu, Malaysia

IPTK Camp Humphreys (A-511 (Desiderio ISUL Seoul (Seoul / Domestic), Korea
AAF)), Korea ISWN Bangkok (Suvarnabhumi Intl), Thailand
IRAN Ranong, Thailand ISWS Bangkok (Suvarnabhumi Intl), Thailand
IREP Siem Reap (Siem Reap Intl), Cambodia ISZ Shizuoka, Japan
IROT Roi Et, Thailand ITA Tokyo (Tokyo (Haneda) Intl), Japan
IRS Rishiri, Japan ITAG Daegu (Daegu Intl), Korea
ISAM Sacheon, Korea ITB Memanbetsu, Japan
ISB Shimojishima, Japan ITCG Taichung (Cingcyuangang), Taiwan
ISB Subang (Sultan Abdul Aziz Shah), Ma- ITDO Manado (Sam Ratulangi), Indonesia
laysia
ITF Oita, Japan
ISBY Surabaya (Juanda), Indonesia
ITGL Daegu (Daegu Intl), Korea
ISD Sendai, Japan
ITH Tajima, Japan
ISEL Seoul (Gimpo Intl), Korea
ITH Phu Yen (Tuy Hoa), Vietnam
ISEN Bangkok (Suvarnabhumi Intl), Thailand
ITIA Taipei (Taiwan Taoyuan Intl), Taiwan
ISES Bangkok (Suvarnabhumi Intl), Thailand
ITJ Tokyo (Narita Intl), Japan
ISG Saga, Japan
ITK Tokunoshima, Japan
ISH Matsudo (Shimofusa), Japan
ITKL Nakhon Sawan (Takhli), Thailand
ISHA Sacheon, Korea
ITLU Taipei (Songshan), Taiwan
ISK Osaka (Osaka Intl), Japan
ITM Tokyo (Narita Intl), Japan
ITMK Timika (Mozes Kilangin), Indonesia
ISKN Sandakan, Malaysia
ITN Tanegashima, Japan
ISKP Seoul (Gimpo Intl), Korea
ITNA Tainan, Taiwan
ISKT Sukhothai, Thailand
ITNN Tainan, Taiwan
ISLB Siborongborong (Raja Sisingamangar-
aja XII), Indonesia ITO Toyama, Japan
ISLO Solo (Adi Soemarmo), Indonesia ITPN Tanjungpandan (H.AS. Hanandjoed-
din), Indonesia
ISN Shonai, Japan
ITR Tottori, Japan
ISOL Seoul (Seoul / Domestic), Korea
ITRK Tarakan (Juwata), Indonesia
ISR Hong Kong (Hong Kong Intl), Hong
Kong, PRC ITRN Trang, Thailand
ISTN Surat Thani, Thailand ITS Ho Chi Minh (Tan Son Nhat Intl), Viet-
nam
ITS Tokushima, Japan IWR Kuala Lumpur (Kuala Lumpur Intl - Se-
pang), Malaysia
ITSG Taipei (Songshan), Taiwan
IXZ Izumo, Japan
IYAN Yangyang (Yangyang Intl), Korea
ITX Thanh Hoa (Tho Xuan), Vietnam
IYAS Tokyo (Yokota AB), Japan
ITYA Taipei (Taiwan Taoyuan Intl), Taiwan
IYCH Yecheon (Yecheon Aero), Korea
IUAM Yigo (Andersen AFB), Guam
IYGN Yangon (Yangon Intl), Myanmar
IUB Ube (Yamaguchi-Ube), Japan
IYIG Yigo (Andersen AFB), Guam
IUBL Ubon (Ubon Ratchathani), Thailand
IYN Yonaguni I (Yonaguni), Japan
IUDN Udon Thani, Thailand
IYOK Tokyo (Yokota AB), Japan
IUJN Uljin, Korea
IYQ Tokyo (Narita Intl), Japan
IUJP Makassar (Sultan Hasanuddin), Indo-
nesia IYS Shonai, Japan
IUJS Uljin, Korea IYSO Yeosu, Korea
IULS Ulsan, Korea IYT Yamagata, Japan
IUPG Makassar (Sultan Hasanuddin), Indo- IYV Yonago (Miho), Japan
nesia
IUW Akita, Japan M
IVC Tsushima, Japan MCN Macao (Macao Intl), Macao, PRC
IVD Quang Ninh (Van Don Intl), Vietnam MCS Macao (Macao Intl), Macao, PRC
IVH Nghe An (Vinh), Vietnam
N
IVPR Gunsan (Kunsan AB), Korea
NB Hanoi (Noi Bai Intl), Vietnam
IVTN Vientiane (Wattay Intl), Laos
NBA Hanoi (Noi Bai Intl), Vietnam
IWA Iwami, Japan
IWK Kuala Lumpur (Kuala Lumpur Intl - Se- P
pang), Malaysia
PBA HUE (Phu Bai Intl), Vietnam
IWK Wakkanai, Japan
PNP Phnom Penh (Phnom Penh Intl), Cam-
IWL Kuala Lumpur (Kuala Lumpur Intl - Se- bodia
pang), Malaysia
IWM Kuala Lumpur (Kuala Lumpur Intl - Se- S
pang), Malaysia SGN Ho Chi Minh (Tan Son Nhat Intl), Viet-
IWNJ Wonju, Korea nam
IWO Wonju, Korea
N
Meteorology
Meteorology
Meteorology Data - Pacific

METEOROLOGY DATA - PACIFIC 577
PACIFIC BASIN
AVAILABILITY OF VOLMET BROADCASTS
RADIOTELEPHONY
Identify location for which weather is desired and find station(s) disseminating broadcast. Con-
tents of broadcast of each Station is shown following the listing below.
WEATHER FOR AVAILABLE FROM STATIONS

Adelaide Brisbane
Anchorage Honolulu
Auckland Auckland
Bangkok Bangkok
Brisbane Brisbane
Brunei Singapore
Cairns Brisbane
Chiang Mai Bangkok
Christchurch Auckland
Cold Bay Honolulu
Darwin Brisbane
Den Pasar Singapore
Elmendorf AFB Honolulu
Fairbanks Honolulu
Faleolo Auckland
Fukuoka Tokyo
Guam Honolulu
Guangzhou/Baiyun Hong Kong
Hanoi Bangkok
Hilo Honolulu
HoChiMinh Hong Kong
Hong Kong
Honolulu Honolulu
Kahului Honolulu
King Salmon Honolulu
Kota Kinabalu Singapore
Kuala Lumpur Singapore
PACIFIC BASIN

Kuching Singapore
Las Vegas Honolulu
Los Angeles Honolulu
Macau Hong Kong
Mactan Hong Kong
Manila Hong Kong
(Intl)
Melbourne Brisbane
Nagoya Tokyo
Naha Hong Kong
Nadi Auckland
Noumea Auckland
Ontario Honolulu
Osaka Tokyo
(Kansai Intl)
Pago Pago Auckland
Penang Singapore
Perth Brisbane
Phnom Penh Bangkok
Phuket Bangkok
Portland Honolulu
Rayong Bangkok
(U-Taphao)
Sacramento Honolulu
San Francisco Honolulu
Sapporo Tokyo
(New Chitose)
Seattle Honolulu
Seoul/Incheon (Incheon Intl) Tokyo
Singapore Singapore
PACIFIC BASIN

Soekarno-Hatta Singapore
Songkhla/Hat Yai Bangkok
Subang Singapore
Sydney Brisbane
Tahiti Auckland
Taiwan Taipei
(Chiang Kai Shek)
(Kaohsiung Intl)
Tokyo Tokyo
(Intl)
(New Tokyo Intl)
Townsville Brisbane
Vancouver Honolulu
Vientiane Bangkok
Wellington Auckland
Yangon Bangkok
BROADCAST
CALL FREQS TIMES
STATION FORM BROADCAST
SIGN (kHz)
PERIOD H+
Auckland Auckland 6679 SSB H24 20-25 MET Reports Auckland, Christ-
VOLMET 8828 SSB (including church, Wellington,
TREND-type Nadi, Faleolo, Nou-
13282 SSB landing fore- mea, Pago Pago,
casts) Tahiti
Aerodrome Nadi, Noumea
forecasts
50-55 MET Reports Auckland, Christ-
(including church, Wellington,
TREND-type Nadi, Faleolo, Nou-
landing fore- mea, Pago Pago,
casts) Tahiti
Aerodrome Auckland, Christ-
Forecasts church
PACIFIC BASIN
BROADCAST
CALL FREQS TIMES
SIGN (kHz)
PERIOD H+
Bangkok Bangkok 11387 SSB 2310-1145 10-15 SIGMET3 Bangkok Intl
Radio 6676 SSB H24 MET Report/
2965 SSB 1210-2245 Special1
MET Report2, 3 Yangon (Intl), Hanoi
(Noibai), Chiang Mai,
Rayong (U-Taphao),
Phuket, Songkhla
(Hat Yai), Ho Chi
Minh, Phnom Penh,
Vientiane
Aerodrome Bangkok Intl
Forecast4
40-45 SIGMET3 Bangkok Intl
MET Report/
Special5
MET Report3, 6 Yangon (Intl), Hanoi
(Noibai), Chiang Mai,
Rayong (U-Taphao),
Phuket, Songkhla
(Hat Yai), Ho Chi
Minh, Phnom Penh,
Vientiane
Aerodrome Bangkok Intl
Forecast4
PACIFIC BASIN
BROADCAST
CALL FREQS TIMES
SIGN (kHz)
PERIOD H+
NOTE:
– 1 Latest routine or special report between H+00 and H+10, including trend statement, repeat
at end of broadcast if time permits.

– 2 H+00 (or the previous H+30 report when the H+00 report is not available), including trend
statement when appended.
– 3 As available.
– 4 Valid for 9 hours.
– 5 Latest routine or special report between H+30 and H+35, including trend statement, repea-
ted at end of broadcast if time permits.
– 6H+30 (or the H+00 report when the H+30 report is not available), including trend statement
when appended.
Brisbane Australian 6676 SSB H24 00-05 TREND Fore- Melbourne, Sydney,
11387 SSB & casts Brisbane, Perth, Dar-
30-35 win
TREND Fore- Cairns
cast/Aerodrome
Forecast
TREND Fore- Townsville, Adelaide
cast
Honolulu Honolulu 2863 SSB H24 00-05 Aerodrome Honolulu, Hilo,
Radio 6679 SSB 30-35 Forecasts Guam
8828 SSB SIGMET Oakland FIR

13282 SSB Honolulu, Hilo, Ka-
Hourly Reports
hului, Guam
05-10 San Francisco, Seat-
35-40 tle (-Tacoma Intl),
Hourly Reports Los Angeles, Port-
land, Sacramento,
Ontario, Las Vegas
SIGMET Oakland FIR
San Francisco, Seat-
Aerodrome
tle (-Tacoma Intl),
Forecasts
Los Angeles
PACIFIC BASIN
BROADCAST
CALL FREQS TIMES
SIGN (kHz)
PERIOD H+
25-30 Anchorage, Elmen-
55-60 Hourly Reports dorf AFB, Fairbanks,
Cold Bay, King Sal-
mon, Vancouver
SIGMET Oakland FIR
Aerodrome Anchorage, Fair-
Forecasts banks, Cold Bay,
Vancouver
Hong Kong Hong 128.875 Continuous H24 MET Report/ Shenzhen
Kong MHz Special3
MET Report/ Macau, Taipei (Intl),
Special & Gaoxiong
TREND Fore-
cast3
2863 SSB4 H24 15-20 MET Report/ Taipei (Chiang Kai
& Special & Shek Intl), Gaoxiong,
6679 SSB
45-50 TREND Fore- Hong Kong (Intl)
8828 SSB cast3
13282 SSB
MET Report/ Manila (Intl), Mactan,
Special3 Naha
Aerodrome Hong Kong (Intl)
Forecast2
PACIFIC BASIN
BROADCAST
CALL FREQS TIMES
SIGN (kHz)
PERIOD H+
1 SIGMET information is prepared by the Meteorological Watch Office whenever any of the fol-
lowing phenomena are occurring or are expected to occur within the Hong Kong FIR: Active
thunderstorms, severe line squall, severe turbulence, marked mountain waves, tropical cyclone,
heavy hail, severe icing, widespread sandstorm/duststorm (unlikely to be used). Tropical cyclo-
nes will be mentioned whenever they are centered within the area 10N to 30N, 105E to 125E
even though this area extends beyond the Hong Kong FIR. The requirement to issue SIGMET
information regarding active thunderstorms refers to the occurrence or expected occurrence of
an area of widespread cumulonimbus clouds (Cb) or Cb along a line with little or no space be-
tween individual clouds, or to Cb embedded in cloud layers or concealed by haze. It does not
refer to isolated or scattered Cb not embedded in cloud layers or concealed by haze.
2 In VHHH MET Reports and Forecasts, wind information refers to the SE anemometer and the
visibility refers to that observed from the Meteorological Office on the 4th floor of the Airport Ter-
minal Building.
3 All reports are the latest available. However, if the latest available report would be more than
two hours old at broadcast time, it is not transmitted.
4 Broadcast on 2863 kHz is to be implemented when operationally required.
Singapore Singapore 6676 SSB H24 20-25 SIGMET1 Singapore
(Changi) Radio (1230 - METAR / Singapore
2230) SPECI2
11387 SSB
Kuala Lumpur3 ,
(2230 - Soekarno-Hatta3 ,
1230) Kuching3 , Brunei3 ,
METAR4
Kota Kinabalu3 , Den
Pasar3 , Penang3 ,
Subang
Singapore5 , Kuala
TAF4
Lumpur5
50-55 SIGMET1 Singapore
METAR / Singapore6
SPECI
PACIFIC BASIN
BROADCAST
CALL FREQS TIMES
SIGN (kHz)
PERIOD H+
Kuala Lumpur7 ,
Soekarno-Hatta7 ,
Kuching7 , Brunei 7 ,
METAR4
Kota Kinabalu7 , Den
Pasar7 , Penang7 ,
Subang
Singapore5 , Soekar-
TAF4
no-Hatta5
NOTE:
– 1 SIGMET message or ‘NIL’ is transmitted.
– 2 Latest routine or special report between H+00 and H+15, including trend statement; repea-
ted at end of broadcast, time permitting.

– 3 H+00 (or the previous H+30 report when the H+00 report is not available) including trend
– 4 As available.
– 7H+30 (or the H+00 report when the H+30 report is not available) including trend statement
when appended.
Taipei 124.4 MHz Continuous METAR
Chaing Kai Shek Intl
Repetitive SPECI
Kaohsiung Intl
TAF
ATC Radio When traffic per- SIGMET Taipei FIR
Channels mits
Taipei D- SITA’s METAR Chaing Kai Shek Intl
VOLMET Aircom SPECI Kaohsiung Intl
network TAF
SIGMET Taipei FIR
AIRMET
PACIFIC BASIN
BROADCAST
CALL FREQS TIMES
SIGN (kHz)
PERIOD H+
Tokyo Tokyo 2863 SSB H24 10-15 MET Report & Tokyo (New Tokyo
6679 SSB & TREND* Intl), Osaka (Kansai
40-45 Intl) *Repeated if
8828 SSB time permits.
13282 SSB
MET Report Tokyo (Tokyo Intl),
Sapporo (New Chi-
tose), Nagoya, Fu-
kuoka, Seoul/
Incheon (Incheon
Intl)
Aerodrome Tokyo (New Tokyo
Forecast Intl), Osaka (Kansai
Intl)
PACIFIC BASIN
LOCATIONS OF MET BROADCAST STATIONS
PACIFIC
AUSTRALASIA


Adelaide Brisbane
Auckland Auckland
Brisbane Brisbane
Brunei Singapore
Cairns Brisbane
Christchurch Auckland
Darwin Brisbane
Den Pasar Singapore
Faleolo Auckland
Kuala Lumpur Singapore
Kuching Singapore
Melbourne Brisbane
Nadi Auckland
Noumea Auckland
Pago Pago Auckland
Penang Singapore
Perth Brisbane
Singapore Singapore
Subang Singapore
Sydney Brisbane
Tahiti Auckland
Townsville Brisbane
Wellington Auckland
AUSTRALASIA
BROADCAST
CALL TIMES
STATION FREQS (kHz) FORM BROADCAST
SIGN
PERIOD H+
Auckland Auckland 6679 SSB H24 20-25 MET Reports (in- Auckland, Christ-
VOLMET 8828 SSB cluding TREND- church, Wellington,
type landing fore- Nadi, Faleolo,
13282 SSB casts) Noumea, Pago Pa-
go, Tahiti
Aerodrome fore- Nadi, Noumea
casts
50-55 MET Reports (in- Auckland, Christ-
cluding TREND- church, Wellington,
type landing fore- Nadi, Faleolo,
casts) Noumea, Pago Pa-
go, Tahiti
(Changi) Radio (1230 - 2230) METAR / SPECI2 Singapore
11387 SSB
Kuala Lumpur3 ,
(2230 - 1230) Soekarno-Hatta3 ,
Kuching3 , Bru-
METAR4
nei3 , Kota Kinaba-
lu3 , Den Pasar3 ,
Penang3 , Subang
Penang3 , Singa-
TAF4 pore5 , Kuala Lum-
pur5
METAR / SPECI Singapore6
Kuala Lumpur7 ,
Soekarno-Hatta7 ,
Kuching7 , Bru-
METAR4
nei7 , Kota Kinaba-
lu7 , Den Pasar7 ,
Penang7 , Subang
AUSTRALASIA
BROADCAST
CALL TIMES
SIGN
PERIOD H+
Singapore5 , Kulal
TAF4 Lumpur5 , Soekar-
no-Hatta5
NOTE:


– 4 As available.

when appended.
Brisbane Australian 6676 SSB H24 00-05 Melbourne, Syd-
11387 SSB & TREND Forecasts ney, Brisbane,
30-35 Perth, Darwin
TREND Forecast/
Aerodrome Fore- Cairns
cast
TREND Forecast Townsville, Ade-
laide
Aerodrome Fore- Auckland, Christ-
casts church
AUSTRALIA
DEFINITIONS AND ABBREVIATIONS
Australian definitions and abbreviations applicable to this section which are not published
or differ from those published in INTRODUCTION — Chart Glossary. See also Definitions
and Abbreviations sections in the Air Traffic Control, Emergency and Terminal chapters of
this manual.
1 DEFINITIONS
AIRPORT METEOROLOGICAL MINIMA (CEILING AND VISIBILITY MINIMA) — The minimum
heights of cloud base (ceiling) and minimum values of visibility which are prescribed in pursuance
of CASR Part 91 for the purpose of determining the useability of an airport either for takeoff or
landing.
AIR-REPORT (AIREP) — A report from an aircraft in flight prepared in conformity with the
requirements for position and operational and/or meteorological reporting.
AREA QNH — A forecast altimeter setting which is representative of the QNH of any location
within a particular area.
AUTOMATIC ENROUTE INFORMATION SERVICE (AERIS) — The provision of operational
information enroute 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.
BRIEFING — The act of giving in advance specific preflight instructions or information to an air-
crew.
CONTAMINATED RUNWAY — A runway that has more than 25% of the runway surface area
within the required length and width being used covered by:
a. water, or slush, more than 3mm deep; or
b. loose snow more than 20mm deep; or
c. compacted snow or ice, including wet ice.
NOTE: A contaminated runway report should identify the type of contaminant using the relevant
runway surface condition descriptor (most commonly ‘standing water’ in Australia), and if possible
and relevant – the extent of contamination. ‘CONTAMINATED RUNWAY’ is not normally used in
radiotelephony.
DRY RUNWAY — A runway that is free of visible moisture and not contaminated within the area
intended to be used.
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.
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.
AUSTRALIA
METBRIEF (Automated Meteorological Telephone Briefing) — Self help system which deliv-
ers 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 — 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 meteorologi-
cal phenomenon which may seriously affect the safe operation of aircraft.
NAIPS — The National Aeronautical Information Processing System, which provides briefings
and flight notification functions.
OVERSHOOT SHEAR — A wind shear occurrence which produces an INITIAL effect of over-
shooting the desired approach path and/or increasing airspeed.
RUNWAY SURFACE CONDITION(S) — A description of the condition(s) of the runway surface,
from the following:
a. Dry Runway – See ‘Dry Runway’ definition.
b. Wet Runway – See ‘Wet Runway’ definition.
c. Contaminated Runway – See the definitions for ‘Contaminated Runway’ and ‘Runway Sur-
face Condition Descriptors’.
RUNWAY SURFACE CONDITION DESCRIPTORS — One of the following elements on the sur-
face of the runway:
a. Compacted Snow: Snow that has been compacted into a solid mass such that airplane
tires, at operating pressures and loadings, will run on the surface without significant further
compaction or rutting of the surface.
b. Dry Snow: Snow from which a snowball cannot readily be made.
c. Frost: Frost consists of ice crystals formed from airborne moisture on a surface whose tem-
perature is below freezing. Frost differs from ice in that the frost crystals grow independently
and therefore have a more granular texture.
NOTE: Under certain conditions frost can cause the surface to become very slippery and it is
then reported appropriately as reduced braking action.
d. Ice: Water that has frozen or compacted snow that has transitioned into ice, in cold and dry
conditions.
e. Slush: Snow that is so water-saturated that water will drain from it when a handful is picked
up or will splatter if stepped on forcefully.
f. Standing Water: Water of depth greater than 3mm.
AUSTRALIA
NOTE: This is the most likely runway contaminant to be experienced in Australia. Running
water of depth greater than 3mm is reported as standing water.
g. Wet Ice: Ice with water on top of it or ice that is melting.
h. Wet Snow: Snow that contains enough water content to be able to make a well-compacted,
solid snowball, but water will not squeeze out.
SIGNIFICANT WEATHER — Any weather phenomenon which might affect flight visibility or
present a hazard to an aircraft.
SPACE WEATHER CENTER (SWXC) — A center designated to monitor and provide advisory
information on space weather phenomena expected to affect high-frequency radio communica-
tions, communications via satellite, GNSS-based navigation and surveillance systems and/or
pose a radiation risk to aircraft occupants.
NOTE: A space weather center is designated as global and/or regional.
TAF3 — An airport forecast (TAF) routinely issued every 3 hours.
UNDERSHOOT SHEAR — A wind shear occurrence which produces an INITIAL effect of under-
shooting the desired approach path and/or decreasing airspeed.
WET RUNWAY — A runway that:
a. is covered by surface water not more than 3mm deep; or
b. is covered by slush or loose snow equivalent to surface water not more than 3mm deep; or
c. has sufficient moisture on the surface to cause it to appear reflective, but without significant
areas of standing water.
NOTE: Wet Runway now covers the previous Australian description – ‘Damp'.
2 ABBREVIATIONS
ABV Above . . .
AC Altocumulus
AERIS Automatic Enroute Information Service
AFT After . . .
AIRMET Information concerning weather significant to light aircraft operations
at or below 10,000 ft not contained in a valid GAF
AMD Amend, Amended
AMDAR Aircraft Meteorological Data Relay
APRX Approximate, Approximately
AQZ Area QNH zone
ARFOR Area Forecast
AUSTRALIA
ARP Air-Report (message type designator)

ARS Special Air-Report (message type designator)
AS Altostratus
ATP AT . . . (time or place)
AUTO Fully Automated Report (MET code)
AWIS Aerodrome Weather Information Service
AWS Automatic Weather Station
BASE Cloud Base
BCFG Fog Patches
BECMG Becoming
BFR Before
BKN Broken (Cloud Descriptor)
BL... Blowing (followed by DU=dust; SA=sand; or SN=snow)
BLO Below Clouds
BLW Below
BR Mist
BTL Between Layers
BTN Between
C Degrees Celsius (Centigrade)
CAT Clear Air Turbulence
CAVOK Visibility, cloud and present weather better than prescribed values or
conditions
CB Cumulonimbus
CC Cirrocumulus
CI Cirrus
CLA Clear type of ice formation
CLD Cloud
COT At the Coast, Coastal
COV Cover, Covered, Covering
CS Cirrostratus
CU Cumulus
AUSTRALIA
CUF Cumuliform
DIF Diffuse
DP Dew Point Temperature
DPT Depth
DR... Low Drifting (followed by DU=dust; SA=sand; or SN=snow)
DRG During
DS Duststorm
DTRT Deteriorate, Deteriorating
DU Dust
DUC Dense Upper Cloud
DUR Duration
DVOR Doppler VOR
DZ Drizzle
EMBD Embedded in a layer (to indicate cumulonimbus embedded in layers
of other clouds)
EXP Expect, Expected, Expecting
EXTD Extend, Extended, Extending
FBL Light (used to indicate the intensity of weather phenomena, interfer-
ence or static reports; e.g., FBL RA = light rain)
FC Funnel Cloud (tornado or water spout)
FCST Forecast
FEW Few (cloud descriptor)
FG Fog
FLUC Fluctuating, Fluctuation, Fluctuated
FM... From (followed by time weather change is forecast to begin)
FRQ Frequent
FU Smoke
FZ Freezing
FZDZ Freezing Drizzle
FZFG Freezing Fog
FZLVL Freezing Level
AUSTRALIA
FZRA Freezing Rain

G Variation from mean wind speed (gusts) (used in METAR/SPECI and
TAF code forms)
GR Hail
GS Small Hail and/or Snow Pellets
H High pressure area or the center of high pressure
HGT Height, Height Above
HH Time of commencement of a meteorological report validity period
HVY Heavy (used to indicate the intensity of weather phenomena; e.g.,
HVY RA = heavy rain)
HZ Haze
HZS Horizontal Surface
ICE Icing, Ice
IMPR Improve, Improving, Improvement
INTER Intermittent, (i.e. lasting less than 30 minutes) Fluctuations from fore-
cast prevailing conditions
INTSF Intensify, Intensifying
INTST Intensity
ISA International Standard Atmosphere
ISOL Isolated
JTST Jet Stream
kPa Kilopascals
L Low pressure area or the center of low pressure
LOC Locally, Location, Located, Local
LV Light and Variable (relating to wind)
LVE Leave, Leaving
LYR Layer, Layered
MBST Microburst
MET Meteorological, Meteorology
METAR Aviation routine weather report (in aeronautical meteorological code)
MET REPORT Aviation routine weather report
MI Shallow (MET)
AUSTRALIA
MIFG Shallow Fog

MO Meteorological Office
MOD Moderate (used to indicate the intensity of weather phenomena, in-
terference or static reports; e.g., MOD RA = moderate rain)
MOV Move, Moved, Moving, Movement
MTW Mountain Waves
MWO Meteorological Watch Office
MX Mixed type of ice formation (white and clear)
NC No Change
NCD No Cloud Detected (by ceilometer) [used in automated METAR/
SPECI]
NIL None
NOSIG No Significant Change
NSC Nil Significant Cloud
NSW Nil Significant Weather
NTA No TAF Amendment
NXT Next
OBS Observe, Observed, Observation
OBSC Obscure, Obscured, Obscuring
OCNL Occasional, Occasionally
OPA Opaque, white type of ice formation
OPMET Operational Meteorological
OPR Operator, Operate, Operative, Operating, Operational
OVC Overcast
PIB Preflight Information Bulletin
PL Ice Pellets
PO Dust Devils
PRFG Aerodrome Partially Covered by Fog (MET code)
PROB Probable, Probability
QUAD Quadrant
RA Rain
AUSTRALIA
RAD Radius
RAFC Regional Area Forecast Center
RAG Ragged
RAPIC Radar Picture (meteorology)
RE... Recent (used to qualify weather phenomena; e.g., RERA = recent
rain)
RFC Regional Forecasting Center (MET)
RMK Remark(s)
ROBEX Regional OPMET Bulletin Exchanges
RSCD Runway Surface Condition
SA Sand
SC Stratocumulus
SCT Scattered
SEA Sea (used in conjunction with sea-surface temperature and state of
the sea)
SEV Severe (used; e.g., to qualify icing and turbulence reports)
SFC Surface
SG Snow Grains
SH... Showers (followed by RA-rain; SN-snow; PL-ice pellets; GR-hail; GS-
small hail and/or snow pellets or combinations thereof; e.g.,
SHRASN = showers of rain and snow)
SIGMET Information concerning enroute weather phenomena which may af-
fect the safety of aircraft operations
SKED Schedule, Scheduled
SLW Slow, Slowly
SN Snow
SNOWTAM A special series NOTAM given in a standard format providing a sur-
face condition report notifying the presence or cessation of hazard-
ous conditions due to snow, ice, slush, frost, standing water or water
associated with snow, slush, ice or frost on the movement area
SPECI Aviation Special Weather (in aeronautical meteorological code)
SPOT Spot wind
SQ Squall
AUSTRALIA
SS Sandstorm
ST Stratus
STF Stratiform
STNR Stationary
SWS Soft Wet Surface
T Temperature
TAF Aerodrome Forecast
TC Tropical Cyclone
TCAC Tropical Cyclone Advisory Center
TCU Towering Cumulus
TDO Tornado
TIL Until
TN Indicator for Minimum Temperature (MET – used in TAF code form)
TOP Cloud Top
TROP Tropopause
TS... Thunderstorm (followed by RA-rain; SN-snow; PL-ice pellets; GR-
hail; GS-small hail and/or snow pellets or combinations thereof; e.g.,
TSRASN = thunderstorm with rain and snow)
TSUNAMI Tsunami (used in airport warnings)
TTF Trend Forecast
TURB Turbulence
TX Indicator for Maximum Temperature (MET – used in TAF code form)
TYPH Typhoon
U Upward (tendency in RVR during previous 10 minutes)
UP Unknown Precipitation
V Variation from mean wind speed (used in METAR/SPECI code
forms)
VA Volcanic Ash
VAAC Volcanic Ash Advisory Center
VC... Vicinity of the Aerodrome (followed by FG-fog; FC-funnel cloud; PO-
dust/sand whirls; BLDU-blowing dust; BLSA-blowing sand; or BLSN-
blowing snow; e.g., VCFG = vicinity fog)
AUSTRALIA
VRB Variable
WAFC World Area Forecast Center
WAFS World Area Forecast System
WATIR Weather and Terminal Information Reciter
WBD Wet Bulb Depression
WDSPR Widespread
WI Within
WKN Weaken, Weakening
WRNG Warning
WS Wind Shear
WTSPT Waterspout
WX Weather
Z Coordinated Universal Time (in meteorological messages)
AUSTRALIA
METEOROLOGY SERVICES
1 RESPONSIBLE SERVICE
The Australian Bureau of Meteorology (BoM) is responsible for the provision of meteorological
services within the Australian FIR and external Australian territories.
Contact details:
Group Manager Aviation Land and Maritime Transport Program

Australian Bureau of Meteorology
Address: GPO Box 1289
Melbourne, Victoria
Australia
3001
Tel: 61 3 9669 4000
Fax: 61 3 9669 4699
E-Mail: webav@bom.gov.au
Internet: www.bom.gov.au/aviation
1.2 APPLICABLE ICAO DOCUMENTS

The meteorological service is provided in accordance with provisions in the following ICAO docu-
ments:
– Annex 3 – Meteorological Service for International Air Navigation
– Doc 7030 – Regional Supplementary Procedures
– Doc 8400 – PANS – ICAO Abbreviations and Codes
– Doc 8896 – Manual of Aeronautical Meteorological Practice
– Doc 9673 – Air Navigation Plan Asia and Pacific Regions
– Doc 10100 – Manual on Space Weather Information in Support of International Air Navigation
– Annex 11: Air Traffic Services (MET related issues only)
– Annex 12: Search and Rescue (MET related issues only)
– Annex 15: Aeronautical Information Services (MET related issues only)
Differences to Annex 3, “Meteorological Service for International Air Navigation,” are listed in GEN
1.7 (not published herein).
1.3 RESOURCES
BoM publishes online resources regarding aviation weather at www.bom.gov.au/aviation/.
AUSTRALIA
2 AREA OF RESPONSIBILITY
The area of responsibility for the provision of aeronautical meteorological services set out in this
publication covers the Australian FIR and Australian external territories in other FIR. An aeronauti-
cal meteorological watch service is provided to issue SIGMET for the Australian FIR.
Refer to the BoM Aviation Knowledge Centre for more information: www.bom.gov.au/aviation/
knowledge-centre/.
3 METEOROLOGICAL OBSERVATIONS AND REPORTS

Details about services available at individual airports are available in ERSA FAC. There is also
some information provided by BoM online: www.bom.gov.au/aviation/location-info/.
3.1 METAR/SPECI
More information on METAR/SPECI can be found in the Product Information section of the BoM
Aviation Knowledge Centre: www.bom.gov.au/aviation/knowledge-centre/.
3.1.1 Routine Reports (METAR)
A METAR is a routine report of meteorological conditions at an airport. METAR are normally
issued on the hour and half hour.
3.1.2 Special Reports (SPECI)
SPECI are non-routine airport reports issued whenever one or more observed meteorological ele-
ments meet specified criteria significant to aviation.
3.2 OTHER METEOROLOGICAL REPORTS

On request other meteorological reports may be provided based on the whole horizon or only the
area that will contain the probable flight path of an aircraft.
Other meteorological reports are provided by:
a. Tower ATC at controlled airports; or
b. A CA/GRS or UNICOM at certain non-controlled airports.
4 TYPES OF SERVICES
BoM provides an English language H24 service from the Brisbane MET Office (MO) and Mel-
bourne MO. The Melbourne MET Watch Office (MWO) is operated by the Melbourne MO and the
BoM Hazardous Weather Unit (HWU). The Brisbane MWO is operated by the Brisbane MO and
BoM HWU. Australia also operates a Volcanic Ash Advisory Centre and Tropical Cyclone Advi-
sory Centre.
The following services are available from/for Australia:
a. Forecast upper-level wind and temperature charts;
b. Satellite imagery;
c. Significant weather charts;
AUSTRALIA
d. Route forecasts (wind and temperature);

e. Grid point forecasts (wind and temperature);
f. OPMET (TAF, METAR/SPECI, Aerodrome Warning, Wind Shear Warning, SIGMET,
AIRMET, GAF, VA Advisory, TC Advisory and SWX Advisory);
g. Airport weather briefing; and
h. Area QNH.
For more information of these products, refer to the BoM aviation website: www.bom.gov.au/avia-
tion/.
A consultative briefing service is available from both MO. Local numbers align with the 10 areas
as detailed on the PCA and are given in the following table:
Brisbane MO Melbourne MO
QLD-North 07 3239 8721 NSW-West 02 9296 1527
QLD-South 07 3229 1854 NSW-East 02 9296 1526
NT 08 8920 3814 VIC 03 9669 4850
WA-North 08 9263 2259 TAS 03 6221 2026
SA 08 8366 2773
WA-South 08 9263 2255
NOTE: Conversations on these briefing services are recorded.

Meteorological information is available by phone and electronic briefing systems from the NCC
Pilot Briefing Office, located in Canberra. Contact details are:
Airservices Pilot Briefing Office

Canberra ACT
Australia
2601
Tel: +61 2 6268 5062
Fax: +61 2 6268 5033
4.1 ATS METEOROLOGICAL INFORMATION SERVICE

The ATS meteorological information service is contained within the Flight Information Service
(FIS) described in ATC — AIR TRAFFIC RULES AND SERVICES — Flight Information Services
(FIS).
AUSTRALIA
5 NOTIFICATION REQUIRED FROM OPERATORS

5.1 INTERNATIONAL OPERATIONS
Forecast Required Availability Notice Required

Preliminary operational planning (to assist
in the general planning of the following 3-24 hours before EOBT 8 hours
day’s operations)
At least 3 hours before
Preflight 8 hours
EOBT
Enroute As arranged
5.2 FOR DOMESTIC OPERATIONS

5.2.1 All meteorological information issued on a routine basis and held by the briefing office con-
cerned is available without prior notice. Eight (8) hours notice is required for non-routine forecasts
unless stated otherwise in the paragraph below.
5.3 FORECASTS FOR FLIGHTS — VALID GRAPHICAL AREA FORECASTS

(GAFs) NOT AVAILABLE
5.3.1 Flight Forecasts required for flights for which valid GAFs are not available will be supplied
subject to the request being received three days prior to departure and forecaster capacity to pro-
vide the service.
NOTE: Every effort will be made to expedite meteorological documentation for Mercy and SAR
flights.
Notification should include the following information as applicable:
a. departure airport and EOBT;
b. destination and ETA;
c. route;
d. ETAs and EOBTs for any intermediate stopping places;
e. heights for upper winds and temperatures; and
f. time documentation required.
AUSTRALIA
AVIATION FORECASTS
1 INTERPRETATION AND USE OF FORECASTS

In TAF, cloud heights are given above the airport elevations.
In other forecasts, heights are expressed:
a. as a flight level; or
b. with reference to mean sea level.
2 FORECASTS FOR OPERATIONS ABOVE 10,000 FT

The meteorological information for operations above 10,000 ft will consist of the following as
appropriate:
a. Significant Weather Charts;
b. Wind and Temperature Charts;
c. Grid Point Forecasts (wind and temperature);
d. Route Sector Winds and Temperatures.
This information is available from:
– ATS automates briefing systems: NAIPS-AVFAX or charts;
– ATS briefing offices by phone or fax; and
– BoM.
3 GRAPHICAL AREA FORECASTS (GAF) FOR OPERATIONS

SURFACE TO 10,000 FT
GAF are issued for aircraft operations at or below 10,000 ft for the 10 areas as detailed on the
PCA. They comprise of an image and supporting text detailing the meteorological conditions. GAF
are prepared and issued at the following times (UTC):
a. 6 hour validity periods 2300 to 0500, 0500 to 1100, 1100 to 1700 and 1700 to 2300;
b. At each issue time two GAF will be issued covering a 12 hour period, for example at 2200,
both 2300 to 0500 and 0500 to 1100 GAF will be issued;
c. GAF will be issued no later than 30 min 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.
Forecasts for critical locations are included in some GAF. These include:
– – Bowral (BWL - NSW-E);
– – Mt Victoria (MVI - NSW-E);
– – Murrunrundi (MUI - NSW-E); and
– – Kilmore Gap (KMG - VIC).
AUSTRALIA
AVIATION FORECASTS
Aerodrome Weather Reports (AWR), i.e. METAR/SPECI and AWIS, are only available for MUI
and KMG. However, AWR from Moss Vale (MSV) and Mount Boyce (MTB) typically provide rep-
resentative observations from BWL and MVI respectively.
GAF are available from the ATS automated briefing systems and briefing offices.
3.4 More information on GAF can be found in the Product Information section of BoM Aviation
Knowledge Centre: www.bom.gov.au/aviation/knowledge-centre/.
3.5 A Flight Forecast (text based forecasts) may be issued for any part of a flight for which a
routine GAF is not prepared - requests are to be made to the relevant MO.
4 SIGNIFICANT WEATHER (SIGWX) CHARTS

The significant weather expected in the airspace from FL250 to FL630 (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 may also be shown.
4.2 More information on SIGWX Charts can be found in the Product Information section of the
BoM Aviation Knowledge Centre: www.bom.gov.au/aviation/knowledge-centre/.
4.3 Significant weather charts are available from NAIPS (under Charts) and from the BoM avia-
tion web page.
5 ROUTE SECTOR WINDS AND TEMPERATURES (RSWT)

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.
5.2 More information on RSWT forecasts can be found in the Product Information section of
BoM Aviation Knowledge Centre www.bom.gov.au/aviation/knowledge-centre/.
5.3 RWST forecasts are available from NAIPS (under Charts) and from BoM aviation web page.
6 GRID POINT WIND AND TEMPERATURE (GPWT)

FORECASTS
GPWT charts provide a display of wind and temperature data derived from weather model data.
More information on GPWT forecasts can be found in the Product Information section of BoM Avi-
ation Knowledge Centre: www.bom.gov.au/aviation/knowledge-centre/.
Low-level GPWT Reference Charts with PCA points can be found in the NAIPS Charts Directory.
7 AERODROME FORECASTS (TAF)

TAF are a statement of meteorological conditions expected for a specified period in the airspace
within a radius of 5 NM of the ARP.
TAF service is typically provided in accordance with the airport’s TAF category, as follows:
AUSTRALIA
AVIATION FORECASTS
CATEGO-
AIRPORT TYPE ROUTINE TAF SERVICE
RY
Selected airports specified Issued 3 hourly.
in the listing below, (also Validity is either 18, 24 or 30 hours depending on
TAF3
found in the Australia ER- which airport type and category of TAF (A or B).
SA).
International Issued 6 hourly, valid for 18, 24 or 30 hours.
A
Commencement times 00, 06, 12 and 18 UTC.
Large Issued 6 hourly, valid for 12 or 18 hours.
B
Commencement times 00, 06, 12 and 18 UTC.
Medium Issued 6 hourly, typically valid for 12 hours.
C Commencement times 02, 08, 14 and/or 20 UTC, ex-

cept in Western Australia where commencement
times are 04, 10, 16 and/or 22 UTC.
Small Issued 6 or 12 hourly, valid for up to 12 hours.
D Commencement times are typically 20 and/or 02

UTC, except in Western Australia where commence-
ment 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.
NOTE 2: TAF will be provided upon request for other locations in support of SAR and emergency
flights.
NOTE 3: TAF3 airports may not have H24 TAF3 service. MO hours for TAF3 watch and routine
TAF3 validity periods are annotated in ERSA.
NOTE 4: The content of TAF, and locations for which TAF are issued and their categories, are
shown in the listing below.
NOTE 5: TAF3 is identical in format to any other TAF and can be identified by the indicator
“TAF3” in the RMK section of the TAF.
7.3 Amendments, labeled TAF AMD, are issued immediately once the need is recognized.
More information on TAF3 and TAF can be found in the product information section of BoM Avia-
tion Knowledge Centre: www.bom.gov.au/aviation/knowledge-centre/.
NOTE: Flight planning requirements for TAF can be found at ATC — FLIGHT PLANNING para-
graph 1.2.4.
7.5 A TAF3 service is provided, H24 for the following locations:
a. Adelaide
AUSTRALIA
AVIATION FORECASTS
b. Brisbane
c. Cairns
d. Canberra
e. Darwin
f. Gold Coast
g. Hobart
h. Melbourne
i. Perth
j. Sydney
7.6 A TAF3 service is also provided at the following Defence bases when staffed by Defence
Decision Support meteorologists:
a. Amberley
b. East Sale
c. Nowra
d. Oakey
e. Pearce
f. Tindal
g. Townsville
h. Williamtown.
7.7 Airports and categories for which TAF will be available:
AIRPORT CATEGORY
Adelaide A
Adelaide/Edinburgh (RAAF) B
Adelaide/Parafield B
Albany C
Albury B
Alice Springs A
Amberley (RAAF) A
Argyle D
Armidale C
Avalon A
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AVIATION FORECASTS
AIRPORT CATEGORY
Ayers Rock/Connellan (Yulara) B
Bairnsdale D
Ballarat C
Ballera Gas Field D
Ballina/Byron Gateway B
Barimunya C
Barrow Island B
Bathurst C
Bathurst Island (Nguiu) C
Bayu Undan D
Bendigo C
Birdsville D
Boolgeeda C
Bourke D
Brisbane A
Brisbane/Archerfield B
Brisbane West Wellcamp A
Broken Hill C
Broome A
Browse Island D
Bunbury C
Bundaberg B
Burketown D
Busselton A
Cairns A
Camden B
Canberra A
Carnarvon D
Ceduna D
Charleville C
AUSTRALIA
AVIATION FORECASTS
AIRPORT CATEGORY
Chinchilla C
Christmas Creek C
Christmas Island A
Clermont D
Cloncurry C
Cobar D
Cocos (Keeling) Islands A
Coen D
Coffs Harbour A
Coober Pedy D
Cooktown D
Cooma - Snowy Mountains C
Coonabarabran D
Coondewanna C
Cunderdin D
Curtin/Derby South B
Darwin A
Derby C
Devonport C
Djarindjin/Lombadina B
Dubbo B
East Sale (RAAF) B
Elcho Island (Ngayawili) D
Eliwana C
Emerald B
Ernabella (Pukatja) D
Esperance C
Fitzroy Crossing D
Flinders Island C
Forrest C
AUSTRALIA
AVIATION FORECASTS
AIRPORT CATEGORY
Fortescue Dave Forrest C
Georgetown (QLD) D
Geraldton B
Giles D
Gladstone B
Glen Innes D
Gold Coast (Coolangatta) A
Golden Grove C
Goulburn D
Gove C
Grafton D
Griffith C
Groote Eylandt C
Gudai-Darri Mine C
Halls Creek C
Hamilton C
Hamilton Island B
Hervey Bay B
Hobart A
Holsworthy B
Hooker Creek (Lajamanu) D
Horn Island A
Horsham D
Hughenden D
Innisfail D
Ivanhoe D
Jabiru D
Jabiru Venture D
Julia Creek D
Kalgoorlie-Boulder A
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AVIATION FORECASTS
AIRPORT CATEGORY
Karratha B
King Island C
Kingaroy D
Kingscote/Kangaroo Island C
Koodaideri Mine C
Koolan Island/Koolan Central C
Kowanyama D
Kununurra C
Latrobe Valley C
Launceston A
Learmonth A
Leigh Creek D
Leinster C
Leonora C
Lismore C
Lockhart River D
Lombadina B
Longreach C
Lord Howe Island A
Mackay B
Maitland (NSW) D
Mangalore D
Maningrida C
Mareeba D
Maryborough (QLD) D
McArthur River Mine D
Meekatharra C
Melbourne A
Melbourne/Essendon B
Melbourne/Moorabbin B
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AVIATION FORECASTS
AIRPORT CATEGORY
Merimbula C
Mildura B
Modec Venture D
Moomba C
Moranbah C
Moree C
Mornington Island D
Moruya C
Mount Gambier C
Mount Isa B
Mount Magnet D
Mudgee D
Mungalalu-Truscott C
Murray Bridge D
Narrabri C
Narrandera D
Newman B
Ngukurr D
Norfolk Island A
Normanton C
Nowra B
Oakey B
Olympic Dam C
Onslow D
Orange C
Paraburdoo B
Parkes D
Pearce (RAAF) B
Perth A
Perth/Jandakot B
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AVIATION FORECASTS
AIRPORT CATEGORY
Port Augusta C
Port Hedland A
Port Keats D
Port Lincoln B
Port Macquarie B
Portland D
Proserpine/Whitsunday Coast B
Renmark D
Richmond (NSW) (RAAF) A
Richmond (QLD) D
Rockhampton A
Roma C
Rottnest Island D
Saint George D
Saint Helens C
Scherger (RAAF) D
Scone D
Shark Bay D
Shellharbour C
Shepparton D
Solomon C
Southern Cross D
Strahan C
Sunshine Coast B
Swan Hill D
Sydney/Bankstown B
Sydney/Kingsford Smith A
Tamworth B
Taree C
Telfer C
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AVIATION FORECASTS
AIRPORT CATEGORY
Tennant Creek C
Thangool D
Thargomindah D
The Granites D
The Monument D
Tindal A
Toowoomba C
Townsville A
Trepell C
Tropicana C
Truscott-Mungalalu C
Wagga Wagga B
Walgett D
Wangaratta D
Warburton D
Warrnambool C
Weipa C
West Angeles C
Whyalla C
Williamson (MIL) D
Williamtown (RAAF) A
Wiluna D
Windorah D
Winton D
Woomera B
Wynyard (Burnie) C
Young D
Yuendumu D
AUSTRALIA
AVIATION FORECASTS
8 AIRPORT WEATHER BRIEFINGS (AWB)

Airport Weather Briefings (AWB) AWB are provided for:
– Brisbane (YBBN);
– Melbourne (YMML);
– Adelaide (YPAD);
– Perth (YPPH);
– Sydney (YSSY); and
– Darwin (YPDN)
– only available during the wet season.
The AWB is provided to expand on the information provided in the TAF. Once issued, it is not
amended or updated.
AUSTRALIA
METEOROLOGY REPORTS AND ADVISORIES
1 AIRCRAFT REPORTS
1.1 ROUTINE AIRCRAFT OBSERVATIONS
1.1.1 Routine Observations in Australian FIRs are only required from aircraft equipped with Air-
craft Meteorological Data Relay (AMDAR).
1.1.2 AMDAR equipped aircraft should transmit routine meteorological observations:
a. at waypoints indicated by the symbols and on Enroute and Area charts.
b. at meteorological reporting points shown on the relevant charts.
c. whenever conditions experienced are significantly above or below those forecast.
1.1.3 In areas where ground meteorological reports are infrequent or any hazardous weather is
encountered, or observed either visually or by radar, pilots in command are encouraged to report
observations of MET conditions which they consider will assist in the provision of meteorological
services.
1.1.4 Routine weather observations should be reported in accordance with the AIREP Format
shown below in APPENDIX 1.
1.2 AIREP SPECIAL

A pilot-in-command should make an AIREP Special report when requested, or as soon as practi-
cable after encountering or observing hazardous meteorological conditions which, in the opinion
of the pilot are, or may become, severe enough to warrant a SIGMET, regardless of any reports
from other aircraft and regardless of any SIGMET issued.
APPENDIX 1 (Position reports, AIREP Special and volcanic ash reports) details the conditions
warranting an AIREP Special and the format of the report. The estimate of next position may be
omitted from an AIREP Special report unless the report is made at a planned position reporting
point.
1.3 WIND SHEAR — REPORTING

1.3.1 Wind shear encountered by aircraft should be reported by pilots to ATS as aircraft follow-
ing 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 danger-
ous for following traffic.
1.3.2 Due to flight deck workload, reports may be initially reported as Wind Shear Escape and a
full report provided when workload allows.
1.3.3 The full report should 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 air-
speed; or
AUSTRALIA
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.
1.3.4 At non-controlled airports, the report should also be broadcast to all aircraft on the CTAF
and should include the name of the airport.
1.4 VOLCANIC ACTIVITY REPORTS

Volcanic activity reports should be made by the pilot of an aircraft whenever observed, regardless
of any previous reports from other aircraft. See APPENDIX 1 for a sample form Volcanic Activity
Reporting (Model VAR).
2 VOLMET SERVICE
2.1 VOLMET broadcasts are prefixed by the designator “VOLMET” and may contain:
a. METAR/SPECI;
b. TAF for locations where significant elements are forecast;
c. advice regarding the availability of SIGMET.
2.2 Due to broadcast time constraints, TAF for a location will be included only if significant ele-
ments are forecast during the first three hours of validity. If no significant elements are forecast in
this period the identifier NOSIG will be broadcast in place of the TAF details following the METAR/
SPECI for that location.
2.3 Cloud types, excepting cumulonimbus, will not be included in VOLMET broadcasts.
2.4 Specific information regarding the VOLMET service is detailed in the following table:
Station BCST Peri- HR of Serv- Content

Call Sign FREQ (kHz) Locations
Name od ice Remarks
(2) (3) (6)
(1) (4) (5) (7)
Alice VKA-930 6676 00 to 05 H24 Sydney METAR/
Springs VKA-931 11387 and Brisbane SPECI
‘Australian’ 30 to 35 Cairns
Townsville TAF where
Melbourne significant
Adelaide
AUSTRALIA
Station BCST Peri- HR of Serv- Content

Call Sign FREQ (kHz) Locations
Name od ice Remarks
(2) (3) (6)
(1) (4) (5) (7)
Darwin Availability
Perth of SIGMET
(see note)
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.
3 SIGMET AND AIRMET SERVICE

3.1 SIGMET
3.1.1 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.
3.1.2 SIGMET are issued by MWO 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.
MWO HR FIR Type and Validity

Melbourne H24 YBBB SIGMET
YMMM 4HR
Specific procedures:
a. SIGMET for turbulence or icing above 10,000 ft are issued north of 50°S. SIGMET for tur-
bulence or icing above 10,000 ft south of 50°S upon request.
b. SIGMET for thunderstorms are issued for north of 50°S.
c. SIGMET for phenomena at and below 10,000 ft (other than thunderstorms, tropical cyclo-
nes and volcanic ash) are issued for GAF areas and outside GAF areas upon request.
Melbourne H24 YBBB SIGMET
YMMM VA/TC
6HR
Specific procedures: Nil
Brisbane H24 YBBB SIGMET
YMMM 4HR
AUSTRALIA
MWO HR FIR Type and Validity

Specific procedures:
a. SIGMET for phenomena at and below 10,000 ft (other than thunderstorms, tropical cyclo-
nes and volcanic ash) are issued for GAF areas and outside GAF areas on request.
3.1.3 SIGMET for volcanic ash cloud and tropical cyclones is issued for the whole of Melbourne
and Brisbane FIR (YMMM and YBBB).
3.1.4 SIGMET are issued in both text and graphical format.
3.1.5 If a text SIGMET cannot be rendered graphically, it will be displayed in text format on the
graphic.
3.1.6 More information on SIGMET can be found in the Product Information section of BoM Avi-
ation Knowledge Centre: www.bom.gov.au/aviation/knowledge-centre/.
3.2 AIRMET
3.2.1 AIRMET information concerns the occurrence, or expected occurrence, in an area over
which meteorological watch is being maintained, of certain phenomena that have not been inclu-
ded in a current GAF.
3.2.2 AIRMET information, which concerns phenomena of a lesser degree of severity than
SIGMET information, at or below 10,000 ft.
3.2.3 AIRMET information is issued by MWO 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.
3.2.4 AIRMET are issued in both text and graphical format.
3.2.5 More information on AIRMET, including the phenomena that warrant issuance, can be
found in the Product Information section of BoM Aviation Knowledge Centre: www.bom.gov.au/
aviation/knowledge-centre/.
4 OTHER AUTOMATED METEOROLOGICAL SERVICES

4.1 AERODROME WEATHER INFORMATION SERVICE (AWIS) AND
WEATHER AND TERMINAL INFORMATION RECITER (WATIR)
4.1.1 AWIS and WATIR transmit meteorological information from the Automatic Weather Station
via a phone number, or at some airports via a VHF radio broadcast. WATIR combines the mete-
orological information with additional terminal information from the airport operator. AWIS and
WATIR information is classed as “real time” data.
4.1.2 Some or all of the following information may be provided:
a. Message identifier e.g., “AWS AERODROME WEATHER” or “AUTOMATED WEATHER
INFORMATION SERVICE”.
b. Station identifier as a plain language station name;
AUSTRALIA
c. time (UTC);
d. wind direction in degrees magnetic and speed in knots;
e. visibility;
f. RVR (where available);
g. present weather;
h. cloud below 10,000 ft, amount and height;
i. temperature in whole degrees Celsius;
j. dew point in whole degrees Celsius;
k. QNH in whole hectopascals;
l. rainfall (last 10 minutes).
4.1.3 When information is not available the relevant element of the broadcast will be identified
as “[ELEMENT NAME] CURRENTLY NOT AVAILABLE”; e.g., “TEMPERATURE CURRENTLY
NOT AVAILABLE”.
4.1.4 When the information from the AWIS is determined as being corrupt, a NOTAM will be
issued.
4.1.5 The QNH from a BoM managed or BoM approved AWS is an approved source of QNH
and may be used in accordance with TERMINAL — INSTRUMENT APPROACH/TAKEOFF PRO-
CEDURES — QNH Sources.
4.1.6 When AWIS information is available after hours (AH), and the airport is uncontrolled, refer-
ence will be made to its availability in ATIS UTC.
4.2 AUTOMATIC EN ROUTE INFORMATION SERVICE (AERIS)

4.2.1 The AERIS continuously broadcasts METAR/SPECI and TAF where significant elements
are forecast in the first three hours of validity, from a network of VHF transmitters installed around
Australia. Details of transmitter sites, frequencies and locations for which meteorological informa-
tion is provided are shown below.
AUSTRALIA
VHF AUTOMATIC EN ROUTE INFORMATION SERVICE (AERIS) NETWORK (COVERAGE AT

20,000 FT)
OUTLET and
METAR/ SPECI and TAF (WHERE AVAILABLE) Menu
VHF
Bellenden Kerr Amberley, Brisbane, Cairns, Hamilton I, Mackay, Rockhampton, Townsville
119.75
Broken Hill Adelaide, Alice Springs, Amberley, Brisbane, Darwin, Melbourne, Sydney
128.25
Ceduna Adelaide, Alice Springs, Kalgoorlie, Melbourne, Perth, Sydney
128.45
Derby Broome, Darwin, Kununurra, Meekatharra, Perth, Port Hedland
128.45
Goochegoochera Alice Springs, Cairns, Darwin, Tennant Creek, Tindal, Townsville
128.45
AUSTRALIA
OUTLET and
METAR/ SPECI and TAF (WHERE AVAILABLE) Menu
VHF
Kalgoorlie Adelaide, Alice Springs, Ceduna, Kalgoorlie, Laverton, Perth
128.25
Meekatharra Broome, Karratha, Meekatharra, Mount Magnet, Paraburdoo, Perth, Port
128.45 Hedland
Mt Blackwood Amberley, Brisbane, Cairns, Hamilton I, Mackay, Rockhampton, Townsville

119.85
Mt Canobolas Adelaide, Alice Springs, Amberley, Brisbane, Melbourne, Perth, Sydney, Wil-
127.7 liamtown
Mt Ginini Adelaide, Canberra, Hobart, Melbourne, Wagga Wagga

128.65
Mt Isa Alice Springs, Amberley, Brisbane, Cairns, Mt Isa, Tindal, Townsville
120.35
Mt Mowbullan Amberley, Brisbane, Gold Coast, Mackay, Rockhampton, Sunshine Coast,
119.95 Sydney
Mt William Adelaide, Hobart, Launceston, Melbourne, Mildura, Perth

119.75
Point Lookout Amberley, Brisbane, Canberra, Gold Coast, Melbourne, Rockhampton, Syd-
119.75 ney, Williamtown
Automatic Broadcast Services are an essential part of the In-Flight Information Service:
– International flights are catered for by the Sydney HF VOLMET service.
– Flights within 90 NM of a Primary Control Zone and 30 NM of a General Aviation Control Zone
area are catered for by the Automatic Terminal Information Services (ATIS).
– Flights operating within Australia, in particular, flights operating in control area, are catered for
by an Automatic Enroute Information Service (AERIS).
– Aircraft operating to an airport at which AWS is installed may be catered for by AWIS.
4.3 HAZARD ALERTS

4.3.1 Hazard Alerts contain information, assessed by ATS to have an immediate and detrimen-
tal effect on the safety of an aircraft, that could assist pilots to avoid hazardous situations. Hazard
Alerts will be:
AUSTRALIA
a. broadcast on the appropriate ATS frequency as necessary. Broadcasts will normally be

made on receipt, H + 15 and H + 45 or until the availability of an updated FIS product (MET
or NOTAM) has been broadcast; and
b. directed to those aircraft maintaining continuous communications with ATS at the time the
hazard is assessed that are within one hour flight time of the hazardous conditions.
4.4 SPACE WEATHER (SWX)

4.4.1 The Bureau of Meteorology is part of one of the ICAO designated aviation Space Weather
Centres (SWXC) established to deliver space weather (SWX) services.
4.4.2 The SWXC monitor and provide current conditions, advisories and forecasts of space
weather phenomena with the potential to impact:
a. high frequency radio communications (HF COM);
b. global navigation satellite systems (GNSS) based navigation and surveillance systems; and
c. radiation effects on avionics and/or human health (RADIATION).
4.4.3 A space weather advisory is issued whenever space weather conditions exceed pre-
defined ICAO thresholds as defined in ICAO Doc 10100 for both moderate impacts (MOD) and
severe impacts (SEV).
6 APPENDIX 1
6.1 POSITION REPORTS, AIREP SPECIAL, AND VOLCANIC ASH
REPORTS
6.1.1 Position reports
Refer to FORM 1: ROUTINE POSITION AND AIREP SPECIAL REPORTS.
Section 1 is obligatory.
Section 2 must be added only when requested by the operator or deemed necessary by the pilot-
in-command.
In the enroute phase, section 3 (other than braking action) should be added:
a. by AMDAR equipped aircraft only — at designated compulsory MET reporting points; and
b. when requested by ATC or MET.
At a controlled airport, section 3 (braking action) should be reported when encountered runway
braking action is not as good as reported.
6.1.2 AIREP Special
To be made whenever any of the phenomena listed under item 9 are observed or encountered.
Items 1-4 and the appropriate phenomena specified in item 9 are the minimum required.
6.1.3 Detailed Reporting Instructions for Selected Items
Item 1: Use aircraft callsign as per flight plan or as requested by ATC.
AUSTRALIA
Item 3: Time must be the actual time of the aircraft at the position, not the time of the message.
Time shall be expressed in hours and minutes UTC.
Item 4: Aircraft on a block level, or climb, or descent clearance are to report actual flight level or
altitude at the position plus level climbing/descending to.
Item 5: ‘Next position’ shall only be a compulsory reporting point or waypoint, unless ATC
requests an estimate for a different place. Time shall be expressed in hours and minutes UTC.
Item 6: ‘Ensuing significant point’ shall be the next compulsory or non-compulsory reporting point
or waypoint after the ‘Next position’. This item is only required if requested or necessary to con-
firm route to be followed.
Item 9:
– Turbulence: The following specifications apply:
• Moderate: Changes to accelerometer readings of between 0.5g and 1.0g at the aircraft's
center of gravity. Moderate changes to aircraft attitude and/or altitude may occur but aircraft
remains under positive control. Usually small changes in airspeed. Difficulty in walking.
Loose objects move about.
• Severe: Changes to accelerometer readings greater than 1.0g at the aircraft's center of grav-
ity. Abrupt changes to aircraft attitude and/or altitude may occur; aircraft may be out of con-
trol for short periods. Usually large changes of airspeed. Loose objects tossed about.
– Icing: The following specifications apply:
• Moderate: Conditions in which a change of heading and/or altitude may be considered desir-
able.
• Severe: Conditions in which immediate change of heading and/or altitude is considered
essential.
– MOUNTAINWAVE SEVERE means conditions in which the downdraft is 600 ft/min or more
and/or severe turbulence is encountered.
– Thunderstorms: Only report those thunderstorms which are:
• obscured in haze; or
• embedded in cloud; or
• widespread; or
• forming a squall-line.
– Pre-eruption volcanic activity: In an AIREP, this means unusual and/or increasing volcanic
activity which could presage a volcanic eruption.
NOTE: In case of volcanic ash cloud, pre-eruption volcanic activity or volcanic eruption, a post-
flight report shall also be made on the special air-report of volcanic activity form (Model VAR - see
example in FORM 2: VOLCANIC ACTIVITY FORM (MODEL VAR)).
– Braking action: The following specifications apply:
AUSTRALIA
• GOOD — Braking deceleration is normal for the wheel braking effort applied AND directional
control is normal.
• GOOD TO MEDIUM — Braking deceleration OR directional control is between Good and
Medium.
• MEDIUM — Braking deceleration is noticeably reduced for the wheel braking effort applied
OR directional control is noticeably reduced.
• MEDIUM TO POOR — Braking deceleration OR directional control is between Medium and
Poor.
• POOR — Braking deceleration is significantly reduced for the wheel braking effort applied
OR directional control is significantly reduced.
• LESS THAN POOR — Braking deceleration is minimal to non-existent for the wheel braking
effort applied OR directional control is uncertain.
6.1.4 Volcanic Ash Reports
Refer to FORM 2: VOLCANIC ACTIVITY FORM (MODEL VAR).
AIREP are critically important for assessing the hazards of volcanic ash cloud to aircraft opera-
tions. Information recorded on the volcanic activity reporting form (Model VAR) is not for transmis-
sion by RTF but, on arrival at an airport, is to be delivered without delay by the operator or a flight
crew member to the airport meteorological office. If such an office is not easily accessible, the
completed form shall be delivered in accordance with local arrangements made between the
meteorological and ATS authorities and the operator.
FORM 1: ROUTINE POSITION AND AIREP SPECIAL REPORTS

TRANSMIT IN TELEPHONY
ITEM PARAMETER
as appropriate
Message-type designator:
– Routine position-report (call sign) POSITION
– Special air-report [AIREP] SPECIAL
1 Aircraft identification (aircraft identification)
POSITION
(latitude and longitude)
OVER (significant point)*
Section 1 2 Position
ABEAM (significant point)
(significant point) (bearing) (dis-
tance)
3 Time (time)
AUSTRALIA
FORM 1: ROUTINE POSITION AND AIREP SPECIAL REPORTS (continued)

ITEM PARAMETER
as appropriate
FLIGHT LEVEL (number) or
(number) FEET*
CLIMBING TO FLIGHT LEVEL
4 Level
(number) or (number) FEET*
DESCENDING TO FLIGHT LEV-
EL (number) or (number) FEET*
Next position and estimated time (position) (time)
5
over
Ensuing significant point (only if (position) NEXT
6 requested or necessary to confirm
route to be followed)
7 Estimated time of arrival (airport) (time)
Section 2 ENDURANCE
8 Endurance
(hours and minutes)
Phenomenon encountered or ob-
served, prompting a special air-re-
port:
– Moderate turbulence TURBULENCE MODERATE
– Severe turbulence TURBULENCE SEVERE
– Moderate icing ICING MODERATE
– Severe icing ICING SEVERE
Section 3 9 – Severe mountain wave MOUNTAINWAVE SEVERE
– Thunderstorms without hail THUNDERSTORMS
– Thunderstorms with hail THUNDERSTORMS WITH HAIL
DUSTSTORM or SANDSTORM
– Heavy dust/sandstorm
HEAVY
– Volcanic ash cloud VOLCANIC ASH CLOUD
– Pre-eruption volcanic activity or PRE-ERUPTION VOLCANIC AC-
volcanic eruption TIVITY or VOLCANIC ERUPTION
AUSTRALIA
FORM 1: ROUTINE POSITION AND AIREP SPECIAL REPORTS (continued)

ITEM PARAMETER
as appropriate
– On climb out or approach: (Plain language description)
• Cloud — unexpected signifi-
cant variations to amount,
base or tops (by reference to
QNH);
• Visibility — reduced due fog,
mist, hail, rain, snow or dust,
or improvement observed;
• Wind — significant variation
to forecast;
• Other Phenomena — inci-
dence of severe or moderate
turbulence, thunderstorms,
moderate or severe icing,
hail, line squalls, standing
waves or winds of 40 kts or
more within 2000 ft of ground
level.
Runway braking action: BRAKING ACTION:
– Good – GOOD
– Good to Medium – GOOD TO MEDIUM
– Medium – MEDIUM
– Medium to Poor – MEDIUM TO POOR
– Poor – POOR
– Less than Poor – LESS THAN POOR
*In Australian domestic airspace, the words “OVER” and “FEET” may be omitted.
AUSTRALIA
AUSTRALIA
7 GLOBAL REPORTING FORMAT IN AUSTRALIA

7.1 INTRODUCTION
On 4 November 2021, the International Civil Aviation Organization (ICAO) implemented the
Global Reporting Format (GRF) — an enhanced reporting format for assessing and reporting
runway surface conditions.
The details shown below provides information about Australia’s implementation of GRF.
7.2 OVERVIEW OF GLOBAL REPORTING FORMAT

7.2.1 The GRF involves collecting data on runway surface conditions, converting the data into
structured operational information and providing the information to the end users according to a
strict syntax readable in automated NOTAM processing systems. The system includes new defini-
tions for surface condition on airport surfaces, new requirements for surface assessments, intro-
duction of runway condition code (RWYCC), and expansion of the scope of SNOWTAM to include
runways contaminated by standing water. There are also revised scales for reporting braking
action and directional control.
7.2.2 The GRF has wide application for all climatic conditions including high latitude environ-
ments where snow and ice fall is the major factor through to tropical and temperate environments
where the most significant factor is rainfall (e.g., thunderstorms).
7.3 ASPECTS OF GRF ALREADY IN USE IN AUSTRALIA

7.3.1 Several aspects of the GRF have already been implemented in Australia.
7.3.2 Specifically, runway surface conditions that used to be reported in terms of DRY, DAMP,
WET, WATER PATCHES and FLOODED are now reported in terms broadly consistent with the
GRF, namely DRY, WET, STANDING WATER, etc. The depth of standing water, where meas-
ured and reported, will be provided by air traffic services (ATS) to flight crew.
7.3.3 Additionally, the scales of reported braking action and lateral control are aligned with the
scales introduced with the GRF.
7.3.4 At controlled airports, ATC will relay information received from the airport operator about
runway surface conditions including contamination.
7.4 WHAT IS NOT BEING IMPLEMENTED IN AUSTRALIA

7.4.1 SNOWTAM
7.4.1.1 At this point, Australia is not introducing SNOWTAM.
7.4.1.2 This is because the condition most likely to trigger a SNOWTAM in Australia — STAND-
ING WATER — is a rare event and highly transient. Given the lead time to compose a SNOW-
TAM, forward it to the NOTAM office and for it to be issued, the conditions that triggered the need
for the SNOWTAM are likely to have passed.
NOTE: A runway that is simply wet — the most likely occurrence in Australia — would not nor-
mally trigger the issuance of a SNOWTAM.
AUSTRALIA
7.4.1.3 As mentioned earlier, the ATC at controlled airports will relay information received from
the airport operator about runway surface conditions including the extent to which the runway is
contaminated. This relay method is more likely to provide timely information than a SNOWTAM.
7.4.1.4 In the rare event that a runway is flooded and has extensive standing water, it is likely
that the runway will be contaminated with debris to the extent of being unserviceable. In this case,
a NOTAM is likely to be issued to report the runway as closed.
7.4.2 Runway Condition Code (RWYCC)
7.4.2.1 At this point, Australia is not introducing RWYCC for runway condition reports.
7.4.2.2 Instead, ATC will relay only plain language reports about known runway conditions and
reported braking action/lateral control in accordance with the current runway condition terms.
Flight crews in receipt of such information should make their own assessment of the impact of the
report and take appropriate action.
7.4.3 Report of Runway Surface Conditions in Terms of Runway ‘Thirds’
7.4.3.1 Reports about runway surface conditions will not be reported for runway thirds – that is a
report for each third of a runway’s length as measured from the lower runway designation
number.
7.4.3.2 Instead, runway surface is reported in terms of a single assessment covering the entire
runway.
7.5 GUIDANCE ON RUNWAY CONDITION REPORTING FOR THE

PRESENT
7.5.1 The aviation community should continue using the existing procedures in the aeronautical
information publication (AIP) and Jeppesen — AUSTRALIA ATC sections on runway surface con-
ditions on and after 4 November 2021.
7.5.2 International operators can view Australia’s differences in relation to the GRF in the sum-
mary tables shown below.
7.6 FUTURE DEVELOPMENTS

7.6.1 The Civil Aviation Safety Authority (CASA) is taking a risk-based approach to implement-
ing the GRF and will be making appropriate changes to procedures and standards as these are
developed.
7.6.2 Questions about GRF should be directed to CASA: grf.australia@casa.gov.au.
8 SUMMARY OF AUSTRALIA’S LEVEL OF IMPLEMENTATION

OF THE GRF AGAINST ICAO STANDARDS AND PROVISIONS
Code
A= More exacting and exceeds the ICAO SARP
B= Different in character or other means of compliance
AUSTRALIA
C= Less protective or partially implemented/not implemented

ND = No difference
ICAO Standard Level of

Australian Legis-
or Recommen- Implemen- Text of Difference
lative Reference
dation tation
ICAO Annex 6 Part I – International Commercial Air Transport – Airplanes
Contaminated Volume 5 of the B For Australia, a runway is contaminated if
runway Civil Aviation more than 25% of the runway surface area
Safety Regula- within the required length and width being
tions (CASR) used covered by:
1998 — the sec- a. water, or slush, more than 3 mm deep;
tion labelled as or
the Dictionary
b. loose snow more than 20 mm deep; or
c. compacted snow or ice.
Dry runway Volume 5 of the ND
Civil Aviation
Safety Regula-
tions (CASR)
1998 — the sec-
tion labelled as
the Dictionary
Wet runway Volume 5 of the B For Australia, a runway is wet if the surface
Civil Aviation area required for a take-off or landing:
Safety Regula- a. is not dry; and
tions (CASR)
1998 — the sec- b. is not contaminated.
tion labelled as
the Dictionary
AUSTRALIA

Australian Legis-
lative Reference
dation tation
4.4.2.1 Regulation 91.255 B Pilots are required to comply with the aero-
of the Civil Avia- nautical information publication (AIP) require-
tion Safety Regu- ments relating to controlled airports. The AIP
lations 1998 states pilots should advise ATS about any
Part 91 Manual of deterioration or improvement of reported run-
Standards sub- way surface conditions, deceleration, and/or
section 11.13 (1) directional control. Pilots are also required to
report hazards to the safety of air navigation
AIP ENR 1.1 sec- that they become aware of, provided that the
tion 10.10 Regu- pilot reasonably believes the information is
lation 91.675 of not published in the AIP/NOTAM.
the Civil Aviation
Safety Regula-
tions 1998
4.4.11 Regulation 91.410 B Pilots are required to ensure that landings
of the Civil Avia- are able to be safely conducted, having re-
tion Safety Regu- gard to all the circumstances of the proposed
lations 1998 landing or take-off (including the prevailing
Part 91 Manual of weather conditions). Australia does not spe-
Standards para- cifically mention taking into account runway
graph 25.02(3)(a) surface conditions in legislation, but multiple
requirements more broadly require taking in-
Part 121 Manual to account landing weather conditions and in
of Standards some cases specific requirements exist re-
Chapter 9 garding whether the runway is dry, wet or
contaminated.
5.2.6 Part 121 Manual C Australia does not specifically require tem-
of Standards sec- perature to be taken into account for landing
tion 9.03 performance calculations in Part 121 or 135.
Part 135 Manual
of Standards sec-
tion 10.07
AUSTRALIA

Australian Legis-
lative Reference
dation tation
5.2.11 Part 121 Manual ND
of Standards sec-
tions 9.10, 9.11
and 9.13
Part 135 Manual
of Standards sec-
tion 10.14
ICAO Annex 6 Part II – International General Aviation – Airplanes
2.2.4.2.1 Regulation 91.675 ND Pilots are required to report hazards to the
of the Civil Avia- safety of air navigation that they become
tion Safety Regu- aware of, provided that the pilot reasonably
lations 1998 believes the information is not published in
the AIP/NOTAM.
2.2.4.2.2 Regulation 91.255 ND At controlled airports, pilots are required to
of the Civil Avia- advise ATS about any deterioration or im-
tion Safety Regu- provement of reported runway surface condi-
lations 1998 tions, deceleration, and/or directional control.
Part 91 Manual of Pilots are also required to report hazards to
Standards sub- the safety of air navigation that they become
section 11.13 (1) aware of, provided that the pilot reasonably
believes the information is not published in
AIP ENR 1.1 sec- the AIP/NOTAM.
tion 10.10 Regu-
lation 91.675 of
the Civil Aviation
Safety Regula-
tions 1998
2.2.4.4 Regulation 91.410 B Pilots are required to ensure that landings
Part 91 Manual of weather conditions). Australia does not spe-
Standards para- cifically mention taking into account runway
graph 25.02(3)(a) surface conditions in legislation, but multiple
requirements more broadly require taking in-
to account landing weather conditions and in
some cases specific requirements exist re-
AUSTRALIA

Australian Legis-
lative Reference
dation tation
3.4.4.5 garding whether the runway is dry, wet or
contaminated.
3.5.2.5 Regulation 91.410 C Pilots are required to ensure that take-offs
of the Civil Avia- and landings are able to be safely conducted,
tion Safety Regu- having regard to all the circumstances of the
lations 1998 proposed landing or take-off (including the
Part 91 Manual of prevailing weather conditions). Australia does
Standards section not specifically mention taking into account
24.02 all the factors mentioned in the ICAO stand-
ard in legislation.
3.5.2.7 Regulation 91.410 C Pilots are required to ensure that take-offs
of the Civil Avia- are able to be safely conducted, including
tion Safety Regu- clearing obstacles by safe margins until a
lations 1998 safe altitude is reached, having regard to all
Part 91 Manual of the circumstances of the proposed take-off
Standards section (including the prevailing weather conditions).
24.02
3.5.2.9 Regulation 91.410 ND Pilots are required to ensure that landings
Part 91 Manual of weather conditions).
Standards section
25.02
ICAO Annex 8 – Airworthiness of Aircraft
2.2.7 CASR 21.017 C Australia has not implemented the Amend-
CASR 23.001 ment 105-B aircraft certification performance
data enhancements.
CASR 25.001
The Australian regulations rely on FAA and
EASA certification standards (Parts 23 and
25), and do not include the Amendment 105-
B enhanced performance data requirements
at the current time.
AUSTRALIA

Australian Legis-
lative Reference
dation tation
ICAO Annex 14 – Aerodromes – Vol I – Aerodrome Design and Operations
RCAM Definition
RWYCC Defini-
tion
Runway surface conditions are assessed as
RCR Definition Nil C
a percentage of the entire runway only.
RSC Definition
RSC Definition
Notes
Slush Definition Nil C Slush currently not defined.
Snow Definition Nil C Snow currently not defined.
2.2.3 61.020 ND N/A
2.2.4 Nil C Not implemented in legislation
MOS 139.12.03
Not all enumerated items are explicitly de-
2.9.2 MOS 139.12.04 B
scribed in regulations.
CASR 175.470
An airport serviceability inspection must be
carried out once a day when an air transport
2.9.3 MOS 139.12.01 C operation is scheduled, or no less than twice
per week when air transport operations are
not scheduled.
2.9.4 MOS 139.12.01 B Reporting officer training requirements are
(4) linked to the requirements for airport service-
MOS 139.13.03 ability inspections which do not meet the
standards contained in section 2.9.2 to 2.9.5.
2.9.5 CASR 172.075 C Runway surface conditions are assessed and
CASR 175.470 reported using plain language.
MOS 139.12.03
AUSTRALIA

Australian Legis-
lative Reference
dation tation
2.9.6 CASR 172.075 C Runway surface conditions are assessed and
CASR 175.470 reported using plain language. Contaminant
depth is considered part of the assessment
MOS 139.12.03 but may not be reported in plain language
text.
2.9.7 Nil C Friction measurements used as part of op-
erational runway surface condition assess-
ments are not currently included in the stand-
ards.
2.9.8 Nil ND
2.9.9 Nil C Slippery wet is a surface condition not inclu-
ded in airport standards.
2.9.10 Nil C Airport reporting requirements do not current-
ly include the reporting of friction levels below
the required minimum.
10.2.5 MOS 139.18.03 ND The standards require friction measuring de-
(2) vices to meet ICAO criteria.
10.2.6 Nil C Training requirements for friction measure-
ment personnel are not currently established.
10.2.7 MOS 139.18.02 ND Technical inspections must be carried out to
(4) prevent surface conditions from falling below
specific limits
10.2.8 Nil C A visual assessment of ponding for corrective
action purposes is not currently required by
the standards.
Attachment A 6 CASR 172.075 C Runway surface conditions are assessed and
MOS 139.12.03
ICAO Annex 15 – Aeronautical Information Services
SNOWTAM CASR 1998 Divi- C SNOWTAM definition is not defined in Aus-
sion 175.B.4 tralian legislation
AUSTRALIA

Australian Legis-
lative Reference
dation tation
PANS-AIM
SNOWTAM CASR 1998 Divi- C SNOWTAM definition is not defined in Aus-
sion 175.B.4 tralian legislation
5.2.2.2 a) CASR 1998 Divi- C Snow plans are not implemented in Australia
sion 175.100
5.2.5.1.4 CASR 1998 Divi- C Information about snow or standing water on
sion 175.100 the movement area is disseminated in NO-
TAM or the runway is closed through NO-
TAM.
Appendix 4 CASR 1998 Divi- C SNOWTAM is not used in Australia
sion 175.100
PANS-Aerodromes
2.2.3 61.020 ND N/A
2.2.4 Nil C Not implemented in legislation
II 1.1.1.1 – Nil N/A PANS contains background information only
1.1.1.7
II 1.1.1.8 CASR 172.075 B Runway surface conditions at controlled air-
CASR 175.470 ports are assessed and reported through AIS
(NOTAM) & ATM using plain language in a
MOS 139.12.03 timely manner. At non-controlled airports,
runway contamination is to be reported
through AIS (NOTAM).
II 1.1.2.1 CASR 172.075 C Runway surface conditions are assessed as
CASR 175.470 a percentage of the entire runway only.
MOS 139.12.03
II 1.1.2.2 CASR 172.075 C Runway surface conditions are assessed and
MOS 139.12.03
II 1.1.2.3 CASR 172.075
II 1.1.2.4 Runway surface conditions are reported us-
CASR 175.470 C
ing plain language only.
II 1.1.2.5 CASR 172.075
AUSTRALIA

Australian Legis-
lative Reference
dation tation
II 1.1.2.6
II 1.1.3.1 B Airport serviceability inspections are to be
carried out following severe weather events
II 1.1.3.2 MOS 139.12.01 C
including wind, storms and periods of heavy
II 1.1.3.3 C rainfall.
II 1.1.3.4
II 1.1.3.5 CASR 172.075
II 1.1.3.6 CASR 175.470
II 1.1.3.7
II 1.1.3.8 CASR 172.075
CASR 175.470
CASR Dictionary
Part 1
Runway surface conditions are reported us-
II 1.1.3.9 C
ing plain language only.
II 1.1.3.10
II 1.1.3.11
II 1.1.3.12 CASR 172.075
II 1.1.3.13 CASR 175.470
II 1.1.3.14
II 1.1.3.15
II 1.1.3.16
II 1.1.3.17 Nil C Sand treatments are not expected to be used
for Australia weather phenomena.
II 1.1.3.18 CASR 172.075 C Runway surface conditions are reported us-
CASR 175.470 ing plain language only.
II 1.1.3.19 Nil C Pilot reports are not currently supplied to the

airport operator and are not designated as a
trigger for an airport serviceability inspection.
II 1.1.3.20 CASR 172.075 C Runway surface conditions are reported us-
AUSTRALIA

Australian Legis-
lative Reference
dation tation
II 1.1.3.21 Nil C Pilot reports are not currently supplied to the
airport operator and are not designated as a
trigger for an airport serviceability inspection.
II 1.1.3.22
II 1.1.3.23
CASR 172.075 Runway surface conditions are reported us-
II Table 1 C
II Table 2
II Table 3
II Table 4 Braking action definitions are the same but
AIP ENR 1.1
B runway surface conditions are reported using
II Table 5 10.10.4
plain language only.
II Figure 1
II Figure 2 CASR 172.075 Runway surface conditions are reported us-
C
Attachment A to CASR 175.470 ing plain language only.
Chapter 1, Sec-
tion 1.1
PANS-ATM
4.12.3.1 N/A C Australia has not implemented a special Air-
report (AIREP SPECIAL) for when runway
braking action encountered is not as good as
reported. However, the Australian Aeronauti-
cal Information Publication asks pilots to ad-
vise ATS about any deterioration or improve-
ment of reported runway surface conditions,
deceleration, and/or directional control.
4.12.6.3 CASR 172.075 ND
4.12.7 N/A C Australia has not implemented a process of
forwarding aircraft reports about braking ac-
tion to the airport operator. Instead, ATC will
relay those reports to other affected aircraft
where relevant.
7.5.2 CASR 172.075 ND
AUSTRALIA

Australian Legis-
lative Reference
dation tation
11.4.3.4.2 CASR 172.075 ND
AIP GEN 2.2,
GEN 3.4, ENR
1.1
11.4.3.4.3 CASR 172.075 C Major domestic and international airports
AIP GEN 2.2, have ATC established that will report known
GEN 3.4, ENR runway surface and braking conditions in a
1.1 timely manner. ATC provides plain language
reports on runway surface conditions (DRY,
WET, STANDING WATER, etc.) for the run-
way as a whole.
ATC does not report runway condition codes
and normally does not report runway condi-
tion information for runway thirds.
When a runway is not dry, ATC will request
pilot reports on braking action when consid-
ered necessary and will relay those reports
where relevant.
12.3.1.11 CASR 172.075 C Australia has not implemented the phrase for
AIP GEN 2.2, reporting runway condition codes.
GEN 3.4, ENR ATC does not report runway condition codes
1.1 and normally does not report runway condi-
tion information for runway thirds. Instead,
ATC provides plain language reports on run-
way surface conditions (DRY, WET, STAND-
ING WATER, etc.) for the runway as a whole.
Australia reports runway surface conditions
with the following phrase:
a. RUNWAY (number) (condition)
Appendix 1 CASR 172.075 C The Australian special Air-report (AIREP
(Model Airep AIP, ENR 1.1 Ap- SPECIAL) does not include reporting when
Special) pendix 1 runway braking action encountered is not as
good as reported. Instead, pilots are asked to
report these matters directly to ATS.
AUSTRALIA
9 RUNWAY SURFACE CONDITION ASSESSMENT AND

REPORTING
9.1 This section covers the methodology for assessing and reporting runway surface conditions
in accordance with the ICAO Global Reporting Format (GRF). Aircraft operators should utilize the
information in conjunction with the performance data provided by the aircraft manufacturer to
determine if landing or take-off operations can be conducted safely.
9.2 ASSESSMENT AND REPORTING

9.2.1 Runway surface conditions are assessed and reported whenever water or contaminants
are present on an operational runway.
9.2.2 A Runway Condition Report (RCR) is disseminated when there are significant changes in
the runway surface condition.
9.2.3 The RCR contains a Runway Condition Code (RWYCC) and information that describes
the runway surface condition, i.e., type of contaminants, depth, coverage for each runway third.
Other relevant information is reported in the situational awareness section of the RCR.
9.2.4 The RWYCC is derived from the Runway Condition Assessment Matrix (RCAM), but the
descriptors used in Australia are limited to the information relevant to the range of meteorological
conditions likely to be experienced in Australia.
Runway Condition Assessment Matrix (RCAM)

Assessment Criteria Downgrade Assessment Criteria
RWYCC RWY SFC Description Airplane Deceleration or Direction- Pilot Report of
al Control Observation RWY Braking
Action
6 – DRY — —
5 – FROST Braking deceleration is normal for the GOOD
wheel braking effort applied AND di-
– WET
rectional control is normal.
Up to and including
3mm depth of:
– SLUSH
– DRY SNOW
– WET SNOW
4 Braking deceleration OR directional GOOD TO MEDI-
control is between Good and Medi- UM
um.
AUSTRALIA
Runway Condition Assessment Matrix (RCAM)

RWYCC RWY SFC Description Airplane Deceleration or Direction- Pilot Report of
al Control Observation RWY Braking
Action
3 – WET Braking deceleration is noticeably re- MEDIUM
(“slippery wet” runway) duced for the wheel braking effort ap-
plied OR directional control is notice-
More than 3mm depth ably reduced.
of:
– DRY SNOW
– WET SNOW
2 More than 3mm depth Braking deceleration OR directional MEDIUM TO
of: control is between Medium and Poor. POOR
– STANDING WATER
– SLUSH
1 Braking deceleration is significantly POOR
reduced for the wheel braking effort
applied OR directional control is sig-
nificantly reduced.
0 Braking deceleration is minimal to LESS THAN
non-existent for the wheel braking ef- POOR
fort applied OR directional control is
uncertain.
9.2.5 Pilot Reports About Braking Action

If the braking action experienced on a runway is different to that reported, pilots are requested to
inform ATC directly or submit an AIREP special. Pilots may also be asked by the ATC to report
their assessment of the braking action. Pilots should use the terms listed in the RCAM table
above or the AIREP template in APPENDIX 1.
9.3 DISSEMINATION OF RCR

9.3.1 RCR is only provided at controlled airports and only during ATS operating hours.
9.3.2 ATIS
ATIS is the primary means for communicating RCR information. The RCR will describe conditions
for each runway third in the direction of landing/take-off.
AUSTRALIA
9.3.3 Air-Ground Voice Communications

ATC will only provide RCR information through voice communications to inform about changes to
the information provided via ATIS, or when specifically requested by a pilot. Normally, only the
change in RWYCC will be communicated. Changes to the contamination type, contamination
depth and coverage will only be provided upon request by the pilot.
9.3.4 NOTAM
Australia does not issue SNOWTAM or provide RCR via NOTAM. In the event of severe runway
contamination, a NOTAM may be issued to close a runway entirely or close parts of the runway.
9.3.5 Surface Condition Assessments for Unpaved Runways
The GRF does not apply for unpaved runways and no RWYCC will be issued ((refer to ATC —
AIRPORTS AND GROUND AIDS — Unserviceable Areas for information about unserviceable
runways).
AUSTRALIA
AUTOMATED BRIEFING SYSTEMS
1 INTRODUCTION
1.1 INFORMATION ON THE USE OF AVFAX
1.1.1 AVFAX responds to tone generated telephone requests for specific NOTAM and meteoro-
logical products, including charts, and delivers them to a facsimile number. AVFAX products and
Custom Codes can also be accessed and displayed in the NAIPS Internet Service.
1.1.2 Pilots interested in this service can register by completing the NAIPS registration form on
the NAIPS Internet Service web site or contacting the Airservices Australia Help Desk on 1800
801 960 for a registration form. An account number and password will be provided by return email
following successful registration.
1.1.3 AVFAX is accessed via the NAIPS Internet Service or via telephone using either a tone-
dial telephone or a combination of the older style pulse telephone and a hand held tone generat-
ing key pad. Tone signalling keypads are commercially available.
1.1.4 Information can be accessed from AVFAX via a telephone in two ways. These are either a
guided access mode, or a fast access mode.
1.1.5 For the GUIDED ACCESS mode, the following procedure applies:
a. Dial 1800 805 150 and select from the menu the AVFAX option. (A tone dialling telephone is
required)
b. Voice invitation to enter account number:
Enter personal 5-digit account number.
c. Voice invitation to enter password followed by the hash (#) key:
Enter personal 4-digit password followed by the hash (#) key.
d. Voice invitation to enter product number:
Enter product number; Press 0 if completed; Press 1 to make further selection(s).
e. Voice invitation to hear list of selections:
Press 0 if recital of list NOT required;
Press 1 if recital of list required.
f. Voice invitation to enter FAX number;
To use your registered FAX number, please press zero;
To enter a FAX number please press 1; To receive your FAXed information on this channel
please press 2;
If “1” is selected, voice invitation to “Please enter your 10 digit FAX number now”;
or
If “2” is selected, voice invitation to: “Please wait while we prepare your FAX message” fol-
lowed by a short pause. Then “Please press start on your FAX machine now.”
AUSTRALIA
g. Once the FAX number has been confirmed by pressing “0”, the caller will hear, “Thank you
for using the AVFAX system - the briefing material will be faxed to you shortly.”
h. IF THE CALLER HANGS UP BEFORE HEARING THIS, THE AVFAX ORDER IS CANCEL-
LED.
1.1.6 To use the FAST ACCESS mode, the caller will dial the same number as above. The
same greeting will be made by the AVFAX system, followed by a request to enter the registered
account number. Immediately the AVFAX system answers, enter “#” key for fast mode access.
The procedure is then:
a. Enter 5-digit personal account number.
b. Enter 4-digit password followed by the hash (#) key.
c. Enter either a FAX number followed by “#” to which the information should be sent, or a “ * ”
to use the registered FAX number.
d. Enter a 5-digit product code. If the product code is a specific NOTAM, follow the code with a
6-digit NOTAM number.
e. Repeat step E for each product the user wants to request.
f. Press the “#” key to indicate that the user has completed entering product codes.
g. At this point, if at least one valid product has been requested, a brief tone will be played.
h. Hang up the telephone.
1.1.7 The Fast Access mode is well suited to those who wish to use an auto-dialer to place their
AVFAX requests.
1.1.8 Once into the system, the pilot is required to specifically request the information required
by keying in the five figure codes for the products required. The product codes are available from
two sources:
1.1.9 Information on AVFAX Domestic and International locations is incorporated in the following
pages, for reference when flight planning.
1.1.10 Pilots are invited to use the NAIPS Internet Service to create and self manage custom
codes or alternatively register custom codes with the AVFAX Help Desk on 02 6268 5065. This
service allows a pilot to calculate the products required for specific areas or routes, and register
those products under a single customized product code. This feature ensures a faster and more
efficient service.
2 AVFAX TERMS LISTED IN ALPHABETICAL ORDER

2.1 AVFAX OFFICE HELP DESK
2.1.1 The Help Desk is manned 24HRS a day. The officer on duty will provide help with the use
of the AVFAX service, Customer registration and lodging of Custom Codes. The Help Desk may
be contacted by Phone 02 6268 5065, FAX 02 6268 5044.
AUSTRALIA
2.2 AVFAX PRODUCT CODE

2.2.1 A Product Code is a five digit number made up of a Product Type Prefix and a four digit
location/product/group code. e.g. Product type prefix (1) combined with location code Charleville
(4102) to make product code 14102 will get Charleville Terminal Forecast and METAR.
2.3 BRIEFING REFERENCE NUMBER

2.3.1 A Briefing Reference Number is allocated to each AVFAX briefing. It is located at the top
of the first page of your AVFAX briefing and can be used to update your briefing material by
accessing the NAIPS Internet Service, phoning the Briefing Office or contacting Flightwatch by
radio.
2.4 CHART VALIDITY TIME

2.4.1 When a chart has a single validity time the product may be used plus or minus 3 hours of
that time.
NOTE: Some upper wind charts are valid for 24 hours and will be annotated H+24.
2.5 CUSTOM CODE

2.5.1 A Custom Code is a five digit code which allows the user to access up to 50 products by
the use of one AVFAX product code. The Custom Code must begin with a zero, however the last
four digits of the product code are nominated by the customer. This Custom Code and the
required AVFAX Products may be created and managed in the NAIPS Internet Service or regis-
tered with the AVFAX office Help Desk.
2.6 FACING SHEET

2.6.1 A Facing Sheet is the first page of every AVFAX Briefing. It contains : The time of the
request, a list of the products requested, general information relating to AVFAX use and other
information, relevant to the customer, which could not be included in NOTAM or other documents.
2.7 FIR NOTAM

2.7.1 FIR NOTAM contain information on activities effecting a large area or which are not loca-
tion specific. e.g. LJR NOTAM or information on temporary or permanent changes to facilities.
FIR NOTAM and Head Office NOTAM should be checked prior to each flight.
2.7.2 There are two Australian FIR : Brisbane and Melbourne. FIR NOTAM may be accessed at
two levels,
a. FIR NOTAM for the whole of the Brisbane or Melbourne FIR which include Brisbane or Mel-
bourne Oceanic FIR.
b. Sub-FIR (Briefing) areas are smaller geographic areas coincident with QNH Area Forecast
boundaries. When a request is made for Sub-FIR NOTAM the customer will receive only
those FIR NOTAM relevant to flights in that area.
AUSTRALIA
2.8 GROUP CODE

2.8.1 Group Codes denote information areas coincident Briefing/QNH Areas. Some of these
areas have been further divided into smaller information areas e.g. Area 40 Coastal.
2.9 GROUP CODE ACCESS

2.9.1 MET which include the Area forecast and all Terminal Forecasts for the area.
NOTE: The Area Forecast is not included with METRO Group.
2.9.2 NOTAM which will include all locations, Sub FIR NOTAM and PRD, See Section APPEN-
DIX - B or obtain AVFAX product 81703 for a listing of locations included in group codes.
NOTE: Military Airspaces have also been grouped into common areas which can be accessed
separately with a group code. e.g. Shoalwater Bay or Lancelin Airspace. See Prohibited, Restric-
ted and Danger (PRD) Group Codes.
2.10 HEAD OFFICE NOTAM

2.10.1 Head Office NOTAM should be checked prior to each flight. They provide information of a
permanent (PERM) nature information requiring wide distribution.
2.11 NIL CURRENT

2.11.1 A “NIL CURRENT” response to an AVFAX request, other than Restricted or Danger area
(PRD) NOTAM, means there is no information currently held for that location. “Nil Current”
response to a request for the status of Restricted or Danger areas means there is no change to
the status of the area as defined in documents. PRD can be activated or deactivated by NOTAM.
2.12 ONE LINE SUMMARY

2.12.1 For NOTAM more than seven days old a one line summary, without the validity time
(FROM: and TO:), will be received. All Full text NOTAM for a location can be obtained by the use
of Product Type Prefix 5 or for one specific NOTAM by the use of Prefix 9.
2.13 PRODUCT TYPE PREFIX

2.13.1 A Product Type Prefix is a single digit added to the beginning of the four digit location/
product/group code to specify the required product. It is in the range of 0 to 9 as defined below:
0 For use with Custom Code only.

1 Meteorological information. For use with Location or Group.
2 NOTAM information. Only a summary will be received for NOTAM more than seven
days old. For use with single location or Group.
3 Enroute NOTAM for overflying aircraft. Only a summary will be received for NOTAM
more than seven days old. For use with single location or Group.
4 Meteorological and NOTAM information. Only a summary will be received for NO-
TAM more than seven days old. For use with single location only.
AUSTRALIA
5 NOTAM with full text regardless of age. For use with single location only (does not
include Sub-FIR codes).
6 Meteorological and NOTAM information. Only a summary will be received for NO-
TAM more than seven days old. For use with Group only.
7 GPS Receiver Autonomous Integrity Monitoring (RAIM)
8 Charts, pictorial information and requested or special products.
9 NOTAM selected by location and number — full text will be provided. This requires
the operator to provide the location and number of the NOTAM. e.g. Broken Hill NO-
TAM C0011/97 would be obtained by requesting product code 92232 (Product Type
Prefix “9” and location code 2232). Then when requested enter the six digit NOTAM
number 001197.
2.14 PRODUCTS AVAILABLE FROM AVFAX

a. Area Forecast (includes Area QNH, AIRMET & SIGMET)
b. Custom Code
c. FIR NOTAM
d. First and Last Light
e. Forms
f. GPS RAIM
g. Grid Point Wind
h. Head Office NOTAM
i. Location Codes and product lists
j. LJR NOTAM
k. Mean Sea Level Analysis and Prognosis
l. MET – Single Location
m. MET – Group
n. MET and NOTAM – Single Location
o. MET and NOTAM – Group
p. NOTAM – Single Location
q. NOTAM – Group
r. NOTAM/MET Group Codes
s. Prohibited, Restricted and Danger Areas – Single Location
t. Prohibited, Restricted and Danger Areas – Group
AUSTRALIA
u. Routine Route Forecast Australian and International

v. Satellite Pictures
w. SIGMET (Australian)
x. SIGMET and Volcanic Ash Advice (International)
y. Significant Weather Prognosis
z. Special Information ROFORS, FIFORS etc.
aa. TAF Bulletins (Australian and International)
ab. Upper Wind Analysis and Prognosis Australian
ac. Wind and Temp Prognosis (International)
3 AVFAX PRODUCT DESCRIPTION AND CODE

Listed in alphabetical order
NOTE: “ * ” indicates customer selection.
PRODUCT CODE
AREA FORECAST 1 * * 00
The code is obtained by including the Briefing/QNH Area number e.g. 16500 is the code for
Forecast for Area 65.
NOTE: This product also includes Area QNH, AIRMET and FIR SIGMET.
CUSTOM CODE 0****
Provides easy access to up to 41 products which are selected by the Customer. The Custom
code, with the last four digits (****), nominated by the Customer, and the AVFAX products re-
quired must be registered with the AVFAX Office Help Desk.
FIR NOTAM
Sub-FIR (* - Use Prefix - 2) *7**0
This Code is obtained by including the Briefing/QNH Area Forecast number, e.g. area 20 sub-
FIR code is 7200.
Brisbane FIR (* - Use Prefix - 2, 5 or * 1340
9)
Melbourne FIR (* - Use Prefix - 2, 5 or * 1330
9)
Brisbane Oceanic FIR (* - Use Prefix - 2 or 5) * 7990
Melbourne Oceanic FIR (* - Use Prefix - 2 or 5) * 7980
FIRST AND LAST LIGHT 4****
AUSTRALIA
PRODUCT CODE
Provided with requests for MET and NOTAM Single Location (****) - Select Location Code from
Section commencing at APPENDIX - A.
FORMS
AVFAX Registration Form 81544
Custom Code Request Form 81545
GPS RAIM 7****

RAIM outage for individual locations is available using the prefix 7 followed by the location code.
GRID POINT WIND AND TEMP
VALID + or - 3HR CODE
0000 81220
0600 81221
1200 81222
1800 81223
HEAD OFFICE NOTAM (* - Use Prefix - 2, 5 or * 1390
9)
LOW JET ROUTE See FIR NOTAM
Included with FIR and Sub FIR NOTAM
MEAN SEA LEVEL CHART
Analysis 81200
Prognosis (Forecast) 81204
GOES WEST SATPIC 81208
MET Single Location 1****
* - Select code (* * * *) from Section commencing in Appendix A Location Codes
MET Group 1****
* - Select code (* * * *) from Group Codes below
MET and NOTAM Single Location 4****
MET and NOTAM Group 6****
AUSTRALIA
* - (* * * *) from Group Codes below

NOTAM Single Location (* - Use Prefix - 2, 3, 5 *****
or 9)
NOTAM Group (* - Use Prefix - 2 or 3) *****
* - Select code (* * * *) from Group Codes below
NOTAM - MET GROUP CODES

Group Code
AREA 20
All 9200
Coastal 9201
Inland 9202
Metro 9209
AREA 21
All 9210
Coastal 9211
Inland 9212
Western 9213
AREA 22
All 9220
Northern 9221
Southern 9222
AREA 24
All 9240
AREA 30
All 9300
Southern 9301
Northern 9302
Metro 9309
AUSTRALIA

Group Code
AREA 40
All 9400
North Coast 9401
South Coast 9402
North West 9403
South West 9404
Metro 9409
AREA 41
All 9410
Eastern 9411
Western 9412
AREA 43
All 9430
Northern 9431
Southern 9432
AREA 44
All 9440
Coastal 9441
Inland 9442
AREA 45
All 9450
Coastal 9451
Inland 9452
AREA 50
All 9500
Eastern 9501
Western 9502
Metro 9509
AUSTRALIA

Group Code
AREA 51
All 9510
AREA 52
All 9520
AREA 53
All 9530
AREA 60
All 9600
West Coast 9601
Inland 9602
Metro 9609
AREA 61
All 9610
AREA 62
All 9620
AREA 63
All 9630
AREA 64
All 9640
AREA 65
All 9650
AREA 66
All 9660
AREA 68
All 9680
AREA 69
All 9690
AUSTRALIA

Group Code
AREA 70
All 9700
AREA 80
All 9800
Northern 9801
Southern 9802
AREA 83
All 9830
AREA 84
All 9840
AREA 85
All 9850
Northern 9851
Southern 9852
AREA 86
All 9860
AREA 87
All 9870
AREA 88
All 9880
AREA 98
All 9980
AREA 99
All 9990
AUSTRALIA
PROHIBITED, RESTRICTED AND DANGER (PRD) *0***

Single Area
(* - Use Prefix - 2, 5 or 9)
* * * - Include the three digit PRD number.
e.g. The location Code for R678B is 0678. If the selected PRD is included in a PRD Group Code
you will receive current NOTAM for all PRD within that Group Area.
PROHIBITED, RESTRICTED and DANGER AREAS (PRD) Group (* - Use Prefix - 2, 5 or 9)

Military Airspace Group Abbr Code
Amberley East Airspace AEX *0939
R637ABCD R644 R650AB R662AB R671AB D617ABCD
D632 D658AB D679AB D690
Amberley Airspace AMX *0941
R625ABCD D645 D612AB D630ABCD D648
Amberley West Airspace AWX *0940
R639ABCD D621ABCD
Curtin Airspace CNX *0962
R801 R802AB R803AB R804AB R805AB R806AB R807AB
R808AB R809AB R810AB R811 D813 D814 D815 D816
D817 D818 D819 D820
Darwin Southwest Airspace DSX *0981
R264ABCDEFGHJK R203AB
Darwin Northeast Airspace DNX *0982
R230ABCDEF D213 D214
East Sale Airspace ESX *0985
CTR R359ABCDE R391AB D353
Edinburgh Airspace EDX *0950
CTR R231 R233AB R234 R254 R255 R265ABCDEF R279
R282 D258ABC
Edinburgh North Airspace ENX *0952
R259AB R260AB R302AB R303AB R304AB D261
Evans Head Airspace EVX *0943
R609 R638ABCD
AUSTRALIA

Lancelin Airspace LNX *0964
R146ABC R184
Learmonth Airspace LMX *0963
R850AB R851ABC R852AB R853AB R854AB R859ABC
R860ABC R861AB R862AB R863AB R864AB R870AB
Nowra Airspace NWX *0921
CTR R420F, R421AB
Oakey Airspace OKX *0942
CTR R654ABCD D613 D652
Pearce Airspace PEX *0965
R129 R134ABCD R153ABCD R155AB R156 R162 R163
R165 R167AB R168AB R179 D193 D197 D198
Port Wakefield Airspace PWX *0954
R292ABCDEF
Richmond Airspace RIX *0930
R469 R470 R494 D459
Scherger Airspace SHX *0949
D602 R603 R604AB R605ABC D606 R607AB
Shoalwater Bay Airspace SBX *0945
R680 R682 R683 R684AB R686 R687AB R689 R695ABC
Singleton Airspace SGX *0923
R564AB
Stirling Airspace SNX *0961
R140B R189 R190 R191 R192ABCDEFG R196
Tasman Sea Airspace TSX *0924
R452 R453ABCDEFGHJKLMNP R485ABCDE R489
R495ABC
Tindal Airspace TNX *0984
CTR R211 R212 R225ABCDEF R226AB R232 R249 R250
D210 D243
AUSTRALIA

Townsville Airspace TLX *0948
R736 R737ABCD R739 R743 R747 R750 R751 R752
R768AB D744 D764 D779
Tully Airspace TUX *0946
R786
Wide Bay Airspace WBX *0944
R685AB
Williamtown Airspace WMX *0925
R578ABCDEFG R580 R583AB R587AB D589AB R596
D600
Williamtown East Airspace WEX *0926
R574
Williamtown West Airspace WWX *0927
R559ABCDEF D538AB
Woomera Airspace WRX *0951
R222ABCDEFGHIJ R237 R246ABC R273 R275 R276 R281
R287ABC
ROUTINE ROUTE FORECAST

NOTE 1: The Validity time for routes marked with an ‘ * ’ are :
2100-0700
0500-1500
0900-1900
1700-0300
NOTE 2: Time throughout this section is shown in UTC.
AUSTRALIAN ROUTE VALID CODE

Sydney/Lord Howe Is/Norfolk Is/Port Macquarie/ 81621 to 81628
Coffs Harbour/Lord Howe Is
Brisbane/Lord Howe Is 81401
AUSTRALIA
AUSTRALIAN ROUTE VALID CODE

Bass Strait 81402
North-West Shelf 81404
INTERNATIONAL ROUTE VALID CODE

Brisbane/Auckland/Brisbane (YBBN/NZAA/YBBN) * See note 81446
Brisbane/Christchurch/Brisbane (YBBN/NZCH/
* See note 81447
YBBN)
Brisbane/Honiara/Cairns (YBBN/AGGH/YBCS) By REQ 81467
Brisbane/Wellington/Brisbane (YBBN/NZWN/YBBN) * See note 81448
Brisbane/Vanuatu/Auckland (YBBN/NVVV/NZAA) 2100/1000 81449
1900/1000
Brisbane/Vanuatu/Nadi (YBBN/NVVV/NFFN) 81451
2100/1000
Brisbane/Norfolk Island (YBBN/YSNF/YBBN) By REQ 81452
Broome/Denpasar/Jakarta/Christmas Island (YBRM/ Thursday
81515
WATT/WIII/YPXM) 0300/1300
1900/0900
Cairns/Mt Hagen/Cairns (YBCS/AYMH/YBCS) 81457
2100/0900
1900/0900
Cairns/Timika/Cairns (YBCS/WABP/YBCS) 81458
2100/0900
1900/0900
Cairns/Port Moresby/Cairns (YBCS/AYPY/YBCS) 81465
2100/0900
Cairns/Honiara/Cairns (YBCS/AGGH/YBCS) By REQ 81468
Cairns/Misima/Honiara/Misima/Cairns (YBCS/AYMS/
By REQ 81469
AGGH/AYMS/YBCS)
Christmas Island/Jakarta/Christmas Island (YPXM/ FRI
81511
WIII/YPXM) 0700/1300
Christmas Island/Jakarta/Denpasar/Broome (YPXM/ MON
81519
WIII/WATT/YBRM) 0600/1500
Christmas Island/Jakarta/Mataram/Darwin (YPXM/ SAT
81517
WIII/WRRA/YPDN) 0200/1200
AUSTRALIA

Christmas Island/Singapore/Jakarta/Christmas Is- FRI
81516
land (YPXM/WSSS/WIII/YPXM) 0100/1300
Gold Coast/Norfolk Island/Gold Coast (YBCG/YSNF/
By REQ 81490
YBCG)
Darwin/Brunei (YPDN/WBSB) By REQ 81486
Darwin/Kuala Lumpur (YPDN/WMKK) By REQ 81502
Darwin/Ambon/Darwin (YPDN/WAPP/YPDN) By REQ 81504
Darwin/Mataram/Jakarta/Christmas Island/Singapore SUN
81518
(YPDN/WRRA/WIII/YPXM/WSSS) 0100/1400
Lord Howe/Norfolk Island (YLHI/YSNF) By REQ 81444
Melbourne/Noumea (YMML/NWWW) By REQ 81470
Melbourne/Sydney/Honiara/Nauru (YMML/YSSY/
By REQ 81472
AGGH/ANAU)
Melbourne/Auckland/Melbourne (YMML/NZAA/
* See note 81473
YMML)
Melbourne/Christchurch (YMML/NZCH) * See note 81474
Melbourne/Wellington (YMML/NZWN) * See note 81475
Melbourne/Port Vila (YMML/NVVV) By REQ 81477
Melbourne/Brisbane/Vanuatu (YMML/YBBN/NVVV) By REQ 81478
Melbourne/Brisbane/Noumea/Nauru (YMML/YBBN/
By REQ 81479
NWWW/ANAU)
Melbourne/Sydney/Noumea/Nauru (YMML/YSSY/
By REQ 81481
NWWW/ANAU)
Melbourne/Sydney/Vanuatu/Nauru (YMML/YSSY/
By REQ 81483
NVVV/ANAU)
Melbourne/S31 E15E/Lord Howe Is (YMML/S31/
By REQ 81485
YLHI)
2300/0100
Norfolk Is/Auckland (YSNF/NZAA) 0000/0430 81445
0500/1500
AUSTRALIA

2300/1000
0000/0400
Norfolk Is/Noumea (YSNF/NWWW) 81440
0500/1500
1000/2200
Perth/Mauritius (YPPH/FIMP) By REQ 81512
Perth/Africa (YPPH/FAJS) By REQ 81513
Sydney/Christchurch (YSSY/NZCH) * See note 81454
Sydney/Auckland (YSSY/NZAA) * See note 81455
Sydney/Auckland/Nadi/Faleolo (YSSY/NZAA/NFFN/
By REQ 81471
NSFA)
Sydney/Wellington (YSSY/NZWN) * See note 81456
Townsville/Cairns/Port Moresby (YBTL/YBCS/AYPY) By REQ 81505
Townsville/Daru (YBTL/AYDU) By REQ 81510
SATELLITE IMAGES (ISSUED 3 HOURLY)

ESSENTIAL USE ONLY- BECAUSE THIS PRODUCT TAKES IN EXCESS OF 5 MIN TO PRINT
AUSTRALIAN REGIONAL 81580
AUSTRALIAN SW QUADRANT 81581
AUSTRALIAN SE QUADRANT 81582
AUSTRALIAN NW QUADRANT 81583
AUSTRALIAN NE QUADRANT 81584
SIGMET DOMESTIC
MELBOURNE FIR 11103
BRISBANE FIR 11104
SIGNIFICANT WEATHER PROGNOSIS

VALID +3HR AUSTRALIA ASIA/AFRICA PAC/USA
0000 81231 81261 81271
0600 81232 81262 81272
1200 81233 81263 81273
1800 81230 81260 81270
AUSTRALIA
SPECIAL INFORMATION
Requests for ROFORS/SIGWX
The Bureau of Meteorology will inform the customer ordering special requests the code number
to which the information will be directed. It will be in the code range of 81900-81920
TAF BULLETINS
See Section in Appendix C for the list of locations for which TAF will be provided.
Australian 81600
Australia - New Zealand 81601
Indonesia - Malaysia/Myanmar - Singapore - Thailand - Vietnam 81602
Brunei - China - Hong Kong - Malaysia - Philippines - Taiwan 81603
Guam - Japan - Korea 81604
Indonesia - Pakistan - Singapore - India - Sri Lanka - United Arab Emi- 81605
rates
Malawi - Mauritius - South Africa - Zambia - Zimbabwe 81606
Hawaii-USA 81607
Papua New Guinea - South-west Pacific 81608
Indonesia - Papua New Guinea 81609
UPPER WIND STRENGTH and DISTRIBUTION

Valid for 24 Hours from time of issue. Issue times 0000 and 1200.
CHART A050 A100 FL185 FL340
Analysis 81201 81202 81203 81205
Prognosis 81256 81254 81252 81250
WIND and TEMPERATURE PROGNOSIS INTERNATIONAL

ASIAN
VALID + or - 3HR A100 FL185 FL235
0000 81782 81783 81784
0600 81785 81786 81751
1800 81761 81753
VALID + or - 3HR FL300 FL340 FL390
AUSTRALIA
WIND and TEMPERATURE PROGNOSIS INTERNATIONAL

0000 81758 81754 81750
0600 81759 81755
1200 81760 81756 81752
1800 81757
INDIAN
0000 81778 81774 81770
0600 81779 81775
1200 81780 81776 81772
1800 81777
PACIFIC
0000 81734
0600 81734
1200 81736
1800 81737
AUSTRALIA
APPENDIX A
1. SINGLE LOCATION LISTED BY BRIEFING/QNH AREA

Use four digit code from Location Codes
NOTE: Terminal Forecast (TAF) and METAR/SPECI are provided with requests for MET.
AUSTRALIA
1.1 Briefing/QNH Area 20 – GAF NSW-E
LOCATION ABBREV CODE GPWT AVFAX

ARMINDALE YARM NSW 2026
BALLINA/BYRON GATEWAY YBNA NSW 2005
QLD-S
BANKSTOWN YSBK NSW 2002
CASINO YCAS NSW 2027
QLD-S
CESSNOCK YCNK NSW 2021
COFFS HARBOUR YCFS NSW 2016
COOLAH YCAH NSW 2036
COONABARABRAN YCBB NSW 2033
DOCHRA YDOC NSW 2038
GLENN INNES YGLI NSW 2043
GLENBROOK HLS YGBK NSW 2006
VT
GOSFORD DISTRICT HOSPITAL YXGS NSW 2083
GRAFTON YGFN NSW 2045
GUNNEDA YGDH NSW 2034
INVERELL YIVL NSW 2049
KEMPSEY YKMP NSW 2053
LAKE MACQUARIE AIRPORT YLMQ NSW 2090
LISMORE YLIS NSW 2087
QLD-S
LITHGOW MEDICAL YXLG NSW 2050
MACLEAN HOSPITAL YXMA NSW 2008
MAITLAND YMND NSW 2022
MEERIWA HOSPITAL YXMW NSW 2084
MOREE YMOR NSW 2057
MOUNT BOYCE MTB 2009
MUDGEE YMDG NSW 2032
AUSTRALIA
LOCATION ABBREV CODE GPWT AVFAX

MURRURUNDI MUI 2010
NARRABRI YNBR NSW 2035
NEWCASTLE WESTPAC BASE YXFV NSW 2086
PORT MACQUARIE YPMQ NSW 2015
QUIRINDI YQDI NSW 2024
RICHMOND (NSW) YSRI NSW 2004
SCONE YSCO NSW 2023
STANTHORPE YSPE NSW 2088
QLD-S
SYDNEY YSSY NSW 2001
TAMWORTH YSTW NSW 2025
TAREE YTRE NSW 2014
WEST MAITLAND WMD NSW 2081
WESTMEAD HOSPITAL YWST NSW 2082
WILLIAMTOWN YWLM NSW 2012
WOLGAN VALLEY HELIPORT YWVR NSW 2089
1.2 Briefing/QNH Area 21 – GAF NSW-E
BATHURST YBTH NSW 2138

CAMDEN YSCN NSW 2102
VT
CANBERRA YSCB NSW 2111
VT
COOMA YCOM NSW 2113
VT
COOMA – POLO FLAT YPFT NSW 2114
VT
COOTAMUNDRA YCTM NSW 2132
VT
AUSTRALIA
CORRYONG YCRG NSW 2139

VT
COWRA YCWR NSW 2134
VT
GOULBURN YGLB NSW 2112
VT
HOLSWORTHY YSHW NSW 2103
JERVIS BAY YJBY NSW 2104
VT
MERIMBULA YMER NSW 2124
VT
MORUYA YMRY NSW 2123
VT
MOSS VALE MSV 2115
NOWRA YSNW NSW 2122
VT
ORANGE YORG NSW 2135
PARKES YPKS NSW 2137
SHELLHARBOUR YSHL NSW 2121
VT
TUMUT YTMU NSW 2107
VT
WAGGA WAGGA YSWG NSW 2131
VT
WOLLONGONG HOSPITAL YXWL NSW 2106
YOUNG YYNG NSW 2133
VT
AUSTRALIA
1.3 Briefing/QNH Area 22 – GAF NSW-W
NSW
ALBURY YMAY 2234
VT
NSW
BALRANALD YBRN 2233
VT
BOURKE YBKE NSW 2230
BREWARRINA YBRW NSW 2210
BROKEN HILL YBHI NSW 2232
COBAR YCBA NSW 2211
COBAR TOWN YCBT NSW 2206
CONDOBOLIN YCDO NSW 2213
COONAMBLE YCNM NSW 2214
DUBBO YSDU NSW 2215
FORBES YFBS NSW 2201
GOODOOGA YGDA NSW 2217
GRIFFITH YGTH NSW 2205
VT
HAY YHAY NSW 2207
VT
IVANHOE YIVO NSW 2208
LAKE CARGELLIGO YLCG NSW 2216
LIGHTNING RIDGE YLRD NSW 2220
MENINDEE YMED NSW 2235
NARRANDERA YNAR NSW 2204
VT
NARROMINE YNRM NSW 2221
NYNGAN YNYN NSW 2222
POONCARIE YPCE NSW 2223
TEMORA YTEM NSW 2203
VT
TIBOOBURRA YTIB NSW 2209
AUSTRALIA
WALGETT YWLG NSW 2225

WARREN YWRN NSW 2226
WEST WYALONG YWWL NSW 2202
VT
WHITE CLIFFS YWHC NSW 2231
WILCANNIA YWCA NSW 2229
1.4 Briefing/QNH Area 24
LORD HOWE ISLAND YLHI 2401

NORFOLK ISLAND YSNF 2402
1.5 Briefing/QNH Area 30 – GAF VIC
ARARAT YARA NSW 3007

VT
AVALON YMAV NSW 3004
VT
BAIRNSDALE YBNS NSW 3019
VT
BALLARAT YBLT NSW 3011
VT
BARRACOUTA PLATFORM YUTA VT 9711
BENALLA YBLA NSW 3030
VT
BENDIGO YBDG NSW 3021
VT
BIRCHIP YBIR NSW 3009
VT
CHARLTON YCHL NSW 3069
VT
COLDSTREAM YCEM NSW 3064
VT
AUSTRALIA
COROWA YCOR NSW 3040

VT
DENILIQUIN YDLQ NSW 3060
VT
DOLPHIN PLATFORM YUPA VT 9709
DONALD YDOD NSW 3016
VT
EAST SALE YMES VT 3048
ECHUCA YECH NSW 3017
VT
EDENHOPE YEDE NSW 3066
VT
ESSENDON YMEN NSW 3002
VT
FALLS CREEK YFLK NSW 3071
VT
HAMILTON YHML NSW 3014
VT
HOGAN ISLAND YHGI VT 3073
HOPETOUN YHPN NSW 3027
VT
HORSHAM YHSM NSW 3022
VT
KERANG YKER NSW 3028
VT
KILMORE GAP KMG 3062
LATROBE VALLEY YLTV VT 3050
LONGFORD HELIPORT YUOF VT 3049
MALLACOOTA YMCO NSW 3051
VT
AUSTRALIA
MANGALORE YMNG NSW 3052

VT
MELBOURNE YMML NSW 3001
VT
MILDURA YMIA NSW 3026
VT
MOORABBIN YMMB NSW 3003
VT
MOUNT BULLER YBXU NSW 3070
VT
MOUNT HOTHAM YHOT NSW 3065
VT
NHILL YNHL NSW 3023
VT
ORBOST YORB NSW 3053
VT
PERCH PLATFORM YUPE VT 9710
PETERBOROUGH/GREAT OCEAN YPBH VT 3076
ROAD
POINT COOK YMPC NSW 3006
VT
PORTLAND YPOD VT 3013
PUCKAPUNYAL YPKL NSW 3036
VT
ROBINVALE YROI NSW 3037
VT
SHEPPARTON YSHT NSW 3055
VT
ST ARNAUD YSTA NSW 3038
VT
STAWELL YSWL NSW 3041
VT
AUSTRALIA
SWAN HILL YSWH NSW 3025

VT
TOCUMWAL YTOC NSW 3056
VT
TOORADIN YTDN VT 3063
WANGARATTA YWGT NSW 3057
VT
WARRACKNABEAL YWKB NSW 3024
VT
WARRNAMBOOL YWBL VT 3012
WENTWORTH YWTO NSW 3075
VT
WEST SALE YWSL VT 3059
WILSONS PROMONTORY YWLP VT 3074
WYCHEPROOF YWYF NSW 3045
VT
YARRAM YYRM VT 3046
YARRAWONGA YYWG NSW 3005
VT
1.6 Briefing/QNH Area 40 – GAF QLD-S
AMBERLEY YAMB QLD-S 4018

ARCHERFIELD YBAF QLD-S 4002
BRISBANE YBBN QLD-S 4001
BRISBANE WEST WELLCAMP YBWW QLD-S 4013
BROMELTON BML QLD-S 4047
BUNDABERG YBUD QLD-S 4022
CHINCHILLA YCCA QLD-S 4034
ENOGGERA YENO QLD-S 4064
FACING ISLAND YFLD QLD-S 4006
GAYNDAH YGAY QLD-S 4008
AUSTRALIA
GLADSTONE YGLA QLD-S 4023

GOLD COAST YBCG NSW 4011
QLD-S
GOONDIWINDI YGDI NSW 4033
QLD-S
HERON ISLAND YHRN QLD-S 4036
HERVEY BAY YHBA QLD-S 4026
KINGAROY YKRY QLD-S 4004
MARYBOROUGH (QLD) YMYB QLD-S 4021
MILES YMLS QLD-S 4015
OAKEY YBOK QLD-S 4007
ROCKHAMPTON YBRK QLD-S 4024
SOUTHPORT YSPT QLD-S 4016
SUNSHINE COAST YBSU QLD-S 4005
TAROOM YTAM QLD-S 4031
THANGOOL YTNG QLD-S 4025
THEODORE YTDR QLD-S 4065
TOOWOOMBA YTWB QLD-S 4003
WARWICK YWCK NSW 4037
QLD-S
1.7 Briefing/QNH Area 41 – GAF QLD-S
ALPHA YAPH QLD-S 4110

BALLERA YLLE QLD-S 4135
BARCALDINE YBAR QLD-S 4104
BEDOURIE YBIE NT 4136
QLD-S
BIRDSVILLE YBDV NT 4114
QLD-S
BLACKALL YBCK QLD-S 4105
CHARLEVILLE YBCV QLD-S 4102
AUSTRALIA
CUNNAMULLA YCMU QLD-S 4106

DIRRANBANDI YDBI NSW 4112
QLD-S
EMERALD YEML QLD-S 4137
LONGREACH YLRE QLD-S 4103
QUILPIE YQLP QLD-S 4107
ROMA YROM QLD-S 4101
SAINT GEORGE YSGE NSW 4108
QLD-S
THARGOMINDAH YTGM QLD-S 4132
WINDORAH YWDH QLD-S 4134
1.8 Briefing/QNH Area 43 – GAF QLD-N
BOULIA YBOU NT 4322

QLD-N
QLD-S
CAMOOWEAL YCMW NT 4302
QLD-N
CANNINGTON STN YCAM NT 4310
QLD-N
QLD-S
CLONCURRY YCCY NT 4303
QLD-N
QLD-S
GEORGETOWN YGTN QLD-N 4323
HUGHENDEN YHUG QLD-N 4317
QLD-S
JULIA CREEK YJLC QLD-N 4305
QLD-S
MOUNT GORDON YGON NT 4321
QLD-N
AUSTRALIA
MOUNT ISA YBMA NT 4301

QLD-N
QLD-S
OSBORNE MINE YOSB NT 4320
QLD-N
QLD-S
RICHMOND (QLD) YRMD QLD-N 4306
QLD-S
THE MONUMENT YTMO NT 4318
QLD-N
QLD-S
TREPELL YTEE NT 4319
QLD-N
QLD-S
URANDANGI YUDG NT 4304
QLD-N
QLD-S
WINTON YWTN QLD-N 4311
QLD-S
BOWEN YBWN QLD-N 4404

CHARTERS TOWERS YCHT QLD-N 4411
CLERMONT YCMT QLD-N 4408
QLD-S
COLLINSVILLE YCSV QLD-N 4409
DYSART YDYS QLD-N 4413
QLD-S
HAMILTON ISLAND YBHM QLD-N 4403
INGHAM YIGM QLD-N 4410
MACKAY YBMK QLD-N 4401
QLD-S
AUSTRALIA
MORANBAH YMRB QLD-N 4418

QLD-S
PALM ISLAND YPAM QLD-N 4421
PROSERPINE/WHITSUNDAY COAST YBPN QLD-N 4405
SAMUEL HILL YSMH QLD-N 4420
QLD-S
SCAWFELL ISLAND YSCF QLD-N 4422
QLD-S
SHUTE HARBOUR YSHR QLD-N 4406
TOWNSVILLE YBTL QLD-N 4402
VICTOR ISLAND EAST YVIE QLD-N 4407
QLD-S
VICTOR ISLAND WEST YVIW QLD-N 4415
QLD-S
WILLIAMSON YWIS QLD-N 4419
QLD-S
ABINGDON DOWNS YABI QLD-N 4521

ATHERTON YATN QLD-N 4530
AURUKUN YAUR QLD-N 4508
BURKETOWN YBKT NT 4519
QLD-N
CAIRNS YBCS QLD-N 4511
CAPE FLATTERY YCFL QLD-N 4522
CENTURY MINE YCNY NT 4542
QLD-N
CHILLAGOE YCGO QLD-N 4512
COEN YCOE QLD-N 4503
COOKTOWN YCKN QLD-N 4513
AUSTRALIA
DOOMADGEE YDMG NT 4541

QLD-N
HEATHLANDS YHTL QLD-N 4539
HORN ISLAND YHID QLD-N 4502
INNISFAIL/MUNDOO YIFL QLD-N 4523
KARUMBA YKMB NT 4524
QLD-N
KOWANYAMA YKOW QLD-N 4514
LOCKHART RIVER YLHR QLD-N 4505
MAREEBA YMBA QLD-N 4506
MORNINGTON ISLAND YMTI NT 4516
QLD-N
MOSSMAN HOSPITAL YXMO QLD-N 4534
MURRAY/MER ISLAND YMAE QLD-N 4536
MUSGRAVE YMGV QLD-N 4540
NORMANTON YNTN QLD-N 4517
NORTHERN PENINSULA YNPE QLD-N 4509
PALMERVILLE YPVI QLD-N 4520
PORMPURAAW YPMP QLD-N 4525
SAIBAI ISLAND YSII QLD-N 4528
SCHERGER (RAAF) YBSG QLD-N 4507
TULLY HOSPITAL YXTU QLD-N 4537
WEIPA YBWP QLD-N 4501
WUJAL WUJAL YWJL QLD-N 4532
YAM ISLAND YYMI QLD-N 4533
YORKE ISLAND YYKI QLD-N 4504
1.11 Briefing/QNH Area 50 – GAF SA
ADELAIDE YPAD SA 5001

CLEVE YCEE SA 5039
EDINBURGH YPED SA 5011
AUSTRALIA
KADINA YKDI SA 5018

KINGSCOTE/KANGAROO ISLAND YKSC SA 5007
MINLATON YMIN SA 5013
MOUNT GAMBIER YMTG SA 5006
MURRAY BRIDGE YMBD SA 5019
NARACOORTE YNRC SA 5005
PARAFIELD YPPF SA 5002
PORT AUGUSTA YPAG SA 5004
PORT LINCOLN YPLC SA 5008
PORT PIRIE YPIR SA 5032
RENMARK YREN SA 5012
ROBE YRBE SA 5010
TUMBY BAY YTBB SA 5009
WHYALLA YWHA SA 5003
LEIGH CREEK YLEC SA 5102

MARREE YMRE SA 5109
OLYMPIC DAM YOLD SA 5106
WOOMERA YPWR SA 5104
YUNTA YYUN SA 5108
COOBER PEDY YCBP SA 5201

ERNABELLA YERN SA 5207
MOOMBA YOOM QLD-S 5204
SA
OODNADATTA YOOD SA 5202
PROMINENT HILL YPMH SA 5206
AUSTRALIA
CEDUNA YCDU SA 5301

COOK YOOK SA 5310
CUMMINS TOWN YCMM SA 5311
JACINTH AMBROSIA YJAC SA 5312
KIMBA YIMB SA 5306
STREAKY BAY YKBY SA 5309
TARCOOLA YTAR SA 5305
WUDINNA YWUD SA 5302
1.15 Briefing/QNH Area 60 – GAF WA-S
CUNDERDIN YCUN WA-S 6005

DALGARANGA MINE YDGA WA-S 6033
GARDEN ISLAND YGAD WA-S 6023
GERALDTON YGEL WA-S 6003
GINGIN YGIG WA-S 6021
GOLDEN GROVE YGGE WA-S 6008
JANDAKOT YPJT WA-S 6002
KALBARRI YKBR WA-S 6012
KARARA YKAR WA-S 6013
MORAWA YMRW WA-S 6032
MOUNT MAGNET YMOG WA-S 6011
MURRAY FIELD YMUL WA-S 6010
PEARCE YPEA WA-S 6006
PERTH YPPH WA-S 6001
ROTTNEST ISLAND YRTI WA-S 6004
BELLEVUE YBLU WA-S 6105

CAROSUE DAM YSCD WA-S 6117
AUSTRALIA
DARLOT YDLO WA-S 6110

DUKETON GOLD YDKG WA-S 6115
EAST JAURDI YEJI WA-S 6114
GRANNY SMITH YGRS WA-S 6108
KALGOORLIE-BOULDER YPKG WA-S 6101
KAMBALDA YKBL WA-S 6118
LAVERTON YLTN WA-S 6103
LEINSTER YLST WA-S 6106
LEONORA YLEO WA-S 6102
MURRIN MURRIN YMMI WA-S 6107
SOUTHERN CROSS YSCR WA-S 6104
SUNRISE DAM YSRD WA-S 6109
THUNDERBOX YTHN WA-S 6116
WINDARLING YWDG WA-S 6119
FORREST YFRT WA-S 6201
ALBANY YABA WA-S 6301

BUNBURY YBUN WA-S 6307
BUSSELTON YBLN WA-S 6305
ESPERANCE YESP WA-S 6302
FORRESTANIA YFTA WA-S 6312
GNOWANGERUP YGNW WA-S 6314
KATANNING YKNG WA-S 6309
MANJIMUP YMJM WA-S 6306
NORSEMAN YNSM WA-S 6304
NOVA YNOV WA-S 6313
RAVENSTHORPE YNRV WA-S 6303
AUSTRALIA
GILES YGLS WA-S 6404

GRUYERE YGRM WA-S 6406
TROPICANA YTRA WA-S 6403
WARBURTON YWBR WA-S 6402
YAMARNA YYRN WA-S 6405
CARNARVON YCAR WA-S 6501

CUE YCUE WA-S 6505
SHARK BAY YSHK WA-S 6504
DEGRUSSA YDGU WA-S 6618

JUNDEE YJUN WA-S 6611
MEEKATHARRA YMEK WA-S 6601
MOUNT KEITH YMNE WA-S 6605
PLUTONIC YPLU WA-S 6613
WILUNA YWLU WA-S 6604
1.22 Briefing/QNH Area 68 – GAF WA-N
BARIMUNYA YBRY WA-N 6826

BARROW ISLAND YBWX WA-N 6803
BOOLGEEDA YBGD WA-N 6825
CAPE PRESTON YCPR WA-N 6835
CHARLIE 1 YCLN WA-N 6819
CHRISTMAS CREEK YCHK WA-N 6827
COONDEWANNA YCWA WA-N 6829
ELIWANA YEWA WA-N 6837
FORTESCUE DAVE FORREST YFDF WA-N 6830
GINBATA YGIA WA-N 6831
AUSTRALIA
GUDAI-DARRI MINE YKDD WA-N 6838

IRON BRIDGE MINE YIBO WA-N 6839
KARRATHA YPKA WA-N 6802
LEARMONTH YPLM WA-N 6805
MARDI STN YMDZ WA-N 6809
NEWMAN YNWN WA-N 6832
NIFTY YCNF WA-N 6828
NORTH RANKIN YXNR WA-N 6804
ONSLOW YOLW WA-N 6807
PARABURDOO YPBO WA-N 6833
PORT HEDLAND YPPD WA-N 6801
PORT HEDLAND/WODGINA YWGA WA-N 6836
ROEBOURNE YROE WA-N 6808
SEABUOY YSBY WA-N 6820
SOLOMON YSOL WA-N 6816
TELFER YTEF WA-N 6834
TESSA SHOALS YTES WA-N 6817
THEVENARD ISLAND YTHV WA-N 6810
WEST ANGELAS YANG WA-N 6824
WOODIE WOODIE YWWI WA-N 6823
TIMS
ARGYLE YARG 6904
WA-N
BROOME YBRM TIMS 6903
WA-N
CURTIN YCIN TIMS 6901
WA-N
DERBY YDBY TIMS 6902
WA-N
AUSTRALIA
DJARINDJIN/LOMBADINA YLBD TIMS 6917

WA-N
FITZROY CROSSING YFTZ TIMS 6906
WA-N
GIBB RIVER YGIB TIMS 6907
WA-N
HALLS CREEK YHLC TIMS 6908
WA-N
KALUMBURU YKAL TIMS 6909
WA-N
KOOLAN ISLAND/KOOLAN CENTRAL YKLC TIMS 6918
WA-N
KOOLAN ISLAND/KOOLAN VILLAGE YKLI TIMS 6916
WA-N
KUNUNURRA YPKU TIMS 6910
WA-N
TRUSCOTT-MUNGALALU YTST TIMS 6914
WA-N
WYNDHAM YWYM TIMS 6915
WA-N
1.24 Briefing/QNH Area 70 – GAF TAS
DEVONPORT YDPO VT 7003

FLINDERS ISLAND YFLI VT 7012
HOBART YMHB VT 7001
KING ISLAND YKII VT 7013
LAUNCESTON YMLT VT 7002
MAATSUYKER YMSY VT 7011
SMITHTON YSMI VT 7008
SAINT HELENS YSTH VT 7004
STRAHAN YSRN VT 7009
AUSTRALIA
TASMAN ISLAND YTSI VT 7005

WYNYARD YWYY VT 7010
1.25 Briefing/QNH Area 80 – GAF NT
BATHURST ISLAND YBTI NT 8011

TIMS
BORROLOOLA YBRL NT 8003
CROKER ISLAND YCKI NT 8022
DARWIN YPDN NT 8001
TIMS
DELAMERE RANGE FACILITY YDWF NT 8026
TIMS
ELCHO ISLAND YELD NT 8019
GARDEN POINT YGPT NT 8013
TIMS
GOVE YPGV NT 8009
GROOTE EYLANDT YGTE NT 8010
JABIRU YJAB NT 8007
LAKE EVELLA YLEV NT 8039
MANINGRIDA YMGD NT 8025
MCARTHUR RIVER MINE YMHU NT 8020
MILINGIMBI YMGB NT 8017
NABARLEK YNAB NT 8004
NGUKURR YNGU NT 8018
NUMBULWAR YNUM NT 8047
OENPELLI YOEN NT 8048
POINT FAWCETT FAW 8008
PORT KEATS YPKT NT 8051
TIMS
RAMINGINING YRNG NT 8052
AUSTRALIA
ROBERTSON BARRACKS YRBK NT 8015

TIMS
SMITH PT YSMP NT 8057
TIMS
SNAKE BAY YSNK NT 8012
TIMS
SOUTH GOULBURN ISLAND YGBI NT 8014
TINDAL YPTN NT 8002
TIMS
VICTORIA RIVER DOWNS YVRD NT 8005
TIMS
BALGO HILL YBGO WA-N 8301
BRUNETTE DOWNS YBRU NT 8403

ELLIOTT YELL NT 8407
HOOKER CREEK YHOO NT 8406
TIMS
KALKGURUNG YKKG NT 8404
TIMS
TENNANT CREEK YTNK NT 8401
THE GRANITES YTGT NT 8402
WAVE HILL YWAV NT 8405
TIMS
YUENDUMU YYND NT 8408
1.28 Briefing/QNH AREA 85 – GAF NT
ALICE SPRINGS YBAS NT 8501

AYERS ROCK YAYE NT 8502
KINTORE YKNT NT 8505
AUSTRALIA
BAYU UNDAN YBYU TIMS 8602

NORTHERN ENDEAVOUR YNEN TIMS 8605
TROUGHTON ISLAND YTTI TIMS 8607
WA-N
TIMS
BROWSE ISLAND YBWS 8701
WA-N
CHRISTMAS ISLAND YPXM 9807

COCOS (KEELING) ISLAND YPCC 9806
WILKINS RUNWAY YWKS 9804
BLOSSOM BANKS YBSM QLD-N 9906

BROWSE BASIN YBRB WA-N 9907
WILLIS ISLAND YWLD QLD-N 9905
APPENDIX B
1. INFORMATION ON THE USE OF METBRIEF
The Automated Meteorological Telephone Briefing Service (METBRIEF) responds to tone gener-
ated telephone requests and delivers TAF information. Charges apply.
Australia wide information is available by dialling 1800 805 150
1.1 Pilots interested in this service can register by completing the NAIPS registration form on the
Pilot Briefing web site or contacting the Airservices Australia Help Desk on 1800 801 960 for a
registration form. The Help Desk will provide an account number and password.
1.2 HOW TO USE METBRIEF
1.2.1 Assistance is available from the help desk.
1.2.2 For METBRIEF
a. Dial 1800 805 150 and select from the menu the METBRIEF option.
AUSTRALIA
b. Welcome message and current time heard;

c. Voice invitation to enter account number:
Enter personal 5-digit account number;
d. Voice invitation to enter password followed by the hash (#) key
Enter personal 4-digit password followed by the hash (#) key;
e. Voice invitation to enter the code for location or group or press hash (#) to terminate call;
Enter the code for the location or group;
f. Selected product will be read
g. Voice invitation to enter the code for location or group or press hash (#) to terminate call;
Enter the code for the location or group;
h. Enter the code for location or group or press hash (#). If hash (#) is selected, the caller will
have the option of pressing zero (0) to speak to an operator or terminating the call
Return to Menu *
Group Codes 9
While product is being spoken, select:
Key 1 Pause
Key 2 Read speed
Key 3 Dictation speed
Key 4 Replay
Key 5 Backup to start of a phrase and continue reading.
Key 6 Volume Control
Key * Product output terminates. Option to enter a new product.
Key # Product output terminates. Option to enter a new product.
Selection of the hash (#) key at the end of the product - Option to go to an operator
(Codes indicated in table provide complete TAF and METAR for a specified area.)
1.3 TAF codes in METBRIEF follow the convention of 2 digits being added to the BRIEFING/
QNH AREA to which the location is attached. For individual selections, these codes are available
under the FIR listings in the preceding pages.
AUSTRALIA
1.4 SELECTION CODES
TAF
Sydney 1002
Melbourne 1003
Brisbane 1004
Adelaide 1005
Perth 1006
Canberra 1007
Darwin 1008
Cairns 1009
Rockhampton 1010
Amberley 1011
East Sale 1012
Oakey 1015
Williamtown 1017
Nowra 1018
Townsville 1019
1.5 GROUP SELECTION CODES

1.5.1 If groups of locations are required, the following will be provided when the group selection
code is keyed in.
BRIEFING/QNH AREA 20 - MET 2000 Group Code 9200, Coastal 9201, Inland 9202, Metro-
politan 9209
Armidale, Ballina/Byron Gateway, Bankstown, Bathurst, Camden, Casino,
Cessnock, Coffs Harbour, Coonabarabran, Grafton, Glen Innes, Glen-
brook, Gold Coast, Gunnedah, Inverell, Lake Macquarie Airport, Lismore,
Maitland (NSW), Moree, Mudgee, Narrabri, Port Macquarie, Richmond
(NSW), Scone, Stanthorpe, Sydney, Tamworth, Taree, Williamtown, Wol-
gan Valley Heliport.
AUSTRALIA
BRIEFING/QNH AREA 21 - MET 2100 Group Code 9210, Coastal 9211, Inland 9212, West-
ern 9213
Albury, Bankstown, Bathurst, Camden, Canberra, Cooma, Cootamundra,
Corryong, Cowra, Goulburn, Jervis Bay, Merimbula, Moruya, Nowra, Or-
ange, Parkes, Shellharbour Airport, Sydney, Wagga Wagga, Young.
BRIEFING/QNH AREA 22 - MET 2200 Group Code 9220, Northern 9221, Southern 9222
Albury, Balranald, Bourke, Brewarrina, Broken Hill, Cobar, Cobar Town,
Condobolin, Coonamble, Dubbo, Forbes, Griffith, Hay, Ivanhoe, Menin-
dee, Moree, Narrandera, Nyngan, Parkes, Temora, Tibooburra, Wagga
Wagga, Walgett, West Wyalong, Wilcannia.
BRIEFING/QNH AREA 24 - MET 2400 Group Code 9240
Lord Howe Island, Norfolk Island.
BRIEFING/QNH AREA 30 - MET 3000 Group Code 9300, Southern 9301, Northern 9302,
Metropolitan 9309
Albury, Avalon, Bairnsdale, Ballarat, Balranald, Barracouta Platform,
Bendigo, Coldstream, Corowa, Deniliquin, Dolphin Platform, East Sale,
Essendon, Falls Creek, Flinders Island, Hamilton, Horsham, Kilmore Gap,
King Island, Latrobe Valley, Mallacoota, Mangalore, Melbourne, Mildura,
Moorabbin, Mount Buller, Mount Hotham, Nhill, Perch Platform, Peterbor-
ough/Great Ocean Road, Point Cook, Portland, Shepparton, Stawell,
Swan Hill, Tooradin, Wangaratta, Warrnambool, West Sale, Wilsons
Promontory, Yarrawonga.
BRIEFING/QNH AREA 40 - MET 4000 Group Code 9400, North Coast 9401, South Coast
9402, North West 9403, South West 9404, Metropolitan 9409
Amberley, Archerfield, Ballina/Bryon Gateway, Brisbane, Brisbane West
Wellcamp, Bundaberg, Casino, Gold Coast, Emerald, Enoggera, Gayn-
dah, Gladstone, Goondiwindi, Heron Island, Hervey Bay, Kingaroy, Lis-
more, Maryborough (QLD), Miles, Oakey, Rockhampton, Sunshine Coast,
Thangool, Theodore, Toowoomba, Warwick.
BRIEFING/QNH AREA 41 - MET 4100 Group Code 9410, Eastern 9411, Western 9412
Barcaldine, Birdsville, Blackall, Boulia, Charleville, Cunnamulla, Emerald,
Longreach, Quilpie, Roma, Saint George, Thargomindah, Windorah.
Boulia, Burketown, Cannington Stn, Cloncurry, Doomadgee, Emerald,
Georgetown (QLD), Hughenden, Julia Creek, Mount Isa, Richmond
(QLD), The Monument, Trepell, Urandangi, Winton.
AUSTRALIA
BRIEFING/QNH AREA 44 - MET 4400 Group Code 9440, Coastal 9441, Inland 9442
Charters Towers, Clermont, Emerald, Georgetown (QLD), Hamilton Is-
land, Mackay, Moranbah, Proserpine/Whitsunday Coast, Rockhampton,
Samuel Hill, Scawfell Island, Shute Harbour, Townsville, Williamson.
BRIEFING/QNH AREA 45 - MET 4500 Group Code 9450, Eastern 9451, Western 9452
Abingdon Downs, Burketown, Cairns, Century Mine, Coen, Cooktown,
Heathlands, Horn Island, Kowanyama, Lockhart River, Mareeba, Morning-
ton Island, Murray/Mer Island, Musgrave, Normanton, Scherger, Weipa,
Yam Island, Yorke Island.
BRIEFING/QNH AREA 50 - MET 5000 Group Code 9500, Eastern 9501, Western 9502, Met-
ropolitan 9509
Adelaide, Edinburgh, Kadina, Kingscote/Kangaroo Island, Mount Gambi-
er, Minlaton, Naracoorte, Parafield, Port Augusta, Port Lincoln, Renmark,
Robe, Tumby Bay, Whyalla.
Leigh Creek, Marree, Olympic Dam, Woomera, Yunta.
Coober Pedy, Ernabella, Moomba, Oodnadatta.
Ceduna, Cleve, Cook, Tarcoola, Wudinna.
BRIEFING/QNH AREA 60 - MET 6000 Group Code 9600, Coastal 9601, Inland 9602, Metro-
politan 9609
Cue, Cunderdin, Dalgaranga Mine, Geraldton, Golden Grove, Jandakot,
Kalbarri, Morawa, Mount Magnet, Pearce, Perth, Rottnest Island.
Carosue Dam, Cue, Duketon Gold, Kalgoorlie-Boulder, Kambalda, Laver-
ton, Leonora, Leinster, Mount Magnet, Southern Cross, Thunderbox,
Windarling.
Forrest.
Albany, Esperance, Esperance Town, Gnowangerup, Norseman.
Giles, Gruyere, Warburton, Yamarna.
AUSTRALIA

Carnarvon, Cue, Shark Bay.
Cue, Meekatharra, Plutonic, Wiluna.
Barrow Island, Barimunya, Eliwana, Ginbata, Gudai-Darri Mine, Iron
Bridge Mine, Karratha, Learmonth, Mardi Stn, Newman, North Rankin,
Onslow, Paraburdoo, Port Hedland, Port Hedland/Wodgina, Roebourne,
Telfer, Thevenard Island.
Argyle, Balgo Hill, Broome, Curtin, Derby, Fitzroy Crossing, Gibb River,
Halls Creek, Koolan Island/Koolan Central, Koolan Island/Koolan Village,
Kununurra, Wyndham.
Devonport, Flinders Island, Hobart, King Island, Launceston, Maatsuyker,
Saint Helens, Smithton, Strahan, Tasman Island, Wynyard.
Bathurst Island, Borroloola, Darwin, Elcho Island, Gove, Groote Eylandt,
Jabiru, McArthur River Mine, Maningrida, Milingimbi, Nabarlek, Ngukurr,
Port Keats, Robertson Barracks, Smith Pt, Snake Bay, South Goulburn Is-
land, Tindal, Victoria River Downs.
Balgo Hill.
Brunette Downs, Elliott, Hooker Creek, Tennant Creek, The Granites,
Yuendumu.
Alice Springs, Ayers Rock, Ernabella, Giles, Kintore, Yuendumu.
Browse Island.
1.6 BRIEFING/QNH AREA SUBDIVISION CONTENTS

Locations in Area Forecast Subdivisions
AUSTRALIA
NOTE: For Locations in bold print NOTAM and Meteorological information is provided. For others
NOTAM information only is given. For Military Airspace Group inclusions (e.g. TSX, WMX etc.)
see PRD Group.
AREA 20 Coastal 9201 Ballina/Byron Gateway, Bankstown, Casino, Coffs Harbour, Gold
Coast, Gosford District Hospital, Grafton, Holsworthy, Kempsey,
Lake Macquarie Airport, Lismore, Lithgow Medical, Maclean Hospital,
Maitland (NSW), Newcastle Westpac Base, Port Macquarie, Syd-
ney, Taree, West Maitland, Westmead Hospital, Williamtown.
Weather only: Cessnock.
Airspace: AEX, AWX, EVX, RIX, SGX, TSX, WEX, WMX, WWX,
R405AB, R522, R521, R524, R533, R504, R555ABCD, R647AB.
AREA 20 Inland 9202 Armidale, Bathurst, Coolah, Coonabarabran, Dubbo, Glen Innes,
Glenbrook, Gunnedah, Inverell, Merriwa Hospital, Moree, Mudgee,
Narrabri, Orange, Quirindi, Richmond, Scone, Stanthorpe, Tam-
worth, Wolgan Valley Heliport.
AREA 20 Metro 9209 Sydney, Bankstown, Camden, Gosford District Hospital, Lithgow
Medical, Richmond (NSW), Westmead Hospital.
AREA 21 Coastal 9211 Bankstown, Camden, Holsworthy, Jervis Bay, Merimbula, Mor-
uya, Nowra, Shellharbour Airport, Sydney, Wollongong Hospital.
Airspace: NWX, RIX, TSX, R405AB, R406, R408, R415, R424, R522,
R521, R525, R504, R555ABCD.
AREA 21 Inland 9212 Bankstown, Bathurst, Camden, Canberra, Cooma, Cooma – Polo
Flat, Corryong, Glenbrook, Goulburn, Nowra, Sydney, Tumut.
R521, R525, R504, R555ABCD.
AREA 21 Western 9213 Albury, Bathurst, Cootamundra, Cowra, Forbes, Orange, Parkes,
Temora, Tumut, Wagga Wagga, Young.
R521, R525, R504, R555ABCD.
AUSTRALIA
AREA 22 Northern 9221 Bourke, Brewarrina, Broken Hill, Cobar, Cobar Town, Coonabarab-
ran, Coonamble, Dubbo, Goodooga, Lightning Ridge, Menindee,
Moree, Narromine, Nyngan, Tibooburra, Walgett, Warren.
Weather Only: Wilcannia.
Airspace: AWX, WWX, R406, R408, R415, R524, R525.
AREA 22 Southern 9222 Albury, Balranald, Condobolin, Corowa, Deniliquin, Dubbo, For-
bes, Griffith, Hay, Lake Cargelligo, Menindee, Mildura, Narrandera,
Narromine, Parkes, Pooncarie, Robinvale, Temor, Tocumwal, Wag-
ga Wagga, West Wyalong.
Weather Only: Ivanhoe.
Airspace: AWX, WWX, R406, R408, R415, R524, R525.
AREA 30 Southern 9301 Ararat, Avalon, Bairnsdale, Ballarat, Barracouta Platform, Dolphin
Platform, East Sale, Essendon, Falls Creek, Hamilton, Latrobe Val-
ley, Longford Heliport, Mallacoota, Mangalore, Melbourne, Moorab-
bin, Mount Buller, Mount Hotham, Orbost, Perch Platform, Peterbor-
ough/Great Ocean Road, Point Cook, Portland, Puckapunyal, Sta-
well, Tooradin, Warrnambool, West Sale, Wilsons Promontory, Yar-
ram.
Weather only: Coldstream, Kilmore Gap.
Airspace: ESX, R323AB, R332, R350AB, R351AB, R352, R364,
R363, R368, R374, R408, R415.
AREA 30 Northern 9302 Albury, Balranald, Benalla, Bendigo, Birchip, Corowa, Deniliquin,
Donald, Echuca, Falls Creek, Hopetoun, Horsham, Kerang, Manga-
lore, Mildura, Mount Buller, Mount Hotham, Nhill, Robinvale, St Ar-
naud, Shepparton, Swan Hill, Tocumwal, Wangaratta, Warrackna-
beal, Wycheproof.
Weather Only: Kilmore Gap.
Airspace: ESX, R323AB, R327AB, R332, R350AB, R351AB, R352,
R364, R363, R368, R374, R408, R415.
AREA 30 Metro 9309 Avalon, Essendon, Melbourne, Moorabbin, Point Cook.
Weather Only: Coldstream.
Airspace: ESX, R323AB, R327AB, R332, R350AB, R351AB, R352,
R364, R363, R368, R374, R408, R415.
AUSTRALIA
AREA 40 North Coast Archerfield, Brisbane, Bundaberg, Enoggera, Facing Island, Glad-
9401 stone, Hervey Bay, Maryborough (QLD), Rockhampton, Sunshine
Coast.
Weather Only: Heron Island.
Airspace: AEX, AMX, AWX, EVX, OKX, WBX, R627, R634AB,
R647AB, R693.
AREA 40 South Coast Archerfield, Brisbane, Gold Coast, Enoggera, Southport.
9402 Airspace: AEX, AMX, AWX, EVX, OKX, WBX, R627, R634AB,
R647AB, R693.
AREA 40 Northwest Archerfield, Brisbane, Chinchilla, Emerald, Enoggera, Gayndah,
9403 Kingaroy, Taroom, Thangool, Theodore.
R647AB, R693.
AREA 40 Southwest Amberley, Archerfield, Brisbane, Brisbane West Wellcamp,
9404 Goondiwindi, Oakey, Stanthorpe, Toowoomba, Warwick.
R647AB, R693.
AREA 40 Metro 9409 Brisbane, Archerfield, Amberley, Enoggera, Gold Coast, Sunshine
Coast.
R647AB, R693.
AREA 41 Eastern 9411 Alpha, Barcaldine, Blackall, Charleville, Cunnamulla, Emerald,
Goodooga, Longreach, Quilpie, Roma, Saint George.
Airspace: AWX, R608.
AREA 41 Western 9412 Bedourie, Birdsville, Longreach, Quilpie, Thargomindah, Windor-
ah.
Airspace: AWX, R608.
AREA 43 Northern 9431 Camooweal, Cannington Stn, Cloncurry, Georgetown (QLD), Hugh-
enden, Julia Creek, Mount Gordon, Mount Isa, Richmond (QLD),
Urandangi.
Weather Only: Cannington STN.
Airspace: TLX, R608.
AREA 43 Southern 9432 Boulia, Cannington Stn, Clermont, Cloncurry, Emerald, Hughen-
den, Julia Creek, Mount Isa, Richmond (QLD), Urandangi, Winton.
Airspace: TLX, R608.
AUSTRALIA
AREA 44 Coastal 9441 Bowen, Hamilton Island, Ingham, Mackay, Proserpine/Whitsunday

Coast, Scawfell Island, Townsville, Victor Island East, Victor Island
West, Williamson.
Weather Only: Samuel Hill, Shute Harbour.
Airspace: SBX, TLX, R768AB.
AREA 44 Inland 9442 Charters Towers, Clermont, Collinsville, Dysart, Georgetown
(QLD), Moranbah.
Airspace: SBX, TLX, R768AB.
AREA 45 Eastern 9451 Abingdon Downs, Atherton, Cairns, Cape Flattery, Cooktown,
Coen, Georgetown (QLD), Heathlands, Horn Island, Innisfail/
Mundoo, Lockhart River, Mareeba, Mossman Hospital, Musgrave,
Northern Penisula, Tully Hospital, Weipa, Wujal Wujal, Yorke Island.
Weather Only: Yam Island.
Airspace: SHX, TLX, TUX, R766, R767, R778, R783.
AREA 45 Western 9452 Abingdon Downs, Aurukun, Burketown, Cairns, Century Mine, Doo-
madgee, Heathlands, Horn Island, Karumba, Kowanyama, Mor-
nington Island, Musgrave, Normanton, Northern Peninsula, Porm-
puraaw, Scherger, Weipa.
Weather Only: Yam Island.
Airspace: SHX, TLX, TUX, R766, R767, R778, R783.
AREA 50 Eastern 9501 Adelaide, Edinburgh, Loxton, Mount Gambier, Naracoorte, Paraf-
ield, Renmark, Robe, Waikerie.
Airspace: EDX, ENX, PWX, R290AB.
AREA 50 Western 9502 Adelaide, Cleve, Edinburgh, Kadina, Kingscote/Kangaroo Island,
Parafield, Port Augusta, Port Lincoln, Port Pirie, Tumby Bay,
Whyalla.
Weather only: Minlaton.
AREA 50 Metro 9509 Adelaide, Parafield, Edinburgh.
AREA 60 Coastal 9601 Geraldton, Gingin, Jandakot, Kalbarri, Pearce, Perth, Rottnest Is-
land.
Airspace: LNX, PEX, SNX, R131ABCDEFG, R140AB.
AREA 60 Inland 9602 Cue, Cunderdin, Dalgaranga Mine, Golden Grove, Jandakot, Mora-
wa, Mount Magnet, Perth.
AUSTRALIA
AREA 60 Metro 9609 Jandakot, Pearce, Perth, Rottnest Island.

AREA 80 Northern 9801 Bathurst Island, Croker Island, Darwin, Elcho Island, Garden Point,
Gove, Groote Eylandt, Jabiru, Lake Evella, Maningrida, Milingim-
bi, Nabarlek, Ngukurr, Numbulwar, Oenpelli, Pt Fawcett, Port Keats,
Ramingining, Robertson Barracks, Snake Bay, South Goulburn Is-
land, Tindal.
Weather Only: Smith Pt.
Airspace: DNX, DSX, TNX, R224ABC, R268, R269, R270.
AREA 80 Southern 9802 Borroloola, McArthur River Mine, Ngukurr, Port Keats, Tindal,
Victoria River Downs.
Airspace: DNX, DSX, TNX, R224ABC, R268, R269, R270.
AREA 85 Northern 9851 Alice Springs.
Weather Only: Kintore.
Airspace: R215, R235.
AREA 85 Southern 9852 Alice Springs, Ayers Rock.
Airspace: R215, R235.
APPENDIX C
1. LOCATIONS AVAILABLE FROM INTERNATIONAL TAF BULLETINS
Australian
81600
YMML Melbourne
YSSY Sydney
YBBN Brisbane
YBCS Cairns
YBAS Alice Springs
YBMA Mount Isa
YPAD Adelaide
YPDN Darwin
YPTN Tindal
YPPH Perth
AUSTRALIA
Australian
81600
YPLM Learmonth
YCAR Carnarvon
YPCC Cocos (Keeling) Island
YPPD Port Hedland
YBTL Townsville
YMHB Hobart
YPXM Christmas Island
Australia/New Zealand
81601
NZAA Aukland
NZWN Wellington
NZCH Christchurch
NZQN Queenstown
YLHI Lord Howe Island
YSNF Norfolk Island
Indonesia - Malaysia - Myanmar - Singapore - Thailand - Vietnam

81602
WIII Jakarta/Soekarno Hatta
WIHH Jakarta/Halim Perdanakusuma
WIMM Medan/Kualanamu
WMKK Kuala Lumpur
WAAA Makassar/Sultan Hasanuddin
WABB Biak/Frans Kaisiepo
WARR Surabaya/Juanda
WADD Bali/Ngurah Rai
WSSS Singapore/Changi
WSSL Singapore/Seletar
WSAP Paya Lebar (RSAF)
AUSTRALIA
Indonesia - Malaysia - Myanmar - Singapore - Thailand - Vietnam

81602
WMSA Subang/Sultan Abdul Aziz Shah APT
WMKP Penang
WMKJ Johor Bahru
WMKL Langkawi International
WMKM Malacca
VTBD Bangkok
VTBU Rayong-Pattaya/U-Taphao
VTCC Chiang Mai
VTSP Phuket
VTSS Songkhla/Hat Yai
VVTS Ho Chi Minh/Tan Son Nhat
VDPP Phnom Penh
VVNB Ha Noi/Noi Bai International
VYYY Yangon
Brunei - China - Hong Kong - Malaysia - Philippines - Taiwan

81603
WAMM Manado/Sam Ratulangi
WBSB Brunei International
WBKK Kota Kinabalu
WBGG Kuching
VHHH Hong Kong
ZGSZ Shenzhen
RCTP Taipei
RCKH Kaohsiung
ZGGG Guangzhou
ZBAA Beijing
ZSSS Shanghai/Honggiao
ZBTJ Tianjin
AUSTRALIA
Brunei - China - Hong Kong - Malaysia - Philippines - Taiwan

81603
ZBYN Taiyuan
ZSHC Hangzhou
ZYTL Dalian
RPLL Manila
RPVM Lapu-Lapu/Mactan
RPMZ Zamboanga
Guam - Japan - Korea

81604
PGUA Anderson AFB
PGUM Guam International
PGSN Saipan
PTRO Babelthuap/Koror
RJOO Osaka
RJOB Okayama
RJCC Sapporo/New Chitose
RJFR Kitakyushu
RJEC Asahikawa
RJSK Akita
RJSS Sendai
RJFK Kagoshima
RJAA Tokyo/Narita
RJBB Kansai
RJTT Tokyo
RJFF Fukuoka
RJFT Kumamoto
RJFU Nagasaki
ROAH Naha
RKSS Seoul/Gimpo
AUSTRALIA
Guam - Japan - Korea

81604
RKSI Seoul/Incheon
RKPK Busan/Gimhae
RKPC Jeju
Indonesia - Pakistan - Singapore - India - Sri Lanka - United Arab Emirates

81605
WSSS Singapore/Changi
WSSL Singapore/Seletar
VCBI Colombo/Bandaranaike
VECC Kolkata
VOMM Chennai
VOTV Trivandrum
VABB Mumbai
VAAH Ahmedabad
VIJP Jaipur
VILK Lucknow
VANP Nagpur
VRMM Male/Velana International
OPKC Karachi
OMFJ Fujairah
OMDB Dubai
OMSJ Sharjah
OMAA Abu Dhabi
OBBI Bahrain
AUSTRALIA
Malawi - Mauritius - South Africa - Zambia - Zimbabwe

81606
FIMP Mauritius
FMEE St Denis
FAOR Johannesburg/O R Tambo
FVHA Harare
FAWK Waterkloof
FABL Bram Fischer International
FALE Durban/King Shaka
YPCC Cocos (Keeling) Island
Hawaii - USA
81607
PHNL Honolulu
PHLI Lihue
PHOG Kahului
PHTO Hilo
PKMJ Majuro/Marshall Islands
KLAX Los Angeles International
KONT Ontario International
KPMD Palmdale USAF
KSAN San Diego International
KLAS Las Vegas/McCarran International
KOAK Oakland
KSFO San Francisco International
KSMF Sacramento
KSCK Stockton
KFAT Fresno
KJFK New York/John F Kennedy
KPHL Philadelphia
KPIT Pittsburgh
AUSTRALIA
Hawaii - USA
81607
KDEN Denver
KMCI Kansas City
KDFW Dallas Fort Worth
KELP El Paso
KIAH Houston/George Bush Intercontinental
KSAT San Antonio
KTUS Tucson
MMCU Chihuahua
MMHO Hermosillo
MMLT Loreto
MMSD San Jose Del Cabo
Papua New Guinea - Southwest Pacific

81608
NWWW Noumea/Tontouta
NFFN Nadi
NFNA Suva/Nausori
NFTF Tongatapu/Fua'amotu
NSTU Pago Pago
NVVV Port Vila
NCRG Avarua/Rarotonga
NTAA Tahiti
NSFA Apia/Faleolo
ANYN Nauru
AGGH Honiara
AGGM Munda
AGGN Gizo
AYPY Port Moresby
NGTA Tarawa/Bonriki
AUSTRALIA
Papua New Guinea - Southwest Pacific

81608
PTRO Babelthuap/Koror
PKMJ Majuro
YLHI Lord Howe Island
YSNF Norfolk Island
Indonesia - Papua New Guinea

81609
WAAA Makassar/Sultan Hasasuddin
WABB Biak/Frans Kaisiepo
WATT Kupang/El Tari
WIHH Jakarta/Halim Perdanakusuma
WARR Surabaya/Juanda
AYPY Port Moresby
HAWAII
VOLMET BROADCASTS IN PLAIN LANGUAGE -- HAWAII
RADIOTELEPHONY
BROADCAST
STA- CALL FREQS TIMES FORM BROADCAST
TION SIGN (kHz)
PERIOD H+
Honolulu Honolulu 2863 SSB H24 00-05 Aerodrome Honolulu, Hilo, Guam
Radio 6679 SSB 30-35 Forecasts
8828 SSB SIGMET Oakland FIR
13282 SSB Hourly Re- Honolulu, Hilo, Kahului,
ports Guam
05-10 Hourly Re- San Francisco, Seattle,
35-40 ports Los Angeles, Portland,
Sacramento, Ontario, Las
Vegas
SIGMET Oakland FIR
Aerodrome San Francisco, Seattle,
Forecasts Los Angeles
25-30 Hourly Re- Anchorage, Elmendorf
55-60 ports AFB, Fairbanks, Cold Bay,
King Salmon, Vancouver
SIGMET Oakland FIR
Aerodrome Anchorage, Fairbanks,
Forecasts Cold Bay, Vancouver
HAWAII
AVAILABILITY OF VOLMET BROADCASTS -- HAWAII
RADIOTELEPHONY

Anchorage Honolulu
Cold Bay Honolulu
Elmendorf AFB Honolulu
Fairbanks Honolulu
Guam Honolulu
Hilo Honolulu
Honolulu Honolulu
Kahului Honolulu
King Salmon Honolulu
Las Vegas Honolulu
Los Angeles Honolulu
Ontario Honolulu
Portland Honolulu
Sacramento Honolulu
San Francisco Honolulu
Seattle Honolulu
Vancouver Honolulu
Meteorology
Meteorology Data - Far East

METEOROLOGY DATA - FAR EAST 706
FAR EAST
AVAILABILITY OF VOLMET BROADCAST


Bangkok Bangkok
Brunei Singapore
Chiang Mai Bangkok
Den Pasar Singapore
Fukuoka Tokyo
Guangzhou/Baiyun Hong Kong
Hanoi Bangkok
Ho Chi Minh Bangkok
Hong Kong Hong Kong
Kuala Lumpur Bangkok, Singapore
Kuching Singapore
Macau Hong Kong
Mactan Hong Kong
Manila Hong Kong
(Intl)
Nagoya Tokyo
Naha Hong Kong
Penang Singapore
Phnom Penh Bangkok
Phuket Bangkok
Rayong Bangkok
(U-Taphao)
Sapporo Tokyo
(New Chitose)
Seoul/Incheon (Incheon Intl) Tokyo
Shenzhen Hong Kong
FAR EAST

Singapore Singapore
Songkhla/Hat Yai Bangkok
Subang Singapore
Taiwan Taipei
(Chiang Kai Shek Intl)
(Kaohsiung Intl)
Tokyo Tokyo
(Intl)
(New Tokyo Intl)
(Kansai Intl)
Vientiane Bangkok
Yangon Bangkok
BROADCAST
CALL TIMES
SIGN
PERIOD H+
Bangkok Bangkok 11387 SSB 2310-1145 10-15 SIGMET1
Radio 6676 SSB H24 Bangkok Intl
MET Report/
2965 SSB 1210-2245 Special
Yangon (Intl),
Hanoi (Noibai),
Chiang Mai,
Rayong (U-Ta-
MET Report 1 phao), Phuket,
Songkhla (Hat
Yai), Ho Chi Minh,
Phnom Penh,
Vientiane
Aerodrome
Bangkok Intl
Forecast2
40-45 SIGMET1
MET Report/ Bangkok Intl
Special
FAR EAST
BROADCAST
CALL TIMES
SIGN
PERIOD H+
Yangon (Intl),
Hanoi (Noibai),
Chiang Mai,
Rayong (U-Ta-
MET Report 1 phao), Phuket,
Songkhla (Hat
Yai), Ho Chi Minh,
Phnom Penh,
Vientiane
Aerodrome
Bangkok Intl
Forecast2
NOTE:
– 1 As available.
Hong Kong Hong Kong 128.875 MHz Continuous H24 MET Report/
Shenzhen
Special3
MET Report/
Special & Macau, Taipei,
TREND Fore- Gaoxiong
cast3
2863 SSB4 H24 15-20 MET Report/ Hong Kong Intl,
& Special & Guangzhou/
6679 SSB
45-50 TREND Fore- Baiyun, Taipei
8828 SSB cast3 Intl, Gaoxiong,
13282 SSB Manila Intl, Mac-
tan
MET Report/
Naha
Special3
Aerodrome
Hong Kong (Intl)
Forecast
FAR EAST
BROADCAST
CALL TIMES
SIGN
PERIOD H+
1 SIGMET information is prepared by the Meteorological Watch Office whenever any of the fol-
lowing phenomena are occurring or are expected to occur within the Hong Kong FIR: Active
thunderstorms, severe line squall, severe turbulence, marked mountain waves, tropical cyclone,
heavy hail, severe icing, widespread sandstorm/duststorm (unlikely to be used). Tropical cyclo-
nes will be mentioned whenever they are centered within the area 10N to 30N, 105E to 125E
even though this area extends beyond the Hong Kong FIR. The requirement to issue SIGMET
information regarding active thunderstorms refers to the occurrence or expected occurrence of
an area of widespread cumulonimbus clouds (Cb) or Cb along a line with little or no space be-
tween individual clouds, or to Cb embedded in cloud layers or concealed by haze. It does not
refer to isolated or scattered Cb not embedded in cloud layers or concealed by haze.
2 In VHHH MET Reports and Forecasts, wind information refers to the SE anemometer and the
visibility refers to that observed from the Meteorological Office on the 4th floor of the Airport Ter-
minal Building.
3 All reports are the latest available. However, if the latest available report would be more than
two hours old at broadcast time, it is not transmitted.
4 Broadcast on 2863 kHz is to be implemented when operationally required.
(Changi) Radio (1230 - 2230) METAR /
Singapore
11387 SSB SPECI2
(2230 - 1230) Kuala Lumpur3 ,
Soekarno-Hatta3 ,
Kuching3 , Bru-
METAR4 nei3 , Kota Kina-
balu3 , Den Pa-
sar3 , Penang3 ,
Subang
Singapore5 , Kua-
TAF4
la Lumpur5
METAR /
Singapore6
SPECI
FAR EAST
BROADCAST
CALL TIMES
SIGN
PERIOD H+
Kuala Lumpur7 ,
Soekarno-Hatta7 ,
Kuching7 , Bru-
METAR4 nei7 , Kota Kina-
balu7 , Den Pa-
sar7 , Penang7 ,
Subang
Singapore5 , Soe-
TAF4
karno-Hatta5
NOTE:
– 4 As available.
when appended.
Taipei 124.4 MHz Continuous METAR Chaing Kai Shek
Repetitive SPECI Intl
TAF Kaohsiung Intl
ATC Radio When traffic per- SIGMET Taipei FIR
Channels mits
Taipei D- SITA’s METAR Chaing Kai Shek
VOLMET Aircom SPECI Intl
network TAF Kaohsiung Intl
SIGMET Taipei FIR

AIRMET
FAR EAST
BROADCAST
CALL TIMES
SIGN
PERIOD H+
Tokyo Tokyo 2863 SSB H24 10-15 METAR & Narita Intl, Kansai
6679 SSB & TREND Intl, Chubu Cen-
40-45 trair Intl, Incheon
8828 SSB
METAR Tokyo Intl, New
13282 SSB
Chitose
TAF Narita Intl, Kansai
Intl
FIJI ISLANDS
AIRFIELD CONDITION (AFCON) NOTAM IMPLEMENTATION IN FIJI

The implementation of the SNOWTAM format, which comes into effect 04 November 2021,
requires the upgrade of Fiji’s Aeronautical Message Handling System. However, due to the eco-
nomic impact the COVID-19 pandemic has had on the aviation industry, this upgrade has been
deferred to 2022. A procedural work around will be implemented until such time as the system
upgrade can be carried out.
This procedural work around will see the implementation of ‘AIRFIELD CONDITION’ (AFCON)
NOTAMs as an alternative to the ICAO required SNOWTAM.
Information concerning snow, slush, ice, frost, standing water, or water associated with snow,
slush, ice or frost on the movement area shall be disseminated by means of a SNOWTAM, and
shall contain the information in the order shown in the SNOWTAM Format in Appendix 4 of ICAO
Doc 10066 (PANS AIM). See also Jeppesen METEOROLOGY — GLOBAL REPORTING
FORMAT (GRF) FOR RUNWAY SURFACE CONDITIONS or TABLES AND CODES — SNOW-
TAM.
Due to the impacts of the COVID-19 pandemic and current system limitations, Fiji will not be able
to disseminate the above information in the new SNOWTAM format. To mitigate any risks associ-
ated with this non-compliance to the issuance SNOWTAM, an alternative means of compliance
(AMC) will be implemented. This AMC will see the issuance of ‘AFCON NOTAMs’ which will con-
tain the same information that is required to be disseminated via SNOWTAM.
To meet the new SNOWTAM requirements and GRF on runway surface conditions applicable
from 04 November 2021, Fiji will implement the AFCON NOTAM procedures.
Due to the storage limitations in Fiji’s NOTAM Database System, effective from the 12th August
2021 at 0000 UTC, all departing international flights from Nadi and Nausori International Airports
shall obtain the latest SNOWTAMs from their airports of intended landing and current NOTAMs
from Nadi NOTAM Office as part of their Pre-flight Information Bulletins (PFIB).
The PIB online services available through the Fiji Airports Website will only disseminate current
NOTAMs and AFCONS NOTAMs originated by the Nadi NOTAM Office.
AFCON NOTAM PROCEDURES

Reporting surface conditions on runways, taxiways, and aprons using the AFCON NOTAM.
The keyword Aerodrome (AD) shall not be used with descriptor AFCON, except for Runway
(RWY), Taxiway (TWY) or Apron (APN).
AFCON NOTAMs are reported in thirds of the landing runway, except when reporting Slippery
When Wet.
For Runway Surface
FIJI ISLANDS
As per GRF Runway surface conditions reporting RWY surface conditions are reported in thirds
as depicted above.
Runways are described using the following:
– RWY- keyword followed by
– a single runway direction designator (lower designator)
– Sentence “OPERATIONAL BUT CTN ADZ DUE…”
– word “AFCON” and
– Condition. Depth is required and a width is optional.
EXAMPLE: RWY 09 OPERATIONAL BUT CTN ADZ DUE AFCON 3MM WATER
RWY 02 OPERATIONAL BUT CTN ADZ DUE AFCON 6MM STANDING WATER
For Taxiway Surface
Taxiway are described using the following:
– TWY- keyword followed by
– a surface names
– Condition. Depth is required and a width is optional.
EXAMPLE: TWY A OPERATIONAL BUT CTN ADZ DUE AFCON 3MM STANDING WATER…
TWY G OPERATIONAL BUT CTN ADZ DUE AFCON 4MM STANDING WATER IN THE MIDDLE
PORTION OF THE TWY
TWY H OPERATIONAL BUT CTN ADZ DUE AFCON 3.5MM STANDING WATER AT THE
HOLDING POINT TOWARDS RWY 09/27
For Apron Surface
Aprons are described using the following:
– APN- keyword followed by
– a surface name/designator/description/location,
– Condition. Depth is required and a width is optional
EXAMPLE: APN AT DOMESTIC TERMINAL OPERATIONAL BUT CTN ADZ DUE AFCON 3MM
STANDING WATER…
FIJI ISLANDS
COMPILATION OF AFCON NOTAM

The airport inspection team shall use the Runway Condition Assessment Matrix (RCAM —
Appendix 1) to determine the Runway Condition Report (RCR) and fill in the NOTAM request form
accordingly.
EXAMPLE: Dry on one third of the RWY, wet on the 2nd third and Standing Water on the last
which will have the RCR of 6/3/2.
The AFCON NOTAM shall have the same fields and requirements for a NOTAM as documented
in ICAO Annex 15, ICAO Document 8126 and PANS AIM DOC 10066 but will have the word
AFCON inserted in field E to uniquely identify Airfield Condition and a few differences in the
description of the fields in the AFCON NOTAM.
The description of the fields in the AFCON NOTAM are as follows:
a. Field is affected airport;
b. Field is time of observation;
c. Field is 8 hours from time of observation.
The text field (E field) of the AFCON NOTAM shall be as described below:
– Surface Designator (lower designator) (RWY 02)
– The text shall follow “OPERATIONAL BUT CTN ADZ DUE…”
– AFCON. Insert “AFCON” after the surface designator and before the field condition.
– RCR. When generated, will be illustrated as either 2, 3, 5 or 6 and look similar to this format for
runway thirds (e.g. 3/5/2).
– Percentage of coverage on each third of the RWY (Insert NR at its relevant position in the mes-
sage to indicate to the user that no information exists)
– Depth of the CONTAMINANTS in each third of the RWY (Insert NR at its relevant position in
the message to indicate to the user that no information exists)
– Condition of each third to correspond to RCR. Report the contaminants per Appendix 1.
• RWY: Each third (touchdown, midpoint, and rollout) will include percentage, depth (when
required), and type of contaminant. Up to two separate contaminants can be reported per
runway third.
• A runway is dry when it is neither wet, nor contaminated.
• An AFCON NOTAM must not be originated for the sole purpose of reporting all thirds of a
runway are dry.
A dry surface must be reported only when there is need to report conditions on the remainder of
the surface. When describing a dry surface, it is considered the full length and width of the runway
third. DRY can be reported in two thirds and the remaining third have a different contaminant.
EXAMPLE: RWY 02 OPERATIONAL BUT CTN ADZ DUE AFCON DRY/STANDING WATER/
STANDING WATER
FIJI ISLANDS
A runway is wet when there is any visible dampness or water that is up to and including 3mm in
depth. When describing a wet surface, include the percentage.
If all three thirds are identical in percentage, depth (when required) and type of contaminant, it is
shown in the NOTAM once.
EXAMPLE: RWY 09 OPERATIONAL BUT CTN ADZ DUE AFCON 2/2/2 STANDING WATER
Taxiways and Aprons. The condition includes depth and type of contaminant.
NOTE: Free-form is an acceptable means of entering AFCONs for TWY and APRONs.
– Braking Action (BA). (APRONs, TWYs and Non-Paved RWYs). Report braking action on move-
ment areas: as good, good to medium; medium; medium to poor; or poor, as received from air-
side operations.
The worst runway braking action is shown by contaminant type and RCR.
NIL BRAKING
Reporting of a “NIL” braking condition is not permissible by Civil Aviation Authority of Fiji or for
international airports in Fiji. A “NIL” braking condition at these airports must be mitigated by clo-
sure of the affected surface.
• Paved surfaced runways cannot have a stand-alone BA NOTAM.
• Non-Paved surfaced runways can have BA, but as a stand-alone NOTAM.
• TWY/Apron can have BA as stand-alone or appended to field condition NOTAM.
EXAMPLE: TWY A OPERATIONAL BUT CTN ADZ DUE AFCON BRAKING ACTION GOOD TO
MEDIUM
TWY G OPERATIONAL BUT CTN ADZ DUE AFCON 3MM STANDING WATER BRAKING
ACTION MEDIUM
THE AFCON NOTAM EXAMPLE:
Report received that Nadi RWY 02 has been observed as:
– RCR of 3/2/6
– At 20% on 1st third, 25% on the second thence NR on the last
– Depth 4mm at the 1st third, 3mm in the 2nd and at the 3rd is NR
– Braking action: MEDIUM TO POOR
The NOTAM officer will issue the AFCON NOTAM as below:
(A0102/21 NOTAMN
Q) NFFF/QMRXX/IV/NBO/A/000/999
A) NFFN B) TIME OF OBSERVATION C) 8HOURS FROM TIME OF OBSERVATION
E) RWY 02 OPERATIONAL BUT CTN ADZ DUE AFCON 2/5/6/, 20/25/NR, 4/3/NR WET/
STANDING WATER/DRY. BA MEDIUM TO POOR
FIJI ISLANDS
RUNWAY CONDITION ASSESSMENT MATRIX (RCAM)

Runway Condition Runway surface Airplane deceleration or directional Pilot report of run-
Code (RWYCC) description control observation way braking action
6 DRY — —
5 WET (the runway Braking deceleration is normal for the GOOD
surface is cov- wheel braking effort applied and di-
ered by any visi- rectional control is normal.
ble dampness or
water up to and
including 3mm
depth)
4 COMPACTED Braking deceleration OR directional GOOD TO MEDI-
SNOW control is between Good and Medi- UM
(N/A) um.
3 WET (“slippery Braking deceleration is noticeably re- MEDIUM

wet” runway) duced for the wheel braking effort ap-
plied OR directional control is notice-
ably reduced.
2 More than 3mm Braking deceleration OR directional MEDIUM TO
depth of water: control is between Medium and Poor POOR
STANDING WA-
TER
1 ICE Braking deceleration is significantly POOR
(N/A) reduced for the wheel braking effort
applied OR directional control is sig-
nificantly reduced.
0 WET ICE Braking deceleration is minimal to LESS THAN
non-existent for the wheel braking ef- POOR
(N/A) fort applied OR directional control is
uncertain.
JAPAN
AERONAUTICAL ENROUTE INFORMATION SERVICE

Aeronautical Enroute Information Service (hereinafter referred to as AEIS) is a service to assist
the aircraft in flight (other than those arriving at and departing from airports), following services
are provided using A/G communication facilities. These services are provided by Service Unit.
a. Information services needed for the aircraft operation
b. Acceptance and provision of PIREP's
c. Other communication services which are needed for the safe operation of the aircraft.
NOTE: Aircraft in flight should, as far as possible, obtain the information required for the flight
through Area/Enroute Information Service Units.
Information service needed for the aircraft operation.
Upon request from the aircraft, following information and other information needed for the safe
operation of the aircraft are provided using remote A/G communication facilities. This service is
provided by Service Unit shown in the table below.
Information to be provided includes:
a. Meteorological Information: SIGMET, METAR/SPECI, TAF, Weather Radar Echo, TREND,
other weather information which is announced by Meteorological Agencies and, PIREPs
regarding meteorological condition and volcanic activity, which are received in preceding 2
hours period
b. NOTAM: NOTAMs, which are issued in preceding 10 hours period and will become effective
within 10 hours period from time of the issuance. (including S/I condition)
c. Air traffic information: Traffic restriction information or other air traffic information considered
to affect the operation of the aircraft.
d. Other necessary information.
This service will be available in the Tokyo and Fukuoka ACC and will operate with the following
station identifications and frequencies.
Area/Enroute Information Service Unit

Service Unit Communication Frequency
Call Sign
(Location Indicator) Site (MHz)
NEW CHITOSE AIRPORT Kushiro A/G 135.1
OFFICE (RJCC) Obihiro A/G 135.6
Okadama A/G 134.75 NEW CHITOSE INFOR-
Yokotsudake A/G 127.1 MATION
Asahikawa A/G 124.15
Akita A/G 134.6
JAPAN
Area/Enroute Information Service Unit (continued)

Service Unit Communication Frequency
Call Sign
(Location Indicator) Site (MHz)
Jobonzan A/G 135.8
Niigata A/G 135.3
TOKYO AIRPORT OFFICE Daigo A/G 135.65
(RJTT) Tokorozawa A/G 135.75
Narita A/G 134.8 TOKYO INFORMATION
Matsumoto A/G 134.85
Hakone A/G 134.7
OSAKA AIRPORT OFFICE Komatsu A/G 135.05
(RJOO)
Mikawa A/G 135.5
Mikunisan A/G 135.6 OSAKA INFORMATION
Kushimoto A/G 126.75
Miho A/G 134.75
FUKUOKA AIRPORT OF- Iwakuni A/G 126.7
FICE (RJFF) Shimizu A/G 135.1
FUKUOKA INFORMATION
Sangunzan A/G 126.95
Fukue A/G 134.65
KAGOSHIMA AIRPORT OF- Kaseda A/G 135.8 KAGOSHIMA INFORMA-
FICE (RJFK) Amami A/G 134.8 TION
NAHA AIRPORT OFFICE Yaedake A/G 127.1
(ROAH) NAHA INFORMATION
Miyako A/G 134.75
Check NOTAMs for more complete details on this service.
JAPAN
Weather Radar Echo Provided Area
a. Echo-area is expressed in relation to the name of airport, notable location etc.

b. Echo-intensity is provided with 5 steps.
c. Echo-top is observed every 10 minutes. And the maximum value within 25km mesh is provi-
ded.
JAPAN
d. Echo does not show obstructions to vision such as fog, cloud without precipitation.
5 Steps
Echo-intensity (mm/HR) Rainfall intensity
VERY WEAK 0–1
WEAK 1–5
MODERATE 5–20
STRONG 20–50
VERY STRONG 50–
NOTE: Each intensity means a rainfall intensity converted by per hour.
SNOW PLAN
SNOWTAM
Information concerning runway surface condition assessment is notified by SNOWTAM.
a. The Runway Condition Code (RWYCC), percent coverage contaminant, depth of loose con-
taminant, condition description and coefficient of friction are described in SNOWTAM, sepa-
rated by an oblique stroke for each third of the runway assessed from the direction as seen
from the lower designation number.
b. The validity of SNOWTAM is 8 hours from date and time of assessment. A SNOWTAM can-
cels the previous SNOWTAM.
c. The following AIS compatible characters are used in SNOWTAM.
SNOWTAM Example for International Distribution

(SNOWTAM 0207
(a)
RJCH 1223002 12 4/3/5 100/100/10 03/NR/N DRY SNOW/COMPACTED
0 0 R SNOW/WET
(b) (c) (d) (e) (f) (g) (h)
RWY 12 31/95/ SURFACE FRICTION TEST-
ER
(d) (i) (j)
RMK/RWYCC RWY 12 DOWNGRADED.)
(k)
JAPAN
SNOWTAM Example for Domestic Distribution

(1164/21 NOTAMN
Q)RJJJ/QMRXX/IV/NBO/A/000/999/4146N14049E005
A)RJCH B)2112230030 C)2112230820
(b)
E)SNOWTAM
12230020 12 4/3/5 100/100/10 03/NR/N DRY SNOW/COMPACTED
0 R SNOW/WET
(c) (d) (e) (f) (g) (h)
RWY 12 31/95/ SURFACE FRICTION TEST-
ER
(d) (i) (j)
RMK/RWYCC RWY 12 DOWNGRADED.)
(k)
(a) SNOWTAM serial number *international only

(b) Airport location indicator
(c) Date and time of assessment
(d) Lower runway designation number
(e) RWYCC
RWYCC for each runway third is described in accordance with the table below.
RWYCC
When percent coverage contaminant shown in (f) is “NR” or “25” 6
WET
SLUSH (up to and including 3mm depth)
5
DRY SNOW (up to and including 3mm depth)
WET SNOW (up to and including 3mm depth)
COMPACTED SNOW
4*
(Outside air temperature minus 15 degrees Celsius and below)
JAPAN
DRY SNOW (more than 3mm depth)

WET SNOW (more than 3mm depth)
DRY SNOW ON TOP OF COMPACTED SNOW
3
WET SNOW ON TOP OF COMPACTED SNOW
COMPACTED SNOW (Outside air temperature above minus 15 degrees Cel-
sius)
SLUSH (more than 3mm depth) 2
ICE 1
WET ICE
WATER ON TOP OF COMPACTED SNOW
0
DRY SNOW ON TOP OF ICE
WET SNOW ON TOP OF ICE
*When outside air temperature is not available, RWYCC “3” is replaced.
NOTE: Downgrade of RWYCC may be considered in the process of runway surface condition
assessment. If downgraded, it is described in the Remarks.
(f) Percent coverage contaminant

Percent coverage contaminant for each runway third is described in accordance with the fol-
lowing table.
Percent Coverage Contaminant

less than 10% NR
10% – 25% 25
26% – 50% 50
51% – 75% 75
76% – 100% 100
(g) Depth of loose contaminant

Depth of loose contaminant for each runway third is described in accordance with the table
below.
Depth of Loose Contaminant

Up to and including 3mm depth 03
More than 3mm depth Measured value in 2 digits
JAPAN
NOTE: When condition description shown in (h) is “DRY”, “WET”, “COMPACTED SNOW”,
“ICE”, “WET ICE” and “WATER ON TOP OF COMPACTED SNOW”, depth of loose contam-
inant is not measured and “NR” is described.
(h) Condition description
Condition description for each runway third is described in accordance with the table below.
Condition Description
When percent coverage contaminant shown in (f) is “NR” DRY
The runway surface is covered by any visible dampness or
WET
water.
Snow from which a snowball cannot readily be made. DRY SNOW
Snow that contains enough water content to be able to make
a well-compacted, solid snowball, but water will not squeeze WET SNOW
out.
Snow that is so water-saturated that water will drain from it
when a handful is picked up or will splatter if stepped on SLUSH
forcefully.
Snow that has been compacted into a solid mass such that
airplane tires, at operating pressures and loadings, will run
COMPACTED SNOW
on the surface without significant further compaction or rut-
ting of the surface.
Water that has frozen or compacted snow that has transi-
ICE
tioned into ice, in cold and dry conditions.
Ice with water on top of it or ice that is melting. WET ICE
DRY SNOW ON TOP OF COM-
DRY SNOW on top of COMPACTED SNOW
PACTED SNOW
WET SNOW ON TOP OF COM-
WET SNOW on top of COMPACTED SNOW
PACTED SNOW
WATER ON TOP OF COMPAC-
WATER on top of COMPACTED SNOW
TED SNOW
DRY SNOW on top of ICE DRY SNOW ON TOP OF ICE
WET SNOW on top of ICE WET SNOW ON TOP OF ICE
(i) Measured friction coefficient

Measured friction coefficient for each runway third is described by 2 digits. When the value
of friction coefficient is at or above 0.40, “95” will be shown.
JAPAN
NOTE: When condition description shown in (h) is “DRY”, “WET” or “SLUSH”, friction coeffi-
cient is not measured and blank is inserted.
(j) Friction measuring device
The name of measuring device is described when friction coefficient is measured.
EXAMPLE: SURFACE FRICTION TESTER BOWMONK AFM2 DECELEROMETER
(k) Remarks
Supplementary information is described as necessary.
EXAMPLE: When RWYCC is downgraded:
RWYCC RWY 01R DOWNGRADED
When assessment of runway surface condition is ended:
ASSESSMENT WILL BE ENDED
NOTAM Concerning TWY and Apron
Information concerning assessment of TWY and APRON is notified by NOTAM.
a. TWY and Apron that friction coefficient is less than 0.26 are described as “POOR”.
b. TWY and Apron that friction coefficient is unmeasured are described as “NR”.
c. The validity of NOTAM is 8 hours from date and time of assessment.
NOTAM example:
Q)RJJJ/QMAXX/IV/M/A/000/999/0000N00000E005
A)RJXX B)2112240010 C)2112240800
E)TWY/APN FRICTION COND AS OF 2112240000
POOR: TWY A1 THRU A5, N-APN
NR: TWY A6, S-APN
If TWY and Apron to be assessed are limited, TWY and Apron to be assessed are published in
the JAPAN AIP — AD 2.7 SEASONAL AVAILABILITY-CLEARING (not published herein).
EXAMPLE: When assessment is limited to TWY T1, T6, A-Apron.
1 Types of clearing equip-

ment
2 Clearance priorities
3 Remarks TWY/APN to measure the coefficient of friction:
TWY T1, T6, A-APN
JAPAN
Commencement of Procedures for Assessing and Reporting Runway Surface Conditions

From 1500 UTC 3 NOV 2021, according to ICAO ANNEX, procedures for assessing and reporting
runway surface conditions, commonly known as the Global Reporting Format (GRF) is implemen-
ted when snow or ice appears on aircraft moving area at airport.
The information shown below is to provide a supplementary explanation concerning application of
the procedures for assessing and reporting runway surface conditions in Japan.
a. Differences from ICAO standards, recommended practices and procedures
1. In Japan, friction measurements are made on runway surface conditions covered with
snow by using the friction measuring device agreed by the government for measure-
ment; the results are then reported.
2. In Japan, wet runway is not reported except for wet condition associated with snow or
ice, which mainly appears during winter season.
3. In Japan, FROST, STANDING WATER and LOOSE SAND, which have no possibility of
appearing on the runways throughout Japan, are not reported.
4. In Japan, the runway condition under CHEMICALLY TREATED is not reported.
b. Notification of runway surface conditions through SNOWTAM
SNOWTAM regarding runway, including Runway Condition Code (RWYCC), is dissemina-
ted. In Japan, downgrading is considered but upgrading is not when assigning RWYCC.
(See AIP AD1.2 for further information on SNOWTAM)
c. Notification of taxiway and apron conditions through NOTAM
In Japan, taxiway and apron inspections are made by using the friction measuring device
agreed by the government for measurement and NOTAM is issued as “POOR” when the fric-
tion coefficient is less than 0.26. If taxiways or aprons to be assessed are limited, taxiways
and aprons to be assessed are published in the JAPAN AIP — AD 2.7 SEASONAL AVAILA-
BILITY-CLEARING (not published herein).
d. Usage of pilot braking action report
Pilot braking action reports based on ANNEX 6 are used for:
1. Runway assessment by airport operator.
2. Information regarding runway condition provided by air traffic service unit.
e. Information regarding runway condition provided by air traffic service unit
The following terms are used:
1. RWYCC
Provided in order from the point in front of the aircraft.
RUNWAY [number] SURFACE CONDITION CODE, [number], [number], [number] AT
[time].
JAPAN
2. Reported braking action by d.2.

Air traffic service unit provides recent information on braking action with reported aircraft
type and reported time until the condition of the runway is reevaluated.
RUNWAY [number] BRAKING ACTION [condition] REPORTED BY [type of aircraft]
(AT) [time].
Tables and Codes
Tables and Codes
Tables and Codes - Australia

TABLES AND CODES - AUSTRALIA 729
AUSTRALIA
GENERAL
UNITS OF MEASUREMENT
Units of measurement to be used in airways operations and air-ground communications are:
Measurement of Units
Distances used in navigation (generally in excess of 2 Nautical miles and tenths1
NM)
Short distances Meters
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 operations Degrees true
Visibility, including runway visual range Kilometers or meters
Altimeter setting Hectopascals
Temperature Degrees Celsius
Weight (Mass) Metric Tons or kilograms
Time Hours and minutes
1 Miles must be read as meaning nautical miles unless otherwise stated. The word "nautical"
may be omitted from air-ground communications.
An aircraft which is temporarily unable to use these units shall advise and request the ground sta-
tion to transmit in units usable by the aircraft.
GEODETIC REFERENCE DATUM

All published geographical coordinates are expressed in terms 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.
PUBLIC HOLIDAYS
NATIONAL
New Year’s Day 1 January

Australia Day 26 January
Good Friday Friday before Easter
Easter Monday Monday after Easter Sunday
AUSTRALIA
GENERAL
Anzac Day 25 April

Queen’s Birthday Usually second Monday in June (except WA)
Christmas Day 25 December
Boxing Day 26 December
NOTE: When New Year’s Day, Australia Day, Christmas Day and Boxing Day falls on a Satur-
day 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.
Some services may be affected on public holidays. Operators should check NOTAM and/or con-
tact the relevant aerodrome owner/operator.
AUSTRALIA
CONVERSION FACTORS
TO CONVERT INTO MULTIPLY BY
Celsius Fahrenheit 1.8 and add 32
Centimeters Inches 0.394
Feet Meters 0.3048
Fahrenheit Celsius Subtract 32 & Multiply by 0.555
Imp. Gallons US Gallons 1.200
Imp. Gallons Liters 4.546
Inches Centimeters 2.540
Kilograms Pounds 2.2046
Kilometers Nautical Miles 0.540
Kilometers Statute Miles 0.621
Kilopascals Pounds per Square Inch 0.145
Liters Imp. Gallons 0.220
Liters US Gallons 0.264
Meters Feet 3.281
Meters Yards 1.094
Pounds Kilograms 0.4536
Pounds Per Square Inch Kilopascals 6.895
Nautical Miles Kilometers 1.852
Nautical Miles Meters 1852
Nautical Miles Statute Miles 1.151
Statute Miles Kilometers 1.609
Statute Miles Nautical Miles 0.868
US Gallons Imp Gallons 0.833
US Gallons Liters 3.79
Yards Meters 0.914
TIME SYSTEM
Coordinated Universal Time (UTC) is used for civil aviation.
AUSTRALIA
Date and time is indicated in a combination of the date and time in a single six figure group. How-
ever, a 10 figure group comprising the year, month, date, hours and minutes is used for NOTAM
and AIP supplements. This is reduced to an eight figure group (nil year) for SPFIB.
LOCAL TIME
Local time in Australia falls into three separate zones:
Time Zone Local Time States

Eastern Standard Time UTC + 10 hours New South Wales* (except the Broken Hill
(EST) area), Queensland, Victoria*, Tasmania*
and the Australian Capital Territory*
Central Standard Time UTC + 9 ½ hours South Australia*, the Northern Territory and
(CST) the Broken Hill area*
Western Standard Time UTC + 8 hours Western Australia
(WST)
NOTE: * Daylight Saving Time applies between October of one year and April of the following
year, which adds an additional hour to the local time of that State or area. NOTAM or AIP Sup-
plements will be issued detailing revised hours of operation during Daylight Saving Time where
such hours are not already promulgated in AlP.
FIRST LIGHT AND LAST LIGHT COMPUTATIONS

For all intents and purposes, ‘first light’ should be construed as the beginning of morning civil twi-
light, and ‘last light’ as the end of evening civil twilight.
To compute first light and last light using the graphs contained in this section:
a. enter the top or bottom of the scale at the appropriate date;
b. move vertically up or down to the curve for the latitude of the place concerned (interpolating
for intermediate latitudes if necessary);
c. move horizontally to the left or right and read local mean time (LMT) on the vertical scale at
the side;
d. to convert to UTC, subtract (in East 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 9 1/2 hours to UTC;
g. to convert to WST, add 8 hours to UTC.
EXAMPLE: To determine last light at Echuca (360900S 1444600E) on the 20th of November.
Using the graph, enter at 20 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,
AUSTRALIA
enter the “Conversion of Arc to Time” table at longitude 144° (9 hours 36 minutes). Add the incre-
ment corresponding to 46 minutes 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.
Consequently, the presence of cloud cover, poor visibility or high terrain to the west of an airport
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.
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.
Sunrise, sunset and civil twilight times (first and last light) can also be obtained from
www.ga.gov.au/geodesy/astro/sunrise.jsp.
AUSTRALIA
CONVERSION OF ARC TO TIME

LONGITUDE
DEGREES MINUTES
Long. Time Long. Time Long. Time Long. Time
Deg. Hours Mins. Deg. Hours Mins. Mins. Mins. Secs. Mins. Mins. Sec.
110 7 20 140 9 20 0 0 00 30 2 00
111 7 24 141 9 24 1 0 04 31 2 04
112 7 28 142 9 28 2 0 08 32 2 08
113 7 32 143 9 32 3 0 12 33 2 12
114 7 36 144 9 36 4 0 16 34 2 16
115 7 40 145 9 40 5 0 20 35 2 20
116 7 44 146 9 44 6 0 24 36 2 24
117 7 48 147 9 48 7 0 28 37 2 28
118 7 52 148 9 52 8 0 32 38 2 32
119 7 56 149 9 56 9 0 36 39 2 36
120 8 00 150 10 00 10 0 40 40 2 40
121 8 04 151 10 04 11 0 44 41 2 44
122 8 08 152 10 08 12 0 48 42 2 48
123 8 12 153 10 12 13 0 52 43 2 52
124 8 16 154 10 16 14 0 56 44 2 56
125 8 20 155 10 20 15 1 00 45 3 00
126 8 24 156 10 24 16 1 04 46 3 04
127 8 28 157 10 28 17 1 08 47 3 08
128 8 32 158 10 32 18 1 12 48 3 12
129 8 36 159 10 36 19 1 16 49 3 16
130 8 40 20 1 20 50 3 20
131 8 44 21 1 24 51 3 24
132 8 48 22 1 28 52 3 28
133 8 52 23 1 32 53 3 32
134 8 56 24 1 36 54 3 36
135 9 00 25 1 40 55 3 40
136 9 04 26 1 44 56 3 44
137 9 08 27 1 48 57 3 48
AUSTRALIA
LONGITUDE
DEGREES MINUTES
Long. Time Long. Time Long. Time Long. Time
Deg. Hours Mins. Deg. Hours Mins. Mins. Mins. Secs. Mins. Mins. Sec.
138 9 12 28 1 52 58 3 52
139 9 16 29 1 56 59 3 56
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TIME OF FIRST LIGHT

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TIME OF FIRST LIGHT

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TIME OF LAST LIGHT

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TIME OF LAST LIGHT

Air Traffic Control
Air Traffic Control
State Rules and Procedures -

Australia
STATE RULES AND PROCEDURES - AUSTRALIA 742
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and Abbreviations sections in the Emergency, Meteorology and Terminal chapters of this
manual.
1 DEFINITIONS
ACTIVE LAHSO RUNWAY — The runway used during LAHSO for arriving aircraft issued with a
hold short instruction.
AERONAUTICAL BEACON — An aeronautical ground light visible at all azimuths, either continu-
ously 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 AIP, 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 IDENTIFICATION — An identification of up to 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.
AIRPORT — A defined area of land or water (including any buildings, installations and equip-
ment) intended to be used either wholly or in part for the arrival, departure and movement of air-
craft.
AIRPORT BEACON — An aeronautical beacon used to indicate the location of an airport from
the air.
AIRPORT CONTROL SERVICE — ATC service for airport traffic.
AIRPORT CONTROL TOWER — A unit established to provide ATC service to airport traffic.
AIRPORT PROPRIETOR — Any Owner, Licensee, Authority, Corporation, or any other body
which has a legal responsibility for a particular airport.
AIRPORT TRAFFIC — All traffic on the maneuvering area of an airport, and all aircraft flying in,
entering, or leaving the traffic circuit.
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AIRPORT TRAFFIC CIRCUIT — The specified path to be flown by aircraft flying in, entering, or
leaving the traffic circuit.
NOTE: At a controlled airport, an aircraft is in the traffic circuit when it is within the CTR and
established on a leg of the circuit.
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.
AIR TAXIING — Movement of a helicopter/VTOL above the surface of an airport, normally in
ground effect and at a speed normally less than 20 kt.
AIR TRAFFIC CONTROL CLEARANCE — Authorization for an aircraft to proceed under condi-
tions specified by an ATC unit.
NOTE: For convenience, the term “Air Traffic Control Clearance” is frequently abbreviated to
“Clearance” when used in appropriate context.
AIR TRAFFIC CONTROL SPEED RESTRICTION — An ATC traffic management speed or an
ATC-issued speed control instruction.
AIR TRANSIT — The airborne movement of a helicopter that is:
a. for the expeditious transit from one place within an airport to another place within the airport;
b. at or below 100 ft 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 exis-
tence 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 center.
ALTERNATE AIRPORT — An airport to which an aircraft may proceed when it becomes either
impossible or inadvisable to proceed to or land at the airport 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.
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APRON SERVICE — A traffic regulatory and information service provided to aircraft using the
apron area of an airport.
APRON TAXIWAY — A portion of a taxiway system located on an apron and intended to provide
a through taxi route across the apron.
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 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 SURVEILLANCE SERVICE — Term used to indicate an air traffic service provided directly
by means of an ATS surveillance system.
AUTOMATIC EN ROUTE INFORMATION SERVICE (AERIS) — The provision of operational
information enroute 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 identifier assigned to a person by CASA
for the purposes of CASA records.
BLANKET CLEARANCE — A pre-arranged clearance originated for specific activities or events
and specified in a letter of agreement.
BLOCK LEVEL — A section of airspace with specified upper and lower limits on a specified
track, in which cleared aircraft are permitted to maneuver.
BREAK-OUT PROCEDURE(S) — Immediate evasive maneuvers, which are performed on
instruction by air traffic control.
NOTE: In the context of simultaneous parallel operations, break-out procedures are used to direct
a threatened aircraft and a deviating aircraft away from each other.
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 acknowl-
edgement is not expected.
CENSAR — An automated centralized SARTIME database software package used by ATS to
manage SARTIMEs.
CENTER — A generic call sign which can include Air Traffic Control, Advisory, Flight Information
and Alerting services, depending on the classification of airspace in which the service is provided.
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CERTIFIED AIRPORT — A place that is certified as an airport under the Civil Aviation Safety
Regulations.
CLEARANCE EXPIRY TIME — A time specified by an air traffic control unit at which a clearance
ceases to be valid.
CLEARWAY — A defined rectangular area on the ground or water under the control of the appro-
priate authority, selected or prepared as a suitable area over which an aeroplane may make a
portion of its initial climb to a specified height.
CLOSELY SPACED RUNWAYS — Runways that are parallel or near-parallel and spaced less
than 1525m but not less than 1035m apart.
COLLOCATED (NAVIGATION) AIDS — Enroute waypoints or navigation aids that are within
600m of each other.
COMMON TRAFFIC ADVISORY FREQUENCY (CTAF) — A designated frequency on which
pilots make positional broadcasts when operating in the vicinity of a non-controlled airport or
within a Broadcast Area.
COMMUNITY SERVICE FLIGHT (CSF) — A flight that
a. involves:
1. the transport of one or more individuals (a patient) to a destination for the purpose of
each such individual receiving non-emergency medical treatment or services at the des-
tination; or
2. the transport of a patient from a destination mentioned in para 1. (the treatment destina-
tion) to another treatment destination; or
3. the transport of a patient from a treatment destination:
(a) back to a place from which the patient departed for a treatment destination; or
(b) to a destination at which the patient resides; and
b. is provided to a patient, and any person who accompanies the patient to provide support and
assistance, without a charge being made to any of those persons for their carriage; and
c. medical treatment is not provided on board the aircraft for the flight, other than the adminis-
tering of medication or in response to an unexpected medical emergency; and
d. is coordinated, arranged or facilitated by an entity for a charitable purpose or community
service purpose.
COMPANY OPERATIONS REPRESENTATIVE — The representative of an operating agency
who is authorized 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.
CONTAMINATED RUNWAY — A runway that has more than 25% of the runway surface area
within the required length and width being used covered by:
a. water, or slush, more than 3mm deep; or
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b. loose snow more than 20mm deep; or

c. compacted snow or ice, including wet ice.
NOTE: A contaminated runway report should identify the type of contaminant using the relevant
runway surface condition descriptor (most commonly ‘standing water’ in Australia), and if possible
and relevant — the extent of contamination. ‘CONTAMINATED RUNWAY’ is not normally used in
radiotelephony.
CONTINUOUS DESCENT FINAL APPROACH (CDFA) — A technique, consistent with stabilized
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 50 ft above the landing runway
threshold or the point where the flare maneuver should begin for the type of aircraft flown.
CONTROLLED AIRPORT — An airport at which ATC service is provided to airport traffic.
CONTROLLED AIRSPACE — Airspace of defined dimensions within which ATC service is provi-
ded in accordance with the airspace classification.
CONTROLLER — An air traffic controller, operating within an organization approved under CASR
Part 172 and qualified in accordance with CASR Part 65.
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.
CPDLC MESSAGE — Information exchanged between an airborne system and its ground coun-
terpart. A CPDLC message consists of a single message element or a combination of message
elements conveyed in a single transmission by the initiator.
CPDLC MESSAGE SET — A list of standard message elements and free text message ele-
ments.
CRUISE CLIMB — An aeroplane cruising technique resulting in a net increase in altitude as the
aeroplane weight decreases.
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 eve-
ning civil twilight (last light).
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: “Decision Altitude (DA)” is referenced to Mean Sea Level (MSL) and “Decision Height
(DH)” is referenced to the threshold elevation.
NOTE 2: The “required visual reference” means that section of the visual aids or of the approach
area which should have been in view for sufficient time for the pilot to have made an assessment
of the aircraft position and rate of change of position, in relation to the desired flight path. In Cate-
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gory III operations with a decision height the required visual reference is that specified for the par-
ticular 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 inopera-
tive, 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 instrument approaches to parallel or
near-parallel instrument runways where ATS surveillance system separation minima between air-
craft on adjacent extended runway centerlines are prescribed.
DISTANCE MEASURING EQUIPMENT (DME) — Equipment which measures in nautical miles
the slant range of an aircraft from the selected DME ground station.
DOMESTIC FLIGHT — A flight between two points within the Australian FIR.
DRY RUNWAY — A runway that is free of visible moisture and not contaminated within the area
intended to be used.
EAST COAST SSR COVERAGE — The area of Australia east-coast secondary surveillance
radar (SSR) coverage within approximately 200 NM of a line Cairns – Brisbane – Sydney – Mel-
bourne – Adelaide.
EMERGENCY FUEL — The term used to describe a situation when the calculated usable fuel
predicted to be available upon landing at the nearest airport where a safe landing can be made is
less than the fixed fuel reserve for the flight.
NOTE: The emergency fuel declaration is a distress message.
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.
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.
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 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.
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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 airport 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 aligned with the runway centerline and
established on the same lateral navigational guidance as the GLS approach procedure.
FINAL APPROACH AND TAKE OFF AREA (FATO) — A defined area over which the final
phase of the approach maneuver to hover or landing is completed and from which the take off
maneuver 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 (alight-
ing) of the aircraft.
FIX — A geographical position of an aircraft at a specific time determined by visual reference to
the surface, or by navigational aids.
FLIGHT FILE — A file stored on the NAIPS system which contains stored briefings, or a stored
flight notification. Flight files are owned by pilots and/or operators, and are 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 dis-
crete frequency or family of frequencies within particular areas.
FLIGHT LEVEL (FL) — A surface of constant atmospheric pressure which is related to a specific
pressure datum, 1013.2 hPa, and is separated from other such surfaces by specific pressure
intervals.
FLIGHT NOTE — Details of the route and timing of a proposed flight provided by the pilot-in-com-
mand 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 Australia FIR) — Specified information provided to air traffic
services units, relative to the intended flight or portion of flight of an aircraft.
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FLIGHT PROCEDURE AUTHORISATION (FPA) — Authorizations 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.
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: A CASR Part 61 flight activity endorsement is required when aeroplane or helicopter pilots
are flying in formation (flying in formation is defined slightly differently to the definition of formation
in the AIP). CASR 91.205 details conditions on formation flights.
FREE TEXT MESSAGE ELEMENT — Part of a message that does not conform to any standard
message element in the PANS-ATM (DOC 4444).
GLOBAL NAVIGATION SATELLITE SYSTEM (GNSS) — A satellite-based radio navigation
system that uses signals from orbiting satellites to determine precise position and time.
NOTE: While the term “GNSS” covers a variety of systems such as GPS, GLONASS, Galileo etc,
Australia requires the use of GPS for aviation purposes.
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 undercar-
riage wheels.
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 aero-
drome that can safely be used for the hovering, taxiing, take-off and landing of helicopters and
consists of the maneuvering area and aprons, but excluding those areas reserved for unrestricted
use by the general public.
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HELICOPTER REFERENCE POINT (HRP) — The designated location of a heliport or a landing

location.
HELIDECK — An area intended for use wholly or partly for the arrival or departure of rotorcraft on
a ship, or a floating or fixed structure on water.
HIGH CAPACITY AIRCRAFT — An aircraft that is certified as having a maximum seating
capacity exceeding 38 seats or a maximum payload exceeding 4200kg.
HOLD SHORT LINE / LIGHTS — A line marked across a runway, with associated light, in
accordance with the requirements of Airports and Ground Aids (ATC 300 Series), at which land-
ing aircraft must stop when required during Land and Hold Short Operations (LAHSO).
HOLDING BAY — An defined area where aircraft can be held, or bypassed, to facilitate efficient
surface movement of aircraft.
HOLDING PROCEDURE — A predetermined maneuver which keeps an aircraft within a speci-
fied airspace whilst awaiting further clearance.
HOSPITAL AIRCRAFT — (see Medical Flight).
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 PICKUP — 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 VISUAL APPROACH — Visual approach operations to parallel or near-parallel
instrument runways where the distance between runway centerlines and use of particular proce-
dures allows a visual approach to one runway independently of approaches occurring on an adja-
cent parallel or near-parallel runway.
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 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
b. a three-dimensional (3D) instrument approach operation, using both lateral and vertical navi-
gation guidance.
NOTE 1: Lateral and vertical navigation guidance refers to the guidance provided either by:
a. ground-based radio navigation aids; or
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b. computer-generated navigation data from ground-based, space-based, self-contained navi-

gation aids or a combination of these.
NOTE 2: The classification of instrument approach operations is outlined in AIC H26/14. (not pub-
lished herein).
INSTRUMENT APPROACH PROCEDURE (IAP) — A series of predetermined maneuvers by ref-
erence 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
enroute obstacle clearance criteria apply. Instrument approach procedures are classified as fol-
lows:
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 calcula-
tion 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. (not published herein).
INSTRUMENT RUNWAY — One of the following types of runways intended for the operation of
aircraft using instrument approach procedures:
a. Non-Precision Approach Runway — An instrument runway served by visual aids and a
nonvisual 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 (200 ft) 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 ILS and visual
aids intended for operations with a decision height lower than 60m (200 ft) but not lower than
100 ft 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:
1. for CAT IIIA – intended for operations with a decision height lower than 30m (100 ft), or
no decision height and a RVR not less than 175m;
2. for CAT IIIB – intended for operations with a decision height lower than 15m (50 ft), or
no decision height and a RVR less than 175m but not less than 50m;
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3. for CAT IIIC – intended for operations with no decision height and no RVR limitations.
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 FIX (IF) — A fix that marks the end of an initial segment and the beginning of
the intermediate segment.
IN THE VICINITY — An aircraft that is in the vicinity of a non-controlled airport if it is within a hori-
zontal distance of 10 miles; and within a height above the airport reference point that could result
in conflict with operations at the airport.
LAND AND HOLD SHORT OPERATIONS (LAHSO) — A procedure involving dependant opera-
tions 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.
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 a part of a route, at or below 5000 ft AGL used by MLJ
aircraft for low level, high speed navigation and/or terrain following exercises.
LOW VISIBILITY OPERATION — An operation involving:
a. an approach with minima less than precision approach category I; or
b. a take-off 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 clear-
ance at a given place.
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 pat-
tern.
MARKINGS — A symbol or group of symbols displayed on the surface of the movement area in
order to convey aeronautical information.
MAXIMUM TAKE-OFF WEIGHT (MTOW) — The maximum take-off weight of an aircraft as
specified in its Certificate of Airworthiness.
MEDICAL FLIGHT — A flight providing transport of medical patients, personnel and/or equip-
ment, prioritized as follows:
– MEDEVAC: A life critical medical emergency evacuation eg An aircraft proceeding to pick up,
or carrying, a severely ill patient, or one for whom life support measures are being provided.
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– HOSP: A medical flight declared by medical authorities eg An aircraft transporting or proceed-

ing 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.
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.
NOTE 1: MDA is referenced to Mean Sea Level (MSL) and MDH is referenced to the airport ele-
vation or to the threshold elevation if that is more than 7 ft below the airport elevation. A minimum
descent height for a circling approach is referenced to the airport 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 airport, the pilot calculates that any
change to the existing clearance to that airport may result in landing with less than fixed fuel
reserve for the flight.
NOTE: The minimum fuel state is not an emergency situation but an indication that an emergency
situation is possible should any additional delay occur.
MINIMUM SECTOR ALTITUDE (MSA) — The lowest altitude which may be used which will pro-
vide a minimum clearance of 1000 ft above all objects located in an area contained within a circle
or a sector of a circle of 25 NM or 10 NM radius centered 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 TURNING FIX (MATF) — A fix used in RNAV applications that marks the
end of the missed approach segment and the center point for the missed approach holding.
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 sup-
port 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. RNP 4, RNP APCH.
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– 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.
NIGHT VISION IMAGING SYSTEM (NVIS) — A self-contained binocular night vision enhance-
ment device, usually including goggles, that:
a. is helmet mounted or otherwise worn by a person; and
b. can detect and amplify light in both the visual and near infra-red bands of the electromag-
netic spectrum.
NON-CONTROLLED AERODROME — An airport 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.
NORMAL OPERATING ZONE (NOZ) — Airspace of defined dimensions extending to either side
of a published instrument approach procedure final approach course or track. Only that half of the
normal operating zone adjacent to a No-Transgression Zone (NTZ) is taken into account in inde-
pendent parallel approaches.
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 (Jeppesen
depicts published routes with direction indication on the Low and High/Low Altitude Enroute
Charts).
OVERSHOOT SHEAR — A wind shear occurrence which produces an INITIAL effect of over-
shooting 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 air-
craft 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.
AUSTRALIA
NOTE: Performance requirements are expressed in navigation specifications (RNAV specifica-

tion, 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
take-off distance available, or to safely continue the flight to an appropriate landing area, depend-
ing 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 con-
tinue the flight except when the failure occurs early during the take-off maneuver or late in the
landing maneuver, 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.
PRECISION APPROACH PROCEDURE — An instrument approach procedure utilizing lateral
and vertical guidance provided by an ILS or GLS.
PRECISION RUNWAY MONITOR (PRM) — An ATS surveillance system and associated proce-
dures used for independent parallel approaches to closely spaced runways.
PRE-DEPARTURE CLEARANCE (PDC) — A means of delivering an unsolicited, text-based air-
ways clearance to eligible aircraft via an ATC data link.
PREFERRED RUNWAY — A runway nominated by ATC or listed as the most suitable for the
prevailing wind, surface conditions or noise sensitive areas in the proximity of the airport.
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 surveil-
lance 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 stabilized descent at a prescribed descent gra-
dient/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.
AUSTRALIA
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.
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 airplanes to turn off at high relative speeds.
RECEIVER AUTONOMOUS INTEGRITY MONITORING (RAIM) — A system whereby an air-
borne GNSS receiver/processor autonomously monitors the integrity of the navigation signals
from GNSS satellites.
REDUCED VERTICAL SEPARATION MINIMUM (RVSM) — The vertical separation minimum of
1000 ft between FL290 and FL410 inclusive.
REFERENCE DATUM HEIGHT (RDH) — The height of the measured ILS glidepath at the thresh-
old. It will provide a similar value to Threshold Crossing Height.
REQUIRED NAVIGATION PERFORMANCE (RNP) — A statement of the navigation perform-
ance necessary for operation within a defined airspace.
RESOLUTION ADVISORY (RA) — An indication given to the flight crew recommending a
maneuver or a maneuver 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 an aircraft is restricted in accordance with certain
specified conditions.
NOTE: This designation is used when necessary in the interests of public safety or the protection
of the environment.
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.
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-HOLDING POSITION — A designated position intended to protect a runway, an obsta-
cle limitation surface, or an ILS critical/sensitive area at which taxiing aircraft and vehicles must
stop and hold, unless otherwise authorized by the aerodrome control tower.
NOTE: In radiotelephone phraseologies, the expression “holding point” is used to designate the
runway-holding position.
AUSTRALIA
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 take-off, landing, or missed approach.
RUNWAY SURFACE CONDITION(S) — A description of the condition(s) of the runway surface,
from the following:
a. Dry Runway — See ‘Dry Runway’ definition.
b. Wet Runway — See ‘Wet Runway’ definition.
c. Contaminated Runway — See the definitions for ‘Contaminated Runway’ and ‘Runway Sur-
face Condition Descriptors’.
RUNWAY SURFACE CONDITION DESCRIPTORS — One of the following elements on the sur-
face of the runway:
a. Compacted Snow: Snow that has been compacted into a solid mass such that airplane
tires, at operating pressures and loadings, will run on the surface without significant further
compaction or rutting of the surface.
b. Dry Snow: Snow from which a snowball cannot readily be made.
c. Frost: Frost consists of ice crystals formed from airborne moisture on a surface whose tem-
perature is below freezing. Frost differs from ice in that the frost crystals grow independently
and therefore have a more granular texture.
NOTE: Under certain conditions frost can cause the surface to become very slippery and it is
then reported appropriately as reduced braking action.
d. Ice: Water that has frozen or compacted snow that has transitioned into ice, in cold and dry
conditions.
e. Slush: Snow that is so water-saturated that water will drain from it when a handful is picked
up or will splatter if stepped on forcefully.
f. Standing Water: Water of depth greater than 3mm.
NOTE: This is the most likely runway contaminant to be experienced in Australia. Running
water of depth greater than 3mm is reported as standing water.
g. Wet Ice: Ice with water on top of it or ice that is melting.
h. Wet Snow: Snow that contains enough water content to be able to make a well-compacted,
solid snowball, but water will not squeeze out.
RUNWAY VISIBILITY (RV) — The distance along a runway over which a person can see and
recognize 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.
AUSTRALIA
RUNWAY VISUAL RANGE (RVR) — The range over which the pilot of an aircraft on the center-
line of a runway can see the runway surface markings or the lights delineating the runway or iden-
tifying its centerline. (ICAO)
NOTE: Within Australia, the term “RUNWAY VISUAL RANGE” or “RVR” is used exclusively in
relation to RVR measured by an instrument system.
SARTIME — The time nominated by a pilot for the initiation of SAR action if a report has not been
received by the nominated time.
SARWATCH — A generic term covering SAR alerting based either on full position reporting pro-
cedures, scheduled reporting times (SKEDS), or SARTIME.
SEGMENT MINIMUM SAFE ALTITUDE — The lowest altitude at which the minimum obstacle
clearance is provided.
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 radi-
als, 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 air-
craft 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 200 ft, but not lower than 150 ft; 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 200 ft but not lower than 100 ft; and
b. RVR of not less than 350m.
AUSTRALIA
SSR CODE — The number assigned to a particular multiple-pulse reply signal transmitted by a
transponder in Mode A or Mode C.
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.
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 their duties as such a member), and air-
craft 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 take-off from that point.
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 sta-
tion.
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 flight path from the terrain.
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.
TOUCH-AND-GO LANDING — A procedure whereby an aircraft lands and takes off without
coming to a stop.
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.
AUSTRALIA
TRANSPONDER — A receiver / transmitter which will generate a reply signal upon proper inter-
rogation; the interrogation and reply being on different frequencies.
UNALERTED SEE-AND-AVOID — A procedure where flight crew, who have no specific knowl-
edge of other aircraft in their vicinity, rely solely on their ability to physically sight and avoid collid-
ing with aircraft that may be in their vicinity.
UNDERSHOOT SHEAR — A wind shear occurrence which produces an INITIAL effect of under-
shooting the desired approach path and/or decreasing air speed.
UNICOM (Universal Communications) — UNICOM is a non-ATS communications service provi-
ded to enhance the value of information normally available about a non-controlled airport.
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 101E.
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.
VFR CLIMB AND DESCENT — ATC authorization for an IFR flight in VMC, in Classes “D” and
“E” airspace, to conduct a visual climb or descent.
VFR-ON-TOP — ATC authorization 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 pro-
vides 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 recognized when observed against a bright background; or
b. the greatest distance at which lights in the vicinity of 1000 candelas can be seen and identi-
fied 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 con-
ducting flight below the MVA or MSA/LSALT.
VISUAL (PILOT USAGE) — Used by a pilot to indicate acceptance of responsibility to see and
avoid obstacles while operating below the MVA or MSA/LSALT.
VISUAL APPROACH SLOPE INDICATOR SYSTEM (VASIS) — A system of lights so arranged
as to provide visual information to pilots on approach of their position in relation to the optimum
approach slope for a particular runway.
AUSTRALIA
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.
Wet Runway — A runway that:
a. is covered by surface water not more than 3mm deep; or
b. is covered by slush or loose snow equivalent to surface water not more than 3mm deep; or
c. has sufficient moisture on the surface to cause it to appear reflective, but without significant
areas of standing water.
NOTE: Wet Runway now covers the previous Australian description — ‘Damp’.
2 ABBREVIATIONS
2D Two-dimensional
3D Three-dimensional
AA Audio Acknowledgment
AAIS Automatic Aerodrome Information Service
AAR Actual Arrival Report
ACD Airways Clearance Delivery
ACPT Accept, Accepted
ACT Active, Activated, Activity
ADDN Addition, Additional
ADJ Adjacent
ADS-C Automatic Dependent Surveillance-Contract
ADZ Advise
AEP Aerodrome Emergency Plan
AERIS Automatic Enroute Information Service
AFIL Flight notification
– filed in the air, or
– indicating the position at which ATS services will first be required.
AFM Yes, Affirm, Affirmative, That is Correct
AFRU Aerodrome Frequency Response Unit
AFTN Aeronautical Fixed Telecommunication Network
AFZ Australian Fishing Zone(s)
AGA Aerodromes, Air Routes and Ground Aids
AUSTRALIA
AGN Again
AH After Hours
AIC Aeronautical Information Circular
ALERFA Alert Phase
ALS Approach Lighting System
ALTN Alternate, Alternating (light alternates in color)
ALTRV Altitude Reservation
AMD Amend, Amended
AMSA Australian Maritime Safety Authority
AOC Air Operators Certificate
AP Airport
APN Apron
APP Approach Control, Approach Control Office, Approach Control Serv-
ice
APU Auxiliary Power Unit
AQZ Area QNH Zone
ARFF Aerodrome Rescue & Fire Fighting Service
ARFL Aeroplane Reference Field Length
ARIP Air Refuelling Initial Point
ARN Aviation Reference Number
ARNG Arrange
ARP Aerodrome Reference Point
ASAP As Soon As Possible
ASE Altimetry System Error
A-SMGCS Advanced Surface Movement Guidance and Control System
ASPH Asphalt
ATFMX Exemption from ATFM measures by ATC
ATM Air Traffic Management
AT-VASIS Abbreviated “T” Visual Approach Slope Indicator System
AVG Average
AVGAS Aviation Gasoline
AUSTRALIA
AWK Aerial Work

BOMB Bombing
BRKG Braking
CAO Civil Aviation Order
CAR Civil Aviation Regulation
CASA Civil Aviation Safety Authority
CCTS Circuits
CEN Enroute and Area ATC Unit
CFM Confirm, I Confirm
CHTR Charter
CIV Civil
CK Check
CL Center Line
CLBR Calibration
CLG Calling
CLIAS Climbing Indicated Airspeed
CLR Clear, Cleared to . . ., Clearance
CLSD Closed, Close, Closing
CMB Climb To or Climbing To
CMPL Completion, Completed, Complete
CMSD Commissioned
CNL Cancel, or Flight Plan Cancellation Message
CNS Communications, Navigation and Surveillance
COBT Calculated Off Blocks Time
COM Communications
CONC Concrete
COND Condition
CONS Continuous
CONST Construction, Constructed
CONT Continue(s), Continued
COOR Coordinate, Coordinated
AUSTRALIA
COORD Coordinates
COR Correct, Corrected, Correction
COS Conical Surface
COT At the Coast, Coastal
CRZ Cruise
CS Call Sign
CTC Contact
CTN Caution
CUST Customs
CWY Clearway
D... Danger Area (followed by identification)
D Downward (tendency in RVR during previous 10 minutes)
D-ATIS Data Link Automatic Terminal Information Service
DCPC Direct Controller-Pilot Communications
DCT Direct (in relation to flight plan clearances and type of approach)
DEP Depart, Departure, Departed, Departing, Departure Message
DEST Destination
DEV Deviation, Deviating
DFDR Digital Flight Data Recorder
DISP Displaced
DIV Diversion, Divert, Diverting
DLE Delay Enroute
DLY Daily
DNG Danger, Dangerous
DOC Documents
DOF Date of Flight
DR Dead Reckoning
DTG Date-Time Group
DTHR Displaced Runway Threshold
D-VOLMET Data Link Volmet
DVOR Doppler VOR
AUSTRALIA
EHF Extremely High Frequency (30,000 to 300,000 MHz)

EM Emission
ENDCE Endurance
ENG Engine
ENR Enroute
EQPT Equipment
EST Estimate or Estimated or Estimate (Message Type Indicator)
ETO Estimated Time Over Significant Point
EV Every
EVS Enhanced Vision System
EXC Except
EXER Exercises, Exercising, To Exercise
FANS 1/A The term used to describe the initial future air navigations system
FAS Final Approach Segment
FAWP Final Approach Way-point
FAX Facsimile Transmission
FDE Fault Detection and Exclusion
FDPS Flight Data Processing system
FFR Flood or Fire Relief, Fire Fighting
FLR Flares
FLTCK Flightcheck
FLW Follow(s), Following
FLY Fly, Flying
FM From
FMC WPR The term used to describe flight management computer waypoint po-
sition reporting
FMU Flow Management Unit
FPA Flight Procedure Authorisations
FPD Flight Plan Designator
FPL Filed Flight Plan Message
FPR Flight Plan Route
AUSTRALIA
FR Fuel Remaining
FRNG Firing
FS Flight Service (in general)
FSP Fish Spotting
FST First
FXD Fixed
GEO Geographic, true
GES Ground Earth Station
GFY Glider Flying
GLD Glider
GLONASS Global Orbiting Navigation Satellite System
GLS GBAS landing system
GRAD Minimum Required Climb Gradient
GRASS Grass Landing Area
GRVL Gravel
GS Ground Speed
HAM Highest Alternate Minimum
HBN Hazard Beacon
HDS Hours of Daylight Saving
HEL Helicopter
HIAL High Intensity Approach Lighting
HIOL High Intensity Obstacle Lights
HLDG Holding
HLS Helicopter Landing Site
HOSP Hospital Aircraft
HSL Hold Short Lights
HUD Head-up display
HVY Heavy
HX No specific working hours
IAWP Initial Approach Way-point
ID Identifier, Identify
AUSTRALIA
IDEP Instrument Departure (FPA)

IMG Immigration
INTRP Interrupt, Interruption, Interrupted
ISA International Standard Atmosphere
ISOL Isolated
IVA Independent Visual Approach
IWI Illuminated Wind Indicator
JF Saturday, Sunday and Public Holidays
JO Monday to Friday Except Public Holidays
LCA Locally, Location, Located, Local
LEN Length
LGT Light, Lighting
LGTD Lighted
LIH Light Intensity High
LIL Light Intensity Low
LIM Light Intensity Medium
LIOL Low Intensity Obstacle Lights
LIRL Low Intensity Runway Lights
LJR Low Jet Route
LL Lower Limits
LMT Local Mean Time
LOE Lane of Entry
LTD Limited
LUL Lowest Usable Level
LVL Level
LVO Low Visibility Operation(s)
M Mach Number (followed by figures)
MAINT Maintenance
MAR At Sea
MARSA Military Assumes Responsibility for Separation of Military Aircraft
MAWP Missed Approach Way-point
AUSTRALIA
MDF Medium Frequency Direction Finding Station

MDH Minimum Descent Height
MEDEVAC Medical Emergency Evacuation
MF Medium Frequency (300 to 3000 KHz)
MIOL Medium Intensity Obstacle Lights
MLJ Military Low Jet
MNT Monitor, Monitoring, Monitored
MNTN Maintain, Maintained, Maintaining
MOPS Minimum Operational Performance Standards
MSG Message
MSSR Monopulse Secondary Surveillance Radar
MT Mountain
MTP Maximum Tire Pressure
N No distant tendency (in RVR during previous 10 minutes)
NAA National Aviation Authority
NAIPS National Aeronautical Information Processing System
NAP Noise Abatement Procedures
NAT NAVAID Training
NAV Navigation
NAVAID Navigation Aid
NCC Network Coordination Centre
NEG Negative, No, Permission not granted, That is not correct
NGT Night
NIL None
NML Normal
NOF International NOTAM Office
NOTAM Notice to Airmen (A notice containing information concerning the es-
tablishment, condition or change in facility, service, procedure or haz-
ard which is essential to personnel concerned with flight operations.)
NOZ Normal Operating Zone
NTZ No Transgression Zone
AUSTRALIA
NVG Night Vision Goggles

NVIS Night Vision Imaging System (pronounced “EN-VIZ”)
OBST Obstacle
OBSTR Obstruction
OCH Obstacle Clearance Height
OCTA Oceanic Control Area (in Jeppesen charts)
OCTA Outside Control Area (in Australia charts)
OCTR Outside Control Zone
OFZ Obstacle Free Zone
OLS Obstacle Limitation Surface
OW Over Water
P... Prohibited Area (followed by identification)
PANS Procedures for Air Navigation Services
PARL Parallel
PAX Passengers
PCD Proceed, Proceeding
PDC Pre-Departure Clearance
PER Performance
PH Public Holiday
PFR Preferred Route
PIB Pre-flight Information Bulletin
PIFR Private IFR (rating)
PN Prior Notice Required
PNR Point of No Return
POB Number of Persons on Board
PPI Plan Position Indicator
PRD Prohibited, Restricted and Danger Areas
PSN Position
PSR Primary Surveillance Radar
PTBL Portable
PTT Press to Talk
AUSTRALIA
R... Radial from VOR (followed by three figures)

R.... Restricted Area (followed by number)
RA Resolution Advisory
RA Restricted Area
RAIM Receiver Autonomous Integrity Monitoring
RASC Regional AIS System Center
RCAM Runway Condition Assessment Matrix
RCGL Runway Circling Guidance Lights
RCLL Runway Center Line Lights
RCH Reach, Reaching
RCR Runway Condition Report
RDH Reference Datum Height
RDL Radial
RDO Radio
REDL Runway Edge Lights
RENL Runway End Lights
REQ Request, Requested
RESTR Restrictions
RLLS Runway Lead-in Lighting
RNAV Area Navigation (Navigation Specification prefix)
RNP Required Navigation Performance (Navigation Specification prefix)
ROD Rate of Descent
RQ Require(d)
RQMNTS Requirements
RSCD Runway Surface Condition
RTHL Runway Threshold Lights
RTIL Runway Threshold Identification Lights
RTZL Runway Touchdown Zone Light(s)
RWYCC Runway Condition Code
SALS Simple Approach Lighting System
SARPS Standards and Recommended Practices (ICAO)
AUSTRALIA
SARTIME Time Search Action Required

SATCOM Satellite Communication (used only when referring generally to both
voice and data satellite communication or only data satellite commu-
nication)
SATVOICE Satellite Voice Communication
SELCAL Selective Calling System
SIS Surveillance Information Service
SMC Surface Movement Control
SMCV Surface Movement Control Vehicles
SMR Surface Movement Radar
SPFIB Specific Preflight Information Bulletin
SRD Standard Radar Departure
SST Super Sonic Transport
STN Station
STODA Supplementary Take-off Distance
STWL Stopway Lights
SUBJ Subject to
SUP Supplement (AIP Supplement)
SVY Survey Operations
SWY Stopway
T Bearing (true)
TA Traffic Advisory
TAR Terminal Area Surveillance Radar
TBA To Be Advised
TCTA Trans-Continental Control Area
TCU Terminal Control Unit
TDA Temporary Danger Area
TFC Traffic
TNS Transitional Surface
TRA Temporary Restricted Area
TRANS Transmits, Transmitter
AUSTRALIA
TSO Technical Standard Order

T-VASIS “T” Visual Approach Slope Indicator System
U Upward (tendency in RVR during previous 10 minutes)
UA Unmanned aircraft
UAS Unmanned aircraft system
UL Upper Limits
UNREL Unreliable
U/S Unserviceable
VCY Vicinity
VIA By way of . . .
VIP Very Important Person
VSA by Visual reference to the ground
VTOL Vertical Take-off and Landing
WAE Workers and Equipment
WDI Wind Direction Indicator
WEF With Effect From, Effective From
WGS-84 World Geodetic System – 1984
WID Width
WIE With Immediate Effect, Effective Immediately
WILCO Will Comply
WIP Work in Progress
WO Without
WRNG Warning
WPT Way-point
WT Weight
X Cross
XW Crosswind
YCZ Yellow Caution Zone
YR Your(s)
AUSTRALIA
AIR TRAFFIC RULES AND SERVICES
Civil Aviation Regulations (CAR), Civil Aviation Orders (CAO), Air Services Regulations
(ASR) and Air Navigation Regulations (ANR) may be referenced in the text of this section;
however, they are not published herein.
1 AERONAUTICAL INFORMATION SERVICES

1.1 RESPONSIBLE SERVICE
1.1.1 The Aeronautical Information Service provided by Airservices Australia ensures the flow of
information necessary for the safety, regularity and efficiency of air navigation within the area of
its responsibility as indicated in paragraph 1.2, AREA OF RESPONSIBILITY. It consists of AIS
Headquarters and an International NOTAM Office (NOF).
1.1.2 AIS Headquarters
Aeronautical Information Service

Canberra
ACT
AUSTRALIA
2601
E-Mail: docs.amend@airservicesaustralia.com
Internet: www.airservicesaustralia.com/industry-info/aeronautical-information-manage-
ment/
AFTN: YSHOYOYX
1.1.3 International NOTAM Office
Airservices NOTAM Office

Canberra
ACT
AUSTRALIA
2601
E-Mail: nof@airservicesaustralia.com
Internet: www.airservicesaustralia.com/flight-briefing
AFTN: YBBBYNYX
1.1.4 Hours of Operations

AIS: Business hours — Canberra time
NOTAM Office: H24
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1.2 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 FIR and the Australian external territories of Nor-
folk Island and Christmas Island.
1.3 AERONAUTICAL PUBLICATIONS

1.3.1 Aeronautical Information is provided in the form of the Integrated Aeronautical Information
Package (IAIP) consisting of the following:
– The Aeronautical Information Publication (AIP);
– AIP Amendments (AIP AMDT);
– AIP Supplements (AIP SUP);
– NOTAM and pre-flight information bulletins;
– Aeronautical Information Circulars (AIC).
1.3.2 Aeronautical Information Publication (AIP)
The AIP is the basic aviation document intended primarily to satisfy international requirements for
the exchange of permanent aeronautical information and long duration temporary changes essen-
tial for air navigation.
AIP Australia is published in:
– Aeronautical Information Publication (AIP Book);
– Departure and Approach Procedures (DAP);
– En Route Supplement Australia (ERSA);
– Designated Airspace Handbook (DAH); and
– Maps and Charts.
The AIP is published in English only for use in international and domestic operations whether
commercial or private.
1.3.3 Amendment Service to the AIP (AIP AMDT)
Amendments to:
– AIP Book;
– DAP; and
– ERSA
are normally issued quarterly in accordance with AIRAC and include check lists of all current
effective pages of the document (excluding ERSA).
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1.3.4 Supplement to the AIP (AIP SUP)

Temporary changes of long duration (three months and longer) and information of short duration
which consists of extensive text and/or graphics, supplementing the permanent information con-
tained in the AIP, are published as AIP SUP. Operationally significant temporary changes to the
AIP are published in accordance with the AIRAC system and its established effective dates and
are identified clearly by the acronym AIRAC AIP SUP. AIP SUP are distributed via the Airservices
website with an associated Trigger NOTAM valid for 14 days.
A check list (summary) of current AIP SUP is issued monthly.
1.3.5 NOTAM
NOTAM supplements AIP, providing rapid distribution of information of direct operational signifi-
cance.
In Australian Domestic distribution only NOTAM series and their respective categories are:
‘B’ series for Domestic NOTAM — ATS category only
‘C’ series for Domestic NOTAM — All other categories.
1.3.5.1 In the international environment, Australia issues NOTAM against a series of registers.
These registers are:
– individual FIR;
– multiple FIR; or
– Australia General.
The individual FIR and multiple FIR 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
Jakarta FIR — all NOTAM categories for Christmas Island I
Auckland Oceanic FIR — all NOTAM categories for Norfolk Island M
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1.3.6 Aeronautical Information Circular (AIC)

AIC are used to disseminate aeronautical information of an administrative nature which does not
qualify for promulgation in AIP or by NOTAM.
A checklist (summary) of current AIC is issued monthly.
1.4 AIRAC SYSTEM

1.4.1 In order to control and regulate the operationally significant changes requiring amend-
ments to aeronautical charts, route listings, etc., such changes will generally be issued on prede-
termined dates according to the Aeronautical Information Regulation and Control (AIRAC)
system.
1.4.2 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.
1.5 PREFLIGHT INFORMATION SERVICE

A preflight information service is provided from the Network Coordination Centre (NCC) Pilot
Briefing Office located in Canberra.
Airservices Pilot Briefing Office

Canberra
ACT
AUSTRALIA
2601
Tel: +61 2 6268 5062
Fax: +61 2 6268 5033
Internet: www.airservicesaustralia.com/naips/Account/Logon
2 SUMMARY OF NATIONAL REGULATIONS AND

INTERNATIONAL AGREEMENTS/CONVENTIONS
2.1 KEY CIVIL AVIATION LEGISLATION AND AIR NAVIGATION
REGULATIONS IN FORCE IN AUSTRALIA AND ITS TERRITORIES
2.1.1 Legislation by the Parliament of the Commonwealth of Australia
2.1.1.1 Air Navigation Act 1920 and Air Navigation Regulations — Ratification of Chicago
Convention and Protocols amending Articles 45, 48, 49 and 61 of Chicago Convention and Air
Transit Agreement:
a. Control of Foreign Aircraft on Flights in Australia;
b. International Airline Licenses;
c. Carriage of Munitions in Aircraft.
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2.1.1.2 Air Services Act 1995 and Air Services Regulations 2019 — Legislation establishing
Airservices Australia.
2.1.1.3 Aviation Transport Security Act 2004 and Aviation Transport Security Regulations
2005 — Establishes a regulatory framework to safeguard against unlawful interference with avia-
tion.
2.1.1.4 Biosecurity Act 2015 — Explains how biosecurity threats to plant, animal and human
heath in Australia and its external territories are managed.
2.1.1.5 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:
a. Air Operators Certificates;
b. Use of Defence Airports;
c. Interference with Navigation Aids.
2.1.1.6 Civil Aviation Regulations
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 Organization.
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 Licensing.
Part 9 — Aerodromes.
Part 10 — Air Traffic Services and Other Services.
Part 14 — Air Service Operations.
Refusal to Grant, and Suspension and Cancellation of, Licenses, Certifi-
Part 16 —
cates and Authorities.
Part 17 — Penal Provisions and Prosecutions.
Part 18 — Evidence.
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CAR 1988
Part 19 — Miscellaneous.
Part 20 — Transitional.
CASR 1998
Part 1 — Preliminary.
Part 11 — Regulatory Administration.
Part 13 — Enforcement Procedures.
Part 21 — Certification and Airworthiness Requirements for Aircraft and Parts.
Part 22 — Airworthiness Standards for Sailplanes and Powered Sailplanes.
Airworthiness Standards for Aeroplanes in the Normal, Utility, Acro-
Part 23 —
batic or Commuter Category.
Part 25 — Airworthiness Standards for Aeroplanes in the Transport Category.
Airworthiness Standards for Aircraft in the Primary Category or Inter-
Part 26 —
mediate 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.
Continuing Airworthiness Requirement for Aircraft and Aeronautical
Part 42 —
Products.
Display of nationality marks, registration marks and aircraft registra-
Part 45 —
tion identification plates.
Part 47 — Registration of Aircraft.
Part 60 — Synthetic Training Devices.
Part 61 — Flight Crew Licensing.
Part 64 — Authorizations for Non-Licensed Personnel.
Part 65 — Air Traffic Services Licensing.
Part 66 — Continuing Airworthiness.
Part 67 — Medical.
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CASR 1998
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 Recreation Aircraft.
Part 105 — Parachuting from Aircraft.
Part 117 — Representations and Surveys.
Part 119 — Australian Air Transport Operations – certification and management.
Part 121 — Australian Air Transport Operations – larger airplanes.
Foreign Air Transport Operators – certification and operating require-
Part 129 —
ments.
Part 131 — Balloons and Hot Air Airships.
Part 132 — Limited category aircraft.
Part 133 — Australian Air Transport Operations – rotorcraft.
Part 135 — Australian Air Transport Operations – smaller airplanes.
Part 137 — Aerial Application Operations.
Part 138 — Aerial Work Operations.
Part 139 — Aerodromes.
Recreational, Private and Commercial Pilot Flight Training, other than
Part 141 —
Certain Integrated Training Courses.
Integrated and Multi-Crew Pilot Flight Training, Contracted Recurrent
Part 142 —
Training and Contracted Checking.
Part 143 — Air Traffic Services Training Providers.
Continuing Airworthiness – Part 145 Approved Maintenance Organi-
Part 145 —
zations.
Part 147 — Continuing Airworthiness – Maintenance Training Providers.
Part 149 — Approved Self-administrating Aviation Organizations.
Aeronautical Telecommunication Service and Radio Navigation Serv-
Part 171 —
ice Providers.
Part 172 — Air Traffic Service Providers.
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CASR 1998
Part 173 — Instrument Flight Procedure Design.
Part 175 — Aeronautical Information Management.
Part 200 — Exemptions.
Part 201 — Miscellaneous.
Part 202 — Transitional.
2.1.1.7 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.
2.1.1.8 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 established carrier’s liability for domestic carriage by air.
2.1.1.9 Transport Safety Investigation Act 2003 (TSI Act) — Provides guidance for the inves-
tigation of transport accidents and other matters affecting transport safety in aviation, marine and
rail modes of transport.
2.2 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
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
Customs Act 1901
Migration Act 1958
Customs Regulation 2015
Transport Safety Investigation Regulations 2003 (TSI Regulations)
Parts 1, 2 and 5
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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)
3 SECURITY OF GENERAL AVIATION OPERATIONS

3.1 INTRODUCTION
3.1.1 Since late 2001, the Australian Government has circulated warnings concerning the possi-
bility of terrorist attacks against Australian civil aviation interests, including general aviation.
3.1.2 The general security environment in relation to general aviation has not changed in recent
years. Nevertheless, general aviation and charter industry personnel are urged to be particularly
vigilant and alert to any activities in the industry which may arouse suspicions in regard to possi-
ble terrorist actions.
3.2 ACTIVITIES WHICH MAY AROUSE SUSPICION

3.2.1 General aviation 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 suspi-
cious.
3.2.2 Examples of suspicious behavior can include:
a. unusual inquiries regarding flight training (including the use of, or training in, crop dusters or
helicopters);
b. inquiries concerning aircraft configurations and capabilities;
c. loading and unloading of unusual or unauthorized cargo;
d. unusual activity relative to the use or acquisition of dangerous chemicals;
e. watching, observing, photographing, sketching, measuring and note taking;
f. examining or inquiring about security systems and guarding;
g. visiting airports and not conducting 'normal’ airport business;
h. avoiding notice around critical airport infrastructure or assets;
i. being airside (or in other non public areas) without a verifiable excuse [be aware of seem-
ingly convincing cover stories];
j. inquiring about airport associated work that does not exist;
k. entering or leaving the airport precinct in an unusual manner;
l. creating distractions at times critical to aircraft operations;
m. insisting on urgency in apparent benign conditions;
n. attempting to circumvent security measures or procedures;
o. attempting to conceal baggage or avoiding scrutiny of it;
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p. using or carrying innocent items that could mask more sinister items; and
q. presenting suspect ID (it might be worn or photocopied/photographed).
3.3 ACTIONS AND CONTACTS

3.3.1 All members of the aviation community are reminded to continue to maintain and, if neces-
sary, enhance their vigilance and security arrangements.
Any unusual behavior that cannot be satisfactorily explained should be reported to:
a. the National Security Hotline by telephone on 1800 123 400;
b. the local police;
c. the Department of Home Affairs, Cyber and Infrastructure Security Division by telephone on
1300 791 581; or
d. company security officers.
3.3.2 Particular attention should be paid to details such as names and descriptions of suspicious
persons, and vessel/vehicle identification markers.
4 AUSTRALIAN SANCTIONS
4.1 INTRODUCTION
4.1.1 Australian sanction laws implement United Nations Security Council sanctions regimes
and Australian autonomous sanctions regimes.
4.1.2 Contravening an Australian sanction law is a serious criminal offence. Penalties for sanc-
tions offences include up to 10 years in prison and substantial fines.
4.1.3 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.
4.2 SANCTIONS REGIMES UNDER AUSTRALIAN SANCTION LAWS

4.2.1 The sanctions regimes currently implemented under Australian sanction laws are:
Central African Republic Iraq South Sudan

Counter-terrorism ISIL (Da’esh) and Al- Sudan
Qaida
Crimea and Sevastopol Lebanon Syria
Democratic People’s Republic of Korea Libya The Taliban
(North Korea)
Democratic Republic of the Congo Mali Ukraine
Former Federal Republic of Yugoslavia Myanmar Yemen
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Guinea-Bissau Russia Zimbabwe

Iran Somalia
4.2.2 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.
4.3 FURTHER INFORMATION

4.3.1 The Department of Foreign Affairs and Trade website provides detailed information on the
sanctions regimes and the specific restrictions applicable under each regime:
www.dfat.gov.au/international-relations/security/sanctions/Pages/sanctions-regimes.
4.3.2 The Minister for Foreign Affairs or their delegate may be able to grant a permit authorizing
an activity that would otherwise contravene an Australian sanction law. The Minister for Home
Affairs may be able to grant a visa authorizing travel that would otherwise contravene a travel
ban. For further information see the website listed above.
5 AUSTRALIAN AIR CARGO PROHIBITIONS

5.1 INTRODUCTION
5.1.1 Air cargo prohibitions are a preventive security measure, based on the Government's
assessment of the threat and risk environment in certain countries. There is no information to sug-
gest that there is any specific threat for flights to or from Australia.
5.1.2 The prohibitions apply equally to air cargo carried on passenger and freighter aircraft.
5.2 AIR CARGO PROHIBITIONS UNDER AUSTRALIA LAW

5.2.1 Australia has in place air cargo prohibitions from identified high risk countries – Bangla-
desh, Yemen, Syria, Egypt, Somalia and Turkey.
5.2.2 Airlines are prevented from carrying any air cargo that has originated from, or transited
through Syria, Yemen or Somalia.
5.2.3 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.
5.2.4 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.
5.2.5 Air cargo that has originated from, or transited through, Turkey is prohibited, only if it con-
tains an electromechanical device that weighs over 1 kilogram.
5.3 FURTHER INFORMATION

5.3.1 Updates and further information are available at:
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https://www.homeaffairs.gov.au/about-us/our-portfolios/transport-security/air-cargo-and-aviation/
air-cargo/prohibitions-on-in-bound-international-air-cargo.
6 AIR TRAFFIC SERVICES

6.1 RESPONSIBLE SERVICE
6.1.1 The responsible authorities for the provision and administration of Air Traffic Services in
Australia are:
a. Airservices Australia

Canberra
ACT
Australia
2601
E-Mail: atsintegrity@airservicesaustralia.com
Internet: www.airservicesaustralia.com/about-us/our-services/air-traffic-management/
b. Department of Defence — Royal Australian Air Force (RAAF)
Headquarters No. 44 Wing

RAAF Base Williamtown
Address: Williamtown
NSW
Australia
2314
E-Mail: 44wg.standteam@defence.gov.au
6.1.2 The services are provided in accordance with the following ICAO documents:
a. Annex 2
b. Annex 11
c. Annex 10; Vol ll
d. DOC 4444 (PANS-ATM)
e. DOC 7030 (Regional Supplementary Procedures)
f. DOC 8168 (PANS-OPS)
g. DOC 9426 (ATS Planning Manual).
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6.1.3 Differences from ICAO Standards and Recommended Practices are detailed in GEN 1.7
(not published herein) or on Jeppesen AIR TRAFFIC CONTROL — AUSTRALIA — RULES AND
PROCEDURES — Differences From ICAO Standards and Procedures.
6.2 AREA OF RESPONSIBILITY

6.2.1 Air traffic services are provided as follows:
Authority Area of Responsibility

Airservices Australia The territory of Australia, including territorial waters and the airspace
over the high seas within the Brisbane FIR and Melbourne FIR, except:
Norfolk Island and Christmas Island and associated territorial waters;
and
Where the Department of Defence provide services as below.
Department of Defence Airport services at Edinburgh and Richmond. Airport and Approach
(RAAF) services at Amberley, Darwin, East Sale, Nowra, Oakey, Pearce, Tin-
dal, Townsville and Williamtown.
6.3 TYPES OF SERVICE

6.3.1 General
6.3.1.1 The following types of services are provided to ensure the safe, orderly and expeditious
flow of air traffic:
a. Air Traffic Control Service:
1. Enroute Control (Surveillance and Procedural);
2. Approach Control (Surveillance and Procedural);
3. Airport Control (Tower);
b. Flight Information Service; and
c. Alerting Service.
6.3.1.2 Hours of operation, services provided, and identification of ATS units are published in
the AIRPORT DIRECTORY.
6.3.2 Air Traffic Control Service
6.3.2.1 An Air Traffic Control service is provided to:
a. all IFR flights in classes A, B, C, D and E airspace;
b. all VFR flights in classes B, C and D airspace;
c. all Special VFR flights in classes B, C and D airspace; and
d. all airport traffic at controlled airports.
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7 REGULATION OF FLIGHT
7.1 ASSESSMENT OF PRIORITIES
7.1.1 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 paragraph a. above, shall
be granted priority for landing.
c. An aircraft which has suffered radio communications failure will be granted priority for land-
ing.
d. An aircraft participating in a Search and Rescue (SAR), Medical (MEDEVAC), or Fire and
Flood Relief (FFR) flights shall be granted priority as necessary.
e. An aircraft operating under police call sign “POLAIR RED” or “FEDPOL RED” engaged in
operations where life is at risk.
f. 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.
g. State aircraft special requirements flights where clearance has been prearranged.
7.2 Subject to the priorities of paragraph 7.1, an aircraft first able to use the maneuvering 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:
1. with equal priority, flights compliant with their ATFM requirements, flights exempt from
ATFM measures and Medical Aircraft (HOSP) operations;
2. flights not compliant with their ATFM requirements; and
3. all other aircraft.
NOTE: Further information about ATFM procedures at Australian airports is available at ATC
— FLIGHT PLANNING — Air Traffic Flow Management.
d. For flights in other Class C terminal control areas, ATC will apply priorities in the following
order:
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1. 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
2. all other aircraft.
e. RVSM-approved aircraft will be given priority for level requests between FL290 and FL410
inclusive over aircraft not RVSM-approved;
f. Within ATS surveillance system coverage, identified aircraft may be given priority over non-
identified aircraft;
g. Inside military Restricted Areas and in the terminal area or control zone surrounding a mili-
tary airport, priorities will be determined by the controlling authority published in DAH. Military
airports do not include Darwin or Townsville;
h. For training flights:
1. 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
2. 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.
8 FLIGHT INFORMATION SERVICE (FIS)

8.1 PILOT RESPONSIBILITY
8.1.1 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 considera-
tion that ATC initiated FIS is limited to aircraft within one hours’ flight time of the condition or desti-
nation at time of receipt of the information by ATC. The only exception to this is SIGMET informa-
tion, which shall cover a portion of the route up to two hours’ flying time ahead of the aircraft.
8.2 PREFLIGHT INFORMATION

8.2.1 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.
8.2.2 For pilots who require an elaborative briefing, contact numbers for ATS and Bureau of
Meteorology Staff are available from the Briefing Offices.
8.2.3 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 informa-
tion 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.
8.2.4 Preflight briefing will not normally be provided on ATC communications channels.
8.3 IN-FLIGHT INFORMATION

8.3.1 The in-flight information service consists of three elements:
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a. ATC Initiated FIS;

b. Automatic Broadcast Services; and
c. On-Request Service.
8.4 ATC INITIATED FIS

8.4.1 ATC provides pilots with pertinent information that will affect flight within one hour’s flight
time (two hours for SIGMET). At the time the information is identified, information will be directed
to pilots maintaining continuous communications and broadcast on appropriate ATS frequencies.
8.5 AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS)

8.5.1 Operational information required by aircraft for takeoff or landing is broadcast on a dedica-
ted frequency and/or on the voice channel of radio navigation aids.
8.5.2 Outside the hours of tower activation, operational information of an unchanging nature
may be broadcast over ATIS.
8.6 AERODROME FLIGHT INFORMATION SERVICE (AFIS)

8.6.1 An AFIS provides pilots with an alerting service, local traffic and operational information on
the CTAF assigned to the particular airport.
8.6.2 Essential airport information is provided by an Automatic Aerodrome Information Service
(AAIS) broadcast on a dedicated frequency (similar to ATIS) during AFIS HRS.
8.7 TRAFFIC INFORMATION

8.7.1 A traffic information service is provided, depending on higher priority duties of the control-
ler or other limitations; e.g. surveillance limitations, volume of traffic and/or frequency congestion.
Additionally, controllers may not be able to provide traffic information concerning all traffic in the
aircraft’s proximity. Traffic information does not relieve pilots of their responsibility to see and
avoid other aircraft.
8.7.2 In Class G airspace, a traffic information service is provided to IFR flights about other con-
flicting IFR and observed VFR flights except:
a. An IFR flight reporting taxiing or airborne at a non-controlled airport will be advised of con-
flicting IFR traffic that is not on the CTAF; and
b. An IFR flight inbound to a non-controlled airport will be advised of conflicting IFR traffic until
the pilot reports changing to the CTAF.
8.7.3 A Surveillance Information Service (SIS) is available on request, to VFR flights in classes
E and G airspace within ATS surveillance system coverage, subject to ATC workload. Pilots
receiving a SIS are provided with traffic information, an alerting service and on request position or
navigation information.
NOTE: All information is advisory in nature. The pilot remains responsible for terrain clearance,
aircraft-to-aircraft separation and obtaining clearances into controlled airspace.
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8.7.4 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. The pilot must maintain a
continuous listening watch with ATC, advise ATC prior to any changes to track or level and advise
prior to leaving the frequency.
8.7.5 SIS may be terminated at any time by the controller, or by pilot advice.
8.8 On-Request Service — ATC and FLIGHTWATCH

8.8.1 An On-Request FIS is available to aircraft in all classes of airspace on ATC VHF or HF
(Domestic and International) frequencies.
8.8.2 Information derived from BoM weather radar sites is available to pilots on request, subject
to ATS workload.
9 ALERTING SERVICE
9.1 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.
10 SAFETY ALERTS AND AVOIDING ACTION

10.1 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.
10.2 When providing an ATS surveillance service, ATC will issue avoiding action advice as a
priority, when they become aware that an aircraft is at risk of collision with another aircraft.
11 TRAFFIC INFORMATION BROADCASTS BY AIRCRAFT (TIBA)

11.1 TIBA PROCEDURES
11.1.1 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.
11.2 FREQUENCY
11.2.1 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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11.2.2 The appropriate TIBA frequencies are:

a. at or above FL200, 128.95 MHz;
b. below FL200:
1. In Class G airspace other than in oceanic areas, the relevant Area VHF;
2. otherwise 126.35 MHz.
11.3 LISTENING WATCH

11.3.1 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 airport loca-
ted within 10 minutes flying time of that airspace, listening watch must start as soon as practicable
after takeoff.
11.4 TIME OF BROADCASTS

11.4.1 Broadcasts must be made:
a. 10 minutes before entering the designated airspace or, for an aircraft taking off from an air-
port located within 10 minutes flying time of the airspace, as soon as practicable after take-
off;
b. 10 minutes prior to crossing a reporting point;
c. 10 minutes prior to crossing or joining an ATS contingency route;
d. at 20 minute intervals between distant reporting points;
e. 2 to 5 minutes, where possible, before a change in flight level;
f. at the time of a change in flight level; and
g. at any other time considered necessary by the pilot.
11.5 ACKNOWLEDGEMENT OF BROADCASTS

11.5.1 Broadcasts should not be acknowledged unless a potential collision risk exists.
11.6 CHANGES OF CRUISING LEVEL

11.6.1 Cruising level changes should not be made within the designated airspace unless consid-
ered necessary by the pilots to avoid traffic conflicts, for weather avoidance, or for other valid
operational reasons.
11.6.2 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.
11.6.3 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.
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11.7 COLLISION AVOIDANCE

11.7.1 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 maneuver appears more appropriate, immediately descend 1000 ft if
above FL410, or 500 ft if at or below FL410;
b. display all available aircraft lighting which would improve 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 taken on the appropri-
ate TIBA frequency.
11.7.2 NAS Implementation Stage 2B, Operation “Lights On” encourages pilots to turn on exter-
nal aircraft lights when operating below 10,000 feet, day or night, to enhance the see-and-avoid
concept.
All pilots are encouraged to participate in this voluntary safety program, unless operating condi-
tions warrant turning lights off (e.g., strobes should be off when in the clouds; strobes and landing
lights should be off when clear of the runway so as not to blind ground personnel or other pilots).
External aircraft lights should be turned on when operating on the ground or in flight below 10,000
feet; especially when operating within 10 nautical miles of any airport or in conditions of reduced
visibility.
Though Operation “Lights On” enhances the “see and be seen” concept, pilots should not become
complacent about keeping a sharp lookout for other aircraft. Adopting “Lights On” procedures
does not reduce pilots’ responsibility to see and avoid other aircraft (CAR 163A).
11.8 POSITION REPORTING

11.8.1 Normal position reporting procedures should be continued at all times, regardless of any
action taken to initiate or acknowledge a traffic information broadcast.
11.8.2 A position report must be made on the next CTA/Area VHF 15 minutes prior to leaving
the airspace in which TIBA procedures apply to obtain a clearance or re-establish SARWATCH
on the appropriate ATS frequency.
12 INFORMATION BY PILOTS
12.1 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.
Pilots are requested to advise ATS about any deterioration or improvement of reported runway
surface conditions, deceleration, and/or directional control. See ATC — FLIGHT PLANNING —
APPENDIX 1 (AIREP) and EMERGENCY — RESCUE AND FIREFIGHTING SERVICES AND
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SNOW PLAN — Runway Surface Condition Assessment and Reporting for details about Runway
Condition Reports (RCR) and reporting deceleration and directional control.
12.3 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 pre-
viously reported.
12.4 Australian Customs and Border Protection (Customs) is the government civil surveillance
organization which coordinates aerial patrols of border and offshore areas to detect breaches of
Customs, Fisheries, Quarantine and Immigration legislation.
12.5 Pilots are invited to assist Customs by reporting activities which appear to warrant record-
ing 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 300 NM 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-airport sites or unexplained or unusual activity at airports or
remote strips;
h. possible illegal fishing within the 200 NM fishing zone;
i. possible smuggling of drugs or other prohibited goods;
j. possible illegal immigrants entering Australia;
k. unauthorized landings by sea or air;
l. threats to the well being of the Great Barrier Reef or other environmentally significant areas;
and
m. unusual activities in remote areas.
12.5.1 Such reports should be elaborated on at debriefing.
12.6 Observed volcanic activity must be included in an AIREP.
12.7 All air crews are to report immediately by radio to the appropriate ATC facility, any inci-
dents of unauthorized laser illumination. Reports should include event position, altitude, color of
laser beam(s), originating direction and position, and any other relevant information deemed nec-
essary for ATC and law enforcement action.
12.8 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 follow-
ing elements:
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Phrase “UNAUTHORIZED LASER ILLUMINATION EVENT(s) HAS/HAVE BEEN REPORTED”

(general positional information including location and altitude).
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AIRSPACE ORGANIZATION
1 CONTROLLED AIRSPACE
1.1 GENERAL
1.1.1 Controlled airspace is defined as “airspace of defined dimensions within which air traffic
control 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.
Controlled airspace is established generally on the basis of the kinds of operations and considera-
tions of flight procedures used. Such airspace does not necessarily cover routes to alternate air-
ports.
1.1.4 Controlled airspace within the Brisbane and Melbourne FIRs is generally established as
follows:
CLASS OF
APPLICATION
AIRSPACE
– within radar coverage - lower limit above FL180 and upper limit FL600;
– outside radar coverage - lower limit FL245 and upper limit FL600; and
Class A
– an area extending from 90 NM south of Melbourne to Launceston and Ho-
bart, lower limit of FL180 and upper limit FL600.
– within radar coverage south of Sydney, lower limit FL125 and upper limit
FL180 under Class A airspace;
Class C – in the control area steps associated with controlled airports, excluding control
area steps classified as Class D airspace; and
– in control zones of defined dimensions.
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CLASS OF
APPLICATION
AIRSPACE
Control zones of defined dimensions, and associated control area steps, upper
Class D
limit 4500 ft.
– within radar coverage:
• south of Sydney, lower limit 8500 ft and upper limit FL125 under Class C
airspace;
• north of Sydney, lower limit 8500 ft and upper limit FL125.
– in the vicinity of Williamtown: coincident with the lateral limits of R578A-E
above A045 — when R578 is not active;
– continental Australia, lower limit FL125 and upper limit FL245 under Class A
airspace;
– in the control area steps associated with Class D controlled airports excluding
Class E Class D or C airspace:
• Karratha Class E lower limit 5500 ft to upper limit FL125;
• Broome Class E lower limit 1200 ft AGL to upper limit FL125;
• Avalon Class E lower limit 700 ft AGL to upper limit 4500 ft;
• Mackay Class E lower limit 700 ft AGL to upper limit 4500 ft;
• Rockhampton Class E lower limit 700 ft AGL to upper limit 4500 ft.
– in the control area steps associated with Class C controlled airports excluding
Class C airspace:
• Perth Class E lower limit 8500 ft to upper limit FL125.
1.1.5 Operations in control areas and zones must be conducted in accordance with the pub-
lished procedures and requirements for that specific airspace and air traffic clearances. Special
procedures may also be specified for an airport within a control zone.
1.1.6 The extent of controlled airspace is depicted on Enroute/Area charts and may be promul-
gated by NOTAM or AIP Supplements.
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 vicin-
ity of controlled airspace may be affected by wake turbulence from aircraft operating within con-
trolled airspace.
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1.1.8 When airspace classes adjoin laterally or vertically, 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 speci-
fied 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 AIP Supplement (SUP).
1.3 CONTROL ZONE

1.3.1 A control zone (CTR) is defined as a controlled airspace extending upwards from the sur-
face of the earth to a specified upper limit. CTRs surround controlled airports and are designated
as follows:
a. Civil CTR — A CTR administered by a civil air navigation service provider, other than a mili-
tary CTR. Class C or Class D procedures and services apply.
b. Military CTR — A CTR administered by the Australian Defense 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 Air-
port Directory 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.
1.4 AUTHORIZATION 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 authorized
subject to military activity, weather and any special procedures for the control of civil aircraft which
have been published.
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 appro-
priate, 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).
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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.
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 air traffic
control 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 air
traffic control 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
air traffic control 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 air
traffic control service, are separated from other IFR flights, and receive traffic information on VFR
flights as far as is practicable. VFR flights, within coverage, receive a Surveillance Information
Service (SIS) on request.
2.1.5 At controlled airports, 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 categorization (where Class A is
the highest and Class G is the lowest).
2.2 SPECIAL PROVISIONS

2.2.1 Notwithstanding the general provisions of the previous paragraph, the following also apply:
a. The separation of aircraft taxiing on the maneuvering area (which does not include apron
and parking areas) is a joint pilot and controller responsibility. The pilot must maintain sepa-
ration 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 separa-
tion from other traffic.
c. Separation is not normally provided within a training area in controlled airspace.
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d. Under certain conditions, the pilot of one aircraft may be given the responsibility for separa-
tion 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 they are 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 air-
craft of the same formation, including 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 separa-
tion 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:
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 infor-
mation 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.
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3.2 BROADCAST AREAS

3.2.1 Broadcast Areas are defined airspace volumes that form part of a Flight Information Area
and have a discrete frequency (CTAF).
NOTE: The conditions described at paras 3.1.2 and 3.1.3 apply.
3.2.2 The vertical boundaries of a Broadcast Area:
a. Surface to 5000 ft AMSL (default); or
b. Surface to the base of CTA if 8500 ft or less; or
c. Surface to a nominated level.
3.2.3 Broadcast Areas may be subject to mandatory broadcast requirements.
4 AIRSPACE RESERVATION, PROHIBITED, RESTRICTED AND

DANGER AREAS
4.1 AIRSPACE RESERVATION
4.1.1 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.
4.1.2 There are two types of airspace reservations: fixed defined areas, and “mobile” (e.g.,
aerial refueling, enroute 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.
4.2 GENERAL
4.2.1 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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4.2.2 The boundaries, identification and hours of operation of the areas are portrayed on appro-
priate Enroute/Area and Terminal charts. The letters allocated for identification are:
P = Prohibited area
R = Restricted area
D = Danger area
and the number identifies the area.

4.2.2.1 When used internationally, the identification of these areas are preceded by a FIR identi-
fier as follows:
Brisbane = YB
Melbourne = YM
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.
4.2.3 Unless otherwise specified, vertical limits are promulgated as above MSL when at or
below the transition altitude, or as a flight level when above the transition altitude. “NOTAM” indi-
cates that the vertical limits or hours of activation will be notified by NOTAM.
4.2.4 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.
4.3 FLIGHT WITHIN PROHIBITED, RESTRICTED AND DANGER AREAS

4.3.1 Flight within a prohibited area is not permitted in any circumstances.
4.3.2 Flight within active Restricted Areas is subject to the conditions published in AIP and
NOTAM. To obtain access to a restricted area or airspace pilots must request approval from the
Controlling Authority. 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 air-
space.
NOTE: Clearances may be withheld when activities hazardous to the aircraft are taking place, or
when those activities require absolute priority.
4.3.2.1 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 clear-
ance 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.
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4.3.2.2 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 the Jeppesen Enroute Preferred Routes 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 Restric-
ted Area, irrespective of its conditional status.
4.3.2.3 If the conditional status is uncertain, treat the airspace as conditional status RA3 and
avoid the area.
4.3.3 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.
4.3.4 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.
4.3.5 Approval for flight within an active danger area outside controlled airspace is not required.
However it is the responsibility of the PIC to be aware of the dangerous activity and take appropri-
ate precautions.
4.3.6 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.
4.4 DEACTIVATION OF CONTROL ZONES, RESTRICTED OR DANGER

AREAS
4.4.1 The published cessation time of a control zone, Restricted or Danger Area may be amen-
ded:
a. without issue of a NOTAM provided the new cessation time is within one hour prior to the
original published cessation time, or
b. with subsequent issue of a NOTAM when the deactivation is one hour or more prior to the
original published cessation time.
4.4.2 Any amendments to the published cessation time of a control zone, Restricted or Danger
Area will be notified to affected pilots in accordance with ATC — AIR TRAFFIC RULES AND
SERVICES — Flight Information Services (FIS).
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4.4.3 Non-controlled airport procedures apply to all military airports when the CTR is deactiva-
ted.
5 LANES OF ENTRY
5.1 Lanes of entry are established to permit passage to and from specified Class “D” CTR with-
out entering an adjacent Class “C” or military CTR. The vertical limits provide separation from
overlying control or restricted areas.
5.2 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.
6 CLASSES OF AIRSPACE — SERVICES AND REQUIREMENTS

6.1 The following table summarizes the services and requirements for the various classes of air-
space used in Australian FIRs.
Subject
Radio Communi-
Type of Separation Airspace Speed to ATC
Class Service Provided cation Require-
Flight Provided Limitation Clear-
ments
ance
IFR All aircraft ATC service N/A Continuous Yes
A two-way
VFR not permitted
IFR from IFR,
IFR from VFR, Continuous
C IFR ATC Service N/A Yes
IFR from Spe- two-way
cial VFR
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Subject
Radio Communi-
ments
ance
a. ATC service
for separa-
tion from
IFR.
b. VFR / VFR Continuous
VFR VFR from IFR Yes
traffic infor- two-way
mation (and
250 KIAS below
traffic avoid-
10,000 ft AMSL.
ance advice
on request).
Special VFR
from Special
Special Continuous
VFR, when ATC service Yes
VFR two-way
VIS does not
meet VMC
IFR from IFR, ATC service, traf- 200 KIAS at or
Continuous
IFR IFR from Spe- fic information below 2500 ft Yes
two-way
cial VFR about VFR flights. AAL within 4
NM of the pri-
ATC service, traf-
mary Class D Continuous
VFR Nil fic INFO on all Yes
airport (Note 3) two-way
D other flights.
Special VFR
250 KIAS – in
from Special
Special the remaining Continuous
VFR when vis- ATC service Yes
VFR Class D air- two-way
ibility is less
space
than VMC
ATC service and
traffic information
250 KIAS below Continuous
IFR IFR from IFR on VFR flights as Yes
10,000 ft AMSL. two-way
far as is practica-
E ble.
FIS
VFR Nil SIS – flight follow- 250 KIAS below Continuous

No
ing O/R, (ATC 10,000 ft AMSL. two-way
workload permit)
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Subject
Radio Communi-
ments
ance
250 KIAS below Continuous
IFR Nil FIS No
10,000 ft AMSL. two-way
VHF radio re-
G quired for oper-
ations above
On & 5000 ft MSL
North No
FIS and at airports
of where carriage
SIS – flight follow- 250 KIAS below
65° VFR Nil
ing O/R, (ATC 10,000 ft AMSL. and use of ra-
Sout dio is required.
h workload permit)
VHF radio re-
quired for oper-
No
ations in re-
duced VMC
G 250 KIAS below Continuous
IFR Nil FIS O/R No
Sout 10,000 ft AMSL. two-way
h of
65° 250 KIAS below
VFR Nil FIS O/R Nil No
Sout 10,000 ft AMSL.
h
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 or
Jeppesen Instrument Approach Charts.
NOTE 3: If traffic conditions permit, ATC may approve a pilot’s request to exceed the 200 kt
speed limit to a maximum limit of 250 kt unless the pilot informs ATC a higher minimum speed is
required.
NOTE 4: VMC minima are detailed in Section 2.07 of the Part 91 MOS (not published herein).
6.2 Separation is not provided between aircraft within controlled airspace and any aircraft in
close proximity but remaining outside controlled airspace.
NOTE: Aircraft within controlled airspace or a restricted area may be operating up to the boundary
of the airspace.
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AIRPORTS AND GROUND AIDS
1 LIMITATIONS FOR LICENSED AIRPORTS

1.1 GENERAL
1.1.1 The Aircraft Classification Number/Pavement Classification Number (ACN/PCN) method is
used to specify the strength of pavements and hence permissible aircraft masses.
1.1.2 The operation of an aircraft above the maximum masses and tire pressures is not permit-
ted unless a pavement concession is approved.
1.1.2.1 The minimum widths of runways and runways strips required by various types of aircraft
are specified in Runway Width below.
1.1.3 Operators of non-scheduled aircraft requiring to park on aprons used by scheduled serv-
ices should check parking availability with the Airport Operator at least 48 hours before the opera-
tion.
1.2 CARE OF PAVEMENTS

1.2.1 Pilots should avoid running aircraft wheels close to edges of pavements or on to the
shoulders of either runways or taxiways.
1.2.2 Tight turns on runways should be avoided and turning nodes, where provided, should be
used. Locked wheel turns, in particular, should be avoided.
1.3 PROCEDURES FOR GROUND OPERATION OF TURBO-JET AIRCRAFT

1.3.1 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-colli-
sion lights may not be displayed even though an engine is running.
2 SUITABILITY OF AIRPORTS
2.1 GENERAL
2.1.1 The following procedures are an acceptable means of compliance with the requirements of
CASR 91.055 in relation to the suitability of an airport:
a. Pilots should verify that the intended airport meets the requirements of CASR 91.410 as
regards to its suitability for the intended operation. Additionally, pilots should confirm with the
airport operator that the pavement strength of the airport meets the standards required by
the aircraft being operated. Pilots should also be aware that CASR Parts 121, 133, 135, and
138 may place additional airport requirements for a particular flight or type of operation.
b. Pilots should ensure that runway edge lighting, threshold lighting, illuminated wind direction
indicator, and any obstacle lighting (if required) is serviceable for any planned night opera-
tions. Additional lighting may be required for particular operations – refer to the applicable
regulation.
c. When airport lighting is required and PAL is not being used, the pilot in command or operator
should ensure that arrangements have been made for the runway, obstacle and
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(I) departure: from at least 10 minutes before departure to at least 30 minutes after take-
off;
(II) arrival: from at least 30 minutes before ETA to the time landing and taxiing has been
completed.
NOTE 1: An operator planning a flight by an aircraft with tire pressures and/or weight in excess of
that permitted by AIRPORT DIRECTORY — PAVEMENT STRENGTH LIMITATIONS must
ensure that a pavement concession is obtained..
NOTE 2: Emergency Landings. When safety is involved, the nearest airport 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: Airport lighting at an airport where a control tower is operating will be activated by ATC
as necessary. Pilots requiring airport 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 airport operator. Confirmation should be obtained
that requests for lighting will be satisfied.
NOTE 4: A pilot having made arrangements with ATS for night lighting must notify any change in
requirements.
NOTE 5: Additional details on acceptable means of compliance refer to are contained in the Part
91 AMC/GM document entries related to CASR 91.410, and, for Part 121 operations, the Part 121
AMC/GM document entry related to CASR 121.205.
2.2 RUNWAY WIDTH

2.2.1 Specific limitations apply to all Part 121 operations and certain Part 135 operations. Refer
to CASR Parts 121 and 135, and any applicable directions or exemptions.
3 ALTERNATE AIRPORTS
3.1 GENERAL
3.1.1 Except for Part 121 operations, a pilot in command must make provision for flight to an
alternate airport, when required, in accordance with the following paragraphs of this section (i.e.
all of section 3).
NOTE: The requirements related to Part 121 alternate airports are contained in Chapter 4 of the
Part 121 MOS, with interlinkages to Chapters 2 and 7 of the Part 121 MOS.
3.1.2 When a flight is required to provide for an alternate airport, any airport may be so nomina-
ted for that flight provided:
a. it is suitable as a destination for that flight; and
b. it is not an airport for which that flight would require to provide for an alternate airport; and
c. is not a helideck.
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3.1.3 When an airport forecast is not available, the pilot in command must make provision for a
suitable alternate that has an available forecast.
3.2 WEATHER CONDITIONS

3.2.1 Except when operating an aircraft under the VFR by day within 50 NM of the point of
departure, the pilot-in-command must provide for a suitable alternate airport 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 paragraphs 3.2.10 and 3.2.11);
or
NOTE: In determining requirements for alternate airports, 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 at least a
30% probability of fog, mist, dust or any other phenomenon restricting visibility below the
alternate minimum; or
d. a thunderstorm or associated severe turbulence, or a forecast of at least a 30% probability of
such an event; or
e. wind — a crosswind or tailwind component more than the maximum for the aircraft.
NOTE: Wind gusts must be considered.
3.2.2 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 airport when either
of the following conditions is forecast at the destination:
a. cloud — more than SCT below a ceiling of 1000 ft; or
b. visibility — less than 3000m.
3.2.3 When weather conditions at the destination are forecast to be as specified at para 3.2.1,
but are expected to improve at a specific time, provision for an alternate airport need not be made
if sufficient fuel is carried to allow the aircraft to hold until that specified time plus 30 minutes.
3.2.4 When weather conditions at the destination are forecast to be above the values specified
in paragraph 3.2.1, but, additionally, intermittent or temporary deteriorations in the weather below
the values are forecast, provision for an alternate need not be made if sufficient fuel is carried to
allow the aircraft to hold for:
a. 30 minutes for intermittent deterioration (INTER); and
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b. 60 minutes for temporary deterioration (TEMPO).

3.2.5 When thunderstorms or their associated severe turbulence or their probability is forecast
at the destination, sufficient 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.
3.2.6 When a forecast has multiple INTER or TEMPO deteriorations and holding fuel will be car-
ried, fuel must be carried to hold for only the most limiting requirement. INTER and TEMPO hold-
ing fuel requirements are not cumulative.
3.2.7 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 fol-
lows:
a. When the weather following the FM or BECMG is forecast to create an operational require-
ment, 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 require-
ment, that operational requirement will remain effective until 30 minutes after the FM time or
30 minutes after the end of the BECMG period.
3.2.8 The fuel required by paragraphs 3.2.4 or 3.2.5 must be carried when the ETA of the air-
craft at its destination or alternate falls within the period 30 minutes before the forecast com-
mencement time to 30 minutes after the expected time of cessation of these deteriorations. If the
holding time required by paragraphs 3.2.4 or 3.2.5 extends past 30 minutes after the forecast ces-
sation of these deteriorations, the aircraft need only carry sufficient fuel to hold until 30 minutes
after the forecast cessation time.
3.2.9 At airports receiving a TAF3 service, and only during the first 3 hours of the TAF3 validity,
not beyond the end time for the TAF3 service if such a time is specified, the following do not
apply:
a. 30 minute buffers required by paras 3.2.7 and 3.2.8; and
b. the alternate or holding fuel required by:
1. para 3.2.1 (c) for reduction in visibility, or
2. para 3.2.5 for any PROB30 or PROB40 for TS or associated severe turbulence.
3.2.10 For IFR flights the alternate minima are as follows:
a. For airports with an Instrument Approach Procedure (IAP) that the pilot is able to conduct,
the alternate minima published on the Jeppesen Approach charts.
b. By day only — for airports without an IAP, or that has an IAP but the pilot is unable to con-
duct that procedure, the alternate minima is the lowest safe altitude for the final route seg-
ment plus 500 ft and a visibility of 8km.
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NOTE: Alternate minima based on weather for night IFR operations is only paragraph (a)
above. If the planned destination airport for an IFR flight by night does not have any IAP, or
any IAP that the pilot can conduct, then due to paragraph 3.3.1, the flight must plan for a
destination alternate airport. By virtue of paragraph 3.1.2, the destination alternate airport
must have an IAP that the pilot is able to conduct, which would then result in paragraph (a)
being the applicable alternate weather minima.
3.2.11 For flight by airplanes under the VFR (day or night) and helicopters operating under the
VFR at night, the alternate minima are a ceiling of 1500 ft and a visibility of 8km.
3.2.11.1 For VFR helicopter operations by day, the alternate minima are the same as for night
unless the additional conditions specified in Section 2.07 of the Part 91 MOS are met. When
these additional conditions are met, the alternate minima requirements are as shown in paragraph
3.2.2.
3.3 RADIO NAVIGATION AIDS

3.3.1 A destination alternate airport must be planned for an IFR flight by night to a planned des-
tination airport that is:
a. not served by an instrument approach procedure; or
b. is served by 1 or more instrument approach procedures, none of which the pilot is able to
conduct.
3.3.2 A flight operating under the VFR at night (see General Flight Procedures, VFR) must pro-
vide for an alternate airport within one (1) hour flight time of the destination unless:
a. the destination is served by a ground based radio navigation aid (NDB/VOR) and the aircraft
is fitted with the appropriate radio navigation system capable of using the aid, and the pilot is
competent in using the aid; or
b. the aircraft is fitted with an approved GNSS (as defined in the relevant MOS for the kind of
operation being conducted) and the pilot is competent in using the GNSS.
3.3.3 If aircraft navigation is to be conducted using a GNSS receiver certified only to (E)TSO
C-129, navigation to a destination alternate airport must be planned using a navigation system
other than GNSS.
3.4 RUNWAY LIGHTING

3.4.1 Portable Lighting
When a flight is planned to land at night at an airport where the runway lighting is portable, provi-
sion must be made for flight to an alternate airport unless arrangements are made for a responsi-
ble person to be in attendance during the period specified in paragraph 2.1.1(c), to ensure that
the runway lights are available during that period.
3.4.2 Standby Power
When a flight is planned to land at night at an airport with electric runway lighting, whether pilot
activated or otherwise, but without standby power, provision must be made for flight to an alter-
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nate airport unless portable runway lights are available and arrangements have been made for a
responsible person to be in attendance during the period specified in paragraph 2.1.1(c), to dis-
play the portable lights in the event of a failure of the primary lighting.
3.4.3 Pilot Activated Lighting (PAL)
When a flight is planned to land at night at an airport with PAL and standby power, provision must
be made for a flight to an alternate airport equipped with runway lighting unless a responsible
person is in attendance to manually switch on the airport lighting.
3.4.4 Alternate Airports — PAL
An airport served by PAL may be nominated as an alternate airport.
There is no requirement for a responsible person on the ground to be in attendance, but the air-
craft must be equipped with:
a. dual VHF; or
b. single VHF and HF communications and carries 30 minutes holding fuel to allow for the alert-
ing of ground staff in the event of a failure of the aircraft’s VHF communication.
3.4.5 The alternate requirements of paragraphs 3.4.1 to 3.4.4 inclusive need not be applied if
the aircraft carries holding fuel for first light plus 10 minutes at the destination.
3.4.6 An alternate airport nominated in accordance with requirements in paragraphs 3.4.2 and
3.4.3 need not have standby power or standby portable runway lighting.
3.4.7 A responsible person under paragraph 3.4.2 is one who has been instructed in, and is
competent to display, the standard runway lighting with portable lights.
4 SIGNALS FOR THE CONTROL OF AIRPORT TRAFFIC

4.1 LIGHT SIGNALS TO AIRCRAFT
Light Signal Meaning in Flight Meaning on Airport

Steady green Authorized to land if pilot satisfied Authorized to take-off if pilot sat-
no collision risk exists. isfied no collision risk exists.
Steady red Give way to other aircraft and con- Stop.
tinue circling.
Green flashes Return for landing. Authorized to taxi if pilot satis-
fied no collision risk exists.
Red flashes Airport unsafe — do not land Taxi clear of landing area in
use.
White flashes No significance. Return to starting point on air-
port.
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4.1.1 Acknowledgments by an Aircraft

a. In Flight:
1. during the hours of daylight: by rocking the aircraft’s wings.
NOTE: This signal should not be expected on the base and final legs of the approach.
2. during the hours of darkness: by flashing on and off twice the aircraft’s landing lights or,
if not so equipped, by switching on and off twice its navigation lights.
b. On the Ground:
1. during the hours of daylight: by moving the aircraft’s ailerons or rudder.
2. during the hours of darkness: by flashing on and off twice the aircraft’s landing lights or,
if not so equipped, by switching on and off twice its navigation lights.
4.2 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 maneuver area in accordance with local instruc-
tions.
NOTE: In emergency conditions, or if the above signals are not observed, the following meaning
will be indicated by use of the runway or taxiway lighting:
Flashing Runway or Taxiway Vacate the runway or taxiway and observe the tower for light
Lighting signal.
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4.3 GROUND SIGNALS TO AIRCRAFT
WHERE DIS-
GROUND SIGNAL DESCRIPTION MEANING
PLAYED
Horizontal Adjacent to wind Use only hard surface movement
white dumb- direction indicator. areas. Where there are sealed and
bell gravel maneuvering areas, use on-
ly the sealed surfaces. Where
there are constructed gravel and
natural surface maneuvering
areas, use only the gravel surfa-
ces.
White Cross a. Adjacent to a. Airport completely unservice-
wind direction able.
indicator. b. An area marked by a cross or
b. On maneu- crosses with the limits de-
vering area. lineated by markers is unfit
for use by aircraft.
White Double Adjacent to wind Gliding operations in progress.
Cross direction indicator.
5 AIRPORT GROUND AIDS

5.1 AIRPORT MARKERS AND MARKINGS
5.1.1 Boundary Markers
5.1.1.1 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;
c. the limits of the movement area.
5.1.1.2 Boundary Markers take the following forms:
a. Standard cone boundary marker;
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b. Standard gable boundary marker;
5.1.1.3 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.
5.1.1.4 When used to mark the definition of aprons or taxiways the markers are spaced at not
more than 15m intervals.
5.1.1.5 Boundary markers are white colored, except those associated with the limits of ill-
defined aprons and taxiways, which are yellow. Where a threshold is permanently displaced, dun-
colored cone markers are used to denote the area prior to the displaced threshold.
5.1.2 Runway Markers
5.1.2.1 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
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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:
a. runway cone markers;
b. inverted white plastic buckets;
c. white PVC road safety cones;
d. flush markers.
5.2 UNSERVICEABLE AREAS

5.2.1 An aircraft must only operate on an airport that is suitable and where it is safe to do so
under the circumstances (CASR 91.410). An area of an airport that is declared “unserviceable”
would not be considered as suitable or safe to operate on.
5.2.2 Partial Unserviceability
5.2.2.1 Except in the cases of total unserviceability or restricted operations, unserviceable areas
on the movement area are indicated by the display of unserviceability cross markers.
5.2.2.1.1 An unserviceability cross marker, normally colored white, consists of a cross, with
arms at least 6m long, 0.9m wide and not more than 0.15m high.
5.2.2.1.2 The limits of unserviceable areas are delineated by white cone markers painted with a
0.25m wide horizontal red band.
5.2.3 Total Unserviceability
5.2.3.1 When an airport that does not have 24-hour ATC coverage is completely unserviceable
for all operations, an unserviceability cross marker is displayed in the signal circle.
5.3 RESTRICTED OPERATIONS

5.3.1 Where operations at an airport which does not have 24 hour ATC coverage are confined
to hard surfaced runways, taxiways and aprons, a dumb-bell marker is displayed in the signal
circle.
5.3.2 A dumb-bell marker is white and takes the following form:
5.4 RESERVED
5.5 RUNWAY MARKINGS
5.5.1 Runway markings are normally white, but may be edged in black to improve definition.
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5.5.2 Runway Threshold Markings

5.5.2.1 Wherever a threshold marking is displayed, it marks the commencement of the perma-
nent or declared landing distance.
5.5.3 Permanent Threshold
5.5.3.1 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.
5.5.4 Permanently Displaced Threshold

5.5.4.1 “Piano key” markings displaced from the runway end indicate that the normal approach
is obstructed by a permanent obstacle or a permanent hazardous surface condition exists near
the end of the runway.
5.5.5 Temporarily Displaced Threshold Markers and Markings

5.5.5.1 Where a threshold is temporarily displaced it will be shown either by lights or by the fol-
lowing:
a. a series of inverted “V” markings (white) painted across the runway;
1. Markings for a temporarily displaced threshold due to obstacle infringement of the
approach path for a period in excess of 30 days.
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2. Markings for a temporarily displaced threshold due to works on runway for a period in
excess of 30 days.
b. one, or two, Vee-Bar markers (white) situated on both sides of the runway:
1. Markings for a temporarily displaced threshold due to obstacle infringement of approach
surface for a period of 30 days or less.
2. Markings for a temporarily displaced threshold due to works on the runway for a period
of 30 days or less.
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c. at military controlled airports, for periods of short duration, when military operational require-
ments 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.
5.5.6 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 availa-
ble;
b. Road safety cones or “witches’ hats” (orange) which, when placed across the full width of the
runway strip, denote the maneuvering limits for plant and equipment involved in the works;
c. Unserviceable cross markers (white), which indicate any part of the movement area not
available for operations;
d. Centerline arrows (white) to draw the pilot’s attention to the displaced threshold. Unless oth-
erwise indicated by unserviceable markings, the length of runway containing centerline
arrows is available for take-off in the direction of the arrows 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.
5.5.7 Runway Side Stripe and End Marking
5.5.7.1 Solid white lines delineate the edges of the full strength pavement on sealed or concrete
runways.
5.5.8 Sealed Area Beyond the Runway
5.5.8.1 A sealed area beyond the runway end that is not suitable for normal use by airplanes, 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.
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Markings of Areas Beyond Runway Ends
5.5.9 Runway Centerline Markings

5.5.9.1 These markings indicate the centerline 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. (See 5.5.14 diagram)
5.5.10 Aiming Point and Touchdown Zone Markings
5.5.10.1 These markings may be used on both ends of sealed or concrete runways to provide
visual guidance whilst landing. 2 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 3 pairs of stripes as shown below.
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 below.
NOTE: Aiming point markings were formerly known as fixed distance markings.
Aiming Point and Simple Touchdown Zone Markings

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Aiming Point and ICAO ‘A’ — Basic Pattern Touchdown Zone Markings
5.5.11 Runway Numbers

5.5.11.1 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.
5.5.12 LAHSO Hold-Short Position Markings
5.5.12.1 Taxi-holding position markings (see paragraph 5.8.4.2) are used to mark runway hold
short positions for LAHSO.
5.5.13 Hold Short Position Markings – Runways Used for Taxiing
5.5.13.1 Taxi-holding position markings (see paragraph 5.8.4.2) are used for runway/runway
intersections where one runway is used as part of a standard taxi route.
5.5.14 Combined Runway Markings
5.6 RUNWAY STRIP MARKINGS

5.6.1 Runway strip markings consisting of white cone, gable or flush markings indicate the limits
of the graded portion of a runway strip:
a. Gables
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b. Cones
5.7 STOPWAY MARKINGS

5.7.1 Stopways are not marked and end at least 60m before the strip end.
5.8 TAXIWAY MARKINGS

5.8.1 Taxi Guide-line Markings provide position guidance for pilots. These markings are nor-
mally yellow.
5.8.2 Taxiway-edge Markers and Markings
5.8.2.1 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.
5.8.3 Taxiway Pavement Strength Limit Markings
5.8.3.1 These markings are painted at the entrance to an asphalt, sealed or concrete taxiway
which has low strength pavement.
5.8.4 Taxi-Holding Position Markings
5.8.4.1 The old taxi-holding position markings illustrated below is currently used on taxiways,
holding bays and aprons to indicate holding or parking positions. Except for aprons, where the air-
craft is parked with the main wheels on the marking, aircraft must be held with the nose short of
the marking. This marking is yellow.
Old Holding Position Marking (Taxiway/Runway Intersection)

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5.8.4.2 New Taxi-holding Position Markings

The type of markings illustrated in a. and b. will be progressively introduced at Australian airports.
Figure 5.8.4.2a will replace the existing marking shown in 5.8.4.1. This marking will be used when
there is only one holding position. 5.8.4.2b, is an additional holding position marking which may
be used to protect a runway available for Cat I, II, or III precision approach operations. Where pro-
vided, 5.8.4.2b will be further from the runway than 5.8.4.2a, and will only be applicable when
advised by ATC or the ATIS. These markings are yellow.
a.
New Holding Position Marking (Taxiway/Runway Intersection and LAHSO Hold-Short Posi-
tion)
b.
New Additional Holding Position Marking Associated with CAT I, II or III Precision
Approach Runways
5.8.4.3 Where a holding position protects a taxiway crossing, only a broken yellow line is provi-
ded.
Holding Position Marking (Taxiway/Taxiway Intersection)
5.9 HOLDING BAY MARKINGS

5.9.1 Holding bay markings consist of taxiway guide-line and holding position markings.
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5.10 APRON MARKINGS

5.10.1 On aprons accommodating aircraft 5700kg and above, taxi guide-lines and aircraft park-
ing position markings are provided. Other aprons may be unmarked.
5.10.2 Apron Edge Markings
5.10.2.1 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. 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 uni-
form but varies in strength, the boundary of the change in strength is delineated by a broken
yellow line with informative wording such as “MAX 2300KG”.
5.10.3 Aircraft Parking Position Markings
5.10.3.1 When apron parking position markings are provided, pilots shall access the parking
positions via the taxi route identified by continuous yellow guide lines.
5.10.4 Primary Position Taxi Guide Lines
5.10.4.1 Primary aircraft parking positions are identified by a continuous yellow taxi guide line.
5.10.5 Primary Position Markings
5.10.5.1 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.
5.10.6 Marshaller Stop Line
5.10.6.1 Where the pilot is guided by a marshaller, a marshaller stop line is located where the
aircraft nose wheel 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.
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5.10.7 Pilot Stop Line

5.10.7.1 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 writ-
ten in yellow below the bar.
5.10.8 Alignment Line
5.10.8.1 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.
Primary Aircraft Parking Position Markings
5.10.9 Secondary Position Guide Lines

5.10.9.1 Secondary aircraft parking positions are identified by a line of yellow dots.
5.10.10 Secondary Position Marking
5.10.10.1 These yellow lines may be painted white to avoid confusion where the secondary
position overlaps the primary position.
5.10.11 Keyhole Marking
5.10.11.1 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.
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5.10.12 Triangle Marking

5.10.12.1 Where a secondary position cannot 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 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 airports.
5.10.13 Lead-out Line

5.10.13.1 The parking position lead-out line comprises a broken yellow line commencing at the
forward end of the stripe along the alignment line.
5.10.14 Taxi Guide-line Designation Marking
5.10.14.1 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.
5.10.14.2 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.
5.10.14.3 Type Limit Designations
Aircraft type limit designation characters are painted yellow and are 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. Where a parking position is restricted to use by a particular aircraft type, a des-
ignation 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.
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5.10.14.4 Weight Limit Designation

Aircraft weight limit designations are provided to identify the maximum weight limitation at a park-
ing 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.
5.10.15 Parking Limit Lines
5.10.15.1 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.
5.10.16 Other Apron Markings
5.10.16.1 Other apron markings which may be seen at major airports are:
a. tug push-back lines — broken white;
b. tow disconnect markers — white;
c. lease lines — green (not used when co-incident with parking limit lines);
d. equipment limit lines — red, edged in black and suitably labeled;
e. apron road markings — red, edged in black;
NOTE: These markings are used to define roadways which may be used by uncontrolled
vehicles transiting aprons.
f. passenger path markings — white on black.
5.11 OBSTACLE MARKING

5.11.1 Inconspicuous obstacles penetrating the obstacle limitation surface of an airport, or which
are present on the movement area, are obstacle-marked unless they are shielded by a conspicu-
ous or marked obstacle. Obstacle painting is either in checkered patterns or alternate bands of
orange and white or red and white except where such colors would merge with the background.
High intensity lighting may be used for tall structures.
5.11.2 In areas away from airports, 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.
5.12 AIRPORT INFORMATION SIGNS

5.12.1 Airport information signs have black lettering on a yellow background or yellow lettering
on a black background. They provide location and direction information at an airport with a com-
plex taxiway system. The following information signs may be seen:
a. Taxiway Location Sign — A location sign tells pilots the designation of a taxiway. This sign
is often installed in conjunction with a taxi-holding position sign or a direction sign.
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b. Destination Sign — A destination sign provides directional advice to pilots to proceed to

various facilities on the airport. Where abbreviations are used, they have the following mean-
ings:
RAMP or APRON General parking, servicing and loading areas

PARK or PARKING Aircraft parking only areas
CIVIL Civilian areas of joint-use airports
MIL Military areas of joint-use airports
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 area
c. Direction Sign — A direction sign is normally installed before a taxiway intersection indicat-
ing 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.
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e. Distance To Go Signs — 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 obstruc-
tion 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 meters from the sign to the Hold Short
Line.
NOTE: Defense airports also provide Distance To Go signs. The distance shown on such a
sign is in feet and is the distance from the sign to the end of the runway.
5.13 AIRPORT MANDATORY INSTRUCTION SIGNS

5.13.1 These signs have white lettering on a red background and must not be passed without
clearance to do so from ATC. However, at an airport 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 taxi-
way 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 desig-
nations. However, old taxi-holding position signs consisting of the word “HOLD” may still be
seen at some airports.
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 airport is
operating under Cat I conditions.
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c. Taxi-Holding Position Sign at Category II Runways — Where an ILS Cat II holding posi-
tion exists at a runway/taxiway intersection, the taxi-holding position sign will have a Cat II
inscription.
d. Runway Intersection Signs — This sign is normally provided for 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 centerline). 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.
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6 LIGHTING
6.1 RUNWAY LIGHTING
6.1.1 Permanent Threshold Lighting
6.1.1.1 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 airports, be augmented by one or two extra wing-bar lights at each end;
b. Alternate Standard Pattern: two barettes each of three lights, one on each side of the
threshold;
c. An obsolescent pattern of five or six lights which still exists on some runways.
6.1.1.2 The Alternate Standard Pattern is generally installed at airports used predominantly by
aircraft having a maximum take-off weight of less than 5700kg.
6.1.1.3 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.
6.1.1.4 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.
6.1.2 Runway Threshold Identification Light (RTIL)
6.1.2.1 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.
6.1.2.2 These lights flash at a frequency of between 60 and 120 flashes per minute and are visi-
ble in the approach direction only. They can be used both in 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.
6.1.3 Displaced Threshold Lighting
6.1.3.1 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.
6.1.3.2 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
6.1.3.3 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 organization, 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.
6.1.3.4 For an airport with scheduled international air transport operations, if a threshold is tem-
porarily displaced then RTIL will be provided at the displaced location (except for an emergency).
NOTE: RTIL are also recommended for temporarily displaced thresholds on runways generally.
RTIL must be used by day to mark a temporarily displaced threshold of a runway serving sched-
uled international air transport operations.
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6.1.4 Runway Edge Lighting

6.1.4.1 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 air-
ports.
6.1.4.2 Runway edge lights are white, except that, in the case of a displaced threshold, will
show red in the approach direction.
6.1.4.3 For Precision Approach runway Category I or II the lights in the final 600m of the runway
show yellow.
6.1.4.4 Runway edge lights are omni-directional on intensity stages 1, 2, and 3 in order to pro-
vide circling area guidance. Stages 4, 5 and 6 are unidirectional.
6.1.4.5 For runways less than 30m in width, the lateral spacing of runway edge lights is based
on that of a 30m wide runway.
6.1.5 Runway End Lightings
6.1.5.1 Runway end lighting normally comprises six evenly spaced, unidirectional red lights.
Where the runway end lights and the threshold are collocated, bi-directional red/green lights in
either the Standard or Alternate pattern may be used.
6.1.6 Runway Centerline Lighting
6.1.6.1 Centerline lighting is color 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 the
last 300m.
6.1.7 Runway Touchdown Zone Lighting
6.1.7.1 Touchdown Zone Lighting is provided for runways intended for precision approach Cate-
gory II or III operations. The lighting consists of a series of fifteen pairs of uni-directional, white
barettes for the first 900m of the runway. Six stages of intensity are available.
Centerline and Touchdown Zone Lighting
6.1.8 Runway Guard Lights

6.1.8.1 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 posi-
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tion. All lights are unidirectional and visible to the pilot of an aircraft taxiing to the holding position.
They are illuminated day and night.
6.1.9 Hold Short Lights
6.1.9.1 These lights are installed on all runways used for LAHSO. The lights indicate the posi-
tion of the hold-short line (no closer than 75m from the intersecting runway center-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. When issued with a land-and-
hold-short instruction, a pilot must not permit the aircraft to pass the hold-short lights.
6.1.10 Stopway Lighting
6.1.10.1 Stopway lighting is provided where the runway is less than 1500m. The lighting con-
sists of side and end red lights, screened so as not to be visible to an aircraft approaching to land
over the stopway.
6.2 TAXIWAY LIGHTING

6.2.1 Two types of taxiway lighting are used:
a. Edge Lighting: fixed lights showing blue on both sides of the taxiway;
b. Centerline Lighting: fixed lights showing green along the centerline of the taxiway.
6.2.2 Apron Exit Lights
6.2.2.1 Where there is an extensive system of taxiways, the taxiway lights at the exit from the
apron are flashing the same color as the taxiway lights.
6.2.3 Runway Exit Lights
6.2.3.1 On runway exit taxiways, the centerline taxiway lighting is extended to the runway cen-
terline by lights spaced at 15m intervals. Alternate green and yellow lights are used for that sec-
tion of the exit taxiway up to the taxi-holding position lighting.
6.2.4 Rapid-Exit Taxiway Lights
6.2.4.1 On rapid-exit taxiways, the centerline lighting is extended to the runway centerline by
lights at 15m intervals. This spacing is continued until the high-speed taxiway becomes incorpora-
ted into the normal taxiway system.
6.2.5 Taxi-Holding Position Lights
6.2.5.1 Runway-holding position lights consist of three lights showing yellow in the direction of
the approach to the runway. When taxiway edge lighting is provided, the runway-holding position
lights consist of a pair of yellow lights in line with the holding point.
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6.2.6 Intermediate Holding Position Lights

6.2.6.1 On a taxiway equipped with centerline lights, the intermediate holding position lights con-
sist 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 side
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 inter-
section marking, as appropriate.
Intermediate Holding Position Lights
6.2.7 Stop Bars

6.2.7.1 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 centerline. When a stop bar is on at night or when low visibility procedures are in
force, any taxiway centerline lights immediately beyond the stop bar are switched off for a dis-
tance of at least 90M; once the stop bar is switched off the centerline lights beyond the stop bar
are switched on.
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Stop Bar Lights
6.3 APRON LIGHTING

6.3.1 Apron floodlighting provides illumination on all apron service areas with a minimum of
glare to users and a minimizing of shadows.
6.4 PARTIAL UNSERVICEABILITY AREA LIGHTING

6.4.1 At airports 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.
6.5 WIND DIRECTION INDICATOR LIGHTING

6.5.1 At airports intended for night operations, the primary wind indicator, and maybe others, are
illuminated. Wind direction indicator lighting may be included in the pilot activated lighting (PAL)
system.
6.6 AIRPORT BEACONS

6.6.1 Airport beacons are designed to be visible from at least 8km at altitudes from 1000 ft to
5000 ft in restricted visibility.
6.6.2 Beacons may show white flashes alternating with green flashes or white flashes only.
6.6.3 At locations where an ATS unit is established, the beacon is operated at night, and by day
during conditions of reduced visibility, while the unit is open. When the aircraft traffic does not
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warrant continuous display, the beacon will be operated for known aircraft movements. The
beacon is available on request.
6.7 OBSTACLE LIGHTING

6.7.1 At an airport where night operations are permitted, constructed obstacles and significant
terrain which penetrate the obstacle limitation surface of an airport, 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;
c. flashing WHITE (strobe) light for day/night marking of tall structures.
6.7.2 In areas away from airports, constructed obstacles that would be marked in accordance
with para 6.7.1 above will normally be lit.
6.8 GENERAL AVIATION AIRCRAFT LANES OF ENTRY

6.8.1 Certain light aircraft lanes located near major airports have strobe lights that mark the cen-
terline of the lane.
6.9 APPROACH LIGHTING

6.9.1 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.
6.9.2 For a non-precision approach runway or a non-instrument runway used at night, a simple
approach lighting system (SALS) may be provided. (see below)
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Simple Approach Lighting
6.9.3 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 centerline. This type of
approach lighting system is also known as the ‘Calvert’ system. (see below)
b. Precision approach CAT I lighting system; barrette centerline. 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 below)
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Precision Approach CAT I Lighting System
6.9.4 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 below will be provided.
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Precision Approach CAT II and III Lighting System
6.10 OPERATION OF MULTI-STAGE INTENSITY APPROACH AND RUNWAY

LIGHTING
6.10.1 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.
6.10.2 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 upon 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 5000m or less; and
d. when requesting a change in intensity the pilot need only ask for a higher or lower stage.
INTENSITY TABLE
Intensity Stage
Visibility
Day Night
Not greater than 2000m 6 4
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INTENSITY TABLE
Intensity Stage
Visibility
Day Night
Greater than 2000m, but not greater than 4000m 5 3
Greater than 4000m, but not greater than 5000m 4 2
Greater than 5000m – 1
6.11 PILOT ACTIVATED LIGHTING (PAL)

Pilot Activated Lighting (PAL) installations provide a means to activate airport, runway, taxiway,
apron, VASIS and wind indicator lighting. Airport lighting enabled by a PAL system is available
only during night hours or at other times of low natural light levels. By day, when the light intensity
is above a pre-set level, the system will not activate the lights. However, where an airport is
equipped with a VASIS, activation of the PAL during daylight hours will activate the VASIS only.
6.11.2 It is recommended that pilots activate the lighting before taxi or within 15 NM of the air-
port. The lights will illuminate for a minimum of 30 minutes, depending on the installation timer
setting. The wind indicator light will flash continuously during the last 10 minutes of lighting illumi-
nation to warn users that the lights are about to extinguish. To maintain continuity of lighting,
repeat the activation sequence.
PAL systems may provide an audio acknowledgment (PAL+AA) of lighting operation. For systems
with an audio acknowledgment capability the expected responses on the PAL frequency are:
“[airport name] AIRPORT LIGHTING ON”
“[airport name] LIGHTS 10 MINUTES REMAINING”
“[airport name] AIRPORT LIGHTING NOT ACTIVATED”
At airports with AFRU, PAL operation may be provided as an optional function of an AFRU (on
the associated airport CTAF) and is referred to as AFRU+PAL. Expected responses on the CTAF
are:
“[airport name, CTAF message] RUNWAY LIGHTS ON”
“[airport name, CTAF message] NO RUNWAY LIGHTS”
6.11.5 Operation of Pilot Activated Lighting (PAL)
a. Lighting is actuated with a transmission sequence on the published frequency.
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Activation Transmission Sequence Activation transmission

PAL 3 bursts of between 1 and
5 seconds within 25 seconds
PAL + AA (audio 3 bursts of 1 second each
acknowledge- within 5 seconds
ment)
AFRU + PAL 3 bursts of 1 second each
within 5 seconds
b. Non-standard activation sequences and audio acknowledgement responses on PAL fre-

quencies are published for applicable airports on Terminal Airport Charts or in the Airport
Directory at locations where available.
6.12 VISUAL GUIDANCE AND INFORMATION

6.12.1 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 color 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 5 NM from the threshold (7 NM for a runway equipped with an ILS). When the installa-
tion differs from the standard, details are promulgated in the airport documentation.
6.12.2 T-VASIS
6.12.2.1 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 INDICATION EYE HEIGHT ABOVE THRESHOLD

3 Lights fly up 0 to 7 ft
2 Lights fly up 7 ft to 25 ft
1 Light fly up 25 ft to 41 ft
ON GLIDE SLOPE 49 ft
1 Light fly down 57 ft to 75 ft
2 Lights fly down 75 ft to 94 ft
3 Lights fly down 94 ft to 176 ft
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
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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 indi-
cations, including:
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.
6.12.2.2 The above requirements may vary by 15 ft depending on the location of the system.
6.12.2.3 The intensity of the system may be varied at the request of the pilot.
6.12.2.4 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).
6.12.3 PAPI
6.12.3.1 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 the following diagram.
PAPI Signals
6.12.3.2 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.
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6.12.3.3 Unlike T-VASIS, PAPI is a point source aid. Thus a non-standard approach will not sig-
nificantly alter the threshold crossing height; only the approach angle will change as illustrated
below.
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.
6.12.3.4 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.
6.12.3.5 Condensation on PAPI lenses is known to be a cause of color 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.
6.12.4 VASIS 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 schedules air transport, 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 on airport charts or NOTAM.
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6.12.5 WIND DIRECTION INDICATORS

6.12.5.1 At least one wind direction indicator is provided on each certified airport.
6.12.5.2 The primary wind indicator, colored white, is located near the terminal. Other wind indi-
cators are colored yellow and those serving a particular runway are located upwind of the runway
threshold on the left side.
6.12.6 SEGMENTED CIRCLE
6.12.6.1 A Segmented Circle visual indicator system is one method that may be used to provide
circuit information at some non-controlled airports. Circuit indicators are placed in pairs at oppo-
site sides of the segmented circle to indicate runway alignment and circuit direction for each set of
reciprocal runways.
The segmented circle may be based around the primary wind indicator at an airport. 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 VISUAL DOCKING GUIDANCE SYSTEMS

7.1 Visual Docking Guidance Systems (VDGS) used in Australia include:
– The generic Nose in Guidance (NIG) system
– Aircraft Positioning and Information System (APIS)
– Safegate Docking Guidance System
These systems are detailed on applicable TERMINAL Airport Charts.
8 CONTROL OF VEHICULAR AND PEDESTRIAN MOVEMENT

ON AIRPORTS
8.1 Drivers of vehicles which need to operate on the maneuvering area must not seek permis-
sion 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.
8.2 ATC has the authority to issue or to withhold, for reasons of traffic, permission for vehicular
or pedestrian movement on the maneuvering 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 maneuvering area marked off by lights, flags or other conven-
tional warning signs. In radio advices to aircraft, ATC will identify as distinctly as possible, persons
or vehicles on the maneuvering area.
8.4 All persons, including drivers of vehicles, on the maneuvering 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 ATC — DEPARTURE,
APPROACH AND LANDING PROCEDURES — Stop Bar Contingency Procedures.)
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8.5 All persons, including drivers of vehicles, required to hold short of a runway, must hold at the
appropriate runway-holding position 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 ATC — DEPARTURE, APPROACH AND LANDING PROCEDURES — Stop Bar Contin-
gency Procedures.)
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GENERAL FLIGHT PROCEDURES
1 ALTIMETRY
1.1 PREFLIGHT ALTIMETER CHECK
1.1.1 General
1.1.1.1 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 take-off.
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 check on
the apron and the second at the runway threshold (to determine altimeter serviceability).
1.1.2 IFR Altimeters
1.1.2.1 With an accurate QNH set, the altimeter(s) should read the nominated elevation to within
60 ft. If an altimeter has an error in excess of +/- 75 ft, the altimeter is to be considered unservice-
able.
1.1.2.2 When two altimeters are required for the category of operation, one of the altimeters
must read the nominated elevation to within 60 ft. When the remaining altimeter has an error
between 60 ft and 75 ft, 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 60 ft on the second check, the altimeter must be considered unserviceable for flight under the
IFR.
1.1.2.3 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 60 ft. Should the remaining altimeter have an error in excess of 75 ft, that altimeter must be
placarded unserviceable and the maintenance release appropriately endorsed.
1.1.2.4 When an aircraft is fitted with only one altimeter and that altimeter has an error between
60 ft and 75 ft, 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 60 ft
on the second check, the altimeter is to be considered unserviceable for flight under the IFR.
1.1.3 VFR Altimeters
1.1.3.1 With an accurate QNH set, a VFR altimeter(s) should read site elevation to within 100 ft
(110 ft at test sites above 3300 ft) to be accepted by the pilot as serviceable. If an aircraft fitted
with two VFR altimeters continues to fly with one altimeter reading 100 ft (110 ft) or more in error,
the faulty altimeter must be placarded unserviceable and the error noted in the maintenance
release.
1.1.3.2 VFR altimeters are not permitted for airplane operations above FL200. VFR flights oper-
ating above FL200 must be equipped with an altimeter calibrated to IFR standards.
1.1.4 Accurate QNH and Site Elevation
1.1.4.1 A QNH can be considered accurate only if it is provided by one of the following:
a. AAIS;
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b. ATC;
c. ATIS;
d. AWIS;
e. CA/GRS; or
f. WATIR.
NOTE: QNH contained in an authorized weather forecast must not be used for checking the accu-
racy of a pressure altitude system.
1.1.4.2 Site elevation must be derived from airport survey data that is authorized in writing by
either CASA or an NAA, or supplied in writing by the relevant airport operator.
1.2 BASIC ALTIMETER SETTING PROCEDURES

1.2.1 Transition Altitude, Transition Layer, and Transition Level
1.2.1.1 The system of altimetry used in Australia makes use of a transition layer between the
transition altitude which is always 10,000 ft and the transition level of FL110 to FL125 depending
on QNH (see Figure 1) to separate aircraft using QNH from those using 1013.2 hPa as a datum.
1.2.1.2 For all operations at or below the Transition Altitude, the altimeter reference setting will
be:
a. the current Local QNH of a station along the route within 100 NM of the aircraft; or
b. the current Area QNH Forecast if the current Local QNH is not known.
1.2.1.3 For all operation at or above the Transition Level, the altimeter reference must be 1013.2
hPa.
1.2.1.4 The position to change between QNH and 1013.2 hPa shall always be:
a. on climb passing 10,000 ft and prior to leveling off; or
b. on descent prior to entering the Transition Layer and is shown in Figure 1.
1.2.1.5 QNH is available from a reporting station, (AAIS, AERIS, ATIS, AWIS, CA/GRS or
WATIR), the Terminal Area Forecast, Area QNH forecast or from ATS (ATC or FIS).
1.2.1.6 Cruising within the transition layer is not permitted.
1.2.2 Area QNH
1.2.2.1 Area QNH is a forecast value which is valid for a period of 3 hours and normally applies
throughout an Area QNH Zone (AQZ).
1.2.2.2 Area QNH Zones will be subdivided, if necessary, to meet the following standards of
accuracy:
a. Area QNH forecasts are to be within +/-5 hPa of the actual QNH at any low-level point
(below 1000 ft MSL) within or on, the boundary of the appropriate area during the period of
validity of the forecasts;
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b. Area QNH must not differ from an adjoining Area QNH by more than 5 hPa.
1.2.3 Local QNH
1.2.3.1 Local QNH, whether provided by ATS, AWS, or Aerodrome Forecast (TAF) or by using
the altimeter subscale to indicate airfield elevation, is used as shown at Figure 1.
1.2.4 Limitations
1.2.4.1 To retain a minimum buffer of 1000 ft above the transition altitude, FL 110 must not be
used for cruising when the Area QNH is less than 1013 hPa. With a progressive decrease in the
value of the Area QNH, FL115 and FL120 must not be used when the Area QNH is below 997
hPa and 980 hPa respectively.
1.2.4.2 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.
1.2.5 General
1.2.5.1 Heights measured from a QNH or Area QNH datum must be expressed in full; e.g., 3000
ft as “THREE THOUSAND” and 1800 ft as “ONE THOUSAND EIGHT HUNDRED”, adding if nec-
essary, “ON...(QNH)”.
1.2.5.2 Expressions of height measured from the 1013.2 hPa datum must always include the
words “FLIGHT LEVEL”.
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Figure 1 — Altimeter Settings
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.
3 VISUAL METEOROLOGICAL CONDITIONS (VMC) — TAKE-

OFF, ENROUTE AND LANDING
3.1 The cloud and visibility criteria for VMC, including specific additional requirements, are con-
tained in section 2.07 of the Part 91 MOS (not published herein).
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4 FLIGHT RULES
4.1 THE VISUAL FLIGHT RULES (VFR)
4.1.1 VFR flight may only be conducted:
a. in VMC;
b. provided that, when not navigating by visual reference to the ground or water, the pilot in
command must comply with the requirements of Chapter 14 of the Part 91 MOS, as if the
flight were an IFR flight;
c. at sub-sonic speeds; and
d. in accordance with speed restrictions identified in ATC — AIRSPACE ORGANIZATION —
Classes of Airspace — Services and Requirements.
4.1.2 Unless the pilot in command is authorized under CASR Part 61 to conduct a flight under
the IFR or at night under the VFR and the aircraft is appropriately equipped for flight at night or
under the IFR, a VFR flight must not be conducted at night.
4.1.3 For pilots not authorized to fly at night, it is recommended that they plan to arrive at the
later of the destination airport or alternate airport at least 10 minutes before last light (allowing for
any required holding).
4.2 SPECIAL VFR

4.2.1 By day, when VMC do not exist, the ATC unit responsible for a CTR or CTA may issue, at
pilot request, and provided an IFR flight will not be unduly delayed, a Special VFR clearance for
flight:
a. in the CTR; or
b. in a CTA next to the CTR for the purpose of entering or leaving the CTR.
4.2.1.1 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 airplanes, 1600m;
2. for helicopters, 800m; or
3. for balloons, 100m below 500 ft AGL and 1600m at and above 500 ft AGL;
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
4.2.2 Special VFR is not permitted in Class E airspace.
4.3 THE INSTRUMENT FLIGHT RULES (IFR)

4.3.1 The IFR must be used by flights conducted in circumstances other than those specified in
paragraph 4.1.
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4.3.2 IFR flights must be conducted in accordance with the airspace speed limitations specified
in ATC — AIRSPACE ORGANIZATION — Classes of Airspace — Services and Requirements.
5 NAVIGATION REQUIREMENTS
5.1 FLIGHT UNDER THE IFR
5.1.1 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 maxi-
mum 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 enroute
radio navigation aids are not available, provided that weather conditions permit flight in VMC
and the visual position fixing requirements of paragraphs 5.2.1b are able to be met.
5.2 FLIGHT UNDER THE VFR

5.2.1 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 paragraph 5.1.1.
b. When navigating by visual reference to the ground or water, the pilot-in-command must posi-
tively 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, such features may include
rocks, reefs and fixed man-made objects which are marked on suitable charts and are read-
ily 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) NM from the track approved by ATC, or, if navi-
gating by reference to radio navigation aids, by more than the tolerances given in paragraph
5.6.
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
paragraph 5.2.1b, or the other navigational requirements of paragraph 5.1 must be met.
(3) Prior to conducting a VFR flight on top of more than SCT of cloud, the pilot-in-command
must ensure that current forecasts and observations (including those available in flight
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observations) indicate that conditions in the area of, and during the period of, the plan-
ned 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 airport in
VMC (see Note).
e. When navigating by reference to radio navigation aids or GNSS, the pilot-in-command must
obtain positive radio fixes at the intervals and by the methods prescribed in paragraphs 5.1
and 5.5.
f. The pilot in command of a VFR flight wishing to navigate by means of radio navigation sys-
tems 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.
NOTE: Pilots should not initiate VFR flight on top of more than SCT cloud when weather condi-
tions 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 indi-
cates that the entire flight will be able to be conducted in VMC.
5.3 TIME
5.3.1 During flight, pilots must maintain a time reference accurate to within +/- 30 seconds.
5.4 TRACK KEEPING

5.4.1 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 avoid-
ance of specified airspaces. Although allowing for errors inherent in the navigation systems used,
these tolerances are based on the assumption that the pilot will maintain track as closely as pos-
sible.
5.4.2 The pilot-in-command must, at all times, take positive action to regain track as soon as a
deviation from the correct track is recognized.
5.4.3 Aircraft must be navigated by the most precise means of track guidance with which the air-
craft is equipped and the pilot is qualified to use.
The order of precision is Localizer, GNSS, VOR, then NDB.
5.5 POSITION FIXING

5.5.1 A positive fix is one determined by:
a. the passage of the aircraft over a 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, localizers 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 30 NM from each of the NDBs; or
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c. GNSS meeting the equipment and pilot requirements of paragraph 5.8 — Radio Navigation
Systems Requirements.
5.6 AIRCRAFT DEVIATIONS IN CONTROLLED AIRSPACE — ADVICE TO

ATC
5.6.1 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.
5.6.2 Additionally, the pilot must immediately notify ATC for any of the deviations described
below:
a. where route or track guidance is provided by a localizer 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 bear-
ing;
c. where route or track guidance is provided by DME – +/- 2 NM or more from the required arc;
d. where route or track guidance is provided by an area navigation system – when the aircraft
cannot be maintained on the desired track plus/minus the prescribed RNP/RNAV value; and
e. when navigating by visual reference to the ground or water – more than 1 NM from the
cleared route or track.
NOTE: The values given above must not be interpreted as defining a sector within which the
pilot is permitted to navigate or tolerances within which deviations from route or track without
clearance are permitted.
5.7 LONG OVER-WATER FLIGHTS

5.7.1 If an aircraft on a long over-water flight operating in oceanic class A airspace has inadver-
tently deviated from the route specified in its ATC clearance, the pilot must take action to regain
the cleared route within 200 NM from the position at which the deviation was observed.
5.8 RADIO NAVIGATION SYSTEMS REQUIREMENTS

5.8.1 The navigation equipment requirements for airplane VFR flights by night and IFR flights
are contained in the following rules:
a. sections 26.07 and 26.08 of the Part 91 MOS; or
b. for Part 121 or 135 operations – section 11.09 of the respective CASR Part MOS.
5.8.2 The navigation equipment requirements for rotorcraft VFR flights by night and IFR flights
are contained in the following rules:
a. section 26.11 and 26.12 of the Part 91 MOS; or
b. for Part 133 operations – section 11.09 of the Part 133 MOS.
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5.9 AIRBORNE WEATHER RADAR

5.9.1 Certain aircraft carrying out Australian air transport operations are required to be fitted with
airborne weather radar equipment. The rules for this equipment are contained in:
a. for Part 121 operations – sections 11.26 and 11.27 of the Part 121 MOS;
b. for Part 133 operations – sections 11.20 and 11.21 of the Part 133 MOS;
c. for Part 135 operations – sections 11.27 and 11.28 of the Part 135 MOS.
5.10 GROUND PROXIMITY WARNING SYSTEM (GPWS)

5.10.1 Certain aircraft carrying out Australian air transport operations are required to be fitted
with GPWS or TAWS. The rules for this equipment are contained in:
a. for Part 121 operations – sections 11.24 and 11.25 of the Part 121 MOS;
b. for Part 133 operations – sections 11.18 and 11.19 of the Part 133 MOS;
c. for Part 135 operations – sections 11.25 and 11.26 of the Part 135 MOS.
5.11 SURVEILLANCE EQUIPMENT

5.11.1 General Requirements and Capabilities
5.11.1.1 The requirements for the carriage and use of surveillance equipment, including trans-
ponders and ADS-B transmitting equipment, are detailed in:
a. for Part 121, 133 or 135 operations – division 13 of chapter 11 of the respective CASR Part
MOS;
b. for sport and recreational aircraft operations – the applicable CAO;
c. for operations under Part 131 – the requirements of CAO 95.53 and 95.54 apply;
d. or other operations – division 26.16 of the Part 91 MOS.
5.11.1.2 Further advice, including advice about installing equipment, can be found in Advisory
Circular (AC) 91-23 (not published herein) and on the CASA website.
5.11.2 Flight Without Serviceable Required Surveillance Equipment
5.11.2.1 Where an aircraft’s required surveillance equipment (transponder or ADS-B OUT) is
unserviceable, the civil aviation legislation requires that a flight may only take place if:
a. the flight begins from an airport at which there is no facility for the surveillance equipment to
be repaired or replaced;
b. the flight ends not more than 72 hours after the time the surveillance equipment was found to
be inoperative; and
c. before the flight commences, the pilot in command informs ATS about the unserviceability.
5.11.2.2 Flights of an aircraft without the required surveillance equipment being serviceable or
fitted to the aircraft may experience delays or restrictions to air traffic control clearances. Pilots in
command should contact ATC for planning advice before the flight commences.
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NOTE: Airservices Australia contact numbers: Brisbane FIR: 07 3866 3224, Melbourne FIR: 03
9235 7420.
5.11.2.3 If surveillance equipment becomes unserviceable in flight, aircraft may experience
delays or ATC assignment of non-optimal cruising levels or routing.
5.11.3 ADS-B Equipment in State Aircraft
5.11.3.1 State aircraft fitted with non-compliant ADS-B transmitting equipment should set the
equipment to output a value of zero for the NUCp, NACp, NIC or SIL. If unable to apply these
settings, 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 ATC — CLIMB AND CRUISE — Cruising Levels — “Due Operational Require-
ment”.
5.12 AIRBORNE COLLISION AVOIDANCE SYSTEM (ACAS) / TRAFFIC

ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS)
5.12.1 Overview
5.12.1.1 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.
5.12.1.2 Pilots of transponder-equipped aircraft should ensure their transponder is switched to
ON/ALT (Mode C) at all times.
NOTE: TCAS will neither track nor display:
a. non-transponder-equipped aircraft;
b. aircraft with an inoperable transponder; or
c. aircraft operating a Mode A transponder.
5.12.2 Use of ACAS/TCAS Indicators
5.12.2.1 Traffic Advisory (TA)
In the event of a TA, pilots 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 maneuvers 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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5.12.2.2 Resolution Advisory (RA)

In the event of an RA, pilots must:
a. immediately conform to the RA indication, even if this conflicts with an air traffic control
(ATC) instruction, unless doing so would jeopardize 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 any RA which requires a deviation from the
current ATC instruction or clearance.
5.12.3 Responsibility for Separation
5.12.3.1 Once an aircraft maneuvers in response to an RA, ATC is not responsible for providing
separation between that aircraft and any other aircraft, airspace, terrain or obstruction.
5.12.3.2 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
maneuver; or
b. comply with any amended ATC clearance or instruction issued.
5.12.3.3 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 maneuver is completed; or
c. the responding aircraft has executed an alternate clearance.
5.12.4 The Australian Transport Safety Bureau (ATSB) requires that all TCAS Resolution Advi-
sories are treated as Routine Reportable Matters (see ATC — AIR TRAFFIC MATTERS — RRM
paragraph 3.2.1(m)).
5.12.5 The ATSB reporting requirements apply to all TCAS-equipped aircraft operating in Aus-
tralian-administered airspace. The requirements also apply to Australian registered aircraft oper-
ating outside Australian-administered airspace.
5.12.6 The above information is required for proactive systems analysis in relation to accident
prevention.
5.12.7 High Vertical Rate (HVR) Encounters
5.12.7.1 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 approach-
ing, an adjacent altitude or flight level. To avoid RAs in these circumstances, the pilot of the climb-
ing or descending aircraft should, where practicable, reduce the vertical rate to less than 1500
FPM when within the last 1000 ft 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.
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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).
5.13 GNSS REPORTING REQUIREMENTS AND PROCEDURES

5.13.1 GNSS systems used to provide distance information to ATS units by pilot reports must
meet the requirements referenced in Radio Navigation Systems.
5.13.2 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 require-
ments and procedures.
5.13.3 When a DME distance is not specifically requested, or when the provision of a DME dis-
tance 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.
5.13.4 Notwithstanding the previous paragraph, if an ATC unit has issued a clearance or restric-
tion based on GNSS distance (e.g., a restriction to reach a certain level by a certain GNSS dis-
tance), pilots must inform ATC if RAIM is not available.
5.13.5 If a GNSS 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 GPS LT VOR, NEGATIVE RAIM.
5.13.6 Databases sometimes contain waypoint information which is not shown on published
charts. Distance information must only be provided in relation to published waypoints unless spe-
cifically requested by an ATS unit.
5.13.7 Where GNSS distance is requested or provided from an NDB, VOR, DME, or published
waypoint, the geographical coordinates of the navigation aid or waypoint must be derived from a
validated database which cannot be modified by the operator or crew.
5.14 GNSS – OPERATIONS WITHOUT RAIM

5.14.1 ATS services, in particular aircraft separation, are predicated on accurate aircraft naviga-
tion and position fixing. If GNSS integrity is not assured, due to loss of RAIM or RAIM ALERT, the
navigation system does not to meet the required standard for navigation or the application of area
navigation based separation standards. When GNSS integrity is not assured, the following proce-
dures must be adopted:
a. Aircraft tracking must be closely monitored against other on board navigation systems.
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b. The pilot in command of an aircraft must advise ATS if any of the following occurs:
1. during an en route phase of flight — there is RAIM loss or loss of GNSS integrity for
more than 5 minutes;
2. during a terminal phase of flight — there is RAIM loss or loss of GNSS integrity;
3. when ATS requests the provision of GNSS-derived information — RAIM or GNSS integ-
rity is not available;
4. when ATS grants a clearance or imposes a requirement based on GNSS-derived infor-
mation — RAIM or GNSS integrity is not available;
5. the GNSS receiver is in dead-reckoning mode, or experiences loss of its navigation
function, for more than 1 minute.
c. If valid position information is lost or non-RAIM operation exceeds 5 minutes, the GNSS
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 GNSS information. This will allow ATC to reassess the appropriate
separation standards.
6 OPERATIONS IN OCEANIC CONTROL AREA (OCA)

6.1 CLEARANCE REQUIREMENTS
6.1.1 Aircraft not in receipt of an airways clearance in another FIR are required to obtain an air-
ways 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 clearance may be obtained from Brisbane (YBBB) or Melbourne (YMMM), as appro-
priate.
6.2 MACH NUMBER TECHNIQUE

6.2.1 The 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.
6.2.2 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.
6.2.3 Pilots are required to readback and maintain an assigned Mach Number. ATC approval
must be obtained before making any change. If an immediate temporary change is essential (e.g.,
due to turbulence), ATC must be notified as soon as possible that such a change has been made.
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6.2.4 MNT may also be applied by ATC in Australian control areas.
6.3 USE OF GNSS IN OCEANIC AND REMOTE AREAS

6.3.1 Australia has approved the use of GNSS as a primary means of navigation for oceanic/
remote areas. Aircraft operators intending to utilize 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.
6.3.2 To ensure navigation integrity, an appropriate enroute GNSS prediction analysis, using the
software provided by the GNSS manufacturer, must be conducted prior to flight. For this analysis,
the following parameters, or equivalents, must be used:
a. the route or airspace RNP, where published; or
b. a centerline space of:
1. 20 NM for flight in CTA, and
2. 50 NM for flight in OCA.
6.3.3 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 air-
craft may flight plan on designated ATS RNAV routes within Australian FIRs.
6.4 OPERATIONS IN OCEANIC AIRSPACE REQUIRING PERFORMANCE-

BASED COMMUNICATION AND SURVEILLANCE (PBCS)
AUTHORIZATION
6.4.1 ICAO have introduced new provisions on PBCS calling for States to prescribe Required
Communication Performance (RCP) and Required Surveillance Performance (RSP) specifications
in their airspace as appropriate to the level of air traffic services provided. RCP 240 and RSP 180
are being applied in addition to Required Navigation Performance (RNP) specifications to certain
separation minima in oceanic airspace by some States.
6.4.2 Australia has filed a difference with ICAO and has not yet implemented RCP or RSP.
6.4.3 Flights proceeding outside Australia should be aware that some States have prescribed
RCP 240 and RSP 180 specifications in their administered airspace. Those States may require
operators to be authorized by CASA to declare their RCP and RSP capabilities and for entering
the respective descriptors in their flight plans.
6.4.4 CASA has issued an Instrument, number CASA 33/18 – Required Communication Per-
formance and Required Surveillance Performance (RCP 240 and RSP 180) Capability Declara-
tions – Direction 2018, which states the requirements for Australian operators to assess their
compliance to RCP 240 and RSP 180 specifications and declare their readiness by entering the
respective RCP and RSP descriptors in their flight plans.
6.4.5 Guidance on PBCS and the subject CASA Instrument is provided in Advisory Circular (AC)
91-06 V1.0 (not published herein).
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6.5 STRATEGIC LATERAL OFFSET PROCEDURES (SLOP) IN OCA

6.5.1 Aircraft operating in OCA within Australian administered airspace are authorized to use
strategic lateral offset procedures (SLOP) in accordance with the requirements detailed below.
6.5.2 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 2 NM 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 enroute phase of flight.
d. The offset may only be used in OCA. Pilots must fly the route centerline for any portion of
their route within CTA. Pilots must return to centerline before leaving OCA or, where the sub-
sequent 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; eg, 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.
6.5.3 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.
6.5.4 The use of SLOP is recommended in OCA for aircraft cruising at levels not in compliance
with the Table of Cruising Levels.
7 CLEARANCES — PILOT RESPONSIBILITY

7.1 A clearance issued by an ATS unit is only an authorization for the pilot-in-command to pro-
ceed in accordance with the terms of the clearance. The clearance is not an authorization for a
pilot to deviate from any regulation, order, operating standard or procedure, or minimum altitude
nor to conduct unsafe operations in their aircraft. Further, the issuance and acceptance of a clear-
ance in no way abrogates or transfers to an ATS unit the responsibilities of the pilot-in-command.
8 [Reserved]
9 FUEL REQUIREMENTS
9.1 GENERAL
9.1.1 Refer to the relevant CASR Part 91, 121 133 and 135 rules relating to fuel carriage. AC
91-15 provides guidance material for these requirements.
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9.2 HOLDING FUEL

9.2.1 Weather Holding Fuel
9.2.1.1 Weather holding fuel requirements are detailed at section ATC — AIRPORTS AND
GROUND AIDS — Weather Conditions.
9.2.2 Estimated Airborne Traffic Delays
9.2.2.1
Brisbane Intl Traffic Holding Fuel
ESTIMATED AIRBORNE TRAFFIC DELAYS FOR ARR ACFT may be expected due to terminal
area traffic density and/or single RWY operations:
MON – FRI 2100–0000 UTC and 0600–1100 UTC: Less than 20 minutes;
SAT 2100–0000 UTC: 20 minutes;
SUN 0600–1100 UTC: 20 minutes;
DAILY 0000–0600 UTC: 10 minutes.
NOTE: Actual holding times may differ from holding estimates. Historical data on actual holding is
available from the NCC.
Brisbane/Archerfield Traffic Holding Fuel
ESTIMATED AIRBORNE TRAFFIC DELAYS FOR ARR ACFT: IFR ACFT proceeding to YBAF
via Brisbane Class C airspace and VFR ACFT ARR after last light may expect delays due to ter-
minal area traffic density:
ANTICIPATED TRAFFIC DELAYS for departing aircraft: IFR aircraft departing YBAF directly into
Brisbane Class C airspace may expect delays due to terminal area traffic density. VFR aircraft
departing after last light may also expect delays.
DAILY 2100–1100 UTC: 20 minutes unless the aircraft is a declared MEDEVAC, SAR, FFR or
other priority flight.
Melbourne Intl Traffic Holding Fuel
MON – FRI 2100–0000 UTC and 0600–1100 UTC: 20 minutes;
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NOTE: All times 1 hour earlier during hours of daylight savings. Actual holding times may differ
from holding estimates. Historical data on actual holding is available from the NCC.
Melbourne/Essendon Traffic Holding Fuel
area traffic density:
MON – THU: 0845–0945 Local: 10 minutes;
FRI 0945–1045 Local: 10 minutes.
Perth Intl Traffic Holding Fuel Advisory
MON to FRI
0100–0500 UTC: 10 minutes;
0500–0900 UTC: 5 minutes;
0900–1300 UTC: 20 minutes.
Perth/Jandakot Traffic Holding Fuel
ESTIMATED AIRBORNE TRAFFIC DELAYS FOR ARR IFR ACFT may be expected due to termi-
nal area traffic density:
MON – FRI 0100–0500 UTC: 10 minutes;
MON – FRI 0900–1300 UTC: 10 minutes.
available from the Network Coordination Centre (phone 1800 020 626).
Sydney Intl Traffic Holding Fuel
DAILY: 20 MIN.
EXCEPTION MON – FRI 2100–0100 UTC (1 hour earlier during hours of daylight savings), all air-
craft that do not meet the requirements for Precision Runway Monitor (PRM) OPS: 30 minutes.
NOTE 1: Actual holding times may differ from holding estimates. Historical data on actual holding
is available from the NCC.
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NOTE 2: Outside the hours of daylight saving, FLT SKED BTN 2000 and 2059 that are earlier
than SEMAP arrival fix time – 30 MIN may expect further DLA associated with curfew restrictions.
Sydney / Bankstown Traffic Holding Fuel
ESTIMATED AIRBORNE TRAFFIC DELAYS FOR ARR IFR ACFT may be expected due to termi-
nal area traffic density:
DAILY 2000–1300 UTC: 15 minutes;
Williamtown (Military) Traffic Holding Fuel
All civil aircraft require 30 minutes holding fuel during Air Traffic Service hours. Non-standard pri-
orities apply during Air Traffic Service hours.
10 MINIMUM FUEL
10.1 The pilot-in-command shall advise ATC of a minimum fuel state by declaring MINIMUM
FUEL when, having committed to land at a specific airport, the pilot-in-command calculates that
any change to the existing clearance to that airport may result in landing with less than fixed fuel
reserve.
NOTE 1: The declaration of MINIMUM FUEL informs ATC that all planned airport options have
been reduced to a specific airport of intended landing and any change to the existing clearance
may result in landing with less than final fuel reserve. This is not an emergency situation but an
indication that an emergency situation is possible should any additional delay occur.
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 aircraft to ensure other ATC units are aware of the
flight’s fuel state.
11 EMERGENCY FUEL
11.1 The pilot-in-command must 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 airport where a safe landing can be made is less than the final fuel
reserve.
NOTE 1: MAYDAY FUEL declaration is a distress message.
NOTE 2: In circumstances where a normal approach and landing is expected and the pilot
assesses there is no requirement for emergency services, ATS should be so advised as early as
possible, e.g., “EXPECTING NORMAL APPROACH AND LANDING, EMERGENCY SERVICES
NOT REQUIRED.”
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12 FUEL DUMPING IN FLIGHT

12.1 Release of fuel from an aircraft is not permitted except in an emergency or non-normal sit-
uation.
12.2 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 6000 ft and in an area nomina-
ted by ATC.
12.3 The pilot should advise ATC if radio silence is required during the fuel dumping operation.
13 FLYING TRAINING
13.1 AB INITIO FLYING TRAINING AT AN AIRPORT
13.1.1 It is recommended that airports at which ab initio flight training is conducted have the fol-
lowing characteristics:
a. The TODA and LDA for the runway are at least 120% of the distance required by the Aircraft
Flight Manual or performance chart;
b. In the case of airplanes for which there is no Aircraft Flight Manual or performance chart, the
TODA and LDA for the runway are at least 120% of the distance specified in the airplane’s
certificate of airworthiness;
c. There are obstacle-clear approach and take-off slopes of no more than 3.33% to a distance
of 1600M from each end of the runway.
13.2 FLYING TRAINING CLEARANCE

13.2.1 Pilots of multi-engined aircraft must obtain ATC approval before conducting asymmetric
training within 5 NM of a controlled airport.
13.3 AIRPLANE AND ROTORCRAFT SIMULATED FAILURES

13.3.1 CASR 91.730 through to 91.750 contain specific rules relating to certain airplane training
and checking activities. CASR 91.755 through to 91.775 contain specific rules relating to certain
rotorcraft training and checking activities.
13.3.2 For CASR 91.750(2)(g), and for CASR 91.775(2)(f)(i), the circling area mentioned is
either:
a. prescribed IFR circling area for the airport associated with an authorized instrument
approach procedure, or
b. if there is no prescribed IFR circling area of this kind for the airport, within 3 NM of the airport
reference point, but only for an airplane with MTOW less than or equal to 5700kg.
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NOTE: Pilots should not initiate VFR flight on top of more than SCT cloud when weather condi-
tions 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 indi-
cates that the entire flight will be able to be conducted in VMC.
13.4 SPECIAL STANDBY OF FIRE SERVICES

13.4.1 A pilot conducting training in take-offs and landings with a multi-engine 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.
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1 FLIGHT PLAN PREPARATION

1.1 Before beginning a flight, a pilot-in-command must study all available information appropri-
ate to the intended operation, and, in the cases of flights away from the vicinity of an airport,
flights over water and all IFR flights, must make a careful study of:
a. current weather reports and forecasts for the route to be flown and the airports to be used;
b. the airways facilities available on the route to be flown and the condition of those facilities;
c. the condition of airports to be used and their suitability for the aircraft to be used; and
d. the Air Traffic Control rules and procedures pertaining to the particular flight; and
e. all Head Office and FIR NOTAM applicable to the enroute phase of flight, and location-spe-
cific NOTAM for airports.
The pilot must then plan the flight in relation to the information obtained.
1.2 FORECASTS
1.2.1 Forecast information must include:
a. an airport forecast for the:
1. departure;
2. destination; and
3. when required, any alternate airports; and
b. one of the following:
1. a flight forecast; or
2. a GAF (at and below A100); or
3. 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.
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 of 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. for Part 121 operations — the authorized weather forecasts for the route, destination and
any planned alternate airports, are obtained within 30 minutes after departure.
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b. for all other operations — the authorized weather forecast for the destination airport is
obtained within 30 minutes after departure.
1.2.3 For flights to a destination for which an airport forecast is required and cannot be obtained,
the flight is permitted to depart provided an alternate airport meeting all the requirements speci-
fied in ATC — AIRPORTS AND GROUND AIDS — Alternate Airports is provided.
1.2.4 A pilot-in-command must ensure that the forecasts cover the period of the flight and that
the airport forecasts for the destination and alternate airports, 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.
1.2.5 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 conclu-
ded safely.
1.2.6 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.
1.2.7 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.
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
enroute GNSS prediction analysis be conducted prior to each flight.
2 PREFLIGHT INFORMATION AND FLIGHT NOTIFICATION

2.1 GENERAL
2.1.1 Preflight information and flight notification and distribution service is provided from the
National Aeronautical Information Processing System (NAIPS).
2.1.2 A national help desk is available H24 on 1800 801 960.
2.2 PREFLIGHT INFORMATION SERVICES

2.2.1 The preflight information service offers a range of services which are supported by NAIPS.
NAIPS contains a database of NOTAM and meteorological information.
2.2.2 The service delivery options for preflight information and flight notification, in order of pref-
erence:
– Airservices’ website:
http://www.airservicesaustralia.com (click on pilot briefing)
– AVFAX (weather & NOTAM only): 1800 805 150*
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– METBRIEF (weather only): 1800 805 150*

– Personal briefing: 1800 805 150*
– By radio, where telephone facilities are not available. *Charges apply.
2.2.3 For meteorological information only:
a. Civil aviation – Bureau of Meteorology
Website: http://www.bom.gov.au
b. Military users – meteorological information can also be obtained from the BoM, Defence
Meteorological Office (Defence MO) Phone (02) 6210 3042 or 1800 203 860, or website
http://www.bom.gov.au/defence (access details available from Defence MO).
2.3 AIRSERVICES’ INTERNET ACCESS TO NAIPS

2.3.1 Internet
2.3.1.1 Preflight information and flight notification services are available via the NAIPS Internet
Service (NIS). The service is available via a Web browser on the Airservices’ home page – http://
www.airservicesaustralia.com (click on pilot briefing).
2.3.1.2 Users are required to be registered. Instruction about obtaining registration, user ID and
passwords are available from the NAIPS Internet Service Login page. User documentation is also
available from the NAIPS Internet Service Login page or the Documents and Downloads page.
2.3.1.3 Information available via the internet includes:
a. Preflight information:
– Specific Preflight Information Briefing (SPFIB);
– Full text NOTAM;
– Location briefing;
– Area briefing;
– Special MET briefing;
– General MET forecasts;
– First / last light calculations;
– Wind / temperature profile;
– Restricted Area Briefing;
– Retrieve previous SPFIB;
– Update SPFIB;
– Update AVFAX briefing;
– GPS RAIM (Receiver Autonomous Integrity Monitoring) availability;
– NAIPS charts; and
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– UTC time check.

b. Flight notification using:
– stored flight files;
– SPFIB;
– the Flight Notification form.
– Domestic/ICAO
– SARTIME
NOTE: The Internet does not form part of the ATS operational system. Access to these services
is dependent on the normal availability and reliability of the Internet.
2.3.2 The above services are available as a menu choice, and on-line help is available for those
unfamiliar with the service. User documentation is available when the software is acquired.
2.3.3 The NAIPS database recognizes aerodrome abbreviations, waypoints, or common names
when providing SPFIB or for flight notifications. Retrieval of locations from NAIPS using the
common name function requires a correct match with the name. Special cases are as follows:
a. In the case of two names separated by an oblique stroke, e.g. Proserpine/Whitsunday Coast,
the location is retrieved by the first common name only.
b. For locations associated with a capital city aerodrome (e.g., Perth/Jandakot or Brisbane/
Archerfield), the location is retrieved by use of the second common name (i.e., Jandakot,
Archerfield).
c. Common names for airspace groups are retrieved by the use of the name plus the word “air-
space”.
d. If the common name for a location is in doubt, a search directory is available.
2.4 SPECIFIC PREFLIGHT INFORMATION BRIEFING (SPFIB)

2.4.1 An SPFIB is a briefing based on a route. The MET and NOTAM data presented is based
on set parameters of Route, Time and Height. Data outside these parameters will be omitted from
the briefing. The route can be either one stored in NAIPS and accessed via the route directory or
as described in the data entry form (either DCT or up to 30 waypoints).
2.4.2 All NOTAM in an SPFIB revert to a 1 line summary if the NOTAM is more than 7 days old.
Full text NOTAM are available if required. A briefing reference number is provided to enable
updates to be obtained from NAIPS or the briefing office. The update is available as long as the
briefing is valid (from 1 to 240 hours with a default of 24 hours).
2.4.3 SPFIB are available from NAIPS (via the Internet) and the briefing office. To assist with
obtaining briefings, routes between main city pairs are stored in NAIPS for use in SPFIB.
2.4.4 SPFIB Using stored routes
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2.4.4.1 The stored routes are a High route (above FL200), Low route (below FL200) or Interna-
tional route (routes leaving Australia). More than one route may exist between any two locations.
A list of stored routes is available from the route directory.
2.4.4.2 Low level stored routes (prefixed with L and a number) will provide the following data:
a. Head Office NOTAM.
b. FIR NOTAM relevant to the route.
c. MET and NOTAM for departure, destination and alternate.
d. GPS RAIM forecasts for departure, destination and alternate.
e. ATIS for departure and destination (and alternate if available).
f. NOTAM on PRD areas with 50 NM radius of departure and destination.
g. Area forecasts, AIRMET, SIGMET and AIREP Specials.
h. Wind and temperature profile if planned level is above FL110.
i. NOTAM on all locations within 50 NM either side of route, except surface NOTAM.
2.4.4.3 High level stored routes (prefixed with H and a number) will provide the following data:
b. MET and NOTAM for departure, destination and alternate.
c. GPS RAIM forecasts for departure, destination and alternate.
d. ATIS for departure and destination (and alternate if available).
e. NOTAM on PRD areas with 50 NM radius of departure and destination.
f. FIR NOTAM relevant to the route and height band.
g. SIGMET and AIREP Specials.
h. Wind and temperature profile.
i. NOTAM on all locations within 50 NM either side of route, except surface NOTAM.
2.4.5 SPFIB using Ad-hoc routes.
2.4.5.1 When a stored route is not available, an SPFIB can be obtained by entering the depar-
ture, destination and alternate, and then describing the route as direct (DCT) or by entering up to
30 waypoints. This will provide the following data:
b. MET and NOTAM for departure, destination and alternate.
c. GPS RAIM forecasts for departure, destination and alternate.
d. ATIS for departure and destination (and alternate if available).
e. NOTAM on PRD areas with 50 NM radius of departure and destination, unless departure or
destination is a latitude/longitude.
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f. AIREP Specials on waypoints in the route.

g. Wind and temperature profile if planned level is above FL110.
h. Enroute NOTAM for waypoints in route, except surface NOTAM.
2.4.5.2 PRD, FIR NOTAM and area forecasts relating to the route are not automatically included
in the ad-hoc SPFIB and must be requested separately in the additional locations field. The data
in these fields is related to the planned flight level.
2.4.6 Briefing Filters.
2.4.6.1 The SPFIB tailors the briefing data as much as possible to that essential to the route.
Additionally data is filtered by use of time and planned flight level.
2.4.6.2 Time filter: NAIPS selects data by using the first EOBT and the time period specified by
the pilot (between 1 and 240 hours). Only current data or data becoming current during the speci-
fied time period will be presented in the SPFIB.
2.4.6.3 Flight level filter: NAIPS selects data by using the planned level of the aircraft and only
providing both NOTAM and MET information relating to that flight level. CAUTION: A briefing
done for a high flight level will not include data relevant to a low level. This may present a problem
if the aircraft descends to a lower level without updating the briefing.
2.5 FLIGHT INFORMATION CENTER

2.5.1 Briefing staff provide a flight notification acceptance service, and NOTAM, meteorological
and other briefing information, by telephone and facsimile in response to requests for specific
information.
Domestic
Tel: 1 800 805 150
Fax: 1 800 805 150
International
Tel: 61 2 6268 5062
Fax: 61 2 6268 5033
Canberra
Tel: 02 6268 5062
Fax: 02 6268 5033
2.5.2 Technical Elaboration of Meteorological Products

2.5.2.1 The pilot in command is responsible for requesting and interpreting preflight information.
Requests to the briefing office for a technical elaboration of requirements must be referred, as
appropriate, to ATS or meteorological specialists.
2.5.2.2 Requests for elaborative briefings, technical interpretations, non-routine forecasts, etc.,
can be made to the following Bureau of Meteorology offices:
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NSW-E 02 9296 1526

NSW-W 02 9296 1527
NT 08 8920 3814
QLD-N 07 3239 8721
QLD-S 07 3229 1854
SA 08 8366 2773
TAS 03 6221 2026
VIC 03 9669 4850
WA-N 08 9263 2259
WA-S 08 9263 2255
Military users 02 6210 3042 or 1800 203 860
2.5.3 International Operations

2.5.3.1 A preflight briefing service is provided by the Briefing Office for adjoining Flight Informa-
tion Regions (FIR) where available. For pilots flight planning to Australia from locations such as
Norfolk I, an information service is available via telephone.
2.6 AVFAX (METEOROLOGICAL AND NOTAM FACSIMILE SERVICE)

2.6.1 AVFAX is a self help system which delivers meteorological and NOTAM information,
including charts, from NAIPS, to a nominated facsimile number, in response to a tone generated
telephone request. AVFAX products and custom codes can also be accessed online via the
NAIPS Internet Service. Each AVFAX briefing contains a reference number which can be used
online, quoted to the briefing office or in-flight to obtain an update on the original briefing.
Telephone:
1 800 805 150
NOTE: See Meteorology, Automated Briefing Systems.
2.7 METBRIEF (AUTOMATED METEOROLOGICAL TELEPHONE

BRIEFING)
2.7.1 METBRIEF is a self help system which delivers meteorological information on the tele-
phone, using a computer generated voice, in response to a tone generated telephone request.
Telephone:
1 800 805 150
2.8 FLIGHTWATCH (FLIGHT INFORMATION SERVICE ON REQUEST)

2.8.1 FLIGHTWATCH and ATC provide an in-flight NOTAM and meteorological briefing service
via air-ground communications channels to pilots unable to obtain information preflight, or who
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require an in-flight briefing update. This service will be limited to information considered essential
to the first point of intended landing where access to a telephone or facsimile is available.
2.9 FLIGHT NOTIFICATION

2.9.1 The pilot-in-command is responsible for flight planning and notification and for the accu-
racy of the flight notification. If submitting notification via NAIPS, automatic validation of some
details will be carried out by the system. These include locations, EOBT and SARTIME details for
the flight. If details are not provided, or are incorrect, the NAIPS system will make the user aware
that an amendment should be made to the flight notification, if delays are not to be incurred.
2.9.2 Pilots must be mindful of how significant points or turning points are processed. If a
common name is entered in lieu of an airport abbreviation or navigational aid/waypoint, the flight
notification output will assume the aircraft is tracking over a navigational aid/waypoint e.g., the
location WALGETT will translate to WLG, not YWLG.
2.9.3 The aircraft identification “NOSEND” has been allocated for training purposes. Flight notifi-
cations filed with this call sign will not be processed by briefing offices.
2.9.4 If submitting details by facsimile:
a. print firmly and clearly with a black pen using block letters, correct errors by crossing out and
writing correct data adjacent. Do not overwrite;
b. check for errors or omissions prior to transmitting;
c. do not use highlighting pens on the plan prior to transmitting;
d. it is recommended that a departure point, contact phone or facsimile number is recorded on
both sides of the plan in case of a wrong side up transmission;
e. ensure the plan is sent to the correct number, and wait for the “OK” transmission message;
f. phone the briefing office if confirmation of receipt is required.
g. Confirmation of receipt is required when a SARTIME has been submitted.
2.9.5 Stored Flight Files
2.9.5.1 Stored flight files are specific preflight briefings (SPFIB) or flight notifications regularly
used by operators and which have been stored by users in the NAIPS Internet Service or that the
briefing office has agreed to store in the computer database after consultation with the company
concerned. Such flight files enable quick and efficient activation by either the pilot through pilot
access, or the briefing officers direct to NAIPS.
2.9.5.2 A flight notification stored in such a way is appended by the abbreviation -FPL to distin-
guish it from the SPFIB which may have the same company identifier.
2.9.5.3 It is the responsibility of the originating organization to ensure the accuracy of informa-
tion contained in stored flight files.
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2.9.6 Auto-Filed Flight Notifications

2.9.6.1 These are flight plans prepared by specialist flight planning organizations which some
airlines use to prepare and submit their plans to ATS units providing services to the flight.
2.9.7 Submission of Flight Notification with EOBT and DOF
2.9.7.1 Flight plans may be submitted up to 120 hours (5 days) in advance. All flight plans must
contain a date of flight (DOF), even if the flight is for the current day.
2.9.7.2 Flight Notifications submitted with an EOBT of more than 21 hours from the time of sub-
mission are stored and automatically distributed when the EOBT comes within 21 hours.
2.9.7.3 How to Enter the EOBT or DOF
Enter the EOBT as a four figure time in the format HHMM. Enter DOF as YYMMDD (even if the
date of flight is the current day).
2.9.7.4 Changes to EOBT and DOF
Changes may be made to the EOBT or DOF by:
a. Advising your new EOBT or DOF to the briefing office, or
b. Using the AMD/CNL function of the NAIPS Internet Service and enter your new EOBT or
DOF.
IMPORTANT: WHERE THE EOBT CHANGES ACROSS TIME 0000, BOTH EOBT AND DOF
MUST BE CHANGED.
2.9.7.5 Other Changes to Flight Notification
Other changes to your flight notification may be submitted as they currently are. However if a
CHG is submitted after the EOBT or DOF has passed the EOBT or DOF MUST be updated
along with any other changes that are made to the flight notification.
2.9.7.6 More Information
For further information or assistance on submitting a flight notification or Change to flight notifica-
tion, contact the National Briefing Office on 1800 805 150.
3 FLIGHT NOTIFICATION
3.1 Flight notification requirements are divided into two specific categories:
a. those affecting IFR flights; and
b. those affecting VFR flights.
IFR flights require the submission of flight notification details and the transmission of in-flight pro-
gress reports at regular intervals. SARWATCH is based primarily on the receipt of these reports
by ATS. (See also AIR TRAFFIC CONTROL — COMMUNICATIONS — Radio Communications.)
3.3 Pilots of VFR flights nominating a SARTIME to ATS, and those intending to operate in con-
trolled airspace (except for VFR flights in Class E airspace) must submit flight details to ATS.
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3.4 The order of preference for pilots to submit comprehensive flight notification are:
a. via pilot access to NAIPS (via the internet),
b. in writing,
c. by telephone, or
d. by radio to ATS.
3.5 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 notifica-
tion may be subject to delay.
3.6 Pilots submitting SARTIME flight notifications by facsimile must confirm receipt of the notifi-
cation with the briefing office. Further, Airservices strongly recommends that when any flight notifi-
cation is submitted by facsimile, the pilot or operator telephones the briefing office before depar-
ture to confirm that the facsimile has been received.
3.7 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.
3.8 When submitting flight notification by radio, pilots should be mindful of the need to minimize
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.
3.9 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.
3.10 Pilots of VFR flights wishing to operate in other than Classes C or D airspace, and who
wish to nominate a SARTIME, may submit details in the NAIPS SARTIME flight notification format
(via the internet). If submitting the flight notification by facsimile or via telephone, the only form
available is the Australian Domestic Flight Notification form.
Pilots conducting a Community Service Flight as defined in ATC — DEFINITIONS AND ABBRE-
VIATIONS are required to submit a flight notification (see paragraph 3.22 below and ATC — SPE-
CIAL OPERATIONS AND REQUIREMENTS — Requirements for Community Service Flights
(CSF)) and identify the flight as a community service flight by entering the acronym “CSF” in the
remarks section of the flight notification. If the flight notification is submitted by radio, the pilot is
required to request ATS to annotate the flight as a CSF.
NOTE: Pilots are also required to annotate their personal logbook entry for the flight (required by
regulation 61.345) to reflect that the flight was conducted as a CSF.
3.12 If a VFR flight is one of the following:
a. a flight conducting an air transport operation; or
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b. a flight over water that is conducted beyond a distance from land greater than that which
would allow the aircraft to reach land with an engine inoperative; or
c. a flight in a designated remote area; or
d. a flight at night proceeding beyond 120 NM from the airport of departure;
Then the pilot in command must ensure one of the following has occurred:
a. submission of a flight plan, or
b. nomination of a SARTIME for arrival, or
c. leave a flight note with a responsible person.
3.13 VFR flights which are required to, or wish to, use a SARTIME may do so by providing ATS
with the following details:
a. call sign;
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 imme-
diately before the start of each flight.
3.14 VFR flights operating on SARTIME are requested to include contact telephone details for
the pilot or company at the destination where available.
3.15 VFR flights may operate on reporting schedules in the following circumstances:
a. flood, fire or famine relief flights;
b. search and rescue flights;
c. overwater flights; and
d. military flights.
3.16 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.
3.17 Submission of flight details at least 30 minutes before EOBT is recommended.
3.18 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 computerized SSR Code/Call Sign Management System.
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3.19 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.
3.20 SARTIMEs are managed on a national basis by the central SARTIME management data-
base, CENSAR.
3.21 The following table identifies flight notification options for the various classes and types of
operations when flying IFR or VFR.
Summary of Flight Notifi-

Flight Rules Class of Airspace Type of Operation
cation Options
IFR All classes All operations Submit a flight plan
VFR Class C and D All operations Submit a flight plan
VFR Any Air transport operation; Submit a flight plan; or
or
Over water flights; or Nominate a SARTIME; or
In designated remote Leave a flight note
areas; or
At night proceeding be-
yond 120 NM from the
airport of departure
VFR Any CSF Submit a flight plan; or
Nominate a SARTIME
VFR Class E and G Any other operations Submit a flight plan; or
not mentioned above Nominate a SARTIME; or
Leave a flight note; or
No notification
3.22 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.
4 FLIGHT NOTIFICATION / NOTE CONTENTS

4.1 FORMS
4.1.1 An example of the Australian Domestic flight notification form is included in paragraph 8.
Instructions for completion of the Australian Domestic Flight Notification form for both IFR and
VFR flights are also contained in paragraph 8. In a number of cases, particularly in Item 19, com-
pletion is recommended as good practice. If mandatory fields are left incomplete, delays may
occur.
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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.
4.1.2 The flight notification forms are available from the Airservices website (www.airservice-
saustralia.com/flight-briefing/).
4.1.3 The suggested format for a Flight Note is at APPENDIX 3. This form is available from the
CASA website: www.casa.gov.au.
4.2 FLIGHT RULES

4.2.1 Flight rules must be indicated in any flight notification, except for VFR flights operating
wholly outside controlled airspace nominating a SARTIME.
4.2.2
4.2.2 Flights which, within a single stage, will be flown under both the IFR and VFR must indi-
cate:
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.
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.
4.3 PBN NOTIFICATION

4.3.1 No indication on the flight notification form is required for Visual Navigation or DR Substi-
tute applications of GNSS.
4.3.2 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 Appen-
dix 2 to this section.
4.3.3
4.4 MILITARY FLIGHT

4.4.1 Military flights operating on LJR for any part of a flight must submit flight notification to
ATS, regardless of flight rules.
4.4.2 LJR notification is required for flights planned below 5000 FT AGL within Class G airspace
for aircraft that:
a. operate with a TAS above 250 kt;
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b. have nominated NOCOM for any portion of the flight; or

c. are unable to meet reporting requirements.
NOTE: LJR notification is not required if the MLJ is operating within a danger area established for
that purpose.
4.4.3 Military flights with an LJR component are required to provide EETs for all points nomina-
ted in Item 15 of their flight notification to enable ATS units to provide an effective service.
4.4.4 Military flights carrying out specific operations notified in the remarks section of the flight
notification form, together with a level at or below 1000 ft will be operating with reference to
ground level.
4.4.5 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/MILSPECREQ in
Item 18.
4.4.6 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.
4.5 GENERAL
4.6.1
4.5.1 Pilots of flights operating IFR under a Private IFR rating must include this advice when
submitting flight notification. Flight Procedure Authorizations (FPAs) applicable to flight within con-
trolled airspace must also be included.
4.5.2 For flights not operating along an ATS route, reporting points should be provided in
Item 15 for locations approximately 30 minutes or 200 NM apart.
4.6 LOCATION DATA

4.6.1 Any location abbreviations used should be authorized abbreviations (e.g., published in
AIP).
4.6.2 If a common name is entered into NAIPS in lieu of an airport abbreviation or navigational
aid/way-point, the flight notification output will assume that the aircraft is tracking over a naviga-
tional aid/way-point and not the airport; e.g., the location HOLBROOK will translate to HBK, not
YHBK.
4.6.3 Some locations with abbreviations may not have fixed positions (e.g., HAS associated with
a mobile oil platform or ship). These location codes are linked to a fixed geographical coordinates
in systems and detests. 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 4-letter location code in flight plans. Pilots must then use the “ZZZZ”
procedure as specified in AIP ENR 1.10 Appendix 2 Item 13 and Item 16.
When the NOTAM office is notified that the mobile oil platform/ship is back in its original position,
the NOTAM will be cancelled and use of the 4-letter location code in flight plans may resume.
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4.6.4 Pilots entering geographical coordinates must adhere to the correct format e.g.,
2730S15327E.
5 FLIGHT NOTIFICATION AMENDMENT

5.1 When flight notification details have been submitted and amendment is necessary, advise
ATS of the following items as soon as possible:
VFR wholly outside

All IFR & VFR in
Item Details control areas nomi-
CTR/CTA
nating a SARTIME
7 Aircraft ident and/or registration X X
Flight rules to which flight will be oper-
8 X
ating
10 Serviceability of equipment carried X
Departure airport and EOBT if the X
13 change exceeds 30 minutes X
Departure airport only
15, 16 Route, landing points or alternates X X
15 Cruising level X
15 Speed and estimated total elapsed time X
Any change to:
STS/
18 PBN/ X X
NAV/
RMK/ (includes SARTIME)
19 POB X
5.2 If advising ATS of a change of aircraft ident and/or registration, pilots of SARTIME flights
must also advise, prior to takeoff, that the flight is subject to a SARTIME.
5.3 To assist in managing the airways system, pilots should always warn ATS of any flight notifi-
cation amendments by utilizing appropriate alerting phraseologies; e.g.:
“MELBOURNE CENTER, DELTA MIKE GOLF, IFR FLIGHT PLAN AMENDMENT”
or
“FLIGHTWATCH, DELTA MIKE GOLF, SARTIME FLIGHT PLAN AMENDMENT”.
6 CARRIAGE OF FLIGHT DOCUMENTATION

6.1 Pilots conducting certain flights (see the relevant rules in CASR Parts 91, 121, 131 (CAO
95.53 and CAO 95.54 apply),133 and 135 relating to the carriage of documents) are required to
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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. in NOTAM, or
c. authorized aeronautical information by a data service provider, that are relevant to the route
to be flown, and any probable diversionary route that may be flown, on that flight; or
d. for a flight in a foreign country:
1. in the document that in that country is equivalent to the AIP; or
2. by an organization approved to publish aeronautical information by the national aviation
authority of that country.
7 AIR TRAFFIC FLOW MANAGEMENT

7.1 FLOW MANAGEMENT STAGES
7.1.1 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 3 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 Net-
work 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. Airservices Australia ATC manage this service.
7.1.2 Tactical flow management takes precedence over pre tactical air traffic flow management
which in turn takes precedence over strategic air traffic flow management.
7.2 STRATEGIC — SCHEDULE COORDINATION

7.2.1 An airline has the responsibility to obtain permission to operate services from the airport
owner and/or operator.
7.2.2 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 Melbourne All international flights
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7.2.3 ACA slots may be obtained from ACA MON–FRI 2200-0600 UTC as follows:
Sydney International Airport

Address: PO Box 3047
NSW
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2020
Tel: +61 2 9313 5469
E-Mail: slots@airportcoordination.org
Internet: www.airportcoordination.org
SITA: HQDACXH
calling at the office:
International Terminal, Sydney Airport
Address: Level 3, Suite 1297
7.2.4 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.
7.2.5 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.
7.2.6 Allocated ACA slots may be subject to change by ATFM due to operational constraints.
7.3 PRE TACTICAL — GROUND DELAY PROGRAM

7.3.1 General
7.3.1.1 The NCC publishes GDP for:
a. arrivals to Sydney, Brisbane, Melbourne and Perth Airports; and
b. departures from Perth Airport.
7.3.1.2 Unless instructed by ATC, pilots should maintain normal or specified climb, cruise and
descent profiles.
7.3.2 Calculated Off Blocks Time (COBT)
7.3.2.1 Pilots must obtain an Air Traffic Flow Management COBT for operations at a GDP air-
port. Pilots of scheduled flights will receive their COBT through their operator. Other flights may
obtain a COBT through the NCC by email: atfmu@airservicesaustralia.com or Ph: 1800 020 626
H24.
7.3.2.2 Failure to obtain a COBT and/or submit a flight plan for a flight to a GDP program airport
will result in the flight being considered early non-compliant.
7.3.2.3 All aircraft are required to operate within the compliance window for their allocated
COBT. Aircraft unable to operate within the compliance window are to obtain a new COBT
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through their operator or the NCC (as per paragraph 7.3.2.1). ATC are not able to provide new or
amended COBT.
Type of COBT COBT compliance window

Arrivals (SY, BN, ML, PH) -5 min to +15 min
Departure (PH) -5 min to +10 min
7.3.2.4 For early non-compliant flights, ATC will only issue a clearance to push back or taxi for a
significant ground-based operational requirement or if there is a reasonable expectation that, due
to taxi or runway-holding position delays, the required CTOT will be achieved.
7.3.2.5 If a new COBT has been issued after receiving airways clearance, pilots are to advise
ATC of the amended COBT when calling for a start/pushback/taxi clearance.
7.3.2.6 Notwithstanding actions taken under 7.3.2.3 and 7.3.2.4 to achieve compliance, flights
departing non-compliant can expect delays enroute. Non-compliant flights will be allocated the
next available slot time up to a maximum delay as follows:
a. Early non-compliant – 60 min; or
b. Late non-compliant – published traffic holding delay.
7.3.3 Non-scheduled Flights
7.3.3.1 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. 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.
7.3.3.2 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.
7.3.3.3 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 airport
(5) Destination airport
(6) ETD (UTC time only)
(7) ETA (UTC time only)
(8) COBT notification email/mobile phone number
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7.3.3.4 Notification of flight details to the NCC is additional to all existing flight plan notification
requirements.
7.3.3.5 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 hour of the flight; or
c. where no communication facilities are available, contacting the domestic HF frequency.
7.3.4 GDP Run Times
7.3.4.1 GDPs for the following day’s operations are normally run at the following times:
Location Time (UTC)

Perth (Departures Only) 0815
Perth (Arrivals Only) 0845
Melbourne 0915
Brisbane 1000
Sydney 1100
Sydney (Revision) 1800 (1700 during HDS)
7.3.5 GDP Revision

7.3.5.1 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.
7.3.5.2 There are three levels of revision:
a. Level 1 – compliance with the new COBT will commence in 30 min; or
b. Level 2 – immediate compliance with the new COBT should be observed, however flights
that have already maneuvered 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.
7.3.5.3 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.
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7.4 TACTICAL
7.4.1 Aircraft Sequencing Near ATFM Airports
7.4.1.1 Due to terminal area traffic density, pilots may expect airborne traffic delays for arrival at
locations adjacent to or within Class C control zones.
7.4.1.2 When sequencing arriving aircraft to controlled airports, ATC may apply one or more of
the following:
a. Enroute holding procedures;
b. Allocate a waypoint crossing time to the pilot; or
c. Tactically apply delaying action such as speed control or vectoring.
7.4.1.3 When ATC allocates a waypoint crossing time, aircraft must adjust speed to cross the
waypoint at the specified time or up to 30 seconds early. Speed adjustment to meet a waypoint
crossing time only applies to the specified waypoint. Unless otherwise published or instructed by
ATC, pilots must cross the waypoint at the lesser of 250 kt or profile speed.
7.4.1.4 Aircraft unable to meet the waypoint crossing time must inform ATC as early as possible.
7.5 BRISBANE (YBBN) AIR TRAFFIC FLOW MANAGEMENT

PROCEDURES
7.5.1 Strategic ATFM — Runway Demand Management Scheme (RDMS)
Brisbane RDMS is applicable to all airline and ACFT operators using Brisbane airport. All flights
operating into and out of Brisbane must obtain an Airport Coordination Australia (ACA) slot in
accordance with AIR TRAFFIC FLOW MANAGEMENT.
General Aviation (GA) apron operations are subject to runway/apron slot management. Approved
slot holders operating on the GA apron are to confirm allocated parking with Brisbane Airport Cor-
poration Duty Manager prior to arrival.
For full information regarding the Brisbane RDMS see BAC (Brisbane Airport Corporation) web-
site:
www.airportcoordination.org/airports/australia/brisbane-airport/.
7.5.2 Ground Delay Program (GDP)
Brisbane GDP is run on demand and promulgated by NOTAM between 2000–1300 UTC. GDP is
applicable to all fixed wing, non-priority flights departing from all Australian domestic airports, and
arriving at Brisbane.
Flights to Brisbane during the operation of GDP must obtain an ACA slot and Calculated Off
Blocks Time (COBT) in accordance with AIR TRAFFIC FLOW MANAGEMENT. The COBT can
be obtained through their company or the Network Coordination Centre on 1800 020 626.
7.5.3 Flow Tactical Landing Slots
Flights inbound to Brisbane with a duration of less than 45 minutes must:
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a. Validate their COBT with Brisbane flow on 07 3866 3588 during hours of GDP; or
b. Confirm a tactical landing slot with Brisbane flow on 07 3866 3588 outside periods of GDP.
Failure to do so will result in delays.
Flights departing YBAF, YBCG and YBSU for a landing at Brisbane must contact Brisbane flow
controller on 07 3866 3588 prior to engine start.
For full information regarding the Ground Delay Program see AIR TRAFFIC FLOW MANAGE-
MENT.
7.6 MELBOURNE (YMML) AIR TRAFFIC FLOW MANAGEMENT

PROCEDURES
7.6.1 Ground Delay Program (GDP) Inbound
Melbourne GDPs are applicable to all fixed wing, non-priority flights departing from all Australian
domestic airports, and arriving at Melbourne BTN 2000–1400 UTC DLY (1HR earlier during hours
of daylight savings).
Except as specified in the Note below, flights from all Australian airports are required to operate in
accordance with the Calculated Off Blocks Time (COBT). The COBT can be obtained through
their company or the Network Coordination Centre on 1800 020 626.
NOTE: COBTs generated by Perth Departure Management Program will take precedence over
COBTs generated by the Melbourne Arrivals GDP.
Flights departing within a 60 NM radius of Melbourne must also obtain a start clearance from the
departure airport when active or from Melbourne ATC 03 9235 7337.
7.6.2 Ground Delay Program (GDP) Outbound
Aircraft departing Melbourne (YMML) airport for an Australian Airport with a Ground Delay Pro-
gram must contact ACD 127.2 after receiving an Airways Clearance and prior to start. ACD will
check compliance with COBT before transferring to SMC 121.7.
7.6.3 Clearance and Pushback Procedures
All departures requiring a pushback must call ACD on 127.2 with their request. ACD will instruct
flightcrew to “monitor ground” or “monitor ground on 121.7”. When clearance is AVBL “Melbourne
Ground” (SMC) will issue the pushback clearance or other instruction. This procedure may be
used at any time and will be advised via ATIS.
7.7 MELBOURNE (YMEN) AIR TRAFFIC FLOW MANAGEMENT

PROCEDURES
7.7.1 Ground Delay Program (GDP)
Essendon Arrivals during Melbourne GDP
When the Melbourne TAF indicates a visibility of less than 5000m and a ceiling of less than 1600
ft an Essendon Slot Scheme may be operating. This is dependant on weather and runway config-
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urations planned to be in operation between the two Airports during the GDP, as Essendon Arriv-
als may become part of the arrivals sequence into Melbourne.
Fixed wing ACFT arriving at Essendon during these periods must contact the Network Coordina-
tion Centre (NCC) on 1800 020 626 to book a slot for arrival into Essendon.
Operators who upload a schedule into Metron Harmony or provide a schedule to the NCC will
have their ACFT automatically assigned a slot. ACFT operators will still need to confirm their allo-
cated slot time with the NCC.
All aircraft subject to the Essendon Slot Scheme must arrive within -5/+15 minutes of their alloca-
ted slot. Pilots unable to operate within the compliance window must contact the NCC to obtain a
new slot.
Failure to obtain or comply with a slot and/or to submit a flight plan for a flight to Essendon Airport
may result in extensive airborne holding or Airways Clearance being withheld if Essendon Airport
has no compatible arrival slots available.
A NOTAM will be issued notifying times the Essendon Slot Scheme is in operation or cancelling it
if weather conditions change.
Priority Flights as defined in AIR TRAFFIC RULES AND SERVICES, paragraph 7.1 A-G are
exempt from this procedure.
7.8 PERTH (YPPH) AIR TRAFFIC FLOW MANAGEMENT PROCEDURES

A slot allocation system and a ground delay program (GDP) applies at Perth airport. Details,
including the allocation and use of Calculated Off Blocks Time (COBT), can be found in para-
graph AIR TRAFFIC FLOW MANAGEMENT.
The arrival GDP applies to all fixed wing, non-priority flights departing from all Australian domestic
airports and arriving at Perth between 0030–1400 UTC MON–FRI. In addition, flights departing
from Jandakot for a landing at Perth must contact Perth Centre on 135.25 prior to starting
engines.
The departures GDP applies to all fixed wing, non-priority flights departing Perth between 2130–
0030 UTC MON–FRI. PH SMC will make a general broadcast on 121.7 and 122.2 advising early
clearance is AVBL when demand is lower than capacity due to gate delays.
During periods when start approvals are required due extensive DLA, ACFT will be assigned a
‘start sequence number’ at clearance issue. When issuing a start approval, the Ground Controller
will quote that ACFTs ‘start sequence number’ to assist other ACFT in determining their position
in the start order. If assigned a start sequence number pilots must monitor ground 121.7 and
122.2 for this advice and start approval. Operators may request to swap start sequence numbers
of own company ACFT by contacting Perth Tower via phone: 08 9476 8625.
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7.9 SYDNEY (YSSY) AIR TRAFFIC FLOW MANAGEMENT PROCEDURES

7.9.1 Slot Management Scheme
Sydney Slot Management Scheme is applicable to all airline and ACFT operators using Sydney
airport. All flights operating into and out of Sydney must obtain an Airport Coordination Australia
(ACA) slot in accordance with AIR TRAFFIC FLOW MANAGEMENT.
7.9.2 Ground Delay Program (GDP) Inbound
Sydney GDP is applicable to all fixed wing, non-priority flights departing from all Australian
domestic airports, and arriving at Sydney between the hours of 2000–1300 UTC, as adjusted by
daylight saving time variations.
Flights to Sydney during the operation of GDP must obtain an ACA slot and Calculated Off Blocks
Time (COBT) in accordance with AIR TRAFFIC CONTROL MANAGEMENT. The COBT can be
obtained through their company or the Network Coordination Centre on 1800 020 626.
In addition, flights departing from Bankstown or Camden for a landing in Sydney must contact
ATC on 02 9556 6515 prior to starting engines.
7.9.3 Ground Delay Program (GDP) Outbound
After receiving Airways Clearance, all aircraft subject to GDP are required to report when ready
for pushback/taxi on Sydney Coordinator on 127.6 MHz. If required, Sydney Coordinator will
check compliance with COBT and apply relevant ATFM procedures. Sydney Coordinator will
advise the GDP aircraft to monitor Ground on 121.7 MHz or 126.5 MHz as appropriate. Do not
contact Ground, monitor only. SMC will initiate contact with the aircraft when able to process.
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8
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ATS FLIGHT NOTIFICATION — USERS GUIDE

8.1 EXAMPLE – ATS FLIGHT NOTIFICATION FORM
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8.2 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 call signs, enter a mixture of fig-
ures 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 call sign in Item 18 after RMK/RTF e.g.
UNMANNED SCAN EAGLE FOUR
One call sign 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 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
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G for general aviation

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 regard-
ing 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 7000 and
136,000kg MTOW
L for aircraft 7000kg 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 authorizations from the State of Registry:
N for no COM/NAV/Approach Aid
equipment for the route to be
flown or the equipment is unserv-
iceable.
S for 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
AUSTRALIA
FLIGHT PLANNING
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 (IN-
MARSAT)
J6 CPDLC FANS 1/A SATCOM
(MTSAT)
J7 CPDLC FANS 1/A SATCOM (Iridi-
um)
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 (except STATE
formation flights)
X MNPS
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FLIGHT PLANNING
Y VHF with 8.33 kHz channel spac-

ing capability
Z other equipment or capabilities
(see note 1).
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 administered
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 summarized below.
PBN Capability Item 10: G and R plus Item 18:

Oceanic RNAV10 GR and I (if appropriate) PBN/A1
(RNP10)
RNP4 GR PBN/L1
Continental RNP2 GZ NAV/RNP2
Terminal RNP1, all permitted sen- GRDI PBN/O1
sors
RNP1, GNSS GR PBN/O2
Approach RNP APCH GR PBN/S1
RNP APCH with Baro- GR PBN/S2
VNAV
RNP AR APCH with RF GRI PBN/T1 OPR/(name)
Precision Ap- GLS AGZ NAV/GLS
proach
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
AUSTRALIA
FLIGHT PLANNING
Z other equipment or capabilities

(required to enable nomination of
NAV/RNP2 in Item 18).
Surveillance Equipment
Circle N for Nil, or
Aircraft with ADS-B capability:
NOTE 1: ADS-B capability indicated in a domestic flight notification is only for a capability suita-
ble for ATC service. ADS-B equipment outputting a Source Integrity Level (SIL) of 1 (SIL=1) (e.g.
TABS devices and EC devices) is not suitable for ATC service. Therefore an aircraft fitted with
ADS-B equipment outputting SIL=1 should not enter an ADS-B code in Field 10b. See later note
about indicating transponder capability.
NOTE 2: Light Sport Aircraft (LSA), experimental aircraft and other eligible aircraft fitted non-
TSO ADS-B equipment eligible for and outputting SIL=2 or SIL=3 may indicate a relevant ADS-B
code in Field 10b.
Enter up to two ADS-B codes: either ‘L’ or ‘E’ and ‘B1’ or ‘B2’.
L SSR Transponder Mode S, includ-
ing aircraft identification, pressure
altitude, ADS-B Out and enhanced
surveillance capability.
E SSR Transponder Mode S, includ-
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 downlink 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).
Mode S Transponder with ADS-B

Transponder Capability
Field 10b
Mode S Pressure Al- Enhanced ADS-B ADS-B
Entry Aircraft ID
(ADS-B) titude Surveillance 1090 OUT 1090 IN
LB2 X X X X X X
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FLIGHT PLANNING
Mode S Transponder with ADS-B (continued)

EB2 X X X X X
LB1 X X X X X
EB1 X X X X
Aircraft without ADS-B capability:

NOTE: Aircraft fitted with a transponder together with a TABS device or EC device outputting
SIL=1 should only enter a code in Field 10b appropriate for the transponder fitted to the aircraft.
Enter one SSR code representing the highest level of non-ADS-B surveillance capability availa-
ble (in order highest is H then S, I, P, X, C and A is lowest).
H SSR Transponder Mode S, includ-
altitude, and enhanced surveil-
lance capability.
S SSR Transponder Mode S, includ-
ing both pressure altitude and air-
craft identification capability.
I SSR Transponder Mode S, includ-
ing aircraft identification, but no
pressure altitude capability.
P SSR Transponder Mode S, includ-
ing pressure altitude, but no air-
craft 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 craft derived da-
ta 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).
Mode S Transponder Without ADS-B

Transponder Capability
Field 10b Entry Mode S (non- Enhanced Sur-
Aircraft ID Pressure Altitude
ADS-B) veillance
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FLIGHT PLANNING
Mode S Transponder Without ADS-B (continued)

H X X X X
S X X X
I X X
P X X
X X
Aircraft with ADS-C capability:

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 air-
space administered by States 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 authorized abbreviation then, without a space, the to-
tal estimated elapsed time as four figures in hours and minutes; eg, 0340.
Include any aerial work delay noted as DLE in Item 18.
For aerodromes without an authorized 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 authorized abbreviation or, the first point of the route or
the marker radio beacon if the aircraft has not taken off from the aero-
drome.
In Item 18, enter the common name of the alternate location after RMK/.
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FLIGHT PLANNING
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
120 NM, 270 degrees from Brisbane.
NOTE 2: Use of authorized 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.
Total EET
Enter Total estimated elapsed time of the flight as four figures in hours and mi-
nutes; eg, 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 depar-
ture aerodrome abbreviation when ATS services are only required for en-
try to, or to cross controlled airspace. (Estimated Off Blocks Time be-
comes 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 in-
clude 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.
Requirements Enter either “A” followed by three figures to indicate altitude in hundreds of
feet up to and including 10,000 ft; eg, A085; or, “F” followed by three fig-
ures to indicate flight levels above 10,000 ft; eg, F350.
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FLIGHT PLANNING
Item 15 – Route
Enter Details of the planned route, change of level, flight rules, and cruise climb.
Requirements for locations/waypoints
For an airport, use authorized abbreviation; e.g., YMBL for Marble Bar.
For a navaid identifier, use the published two or three letter abbreviation;
e.g., CDU for 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 120 NM, 270 degrees from
Brisbane.
Requirements for route
Check Instrument Approach charts for full route details and Flight Planning
Requirements for specific route requirements/restrictions and city pair op-
tions. 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 followed 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.
When planning via an intersection waypoint (black square) to change from
one route to another, 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.
ROUTE TYPE EXAMPLE ENTRY
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FLIGHT PLANNING
Flights outside designated ATS routes:

Direct from departure point to destination without the use of For YAUR–YPMP:
navaids. DCT
Direct from departure point to destination with the use of For YROM–YCMU:
navaids. DCT ROM CMU DCT
From departure point to destination via published or non- For YBDV–YLRE:
published points. DCT BDV BDV062150 LRE DCT
or DCT BDV 2440S14147E LRE
DCT or
DCT BDV YMOO LRE DCT
For survey work, include the points where the aircraft will en- For YGLA–YGLA (via survey
ter and exit the survey area. area):
(See Note 2) DCT GLA BUD YGYM
2500S15100E GLA DCT
Flights on designated ATS routes:
To or from locations with or without navigation aids. For YPAD–YLLE:
DCT AD H246 OOM DCT
For YSSY–YLHI:
DCT TESAT B450 LHI DCT
Via the SID or STAR transition point of the route. For YBBN–YSSY:
(See Note 3) DCT SANEG H91 CORKY H12
BOREE DCT
Where SANEG is the SID transi-
tion point from Brisbane and BOR-
EE is the STAR transition point to
Sydney
For YSSY–YLHI:
DCT NOBAR B450 LHI DCT
Changing routes at a waypoint intersection. L503 IGEVO DCT LEKET DCT VI-
MAV N759
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FLIGHT PLANNING
NOTE 1: Pilots should refer to CLIMB AND CRUISE “Air Route Specifications” and GENERAL
FLIGHT PROCEDURES “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.
When planning survey work, include in item 18 the expected delay enroute (DLE) at the com-
mencement of survey; e.g., DLE/YGYM0130 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 for change of speed/level
Enter the significant point at which a change of speed (5% TAS or 0.01
Mach or more) or a change of level is 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 for change of flight rules
Enter details of a change to flight rules following the entry in item 8 of Y or
Z.
Enter the location where the change will occur followed by a space and
VFR or IFR; eg, YBAF VFR.
A change in level may also be included; e.g., ROM/N0180A090 IFR.
Requirements for cruise climb/block level reservation
Enter the letter C followed by an oblique stroke, the point at which the
cruise climb or level is planned to start, an oblique stroke, the speed to be
maintained during the cruise climb or block level, AND
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
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FLIGHT PLANNING
NOTE: Cruise Climb is not used in Australian administered airspace. Level clearances will be is-
sued upon request, subject to availability.
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.
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 Eg. 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 engaged in, or positioning for, the transport of dignitaries
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 sepa-
ration of military aircraft;
MEDEVAC – life critical medical emergency evacuation;
NONRVSM – non RVSM-capable flight intending to operate in RVSM air-
space;
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.
AUSTRALIA
FLIGHT PLANNING
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. In-
clude as many of the descriptors below, as apply to the flight without
space 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
– 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 (C4, 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 (except LOR-
ANC)
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
AUSTRALIA
FLIGHT PLANNING
Descriptor RNAV Specification

O1 RNP 1 all permitted sensors
O2 RNP 1 GNSS
O3 RNP 1 DME/DME
O4 RNP 1 DME/DME/IRU
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; eg, 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 authorized abbreviation; eg, 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 authorized abbreviation; eg, DEST/
2730S15327E.
DOF/ Followed by YYMMDD to indicate the date of flight. eg, DOF/121115.
REG/ Followed by the full aircraft registration; eg, REG/VHZFR.
EET/ For international flights that enter or leave the Australian FIR use EET/ to indi-
cate 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;
eg, EET/YMMM0130.
SEL/ Followed by the SELCAL Code, for aircraft so equipped.
AUSTRALIA
FLIGHT PLANNING
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; eg, 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; eg, 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 TERMINAL — IN-
STRUMENT APPROACH/TAKEOFF PROCEDURES — General Requirements
— Aircraft Performance Category: e.g., PER/B. IFR aircraft arriving at a control-
led airport 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; eg, 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:
SARTIME, followed by FORARR (for arrival) or FORDEP (for departure), date/
time as a six figure group, the authority (TO CENSAR) and location as an au-
thorized airport 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, eg.
RMK/SARTIME FOR ARR 080430 TO CENSAR YROM or RMK/SARTIME FOR
DEP TBA TO CENSAR YBMV. Pilots are also requested to submit contact tele-
phone details under ORGN/ when available.
ATC APPROVED NIL ADSB, insert if in receipt of an approval issued by Airser-
vices in accordance with ATC — GENERAL FLIGHT PROCEDURES, para-
graph 5.11.2 — Flight Without Serviceable Required Surveillance Equipment.
ADSB EXEMPT, if in receipt of an individual CASA exemption or authorization.
CSF, if conducting a community service flight.
FLT Insert if flight numbers are used either in RTF phraseologies or for traffic se-
quencing, and are not entered in Item 7.
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FLIGHT PLANNING
FORM Insert details of the aircraft taking part in a formation flight if more than
one aircraft type or different RVSM approval is included in the formation. The
number, type and wake turbulence category and RVSM approval of the second
and subsequent types of aircraft are entered, separated by a plus sign; eg,
RMK/FORM 2PC9+4F18 MW OPS IN R577, or RMK/FORM 2F18+2F18 W.
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:
Abbreviation
FPA Example/Notes
Prefix Suffix
Navigation NAV Enter equipment as per item 10 and RMK/PIFR NAV in
Only 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 DMEGNSS
(Single or
Multi-engine DMEGNSS, RMK/PIFR IAL RNAVGNSS
as applicable RNAVGNSS, RMK/PIFR IAL VOR, ILS
to the aircraft
being flown) ILS, LOC
Visual circling VSA RMK/PIFR VSA

approach Not required where other IAL FPA are also listed.
STAR STAR NDB, VOR, RMK/PIFR STAR GNSS
GNSS, DME
Holding HLDG NDB, VOR, RMK/PIFR HLDG VOR
GNSS, DME
Multiple FPA RMK/PIFR NAV IAL RNAVGNSS HLDG VOR GNSS
ATS FLIGHT NOTIFICATION – USER GUIDE

Item 19 – Supplementary Information
Enter Additional information relevant to the flight for search and rescue purposes (op-
tional).
E/ Endurance — Enter a 4-figure group giving fuel endurance in hours and minutes
for each stage of flight.
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FLIGHT PLANNING
ATS FLIGHT NOTIFICATION – USER GUIDE (continued)

P/ Persons on board — Enter the total number of persons on board (passengers
and crew) for each stage of flight. Enter TBN if the total number of persons is not
known at the time of filing.
R/ Emergency radio — Circle the following if carried:
U UHF radio on 243.0 MHz
V VHF radio on 121.5 MHz
E ELT
D/ Dinghies — Enter the following:
NUMBER Total number of dinghies carried.
CAPACITY Total capacity, in persons, of all dinghies.
COVER Circle if dinghies are covered.
COLOUR Colour of dinghies.
S/ Survival Equipment — Circle the following if carried:
P Polar
D Desert
M Maritime
J Jungle
NOTE: See EMERGENCY — EMERGENCY PROCEDURES for further informa-
tion.
J/ Jackets — Circle if life jackets carried and circle if equipped with the following:
L Lights
F Fluorescein
U UHF radio on 243.0 MHz
V VHF radio on 121.5 MHz
A/ Aircraft colour and markings is used to record predominate colour
and significant markings of the aircraft.
N/ Remarks — Indicate any other survival equipment carried and any
other remarks regarding survival equipment.
C/ Pilot in command — Include telephone, mobile and email address
and company name (if applicable).
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FLIGHT PLANNING
8.3 APPENDIX 3 — FLIGHT NOTE FORM

AUSTRALIA
DEPARTURE, APPROACH AND LANDING PROCEDURES
1 OPERATIONS IN CONTROLLED AIRSPACE

1.1 SEPARATION
NOTE: Separation between aircraft is provided in accordance with ATC — AIRSPACE ORGANI-
ZATION — Classes of Airspace — Service and Requirements.
1.2 GROUND MOVEMENT

1.2.1 Pushback
The pilot-in-command must obtain an approval to pushback where this maneuver is necessary
prior to taxiing. Information about other aircraft moving on the same apron will be provided by the
apron service.
1.2.2 Taxi Clearance
1.2.2.1 When operating from a controlled airport where ATIS is in operation, a pilot-in-command
must obtain the ATIS broadcast prior to taxi, and advise ATC of the ATIS code when requesting
taxi clearance.
1.2.2.2 For IFR flights other than Australian air transport operations the pilot in command must
provide ATC with the number of POB when requesting taxi clearance.
1.2.2.3 Pilots of civil VFR training flights should advise DUAL or SOLO, as appropriate, when
requesting clearance.
1.2.2.4 The pilot-in-command must obtain a taxi clearance either prior to moving on the maneu-
vering area, or in the case of Pushback at the completion of the pushback maneuver.
1.2.2.5 Avoidance of collision on apron areas is a joint responsibility of the pilot-in-command
and any assisting company ground personnel.
1.2.2.6 VFR flights wishing to depart without submitting flight notification should provide the fol-
lowing information on first contact with ATC:
a. aircraft call sign and “FLIGHT DETAILS FOR DEPARTURE” (wait for a response from ATC);
b. destination and first tracking point;
c. preferred level; and
d. identification of ATIS code received.
1.2.3 Circuit Direction
A pilot-in-command must use the word “REQUIRE” to notify ATC if a particular turn or circuit is
essential to the safe operation of the aircraft.
1.3 TAKE-OFF
1.3.1 Tower Frequency and Information Transfer
1.3.1.1 Domestic aircraft should change to tower frequency:
a. in the holding bay; or
AUSTRALIA
b. close to, or at, the runway-holding position of the nominated runway when ready for take-off.
1.3.1.2 At Class D airports, pilots must include the following information when reporting ready:
a. The departure runway when parallel runway operations are in progress;
b. Their intentions when operating wholly within a Class D CTR; and
c. Their tracking details when departing the Class D CTR and not in receipt of an airways clear-
ance.
1.3.2 Runway Entry
1.3.2.1 When a backtrack on the runway nominated for take-off is required, the pilot must obtain
a clearance to backtrack prior to entering the runway.
1.3.2.2 Aircraft issued a conditional clearance to enter or cross a runway must identify the vehi-
cle or aircraft causing the conditional clearance.
1.3.3 Stop Bar Contingency Procedures
1.3.3.1 If stop bar lighting cannot be deselected, the activation of stop bar contingency proce-
dures will be notified via voice or the ATIS. ATC may instruct pilots and drivers to cross an illumi-
nated stop bar when stop bar contingency procedures are in force.
1.3.4 Holding on Runway
1.3.4.1 The pilot-in-command must obtain a clearance before holding on the runway in use.
1.4 VISUAL DEPARTURE – IFR FLIGHTS

1.4.1 By day in VMC, the pilot of an IFR flight may request a visual departure, or ATC may issue
a visual departure.
1.4.2 ATC Responsibilities
1.4.2.1 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.
1.4.2.2 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.
1.4.3 Pilot Responsibilities
1.4.3.1 The requirements of this section are the visual departure procedures applicable to IFR
flights under CASR 91.305(3)(b)(i).
1.4.3.2 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.
1.4.3.3 During the conduct of a visual departure, a pilot must:
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a. maintain the track(s) / heading(s) authorized by ATC;

b. remain not less than 500 ft above the lower limit of the CTA; and
c. visually maintain obstacle clearance.
1.5 VFR DEPARTURE BY AN AIRCRAFT PLANNED IFR

1.5.1 The pilot of an IFR flight departing a Class D airport may request a VFR departure with the
expectation of obtaining an IFR clearance en-route.
1.5.2 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.
1.5.3 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 traf-
fic information.
c. IFR for all other services, such as SAR, weather and NOTAM information, in all classes of
airspace.
1.6 AFTER TAKE-OFF

1.6.1 Airborne Report in Airspace with ATS Surveillance
1.6.1.1 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 100 ft; and
c. the last assigned level.
1.6.2 Departure Report — Certain Class D Airports
1.6.2.1 At certain Class D airports where the tower also provides a procedural approach control
service, a pilot must report on the TWR frequency after take-off:
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
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b. for aircraft that have been instructed to contact Centre, Approach or Departures once air-
borne — in which case an airborne report will be made on the relevant frequency.
1.6.2.2 Tracking information must confirm the track established with reference to the appropriate
navigation aid or, if tracking via a SID, confirm the SID designator.
1.6.3 Establishment on Track
1.6.3.1 Unless tracking via a SID or otherwise instructed by ATC, a pilot-in-command must
remain within 5 NM of the departure airport to establish flight on the departure track as soon as
practicable after take-off.
1.6.4 Frequency Change
1.6.4.1 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.
1.6.4.2 In all other situations, pilots of departing aircraft are required to remain on Tower fre-
quency until specific frequency change instructions are issued. Pilots can generally expect an
instruction to contact Departures Control prior to reaching 2000 ft and should, when advised,
effect the change as soon as practicable.
1.6.4.3 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.
1.7 VFR CLIMB AND DESCENT – IFR FLIGHTS

1.7.1 General
1.7.1.1 A pilot of an IFR flight, operating in VMC, in Classes D and E airspace, may request to
climb/descend VFR.
1.7.1.2 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 they have separation responsibility.
1.7.1.3 The pilot of an IFR flight cleared to “Climb/Descend VFR” will receive a service in
accordance with ATC Procedures outlined below.
1.7.1.4 An appropriate clearance must be obtained prior to entering a different class of control-
led airspace.
1.7.2 Pilot Procedures
1.7.2.1 The pilot of an IFR flight requires a clearance to conduct a VFR climb/descent in VMC.
1.7.2.2 When operating in VMC with an ATC clearance to “Climb/Descend VFR”, pilots of IFR
flights must:
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a. comply with the VFR visibility and distance from cloud criteria stipulated in GENERAL
FLIGHT PROCEDURES paragraph 3;
b. comply with instrument flight rules that are applicable to the flight; ie, position reporting, radio
communications, cleared route, adherence to ATC clearance, etc; and
c. visually maintain obstacle clearance.
1.7.2.3 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.
1.7.3 ATC Procedures
1.7.3.1 On receiving a request for VFR climb/descent, ATC may instruct the pilot to “Climb/
Descent VFR” for a specified portion of the flight.
1.7.3.2 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.
1.8 VFR-ON-TOP – IFR FLIGHTS

1.8.1 General
1.8.1.1 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 their choice subject
to any ATC restrictions.
1.8.1.2 Pilots desiring to climb through cloud, haze, smoke, or other meteorological formation
may request a climb to VFR-on-top.
1.8.1.3 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.
1.8.1.4 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 they have separation responsibility.
1.8.1.5 The pilot of an IFR flight cleared to “Maintain VFR-on-top” will receive a service in
accordance with ATC Procedures outlined below.
1.8.1.6 An appropriate clearance must be obtained prior to entering a different class of control-
led airspace.
1.8.1.7 ATC resumes separation responsibility when the aircraft is re-cleared to maintain an IFR
level.
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1.8.2 Pilot Procedures

1.8.2.1 The pilot of an IFR flight requires a clearance to operate VFR-on-top.
1.8.2.2 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 Tables of Cruising Levels.
b. comply with the VFR visibility and distance from cloud criteria stipulated in Visual Meteoro-
logical Conditions (VMC).
c. comply with instrument flight rules that are applicable to the flight; ie, minimum IFR altitudes,
position reporting, radio communications, cleared route, adherence to ATC clearance, etc;
and
d. advise ATC prior to any altitude change to ensure the exchange of accurate traffic informa-
tion.
1.8.2.3 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 separa-
tion.
1.8.3 ATC Procedures
1.8.3.1 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.
1.8.3.2 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.
1.8.3.3 ATC will not clear an aircraft to “Maintain VFR-on-top” at night to separate holding air-
craft from each other or from enroute aircraft unless restrictions are applied to ensure the appro-
priate IFR vertical separation.
1.9 DESCENT AND APPROACH

1.9.1 General
1.9.1.1 Most companies operating jet aircraft have agreed to a standard descent profile which
may be specified in the operator’s operational document suite. Pilots must adhere to this profile
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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.
1.9.1.2 Pilots are not required to nominate a descent point if identified.
1.9.1.3 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.
1.9.2 Instrument Approach
1.9.2.1 ATC Authorization — Unless authorized to make a visual approach, an IFR flight must
conform to the published instrument approach procedure nominated by ATC.
1.9.2.2 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.
1.9.2.3 Authorization 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 refer-
ence while 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.
1.9.2.4 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.
1.9.2.5 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 readbacks relating to the proce-
dure, including entry procedures. However, with the exception of circling approaches, the suffix
may be omitted if there is no possibility of confusion. Where multiple approaches procedures are
on the same chart, only the approach procedure being conducted shall be referred to.
1.9.2.6 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.
1.9.3 Visual Approach (rules related to ATC)
1.9.3.1 ATC Authorization — Except as detailed in the next paragraph, the criteria under which
visual approaches may be authorized by ATC are as follows:
a. For an IFR flight:
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1. By day when:
– the aircraft is within 30 NM of the airport; and
– the pilot has established and can continue flight to the airport with continuous visual
reference to the ground or water; and
– visibility along the flight path is not less than 5000m, or for helicopters 800m, or the
airport is in sight.
2. By night when:
– the pilot has established and can continue flight to the airport with continuous visual
reference to the ground or water; and
– visibility along the flight path is not less than 5000m; and
– the aircraft is within 30 NM of the airport; or
– if being vectored, the flight has been assigned the minimum vector altitude (MVA)
and given heading or tracking instructions to intercept final or to position the aircraft
within the circling area of the airport.
b. For a VFR flight by day and night, the aircraft is within 30 NM of the airport.
1.9.3.2 In addition to the requirements of the previous paragraph, with the exception of Austral-
ian 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.
1.9.3.3 In the case of sub-para b. above, the aircraft will be:
a. vectored to intercept final no closer than 8 NM from the runway threshold, at an altitude not
less than 2500 ft Above Airport 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.
1.9.3.4 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 centerline at
the specified altitude; or
b. Overfly, which directs circuit entry into the opposing circuit by overflying the nominated
runway at the specified altitude.
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Decode information for above diagram:
Aircraft initiates call to taxi – clearance

1 6 Downwind leg
provided
Aircraft vacating the bay give way to air-
2 7 Base leg
craft on the taxiway
Final (joining upwind) leg – Landing clear-
3 Line up or take-off clearance issued here 8 ance issued here unless issued on down-
wind/base leg
Take-off clearance issued if not issued at
4 9 Taxi instructions, if required
position 3
5 Crosswind leg 10 Parking information issued if necessary
1.9.3.5 A pilot reporting VISUAL may initially be given a clearance below 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”.
NOTE: The requirements for pilots and operators relating to the conduct of, or making a request
to conduct a visual approach are contained in TERMINAL — INSTRUMENT APPROACH/TAKE-
OFF PROCEDURES — Visual Approach Requirements for IFR Flights.
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1.10 LANDING
1.10.1 Provision of Operational Information
1.10.1.1 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. the crosswind component on the runway to be used, if this equals or exceeds 8 kt for single-
engine aircraft or 12 kt for multi-engine aircraft;
e. the tailwind component;
f. airport surface conditions significant to the operation, including maintenance work within 23m
of the runway side stripe marking;
g. birds or other hazards to aircraft; and
h. cautionary advice of wake turbulence.
1.10.2 Selection of Landing Direction
1.10.2.1 The pilot-in-command must ensure that the nominated runway or direction is operation-
ally 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 provi-
ded it is made:
a. before reaching 80 NM (120 NM for jets) from a capital city airport (including Essendon) or
30 NM from other primary controlled airports, for arriving aircraft wholly within controlled air-
space; 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.
1.10.2.2 The decision to land rests solely with the pilot-in-command.
1.10.3 Selection of Circuit Direction
1.10.3.1 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.
1.10.4 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 conges-
tion prevents the call being made when starting the downwind leg, the pilot must report MID-
DOWNWIND or LATE-DOWNWIND as appropriate.
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1.10.5 Clearances
1.10.5.1 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 5 NM of a
controlled airport.
1.10.6 Separation Minima for Landing
1.10.6.1 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.
1.10.6.2 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 maneuver safely in the
event of a missed approach;
2. is at least 1000m 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 7000kg or less, and
– the landing aircraft is performance category A and has a MTOW below 3000kg.
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 1000m 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 7000kg or less, and
– the following landing aircraft is performance category A and has a MTOW below
3000kg; or
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 7000kg, and
– the following landing aircraft has a MTOW of 2000kg or less, or
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4. in the case where the following landing aircraft is a helicopter, the preceding landing air-
craft is at least 300m down the runway from the threshold and ATC is satisfied no colli-
sion 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.
1.10.6.3 Other than as specified in Conditions for LAHSO, 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 airports with runways or facilities suitable for
simultaneous landings.
1.11 CIRCUIT OPERATIONS

1.11.1 Sequencing
1.11.1.1 When appropriate, ATC will issue a sequencing instruction.
1.11.1.2 In sequencing aircraft ATC will indicate the position of the preceding aircraft by refer-
ence 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).
1.11.1.3 ATC may issue a sequence number. Sequence numbers specify the landing sequence
position of an aircraft with respect to any preceding traffic.
1.11.1.4 When issued with a sequencing instruction, a pilot must follow the preceding aircraft
and continue to do so unless otherwise instructed by ATC.
1.11.1.5 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.
1.11.2 Non-Standard Circuit Operations
1.11.2.1 Pilots must advise ATC of non-standard circuit operations, e.g., glide and flapless cir-
cuits, 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 earli-
est opportunity.
1.11.2.2 Where appropriate, an ATC sequencing instruction will indicate that there are no traffic
restrictions precluding the maneuver. Subject to traffic, ATC may deny, or apply parameters to
such operations for traffic management purposes.
1.11.3 Parallel Runway Operations at Class D Airports
Where a Class D airport is equipped with parallel runways, ATC may sequence aircraft for simul-
taneous 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.
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1.12 GO AROUND AND MISSED APPROACH PROCEDURE IN VMC

1.12.1 Except as specified in ERSA (not published herein) for specific locations, an aircraft that
is required to go around from a visual approach in VMC 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.
1.12.2 In the event 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.
1.12.3 At Class D airports 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 main-
taining separation from other aircraft; and
c. follow ATC instructions or re-enter the circuit from upwind.
1.13 TAXIING AFTER LANDING

1.13.1 A pilot-in-command must not hold on the runway in use unless ATC has so authorized.
1.13.2 After landing, unless otherwise specified by ATC, an aircraft must:
a. promptly vacate the runway without backtracking;
b. change from the tower frequency to the ground frequency (where established) when vacat-
ing 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; and
d. taxi to the destination via the most direct taxiway(s) available.
e. Where an apron service is provided on a discrete frequency, change to that frequency on
entering the apron.
1.13.3 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 runway-holding
position associated with the intersecting runway.
1.13.4 An aircraft which has been issued with a taxi instruction limit of the runway-holding posi-
tion 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)”.
1.13.5 Aircraft required to hold short of a runway must hold at the appropriate runway-holding
position for that runway, or the runway strip edge at the intersection of a crossing runway.
1.13.6 When separate frequencies for airport control and surface movement control (SMC) are
in use, the pilot-in-command, on landing, must change from the airport control frequency to the
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SMC frequency on vacating the runway strip, and then transmit the aircraft call sign and, if appli-
cable, parking bay number. A pilot-in-command may “REQUEST DETAILED TAXI INSTRUC-
TIONS TO (location)”.
1.13.7 The taxi clearance regulates movement on the maneuvering area. The separation of air-
craft taxiing on the maneuvering 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 minimize the potential
for the aircraft inadvertently entering a runway.
1.13.8 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 pro-
vided.
1.13.9 Radio watch must be maintained on the SMC or tower frequency (where no SMC fre-
quency is provided) until parked.
2 OPERATIONS IN CLASS E AIRSPACE

2.1 AIR TRAFFIC SERVICES
2.1.1 In Class E airspace, IFR and VFR flights are permitted. IFR flights are provided with an air
traffic control 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.
2.1.2 Traffic information services provided by ATC do not relieve pilots of their responsibilities
for continued vigilance to see-and-avoid other aircraft.
2.1.3 When vectors are provided to IFR flights in Class E airspace, terrain clearance will be pro-
vided by ATC. However, in VMC by day, pilots may be assigned responsibility for terrain clear-
ance by the use of the phrase “DESCEND TO (level) / CLIMB TO (level) / TURN RIGHT / TURN
LEFT (degrees) VISUAL”.
2.1.4 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.
b. Unless operationally required by a pilot, ATC will only assign IFR levels.
2.2 VFR FLIGHTS IN CLASS E AIRSPACE

2.2.1 VFR flights entering Class E airspace do not require a clearance, but may receive a Sur-
veillance Information Service (SIS), where available, on request (see ATC — AIR TRAFFIC
RULES AND SERVICES — Flight Information Services (FIS)).
2.2.2 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.
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2.2.3 Pilots of VFR flights should avoid IFR holding patterns.
3 OPERATIONS IN CLASS G AIRSPACE

3.1 COMMUNICATIONS
3.1.1 The pilot in command of an IFR aircraft in Class G airspace must attempt to contact ATS
on VHF or HF when taxiing. If the pilot is unable to make contact with the air traffic service in rela-
tion to the report required by item 1 of Table 21.06 (1) of the Part 91 MOS, the flight may taxi and
take-off provided contact is established as soon as possible after take-off and the following condi-
tions are complied with:
a. where the operator of the flight is an AOC holder, aerial work certificate holder or Part 141
certificate holder — the pilot is assured of radio contact with their operator, or a representa-
tive of their operator who has immediate access to a serviceable telephone, until contact is
made with the air traffic service; or
b. except for Part 121 operations conducted using aircraft with a MOPSC greater than 19 seats
– a SARTIME for departure, that is a maximum of 30 minutes after commencing to taxi has
been established with air traffic services.
NOTE: Pilots are reminded of their obligations to see and avoid other aircraft and their responsi-
bility for collision avoidance in the vicinity of non-controlled airports using ‘see-and-avoid’ (CASR
91.325).
3.1.2 The pilot of an IFR flight departing from a non-controlled airport must report “IFR” when
making first contact with ATS.
3.1.3 A pilot operating in accordance with para 3.1.1(b) 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 nomina-
ted SARTIME for departure.
3.1.4 To achieve the greatest degree of safety section 21.04 of the Part 91 MOS requires pilots
of aircraft carrying a serviceable radio which they are qualified to use, to make a broadcast when-
ever it is reasonably necessary to do so to avoid a collision, or the risk of a collision with another
aircraft at a non-controlled airport.
NOTE: Pilots are reminded of their obligations to see and avoid other aircraft and their responsi-
bility for collision avoidance in the vicinity of non-controlled airports using ‘see-and-avoid’.
3.1.5 In Class G airspace, pilots of radio-equipped VFR aircraft should monitor the appropriate
VHF frequency and announce if in potential conflict. Pilots intercepting broadcasts from aircraft
which are considered to be in potential conflict must acknowledge by transmitting own callsign
and, as appropriate, aircraft type, position, actual level and intentions.
3.1.6 For the above, the appropriate VHF frequency is:
a. when operating in the vicinity of an airport published on aeronautical charts – the CTAF
(MULTICOM 126.7 MHz or the discrete frequency as published); or
b. when operating within a Broadcast Area – the Broadcast Area CTAF.
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Otherwise, it is recommended pilots use the Area VHF. This frequency may provide the best
means of gaining assistance from ATC or other pilots in the event of an emergency.
3.1.7 In the vicinity of uncharted airports, pilots have discretion to use the most appropriate fre-
quency that ensures safe operation. This may be 126.7 MHz. However, pilots should be aware
that transiting aircraft will be monitoring Area VHF. To ensure mutual traffic awareness, it is rec-
ommended that pilots using an alternative frequency also monitor Area VHF.
3.1.8 A glider for which radio carriage is required must maintain a listening watch.
3.1.9 An aircraft is considered in the vicinity of a non-controlled airport if it is within 10 NM of the
airport and at a height above the airport that could result in conflict with operations at the airport.
3.1.10 Pilots of aircraft transiting in the vicinity of a non-controlled airport should avoid flying
over the airport at an altitude that could conflict with operations in the vicinity of the airport.
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3.1.11 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.
3.1.12 If calls are not made clearly and concisely using the standard phraseology, confusion can
arise at airports in close proximity that share the same CTAF.
3.1.13 The standard broadcast format is:
a. {Location} Traffic
b. {Aircraft type}
c. {Callsign}
d. {Position/level/intentions}
e. {Location}
3.1.14 The following tables provide a summary of recommended broadcasts to be made when
operating or arriving at, or departing from, a non-controlled airport. Pilots should also observe
local and published noise abatement procedures and curfews.
RECOMMENDED CALLS IN ALL CIRCUMSTANCES

SITUATION BROADCAST
The pilot intends to take-off Immediately before, or during taxiing
The pilot is inbound to an airport 10 NM from the airport, or earlier, commensu-
rate with airplane performance and pilot work-
load, with an estimated time of arrival (ETA) for
the airport
The pilot intends to fly through the vicinity of, 10 NM from the airport, or earlier, commensu-
but not land at, a non-controlled airport rate with airplane performance and pilot work-
load, with an estimated time of arrival
RECOMMENDED CALLS DEPENDENT ON TRAFFIC

SITUATION BROADCAST
The pilot intends to enter a runway Immediately before entering a runway
The pilot is ready to join the circuit Immediately before joining the circuit
The pilot intends to make a straight-in approach On final approach at not less than 3 NM from
the threshold (see note)
The pilot intends to join on base leg Prior to joining on base
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RECOMMENDED CALLS DEPENDENT ON TRAFFIC

SITUATION BROADCAST
During an Instrument Approach when:
a. departing FAF or established on final ap-
Including details of position and intentions that
proach segment inbound
are clear to all pilots (both IFR and VFR)
b. terminating the approach, commencing
the missed approach
The aircraft is clear of the active runway(s) Once established outside the runway strip
NOTE: Some distances above refer to the runway threshold and others to the ARP. Pilots should
be aware that a GNSS indication of 3 NM from an airport may not be 3 NM to the runway thresh-
old.
3.2 CIRCUIT INFORMATION

3.2.1 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 maneuver to follow traffic ahead of them in the
circuit.
3.2.2 Left-hand circuits is the standard traffic circuit that must normally be made. Right-hand cir-
cuit requirements are listed on Terminal Airport charts or in the Airport Directory.
3.2.3 Aircraft should not be operated in the circuit at an indicated airspeed of more than 200 kts.
3.2.4 During the initial climb-out the turn onto crosswind should be made appropriate to the per-
formance of the aircraft, but in any case not less than 500 ft so as to be at circuit height when
turning downwind.
NOTE: CASR 91.390(1)(b) - outlines exceptions in this requirement.
3.2.5 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
3.2.6 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 airport, until the aircraft has landed.
3.2.7 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 airport. In the event of a radio failure it is important that pilots select
7600 on their transponder and continue squawking.
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3.2.8 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 air-
craft 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.
3.3 SEPARATION MINIMA FOR TAKE-OFF

3.3.1 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 1800m, become airborne and is at least 1800m ahead; or
4. if both aircraft have a MTOW below 2000kg, 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;
c. a preceding aircraft, using another runway, has crossed or stopped short of the take-off air-
craft’s runway.
3.3.2 At airports 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.
3.3.3 Where gliders and glider tugs operate to a contra-circuit, simultaneous operations are per-
mitted.
3.4 CIRCUIT HEIGHT

3.4.1 When operating at non-controlled airports, the following circuit heights are recommended:
a. High performance – includes jets and many turbo-prop aircraft, above approximately 150 kt,
1500 ft AGL;
b. Medium performance – includes most piston engine aircraft, between approximately 55 kt
and 150 kt, 1000 ft AGL;
c. Low performance – ultralights and rotary wing with a maximum speed of approximately 55 kt,
500 ft AGL (Refer to Recommended Circuit Join diagram).
3.4.2 Circuit heights for airports which have specific requirements are published in the Airport
Directory.
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3.5 TAXIING
3.5.1 Pilots of IFR flights operating from non-controlled airports must report to ATC on taxiing. If
unable to establish contact, proceed in accordance with Operations in Class G Airspace, Commu-
nications.
3.5.2 Taxiing reports for IFR flights must include the following information:
a. aircraft type;
b. POB (for flights other than air transport operations);
c. IFR;
d. location;
e. destination or departure quadrant or intentions; and
f. runway to be used.
3.5.3 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 airport
location and frequency.
3.6 DEPARTURE INFORMATION

3.6.1 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 3 NM from the departure
end of the runway. The distance may be less for aircraft with high climb performance. The dis-
tance 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 rec-
ommended overfly procedure, as they can be 2000 ft or higher above airport elevation.
3.6.2 A pilot-in-command of an IFR flight must establish the aircraft on the departure track as
soon as practicable after take-off and within 5 NM of the airport, except that, at airports which
have published standard instrument departure procedures, an IFR flight may depart in accord-
ance with those procedures. When established on the departure track, and clear of the circuit traf-
fic, the pilot-in-command must report departure to ATC unless instructed otherwise.
3.6.3 This report must include the following information:
Non-surveillance Surveillance
Departure time Current position
Outbound track in degrees magnetic Present level
Intended cruising level Intended cruising level
Estimate for the first enroute reporting point Estimate for the first enroute reporting point
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3.6.3.1 The departure time must be reported as follows:

a. current time minus an adjustment for the distance from the airport; or
b. when over or abeam the airport.
3.6.4 If the pilot transmits the departure report before intercepting the departure track the report
must include advice that the pilot is maneuvering to intercept departure track.
3.6.5 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”.
3.7 DESCENT FROM CONTROLLED AIRSPACE

3.7.1 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 broad-
cast must be made on the appropriate area VHF frequency.
3.8 ARRIVAL INFORMATION

3.8.1 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 airport location and frequency.
3.8.2 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.
3.9 LANDING MANEUVERS

3.9.1 Prior to entering the circuit at non-controlled airport, aircraft should avoid the flow of traffic
until established in the circuit. The ‘standard airport traffic circuit’ facilitates the orderly flow of traf-
fic and is normally a left circuit pattern with all turns to the left, unless published in the AIP (CASR
91.385 (1)(b)). 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 +500 ft above the cir-
cuit height.
NOTE: If jet, turbo prop, or high performance piston aircraft operate at the airport, 2000 ft AGL is
a safer height to remain clear of all circuit traffic.
3.9.2 An aircraft approaching a non-controlled airport for a landing should join the circuit in
accordance with Circuit Entry, Recommended Circuit Join unless it is:
a. following an instrument approach procedure in IMC; or
b. conducting a visual circling procedure after completion of an instrument approach procedure
in IMC; or
c. conducting a straight-in approach in accordance with paragraph 3.11.
3.9.3 The runway to be used for landing should be:
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a. the most closely aligned into-wind runway; or

b. when operational reasons justify, any other available landing direction provided that the nom-
inated 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.
3.9.4 Aircraft approaching a non-controlled airport for landing must make all turns to the left
except:
a. where right hand circuits are specified for the airport; 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 after completion of an instrument approach pro-
cedure in IMC.
3.10 CIRCUIT ENTRY

3.10.1 Where a pilot is unfamiliar with the airport layout, or when its serviceability, wind direc-
tion, wind speed, or circuit direction cannot be ascertained prior to arrival, the overfly procedure
should be used. The pilot should overfly or circle the aircraft at least 500 ft above the circuit alti-
tude, usually 2000 ft or more above the airport 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 airport. Refer AC 91.10.
3.10.2 For low performance ultralight aircraft and rotorcraft with a maximum speed of approxi-
mately 55 KT, it is recommended that the aircraft overfly midfield at 500 FT above airport eleva-
tion. This will minimize the risk of conflict with higher or faster traffic.
NOTE: Ultralight aircraft pilots who choose to use the overfly join procedure above the circuit alti-
tude 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 10,000 ft – can be at
speeds up to 250 kt. Therefore, although aircraft should be at 200 kt maximum in the circuit,
an aircraft reporting at 20 NM from the airport could be in the vicinity of the circuit within
5 minutes.
3.10.3 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 centerline on crosswind, at between midfield and the departure end of the runway.
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3.10.4 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.
3.10.5 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.
3.10.6 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 airport and commensurate with the speed flown in the circuit for the aircraft type. In any
case, the turn onto final should be completed by not less than 500 ft above airport 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 stabilized for the approach and landing.
3.11 STRAIGHT-IN APPROACH

3.11.1 Straight-in approaches are not a recommended standard procedure. CASR 91.395
allows pilots to conduct 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
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the flow of circuit traffic. CASR 91.395 (2)(b) requires that the pilot conducting a straight-in
approach give way to any other aircraft established and flying in the circuit pattern at the airport.
3.11.2 CASR 91.395 (2)(a) requires pilots, before commencing a straight-in approach, to deter-
mine the wind direction and speed and the runway in use at the airport.
3.11.3 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, or aircraft
operating at the airport; or
c. Visual indications – if the information cannot be determined by the above means.
3.11.4 When conducting a straight-in approach, the aircraft must be established on final at not
less than 3 NM from the landing runway’s threshold CASR 91.395 (2)(c).
3.11.5 Pilots of aircraft conducting a straight-in approach at a non-controlled airport 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 3
NM radius from the intended landing runway threshold.
NOTE: Within 3 NM, pilots are expected to make only minor corrections to line up accurately
on final approach. This will enable pilots conforming to the airport traffic pattern to optimize
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 air-
craft carrying out a straight-in approach.
3.12 JOINING ON BASE

3.12.1 Joining on base leg, while 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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Airport Traffic Circuit

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3.13 MILITARY INITIAL AND PITCH CIRCUIT PROCEDURE

3.13.1 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 5 NM downwind of the runway in use displaced to the dead side, and track inbound at
high speeds (see diagram below – not to scale).
3.13.2 Traffic permitting, Initial and Pitch procedures may be conducted at military, joint user,
controlled and non-controlled airports. At controlled airports military pilots must comply with ATC
circuit entry instructions unless approved for an Initial and Pitch entry.
3.13.3 When conducting this procedure, the height for fast jets is normally 1500 ft AGL and
1000 ft 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.
3.13.4 At any stage once abeam the threshold of the runway in use, and safe to do so, the air-
craft turns ("Pitches") to join downwind and configures for landing.
3.13.5 Generally pilots conducting this manoeuvre will broadcast their position at the Initial Point
and on the base turn.
Military Initial and Pitch
4. Second aircraft in formation pitches out and

1. First call on run-in to Initial Point.
positions Downwind behind first aircraft.
2. Commence Initial. 5. Subsequent aircraft in formation pitch out
and positions Downwind behind second air-
craft.
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3. First aircraft in formation pitches out and po- 6. First aircraft calls turning on Base leg for the
sitions Downwind. entire formation. Clearances or instructions ap-
ply 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.
3.14 SEPARATION MINIMA FOR LANDING

3.14.1 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 maneuver 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 air-
craft’s runway.
3.14.2 At airports 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, simulta-
neous operations are permitted.
NOTE: Pilots are reminded of their obligations to see and avoid other aircraft (CASR 91.325).
3.15 THE TRAFFIC MIX AND OTHER HAZARDS AT NON-CONTROLLED

AIRPORTS
3.15.1 At non-controlled airports, there may be scheduled or non-scheduled air transport flight,
gliders, parachutists, helicopters, gyroplanes, ultralights, balloons, general aviation aircraft, and
agricultural aircraft operations.
3.15.2 Pilots should consult AC 91-10: ‘Operations in the vicinity of non-controlled airports’, (in
conjunction with this document) for detailed operating procedures when operating in the vicinity of
non-controlled airports.
3.15.3 In addition pilots should consult AC 91-14: ‘Pilots’ responsibility for collision avoidance in
the vicinity of non-controlled airports using see and avoid’.
3.15.4 The AC mentioned above provides 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 airports.
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3.16 TAXIING AFTER LANDING

3.16.1 After landing, the runway strip should be vacated as soon as practicable. Aircraft should
not stop until clear of the runway strip.
3.17 SARWATCH
3.17.1 Cancellation of SARWATCH other than SARTIME
3.17.1.1 Pilots wishing to cancel SARWATCH may do so by reporting to ATS.
3.17.1.2 When cancelling SARWATCH, pilots must include:
a. the aircraft radio call sign;
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.
3.17.1.3 SARWATCH may be cancelled in combination with a pilot report of changing to the
CTAF, or in the circuit area, or after landing.
3.17.1.4 When the pilot of an IFR flight elects not to report in the circuit area to cancel SAR-
WATCH and has not reported within 10 minutes of ETA, ATS will commence communications
checks to obtain a landing report or an extension of SARWATCH.
3.17.1.5 ATS will acknowledge “CANCEL SARWATCH” reports with a readback of the place of
arrival, if appropriate, and the words “SARWATCH TERMINATED”.
3.17.2 Cancellation of SARTIME
3.17.2.1 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”.
3.17.2.2 ATS will acknowledge “CANCEL SARTIME” reports with a readback of the place of
arrival, if appropriate, and the words “SARTIME CANCELLED”.
3.17.2.3 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.
3.17.2.4 For SARTIME flights, pilots of single VHF radio-equipped aircraft must cancel SAR-
TIME before changing to the CTAF, or after landing.
3.17.3 SARTIME for Departure
3.17.3.1 When submitting flight notification, a pilot may nominate a SARTIME for departure for
the initial departure airport only. For intermediate departure, it may be nominated by telephone
after landing, or as part of the arrival report associated with that airport. Only one SARTIME may
be current at any time.
3.17.3.2 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 pre-
scribed reports.
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3.17.3.3 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.
3.18 RADIO TELEPHONY REQUIREMENTS OUTSIDE CONTROLLED

AIRSPACE
3.18.1 The call sign of the station or service being called must be included at the beginning of
each exchange on VHF or HF.
NOTE: 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.
3.18.2 All transmissions between aircraft, or when broadcasting intentions, must be prefixed
with the aircraft call sign.
3.18.3 When requesting operational information on FIS frequencies, the pilot must use the serv-
ice call sign “FLIGHTWATCH” and, when on HF, include the frequency on which they are calling.
3.18.4 Use of the collective “All Stations” must precede a general information broadcast.
4 LAND AND HOLD SHORT OPERATIONS (LAHSO)

4.1 INTRODUCTION
4.1.1 Notwithstanding the provisions of Separation Minima for Landing, operations by an aircraft
landing on one runway and another aircraft either taking off or landing simultaneously on a cross-
ing runway may be permitted subject to the provisions of this section.
4.2 LOCATIONS WHERE LAHSO ARE USED

4.2.1 LAHSO can be implemented at airports controlled by ATC that have suitable runway con-
figurations, together with taxi markings, signs, runway markings and lights in accordance with the
standards in Airports and Ground Aids.
4.2.2 LAHSO airports are indicated on Airport charts and in the Airport Directory by the inclusion
of the words “LDA FOR LAHSO”.
4.3 A DEPENDENT PROCEDURE

4.3.1 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.
4.4 PARTICIPATION
4.4.1 Active participation in LAHSO is available to pilots in each of the following categories:
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a. pilots of Australian registered aircraft of performance categories A, B or C engaged in opera-

tions conducted under a training and checking organization, subject to the operator providing
information in their operational document suite and certifying participating pilots for LAHSO;
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 authorized 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 Air Traffic Services 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.
4.4.2 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 approved by the relevant
Operational Airworthiness Authority;
d. pilots of foreign military aircraft approved by Defence, operating at Defence airports, 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 airports).
4.4.3 Notwithstanding the provisions of paragraphs 4.4.1a. and 4.4.2a. 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.
4.4.4 A pilot must not accept a requirement to “HOLD SHORT” unless they are qualified, has
situational awareness, and has determined that the LDA is adequate for the prevailing conditions
and the status of the aircraft.
4.4.5 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 HQ 44WG.
4.5 CONDITIONS FOR LAHSO

4.5.1 LAHSO may be conducted subject to the following conditions:
a. The wind for either the active or passive runway, including gusts, does not exceed:
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1. 20 kt crosswind;
2. 5 kt 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 5000m 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. The Airport chart and Airport Directory show “LDA for LAHSO” information. Pilots must
ensure that the airplane can land safely within the LDA for LAHSO.
j. If a runway is reported as WET, the braking characteristics must have been assessed as
GOOD by the pilot of an aircraft in the same performance category prior to the landing air-
craft being instructed to hold short. ATC will request pilot assessments of the braking char-
acteristics 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 repor-
ted.
l. For active participants ground based visual or electronic glide slope guidance must be avail-
able and utilized.
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 air-
craft of less than 5700kg MTOW landing Runway 36 at Darwin.
4.6 PILOT ADVISE OF LAHSO APPROVAL

4.6.1 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 200 NM of a destination where
LAHSO is in progress, immediately advise ACT “LAHSO APPROVED”. e.g.,
“MELBOURNE CENTER, (callsign) DESCENDING TO FLIGHT LEVEL TWO FIVE ZERO,
LAHSO APPROVED.”
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4.6.2 Pilots of civil aircraft operating under a flight number callsign as advised in flight notifica-
tion, 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 pas-
sively in LAHSO does not meet the criteria for participation, this must be communicated to ATC at
the earliest opportunity.
4.6.3 Pilots of aircraft not operating under a flight number callsign who will be entering controlled
airspace within 120 NM of destination must advise ATC “LAHSO APPROVED”.
4.6.4 When crews experience wind shear early advice to ATC is essential to ensure timely infor-
mation is passed to subsequent aircraft.
4.7 ATIS BROADCAST

4.7.1 Pilots will be alerted that LAHSO are in progress by a statement on the ATIS; For exam-
ple: “DARWIN TERMINAL INFORMATION BRAVO, RUNWAYS 29 AND 36, LAND AND HOLD
SHORT OPERATIONS IN PROGRESS, (wind, temp, etc.)”
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.
4.8 DIRECTED TRAFFIC INFORMATION

4.8.1 ATC is required to issue directed traffic information to both aircraft participating in LAHSO.
4.9 READBACK REQUIREMENT

4.9.1 In all cases, pilots must readback an ATC issued requirement to hold short.
4.10 LANDING DISTANCE ASSESSMENT

4.10.1 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 the air-
craft landing criteria held by ATC.
4.10.2 ATC may sequence non-jet Category B aircraft below 5700kg MTOW for LAHSO using
the landing distance tables. 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 respon-
sible for ensuring that the LDA is equal to, or better than, that required for the prevailing circum-
stances.
4.10.3 Pilots should check the airport 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 for their particular flight and operation.
4.11 GO AROUND DURING LAHSO

4.11.1 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
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provide standard separation. Nevertheless, ATC will issue traffic information and, if appropriate –
based on the relative position of aircraft, instructions for avoiding other aircraft.
4.11.2 When issued with avoiding action instructions, pilots should fly the specified heading
without delay.
4.11.3 Regardless of any avoiding action instructions, pilots should always defer to any TCAS
RA.
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1 CLIMB AND CRUISE PROCEDURES

1.1 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.
1.2 Pilots must give ATS notice of an impending position report by use of the word “position”;
e.g., “MELBOURNE CENTER (call sign) POSITION”. Pilots must wait for the ATS instruction
before reporting position.
1.3 Pilots must report maintaining an assigned level.
1.4 After any enroute 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.
1.5 When operating in Class “G” airspace in proximity to a controlled airport, pilots should con-
sider monitoring the TWR frequency to enhance situational awareness of traffic entering and leav-
ing the CTR.
1.6 A pilot of a flight intending to operate in the vicinity of a non-controlled airport at altitudes
used by arriving and departing aircraft should:
a. monitor the appropriate VHF, and broadcast by 10 NM or earlier from the airport commensu-
rate with aircraft performance and pilot workload with an ETA (unless otherwise specified in
Airport Directory); and
b. where possible, avoid the circuit area and arrival and departure tracks.
2 AIR TRAFFIC CONTROL CLEARANCES AND INSTRUCTIONS

2.1 GENERAL
2.1.1 Pilots must obtain an ATC clearance before operating in controlled airspace. In Class E
airspace, an ATC clearance is not required for:
a. IFR flights operating in accordance with the IFR Pick-up procedure; and
b. VFR flights.
NOTE 1: Special requirements apply to Parachute Jumping Operations – refer to ATC — SPE-
CIAL OPERATIONS AND REQUIREMENTS — Parachuting Operations.
NOTE 2: Access to restricted areas must be approved by the controlling authority – refer to ATC
— AIRSPACE ORGANIZATION — Flight Within Prohibited, Restricted and Danger Areas.
2.1.1.1 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.
2.1.2 A pilot must advise ATC immediately if issued a clearance with which the pilot cannot
comply. If considered necessary, a pilot should request a different clearance from that issued.
2.1.3 When clearance has been issued to deviate from the cleared route, the pilot must advise
ATC when the deviation:
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a. is no longer required; or
b. has been completed and the aircraft is established back on its cleared route.
2.1.4 If unable to obtain a clearance for a deviation and the pilot considers there is no safer
alternative course of action:
a. select code 7700;
b. broadcast an urgency message specifying details of the deviation on the appropriate ATC
and emergency frequencies; and
c. repeat the urgency message at regular intervals.
NOTE 1: When entering an active restricted area without a clearance, aircraft proceed at their
own risk.
NOTE 2: ATC will terminate control services and continue to provide flight information and alerting
services.
2.1.4.1 Pilots must obtain a clearance from ATC before exiting the restricted area and entering
controlled airspace.
2.1.5 Except for instructions related to SID and STAR operations when ATC issues a level clear-
ance 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 by:
a. restating all restrictions; or
b. prefixing the subsequent instruction with “FURTHER RESTRICTION”.
2.2 ENTERING CONTROLLED AIRSPACE

2.2.1 When communication facilities permit, clearances will be passed direct to pilots by ATC.
When direct communication on the published frequency is not possible, the pilot should request a
clearance through the ATS unit providing services in the preceding non-controlled airspace.
2.2.2 If proposing to fly into a control area from an airport located so close to the entry point that
making a full position report before entry is not practicable, the pilot should request a clearance:
a. prior to entering the runway, where direct communication is available;
b. after take-off, provided that the aircraft does not enter control area until cleared; or
c. prior to landing, when intending to depart for controlled airspace shortly after landing.
2.2.3 Where the enroute LSALT is in controlled airspace, the pilot should request clearance
prior to departure and include an estimated airborne time.
2.2.4 When an ATC clearance includes a Clearance Expiry Time, the clearance is valid only if
the flight enters controlled airspace in accordance with the clearance at or before that time.
2.2.5 Excluding Class D airspace, when requesting clearance and flight details have not been
provided, pilots must wait for ATC to respond with their callsign before providing the flight details.
2.2.6 When making first contact with Approach Control, the following apply:
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a. Not Identified – report:

1. DME or GNSS distance from airport, if available;
2. VOR radial, GNSS track or compass quadrant from the airport, or if issued a STAR
clearance, the STAR designator;
3. assigned level;
4. flight conditions, if appropriate; and
5. receipt of ATIS (code);
b. Identified – report:
1. assigned level;
2. flight conditions, if appropriate; and
3. receipt of ATIS (code).
2.3 OPERATIONS IN CLASS D AIRSPACE

2.3.1 Within a Class D CTR, a clearance to take-off is a clearance to operate within or depart
the CTR into Class G airspace in accordance with the ready report.
2.3.2 Two-way communications established between a pilot and ATC constitutes a clearance for
the aircraft to enter Class D airspace. To establish two-way communications the pilot must:
a. initiate communications and advise current position, altitude, intention, ATIS received and
any request(s); and
b. establish communications with ATC as follows in order to enter Class D airspace:
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Communications Estab-
ATC Response Pilot Action
lished
(aircraft callsign) Yes – Fly the track, level and intentions
stated when initiating two way
communications.
– Comply with any subsequent ATC
instructions.
– When no level instruction is is-
sued, descend as necessary to
join the airport traffic circuit.
(aircraft callsign) Yes – Comply with ATC instructions.
(instructions) – When no level instruction is is-
sued, descend as necessary to
join the airport traffic circuit.
Responds to the initial radio No Remain outside Class D airspace.
call without using the air-
craft callsign, e.g. AIR-
CRAFT CALLING ARCHER
TOWER, STANDBY, or
AIRCRAFT CALLING
ROCKY TOWER, SAY
AGAIN
NOTE: See ATC — COMMUNICATIONS for generic phraseology used by ATC when a clearance
is not immediately available.
2.4 RNP AR DEPARTURES

2.4.1 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 eligi-
ble flights.
2.5 PRE-DEPARTURE CLEARANCE (PDC)

2.5.1 Use of PDC is limited to operations authorized by Airservices Australia. Operators wishing
to participate in PDC should submit a request to Airservices Australia. Participating operators
must not delete any component of the PDC message nor amend the order of the text.
2.5.2 When departing an airport participating in PDC, pilots must obtain the PDC, via ACARS or
hard copy message, no later than 15 minutes prior to EOBT. If the PDC is not available by 15
minutes prior to EOBT, pilots must contact the ACD frequency for a verbal airways clearance.
NOTE: ATC will not send amended route clearances via PDC.
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2.5.3 Pilots must readback the following items on the ACD frequency, or on the SMC frequency
if ACD is not established, prior to a pushback or taxi request:
a. The SID, including runway and/or transition (if issued);
b. Transponder code;
c. Additional requirements specified in the PDC; and
d. Current parking position/bay.
2.6 CLEARANCES FOR OPERATIONS AT NIGHT OR IN IMC BELOW

PUBLISHED LSALT
2.6.1 Some flights are authorized to operate below the published LSALT at night or in IMC —
other than during departure or arrival. The pilot in command is solely responsible for avoiding ter-
rain in such cases. Associated clearance requests must be expressly initiated by the pilot in com-
mand and should inform ATC about the nature of the operation (e.g., NVIS, OWN TERRAIN
CLEARANCE, etc.).
3 CRUISING LEVELS
3.1 ENROUTE
3.1.1 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.
3.1.2 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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3.2 TABLES OF CRUISING LEVELS

North of 80 Degrees South
TABLE A — IFR
Magnetic Tracks From 000° through East to 179° From 180° through West to 359°
Cruising Altitudes 3000 7000 2000 6000 10,000
(Area QNH) 5000 9000 4000 8000
110* 230 350 120* 240 360
130 250 370 140 260 380
Cruising Flight Lev-
150 270 390 160 280 400
els
170 290 410 180 300 430
(1013 hPa)
190 310 450 200 320 470
210 330 490 220 340 510
NOTE: *FL110 is not available for level flight when the Area QNH is less than 1013 hPa.
FL120 is not available for level flight when the Area QNH is less than 980 hPa.
TABLE B — VFR
Magnetic Tracks From 000° through East to 179° From 180° through West to 359°
Cruising Altitudes 1500 5500 9500 2500 6500
(Area QNH) 3500 7500 4500 8500
Cruising Flight Lev- 115* 175 235 125* 185 245
els 135 195 145 205
(1013 hPa) 155 215 165 225
NOTE 1: Pilots should be aware that VFR aircraft outside controlled airspace may be operating at
random levels below 3000 ft AMSL. (See Selection of Levels, VFR paragraph.)
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South of 80 Degrees South

TABLE A — IFR
Grid Tracks From 000° through East to 179° From 180° through West to 359°
Cruising Altitudes 3000 7000 2000 6000 10,000
(Area QNH) 5000 9000 4000 8000
110* 210 330 120* 220 350
Cruising Flight Lev- 130 230 370 140 240 390
els 150 250 410 160 260 430
(1013 hPa) 170 270 etc. 180 280 etc.
190 290 200 310
Table B — VFR
Grid Tracks From 000° through East to 179° From 180° through West to 359°
Cruising Altitudes 1500 5500 9500 2500 6500
(Area QNH) 3500 7500 4500 8500
115* 215 340 125* 225 360
135 235 380 145 245 400
Cruising Flight Levels
155 255 420 165 265 440
(1013 hPa)
175 275 460 185 285 480
195 300 205 320
3.3 SELECTION OF LEVELS

3.3.1 Flights must be planned in accordance with levels selected from the Tables of Cruising
Levels. Any part of a flight that will take place south of 80° South must be planned in accordance
with levels selected from the tables.
3.3.2 Within controlled airspace, ATC may assign and pilots may request a level that does not
accord with the Tables of Cruising Levels.
3.3.2.1 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.
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3.3.3 ATC will only assign cruising levels not conforming to these tables when traffic or other
operational circumstances require.
3.3.4 Subject to ATC instructions, a VFR flight must be flown at a cruising level appropriate to its
magnetic track according to Tables of Cruising Levels:
a. whenever the flight is conducted at a height of 3000 ft AMSL or more; or
b. if the flight is conducted at a height of less than 3000 ft AMSL whenever practicable (CASR
91.275).
3.3.5 An IFR flight must be flown:
a. within controlled airspace at a cruising level authorized for the flight by the ATC; or
b. outside controlled airspace at a cruising level appropriate to its magnetic track according to
Tables of Cruising Levels (CASR 91.290).
3.3.6 When an IFR flight operating outside controlled airspace is unable to comply with the
Tables of Cruising Levels, the pilot must:
a. notify the appropriate ATS unit of the intended change in operating level, and any subse-
quent changes; and
b. in the event of conflict with another aircraft complying with the Tables of Cruising Levels,
give way to that aircraft or assume a cruising level in accordance with the Tables of Cruising
Levels until the aircraft with which it is in conflict is past and clear (CASR 91.295 and
91.300).
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.
3.4 BLOCK LEVELS

3.4.1 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.
3.4.2 Civil IFR flights will not be allocated block levels in Class E airspace.
3.4.3 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.
3.4.4 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 pro-
vide vertical separation from the other aircraft requesting one of the levels.
3.4.5 Aircraft at standard flight levels will be afforded priority over aircraft using non-standard
flight levels.
3.4.6 Mach number technique separation will not be applied to aircraft using block level clearan-
ces.
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3.4.7 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.
3.5 CHANGE OF LEVELS

3.5.1 ATC Approval Required
3.5.1.1 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.
3.5.1.2 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 restriction can be met, ATC must be advised immedi-
ately.
3.5.1.3 ATS advised expectation of a level restriction does not authorize a pilot to climb or
descend to meet that restriction.
3.5.1.4 An expectation of a level restriction is not required to be read back.
3.5.1.5 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.
3.5.1.6 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.
3.5.1.7 During a change of level, the pilot in command must advise ATC if they maintain an
unassigned interim level.
3.5.1.8 ATC may provide vertical separation between two climbing aircraft, not otherwise sepa-
rated, by means of a step climb. Pilots-in-command subject to a step climb, must adopt the follow-
ing procedure:
a. the pilot-in-command of the lower aircraft shall 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, shall report the last vacated level.
3.5.1.9 Step descents reverse the above procedure.
3.5.1.10 ATC may specify a rate of climb or descent:
a. The phrase “STANDARD RATE”, when included in a clearance, specifies a rate of climb or
descent of not less than 500 ft per minute, except that the last 1000 ft to an assigned level
shall be made at 500 ft per minute;
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b. In the case of a step climb or descent, the specified rate will be applicable to all level clear-
ances issued in the course of the step climb or descent. If unable to comply with the prescri-
bed rate, the pilot-in-command must advise ATC.
3.5.1.11 Cruise Climb is not used in Australian administered airspace. Where possible, block
level clearances will be issued upon request.
3.5.2 ATC Approval Not Required
3.5.2.1 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.
3.6 CALCULATION OF LOWEST SAFE ALTITUDE (LSALT)

3.6.1 A pilot using Grid LSALT or Grid MORA for obstacle clearance is responsible for determin-
ing 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 allow-
ance must be applied to the proposed track. The highest Grid MORA falling within the area cov-
ered by the determined navigation error must be used.
3.6.2 For routes and route segments not charted, the lowest safe altitude must not be less than
that calculated in accordance with paragraph 3.6.3 within an area defined in the following para-
graphs 3.6.6, 3.6.7, 3.6.8 and 3.6.9.
3.6.3 Unreported obstacles up to 360 ft may exist in navigation tolerance areas. The LSALT
must be calculated using the following method:
a. where the highest obstacle is more than 360 ft above the height determined for terrain, the
LSALT must be 1000 ft above the highest obstacle; or
b. where the highest charted obstacle is less than 360 ft above the terrain, or there is no char-
ted obstacle, the LSALT must be 1360 ft 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 500
ft, the LSALT must not be less than 1500 ft.
3.6.4 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, unless permitted by CASR
91.265, 91.267 and 91.305 or another civil aviation legislation provision.
3.6.5 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 centered on the DR position, with a radius of 5 NM plus 20% of the air distance flown from
the last positive fix.
3.6.6 For Routes Defined by Radio Navigation Aids or to be Navigated by DR: The area to
be considered must be within an area of 5 NM surrounding and including an area defined by lines
drawn from the departure point or enroute 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 50 NM each side of track, thence paralleling track to
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abeam the destination and then converging by a semi-circle of 50 NM radius centered on the des-
tination. On shorter routes, where these lines are displaced by less than 50 NM abeam the desti-
nation, 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 enroute or destination radio aid the aircraft is equip-
ped to use, they will converge by straight lines to that aid. The minimum angle of convergence
which shall be used in this case is 10.3° each side of track.
3.6.7 For Routes Operated Under the RNP 2 Navigation Specification: The area to be con-
sidered must be within an area of 5 NM surrounding and including the departure point, the desti-
nation and each side of the nominal track.
3.6.8 For Other Area Navigation Operations: The area to be considered must be within an
area of 5 NM 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. 8 NM for flights under the RNP 4 navigation specification;
b. 7 NM for flights under an RNAV navigation specification having a GNSS input; or
c. 30 NM for flights 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.
3.6.9 VFR Flights at Night: The area to be considered must be:
a. the area specified in paragraph 3.6.6, 3.6.7 or 3.6.8 for aircraft navigated by means of a
radio navigation system; or
b. within a radius of 10 NM 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 obstacle
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.
3.6.10 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 unless permitted
by CASR 91.265, 91.267 and 91.305 or another civil aviation legislation provision.
4 AIR ROUTE SPECIFICATIONS

4.1 When proposing to operate under the IFR on any route segments, or proposing flight in con-
trolled airspace, the pilot in command must plan and conduct a flight in accordance with the:
a. route specifications published in Aeronautical Charts including the relevant en route chart;
and
b. applicable flight planning requirements; and
c. published accessibility of airspace such as restricted areas;
unless otherwise authorized by ATC.
4.2 The pilot-in-command is responsible for ensuring that the requirements of Section 3 can be
met.
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4.3 Where no route specification has been published on the relevant Enroute/Area chart, a route
determined by the pilot-in-command, and, if in controlled airspace, approved by ATC, will be plan-
ned.
4.4 Prior ATC approval is required for RNAV tracking on routes other than those published or in
the Airservices “Off Air Route Planning (OARP) Manual” (not published herein). Information and
rules regarding OARP are available at:
http://www.airservicesaustralia.com/industry-info/flight-briefing/off-air-route-flight-planning-options/
4.5 The position reporting points for a route should be separated by a distance approximately 30
minutes or 200 NM apart, whichever is least, and when practicable, should be selected from
those on Enroute/Area charts. Otherwise, the position reporting points should be places named
on VTC or WAC, and identifiable by radio or visual means. To minimize confusion when a position
is reported over a town which has a nearby airport of the same name, the word “TOWNSHIP” is to
be used after the name in the text of the report.
4.6 For an area-type flight as distinct from route flying, the pilot of an IFR flight or VFR flight in
those circumstances identified in Flight Planning (Series 600) 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.
4.7 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.
5 SEPARATION STANDARDS
5.1 REDUCED VERTICAL SEPARATION MINIMUM (RVSM)
5.1.1 Application of RVSM
5.1.1.1 Australia applies a 1000 ft reduced vertical separation minimum between approved air-
craft operating between FL290 and FL410 inclusive.
5.1.1.2 RVSM does not apply to formation flights and civil formation flights will not be issued
clearance to operate between FL290 and FL410 inclusive.
5.1.2 RVSM Operations
5.1.2.1 Aircraft transiting from adjacent FIRs into Australian FIRs between FL290 and FL410
inclusive must plan from the way-point on the FIR boundary using the Table of Cruising Levels at
paragraph 3.2.1.
5.1.2.2 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 para-
graph 3.2.1.
5.1.2.3 Aircraft that will cross latitude 80° South between FL290 and FL410 inclusive must plan
using the Table of Cruising Levels for operations north of 80° South, and the Table of Cruising
Levels for operations south of 80° South.
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5.1.2.4 To have RVSM applied to their aircraft, operators must be approved by the State of Reg-
istry or State of the Operator.
5.1.2.5 Approved operators must ensure that height-keeping monitoring is undertaken 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 http://www.airservicesaustra-
lia.com/organisations/aama/.
5.1.2.6 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.
5.1.2.7 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 the section on FLIGHT PLANNING.
5.1.2.8 Pilots of aircraft that are not RVSM-approved must report “NEGATIVE RVSM”.
5.1.3 Operational Procedures Before Entering the RVSM Flight Level Band —
RVSM Approved Aircraft
5.1.3.1 On each flight before entering the RVSM flight level band, pilots of RVSM-approved air-
craft 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.
5.1.3.2 If any item of the minimum mandatory equipment listed in the previous paragraph is not
operating normally, a pilot must notify ATC before entering the RVSM flight level band using the
phraseology “NEGATIVE RVSM”.
5.1.4 Operational Procedures After Entering the RVSM Flight Level Band —
RVSM Approved Aircraft
5.1.4.1 During changes of level, an aircraft must not overshoot or undershoot its Cleared Flight
Level (CFL) by more than 150 ft (45m).
5.1.4.2 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
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c. notify ATC of the failure using the phraseology, “FOR INFORMATION, OPERATING ON
ONE PRIMARY ALTIMETER ONLY”.
5.1.4.3 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 121.5 MHz;
c. notify ATC of the failure using the phraseology “NEGATIVE RVSM” and the intended course
of action.
5.1.4.4 In Oceanic Class A Airspace Area. 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.
5.1.4.5 Divergence in Primary Altimetry Systems’ Indication. If the primary altimeters
diverge by more than 200 ft, 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 paragraph 5.1.4.2.
c. If the defective system cannot be determined, proceed as in paragraph 5.1.4.3.
5.1.4.6 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”.
5.1.4.7 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”.
5.1.4.8 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 121.5 MHz.
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e. Notify ATC of the failure using the phraseology “NEGATIVE RVSM” and the intended course
of action.
5.1.4.9 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:
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 degrees right or left, whenever this is possible,
taking account of adjacent routes.
5.1.5 ATC Responsibilities
5.1.5.1 ATC will apply alternative separation to any aircraft that has reported “NEGATIVE
RVSM” in accordance with requirements specified in this Section.
5.1.6 Weather and Wake Turbulence, and System Alerts
5.1.6.1 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 experi-
ences distracting aircraft system alerts, must notify ATC and request a revised clearance before
deviating from track or CFL.
5.1.6.2 Oceanic Control Area Only. If a revised clearance is not possible or practicable, the
pilot of an aircraft operating in an oceanic control area 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
123.45 MHz.
b. Initiate a lateral offset (one or both aircraft may initiate) not to exceed 2 NM 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 track(s).
5.1.7 Flight Level Deviation Reporting
5.1.7.1 For operations in the Australian FIR, flight crews must report all flight level deviations of
300 ft or more from the aircraft’s assigned level, irrespective of the cause of the deviation.
5.1.7.2 In reporting, crews must provide the information in the format detailed below. Reports
must be submitted as soon as possible after the occurrence and in writing to:
Australian Airspace Monitoring Agency (AAMA)
Address: Safety & Assurance Group
Airservices Australia
GPO Box 367
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CANBERRA
ACT
AUSTRALIA
2601
Fax: 61-2-6268 5695
E-Mail: aama@airservicesaustralia.com
5.1.7.3 Flight crew may send reports through the airline/operator using its normal reporting pro-
cedures.
5.1.7.4 A report of altitude deviations of 300 ft or more, including those due to Traffic Alert and
Collision Avoidance System (TCAS), turbulence, and contingency events must use the following
format:
a. Reporting Agency:
b. Date and Time:
c. Location of Deviation: (lat/long) and indication of the area (eg, Australian South Pacific air-
space/Australian Continental airspace/Australian Indian Ocean airspace).
d. Aircraft Identification and Type:
e. Flight Level Assigned:
f. Observed/Reported (indicate one) Final Flight Level: and indicate whether controller or pilot
report
g. Duration at Flight Level:
h. Cause of Deviation:
i. Other Traffic:
j. Crew Comments: (if provided)
k. Remarks: (If the event necessitated contingency action, indicate whether AIP contingency
procedures were followed).
5.2 WAKE TURBULENCE SEPARATION STANDARDS

5.2.1 Categories
5.2.1.1 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 aircraft types of 136,000kg maximum takeoff weight or more;
c. MEDIUM (M) – Aircraft types of less than 136,000kg maximum take-off weight but more than
7000kg maximum take-off weight;
d. LIGHT (L) – Aircraft types of 7000kg maximum take-off weight or less.
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NOTE: B757, H47 (Chinook) and H53 (Stallion) are categorized Heavy (H) when the following air-
craft is categorized either Medium (M) or Light (L) and categorized Medium (M) when the preced-
ing aircraft is categorized Heavy (H).
5.2.2 Application of Standards
5.2.2.1 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
1000 ft below.
NOTE: Directly behind means an aircraft is operating within 760m laterally of the track of the lead-
ing aircraft.
5.2.2.2 ATC applies the following time based wake turbulence separation minima between the
relevant categories of aircraft:
Aircraft Categories Time Separation Minima

DEPARTURE
DISPLACED
OPPOSITE DI- Intermedi-
Leading Following ARRIVAL LANDING
RECTION Full Length ate
Aircraft Aircraft THRESHOLD
(*Note)
MIN MIN MIN MIN MIN
HEAVY 3 3 3 2 4
SUPER MEDIUM 3 3 3 3 4
LIGHT 4 3 3 3 4
HEAVY MEDIUM 2 2 2 2 3
LIGHT 3 2 2 2 3
MEDIUM
(fixed
wing with
MTOW of
25,000kg
LIGHT 3 2 2 2 3
or more,
and all
MEDIUM
helicop-
ters)
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Aircraft Categories Time Separation Minima

NOTE 1: *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.
5.2.2.3 ATC applies the following distance wake turbulence separation minima between the rel-
evant categories of aircraft:
Aircraft Categories Distance Separation Minima

Leading Aircraft Following Aircraft NM
SUPER HEAVY 6
MEDIUM 7
LIGHT 8
HEAVY HEAVY 4
MEDIUM 5
LIGHT 6
MEDIUM (fixed wing LIGHT 5
with MTOW of
25,000kg or more, and
all MEDIUM helicop-
ters)
5.2.2.4 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 Time Sep-
aration Minima.
5.2.2.5 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 pilot waivers, if a pilot has initiated a waiver of the relevant departure wake turbu-
lence 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
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3. landing on a parallel runway separated by less than 760m from the runway of a preced-
ing 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 their own separation with that aircraft.
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.
5.2.2.6 No specific separation is applied on account of wake turbulence between an aircraft
landing behind an aircraft taking-off on the same runway.
5.2.2.7 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 vicin-
ity of controlled airspace may be affected by wake turbulence from aircraft operating within con-
trolled airspace.
5.2.2.8 For aircraft in the Super or Heavy wake turbulence categories, the word “SUPER” or
“HEAVY” respectively must be included immediately after the aircraft call sign in the initial radio-
telephony contact between such aircraft and each approach, departure, director, ground and
tower controller.
5.2.3 Pilot Waivers
5.2.3.1 Pilots may, in VMC by day only, advise ATC that they wish the application of the depar-
ture standards to be waived. When a pilot so advises, this indicates to ATC that the pilot accepts
total responsibility for providing their own wake turbulence separation.
Waiving of these separation standards is not permitted when the aircraft concerned will follow a
Heavy or Super aircraft.
5.2.3.2 ATC is not permitted to ask pilots to accept waivers.
5.2.3.3 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.
6 DIVERSIONS TO AN ALTERNATE AIRPORT

6.1 The pilot-in-command is responsible for taking appropriate diversion action based on infor-
mation received. The pilot must provide the latest diversion time from the destination or from a
point enroute and, if required, the time interval.
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7 FLIGHTS OVER WATER

7.1 There are specific over water flight notification requirements (refer to CASR 91.240 and the
Part 91 MOS Chapter 9).
NOTE: Pilots are reminded of the requirement to not operate an aircraft in a manner which cre-
ates a hazard to a person or property (CASR 91.055).
7.2 Requirements related to flight over water can be found in the CASR Part relevant to the
operation being conducted.
7.3 Helicopters must be fitted with an approved emergency flotation system on a Part 133 AOC
operation in accordance with Chapter 11 of the Part 133 MOS.
8 POSITION REPORTS
8.1 Except when identified, position reporting is mandatory when operating under IFR and must
normally be made at the positions or times notified on the flight notification. (For flights not operat-
ing along an ATS route, reporting points should be provided in Item 15 for locations approximately
30 minutes or 200 NM apart.)
8.2 The position report format is identified on METEOROLOGY — Meteorology Reports and
Advisories — APPENDIX 1 — Position Reports, AIREP Special and Volcanic Ash Reports.
8.3 When an aircraft is holding due to weather, ATS will nominate scheduled reporting times
which will normally be at 15 minute intervals.
8.4 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.
8.5 The position report format appears on METEOROLOGY — Meteorology Reports and Advi-
sories — APPENDIX 1 — Position Reports, AIREP Special and Volcanic Ash Reports. Section 2
of the report should only be transmitted when required by the operator or when deemed neces-
sary by the pilot. Section 3 of the report is required for the situations described in APPENDIX 1.
8.6 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.
8.7 Pilots must give ATS notice of an impending position report by use of the word “POSITION”;
e.g., “MELBOURNE CENTER (call sign) POSITION”. Pilots must wait for the ATS instruction
before reporting position.
8.8 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.
8.9 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.
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8.10 Pilots should normally report ETA at the place of intended landing when at the last position
report.
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1 RADIO COMMUNICATIONS
1.1 RADIO COMMUNICATIONS SYSTEM REQUIREMENTS
1.1.1 The underpinning rule for all radio communication equipment requirements is that an air-
craft, in controlled or uncontrolled airspace, must have radio communication systems capable of:
a. collectively communicating on all frequencies necessary to meet the reporting, broadcast
and listening watch requirements under the civil aviation legislation, from any point on the
route of the flight, including in the event of any diversions; and
b. 2-way voice communications; and
c. communicating on the aeronautical emergency frequency 121.5 MHz.
1.1.2 Specific radio equipment carriage requirements (other rules discuss radio usage) are con-
tained in the following rules:
a. for sport and recreational aircraft operations — the applicable CAO.
b. for Part 121, 133 or 135 operations — section 11.08 of the respective CASR Part MOS.
c. for Part 131 operations — the requirements of CAO 95.53 and 95.54 apply.
d. for all other operations — sections 26.18 and 26.19 of the Part 91 MOS.
1.2 SUMMARY OF REPORT AND BROADCAST REQUIREMENTS

1.2.1 General
1.2.1.1 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 pro-
vide advisory traffic information to other aircraft.
1.2.1.2 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 ATC —
AIRSPACE ORGANIZATION Section 6.
1.2.1.3 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. 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 perma-
nent.
1.2.1.4 After any ATS directed 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. “MEL-
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BOURNE CENTER (CALL SIGN) CLEARED FLIGHT LEVEL TWO ONE ZERO, LEAVING
FLIGHT LEVEL TWO NINER ZERO”.
1.2.1.5 All aircraft departing, arriving or transiting an AFIS broadcast area during AFIS HRS
must make broadcasts prior to or as soon as possible after entering the broadcast area.
1.2.1.6 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.
1.2.1.7 Unless otherwise authorized, gliding operations in controlled airspace (including Class
E) must be conducted using the appropriate ATC frequency.
1.2.1.8 Pilots of IFR flights operating outside controlled airspace who desire to establish com-
munication 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 prior to making the frequency
change.
1.2.2 Prescribed Reports
Aircraft in Class A, B, C or D Airspace, or IFR Aircraft in Class E Airspace — Prescribed

Reports
Situation Report
Ready to Taxi Report the situation
Airborne Report the situation
Departure Report the situation
Position report when required by the ATC service or the route Report the situation
reporting requirements in the authorized aeronautical informa-
tion
Previously reported position estimate is more than 2 minutes Corrected position estimate
in error
Sustained variation of more than 10 kt or Mach 0.02 from any Report the situation
previously notified speed or any standard descent profile
agreed between the aircraft operator and ATS
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Aircraft in Class A, B, C or D Airspace, or IFR Aircraft in Class E Airspace — Prescribed

Reports
Situation Report
Aircraft performance degraded below: Report the situation
a. the level required for the airspace in which it is operating;
or
b. the capability of the aircraft reported in the aircraft’s flight
notification
Leaving a level or reaching an assigned level Report the situation
Unable to comply with ATC clearances or instructions Report the situation
Before leaving controlled airspace on descent Report the situation
Arrival If cancelling SARWATCH — re-
port cancellation
IFR Aircraft in Class G Airspace — Prescribed Reports

Situation Report
Taxiing Report the situation
Departure Report the situation
Reaching cruising level Report the situation
Position report when required by the ATC service or by the Report the situation
route reporting requirements of the authorized aeronautical in-
formation
Previously reported position estimate is more than 2 minutes Report the situation
in error
Before changing level Report the situation
Before changing frequency Report the situation
Requiring clearance into controlled airspace Report the situation
Before changing to CTAF and not monitoring ATS frequency Report the situation
on second COM system
After landing If cancelling SARWATCH at this
time — report the cancellation
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VFR Aircraft in Class E or G Airspace — Prescribed Reports

Situation Report
Requiring clearance into controlled airspace Report the situation
Before, and on completion of, over water stage Report in accordance with SAR
reporting schedules if arranged
before the over water stage
Aircraft Operating in a Mandatory Broadcast Area — Mandatory Broadcasts

Situation Broadcast
Prior to, or immediately after, entering an MBA The pilot’s intended use of the
MBA
Joining a circuit Broadcast the condition, and in-
dicate the leg on which the air-
craft will join
Conducting a straight-in approach No later than 3 NM from the run-
way threshold — broadcast the
condition
Passing the final approach fix of an instrument approach pro- Broadcast the condition
cedure
Commencing a missed approach Broadcast the condition
After landing and clear of the active runway(s) Broadcast the condition
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Aircraft Operating in a Mandatory Broadcast Area — Mandatory Broadcasts

Situation Broadcast
Starting to taxi Broadcast the condition and the
following information:
If the flight is to be conducted
under the IFR — this informa-
tion;
either the:
(i) planned destination airport
for the flight; or
(ii) direction in which the pilot
intends to fly from the air-
port; or
(iii) nature of operation (e.g. cir-
cuits); and
the runway proposed to be used
for take-off.
Immediately before entering the runway to be used for take-off Broadcast the following:
a statement that the aircraft is
entering the runway; and
the runway identifier.
1.2.3 Inoperative Radio and No-Radio Procedures

1.2.3.1 CASR Parts 91, 103 and 131 permit some flights to be conducted without a radio. For
operations under Part 131 the requirements of CAO 95.53 and 95.54 apply.
1.2.3.2 A non-radio aircraft may fly in Class G airspace in VMC by day at or below 5000 ft
AMSL.
1.2.3.3 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 pro-
ceeds.
1.2.3.3.1 Where repair facilities are not available, flight to the nearest appropriate repair facility
may proceed in Class G airspace in VMC only. If 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.
1.2.3.3.2 When arriving at a non-controlled airport where the carriage of radio is required, if a
radio failure occurs either enroute to or in the circuit of the airport, the pilot may continue to land
at that airport provided:
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a. where equipped — the aircraft displays its external lights, and its transponder is turned on;
and
b. if enroute — the pilot uses the overfly joining procedure (Refer to the graphic Recommended
Circuit Join in ATC — DEPARTURE, APPROACH AND LANDING PROCEDURES).
1.2.3.3.3 A pilot may depart the airport with an unserviceable radio and fly to another airport for
repairs, provided that the aircraft – where equipped – displays its external lights and its trans-
ponder turned on.
1.2.3.3.4 To maximize the safety of commercial passenger transport operations, during a flight
to or from an airport for radio repairs, it is requested that pilots plan to avoid arriving or departing
from an airport during the known hours of scheduled air transport operations. For airports where
there is a UNICOM or CA/GRS, pilots should by alternative means where possible make contact
and advise their intentions before conducting operations.
1.2.3.3.5 An aircraft not equipped with an operative radio may operate at, or in the vicinity of, a
non-controlled certified or military airport provided that:
a. The aircraft is operated in VMC by day; and
b. The aircraft arrives or departs 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 air-
craft.
NOTE: The radio-equipped aircraft should be maneuvered to keep the no-radio aircraft at a safe
distance and in sight at all times in order to accurately report its position.
1.2.3.4 Procedures to be adopted when total loss of radio occurs while in-flight and within Aus-
tralian Domestic airspace are contained in the Emergency section.
1.2.3.5 Procedures to be adopted when total loss of radio occurs while in-flight and within Aus-
tralian administered Oceanic airspace are as follows:
1.2.3.6 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, air-
craft 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 avoid-
ance systems or traffic displays (if equipped);
4. Turn on all aircraft exterior lights (commensurate with appropriate operating limitations);
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5. Maintain the last assigned speed and level for a period of 60 minutes following the air-
craft’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 ATC — GENERAL FLIGHT PRO-
CEDURES, including an offset of up to 2 NM right of track.
6. Upon exiting OCA, conform to the relevant State procedures and regulations.
1.2.3.7 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 the previous
paragraph.
2 COMMUNICATIONS SERVICES
2.1 RADIO FREQUENCIES
2.1.1 General
2.1.1.1 Air-ground communications in Australian FIRs are conducted by radio telephony in the
VHF, UHF and HF bands. Air-to-air communications are conducted in the VHF band. The require-
ments for carriage of radio communication systems are contained in paragraph 1.1. Frequencies
are published on applicable Enroute/Area and Terminal charts. VHF frequencies are published/
depicted on Jeppesen Terminal charts.
2.1.1.2 VHF is the primary frequency band, with HF only being used when outside VHF cover-
age. Area VHF frequencies and their estimated coverage are shown on Enroute/Area charts.
2.1.1.3 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.
2.1.2 HF — Domestic Operations
2.1.2.1 The National Aeronautical HF network appropriate to the area of operations is shown on
applicable Enroute/Area charts. In Trans-Continental and Oceanic Control Areas (TCTA/OCTA),
the ground organization may nominate the appropriate International Network to be used by air-
craft. 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.
2.1.3 HF — International Operations
2.1.3.1 HF networks to be used in order of preference are:
a. the appropriate International Network (SEA-3, SP-6, INO-1); or
b. the national network for Domestic Operations.
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2.1.4 Interpilot Air-to-Air Communication

2.1.4.1 In accordance with regional agreements, 123.45 MHz 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
airport depicted on an aeronautical chart to exchange necessary operational information and to
facilitate the resolution of operational problems.
2.1.5 SELCAL
2.1.5.1 SELCAL is available to appropriately equipped aircraft. Frequencies for this service are
published on Enroute/Area charts.
2.2 CERTIFIED AIR/GROUND RADIO SERVICE (CA/GRS)

2.2.1 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 serv-
ice 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.
2.2.2 The CA/GRS does not provide any separation service.
2.2.3 The call sign of the service is the aerodrome location followed by “Radio”; e.g., “Ayers
Rock Radio”. The radio operators of the service have been certified to meet a CASA standard of
communication technique and aviation knowledge appropriate to the service being provided.
2.2.4 The CA/GRS is provided to all aircraft operating within the designated broadcast area for
the specific location. Refer to Airport Directory for the location specific designated broadcast
areas.
2.2.5 When a CA/GRS is operating, pilot procedures are unchanged from the standard non-con-
trolled aerodrome operating and communications procedures. Airport Directory includes location
specific information relating to procedures.
2.2.6 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.
2.2.7 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 maneuvering area
of the aerodrome. Traffic information may include some or all of the following:
1. the aircraft type, call sign, 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.
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c. Weather conditions and operational information for the aerodrome. The information which
may be advised includes:
1. runway favored by wind or for noise abatement,
2. runway surface conditions,
3. wind direction and speed,
4. visibility and present weather,
5. estimated cloud base,
6. aerodrome surface temperature, and
7. aerodrome QNH.
This information will be provided by means of an 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 aer-
odrome.
2.2.8 The CA/GRS will provide emergency services call-out if requested by the pilot in an emer-
gency or, if in the opinion of the operator, a call-out is warranted.
2.2.9 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 the QNH
Sources paragraph in the Terminal section.
2.2.10 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.
2.3 UNICOM
2.3.1 UNICOM (Universal Communications) is a non-ATS communications service provided to
enhance the value of information normally available about a non-controlled airport.
2.3.2 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 oper-
ating in the vicinity of an aerodrome. Participation in UNICOM services must not inhibit the trans-
mission of standard positional broadcasts.
2.3.3 Participation in UNICOM services relates to the exchange of messages concerning:
a. fuel requirements;
b. estimated times of arrival and departure;
c. aerodrome information;
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d. maintenance and servicing of aircraft including the ordering of parts and materials urgently
required;
e. passenger requirements;
f. unscheduled landings to be made by aircraft;
g. general weather reports; and
h. basic information on traffic.
2.3.4 This information is available to all aircraft during the times that the UNICOM is operating.
2.3.5 Weather reports, other than simple factual statements about the weather, may not be pro-
vided by UNICOM operators unless they hold an aviation weather observer qualification issued by
the Bureau of Meteorology.
2.3.6 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.
2.3.7 Stations providing a UNICOM service are required to be licensed by the Australian Com-
munications and Media Authority (ACMA). Detailed information regarding the licensing and use of
equipment may be obtained by contacting the ACMA in the appropriate State or Territory capital
city.
2.3.8
2.4 AERODROME FREQUENCY RESPONSE UNIT

2.4.1 To assist pilots’ awareness of inadvertent selection of an incorrect VHF frequency when
operating into non-controlled airports, 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 airport at which it is installed.
2.4.2 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 transmit-
ted 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.
2.4.3 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.
2.4.4 In the event that the transmitter in the AFRU becomes jammed for a period greater than
one minute, the unit will automatically shut down.
2.4.5 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 selec-
ted the correct frequency for use at that aerodrome.
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3 FIS: INFLIGHT INFORMATION

3.1 AUTOMATIC BROADCAST SERVICES
3.1.1 Automatic Broadcast Services are an essential part of the In-Flight Information Service.
a. International flights are catered for by the Sydney HF VOLMET service. Refer to Meteorol-
ogy Reports and Advisories.
b. Flights within 90 NM of a Primary Control Zone and 30 NM of a General Aviation Control
Zone area are catered for by the Automatic Terminal Information Services (ATIS);
c. Flights operating within Australia, in particular flights operating in control areas, are catered
for by an Automatic En Route Information Services (AERIS).
d. Aircraft operating to an airport at which AWS is installed may be catered for by AWIS.
3.2 THE ATS IN-FLIGHT INFORMATION SERVICE

3.2.1 This consists of three elements:
a. ATC initiated FIS;
b. Automatic Broadcast Services; and
c. an on-request service.
3.3 ON REQUEST INFLIGHT INFORMATION SERVICE (FLIGHTWATCH)

NOTE: The pilot is responsible for requesting the information necessary to make operational deci-
sions.
3.3.1 General
3.3.1.1 An On Request Flight Information Service (FIS) is available to aircraft in all classes of
airspace on ATC VHF or AusFIC HF (Domestic and International) frequencies using the call sign
“FLIGHTWATCH”. Broadcast information is available from ATIS and on the AERIS network to
supplement the on-request service.
3.3.1.2 Pilots should ensure they pre-fix any request for FIS on VHF with the call sign “FLIGHT-
WATCH”. When operating on HF also include the frequency, for example:
FLIGHTWATCH, ROMEO JULIET DELTA, SIX FIVE SIX FIVE, REQUEST ACTUAL WEATHER
CANBERRA
NOTE: This helps to identify the service required and your location.
3.3.1.3 Requests will be dealt with on a “first come-first served” basis.
3.3.1.4 Pilots should be mindful that flight information services provided on HF by the FIS may
be delayed while communications for traffic information services are being relayed between air
traffic control and pilots of IFR flights.
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3.3.2 FLIGHTWATCH HF Organization
3.4 UPDATE OF SPFIB/AVFAX PRODUCTS

3.4.1 Pilots in receipt of NAIPS SPFIB or AVFAX briefings may quote the briefing identification
number from the top of the first page of the briefing to obtain an update to the NOTAM and the
latest MET INFO when airborne through FLIGHTWATCH. The number is available from the first
page of the briefing text. This will ensure that only the route, area and location NOTAM held are
updated and will avoid repetition. For example:
“FLIGHTWATCH, ALPHA BRAVO CHARLIE, REQUEST UPDATE ON SPFIB (OR AVFAX)
BRIEFING NUMBER NINER ZERO ZERO ZERO ONE (90001).”
4 AERONAUTICAL FIXED TELECOMMUNICATION NETWORK

(AFTN)
4.1 GENERAL
4.1.1 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 reg-
ularity, reservation and general operating agency aspects. Details are available from ATS units.
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4.2 AUSTRALIAN AFTN CIRCUITRY

NATIONAL COMMUNICATIONS CENTRE CANBERRA — YSCBYFYX
4.3 ADDRESSING OF FLIGHT PLAN MESSAGES

4.3.1 General
4.3.1.1 Flight plans are submitted to the briefing office in Canberra, or transmitted directly via
NAIPS or the AFTN (see AFTN address list above).
4.3.1.2 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 airport Message address

Brisbane FIR YBBBZQZX
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Melbourne FIR YMMMZQZX

[ICAO location code] ZTZX (see above for con-
Departure or destination airport
trolled airport location codes)
5 ATS DATA LINK SERVICES

5.1 GENERAL
5.1.1 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.
5.1.2 Pre-Departure Clearances (PDC) utilizing FANS 1/A data link are not available within Aus-
tralian administered airspace. (See Climb and Cruise, Pre-Departure Clearance (PDC).
5.1.3 The data link procedures described herein are in accordance with international proce-
dures. For more information concerning other data link procedures, refer to Chapter 5 of the ICAO
Global Operational Data Link (GOLD) Manual (Doc 10037).
FMC Waypoint Position Reporting (FMC WPR) is available within Oceanic airspace east of Aus-
tralia 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.
5.2 PILOT RESPONSIBILITIES

5.2.1 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.
5.2.2 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.
5.2.3 When using CPDLC for communications and/or ADS-C or FMC WPR for position report-
ing, 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.
5.2.4 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.
5.2.5 CPDLC latency monitor functionality is used in Australian administered airspace.
5.2.5.1 If the aircraft is equipped with variable CPDLC latency monitor functionality, the pilot
must, on receipt of the relevant message, enter the ATC specified latency time value into the air-
craft avionics.
NOTE: Some avionics will automatically set the latency time value.
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5.2.5.2 If the aircraft is not equipped with latency monitor functionality, or the functionality is not
available, the pilot must still respond ‘ROGER’ and append the message ‘TIMER NOT AVAILA-
BLE’.
5.2.5.3 On receipt of a CPDLC indication that an uplink message has been delayed, the pilot
must not act on the delayed uplink message and must seek clarification from ATC via voice.
NOTE: Some aircraft systems will discard the delayed message without indication to the flight
crew and will automatically notify ATC of the network delay rejection.
5.2.5.4 When ATC receive an indication of a delayed uplink message, they will either:
a. resend the delayed CPDLC message;
b. contact the pilot via voice to clarify the situation; or
c. instruct the pilot to disregard the CPDLC message, disconnect CPDLC and continue com-
munication by voice.
5.2.5.5 When exiting Australian administered airspace, pilots should reset the latency time value
as appropriate to their company procedure, location and aircraft system.
5.3 CONTROLLER PILOT DATA LINK COMMUNICATION (CPDLC)

APPLICATION
5.3.1 In controlled airspace beyond the range of VHF voice, CPDLC is the primary means of
communication 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 com-
municating by CPDLC holds the responsibility for SAR and communications alerting.
5.3.2 In Australian continental airspace, VHF voice is normally the primary medium for commu-
nication. Within East Coast SSR Coverage flight crews should not initiate CPDLC messaging
except:
a. when transmitting position reports in accordance with para 5.5.1; or
b. when authorized by the controller; or
c. in an emergency.
5.3.3 Outside East coast SSR coverage, ATC and pilots may use CPDLC to augment VHF com-
munications.
5.3.4 Where CPDLC is to be used as the primary means of communication, flight crews will be
instructed on voice when a transfer to CPDLC is required by use of the phraseology:
“TRANSFER TO (MELBOURNE / BRISBANE) CENTER ON DATA LINK. MONITOR [frequency].”
5.3.5 CPDLC messages must be constructed using standard message elements, free text mes-
sage 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 (not published herein).
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5.3.6 When CPDLC is being used and the intent of the message is included in the CPDLC mes-
sage set contained in PANS-ATM (Doc 4444), Appendix 5 or ICAO Doc 10037 — Global Opera-
tional Data Link (GOLD) Manual (not published herein), the associated standard message ele-
ments must be used.
5.3.7 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 (not published herein) 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.
5.3.8 To ensure correct synchronization of messages, dialogues initiated by voice must, when-
ever possible, be closed by voice. Dialogues opened by CPDLC must be closed by CPDLC.
5.3.9 To avoid ambiguity, a CPDLC downlink message should not contain more than one clear-
ance request.
5.3.10 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.
5.3.11 If any ambiguity exists as to the intent of a CPDLC message, clarification must be sought
by voice.
5.3.12 A clearance issued by CPDLC requires only the appropriate CPDLC response, not a
readback as would be required if the clearance had been delivered by voice.
5.3.13 The downlink response WILCO indicates that the flight crew has accepted the full terms
of the entire uplink message including any clearance or instruction.
5.3.14 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.
5.3.15 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.
5.3.16 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.
5.4 LOGON PROCEDURES

5.4.1 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.
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5.4.2 Brisbane ATC provides data link services in the Honiara and Nauru FIRs. The logon
address for the appropriate FIR is:
– Brisbane: YBBB
– Honiara: YBBB
– Nauru: YBBB
– Melbourne: YMMM
5.4.3 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
b. aircraft departing from airports either within Australia (YBBB or YMMM FIR) or the AGGG
and ANAU FIRs should not log on 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:
1. prior to departure; or
2. earlier than 45 minutes prior to the FIR boundary estimate.
5.4.4 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 10,000 ft, using the logon address for the FIR in which the
aircraft is currently operating, with the following exceptions:
1. Aircraft approaching an FIR boundary should logon to the next ATS unit, rather than the
current ATS unit; and
2. Airborne aircraft departing Sydney/Bankstown/Richmond should logon in accordance
with the following table:
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 SY– YBBB
RI–MDG through east to SY–OPTIC (inclusive).
NOTE: The above table applies to logons from airborne aircraft only. Flight crews who logon while
on the ground at Sydney/Bankstown/Richmond must logon to YMMM.
5.4.5 When instructed to logon by voice, the flight crew must readback the logon code.
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5.4.6 Unless otherwise instructed, aircraft remaining wholly within East coast SSR Coverage are
not required to logon for data link services.
5.4.7 Flight crews of operators participating in PDC at Australian airports, must not initiate a
logon until after the PDC has been received.
5.4.8 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 automati-
cally by the ATS unit concerned.
5.4.9 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 / dis-
tance prior to the FIR boundary.
5.4.10 Aircraft transiting between YBBB and YMMM FIRs will be automatically Address Forwar-
ded 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.
5.5 POSITION REPORTING REQUIREMENTS

5.5.1 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 45 NM from Sydney.
5.5.2 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 paragraph 5.5.1.
5.5.3 For non-identified aircraft, ADS–C reporting fulfills 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.
5.6 CPDLC LEVEL REPORTING FOLLOWING CHANGE OF LEVEL

5.6.1 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”
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5.6.2 Upon receipt of this CPDLC uplink, flight crews must ensure that the correct downlink
report is sent.
5.6.3 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.
5.7 REPORTING BACK ON ROUTE BY CPDLC

5.7.1 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:
– The aircraft has rejoined its previously cleared route; or
– The aircraft has requested and has been cleared direct to a subsequent waypoint and is pro-
ceeding directly to that waypoint.
5.7.2 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.
5.8 BLOCK LEVEL CLEARANCES

5.8.1 Subject to traffic, ATC may issue block level clearances to facilitate operations in adverse
weather or to allow flight crews to optimize fuel burn for an aircraft.
5.8.2 A block level clearance is cancelled or amended by the issuing of a new vertical clear-
ance.
5.8.3 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.
5.9 REVISION OF ESTIMATES USING CPDLC

5.9.1 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.
5.9.2 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]”.
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5.10 CPDLC MESSAGE RESTRICTIONS

5.10.1 Controllers will not issue uplink instructions relating to cruise climbs, or the message ele-
ment “CRUISE (altitude)”. Additionally, controllers will not issue uplink instructions containing the
“AT PILOT DISCRETION” message element.
5.11 CPDLC CONTACT AND MONITOR MESSAGES

5.11.1 The format of the [frequency] variable in the CPDLC “CONTACT” and “MONITOR” mes-
sage elements permits the inclusion of only a single frequency. Due to this limitation, only the pri-
mary frequency will be notified to the flight crews. The secondary frequency – uplinked as a free
text – will be available on request.
5.11.2 The format of the [unit name] variable in the CPDLC “CONTACT” and “MONITOR” mes-
sage 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”).
5.12 CPDLC ROUTE CLEARANCES

5.12.1 On occasion, controllers may issue amended route clearances by CPDLC in order to
optimize 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.
5.13 CPDLC FAILURE

5.13.1 Flight crews becoming aware of a CPDLC connection failure when CPDLC is being used
as the primary means of communication must re-establish primary communications on the appro-
priate voice frequency.
5.13.2 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 authorized a return to data link communications.
5.14 NOTIFICATION OF EMERGENCY

5.14.1 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).
5.14.2 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 cancel-
led or stabilized to the extent that messages are able to continue being exchanged (if CPDLC is
considered to be the best communications medium for the situation).
5.14.3 ATC may respond via CPDLC to a report indicating unlawful interference with the uplink
message ROGER 7500.
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5.14.4 If an ADS–C report containing emergency mode is received by the ground system with-
out voice or CPDLC confirmation of an emergency situation, ATC will check for inadvertent activa-
tion of emergency mode by voice or CPDLC using the phraseology “CONFIRM ADS–C EMER-
GENCY”.
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.
5.14.5 When an emergency situation no longer exists, the flight crew should cancel the ADS–C
emergency mode (if activated).
6 RADIOTELEPHONY PROCEDURES
6.1 INTRODUCTION
6.1.1 The communication procedures, phraseologies and requirements contained in this section
have been selected to harmonize with ICAO and international practices, where applicable. Addi-
tional phrases to supplement where ICAO is silent have been included.
6.1.2 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 nec-
essary. Only procedures appropriate to Australia and commonly used phrases are contained in
this section.
6.1.3 Use of standard phrases for radiotelephony communication between aircraft and ground
stations is essential to avoid misunderstanding the intent of messages and to reduce the time
required for communication.
6.1.4 Where circumstances warrant, and no phraseology is available, clear and concise plain
language should be used to indicate intentions.
6.1.5 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.
6.2 TRANSMISSION FORMAT

6.2.1 When initiating a transmission to ATS, pilots will commence the transmission with the call
sign of the unit being addressed, followed by the aircraft call sign.
6.2.2 The ATS unit will respond using the station’s call sign followed by their call sign. 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 possi-
bility of misconstruing “GO AHEAD” as an authorization for an aircraft to proceed.
6.2.3 A readback of an ATS message will terminate with the aircraft’s radio call sign.
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6.3 READBACK REQUIREMENTS

6.3.1 Pilots must transmit a correct readback of ATC clearances, instructions and information
which are transmitted by voice. For other than Item a., only key elements of the following clearan-
ces, instructions, or information must be read back ensuring sufficient detail is included to indicate
compliance:
a. an ATC route clearance in its entirety, and any amendments;
NOTE: “Rest of clearance unchanged” is not required to be read back.
b. enroute holding instructions;
c. any route and runway-holding position specified in a taxi clearance;
d. any clearances, conditional clearances or instructions to hold short of, enter, land on, condi-
tional line-up on, wait, take off from, cross, taxi or backtrack on, any runway or HLS;
e. any approach clearance;
f. assigned runway, 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.
6.3.2 The controller will listen to the readback to ascertain that the clearance or instruction has
been correctly acknowledged and will take immediate action to correct any discrepancies
revealed by the readback.
6.3.3 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.
6.4 CONDITIONAL CLEARANCES

6.4.1 In all cases, a conditional clearance will be given in the following order and consist of:
a. identification (call sign);
b. the condition (including position of the subject of the condition);
c. the clearance; and
d. brief reiteration of the condition.
6.5 ROUTE TERMINOLOGY

6.5.1 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.
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6.6 AMENDED ROUTE OR LEVEL

6.6.1 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 “AMEN-
DED”.
6.6.2 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.
6.6.3 The prefixes “AMENDED” and “RECLEARED” will not be used:
a. for SID or STAR clearances; or
b. during normal progressive climb/descent instructions
6.7 LANGUAGE
6.7.1 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.
6.8 PHONETIC ALPHABET

6.8.1 When proper names, service abbreviations and words of which the spelling is doubtful are
spelled out in radiotelephony, the alphabet shall be used as follows:
Letter Word Pronunciation

A ALFA AL fah
B BRAVO BRAH voh
C CHARLIE CHAR lee or
SHAR lee
D DELTA DELL tah
E ECHO ECK oh
F FOXTROT FOKS trot
G GOLF golf
H HOTEL ho TELL
I INDIA IN dee a
J JULIET JEW lee ETT
K KILO KEY loh
L LIMA LEE mah
M MIKE mike
N NOVEMBER no VEM ber
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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 or
OO nee form
V VICTOR VICK tah
W WHISKEY WISS key
X X-RAY ECKS RAY
Y YANKEE YANG key
Z ZULU ZOO loo
NOTE: For pronunciation, syllables to be emphasized are in all capitals.
6.9 PRONUNCIATION OF NUMBERS

6.9.1 Radiotelephony pronunciation of numbers shall be as follows:
Number or Numeral Element Pronunciation

0 ZERO
1 WUN
2 TOO
3 TREE
4 FOW-er
5 FIFE
6 SIX
7 SEV-en
8 AIT
9 NINer
Decimal DAY-SEE-MAL
Hundred HUN-dred
Thousand TOU-SAND
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NOTE: The syllables printed in capital letters in the above list are to be stressed.
6.10 TRANSMISSION OF NUMBERS

NOTE: See section above for pronunciation.
6.10.1 All numbers, other than those described in 6.10.2 – 6.10.8, should be transmitted by pro-
nouncing each digit separately.
Element Transmission format

HEADING
100 degrees HEADING ONE ZERO ZERO
080 degrees HEADING ZERO EIGHT ZERO
Wind direction and speed
200 degrees 70 WIND TWO ZERO ZERO DEGREES SEVEN ZERO KNOTS
knots
160 degrees 18 WIND ONE SIX ZERO DEGREES ONE EIGHT KNOTS GUSTING THREE
knots gusting 30 ZERO KNOTS
knots
Runway
27 RUNWAY TWO SEVEN
30 RUNWAY THREE ZERO
6.10.2 Flight levels should be transmitted by pronouncing each digit separately except for the
case of flight levels in whole hundreds, which should be transmitted by pronouncing the digit of
the whole hundred followed by the word HUNDRED.
Flight levels Transmission format

FL180 FLIGHT LEVEL ONE EIGHT ZERO
FL200 FLIGHT LEVEL TWO HUNDRED
6.10.3 The altimeter setting should be transmitted by pronouncing each digit separately except
for the case of a setting of 1,000HPA which must be transmitted as ONE THOUSAND.
ALTIMETER SETTING
1010 QNH ONE ZERO ONE ZERO
1000 QNH ONE THOUSAND
993 QNH NINE NINE THREE
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6.10.4 All numbers used in the transmission of transponder codes should be transmitted by pro-
nouncing each digit separately except that transponder code containing whole thousands should
be transmitted by pronouncing the digit in the number of thousands followed by the word THOU-
SAND.
Transponder codes Transmission format

2400 SQUAWK TWO FOUR ZERO ZERO
1000 SQUAWK ONE THOUSAND
2000 SQUAWK TWO THOUSAND
6.10.5 All numbers used in the transmission of altitude, cloud height, visibility and RVR, which
contain whole hundreds and whole thousands, should be transmitted by pronouncing each digit in
the number of hundreds or thousands followed by the word HUNDRED or THOUSAND as appro-
priate. Combinations of thousands and whole hundreds should be transmitted by pronouncing
each digit in the number of thousands followed by the word THOUSAND followed by the number
of hundreds followed by the word HUNDRED.
Element Transmission format

Altitude
800 EIGHT HUNDRED
3400 THREE THOUSAND FOUR HUNDRED
12,000 ONE TWO THOUSAND
Cloud height
2200 TWO THOUSAND TWO HUNDRED
4300 FOUR THOUSAND THREE HUNDRED
Visibility
1000 VISIBILITY ONE THOUSAND
700 VISIBILITY SEVEN HUNDRED
RVR
600 RVR SIX HUNDRED
1700 RVR ONE THOUSAND SEVEN HUNDRED
6.10.6 When providing information regarding relative bearing in terms of the 12-hour clock, the
information should be transmitted by pronouncing the double digits as TEN, ELEVEN, or
TWELVE [O'CLOCK].
6.10.7 Numbers containing a decimal point should be transmitted with the decimal point in
appropriate sequence being indicated by the word DECIMAL.
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Number Transmitted as
100.3 ONE ZERO ZERO DECIMAL THREE
38,143.9 THREE EIGHT ONE FOUR THREE DECIMAL NINE
29.93 (inches QNH TWO NINE DECIMAL NINE THREE
QNH)
M0.84 (Mach) MACH DECIMAL EIGHT FOUR
6.10.8 When transmitting time, only the minutes of the hour should normally be required. Each
digit should be pronounced separately. However, the hour should be included when any possibil-
ity of confusion is likely to result.
Element Transmitted as
Time
0920 TIME TWO ZERO or ZERO NINE TWO ZERO
1643 TIME FOUR THREE or ONE SIX FOUR THREE
Accurate time check (nearest half minute)
0945 and 25 seconds TIME FOUR FIVE AND A HALF or ZERO NINE FOUR FIVE AND A
HALF
6.11 GROUND STATION CALL SIGNS

6.11.1 ATS Call Signs
6.11.1.1 ATS units are identified by the name of the location followed by the service available as
follows:
– CENTER — Enroute area control, including 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.
– TOWER — Airport control or airport and approach control where these services are provided
from an airport control tower, e.g., Coffs Harbour.
– GROUND — Surface movement control.
– DELIVERY — Clearance delivery to departing aircraft.
– FLIGHTWATCH — Flight Information Service.
6.11.1.2 The name of the location or the service may be omitted provided that satisfactory com-
munication has been established.
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6.12 AIRCRAFT CALL SIGNS

6.12.1 Improper use of call signs can result in pilots executing a clearance intended for another
aircraft. Call signs should never be abbreviated on an initial contact or at any time when other air-
craft call signs have similar numbers/sounds or identical letters/numbers, e.g.: CHARLIE WHIS-
KEY ZULU – WHISKEY CHARLIE ZULU.
6.12.2 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 call signs in accordance with
section 6.18. The pilot may use an abbreviated call sign when initiated by ATS. When aware of
similar/identical call signs, ATS will take action to minimize errors by:
a. emphasizing certain numbers/letters,
b. repeating the entire call sign, e.g., QANTAS451 QANTAS451, or
c. repeating the prefix, e.g., QANTAS451 QANTAS, or
d. asking pilots to use a different call sign, either temporarily or for the duration of the flight.
Pilots should use the phrase “VERIFY CLEARANCE FOR (complete call sign)” if doubt exists
concerning proper identity.
6.12.3 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.
6.13 FLIGHT NUMBER CALL SIGNS — USING GROUP FORM

6.13.1 Within Australian airspace “group form” is the preferred means of transmitting call sign/
flight number. Group form should also be used with military and other aircraft using a rootword
call sign with numeric suffix.
6.13.2 Group form is the grouping of numbers into pairs, or where a number ending in “00” is
spoken in hundreds (refer to Selection of Aircraft Identification Numbers and Suffixes). 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
6.13.3 Pilots and ATS should be aware that the preference to use “group form” does not invalid-
ate any transmissions made in conventional formats. However, to retain the integrity in the com-
munication between ATS and operators, the identification format used should be consistent.
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6.13.4 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.
6.13.5 There is no additional abbreviated form when using flight number call signs. The airline
designator and all digits of the call sign, including leading zeros, must be pronounced.
6.14 SELECTION OF AIRCRAFT IDENTIFICATION NUMBERS AND

SUFFIXES
6.14.1 When selecting an aircraft identification number or call sign suffix, operators should avoid
using numbers that correlate with:
a. ending in “zero” or “five”, to avoid confusion with headings;
b. potential level utilization (eg. 3000, 500, 350 etc);
c. emergency codes (eg. 7600, 7700 etc) and
d. numerical aircraft types (eg. 767, 330 etc).
6.14.2 Flight numbers and call sign 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.
6.15 GROUND VEHICLES

6.15.1 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”.
6.16 INTERCHANGE AND LEASED AIRCRAFT

6.16.1 Controllers issue traffic information based on familiarity with airline equipment and color /
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 compro-
mise safety.
6.16.2 Pilots flying an “interchange” or “leased” aircraft, not bearing the normal colors/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 call sign, followed by the company name as dis-
played on the aircraft, and aircraft type, e.g., VELOCITY THREE ELEVEN, AIR NEW ZEALAND
INTERCHANGE (or LEASE), BOEING SEVEN FOUR SEVEN.
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6.17 UNMANNED AERIAL VEHICLES

6.17.1 Unmanned Aerial Vehicles (UAV) should select identification based on the aircraft manu-
facturer or model using a maximum of three syllables. Numbers may be added. UAV flight plan
identification is detailed in ATC — FLIGHT PLANNING — ATS Flight Notification — User Guide.
6.17.2 Communications on any frequency must use the prefix “UNMANNED” before the call
sign. When the UAV operation is conducted in controlled airspace ATC may vary this requirement
after initial contact.
6.18 CALL SIGNS — FULL AND ABBREVIATED FORMATS

6.18.1 When establishing 2-way communications and for subsequent communications on any
frequency, Australian registered aircraft must use one of the following call signs:
a. for VH-registered aircraft, the last 3 characters of the registration marking (e.g. VH-TQK
“TANGO QUEBEC KILO”); or
b. the approved telephony designator of the aircraft operating agency, followed by the last 3
characters of a VH registration marking (eg “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 air-
craft’s registration number (e.g. “JABIRU THIRTEEN FORTY SIX”); or
e. for certain special task operations see CALL SIGNS — SPECIAL TASK OPERATIONS
below.
6.18.2 When establishing 2-way communications on any frequency, foreign registered aircraft
must use one of the following call signs:
a. the characters corresponding to the registration marking of the aircraft (eg N35826 “NOVEM-
BER 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 (eg “UNITED FIFTY EIGHT TWENTY
SIX”); or
c. the approved telephony designator of the aircraft operating agency, followed by the flight
identification (eg “SPEEDBIRD FIFTY FIVE”).
NOTE: The name of the aircraft manufacturer or aircraft model may be used as a radiotelephony
prefix to the call sign type mentioned in sub-para 6.18.1a and 6.18.2a.
6.18.3 For foreign registered aircraft, after establishing 2-way communications, ATS may initiate
abbreviated call signs for the type stated in 6.18.2a and 6.18.2b. These call signs may be abbrevi-
ated to:
a. the first character of the registration and at least the last 2 characters of the registration
marking (eg N35826 “NOVEMBER EIGHT TWENTY SIX”).
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b. the telephony designator of the aircraft operating agency, followed by at least the last 2 char-
acters of the registration marking (eg “UNITED TWENTY SIX”).
NOTE: For flight planning, all call signs are limited to 7 characters.
6.18.4 In addition to the requirements of 6.18.1 to 6.18.3, the prefix “HELICOPTER” must be
used by rotary wing aircraft when first establishing 2-way communications on any frequency (eg
VH-WSO “HELICOPTER WHISKEY SIERRA OSCAR”).
6.18.5 Civil formation flights of Australian registered aircraft may use the suffix “FORMATION”
after one of the following call signs:
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 “JET-
SPEED BRAVO FORMATION”.
6.19 REGISTRATION OF RADIOTELEPHONY DESIGNATORS

6.19.1 Operators wishing to use flight number call signs must obtain approval from Airservices
Australia. Application information and materials are available from Airservices Australia website:
www.airservicesaustralia.com/about-us/our-services/flight-number-call-signs.
6.20 CALL SIGNS — SPECIAL TASK OPERATIONS

6.20.1 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), e.g.:
Radio Telephony Designator

Type of Operation Flight Plan Designator
(Call Sign)
Ambulance AMBULANCE AM
Coordination of Firebombing BIRDOG BDOG
Aircraft
Fire Bombing BOMBER BMBR
Powerline and Pipeline Sur- ENERGY ENRG
vey and Construction
Federal Police FEDPOL FPL
Federal Police (Priority) FEDPOL RED FPLR
Night-time NVIS Firefighting FIREAIR FYRA
Operations
General Fire Support Tasks FIREBIRD FBIR
(light rotary)
Remote Sensing Fire Oper- FIRESCAN FSCN
ations
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Radio Telephony Designator

Type of Operation Flight Plan Designator
(Call Sign)
Fire Intelligence Gathering FIRESPOTTER SPTR
General Fire Support Tasks HELITAK HLTK
(medium rotary)
Gliding Operations GLIDER GLDR
Lifesaver Operations LIFESAVER LIFE
Media Operations MEDIA MDIA
Validation of Instrument Pro- NAVCHECK NVCK
cedures
Parks and Wildlife Service PARKAIR PKAR
Police POLAIR POL
Police (Priority) POLAIR RED POLR
Rescue Mission RESCUE RSCU
Aerial Survey (mapping, SURVEY SVY
geographical, etc.)
6.20.2 Call sign suffix numbers are allocated as follows:

– NSW/ACT — commencing with 2 (eg. 201, 214, 223);
– VIC — commencing with 3;
– QLD — commencing with 4;
– SA — commencing with 5;
– WA — commencing with 6;
– TAS — commencing with 7;
– NT — commencing with 8.
– Defense — Commencing with 9
– Gliding Operations — alphanumeric characters
Use of these numbers will ensure aircraft transiting state borders utilizing the same call sign prefix
do not duplicate an existing call sign suffix number or flight plan.
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7 PHRASEOLOGIES
7.1 GENERAL
7.1.1 Symbols and Parentheses
7.1.1.1 Words in parentheses “( )” indicate that specific information, such as a level, a place, a
time, etc., must be inserted to complete the phrase, or alternatively, that optional phrases may be
used. Words in brackets “[ ]” indicate optional additional words or information that may be neces-
sary in specific instances.
7.1.1.2 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
7.1.2 Phraseologies show the text of message components without call signs. 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.
7.1.3 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 call signs (aircraft, ground vehicle, ATC or other) as appropriate.
7.1.4 Phraseologies for the movement of vehicles 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” shall be substituted for the word “TAXI” when communicating
with vehicles.
7.2 STANDARD WORDS AND PHRASES

7.2.1 The following words and phrases are to be used in radiotelephony communications, as
appropriate, and have the meaning given:
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 por-
tions of the message).
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Word/Phrase Meaning
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 Authorized 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 transmission? The readability scale is:
READ 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.
MAYDAY My aircraft and its occupants are threatened by grave and imminent dan-
ger 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.
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Word/Phrase Meaning
RECLEARED A change has been made to your last clearance and this new clearance
supersedes your previous clearance or part thereof.
REPORT Pass me the following information.
REQUEST I should like to know or I wish to obtain.
ROGER I have received all of your last transmission (under NO circumstances to
be used in reply to a question requiring 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 fol-
lowed 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.
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7.3 EMERGENCY
PHRASEOLOGY
CIRCUMSTANCES
(Pilot transmissions in bold type)
1. Distress message a. MAYDAY [MAYDAY, MAYDAY]
followed as necessary by:
(i) (station addressed)
(ii) (aircraft identification)
(iii) (nature of distress condition e.g.
FUEL or EMERGENCY DESCENT)
(iv) (intentions)
(v) (position, level and heading)
(vi) (any other useful information).
2. Acknowledgement of distress message
ATC acknowledgement of MAYDAY call a. ROGER MAYDAY
ATC acknowledgement of MAYDAY on fre- b. MAYDAY [(type of emergency)] AC-
quency transfer KNOWLEDGED
Imposition of radio silence c. STOP TRANSMITTING. MAYDAY
ATC broadcast for emergency descent traffic d. EMERGENCY DESCENT AT (signifi-
cant point or location) ALL AIRCRAFT
BELOW (level) WITHIN (distance) OF
(significant point or navigation aid)
[LEAVE IMMEDIATELY] [(specific in-
structions as to direction, heading or
track, etc)]
Cancellation of distress condition e. CANCEL DISTRESS
(information)
Termination of distress and radio silence f. DISTRESS TRAFFIC ENDED
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CIRCUMSTANCES
3. Urgency message a. PAN PAN [PAN PAN, PAN PAN]
(iii) (nature of urgency condition e.g.
MEDICAL PRIORITY REQUIRED
or WEATHER DEVIATION RE-
QUIRED)
(iv) (intentions)
ATC acknowledgement of PAN call b. ROGER PAN
ATC acknowledgement of PAN on frequency c. PAN [(type of emergency)] ACKNOWL-
transfer EDGED
7.4 TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS),

SAFETY ALERTS, AVOIDING ACTION AND WIND SHEAR ESCAPE
PHRASEOLOGY
CIRCUMSTANCES
1. Level Changes, Reports/Rates
a flight crew starts to deviate from any ATC a. TCAS RA
clearance or instruction to comply with an
b. ROGER
ACAS resolution advisory (RA) (pilot and con-
troller interchange)
after the response to an ACAS RA is comple- c. CLEAR OF CONFLICT RETURNING
ted and a return to the ATC clearance or in- TO (assigned clearance)
struction is initiated (pilot and controller inter-
d. ROGER (or alternative instructions)
change)
after the response to an ACAS RA is comple- e. CLEAR OF CONFLICT (assigned
ted and the assigned ATC clearance or instruc- clearance) RESUMED
tion has been resumed (Pilot and Controller in-
f. ROGER (or alternative instructions)
terchange)
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PHRASEOLOGY
CIRCUMSTANCES
after an ATC clearance or instruction contra- g. UNABLE TO COMPLY, TCAS RA
dictory to the ACAS RA is received, the flight
h. ROGER
crew will follow the RA and inform ATC directly
(Pilot and Controller interchange) NOTE: Pilots are required to comply with
any TCAS RA maneuver irrespective of
ATC traffic advisories or instructions.
2. Safety Alert and Avoiding Action a. SAFETY ALERT, followed as necessary
by:
low altitude warning (i) LOW ALTITUDE WARNING, CHECK
YOUR ALTITUDE IMMEDIATELY, QNH
IS (number) [(units)]. [THE MINIMUM
SAFE ALTITUDE IS (altitude)].
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 informa-
tion).
unauthorized entry into active restricted area (iv) RESTRICTED AIRSPACE ACTIVE.
has occurred or is imminent [SUGGEST] TURN LEFT/RIGHT IMME-
DIATELY HEADING (three digits)
(v) RESTRICTED AIRSPACE ACTIVE.
[SUGGEST] CLIMB/DESCEND IMME-
DIATELY TO (level)
when unauthorized deviation into restricted (vi) UNABLE TO ISSUE CLEARANCE.
area is unavoidable PROCEED AT YOUR OWN RISK,
SQUAWK 7700.
avoiding action b. AVOIDING ACTION, followed as neces-
sary by:
(i) [SUGGEST] TURN LEFT/RIGHT IMME-
DIATELY HEADING (three digits) TRAF-
FIC ([LEFT/RIGHT] number) O’CLOCK
(distance) MILES OPPOSITE DIREC-
TION/CROSSING LEFT TO RIGHT/
RIGHT TO LEFT (level information).
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CIRCUMSTANCES
(ii) [SUGGEST] CLIMB/DESCEND IMME-
DIATELY 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.
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 infor-
mation 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 maneuver irrespec-
tive of ATC traffic advisories or instruc-
tions.
3. Wind Shear Escape Maneuver a. ◆ WIND SHEAR ESCAPE
ATC acknowledgement b. ROGER [SAFETY ALERT] [TRAFFIC
(distance) MILES (relevant information)]
Mutual traffic information c. [SAFETY ALERT] TRAFFIC (distance)
MILES (relevant information) EXPERI-
ENCING WIND SHEAR
Wind Shear Escape Maneuver complete d. CLEAR OF WIND SHEAR RETURNING
TO (assigned clearance, instruction
and/or procedure, etc.)
ATC acknowledgement e. ROGER [alternative instructions]
Wind shear prevents compliance with an ATC f. UNABLE, WIND SHEAR ESCAPE
clearance or instruction
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7.5 STATUS OF RESTRICTED AREAS
PHRASEOLOGY
CIRCUMSTANCES
When active: a. RESTRICTED AREA (number) ACTIVE,
(i) CLEARANCE REQUIRED
(ii) AVAILABLE FOR TRANSIT
(iii) AVAILABLE UNTIL TIME (time)
(iv) CLEARANCE NOT AVAILABLE
(v) ...(other qualification as appropri-
ate)
Released to civil ATC b. RESTRICTED AREA (number) RE-
LEASED TO (civil ATS unit), followed as
necessary by:
(i) CLEARANCE NOT AVAILABLE
(ii) (clearance)
(iii) APPROVED TO OPERATE IN RE-
STRICTED AREA (number)
[CLASS (airspace category) PRO-
CEDURES APPLY]
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7.6 SARWATCH
7.6.1 SARTIME
PHRASEOLOGY
CIRCUMSTANCES
(Pilot transmission in bold type)
1. SARTIME nomination a. SARTIME details
b. STANDBY or (call sign)
c. SARTIME FOR DEPARTURE (or AR-
RIVAL) [location] (time)
2. SARTIME cancellation a. SARTIME details
c. (position/location) CANCEL SARTIME
3. SARTIME amendment a. SARTIME details
c. As required, including specific phrases
nominated above if applicable.
7.6.2 SARWATCH Other Than SARTIME
PHRASEOLOGY
CIRCUMSTANCES
1. Departure Reports
to initiate a SARWATCH when communication a. ◆ AIRBORNE (location)
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 acknowledgment to CANCEL SAR- c. ◆ [location] SARWATCH TERMINATED
WATCH
when the ATS unit accepting the arrival report d. ◆ ROGER (identity of unit acknowledg-
is other than the unit addressed ing)
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7.7 GENERAL PHRASES
PHRASEOLOGY
CIRCUMSTANCES
1. Description of Levels (subsequently referred a. FLIGHT LEVEL (number) or
to as “(level)”) b. (number) [FEET]
2. Level Instructions a. CLIMB (or DESCEND) followed as nec-
essary by:
when there is an expectation that the aircraft (i) TO (level)
will maintain the level or to eliminate confusion, (ii) TO AND MAINTAIN (level)
the instruction “AND MAINTAIN” shall be inclu-
ded (iii) TO REACH (level) AT (or BY) (time or
significant point)
(iv) TO (level) REPORT LEAVING (or
REACHING or PASSING or AP-
PROACHING) (level)
(v) AT (number) FEET PER MINUTE [MINI-
MUM (or MAXIMUM)]
when rate is required to be in accordance with (vi) AT STANDARD RATE
“STANDARD RATE” specifications
when advising expectation of a level restriction b. EXPECT A RESTRICTION TO 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) [UN-
TIL PASSING (level)]
h. EXPECT CLIMB (or DESCENT) AT
(time or location)
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CIRCUMSTANCES
pilot requesting a change of level i. REQUEST CLIMB (or DESCENT) [AT
time or location] [TO (level)]
to require action at a specific time or place j. IMMEDIATELY
k. AFTER PASSING (significant point)
l. AT (time or significant point)
to require action when convenient m. WHEN READY (instruction)
when a pilot is unable to comply with a clear- n. UNABLE TO COMPLY
ance or instruction
when a descent clearance is issued in relation o. ◆ DESCEND TO (level) NOT BELOW
to the DME (or GNSS) steps DME (or GNSS) STEPS
when a pilot is assigned and required to main- p. ◆ FOLLOW (or MAINTAIN OWN SEPA-
tain separation with a sighted aircraft RATION WITH [AND PASS BEHIND])
(aircraft type or identification) [instruc-
tions or restriction]
ATC requesting confirmation of equipment, ca- q. ◆ CONFIRM (equipment, capability or
pability or approval e.g. RVSM, ADS-B, PRM. approval) APPROVED (or EQUIPPED)
Pilot report of equipment, capability or approval r. ◆ AFFIRM (or NEGATIVE) (equipment,
status capability or approval) (reason if ap-
plicable)
Pilot of IFR flight requests to climb/descend s. REQUEST VFR CLIMB (or DESCENT)
VFR [TO (level)]
t. CLIMB (or DESCEND) VFR to (level)
IFR separation is available for part of the climb/ u. CLIMB (or DESCEND) [TO (assigned
descent level)] followed as necessary by:
(i) CLIMB (or DESCEND) VFR BE-
TWEEN (level) AND (level)
(ii) CLIMB (or DESCEND) VFR BE-
LOW (or ABOVE) (level)
3. NVIS Operations
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CIRCUMSTANCES
Pilots requesting operations not above a pub- a. REQUEST NOT ABOVE (altitude) [PI-
lished or pilot calculated LSALT using NVIS. LOT CALCULATED LOWEST SAFE]
NVIS
b. CLIMB (or DESCEND) TO (or OPER-
ATE NOT ABOVE) (altitude) [PILOT
CALCULATED LOWEST SAFE] NVIS
Pilots requesting operations at (or not above) a c. REQUEST [NOT ABOVE] (altitude)
level which is below the published or pilot cal- NVIS
culated LSALT using NVIS.
d. CLIMB (or DESCEND) TO (or OPER-
ATE NOT ABOVE) (altitude) NVIS
When climbing to regain LSALT/MSA other e. CLIMBING TO (level), (reason e.g.
than in accordance with assigned airways NVIS failure or inadvertent IMC)
clearance
4. Pilots without NVIS requesting operations a. REQUEST (DESCENT or CLIMB or
below the published LSALT at night or in OPERATIONS) [AT (NOT ABOVE)] (al-
IMC. titude) OWN TERRAIN CLEARANCE
b. CLIMB TO (or DESCEND TO or OPER-
ATE) [AT (NOT ABOVE)] (altitude)
MAINTAIN OWN TERRAIN CLEAR-
ANCE
5. Maintenance of Specified Levels a. MAINTAIN (level) [TO (significant point)]
[condition]
NOTE: The term “MAINTAIN” must not be
used in lieu of “DESCEND” or “CLIMB”
when instructing an aircraft to change level
6. 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 clearance d. ◆ CANCEL BLOCK CLEARANCE.
CLIMB (or DESCEND) TO AND MAIN-
TAIN (level)
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CIRCUMSTANCES
7. 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 [rea-
son]
8. Where an aircraft operation requires random a. ◆ OPERATE NOT ABOVE (or BELOW)
climb and descent at and below (or at and (level)
above) a specific level.
9. Termination of Identification and Control a. [IDENTIFICATION AND] CONTROL
Services or Control Services only SERVICE TERMINATED followed as
necessary by:
i) [DUE (reason)]
ii) (instructions)
iii) FREQUENCY CHANGE AP-
PROVED
10. When instructing an aircraft to turn 180° or a. TURN LEFT (or RIGHT) – I SAY AGAIN
more when tracking instructions follow – LEFT (or RIGHT) [tracking instruc-
tions]
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7.8 FREQUENCY MANAGEMENT
PHRASEOLOGY
CIRCUMSTANCES
1. Transfer of Control and/or Frequency a. CONTACT (unit call sign) (frequency)
Change b. (frequency)
NOTE: An aircraft may be requested to
c. AT (or OVER) (time or place) CONTACT
“STAND BY” on a frequency when the inten-
(unit call sign) (frequency)
tion is that the ATS unit will initiate commu-
nications, and to “MONITOR” a frequency d. IF NO CONTACT (instructions)
when information is being broadcast there- e. REQUEST CHANGE TO (frequency)
on. (service)
f. FREQUENCY CHANGE APPROVED
pilot requesting to maintain radio silence for a g. REQUEST TO MAINTAIN RADIO SI-
specific time or event (e.g. fuel dump) LENCE DUE (reason) [UNTIL (time)]
h. MONITOR (unit call sign) (frequency)
i. MONITORING (frequency)
j. REMAIN THIS FREQUENCY
nominating scheduled reporting times k. REPORT
(i) (situation)
(ii) AT
(iii) BY
(iv) TIME (time)
l. STAND BY FOR (unit call sign) (fre-
quency)
an IFR pilot changing to the CTAF m. ◆ CHANGING TO (location) CTAF (fre-
quency)
a pilot contacting next frequency when on a n. HEADING (as previously assigned)
heading
when a pilot/ATC broadcasts general information o. ALL STATIONS (appropriate informa-
tion)
when a pilot broadcasts location specific general p. ◆ (location) TRAFFIC (appropriate in-
information formation) (location)
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PHRASEOLOGY
CIRCUMSTANCES
notifying wake turbulence category to approach, q. SUPER (or HEAVY)
departures, director, ground and tower
ATC acknowledgment r. SUPER (or HEAVY)
2. Flights Contacting Approach Control
not identified or procedural tower a. ◆
(i) (distance) MILES (GNSS or DME)
[FROM] (airport)
(ii) (GNSS track) TRACK ((or (VOR
radial) RADIAL) or (STAR desig-
nator) or (compass quadrant
from airport))
(iii) MAINTAINING (or DESCENDING
TO) (level)
(iv) VISUAL if visual approach can
be made
(v) INFORMATION (ATIS identifica-
tion)
3. Change of call sign
to instruct an aircraft to change call sign a. CHANGE YOUR CALL SIGN TO (new
call sign) [UNTIL FURTHER ADVISED]
to advise an aircraft to revert to the call sign in- b. REVERT TO FLIGHT PLAN CALL SIGN
dicated in the flight notification to ATS (call sign) (AT (significant point))
4. After landing a. CONTACT GROUND [frequency]
b. WHEN VACATED CONTACT GROUND
[frequency]
5. To request a station relay a clearance or in- FOR [RELAY TO] (third party call sign)
formation to a third party (clearance or information)
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7.9 TRAFFIC INFORMATION
PHRASEOLOGY
CIRCUMSTANCES
1. Traffic Information
pilot request for traffic information a. REQUEST TRAFFIC
to pass traffic information b. ◆ NO REPORTED (IFR) TRAFFIC
c. [IFR] TRAFFIC (relevant information)
[REPORT SIGHTING]
d. [ADDITIONAL] [IFR] TRAFFIC (direc-
tion) BOUND (type of aircraft) (level) ES-
TIMATED (or OVER) (significant point)
AT (time)
to acknowledge traffic information e. LOOKING
f. TRAFFIC IN SIGHT
g. NEGATIVE CONTACT (reasons)
interception of relevant traffic information trans- h. ◆ COPIED (call sign of traffic inter-
mitted by other aircraft or ATS facility cepted)
2. Advice of Military Aircraft Conducting Abrupt a. ◆ ABRUPT VERTICAL MANEUVERS
Vertical Maneuvers AT (position) UP TO (level)
3. Advice of Military Low Jet Operations Known a. ◆ MILITARY LOW JET OPERATIONS
to be Taking Place (relevant information)
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7.10 METEOROLOGICAL INFORMATION
PHRASEOLOGY
CIRCUMSTANCES
1. Meteorological Conditions a. [THRESHOLD] WIND (number) DE-
GREES (number) KNOTS
NOTE: Wind is always expressed by giving
the mean direction and speed and any sig- b. WIND AT (height/altitude/flight level)
nificant variations. (number) DEGREES (number) KNOTS
c. WIND AT UP WIND END (number) DE-
GREES (number) KNOTS
d. VISIBILITY (distance) (direction)
e. RUNWAY VISUAL RANGE (RVR) or
RUNWAY VISIBILITY (RV) [RUNWAY
(number)] (distance) (for RV assess-
ments — ASSESSED AT TIME (mi-
nutes))
During RVR/RV operations where an assess- f. RUNWAY VISUAL RANGE (RVR) or
ment is not available or not reported. RUNWAY VISIBILITY (RV) [RUNWAY
(number)] NOT AVAILABLE (or NOT
REPORTED).
Where multiple RVR/RV observations are g. RUNWAY VISUAL RANGE (RVR) or
made. RUNWAY VISIBILITY (RV) RUNWAY
(number) (first position) (distance)
NOTE 1: Multiple RVR/RV observations are al-
(units), (second position) (distance)
ways representative of the touchdown zone,
(units), (third position) (distance) (units)
midpoint zone and the roll-out/stop end zone,
(for RV assessments — ASSESSED AT
respectively.
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.
When RVR/RV information on any one position h. RUNWAY VISUAL RANGE (RVR) or
is not available, this information will be inclu- RUNWAY VISIBILITY (RV) RUNWAY
ded in the appropriate sequence. (number) (first position) (distance)
(units), (second position) NOT AVAILA-
BLE, (third position) (distance) (units)
(for RV assessments — ASSESSED AT
TIME (minutes))
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PHRASEOLOGY
CIRCUMSTANCES
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 for turbulence p. ◆ IMC (or VMC)
or icing information
7.11 REPORTS AND INFORMATION
PHRASEOLOGY
CIRCUMSTANCES
1. Position Reporting a. NEXT REPORT AT (significant point)
NOTE: Phrases for use in enroute position
and MET reports are listed on METEOROL-
OGY — METEOROLOGY REPORTS AND
ADVISORIES — APPENDIX 1 — Position
Reports, AIREP Special and Volcanic Ash
Reports.
2. Additional Reports a. REPORT PASSING (significant point)
to request a report at a specified place or dis- b. REPORT (distance) MILES [GNSS (or
tance DME)] FROM (significant point)
c. REPORT PASSING (three digits) RADI-
AL (name of VOR) VOR
to request a report of present position d. REPORT [GNSS (or DME)] DISTANCE
FROM (significant point)
when descending a non-DME equipped aircraft e. ◆ REPORT PASSING CONTROL AREA
to LSALT above CTA steps STEPS FOR FURTHER DESCENT
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CIRCUMSTANCES
the pilot will give this only when satisfied that f. ◆ INSIDE (distance of a CTA step as
the CTA step has been passed, allowing for shown on Enroute Charts) MILES
navigational tolerances.
3. GNSS tracking a. CONFIRM (or REPORT) ESTABLISH-
ED ON THE [(three digits)] GNSS
TRACK [BETWEEN (significant point)
AND (significant point)]
b. MAINTAIN TRACK BETWEEN (signifi-
cant point) AND (significant point). RE-
PORT ESTABLISHED ON THE TRACK
c. ESTABLISHED ON THE [(three dig-
its)] TRACK [BETWEEN (significant
point) AND (significant point)]
4. GNSS navigation a. CONFIRM GNSS NAVIGATION
b. AFFIRM GNSS NAVIGATION
GNSS unavailable c. UNAVAILABLE [DUE TO (reason e.g.
LOSS OF RAIM or RAIM ALERT)]
Resuming GNSS operation d. GNSS AVAILABLE [DUE TO (reason)]
5. Airport Information a. RUNWAY (number) SURFACE CONDI-
TION [CODE (three-digit number)] fol-
NOTE 1: See AD 1.2 Section 3 for informa-
lowed as necessary by:
tion about runway condition reports.
(i) ISSUED AT (date and time UTC)
NOTE: Additional surface descriptors may ap- (ii) WET [or DRY, or STANDING WATER,
ply in countries with polar weather conditions. or FROST, or DRY SNOW, or WET
SNOW or SLUSH]
Only for contaminants (iii) DEPTH ((depth of deposit) MILLIME-
TERS or NOT REPORTED)
(iv) COVERAGE ((number) PERCENT or
NOT REPORTED)
(v) BRAKING ACTION GOOD (or GOOD
TO MEDIUM, or MEDIUM, or MEDIUM
TO POOR or POOR, or LESS THAN
POOR)
Taxiway conditions only reported if operational- (vi) TAXIWAY (identification of taxiway)
ly significant. POOR
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PHRASEOLOGY
CIRCUMSTANCES
Apron conditions only reported if operationally (vii) APRON (identification of apron) POOR
significant.
Where appropriate, any additional significant (viii Plain language remarks
operational information about the surface con- )
ditions.
b. [(location)] RUNWAY SURFACE CON-
DITION RUNWAY (number) NOT CUR-
RENT
c. LANDING SURFACE (condition)
d. CAUTION (WORK IN PROGRESS)
(OBSTRUCTION) (position and any nec-
essary advice)
e. BRAKING ACTION REPORTED BY (air-
craft type) AT (time) GOOD (or GOOD
TO MEDIUM, or MEDIUM, or MEDIUM
TO POOR or POOR, or LESS THAN
POOR)
f. TAXIWAY WET [or STANDING WATER,
FROST, or DRY SNOW, or WET SNOW
or SLUSH]
g. TOWER OBSERVES (weather informa-
tion)
h. PILOT REPORTS (weather information)
6. Information to Aircraft a. CAUTION
wake turbulence (i) WAKE TURBULENCE
jet blast on apron or taxiway (ii) JET BLAST
propeller-driven aircraft slipstream (iii) SLIPSTREAM
helicopter downwash (iv) DOWNWASH
7. Pilot Initiated Waiver of Wake Turbulence a. ◆ ACCEPT WAIVER
Separation Standards
8. ATS relay of information from aircraft opera- a. ◆ YOUR COMPANY ADVISES (informa-
tor to flight crew tion)
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7.12 CLEARANCES
PHRASEOLOGY
CIRCUMSTANCES
1. Clearances
a. REQUEST CLEARANCE
If the route and/or level issued in the initial air- b. CLEARED TO
ways clearance is not in accordance with the c. CLEARED TO (destination) [AMENDED
flight plan ROUTE] (route clearance details)
[AMENDED LEVEL] (level)
If an airways clearance is amended en route d. RECLEARED (amended clearance de-
tails) [REST OF CLEARANCE UN-
CHANGED] [(level)]
e. RECLEARED (amended route portion)
TO (significant point of original route)
[REST OF CLEARANCE UNCHANGED]
(level)
when the clearance is relayed by a third party, f. (name of unit) CLEARS (aircraft identifi-
e.g., pilot/FLIGHTWATCH (ATC excepted) cation)
when clearance will be issued subject to a de- g. REMAIN OUTSIDE CLASS (airspace
lay class) (or RESTRICTED) [AND CLASS
(airspace class)] AIRSPACE AND
STANDBY
when clearance will be issued at a specified h. REMAIN OUTSIDE CLASS (airspace
time or place class) (or RESTRICTED) [AND CLASS
(airspace class)] AIRSPACE, EXPECT
CLEARANCE AT (time/place)
when a clearance will not be available i. CLEARANCE NOT AVAILABLE, RE-
MAIN OUTSIDE CLASS (airspace class)
(or RESTRICTED) [AND CLASS (air-
space class)] AIRSPACE
when requesting a deviation from cleared route j. REQUEST TO DEVIATE UP TO (dis-
tance) MILES LEFT (or RIGHT) OF
ROUTE DUE (reason)
when requesting a deviation from cleared track k. REQUEST TO DEVIATE UP TO (dis-
tance) MILES LEFT (or RIGHT) OF
TRACK DUE (reason)
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CIRCUMSTANCES
when a deviation from cleared route or track is l. ◆ DEVIATE UP TO (distance) MILES
requested LEFT (or RIGHT) OF ROUTE (or
TRACK)
when clearance for deviation cannot be issued m. UNABLE, TRAFFIC (direction) BOUND
(type of aircraft) (level) ESTIMATED (or
OVER) (significant point) AT (time)
CALL SIGN (call sign) ADVISE INTEN-
TIONS
when a weather deviation has been completed n. CLEAR OF WEATHER [REQUEST
and onwards clearance is requested (route clearance)]
when a weather deviation has been completed o. BACK ON ROUTE (or TRACK)
and the aircraft has returned to its cleared
route
when subsequent restrictions/requirements are p. ◆ FURTHER RESTRICTION
imposed in addition to previous restrictions 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 CONTROL-
LED AIRSPACE AT (level) (or CLIMB-
ING TO (level), or DESCENDING TO
(level) or ON (type of approach))
t. JOIN (specify) AT (significant point) AT
(level) [AT (time)]
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2. Indication of Route and Clearance Limit a. FROM (location) TO (location)
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 (direc-
tion) OF (name of DME station)
c. (level or route) NOT AVAILABLE DUE
(reason) ALTERNATIVE[S] IS/ARE (lev-
els or routes) ADVISE
issuing a specific clearance limit d. ◆ CLEARANCE LIMIT (place/aid)
when a pilot requests, or ATC issues a visual e. ◆ [clearance details] VISUAL DEPAR-
departure in lieu of a SID TURE
3. When a Clearance has been Cancelled a. ◆ CANCEL CLEARANCE
b. ◆ CANCEL CLEARANCE
4. Change of Flight Rules
cancelling IFR (to be initiated only by the pilot) a. ◆ CANCEL IFR, REQUEST (intention)
b. ◆ IFR CANCELLED, OPERATE VFR
(instruction or clearance)
changing from VFR to IFR c. ◆ CHANGE OF FLIGHT RULES, RE-
QUEST IFR [CLEARANCE] [AT (time
or place)] (IFR level)
d. ◆ [AT (time or place)] OPERATE IFR,
[CLEARED] (clearance or instructions)
5. Requesting Clearance
when notification of flight details has not been a. ◆ FLIGHT DETAILS [INBOUND or FOR
submitted to ATS (DEPARTURE or TRANSIT)]
flight details to be passed after ATS response b. ◆ (Aircraft type) (position) (route in
controlled airspace and next esti-
mate) (preferred level)
if clearance cannot be issued immediately c. ◆ EXPECT CLEARANCE AT (time or
upon request place)
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CIRCUMSTANCES
if giving warning of clearance requirement d. ◆ EXPECT CLEARANCE REQUEST
(aircraft type) VFR (if appropriate)
FOR (destination) VIA (point outside
controlled airspace at which clear-
ance will be requested) ESTIMATE
(estimate at destination) AT (altitude
proposed for entry to controlled air-
space)
when requesting IFR Pick-up e. ◆ REQUEST IFR PICK-UP
6. Pilot of IFR flight requests to climb to VFR- a. REQUEST VFR-ON-TOP
on-top
b. CLIMB TO [(level)] AND REPORT
REACHING VFR-ON-TOP, TOPS RE-
PORTED (level), or NO TOPS RE-
PORTS
Pilot of an IFR flight is established VFR-on-top c. VFR-ON-TOP
d. MAINTAIN VFR-ON-TOP
Where vertical restrictions apply e. MAINTAIN VFR-ON-TOP AT OR BE-
LOW/ABOVE/BETWEEN (level(s))
Pilot request to cancel VFR-on-top f. REQUEST (IFR level)
NOTE: Full IFR separation is applied when g. MAINTAIN (IFR level)
ATC re-clears the aircraft to maintain an IFR
level.
7. VFR Departure
Pilot of IFR flight requests VFR departure a. ◆ REQUEST VFR DEPARTURE
b. ◆ VFR DEPARTURE APPROVED
Pilot of IFR flight approved to depart VFR wish- c. ◆ REQUEST IFR CLEARANCE [AT
ing to revert to IFR (time or place)] (IFR level)
NOTE: The pilot is responsible for separation
until IFR separation can be applied by ATC
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Pilot of IFR flight having departed VFR, on first d. ◆ RESUMING IFR
contact with ATC entering Class G airspace
NOTE: Pilots wishing to continue VFR should
CANCEL IFR. See Change of Flight Rules
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
7.13 SID
PHRASEOLOGY
CIRCUMSTANCES
1. Issuing a SID a. CLEARED (SID designator) DEPAR-
TURE (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 restric-
tions and ATC-issued speed control in-
structions
3. During a SID climb: a. [CLIMB VIA SID TO (level)], CANCEL
LEVEL RESTRICTION(S)
a. published level restrictions are cancel-
led
structions
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CIRCUMSTANCES
LEVEL RESTRICTION(S) AT (point(s))
a. published level restrictions at the speci-
fied point(s) are cancelled
structions
SPEED RESTRICTION(S)
c. published speed restrictions and ATC-
issued speed control instructions are
cancelled
SPEED RESTRICTION(S) AT (point(s))
c. published speed restriction are cancel-
led at the specific point(s)
d. comply with ATC-issued speed control
instructions
7. During a SID climb: a. [CLIMB TO (level)], CANCEL LEVEL
AND SPEED RESTRICTIONS
led
cancelled
NOTE: the phrase ‘CLIMB UNRE-
STRICTED TO...’ is not used
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CIRCUMSTANCES
8. Clearance to proceed direct during a SID: a. CLEARED DIRECT (waypoint)
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
9. Initiation of vectoring during SID a. TURN LEFT (or RIGHT) HEADING
(three digits) [(reason)], (level instruc-
tion), [EXPECT TO REJOIN SID] [AT
(waypoint)]
Clearance to proceed direct to a waypoint that b. CLEARED DIRECT (waypoint) (level in-
is not on a SID struction)
10. Rejoining a SID a. REJOIN SID (or (SID designator)) [AT
(waypoint)] [(transition restrictions)]
11. When a SID has been cancelled a. CANCEL SID (instructions)
7.14 STAR
PHRASEOLOGY
CIRCUMSTANCES
1. Notification of STAR clearance availability a. EXPECT STAR CLEARANCE
(on first contact) when associated with a fre-
quency transfer
Notification of STAR clearance availability b. STAR CLEARANCE AVAILABLE
when NOT associated with a frequency trans-
fer
2. Issuing a STAR clearance a. CLEARED (STAR designator) ARRIVAL
[(name) TRANSITION] [RUNWAY(num-
ber)] (level instruction)
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CIRCUMSTANCES
3. Descend to the cleared level: a. DESCEND VIA STAR TO (level)
b. follow the lateral profile of the STAR
structions
4. During a STAR descent: a. [DESCEND VIA STAR TO (level)], CAN-
CEL LEVEL RESTRICTION(S)
led
structions
CEL LEVEL RESTRICTION(S) AT
a. published level restrictions at the speci-
(point(s))
fied point(s) are cancelled
structions
CEL SPEED RESTRICTION(S)
cancelled
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CIRCUMSTANCES
CEL SPEED RESTRICTION(S) AT
(point(s))
c. published speed restrictions are cancel-
led at the specific point(s)
d. comply with ATC-issued speed control
instructions
8. During a STAR descent: a. DESCEND TO (level), CANCEL LEVEL
AND SPEED RESTRICTIONS
led
cancelled
NOTE: the phrase ‘DESCEND UNRE-
STRICTED TO...’ is not used
9. Clearance to proceed direct during a STAR: a. CLEARED DIRECT (waypoint)
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 STAR has been a. TURN LEFT (or RIGHT) HEADING
issued (three digits) [(reason)], (level instruc-
tion), [EXPECT TO REJOIN STAR] [AT
(waypoint)]
Clearance to proceed direct to a waypoint that b. CLEARED DIRECT (waypoint) (level in-
is not on a STAR struction)
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CIRCUMSTANCES
11. Rejoining a STAR a. REJOIN STAR (or (STAR designator))
[AT (waypoint)] [(transition restrictions)]
12. When a STAR clearance is cancelled a. CANCEL STAR (instructions)
7.15 APPROACH AND AREA CONTROL SERVICES
PHRASEOLOGY
CIRCUMSTANCES
1. Departures Instructions a. TRACK (three digits) DEGREES [MAG-
NETIC] TO (or FROM) (significant point)
[UNTIL (time) (or REACHING) (fix or sig-
nificant point or level)]
2. Approach Instructions a. ◆ CLEARED DME (or GNSS) ARRIVAL
[SECTOR (identifying letter of the sec-
tor)]
b. REQUEST [STRAIGHT-IN] (chart title)
APPROACH
c. CLEARED [STRAIGHT-IN] (chart title)
APPROACH [FOLLOWED BY CIR-
CLING TO RUNWAY (number)]
RNAV (GNSS) (or RNP APCH) approach via d. REQUEST (chart title) APPROACH
an IAF or IF VIA (last two letters of the IAF or IF
identifier)
e. ◆ RECLEARED DIRECT (last two letters
of the IAF or IF designator) CLEARED
(chart title) APPROACH
f. COMMENCE APPROACH AT (time)
RNAV (RNP) (or RNP AR APCH) approach g. RECLEARED DIRECT (IAF/Latest Inter-
where an aircraft has been subject to vectoring cept Point designator) followed as nec-
or random tracking and is subsequently re- essary by:
cleared direct to the IAF. (i) TRACK VIA (chart title) MAINTAIN
(or DESCEND TO) (level)
(ii) WHEN ESTABLISHED, CLEARED
(chart title) APPROACH
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CIRCUMSTANCES
GLS approach h. REQUEST GLS APPROACH RUNWAY
NOTE: The chart title for the procedure must (runway identifier)
be used. Except for circling approaches, the
procedure suffix may be omitted when no pos-
sibility of confusion exists.
3. Degradation of aircraft navigation perform- a. UNABLE RNP (or RNAV) (specify type)
ance [DUE TO (reason, e.g. LOSS OF RAIM
or RAIM ALERT)].
4. Where a Temporary Level Restriction is to a. ◆ TRACK VIA (chart title) APPROACH
be Imposed NOT BELOW (level)
(Applicable to civil aircraft during practice ap-
proaches in VMC; or MIL aircraft NPA, or pre-
cision if clearance will allow descent in accord-
ance with procedure)
pilot to advise when able to conduct a visual b. REPORT VISUAL
approach c. REPORT RUNWAY [LIGHTS] IN SIGHT
d. REPORT (significant point) [OUT-
BOUND or INBOUND]
visual approach e. CLEARED VISUAL APPROACH
[TRACKING VIA THE STAR]
(by day or night)
visual approaches by night f. ◆ WHEN ESTABLISHED (position)
CLEARED VISUAL APPROACH
when including a VFR climb/descent instruc-
tion:
– when VFR descent clearance applies for the g. DESCEND VFR, CLEARED (chart title)
entire approach APPROACH
– when VFR descent clearance applies for a por- h. CLEARED (chart title) APPROACH DE-
tion of the approach SCEND VFR ABOVE (or BETWEEN)
(level(s))
5. Holding Instructions
visual a. HOLD VISUAL [OVER] (position)
published holding procedure over a waypoint, b. HOLD AT (waypoint, facility or fix) (level)
facility or fix EXPECT APPROACH (or FURTHER
CLEARANCE) AT (time)
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CIRCUMSTANCES
when pilot requires an oral description of hold- c. REQUEST HOLDING INSTRUCTIONS
ing procedure based on a facility
d. HOLD AT (waypoint, facility or fix) (call
sign and frequency, if necessary) (level)
INBOUND TRACK (three digits) DE-
GREES RIGHT (or LEFT) HAND PAT-
TERN, OUTBOUND TIME (number) MI-
NUTES (additional instructions, if neces-
sary)
e. HOLD ON THE (three digits) RADIAL
OF THE (name) VOR/TACAN (call sign
and frequency, if necessary) AT (dis-
tance) DME (or BETWEEN) (distance)
AND (distance) DME (level) INBOUND
TRACK (three digits) DEGREES RIGHT
(or LEFT) HAND PATTERN (additional
instructions, if necessary)
6. To Advise ATC of Minimum Fuel status a. MINIMUM FUEL
ATC acknowledgment of Minimum Fuel status b. MINIMUM FUEL ACKNOWLEDGED
[NO DELAY EXPECTED or EXPECT
NOTE: Advice of fuel status must be made to
(delay information)]
each subsequent ATC sector on frequency
transfer and ATC will acknowledge the status.
7. Expected Approach Time a. NO DELAY EXPECTED
b. EXPECTED APPROACH TIME (time)
7.16 PHRASEOLOGIES TO BE USED RELATED TO CPDLC
PHRASEOLOGY
CIRCUMSTANCES
1. Operational Status
failure of CPDLC a. [ALL STATIONS] CPDLC FAILURE (in-
structions).
failure of a single CPDLC message b. CPDLC MESSAGE FAILURE (appropri-
ate clearance, instruction, information or
request)
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CIRCUMSTANCES
to correct CPDLC clearances, instructions, in- c. DISREGARD CPDLC (message type)
formation or requests MESSAGE, BREAK (correct clearance,
instruction, information or request)
to instruct all stations or a specific flight to d. [ALL STATIONS] STOP SENDING
avoid sending CPDLC requests for a limited CPDLC REQUESTS [UNTIL ADVISED]
period of time [(REASON)]
to instruct the flight crew to manually initiate a e. DISCONNECT CPDLC THEN LOGON
logon to the subsequent ATSU TO [facility designation]
to advise the flight crew prior to the com- f. CPDLC WILL BE SHUTDOWN DIS-
mencement of a CPDLC shutdown and instruct CONNECT CPDLC. CONTINUE ON
them to continue on voice VOICE
to resume normal use of CPDLC g. [ALL STATIONS] RESUME NORMAL
CPDLC OPERATIONS
7.17 VICINITY OF THE AIRPORT

7.17.1 Visual Identification
PHRASEOLOGIES
CIRCUMSTANCES
1. Identification of Aircraft a. SHOW LANDING LIGHT
2. Acknowledgment by Visual Means a. ACKNOWLEDGE BY MOVING AILER-
ONS (or RUDDER)
b. ACKNOWLEDGE BY ROCKING
WINGS
c. ACKNOWLEDGE BY FLASHING LAND-
ING LIGHTS
7.17.2 Starting and Initial Clearance Issue
PHRASEOLOGIES
CIRCUMSTANCES
1. Starting Procedures
to request permission to start engines a. [aircraft location] REQUEST START
b. [aircraft location] REQUEST START
INFORMATION (ATIS identification)
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CIRCUMSTANCES
ATC response c. START APPROVED
d. START AT (time)
e. EXPECT START AT (time)
f. EXPECT DEPARTURE (time) START
AT OWN DISCRETION
2. When clearance delivery is in operation. a. ◆ (flight number, if any) TO (airport of
first intended landing) REQUEST
CLEARANCE
if runway other than runway nominated is re- b. ◆ REQUIRE RUNWAY (number)
quired.
7.17.3 Pushbacks
PHRASEOLOGIES
CIRCUMSTANCES
1. Pushback Procedures for Aircraft a. [aircraft location] REQUEST PUSH-
NOTE: Where a pushback does not enter BACK
the maneuvering area, the Airport chart will b. PUSHBACK APPROVED [TAIL (direc-
specify the frequency on which apron serv- tion e.g. North or Right)]
ice is provided.
c. PUSHBACK AT OWN DISCRETION
[TAIL (direction 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 (lo-
cation)
ATC response b. TOW APPROVED VIA (specific routing
to be followed)
# Denotes transmission from aircraft/tow
vehicle combination
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PHRASEOLOGIES
CIRCUMSTANCES
3. To Request Airport Data for Departure
when no ATIS broadcast is available a. REQUEST DEPARTURE INFORMA-
TION
b. RUNWAY (number), WIND (direction
and speed), QNH (detail), TEMPERA-
TURE (detail), [VISIBILITY FOR TAKE-
OFF (detail) (or RVR) (detail)]
7.17.4 Taxi Procedure
PHRASEOLOGIES
CIRCUMSTANCES
1. Taxi Procedures
for departure at a controlled airport a. [flight number] [aircraft type] [wake
turbulence category if “Super or
Heavy”] [POB (number)] [DUAL (or
SOLO)] INFORMATION (ATIS identifi-
cation) [SQUAWK (SSR code)] [air-
craft location] [flight rules, if IFR] [TO
(airport of destination)] REQUEST
TAXI [intentions]
for departure at a non-controlled airport b. ◆ (aircraft type) [POB (number)] [IFR
(if operating IFR)] TAXIING (location)
FOR (destination or intentions) RUN-
WAY (number)
military pilots on local sorties when ready to c. ⋆ (number of aircraft) FOR (area of
taxi (include details of flight if not already noti- operation) POB (number) (DANGER-
fied) OUS CARGO) INFORMATION (ATIS
identification) REQUEST TAXI
d. TAXI TO (HOLDING POINT [identifier]
or intermediate point) [RUNWAY (num-
ber)] [TIME (minutes)]
e. ([HOLDING POINT] (identifier) or in-
termediate point), RUNWAY (number)
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PHRASEOLOGIES
CIRCUMSTANCES
where detailed taxi instructions are required f. [aircraft type] REQUEST DETAILED
TAXI INSTRUCTIONS
g. TAXI VIA (specific routing to be fol-
lowed) TO HOLDING POINT (identifier)
[RUNWAY (number)] [TIME (minutes)]
h. [HOLDING POINT] (identifier), RUN-
WAY (number)
where airport information is not available from i. TAXI TO HOLDING POINT (identifier)
an alternative source such as ATIS (followed by airport information as appli-
cable) [TIME (minutes)]
j. [HOLDING POINT] (identifier)
for arrival at a controlled airport k. (aircraft call sign) [parking area or
bay number]
l. TAXI TO [TERMINAL or other location;
e.g., GENERAL AVIATION AREA]
[STAND (number)]
2. Intersection Departures a. ◆ REQUEST INTERSECTION DEPAR-
when a pilot requests an intersection departure TURE FROM (taxiway identifier)
b. ◆ TAXI TO HOLDING POINT (taxiway

identifier) [RUNWAY (number)]
when a pilot is offered an intersection depar- c. ◆ INTERSECTION DEPARTURE
ture AVAILABLE FROM (taxiway identifier)
(distance) REMAINING (if this informa-
tion is not readily available to the pilot)
when a pilot accepts an intersection departure d. ◆ TAXI TO HOLDING POINT (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. Maneuvering on Airport a. REQUEST BACKTRACK
b. BACKTRACK APPROVED
c. BACKTRACK RUNWAY (number)
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CIRCUMSTANCES
general d. (aircraft location) REQUEST TAXI TO
(destination on airport)
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 requested, report l. RUNWAY VACATED
“RUNWAY VACATED” when the aircraft is well
m. EXPEDITE TAXI [reason]
clear of the runway.
n. EXPEDITING
5. ATFM Ground Delay Program a. PUSH BACK (or TAXI) CLEARANCE
NOT AVAILABLE DUE FLOW MAN-
Calculated Off Block Time (COBT) non-compli-
AGEMENT. EXPECT CLEARANCE AT
ance — early request for taxi clearance
TIME (COBT – 5 minutes)
Calculated Off Block Time (COBT) non-compli- b. YOU ARE NON-COMPLIANT WITH
ance — late request for taxi clearance FLOW MANAGEMENT. EXPECT AIR-
BORNE DELAY.
7.17.5 Airport Movements
PHRASEOLOGIES
CIRCUMSTANCES
1. Holding a. HOLD (direction) OF (position, runway
number, etc.)
NOTE: The procedure words ROGER and
WILCO are insufficient acknowledgment of b. HOLD POSITION
the instructions HOLD, HOLD POSITION c. HOLD SHORT OF (position)
and HOLD SHORT OF (position). In each
case, the acknowledgment must be by the d. HOLDING
phraseology HOLDING or HOLDING e. HOLDING SHORT
SHORT, as appropriate.
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CIRCUMSTANCES
2. To Cross a Runway a. [AT (or ON) (location)] REQUEST
NOTE: If the control tower is unable to see CROSS RUNWAY (number)
the crossing aircraft (e.g., night, low visibility, b. AT (or ON) (location) CROSS RUNWAY
etc.), the instruction should always be ac- (number) [REPORT VACATED]
companied by a request to report when the
c. AT (or ON) (location) CROSSING
aircraft has vacated and is clear of the run-
RUNWAY (number)
way.
d. EXPEDITE CROSSING RUNWAY
(number) TRAFFIC (aircraft type) (dis-
tance) MILES FINAL
3. To Enter a Runway (not used in conjunction a. [AT (or ON) (location)] REQUEST EN-
with clearance to line-up or enter the Opera- TER RUNWAY (number)
tional Readiness Platform).
b. AT (or ON) (location) ENTER RUNWAY
NOTE: If the control tower is unable to see (number) [REPORT VACATED]
the relevant aircraft (e.g., night, low visibility,
c. AT (or ON) (location) ENTER RUN-
etc), the instruction should always be ac-
WAY (number)
companied by a request to report when the
aircraft has vacated and is clear of the run-
way.
7.17.6 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 emphasize the
runway to be used. For parallel runway operations on discrete frequencies, at Class D airports,
the runway number may be omitted.
PHRASEOLOGIES
CIRCUMSTANCES
1. Preparation for Take-off a. REPORT WHEN READY [FOR DEPAR-
TURE]
at Class D airports when reporting ready and b. READY, RUNWAY (runway)
parallel runway operations are in progress
when reporting ready for operations wholly c. READY [intentions] [(circuit opera-
within Class D CTR or departure from Class D tions, tracking details, departure pro-
CTR not in receipt of airways clearance for op- cedures, etc.)]
erations
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CIRCUMSTANCES
outside Class D airspace. d. ARE YOU READY FOR IMMEDIATE
DEPARTURE?
e. READY
2. Clearance to Enter Runway and Await Take-
off
when the pilot desires to enter the runway and a. ◆ REQUEST LINE-UP [REQUIRE (re-
assume take-off position for checks before de- quired number of seconds delay in
parture lined-up position before departure)
SECONDS ON RUNWAY]
b. LINE UP [RUNWAY (number)] [AND
WAIT] [BE READY FOR IMMEDIATE
DEPARTURE]
conditional clearances c. (condition) LINE UP [RUNWAY (num-
ber)] (brief reiteration of condition)
acknowledgment of a conditional clearance d. (condition) LINE UP [RUNWAY (num-
ber)] [AND WAIT]
when stop bar contingency procedures are in e. ◆ AT (holding point), CROSS THE ILLU-
force MINATED STOP BAR, LINE UP (or
CLEARED FOR TAKE-OFF or ENTER
or CROSS) RUNWAY (number)
f. AT (holding point), CROSS THE ILLU-
MINATED STOP BAR, LINE UP (or
CLEARED FOR TAKE-OFF or ENTER
or CROSS) RUNWAY (number)
3. Take-off Clearance a. CLEARED FOR TAKE-OFF [REPORT
AIRBORNE]
multiple runway operations, other than Class D b. RUNWAY (number) CLEARED FOR
airports where aircraft are operating on parallel TAKE-OFF
runways using discrete frequencies
when take-off clearance has not been com- c. TAKE OFF IMMEDIATELY OR VACATE
plied with RUNWAY
d. TAKE OFF IMMEDIATELY OR HOLD
SHORT OF THE RUNWAY
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CIRCUMSTANCES
when LAHSO are in use e. ◆ (aircraft type) LANDING ON CROSS-
ING RUNWAY WILL HOLD SHORT —
RUNWAY (number) CLEARED FOR
TAKE-OFF
when a radar SID has been issued f. ◆ ASSIGNED HEADING [LEFT (or
RIGHT)] (three digits) [(altitude restric-
tion)] [RUNWAY (number)] CLEARED
FOR TAKE-OFF
g. HEADING (or LEFT or RIGHT) (three
digits) [(altitude restriction)] [RUN-
WAY (number)] CLEARED FOR
TAKE-OFF
h. TRACK EXTENDED CENTERLINE
(three digits) DEGREES [(altitude re-
striction)] [RUNWAY (number)]
CLEARED FOR TAKE-OFF
when an IFR aircraft is cleared for a visual de- i. ◆ (instructions) [RUNWAY (number)]
parture to a level at or above the MVA or MSA/ CLEARED FOR TAKE-OFF, [MAKE
LSALT LEFT (or RIGHT) TURN]
j. ◆ (instructions) [RUNWAY (number)]
CLEARED FOR TAKE-OFF, [LEFT (or
RIGHT) TURN]
when a VFR aircraft, or an IFR aircraft cleared k. ◆ (instructions) MAINTAIN RUNWAY
for a visual departure is issued radar heading HEADING (or TURN LEFT (or RIGHT)
instructions HEADING (three digits)) VISUAL, [(alti-
tude restriction)] [RUNWAY (number)]
CLEARED FOR TAKE-OFF
l. ◆ (instructions) RUNWAY HEADING
(or LEFT (or RIGHT) HEADING (three
digits)) VISUAL, [(altitude restriction)]
[RUNWAY (number)] CLEARED FOR
TAKE-OFF
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CIRCUMSTANCES
when an IFR aircraft cleared for a visual depar- m. ◆ (instructions) CLIMB TO (level) VISU-
ture is assigned a level below the MVA or AL, [RUNWAY (number)] CLEARED
MSA/LSALT in the departure instructions. FOR TAKE-OFF
n. ◆ (instructions) (level) VISUAL, [RUN-
WAY (number)] CLEARED FOR
TAKE-OFF
when the airways clearance issued to an IFR o. ◆ [RUNWAY (number)] CLEARED FOR
aircraft includes a visual departure and a level TAKE-OFF, VISUAL
below the MVA or MSA/LSALT and no turn on
departure required
4. Take-off Clearance Cancellation a. HOLD POSITION, CANCEL, I SAY
AGAIN CANCEL TAKE-OFF (reasons)
b. HOLDING
to stop a take-off in emergency conditions c. STOP IMMEDIATELY (repeat aircraft
call sign) STOP IMMEDIATELY (reason)
NOTE: Used only when an aircraft is in immi-
nent danger. d. STOPPING RUNWAY (number)
7.17.7 Helicopter Operations
PHRASEOLOGIES
CIRCUMSTANCES
1. Helicopter Operations a. REQUEST AIR TAXI (or AIR TRANSIT
air taxi or air transit for departure and arrival or GROUND TAXI) FROM (or VIA) TO
(location or routing as appropriate)
b. AIR TAXI (or AIR TRANSIT or GROUND
TAXI) TO (or VIA) (location, parking po-
sition, stand, or routing as appropriate)
[CAUTION (dust, loose debris, taxiing
light aircraft, personnel, wake turbu-
lence, 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 (air-
craft or vehicles or personnel)
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CIRCUMSTANCES
2. Departure from: a. (instructions as appropriate, position or
runway) CLEARED FOR TAKE-OFF
a) a RWY, or
b) HLS visible to the tower and located on
a maneuvering area subject to ATC.
Departure other than above b. (instructions as appropriate) [DEPAR-
TURE APPROVED] REPORT AIR-
BORNE
3. Arrival to: a. (instructions as appropriate, position or
runway) CLEARED TO LAND
a) a RWY, or
b) HLS visible to the tower and located
within a maneuvering area subject to
ATC.
Arrival other than above b. CLEARED VISUAL APPROACH (in-
structions as appropriate), REPORT ON
THE GROUND
7.17.8 After Take-Off

NOTE: ALL “level” reports within ATS surveillance system coverage must be to the nearest 100 ft.
PHRASEOLOGIES
CIRCUMSTANCES
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 turn 180° or d. MAKE LEFT (or RIGHT) – I SAY AGAIN
more after take-off – LEFT (or RIGHT) TURN
heading to be followed e. CONTINUE ON (magnetic direction of
runway) (instructions)
when a specific track is to be followed f. TRACK (magnetic direction of runway)
(instructions)
g. CLIMB STRAIGHT AHEAD (instruc-
tions)
AUSTRALIA
COMMUNICATIONS
PHRASEOLOGIES
CIRCUMSTANCES
2. Airborne Report — where an ATS surveil- a. ◆ PASSING (level) CLIMBING TO (lev-
lance service is provided unrestricted turn to el)
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)
confirmation of an assigned Radar SID head- d. ◆ ASSIGNED HEADING LEFT (or
ing when establishing contact with ATC and RIGHT) (three digits) PASSING (level)
unable to execute turn immediately due proce- CLIMBING TO (level)
dural requirements
when assigned heading approximates runway e. HEADING (three digits) PASSING (lev-
bearing el) CLIMBING TO (level)
3. Departure Report — when notifying depar- a. ◆ TRACKING (track being flown)
ture report to a Class D control tower (FROM (reference aid used to estab-
lish track) or VIA SID (identifier))
CLIMBING TO (level)
non-controlled airports — non-surveillance b. ◆ DEPARTED (location) (time in mi-
nutes) TRACKING [TO INTERCEPT]
(track) CLIMBING TO (intended level)
ESTIMATING (first reporting point) AT
(time)
non-controlled airports — surveillance c. ◆ (location reference departure air-
when notifying departure and identification is port) PASSING (current level) CLIMB-
expected with the departure report ING TO (intended level) ESTIMATING
(first reporting point) AT (time)
AUSTRALIA
COMMUNICATIONS
7.17.9 Arrival at Airport
PHRASEOLOGIES
CIRCUMSTANCES
1. Entering an Airport Traffic Circuit a. [aircraft type] (position) (level) (inten-
tions)
when ATIS information is available b. [aircraft type] (position) (level) IN-
FORMATION (ATIS identification) (in-
tentions)
c. JOIN (instruction) RUNWAY (number)
[(level)] [QNH (detail)] [TRAFFIC (detail)]
[TRACK (requirements)]
d. OVERFLY (circuit direction) RUNWAY
(number) [(level)] [QNH (detail)] [TRAF-
FIC (detail)] [TRACK (requirements)]
2. In the Circuit a. (position in circuit, e.g. DOWNWIND/
FINAL)
when advising or requesting a non-standard b. (position in circuit, e.g. DOWNWIND/
circuit FINAL) [GLIDE APPROACH, FLAP-
LESS APPROACH])
c. [NUMBER (sequence number)] FOL-
LOW (aircraft type and position) [addi-
tional instructions if required]
d. BASE (or CROSSWIND)
e. FINAL (or LONG FINAL)
nearing position at which approach must be f. SHORT FINAL
aborted if not cleared to land
Abnormal Operations/Doubt Exists — (addi-
tional phrases)
For a civil aircraft, when doubt exists as to g. CHECK GEAR DOWN [AND LOCKED]
whether the gear is fully extended, or when a h. GEAR DOWN [AND LOCKED]
general aviation aircraft with retractable under-
carriage has experienced abnormal operations
Military Pilots — (additional phrases)
routine circuit reports must be made as and i. ⋆ LEFT (or RIGHT) INITIAL
when arranged
to sequence for downwind j. ⋆ PITCH LONG (or SHORT)
AUSTRALIA
COMMUNICATIONS
PHRASEOLOGIES
CIRCUMSTANCES
base call and wheel check (on reaching the k. ⋆ BASE GEAR GREEN (or THREE
base leg of a circuit, each aircraft, whether in GREENS or THREE WHEELS)
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 include hook check for o. ⋆ APPROACH/DEPARTURE END CA-
all hook cable operations BLE UP (instruction) CHECK WHEELS
AND HOOK
p. ⋆ (readback) HOOK DOWN (activate
beeper)
3. Arriving at an Airport — Military Formations a. ⋆ (formation call sign), BASE THREE
Circuit Area GREENS (or GEAR GREEN or THREE
WHEELS)
b. ⋆ (formation call sign) (instruction)
CHECK WHEELS
Lead aircraft undercarriage status report c. ⋆ (individual call sign) (activate beep-
er) or
d. ⋆ THREE GREENS (or GEAR GREEN
or THREE WHEELS) (individual call
sign)
Subsequent formation aircraft undercarriage e. ⋆ (individual call sign), THREE
status report GREENS (or GEAR GREEN or THREE
WHEELS) (activate beeper is fitted)
f. ⋆ (formation call sign)
AUSTRALIA
COMMUNICATIONS
PHRASEOLOGIES
CIRCUMSTANCES
Pairs Landing g. ⋆ (formation call sign), OUTER MARK-
ER (or FINAL APPROACH FIX) SIX
GREENS (or GEAR GREEN or SIX
WHEELS)
h. ⋆ (formation call sign) CLEARED TO
LAND, CHECK WHEELS
i. ⋆ LAND (individual call sign) (activate
beeper if fitted)
j. ⋆ (individual call sign) (activate beep-
er if fitted)
k. ⋆ (formation call sign)
In-trail Landing l. ⋆ (formation call sign) IN TRAIL, OUT-
ER MARKER (or FINAL APPROACH
FIX) THREE GREENS (or GEAR
GREEN or THREE WHEELS)
m. ⋆ (formation call sign) IN TRAIL
CLEARED TO LAND, CHECK
WHEELS
n. ⋆ LAND (call sign) 1 (activate beeper
if fitted)
o. ⋆ (call sign) 2 OUTER MARKER (or FI-
NAL APPROACH FIX) THREE
GREENS (or GEAR GREEN or THREE
WHEELS) (activate beeper if fitted)
p. ⋆ (call sign) 3 OUTER MARKER (or FI-
NAL APPROACH FIX) THREE
GREENS (or GEAR GREEN or THREE
WHEELS) (activate beeper if fitted)
q. ⋆ CALL SIGN
4. Speed Adjustments — Military Aircraft a. ⋆ REDUCE TO CIRCUIT SPEED
Military ATC Instruction
b. ⋆ REDUCE TO APPROACH SPEED
c. ⋆ REDUCE TO MINIMUM SAFE SPEED
AUSTRALIA
COMMUNICATIONS
PHRASEOLOGIES
CIRCUMSTANCES
5. Approach Instructions a. MAKE SHORT APPROACH
NOTE: The report “LONG FINAL” is made b. MAKE LONG APPROACH (or EXTEND
when aircraft turn on to final approach at a DOWNWIND)
distance greater than 4 NM from touchdown c. REPORT BASE (or FINAL or LONG FI-
or when an aircraft on a straight-in approach NAL)
is 8 NM from touchdown. In both cases, a
report “FINAL” is required at 4 NM from d. CONTINUE APPROACH
touchdown.
6. Landing a. CLEARED TO LAND (or TOUCH AND
GO) (or STOP AND GO)
multiple runway operations, other than Class D b. RUNWAY (number) CLEARED TO
airports where aircraft are operating on parallel LAND (or TOUCH AND GO) (or STOP
runways using discrete frequencies. AND GO)
where the aircraft cannot be sighted by ATC c. ◆ [RUNWAY (number)] NOT IN SIGHT
— CLEARED TO LAND
pilot requesting option for touch and go, full d. ◆ (position in circuit) REQUEST THE
stop, stop and go, or go around OPTION
advising the pilot the option to touch and go, e. ◆ [RUNWAY (number)] CLEARED FOR
full stop, stop and go, or go around THE OPTION
where ATC require the aircraft to make a full f. MAKE FULL STOP (reason) CLEARED
stop landing during the conduct of circuit oper- TO LAND
ations
when runway is occupied and ATC assess- g. ⋆ AT THE MINIMA GO AROUND
ment is that the runway will not become availa-
ble.
7. When Landing Approved and LAHSO are in a. (aircraft type) DEPARTING (or LAND-
Use ING) ON CROSSING RUNWAY, HOLD
SHORT RUNWAY (number) CLEARED
TO LAND RUNWAY (number)
required readback b. ◆ HOLD SHORT RUNWAY (number)
CLEARED TO LAND RUNWAY (num-
ber)
AUSTRALIA
COMMUNICATIONS
PHRASEOLOGIES
CIRCUMSTANCES
when the full length of the landing runway sub- c. FULL RUNWAY LENGTH NOW AVAIL-
sequently becomes available ABLE
NOTE: The HOLD SHORT lights will re-
main illuminated even though the full
length of the RWY is available.
where an aircraft operating on a flight number d. NEGATIVE ACTIVE (or PASSIVE or
call sign cannot participate in LAHSO ACTIVE AND PASSIVE) LAHSO
8. When a Pilot Advises That an “Autoland”, a. ◆ ILS CRITICAL AREA NOT PROTEC-
“Coupled” or Similar Approach is Being TED
Made (note not applicable for GLS) and the
ILS Critical Area is Not Protected.
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 runway descend- a. REQUEST LOW APPROACH (rea-
ing to an agreed minimum level sons)
b. CLEARED LOW APPROACH [RUN-
WAY (number)] [(altitude restriction)]
[(go around instructions)]
to fly past the control tower or other observa- c. ◆ REQUEST LOW PASS (reasons)
tion point for the purpose of visual inspection
d. ◆ CLEARED LOW PASS [RUNWAY
by persons on the ground
(number)] [(altitude restriction)] [(go
around instructions)]
11. Missed Approach
to discontinue an approach a. GO AROUND [TRACK EXTENDED
CENTERLINE (three digits) DEGREES
(or instructions)]
b. GOING AROUND
multiple runway operations c. GOING AROUND RUNWAY (number)
AUSTRALIA
COMMUNICATIONS
7.18 ATS SURVEILLANCE SERVICE PHRASEOLOGIES

7.18.1 General Phrases
PHRASEOLOGIES
CIRCUMSTANCES
1. Identification of Aircraft a. REPORT HEADING [AND FLIGHT LEV-
EL (or ALTITUDE)]
b. FOR IDENTIFICATION TURN LEFT (or
RIGHT) HEADING (three digits)
c. IDENTIFIED [position]
d. NOT IDENTIFIED [reason], [RESUME
(or CONTINUE) OWN NAVIGATION]
2. Termination of ATS Surveillance Service a. IDENTIFICATION TERMINATED [DUE
(reason)] [(instructions)] [FREQUENCY
CHANGE APPROVED]
b. WILL SHORTLY LOSE IDENTIFICA-
TION (appropriate instructions or infor-
mation)
c. IDENTIFICATION LOST [reasons] (in-
structions)
3. ATS Surveillance System
To request traffic, position, and/or navigation a. ◆ REQUEST
information
(i) ATS SURVEILLANCE ASSIS-
TANCE (reason)
(ii) POSITION [WITH REFERENCE
TO (aid or location)]
(iii) TRAFFIC (or POSITION or NAVI-
GATION) ADVISORY [BY SUR-
VEILLANCE]
To provide position information b. POSITION (distance) (direction) OF (sig-
nificant point) (or OVER or ABEAM (sig-
nificant point))
4. To request initiation or continuation of an on- a. REQUEST [HAND-OFF FOR] FLIGHT
going SIS FOLLOWING
To terminate an ongoing SIS b. CANCEL FLIGHT FOLLOWING
AUSTRALIA
COMMUNICATIONS
PHRASEOLOGIES
CIRCUMSTANCES
Where ongoing service is not available c. SURVEILLANCE SERVICE NOT
AVAILABLE
5. ATS surveillance system ground equipment a. SURVEILLANCE SYSTEM OUT OF
unserviceability SERVICE (or DEGRADED) (appropriate
information as necessary)
6. To request the aircraft’s SSR or ADS-B ca- a. ADVISE TRANSPONDER CAPABILITY
pability b. ADVISE ADS-B CAPABILITY
7. To advise the aircraft’s SSR or ADS-B capa- a. TRANSPONDER (ALPHA, CHARLIE or
bility SIERRA as shown in the Flight Plan)
b. ADS-B TRANSMITTER [TEN NINETY
DATALINK]
c. ADS-B RECEIVER [TEN NINETY DA-
TALINK]
d. NEGATIVE TRANSPONDER
7.18.2 ATS Surveillance Service Communication and Navigation
PHRASEOLOGIES
CIRCUMSTANCES
1. Communications a. [IF] RADIO CONTACT LOST (instruc-
tions)
b. IF NO TRANSMISSIONS RECEIVED
FOR (number) MINUTES (or SEC-
ONDS) (instructions)
c. REPLY NOT RECEIVED (instructions)
if loss of communication is suspected d. IF YOU READ [maneuver instructions or
SQUAWK (code or IDENT)]
e. (maneuver or SQUAWK) OBSERVED,
POSITION (position of aircraft), WILL
CONTINUE TO PASS INSTRUCTIONS
2. Aircraft Directional Indicator Failure
AUSTRALIA
COMMUNICATIONS
PHRASEOLOGIES
CIRCUMSTANCES
notify pilot of intention to use directional indica- a. ◆ ATS SURVEILLANCE SERVICE WILL
tor failure procedures CONTINUE, MAKE ALL TURNS RATE
ONE (or RATE HALF or (number) DE-
GREES PER SECOND), EXECUTE IN-
STRUCTIONS IMMEDIATELY UPON
RECEIPT
when suspected by ATC b. ◆ CONFIRM HEADING
if heading response appears at variance with c. ◆ SUSPECT YOUR DIRECTIONAL IN-
the track of the ATS Surveillance symbol DICATOR HAS FAILED
turn instructions d. TURN LEFT (or RIGHT) NOW
e. STOP TURN NOW
7.18.3 ATS Surveillance System Maneuvers
PHRASEOLOGIES
CIRCUMSTANCES
1. General Maneuvers 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) DE-
GREES (or HEADING (three digits))
[reason]
f. ORBIT LEFT (or RIGHT) [reason]
when an ACFT is assigned a level below the g. CLIMB (or DESCEND) to (level) VISUAL
MVA or MSA/LSALT
when an ACFT is issued a heading instruction h. TURN LEFT (or RIGHT) (number) DE-
below the MVA or MSA/LSALT GREES (or HEADING (three digits))
[CLIMB (or DESCEND) TO (level)] VIS-
NOTE: Where both heading and altitude in-
UAL
structions are issued, VISUAL need only be
appended to the second part of the instruction.
i. STOP TURN HEADING (three digits)
AUSTRALIA
COMMUNICATIONS
PHRASEOLOGIES
CIRCUMSTANCES
when instructing an aircraft to turn 180° or j. TURN LEFT (or RIGHT) — I SAY
more and in order to emphasize the direction AGAIN — LEFT (or RIGHT) HEADING
of turn (three digits) [reason]
when necessary to specify a reason for a ma- (i) DUE TRAFFIC
neuver, the following phraseologies should be (ii) FOR SPACING
used:
(iii) FOR DELAY
(iv) FOR DOWNWIND (or BASE, or FINAL)
2. Aircraft Vectoring by ATS Surveillance Serv- a. REQUEST VECTORS [TO (or FROM)
ice (aid, location or reason)]
b. DO YOU WANT VECTORS?
3. To transfer responsibility to the pilot for navi- a. RESUME OWN NAVIGATION (position
gation on termination of vectoring of aircraft) (specific instructions)
AUSTRALIA
COMMUNICATIONS
7.18.4 Speed Control
PHRASEOLOGIES
CIRCUMSTANCES
1. Speed a. SPEED (number) KNOTS (or Mach
NOTE: All speed communications shall re- Number)
late to INDICATED AIRSPEED unless oth-
erwise 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 GREAT-
ER (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 reduce speed to h. ◆ REDUCE TO MINIMUM CLEAN
the minimum possible in a clean configuration SPEED
when an ATC-issued speed restriction no lon- i. ◆ RESUME PUBLISHED SPEED (or
ger applies and the aircraft is on a published LEVEL RESTRICTIONS or SPEED AND
procedure for which a published speed current- LEVEL RESTRICTIONS)
ly applies
when ATC-issued speed restriction no longer j. RESUME NORMAL SPEED
applies and no published speed currently ap-
plies. Comply with airspace speed limitations
and all subsequent published speed restric-
tions. (Note: Normal speed is the speed the
aircraft would be maintaining had it not been
issued an ATC speed restriction.)
AUSTRALIA
COMMUNICATIONS
PHRASEOLOGIES
CIRCUMSTANCES
when aircraft speed is pilot’s discretion. ATC k. NO ATC SPEED RESTRICTIONS
speed restrictions are cancelled. Comply with
airspace speed limitations. (Note: Not used
with SID or STAR instructions.)
when aircraft speed is pilot’s discretion. All air- l. NO SPEED RESTRICTIONS
space and ATC speed restrictions are cancel-
led. (Note: Not used with SID or STAR instruc-
tions.)
NOTE: Airspace speed limitations are at ATC
— AIRSPACE ORGANIZATION — Classes of
Airspace — Services and Requirements.
7.18.5 Traffic Information
PHRASEOLOGIES
CIRCUMSTANCES
1. Traffic Information a. TRAFFIC (number) O’CLOCK (distance)
(direction of flight) [any other pertinent
information]
(i) UNKNOWN
(ii) SLOW MOVING
(iii) FAST MOVING
(iv) CLOSING
(v) OPPOSITE (or SAME) DIRECTION
(vi) OVERTAKING
(vii) CROSSING LEFT TO RIGHT (or RIGHT
TO LEFT)
aircraft type to be passed if known (viii (type)
)
(ix) (level)
(x) CLIMBING (or DESCENDING)
b. CLEAR OF TRAFFIC [appropriate in-
structions]
AUSTRALIA
COMMUNICATIONS
7.18.6 Secondary Surveillance Radar (SSR) and ADS-B
PHRASEOLOGIES
CIRCUMSTANCES
1. To Instruct Setting of Transponder a. SQUAWK (code) [AND IDENT if re-
quired]
(The word “code” is not used in transmissions.) b. [SQUAWK] (code) [AND IDENT if in-
structed by ATS]
c. SQUAWK NORMAL
to request:
reselection of the assigned mode and code d. RESET [(mode)] (code)
e. RESETTING [(mode)] (code)
reselection of aircraft identification f. REENTER MODE S (or ADS-B) AIR-
CRAFT IDENTIFICATION
confirmation of Mode A Code selection g. CONFIRM SQUAWK (code)
h. SQUAWKING (code)
operation of the IDENT feature i. SQUAWK IDENT
j. TRANSMIT ADS-B IDENT
temporary suspension of transponder opera- k. SQUAWK STANDBY [TRANSMIT ADS-
tion B ONLY]
NOTE: ADS-B and SSR are linked in many air-
craft and terminating one will terminate the oth-
er.
emergency code selection l. SQUAWK MAYDAY
termination of SSR transponder or ADS-B m. STOP SQUAWK [TRANSMIT ADS-B
ONLY]
transmitter operation n. STOP ADS-B TRANSMISSION
[SQUAWK (code) ONLY]
NOTE: ADS-B and SSR are linked in many air-
craft and terminating one will terminate the oth-
er.
transmission of pressure altitude o. SQUAWK CHARLIE
p. TRANSMIT ADS-B ALTITUDE
pressure setting check and confirmation of lev- q. CHECK ALTIMETER SETTING AND
el CONFIRM LEVEL
AUSTRALIA
COMMUNICATIONS
PHRASEOLOGIES
CIRCUMSTANCES
termination of pressure altitude transmission r. STOP SQUAWK CHARLIE, WRONG
because of faulty operation INDICATION
NOTE: ADS-B and SSR are linked in many air- s. STOP ADS-B ALTITUDE TRANSMIS-
craft and terminating one will terminate the oth- SION [(WRONG INDICATION, or rea-
er. son)]
altitude check t. VERIFY LEVEL
confirmation of ADS-B operation u. ◆ ADS-B TRANSMISSIONS NOT RE-
CEIVED, CONFIRM ADS-B OPERA-
TIONAL
change to secondary transponder v. ◆ SELECT SECONDARY TRANS-
PONDER
2. Advice on Traffic Level Where the Pressure a. ◆ UNVERIFIED LEVEL (level)
Altitude Derived Level Information Has Not
Been Verified
7.18.7 General ADS-C Phraseologies
PHRASEOLOGIES
CIRCUMSTANCES
1. ADS-C DEGRADATION a. ADS-C (or ADS-CONTRACT) OUT OF
SERVICE (appropriate information as
necessary).
AUSTRALIA
COMMUNICATIONS
7.18.8 Approach Radar Services
PHRASEOLOGIES
CIRCUMSTANCES
1. Vectoring for Approach a. VECTORING FOR (chart title) AP-
PROACH
NOTE: The chart title for the procedure must
be used. Except for circling approaches, the b. VECTORING FOR VISUAL APPROACH
procedure suffix may be omitted when no RUNWAY (number) REPORT FIELD (or
possibility of confusion exists. The words RUNWAY) IN SIGHT
(GNSS) or (RNP) do not need to be included c. VECTORING FOR (positioning in the
in the RNAV approach request or clearance. circuit)
d. (chart title) APPROACH NOT AVAILA-
BLE DUE (reason) (alternative instruc-
tions)
2. Vectoring for approaches via the IF a. POSITION (number) MILES FROM (fix),
TURN LEFT (or RIGHT) HEADING
(three digits)
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
e. REPORT ESTABLISHED [ON ILS (LO-
CALIZER) or (GLIDE PATH) or GLS (FI-
NAL APPROACH COURSE) or (chart ti-
tle) APPROACH]
f. CLOSING FROM LEFT (or RIGHT) [RE-
PORT ESTABLISHED]
g. TURN LEFT (or RIGHT) HEADING
(three digits) [TO INTERCEPT] or [RE-
PORT ESTABLISHED]
h. EXPECT VECTOR ACROSS (intermedi-
ate segment [GNSS], localizer course/
final approach course or aid) (reason)
AUSTRALIA
COMMUNICATIONS
PHRASEOLOGIES
CIRCUMSTANCES
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 ES-
TABLISHED]
3. Independent and Dependent Parallel Ap- a. CLEARED FOR (chart title) APPROACH
proaches b. YOU HAVE CROSSED THE LOCALIZ-
ER (or FINAL APPROACH COURSE),
TURN LEFT (or RIGHT) IMMEDIATELY
AND RETURN TO THE LOCALIZER (or
FINAL APPROACH COURSE)
c. TURN LEFT (or RIGHT) HEADING
(three digits) JOIN FINAL RUNWAY
[number] FROM THAT HEADING
CLEARED INDEPENDENT VISUAL AP-
PROACH
Independent parallel approaches to confirm d. ◆ [EXPECT] ILS (or GLS) [RUNWAY
correct runway selection (number) LEFT (or RIGHT),] IDENT IS
(ILS or GLS ident)
When aircraft will operate within 1 NM of traffic e. TRAFFIC (aircraft type) [RUNWAY
on the adjacent final approach LEFT (or RIGHT)] BEHIND (or AHEAD
or ADJACENT)
Independent Parallel Approaches when an air- f. YOU ARE DEVIATING FROM THE FI-
craft is observed to be deviating towards the NAL APPROACH COURSE. TURN
NTZ LEFT (or RIGHT) IMMEDIATELY AND
RETURN TO YOUR CLEARED AP-
PROACH
Break-out instruction issued when an aircraft g. BREAK-OUT ALERT, (call sign) TURN
penetrates, or is likely to penetrate, the NTZ LEFT (or RIGHT) IMMEDIATELY
HEADING (three digits) CLIMB (or DE-
SCEND) TO (level)
4. Position a. (distance) FROM TOUCHDOWN
AUSTRALIA
COMMUNICATIONS
7.18.9 Pilot Actions for Speechless Radar Approach
PHRASEOLOGIES
CIRCUMSTANCES
1. Pilot Request for Speechless Radar Ap- a. ⋆ Pilot transmits four (4) separate and
proach When Microphone(s) Unserviceable distinct unmodulated transmissions
of one second duration
2. Pilot Response to Subsequent Control
Questions:
(i) affirmative or acknowledgment b. ⋆ (i) one distinct transmission
(ii) negative c. ⋆ (ii) two separate and distinct trans-
missions
(iii) say again d. ⋆ (iii) three separate and distinct
transmissions
3. Pilot Indication of a Further and Pertinent a. ⋆ Five (5) separate continuous trans-
Unserviceability or an Emergency missions
4. Pilot Indication of Abandoning the Aircraft a. ⋆ A single continuous transmission
as long as practicable
5. Controller Requires Pilot to Indicate When a. ⋆ WHEN (condition or instruction is com-
an Instruction Has Been Completed pleted) MAKE A TWO SECOND
TRANSMISSION
8 CPDLC MESSAGE SET

8.1 Standard message elements are listed in ICAO Doc 10037 — Global Operational Data Link
(GOLD) Manual (not published herein).
8.2 The following table contains CPDLC free text message elements used in Australia.
Uplinks — Free text message elements

RE-
MESSAGE ELEMENT MESSAGE INTENT
SPONSE
SET MAX UPLINK DE- Instruction to set the CPDLC Latency Monitor time value R
LAY VALUE TO [sss] to the value provided.
SEC
REPORT DISTANCE Instruction to report the present distance to or from the NE
(to/from) (position) specified position.
CONFIRM POSITION Instruction to report the present position. NE
CONFIRM ALTITUDE Instruction to report the present level. NE
AUSTRALIA
COMMUNICATIONS
Uplinks — Free text message elements (continued)

RE-
SPONSE
CONFIRM TIME OVER Instruction to confirm the previously reported time over NE
REPORTED WAYPOINT the last reported waypoint.
CONFIRM REPORTED Instruction to confirm the identity of the previously repor- NE
WAYPOINT ted waypoint.
CONFIRM NEXT WAY- Instruction to confirm the identity of the next waypoint. NE
POINT
CONFIRM NEXT WAY- Instruction to confirm the previously reported estimated NE
POINT ETA time at the next waypoint.
CONFIRM HEADING Instruction to report the present heading. NE
IDENTIFICATION TER- ATS advisory that the radar and/or ADS-B service is ter- R
MINATED minated.
CONFIRM ADS-C Instruction for the flight crew to check that the ADS-C R
ARMED function is armed.
ADVISE PREFERRED Instruction to advise the preferred flight level at the R
LEVEL TO CROSS [po- specified position for the flight.
sition]
REPORT ETA [position] Instruction to report the estimated time of arrival at the R
specified position.
ADS-C INDICATES OFF Instruction to notify of receipt of any ADS-C report indi- R
ROUTE. ADVISE IN- cating a deviation from cleared route and to request the
TENTIONS flight crew to advise of intentions.
ADS-C INDICATES Instruction to notify of receipt of any ADS-C report indi- R
ROUTE NON-CON- cating a future deviation from cleared route and to re-
FORMANCE. ADVISE quest the flight crew to advise of intentions.
INTENTIONS
ADS-C ESTIMATES AP- Instruction to notify of receipt of any ADS-C report that R
PEAR INACCURATE. appears to contain inaccurate time estimates and to re-
CHECK FMS quest the flight crew to check FMS.
CHECK AND RESPOND Instruction to check the status of CPDLC messages and R
TO OPEN CPDLC MES- to respond to unanswered uplink messages.
SAGES
EXPECT SELCAL Notification that a SELCAL check on the specified HF R
CHECK HF [frequency] frequency should be expected.
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COMMUNICATIONS

RE-
SPONSE
EXPECT CPDLC Notification that the CPDLC transfer process will not be R
TRANSFER AT [time] completed at the FIR boundary and will be delayed until
the specified time. If the CPDLC transfer is not comple-
ted by the specified time, the flight crew should manually
disconnect and logon to the next center.
EXPECT NEXT CEN- Notification that a CPDLC connection is not required by R
TER [facility designa- the next FIR (e.g. due to short transition time of the next
tion]. CONTACT WITH FIR) and CPDLC connection will be transferred to the
[facility designation] NOT subsequent FIR.
REQUIRED
REQUEST RECEIVED Notification that the CPDLC downlink request was re- R
RESPONSE WILL BE ceived by the controller and that any further communica-
VIA VOICE tion about the request will be via voice.
ADS-C INDICATES Instruction to notify of receipt of any ADS-C report indi- R
LEVEL DEVIATION. AD- cation a deviation from cleared level and to request the
VISE INTENTIONS flight crew to advise of intentions.
REACH [level] BY [time] Instruction that a change of level is to continue, but at a R
rate such that the specified level is reached at or before
the specified time.
REACH [level] BY [posi- Instruction that a change of level is to continue, but at a R
tion] rate such that the specified level is reached at or before
the specified position.
LEAVE CONTROL Instruction to leave controlled airspace on descent. R
AREA DESCENDING
CRUISE CLIMB PRO- Response to a request for a cruise climb. This proce- R
CEDURE NOT AVAILA- dure in not available.
BLE IN AUSTRALIAN
ADMINISTERED AIR-
SPACE
IDENTIFIED ATS advisory that the aircraft has been identified on ra- R
dar and/or ADS-B.
REACH [level] BY [dis- Instruction that a change of level is to continue, but at a R
tance] NM [before/after] rate such that the specified level is reached at or before
[position] the specified distance before or after the specified posi-
tion.
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COMMUNICATIONS

RE-
SPONSE
MELBOURNE [or BRIS- Notification that the specified ATS Unit is operating at R
BANE] CENTRE AT RE- reduced capacity.
DUCED SYSTEM CA-
PACITY. DISCONNECT
CPDLC
RE-ENTER ADS-B Instruction to check and to re-enter the correct ADS-C R
IDENTIFICATION [flight flight identification for the flight.
identification]
ADS-C REPORTS NOT Notification that ADS-C reports are not being received R
RECEIVED. REQUEST from a flight and that the flight crew is to report position
CPDLC POSITION RE- using CPDLC position reports.
PORTS
DO NOT DISCONNECT Instruction to logon to the specified ATS Unit without R
CPDLC. LOGON TO disconnecting CPDLC.
[unit name]
DISCONNECT CPDLC Instruction to disconnect CPDLC. R
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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 Center (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., “....CENTER”,
“....APPROACH”, “....DEPARTURES”.
2 IDENTIFICATION PROCEDURES
2.1 Before exercising an ATS surveillance there will be positive identification of the aircraft con-
cerned. 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 condi-
tions.
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 maneuvering instructions, to make all turns at an agreed rate and to carry out
the instructions immediately on receipt.
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 clear-
ance. 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 rec-
ognize a communication failure. When aircraft are on headings that could infringe terrain clear-
ance or separation standards, the interval between transmissions will not exceed 30 seconds.
3.9 Before take-off ATC may assign a heading for a departing aircraft to assume after take-off,
followed by frequency change instructions if appropriate. Headings, other than those assigned for
a radar SID, will only be issued for a visual departure by day.
3.10 Arriving aircraft may be vectored to:
a. establish for a radar or pilot-interpreted approach;
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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 nor-
mally 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 airport, or position reference the final approach point;
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 authorized;
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 localizer and not delay this report until the glide path is intercepted.
3.14 When the pilot reports established on final, they shall be advised 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 “ESTAB-
LISHED” or obtain a clearance to transfer to tower; and
c. transfer to tower shall not be prior to 4 NM 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 identifi-
cation, 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-inter-
preted navigation aid; or
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c. provided with a track clearance direct to an RNAV way-point 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 airport reference point, a navi-
gation aid, or a known position;
b. a heading and distance to the appropriate reporting point, enroute navigation aid, or
approach aid;
c. over a well known geographical position;
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 fol-
lowing circumstances:
a. on identification, unless the identification is established:
1. based on the pilot’s report of the aircraft position, or within 1 NM of the runway on
departure, if the observed position on the situation display is consistent with the air-
craft’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 the pilot requests this information;
c. when the pilot’s 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 instruc-
tions had diverted the aircraft from a previously assigned route;
e. immediately before termination of ATS surveillance service, if the aircraft is observed to devi-
ate 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 air-
space.
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4.2 If an aircraft is likely to be a hazard to controlled aircraft receiving an ATS surveillance serv-
ice, the controller will take appropriate action to preserve the safety of the controlled aircraft.
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
aircraft, 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 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 unac-
ceptable on operational grounds.
5.3 When the application of speed control can be foreseen, a pilot will be advised of future inten-
tions.
5.4 An ATC-issued speed control instruction, while in force, explicitly cancels published speed
restrictions.
NOTE: Airspace speed limitations still apply.
5.5 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 air-
craft 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 clear-
ance for final approach or a clearance for visual approach terminates speed control.
6 EMERGENCY PROCEDURES
(See EMERGENCY Section)
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 Informa-
tion Service (SIS).
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7.1.2 Unless advised otherwise by ATC, pilots of Mode 3A or Mode S transponder-equipped air-
craft 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 alti-
tude function is selected, as:
a. primary radar coverage only exists within 50 NM of major airports and the remainder of the
ATS surveillance system relies on SSR transponder and ADS-B transmitter information; and
b. TCAS relies on transponder information for its pilot alerting and collision avoidance func-
tions.
7.1.3 Consistent with ICAO Regional (Asia & Pacific – APAC) SSR code management code
continuity objectives, Australia's ATM system has been configured to maximize retention of the
discrete code assigned on departure to international flights inbound to, or over flying, Australia.
This retention normally relies on code assignment notified via the DEP message, and is princi-
pally 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 in Class G over water at a distance greater than 15 NM from shore — 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.
7.1.5 Pilots of flights which 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 the 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 ter-
mination of the flight sector, unless advised otherwise by ATS. If not assigned a discrete code, the
appropriate generic code must be used.
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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 air traffic control for the flight for those aircraft that
are capable of reporting Aircraft Identification. The ICAO defined format for entry of the Air-
craft 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 callsign used in flight.
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 infor-
mation and possible misidentification of aircraft in automated Australian ATC systems due to tem-
porary 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 harmonization 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 depar-
ture.
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.
8 OPERATING REQUIREMENTS FOR TRANSPONDERS

8.1 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.
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8.2 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.
9 OPERATING REQUIREMENTS FOR ADS-B TRANSMITTERS

9.1 Pilots of aircraft fitted with a serviceable ADS-B transmitter which has been confirmed suita-
ble to receive ADS-B derived ATS surveillance services in Australia should activate the transmit-
ter 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 shall advise ATC and
request alternative instructions.
9.2 Aircraft equipped with ADS-B having an aircraft identification feature shall transmit the air-
craft identification as specified in the flight notification or, when no flight notification has been filed,
the aircraft registration.
9.3 For further information on the operation of ADS-B transmitters, including normal and emer-
gency codes, see Emergency.
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SPECIAL OPERATIONS AND REQUIREMENTS
1 GLIDING OPERATIONS
1.1 GENERAL
1.1.1 For rules relating to gliding operations refer to the CAO 95.4, CAO 95.4.1 and CAO 95.8.
1.1.2 Pilots should take extra care when operating at an airport 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.
1.1.3 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 the winch or tow car and the cable,
and remain well clear. Overflying the runway below 2000 ft AGL is not advised, nor is landing
without first ascertaining that the cable is on the ground and not across the landing path. Aerotow
and winch launching are possible up to 4000 ft AGL but launches to 1500 ft or 2000 ft AGL are
normal.
1.1.4 In Class G airspace, gliders may be operating no-radio on Area VHF or on frequencies
122.5, 122.7 or 122.9 MHz. Radio-equipped gliders at, or in the vicinity of, non-controlled airports
make broadcasts in accordance with the table in ATC — DEPARTURE, APPROACH AND LAND-
ING PROCEDURES — Recommended Calls.
1.2 OPERATIONS AT CERTIFIED AIRPORTS

1.2.1 Gliding operations may be conducted from:
a. a glider runway strip within the runway strip (single runway), using a common circuit direc-
tion;
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 may be published in the Airport Directory or on Terminal
Airport charts. When procedures are changed for intensive short-term gliding activity, a NOTAM
will be issued.
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 color other
than white. Glider runway strips must not be used except by gliders, tug aircraft and other author-
ized 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 move-
ment 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.
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1.2.5 Except for gliders approaching to land, powered aircraft have priority in the use of run-
ways, 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, opera-
tions on the two parallel runways by aircraft below 5700kg MTOW may be conducted independ-
ently in VMC by day. Aircraft must not operate within the opposing circuit area below 1500 ft 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 airports 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 cir-
cuit direction in extreme cases.
1.2.8 A listening watch on the appropriate VHF frequency must be maintained while operating at
or in the vicinity of non-controlled airports 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 frequency is as detailed in the table in ATC — DEPARTURE,
APPROACH AND LANDING PROCEDURES — Operations in Class G Airspace — Communica-
tions.
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 is taxiing, 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 asso-
ciated vehicle, whenever the cable is deployed.
1.2.10
2 POLICE OPERATIONS
2.1 An aircraft operated by police authorities which requires priority in situations where life is
threatened must use the call sign “POLAIR RED” or “FEDPOL RED”. Police must call “POLAIR/
FEDPOL RED PRIORITY” on first contact.
3 BALLOON OPERATIONS
3.1 GENERAL
3.1.1 Part 131 aircraft are permitted to operate in recreational, specialized balloon operations,
commercial balloon flying training and balloon transport operations. Commercial balloon flying
training and balloon transport operations are flown under an Air Operator Certificate (AOC) — the
pilot in command holds a commercial pilot (balloon) license and is responsible to a chief pilot or
head of flying operations. Recreational operations are conducted by pilots who hold a pilot certifi-
cate issued by the Australian Balloon Federation Inc.
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3.1.2 Unless permitted by CASA, pilots of Part 131 aircraft engaged in recreational activities
must not operate:
a. in controlled airspace;
b. below 2000 ft above airport level within 3 NM of a certified airport; or
c. below 1000 ft above ground level over a populous area.
NOTE: Permission to fly in these areas, either for a specified event, or for suitably qualified pilots,
may be sought from CASA. When permissions are issued, they usually contain directions to oper-
ate in the same manner as Part 131 aircraft conducting balloon transport operations.
3.1.3 Pilots engaged in commercial balloon flying training or balloon transport operations may:
a. operate within controlled airspace subject to an ATC clearance;
b. operate from certified airports; and
c. take-off from, and land at, adequate open spaces within populous areas. When doing this,
they must ensure that the Part 131 aircraft reaches the minimum overflight height of 1000 ft
AGL within a reasonable time following take-off, and minimize the time spent flying at low
level while approaching to land in or within 300m of a populous area.
3.1.4 Part 131 aircraft pilots are not required to observe a minimum height while 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 Part 131 aircraft operating under an AOC, or a specialized balloon operation if
required by the approval for that operation, are required to carry and use VHF radio for communi-
cation, as necessary, with other aircraft and with ATS. However, the operators are authorized to
maintain their own SARWATCH, and no flight notification is required for flights outside controlled
airspace.
3.2.2 Pilots of Part 131 aircraft who have been permitted to operate in the airspace described in
sub-paras 3.1.2.a. and b. are required to carry and use radio as described in para 3.2.1. Where a
number of Part 131 aircraft are permitted to operate together in the vicinity of a non-controlled
certified airport, one Part 131 aircraft in each group may maintain radio communication for the
group.
3.2.3 Pilots of balloons engaged in Part 131 recreational activities are required to carry radio
and use it in accordance with the procedures described in ATC — COMMUNICATIONS — Radio
Communications System Requirements, while they are operating:
a. within the vicinity of a non-controlled airport where radio carriage and use is required;
b. at or above 5000 ft above mean sea level;
c. within 10 NM of an airport with a published instrument approach procedure; or
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d. at night.
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, with-
out being the holder of a flight radio telephone operator license.
3.3 OPERATIONS IN THE VICINITY OF AIRPORTS

3.3.1 Within 3 NM of an airport, the pilot in command of a Part 131 aircraft is required to give
way to other traffic operating in the traffic pattern of the airport which is applicable to the runway in
use at the time.
3.3.2 The pilot in command of a Part 131 aircraft who intends to overfly an airport within 3 NM
should do so at a height greater than 1500 ft above the airport. In the case of a Part 131 recrea-
tional balloon flight which is not specifically permitted by CASA, overflight must be conducted
more than 2000 ft above the airport.
3.3.3 The pilot of a Part 131 aircraft which is taking off within 3 NM of an airport 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 The VMC criteria for Part 131 aircraft are prescribed in the following table.
Column 1 Column 2 Column 3 Column 4 Column 5

Item Class of Air- Height Flight Visibility Distance from Operational
space Cloud Requirements
1 A, B, C, E, or G At or above 8000m 1500m horizon-
10,000 ft AMSL tal 1000 ft verti-
cal
2 A, B, C, E, or G Below 10,000 ft 5000m 1500m horizon-
AMSL tal 1000 ft verti-
cal
3 D All heights 5000m 600m horizontal
1000 ft vertical
above cloud
500 ft vertical
below cloud
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Column 1 Column 2 Column 3 Column 4 Column 5

Item Class of Air- Height Flight Visibility Distance from Operational
space Cloud Requirements
4 G At or below 5000m Clear of cloud In sight of
whichever is the ground or water
higher of:
a. 3000 ft
AMSL; or
b. 1000 ft
AGL
5 G Below 1500 ft 5000m No vertical The Part 131
above ground or clearance from aircraft must be
water cloud below the at least 10 NM
Part 131 aircraft from an airport
is required pro- with an ap-
vided the top of proved instru-
the cloud is at ment approach
or below 500 ft procedure.
above ground or
water.
6 G Below 500 ft 100m Not applicable Day operation
above ground or only provided
water the Part 131 air-
craft is at least
10 NM from an
airport with an
approved instru-
ment approach
procedure.
NOTE 1: Subject to ATC clearance, operation under the special VFR may be available within a
control zone. See ATC — GENERAL FLIGHT PROCEDURES paragraph 4.2.1.1.
NOTE 2: Refer to Regulation 91.285 for restrictions on VFR flight in Class A airspace.
3.5 NIGHT OPERATIONS

3.5.1 A Part 131 recreational activity may be conducted at night in accordance with the require-
ments of the ABF operations manual. CAO 40.2.2 sets out the requirements for a balloon grade of
night VFR rating. Flights at night under an AOC may not be conducted without specific approval
from CASA.
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3.6 OPERATIONS IN CONTROLLED AIRSPACE

3.6.1 Prior to a proposed flight in controlled airspace, a Part 131 aircraft operator or pilot in com-
mand 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.
3.6.2 A Part 131 aircraft pilot must maintain a continuous listening watch on the appropriate fre-
quency during flight within controlled airspace, and report flight progress as required by ATC. For
a balloon, the pilot must report changes in the direction of drift, which will cause the balloon to
diverge from its nominated track or area of operations, as soon as possible, and, in any case,
before the track error exceeds one (1) nautical mile.
3.6.3 For operations in an area of controlled airspace within radar coverage, a serviceable 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 else-
where 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.
4 PARACHUTING OPERATIONS
4.1 GENERAL
4.1.1 For rules relating to parachuting operations refer to the applicable CASA Instrument.
4.2 CONFLICTING TRAFFIC

4.2.1 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 oper-
ations on known or observed traffic in Class E and Class G airspace.
4.3 ADDITIONAL REQUIREMENTS IN CONTROLLED AIRSPACE

4.3.1 ATC base separation on the assumption that the parachutist will be dropped within 1 NM
of the target. If an extension of this area is necessary, the pilot must advise ATC of the direction
and distance required.
4.4 ADDITIONAL REQUIREMENTS FOR OPERATIONS ABOVE 10,000 FT

AMSL
4.4.1 Pilots should refer to Division 26.11 of the Part 91 MOS for the requirements relating to
oxygen usage for high altitude flights.
5 AREAS HAVING LIMITATIONS ON ACCESS

5.1 Although not involving a potential hazard to aircraft, operations over certain areas have limi-
tations placed on them for environmental reasons.
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5.2 BASS STRAIT CROSSINGS

5.2.1 Mandatory Routes For Non-scheduled Air Operations
5.2.1.1 For single engine aircraft and multi-engine aircraft which are unable to maintain height
after an engine failure:
a. Flights through King I — Track via Cape Otway, Bold Head and Hunter I. 3000 ft minimum
altitude for continuous VHF communication.
b. Flight through Flinders I — Track via Cliffy I, Hogan I, Deal I; then via Cape Portland or
Waterhouse I. 2000 ft minimum altitude for continuous VHF communications.
NOTE: Refer Climb and Cruise “Flights Over Water”.
5.2.2 Recommended VFR Reporting Procedures Across Bass Strait
5.2.2.1 The following reporting schedule procedures are recommended for Bass Straight cross-
ings:
a. Report position leaving the coast, together with aircraft type, tracking details and persons on
board (POB);
b. Nominate reporting schedule appropriate to the aircraft speed; e.g., 10, 15 or 30 minute
intervals;
c. At each scheduled reporting time, report “OPERATIONS NORMAL” preferably with a posi-
tion;
d. Report when crossing opposite coast to cancel the reporting schedules.
5.2.2.2 As an alternative, pilots may report leaving the coast and nominate a SARTIME for the
expected landfall of the opposite coastline.
NOTE: All reports associated with these procedures for Bass Strait crossings should be made to
Melbourne Centre, as appropriate.
5.2.2.3 Minimum altitude requirements apply to enable continuous two-way VHF communication
across Bass Straight.
5.2.3 Air Traffic Services
5.2.3.1 Air Traffic Services will respond immediately to any emergency call, but in the event of
radio failure or other situation that prevents use of radio, the use of schedule reporting over water
will ensure that SAR action is taken following a missed scheduled report. A scheduled report
ensures quicker response than a nominated SARTIME for which SAR action would be taken at
the expiration of that time, or if incidental information was received indicating an aircraft was in
difficulty.
5.2.3.2 In the unfortunate event of a ditching, particularly in Bass Strait, survivability from hypo-
thermia is reliant on quick recovery from the water. Scheduled reporting will afford a quicker than
normal response when SAR action is required.
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5.3 BLUE MOUNTAINS NATIONAL PARK — FLY NEIGHBOURLY ADVICE

5.3.1 The Blue Mountains National Park is administered by the New South Wales National
Parks and Wildlife Service (NPWS) in accordance with the National Parks and Wildlife Act 1974.
The park contains sensitive environmental areas.
5.3.1.1 Pilots undertaking sightseeing flights should obtain details of the areas to be avoided
and the preferred scenic routes in the Katoomba area from the Park Manager.
5.3.2 The Park Manager can be contacted by phone on:
Park Manager
Tel: (02) 4787 8877
Fax: (02) 4787 8514
– or –
by writing to:
The District Manager
Address: Blue Mountains National Park
PO Box 43
Blackheath
Australia
NSW 2785
5.3.3 Except when operating on preferred scenic routes, pilots are requested to maintain a mini-
mum altitude of 2000 ft above the surface of the park (the surface being defined as the highest
point of terrain, and any object on it, within a radius of 600m of a point vertically below the air-
craft), unless operation at this altitude would jeopardize the safe conduct of the flight.
5.3.3.1 This altitude recognizes the special terrain/weather conditions and the overlying airspace
arrangements of this area.
5.4 PURNULULU NATIONAL PARK (BUNGLE BUNGLE) SCENIC FLIGHTS

5.4.1 Standard operating procedures and routes for scenic flights in the Purnululu National Park
are contained in the Enroute section.
5.5 GRAMPIANS NATIONAL PARK — FLY NEIGHBOURLY ADVICE

5.5.1 The Grampians National Park is administered by Parks Victoria in accordance with the
National Parks Act 1975. The park contains sensitive environmental areas.
5.5.1.1 Pilots undertaking sightseeing flights should obtain details of the areas to be avoided
and the preferred scenic routes in the Halls Gap area from the Chief Ranger.
5.5.2 Contact Brambuk:
National Park and Cultural Centre, Halls Gap
Tel: (03) 5361 4000
Fax: (03) 5356 4446
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E-Mail: info@brambuk.com.au
– or –
by writing to:
The Chief Ranger
Address: Grampians National Park
PO Box 18
Halls Gap
Australia
VIC 3381
mum altitude of 2000 ft above the surface of the park (the surface being defined as the highest
point of terrain, and any object on it, within a radius of 600m of a point vertically below the aircraft)
unless operation at this altitude would jeopardize the safe conduct of the flight.
5.6 GREAT BARRIER REEF MARINE PARK (GBRMP)

5.6.1 The GBRMP is located within an area of the Great Barrier Reef extending from abeam
Cape York to approximately 10 NM north of Fraser I, sea level to 3000 ft AMSL. The Marine Park
is a declared World Heritage Area and is administered by the Great Barrier Reef Marine Park
Authority (GBRMPA) and managed by the Queensland Parks and Wildlife Service.
5.6.2 The GBRMP is managed in four geographical sections:
Far Northern (Cape York – Murdoch Point)
Cairns (Murdoch Point – Clump Point)
Central (Clump Point – Cape Conway)
Mackay/Capricorn (Cape Conway – 10 NM north of Frasier I)
5.6.3 The GBRMP contains nearly 1000 rocky islands and cays, many being sensitive seabird
breeding sites of national and international significance.
5.6.4 Pilots are requested to not fly below 1500 ft within one (1) NM of sites occupied by nesting
seabirds.
5.6.5 Arrangements exist with military and commercial aircraft operators with respect to the
avoidance of sensitive areas.
5.6.6 Pilots are specifically requested to note the following significant nesting sites and not to fly
below 1500 ft MSL within one (1) NM of these sites:
Far Northern Section

Combe Islet S 14 24.2 E 144 54.4
Tydeman Cay S 13 59.0 E 144 30.3
Davie Cay S 13 58.7 E 144 25.9
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Far Northern Section

Night I S 13 10.9 E 143 34.6
Quoin I S 12 24.3 E 143 29.6
Raine I S 11 36.1 E 144 01.9
Moulter Cay S 11 24.7 E 143 59.6
Wallace I S 11 26.9 E 143 02.1
Pelican I S 13 54.7 E 143 50.1
Magra I S 11 51.9 E 143 17.1
Bushy I S 11 14.9 E 142 53.1
Stapleton I S 14 19.5 E 144 52.0
Sandbank number 7 S 13 26.0 E 143 58.0
Sandbank number 8 S 13 22.0 E 143 58.0
Milman I S 11 10.4 E 143 01.0
MacArthur I S 11 43.9 E 142 59.1
Maclennan I S 11 24.2 E 143 45.6
Saunders I S 11 41.9 E 143 11.1
Cairns Section
Sister I S 17 44.8 E 146 09.6
Stephens I S 17 43.6 E 146 10.1
Low Isles S 16 23.1 E 145 34.3
West Hope I S 15 44.9 E 145 27.1
Three Isles S 15 06.9 E 145 25.6
Rocky Islets S 14 51.6 E 145 29.0
Eagle Islets S 14 41.9 E 145 23.1
5.6.7 Central Section – Hinchinbrook Planning Area (please see map over page) Pilots are
requested to avoid:
a. flying below 1500 ft within the Hinchinbrook Planning Area;
b. landing within the Hinchinbrook Island Dugong Protection Area A;
c. landing within 500m of any Island.
5.6.8 Michaelmas Cay, situated approximately 30° magnetic and 20 NM from Cairns, is ranked
as the most important seabird breeding site within the Cairns Section.
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5.6.9 Aircraft operating upwind of a seabird breeding site are likely to cause greater impact than
those downwind, therefore, distance from a site may need to be increased when operating upwind
to avoid disturbing birds.
5.6.10 For advice on sensitive areas within the GBRMP and restrictions imposed under the
Great Barrier Reef Marine Park Act 1975, pilots should contact the relevant Queensland Parks
and Wildlife Service, Coastal Management Program Regional Offices prior to operating within the
GBRMP:
Far Northern Regl Office (Cairns):
Tel: (07) 4052 3096
Northern Regl Office (Townsville):
Tel: (07) 4722 5211
Central Coast Regl Office (Rockhamptom):
Tel: (07) 4936 0511
5.6.11 An Environmental Restricted Area has been established within a one (1) NM radius of
Michaelmas Cay – S16 36 23.44 E145 58 22.04 – SFC - 3000 ft AMSL.
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5.7 GREAT SANDY BAY MARINE PARK AND FRASER ISLAND

5.7.1 In the whale management area of the Great Sandy Marine Park, pilots of fixed wing ACFT
must not bring the ACFT any closer to a whale than 300m unless the aircraft is at an altitude of at
least 1000 ft. A helicopter must not be brought any closer to a whale than 1km unless the helicop-
ter is at an altitude of at least 2000 ft. For further information refer to the Marine Park (Great
Sandy) Zoning Plan 2006 or contact the Queensland Parks and Wildlife Service, Senior Ranger
(Great Sandy Marine Park) on phone: 07 4197 4003. For information relating to flights over the
Great Sandy National Park (Fraser Island section) contact the Conservation Officer (Fraser
Island) on phone: 07 4127 9128 (ext 223).
5.8 KAKADU NATIONAL PARK – FLY NEIGHBORLY ADVICE

5.8.1 Special arrangements apply between the Australian Nature Conservation Agency (ANCA)
and selected commercial aircraft operators with respect to the avoidance of twenty-seven environ-
mentally sensitive areas within Kakadu National Park, while undertaking sightseeing flights.
5.8.1.1 Other pilots undertaking sightseeing flights should obtain details of such areas and pre-
ferred scenic routes, and associated altitudes, from the Park Manager, at the following addresses:
The Manager
Address: Kakadu National Park
PO Box 71
Jabiru
Australia
NT 0886
Tel: (08) 8938 1100
Fax: (08) 8938 1115
mum altitude of 2000 ft above the surface of the Park (the surface being defined as the highest
point of terrain, and any object on it, within a radius of 600m of a point vertically below the aircraft)
unless operation at this altitude would jeopardize the safe conduct of flight.
5.9 PORT CAMPBELL NATIONAL PARK

5.9.1 Port Campbell National Park is administered by Parks Victoria, in accordance with the
National Parks Act 1975. The park contains sensitive environmental areas of high conservation
significance. The park extends coastal from Point Ronald, near Princetown, to Boat Bay (Bay of
Island Coastal Park) west of Peterborough.
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5.9.2 Pilots undertaking sight seeing flights should obtain details of the areas to be avoided and
the preferred scenic routes in the Port Campbell National Park from the Ranger in Charge. In
addition, pilots are requested to comply with the following requirements, weather and other factors
permitting:
a. Operate off-shore as much as possible.
b. Avoid overflying any buildings or visitor facilities.
c. Do not circle off-shore features (such as 12 Apostles etc.).
d. All ACFT track off-shore:
West bound 1000' AMSL
East bound 1500' AMSL.
5.9.3 For operations other than described above, contact:
Ranger in Charge
Address: Port Campbell National Park
Parks Victoria
26 Morris Street
Port Campbell
VIC
3269
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Tel: 03 5598 6382

Fax: 03 5598 6420
5.9.4 When operating in the vicinity of Peterborough or Port Campbell National Park, pilots
should use CTAF 127.1 to make positional broadcasts.
5.9.5 Frequent helicopter sight seeing flights are conducted from two helipads in this area.
5.10 TASMANIAN WORLD HERITAGE AREA AND MT FIELD NATIONAL

PARK
5.10.1 There is an understanding between non-scheduled air transport operators and the TPWS
to operate in the WHA and Mt Field area in an agreed responsible manner. Other pilots undertak-
ing sightseeing flights in the WHA or Mt Field area should obtain information on FNA areas, track-
ing details, operating altitudes, and specific areas to be avoided from:
The Director
Address: Tasmanian Parks & Wildlife Service
Department of Primary Industries, Water and Environment
134 Macquarie St
HOBART
TAS
7000
Tel: 03-6233-2112
(Contact Planning Officer, World Heritage Area)
5.10.2 Maps may be downloaded from the following website:
www.parks.tas.gov.au/Documents/Fly%20Neighbourly%207.pdf.
5.10.3 Advice on operating in the WHA and Mt Field area is also available from most flying
schools and non-scheduled air transport operators based at Cambridge, Launceston, Devonport,
Wynyard and Strahan.
5.10.4 The FNA area is approximately bounded by the following:
Commencing south of Deloraine at Meander, then Miena – Derwent Bridge – Wayatinah – West-
erway – Whale Head – then coastal to Low Rocky Point – Mt Sorel – Mount Beecroft – Meander.
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5.10.5 The Sensitive Areas (SAs) are:

Cradle Valley, Traveller Range, Mt Ossa to Mt Rufus, Frenchman’s Cap, Mt Anne Lake Judd
area, Mt Orion and Arthur Range, and Federation Peak.
5.10.6 The general minimum overfly altitude for the WHA and Mt Field area is 4000 ft AMSL,
terrain permitting. To minimize the impact of noise:
a. operate at the highest possible altitude and lateral distance from the feature being observed
that will allow satisfactory observation from the air;
b. in sensitive areas, avoid prolonged flight and sudden changes in engine management (safety
permitting); and
c. endeavor to cross walking tracks and the Franklin River at right angles.
5.10.7 Flight in and through the SAs should be kept to a minimum, and aircraft should be oper-
ated at an altitude and configuration that will minimize noise and visual impact for ground observ-
ers.
5.10.8 Recommended operating altitudes in the WHA and Mt Field area do not apply if these
altitudes would jeopardize the safe conduct of the flight.
5.10.9 Melaleuca Area Zones — Additional conditions apply during the nesting season of the
Orange-Bellied Parrot which breeds in the Melaleuca Area zones located within the WHA:
a. From 15 September to 30 April, pilots are requested to avoid:
1. repeated passes or circuits above the zones;
2. landing helicopters within the zones; and
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3. hovering helicopters above forested areas within the zones.

b. Information on zone areas and operating in this area can be obtained from:
Project Officer
Address: Melaleuca Area
Tasmanian Parks & Wildlife Service
Tel: 03-6233-6033
6 DESIGNATED REMOTE AREAS

6.1 Aircraft planned to operate within or through designated remote areas shown in this section
are required to carry survival equipment suitable for sustaining life in the area over which the flight
is planned as per the civil aviation legislation relevant to their operation.
NOTE 1: Flight through corridors shall be made within sight of and not more than five miles from
the highway concerned.
NOTE 2: Australian administered islands adjacent to the Remote Area between Anna Plains and
Cairns are part of the Designated Remote Area.
NOTE 3: Mainland within 50 NM of Darwin excluded from Designated Remote Area.
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7 AERIAL PHOTOGRAPHY AND SURVEY OPERATIONS

7.1 Pilots and operators intending to conduct aerial photography or survey operations in control-
led airspace should liaise with the ATC unit responsible for the area(s) concerned prior to submit-
ting 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 minimizing disruption to programs.
8 AERIAL PHOTOGRAPHY OF MILITARY INSTALLATIONS

8.1 Pilots or operators intending to photograph military installations or areas which include mili-
tary installations must contact the appropriate military authority as such photography may require
prior approval or may not be permissible.
9 MILITARY AUTHORITY ASSUMES RESPONSIBILITY FOR

SEPARATION OF AIRCRAFT (MARSA)
9.1 MARSA is a procedure which authorizes pilots of military aircraft to assume responsibility for
separation between their aircraft and other nominated military aircraft, or military contract civil air-
craft, in controlled airspace. MARSA can only be used between participating aircraft using the
same flight level or altitude, or maneuvering within the same block of airspace.
9.2 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.
10 “DUE REGARD” OPERATIONS

10.1 Certain operations by State aircraft (usually military), referred to as “Due Regard” opera-
tions, 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 LOW JET ROUTES

11.1 Routes at or below 5000 ft AGL used by military jet aircraft for low level, high speed navi-
gation or terrain following exercises are designated as Low Jet Routes (LJR). Routes are planned
to avoid:
a. controlled airspace administered by Airservices Australia;
b. restricted and danger areas not administered by the Australian Defence Force (ADF);
c. civil airports by at least 5 NM laterally or 4000 ft vertically;
d. airports where carriage and use of radio is required unless equipped with the appropriate
radio frequency; and
e. sensitive areas and oil/gas platforms.
11.2 Notification of routes and duration of LJR operations will be by NOTAM. Information on LJR
activity in your area is available from the pre-flight briefing service and FLIGHTWATCH.
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11.3 Aircraft using LJR may be camouflaged and emit little or no smoke trail, although they will
normally show anti-collision beacons. They may operate singly or in close or loose formation. Sig-
nificant wake turbulence and a large turn radius may be expected.
11.4 All LJR aircraft are equipped with UHF and some also have VHF and HF. However, they
may often be out of communications (NOCOM) for part of their flight. Although most LJR aircraft
are radar equipped, these radars do not enable avoidance of conflicting aircraft.
11.5 WHERE POSSIBLE, PILOTS SHOULD PLAN THEIR FLIGHTS TO AVOID ACTIVE LJR.
11.6 The following LJR are activated HJ and are flown by F18 aircraft operating at or below
5000 ft AGL:
a. YB(R)-638 – 10 NM SSW Baryulgil below 3000 ft AGL – Gatton (Climb Point) – Amberley.
b. YB(R)-638 – Coastal below 3000 ft AGL – Gold Coast – Point Lookout (Stradbroke Island) –
Brisbane.
c. Point Lookout – Gold Coast – Coastal below 5000 ft AGL – YB(R)-638.
d. YB(R)-638 – Casino 231025 – Amberley 191043 – Amberley.
e. Sandy Cape – Coastal below 3000 ft AGL – Double Island Point – Bribie Island – Cape Mor-
eton – Point Lookout.
f. Point Lookout – Cape Moreton – Bribie Island – Coastal below 3000 ft AGL – Double Island
Point – Sandy Cape.
NOTE: A number of other LJR and Defence activities are in operation at various times in
addition to those shown above and will be advised by NOTAM when necessary.
12 SECURITY AWARENESS
12.1 All members of the aviation industry, including general aviation, charter, crop duster, heli-
copter 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.
12.2 Any suspicious circumstances or unusual behavior should be immediately reported to the
police and the relevant aircraft, airline, or airport operator.
13 FIRE OPERATIONS
13.1 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 call sign as per ATC — COMMUNICA-
TIONS — Call Signs — Special Task Operations.
14 REQUIREMENTS FOR COMMUNITY SERVICE FLIGHTS (CSF)

In addition to any other relevant requirements of the civil aviation legislation, the flight must meet
the CSF definition and satisfy the following requirements (where applicable).
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Part 61 licence PPL (not RPL) CPL/ATPL

Aeronautical expe- 400 hours total aeronautical experience N/A
rience, recency
250 hours pilot in command N/A
and medical
Current Class 1 or Class 2 medical (not Basic Class 2)
1 landing in the same aircraft class (or type, if type rated aircraft) in the past
30 days
25 hours on multi-engine aircraft (if flying multi-engine)
Flight rules require- IFR – 20 hours on aircraft type
ments and experi- VFR – 10 hours on aircraft type
ence
A CSF at night must be conducted under the IFR. NVFR not permitted
Aircraft VH-registered aeroplane or helicopter
Not amateur built, limited category or experimental certificate
Not more than 100 hours or 12 months since last periodic maintenance in-
spection for those aircraft using the CASA system of maintenance (Sched-
ule 5)
Passengers No more than 5 passengers
Passengers must be either patients being transported for the purpose of re-
ceiving non-emergency medical treatment or services, or persons accom-
panying the patient to provide support and assistance to the patient
Flight notification Full flight notification (IFR or VFR); or SARTIME (VFR)
RMK/CSF noted in Item 18 of domestic flight notification
Record keeping Flight annotated as CSF in pilot logbook
NOTE: The flight notification requirements are also contained in ATC — FLIGHT PLANNING –
Flight Notification.
15 HELICOPTER OPERATIONS – AT AIRPORTS AND IN

HELICOPTER ACCESS CORRIDORS AND LANES
15.1 GENERAL
15.1.1 The following procedures apply to all helicopters operating in the vicinity of airports and in
helicopter access corridors and lanes, in accordance with the provisions of CASR 91.055, 91.265,
91.267, 91.360 and 91.410.
15.2 TAXIING
15.2.1 For all helicopters, maximum use of the “air transit” procedure should be made to expe-
dite traffic movement and flow about an airport.
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15.2.2 All helicopters may use “air taxiing” procedures as required. However, wheeled helicop-
ters, where practicable, are encouraged to “ground taxi” on prepared surfaces to minimize rotor
wash and its effects.
15.2.3 At night a helicopter should not taxi via routes which do not meet the physical dimensions
and lighting requirements specified in AC 139.R-01.
15.3 TAKE-OFF / DEPARTURE

15.3.1 Controlled Airfields
15.3.1.1 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.
15.3.1.2 Helicopters taking-off / departing must proceed in accordance with ATC instructions.
15.3.1.3 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.
15.3.1.4 Unless requested by the pilot, a take-off clearance will not be issued for a helicopter if
the tailwind component exceeds 5 kt.
15.3.1.5 Prescribed exit “gates” and associated standard routes and/or altitudes may be provi-
ded to facilitate the flow of helicopter traffic. Use of these “gates” is not mandatory. Helicopters
may, subject to an ATC clearance, revert to the standard traffic procedures applicable to air-
planes. This option may be more appropriate when operating larger helicopters.
15.3.1.6 At night a helicopter should not take-off from other than a site which conforms with the
requirements specified in AC 139.R-01. Any illuminated runway or illuminated taxiway of dimen-
sions commensurate with the size of the HLS applicable to the helicopter, in accordance with AC
139.R-01, is considered to meet the requirements of AC 139.R-01.
15.3.2 Non-Controlled Airports
15.3.2.1 A pilot may take-off from any area which is assessed as being suitable as a HLS.
15.3.2.2 When the pilot elects to conduct the take-off from outside the flight strip of the runway
in use by airplanes, the helicopter take-off path must be outside that flight strip.
15.3.2.3 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 centerline of that runway. The
pre-take-off positioning of the helicopter will be by air transit or by taxiing as appropriate.
15.3.2.4 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 con-
flicts with the airplane traffic pattern, the helicopter should remain at 500 ft AGL 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 airplanes.
15.3.2.5 Pilots of radio equipped helicopters must broadcast intentions on the appropriate fre-
quency before take-off.
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15.4 HELICOPTER ACCESS CORRIDORS AND LANES

15.4.1 The following procedures for operations within promulgated helicopter access corridors
and lanes apply:
a. maximum speed — 120 KIAS;
b. helicopters must operate under VFR, usually not below 500 ft AGL by day, subject to flight
over populous area restrictions and any published limitations for authorized corridors by
night;
c. “see and avoid” procedures must to be used;
d. formation flights are restricted to line astern with the lead aircraft responsible for maintaining
separation from other traffic;
e. a traffic advisory service is available in access corridors;
f. an ATS Surveillance System service may be given at designated airports;
g. a continuous listening watch on the appropriate ATS frequency in access corridors or broad-
cast frequency in lanes is mandatory;
h. two way operations are conducted with all traffic keeping to the right of central geographical/
topographical features;
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 to be adhered to, with any transitional altitude require-
ments maintained within an accuracy of +/-100 ft;
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, Volume I
(not published herein) may be necessary.
15.5 ARRIVALS
15.5.1 Controlled Airports
15.5.1.1 Prescribed entry “gates” and associated standard routes and/or altitudes may be provi-
ded to facilitate the flow of helicopter traffic. Use of these “gates” is not mandatory. Subject to the
receipt of an ATC clearance, helicopters may, if required, conform to the standard traffic proce-
dures applicable to airplanes. This option may be more appropriate when operating larger heli-
copters.
15.5.1.2 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.
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15.5.1.3 Unless requested by the pilot, a landing clearance will not be issued for a helicopter if
the tailwind component exceeds 5 kt.
15.5.1.4 At night a helicopter should not land at a site other than one which conforms with the
requirements specified in the latest issue of AC 139.R-01. Any illuminated runway or illuminated
taxiway of dimensions commensurate with the size of the HLS applicable to the helicopter, in
accordance with AC 139.R-01, is considered to meet the requirements of AC 139.R-01.
15.5.2.1 In VMC by day applicable to the aircraft category, helicopters need not join the circuit
via standard airplane entry procedures, at the pilot’s discretion.
15.5.2.2 As an alternative, under such conditions, helicopters may join the circuit area at 500 ft
AGL from any direction, subject to the normal restrictions of flight over populous areas.
15.5.2.3 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 centerline of the runway in use;
c. post-landing positioning of the helicopter is by air transit or by taxiing, as appropriate.
15.5.3 Pilots of radio-equipped helicopters must broadcast intentions on the appropriate fre-
quency as specified in ATC — DEPARTURE, APPROACH AND LANDING PROCEDURES —
Radio Telephony Requirements Outside Controlled Airspace.
15.6 CIRCUIT PROCEDURES

15.6.1 Controlled Airports
15.6.1.1 Any specific operating procedures for helicopter traffic patterns will be detailed in the
Airport Directory when specified. The following generally applies:
a. where possible, helicopter circuit traffic will be separated from the airplane traffic pattern by
the use of contra-direction circuits, outside of and parallel to the flight strip of the runway in
use, and at a lower altitude than other traffic, but not below 500 ft above the airport elevation;
or
b. when separate circuit patterns are not practicable, helicopters may utilize the same traffic
pattern direction as other traffic, and will normally operate inside and at a lower altitude than
that traffic, but not below 500 ft above the airport elevation.
15.6.2.1 The following circuit operating procedures apply:
a. Helicopters may be operated on contra-direction circuits and parallel to the airplane traffic
pattern at a lower altitude than that traffic, but not below 500 ft above the airport elevation.
The landing site associated with the helicopter circuit is to be positioned outside the flight
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strip of the runway in use so that helicopter circuit traffic does not cross the extended center-
line of that runway;
b. if the procedure outlined in a. above is not practicable, the helicopter circuit patterns should
be flown inside and parallel to the airplane traffic and at lower altitudes, but not below 500 ft
above the airport 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 centerline of that runway; or
c. the helicopter is to follow the standard airplane 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.
16 UNMANNED AERIAL VEHICLE (UAV) TESTING

16.1 INTRODUCTION
16.1.1 Unmanned Aerial Vehicle operations including testing and development take place in var-
ious Danger Areas and military Restricted Areas.
16.1.2 Temporary Danger Areas may be promulgated for other UAV operations if CASA consid-
ers there is a risk to other flights such that pilots need to be warned of the danger in order to take
appropriate precautions.
16.2 UAV OPERATIONS

16.2.1 UAVs may be flown autonomously within the designated areas, but are subject to opera-
tor input. The operator will maintain continuous two-way communications on the appropriate aero-
nautical frequencies, make regular broadcasts advising location, altitude and intention of the UAV
and will respond to calls.
16.2.2 Pilots wishing to operate within a Danger Area designated for UAV activity are advised to
contact the UAV ground station on the appropriate FIA/CTAF e.g. "UAV TRAFFIC - [location]
AREA THIS IS ....". While no response from the ground station would normally mean that no UAV
is airborne, pilots are encouraged to maintain an enhanced lookout.
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CONTINGENCY PROCEDURES
1 SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES IN

OCEANIC AIRSPACE
1.1 INTRODUCTION
1.1.1 Although all possible contingencies cannot be covered, the procedures in paras 1.2, 1.3
and 1.4 provide for the more frequent cases such as:
a. the inability to comply with assigned clearance due to meteorological conditions (para 1.4
refers);
b. enroute diversion across the prevailing traffic flow (for example, due to medical emergencies
(paras 1.2 and 1.3 refer)); and
c. the loss of, or significant reduction in, the required navigation capability when operating in an
airspace where the navigation performance accuracy is a prerequisite to the safe conduct of
flight operations, or pressurization failure (paras 1.2 and 1.3 refer).
1.1.2 The pilot must take action as necessary to ensure the safety of the aircraft, and the pilot’s
judgement must determine the sequence of actions to be taken, having regard to the prevailing
circumstances. ATC will render all possible assistance.
1.2 GENERAL PROCEDURES

1.2.1 If an aircraft is unable to continue the flight in accordance with its ATC clearance, a
revised clearance must be obtained, whenever possible, prior to initiating any action.
1.2.2 If prior clearance cannot be obtained, the following contingency procedures should be
employed until a revised clearance is received. In general terms, the aircraft should be flown at an
offset level and on an offset track where other aircraft are less likely to be encountered. Specifi-
cally, the pilot should:
a. leave the cleared track or ATS route by initially turning at least 30 degrees to the right or to
the left, in order to establish and maintain a parallel, same direction track or ATS route offset
by 5 NM. The direction of the turn should be based on one or more of the following factors:
1. Aircraft position relative to any organized track or ATS route system;
2. The direction of flights and flight levels allocated on adjacent tracks;
3. The direction to an alternate airport;
4. Any strategic lateral offset being flown; and
5. Terrain clearance;
b. maintain a watch for conflicting traffic both visually and by reference to ACAS (if equipped),
leaving ACAS in RA mode at all times, unless aircraft operating limitations dictate otherwise;
c. turn on all aircraft exterior lights (commensurate with appropriate operating limitations);
d. keep the SSR transponder on at all times and, when able, squawk 7700 as appropriate and,
if equipped with ADS-B or ADS-C, select the appropriate emergency functionality;
e. as soon as practicable, advise ATC of any deviation from their assigned clearance;
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f. use means as appropriate (i.e. voice and/or CPDLC) to communicate during a contingency
or emergency;
NOTE 1: When emergency situations are communicated via CPDLC, the controller may
respond via CPDLC. However, the controller may also attempt to make voice contact with
the aircraft.
NOTE 2: Guidance on emergency procedures for controllers, radio operators, and flight crew
in data link operations can be found in the Global Operational Data Link (GOLD) Manual
(Doc 10037) (not published herein).
g. if voice communication is used, use the radiotelephony distress signal (MAYDAY) or urgency
signal (PAN PAN) preferably spoken three times, as appropriate; and
h. establish communications with and alert nearby aircraft by broadcasting at suitable intervals
on the frequency in use and on 121.5 MHz (or, as a backup, on the inter-pilot air-to-air fre-
quency 123.45 MHz):
1. aircraft identification;
2. flight level;
3. position including the ATS route designator or the track code, as appropriate;
4. the nature of the distress condition; and
5. intentions.
NOTE: ATC will attempt to determine the nature of the emergency and ascertain any assistance
that may be required. Subsequent ATC action with respect to that aircraft will be based on the
intentions of the pilot and overall traffic situation.
1.3 ACTIONS TO BE TAKEN ONCE OFFSET FROM TRACK

NOTE: The pilot’s judgement of the situation and the need to ensure the safety of the aircraft will
determine the actions outlined to be taken. Factors for the pilot to consider when deviating from
the cleared track or ATS route or level without an ATC clearance include, but are not limited to:
a. operation within a parallel track system;
b. the potential for User Preferred Routes (UPR) parallel to the aircraft’s track or ATS route;
c. the nature of the contingency (e.g. aircraft system malfunction); and
d. weather factors (e.g. convective weather at lower flight levels).
1.3.1 If possible, maintain the assigned flight level until established on the 5 NM parallel, same
direction track or ATS route offset. If unable, initially minimize the rate of descent to the extent
that is operationally feasible.
1.3.2 Once established on a parallel, same direction track or ATS route offset by 5 NM, either:
a. descend below FL290, and establish a 500 FT vertical offset from those flight levels normally
used, and proceed as required by the operational situation or if an ATC clearance has been
obtained, in accordance with the clearance; or
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NOTE 1: Flight levels normally used are those contained in ATC — CLIMB AND CRUISE —
Tables of Cruising Levels.
NOTE 2: Descent below FL290 is considered particularly applicable to operations where
there is a predominant traffic flow (e.g. east-west) or parallel track system where the air-
craft’s diversion path will likely cross adjacent tracks or ATS routes. A descent below FL290
can decrease the likelihood of conflict with other aircraft, ACAS RA events and delays in
obtaining a revised ATC clearance.
b. establish a 500 FT vertical offset (or 1000 FT vertical offset if above FL410) from those flight
levels normally used, and proceed as required by the operational situation, or if an ATC
clearance has been obtained, in accordance with the clearance.
NOTE: Altimetry System Errors (ASE) may result in less than 500 FT vertical spacing (less
than 1000 FT above FL410) when the above contingency procedure is applied.
1.4 WEATHER DEVIATION PROCEDURES

1.4.1 General
1.4.1.1 When weather deviation is required, the pilot should initiate communications with ATC
via voice or CPDLC. A rapid response may be obtained by either:
a. stating “WEATHER DEVIATION REQUIRED” to indicate that priority is desired on the fre-
quency and for ATC response; or
b. requesting a weather deviation using a CPDLC lateral downlink message.
1.4.1.2 When necessary, the pilot should initiate the communications using the urgency call
“PAN PAN” (preferably spoken three times) or by using a CPDLC urgency downlink message.
1.4.1.3 The pilot must inform ATC when weather deviation is no longer required, or when a
weather deviation has been completed and the aircraft has returned to its cleared route.
1.4.2 Actions to be Taken When Controller-pilot Communications are
Established
1.4.2.1 The pilot should notify ATC and request clearance to deviate from track or ATS route,
advising, when possible, the extent of the deviation requested. The flight crew will use whatever
means are appropriate (i.e. voice and/or CPDLC) to communicate during a weather deviation.
NOTE: Pilots are advised to contact ATC as soon as possible with requests for clearance in order
to provide adequate time for the request to be assessed and acted upon.
1.4.2.2 After communicating with ATC, the pilot:
a. must comply with the ATC clearance issued; or
b. when ATC are unable to issue a clearance for the requested deviation, should advise ATC of
intentions and execute the procedures detailed in the following para 1.4.3.1.
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1.4.3 Actions to be Taken if a Revised ATC Clearance Cannot be Obtained

If the aircraft is required to deviate from track or ATS route to avoid adverse meteorological condi-
tions and prior clearance cannot be obtained, an ATC clearance must be obtained at the earliest
possible time. Until an ATC clearance is received, the pilot should take the following actions:
a. If possible, deviate away from an organized track or ATS route system;
b. Establish communications with and alert nearby aircraft by broadcasting, at suitable intervals
on the frequency in use and on 121.5 MHz (or, as a back-up, on the inter-pilot air-to-air fre-
quency 123.45 MHz):
2. flight level;
3. position including ATS route designator or the track code; and
4. intentions.
c. Watch for conflicting traffic both visually and by reference to ACAS (if equipped);
d. Turn on all exterior lights (commensurate with appropriate operating limitations);
e. For deviations of less than 5 NM from the originally cleared track or ATS route, remain at a
level assigned by ATC;
f. For deviations greater than or equal to 5 NM from the originally cleared track or ATS route,
when the aircraft is approximately 5 NM from track, initiate a level change in accordance with
the following table:
Originally Cleared Track or ATS

Deviations >5 NM Level Change
Route Centerline
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 the pilot receives clearance to deviate from cleared track or ATS route for a specified dis-
tance and, subsequently, requests, but cannot obtain a clearance to deviate beyond that dis-
tance, the pilot should apply an altitude offset in accordance with the table above before
deviating beyond the cleared distance;
h. When returning to track or ATS route, be at its assigned flight level when the aircraft is within
approximately 5 NM of the centerline; and
i. If contact was not established prior to deviating, continue to attempt to contact ATC to obtain
a clearance. If contact was established, continue to keep ATC advised of intentions and
obtain traffic information.
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NOTE: If, as a result of actions taken under the provisions of this paragraph, the pilot determines
that there is another aircraft at or near the same flight level with which a conflict may occur, then
the pilot is expected to adjust the path of the aircraft, as necessary, to avoid conflict.
2 AIR TRAFFIC SERVICES TEMPORARILY NOT AVAILABLE

2.1 INTRODUCTION
2.1.1 When Air Traffic Services are temporarily not available in a given airspace, the procedures
contained in the following paragraphs may be authorized. 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 proce-
dures will be promulgated by NOTAM.
2.1.2 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.
2.2 AIRSPACE CLASSIFICATION

2.2.1 Airspace subject to contingency will retain its ATS classification except that airspace asso-
ciated with a tower whose hours of operation are non continuous will revert to the classification
normally in place when the tower is closed.
2.3 ENROUTE SERVICE NOT AVAILABLE

2.3.1 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.
2.3.2 FIS and SAR alerting will be provided as remaining capability permits.
2.4 APPROACH CONTROL SERVICE NOT AVAILABLE

2.4.1 In Class “C” terminal airspace and control zones, TIBA procedures will apply utilizing a
nominated broadcast frequency. Additionally, mandatory broadcast procedures as specified in
para 2.7 shall be adopted.
2.4.2 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 circumstances.
2.5 AIRPORT CONTROL SERVICE NOT AVAILABLE

2.5.1 At continuous airports, TIBA procedures will apply utilizing a nominated broadcast fre-
quency. Additionally, mandatory broadcast procedures as specified in para 2.7 shall be adopted.
2.5.2 At non continuous airports, ATS will be in accordance with procedures in force when the
tower is closed under normal circumstances.
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2.6 AIRSPACE MANAGEMENT

2.6.1 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 take-off and arrival times at locations where there is a likelihood of high traffic
densities occurring;
b. Additional mandatory broadcast requirements in terminal airspace;
c. Nomination of preferred runways;
d. A requirement for all operations in Class “C” terminal areas to be under the IFR;
e. A requirement to operate TCAS and transponder where fitted; and
f. A requirement to display navigation lights.
2.7 MANDATORY BROADCAST PROCEDURES (ATC TEMPORARILY NOT

AVAILABLE)
When ATC is temporarily not available, mandatory broadcast procedures may be specified in
addition to TIBA broadcasts.
2.7.1.1 When Air Traffic Services are temporarily not available specific procedures will be pro-
mulgated by NOTAM.
2.7.2 When arriving or departing from an airport where mandatory broadcast procedures apply,
pilots must monitor the appropriate mandatory broadcast frequency. Broadcasts must be made as
follows:
SITUATION PHRASE
1. Broadcasts ALL STATIONS (location) (appropriate infor-
When a pilot broadcasts intentions. mation)
2. Taxi (aircraft type) TAXIING (location) RUNWAY

(number) FOR (destination, or departure
Taxiing at an airport. quadrant or intention)
LINING UP / ROLLING (runway number)
3. About to Commence Takeoff TURNING (left / right) TRACKING (quadrant)
CLIMBING TO (level)
DEPARTED (location) TRACKING (degrees
4. Departing magnetic) CLIMBING TO (level) FOR (desti-
nation)
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SITUATION PHRASE
5. Inbound (Aircraft type) (position reported as either
When inbound – before crossing the boundary the radial, bearing or quadrant from the air-
of the area in which mandatory broadcasts ap- port) (level) (intentions)
ply
(Aircraft type) JOINING (position in circuit)
6. Joining the Circuit
RUNWAY (number)
2.7.3 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 designa-
ted on TMA routes.
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AIR TRAFFIC INCIDENTS
1 ACCIDENTS AND INCIDENTS

1.1 INTRODUCTION
1.1.1 The Australian Transport Safety Bureau (ATSB) is an independent Commonwealth Gov-
ernment 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 avia-
tion occurrences within Australian Territory and for all occurrences involving civil registered Aus-
tralian 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 publi-
cations.
1.1.4 Contact details for the ATSB are:
ATSB
Address: PO Box 967
Civic Square
CANBERRA
ACT
2608
Tel: 1800 011 034, or
61-2-6230 4408
1.2 IMMEDIATELY AND ROUTINE REPORTABLE MATTERS

Section 13 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:
a. a crew member of the aircraft concerned;
b. the owner of operator of the aircraft;
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c. a person performing an air traffic control service in relation to the aircraft;

d. a person performing a dedicated aerodrome rescue or firefighting 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 the CASA; and
h. the operator of an aerodrome.
1.2.2 A responsible person is not required to report if they have 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 reasonable practicable by telephone 1800 011 034, and then a follow-up writ-
ten 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, (including type 1 Remotely Piloted Aircraft (RPA) operations);
c. type 2 RPA operations; and
d. aircraft operations other than air transport operations.
NOTE: An “air transport operation” is a regular public transport operation or a charter operations.
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.
RPA are defined in the TSI Regulations as a “type 1 RPA” or “type 2 RPA” and are generally dis-
tinguished on the basis of size. A type 1 RPA includes a large or medium RPA within the meaning
of the Civil Aviation Safety Regulations 1998 (CASR) or a RPA with type certification. A type 2
RPA includes those RPA that are not a type 1 or an excluded or micro RPA within the meaning of
the CASR. A comprehensive definition of these types is included in Section 6 of the TSI Regula-
tions.
A “crew member” in relation to a RPA includes a remote pilot of the RPA.
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2 REPORTING — ALL AIRCRAFT OPERATIONS

2.1 IRM
IRM for all aircraft operations (other than type 2 RPA) 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:
a. death or serious injury resulting from natural causes (except to a flight crew
member); or
b. death or serious injury that is intentionally self-inflicted; or
c. death or serious injury that is intentionally caused by another person; or
d. 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 take-off; or
e. 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 the separation standard
between aircraft and another aircraft, so long as either or both of the aircraft are being provi-
ded with an air traffic service separation service.
NOTE: A breakdown of separation standards referred to in this item may result from an air
traffic service action, a pilot action or other actions. A reference to a “pilot” includes a remote
pilot of a RPA.
f. if the aircraft is a type 1 RPA — serious property damage.
3 REPORTING — ALL AIR TRANSPORT OPERATIONS

3.1 IRM
3.1.1 IRM for all air transport operations include:
a. airprox*;
b. a near-collision involving aircraft manoeuvring on the ground;
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c. an occurrence in which flight into terrain is narrowly avoided;

d. the rejection of a take-off from a closed or occupied runway;
e. a take-off from a closed or occupied runway with marginal separation from an obstacle or
obstacles;
f. a landing on a closed or occupied runway;
g. a significant failure to achieve predicted performance during take-off or initial climb;
h. a fire (even if subsequently extinguished), smoke, fumes or an explosion on, or in, any part
of the aircraft;
i. an uncontained engine failure;
j. a mechanical failure resulting in the shutdown of an engine;
k. the use of any procedure for overcoming an emergency;
l. an event requiring the use of oxygen by a flight crew member;
m. malfunction of an aircraft system that seriously affects the operation of the aircraft;
n. a flight crew member becoming incapacitated during flight;
o. fuel exhaustion;
p. the aircraft’s supply of useable fuel becoming so low (whether or not as a result of fuel star-
vation) that the pilot declares an emergency in flight;
q. undershooting, over-running or running off the side of a runway during take-off or landing, or
any other similar occurrence;
r. 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;
s. the failure of two (2) or more related redundant systems for flight guidance and navigation;
and
t. 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.
3.1.2 IRM for type 2 RPA operations include:
a. subject to the exclusions in the note below, the death of, or a serious injury to, a person on
board the aircraft or in contact with the aircraft or anything attached to the RPA or anything
that has become detached from the aircraft;
b. subject to the exclusions in the note below, the death of, or a serious injury to:
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1. a person on board the aircraft or in contact with the aircraft, or anything attached to the
RPA, or anything that has become detached from the aircraft; or
NOTE: “The death of, or a serious injury to, a person” does not include:
a. death or serious injury resulting from natural causes (except to a flight crew member); or
b. death or serious injury that is intentionally self-inflicted; or
c. death or serious injury that is intentionally caused by another person; or
d. 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
e. 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.
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
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;
d. a ground proximity warning system alert;
e. a critical rejected take-off, except on a closed or occupied runway;
f. a runway incursion in relation to the aircraft;
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;
2. malfunction of an aircraft system, if the malfunction does not seriously affect the opera-
tion 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 or 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;
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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 air traffic control service or general operational service; or
3. an airfield facility, including lighting or a manoeuvring, taxiing or take-off 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 air traffic service 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:
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 struc-
tural integrity; or
2. the loading or 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 evacua-
tion; 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.
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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;
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 star-
vation) that the safety of the aircraft is compromised;
i. a collision with an animal, including a bird, on a certified airport.
4.1.2 RRM for type 2 RPA operations include:
a. the aircraft being missing;
b. the aircraft suffering serious damage, or the existence of reasonable grounds for believing
that the aircraft has suffered serious damage;
c. the aircraft being inaccessible and the existence of reasonable grounds for believing that the
aircraft has suffered serious damage;
d. serious property damage;
e. a breakdown of separation standards, being a failure to maintain the separation standard
that applies to the aircraft between the aircraft and another aircraft, so long as either or both
of the aircraft are being provided with an air traffic separation service.
5 WRITTEN REPORT
The written report required to be submitted under Section 19 of the TSI 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 Section 15 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;
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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:
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 colli-
sion;
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 (eg, the terrain,
vegetation cover, and existence and location of any buildings, runways or airports);
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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;
q. if the matter resulted in a death or serious injury, and the aircraft carried an emergency loca-
tor transmitter:
1. whether it was fixed or portable;
2. whether it was activated at the time the immediately reportable matter occurred;
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.
For a reportable matter that amounts to a collision with an animal or bird, 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.
The completed ASAIR should be forwarded directly by mail or via the on-line website
(www.atsb.gov.au) notification form to the ATSB central office in Canberra.
An ASAIR form may be obtained on line at www.atsb.gov.au or by contacting the ATSB on the
free-call phone number 1800 011 034 (primary notification number) or +61 2 6230 4470 (interna-
tional notification number).
6 INVESTIGATION
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 the investigator
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
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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 investi-
gation 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 or transport vehicle, or the wreckage of a transport vehicle, to a safe place; or
d. protect the environment from significant damage or pollution.
Under Section 43 of the TSI Act, for the purpose of protecting evidence that might be relevant to
an investigation, the Chief Commissioner of the ATSB may impose a ‘Protection Order’ directing
that specified things must not be removed or interfered with except with permission, 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 offense. However, the
same exceptions listed above for Section 24 apply to ‘Protection Orders’.
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RULES AND PROCEDURES
GENERAL
The air traffic rules and procedures applicable to air traffic in Australia and its Territories conform
to CASR Part 172 and the Part 172 MOS. Differences to Annexes 2 and 11 to the Convention on
International Civil Aviation are listed at the end of this document under DIFFERENCES FROM
ICAO STANDARDS AND PROCEDURES.
Revisions to charts and pages become effective at 1600 hours UTC on the day prior to the rele-
vant effective date; e.g., a chart with an effective date of 26 Jun becomes effective at 06251600
UTC. When no effective date is listed, the charts and pages are effective on receipt.
Units of measurement used in airways operations and air-ground communications are as listed in
the following table.
Measurement of Unit
Distance used in navigation (generally in Nautical Miles and Tenths
excess of 2 NM)
NOTE: Miles must be read as nautical
miles unless otherwise stated. The word
“nautical” may be omitted from air-ground
communications.
Short distances Meters
Vertical speed Feet Per Minute
Wind direction for runway operations Degrees Magnetic
Wind direction except for runway opera- Degrees True
tions
Visibility, including runway visual range Kilometers or Meters
Weight (Mass) Metric Tons or Kilograms
Time Hours and Minutes
An aircraft which is unable to use these units shall advise and request the ground station to trans-
mit in units usable by the aircraft.
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WGS-84 COMPLIANT
FLIGHT PROCEDURES
HOLDING
Holding procedures comply with Jeppesen ATC Chapter “Flight Procedures (DOC 8168) – Hold-
ing Procedures,” Table IV-1-1, Holding Speeds.
PROCEDURE LIMITATIONS AND OPTIONS

Instrument approach procedures are designed to criteria contained in two different versions of
ICAO PANS-OPS, Document 8168. Charts on which minima are not identified by aircraft category
are old criteria charts.
Charts drawn to the old criteria will be replaced progressively.
Minimum Sector Altitude
The 25 NM and 10 NM MSA provide 1000 ft obstacle clearance. An aircraft within the applicable
25 NM Sector MSA or 10 NM MSA 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 25 NM MSA has been divided into sectors, and
the appropriate 25 NM Sector MSA is lower than the 10 NM MSA (as a result of the 10 NM MSA
not being sectorized), then the 25 NM Sector MSA may be used for tracking to the nominated sig-
nificant point, ARP or HRP provided aircraft tracking can be maintained within the sector.
Procedure Entry
Having arrived over the IAF or facility, and except as provided for below, further descent shall be
made in accordance with the entry and holding procedures to the specified altitude for commenc-
ing the approach and subsequently in accordance with the approved instrument approach proce-
dure.
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 to do so; and
b. in any airspace, for procedures using radio navaids:
1. the reversal procedure entry requirements are satisfied; or
2. the DME arc entry requirements are satisfied; or
3. the enroute track to the procedure’s commencement fix or facility is within 30 degrees
either side of the first track of the procedure; or
c. for procedures using GNSS:
1. in any airspace, the aircraft is tracking to an initial approach way-point from within the
capture region for that way-point; or
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NOTE: The first track of a GNSS procedure must be joined using the tracking guidance
provided by the GPS receiver.
2. in controlled airspace, the aircraft is being vectored to intercept the initial approach seg-
ment or is tracking direct to the intermediate fix.
NOTE: “direct to” clearances may be requested to the intermediate fix (IF) provided that
the resultant track change at the IF does not exceed 45°.
Visual Approach Requirements for IFR Flights
A pilot conducting a visual approach in controlled airspace may be assigned the responsibility to
follow another arriving aircraft which they have reported sighting. When assigned this responsibil-
ity, the pilot must maintain separation from and not overtake that aircraft. In this circumstance, the
pilot is also responsible for providing their own wake turbulence separation. If sighting is subse-
quently lost, advise ATC immediately.
A pilot in command operating under the IFR in controlled airspace must be satisfied that the visual
approach requirements listed below can be met before requesting a visual approach from ATC.
The pilot must report ‘VISUAL’ to signify that these requirements can be met and maintained as
part of any request to ATC for a visual approach.
A pilot who is unable to continue a visual approach which has been authorized by ATC must
immediately advise ATC.
When conducting a visual approach in controlled airspace, a pilot in command must not climb
above an altitude reported to ATC as having been reached or left, unless authorized to do so.
Subject to the requirements for Visual Circling, Visual Segments and Missed Approach Proce-
dures, the pilot need not commence or may discontinue the approved instrument approach proce-
dure to an airport when:
a. By Day — Within 30 NM of the airport at an altitude not below the LSALT/MSA for the route
segment, the appropriate step of the DME or GNSS Arrival Procedure, or the MDA for the
procedure being flown and 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 pro-
ceed under helicopter VMC, or the airport is in sight; and
4. subsequently can maintain (1), (2) and (3) at an altitude not less than
(a) if in controlled airspace — 500 ft above the lower limit of the CTA unless a clear-
ance is received from ATC to depart and re-enter controlled airspace during the
descent; and
(b) the minimum height prescribed by CASR 91.265 or 91.267 as relevant to the loca-
tion of the aircraft.
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b. By Night — At an altitude not below the LSALT/MSA for the route segment, the appropriate
step of the DME or GNSS 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 5000m; and
4. subsequently can maintain (1), (2) and (3) at an altitude not less than:
(a) in controlled airspace — 500 ft above the lower limit of the CTA unless a clearance
is received from ATC to depart and re-enter controlled airspace during descent;
and
(b) one of the following:
– route segment LSALT/MSA; or
– the appropriate step of the DME/GNSS Arrival procedure, or
– if being vectored — the last assigned altitude.
until the aircraft is:
– for an airport with an authorized instrument approach procedure that the flight
crew members of the aircraft are capable of using — within the prescribed cir-
cling area for the category of aircraft or a higher category, where the limitations
of the higher category are complied with, or VAA-H, as applicable and the air-
port is in sight; or
– for an airport without an authorized instrument approach procedure that the
flight crew members of the aircraft are capable of using — within 3 NM of the
airport reference point, and the airport is in sight; or
– within 5 NM (7 NM for a runway equipped with an ILS/ GLS) of the airport,
aligned with the runway centerline and established not below “on slope” on the
T-VASIS or PAPI; or
– within 10 NM (14 NM for Runways 16L and 34L at Sydney) of the airport, estab-
lished not below the ILS/GLS glide path with less than full scale azimuth deflec-
tion.
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.
c. If in controlled airspace:
1. a clearance is received from ATC to conduct a visual approach; and
2. when tracking via a STAR and subsequently cleared for visual approach, the pilot con-
tinues to follow the lateral profile of the STAR, including any visual or instrument termi-
nation route; and
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3. except when on a STAR, the pilot maintains track/heading on the route progressively
authorized by ATC until:
(a) by day, within 5 NM of the airport; or
(b) by night, the airport is in sight and the aircraft is within:
– the prescribed circling area for an IFR flight; or
– 3 NM of the airport reference point for a VFR flight; and
NOTE: ATC will provide directions to the aircraft regarding how to join the circuit for the nom-
inated runway from these positions.
Visual Circling or During Non-precision Approach (NPA)
During visual circling or during a NPA, descent below 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;
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 maneuvers which are normal for the aircraft type and, during this descent, main-
tains 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.
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Go Around And Missed Approach Procedure in VMC

Except as specified in ERSA (not published herein) for specific locations, an aircraft that 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.
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.
At Class D airports 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 main-
taining separation from other aircraft; and
c. follow ATC instructions or re-enter the circuit from upwind.
Aircraft Speed
On procedures designed to the new ICAO PANS-OPS, handling speeds are based on aircraft cat-
egory.
On reversal procedures for which a FAF is not published, final approach speed should be
obtained before descending on the inbound track.
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.
AIRPORT OPERATING MINIMUMS

On procedures designed to the new PANS-OPS criteria Australia publishes Decision Altitude
(DA), Height Above Threshold (HAT) and visibility for precision approaches; Minimum Descent
Altitude (MDA), Height Above Airport (HAA) and visibility are published for non-precision
approaches. Unless otherwise noted on the approach chart, MDA and DA equals the OCA.
Minimum Altitudes and visibility are published for landing on procedures designed to the earlier
PANS-OPS criteria.
Ceiling and visibility, or, for multi-engine aircraft meeting certain criteria, visibility only are pub-
lished for take-off. Ceiling and visibility are published for alternate.
The landing, circling, and alternate minima for many Australian instrument approach and DME or
GPS arrival procedures were calculated using forecast airport QNH. These minima may be
reduced by 100 ft whenever actual airport QNH is obtained. Jeppesen portrays the minima for
both forecast QNH and actual QNH. Approved sources of actual QNH are ATC, ATIS, AWIS and
CASA-approved meteorological observers. An actual airport 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 the above requirement for actual QNH.
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Where the forecast area QNH is used, the minima used must be increased by 50 ft.
Jeppesen charted minimums are not below State minimums.
Airport Operating Minima (AOM)
Operators must establish AOM for each airport to be used for operations. After consideration of
the factors listed below, operators may determine that their AOM should be higher than the pub-
lished landing minima:
a. The type, performance and handling characteristics of the airplane.
b. The composition, experience and competence of the flight crew.
c. The means used to determine and report meteorological conditions.
Runway Visual Range (RVR) — The range over which the pilot of an aircraft on the center line of
a runway can see the runway surface markings or the lights delineating the runway or identifying
its center line. (ICAO)
NOTE: Within Australia, the term “RUNWAY VISUAL RANGE” or “RVR” is used exclusively in
relation to RVR measured by an instrumented system.
In Australia, Runway Visual Range (RVR) observations are based solely on the information provi-
ded by electronic systems such as transmissometers. RVR observations representative of the
touchdown, midpoint and roll out/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 inclu-
ded in METAR and SPECI reports.
Runway Visibility (RV) — The distance along a runway over which a person can see and recog-
nize a visibility marker or runway lights.
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.
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 & 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.
An RV assessment is a subset of a general visibility observation and is intended to provide visibil-
ity information specific to a particular runway; which may be more useful to a pilot than the overall
ground visibility. Pilots will be notified by ATIS broadcast or directed transmission if RVR/RV is not
available when visibility is less than 800m.
PILOT ACTIVATED LIGHTING (PAL)

PAL installations provide a means to activate airport, runway, taxiway, apron, VASIS and wind
indicator lighting. Airport lighting enabled by a PAL system is available only during night hours or
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at other times of low natural light levels. By day, when the light intensity is above a pre-set level,
the system will not activate the lights. However, where an airport is equipped with a VASIS, acti-
vation of the PAL during daylight hours will activate the VASIS only.
It is recommended that pilots activate the lighting before taxi or within 15 NM of the airport. The
lights will illuminate for a minimum of 30 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 activa-
tion sequence.
PAL systems may provide an audio acknowledgment (PAL+AA) of lighting operation. For systems
with an audio acknowledgment capability the expected responses on the PAL frequency are:
“[aerodrome name] AERODROME LIGHTING ON”
“[aerodrome name] LIGHTS 10 MINUTES REMAINING”
“[aerodrome name] AERODROME LIGHTING NOT ACTIVATED”
At airports with AFRU, PAL operation may be provided as an optional function of an AFRU (on
the associated airport CTAF) and is referred to as AFRU+PAL. Expected responses on the CTAF
are:
“[aerodrome name, CTAF message] RUNWAY LIGHTS ON”
“[aerodrome name, CTAF message] NO RUNWAY LIGHTS”
Operation of Pilot Activated Lighting (PAL)
a. Lighting is actuated with a transmission sequence on the published frequency.
Transmission Se-
Activation Activation Transmission
quence
PAL 3 bursts of between
1 and 5 seconds within
25 seconds
PAL + AA (audio ac- 3 bursts of 1 second
knowledgement) each within 5 seconds
AFRU + PAL 3 bursts of 1 second
each within 5 seconds
b. Non-standard activation sequences and audio acknowledgement responses on PAL fre-

quencies are published for applicable airports on Terminal Airport Charts or in the Airport
Directory at locations where available.
NOISE ABATEMENT PROCEDURES

A subsonic jet propelled aircraft will not be permitted to operate in Australia unless it meets the
requirements of ICAO Annex 16, Volume I, Chapter 3 (not published herein).
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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,
Williamtown, Essendon Fields and Avalon airports. For a full list of potentially affected aircraft
types contact the Assistant Secretary, Airports Branch. The department email address is air-
craft.permits@infrastructure.gov.au (see ENTRY REQUIREMENTS — NATIONAL REGULA-
TIONS AND REQUIREMENTS — Designated Authorities).
Operators of MCC3 aircraft who want to operate at these airports must apply to the Department of
Infrastructure for a (noise) exemption to operate. The department email address is aircraft.per-
mits@infrastructure.gov.au.
Application
Noise Abatement procedures shall normally apply to all jet propelled aircraft and other aircraft
having a MTOW exceeding 5700kg (12,566 lbs).
Where noise abatement procedures are prescribed, and ATC traffic management permits, Noise
Abatement Procedures runway nomination provisions 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 clouds, thunderstorms and/or poor visibility;
b. For runway conditions that are completely dry:
1. when the crosswind component, including gusts, exceeds 20 kt;
2. when the tailwind component, including gusts, exceeds 5 kt;
c. For runway conditions that are not completely dry:
1. when the crosswind component, including gusts, exceeds 20 kt;
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 condi-
tions or any other operational consideration.
Noise abatement departure procedures will be developed by the operator for each aircraft type in
accordance with the requirements of ICAO Procedures for Air Navigation Services– Aircraft Oper-
ations (PANS-OPS) Vol. I, Part V, Chapter 3 and are subject to approval by the Civil Aviation
Safety Authority.
Curfews
There are curfews on some operations at Adelaide, Gold Coast, Melbourne/Essendon and
Sydney airports. Details of the curfew are published on the applicable NOISE chart in the Termi-
nal section.
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DME/GNSS ARRIVAL PROCEDURES

General
The DME or GNSS Arrival procedure is an instrument approach procedure that provides descent
guidance along a specified track or sector, to the visual circling area of an airport. Azimuth guid-
ance is required from the specified radio navigation aid. The requirements for Circling Approaches
and Visual Circling, Missed Approach and Visual Segments (located in TERMINAL — INSTRU-
MENT APPROACH/TAKEOFF PROCEDURES).
Descent is not permitted until the aircraft is established within the appropriate sector or on the
specified inbound track.
If maneuvering 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. Maneuvering within
a sector after passing the final approach fix is prohibited.
Operations in Controlled Airspace
The clearance “CLEARED DME (or GNSS) ARRIVAL” constitutes a clearance for final approach
and authorizes an aircraft to descend to the minimum altitude specified in the appropriate DME or
GNSS arrival procedure. ATC is not permitted to impose any altitude restriction on such a clear-
ance.
When cleared for a DME or GNSS 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 GNSS arrival that involves the use of a holding pattern entry procedure.
When ATC cannot issue a clearance for an unrestricted DME or GNSS arrival, the phrase
“DESCEND TO (level) NOT BELOW DME (or GNSS) STEPS” may be used. Such an instruction
authorizes descent in accordance with the DME or GNSS steps ONLY to the specified altitude.
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 GNSS) STEPS” and will issue further instructions prior to the
aircraft’s reaching the cleared level.
Nothing in these procedures absolves the pilot-in-command from their responsibilities to maintain
the aircraft on the authorized 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 maneuver within the circling area to position the air-
craft on final for landing.
NOTE 2: Where possible, DME and GPS arrival procedures are designed to contain the aircraft
within controlled airspace and provide 500 ft 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.
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STANDARD ARRIVAL ROUTES (STARS)

General
The pilot must advise ATC if cleared via a STAR which requires the use of navigation aids not
available to the aircraft.
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.
An operational requirement or pilot request for an alternative instrument termination procedure
should be made prior to the STAR being issued.
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.
When a clearance for the termination procedure is authorized e.g. visual approach, the published
STAR speed restrictions still apply unless specifically cancelled.
STAR Procedures
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.
The use of a STAR designator without a cleared level does not authorize the pilot to descend on
the STAR vertical profile.
A level restriction depicted on a STAR chart does not authorize 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.
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.
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.
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.
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 will
apply to aircraft when vectored or cleared away from a STAR.
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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.
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.
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.
STANDARD INSTRUMENT DEPARTURES

General
The pilot must advise ATC if cleared via a SID which requires the use of navigation aids not avail-
able to the aircraft.
SID procedures assume that pilots will not compensate for wind effects when being radar vec-
tored, but will compensate for known or estimated wind effects when flying departure routes which
are expressed as tracks.
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 alti-
tude restrictions can be met.
Each SID procedure specifies the minimum design climb gradient that ensures obstacle clear-
ance. 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.
For aircraft on a radar SID, ATC will assign a departure heading (or track – see the following
paragraph) 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 or track and should advise ATC if the
heading or track is unacceptable.
Instead of assigning a departure heading, ATC may instruct an aircraft to track the extended
runway centerline for departure – if the first and only track on a radar SID is aligned with the
runway bearing.
The climb gradient shown on a radar SID chart provides obstacle clearance up to the MSA/
LSALT. 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 gradi-
ent specified for the initial departure heading.
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.
The climb gradient requirements of a Radar SID cease when the aircraft reaches the MSA/LSALT
as applicable.
AUSTRALIA
SID Procedures
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.
The use of a SID designator without a cleared level does not authorize the pilot to climb on the
SID vertical profile.
A level restriction depicted on a SID chart does not authorize a pilot to climb to meet that restric-
tion. ATC will assign climb to permit compliance with vertical navigation restrictions. Pilots must
inform ATC if a level restriction cannot be met.
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.
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.
For ATC traffic management: unless varied by ATC, DAP or ERSA, at or before 3000 ft AGL or at
the completion of a noise abatement procedure, jet aircraft departing Class C airports must:
a. commence acceleration to 250 kt IAS; and
b. maintain 250 kt until leaving 10,000 ft AMSL.
The pilot must advise ATC, preferably at ACD stage, if the aircraft will be unable to comply.
Cancellation of ‘published speed restrictions’ cancels all speeds published on the SID chart. Can-
cellation of ‘ATC-issued speed control instructions’ cancels any speed control instructions issued
by ATC. Airspace speed limitations must be complied with unless specifically cancelled.
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.
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 expect-
ation the aircraft will subsequently rejoin the SID.
NOTE: Unless specifically cancelled by ATC, any ATC traffic management speed specified will
apply to aircraft when vectored or cleared away from a SID.
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.
In a surveillance environment prior to take-off, ATC may cancel a procedural SID and:
a. issue a radar SID; or
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b. require the aircraft to depart on runway track using the climb gradient specified in the cancel-
led SID. In this case, ATC will use the phrase “CANCEL SID, TRACK EXTENDED CENTER-
LINE (three digits) DEGREES”.
NOTE: For the application of this procedure, the runway and radar SID tracks must be coincident
up to the MVA.
In VMC by day, the pilot may request, or ATC may offer a visual departure.
When a departure report is required during a SID, the SID designator must be included in the
report.
For a Radar SID, the direction of turn and assigned heading must be advised in the airborne
report.
LAND AND HOLD SHORT OPERATIONS (LAHSO)

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.
Participation
Pilots of foreign registered civil aircraft and of Australian registered aircraft operating under for-
eign air carrier’s flight number callsign are precluded from participation in either active or passive
mode regardless of performance category.
A pilot must not accept a requirement to “HOLD SHORT” unless they are qualified, has situation
awareness, and has determined that the LDA is adequate for the prevailing conditions and the
status of the aircraft.
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 HQ 44WG.
Pilot Advise of LAHSO Approval
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 200 NM of a destination where LAHSO is in
progress, immediately advise ATC “LAHSO APPROVED”.
e.g. “MELBOURNE CENTER, (callsign) DESCENDING TO FLIGHT LEVEL TWO FIVE ZERO,
LAHSO APPROVED”.
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 opera-
AUSTRALIA
tors 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.
Pilots of aircraft not operating under a flight number callsign who will be entering controlled air-
space within 120 NM of destination must advise ATC “LAHSO APPROVED”.
When crews experience wind shear early advice to ATC is essential to ensure timely information
is passed to subsequent aircraft.
ATIS Broadcast
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 OPER-
ATIONS IN PROGRESS, (wind, temp, etc.)”
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.
Directed Traffic Information
ATC is required to issue directed traffic information to both aircraft participating in LAHSO.
Readback Requirement
In all cases, pilots must read back an ATC issued requirement to hold short.
LAHSO Information Signs
Distance To Go Signs — 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 num-
bers shown indicate the distance in meters from the sign to the Hold Short Line.
NOTE: Defense airports also provide Distance To Go signs. The distance shown on such a sign
is in feet and is the distance from the sign to the end of the runway.
Runway Intersection Signs — This sign is normally provided for 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 centerline). These signs are illuminated for
night operations. An ATC take-off or landing clearance constitutes clearance to pass such signs
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except when a landing clearance specifically directs that the aircraft hold short of the intersecting
runway during the landing run.
Hold Short Lights

These 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 centerline) 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.
ATS AIRSPACE CLASSIFICATION

Controlled airspace is a generic term which, in Australia, covers ATS airspace Classes A, C, D
and E. Applicable airspace classifications are depicted on ENROUTE/AREA Charts.
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: 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 or vertically, 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).
CONTROL AREAS
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 require-
ments, by the issuance of a NOTAM or AIP Supplement.
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CONTROL ZONE
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 airports and are designated as fol-
lows:
a. Civil CTR: A CTR, administered by a civil air navigation service provider, other than a mili-
tary 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.
CTRs are active during the hours of the operation of the control tower as published in Airport
Directory or as varied by NOTAM.
NOTE: MIL CTR may be activated at short notice. Pilots should plan their operations on the basis
that CTR are active unless advised to the contrary.
SPECIAL REQUIREMENTS AND REGULATIONS

GENERAL
Submission of flight plan details at least 30 minutes before estimated time of departure is recom-
mended.
Flight Number Call-signs — Using Group Form
Within Australian airspace, “group form” is the preferred means of transmitting call-sign/flight
number. Group form should also be used with military and other aircraft using a root word call-
sign with numeric suffix.
Group form is the grouping of numbers into pairs, or where a number ending in “00” is spoken in
hundreds. 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
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.
AUSTRALIA
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.
There is no additional abbreviated form when using flight number call-signs. The airline designa-
tor and all digits of the call-sign, including leading zeros, must be pronounced.
GROUND MOVEMENT
Pushback
The pilot-in-command must obtain an approval to pushback where this maneuver is necessary
prior to taxiing. Information about other aircraft moving on the same apron will be provided by the
apron service.
Taxi Clearance
When operating from a controlled airport 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.
For IFR flights other than Australian air transport operations, the pilot-in-command must provide
ATC with the number of POB when requesting taxi clearance.
Enroute
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.
If an aircraft on a long over-water flight operating in an 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 200 NM from the position at which the deviation was observed.
AIR TRAFFIC FLOW MANAGEMENT

Flow Management Stages
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 3 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 Net-
work 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. Airservices Australia ATC manage this service.
Tactical flow management takes precedence over pre tactical air traffic flow management which in
turn takes precedence over strategic air traffic flow management.
AUSTRALIA
Strategic — Schedule Coordination

An airline has the responsibility to obtain permission to operate services from the airport owner
and/or operator.
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
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 Melbourne All international flights
ACA slots may be obtained from ACA MON-FRI 2200-0600 UTC as follows:

Address: P.O. Box 3047
AUSTRALIA
NSW 2020
Tel: +61 2 9313 5469
E-Mail: slots@airportcoordination.org
Internet: www.airportcoordination.org
SITA: HQDACXH
calling at the office:

Address: International Terminal
Level 3, Suite 1297
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.
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.
Allocated ACA slots may be subject to change by ATFM due to operational constraints.
Pre Tactical — Ground Delay Program
General
The NCC publishes GDP for:
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a. arrivals to Sydney, Brisbane, Melbourne and Perth Airports; and

b. departures from Perth Airport.
Unless instructed by ATC, pilots should maintain normal or specified climb, cruise and descent
profiles.
Calculated Off Blocks Time (COBT)
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 operator. Other flights may obtain a
COBT through the NCC by email: atfmu@airservicesaustralia.com or Ph: 1800 020 626 H24.
Failure to obtain a COBT and/or submit a flight plan for a flight to a GDP program airport will
result in the flight being considered early non-compliant.
All aircraft are required to operate within the compliance window for their allocated COBT. Aircraft
unable to operate within the compliance window are to obtain a new COBT through their operator
or the NCC (as per paragraph above). ATC are not able to provide new or amended COBT.
Type of COBT COBT compliance window

Arrivals (SY, BN, ML, PH) -5 min to +15 min
Departure (PH) -5 min to +10 min
For early non-compliant flights, ATC will only issue a clearance to push back or taxi for a ground-
based operational requirement or if there is a reasonable expectation that, due to taxi or runway-
holding position delays, the required CTOT will be achieved.
If a new COBT has been issued after receiving airways clearance, pilots are to advise ATC of the
amended COBT when calling for a start/pushback/taxi clearance.
Notwithstanding actions taken under the above paragraphs to achieve compliance, flights depart-
ing non-compliant can expect delays enroute. Non-compliant flights will be allocated the next
available slot time up to a maximum delay as follows:
a. Early non-compliant – 60 min; or
b. Late non-compliant – published traffic holding delay.
Non-scheduled Flights
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.
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.
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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.
a. Aircraft call sign
b. Aircraft registration
c. Aircraft type
d. Departure airport
e. Destination airport
f. ETD (UTC time only)
g. ETA (UTC time only)
h. COBT notification email/mobile phone number
Notification of flight details to the NCC is additional to all existing flight plan notification require-
ments.
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.
GDP Run Times
GDPs for the following day’s operations are normally run at the following times:
Location Time (UTC)

Perth (Departures Only) 0815
Perth (Arrivals Only) 0845
Melbourne 0915
Brisbane 1000
Sydney 1100
Sydney (Revision) 1800 (1700 during HDS)
GDP Revision
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.
There are three levels of revision:
a. Level 1 – compliance with the new COBT will commence in 30 min; or
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b. Level 2 – immediate compliance with the new COBT should be observed, however flights
that have already maneuvered 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.
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 sub-
ject to immediate compliance.
TACTICAL
Aircraft Sequencing Near ATFM Airports
Due to terminal area traffic density, pilots may expect airborne traffic delays for arrival at locations
adjacent to or within Class C control zones.
When sequencing arriving aircraft to controlled airports, ATC may apply one or more of the follow-
ing:
a. Enroute holding procedures;
b. Allocate a waypoint crossing time to the pilot; or
c. Tactically apply delaying action such as speed control or vectoring.
When ATC allocates a waypoint crossing time, aircraft must adjust speed to cross the waypoint at
the specified time or up to 30 seconds early. Speed adjustment to meet a waypoint crossing time
only applies to the specified waypoint. Unless otherwise published or instructed by ATC, pilots
must cross the waypoint at the lesser of 250 kt or profile speed.
Aircraft unable to meet the waypoint crossing time must inform ATC as early as possible.
Brisbane (YBBN) Air Traffic Flow Management Procedures
Strategic ATFM – Runway Demand Management Scheme (RDMS)
Brisbane RDMS is applicable to all airline and ACFT operators using Brisbane airport. All flights
operating into and out of Brisbane must obtain an Airport Coordination Australia (ACA) slot in
accordance with AIR TRAFFIC FLOW MANAGEMENT.
General Aviation (GA) apron operations are subject to runway/apron slot management. Approved
slot holders operating on the GA apron are to confirm allocated parking with the Brisbane Airport
Corporation Duty Manager prior to arrival.
For full information regarding the Brisbane RDMS see BAC (Brisbane Airport Corporation) web-
site: www.airportcoordination.org/airports/australia/brisbane-airport/.
Ground Delay Program (GDP)
Brisbane GDP is run on demand and promulgated by NOTAM between 2000–1300 UTC. GDP is
applicable to all fixed wing, non-priority flights departing from all Australian domestic airports, and
arriving at Brisbane.
AUSTRALIA
Flights to Brisbane during the operation of GDP must obtain an ACA slot and Calculated Off
Blocks Time (COBT) in accordance with AIR TRAFFIC FLOW MANAGEMENT. The COBT can
be obtained through their company or the Network Coordination Centre on 1800 020 626.
Flow Tactical Landing Slots
Flights inbound to Brisbane with a duration of less than 45 minutes must:
a. Validate their COBT with Brisbane flow on 07 3866 3588 during hours of GDP; or
b. Confirm a tactical landing slot with Brisbane flow on 07 3866 3588 outside periods of GDP.
Failure to do so will result in delays.
Flights departing YBAF, YBCG and YBSU for a landing at Brisbane must contact Brisbane flow
controller on 07 3866 3588 prior to engine start.
For full information regarding the Ground Delay Program see AIR TRAFFIC FLOW MANAGE-
MENT.
Melbourne (YMML) Air Traffic Flow Management Procedures
Ground Delay Program (GDP) Inbound
Melbourne GDPs are applicable to all fixed wing, non-priority flights departing from all Australian
domestic airports, and arriving at Melbourne BTN 2000–1400 UTC DAILY (1 hour earlier during
hours of daylight savings).
Except as specified in the Note below, flights from all Australian airports are required to operate in
accordance with the Calculated Off Blocks Time (COBT). The COBT can be obtained through
their company or the National Operations Centre on 1800 020 626.
NOTE: COBTs generated by Perth Departure Management Program will take precedence over
COBTs generated by the Melbourne Arrivals GDP.
Flights departing within a 60 NM radius of Melbourne must also obtain a start clearance from the
departure airport when active or from Melbourne ATC 03 9235 7337.
Ground Delay Program (GDP) Outbound
Aircraft departing Melbourne (YMML) airport for an Australian Airport with a Ground Delay Pro-
gram must contact ACD 127.2 after receiving an Airways Clearance and prior to start. ACD will
check compliance with COBT before transferring to SMC 121.7.
Clearance and Pushback Procedures
All departures requiring a pushback must call ACD on 127.2 with their request. ACD will instruct
flightcrew to “monitor ground” or “monitor ground on 121.7.” When clearance is available “Mel-
bourne Ground” (SMC) will issue the pushback clearance or other instruction. This procedure may
be used at any time and will be advised via ATIS.
AUSTRALIA
Melbourne (YMEN) Air Traffic Flow Management Procedures

Ground Delay Program (GDP)
Essendon Arrivals during Melbourne GDP
When the Melbourne TAF indicates a visibility of less than 5000m and a ceiling of less than 1600
ft an Essendon Slot Scheme may be operating. This is dependant on weather and runway config-
urations planned to be in operation between the two Airports during the GDP, as Essendon Arriv-
als may become part of the arrivals sequence into Melbourne. Fixed wing ACFT arriving at
Essendon during these periods must contact the National Operations Centre (NOC) on 1800 020
626 to book a slot for arrival into Essendon.
Operators who upload a schedule into Metron Harmony or provide a schedule to the NOC will
have their ACFT automatically assigned a slot. ACFT operators will still need to confirm their allo-
cated slot time with the NOC.
All aircraft subject to the Essendon Slot Scheme must arrive within -5/+15 minutes of their alloca-
ted slot. Pilots unable to operate within the compliance window must contact the NOC to obtain a
new slot.
Failure to obtain or comply with a slot and/or to submit a flight plan for a flight to Essendon Airport
may result in extensive airborne holding or Airways Clearance being withheld if Essendon Airport
has no compatible arrival slots available.
A NOTAM will be issued notifying times the Essendon Slot Scheme is in operation or cancelling it
if weather conditions change.
Priority Flights are exempt from this procedure.
Perth (YPPH) Air Traffic Flow Management Procedures
A slot allocation system and a ground delay program (GDP) applies at Perth airport. Details,
including the allocation and use of Calculated Off Blocks Time (COBT), can be found in AIR
TRAFFIC FLOW MANAGEMENT.
The arrival GDP applies to all fixed wing, non-priority flights departing from all Australian domestic
airports and arriving at Perth between 0030–1400 UTC MON – FRI. In addition, flights departing
from Jandakot for a landing at Perth must contact Perth Centre on 135.25 prior to starting
engines.
The departures GDP applies to all fixed wing, non-priority flights departing Perth between 2130–
0030 UTC MON – FRI. PH SMC will make a general broadcast on 121.7 and 122.2 advising early
clearance is AVBL when demand is lower than capacity due to gate delays.
During periods when start approvals are required due to extensive DLA, ACFT will be assigned a
‘start sequence number’ at clearance issue. When issuing a start approval, the Ground Controller
will quote that ACFTs ‘start sequence number’ to assist other ACFT in determining their position
in the start order. If assigned a start sequence number pilots must monitor ground 121.7 and
122.2 for this advice and start approval. Operators may request to swap start sequence numbers
of own company ACFT by contacting Perth Tower via phone: 08 9476 8625.
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Sydney (YSSY) Air Traffic Flow Management Procedures

Slot Management Scheme
Sydney Slot Management Scheme is applicable to all airline and ACFT operators using Sydney
airport. All flights operating into and out of Sydney must obtain an Airport Coordination Australia
(ACA) slot in accordance with AIR TRAFFIC FLOW MANAGEMENT.
Ground Delay Program (GDP) Inbound
Sydney GDP is applicable to all fixed wing, non-priority flights departing from all Australian
domestic airports, and arriving at Sydney between the hours of 2000 and 1300 UTC, as adjusted
by daylight saving time variations.
Flights to Sydney during the operation of GDP must obtain an ACA slot and Calculated Off Blocks
Time (COBT) in accordance with AIR TRAFFIC FLOW MANAGEMENT. The COBT can be
obtained through their company or the Network Coordination Centre on 1800 020 626.
In addition, flights departing from Bankstown or Camden for a landing in Sydney must contact
ATC on 02 9556 6515 prior to starting engines.
Ground Delay Program (GDP) Outbound
After receiving Airways Clearance, all aircraft subject to GDP are required to report when ready
for pushback/taxi on Sydney Coordinator on 127.6 MHz. If required, Sydney Coordinator will
check compliance with COBT and apply relevant ATFM procedures. Sydney Coordinator will
advise aircraft to monitor Ground on 121.7 MHz or 126.5 MHz as appropriate. Do not contact
Ground, monitor only. SMC will initiate contact with the aircraft when able to process.
ALTERNATE WEATHER MINIMA

Jeppesen Airport Pages show the ceiling and visibility minima to be compared with the meteoro-
logical forecasts and report to determine both the need to provide for an alternate airport and the
suitability of an airport as an alternate.
“Special” Alternate Minima
Special alternate weather minima are available for specified approaches at some airports for use
by aircraft with dual ILS/VOR approach capability. Dual ILS/VOR approach capability must
include:
a. duplicated LOC; and
b. duplicated GP; and
c. duplicated VOR; and
d. either:
– duplicated DME; or
– duplicated GNSS; or
– single DME and single GNSS.
AUSTRALIA
Special alternate weather 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 airport control service is not provided.
The non-availability of MET and ATS services will be notified by NOTAM.
Where:
a. there is a protracted unserviceability (i.e., more than 7 days) of any one VHF approach aid;
or
b. facilities required for conduct of a VHF-based instrument approach and landing are unserv-
iceable or not available,
Airservices Australia will, if necessary, advise of the non-availability of, or any revision to, special
alternate minima by NOTAM.
FUEL REQUIREMENTS
Weather Holding Fuel
Except when operating an aircraft under the VFR by day within 50 NM of the point of departure,
the pilot in command must provide for a suitable alternate airport when arrival at the destination
will be during the currency of, or up to 30 minutes prior to the forecast commencement of, the fol-
lowing weather conditions:
a. Cloud – more than SCT below the alternate minimum; or
NOTE: In determining requirements for alternate airports, 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 at least 30%
probability of fog, mist, dust or any other phenomenon restricting visibility below the alternate
minimum; or
d. a thunderstorm or associated severe turbulence, or a forecast of at least a 30% probability of
such an event; or
e. Wind – a crosswind or tailwind component more than the maximum for the aircraft;
NOTE: Wind gusts must be considered.
AUSTRALIA
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 airport when either of the
following conditions is forecast at the destination:
a. cloud — more than SCT below a ceiling of 1000 ft; or
b. visibility — less than 3000m.
When weather conditions at the destination are forecast to be as specified above, but are expec-
ted to improve at a specific time, provision for an alternate airport need not be made if sufficient
fuel is carried to allow the aircraft to hold until that specified time plus 30 minutes.
When weather conditions at the destination are forecast to be above the values specified above,
but, additionally, intermittent or temporary deteriorations in the weather below the values are fore-
cast, provision of an alternate need not be made if sufficient fuel is carried to allow the aircraft to
hold for:
a. 30 minutes holding for intermittent deterioration (INTER); or
b. 60 minutes holding for temporary deterioration (TEMPO).
When thunderstorms or their associated severe turbulence or their probability is forecast at the
destination, sufficient 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.
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.
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 require-
ment, 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 require-
ment, that operational requirement will remain effective until 30 minutes after the FM time or
30 minutes after the end of the BECMG period.
The fuel required, as listed above, 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 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.
At airports receiving a TAF3 service, and only during the first 3 hours of the TAF3 validity, not
beyond the end time for the TAF3 service if such a time is specified, the following do not apply:
a. 30-minute buffers required as set forth in above paragraphs;
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b. the alternate or holding fuel required by:

1. visibility as shown in above paragraphs for reduction in visibility, or
2. for any PROB30 or PROB40 for TS or associated severe turbulence.
For IFR flights, the alternate minima are as follows:
a. For airports with an Instrument Approach Procedure (IAP) that the pilot is able to conduct,
the alternate minima published on the chart (see ALTERNATE WEATHER MINIMA).
b. By day only – for airports without an IAP, or that has an IAP but the pilot is unable to conduct
that procedure, the alternate minima is the lowest safe altitude for the final route segment
plus 500 ft and a visibility of 8km.
NOTE: Alternate minima based on weather for night IFR operations is only para (a) above. If the
planned destination airport for an IFR flight by night does not have any IAP, or any IAP that the
pilot can conduct, the flight must plan for a destination alternate airport. The destination alternate
airport must have an IAP that the pilot is able to conduct, which would then result in para (a) being
the applicable alternate weather minima.
For flight by airplanes under the VFR (day or night) and helicopters operating under the VFR at
night, the alternate minima are a ceiling of 1500 ft and a visibility of 8km.
For VFR helicopter operations by day, the alternate minima are the same as for night unless the
additional conditions specified in Section 2.07 of the Part 91 MOS are met. When these additional
conditions are met, the alternate minima requirements are as shown above.
Brisbane
ESTIMATED AIRBORNE TRAFFIC DELAYS for arriving aircraft may be expected due to terminal
area traffic density and/or single runway operations:
MON – FRI 2100–0000 UTC and 0600–1100 UTC: Less than 20 minutes;
Brisbane/Archerfield
ESTIMATED AIRBORNE TRAFFIC DELAYS for arriving aircraft: IFR aircraft proceeding to YBAF
via Brisbane Class C airspace and VFR aircraft arriving after last light may expect delays due to
terminal area traffic density:
AUSTRALIA
ANTICIPATED TRAFFIC DELAYS for departing aircraft: IFR aircraft departing YBAF directly into
Brisbane Class C airspace may expect delays due to terminal area traffic density. VFR aircraft
departing after last light may also expect delays.
DAILY 2100–1100 UTC: 20 minutes unless the aircraft is a declared MEDEVAC, SAR, FFR or
other priority flight.
Melbourne Intl
MON – FRI 2100–0000 UTC and 0600–1100 UTC: 20 minutes;
NOTE: All times 1 hour earlier during hours of daylight savings. Actual holding times may differ
from holding estimates. Historical data on actual holding is available from the NCC.
Melbourne/Essendon
MON – THU 0845–0945 Local: 10 minutes;
FRI 0945–1045 Local: 10 minutes.
Perth Intl
Perth/Jandakot
ESTIMATED AIRBORNE TRAFFIC DELAYS for arriving IFR aircraft may be expected due to ter-
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Sydney Intl
DAILY: 20 minutes
Except MON – FRI 2100–0100 UTC (1 hour earlier during hours of daylight savings), all aircraft
that are not ILS Precision Runway Monitoring (PRM) capable: 30 minutes.
NOTE 1: Actual holding times may differ from holding estimates. Historical data on actual holding
is available from the NCC.
NOTE 2: When ILS PRM APCH are in use, aircraft able to comply with ILS PRM PROC will be
afforded priority over non-capable aircraft.
NOTE 3: Outside the hours of daylight saving, flights scheduled between 2000 and 2059 that are
earlier than SEMAP arrival fix time – 30 minutes may expect further delay associated with curfew
restrictions.
Sydney/Bankstown
ESTIMATED AIRBORNE TRAFFIC DELAYS for arriving IFR aircraft may be expected due to ter-
Williamtown (Military)
All civil aircraft require 30 minutes holding fuel during Air Traffic Service hours. Non-standard pri-
orities apply during Air Traffic Service hours.
AIRBORNE COLLISION AVOIDANCE SYSTEM (ACAS)/TRAFFIC ALERT AND

COLLISION AVOIDANCE SYSTEM (TCAS)
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.
Pilots of transponder-equipped aircraft should ensure their transponder is switched to ON/ALT
(Mode C) at all times.
NOTE: TCAS will neither track nor display:
a. non-transponder-equipped aircraft;
b. aircraft with an inoperable transponder; or
c. aircraft operating a Mode A transponder.
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Use of ACAS/TCAS Indicators

Traffic Advisory (TA). In the event of a TA, pilots 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 maneuvers 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.
Resolution Advisory (RA). In the event of an RA, pilots must:
a. immediately conform to the RA indication, even if this conflicts with an air traffic control
(ATC) instruction, unless doing so would jeopardize 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 any RA which requires a deviation from the
current ATC instruction or clearance.
The Australian Transport Safety Bureau (ATSB) requires that all TCAS Resolution Advisories are
treated as Routine Reportable Matters.
The ATSB reporting requirements apply to all TCAS-equipped aircraft operating in Australian-
administered airspace. The requirements also apply to Australian registered aircraft operating out-
side Australian-administered airspace.
The above information is required for proactive systems analysis in relation to accident preven-
tion.
High Vertical Rate (HVR) Encounters
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 adja-
cent 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 1500 FPM
when within the last 1000 ft 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).
AUSTRALIA
TRAFFIC INFORMATION BROADCAST BY AIRCRAFT (TIBA)

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 vicin-
ity.
Frequency
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. The appropriate
TIBA frequencies are:
a. at or above FL200, 128.95 MHz;
b. below FL200:
1. In Class G airspace other than in oceanic areas, the relevant Area VHF;
2. otherwise 126.35 MHz.
Collision Avoidance
If, on receipt of 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: unless an
alternative maneuver appears more appropriate, immediately descend 1000 ft if above FL410, or
500 ft if at or below FL410.
OPERATING REQUIREMENTS FOR ADS-B TRANSMITTERS

Pilots of aircraft fitted with a serviceable ADS-B transmitter which has been confirmed suitable to
receive ADS-B derived ATS surveillance services in Australia should activate the transmitter at all
times during flight.
NOTE 1: Some ADS-B installations may share controls with the SSR transponder, meaning that
independent operation of the two systems is not possible.
NOTE 2: If it is not possible to comply with a particular instruction the pilot must advise ATC and
request alternative instructions.
Aircraft equipped with ADS-B having an aircraft identification feature shall transmit the aircraft
identification as specified in the flight notification or, when no flight notification has been filed, the
aircraft registration.
MACH NUMBER TECHNIQUE

The Mach Number Technique (MNT) may be used by ATC in the application of longitudinal sepa-
ration standards on routes within oceanic control areas (OCA) and Australian control areas (CTA).
Pilots of jet aircraft must include the planned true Mach Number in their flight plans.
Pilots are required to readback and maintain an assigned Mach Number. ATC approval must be
obtained before making any change. If an immediate temporary Mach Number change is essen-
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tial (e.g., due to turbulence), ATC must be notified as soon as possible that such a change has
been made.
SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES IN OCEANIC

AIRSPACE
Introduction
Although all possible contingencies cannot be covered, the procedures set forth below provide for
the more frequent cases such as:
a. The inability to comply with assigned clearance due to meteorological conditions;
b. Enroute diversion across the prevailing traffic flow (for example, due to medical emergen-
cies); and
c. The loss of, or significant reduction in, the required navigation capability when operating in
an airspace where the navigation performance accuracy is a prerequisite to the safe conduct
of flight operations, or pressurization failure.
The pilot must take action as necessary to ensure the safety of the aircraft, and the pilot’s judg-
ment must determine the sequence of actions to be taken in light of the prevailing circumstances.
ATC will render all possible assistance.
General Procedures
If an aircraft is unable to continue the flight in accordance with its ATC clearance, a revised clear-
ance must be obtained, whenever possible, prior to initiating any action.
If prior clearance cannot be obtained, the following contingency procedures should be employed
until a revised clearance is received. In general terms, the aircraft should be flown at an offset
level and on an offset track where other aircraft are less likely to be encountered. Specifically, the
pilot should:
the left in order to establish and maintain a parallel, same direction track or ATS route offset
by 5 NM. The direction of the turn should be based on one or more of the following factors:
5. Terrain clearance.
d. keep the SSR transponder on at all times and, when able, squawk 7700 as appropriate and,
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e. as soon as practicable, advise ATC of any deviation from their assigned clearance;
f. use means as appropriate (i.e., voice and/or CPDLC) to communicate during a contingency
or emergency;
NOTE 1: When emergency situations are communicated via CPDLC, the controller may
respond via CPDLC. However, the controller may also attempt to make voice contact with
the aircraft.
NOTE 2: Guidance on emergency procedures for controllers, radio operators, and flight crew
in data link operations can be found in the Global Operational Data Link (GOLD) Manual
(Doc 10037) (not published herein).
g. if voice communication is used, use the radiotelephony distress signal (MAYDAY) or urgency
signal (PAN PAN) preferably spoken three times, as appropriate; and
h. establish communications with and alert nearby aircraft by broadcasting at suitable intervals
on the frequency in use and on 121.5 MHz (or, as a backup, on the inter-pilot air-to-air fre-
quency 123.45 MHz):
2. flight level;
3. position including the ATS route designator or the track code, as appropriate;
4. the nature of the distress condition; and
5. intentions.
NOTE: ATC will attempt to determine the nature of the emergency and ascertain any assis-
tance that may be required. Subsequent ATC action with respect to that aircraft will be based
on the intentions of the pilot and overall traffic situation.
Actions to Be Taken Once Offset from Track
NOTE: The pilot’s judgment of the situation and the need to ensure the safety of the aircraft will
a. Operation within a parallel track system;
b. The potential for User Preferred Routes (UPR) parallel to the aircraft’s track or ATS route;
c. The nature of the contingency (e.g., aircraft system malfunction); and
d. Weather factors (e.g., convective weather at lower flight levels).
If possible, maintain the assigned flight level until established on the 5 NM parallel, same direction
track or ATS route offset. If unable, initially minimize the rate of descent to the extent that is
operationally feasible.
AUSTRALIA
Once established on a parallel, same direction track or ATS route offset by 5 NM either:
a. descend below FL290 and establish a 500 ft vertical offset from those flight levels normally
used and proceed as required by the operational situation or if an ATC clearance has been
NOTE 1: Flight levels normally used are those contained in ATC — CLIMB AND CRUISE —
Tables of Cruising Levels.
there is a predominant traffic flow (e.g., east-west) or parallel track system where the air-
b. establish a 500 ft vertical offset (or 1000 ft vertical offset if above FL410) from those flight
levels normally used and proceed as required by the operational situation, or if an ATC clear-
ance has been obtained, in accordance with the clearance.
NOTE: Altimetry System Errors (ASE) may result in less than 500 ft vertical spacing (less than
1000 ft above FL410) when the above contingency procedure is applied.
Weather Deviation Procedures
General
When weather deviation is required, the pilot should initiate communications with ATC via voice or
CPDLC. A rapid response may be obtained by either:
When necessary, the pilot should initiate the communications using the urgency call “PAN PAN”
(preferably spoken three times) or by using a CPDLC urgency downlink message.
The pilot must inform ATC when weather deviation is no longer required, or when a weather devi-
ation has been completed and the aircraft has returned to its cleared route.
Actions to Be Taken when Controller-Pilot Communications Are Established
The pilot should notify ATC and request clearance to deviate from track or ATS route advising,
when possible, the extent of the deviation requested. The flight crew will use whatever means are
appropriate (i.e., voice and/or CPDLC) to communicate during a weather deviation.
After communicating with ATC, the pilot:
a. must comply with the ATC clearance issued; or
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b. when ATC are unable to issue a clearance for the requested deviation, should advise ATC of
intentions and execute the procedures detailed in the following subsection.
Actions to Be Taken if a Revised ATC Clearance Cannot Be Obtained
tions and prior clearance cannot be obtained, an ATC clearance must be obtained at the earliest
possible time. Until an ATC clearance is received, the pilot should take the following actions:
a. if possible, deviate away from an organized track or ATS route system;
b. establish communications with and alert nearby aircraft by broadcasting, at suitable intervals
on the frequency in use and on 121.5 MHz (or, as a back-up, on the inter-pilot air-to-air fre-
quency 123.45 MHz):
2. flight level;
3. position including ATS route designator or the track code; and
4. intentions.
c. watch for conflicting traffic both visually and by reference to ACAS (if equipped);
d. turn on all exterior lights (commensurate with appropriate operating limitations);
e. for deviations of less than 5 NM from the originally cleared track or ATS route, remain at a
f. for deviations greater than or equal to 5 NM from the originally cleared track or ATS route,
Originally Cleared Track or

Deviations >5 NM Level Change
ATS Route Centerline
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 the pilot receives clearance to deviate from cleared track or ATS route for a specified dis-
tance, the pilot should apply an altitude offset in accordance with the table above before
h. when returning to track or ATS route, be at its assigned flight level when the aircraft is within
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i. if contact was not established prior to deviating, continue to attempt to contact ATC to obtain
obtain traffic information.
NOTE: If, as a result of actions taken under the provisions of this paragraph, the pilot determines
that there is another aircraft at or near the same flight level with which a conflict may occur, then
STRATEGIC LATERAL OFFSET PROCEDURES (SLOP) IN OCA

Aircraft operating in OCA within Australian administered airspace are authorized to use strategic
lateral offset procedures (SLOP) in accordance with the requirements detailed below.
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 2 NM 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 enroute phase of flight.
d. The offset may only be used in OCA. Pilots must fly the route centerline for any portion of
their route within CTA. Pilots must return to centerline before leaving OCA or, where the sub-
sequent 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; eg, 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.
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.
The use of SLOP is recommended in OCA for aircraft cruising at levels not in compliance with the
table of cruising levels.
USE OF GNSS IN OCEANIC AND REMOTE AREAS

Australia has approved the use of GNSS as a primary means of navigation for oceanic/remote
areas. Aircraft operators intending to utilize 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.
To ensure navigation integrity, an appropriate enroute GNSS prediction analysis, using the soft-
ware provided by the GNSS manufacturer, must be conducted prior to each flight. For this analy-
sis, the following parameters, or equivalents, must be used:
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a. the route or airspace RNP, where published; or

b. a centerline space of:
1. 20 NM for flight in CTA, and
2. 50 NM for flight in OCA.
Aircraft meeting the requirements for the use of GNSS as a primary means of navigation in oce-
anic/remote continental airspace must indicate the approval in the flight notification. Such aircraft
may flight plan on designated Area Navigation routes within Australian FIRs.
OPERATIONS IN OCEANIC AIRSPACE REQUIRING PERFORMANCE-

BASED COMMUNICATION AND SURVEILLANCE (PBCS)
AUTHORIZATION
ICAO have introduced new provisions on PBCS calling for States to prescribe Required Commu-
nication Performance (RCP) and Required Surveillance Performance (RSP) specifications in their
airspace as appropriate to the level of air traffic services provided. RCP 240 and RSP 180 are
being applied in addition to Required Navigation Performance (RNP) specifications to certain sep-
aration minima in oceanic airspace by some States.
Australia has filed a difference with ICAO and has not yet implemented RCP or RSP.
Flights proceeding outside Australia should be aware that some States have prescribed RCP 240
and RSP 180 specifications in their administered airspace. Those States may require operators to
be authorized by CASA to declare their RCP and RSP capabilities and for entering the respective
descriptors in their flight plans.
CASA has issued an Instrument, number CASA 33/18 — Required Communication Performance
and Required Surveillance Performance (RCP 240 and RSP 180) Capability Declarations – Direc-
tion 2018, which states the requirements for Australian operators to assess their compliance to
RCP 240 and RSP 180 specifications and declare their readiness by entering the respective RCP
and RSP descriptors in their flight plans.
Guidance on PBCS and the subject CASA Instrument is provided in Advisory Circular (AC) 91-06
V1.0.
DIFFERENCES FROM ICAO STANDARDS AND PROCEDURES

ICAO REFERENCE
ANNEX 2
Advisory route — Australian legislation does not provide for this definition but relies on common/
general dictionary use.
Airborne collision avoidance system (ACAS) — ACAS means an airborne collision avoidance
system for an aircraft that, when fitted to it, is used to provide information to a pilot of the aircraft
for avoiding a collision with another aircraft.
AUSTRALIA
Controlled flight — Definition of controlled flight not used in Australia. Flights in controlled air-
space require air traffic control clearance but such flights are then referred to as operations in
Filed flight plan — Australian legislation refers to flight plan which means specified information,
provided to air traffic control, relative to the intended flight of an aircraft.
Flight information region — Australian legislation defines flight information region as: an air-
space of defined dimensions within which flight information service and SAR alerting service are
provided.
Pressure-altitude — Pressure altitude not specifically defined in Australian legislation.
Take-off alternate — Australian legislation addresses the expression differently. If a return to the
departure airport is not possible, that the aircraft performance and fuel availability is adequate to
enable the aircraft to proceed to a suitable airport.
Taxiing — Taxiing not specifically defined in Australian legislation but forms part of the definition
of Taxiway. Taxiway: A defined path on a land airport established for the taxiing of aircraft and
intended to provide a link between one part of the airport and another.
Terminal control area — Australian legislation does not specifically define Terminal Control
Area, but defines Control Area.
Chapter 3
General Rules
3.6.2.1.2 Australian legislation does not define changeover points.
3.6.2.2 Australian legislation does not specifically address variation in true airspeed.
3.6.4 Australian legislation has no requirement to advise ATC when a controlled flight ceases to
be subject to ATC.
3.6.5.2.2 The requirement to maintain heading and altitude for 20 minutes is not documented in
the radio failure procedures. No requirement to maintain altitude for 7 min.
Chapter 5
Instrument Flight Rules
5.1.2 Australian legislation does not apply the 2000 foot limit.
5.1.3.2 Australian legislation specifies that the decision to cancel IFR is left to the discretion of
the pilot-in-command. Some category of operations are required to maintain operations under
IFR.
PANS-ATM (Doc 4444)

Standard instrument arrival (STAR) — Under certain conditions and specific published proce-
dures a standard instrument arrival may terminate with a visual procedure.
4.5.6.1.3 Cruise climb procedures are not permitted.
AUSTRALIA
4.9.1.1 Wake Turbulence separation is not applied when a LIGHT aircraft will cross the track or
follow the track of a MEDIUM fixed-wing aircraft of less than 25,000kg maximum certified take-off
mass.
4.10 The system of altimetry used in Australia makes use of a transition layer between the tran-
sition altitude which is always 10,000 ft and the transition level of FL110 to FL125 depending on
ONH to separate aircraft using QNH from those using 1013.2HPA as a datum.
4.11.5 Australian FIRs operate ADS-C to FANS 1A standards.
5.2.1.1 & 5.9 In Class “C,” “D” and “E” airspace ATC may assign to the pilot of one aircraft
responsibility to maintain separation with another aircraft only if:
a. the aircraft to be separated are operating at or below 10,000 ft; and
b. the pilot has:
1. reported the other aircraft in sight; and
2. accepted responsibility to follow, or maintain his or her own separation with, that air-
craft.
5.3.4.1 An aircraft may only be assigned a level vacated by another aircraft if a rate of climb or
descent is specified so as to ensure that the applicable vertical separation minimum is main-
tained.
5.4.1.2.1.2 Australia uses a lateral separation procedure which ensures there is at least one
nautical mile displacement between the two aircraft accounting for the accuracy of the navigation
aid or method used.
In addition to navigation aid combinations mentioned in PANS-ATM, Australia facilitates lateral
separation on the basis of dead reckoning tracks, and one aircraft on a VOR radial and the other
aircraft on an NDB track.
5.4.2.6.2 Use of off-track DME stations is permitted under specified conditions.
5.6 IAS is used in lieu of TAS. Additional requirements apply when both aircraft proceed on the
same route on which a turn of 41 degrees to 65 degrees is specified.
7.11 Lower runway separation minima apply at all times.
Air Traffic Control

Pacific
STATE RULES AND PROCEDURES - PACIFIC 1148
NP
NORTH PACIFIC (NOPAC) ROUTE PROCEDURES

a. NOPAC System
The NOPAC Route System is comprised of five Air Traffic Service (ATS) routes which transit
the North Pacific between Alaska and Japan. The two northern routes are used for west-
bound traffic. The three southern routes are used for eastbound traffic, except that R-591 or
G-344 may be used for westbound aircraft crossing the Fukuoka/Anchorage FIR between
0000UTC and 0600UTC.
b. Transition Routes
1. Within the Fukuoka FIR, Oceanic Transition Routes (OTRs) and, in one case, a Victor
route, have been established for aircraft transitioning to or from the NOPAC Route
System.
2. Within the Anchorage FIR, certain ATS routes are used for the same purpose. These
routes include: G583, B757, R341, G469, A342, G215, R330, R336, R338, and G349
(for westbound use only).
c. Separation Standards
1. The primary form of lateral separation within the NOPAC Route System is 25 NM lateral
either side of the centerline, based on Required Navigation Performance 10 (RNP-10)
and 1000' vertical separation (FL290 - FL410) based on Reduced Vertical Separation
Minimums (RVSM).
2. Lateral separation for Non-RNP10 aircraft and aircraft operating below FL180 is 50 NM
lateral either side of the centerline. Standard longitudinal separation within the Anchor-
age Oceanic FIR is 15 minutes “in trail”.
d. Flight Plans
1. Operators shall enter “R” in item 10 of the ICAO flight plan if the aircraft and operator
have been approved for RNP 10 operations for the route of flight.
2. Operators shall enter “W” in item 10 of the ICAO flight plan if the aircraft and operator
have been approved for RVSM.
3. Aircraft not approved for RNP10 and/or RVSM shall not enter “R” and/or “W” in item 10.
4. Aircraft approved for both RNP10 and RVSM may flight plan any of the NOPAC routes
with the following altitude restrictions:
(a) R-220: Westbound, Even Altitudes FL180 to FL400, also FL330, FL350, FL370,
FL390, FL410, and FL430
(b) R-580: Westbound, Even Altitudes FL180 to FL400, also FL350, FL370, and
FL430
(c) A-590: Eastbound, Odd Altitudes FL190 to FL410, also FL300, FL320, FL340, and
FL450
NP
(d) R-591: Eastbound, Odd Altitudes FL190 to FL410 and FL450, also FL300, FL320
and FL340 available when route is part of published Eastbound PACOTS.
(e) R-591: Westbound, Even Altitudes FL180 to FL400 and FL430, also FL350, FL370
and FL390 available when route is part of published Westbound PACOTS.
(f) G-344: Eastbound, Odd Altitudes FL190 to FL410 and FL450, also FL300, FL320
and FL340 available when route is part of published Eastbound PACOTS.
(g) G-344: Westbound, Even Altitudes FL180 to FL400 and FL430, also FL350, FL370
and FL390 available when route is part of published Westbound PACOTS.
(h) R-591 and G-344 are Eastbound routes unless designated as Westbound
PACOTS. Traffic flows are either Eastbound or Westbound with the tracks being
emptied of traffic before changing direction.
5. Non-RNP-10 aircraft shall flight plan as follows:
(a) Westbound: R-580 at all times.
(b) Eastbound: A-590 at all times.
(c) Eastbound: G-344 when available for eastbound flights.
(d) The altitudes available on these routes are at or below FL280 and at or above
FL430. ATC may reroute non-RNP 10 aircraft to other than the above routes due
to traffic.
e. NOPAC Reroutes
Aircraft cannot always be accommodated on their flight planned NOPAC route. In an effort to
reduce coordination time and errors between ATC and flight crews, JCAB (Fukuoka ATMC)
and FAA (Anchorage ARTCC) have agreed on a common procedure to accommodate most
reroutes. Aircraft rerouted from one NOPAC ATC route to another NOPAC ATC route will be
given short range clearances into the adjoining FIR's RADAR coverage airspace. The receiv-
ing ATC facility will then issue further routing to the aircraft prior to the aircraft reaching the
clearance limit.
1. Example 1: aircraft ABC101 is routed via R-220 to RJTT but can not be accommodated
on R-220. The aircraft may be re-cleared as follows: “ABC101 cleared to OATIS via
R-580, expect further clearance from ATMC after OMOTO.”
2. Example 2: aircraft ABC102 is routed via A-590 to PAFA but can not be accommodated
on A-590. The aircraft may be re-cleared as follows: “ABC102 cleared to SYA via
R-591, expect further routing from Anchorage ARTCC after AKISU.”
SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES IN

OCEANIC AIRSPACE ICAO DOC 4444, SECTION 15.2
INTRODUCTION
a. Although all possible contingencies cannot be covered, these procedures provide for the
more frequent cases such as:
NP
1. Inability to comply with assigned clearance due to meteorological conditions;

2. Enroute diversion across the prevailing traffic flow; and
3. Loss of, or significant reduction in, the required navigation capability when operating in
an airspace where the navigation performance accuracy is a prerequisite to the safe
conduct of flight operations, or pressurization failure.
b. The pilot shall take actions as necessary to ensure the safety of the aircraft and the pilot’s
judgement shall determine the sequence of actions to be taken, having regard to the prevail-
ing circumstances. Air traffic control shall render all possible assistance.
GENERAL PROCEDURES
a. If an aircraft is unable to continue the flight in accordance with its ATC clearance, a revised
clearance shall be obtained, whenever possible, prior to initiating any action.
b. If prior clearance cannot be obtained, the following contingency procedures should be
employed until a revised clearance is received. In general terms, the aircraft should be flown
at an offset level and on an offset track where other aircraft are less likely to be encountered.
Specifically, the pilot shall:
1. Leave the cleared track or ATS route by initially turning at least 30 degrees to the right
or to the left, in order to establish and maintain a parallel, same direction track or ATS
route offset 5.0 NM (9.3km). The direction of the turn should be based on one or more
of the following factors:
(a) Aircraft position relative to any organized track or ATS route system;
(b) The direction of flights and flight levels allocated on adjacent tracks;
(c) The direction to an alternate airport;
(d) Any strategic lateral offset being flown; and
(e) Terrain clearance;
2. Maintain a watch for conflicting traffic both visually and by reference to ACAS (if equip-
ped), leaving ACAS in RA mode at all times. unless aircraft operating limitations dictate
otherwise;
3. Turn on all aircraft exterior lights (commensurate with appropriate operating limita-
tions);
4. Keep the SSR transponder on at all times and, when able, squawk 7700, as appropri-
ate and, if equipped with ADS-B or ADS-C, select the appropriate emergency function-
ality;
5. As soon as practicable, advise air traffic control of any deviation from their assigned
clearance;
6. Use means as appropriate (i.e., voice and/or CPDLC) to communicate during a contin-
gency or emergency;
NP
7. If voice communications are used, the radiotelephony distress signal (MAYDAY) or

urgency signal (PAN PAN) preferably spoken three times, shall be used, as appropri-
ate;
8. When emergency situations are communicated via CPDLC, the controller may respond
via CPDLC. However, the controller may also attempt to make voice contact with the
aircraft;
9. Establish communications with and alert nearby aircraft by broadcasting on the fre-
quencies in use and at suitable intervals on 121.5 MHz (or, as a backup, on the inter-
pilot air-to-air frequency 123.45 MHz): aircraft identification, the nature of the distress
condition, intention of the pilot, position (including the ATS route designator or the track
code, as appropriate) and flight level; and
10. The controller should attempt to determine the nature of the emergency and ascertain
any assistance that may be required. Subsequent ATC action with respect to that air-
craft shall be based on the intentions of the pilot and overall traffic situation.
EXTENDED RANGE OPERATIONS BY AIRCRAFT WITH TWO-TURBINE POWER-

UNITS (ETOPS)
a. If the contingency procedures are employed by a twin-engine aircraft as a result of an engine
shutdown or failure of an ETOPS critical system, the pilot should advise ATC as soon as
practicable of the situation, reminding ATC of the type of aircraft involved, and request expe-
ditious handling.
POSITION REPORTS OVER OAKLAND OCEANIC FIR BOUNDARY

a. Aircraft entering the Oakland FIR are requested to forward boundary position reports via
ARINC or CPDLC as follows:
1. Boundary fixes that are compulsory reporting points.
2. Filed fixes when they coincide with the FIR boundary.
3. The boundary between the Manila, Ujung Pandang, Port Moresby and Nauru FIRs and
the Oakland FIR.
4. The boundary of the Open Area Uncontrolled Airspace west of Mazatlan ACC and the
Oakland FIR along 120° west longitude.
5. Outbound from the Guam CERAP area at the 250 NM ARC from the UNZ VORTAC.
6. Eastbound PACOTS Flights should report only those fixes detailed in the published
route.
7. When requested by ATC.
b. Aircraft leaving the lateral limits of the Oakland FIR and entering uncontrolled airspace shall
forward the time over the boundary outbound.
NP
Oceanic Position Reporting Procedures

For non-ADS equipped aircraft, any waypoint filed in the route of flight (Item 15 of the ICAO flight
plan) must be reported as a position report whether the filed waypoint is compulsory or not. If a
non-compulsory waypoint is not filed in item 15, it does not need to be reported.
a. POSITION REPORTS:
1. When operating on a published ATS Route or a temporary route established by
NOTAM, report and estimate the designated reporting points using the specified way-
point names or geographic coordinates as specified in the NOTAM.
2. When operating on a random route:
(a) Flights whose tracks are predominantly east and west shall report over each 5° or
10° (10° will be used if the speed of the aircraft is such that 10° will be traversed
within 80 minutes or less) meridian longitude extending east and west from 180°.
(b) Flights whose tracks are predominantly north and south shall report over each 5°
or 10° (10° if traversed within 80 minutes) parallel of latitude extending north and
south of the equator.
3. ATC may require specific flights to report more frequently than each 5° for aircraft with
slow ground speeds.
4. Position reports shall be transmitted at the time of crossing the designated reporting
point or as soon thereafter as possible.
b. CONTENT OF POSITION REPORT:
Position reports shall include information on present position, estimated next position, and
ensuing position in sequence as indicated below.
1. Present position — Information shall include:
(a) The word “position”.
(b) Aircraft identification.
(c) Reporting point name, or if not named:
(1) Latitude (2 digits or more); and
(2) Longitude (3 digits or more).
2. Time over reporting point (4 digits UTC).
3. Altitude (flight level). When forwarding an altitude report within the Oakland FIR, pilots
should report their present altitude and their assigned altitude exactly as cleared if the
present and assigned altitudes differ. Aircraft assigned a block altitude must report their
current altitude and the assigned block altitude. A restriction to cross a point at an alti-
tude is not a block altitude assignment and should not be reported as a block of alti-
tudes.
4. Estimated next position:
NP
(a) Reporting point name, or if not named, latitude and longitude as in b.1.(c) above
and,
(b) Estimated time over next position (4 digits UTC).
5. Ensuing Fix
(a) Name only of the next succeeding fix whether compulsory or not, or if not named,
latitude and longitude as in b.1.(c) above.
c. WEATHER REPORTS:
Weather reports shall be included as provided in Section 3 of Standard AIREP Form by all
flights unless exempted from weather reporting by the Weather Service and/or ATC.
d. ADHERENCE TO ATC APPROVED ROUTE
If an aircraft, notwithstanding all action taken to adhere to the route specified in the ATC
clearance, inadvertently deviates from this route, action shall be taken to regain it as soon as
reasonable and not further ahead than 200 nautical miles from the DR position at which the
heading was altered to regain the route specified in the ATC clearance. Action to regain this
route shall not be delayed in anticipation of obtaining a requested re-clearance.
e. EXCEPTIONS TO POSITION REPORTS:
1. Within Oakland FIR, no 5° report need be made that would fall within 100 NM of Guam.
Aircraft cleared via terminal area routes report compulsory reporting fixes. Other aircraft
report 100 NM from Nimitz VORTAC. Where other island destinations within the Oak-
land FIR are not more than 1° latitude-longitude from a 5° fixed line reporting point, the
ETA and arrival report may be substituted in lieu of the adjacent fixed line report.
2. To the east of the Hawaiian Islands it will not be necessary to report the 155° west posi-
tion if position will be reported at the entry/exit fixes at the Honolulu Control Facility
boundary. To the west of Honolulu 160° west need not be reported.
WEATHER DEVIATION PROCEDURES FOR OCEANIC-CONTROLLED AIRSPACE

a. Stating “WEATHER DEVIATION REQUIRED” to indicate that priority is desired on the fre-
b. Requesting a weather deviation using a CPDLC lateral downlink message.
(preferably spoken three times) or by using a CPDCL urgency downlink message.
The pilot shall inform ATC when weather deviation is no longer required or when a weather devia-
tion has been completed and the aircraft has returned to its cleared route.
NP
Actions to Be Taken When Controller-Pilot Communications Are Established

The pilot should notify ATC and request clearance to deviate from track or ATS route, advising,
appropriate (i.e., voice and/or CPDLC) to communicate during a weather deviation.
ATC should take one of the following actions:
a. When appropriate separation can be applied, issue clearance to deviate from track; or
b. If there is conflicting traffic and ATC is unable to establish appropriate separation, ATC shall:
1. Advise the pilot of inability to issue clearance for the requested deviation;
2. Advise the pilot of conflicting traffic; and
3. Request the pilot’s intentions.
The pilot should take the following actions:
a. Comply with the ATC clearance issued; or
b. Advise ATC of intentions and execute the procedures detailed below.
Actions to Be Taken if a Revised ATC Clearance Cannot Be Obtained
tions and prior clearance cannot be obtained, an ATC clearance shall be obtained at the earliest
possible time. Until an ATC clearance is received, the pilot shall take the following actions:
b. Establish communications with and alert nearby aircraft by broadcasting, at suitable inter-
vals: aircraft identification, flight level, position (including ATS route designator or the track
code) and intentions, on the frequency in use and on 121.5 MHz (or, as a backup, on the
d. Turn on all aircraft exterior lights (commensurate with appropriate operating limitations);
e. For deviations of less than 9.3km (5.0 NM) from the originally cleared track or ATS route,
remain at a level assigned by ATC;
f. For deviations greater than, or equal to 9.3km (5.0 NM) from the originally cleared track or
ATS route, when the aircraft is approximately 9.3km (5.0 NM) from track, initiate a level
change in accordance with the table below;
tance, the pilot should apply an altitude offset in accordance with the table below before
approximately 9.3km (5.0 NM) of the centerline; and
NP
obtain essential traffic information.
Originally Cleared Track or

Deviations ≥9.3km (5.0 NM) Level Change
ATS Route Centerline
EAST LEFT DESCEND 90m (300 ft)
(000° – 179° magnetic) RIGHT CLIMB 90m (300 ft)
WEST LEFT CLIMB 90m (300 ft)
(180° – 359° magnetic) RIGHT DESCEND 90m (300 ft)
PACIFIC
REDUCED VERTICAL SEPARATION MINIMUMS (RVSM) PACIFIC REGION
1 INTRODUCTION
1.1 GENERAL
The International Civil Aviation Organization (ICAO) Third Asia / Pacific Regional Air Navigation
meeting recommended that Reduced Vertical Separation Minimum (RVSM) be introduced in the
Pacific region after successful implementation in the North Atlantic region. This is also due to the
significant benefits to be gained by aircraft operators and air traffic services (ATS) providers.
ICAO Document 9574, Manual on Implementation of a 300m [1000 ft] Vertical Separation Mini-
mum Between FL290 and FL410 Inclusive contains an explanation of RVSM.
1.1.1 Benefits to be gained from RVSM include:
a. adoption of an ICAO endorsed navigation requirement;
b. improved utilization of airspace for ATC conflict resolution; and
c. fuel savings of ≈1% for flight closer to optimum cruise altitude.
1.2 APPLICATION OF RVSM AIRSPACE

1.2.1 RVSM airspace has been implemented throughout the region. See Pacific Enroute Charts.
1.3 AIRWORTHINESS AND OPERATIONAL APPROVAL AND MONITORING

1.3.1 In order to support the implementation of Reduced Vertical Separation Minimum (RVSM)
in the Pacific Region, the Asia/Pacific Air Navigation Planning and Implementation Regional
Group (APANPIRG) established a regional monitoring agency. This agency, the Pacific Approvals
Registry and Monitoring Organization (PARMO), is located at the United States Federal Aviation
Administration's William J. Hughes Technical Center. Access the web site through:
http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/rvsm/
1.3.2 APPROVAL PROCESS. Operators must obtain airworthiness and operational approval
from the State of Registry or State of the Operator, as appropriate, to conduct RVSM operations.
1.3.3 AIRCRAFT MONITORING. Operators are required to participate in the RVSM aircraft
monitoring program. Monitoring accomplished for other regions can be used to fulfill requirements
for the Asia/Pacific region. The PARMO will process results or coordinate with other agencies to
access information. See:
http://www.tc.faa.gov/acb300/PARMO/
1.4 ACAS II AND TRANSPONDER EQUIPAGE

1.4.1 The APANPIRG recommends that those aircraft equipped with Airborne Collision Avoid-
ance System (ACAS) and operated in RVSM airspace be equipped with ACAS II. (TCAS II sys-
tems with version 7.0 incorporated meet ICAO ACAS II standards.)
1.4.2 International General Aviation (IGA) Transponder Equipage
ICAO Annex 6, Part II, states that, IGA airplanes shall be equipped with a pressure altitude report-
ing transponder which operates in accordance with the relevant provisions of Annex 10, Volume
IV.
PACIFIC
NOTE: These provisions are intended to support the effectiveness of ACAS as well as to improve
the effectiveness of air traffic services.
2 IN-FLIGHT PROCEDURES WITHIN RVSM AIRSPACE

2.1 GENERAL
Before entering RVSM airspace, the pilot should review the status of required equipment. The fol-
lowing equipment should be operating normally:
a. two primary altimetry systems:
b. one automatic altitude-keeping device; and
c. one altitude-alerting device.
2.1.1 The pilot must notify ATC whenever the aircraft:
a. is no longer RVSM compliant due to equipment failure; or
b. experiences loss of redundancy of altimetry systems; or
c. encounters turbulence that affects the capability to maintain flight level.
2.2 TRANSITION BETWEEN FLIGHT LEVELS

During cleared transition between levels, the aircraft should not overshoot or undershoot the
assigned FL by more than 150 ft (45m).
2.3 PILOT LEVEL CALL

Except in an ADS or radar environment, pilots shall report reaching any altitude assigned within
RVSM airspace.
3 FLIGHT PLANNING REQUIREMENTS

3.1 GENERAL
Unless special arrangement is made as detailed below, RVSM approval is required for aircraft to
operate within designated RVSM airspace. The operator must determine that the appropriate
State authority has approved the aircraft and will meet the RVSM requirements for the filed route
of flight and any planned alternate routes. The letter “W” shall be inserted in item 10 (Equipment)
on the ICAO standard flight plan to indicate that the aircraft is an RVSM approved aircraft.
3.2 PROCEDURES FOR OPERATION OF NON-RVSM COMPLIANT

AIRCRAFT IN RVSM AIRSPACE
3.2.1 It should be noted that RVSM approved aircraft will be given priority for level allocation
over non-RVSM approved aircraft.
3.2.2 The vertical separation minimum between non-RVSM aircraft operating in the RVSM stra-
tum and all other aircraft is 2000 feet.
3.2.3 Non-RVSM compliant aircraft operating in RVSM airspace should use the phraseology in
section 6.
PACIFIC
3.2.4 Non-RVSM compliant aircraft may be cleared to climb to and operate above FL410 or
descend to and operate below FL290 provided that they:
a. do not climb or descend at less than the normal rate for the aircraft, and
b. do not level off at an intermediate level while passing through the RVSM stratum.
3.2.5 Non-RVSM compliant aircraft may not flight plan between FL290 and FL410 inclusive
within RVSM airspace. After special coordination as detailed in paragraph 3.2.6 below, the follow-
ing non-RVSM aircraft may flight plan at RVSM flight levels in the RVSM stratum:
a. is being initially delivered to the State of Registry or Operator; or
b. was formally RVSM approved but has experienced an equipment failure and is being flown
to a maintenance facility for repair in order to meet RVSM requirements and/or obtain appro-
val; or
c. is transporting a spare engine mounted under the wing; or
d. is being utilized for mercy or humanitarian purposes; or
e. State aircraft (those aircraft used in military, customs and police services shall be deemed
state aircraft).
3.2.6 Aircraft operators requesting approval as above shall:
a. obtain approval from the appropriate Air Traffic Control Center normally not more than 72
hours (12 hours within the Oakland and Anchorage FIRs) and not less than 4 hours prior to
the intended departure time. The Air Traffic Control Center will provide notification of appro-
val via telephone, AFTN, facsimile or e-mail as appropriate; or
b. obtain approval from the first RVSM affected Center.
NOTE: The first Center will coordinate with the next Center.
c. include “APVD NON-RVSM” in Field 18 of the ICAO Flight Plan.
NOTE: Approval means able to operate in the RVSM stratum. Aircraft cruising levels will be sub-
ject to Air Traffic Control.
3.2.7 This approval process is intended exclusively for the purposes indicated above and not as
a means to circumvent the normal RVSM approval process.
3.3 STATE AIRCRAFT

3.3.1 Non-RVSM State aircraft may flight plan within Oakland, Anchorage, and Fukuoka air-
space without prior coordination. State aircraft should include in field 18 of the ICAO Flight Plan
(remarks): “STS/Military NON-RVSM” should be added to the remarks section of the flight plan.
3.4 DELIVERY FLIGHTS FOR AIRCRAFT THAT ARE RVSM COMPLIANT

ON DELIVERY
3.4.1 An aircraft that is RVSM compliant on delivery may operate in RVSM airspace provided
that the crew is trained on RVSM policies and procedures applicable in the airspace and the
responsible State issues the operator a letter of authorization approving the operation. State noti-
PACIFIC
fication to the PARMO should be in the form of a letter, e-mail or facsimile documenting the one-
time flight. The planned date of the flight, flight identification, registration number and aircraft type/
series should be included.
3.5 PROCEDURES FOR SUSPENSION OF RVSM

3.5.1 Air traffic services will consider suspending RVSM procedures within the affected FIR
when there are pilot reports of greater than moderate turbulence. Within areas where RVSM pro-
cedures are suspended, the vertical separation minimum between all aircraft will be 2000 feet.
4 PHRASEOLOGY RELATED TO RVSM OPERATIONS

4.1 CONTROLLER-PILOT PHRASEOLOGY
Message Phraseology
For a controller to ascertain the RVSM approval status of (call sign) CONFIRM RVSM AP-
an aircraft: PROVED
For a pilot to report non-RVSM approval status NEGATIVE RVSM*
i. on the initial call on any frequency within the RVSM
airspace (controllers shall provide a readback with this
same phrase), and
ii. in all requests for flight level changes pertaining to
flight levels within the RVSM airspace; and
iii. in all read-backs to flight level clearances pertaining to
flight levels within the RVSM airspace.
Additionally, except for State aircraft, pilots shall include
this phrase to read back flight level clearances involving
the vertical transit through FL290 or FL410.
See examples that follow.
For a pilot to report RVSM approval status. AFFIRM RVSM*
For a pilot of a non-RVSM approved State aircraft to report NEGATIVE RVSM STATE AIR-
non-RVSM approval status, in response to the phrase (call CRAFT*
sign) CONFIRM RVSM APPROVED.
Denial of clearance into the RVSM airspace: (call sign) UNABLE CLEARANCE
INTO RVSM AIRSPACE, MAIN-
TAIN [or DESCEND TO, or CLIMB
TO] FLIGHT LEVEL (number)
For a pilot to report when severe turbulence affects the air- UNABLE RVSM DUE TURBU-
craft’s capability to maintain the height-keeping require- LENCE*
ments for RVSM.
PACIFIC
Message Phraseology
For a pilot to report that the aircraft’s equipment has degra- UNABLE RVSM DUE EQUIP-
ded enroute below that required for flight within the RVSM MENT*
airspace.
(This phrase is to be used to convey both the initial indica-
tion of the non-MASPS compliance and, henceforth, on ini-
tial contact on all frequencies within the lateral limits of the
RVSM airspace until such time as the problem ceases to
exist, or the aircraft has exited the RVSM airspace.)
For a pilot to report the ability to resume operations within READY TO RESUME RVSM*
the RVSM airspace after an equipment or weather-related
contingency.
For a controller to confirm that an aircraft has regained its REPORT ABLE TO RESUME
RVSM approval status, or to confirm that the pilot is ready RVSM
to resume RVSM operations.
Example 1: A non-RVSM approved aircraft, maintaining FL260, subsequently requests a

climb to FL320.
Pilot: (call sign) REQUEST FL320, NEGATIVE RVSM
Controller: (call sign) CLIMB TO FL320
Pilot: (call sign) CLIMB TO FL320, NEGATIVE RVSM
climb to FL430.
climb to FL380.
Example 4: A non-RVSM approved civil aircraft maintaining FL280, subsequently requests a
climb to FL320.
Controller: (call sign) UNABLE CLEARANCE INTO RVSM AIRSPACE,
MAINTAIN FL280
PACIFIC
4.2 COORDINATION BETWEEN ATS UNITS
Para Message Phraseology

1 To verbally supplement an automated NEGATIVE RVSM or NEGATIVE RVSM
estimate message exchange which does STATE AIRCRAFT [as applicable]
not automatically transfer Item 18 flight
plan information.
2 To verbally supplement estimate mes- NEGATIVE RVSM or NEGATIVE RVSM
sages of non-RVSM approved aircraft. STATE AIRCRAFT [as applicable]
3 To communicate the cause of a contin- UNABLE RVSM DUE TURBULENCE [or
gency relating to an aircraft that is un- EQUIPMENT, as applicable]
able to conduct RVSM operations due to
severe turbulence or other severe
weather-related phenomenon {or equip-
ment failure, as applicable].
5 SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES

The procedures detailed below, extracted from ICAO DOC 4444, have been adopted in the fol-
lowing Flight Information Regions:
– Australian Oceanic FIRs
– Anchorage Oceanic FIR
– Auckland Oceanic FIR / South Pacific Area
– Nadi FIR
– Oakland Oceanic FIR
Although all possible contingencies cannot be covered, the procedures in 5.1, 5.2 and 5.3 provide
for the more frequent cases such as:
a. the inability to comply with assigned clearance due to meteorological conditions;
b. enroute diversion across the prevailing traffic flow; and
c. the loss of, or significant reduction in, the required navigation capability when operating in an
airspace where the navigation performance accuracy is a prerequisite to the safe conduct of
flight operations, or pressurization failure.
The pilot shall take action as necessary to ensure the safety of the aircraft, and the pilot’s judge-
ment shall determine the sequence of actions to be taken, having regard to the prevailing circum-
stances. Air traffic control shall render all possible assistance.
5.1 GENERAL PROCEDURES

ance shall be obtained, whenever possible, prior to initiating any action.
PACIFIC
If prior clearance cannot be obtained, the following contingency procedures should be employed
pilot shall:
5.0 NM (9.3km). The direction of the turn should be based on one or more of the following
factors:
1. aircraft position relative to any organized track or ATS route system;
2. the direction of flights and flight levels allocated on adjacent tracks;
3. the direction to an alternate airport;
4. any strategic lateral offset being flown; and
5. terrain clearance;
d. keep the SSR transponder on at all times and, when able, squawk 7700, as appropriate
and, if equipped with ADS-B or ADS-C, select the appropriate emergency functionality;
e. as soon as practicable, advise air traffic control of any deviation from their assigned clear-
ance;
f. use means as appropriate (i.e. voice and/or CPDLC) to communicate during a contingency
or emergency;
g. if voice communications are used, the radiotelephony distress signal (MAYDAY) or urgency
signal (PAN PAN) preferably spoken three times, shall be used, as appropriate;
h. when emergency situations are communicated via CPDLC, the controller may respond via
CPDLC. However, the controller may also attempt to make voice contact with the aircraft;
i. establish communications with and alert nearby aircraft by broadcasting on the frequencies
in use and at suitable intervals on 121.5 MHz (or, as a backup, on the inter-pilot air-to-air
frequency 123.45 MHz): aircraft identification, the nature of the distress condition, intention
of the pilot, position (including the ATS route designator or the track code, as appropriate)
and flight level; and
j. the controller should attempt to determine the nature of the emergency and ascertain any
assistance that may be required. Subsequent ATC action with respect to that aircraft shall
be based on the intentions of the pilot and overall traffic situation.
PACIFIC
5.2 ACTIONS TO BE TAKEN ONCE OFFSET FROM TRACK

a. operation within a parallel track system;
b. the potential for user preferred routes (UPRs) parallel to the aircraft’s track or ATS route;
c. the nature of the contingency (e.g. aircraft system malfunction); and
d. weather factors (e.g. convective weather at lower flight levels).
If possible, maintain the assigned flight level until established on the 9.3km (5.0 NM) parallel,
same direction track or ATS route offset. If unable, initially minimize the rate of descent to the
extent that is operationally feasible.
Once established on a parallel, same direction track or ATS route offset by 9.3km (5.0 NM),
either:
a. descend below FL290, and establish a 150m (500 ft) vertical offset from those flight levels
normally used, and proceed as required by the operational situation or if an ATC clearance
has been obtained, in accordance with the clearance; or
NOTE 1: Flight levels normally used are those contained in Annex 2 — Rules of the Air,
Appendix 3 (See also ATC — ICAO RULES OF THE AIR — ANNEX 2 — Appendix 3 —
Tables of Cruising Levels).
there is a predominant traffic flow (e.g. east-west) or parallel track system where the air-
b. establish a 150m (500 ft) vertical offset (or 300m (1000 ft) vertical offset if above FL410)
from those flight levels normally used, and proceed as required by the operational situation,
or if an ATC clearance has been obtained, in accordance with the clearance.
NOTE: Altimetry system errors (ASE) may result in less than 150m (500 ft) vertical spacing
(less than 300m (1000 ft) above FL410) when the above contingency procedure is applied.
5.3 WEATHER DEVIATION PROCEDURES

General
NOTE: The following procedures are intended for deviations around adverse meteorological con-
ditions.
PACIFIC

(preferably spoken three times) or by using a CPDCL urgency downlink message.
The pilot shall inform ATC when weather deviation is no longer required, or when a weather devi-
Actions To Be Taken When Controller-pilot Communications Are Established
The pilot should notify ATC and request clearance to deviate from track or ATS route, advising,
appropriate (i.e. voice and/or CPDLC) to communicate during a weather deviation.
ATC should take one of the following actions:
a. when appropriate separation can be applied, issue clearance to deviate from track; or
b. if there is conflicting traffic and ATC is unable to establish appropriate separation, ATC shall:
1. advise the pilot of inability to issue clearance for the requested deviation;
2. advise the pilot of conflicting traffic; and
3. request the pilot’s intentions.
a. comply with the ATC clearance issued; or
b. advise ATC of intentions and execute the procedures detailed as follows:
Actions To Be Taken If A Revised ATC Clearance Cannot Be Obtained
NOTE: The provisions of this section apply to situations where a pilot needs to exercise the
authority of a pilot-in-command under the provisions of Annex 2, 2.3.1. (See also ATC ICAO
RULES OF THE AIR — ANNEX 2 — 2.3.1 Responsibility of Pilot-in-Command).
If the aircraft is required to deviate from track to avoid adverse meteorological conditions and prior
clearance cannot be obtained, an ATC clearance shall be obtained at the earliest possible time.
Until an ATC clearance is received, the pilot shall take the following actions:
a. if possible, deviate away from an organized track or route system;
b. establish communications with and alert nearby aircraft by broadcasting, at suitable intervals:
aircraft identification, flight level, position (including ATS route designator or the track code)
and intentions, on the frequency in use and on 121.5 MHz (or, as a back-up, on the inter-
pilot air-to-air frequency 123.45 MHz);
d. turn on all aircraft exterior lights (commensurate with appropriate operating limitations);
PACIFIC
e. for deviations of less than 9.3km (5.0 NM) from the originally cleared track or ATS route,
remain at a level assigned by ATC;
f. for deviations greater than, or equal to 9.3km (5.0 NM) from the originally cleared track or
ATS route, when the aircraft is approximately 9.3km (5.0 NM) from track, initiate a level
change in accordance with Table 1;
g. if the pilot receives clearance to deviate from cleared track or ATS route for a specified dis-
tance, the pilot should apply an altitude offset in accordance with Table 1 before deviating
beyond the cleared distance;
h. when returning to track or ATS route, be at its assigned flight level when the aircraft is within
approximately 9.3km (5.0 NM) of the centerline; and
i. if contact was not established prior to deviating, continue to attempt to contact ATC to obtain
NOTE: If, as a result of actions taken under the provisions above, the pilot determines that
there is another aircraft at or near the same flight level with which a conflict may occur, then
Table 1
Originally cleared track or Deviations
Level Change
ATS route centerline ≥ 9.3km (5 NM)
000° – 179° MAGNETIC RIGHT CLIMB 90m (300 ft)
180° – 359° MAGNETIC RIGHT DESCEND 90m (300 ft)
5.4 STRATEGIC LATERAL OFFSET PROCEDURES (SLOP)

NOTE 1: SLOP are approved procedures that allow aircraft to fly on a parallel track to the right of
the centerline relative to the direction of flight to mitigate the lateral overlap probability due to
increased navigation accuracy and wake turbulence encounters. Unless specified in the separa-
tion standard, an aircraft’s use of these procedures does not affect the application of prescribed
separation standards.
NOTE 2: Annex 2, 3.6.2.1.1 (See also ATC — ICAO RULES OF THE AIR — ANNEX 2 —
3.6.2.1.1), requires authorization for the application of strategic lateral offsets from the appropriate
ATS authority responsible for the airspace concerned.
Implementation of strategic lateral offset procedures shall be coordinated among the States
involved.
Strategic lateral offsets shall be authorized only in enroute airspace as follows:
PACIFIC
a. where the lateral separation minima or spacing between route centerlines is 28km (15 NM)
or more, offsets to the right of the centerline relative to the direction of flight in tenths of a
nautical mile up to a maximum of 3.7km (2 NM); and
b. where the lateral separation minima or spacing between route centerlines is 19km (10 NM)
or more and less than 28km (15 NM), while one aircraft climbs/descends through the level of
another aircraft, offsets to the right of the centerline relative to the direction of flight in tenths
of a nautical mile up to a maximum of 3.7km (2 NM); and
c. where the lateral separation minima or spacing between route centerlines is 11.1km (6 NM)
or more and less than 28km (15 NM), offsets to the right of the centerline relative to the
direction of flight in tenths of a nautical mile up to a maximum of 0.9km (0.5 NM).
The routes or airspace where application of strategic lateral offsets is authorized, and the proce-
dures to be followed by pilots, shall be promulgated in aeronautical information publications
(AIPs). In some instances, it may be necessary to impose restrictions on the use of strategic lat-
eral offsets, e.g. where their application may be inappropriate for reasons related to obstacle
clearance. Route conformance monitoring systems shall account for the application of SLOP.
The decision to apply a strategic lateral offset shall be the responsibility of the flight crew. The
flight crew shall only apply strategic lateral offsets in airspace where such offsets have been
authorized by the appropriate ATS authority and when the aircraft is equipped with automatic
offset tracking capability.
NOTE 1: Pilots may contact other aircraft on the inter-pilot air-to-air frequency 123.45 MHz to
coordinate offsets.
NOTE 2: The strategic lateral offset procedure has been designed to include offsets to mitigate
the effects of wake turbulence of preceding aircraft. If wake turbulence needs to be avoided, an
offset to the right and within the limits specified above may be used.
NOTE 3: Pilots are not required to inform ATC that a strategic lateral offset is being applied.
6 GUIDANCE FOR PILOTS AND CONTROLLERS FOR ACTIONS

IN THE EVENT OF AIRCRAFT SYSTEM MALFUNCTION OR
TURBULENCE GREATER THAN MODERATE
6.1 CONTINGENCY SCENARIOS
The following paragraphs summarize pilot action to mitigate the potential for conflict with other air-
craft in certain contingency situations. They should be reviewed in conjunction with the expanded
contingency scenarios which contain additional technical and operational details.
Scenario 1: The pilot is: (a) unsure of the vertical position of the aircraft due to the loss or
degradation of all primary altimetry systems, or (b) unsure of the capability to maintain
PACIFIC
cleared flight level (CFL) due to turbulence or loss of all automatic altitude control sys-
tems.
The Pilot should: ATC can be expected to:
Maintain CFL while evaluating the situation;
Watch for conflicting traffic both visually and by
reference to ACAS, if equipped;
If considered necessary, alert nearby aircraft by
(a) making maximum use of exterior lights;
(b) broadcasting position, FL, and intentions on
121.5 MHz (as a backup, the VHF inter-pi-
lot air-to-air frequency, 123.45 MHz, may
be used).
Notify ATC of the situation and intended course Obtain the pilot’s intentions and pass essential
of action. Possible courses of action include: traffic information.
(a) maintaining the CFL and route provided (a) If the pilot intends to continue in RVSM
that ATC can provide lateral, longitudinal or airspace, access traffic situation to deter-
conventional vertical separation. mine if the aircraft can be accommodated
through the provision of lateral, longitudi-
nal, or conventional vertical separation;
and, if so, apply the appropriate mini-
mum.
(b) requesting ATC clearance to climb above (b) If the pilot requests clearance to exit
or descend below RVSM airspace if the air- RVSM airspace, accommodate expedi-
craft cannot maintain CFL and ATC cannot tiously, if possible.
establish adequate separation form other (c) If adequate separation cannot be estab-
aircraft. lished and it is not possible to comply
with the pilot’s request for clearance to
exit RVSM airspace, advise the pilot of
essential traffic information, notify other
aircraft in the vicinity and continue to
monitor the situation.
Notify adjoining ATC facilities/sectors of the
situation.
PACIFIC
Scenario 2: There is a failure or loss of accuracy of one primary altimetry system (e.g.,
greater than 200 feet difference between primary altimeters).
The Pilot should:
Cross check standby altimeter, confirm the ac-
curacy of a primary altimeter system and notify
ATC of the loss of redundancy. If unable to
confirm primary altimeter system accuracy, fol-
low pilot actions listed in the preceding scenar-
io.
6.2 EXPANDED EQUIPMENT FAILURE AND TURBULENCE ENCOUNTER

SCENARIOS
Operators may consider this material for use in training programs.
Scenario 1: All automatic altitude control systems fail (e.g., Automatic Altitude Hold)
Initially
Maintain CFL
Evaluate the aircraft’s capability to maintain alti-
tude through manual control.
Subsequently
reference to ACAS, if equipped.
(b) broadcasting position, FL, and intentions
on 121.5 MHz (as a backup, the VHF in-
ter-pilot air-to-air frequency, 123.45 MHz,
may be used).
Notify ATC of the situation and intended course
of action. Possible courses of action include:
PACIFIC
Scenario 1: All automatic altitude control systems fail (e.g., Automatic Altitude Hold) (con-
tinued)
(a) maintaining the CFL and route provided (a) If the pilot intends to continue in RVSM
that the aircraft can maintain level. airspace, access traffic situation to deter-
mine if the aircraft can be accommodated
and, if so, apply the appropriate minimum.
or descend below RVSM airspace if the RVSM airspace, accommodate expedi-
aircraft cannot maintain CFL and ATC tiously, if possible.
cannot establish lateral, longitudinal or (c) If adequate separation cannot be estab-
conventional vertical separation. lished and it is not possible to comply with
the pilot’s request for clearance to exit
RVSM airspace, advise the pilot of essen-
tial traffic information, notify other aircraft
in the vicinity and continue to monitor the
situation.
Notify adjoining ATC facilities/sectors of the sit-
uation.
Scenario 2: Loss of redundancy in primary altimetry systems

If the remaining altimetry system is functioning Acknowledge the situation and continue to
normally, couple that system to the automatic monitor progress.
altitude control system, notify ATC of the loss of
redundancy and maintain vigilance of altitude
keeping.
PACIFIC
Scenario 3: All primary altimetry systems are considered unreliable or fail

Maintain CFL by reference to the standby altim-
eter (if the aircraft is so equipped).
Alert nearby aircraft by:
may be used).
Consider declaring an emergency. Notify ATC Obtain pilot’s intentions, and pass essential
of the failure and intended course of action. traffic information.
Possible courses of action include:
(a) maintaining CFL and route provided that (a) If the pilot intends to continue in RVSM
ATC can provide lateral, longitudinal or airspace, assess traffic situation to deter-
conventional vertical separation. mine if the aircraft can be accommodated
and, if so, apply the appropriate minimum.
or descend below RVSM airspace if ATC RVSM airspace, accommodate expedi-
cannot establish adequate separation from tiously, if possible.
other aircraft.
(c) If adequate separation cannot be estab-
lished and it is not possible to comply with
the pilot’s request for clearance to exit
RVSM airspace, advise the pilot of essen-
tial traffic information, notify other aircraft
in the vicinity and continue to monitor the
situation.
uation.
PACIFIC
Scenario 4: The primary altimeters diverge by more than 200 ft (60m)

The Pilot should:
Attempt to determine the defective system
through established trouble-shooting proce-
dures and/or comparing the primary altimeter
displace to the standby altimeter (as corrected
by the correction cards, if required).
If the defective system can be determined, cou-
ple the functioning altimeter system to the alti-
tude-keeping device.
If the defective system cannot be determined,
follow the guidance in Scenario 3 for failure or
unreliable altimeter indications of all primary
altimeters.
Scenario 5: Turbulence (greater than moderate) which the pilot believes will impact the air-
craft’s capability to maintain flight level
Subsequently
reference to ACAS, if equipped.
may be used).
Notify ATC of the situation and intended course
of action. Possible courses of action include:
PACIFIC
Scenario 5: Turbulence (greater than moderate) which the pilot believes will impact the air-
craft’s capability to maintain flight level (continued)
(a) maintaining CFL and route ATC can pro- (a) Assess traffic situation to determine if the
vide lateral, longitudinal or conventional aircraft can be accommodated through the
vertical separation. provision of lateral, longitudinal, or con-
ventional vertical separation; and, if so,
apply the appropriate minimum.
(b) requesting flight level change, if necessa- (b) If unable to provide adequate separation,
ry. advise the pilot of essential traffic informa-
tion and request pilot’s intentions.
(c) Notify other aircraft in the vicinity and
monitor the situation.
uation.
BRUNEI
GENERAL
The Air Traffic Rules and Procedures applicable to air traffic within the airspace of Brunei Darus-
salam conform to Annexes 2 and 11 to the Convention on International Civil Aviation, those por-
tions of the Procedures for Air Navigation Services — Rules of the Air and Air Traffic Services
applicable to aircraft and the Regional Supplementary Procedures applicable to the MID/ASIA
Region, except for the differences listed below.
Units of measurement used in all air and ground operations are as listed in the following table.
Measurement of Unit
Distance used in navigation position reporting, Nautical Miles and Tenths
etc., generally in excess of 2 to 3 nautical miles
Relatively short distances such as those relat- Meters
ing to aerodrome (e.g., runway lengths)
Altitudes, elevations and heights Feet (Meters)
Horizontal speed including wind speed Knots
Wind direction for landing and take-off Degrees Magnetic
Wind direction except for landing and take-off Degrees True
Weight Metric Tons or Kilograms
Time Hours and minutes, the day of 24 hrs beginning
at midnight UTC.
WGS-84 COMPLIANT
FLIGHT PROCEDURES
The holding and approach to land procedures in use throughout the Kota Kinabalu FIR conform
substantially to those contained in ICAO Doc 8168–OPS/611. Where differences exist they will be
indicated on either the appropriate chart or in the Special Procedure section of the text.
Where procedures have not been prescribed, airline operators will submit holding and/or instru-
ment approach procedures to the Director of Civil Aviation. Operators must accept full responsibil-
ity for such procedures and for the accuracy of any charts on which they are portrayed.
BRUNEI

Brunei does not publish State Airport Operating Minimums. Brunei publishes Obstacle Clearance
Altitudes (Heights) [OCA(H)].

ATS airspace classification for Brunei within Kota Kinabalu FIR.
Airspace classification have been applied in conformity with ICAO Standards and Recommended
Practices, except that:
a. Two-way communication is required also for VFR operating in Class G airspace;
b. VFR flights shall not operate above FL150 in controlled airspace;
c. VFR flights shall not operate above FL250 in uncontrolled airspace.

A flight plan shall be submitted for:
a. Any IFR flight;
b. Any VFR flight;
– departing from or destined for an aerodrome within a control zone;
– crossing Brunei CTR;
– operated along the designated VFR routes in the Brunei TMA;
– across the FIR boundary, i.e. of international flight.
Except for repetitive flight plans, a flight plan shall be submitted at least 60 minutes prior to depar-
ture, taking into account the requirements of ATS units in the airspace along the route to be flown
for timely information, including requirements for early submission for Air Traffic Flow Manage-
ment (ATFM) purposes.
ALTIMETER
The altimeter setting procedures in use generally conform to those contained in ICAO Doc 8168
Vol. 1 Part 6. Transition altitudes are given on the instrument approach charts. No aircraft should
therefore flight plan to cruise at altitudes 11,500 ft, 12,000 ft and 12,500 ft when operating in the
Kota Kinabalu FIR.
For flight at or below the transition altitude, within the lateral limits of Brunei CTR/TMA, the altime-
ter reference will be the Brunei airport QNH. Flight will therefore be conducted in altitudes.
Change from LOCAL QNH (set for departure) to AREA QNH will be made on leaving the TMA or
CTR after take-off.
Change from AREA QNH to LOCAL QNH will be made on entering the TMA or CTR.
A QFE altimeter setting will be made available on request but reports to ATC shall be made in
altitudes.
BRUNEI

ICAO REFERENCE
ANNEX 2
3.1.3 Vertical displacement is expressed in terms of flight levels at or above the transition level
and in terms of altitude when conducted at or below the transition level.
3.3.1.1.2.1 Unless specified by airport control units in respect of local flying, flight plans shall be
submitted for all flights.
4.1 Plane of division of notified height 3,000 ft above MSL is specified as at or above 3,000 ft or
below 3,000 ft. No consideration is given to 1,000 ft above terrain.
4.3 All flights shall be conducted in accordance with IFR during the hours between sunset and
sunrise.
5.2.2 & 5.3.1 The cruising levels prescribed are applicable only within controlled airspace.
PAN-RAC, DOC 4444/501/12

Part II
12.2 Within the Kota Kinabalu FIR a common transition altitude fixed at 11,000 ft and for flight at
or below the transition altitude the altimeter reference will be Area QNH and vertical displacement
will be in terms of altitude.
12.2.2 Because of slight pressure changes a common transition level is fixed at FL130 in the
Kota Kinabalu FIR, except for area 10 NM centered on Mount Kinabalu where the lowest safe alti-
tude is 15,000 ft and the lowest safe level is FL170.
12.3.3 Being fixed, transition levels are not normally specified to aircraft in approach and landing
clearance.
DOC 7030/3 (MID/ASIA)

Part I
1.1.1 Flight plans shall be submitted for all flights, unless accepted by Aerodrome Control Units
in respect of local flying.
1.2.1.1 Flights in uncontrolled airspace may be conducted under VFR by day.
FIJI ISLANDS
GENERAL
In general, the rules of the air and the air traffic services are in conformity with ICAO Standards,
Recommended Practices and Procedures.
The units of measurement used for aeronautical purposes in the Fiji Islands are in accordance
with the International System of Units (SI) units adopted as a standard in ICAO Annex 5. Annex 5
also specified the non-SI units for permanent use and alternate units for temporary use. Those
alternate units applicable to the Fiji Islands are listed in the following table.
Measurement of Unit
Distance used in navigation, position reporting Nautical Miles and Tenths
Altitudes and heights Feet
Speed including wind speed Knots
WGS-84 COMPLIANT
FLIGHT PROCEDURES
HOLDING
Holding procedures comply with ATC Chapter ICAO Flight Procedures (DOC 8168) Part IV Hold-
ing Procedures, Table “Holding Speeds ICAO DOC 8168 Volume I”.

Use of PANS-OPS
Instrument holding, approach, and departure procedures in the Fiji Islands are designed using cri-
teria contained in ICAO Document 8168–OPS/611 (PANS-OPS) VOL II.
Containment Within Controlled Airspace
Controlled airspace may not totally contain the navigational tolerances associated with holding,
approach, and departure procedures at controlled aerodromes.
Minimum altitudes specified on DME ARCs and holding procedures provide terrain and obstacle
clearance, but do not ensure flight is contained within controlled airspace.

The Fiji Is publishes Decision Altitude (Height) [DA/ (H)], Minimum Descent Altitude (Height)
[MDA/(H)] and visibility for landing. Ceiling and visibility are published for take-off and alternate.
There are no Cat II/III operations at airports in Fiji.
FIJI ISLANDS

GENERAL
ATS airspace is classified in accordance with ICAO Annex 11 Appendix 4.
Only classes A, D and G airspace are currently in use in the Fiji Islands.
SPEED
IFR: Maximum 250 KIAS below 10,000 ft AMSL.
VFR: Maximum 200 KIAS below FL200.
FIJI DOMESTIC SECTOR

The Fiji Domestic Sector is divided into two classes of airspace:
a. Class D (controlled airspace); and
b. Class G (uncontrolled airspace).
The Fiji Domestic Sector is designated RVSM Airspace from FL290 to FL410.

RNP AND RSVM PROCEDURES
In accordance with the ICAO Asia/Pacific Air Navigation Planning and Implementation Regional
Group's (APANPIRG) CNS/ATM implementation plan as well as Regional Supplementary Proce-
dures (Doc7030), Fiji implemented the 30 NM lateral and 30 NM longitudinal separation minima
(“30/30”) in the Nadi FIR Oceanic Airspace.
RNP approval is provided by the State of Registry or State of the Operator, as appropriate.
To be eligible for the application of RNP separation, aircraft must be:
a. RNP4 operationally approved; and
b. equipped with FANS-1/A; and
c. the crew trained in the use of ADS Contract (ADS-C) and CPDLC.
RNP compliance is indicated by inclusion of the letter “R” in field 10 (Equipment) of the ICAO
flight plan when any portion of the flight planned route passes through an active RNP designated
airspace.
RNP4 operational approval is granted by the State of Registry or State of the Operator. Fijian
operators must obtain an RNP4 Operational Certificate from CAAFI before undertaking RNP4
operations. Other operators should consult their relevant State authority. Guidelines for RNP4
operational approval have recently been included in the ICAO RNP Manual (Doc9613), Appendix
F.
Operators wishing to access 30/30 separation minima must annotate:
a. “J”, “R”, and “Z” in Item 10, Equipment; and
FIJI ISLANDS
b. “D” in Item 10, Surveillance Equipment; and

c. “NAV/RNP4” in Item 18.
Minimum lateral/longitudinal separation between RNP10 aircraft is 50 NM and RNP4 aircraft is 30
NM as permitted by ICAO Regional Supplementary Procedures (Doc 7030). In all other cases,
100 NM lateral or time-based longitudinal separation will be applied.
RVSM approval is required for aircraft to operate within RVSM airspace; however, non-RVSM air-
craft (including VFR) may request entry in-flight on an ad hoc basis. The operator must determine
that the appropriate State Authority has approved the aircraft and that it will meet the RVSM
requirements for the filed route of flight and any planned alternate routes. The letter “W” must be
inserted in field 10 (Equipment) of the ICAO flight plan to indicate RVSM approved aircraft.
Non-RVSM civil aircraft may not flight plan between FL290 and FL410 inclusive within RVSM air-
space, except that aircraft unable to fly to an appropriate destination at or below FL280 or at or
above FL430 may, after special coordination, flight plan within the RVSM stratum provided the air-
craft:
a. is being delivered for initial acceptance, change of ownership, or lease; or
b. was formerly RVSM approved but has experienced an equipment failure and is being flown
to a maintenance facility for repair to meet RVSM requirements and/or obtain approval; or
c. is being utilized for mercy or humanitarian purposes.
Operators requesting approval for non-RVSM approved aircraft must:
a. If departing from within the Nadi FIR, obtain approval from the Nadi ATM Centre by tele-
phone, normally not more than twelve hours and not less than four hours prior to ETD; or
b. If transiting the Nadi FIR, notify the Nadi ATM Centre after an approval is obtained from the
first affected center and prior to departure.
Minimum ATC separation between RVSM aircraft is 1000 ft. In all other cases between non-
RVSM aircraft or between a non-RVSM and an RVSM aircraft 2000 ft vertical separation will be
applied.
The following RNAV routes within the Nadi Oceanic FIR are RNP 10: A577, A578, A579, A580,
A584, A597, B450, B452, B474, B577, B578, B580, B581, B586, B590, B598, B599, B601, B602,
G223, G224, G329, G591, G593, R332, R450, R453, R587, and R599.
PACIFIC RVSM OFFSET PROCEDURES

The special procedures listed below are applicable to mitigate wake turbulence or distracting air-
craft system alerts (e.g. ACAS, Ground Proximity Warning System (GPWS) in Asia and Pacific
airspace) where RVSM is applied.
An aircraft that encounters wake turbulence or experiences distracting aircraft system alerts must
notify ATC and request a revised clearance change to avoid the condition. However, in situations
where such a revised clearance is not possible or practicable, the pilot may initiate the following
temporary lateral offset procedure with the intention of returning to track as soon as practicable:
FIJI ISLANDS
a. the pilot should establish contact with other aircraft, if possible, on the appropriate VHF inter-
pilot air-to-air frequency 123.45 MHz; and
b. one (or both) aircraft may initiate lateral offset(s), not to exceed 2 NM from the assigned
track, provided that:
1. as soon as practicable to do so, the offsetting aircraft notify ATC that temporary lateral
offset action has been taken and specify the reason for doing so (ATC will not normally
respond); and
2. the offsetting aircraft notify ATC when re-established on assigned route(s) or track(s).
In these contingency circumstances, ATC will not issue clearances for lateral offsets and will not
normally respond to actions taken by the pilots.
STRATEGIC LATERAL OFFSET IN THE NADI FIR AIRSPACE

The following procedures should be adhered to when applying offsets in the Nadi FIR:
a. Offsets are applied only in the Oceanic Airspace of the Nadi FIR by aircraft with automatic
offset tracking capability; and
b. The decision to apply a Strategic Lateral Offset is the responsibility of the flight crew; and
c. The offset shall be established at a distance of one or two nautical miles to the right of the
centerline relative to the direction of flight; and
d. The Strategic Lateral Offset Procedure has been designed for offsets to the right of the cen-
terline relative to the direction of flight in tenths of a nautical mile up to a maximum of 2 NM;
and
e. Pilots are not required to inform ATC that an offset is being applied.
TRAFFIC INFORMATION BROADCASTS BY AIRCRAFT (TIBA)

The VHF RTF frequency to be used will be promulgated by NOTAM, however, in the case of tem-
porary disruption occurring in controlled airspace, the VHF RTF frequency to be used within the
limits of that airspace will be the primary frequency used for the provision of an air traffic control
service within that airspace.
COLLISION AVOIDANCE UNDER TIBA

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 his aircraft, and this cannot be achieved
in accordance with the standard right-of-way provisions, the pilot should:
a. unless an alternative maneuver appears more appropriate, immediately descend 300 ft if
above FL290, or 500 ft if at or below FL290; and
b. display all available aircraft lighting that would improve the visual detection of the aircraft;
and
c. as soon as possible, reply to the broadcast notifying action being taken on the appropriate
TIBA frequency; and
FIJI ISLANDS
d. as soon as practicable, resume normal flight level/altitude, notifying the action on the appro-
priate TIBA frequency.
ATS COMMUNICATION FAILURE — NADI FIR

In the event of communication failures from ATS, the pilot of an aircraft should initiate TIBA proce-
dures.
In the event of communication failures from Nadi ATS, the following procedures shall apply:
a. Datalink failure: Revert to HF communications; or
b. Total Comms Failure: Auckland Radio will provide communications and relay with NADI
ATS.
ATS SURVEILLANCE AND PROCEDURES

GENERAL
Services Provided
ATS RADAR (Surveillance) services are provided by means of Automatic Dependent Surveil-
lance-Broadcast (ADS-B).
Pilots should note that a radar flight information service cannot provide collision avoidance infor-
mation on aircraft that:
a. do not have an operating ADS-B transponder; and
b. inadvertently penetrate transponder mandatory airspace beyond the range of the ADS-B.
Limitations of service will be advised by NOTAM.
AUTOMATIC DEPENDENT SURVEILLANCE-BROADCAST (ADS-B SURVEILLANCE)

ADS-B Coverage and Sites
Ground stations that are primarily for ADS-B coverage are located at:
– Delaikoro;
– Denarau;
– Lakeba;
– Lomolomo;
– Monasavu;
– Nadi Tower;
– Nagado;
– Nausori Tower; and
– Nawaka.
FIJI ISLANDS
These sites are spread throughout that portion of the domestic airspace that has frequent flights
or to extend the surveillance coverage of ADS-B equipped aircraft.
Coverage is line of sight to a ground station and can be out as far as 250 NM from elevated
ground stations such as Delaikoro or Monasavu for an aircraft at high altitude.
AIRCRAFT EQUIPPED WITH AN OPERATIVE ADS-B TRANSPONDER

When identified under Radar Control, an IFR flight equipped with an operative ADS-B trans-
ponder may discontinue updates to ETA and enroute position reports:
a. over designated reporting points and navigation aids;
b. on reaching or leaving assigned levels;
c. when transmitting full reports after changing frequency to a new ATC unit or sector.
All other position reports are required.
Aircraft without serviceable MODE C are required to carry out all standard altitude reporting pro-
cedures.
POSITION REPORTING ON DEPARTURE

At Nadi and Nausori Airports, where approach control is provided by Nadi Control (Radar), pilots
are required to report airborne as soon as practicable after take-off. Airborne reports must contain
the following information in the order listed:
a. identification: report radio callsign; and
b. altitude: report altitude to the nearest 100 ft followed by the phrase “CLIMBING TO” followed
by the cleared altitude or flight level of the initial portion of the flight.
POSITION REPORTING UNDER IFR — NADI FIR

GENERAL
The pilot of an aircraft flying in accordance with IFR must comply with the position reporting pro-
cedures detailed below:
a. After any frequency change, when no position report is required in accordance with the fol-
lowing procedures, pilots must advise callsign and cruise level or callsign and level climbing/
descending to; and
b. Except when aircraft are maintaining an ATC required speed, any variation of average true
airspeed, between reporting points, of plus or minus five percent must be notified to ATC as
soon as possible; and
c. When it becomes apparent that an estimate previously submitted is in error by in excess of
two minutes, pilots must immediately report to ATC a corrected estimate for the next signifi-
cant point. This does not apply when reporting position via ADS-C.
FIJI ISLANDS
ALTIMETER SETTING PROCEDURES — NADI FIR

The pilot of an aircraft flying within the Nadi FIR must maintain vertical position by reference to the
standard pressure value of 1013.2 hPa, except that:
a. Within the Nadi, New Caledonia and Vanuatu QNH Zones vertical position must be main-
tained by reference to the Zone QNH. The pilot of an aircraft landing and taking off must use
the appropriate airport QNH.
b. Where the airport or heliport of destination or departure is not within a QNH Zone (e.g. at
Funafuti), aircraft should use the appropriate airport QNH value when at or below 11,000 ft
within 100 NM of the shoreline of the landmass on which the destination or departure airport
or heliport is situated.
Aircraft entering the Fiji Domestic Sector are required to remain on 1013.2 hPa to the CTA boun-
dary and then comply with the altimeter setting procedures detailed below.
Aircraft entering the Nadi FIR from Fiji Domestic Sector, must, if on QNH, change to 1013.2 hPa
at the CTA boundary.
ALTIMETER SETTING PROCEDURE — FIJI DOMESTIC SECTOR

Within Fiji Domestic Sector the pilot of an aircraft cruising:
a. At or above the transition level of FL130 must maintain vertical position by reference to the
standard pressure value of 1013.2 hPa; and
b. At or below the transition altitude of 11,000 ft must maintain vertical position by reference to
the QNH altimeter setting.
The pilot of an aircraft climbing or descending must:
a. when climbing above 11,000 ft, set the altimeter to 1013.2 hPa; and
b. when descending through FL130, set the altimeter to the appropriate area or airport QNH.
The transition layer, between 11,000 ft and FL130, can only be used for ascending or descending,
or for cruising provided the aircraft has ATS approval. When cruising between 11,000 ft and the
transition level of FL130, the pilot must maintain vertical position by reference to the altimeter set-
ting as advised by ATC.
PERFORMANCE-BASED COMMUNICATION AND SURVEILLANCE (PBCS) WITHIN

THE NADI FIR
Fiji has implemented Performance-Based Communication and Surveillance (PBCS) in accord-
ance with the ICAO provisions to support the Performance-Based reduced horizontal separation
minima application using data link.
Fijian registered air operators and private operators will be required to obtain a Fiji Letter of
Authorization (LOA) for Required Communications Performance specification (RCP 240) and
Required Surveillance Performance specification (RSP 180) from CAAF in order to be eligible for
PBCS reduced separation standards within the Nadi FIR.
FIJI ISLANDS
The PBCS provision applies RCP 240 and RSP 180 specifications to the application of 55.5km
(30 NM) and 93km (50 NM) longitudinal separation minima and application of a 55.5km (30 NM)
lateral separation minimum.
There will be no introduction of any new airspace separations with the introduction of PBCS. How-
ever, existing application of performance-based reduced separation standards, as per ICAO DOC
4444, will, as of March 29, 2018, become subject to PBCS authorization of participating aircraft
within the Nadi Flight Information Region (FlR).
This affects the following separations currently in use:
– 30 NM lateral; and
– 30 NM and 50 NM longitudinal.
Aircraft operators conducting flights in the Nadi FIR, where separations are dependent on Per-
formance-Based Communication and Surveillance (PBCS), shall start using RCP/RSP indicators
in their flight plans as soon as possible, however, no later than March 29, 2018.
The application of existing and planned RNAV- and RNP-based 50 NM and 30 NM longitudinal
and 30 NM lateral separation minima shall continue, subject to the conditions that:
a. PBCS monitoring is in place; and
b. Performance-based horizontal separation using PBCS designators in flight plans is imple-
mented as soon as practically possible.
For details of PBCS, refer to Jeppesen ATC — “Performance-Based Communication and Surveil-
lance (PBCS) – DOC 9869”.
MANDATORY BROADCAST ZONES (MBZ)

MBZ are established to provide increased protection to aircraft in areas of uncontrolled airspace
where high density or special operations may occur.
A pilot is required to transmit position and intention reports on specified frequency at entry, exit
and at least every 5 minutes (unless varied) while operating within the MBZ. As an extra safety
measure landing lights or anti-collision lights must be used when fitted.
Non-radio (NORDO) aircraft must not enter a MBZ unless they have another station, such as an
ATS unit or an aircraft, broadcasting the required reports on their behalf.
FIJI ISLANDS
Mandatory Broadcast Zones

Frequency (MHz), re-
Name Vertical Limits Remarks
ports
Natewa Surface to 122.9, Pilots of aircraft enroute to a
2500 ft 5 min. Vanualevu destination from the
South shall change to frequen-
cy 122.9 MHz and contact the
appropriate FSS at the boun-
dary.
Mamanuca Surface to 118.5
1200 ft
Procedure below shall be applied in the Mamanuca MBZ:

a. Flight operations shall be limited to within the vertical limit of the area;
b. Entry into and exit from the MBZ shall be via the designated VFR reporting points on the
Control Zone boundary;
c. Communication between aircraft operation within the area shall be on Frequency 118.5 MHz;
d. All flights vacating the area for the Control Zone below 2500 ft shall listen out on 126.7 MHz
as appropriate for traffic information at least 5 minutes prior to contacting Nadi Tower for
clearance into the zone;
e. Entry into the Control Zone shall only be permitted once ATC clearance is received.
f. In-flight emergency notifications within the area shall be the responsibility of the pilot. Pilots
shall notify Nadi Information of any in-flight emergency on 126.7 MHz.
g. All flights departing the Control Zone for extensive operations within the Sector (either opera-
tions of 1 hour or more and including multiple legs within the Sector) shall warrant the notifi-
cation of a SARTIME to Nadi Tower on 118.1 MHz. The SARTIME shall be the equivalent of
the Estimated Departure Time from the airport of departure for the Control Zone.
h. For any revisions to the SARTIME, pilots shall notify Nadi Information on 126.7 MHz. If
unable, notify Nadi Information via phone on either 6731 806 or 6731 807.
i. In instances where company operations are conducting their own flight following for opera-
tions and search and rescue purposes, this shall be notified in the flight plan.
DIFFERENCES FROM ICAO STANDARDS AND RECOMMENDED

PRACTICES
ICAO ANNEX 2 — RULES OF THE AIR (9th Edition)
Appendix 1
FIJI ISLANDS
para 2 No signals are prescribed for use in the event of interception there being no military air
forces within the Fiji islands.
para 3 No signals are prescribed to warn aircraft to their proximity to established Prohibited areas.
DOC 8168 — PROCEDURES FOR AIR NAVIGATION SERVICES — AIRCRAFT

OPERATIONS
para 1.1.3 A common transition level is established over the area of Fiji based on the area QNH
measured at Nadi, but in no case being less than FL130.
para 1.3.2 QNH altimeter settings are available at Nadi and Nausori airports.
DOC 4444 — PROCEDURES FOR AIR NAVIGATION SERVICES — AIR TRAFFIC

MANAGEMENT
para 12.3.5 QFE altimeter setting is not provided.
FRENCH PACIFIC OS TERR
GENERAL
In general, air traffic rules and procedures are in conformity with ICAO Standards, Recommended
Practices and Procedures.
FRENCH OVERSEAS TERRITORIES WITHIN THE PACIFIC ICAO REGION

French Polynesia (Tahiti Fir)
– Austral Is
– Gambier Is
– Marquesas Is
– Society Is
– Tuamotu Is
Futuna Is (Nadi Fir)
New Caledonia (Nadi FIR)
– Loyalty Is
– New Caledonia
Wallis Is (Nadi FIR)
Units of measurement used in aeronautical publications and NOTAM are as listed in the following
table.
Measurement of Unit
Distances used in navigation Nautical Miles and Tenths
Altitudes, elevations, heights, dimensions on Meters,1 Feet
airports and short distances
Horizontal speed Knots
Vertical speed Meters Per Second
Wind speed Knots
Cloud altitudes and heights Meters
Visibility Kilometers or Meters
Measurement of Unit
Time Hours and Minutes UTC unless local time is
stated.
1 Altitudes and Heights on Instrument Procedure and Enroute charts
WGS-84 COMPLIANT
FLIGHT PROCEDURES
HOLDING
Particularities of Entries into a VOR DME Holding Pattern
Entries in a VOR DME holding pattern can be done as follows:
– by following the inbound track of the holding pattern;
– by following a published track;
– in cases of radar vectoring, aircraft must follow regulatory protected tracks.
The entry point is:
– either the holding pattern fix;
– or the end of flying distance fix.

French criteria for instrument flight procedures design stem from ICAO Document 8168, Volume
III (PANS-OPS). General criteria are very similar but some differences exist for specific proce-
dures. Procedures may also be designed in accordance with the criteria set in ICAO Document
8168 Volume II (PANS-OPS) or in ICAO Document NR 9905 (RNP-AR Manual).
When an aircraft has been allotted landing number one and when it is known that it is making use
of the QFE to end its approach, the position of this aircraft in the vertical plane is expressed as a
function of its height in relation to the QFE reference level during that part of the flight during
which the QFE may be used, essentially during final approach. This height is expressed in rela-
tion to the altitude of the airport. However, in the case of an IFR approach, height is expressed in
relation to the elevation of the runway threshold:
– for all precision approaches;
– for all non precision approaches when the threshold is more than 2m (7') below the airport ele-
vation.
Selection of the altimeter settings used during the missed approach procedure depends on
whether the procedure can or cannot be carried out below the transition altitude.
PBN Procedures
The PBN approach procedures published in IAC charts are either nonprecision approaches
(LNAV) approaches with vertical guidance (LNAVVNAV and LPV) or precision approaches (LPV
200 ft). They are identified with the “RPN RWY xx” title and with the associated minimum box.
They are defined using criteria complying with those of ICAO PANS-OPS.
To follow a PBN approach procedure (intermediate, final and missed approach), the aircraft must
be equipped with a navigation system certified in compliance with the RNP specification (APCH)
of the ICAO Doc 9613, “PBN Manual”.
PBN Procedures in Terminal Area Published with the “RNP-1” Mention
PBN procedures in terminal area (SID and STAR) published with « RNP-1» identification are
available for aircraft equipped with a navigation system in compliance with this navigation specifi-
cation.
These procedures are protected for GNSS only.
PBN Procedures in Terminal Area Published with “RNAV-5” Mention
Not used in New Caledonia and Wallis et Futuna.

France publishes Decision Height (DH), Minimum Descent Height (MDH), and visibility for land-
ing. Visibility is published for take-off. Obstacle Clearance Heights (OCH) are published for selec-
ted procedures.
Jeppesen Charted minimums are not below State minimums.
INSTRUMENT DEPARTURE PROCEDURES

Turning Departures
The lowest height at which a turn may be initiated is 90m (295') above the departure end of the
runway (DER). There are two types of turning departures to consider:
Initial Turn — A turn made at a height of less than 300m (1000') or at a distance of less than 3.2
NM from the DER.
Turn After Initial Climb — A turn made at a height or distance greater than that for an “initial
turn.”
Departure procedure maximum indicated airspeed (KIAS) for initial turn and turn after initial climb
procedures are indicated in the following table for each category of aircraft.
Aircraft Category Initial Turn Turn After Initial Climb

A 120 120
B 145 165
Aircraft Category Initial Turn Turn After Initial Climb

C 175 265
D 205 290

ICAO standard airspaces classification have been designated for the French Pacific Overseas
Territories as follows:
FRENCH POLYNESIA (TAHITI FIR)

Class A — Tahiti OCA FL195 to FL660;
Class E — Tahiti OCA FL45 to FL195;
Class G — Tahiti FIR, excluding CTRs, surface to FL45 and above FL660.
FUTUNA AND WALLIS IS (NADI FIR)

Class A — Nadi OCA FL200 to FL460;
Class D — Nadi OCA 9500’ to FL200;
Class G — Nadi FIR surface to UNL.
NEW CALEDONIA (NEW CALEDONIA SECTOR OF THE NADI FIR)

Class A — OCA and Noumea TMA FL195 to FL245;
Class D — OCA 9500' to FL195.
NOTE: Magenta and Ile des Pins CTRs and sectors of the Noumea TMA, and the Lifou TMA and
CTR airspaces revert to Class G airspace outside the hours of airport control.

IN-FLIGHT PROCEDURES WITHIN TAHITI RNP AIRSPACE
TAHITI Oceanic FIR is declared “RNP airspace” within vertical limits FL245 and FL600.
Performance Based Communications and Surveillance (PBCS) is applied in the RNP airspace of
TAHITI Oceanic FIR for the application of reduced performance based separation standards. To
be eligible FANS1/A datalink equipped aircraft must achieve Required Communications Perform-
ance (RCP240) and Required Surveillance Performance (RSP180) standards. For details of
PBCS refer to Jeppesen ATC-Chapter — PERFORMANCE BASED COMMUNICATION AND
SURVEILLANCE (PBCS) — DOC 9869.
In order to access ATC reduced separation in RNP certified airspace, aircraft must be certified
RCP240 and RSP180, and operators practicing in the designated area must have obtained an
operational approval or an acknowledgment of receipt of the PBCS file by their State of Registry.
Aircraft operators using FANS1/A CPDLC and ADS-C in the TAHITI Oceanic FIR shall register on
the FANS Central Reporting Agency (CRA) website at http:/www.fans-cra.com and participate in
the regional monitoring and problem reporting programs.
Aircraft operators wishing to access 30/30 separation minima must indicate in their flight plan the
navigation and surveillance equipment available on board.
Subject to the availability of the conditions of surveillance (ADS-C connection active), of direct
communication Pilot/Controller (HF, VHF or CPDLC) and of navigation requirements required
(RNP), minimum lateral and longitudinal separation applicable is 30 NM between two aircraft. A
lateral and longitudinal of 50 NM separation of 50 NM will be applied between an RNP4 aircraft
and a RNP10 aircraft or between two RNP10 aircraft. In all other cases, 100 NM lateral or time-
based longitudinal separation will be applied.
When aircraft are unable to meet RNP criteria, pilots must advise ATC:
a. 30 minutes prior to entry to RNP airspace; or
b. immediately, when within 30 min of, or within RNP airspace.
ATC will endeavour to accommodate aircraft not meeting RNP criteria within the designated air-
space. Aircraft meeting RNP4 will be given priority over aircraft not meeting RNP4 criteria, subject
to the traffic disposition.
IMPLEMENTATION OF REDUCED LATERAL AND LONGITUDINAL SEPARATION

MINIMA IN TAHITI FIR
This is to inform air users of the implementation of reduced separations of 30 NM, both lateral and
longitudinal, between RNP4 certified aircraft in Tahiti FIR between FL245 and FL600.
For Tahiti FIR, the implementation of this reduction of separation minima is the last step in the
process of regional integration in order to meet ICAO requirements for continuous operation
between FIR.
Please note that RNP10 and non-RNP flights can still operate in Tahiti FIR between FL245 and
FL600 but will not benefit in this airspace from reduced 30 NM lateral and longitudinal separa-
tions.
General
French Polynesia implements reduced lateral separations of 30 NM/longitudinal separations of
30 NM between RNP4 approved aircraft between FL245 and FL600 in Tahiti FIR, in line with the
separation minima applicable at the same flight levels in adjacent FIR.
In order to benefit from ATC reduced separation of 30 NM, both lateral and longitudinal in Tahiti
FIR between FL245 and FL600, aircraft operators must have RNP4 capacity in accordance with
the provisions prescribed by their supervisory authority.
Flight Planning and ATC Procedures

Filing of Flight Plan
Aircraft operators wishing to benefit from ATC reduced separation of 30 NM, both lateral and lon-
gitudinal will need to pay extra attention when filling in items 10a, 10b and 18 of their flight plan
and must also mention RNP, CPDLC and ADS-C capability.
ATC Procedures
Depending on the availability of:
– surveillance conditions (active ADS-C connection);
– direct Pilot/Controller communications (HF, VHF or CPDLC);
– and onboard navigation requirements (RNP10 or RNP4, RSP180 and RCP240);
the relevant minimum lateral and longitudinal separation will be:
– either 30 NM between two aircraft with RNP4 capabilities;
– or 50 NM whenever:
• aircraft have RNP10 capability; or
• one aircraft has RNP10 capability and the other has RNP4.
In-flight Procedures
When an aircraft is no longer able to meet RNP criteria, the pilot-in-command should notify ATC:
a. 30 minutes before entering the airspace where the RNP criteria apply; or
b. immediately, when the impossibility of meeting the RNP criteria is detected:
– less than 30 minutes before entering the airspace where the RNP criteria apply, or
– inside this airspace.
POSITION REPORTING IN TAHITI OCEANIC FIR

General
When on ATS routes, the pilot must report position at compulsory reporting points and waypoints.
The pilot must also report position at intersection waypoints where these are used in the route
field of the flight plan.
Aircraft that have deviated off-track are to report abeam any reporting point or waypoint.
Additional position reports are to be transmitted as requested by ATC.
Using Voice
When reporting using voice the AIREP form of report is to be used.
When on ATS routes, aircraft must transmit sections 1 & 3 at designated compulsory ATS/MET
reporting points and waypoints (designated by a black triangle in a square), and section 1 of the
AIREP at other designated compulsory reporting points and waypoints.
When on uncharted routes, aircraft must transmit section 1 of the AIREP at all fixes defining the
route.
Means of Communication
In Tahiti OCA, means of communication are the following:
– CPDLC: as primary means for data link equipped aircraft (FANS 1/A);
– Direct HF:
i) as primary means for non data link equipped aircraft, and;
ii) as backup communication medium if CPDLC failed.
– VHF when in Tahiti VHF coverage areas.
– SATCOM:
i) When an aircraft is unable to establish or re-establish contact with the ATC by the means
mentioned above will use SATCOM voice for non-routine and safety related situations.
Variation in True Airspeed
Except when aircraft are maintaining an ATC required mach number, any variation of average
true airspeed, between reporting points, of plus or minus five per cent shall be notified to ATC as
soon as possible.
Revisions of Estimates
Except when reporting position via ADS, pilots must report immediately to ATC a corrected esti-
mate for the next significant point at any time, it becomes apparent that an estimate previously
submitted is in error in excess of 2 minutes.
DATA LINK SERVICES PROVIDED WITHIN TAHITI FIR

Data Link Services provided by Tahiti Center within FIR NTTT.
FANS 1/A Data Link Operations are in accordance with regional agreements and ICAO standards
defined for provision of Data Link Services.
Air Traffic Services Data Link Operations
ATS Data Link Operations are provided within Class A, D, E and G airspaces.
The ATS Data Link applications, which use the SITA SAT, will be addressed to FANS 1/A equip-
ped aircraft.
Flight crews using these Data Link facilities must be trained in the use of Data Link equipment to
a level approved by the State of Registry.
Receipt of a Logon Request will notify ATC that flight crews meet this requirement.
The Data Link applications supported by Tahiti ground system TIARE are Controller Pilot Data
Link Communications (CPDLC) and Automatic Dependent Surveillance (ADS).
Before ADS and CPDLC connections can be established with Tahiti ATC Center, an initial
AFN_LOGON must be performed by the pilot in accordance with company procedures. This is
achieved by sending the AFN Contact message (FN_CON) to the ground system.
Logon Procedures
ATS Designator
The Tahiti ICAO Facility designation is: NTTT.
The Tahiti ACARS Address is: PPTCDYA.
Initial Logon (Pilot Initiated)
From aircraft proceeding inbound to Tahiti FIR from a non-CPDLC capable FIR or departing from
airports in Tahiti, ATC will accept 1st LOGON between 15 minutes and 45 minutes prior to enter-
ing FIR NTTT.
Nevertheless Tahiti ATC requests initial LOGON at the earliest 30 minutes prior to Estimate FIR
Boundary or for departing traffic at any time after passing FL100 or as instructed by ATC.
Address Forwarding Process
OUTBOUND TRAFFIC
Aircraft departing Tahiti airspace to an adjoining CPDLC capable FIR can expect to be address
forwarded to that FIR prior to crossing FIR boundary.
This process is achieved in accordance with local agreement with the adjacent ATS Unit.
INBOUND TRAFFIC
For inbound flights from upstream Data Link equipped centers, Tahiti requirements are as follows:
– Connection Management Requirement: LOGON is required at the earliest 35 minutes prior to
Estimate FIR Boundary;
– CPDLC Connection Transfer: required at least 5 minutes prior to Transfer of Control Point
(TCP) unless otherwise coordinated;
– Crossing FIR Boundary: Tahiti requests voice communication instruction as follows: “MONI-
TOR NTTT CENTER [Frequency]*”
(*Frequencies as those assigned during Coordination)
And one CPDLC position report.
Aircraft filing a SELCAL Code in FPL Item 18 will be assumed to have serviceable SELCAL
and be maintaining a SELCAL watch on the HF frequency advised in the monitor instruction
passed by the transferring CPDLC authority.
Application CPDLC
General
CPDLC will be the primary means of communications between ATC and FANS 1/A equipped air-
craft.
Voice will be used as the backup communications medium.
The provision of Pre Departure Clearance (PDC) via CPDLC to departing aircraft is not available.
Controller/Pilot dialogues opened by CPDLC must be closed by CPDLC.
Message Restrictions
Tahiti requires not to use element “CRUISE [altitude]” in CPDLC messages.
Position Reporting
Tahiti requires an initial CPDLC [position report] at FIR Boundary entry point then ADS reporting
only.
ADS Application
Pilots must ensure that ADS is left armed during flight progression within Tahiti FIR.
ADS Contracts will be established automatically upon successful Logon.
The Vertical Rate Change event contract is not used by Tahiti.
The default rate of Periodic Contract is set to 14 minutes in all airspaces of the Tahiti FIR.
Following initial CPDLC position report on first contact, ADS reporting will fulfil normal position
reporting requirements within the FIR.
Neither CPDLC nor Voice position reports will be required while ADS is operational.
AUTOMATIC DEPENDENT SURVEILLANCE-BROADCAST (ADS-B)

An aircraft carrying 1090 MHz extended squitter (1090ES) ADS-B equipment shall disable ADS-B
transmission in the Tahiti FIR unless:
a. The aircraft emits position information of an accuracy and integrity consistent with the trans-
mitted value of the position quality indicator; or
b. The aircraft always transmits a value of 0 (zero) for one or more of the position quality indica-
tors (NUCp, NIC, NACp, or SIL); or
c. The operator has received an exemption granted by the appropriate ATS authority (the State
service of civil aviation in French Polynesia – SEAC/PF); or
d. If this does not result in loss of information on the position and identity of the aircraft.
Certification of the on-board equipment providing the ADS-B OUT function according to one of the
following documents ensures compliance with the conditions defined in §1.6.3-a) here above:
1. European Aviation Safety Agency (EASA) AMC 20-24; or
2. European Aviation Safety Agency – Certification Specifications and Acceptable Means of

Compliance for Airborne Communications, Navigation and Surveillance Subpart D – Surveil-
lance (SUR) (CS-ACNS.D.ADS-B); or
3. FAA AC No. 20-165A (or later versions) – Airworthiness Approval of ADS-B; or
4. Configuration standards reflected in Appendix XI of Civil Aviation Order 20.18 of the Civil
Aviation Safety Authority of Australia.
PROVISIONS REGARDING RADIO COMMUNICATIONS AT NON-CONTROLLED

AIRPORTS
When an airport is provided with a control tower or an AFIS center and these are out of service,
pilots shall use the frequency assigned to the tower or AFIS center.
When neither of these services are available, pilots shall use the self information frequency
assigned to the airport, failing this, they shall operate on 123.5 MHz.
Pilots-in-command of aircraft equipped with radio communication equipment shall make position
reports, state their intentions and inform the AFIS center of any subsequent modifications or, if not
available do the same via a self information procedure as follows:
On Arrival
– before joining the airport traffic;
– on the downwind leg;
– on the base leg;
– when the runway is clear;
– on the apron.
On Departure
– on the apron before starting to move;
– at stop point(s) before entering the runway;
– when lined up before take-off;
– when leaving the airport traffic.

ICAO REFERENCE
ANNEX 11
2.6.1 Exemption possibility. Implementing Regulation (EU) No 923/2012 paragraph SERA.6001
allows aircraft to exceed the 250 knot speed limit where approved by the competent authority for
aircraft types, which for technical or safety reasons, cannot maintain this speed.
KIRIBATI
GENERAL
Units of measurement used in air and ground operations are in accordance with ICAO Annex 5
(either SI or Non-SI) as listed in the following table.
Measurement of Unit
Distance used in navigation position reporting, Nautical Miles and tenths
etc.
Relatively short distances such as those relat- Feet
ing to airport (e.g., runway lengths)
Visibility Statute Miles and Fractions
NOTE: Visibility of less than 5 km may be given
in meters.
Runway visual range Hundreds of Feet
Altimeter setting Inches of Mercury
Mass Pounds
Volume U.S. Gallons
Time Seconds, Minutes, Hours, Day, Week, Month,
Year. The day of 24 hrs beginning at midnight
UTC.
WGS-84 COMPLIANT
FLIGHT PROCEDURES
HOLDING
Maximum holding speeds comply with Table IV-I-2, published on AIR TRAFFIC CONTROL –
International Civil Aviation Organization Flight Procedures. Except, unless otherwise published:
KIRIBATI
a. jet maximum speeds in the table are only applicable for Christmas I (Cassidy Intl) and
Tarawa (Bonriki Intl), and all enroute holding.
b. at other aerodromes, holding speeds are limited to those published for propeller aircraft; i.e.,
up to and including FL140 – 170 KIAS, above FL140 – 175 KIAS. However, where terrain or
other circumstances dictate, a specific speed limitation for holding is depicted on the instru-
ment approach chart.
Aircraft unable to comply with the above speed restrictions are to advise ATC and request clear-
ance for holding at an acceptable speed. This may result in an ATC requirement for an increase
in the minimum holding altitude.

Instrument approach procedures are based on those contained in the new PANS-OPS, Document
8168, Volume II.

Kiribati publishes MDA(H) and visibility for landing. Ceiling and visibility are published for take-off
and alternate.
Jeppesen charted minimums are not below state minimums.

Within the Auckland CTA/FIR and Nadi FIR ICAO standard airspaces and procedures are appli-
cable.

Aircraft in flight over the high seas within the Nadi FIR must operate in accordance with the provi-
sions of ICAO Annex 2. Flights must be conducted in accordance with IFR (even when not oper-
ating in IMC) when operating more than 100 NM seawards from the shoreline within controlled
airspace.
If an aircraft on a long over-water flight inadvertently deviates from the route specified in the ATC
clearances, immediate action must be taken to regain the route. Action must not be delayed in
anticipation of a re-clearance being obtained.
Where the aerodrome of departure or destination is not within a QNH zone, aircraft must use the
appropriate aerodrome QNH when at or below 11,000' within 100 NM of the shoreline of the land
mass on which the departure or destination aerodrome is situated.
Facilities for night operations are not available in Kiribati. Pilots must plan their flights so as to
land at their destination and to allow for sufficient time to divert to their selected alternate and to
arrive there before the end of civil twilight.

None published.
MALAYSIA
GENERAL
The air traffic rules and procedures applicable to air traffic within the Kuala Lumpur FIR and Kota
Kinabalu FIR conform with Annexes 2 and 11 to the Convention on International Civil Aviation,
Civil Aviation Act 1969, Malaysian Civil Aviation Regulation 2016 and to those portions of the Pro-
cedures for Air Navigation Services – Rules of the Air and Air Traffic Services, and the Regional
Supplementary Procedures applicable to the region, except for the differences listed below.
Measurement of Unit
Distances used in navigation, position reporting, etc.,
Nautical Miles and Tenths
generally in excess of 2 to 3 NM
Relatively short distances such as those relating to air-
Meters
port (e.g., runway lengths)
Wind direction for landing and takeoff Degrees Magnetic
Wind direction except for landing and takeoff Degrees True
Hours and Minutes, the day of 24 hrs
Time
beginning at midnight UTC
WGS-84 COMPLIANT
FLIGHT PROCEDURES
GENERAL
The Standard Arrival Routes, Standard Departure Routes, Holding, Instrument Approach, Landing
and Missed Approach in use throughout the Kuala Lumpur and Kota Kinabalu FIRs conform sub-
stantially with those contained in ICAO DOC 8168 – Procedures For Air Navigation Services –
Aircraft Operations (PANS-OPS). Where differences exist they will be indicated on the appropri-
ate chart.
MALAYSIA

An aircraft approaching an airport under IFR for the purpose of making a landing shall conform to
the holding and instrument approach procedures for the radio navigation aid employed as prescri-
bed in the appropriate terminal charts. Where procedures have not been prescribed, airline opera-
tors will submit such approach procedures to the Chief Executive Officer of Civil Aviation Authority
of Malaysia. Operators must accept full responsibility for such procedures and for the accuracy of
any charts on which they are portrayed.
When an aircraft making an instrument approach by day establishes continuous visual reference
with the ground or water above the minimum altitude, it may discontinue instrument approach.
The pilot-in-command shall be solely responsible for ensuring obstacle clearance from the time
visual flight is assumed. In all cases ATC approval shall be obtained.

Except for visibility published for Circle-to-Land on selected procedures, Malaysia does not pub-
lish State Airport Operating Minimums on procedures designed to the new PANS-OPS. For these
procedures Malaysia publishes Obstacle Clearance Altitudes (Heights) [OCA(H)].

Airspace classification have been applied in conformity with ICAO Standards and Recommended
Practices, except two-way communications is required also for aircraft in Class G airspace.
Where ATS airspace adjoin vertically, i.e. one above the other, flight at a common level would
comply with requirements of, and be given services applicable to, the less restrictive class of air-
space. Example: Class B airspace shall be considered less restrictive than Class A airspace.
Classes of airspace D, E and F are not used in Kuala Lumpur and Kota Kinabalu FIRs.
PERFORMANCE-BASED COMMUNICATION AND SURVEILLANCE (PBCS)

The PBCS concept provides a framework to apply RCP and RSP specifications to ensure the
acceptable communication and surveillance capabilities and performance of an operational
system.
Operator should continue to use CPDLC and ADS-C in accordance with policies established by
the State of Registry or State of the Operator.
Operator obtaining approval in accordance with National regulations (State of the Operator or
State of Registry) should ensure that the procedures, system and services in operations and
maintenance programs meet the allocated criteria interoperability standards and RCP/RSP speci-
fications.
Separation Minima
A Performance-Based Longitudinal Separation minima of 50 NM may be applied between RNP10
approved aircraft on ATS routes N571, P574, P627, L645, P628 and L510 which either LOGON
to CPDLC or are within VHF radio range as the primary means of communication.
MALAYSIA
RCP240 and RSP180 performance specifications shall be required for the application of the Per-
formance-Based Longitudinal Separation minima in accordance with PANS-ATM (Doc 4444)
paragraph 5.4.2.9.2.
Otherwise, longitudinal separation of 10 minutes between RNAV equipped aircraft applying Mach
Number Technique (MNT) separation minima may be applied between aircraft in situation where
RCP240 / RSP180 performance requirement could not be complied.
For details of PBCS, refer to Jeppesen ATC — PERFORMANCE-BASED COMMUNICATION
AND SURVEILLANCE (PBCS) – Doc 9869.
RVSM PROCEDURES IN THE KUALA LUMPUR AND KOTA KINABALU FIR

RVSM airspace is prescribed within the Kuala Lumpur FIR within controlled airspace between
FL290 and FL410 (inclusive). RVSM levels will be assigned to RVSM approved aircraft operating
on ATS/RNAV routes stated below:
a. P574, N571 and P628 would be assigned the westbound levels FL300, FL340, FL360
(FL360 is subject to coordination), FL380 and FL400. All eastbound levels would be availa-
ble except FL290.
b. P627 and L645 would be assigned the westbound levels FL320 and FL360 (FL360 is subject
to coordination). All eastbound levels would be available subject to coordination with FL290
as No-PDC.
c. M751 would be assigned the westbound levels FL300, FL320, FL340, FL360, FL380 and
FL400. All eastbound levels would be available except FL310 and FL390.
d. In all other ATS/RNAV routes other than mentioned above, assignment of cruising levels are
in accordance with the ICAO Table of Cruising Levels as published in ICAO Annex 2, Appen-
dix 3, Table (a).
RVSM Cruising Levels
a. RVSM approved acft eastbound on ATS routes G460 (VKG - VSI - VBU - BRU) and G580
(VKG - VMH - VMY - BRU) shall be assigned FL290, FL310, FL330, FL350, FL370, FL390
and FL410.
b. RVSM approved acft westbound on ATS routes G460 (BRU - VBU - VSI - VKG) and G580
(BRU - VMY - VMH - VKG) shall be assigned FL300, FL320, FL340, FL360, FL380 and
FL400.
c. RVSM approved acft eastbound on ATS route M768 (BRU-MAMOK) shall be assigned
FL290, FL330, FL370 and FL410.
d. RVSM approved acft westbound on ATS route M768 (BRU-MAMOK) shall be assigned
FL300, FL340 and FL380.
e. RVSM approved acft eastbound on ATS routes R223, P648, M522 (MAMOK-VJN) and
B348 (BRU - VJN - OSANU) shall be assigned FL310, FL350 and FL390.
f. RVSM approved acft westbound on ATS route P648 shall be assigned FL320, FL360,
FL380 and FL400.
MALAYSIA
g. RVSM approved acft westbound on ATS route B592 shall be assigned FL320, FL360,
FL380 and FL400.
h. RVSM approved acft westbound on ATS routes B584, A341, R223 and B348 (OSANU -
VJN - BRU) shall be assigned FL320, FL360 and FL400.
i. RVSM approved acft eastbound on ATS routes M754 and M522 (VJN-VINIK) shall be
assigned FL300, FL340 and FL380.
j. RVSM approved acft westbound on ATS routes M754 and M522 (VINIK-VJN) shall be
assigned FL290, FL330, FL370 and FL410.
k. RVSM approved acft westbound on ATS routes M754 and M522 shall be assigned FL290,
FL330, FL370 and FL410.
l. RVSM approved acft eastbound on ATS route M768 shall be assigned FL290, FL330,
FL370 and FL410.
m. RVSM approved acft westbound on ATS route M768 shall be assigned FL300, FL340 and
FL380.
n. RVSM approved acft eastbound on ATS routes M758, M759, M761, B348 (KAMIN - BRU)
and G580 (ATETI - VKG) shall be assigned FL290, FL330, FL370 and FL410.
o. RVSM approved acft westbound on ATS routes M758, M759, M761, B348 (BRU - KAMIN)
and G580 (VKG - ATETI) shall be assigned FL300, FL340 and FL380.
p. RVSM approved acft eastbound on ATS route M772 shall be assigned FL300 and FL380.
– Other levels are available subject to prior coordination between the parties concerned.
Air traffic services will consider suspending RVSM procedures within affected areas of the Kuala
Lumpur FIR and Kota Kinabalu FIR when there are pilot reports of greater than moderate turbu-
lence. Within areas where RVSM procedures are suspended, the vertical separation minimum
between all aircraft will be 2000 FT.
TRAFFIC INFORMATION BROADCAST BY AIRCRAFT (TIBA) AND RELATED

OPERATING PROCEDURES WITHIN CLASS G AIRSPACE IN KOTA KINABALU FIR
TIBA Frequency
For Kota Kinabalu FIS, the VHF RTF frequency 133.3 MHz is designated as TIBA frequency to be
used for broadcasts. For Kuching FIS, the VHF RTF frequency 134.75 MHz is designated as
TIBA frequency to be used for broadcasts.
Where VHF is used for air-ground communications with ATS and an aircraft has only two service-
able VHF sets, one should be tuned to the appropriate ATS frequency and the other to the TIBA
frequency.
Listening Watch
A listening watch shall be maintained on the TIBA frequency 3 minutes before entering Class G
airspace until leaving this airspace. For an aircraft taking off from any location within Class G air-
MALAYSIA
space, listening watch shall start as soon as appropriate before take-off and be maintained until
leaving the airspace.
Time of Broadcasts
A broadcast shall be made:
a. 3 minutes before take-off for an aircraft taking off from any location within Class G airspace;
b. 3 minutes before entering Class G airspace;
c. 3 minutes prior to crossing any non-ATC manned airport;
d. 3 minutes before a change in flight level;
e. at the time of a change in flight level;
f. as soon as practicable after take-off; and
g. at any other time considered necessary by the pilot.
Acknowledgment of the Broadcasts
The broadcasts should not be acknowledged unless a potential collision risk is perceived.
Related Operating Procedures
Changes of Cruising Level
Cruising level changes should not be made within the Class G airspace, unless considered nec-
essary by pilots to avoid traffic conflicts, for weather avoidance or for other valid operational rea-
sons.
When cruising level changes are unavoidable, all available aircraft lighting which would improve
the visual detection of the aircraft should be displayed while changing levels.
Collision Avoidance
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, and this cannot be achieved in accordance
with the right-of-way provisions of Annex 2, the pilot should:
a. unless an alternative maneuver appears more appropriate, immediately descend or climb
500 ft;
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 ATS frequency; and
e. as soon as practicable, resume normal flight level, notifying the action on the appropriate
ATS frequency.
MALAYSIA
Normal Position Reporting Procedures

Normal position reporting procedures should be continued at all times, regardless of any action
taken to initiate or acknowledge a traffic information broadcast.
ESTABLISHMENT OF EASTERN SABAH SECURITY ZONE (ESSZONE)

TEMPORARY RESERVED AREA (TRA) AND TEMPORARY SEGREGATED AREA
(TSA)
The purpose of this is to notify airspace users on the establishment of ESSZONE TRA/TSA and
associated air traffic management procedures within the eastern area of Sabah, namely: Kudat,
Kota Marudu, Pitas, Beluran, Sandakan, Kinabatangan, Lahad Datu, Kunak, Semporna and
Tawau.
Associated air traffic management procedures have been established within ESSZONE TRA/TSA
primarily to ensure the safe, efficient and orderly flow of civil air traffic while mission-oriented
activities are being conducted, as well as to provide freedom of movement for mission-oriented
State aircraft operating within the affected area.
Definitions
Eastern Sabah Security Committee (ESSCOM) — The authoritative body that oversees ESS-
ZONE.
Air Safety Cell — A unit under the prerogative of the Joint Air Traffic Control Centre (JATCC)
Kota Kinabalu, responsible for the day-to-day management of ESSZONE TRA/TSA.
Temporary Reserved Area (TRA) — Airspace temporarily reserved and allocated for the specific
use of a particular user during a determined period of time and through which other traffic may be
allowed to transit under air traffic control (ATC) clearance.
Temporary Segregated Area (TSA) — Airspace temporarily segregated and allocated for the
exclusive use of a particular user during a determined period of time and through which other traf-
fic will not be allowed to transit.
Requests for Clearances into ESSZONE TRA/TSA
Except for scheduled flights and Malaysian mission-oriented aircraft, other aircraft operating into
and out of airports in the ESSZONE TRA, or which intend to operate in the affected area, shall be
permitted to operate subject to prior coordination. During periods of intense aerial activities, some
delays may be expected.
Except for scheduled flights and Malaysian mission-oriented aircraft, other aircraft requiring clear-
ance into ESSZONE TRA shall submit a draft flight plan and application for Authority Approval
Number to Air Safety Cell, either by email or fax, at least six (6) hours before departure. Air Safety
Cell will process these applications and endeavor to approve the flight plans or provide a de-con-
flicted slot time prior to issuance of Authority Approval Number to the operators.
Air Safety Cell email address: airsafetycell@gmail.com
Air Safety Cell fax number : +6088 254 593
MALAYSIA
The Air Safety Cell’s Authority Approval Number (ESSCOM/ASC/Number/Year) has to be inclu-
ded in item 18 “OTHER INFORMATION” when submitting flight plan to DCA Malaysia.
Exemptions shall be accorded to special flights listed below:
a. aircraft known or believed to be in an emergency situation including aircraft subject to unlaw-
ful interference, experiencing fuel shortage, Medivac aircraft transporting a seriously ill pas-
senger, radio communication failure, etc.;
b. aircraft participating in SAR, mercy or flood relief rescue operations;
c. aircraft engaged in post-accident/incident flight checks; and
d. aircraft engaged in the personal transport of the Yang di-Pertuan Agong and His consort,
Rulers, the Prime Minister or the Deputy Prime Minister and other dignitaries approved by
the Government. (This degree of priority will not be afforded to the Prime Minister or the
Deputy Prime Minister if they happen to travel on scheduled flights).
Pilots of such flights shall conform strictly to ATC clearance prior to entering the ESSZONE TRA.
Any clearance into the ESSZONE TRA will automatically expire if the aircraft cannot remain within
30 minutes of the flight planned ETDs and ETAs.
ESSCOM may declare the upgrading of ESSZONE TRA to ESSZONE TSA at any time with
immediate effect in the event of a crisis or serious threat to national security.
Except for Malaysian mission-oriented aircraft, other aircraft shall not be permitted to operate
within ESSZONE TSA. Exemptions shall be accorded to special flights as listed above.

GENERAL
A flight plan submitted in flight on HF R/T shall be submitted at least 20 minutes (or if on VHF
RTF at least 10 minutes) prior to the intended point of entry into a control zone, control area, advi-
sory area or advisory route.
Cruise climb techniques are not permitted on all routes within the Kuala Lumpur and Kota Kina-
balu FIRs.
The following RNAV routes within Kuala Lumpur and Kota Kinabalu FIRs are RNP 10:
L629
L635
L642
L645
L649
M646
N571
MALAYSIA
N633
N884
N892
P501
P574
P627
P628
RNP 10 NAVIGATION REQUIREMENTS

Introduction
ATC will apply 50 NM longitudinal separation minima between suitably equipped aircraft which
are approved for RNP 10 operations and FANS 1/A compatible aircraft (which are compliant to
RCTA DO-258A or ED EUROCAE 100A) on RNAV routes in which fall within the Kuala Lumpur
FIRs:
a. L510 – between EMRAN and GIVAL
b. N571 – between IGOGU and VAMPI
c. P574 – between NOPEK and ANSAX
d. P628 – between IGREX and GIVAL
Pilots are to advise ATC of any deterioration or failure of navigation system below the navigation
requirements for RNP 10 or failure of its data link airborne equipment. ATC shall where appropri-
ate provide alternate separation and/or alternative routing.
Pilots of aircraft meeting RNP 10 navigation requirements are to indicate ‘R’ in Item 10 of the
ICAO Flight Plan.
Longitudinal Separation Minima
10 minutes or 80 NM RNAV distance based separation based on Mach Number Technique (MNT)
between RNP 10 equipped aircraft shall be applied between aircraft.
50 NM longitudinal separation will be applied only between RNP 10 approved aircraft equipped
with FANS 1/A which successfully able to LOGON to Kuala Lumpur CPDLC (WMFC) when out-
side VHF coverage; or where a direct controller pilot communication (DCPC) exists.
Differential Mach Number Technique (MNT) separation minima shall not be applied for RNAV dis-
tance based 80/50 NM.
The mixed mode of 80 NM and 50 NM RNAV distance based longitudinal separation and 10
minutes time based separation minima shall be in practice until such time the DCPC requirements
are fully met in the area under consideration.
15 minutes time based separation shall be applicable between aircraft on crossing tracks.
MALAYSIA
Operations by Aircraft Not Meeting RNP 10 Requirements

An aircraft that is unable to meet the minimum navigational requirements for RNP 10 must file
flight plan at or below the minimum flight level of the route. However operations of these aircraft
above the minimum level will be subject to ATC approval, and in accordance with the provisions
of paragraph below and if not approved, will be required to file a flight plan to operate via alternate
route.
ATC units receiving a request for a non-RNP 10 approved aircraft to operate on ATS routes
specified in the paragraphs above, at or above FL280, will coordinate with adjacent ATC units
affected by the flight. In deciding whether or not to approve the flight, each ATC unit will take into
consideration:
a. Traffic density;
b. Communications, including non-availability of normal communication facilities;
c. Weather conditions enroute;
d. Restrictions notified from time to time for the route;
e. Other factors pertinent at that time.
STRATEGIC LATERAL OFFSET PROCEDURES TO MITIGATE THE EFFECTS OF

WAKE TURBULENCE OF PRECEDING AIRCRAFT IN NON-RADAR OCEANIC
AIRSPACE WITHIN KUALA LUMPUR FIR
These offsets are only applicable in the non-radar oceanic airspace within the Kuala Lumpur FIR
along the following route segments:
a. P628 between GIVAL and IGREX
b. L510 between GIVAL and EMRAN
c. N571 between VAMPI and IGOGU
d. P574 between ANSAX and NOPEK
e. P627 between RUSET and POVUS
ECONOMICAL DESCENT SPEED WITHIN KUALA LUMPUR AND KOTA KINABALU

FIRS
Unless a speed restriction is issued by ATC, flight crews shall plan their “top of descent” based on
270 kt KIAS. They are also expected to observe subsequent speed restrictions, if any, that may
apply for individual airports.
Should alternative speed instructions be imposed for the purposes of traffic separation and
sequencing, ATC will, as far as practicable, provide those speed instructions prior to “top of
descent”.
NOTE: This may not be possible if the “top of descent” occurs when the aircraft is not within a
Malaysian ATC unit’s area of responsibility. In such situations, alternative speed restrictions will
be issued as soon as practicable upon establishing contact with the Malaysian ATC unit.
MALAYSIA
ADS-C/CPDLC OPERATIONAL SERVICES WITHIN BAY OF BENGAL IN KUALA

LUMPUR FIR
Data link services are available to FANS 1/A compatible aircraft (which are compliant to RTCA
DO- 258A or ED EUROCAE 100A) on following airways within Kuala Lumpur FIR on a 24-hour
basis;
N571
P574
P627
L645
P628
B466
L510
The introduction of data link services does not affect current procedures for non data link equip-
ped aircraft operating in the same airspace.
Controller Pilot Data Link Communications (CPDLC) and Automatic Dependent Surveillance
(ADS) data link applications will be used to provide services to FANS 1/A equipped aircraft, in
particular over the Bay of Bengal beyond the range of existing radar and VHF voice communica-
tions.
The use of CPDLC in Kuala Lumpur FIR is not mandatory and conducted at the discretion of the
controllers and aircrews involved. Aircrews are encouraged to use CPDLC to the maximum extent
possible, as alternative communication means, also to ease the R/T frequency load.
Messages will be transferred by VHF and satellite data link.
Logon Procedures
The AFN LOGON address for the Kuala Lumpur FIR is WMFC.
To avoid automatic rejection of the LOGON, the flight identification number used by the pilot in the
LOGON process must be identical to the flight identification number filed in the flight plan.
A LOGON must be received from the aircraft before any data link connections can be initiated by
the ground system. This is achieved via the ATS facility notification (AFN) LOGON process to be
initiated by the pilot. Aircraft requesting data link services inbound to Kuala Lumpur FIR are
required to LOGON onto WMFC at least 10 minutes prior to the estimated time for entering Kuala
Lumpur FIR.
Data link equipped aircraft departing from airports within the Kuala Lumpur FIR and requesting
data link may LOGON to WMFC prior to departure. Pilots who are unable to establish a data link
connection are to inform ATC on VHF or HF RTF.
NOTE: Pre-Departure Clearance (PDC) via CPDLC is not available.
MALAYSIA
CPDLC Procedures
Aircraft that have established data link communications may transmit their position reports by
CPDLC instead of HF RTF.
Lumpur Radar frequency (133.4 MHz/124.525 MHz/125.775 MHz) will be used as primary back
up frequency for CPDLC. Primary and secondary HF frequencies (5670 kHz/6556 kHz/11285
kHz) shall continue to be backup communication for the entire airspace.
To ensure the correct synchronization of messages, controller/pilot dialogues opened by CPDLC
must be closed by CPDLC. Controller/pilot dialogues opened by voice must be closed by voice.
Due to inherent integrity checks and a coded reference to any preceding related message con-
tained within CPDLC messages, a clearance issued by CPDLC requires only the appropriate
CPDLC response, not a read-back as would be required if the clearance had been issued by
voice.
The down link response “WILCO” indicates that the pilot accepts the full terms of the whole uplink
message.
A down link response “AFFIRM” is not an acceptable acknowledgement or reply to a CLEAR-
ANCE issued by CPDLC.
To avoid ambiguity in message handling and response, a CPDLC downlink message should not
contain more than one clearance request.
If multiple clearance requests are contained in a single downlink message and the controller
cannot approve all requests, the uplink message element “UNABLE” will be sent as a response to
the entire message. A separate message containing a response to those requests that can be
complied with will be sent by the controller.
If any ambiguity exists as to the intent of a particular message, clarification must be sought by
voice.
Standard pre-formatted message elements must be used whenever possible. Free text messages
should be used only when an appropriate pre-formatted message element does not exist or to
supplement the pre-formatted message element. The use of free text should be kept to a mini-
mum.
When CPDLC connection is established, aircraft will be instructed to transfer from voice to
CPDLC.
The phraseology used is:
TRANSFER TO LUMPUR CONTROL ON DATA LINK [position];
MONITOR [VHF (Frequencies) ALTERNATE HF Primary/secondary (Frequencies)]
Pilots should then down link a CPDLC position report.
CPDLC Termination
CPDLC connections will be terminated at the FIR boundary position or when entering radar cover-
age. The CONTACT [unit name][frequency] message and the END SERVICE message will be
MALAYSIA
sent as separate messages. The END SERVICE message will be sent as soon as possible after
receipt of the WILCO response to the CONTACT message.
In cases where the next FIR provide data link services; a Next Data Authority message will be
sent out 30 minutes prior crossing the FIR boundary. Transfer of communication shall be comple-
ted at the FIR boundary.
In cases where the next FIR does not have data link services, CPDLC connections will be termi-
nated at the FIR boundary position.
ADS Procedures
ADS Periodic contracts will be established automatically on receipt of a LOGON. The Periodic
reporting rate is as follows:
a. In Low Traffic Density Area (LTDA) is 300 seconds (5 minutes); and
b. In Medium Traffic Density Area (MTDA) is 600 seconds (10 minutes).
The introduction of ADS application does not affect the current position report procedures.
ADS contracts will be automatically terminated at a system parameter time after aircraft has left
Kuala Lumpur FIR.
Data Link Failure
Pilots recognizing a failure of a CPDLC connection must immediately establish communications
on the appropriate voice frequency. When voice communications have been established, voice
must continue to be used as the primary medium until a CPDLC connection has been re-estab-
lished and the controller has authorized the return to data link.
In the event of an expected CPDLC shutdown, the controller will immediately advise all data link
connected aircraft of the failure by voice. Instructions will continue to be issued by voice until the
return of the data link system. The return of the system to an operational state will require a new
AFN LOGON from the affected aircraft.
IMPLEMENTATION OF AUTOMATIC DEPENDENT SURVEILLANCE (ADS-B) OUT IN

MALAYSIA
Introduction
The upgrading and modernization of Malaysia’s air traffic services is in progress under two sepa-
rate projects; namely, the construction of a new Kuala Lumpur Air Traffic Control Centre Complex
near Kuala Lumpur International Airport (KLIA) Project and the upgrading of CNS/ATM Systems
in Kota Kinabalu (KK) Flight Information Region (FIR) encompassing Sabah and Sarawak Project.
The two said projects are expected to be completed at the end of 2019.
As part of the modernization program mentioned above, Malaysia plans to introduce ADS-B serv-
ices within parts of Kuala Lumpur FIR (KL FIR) and Kota Kinabalu FIR.
The ADS-B OUT implementation is aimed to extend the ATC surveillance services for Category R
and Category S enroute airspace not covered by conventional surveillance services and providing
MALAYSIA
redundancy where radar surveillance is already available. The use of ADS-B in the provision of
Air Traffic Services will be introduced in a phased manner.
The operational date for KL FIR ADS-B implementation will be notified by NOTAM.
Phase 1 (31 December 2019)
The surveillance of enroute ATS routes air traffic within certain parts of Kuala Lumpur FIR not
covered by radar surveillance will be implemented. Malaysia plans to mandate the compulsory
requirement for aircraft to carry serviceable ADS-B on 31 December 2019 when operating on ATS
routes N571, P628, L510, P627, L645 and P574 at FL290 to FL410 within airspace bounded by
Kuala Lumpur FIR boundary.
Phase 2 (December 2022)
Under this phase ADS-B will be used as the secondary means of enroute surveillance within the
Kuala Lumpur FIR in addition to radar surveillance.
Phase 3 (December 2022)
Under this phase the installation of ADS-B stations will be used as the secondary means of
enroute surveillance within the Kota Kinabalu FIR in addition to radar surveillance.
Phase 4 (2025)
Under this phase ADS-B will be implemented as the primary means of enroute airspace surveil-
lance.
The use of ADS-B to enhance and improve the provision of surveillance and separation of aircraft
will only be carried out after the quality of data, probability of detection, accuracy, integrity, availa-
bility and coverage area, including communications, have been determined.
Aircraft Operator Approval
The ADS-B equipment must be of an approved type meeting the specifications of ICAO Annex 10
(Volume IV) or has been certified as meeting any of the following standards:
a. EASA AMC 20-24 or latest;
b. FAA AC No. 20-165 — Airworthiness Approval of ADS-B or latest;
c. Civil Aviation Safety Authority of Australia, CASA Standard (the equipment configuration
standards in Appendix XI of Civil Aviation Order 20.18 dated August 2012 and any amend-
ment thereof) or latest; or
Aircraft operator must have the relevant ADS-B operational approval from the State of Registry.
Flight Planning Requirements
An appropriate ADS-B designator shall be entered in item 10 of the ICAO flight plan:
a. B1 ADS-B with dedicated 1090 MHz ADS-B “out” capability
b. B2 ADS-B with dedicated 1090 MHz ADS-B “out” and “in” capability.
MALAYSIA
The aircraft address (24 Bit Code) in hexadecimal format must be entered in item18 of ICAO flight
plan as per the following example: CODE/7C432B.
The aircraft identification (ACID), not exceeding 7 characters, must be accurately indicated in item
7 of ICAO flight plan and replicated exactly when set in the aircraft avionics for transmission as
Flight ID as follows:
a. The three-letter ICAO designator of the aircraft operator followed by the flight identification
number (e.g., MAS123, BAW123) when in radiotelephony the call sign used consists of the
associated ICAO telephony designator for the aircraft operator followed by the flight number
(e.g., MALAYSIAN ONE TWO THREE, SPEEDBIRD ONE TWO THREE) or
b. The registration marking of the aircraft (e.g., 9MAJS, VHSBM) when the radiotelephony call
sign consists of the aircraft registration.
NOTE: No zeros, dashes or spaces are to be added when aircraft identification is less than 7
characters. This AIC is issued for the advance notification and compliance of aircraft operators.
AUTOMATIC DEPENDANT SURVEILLANCE — BROADCAST (ADS-B) OUT

SERVICE IN OCEANIC AIRSPACE OF KUALA LUMPUR FLIGHT INFORMATION
REGION
ADS-B Based Surveillance Airspace
The ADS-B Out surveillance services for ATS routes in Oceanic Airspace of Kuala Lumpur Flight
Information Region (FIR) will involve the portion of airspace bounded by coordinates from
071500N 0983000E to 100000N 0963000E to 100000N 0942500E to 060000N 0942500E to
060000N 0973000E and thence along a straight line to point 071500N 0983000E. It encom-
passes the ATS routes of N571, P628, L510, P627, L645 and P574 from FL290 or above.
Aircraft Equipage Approval
In preparation of Phase 2 implementation, aircraft plan to operate within delineated airspace as
above must carry serviceable ADS-B transmitting equipment by 25 March 2021.
All aircraft that operates in Kuala Lumpur FIR and Kota Kinabalu FIR must carry serviceable ADS-
B transmitting equipment by 25 March 2022, for Phase 3 implementation.
ADS-B transmitting equipment is defined as that has been certified as meeting:
a. European Aviation Safety Agency — Certification Considerations for the Enhanced ATS in
Non-Radar Areas using ADS-B Surveillance (ADS-B-NRA) Application via 1090 MHz Exten-
ded Squitter (AMC 20-24); or
b. European Aviation Safety Agency (EASA) CS-ACNS (Subpart D – Surveillance – SUR); or
c. Federal Aviation Administration — Advisory Circular No: 20-165A (or later versions) Airwor-
thiness Approval of Automatic Dependent Surveillance — Broadcast (ADS-B) Out Systems;
or
d. The equipment configuration standards in Appendix XI of Civil Aviation Order 20.18 of the
Civil Aviation Safety Authority of Australia.
MALAYSIA
Aircraft that does not comply with the requirements stipulated in the above paragraph will not be
accorded priority in the delineated airspace and flight level assignments will be on opportunity
basis subjected to prevailing air traffic conditions.
If an aircraft carries ADS-B transmitting equipment but does not comply with the requirements
stipulated, the aircraft must not fly in the delineated airspace unless the equipment is:
a. deactivated; or
b. Navigation Accuracy Category for Position (NACp) and Source Integrity Limit (SIL).
NOTE:
I. All aircraft meeting certification standards as specified above must be RTCA DO-260,
DO-260A or DO-260B compliant.
II. The requirement is met if the ADS-B OUT Transmission equipment has a cockpit control that
enables the pilot to turn the ADS-B transmissions on and off without disabling the ATC trans-
ponder.
III. Deactivation of the ADS-B transmissions must not affect the continued operation of the
Mode S transponder responses to interrogations.
IV. It is considered equivalent to deactivation if one or more of the position quality indicators
NUCp, NIC, NACp or SIL is set to continually transmit only a value of ‘zero’.
An appropriate ADS-B designator shall be entered in item 10 of the ICAO flight plan:
a. B1 ADS-B with dedicated 1090 MHz ADS-B “out” capability; or
b. B2 ADS-B with dedicated 1090 MHz ADS-B “out” and “in” capability;
c. E – Transponder — Mode S, including aircraft identification, pressure altitude and extended
squitter (ADS-B) capability; or
d. L – Transponder — Mode S, including aircraft identification, pressure altitude extended
squitter (ADS-B) and enhanced surveillance capability.
The aircraft address (24 Bit Code) in hexadecimal format must be entered in item18 of ICAO flight
plan as per the following example:
CODE/751234
The Aircraft Identification (ACID), not exceeding 7 characters must be accurately indicated in item
7 of ICAO flight plan and replicated exactly when set in the aircraft avionics for transmission as
Flight ID as follows:
either
a. The three-letter ICAO designator of the aircraft operator followed by flight identification
number (e.g. MAS123, BAW123) when in radiotelephony the call sign used consists of the
associated ICAO telephony designator for the aircraft operator followed by the flight number
(e.g. MALAYSIAN ONE TWO THREE, SPEEDBIRD ONE TWO THREE)
MALAYSIA
or
b. The aircraft registration (e.g. 9MDCA, VHSBM) when the radiotelephony call sign consists of
NOTE: ACID entered should not have any leading zeros unless it is part of the flight number as
indicated in Item 7 of the ICAO flight plan. Hyphens, dashes or spaces are NOT to be used.
In Flight Contingencies
If the pilot in command detects failure of on-board ADS-B equipment, he shall immediately inform
ATC for appropriate clearances/instructions to ensure essential separation with other flights oper-
ating in the delineated airspace.
Phraseologies
Phraseology as mentioned in PANS ATM, Doc 4444 shall be applied for ATC-Pilot communica-
tion.
No. Circumstances Phraseologies

a. ADVISE ADS-B CAPABILITY
b. ADS-B TRANSMITTER (data link)
To request the capability of the ADS-B
1. c. ADS-B RECEIVER (data link)
equipment
d. NEGATIVE ADS-B
* Denotes pilot transmission
To request reselection of aircraft identifica- RE-ENTER ADS-B AIRSPACE IDENTIFI-
2.
tion CATION
To request the operation of the IDENT fea-
3. TRANSMIT ADS-B IDENT
ture
To request transmission of pressure-alti-
4. TRANSMIT ADS-B ALTITUDE
tude
a. STOP SQUAWK [TRANSMIT ADS-B
To request termination of transponder ONLY]
5.
and/or ADS-B transmitter operation b. STOP ADS-B TRANSMISSION
[SQUAWK (code) ONLY]
To request termination of pressure-altitude STOP ADS-B ALTITUDE TRANSMISSION
6.
transmission because of faulty operation [WRONG INDICATION, or reason]
ADS-B TRANSMISSION NOT RECEIVED,
7. Confirmation of ADS-B operations
CONFIRM ADS-B OPERATIONAL
MALAYSIA
No. Circumstances Phraseologies

To inform an aircraft that its ADS-B trans-
ADS-B TRANSMITTER APPEARS TO BE
8. mitter appears to be inoperative or mal-
INOPERATIVE/MALFUNCTION
functioning
ATS ADS-B surveillance system ground ADS-B OUT OF SERVICE (appropriate in-
9.
equipment unserviceability formation as necessary)
STRATEGIC LATERAL OFFSET PROCEDURES TO MITIGATE THE EFFECTS OF

WAKE TURBULENCE OF PRECEDING AIRCRAFT IN NON-RADAR OCEANIC
AIRSPACE WITHIN KUALA LUMPUR FIR
These offsets are only applicable in the non-radar oceanic airspace within the Kuala Lumpur FIR
along the following route segments:
a. P628 between GIVAL and IGREX
b. L510 between GIVAL and EMRAN
c. N571 between VAMPI and IGOGU
d. P574 between ANSAX and NOPEK
e. P627 between RUSET and POVUS
The offset procedures are applied by aircraft with automatic offset tracking capability.
SEMI-CIRCULAR SYSTEM OF CRUISING LEVELS WITHIN THE KUALA LUMPUR

AND KOTA KINABALU FIRs
The pilot-in-command of an IFR flight at or above 3000 ft within controlled airspace and above
FL250 in uncontrolled airspace shall select a level corresponding to the appropriate magnetic
track. The Quadrantal Rule will continue to be used for all flights below FL250 in uncontrolled air-
space of the Kuala Lumpur and Kota Kinabalu FIRs. FL250 in uncontrolled airspace will be held
vacant to serve as a buffer.
Transition from the Quadrantal System to the Semi-Circular System

TRACK FLOWN IFR FLIGHT
000°–089° Maintain ODD level
090°–179° Descend to next ODD level
180°–269° Maintain EVEN level
270°–359° Descend to next EVEN level
MALAYSIA
Transition from the Semi-Circular System to the Quadrantal System

TRACK FLOWN IFR FLIGHT
000°–089° Maintain ODD level
090°–179° Climb to next ODD + 500 ft level
180°–269° Maintain EVEN level
270°–359° Climb to next EVEN + 500 ft level
NOTE: The terms ‘ODD + 500 ft’ level and ‘EVEN + 500 ft’ level have been used to designate
those series of levels where, below FL290, flight levels ending with 75, 95, 115, etc. and 65, 85,
105, etc. respectively are prescribed.
START-UP PROCEDURES
At Kuala Lumpur Intl (WMKK) and Subang Aziz Shah Intl (WMSA), the following procedures shall
apply.
The pilot-in-command shall:
a. Obtain ATC clearance from Lumpur Delivery for KL International/Sepang and Subang
Ground for Subang/Sultan Abdul Aziz Shah;
b. On receipt of ATC clearance, contact Lumpur Ground/Subang Ground for start-up and/or
pushback clearance within 5 minutes;
c. Obtain taxi instructions and maintain a listening watch on the prescribed Surface Movement
Control frequency while taxiing;
d. Change to Airport Control frequency when instructed.
ALTIMETRY
The Altimeter Setting Procedures in the Kuala Lumpur and Kota Kinabalu FIRs generally conform
to ICAO practices.
A QFE altimeter setting will be made available on request but reports to ATC shall be made in
altitudes.
CHANGING LEVELS
An aircraft may be required to change level at a time, place, or rate specified by ATC. The pilot-in-
command must commence a change of level as soon as possible but not later than 1 minute after
receiving that instruction from ATC, unless that instruction specifies a later time or place.
NOTE: Pilots of aircraft commencing a climb or descent in accordance with an ATC Clearance
should inform the controller if they anticipate that their rate of climb or descent during the level
change will be less than 500 ft per minute, or if at any time during such a climb or descent their
vertical speed is, in fact, less than 500 ft per minute.
MALAYSIA
When required, the pilot-in-command may be instructed to reach an assigned level by a specified
time or position. The pilot-in-command shall advise ATC immediately if he is doubtful whether the
assigned level can be reached as instructed.
A pilot-in-command shall report:
a. At the time of leaving a level for a newly assigned level;
b. When leaving or passing through such other levels as may be specified by ATC; and
c. On reaching an assigned level.
In order to reduce the risk of TCAS RA’s, Vertical Speed should be reduced to a maximum of
1500 ft per minute and ideally to between 1000 ft per minute and 500 ft per minute when in RVSM
Airspace, or within the last 2000 ft before the cleared level.
AIR TRAFFIC FLOW MANAGEMENT (ATFM)

Flow Management is Used to Regulate Traffic For:
a. Arrivals into Kuala Lumpur International Airport (WMKK);
b. Arrivals into Sultan Abdul Aziz Shah (WMSA) Airport; and
c. Aircraft transiting into Kuala Lumpur FIR and departures from airports within Peninsular
Malaysia flight planned over the Bay of Bengal.

ICAO REFERENCE
ANNEX 2
2.2 All flights shall be conducted in accordance with IFR during the hours between sunset and
sunrise.
3.1.3 Vertical displacement is expressed in terms of flight levels at or above the transition level
and in terms of altitude at or below the transition altitude.
3.3.1.2 Unless specified by Airport Control Units in respect of local flights, flight plans shall be
submitted for all flights. This procedure also applies to VFR flights.
4.1 Plane of division of notified height 900m (3000 ft) above MSL is specified as at and above
3000 ft or below 3000 ft. No consideration is given to 1000 ft above terrain.
The horizontal distance indicated in the Table is expressed in terms of nautical miles instead of
statute miles and the equivalent metric distance is applicable.
4.4(a) Chapter 4
i) VFR flights shall not operate above FL150 in controlled airspace.
ii) VFR flights shall not operate above FL250 in uncontrolled airspace.
MALAYSIA
5.2.2 & 5.3.1 The cruising levels prescribed are applicable only within controlled airspace at or
above 3000 ft and in uncontrolled airspace at or above FL250. Quadrantal Height Rules apply
otherwise.
DOC 4444 ATM/501

4.10.2 Within the Kuala Lumpur and Kota Kinabalu FIRs, a common transition altitude is fixed at
11,000 ft (3350m) and for flights at or below the transition altitude, the altimeter reference will be
Area QNH and vertical displacement will be in terms of altitude.
4.10.2.2 Because of slight pressure changes, a common transition level is fixed at FL130 in the
Kuala Lumpur and Kota Kinabalu FIRs except for an area of 10 NM radius of Mt Kinabalu (Kota
Kinabalu FIR) where the lowest safe altitude is 15,000 ft (4570m) and the lowest safe level is
FL170.
4.10.4.1 Information to determine lowest flight levels is available from MET on request through
ATC.
4.10.4.4 Transition levels are not specified to aircraft in approach and landing clearances.
NAURU
GENERAL
Measurement of Unit
Distance used in navigation position reporting Nautical Miles (NM) and tenths
etc.
Altitudes and heights Feet (ft)
Speed, including wind speed Knots (kt)
UTC.
WGS-84 COMPLIANT
FLIGHT PROCEDURES
HOLDING
Maximum holding speeds generally comply with Table IV-1-2, published on AIR TRAFFIC CON-
TROL — International Civil Aviation Organization Flight Procedures. Except, unless otherwise
published:
a. jet maximum speeds in the table are only applicable for Nauru Intl and all enroute holding.
b. at other aerodromes, holding speeds are limited to those published for propeller aircraft; i.e.,
up to and including FL140 – 170 KIAS, above FL140 – 175 KIAS.
Aircraft unable to comply with the above speed restrictions are to advise ATC and request clear-

Instrument approach procedures are based on those contained in PANS-OPS, Document 8168,
Volume II.

Nauru publishes DA(H) and visibility for landing. Ceiling and visibility are published for takeoff and
alternate.
NAURU

The Government of the Republic of Nauru, via Nauru Civil Aviation and by arrangement with
external ATS providers, is responsible for the provision of services within the Nauru FIR consist-
ing of Class A and Class G airspace.
Class A — Nauru FIR from FL245 to FL600. Air Traffic Services provided by Airservices Aus-
tralia, through Brisbane Center.
Class G — From SFC to FL245. Airspace not designated Class A. Air Traffic Services provided
by Republic of Nauru Civil Aviation.

If an aircraft on a long over-water flight has inadvertently deviated from the route specified in its
ATC clearance, immediate action must be taken to regain such route and notify ATC. Action shall
not be delayed in anticipation of a re-clearance being obtained.

None published.
NEW ZEALAND AND PAC IS
GENERAL
In general, New Zealand and the New Zealand Pacific Islands are in conformity with ICAO Stand-
ards, Recommended Practices and Procedures.
Pacific Islands here includes those states remaining in the Pacific AIP and not addressed by an
individual Jeppesen ATC State page: Cook Islands and Niue.
All New Zealand charts and pages, except NOTAM, take effect at 0000 local time (NZDT or
NZST) on the published effective date; e.g., a chart with an effective date of 15 Sep becomes
effective at 09150000 NZST (09141200 UTC).
The units of measurement used for aeronautical purposes are in accordance with the Interna-
tional System of Units (SI). Applicable Non-SI alternate units are listed in the following table.
Measurement of Unit
Distance used in navigation, position reporting, etc. Nautical Miles and Tenths
WGS-84 COMPLIANT
FLIGHT PROCEDURES
HOLDING
Holding procedures comply with ATC Chapter ICAO Flight Procedures (DOC 8168) Part IV Hold-
ing Procedures, Table “Holding Speeds ICAO DOC 8168 Volume I”.

Instrument holding, approach, and departure procedures in New Zealand are designed using cri-
teria contained in ICAO Document 8168 — PANS-OPS VOL II.
CONTAINMENT WITHIN CONTROLLED AIRSPACE

Controlled airspace may not totally contain the navigational tolerances associated with holding,
approach, and departure procedures at controlled airports.
Minimum altitudes specified on DME ARCs and holding procedures provide terrain and obstacle
clearance, but do not ensure flight is contained within controlled airspace.
Procedure Timing
To ensure that the obstacle clearance margins are not infringed, no increase in the instrument
approach procedure outbound time or outbound DME distance is authorized; except that, where
aircraft are operated on the outbound leg of the teardrop instrument approach procedure at indi-
cated airspeeds significantly lower than the maximum authorized for the procedure, the outbound
timing may be adjusted in accordance with the following table:
Modified timing related to aircraft approach speed

Procedure timing shown on chart
91 – 110 KIAS 70 – 90 KIAS
2 Minutes 2.5 Minutes 3 Minutes
3 Minutes 4 Minutes 4.5 Minutes
Outbound time or DME distance may be shortened, provided that the wind velocity at the relevant
altitudes has been confirmed by an immediately preceding instrument approach to the effect that
minimum altitude may be reached at an acceptable descent rate during final approach.
When outbound time and an outbound DME distance limit for a reversal procedure are shown
together on an approach chart, the turn onto the inbound track shall be started within the specified
time or upon reaching the limiting DME distance, whichever occurs first.
Visual Approach at Night
For a visual approach at night, it is essential that the pilot has the runway lights in sight. Sighting
only of the airport beacon, REIL or approach lights is insufficient.

New Zealand publishes Decision Altitude (Height) [DA(H)], Minimum Descent Altitude (Height)
[MDA (H)] and visibility for landing. Ceiling and visibility, or visibility only where reduced takeoff
minima are applied, are published for takeoff. Ceiling and visibility are published for alternate at
selected airports.
PILOT CONTROLLED LIGHTING

Pilot Activated Airport Lighting (PAL)
The standard operation for pilot activated lighting is to key the mike five times within 3 seconds on
the appropriate frequency. Lights will remain on for 20 minutes. At any time, a single transmission
will reset the lighting timer for another 20 minutes.
NOTE: There is no warning prior to the lights turning off.
Brilliance and Runway Selection — After a ten second warm up, the lights switch to full bright-
ness. To change intensity, make a similar five transmissions, but hold the mike button down on
the last transmission. The lighting intensity will continuously cycle until the transmit button is
released. Where alternative runways are available, the cycling will include changing to the next
runway(s) and cycling the brilliance before starting the cycle again.
Warm Up Period
In weather conditions likely to cause condensation or water on the lenses of visual aids, pilots are
advised to operate PAL as soon as practicable so that the aid can have up to a 5 minute warm
up. This will reduce the likelihood of false indications through optical distortion.
STANDARD INSTRUMENT DEPARTURE (SID)

Unless otherwise specified, SIDs require a climb on runway centerline to a minimum of 400 ft
above the departure end of the runway before commencing a turn.
Wherever limiting speeds other than the maximum turn speeds are promulgated, they must be
complied with to achieve the planned obstacle clearance margins.
Aircraft flying published instrument departure procedures based on terrestrial navigation aids
must fly-over associated NAVAID's/Fixes unless otherwise instructed. Operators using FMS to fly
these conventional procedures must ensure the procedures are appropriately coded in their FMS
to achieve this requirement.
When an instrument departure contains a “cross at or above” requirement pilots must advise ATC
if this requirement cannot be met. This requirement will not apply if the aircraft has been cleared
to a level which is below the level in the requirement.
ATS AIRSPACE
New Zealand has designated:
RNP airspace in the Auckland Oceanic FIR; lower limit FL245, upper limit FL600.
RVSM airspace in the New Zealand FIR and the Auckland Oceanic FIR; lower limit FL290, upper
limit FL410.
PBCS
Performance Based Communications and Surveillance (PBCS) is applied in the Auckland Oce-
anic FIR for the application of reduced performance based separation standards. To be eligible
FANS1/A data-link equipped aircraft must achieve Required Communications Performance
(RCP240) and Required Surveillance Performance (RSP180) standards. FANS1/A aircraft not
meeting RCP240 or RSP180 may operate CPDLC and ADS-C in the Auckland Oceanic FIR but
will not be eligible for the performance based separations.
PBCS operational approval for RCP240 and RSP180 is provided by the State of Registry or State
of operator, as appropriate.
Aircraft operators using FANS1/A CPDLC and ADS-C in the Auckland Oceanic FIR shall register
on the FANS – Central Reporting Agency (CRA) website at http:/www.fans-cra.com and partici-
pate in the regional monitoring and problem reporting programs.
RCP compliance is indicated in item 10 (Equipment) of the ICAO flight plan. All FANS1/A CPDLC
RCP240 aircraft operating in the Auckland Oceanic FIR shall indicate this in item 10 of the flight
plan using the designator P2.
RSP compliance is indicated in item 18 following the indicator SUR/. All FANS1/A ADS-C
RSP180 approved aircraft operating in the Auckland Oceanic FIR shall indicate this in item 18 of
the flight plan using the designator SUR/RSP180.
All FANS1/A ADS-C capable aircraft operating in the Auckland Oceanic FIR shall indicate this by
inserting the descriptor D1 in item 10b of the flight plan.
All FANS1/A CPDLC capable aircraft operating in the Auckland Oceanic FIR shall indicate this by
inserting the appropriate descriptor(s) (J2, J3, J4, J5, J6, and/or J7) in item 10a of the flight plan.
The flight crew must notify ATC whenever the aircraft is not PBCS compliant (unable to meet
RCP240 or RSP180) due to equipment failure*.
NOTE: Aircraft operating without SATCOM in the Auckland Oceanic FIR do not meet RCP240 or
RSP180.
RCP and RSP

Aircraft meeting RCP240 and RSP180 will be given priority over aircraft not meeting RCP240 and
RSP180, subject to traffic disposition.
RNP
RNP compliance is indicated by inclusion of the letter “R” in item 10 (Equipment) of the ICAO
flight plan when any portion of the flight planned route passes through an active RNP designated
airspace. The performance based navigation levels that can be met are specified in item 18 fol-
lowing the indicator PBN/ using the appropriate designators. Aircraft meeting RNP2 shall indicate
this in item 18 using NAV/RNP2.
Minimum lateral separation between RNP10 aircraft is 50 NM and between RNP4 aircraft is 30
NM as permitted by ICAO Regional Supplementary Procedures (Doc 7030). In all other cases,
100 NM lateral or time-based longitudinal separation will be applied.
ATC will endeavour to accommodate aircraft not meeting RNP criteria within the designated air-
space. Aircraft meeting RNP will be given priority over aircraft not meeting RNP, subject to the
traffic disposition.
PERFORMANCE BASED SEPARATIONS

Minimum longitudinal separation between aircraft meeting RCP240, RNP10, and RSP180 is 50
NM as permitted by ICAO Regional Supplementary Procedures (Doc 7030).
Minimum longitudinal and lateral separation between aircraft meeting RCP240, RNP4, and
RSP180 is 30 NM as permitted by ICAO Regional Supplementary Procedures (Doc 7030).
ADS-C CLIMB AND DESCEND PROCEDURE (CDP)

Minimum longitudinal separation for properly equipped aircraft operating on the same track using
the ADS-C CDP procedure for a climb or descent through the level of another aircraft when the
preceding aircraft is at the same speed or faster and is not less than 15 NM ahead as permitted
by ICAO PANS ATM (Doc 4444).
Minimum longitudinal separation for properly equipped aircraft operating on the same track using
the ADS-C CDP procedure for a climb or descent through the level of another aircraft when the
following aircraft is not more than 10 knots or Mach 0.02 faster than the preceding aircraft and is
not less than 25 NM behind as permitted by ICAO PANS ATM (Doc 4444).
CPDLC UPLINK MESSAGE LATENCY MONITOR FUNCTION

Reduced lateral and longitudinal separation minima predicated on Performance Based Communi-
cation and Surveillance (PBCS) specifications RCP 240 and RSP 180 are in use in the Auckland
Oceanic FIR. One of the safety requirements in RCP 240 allocated to the aircraft system requires
the aircraft system to provide an appropriate indication to the pilot on receipt of an expired mes-
sage.
To support this requirement, Auckland Oceanic Area Control will uplink the CPDLC delayed mes-
sage “SET MAX UPLINK DELAY VALUE TO [delayed message parameter] SECONDS” to
prompt the pilot to enter the specified expiry time into the aircraft avionics.
The intention of the message latency monitor function is to prevent pilots from acting on a CPDLC
uplink message that has been delayed in the network. The most serious of such cases would be
the pilot executing a clearance that was no longer valid.
There are variations between aircraft types in implementation of the message latency monitor
function.
Because aircraft implementations are varied, it is impossible for ATC to tailor the uplink delayed
message to different aircraft types. ATC will uplink this message to all CPDLC connected aircraft
with CPDLC current data authority (CDA) status for NZZO confirmed immediately after they enter
NZZO.
Pilot Procedures
Pilots should be familiar with aircraft functionality that concerns the CPDLC uplink message
latency monitor.
When the pilot receives the uplink delayed message he/she shall:
a. Send a positive response to ATC as prompted by the avionics (ACCEPT [ROGER]) regard-
less of whether the aircraft supports the latency monitor.
NOTE 1: It is important that pilots respond to the uplink delayed message to avoid having
open unanswered CPDLC messages in the system. This also applies to aircraft that have
deficient message latency monitor functionality or no such functionality at all.
NOTE 2: The GOLD Manual specifies that the pilot should append the response downlink
with the free text message TIMER NOT AVAILABLE when the message latency monitor
function is not available in the aircraft.
b. If the aircraft is equipped with a correctly functioning message latency monitor, enter the
specified uplink delay into the avionics in accordance with the aircraft procedures. Some
avionics will automatically set the delay value in accordance with the uplink message and do
not allow for a manual input.
When a pilot receives a CPDLC uplink message with an indication that the message has been
delayed the pilot shall:
a. Revert to voice communications to notify the ATS unit of the delayed message received and
to request clarification of the intent of the CPDLC message; and
b. Respond appropriately to close the message as per the instructions of the controller.
c. The pilot must not act on the delayed uplink message until clarification has been
received from the controller.
Implementation of the uplink delayed message will start on or after 21 June 2018.
For the initial implementation in NZZO the delayed message parameter value will set at 300 sec-
onds.
RVSM
RVSM operational approval is required for aircraft to operate within RVSM airspace. The operator
must determine that the appropriate State Authority has approved the aircraft and that it will meet
the RVSM requirements for the filed route of flight and any planned alternate routes. The letter
“W” must only be inserted in item 10 (Equipment) of the ICAO flight plan if the aircraft has RVSM
operational approval.
Minimum ATC separation between RVSM aircraft is 1000 ft. In all other cases between non-
RVSM aircraft or between a non-RVSM and an RVSM aircraft 2000 ft vertical separation will be
applied.
Within RVSM airspace, RVSM approved aircraft will be given priority for level allocation over non-
RVSM approved civil aircraft. Non-RVSM approved State aircraft will be afforded the same priority
as RVSM approved aircraft.
NON-RVSM OPERATIONS
Civil Aircraft
Operators of non-RVSM approved civil aircraft may flight plan with the intention to operate within,
or transit vertically through, RVSM airspace on an ad hoc basis. This would normally be limited
to an aircraft that:
a. is being delivered for initial acceptance, change of ownership, or lease; or
b. was formerly RVSM approved but has experienced an equipment failure and is being flown
to a maintenance facility for repair to meet RVSM requirements and/or obtain approval, or is
transporting externally a spare engine or strut assembly; or
c. is being utilized for mercy or humanitarian purposes.
They must include “STS/NONRVSM” in item 18 of the ICAO flight plan to indicate their intention
to operate in RVSM airspace.
Civil Aircraft Fuel Requirements
Operators should be aware that flight within, or vertical transit through, RVSM airspace may not
be available and should carry adequate fuel for flight at FL280 or below.
State Aircraft
Operators of non-RVSM approved State aircraft (military, customs or police service) may flight
plan to operate within, or transit vertically through, RVSM airspace.
They must include “STS/NONRVSM STATE” in item 18 of the ICAO flight plan to advise their
intention to operate in RVSM airspace.
Transponder Mandatory Airspace is designated airspace inside which aircraft are required to
have a transponder operating including Mode C, allowing enhanced performance of ground-
based (e.g. SSR) and airborne (e.g. ACAS) surveillance.
VFR Transit Lanes are part of a CTR which are released as Class G (uncontrolled) airspace
during daylight hours for the purpose of transiting by VFR aircraft within airspace not normally
used by IFR aircraft. When active, no entry clearance is required and VFR flights may operate
without reference to ATC within these lanes.
General Aviation Areas (GAA) are part of a CTR or a CTA which is released as Class G air-
space during daylight hours for the purpose of facilitating VFR operations, including glider and
powered VFR activity. VFR aircraft operating within a GAA should maintain a listening watch on
the applicable ATC frequency unless the GAA has been activated for a specific period for glider,
hang glider or paraglider operations.
Common Frequency Zones (CFZ) have been established to encourage pilots to use a single
VHF frequency specified for the zone. Pilots should transmit their position, altitude and intentions
relevant to prominent reporting points or features at entry, or at other times for traffic safety. CFZ
are not mandatory and are advisory in nature.
Mandatory Broadcast Zones are established to provide increased protection to aircraft in areas
of uncontrolled airspace where high density or special operations may occur. A pilot is required to
broadcast position and intention reports on a specified frequency on entry, when joining an airport
traffic circuit, prior to entering a runway, and at regular specified intervals when operating within
the MBZ. As an extra safety measure, landing lights or anticollision lights must be used when
fitted.
Volcanic Hazard Zones (VHZ) have special conditions that must be complied with before entry
and operation within the airspace. There is no administering authority for entry to volcanic hazard
zones. VHZ are established to provide increased protection to aircraft in an area where volcanic
activity may be present. Operation within a VHZ requires pilots to operate in VMC by day, in order
to be able to observe any volcanic ejecta or ash plume. Pilots intending to operate within a VHZ
must therefore receive relevant NOTAM and SIGMET information.
VHZ provide protection when the volcano source is at Alert Level One. During an increase in vol-
canic activity, permanent VHZ may be increased in size with the full extent of ash cloud being
advised by SIGMET. The lateral and upper vertical limits will be amended in accordance with the
following table, and notification of any change in dimensions will be via NOTAM.
Alert Level Radius From Vent Upper Limit

One 3 NM Note 1
Two 8 NM FL150
Three 16 NM FL330
Four 27 NM FL480
Alert Level Radius From Vent Upper Limit

Five 50 NM FL660
NOTE 1: Raoul Island – 4500'; White Island – 4500'; Mt. Tongariro — 9500’; Mt. Nqauruhoe –
10,500'; Mt. Ruapehu – 12,200'.
ATC will not clear an aircraft to operate on any route or procedure that infringes the VHZ, unless
specifically requested by the pilot during daylight hours only. Aircraft under radar control will be
vectored clear of the boundary of any VHZ unless specifically requested otherwise by the pilot.
Pilots and operators should amend flight plans as necessary.
STRATEGIC LATERAL OFFSET PROCEDURES (SLOP) IN THE AUCKLAND

OCEANIC FIR
SLOP are approved procedures that allow aircraft to fly on a parallel track to the right of the cen-
terline relative to the direction of flight to mitigate the lateral overlap probability due to increased
navigation accuracy and wake turbulence encounters. Unless specified in the separation stand-
ard, an aircraft’s use of these procedures does not affect the application of prescribed separation
standards.
Strategic lateral offsets shall be authorized only in Auckland OCA/A as follows:
a. The offset must be to the right of track relative to the direction of flight; and
b. For aircraft equipped with the capacity to offset in tenths of a nautical mile randomly choose
centerline or an offset position of 0.1 NM up to a maximum of 2 NM right of track; or
c. For aircraft equipped with the capacity to offset only in whole nautical miles randomly select
either the centerline or an offset position 1 NM or 2 NM right of track.
The decision to apply a strategic lateral offset shall be the responsibility of the flight crew. The
flight crew shall only apply strategic lateral offsets in airspace where such offsets have been
authorized by the appropriate ATS authority and when the aircraft is equipped with automatic
offset tracking capability.
Pilots should establish contact with other aircraft, if possible, on the appropriate VHF inter-pilot
air-to-air frequency 123.45 MHz to coordinate offsets.
The strategic lateral offset procedure has been designed to include offsets to mitigate the effects
of wake turbulence of preceding aircraft. If wake turbulence needs to be avoided, an offset to the
right and with the limits specified above may be used.
Pilots are not required to notify ATC that a strategic lateral offset is being applied.
TRAFFIC INFORMATION BROADCASTS BY AIRCRAFT (TIBA)

General
TIBA are reports and information transmitted by pilots for the information of pilots of other aircraft
in the vicinity following a significant disruption to air traffic or telecommunication services.
Procedures have been adopted in both Auckland Oceanic and New Zealand FIRs to comply with
ICAO ATS classifications Annex 11 TRAFFIC INFORMATION BROADCASTS BY AIRCRAFT
(TIBA), also published in this Airway Manual. Notable clarifications follow.
VHF RTF Frequency to be used for TIBA
VHF RTF Frequency to be used for TIBA in the Auckland Oceanic FIR (NZZO) is 128.95 MHz.
Aircraft within the NZZO FIR should also make position reports to an alternative HF station.
In the New Zealand FIR (NZZC) pilots are to follow frequency instructions issued by ATS. If not
instructed by ATS and there is a complete ATS communication failure, refer to the following TIBA
frequency map.
Timing of TIBA
a. 10 minutes before entering TIBA airspace or, for a pilot taking off from an airport located
within the lateral limits of TIBA airspace, as soon as appropriate prior to or after take-off;
b. 10 minutes prior to, and crossing any reporting point;
c. at 10 minute intervals between reporting points;
d. 10 minutes prior to crossing or joining an ATS route;
e. where possible 2 to 5 minutes before a change in flight level or altitude;
f. at the time of a change in flight level or altitude;
g. when reaching new flight level or altitude; and
h. at any other time considered necessary by the pilot.
Content of TIBA
A broadcast is specified when reaching new flight level or altitude; Example: ALL STATIONS,
FASTAIR 69 MAINTAINING FLIGHT LEVEL 340 NOW.
Collision Avoidance Under TIBA
Unless an alternative maneuver appears more appropriate, immediately descend 500 ft, or 1000
ft if above FL290 in an area where a vertical separation minimum of 2000 ft is applied;
Response to a system-initiated ACAS Resolution Advisory has precedence over other instructions
concerning collision avoidance under TIBA.
PROTECTION OF ILS CRITICAL AND SENSITIVE AREAS

Large reflecting objects, including aircraft or vehicles within the radiated signal coverage, may
cause multipath interference to the ILS localizer and glide path.
ATC provides varying levels of protection of ILS critical or sensitive areas based on the category
of approach, the position of an aircraft on the approach and the prevailing weather conditions at
the time the approach is commenced:
a. When weather conditions are at or below a ceiling of 1200 ft and/or visibility less than 5km
but equal to or better than CAT I ILS minima, protection of critical areas of the localizer and
glide path is provided from the time an aircraft on approach is within 4 ILS/DME (4 NM from
touchdown) until the aircraft has landed; or
b. At airports served by CAT II and III ILS, when weather conditions are below CAT I ILS
minima:
1. protection of critical areas of the localizer and glide path is provided from the time an
aircraft on CAT II/III ILS approach is within 4 ILS/DME (4 NM from touchdown) until the
aircraft has landed and completed its landing roll; and
2. protection of sensitive areas of the localizer and glide path is provided from the time an
aircraft on CAT II/III ILS approach is within 2 ILS/DME (2 NM from touchdown) until the
aircraft has landed and completed its landing roll.
ATC does not provide protection of ILS critical and sensitive areas when:
a. The aircraft on ILS approach is beyond the distances from touchdown specified in paragraph
(a) and (b) above; and/or
b. Weather conditions are better than those specified in weather conditions paragraph (a)
above.
Aircraft on ILS approaches may experience fluctuations in the localizer and/or glide path course
(particularly when the critical/sensitive areas are not being protected) when a preceding aircraft:
a. Passes over or through the localizer critical/sensitive area while departing, landing or execut-
ing a missed approach on the same or another runway, or
b. Taxis through the glide path critical/sensitive area for departure.
When a preceding Code E (e.g. B777) or larger wide body aircraft will use the full length to vacate
the runway, ATC will warn the following aircraft on ILS approach by use of the phraseology:
“ILS FLUCTUATIONS MAY BE EXPERIENCED (reason: e.g. “ILS CRITICAL (and/or SENSI-
TIVE) AREA(S) INFRINGED”)”.
To assist in identifying the cause of any anomalous course disturbances pilots should advise ATC
immediately they are observed.
Pilots of aircraft flying coupled approaches should be especially alert in monitoring the automatic
flight control system.
When the critical/sensitive areas are being protected and there is an inadvertent incursion into the
critical/sensitive area by an aircraft or vehicle, ATC will warn the aircraft on ILS approach by use
of the phraseology:
“ILS FLUCTUATIONS MAY BE EXPERIENCED (reason: e.g. “ILS CRITICAL (and/or SENSI-
TIVE) AREA(S) INFRINGED”)”.
PRACTICE AUTO-LANDINGS
Practice auto-land operations may be available at Auckland and Christchurch airports when
weather conditions are better than CAT I ILS minima.
When protection of critical/sensitive areas is not required, pilots wishing to conduct a practice
auto-land must advise ATC of their intention, as early as practicable, in order that ATC is able to
either:
a. Protect the ILS critical and sensitive areas; or
b. Advise that due to traffic protection of ILS critical and sensitive areas will not be provided
using the phraseology:
“ILS CRITICAL AND SENSITIVE AREAS NOT PROTECTED”.

FLIGHT PLANS
Flight plans should be submitted to the National Briefing Office at Christchurch using IFIS (Inter-
net Flight Information Service–www.ifis.airways.co.nz), telephone or facsimile (FAX).
A flight plan submitted by FAX is not accepted by ATS until acceptance is confirmed by return
FAX. All flight plans submitted by FAX must include an originator’s FAX number. If no return
acknowledgment is received within five minutes of submitting the plan by FAX, the pilot must call
the National Briefing Office to confirm that the plan has been received and is acceptable to ATS.
IFR flight plans submitted prior to takeoff, including flight plan details for local IFR training flights,
must be submitted at least 30 minutes prior to departure.
IFR flight plans submitted during flight should, as far as practicable, be transmitted to the appro-
priate ATS unit at least 10 minutes before reaching the point of entry into controlled airspace, or
20 minutes if onward transmission of the flight plan to other ATS units is required.
USER PREFERRED ROUTES (UPR) WITHIN AUCKLAND OCEANIC FIR

General
Within the Auckland Oceanic (NZZO) FIR operators of RNAV aircraft may file a flight plan using
random (user preferred) routes provided that:
a. The aircraft is RNAV10/RNP10 or better equipped, and
b. Minimum communication requirement indicates the aircraft is HF capable.
UPR Flight Planning Requirements
The following flight planning requirements are applicable:
a. A UPR must be flight planned to avoid military operating areas, restricted areas or danger
areas when active;
b. A position report is required at the intersection of all FIR boundaries, including New Zealand
FIR (NZZC);
c. Positions on UPR must be:
1. published waypoints;
2. navigation aids; or
3. geographical coordinates expressed in latitude/longitude in either whole degrees (e.g.
12N167W) or degrees and minutes (e.g. 3415S16745E);
d. Avoid filing positions that are at the intersection of multiple FIR boundaries;
e. Avoid short term (e.g. <20 minutes) FIR transits;
f. Avoid filing routes along any FIR boundary;
g. A UPR may include published air routes provided that they start and finish at a published
waypoint on that route;
h. Time intervals between positions on the UPR must not exceed 80 minutes;
When reporting position in latitude/longitude by voice, flight crews must ensure that the entire lati-
tude/longitude is reported and no abbreviations are used. Refer to Position Reporting shown
below.
Refer to appropriate State documentation for flight planning requirements for UPR in other FIRs.
UPR to/from New Zealand and Australia/Overflying Australia
Westbound Fights
Flights departing NZAA, including flights on UPR transiting NZZC, between waypoints MOTKO
clockwise to SALAG:
Aircraft must exit the NZZC/NZZO FIR boundary at any published waypoint on the NZZC/NZZO
boundary then UPR. Waypoint LUNBI is NOT available for flights departing from within NZZC.
Flights departing from other airports within New Zealand except NZQN:
Aircraft must flight plan via a domestic ATS route to exit the NZZC FIR at a published waypoint on
the NZZC/NZZO FIR boundary then UPR.
Flights departing NZQN:
Aircraft must flight plan via BEBOB, DADLU, MADOK, or EDOKA then UPR.
Eastbound Flights
Eastbound UPR must terminate at a published waypoint on NZZO/NZZC FIR boundary except
flights arriving NZQN must terminate at BEBOB, DADLU, MADOK or EKODA.
UPR to/from New Zealand Except to/from Australia
UPR Flights Arriving and Departing NZAA
Flights arriving into NZAA must flight plan via a published waypoint or a position (latitude/longi-
tude) on NZZO/NZZC FIR boundary (200 NM Auckland).
Flights departing NZAA must flight plan via a published waypoint or a position (latitude/longitude)
on the NZZC/NZZO FIR boundary (200 NM Auckland).
Flights vacating the NZZC FIR between waypoints MOTKO clockwise to SALAG must exit the
NZZC/NZZO FIR boundary at any published waypoint on the NZZC/NZZO boundary then UPR.
Waypoint LUNBI is NOT available for flights departing from within NZZC.
UPR Flights Arriving and Departing from Other Airports in New Zealand
The requirement to flight plan via a published waypoint on NZZO/NZZC boundary is temporarily
suspended. Check NOTAMs for further instruction.
UPR Flights Arriving and Departing from Tonga, Samoa and Cook Islands
Tonga/Fua’Amotu (NFTF)
The UPR must terminate/commence at the STAR commencement waypoint where promulgated,
otherwise at a position (latitude/longitude) not closer than 75 NM from TBU VOR.
A position (latitude/longitude) or waypoint on the NFFF/NZZO and NZZO/NFTF Sector boundary
is required.
Cook Islands/Rarotonga (NCRG)
The UPR must terminate/commence at a position (latitude/ longitude) or waypoint not closer than
70 NM from RG VOR and the flight plan must include the 30 NM CTR waypoint.
Samoa/Faleolo (NSFA)
Inbound UPR must terminate at the STAR commencement waypoint. If the STAR commence-
ment waypoint is not on the TMA boundary, a position (latitude/longitude) or waypoint is required
on the TMA boundary.
Outbound UPR must commence at the final waypoint on any SID. A position (latitude/longitude)
or waypoint is required on the TMA boundary.
TRAFFIC FLOW MANAGEMENT

Traffic congestion is occurring in some New Zealand airspaces, and flow control, start-up delays,
and in-flight holding may be required to allow effective air traffic management at any time, but par-
ticularly during periods of peak demand.
Delays of 20 minutes or more may occur for arriving aircraft when meteorological conditions are
below circling minima for the highest approach category aircraft.
To manage airborne holding and delays during high demand periods, an Air Traffic Management
System called Collaborative Arrival Manager (CAM) operates. CAM allocates a calculated time of
departure (CTOT) and a controlled time of arrival (CTA) for aircraft proceeding to a CAM active
airport based on the runway capacity. International flights are not subject to these procedures.
The following is a list of airports where CAM is in operation:
Auckland H24
Christchurch H24
Wellington H24
A CTA during curfew hours is not an arrival authorization.
STANDARD CLEARANCE DELIVERY SYSTEM

Standard Route Clearances depicting designated routes between pairs of airports servicing regu-
lar flights within New Zealand are published with the respective charts of the departure airport.
The composition of a standard route clearance will be as follows:
Example: WNNR 3
Where:
WN is the airport of departure (ADEP) (i.e., Wellington)
NR is the airport of destination (ADES) (i.e., Napier)
3 is the plan validity number (1 thru 3 for the primary route, 4 thru 6 for the
secondary route, and 7 thru 9 for an extra route).
Any change of any element of the route field of a standard route clearance
will necessitate a change in the plan validity number.
ALTIMETRY
The pilot of an aircraft flying within the Auckland Oceanic FIR must maintain vertical position by
reference to the standard pressure value of 1013.2 hPa, except that:
a. Within the Rarotonga, Samoa, Tonga and Norfolk Island Area QNH Zones vertical position
must be maintained by reference to the Zone QNH. The pilot of an aircraft landing and taking
off must use the appropriate airport QNH.
b. Where the airport or heliport of destination or departure is not within an Area QNH Zone (e.g.
at the Chatham Islands), aircraft should use the appropriate airport QNH value when at or
below 3000 ft within 10 NM of the shoreline of the landmass on which the destination or
departure airport or heliport is situated.
Aircraft entering the New Zealand FIR are required to remain on 1013.2 hPa to the FIR boundary.
Aircraft entering the Auckland Oceanic FIR from the New Zealand FIR, must, if on QNH, change
to 1013.2 hPa at the FIR boundary.
DATALINK COMMUNICATIONS
Auckland Oceanic Control has installed an automated Oceanic Control System (OCS) that is fully
FANS 1/A compliant. The Logon address is “NZZO”.
Auckland Oceanic control will accept:
a. Automatic Dependent Surveillance – Contract (ADS-C) position reports; and
b. Controller Pilot Datalink Communications (CPDLC). SELCAL checks by CPDLC equipped
aircraft are not required when entering NZZO FIR. Aircraft filing a SELCAL code in item 18 of
their flight plan will be assumed to have a serviceable SELCAL and to be maintaining a
SELCAL watch on the HF primary frequency advised in the appropriate MONITOR instruc-
tion passed by the transferring CPDLC authority.
NOTE: There is no requirement for FANS 1/A aircraft entering NZZO FIR to contact Auck-
land Radio for a SELCAL check.
SATCOM COMMUNICATIONS
SATCOM communications may be used to contact both Auckland Oceanic and Christchurch Air
Traffic Centre when the primary means of communication is either not available or an Urgent /
Emergency situation arises.
a. Auckland Oceanic Non-Urgent Requests and Position Reports
SATCOM: Inmarsat Short Code 451201
Tel +64 9 275 3589
Tel +64 9 275 9335
b. Auckland Oceanic Emergency / Urgent Contact
Tel +64 9 275 9817 — This will be answered by the Oceanic Controller
c. Christchurch Air Traffic Centre
SATCOM: Inmarsat Short Code 451202
Tel +64 3 358 1694
POSITION REPORTING IN AUCKLAND OCEANIC FIR

General
When on uncharted (random) routes, aircraft are to report position at intervals of 5° or 10° of lati-
tude or longitude (latitude if the aircraft is predominantly north-south, longitude if east-west) north
or south of the equator or east or west of the 180° meridian. 10° is to be used if the aircraft traver-
ses 10° in 1 hour and 20 minutes or less. Aircraft on diagonal tracks are to report at intervals not
exceeding 1 hour and 20 minutes.
Where an aircraft is flying a company generated uncharted route (user preferred random route),
all waypoints published for these routes are compulsory reporting points except where these way-
points coincide with published non-compulsory reporting points or waypoints on an ATS route.
Aircraft that have deviated off-track are to report abeam any reporting point or waypoint.
When reporting using voice or CPDLC, the “Position” and “Next Position” shall only contain com-
pulsory reporting points or waypoints unless requested otherwise by ATC. The “Ensuing Signifi-
cant Point” may be either the compulsory or non-compulsory reporting point or waypoint after the
“Next Position”.
Revision of Estimates
Except when reporting position via ADS-C, pilots must report immediately to ATC a corrected esti-
mate for the next significant point at any time it becomes apparent that an estimate previously
submitted is in error in excess of two (2) minutes.
Using Voice
When on ATS routes, aircraft must transmit section 1 of the AIREP at compulsory reporting
points, designated compulsory MET reporting points and waypoints. Section 3 of the AIREP is
required at compulsory MET reporting points by aircraft using CPDLC only.
When on uncharted routes, aircraft must transmit section 1 of the AIREP at all fixes defining the
route.
Using CPDLC
Aircraft are required to downlink a CPDLC position report:
– After an initial CPDLC connection when inbound from an area not providing CPDLC services;
and
– After the completion of a CPDLC connection transfer; and
– At the FIR boundary on entry to the Auckland Oceanic FIR (includes outbound from New Zea-
land); and
– At compulsory reporting points; and
– When requested by ATC.
Using ADS-C
Aircraft reporting position via ADS-C are not required to downlink CPDLC position reports or
report position using voice except:
– that a CPDLC position report is required at the FIR boundary on entry to the Auckland Oceanic
FIR (includes outbound from New Zealand); and
– When requested by ATC.
Using ADS-B
Aircraft equipped with ADS-B which has an aircraft identification capability must transmit the air-
craft identification as specified in Item 7 of the ICAO flight plan or, when no flight plan has been
filed, the aircraft registration.
Within Auckland Oceanic FIR (west of 180 deg) and the New Zealand domestic FIR, an aircraft
carrying 1090 MHz extended squitter (1090ES) ADS-B equipment shall disable ADS-B transmis-
sions unless:
a. The aircraft emits position information of an accuracy and integrity consistent with the trans-
mitted value of the position quality indicator, or
b. The aircraft always transmits a value of 0 (zero) for one or more of the position quality indica-
tors (NUC, NIC, NAC OR SIL), or
c. The operator has received specific dispensation from the Director of Civil Aviation.
NOTE: Downlinked ADS-B data will not be used by the ATC system for determining aircraft posi-
tion when any of the position quality indicators (NUCp, NIC, NAC or SIL) have a value of 0 (zero).
Unattended Airports (New Zealand)

Pilots of aircraft operating outside controlled airspace below 3000 ft AGL within a radius of 10 NM
of an unattended airport (including a controlled or AFIS airport outside the hours of attendance)
must maintain a continuous listening watch on the assigned Traffic frequency, or on 119.1 MHz if
there is no frequency assigned, and broadcast position, altitude and intentions for the benefit of
other traffic.
Each aircraft transmission is to be preceded by the name of the airport, followed by the word
“TRAFFIC”.
POSITION REPORTING UNDER IFR IN NEW ZEALAND FIR

After any frequency change, when no position report is required in accordance with the following
procedures, pilots must advise call sign and cruise level, or call sign and level climbing/descend-
ing.
Except when aircraft are maintaining an ATC required speed, any variation of average true air-
speed, between reporting points, of plus or minus five percent must be notified to ATC as soon as
possible.
When it becomes apparent that an estimate previously submitted is in error by in excess of two
minutes, pilots must immediately report to ATC a corrected estimate for the next significant point.
This does not apply when reporting position via ADS-C.
Aircraft Equipped with an Operative Transponder
When identified, an IFR flight equipped with an operative transponder may discontinue updates to
ETA, and enroute position reports:
a. over designated reporting points and navigation aids;
b. on reaching or leaving assigned levels;
c. when transmitting full text reports after changing frequency to a new ATC unit or sector.
All other position reports are required.
Aircraft under control of the following Towers must make all required position reports:
Gisborne Napier New Plymouth

Nelson Dunedin Invercargill
Aircraft without serviceable MODE C are required to carry out all standard altitude reporting pro-
cedures.
Position Reporting When Holding in Controlled Airspace
Unless otherwise instructed by ATC, aircraft that have been instructed to hold must report:
a. When first crossing the aid/fix to carry out an entry.
b. When established in the holding pattern after carrying out a Sector 1 or 2 entry.
c. Training aircraft — when inbound in the holding pattern to the aid/fix and requesting an
instrument approach or onwards clearance.
d. When crossing the aid/fix on vacating the holding pattern.
Position Reporting During a STAR and Instrument Approach at a Controlled Airport
Unless otherwise instructed by ATC, the pilot of an aircraft cleared for a STAR and an instrument
approach must report as applicable:
a. At the significant point associated with the commencement of a STAR.
b. When overhead the navigation aid prior to commencing reversal turn.
c. When overhead the navigation aid outbound for procedure/base turn.
d. When established on DME ARC.
e. When crossing the Initial Approach Fix (IAF) on GNSS approach.
f. When commencing procedure or base turn leading to final approach.
g. When establishing on final approach from a DME ARC or procedure/base turn.
h. Following radar vectoring when established on final approach.
i. When crossing the Intermediate Approach Fix (IF) on GNSS approach.
j. When crossing the Final Approach Fix unless the pilot has reported visual and received an
acknowledgement from the Tower.
k. When the ground or water becomes continually visible and flight by instruments is no longer
required.
l. When commencing a missed approach procedure.
The pilot of an aircraft making missed approach must report the following information in the order
listed:
a. identification: report radio callsign; and
b. altitude: the phrase “CLIMBING TO” followed by the cleared altitude or flight level of the ini-
tial portion of the flight.

ICAO REFERENCE
DEFINITIONS
Visibility — means the ability, as determined by atmospheric conditions and expressed in units of
measurement, to see and identify prominent unlighted objects by day and prominent lighted
objects by night.
ANNEX 2
3.2.3.3 No requirement for aircraft in flight to display anti-collision lights outside the period from
sunset to sunrise.
3.2.3.4 No requirement for aircraft operating on the movement area of an airport to display anti-
collision lights or lights to indicate engines are running outside the period from sunset to sunrise.
3.2.4 Outside controlled airspace simulated instrument flight is permitted in an aircraft that is not
equipped with fully functioning dual controls or pitch, roll, yaw and engine power controls that can
be operated from either pilot station if the means of simulating instrument flight can be removed
rapidly by the pilot in command.
3.3.3.1 Inclusion of wake turbulence category, equipment, departure airport, estimated off-block
time, cruising speed(s) and cruising level(s) in a VFR flight plan is not mandatory.
4.1 For classes C, D and E airspace the minimum permitted distance from cloud is 2km horizon-
tally and, within a control zone, 500 ft vertically. The minimum required vertical distance from
cloud outside a control zone within class C, D or E airspace is 1000 ft.
4.4 VFR flights may be operated above the upper limit of controlled airspace in the Auckland
Oceanic and New Zealand FIRs.
4.5 VFR flights may be authorized in RVSM airspace (FL290 – FL410) in the New Zealand FIR.
PAPUA NEW GUINEA
GENERAL
In general, the air traffic rules and procedures are in conformity with ICAO Standards, Recom-
mended Practices and Procedures.
Units of measurement used in all air and ground communications and airways operations are as
listed in the following table.
NOTE: An aircraft which is temporarily unable to use the following units shall advise the ground
station with which it is in contact and request the station to transmit in units of measurement
requested by the aircraft.
Measurement of Unit
Distances used in navigation, position report- Nautical Miles and Tenths
ing, etc., generally in excess of 2 to 3 NM
Relatively short distances such as those relat- Meters
Wind direction in observations for landing and Degrees Magnetic
take-off
Wind direction, except for landing and take-off Degrees True
Weight (mass) Metric Tons or Kilograms
Time Hours and Minutes, UTC
PAPUA NEW GUINEA
WGS-84 COMPLIANT
FLIGHT PROCEDURES
HOLDING
Maximum Speeds
Maximum IAS in Normal Con- Maximum IAS in Turbulent

Levels
ditions Conditions
Up to and including 14,000 230 2801
feet AMSL
1702 1702
Above 14,000 AMSL to 240 280 or 0.8 Mach whichever is
20,000 feet AMSL inclusive the lesser1
Above 20,000 feet AMSL to 265 280 or 0.8 Mach whichever is
FL340 inclusive the lesser1
Above FL340 0.83 Mach 0.83 Mach
1The speed limit of 280 knots or 0.80 Mach for turbulent conditions shall be used for holding
only after prior clearance from ATC, unless the procedure indicates that the holding area can ac-
commodate aircraft flying at those higher speeds.
2 Holding procedures limited to Category A and B aircraft only.
Make all turns at a rate of 3° per second up to a maximum bank angle of 25°.
Air Traffic Control Clearances and Instructions
If proposing to fly into a control area from an airport so close to the entry point that 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 airport where communica-
tion can easily be established before take-off; or
b. after take-off, if not available or obtainable before take-off, provided the aircraft does not
enter controlled airspace until cleared.
If landing at such airports with the intention of departing for a control area shortly after landing,
any revision of notified details relevant to the clearance should be advised if (a) or (b) would not
be practicable, clearance should be requested before landing.
Details required for flight in controlled airspace shall be submitted at least 30 minutes before the
expected time of entry into controlled airspace.
Flights that will enter Port Moresby FIR on ATS route B589 on Honolulu – Port Moresby route at
TASAK should call Moresby Radio on HF 20 minutes before entry for enroute clearance.
PAPUA NEW GUINEA

Instrument approach procedures are based on those contained in PANS-OPS, Document 8168.
Minimum Altitudes for IFR Flights
a. Except when necessary for take-off or landing, a pilot-in-command must not operate an air-
craft under IFR below—
1. the applicable minimum altitudes prescribed in Part 95 (not published herein); or
2. the applicable area minimum altitude prescribed in Part 95 (not published herein); or
3. if no applicable minimum altitude prescribed in that Part—
(a) in the case of operations over terrain with a height in excess of 10,000 feet, a
height of 2000 feet above the highest obstacle within a horizontal radius of 5 NM
within the navigation tolerance area; or
(b) in the case of operations over terrain with a height in excess of 5000 feet, a height
of 1500 feet above the highest obstacle within a horizontal radius of 5 NM within
the navigation tolerance area; or
(c) in any other case, a height of 1000 feet above the highest obstacle within a hori-
zontal radius of 5 NM within the navigation tolerance area.
b. A pilot-in-command must establish the navigation tolerance area required under paragraph
a. 3. in a manner that is acceptable to the Director.
Aircraft Speed
a. A pilot shall not operate an aircraft at an indicated speed of more than 250 kts below an alti-
tude of 10,000 feet AMSL when that aircraft is operated in Class F airspace.
b. A pilot shall not operate an aircraft below 1500 feet above airport elevation and within 5km of
that airport at an indicated speed of more than 200 kts when that aircraft is operated in Class
F airspace.
c. Paragraph a. and b. shall not apply when—
1. the minimum safe speed of the aircraft prescribed in the flight manual is more than the
prescribed speed limitation and the aircraft is operated at that minimum safe speed; or
2. the minimum speed specified for a procedure for flight under IFR is more than the pre-
scribed speed limitation.
Handling Speeds
The handling speeds for aircraft categories during IAL procedures are as follows:
PAPUA NEW GUINEA
SPEEDS FOR PROCEDURE IN KNOTS lAS

Max Speeds
Range of Range of Fi- Max Speeds
ACFT Catego- for Visual Ma-
Vat Speeds for In- nal Approach for Missed
ry neuvering
itial Approach Speeds Approach
(Circling)
A <91 90/150 (110*) 70/100 100 110
B 91/120 120/180 (140*) 85/130 135 150
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 70–100 60–90 N/A 90
*Maximum speed for reversal procedures.
NOTE: On reversal procedures for which a FAF is not published, final approach speed should be
obtained before descending on the inbound track.
Speed Restrictions
Non-precision instrument approach procedures are normally designed to a maximum indicated
airspeed of:
a. Category A/B: 170 knots;
b. Category C/D: 200 knots;
c. Category E: not normally provided.
These are the maximum speeds, for each category, during the initial approach segment of a non-
precision approach procedure. The speed must be achieved before passing the IAF or facility.
Other speed restrictions may be specified in addition to, or instead of, aircraft category restric-
tions, to ensure that the aircraft remains within the limits of the protected areas.
NOTE 1: The speeds in Table above do not override other speed limit requirements.
NOTE 2: The maximum speeds, identified by asterisk in Table above for reversal procedures, are
not applied in Papua New Guinea.
Operating on and in the Vicinity of an Airport
A pilot of an airplane operating on or in the vicinity of an airport must—
a. observe other airport traffic for the purpose of avoiding collision; and
b. unless otherwise authorized or instructed by ATC, conform with or avoid the airport traffic cir-
cuit formed by other aircraft; and
PAPUA NEW GUINEA
c. performed a left hand airport traffic circuit when approaching for a landing at and after take-
off from an airport unless—
1. the pilot is otherwise authorized or instructed by ATC; or
2. the IFR procedure for the runway being used specifies a right-hand turn and the
approach for landing or the take-off is being performed in accordance with the instru-
ment approach procedure; or
3. the aircraft is circling or maneuvering off an instrument approach procedure; and
d. perform a right hand airport traffic circuit when approaching for a landing at and after take-off
from an airport, if the details for the airport specify a right-hand airport traffic circuit for the
runway being used unless—
1. the pilot is otherwise authorized or instructed by ATC; or
2. the IFR procedure for the runway being used specifies a left-hand turn and the
approach for landing or the take-off is being performed in accordance with the instru-
ment approach procedure; or
3. the aircraft is circling or maneuvering off an instrument approach procedure; and
e. unless otherwise authorized or instructed by ATC, comply with any special airport traffic
rules prescribed by the Director.
IFR Cruising Altitude or Flight Level
a. Subject to paragraph c., a pilot-in-command of an aircraft operating within the Port Moresby
FIR under IFR in level cruising flight must, unless otherwise authorized by ATC, maintain the
following altitude or flight levels—
1. when operating at or below 20,000 feet AMSL—
(a) on a magnetic track of 000° clockwise to 179°, any odd thousand foot altitude
AMSL; or
(b) on a magnetic track of 180° clockwise to 359°, any even thousand foot altitude
AMSL; and
2. when operating at or above flight level 210 up to flight level 290—
(a) on a magnetic track of 000° clockwise to 179°, any odd flight level; or
(b) on a magnetic track of 180° clockwise to 359°, any even flight level; and
3. when operating at or above flight level 290 up to and including flight level 410—
(a) on a magnetic track of 000° clockwise to 179°, any odd flight level at 2000 foot
intervals beginning at flight level 290; or
(b) on a magnetic track of 180° clockwise to 359°, any even flight level at 2000 foot
intervals beginning at and including flight level 300; and
4. when operating above flight level 410—
PAPUA NEW GUINEA
(a) on a magnetic track of 000° clockwise to 179°, any odd flight level at 4000 foot
intervals beginning at flight level 430; or
(b) on a magnetic track of 180° clockwise to 359°, any odd flight level at 4000 foot
intervals beginning at and including flight level 450.
b. A pilot-in-command of an aircraft operating within the Port Moresby FIR under IFR must not
maintain level cruising flight at any level between 20,000 feet AMSL and flight level 210
unless otherwise authorized by ATC.
c. A pilot-in-command of an aircraft operating within the Port Moresby FIR under IFR at or
above flight level 210 must not maintain level cruising flight below flight level—
1. 220 when the zone QNH is less than 1013 hectopascals; and
2. 230 when the zone QNH is less than 980 hectopascals.
VISUAL FLIGHT RULES

Fuel Requirements for Flight Under VFR
A pilot-in-command of an airplane shall not begin a flight under VFR unless, in the forecast
weather conditions, the airplane has enough fuel to fly, including fuel required for taxi, take-off
and climb, to the first point of intended landing at the planned normal cruising speed, and to fly
after that for at least 45 minutes.
VFR Flight Plan
A pilot-in-command of an aircraft must—
a. where practical, submit a flight plan to an appropriate ATS unit prior to the start of each flight
under VFR; or
b. otherwise, submit a flight plan by radio to the appropriate ATS unit as soon as practical after
take-off.
Position Reports
a. Each pilot-in-command of an aircraft on a VFR flight shall report the position of the aircraft to
ATS—
1. at least every 30 minutes; or
2. at the times or reporting points required by ATS.
b. Each pilot-in-command shall advise ATS of a revised ETA when the estimated ETA to the
next reporting point notified to ATS is found to be in error by more than 2 minutes.
VFR Cruising Altitude and Flight Level
a. Each pilot-in-command of an aircraft operating within the Port Moresby FIR under VFR in
level cruising flight at more than 3000 feet above the surface shall, unless otherwise author-
ized by ATC, maintain the following altitude or flight levels when operating at or below
20,000 feet AMSL—
PAPUA NEW GUINEA
1. on a magnetic track of 000° clockwise to 179°, any odd thousand foot altitude AMSL; or
2. on a magnetic track of 180° clockwise to 359°, any even thousand foot altitude AMSL;
and
b. Each pilot-in-command of an aircraft operating within the Port Moresby FIR under VFR shall
not operate at any level above 20,000 feet AMSL unless otherwise authorized by ATC.
INSTRUMENT FLIGHT RULES

Minimum Flight Crew
A pilot-in-command shall not operate an aircraft under IFR without another pilot, unless—
a. the aircraft flight manual authorizes operation of the aircraft with one pilot; and
b. the aircraft is equipped with—
1. communication equipment that can be operated by the pilot without releasing the air-
craft flight controls; and
2. an operative autopilot or stabilization system capable of operating the aircraft controls to
maintain flight and maneuver the aircraft about the roll and pitch axes with an automatic
heading hold.
Fuel Requirements for Flights Under IFR
a. A pilot-in-command must not operate an aircraft under IFR unless the aircraft carries suffi-
cient amount of usable fuel including contingency fuel as specified in b., taking into account
weather reports, forecasts and conditions, to complete the planned flight safely and to allow
for deviations from the planned operation.
b. The amount of usable fuel to be carried required under paragraph a. shall, as a minimum, be
based on:
1. the following data:
(a) current airplane-specific data derived from a fuel consumption monitoring system,
if available; or
(b) if current airplane-specific data are not available, data provided by the airplane
manufacturer; and
2. the operating conditions for the planned flight including:
(a) anticipated airplane mass;
(b) Notices to Airmen;
(c) current meteorological reports or a combination of current reports and forecasts;
(d) air traffic services procedures, restrictions and anticipated delays; and
(e) the effects of deferred maintenance items and/or configuration deviations.
c. The pre-flight calculation of usable fuel required shall include:
PAPUA NEW GUINEA
1. taxi fuel, which shall be the amount of fuel expected to be consumed before take-off,
taking into account local conditions at the departure airport and auxiliary power unit
(APU) fuel consumption;
2. trip fuel, which shall be the amount of fuel required to enable the airplane to fly from
take-off, or the point of in flight re-planning, until landing at the destination airport taking
into account the operating conditions of b. 2.;
3. contingency fuel, which shall be the amount of fuel required to compensate for unfore-
seen factors and is five percent of the planned trip fuel or of the fuel required from the
point of in-flight re-planning based on the consumption rate used to plan the trip fuel
but, in any case, shall not be lower than the amount required to fly for five minutes at
holding speed at 450m (1500 ft) above the destination airport in standard conditions;
4. destination alternate fuel, which shall be:
(a) where a destination alternate airport is required by 91.405, the amount of fuel
required to enable the airplane to:
(1) perform a missed approach at the destination airport;
(2) climb to the expected cruising altitude;
(3) fly the expected routing;
(4) descend to the point where the expected approach is initiated; and
(5) conduct the approach and landing at the destination alternate airport; or
(b) where two destination alternate airports are required, the amount of fuel, as calcu-
lated in c. 4., required to enable the airplane to proceed to the destination alternate
airport which requires the greater amount of alternate fuel; or
(c) where a flight is operated without a destination alternate airport, the amount of fuel
required to enable the airplane to fly for 15 minutes at holding speed at 450m
(1500 ft) above destination airport elevation in standard conditions; or
(d) where the airport of intended landing is an isolated airport:
(1) for a reciprocating engine airplane, the amount of fuel required to fly for 45
minutes plus 15 percent of the flight time planned to be spent at cruising level,
including final reserve fuel, or two hours, whichever is less; or
(2) for a turbine-engined airplane, the amount of fuel required to fly for two hours
at normal cruise consumption above the destination airport, including final
reserve fuel;
(e) for helicopters:
(1) when an alternate airport is not required, fly after that for 30 minutes at hold-
ing speed at a height of 1500 feet above airport ; or
PAPUA NEW GUINEA
(2) when an alternate airport is required, fly from the airport of intended landing to
the alternate airport and fly after that for 45 minutes at holding speed at a
height of 1500 feet above the airport.
5. final reserve fuel, which shall be the amount of fuel calculated using the estimated mass
on arrival at the destination alternate airport, or the destination airport when no destina-
tion alternate airport is required:
(a) for a reciprocating engine airplane, the amount of fuel required to fly for 45
minutes, under speed and altitude conditions acceptable to the Director; or
(b) for a turbine-engined airplane, the amount of fuel required to fly for 30 minutes at
holding speed at 450m (1500 ft) above airport elevation in standard conditions;
6. additional fuel, which shall be the supplementary amount of fuel required if the minimum
fuel calculated in accordance with c. 1., 2., 3., 4., 5., 6. and 7. is not sufficient to:
(a) allow the airplane to descend as necessary and proceed to an alternate airport in
the event of engine failure or loss of pressurization, whichever requires the greater
amount of fuel based on the assumption that such a failure occurs at the most criti-
cal point along the route;
(1) fly for 15 minutes at holding speed at 450m (1500 ft) above airport elevation
in standard conditions; and
(2) make an approach and landing;
(b) allow an airplane engaged in EDTO to comply with the EDTO critical fuel scenario
established under Part 121 Subpart N (not published herein);
(c) meet additional requirements not covered above;
(7) discretionary fuel, which shall be the extra amount of fuel to be carried at the discretion
of the pilot-in-command.
d. A pilot in command must not operate an aircraft unless the usable fuel on board meets the
requirements under paragraphs 1., 2., 3., 4., 5. and 6. if required and shall not continue from
the point of in-flight re-planning unless the usable fuel on board meets the requirements
under paragraphs 2., 3., 4., 5. and 6. if required.
e. Notwithstanding provisions under paragraphs c. 1., 2., 3., 4. and 6., the Director may, based
on the results of a specific safety risk assessment conducted by the operator which demon-
strates how an equivalent level of safety will be maintained, approve variations to the pre-
flight fuel calculation of taxi fuel, trip fuel, contingency fuel, destination alternate fuel, and
additional fuel.
f. The specific safety risk assessment under paragraph e. shall include at least the:
1. flight fuel calculations;
2. capabilities of the operator to include:
(a) a data-driven method that includes a fuel consumption monitoring program; or
PAPUA NEW GUINEA
(b) the advanced use of alternate airports; and

3. specific mitigation measures.
g. The use of fuel after flight commencement for purposes other than originally intended during
pre-flight planning shall require a re-analysis and, if applicable, adjustment of the planned
operation.
IFR Alternate Airport Requirement
a. A pilot-in-command of an aircraft operating under IFR must list in the flight plan at least one
alternate airport unless—
1. at least 30 minutes before and 30 minutes after the estimated time of arrival at the air-
port of intended landing the meteorological forecast, or meteorological reports, or a
combination of the two indicate that—
(a) the ceiling and visibility are at or above the alternate minima prescribed under Part
95 (not published herein); and
(b) there is no probability of reduced visibility due to fog, mist or dust; and
2. if the airport of intended landing only has an instrument approach procedure based on
GPS, at least 30 minutes before and 30 minutes after the estimated time of arrival at the
airport of intended landing the meteorological forecast, or meteorological reports, or a
combination of the two indicate that—
(a) the ceiling is at least 500 feet above the minimum approach altitude prescribed
under Part 95 (not published herein) for the final route segment; and
(b) the visibility is at least 3km above the publish visibility for the approach; and
3. if the airport of intended landing does not have an instrument approach procedure pre-
scribed under Part 95 (not published herein) at least 30 minutes before and 30 minutes
after the estimated time of arrival at the airport of intended landing the meteorological
forecast, or meteorological reports, or a combination of the two indicate that—
(a) the ceiling at the airport is at least 500 feet above the lowest safe altitude prescri-
bed under Part 95 (not published herein) for the final route segment or the lowest
MSA; and
(b) the visibility is at least 8km; and
4. if the meteorological conditions are forecast to deteriorate below the limits required to
carry an alternate, intermittently (INTER) or temporarily (TEMP), in addition to the
requirements of — Fuel Requirements for Flights Under IFR — sufficient fuel based on
holding speed is carried for an additional—
(a) 30 minutes for intermittent deteriorations; and
(b) 60 minutes for temporary deteriorations.
b. A pilot-in-command of an aircraft required to make provision for an alternate airport under
paragraph (a) must not list any airport as an alternate unless the meteorological forecasts at
PAPUA NEW GUINEA
the time of submitting the flight plan indicate, at the time of planned arrival at the alternate
airport, that—
1. if the alternate airport has an instrument approach procedure prescribed under Part 95
(not published herein) based on a navigation aid other than GPS, the ceiling and visibil-
ity are at or above the alternate minima prescribed under Part 95 (not published herein);
and
2. if the alternate airport does not have an instrument approach procedure or only has an
instrument approach procedure based on GPS prescribed under Part 95 (not published
herein)—
(a) the ceiling is at least 500 feet above the lowest safe altitude prescribed under Part
95 (not published herein) for the final route segment; and
(b) the visibility is at least 8km.
c. A pilot-in-command of an aircraft must not list any airport as an alternate airport in the IFR
flight plan under paragraph (a) unless that alternate airport is equipped with a secondary
electric power supply for—
1. the ground based electronic navigation aids necessary for the instrument approach pro-
cedure to be used; and
2. the airport lighting for night operations.
AIRSPACE CLASSIFICATION
Class A Airspace
Any portion of airspace that is designated as a control area or control zone must be classified as
Class A airspace if the Director considers it necessary in the interests of aviation safety that—
a. separation is required between all flights; and
b. VFR flights are not permitted.
Class B Airspace
Class B airspace if the Director considers it necessary in the interests of aviation safety that sepa-
ration is required between all flights.
Class C Airspace
Class C airspace if the Director considers it necessary in the interests of aviation safety that—
a. separation is required between—
1. IFR flights; and
2. IFR and VFR flights; and
3. IFR and special VFR flights; and
PAPUA NEW GUINEA
4. special VFR flights when the flight visibility is reported to be less than 5km; and
b. traffic information is required for VFR flights about other VFR flights; and
c. traffic avoidance advice is required for VFR flights on request.
Class D Airspace
Any portion of airspace that is designated as a controlled area or controlled zone must be classi-
fied as Class D airspace if the Director considers it necessary in the interests of aviation safety
that—
1. IFR flights; and
2. IFR and VFR flights during night; and
3. IFR and special VFR flights; and
4. special VFR flights when the flight visibility is reported to be less than 5km; and
b. traffic information is required for—
1. IFR flights about VFR flights during day; and
2. VFR flights about IFR flights, and
3. VFR flights about other VFR flights; and
c. traffic avoidance advice is required for IFR and VFR flights on request.
Class E Airspace
Class E airspace if the Director considers it necessary in the interests of aviation safety that—
1. IFR flights; and
2. IFR flights and VFR flights during night; and
b. traffic information must be provided, where practical, to—
1. IFR flights about VFR flights during day; and
2. VFR flights about IFR flights; and
3. VFR flights about other VFR flights.
Class F Airspace
The Director may classify any portion of uncontrolled airspace as Class F airspace if the Director
considers it necessary in the interests of aviation safety that—
a. IFR flights receive an air traffic advisory service; and
b. all flights receive a flight information service if requested.
PAPUA NEW GUINEA
Glass G Airspace
Class G airspace is any uncontrolled airspace that is not Class F airspace and—
a. IFR flights are entitled to receive a flight information service; and
b. VFR flights are entitled to receive a flight information service on request.
Transitional Provisions
The designation of—
a. the Papua New Guinea flight information region; and
b. visual reporting points; and
c. control areas; and
d. terminal control areas; and
e. upper control areas; and
f. control zones; and
g. airport traffic zones; and
h. mandatory broadcast zones; and
i. transponder mandatory airspace—
that existed immediately prior to Part 71 coming into effect shall be deemed to be airspace desig-
nated and notified, under and in accordance with Part 71 (not published herein).
Airspace VFR meteorological minima

Class of airspace Distance from cloud Flight visibility
2km horizontally
1000 feet vertically outside a
“C” control zone
500 feet vertically within a control 8km at or above 10,000 feet
zone AMSL
Above 3000 feet 5km below 10,000 feet AMSL

AMSL or 1000 feet 2km horizontally
above terrain which- 1000 feet vertically
ever is the higher
“F”
At or below 3000 feet
or 1000 feet above Clear of cloud and in sight of the
5km
the terrain whichever surface
is the higher
PAPUA NEW GUINEA
VFR minima at airports within a control zone

Ceiling Visibility
All aircraft Day and Night 1500 feet 5km
VFR minima at airports within an airport traffic zone or in uncontrolled airspace

Ceiling Visibility
All aircraft Day 600 feet 5km
All aircraft Night 1500 feet 8km

PERFORMANCE BASED NAVIGATION (PBN)
Performance Based Navigation (PBN) is implemented throughout the Port Moresby FIR. At this
time, only RNP10 (RNAV10) approvals are recognized.
At this time, only RNP10 separation standards will be applied to aircraft with RNP4 or RNP10
approval.
ATC apply separation minima based on a flight's notified navigational approval status. Therefore,
pilots must notify ATC when operating with reduced navigation performance.
RNP4 or RNP10 approved aircraft may be afforded priority over aircraft not meeting such criteria,
subject to traffic disposition.
ADS-C/CPDLC IN THE PORT MORESBY FIR

PNG Air Services Limited is implementing FANS 1/A Data Link services (ADS-C/CPDLC) within
the Port Moresby Flight Information Region (FIR).
The Logon Address is “AYPM”.
The CPDLC procedures described are in accordance with international procedures. Refer to AIR
TRAFFIC CONTROL — AIR TRAFFIC MANAGEMENT (DOC 4444) — Controller-Pilot Data Link
Communications (CPDLC) (not published herein).
Logon Procedures
A logon request must be initiated by the air crew and received by the ground system before any
data link connections can be initiated.
Aircraft departing from airports within the Port Moresby FIR and requesting CPDLC services
should not logon earlier than 20 minutes prior to the planned EOBT.
Aircraft entering the Port Moresby FIR from an adjacent FIR can expect that the CPDLC connec-
tion will be transferred automatically by the Address Forwarding process.
In the event that flight crew are instructed by voice to logon, the logon address must be read
back.
PAPUA NEW GUINEA
The aircraft identification and registration contained in the logon request must be identical to the
aircraft details contained in the flight plan.
Aircraft departing the Port Moresby FIR can expect to be automatically Address Forwarded to the
appropriate ATS unit prior to the FIR boundary.
To ensure reliability of ADS-C, flight crews must ensure that the ADS-C remains armed.
CPDLC “latency timer” functionality is not available in the Port Moresby FIR.
CPDLC
In the Port Moresby FIR east of 150E, 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 the Port Moresby FIR west of 150E, VHF voice is normally the primary means of communica-
tion. Flight crews should not initiate CPDLC messaging except:
a. when transmitting position reports in accordance with paragraph 5; or
b. when authorized by ATC; or
c. in an emergency.
SELCAL checks by CPDLC equipped aircraft are not required when entering the AYPM FIR. Air-
craft filing a SELCAL code in item 18 of the flight notification will be assumed to have a servicea-
ble SELCAL and to be maintaining SELCAL watch on the primary HF frequency advised in the
MONITOR instruction passed by the transferring CPDLC authority.
When transferring an aircraft from CPDLC to voice as the primary means of communication, flight
crews will be instructed to CONTACT the appropriate frequency.
When crossing an FIR boundary, the transferring ATS unit will instruct the flight crew to either
CONTACT or MONITOR the next ATS unit on the appropriate frequency. When instructed to
MONITOR the next ATS unit, CPDLC will remain the primary means of communication.
Position Reporting
A CPDLC downlink is required to enable Port Moresby ATC to ensure that it is the 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 Port Moresby FIR from another FIR.
Following this initial CPDLC position, 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
paragraph above.
For non-identified aircraft, ADS-C reporting fulfills 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.
PAPUA NEW GUINEA
Reporting Back on Route

If an aircraft is subject to a weather deviation and has been instructed to report back on route, the
“BACK ON ROUTE” message must not be downlinked until either:
a. The aircraft has rejoined its previously cleared route; or
b. The aircraft has requested and has been cleared direct to a subsequent waypoint and is pro-
ceeding directly to that waypoint.
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.
Upon receipt of this CPDLC uplink, flight crews must ensure that the correct downlink report is
sent. Note that 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.
Block Level Clearances
ATC may issue block level clearances to facilitate operations in adverse weather or for other
operational reasons.
A block level clearance is cancelled or amended by the issuance of a new vertical clearance.
To request a cancellation of a block level 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.
Revision of Estimates Using CPDLC
Under normal circumstances, an aircraft position reporting via ADS-C is not required to advise
ATC of any revised waypoint estimates. Exceptions are:
a. Revision of a greater than two (2) minutes to a previous flight crew advised estimate; or
b. Following a flight crew-initiated action (eg: speed change) resulting in an amended estimate
of greater than two (2) minutes.
If required, flight crews shall advise of revised estimate by one of the following means:
a. by voice or
b. a CPDLC position report containing the revised estimate: or
c. the CPDLC free-text message, “REVISED ETA [position][time]”.
ADS-C and/or CPDLC Failure
When using CPDLC for communications and/or ADS-C for position reporting, flight crews must
advise ATC when any fault occurs (e.g: loss of SATCOM) that may result in the degraded per-
formance or non-availability of CPDLC, and/or ADS-C.
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.
PAPUA NEW GUINEA
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 authorized a return to data link communications.

ANNEX 11 – AIR TRAFFIC SERVICES
2.6.3 Class F airspace:
– PNG does not provide an air traffic advisory service instead all flights receive flight information
service.
– IFR flights receive traffic information on all flights, VFR flights receive traffic information on IFR,
and VFR flights when requested.
– Continuous two-way communication required for all flights.
PHILIPPINES
GENERAL
The air traffic rules and procedures applicable to air traffic within the Manila FIR conform to Annex
2 and Annex 11 to the Convention on International Civil Aviation to the Civil Aeronautics Act of the
Philippines (RA 776) and to appropriate national rules, to those portions of the Procedures for Air
Navigation Services – Rules of the Air and Air Traffic Services applicable to aircraft and of the
Regional Supplementary Procedures applicable to the South East Asian and Pacific Region
except for the differences listed below.
Measurement of Unit
Distances used in navigation, position reporting, etc., gener- Nautical Miles and Tenths
ally in excess of 2 to 3 NM
Relatively short distances such as those relating to the aero- Meters
drome (e.g., runway lengths)
Altimeter setting Hectopascals or Inches of Mercury
Time Hours and Minutes UTC
WGS-84 COMPLIANT
FLIGHT PROCEDURES
Holding patterns shall be entered at or below the following indicated airspeeds:
Jet Aircraft
Levels Propeller Aircraft** Normal Conditions Turbulence Condi-
tions
Up to and including
6,000 ft. (1,850 me- 170 knots 210 knots 280 knots or 0.8 Mach
ters) whichever is less ***
PHILIPPINES
Jet Aircraft
Levels Propeller Aircraft** Normal Conditions Turbulence Condi-
tions
Above 6,000 ft (1,850
meters) up to including
170 knots 220 knots
14,000 ft. (4,250 me-
ters)
Above 14,000 ft (4,250
185 knots 240 knots
meters)
* The levels tabulated above represent ‘altitudes’ or corresponding ‘flight levels’ depending upon
the altimeter setting in use.
** Certain types of propeller aircraft may need to hold at higher speeds.
*** The speed of 280 knots (0.8 Mach) reserved for turbulence conditions shall be used for hold-
ing after prior clearance from ATC, unless the relevant publications indicate that the holding area
can accommodate aircraft flying at these high holding speeds.

Speed Limitations
Unless otherwise authorized by ATC, arriving aircraft speed within the Manila TMA shall not
exceed 250 kts IAS. If there is no need to apply the speed limitation, ATC shall inform the pilot
“No speed restriction required.”

The Philippines do not publish complete airport operating minimums for procedures based on
PANS-OPS. On these procedures the Philippines publishes Obstacle Clearance Altitudes
(Heights) [[OCA(H)]], visibility, and for selected procedures, ceiling.
DA or DH/(HAT), MDA/(HAT or HAA), ceiling and visibility are published for landing on proce-
dures designed to TERPS criteria at military airports.
Circling Approach Area
On procedures designed to TERPs criteria, the visual maneuvering area for a circling approach is
determined by arcs centered on each runway threshold and joining those arcs with tangent lines.
The radius of the arcs are related to the aircraft category as follows:
APPROACH CATEGORY RADIUS (NM)

A 1.3
B 1.5
PHILIPPINES
APPROACH CATEGORY RADIUS (NM)

C 1.7
D 2.3
A minimum obstacle clearance of 300 ft is provided within the above circling approach areas.

The airspace in the Manila FIR has been classified in accordance with Appendix 4 of ICAO Annex
11.

REDUCED VERTICAL SEPARATION MINIMUM (RVSM) POLICY AND
PROCEDURES IN THE MANILA FIR
IMPLEMENTATION OF REVISED FLIGHT LEVEL ARRANGEMENTS IN THE WESTERN
PACIFIC/SOUTH CHINA SEA AREA
The States of the ICAO Asia/Pacific Region within the Western Pacific/South China Sea (WPAC/
SCS) area implemented RVSM operations using a modified single alternate flight level orientation
scheme (FLOS), with a complementary flight level allocation scheme (FLAS) for ATC flight level
assignment.
To assist expeditious traffic handling, ATC operational arrangements termed ‘no pre-departure
coordination’ (i.e., ‘No-PDC’) procedures are mutually agreed between affected ATC Area Control
Centers (ACCs). Using No-PDC procedures means the initial flight level for departing flights is
allocated in accordance with the pre-agreed FLAS without real time flight level coordination being
undertaken between adjacent ACCs. After departure, other flight levels may be available subject
to prior coordination between ACCs to agree alternative flight levels for assignment.
Subsequent to the commencement of RVSM operations in the WPAC/SCS area, implementation
of RVSM has continued in airspaces surrounding the WPAC/SCS area but utilizing a single alter-
nate FLOS in accordance with the Tables of Cruising Levels contained in the Table “RVSM-
FEET” of Appendix 3 of ICAO Annex 2 – Rules of the Air. This resulted in a need to continuously
transition the flight levels of many flights entering and leaving the WPAC/SCS area between the
modified single alternate FLOS in the WPAC/SCS area and the single alternate FLOS in sur-
rounding RVSM areas.
Implement Revised FLOS and FLAS in WPAC/SCS Area
In order to minimize flight level transition requirements for flights entering and leaving the
WPAC/SCS area, affected States working under the auspices of the ICAO WPAC/SCS RVSM
Scrutiny Working Group (WPAC/SCS RSG) will implement revised flight level arrangements for
the WPAC/SCS area.
With effect from 0807022100, simultaneous and permanent implementation of the following flight
level arrangements in the WPAC/SCS area will occur:
PHILIPPINES
a. A single alternate FLOS (i.e., ‘east odd flight levels, west even flight levels’) in compliance
with the Table “RVSM-FEET” of Appendix 3 of Annex 2 (not published herein) and in accord-
ance with the FLOS in surrounding areas;
b. Special high capacity arrangements for six unidirectional parallel routes (L642, M771, N892,
L625, N884 and M767) that involve managed use of odd and even flight levels in the same
direction of flight; and
c. an associated FLAS agreed between affected ACCs to facilitate ATC ‘No-PDC’ operations.
Details of the flight level arrangements to be implemented, including those applicable to Large
Scale Weather Deviation (LSWD), have been included in the following tables.
FLAS with Adjacent FIRs

No Pre-Departure Co-
Flight Level Transi-
FIR ordination (PDC) ATS Route
tion
Flight Levels
L625 MEVIN B462 Fukuoka ACC will tran-
FL310, 320, 350, 360, sition FL320, 360, 400
390, 400 LAO B462 to ODD levels after
Manila – Fukuoka MEVIN
FL290, 310, 330, 350,
N884 Nil
370, 390, 410
FL300, 340, 380 B462 LAO
Fukuoka – Manila FL300, 320, 340, 360, Nil
A582
380, 400
FL290, 310, 330, 350, A590
Manila – Fukuoka Nil
370, 390, 410 G578
FL300, 320, 340, 360, A590
Fukuoka – Manila Nil
380, 400 G578
FL290, 310, 330, 350,
M501, G467, R337
Manila – Oakland 370, 390, 410 Nil
FL310, 350, 390 A339
FL300, 320, 340, 360,
M501, G467, R337
Oakland – Manila 380, 400 Nil
FL320, 360, 400 A339
FL290, 310, 330, 350, A461, R590, B472,
Manila – Ujung Pan- 370, 390, 410 B473, B462 Nil
dang
FL320, 360, 400 G578
PHILIPPINES
FLAS with Adjacent FIRs (continued)

tion
Flight Levels
FL320, 360, 400 A339
A461, R590, B472,
FL300, 340, 380
B473, B462
Ujung Pandang – Man-
Nil
ila FL350, 390 G578
FL310, 350, 390 A339
FL290, 330, 370, 410 M754
Manila – Kota Kinabalu FL320, 360, 400 M646 Nil
FL320, 360, 400 A341
FL300, 340, 380 M754
Kota Kinabalu – Manila FL310, 350, 390 M646 Nil
FL310, 370 A341
Manila ACC will transi-
FL310, 320, 350, 360, tion FL300, 340, 380 to
Manila – Singapore M767
390, 400 FL310, 350, 390 be-
fore JOM.
FL310, 320, 350, 360, tion FL320, 360, 400 to
N884
Singapore – Manila 390, 400 ODD levels between
LULBU and LUBAN.
FL300, 380 M772 Nil
FL310, 320, 350, 360,
N892
Manila – Ho Chi Minh 390, 400 Nil
FL280, 340 L628, M765
FL310, 320, 350, 360,
L625
390, 400
Ho Chi Minh – Manila Nil
FL330, 370, 410 L628
FL290, 370 M765
A461, A583, M501/
FL300, 340, 380
Manila – Hong Kong A461 Nil
FL300, 380 M772
PHILIPPINES
FLAS with Adjacent FIRs (continued)

tion
Flight Levels
A461, A583, A461/
Hong Kong – Manila FL290, 330, 370, 410 Nil
M501
FL290, 310, 330, 350, tion FL320, 360, 400 to
L625/M646
370, 390, 410 ODD levels before PO-
Manila – Taipei TIB.
FL290, 310, 330, 350,
LAO M646 Nil
370, 390, 410
Taipei ACC will transi-
FL310, 320, 350, 360, tion FL300, 340, 380 to
N892
Taipei – Manila 390, 400 FL310, 350, 390 be-
fore KABAM.
FL300, 340, 380 M646 Nil
FLAS for LSWD in Western Pacific/South China Sea area as applicable by: Fukuoka, Japan
ATMC, Ho Chi Minh, Hong Kong, Manila, Sanya, Singapore and Taipei ACCs
ATS Route and Direction of Flight
Flight Level
N884
Allocation N884
(LSWD) N892 L625 LAXOR-LU- M767 A582/B462 A590
CAB-LEBIX
BAN
SW NE NE NE SW E W E W
410 √
400 √ √ √
390 √ √ √ √
380 √
370 √
360 √ √ √
350 √ √ √ √
340 √
330 √
320 √ √ √
PHILIPPINES
FLAS for LSWD in Western Pacific/South China Sea area as applicable by: Fukuoka, Japan
ATMC, Ho Chi Minh, Hong Kong, Manila, Sanya, Singapore and Taipei ACCs (continued)
Flight Level
N884
Allocation N884
(LSWD) N892 L625 LAXOR-LU- M767 A582/B462 A590
CAB-LEBIX
BAN
SW NE NE NE SW E W E W
310 √ √ √ √
300 √
290 √
RNP10 AND RNP4 NAVIGATION REQUIREMENTS

ATC will apply the appropriate lateral separation minima between RNP10 or RNP4 approved air-
craft on designated route segments within the Manila FIR as specified in the table below.
LATERAL SEP-
ROUTE SEGMENTS APPLICABILITY
ARATION
N892 KABAM TO MI- 50 NM Between RNP10 or RNP4 approved aircraft
GUG
L625 ARESI TO ME- 50 NM Between RNP10 or RNP4 approved aircraft
VIN
50 NM Between RNP10 or between RNP10 and RNP4
LAXOR TO LU- approved aircraft
N884
BAN
30 NM Between RNP4 approved aircraft
50 NM Between RNP10 or between RNP10 and RNP4
M767 JOM TO TEGID approved aircraft
30 NM Between RNP4 approved aircraft
M772 LAXOR TO ASO- 50 NM Between RNP10 or RNP4 approved aircraft
BA
For PBN requirements for other routes, please refer to ENR 3.3 – RNAV Routes.
Pilots must advise ATC of any deterioration or failure of the navigation systems below the naviga-
tion requirements for RNP10 or RNP4. ATC shall then provide alternate separation and/or alter-
native routing.
Aircraft Operators must indicate PBN/A1 in item 18 of the flight plan if meeting RNP10 require-
ments and PBN/L1 in item 18 of the flight plan if meeting RNP4 requirements.
PHILIPPINES
Operations by Aircraft Not Meeting RNP10 Requirements

An aircraft that is unable to meet the minimum navigation requirement of RNP10 must file a flight
plan at FL280 or below. Operations above FL280 for these aircraft will be subject to ATC appro-
val, in accordance with the provisions below.
Pilots of such aircraft wishing to operate on ATS routes specified above, at or above FL290, must
indicate their level requirements at Item 18 of the ICAO Flight Plan as RMK/REQ FL (insert level).
Approval to operate at the preferred level will be subject to ATC coordination and clearance.
Flights that are not approved will be required to operate at FL280 or below or via alternative
routes.
ATC units receiving a request for a non-RNP 10 approved aircraft to operate on ATS routes
specified above, at or above FL290, will coordinate with adjacent ATC units affected by the flight.
In deciding whether or not to approve the flight, each ATC unit will take into consideration:
a. traffic density;
b. communications, including the non-availability of normal communication facilities;
c. weather conditions enroute;
d. any other factors pertinent at the time.
Separation Minima
Lateral Separation Minima
A lateral separation minima of 50 NM or 30 NM may only be applied between aircraft equipped in
accordance with the provisions set forth above, operating at FL290 or above, on the ATS route
segments mentioned in the same paragraph.
When an aircraft not meeting the requirements of RNP10, is approved to operate at or above
FL290, on the route segments mentioned in said item, vertical separation shall be applied with air-
craft operating on adjacent routes.
Longitudinal Separation
A longitudinal separation of 80 NM RNAV or Mach Number Technique (MNT) separation minima
may be applied between aircraft equipped in accordance with RNP10 or RNP4 navigation require-
ments.
Vertical Separation
A vertical separation minima of 1000 ft will be applied between aircraft operating between FL290
and FL410 inclusive in accordance with RVSM requirements.
Procedures for the Use of RNAV Route M772
ATS Route M772 Restrictions
RNP 10 navigation requirements:
PHILIPPINES
a. Pilots must advise ATC of any deterioration or failure of navigation systems below the navi-
gation requirements for RNP 10. ATC shall then provide alternate separation and/or alter-
nate routing;
b. Pilots of aircraft meeting RNP 10 navigation requirements must indicate /R in Item 10 of the
ICAO Flight Plan;
c. An aircraft that is unable to meet the minimum navigation requirements for RNP 10 shall not
file flight plan to operate on ATS Route M772.
The use of ATS route M772 is subject to the following conditions:
a. The use of ATS routes M772 for traffic originating from airports in Borneo and landing at
Hong Kong;
b. Flight levels 300 and 380 will only be available on M772 under the existing FLAS;
c. Longitudinal separation of 15 minutes, or 10 minutes based on Mach Number Technique
(MNT), shall be applied on M772;
d. Contingency procedures during LSWD and periods of non-availability of HF communications
shall apply within Manila FIR. When LSWD occurs within Manila FIR, Manila ATC may sus-
pend the use of M772, with notification via NOTAM.
Departure Airport Destination Airport

Jakarta Hong Kong (VHHH) and airports in the Peo-
ple’s Republic of China
– Halim Perdanakusuma (WIHH)
– Soekarno Hatta (WIII)
Kuching (WBGG) Hong Kong only
Sibu (WBGS)
Bintulu (WBGB)
Miri (WBGR) Hong Kong only
Labuan (WBKL)
Brunei (WBSB)
Separation Minima
a. Longitudinal separation minima of 80 NM RNAV or 10 minutes MNT separation minima may
be applied between aircraft equipped in accordance with RNP 10 navigation requirements.
The operator shall ensure that in-flight procedures, crew manuals and training programs are
established in accordance with RNP 10 navigation requirements.
PHILIPPINES
In the case of aircraft operating northbound on M772 deviating westward and entering the adja-
cent airspace of the Ho Chi Minh FIR or the Sanya AOR, the pilot shall obtain an ATC clearance
from the Manila ACC to deviate.
In the event that a clearance cannot be obtained in time prior to entering the adjacent airspace,
the pilot as a matter of urgency shall contact Ho Chi Minh or Sanya ACC as appropriate, maintain
the last cleared flight level and obtain ATC clearance to enter the airspace. Manila Radio shall be
informed of the action taken.
Operations on M772 may be suspended during LSWD.
PROCEDURES ON RNAV ROUTES N884 AND M767

This subsection provides additional details relevant to the implementation of 50 NM longitudinal
separation between RNP10-approved aircraft and/or RNP4-approved aircraft and 30 NM longitu-
dinal separation minima between RNP4 approved aircraft operating along RNAV routes N884 and
M767 within the Manila FIR.
Manila Area Control Center (RTF: Manila Control) is the unit providing air traffic control services
for all enroute traffic operating within the Manila FIR.
RNP10 and RNP4 based longitudinal separation minimum may be applied by ATC between suita-
bly equipped aircraft on ATS routes N884 and M767 as described below.
For aircraft operating on RNAV routes N884 and M767, Performance Based Communication and
Surveillance (PBCS) longitudinal separation minima of 50 NM shall be applied between RNP10
approved and/or RNP4 approved aircraft and longitudinal separation minima of 30 NM between
RNP4 approved aircraft at FL310, FL320, FL350, FL360, FL390 and FL400.
NOTE: Please refer to the FLAS applicable within the Manila FIR and the adjacent FIRs.
Aircraft pairs being provided with a reduced longitudinal separation must meet the required Per-
formance Based Communication and Surveillance (PBCS) compliance for the application of
RNP10 and RNP4 reduced longitudinal separation.
a. Certification and Management Division (CMD)
Flight Safety and Inspectorate Service
Civil Aviation Authority of the Philippines
(02) 7944-2181
b. Foreign-registered aircraft operating within Manila FIR shall have their Certification/Approval
for RNP operations from the appropriate agency in their respective States.
c. The aircraft operator (or designated representative) must indicate the following in the FPL as
appropriate.
PHILIPPINES
FLIGHT PLAN
Capability Item 10a Item 10b Item 18
RNP10 R - PBN/A1
RNP4 R - PBN/L1
FANS 1/A ADS-C - D1 -
FANS 1/A CPDLC J2–J7 - -
RCP240 P2 - COM/RCP240
RSP180 - - SUR/RSP180
To comply with the requirement of Direct Controller-Pilot Communication (DCPC) when applying
50 NM or 30 NM longitudinal separation, pilot must LOG ON to Controller-Pilot Data Link Commu-
nication (CPDLC) and utilize VHF radio whenever possible. Such Direct Controller-Pilot Commu-
nication (DCPC) shall be maintained at all times when applying these separation minima.
The communication system should support the application of this minima such that it allows the
controller to intervene and resolve a potential conflict:
a. within 4 minutes, using the normal communication means (VHF radio/CPDLC);
b. within 10 1/2 minutes using an alternate source of communication (HF radio) in the event of
normal communication means failure.
The minima shall be applied only between a traffic pair both logged-on to CPDLC. In other cases,
conventional time-based longitudinal separation shall apply, with MNT if deemed appropriate.
The minima shall only be applied between aircraft on the same track.
Separation shall be established by maintaining not less than the specified distance between air-
craft positions reported through the following means:
a. By reference to the same “on track” 1 common point, and whenever possible, ahead of both
aircrafts; or
b. By an automated reporting system.
Controllers shall ensure that the minimum distance exists throughout the period of application of
the minima. When the aircraft are at or are expected to be at minimum applicable distance, con-
trollers shall apply appropriate speed control techniques, such as assigning appropriate Mach
numbers to aircraft.
NOTE 1: The term “on-track” means that the aircraft is flying either directly inbound to or directly
outbound from the station or common point.
NOTE 2: Same identical tracks are special case of same track where the angular difference is
zero degrees.
PHILIPPINES
Pilots must report to Manila Control of any deterioration or failure of either of the following:
1. Navigation system (performance below the navigation requirements for RNP10 or RNP4
operations); or
2. ADS-C/CPDLC.
As soon as such report has been received, the Manila Control shall provide alternative applicable
separation. The change must be coordinated with the unit providing air traffic services in the adja-
cent FIR.
Application of Longitudinal Distance-Based Separation Minima Not Using ADS-C
The following separation minimum may be used for aircraft climbing, cruising or descending on
the same track.
Distance Verifi-
Separation Mini- Communication Surveillance Re-
RNP Type cation Require-
mum Requirement quirement
ment
50 NM 10 VHF radio or Position reports or At least every 24
CPDLC DCPC Radar sighting minutes
When an aircraft fails to report its position, the controller shall take action within 3 minutes to
establish communication. If communication is not established within 8 minutes from the time the
report should have been received, the controller shall apply an alternative form of separation.
Controllers are to note that time lag exists between instruction passed and distance reported by
pilot, and if left unchecked might result in a misrepresentation of air situation. As such, controllers
shall exercise discretion in the sequence of requesting such reports. As a general guide, distance
reporting instructions should normally be issued to the front aircraft first.
Controller shall use the phraseology “Report distance [to/from] [position]” for aircraft to report its
distance to or from a common point (‘to’ shall be used when position is an ensuing waypoint).
Applicable Longitudinal Separation
Within designated airspace, or on designated routes, separation minima in accordance with the
provisions may be used.
Maximum ADS-C periodic re-

Separation Minima RNP RCP RSP
porting interval
10 240 180 27 minutes
50 NM
4 240 180 32 minutes
30 NM 4 240 180 12 minutes
PHILIPPINES
80 NM longitudinal separation between RNAV-approved or RNP 10-approved aircraft without a

working CPDLC. A longitudinal separation for 10 minutes (or less) may also be applied using the
Mach Number Technique (MNT).
Operations by Aircraft Not Meeting RNP 10 Requirements
Non-RNP 10-approved aircraft planning to operate along RNAV route N884 (northeast bound)
must fly at FL270 or below. Operations above FL270 by these aircraft shall be subject to ATC
approval.
Whenever a request from a non-RNP 10-approved aircraft to operate on RNAV route N884
(northeast bound) at FL280 or above or on RNAV route M767 (southwest bound) at FL290 or
above is received, Manila Control shall coordinate with adjacent ATS units affected by the flight.
Additional Communication Procedures
Pilots operating southwest bound along RNAV route M767 may initiate CPDLC communications
with Singapore ACC (addressee: WSJC) over waypoint TOKON or 20 minutes before reaching
waypoint TEGID but shall remain in contact with Manila Control via VHF at 118.9 MHz until posi-
tion TEGID except when instructed by Manila Control to switch to Singapore Control at an earlier
time.
Pilots operating northeast bound along RNAV route N884 shall establish contact with Manila Con-
trol via VHF at 118.9 MHz at least 3 minutes before reaching waypoint LAXOR.
Suspension of 50 NM and 30 NM Longitudinal Separation
Whenever LSWD procedures are activated along RNAV routes N884 and M767, application of
the 50 NM and 30 NM longitudinal separation shall be suspended. Manila Control shall provide
other applicable separation.
In the event the Philippine Air Traffic Management System encounters system errors which can
compromise aircraft position monitoring and/or AGDL communications, 50 NM and 30 NM longitu-
dinal separation shall be suspended. Manila Control shall provide other applicable separation.
a. Suspension shall be coordinated with the concerned ATS units.
b. NOTAM shall be issued.
SPECIAL ROUTE AND FLIGHT LEVEL REQUIREMENTS FOR FLIGHTS FROM/TO

MANILA FIR AND OVERFLIGHTS DIVERTING TO MANILA FIR
Manila FIR – Macau Flights
Aircraft departing from airport within Manila FIR bound for Macau International Airport should
flight plan to join air route A583 SABNO FL340 or below.
Mactan – Singapore/Kuala Lumpur and Vice Versa
Aircraft departing from Mactan International Airport should flight plan to join air route:
a. G578 ZAM A341 VIMAG, or
b. W17 PR M646 OSANU
PHILIPPINES
Aircraft departing Singapore/Kuala Lumpur Airport bound for Mactan International Airport should
flight plan to join air route:
a. VIMAG A341 ZAM G578 MCT, or
b. OSANU M646 PR W17 MCT
Flight Level Requirements for Flights from Manila FIR to Ho Chi Minh FIR via PANDI W17
or Vice Versa:
a. Ho Chi Minh FIR to Manila FIR – FL290, FL270
b. Manila FIR to Ho Chi Minh FIR – FL280, FL260
Remarks: Minimum of ten (10) minutes (MNT) longitudinal separation without closing speed will
be applied with traffic at PANDI M765 or vice versa.
To Enhance Flight Safety and to Rationalize the Flow of Traffic Transiting Manila FIR from
Kota Kinabalu FIR or Singapore FIR to Hong Kong FIR or Taipei FIR and Vice Versa, Flight
Shall Flight Plan via:
Kota Kinabalu FIR or Singapore FIR to Hong Kong FIR
a. VINIK M754 AKOTA A583 SABNO
b. OSANU M646 MIA CAB A461 NOMAN
Hong Kong FIR to Kota Kinabalu FIR or Singapore FIR
a. SABNO A583 AKOTA M754 VINIK
b. NOMAN A461 AVMUP W16 OLIVA MIA M646 OSANU
Kota Kinabalu FIR to Taipei FIR
a. OSANU M646 POTIB
Taipei FIR to Kota Kinabalu FIR
a. POTIB M646 OSANU
During Adverse Weather, Traffic on Diversionary Route that Would Transit Through Manila
FIR from Hong Kong FIR to Ho Chi Minh FIR or Beyond and Vice Versa, Flight Shall Flight
Plan via:
Hong Kong FIR to Singapore FIR
a. SABNO A583 AKOTA M754 TENON M767 TEGID
Hong Kong FIR to Ho Chi Minh FIR
a. SABNO A583 AKOTA M754 NOBEN M765 PANDI
Singapore FIR to Hong Kong FIR
a. LAXOR N884 LULBU M754 AKOTA A583 SABNO; or
b. LAXOR N884 LULBU M754 AKOTA L625 AVMUP A461 NOMAN
PHILIPPINES
Ho Chi Minh FIR to Hong Kong FIR

a. PANDI M765 NOBEN M754 AKOTA A583 SABNO; or
b. PANDI M765 NOBEN M754 AKOTA L625 AVMUP A461 NOMAN
NOTE: The following route of flight are no longer permitted:
a. SABNO A583 MAVRA N892 MIGUG
b. NOMAN A461 MUMOT N892 MIGUG
c. ARESI L625 AKOTA A583 SABNO
d. ARESI L625 AVMUP A461 NOMAN
MACH NUMBER TECHNIQUE (MNT)

Manila FIR
The ten (10) minutes longitudinal separation minima will permanently be employed between
turbo-jet aircraft with on-board area navigation capability in conjunction with Mach Number Tech-
niques on the following routes:
ROUTING FIR ENTRY/EXIT POINTS

A582 Tokyo-Naha/Manila Sakon/Sarsi
A590 Tokyo-Naha/Manila Guleg/Mupob
B462 Tokyo-Naha/Manila Myc VOR/Lao VOR
L628 Bangkok/Manila Menam/Ibobi
A461 Ujung Pandang/Manila Butpa/Zam VOR
B472 Ujung Pandang/Manila Torex/Cot VOR
A461 Hong Kong/Manila Noman/San VOR
A461 – W16 Hong Kong/Manila Noman/Tarem
A583 Hong Kong/Manila Sabno/Zam VOR
The longitudinal separation of 15 minutes shall remain applicable to aircraft not capable of area
navigation.
Change of Mach Number
Aircraft cleared to maintain their Mach Numbers from entry to exit points shall strictly adhere to
their assigned Mach Numbers and shall notify ATC of any variation to its cleared (filed) Mach
Numbers.
The Altimeter Setting Procedures in use in the Philippines generally conform to those contained in
ICAO Doc. 8168-OPS/311. Transition altitudes are given on the corresponding terminal charts.
PHILIPPINES
PERFORMANCE-BASED COMMUNICATION AND SURVEILLANCE (PBCS)

IMPLEMENTATION WITHIN THE MANILA FIR
Operator should continue to use CPDLC and ADS-C in accordance with policies established by
the State of Registry or State of the Operator.
Performance-Based Longitudinal Separation minima of 50 NM may be applied between RNP10
and or RNP4 approved aircraft and 30 NM may be applied between RNP4 approved aircraft on
designated air routes which either LOGON to CPDLC or are within VHF radio range as the pri-
mary means of communication. Such direct controller-pilot communication (DCPC) shall be main-
tained at all times when applying these separation minima.
formance-Based Longitudinal Separation minima in accordance with PANS-ATM (Doc 4444)
Otherwise, 80 NM RNAV or 10 minutes (or less) Mach Number Technique (MNT) separation
minima may be applied between aircraft in situation where DCPC could not be maintained or
when RCP240/RSP180 performance requirement could not be complied.
Operators conducting flights in air routes where separators are dependent on PBCS should start
using RCP/RSP indicators in the flight plan beginning 23 May 2019 and to adhere to the provi-
sions stated in Appendix 2 of PANS-ATM (Doc 4444).
NOTE: For details of PBCS refer to Jeppesen ATC — PERFORMANCE BASED COMMUNICA-
TION AND SURVEILLANCE (PBCS) — DOC 9869.
ADS CPDLC IN THE MANILA FIR

Data link services are available to FANS 1/A capable aircraft on the following air routes in the
Manila FIR:
a. East Sector
1. A582
2. A590
3. G578
4. M501
5. G467
b. North Sector
1. A583
c. South Sector
1. P515
2. R337
3. A339
PHILIPPINES
4. B462
5. B473
d. West Sector
1. N892
2. L625
3. L628
4. M772
5. M765
6. W17
The implementation of the ADS-C/CPDLC does not affect the current procedures for non-data link
capable aircraft.
DATA LINK AIRSPACE AND MEANS OF COMMUNICATIONS
DATA LINK AIR- COMMUNICATION

SECTOR
SPACE PRIMARY SECONDARY
A582
A590
EAST G578 HF
M501
G467
1. VHF
NORTH A583
2. HF
P515
R337 CPDLC
SOUTH A339 HF
B462
B473
N892
L625
WEST L628 HF
M772
M765
PHILIPPINES
DATA LINK AIR- COMMUNICATION

SECTOR
SPACE PRIMARY SECONDARY
W17
The log on is the first step in the data link process. A log on, initiated either by the flight crew or by
another ATS Unit (ATSU), is performed prior to the ATSU establishing a CPDLC and/or ADS-C
connection.
An initial log on request is needed when the aircraft does not have an ADS-C or CPDLC connec-
tion.
The ATS Facilities Notification (AFN) log on is performed by the pilot when:
a. the aircraft is preparing for departure; or
b. the aircraft will enter an area, where data link services are available, from an area where
data link services are not available; or
c. instructed by ATC (e.g. following a failed data link transfer).
The AFN log on address of Manila ACC is “RPHI”.
Aircraft should log on to “RPHI” prior to departing from Ninoy Aquino International Airport or
between 10–25 minutes prior to entering the Manila FIR.
To avoid an automatic rejection of the log on request, the flight crew shall ensure that the flight-
specific information entered into the aircraft system is the same as the corresponding details filed
in the flight plan.
Pilots who are unable to establish a data link connection shall inform ATC on VHF or HF.
Aircraft with ADS/CPDLC connection with RPHI shall send ADS position report upon entering the
FIR boundary.
ADS-C reports fulfill all normal position reporting requirements.
In airspace where both VHF voice and CPDLC services are available, the flight crew should use
VHF as means of communication.
The response to a CPDLC message should be via CPDLC, and a response to voice should be via
voice.
CPDLC Connection Transfer from RPHI to RJJJ/KZAK as appropriate.
RPHI shall terminate the CPDLC connection by:
a. an uplink message of “MONITOR (OR CONTACT) [icaounitname] [frequency] 10 minutes
before the FIR boundary and
b. an uplink message of “END SERVICE” after receiving WILCO from the pilot.
The avionics will downlink a “DISCONNECT” message.
PHILIPPINES
In cases where the next FIR provide data link services, a Next Data Authority (NDA) message will
be sent out 30–35 minutes prior to crossing the FIR boundary. Transfer of communication shall be
completed at the FIR boundary.
In cases where the next FIR does not have data link services, CPDLC connections will be termi-
nated at the FIR boundary position.
FLIGHT PLAN PROCEDURES

In item 10 of the flight plan, the operator should insert one or more of the descriptors, as appropri-
ate, to identify an aircraft’s data link equipment and capabilities.
EMERGENCY PROCEDURES
The flight crew shall use whatever means are appropriate (i.e. CPDLC and/or voice) to communi-
cate during an emergency.
When emergency situations are communicated via CPDLC, the controller may respond via
CPDLC. However, the controller may also attempt to make voice contact with the aircraft.
If the emergency situation no longer exists, the pilot should cancel the ADS emergency mode (if
activated).
STRICT IMPLEMENTATION OF NO SIMULTANEOUS OPERATION OF

AIRCRAFT CATEGORY 3C AND ABOVE AT TAGBILARAN PRINCIPAL
AIRPORT
With the restriction of no simultaneous operation of aircraft category 3C and above and in order to
maximize the utilization of Tagbilaran Principal Airport apron for parking, the following procedures
shall apply to all aircraft utilizing the Tagbilaran Principal Airport movement area:
a. Domestic air carrier aircraft category 3C and above, jet or turbo prop engine, shall park at
the ramp fronting the passengers terminal building, or as instructed by the Tagbilaran Con-
trol Tower for a period of 45 minutes or less, or until the first approved EDCT (Expected
Departure Clearance Time).
b. Except when there is a valid reason to extend their ground time, Tagbilaran Control Tower
may allow the extension of their ground time which shall not exceed fifteen (15) minutes.
c. All aircraft below category 3C shall park at other available parking areas on the ramp but not
at the area stated in number 1 or as instructed by the Tagbilaran Control Tower.
d. Presidential and identified special government flights, including their entourage, are exemp-
ted from this procedure. Any infringement or violation of the allotted time
Any infringement or violation of the allotted time by any aircraft category 3C and above already
parked at the Apron shall be fined Php10,000.00 for the first hour and thereafter Php2,500.00 for
every 15 minutes or a fraction thereof.
PHILIPPINES

ICAO REFERENCE
ANNEX 2
2.1.1 These rules also apply to all aircraft of foreign registry operating within the Manila FIR and
within any other territory under the jurisdiction of the Philippines.
3.4.2 Upon observing or receiving any of the signals given in the table listed below, ground vehi-
cles and equipment operators not radio-equipped shall take action as may be required in the
interpretation of these signals while operating on the movement area of an aerodrome, specially
runways and taxiways.
Meaning
Color and Type of Signals
Movement of vehicles, equipment and personnel
Steady GREEN Cleared to cross, proceed, GO
Steady RED Stop
Series of RED flashes Clear the taxiway/runway
Series of WHITE flashes Return to starting point on the airport
Alternating RED & GREEN Exercise extreme caution
SAMOA
GENERAL
The air traffic rules and procedures applicable to air traffic in Samoa territory conform to Annexes
2 and 11 to the Convention on International Civil Aviation and to those portions of the Procedures
for Air Navigation Services – Rules of the Air and Air Traffic Services applicable to aircraft and of
the Regional Supplementary Procedures applicable to the PAC region.
(either SI or Non-SI). The following table of units will be used by aeronautical stations for air and
ground operations.
Measurement of Unit
Distance used in navigation position reporting, Nautical Miles and tenths
etc.
Altitudes, and heights Feet
Speed including wind speed Knots
WGS-84 COMPLIANT
FLIGHT PROCEDURES
HOLDING
The holding, approach and departure procedures in use are based on those contained in the
latest edition of ICAO Doc 8168 — Procedures for Air Navigation Services — Aircraft Operations
(PANS-OPS).

Traffic above FL245 entering the Samoa Sector of the Auckland Oceanic FIR arriving at Faleolo
can expect descent clearance when traffic permits to FL250 from Auckland Oceanic on HF/VHF.
Contact instructions will be passed on HF prior to FL250.
Traffic below FL245 entering the Samoa Sector of the Auckland Oceanic FIR from adjacent air-
space, will be advised by ATS on HF contact instructions prior to the boundary. Faleolo will pro-
vide air traffic services below FL245 outside controlled airspace within the Samoa Sector of the
Auckland Oceanic FIR during hours of watch. Auckland Oceanic will be responsible for the provi-
sion of air traffic services at any time when Faleolo Tower is off watch.
Aircraft speed shall not exceed 250kt IAS below 10,000 ft AMSL.

Decision Altitude (Height) [DA(H)], Minimum Descent Altitude (Height) [MDA(H)] and visibility are
published for landing. Ceiling and visibility are published for take-off and alternate.
Jeppesen published minimums are not below State minimums.
SAMOA

Within Samoan airspace ICAO standard airspaces and procedures are applicable.
The area of responsibility for providing air traffic services is Samoa Sector of Auckland Oceanic
FIR.

Aircraft departing from Faleolo for levels above FL245 can expect their ATC clearance via Faleolo
Tower prior to start. HF contact instructions will be passed on by Faleolo Tower after departure.
During hours of watch Faleolo will provide air traffic services below FL245 outside controlled air-
space within the Samoa Sector of the Auckland Oceanic FIR.
Flights by night and flights to points more than 100 NM from land must be conducted in accord-
ance with IFR (even when not operating in IMC).
If a pilot deviates from the centerline of a route, or if the performance of the radio navigation facili-
ties are such that accurate track keeping may not be possible, the pilot must immediately advise
ATS.
QFE altimeter settings are not available.

None published.
SOLOMON IS
GENERAL
In general, the Rules of the Air and Air Traffic Service procedures in force and the organization of
air traffic services are in conformity with ICAO Standards, Recommended Practices and Proce-
dures.
Units of measurement used in air/ground operations, Air Traffic Services messages and NOTAM
are as listed in the following table.
Measurement of Unit
Distance used in navigation (generally in excess of 2 Nautical Miles and Tenths
NM
NOTE: The word “nautical” may be omitted. The term
“miles” means nautical miles unless otherwise stated.
Short distances such as those relating to aerodromes Meters
Altitudes, heights and elevations Feet
Horizontal speed Knots
Velocity Meters per Second
Wind direction for all other purposes Degrees True
Visibility Kilometers or Meters
Time Hours and Minutes, the day of 24 hours
WGS-84 COMPLIANT
FLIGHT PROCEDURES
HOLDING
Maximum Speeds
a. Up to and including FL140 – 170 KIAS CAT A&B, 230 KIAS
b. Above FL140 to FL200 – 240 KIAS
c. Above FL200 – 265 KIAS
SOLOMON IS
Above the highest MSA in turbulent conditions, speed may be increased to the lesser of 280 KIAS
or Mach 0.8.
NOTE: Certain types of propeller-driven aircraft may need to hold at higher speeds.

Instrument approach procedures with published OCA(H)s are designed to those contained in the
PANS-OPS, Document 8168, Volume II.
Instrument approach procedures with published OCLs are designed on an earlier version of
PANS-OPS, Document 8168.
The 80 degrees/260 degrees procedure turn may be flown in lieu of the 45 degrees/180 degrees
procedure turn unless specifically precluded by note.
Radar service is not provided within the Honiara FIR.

The Solomon Is publishes Obstacle Clearance Altitudes (Heights) [OCA(H)] or Obstacle Clear-
ance Limits (OCLs) for landing.
Departure
Before departing from any unattended aerodrome in the Solomon Is, all aircraft shall report when
taxiing to the Honiara FIC and advise of destination or intentions and runway to be used.
Except at Honiara/Henderson and Munda, aircraft which are unable to establish communication
with Honiara FIC prior to take-off may commence the flight but shall report before proceeding:
a. higher than 1500 feet above aerodrome elevation;
b. beyond 5 NM from the aerodrome; or
c. in cloud.

Controlled airspace (Class “A”) exists in the Honiara FIR between FL245 and FL600. Air traffic
control services are provided in this airspace.
Uncontrolled airspace (Class “G”) exists within the Honiara FIR below FL245. Flight information
and alerting services are provided below FL245.

All operations within the Honiara FIR require flight information based on full radio reporting. Air-
craft which transit Honiara FIR are required to be capable of two way communication with Honiara
Flight Information Centre (FIC) at all times. Aircraft arriving Honiara which cannot comply with this
requirement will be held on the ground until the necessary repairs to the radio have been carried
out.
SOLOMON IS
Aircraft which plan to transit the airspace north of 3° South at any time should, in addition to
establishing communications with Honiara FIS, also attempt to establish communications with
Oakland on HF prior to entering the airspace.
Because the transition altitudes in adjacent FIRs differ from that established in the Solomon Is,
aircraft may be required to effect transition from altitudes to flight levels or vice versa when
departing or entering the Honiara FIR. Such transitions between flight levels and altitudes shall be
made at the FIR boundary.
Night flying facilities are not normally available at aerodromes apart from Honiara/Henderson.
Therefore operations are restricted to the hours between morning and evening twilight. Pilots-in-
command must plan their flight to arrive at their destination in sufficient time to divert to an alter-
nate aerodrome and to land at the alternate within the published hours of availability.
Unless specifically authorized by the Director, VFR flight is not permitted at night.
ALTIMETRY
The Honiara Fir is divided into three area ONH Zones. The lines of division run North/South along
the E 159 degrees and E 163 degrees meridians. The zones are designated, from the West, as
Western, Honiara and Temotu QNH Zones. Cruising altitudes at and below the transition altitude
are based on the Area QNH available through Honiara FIC. Area ONH reports are made at 1900,
2200, 0108, 0400 and 0700 UTC and are valid for the succeeding three hour period.
REQUIRED NAVIGATION PERFORMANCE (RNP)

Required Navigation Performance (RNP) is implemented throughout Solomon Islands airspace.
Aircraft with an RNP4 or RNP10 approval will be afforded appropriate separation based on noti-
fied RNP capability. An RNP approval is obtained from the State of Registry or State of the opera-
tor, as appropriate.
Where aircraft are approved to either RNP4 or RNP10, the operator must indicate that the aircraft
is so approved and equipped by annotating “R” in Item 10 (Equipment) of the flight notification. In
addition, operators may annotate “Z” in item 10 and specify in item 18 of the flight notification the
actual RNP approval type, by annotating either “NAV/RNP4” or “NAV/RNP10”, as appropriate.
Aircraft meeting RNP4 or RNP10 criteria may be afforded priority over aircraft not meeting such
criteria, subject to traffic disposition.
ATC apply separation minima based on a flight’s notified navigational approval status. Therefore,
pilots must notify ATC when operating with reduced navigation performance. The following apply:
a. Operating With One Long Range Navigation System (LRNS). The pilot must notify ATC
whenever the aircraft is operating with a single LRNS and continue as cleared by ATC.
b. Aircraft Not Navigating to the Notified RNP. The pilot must notify ATC that the aircraft can
no longer navigate to the notified RNP.
c. Loss of All Aircraft LRNSs. The pilot should follow the contingency procedures published
in ICAO Regional Supplementary Procedures (Doc 7030).
SOLOMON IS

ICAO REFERENCE
ANNEX 2
Appendix 1
3 No Prohibited or Danger areas exist, so no signals are prescribed to warn aircraft to their prox-
imity to such areas.
4.1 Pyrotechnics are not used.
4.2 The only ground signal used is a white cross adjacent to the wind direction indicator, indicat-
ing that the aerodrome is completely unserviceable; or white crosses marking a particular area as
unfit for use by an aircraft.
PANS-RAC (Doc 4444)

Part II
12.3.5 QFE altimeter setting is not provided.
TONGA
GENERAL
The air traffic rules and procedures applicable to air traffic in Tonga territory conform to Annexes
2 and 11 to the Convention on International Civil Aviation and to those portions of the Procedures
for Air Navigation Services — Rules of the Air and Air Traffic Services applicable to aircraft and of
the Regional Supplementary Procedures applicable to the PAC region.
Units of measurement are in accordance with the International System of Units (SI) adopted as
standard in ICAO Annex 5. The Annex also specifies non-SI units for permanent use and alter-
nate units for temporary use. The table of units shown below will be used by aeronautical stations
in Tonga for air and ground operations.
Measurement of Unit
Distance used in navigation, position reporting, Nautical Miles and Tenths
etc.
Altitudes and heights Feet
Speed, including wind speed Knots
Co-ordinated Universal Time (UTC) is used by air navigation services. Local time in Tonga is UTC
+13 hours.
WGS-84 COMPLIANT
FLIGHT PROCEDURES
The holding, approach and departure procedures in use are based on those contained in the
latest edition of ICAO Doc 8168 — Procedures for Air Navigation Services — Aircraft Operations
(PANS-OPS).

Tonga publishes MDA(H) and visibility for landing. Ceiling and visibility are published for take-off
and alternate.

Within the Auckland Oceanic and Nadi FIR ICAO standard airspaces and procedures are applica-
ble.
Class A — TMA and CTA

IFR flights are permitted and all flights are subject to air traffic control services. IFR flights are
separated from other IFR flights.
TONGA
Class C — CTR, TMA and CTA

IFR and VFR are permitted and flights that are subject to air traffic control services are as follows:
Separation is required between:
a. IFR flights;
b. IFR and VFR flights;
c. IFR and special VFR flights; and
d. Special VFR flights when the flight visibility is reported to be less than 5km.
Class G — Elsewhere
IFR and VFR flights are permitted and receive flight information service if requested.

Within the Tonga Sector of the Auckland Oceanic FIR, flights must be conducted in accordance
with the instrument flight rules (even if not operating in instrument meteorological conditions),
when operating more than 100NM seawards from the shoreline in controlled airspace.
CARRIAGE OF ACAS II
All turbine-engine aeroplanes of a maximum certificated take-off mass in excess of 5,700kg or
authorised to carry more than 19 passengers shall be equipped with an airborne collision avoid-
ance system (ACAS II).
CARRIAGE OF A PRESSURE-ALTITUDE REPORTING TRANSPONDER

All aeroplanes in the Fua'amotu TMA and the Fua'amotu CTR shall be equipped with a pressure-
altitude reporting transponder which operates in accordance with the relevant provisions of ICAO
Annex 10, Volume IV.

None published.
TUVALU
GENERAL
Measurement of Unit
Distance used in navigation, position reporting, Nautical Miles and tenths
etc.
ing to airports (e.g., runway lengths)
Visibility Statute miles and fractions
NOTE: Visibility of less than 5km may be given
in meters.
Runway visual range Hundreds of feet
Altimeter setting Inches of mercury
Mass (Weight) Pounds
Volume US gallons
UTC.
WGS-84 COMPLIANT
FLIGHT PROCEDURES
HOLDING
Maximum holding speeds generally comply with Table IV-1-2, published on AIR TRAFFIC CON-
TROL — International Civil Aviation Organization Flight Procedures. Except, unless otherwise
published:
TUVALU
a. jet maximum speeds in the table are only applicable for enroute holding.
b. at all aerodromes, holding speeds are limited to those published for propeller aircraft; i.e., up
to and including FL 140 – 170 KIAS, above FL 140 – 175 KIAS. However, where terrain or
other circumstances dictate, a specific speed limitation for holding is depicted on the instru-
ment approach chart.
Aircraft unable to comply with the holding speed restrictions are to advise ATC and request clear-

8168, Volume II.

Tuvalu publishes MDA(H) and visibility for landing. Ceiling and visibility are published for take-off
and alternate.

Within the Aukland Oceanic and Nadi FIR ICAO standard airspaces and procedures are applica-
ble.

Aircraft in flight over the high seas within the Nadi FIR must operate in accordance with the provi-
sions of ICAO Annex 2. Flights must be conducted in accordance with IFR (even when not oper-
ating in IMC) when operating more than 100 NM seawards from the shoreline within controlled
airspace.
If an aircraft on a long over-water flight has inadvertently deviated from the route specified in the
ATC clearance, immediate action must be taken to regain the route. Action must not be delayed
in anticipation of a re-clearance being obtained.
Where the aerodrome of departure or destination is not within a QNH zone, aircraft must use the
appropriate aerodrome QNH when at or below 11,000' within 100 NM of the shoreline of the land
mass on which the departure or destination aerodrome is situated.

None published.
VANUATU
GENERAL
In general, the air traffic rules and procedures in force and the organization of air traffic services
are in conformity with ICAO Standards, Recommended Practices and Procedures.
Vanuatu ATS provides Air Traffic Control, Flight Information Service and Alerting Service within
the Port Vila Sector of the Nadi FIR Surface to FL245.
Measurement of Unit
Distance used in navigation position reporting, etc., gen- Nautical Miles and Tenths
erally in excess of 2 NM
Relatively short distances such as those relating to air- Meters
ports (e.g., runway lengths)
Time Hours and minutes, the day of 24
hours beginning at midnight UTC.
WGS-84 COMPLIANT
FLIGHT PROCEDURES
HOLDING
Holding procedures comply with Table IV-1-2, published on AIR TRAFFIC CONTROL — Interna-
tional Civil Aviation Organization Flight Procedures.

Instrument approach procedures are designed on those contained in PANS-OPS, Document
8168, Volume II.
VANUATU
Procedure Speeds
Except when other speeds are published, the Handling Speeds contained in AIR TRAFFIC CON-
TROL pages series 200, Table III-1-1 apply with the exception that Intermediate maximum missed
approach speeds are not applicable. The maximum speeds for Final missed approach apply.

Vanuatu publishes Minimum Descent Altitude (Height) [MDA(H)] and visibility for landing. Ceiling
and visibility are published for take-off and alternate.

Vanuatu airspace within the Port Vila Sector is designated in accordance with ICAO airspaces as
follows:
Class “D” — All the airspace FL95 - FL245, and the Vila TMA and CTR (1930-0730 UTC);
Class “G” — Uncontrolled airspace surface to FL95 and, the Vila TMA and CTR airspace outside
the operational hours of Vila ATC.

Flight plans must be submitted at least 30 minutes prior to departure.
Flights shall be conducted in accordance with the instrument flight rules, even when not operating
in IMC, when operated at more than 100 NM seaward from the shoreline.

ICAO REFERENCE
None published.
US PAC TERRITORIES
GENERAL
In general, the air traffic rules and procedures in force and the organization of the air traffic serv-
ices are in conformity with ICAO Standards, Recommended Practices and Procedures.
Flights shall operate in accordance with the provisions of Annex 2, and the procedures detailed in
ICAO Annexes and Documents shall apply except, over United States Territories, Federal Avia-
tion Regulations, control procedures and definitions apply.
UNITED STATES TERRITORIES IN THE PACIFIC ICAO REGION

American Samoa
Guam
Johnston Atoll
Midway I
Northern Mariana Is
Wake I
INDEPENDENT STATES WITH FREE ASSOCIATION

Marshall Is (Republic of Marshall Islands)
Micronesia (Federated States of Micronesia)
Palau (Republic of Palau)
Units of measurement used in the dissemination of aeronautical information within the United
States FAA designated airspaces.
Measurement of Unit
Distance used in navigation, position reporting, Nautical Miles and Tenths
etc., generally in excess of 2 to 3 NM
ing to an aerodrome (e.g., runway lengths)
Visibility, including runway visual range Statute Miles or Feet
Altimeter setting Inches of Mercury
Temperature Degrees Fahrenheit
US PAC TERRITORIES
Measurement of Unit
Weight Pounds
Time Hours and Minutes, the day of 24 hours begin-
ning at midnight UTC.
FLIGHT PROCEDURES
HOLDING
Holding procedures comply with Jeppesen ATC – Chapter “Flight Procedures (DOC 8168) –
Holding Procedures”, Table IV-1-3, Holding Speeds Per U.S. FAA Regulations.
Pilot Action
Start speed reduction when three (3) minutes or less from the holding fix. Cross the holding fix,
initially, at or below the maximum holding speed.
Make all turns during entry and while holding at:
a. 3° per second; or
b. 30° bank angle; or
c. 25° bank provided a flight director system is used;
whichever requires the least bank angle.
Compensate for wind effect primarily by drift correction on the inbound and outbound legs. When
outbound, triple the inbound drift correction to avoid major turning adjustments; e.g., if correcting
left by 8° when inbound, correct right by 24° when outbound.

Instrument approach procedures are based on the United States Standards for Terminal Proce-
dures (TERPS) criteria.
Procedure Turns
Where 45°/180° procedure turns are published, the point at which the turn may be commenced
and the type and rate of turn is left to the discretion of the pilot.
Some procedure turns are specified by procedural track. These turns must be flown exactly as
depicted.
NOTE: When a teardrop procedure turn is depicted, and a course reversal is required, this type
turn must be executed.
When the approach involves a procedure turn, a maximum speed of not more than 200 KIAS
should be observed and the turn executed within the distance specified in the profile view.
Circling Approach Obstacle Protected Airspace
The circling MDA provides vertical clearance from obstacles when conducting a circle-to-land
maneuver within the obstacle protected area. Circling approach obstacle protected areas extend
US PAC TERRITORIES
laterally and longitudinally from the centerlines and ends of all runways at an airport by the distan-
ces shown in the following tables. The areas are technically defined by the tangential connection
of arcs drawn at the radius distance shown from each runway end.
Standard Circling Approach Maneuvering Radius
Circling approach protected areas developed prior to late 2012 used the radius distances shown
in the following table, expressed in nautical miles (NM), dependent on aircraft approach category.
The approaches using standard circling approach areas can be identified by the absence of the
symbol on the circling line of minima.
Circling MDA in Approach Category and Circling Radius (NM)

feet MSL CAT A CAT B CAT C CAT D CAT E
All Altitudes 1.3 1.5 1.7 2.3 4.5
Expanded Circling Approach Maneuvering Airspace Radius

Circling approach protected areas developed after late 2012 use the radius distance shown in the
following table, expressed in nautical miles (NM), dependent on aircraft approach category, and
the altitude of the circling MDA, which accounts for true airspeed increase with altitude. The
approaches using expanded circling approach areas can be identified by the presence of the
symbol on the circling line of minima.
Circling MDA in Approach Category and Circling Radius (NM)

feet MSL CAT A CAT B CAT C CAT D CAT E
1000 or less 1.3 1.7 2.7 3.6 4.5
1001 – 3000 1.3 1.8 2.8 3.7 4.6
3001 – 5000 1.3 1.8 2.9 3.8 4.8
5001 – 7000 1.3 1.9 3.0 4.0 5.0
7001 – 9000 1.4 2.0 3.2 4.2 5.3
9001 and above 1.4 2.1 3.3 4.4 5.5
A minimum obstacle clearance of 300 feet is provided within the circling approach area.
Aircraft Speeds
Unless otherwise authorized by the FAA Administrator, no person may operate an aircraft below
10,000 feet MSL at an indicated airspeed of more than 250 kt (288 mph).
Unless otherwise authorized or required by ATC, no person may operate an aircraft within Class
“B”, “C”, or “D” surface area at an indicated airspeed of more than 200 kt (230 mph). This does
not apply to operations within Class “B” airspace. Such operations shall comply with preceding
paragraph in this section.
US PAC TERRITORIES
No person may operate an aircraft in the airspace underlying Class “B” airspace, or in a VFR cor-
ridor designated through Class “B” airspace, at an indicated airspeed of more than 200 kt (230
mph).
If the minimum safe airspeed for any operation is greater than the maximum speed prescribed in
this section, the aircraft may be operated at that minimum speed.
GPS Overlay Program
As the production of stand-alone GPS approaches has progressed, many of the original overlay
approaches have been replaced with stand-alone procedures specifically designed for use by
GPS systems. A GPS approach overlay allows pilots to use GPS avionics under IFR for flying
designated nonprecision instrument approach procedures, except LOC, LDA, and simplified direc-
tional facility (SDF) procedures. These procedures are identified by the name of the procedure
and “or GPS” (for example, VOR/DME or GPS RWY15). Other previous types of overlays have
either been converted to this format or replaced with stand-alone procedures. Only approaches
contained in the current onboard navigation database are authorized. The navigation database
may contain information about non-overlay approach procedures that is intended to be used to
enhance position orientation, generally by providing a map, while flying these approaches using
conventional NAVAIDs. This approach information should not be confused with a GPS overlay
approach.
GPS IFR Equipment Classes/Categories
Class A — GPS sensor and navigation capability;
Class B — GPS sensor data to an integrated navigation system (i.e., FMS, multisensor naviga-
tion system, etc.);
Class C — GPS sensor data to an integrated navigation system (i.e., FMS, multisensor naviga-
tion system, etc.); which provides enhanced guidance to an autopilot, or flight director, to reduce
flight technical errors. Limited to FAR Part 121 or equivalent criteria.
Equipment Classes A1, B1 and C1 require Receiver Autonomous Integrity Monitoring (RAIM).
Classes B3 and C3 require an inertial navigation system to provide RAIM equivalent.

The United States publishes DH/(HAT), MDA/(HAT or HAA) and visibility for landing. Visibility
and, for selected runways/locations, ceiling is published for take-off. Ceiling and visibility are pub-
lished for alternate at civil airports.
PILOT CONTROLLED LIGHTING (PCL)

Radio control of lighting is available at selected airports to provide airborne control of lights by
keying the aircraft’s microphone. The control system consists of a 3-step control responsive to 7,
5, and/or 3 microphone clicks. The 3-step and 2-step lighting facilities can be altered in intensity.
All lighting is illuminated for a period of 15 minutes (except for 1-step and 2-step REILs which may
be turned off by keying the mike 5 or 3 times, respectively).
US PAC TERRITORIES
Suggested use is to initially key the mike 7 times; this assures that all controlled lights are turned
on to the maximum available intensity. If desired, adjustment can then be made, where the capa-
bility is provided, to a lower intensity (or the REIL turned off) by keying the mike 5 and/or 3 times.
Radio controlled lighting receivers may be set at a low sensitivity requiring the aircraft to be rela-
tively close to activate the system. Consequently, even when lights are on, always key mike as
directed when overflying an airport of intended landing or just prior to entering the final segment of
an approach. This will assure the aircraft is close enough to activate the system and a full 15
minutes of lighting duration is available.
Approved lighting systems may be activated by keying the mike as indicated in the following table:
KEY MIKE FUNCTION

7 times within 5 seconds Highest intensity available
5 times within 5 seconds Medium or Lower intensity (Lower REIL or RE-
IL-Off)
3 times within 5 seconds Lowest intensity available (Lower REIL or RE-
IL-Off)

OFFSHORE AIRSPACE AREAS
There are Class “E” airspace areas that extend upward from a specified altitude to, but not includ-
ing, 18,000 feet MSL and are designated as offshore airspace areas. These areas provide con-
trolled airspace beyond 12 nautical miles from the coast of the U.S. in those areas where there is
a requirement to provide IFR enroute ATC services.
SPECIAL USE AIRSPACE

Special use airspace consists of airspace wherein activities must be confined because of their
nature, or wherein limitations are imposed upon aircraft operations that are not a part of those
activities, or both.
Restricted Areas
Airspace within which the flight of aircraft while not wholly prohibited, is subject to restrictions.
Restricted areas denote the existence of unusual, often invisible, hazards such as artillery firing,
aerial gunnery, or guided missiles. Penetration of restricted areas without authorization from the
using or controlling agency may be extremely hazardous to aircraft and its occupants.
Warning Areas
A warning area is airspace of defined dimensions, extending from three nautical miles outward
from the coast of the U.S., that contains activity that may be hazardous to nonparticipating air-
craft. The purpose of such warning areas is to warn nonparticipating pilots of the potential danger.
A warning area may be located over domestic or international waters or both.
US PAC TERRITORIES

GENERAL
Flight plans are required on all flights to any United States Territory of the Pacific Is.
VFR is not permitted between sunset and sunrise.
Flights shall be conducted in accordance with IFR (even when not in IMC) when operated more
than 100 NM seawards from the shoreline within controlled airspace.
Within the Samoa Sector of the Auckland Oceanic FIR and Faleolo CTR/CTA, aircraft operating
at or below the transition altitude must maintain vertical position by reference to the appropriate
zone QNH, except that aircraft taking off or operating within a CTR must use the appropriate air-
port QNH.
SEPARATION OF IFR FLIGHTS OUTSIDE CONTROLLED AIRSPACE

Pilots departing from unattended airports may obtain traffic information from Faleolo ATS.
Pilots operating to/from Pago Pago shall:
For departures:
a. Contact Faleolo Approach on VHF 118.1 MHz for traffic information and advise intentions;
b. Pilots shall be issued ATC clearance to enter controlled airspace with a specified entry con-
dition (via route or waypoint);
c. It is the responsibility of the pilot to ensure that upon entry into the CTA the aircraft shall be
established on track as specified in the route clearance;
d. In a situation of multiple departures, entry into the CTA will be controlled. Succeeding depart-
ing aircraft will be instructed to remain outside controlled airspace until a minimum separa-
tion standard is achieved;
e. For awareness purposes, all aircraft shall monitor and broadcast intentions on VHF 122.9
MHz.
For arrivals:
a. Faleolo Approach will not issue IFR approach clearances;
b. If requested, aircraft may be cleared directly to initial and intermediate approach fixes and
issued descent clearance to 4000 ft AMSL. Aircraft will be issued clearance to leave the CTA
at this point and given known aircraft movement in uncontrolled airspace;
c. In the event of successive arrivals, Faleolo may require aircraft to hold at or above 5000 ft
AMSL at a DME distance from TUT until such time as a preceding aircraft has completed its
approach and is assured of effecting a normal landing;
d. For awareness purposes, all aircraft shall monitor and broadcast intentions on VHF 122.9
MHz.
Departures versus arrivals:
US PAC TERRITORIES
a. Dependent on aircraft movement, exit/entry into/from Pago Pago will be controlled with issu-
ance of entry/exit via specific waypoints or instructed to remain outside the CTA until a mini-
mum separation standard is achieved.
ALTIMETRY
Within the Samoa QNH zone, when at or below 11,000 feet, aircraft must maintain vertical posi-
tion by reference to the appropriate zone QNH, except that aircraft landing or taking off or operat-
ing within a CTR must use the appropriate aerodrome QNH.
REDUCED VERTICAL SEPARATION MINIMUMS

Reduced Vertical Separation Minimum (RVSM – 1000 foot vertical separation between RVSM
approved aircraft) may be applied within the Oakland Oceanic FIR between FL290 and FL410.
Aircraft operating within this airspace between FL290 and FL410 require RVSM approval. RVSM
vertical separation will be based on the equipment qualifier filed by the aircraft. The operators
shall determine that the appropriate state authority has approved the aircraft and the aircraft will
meet the RVSM requirements for the filed route of flight and any planned alternate routes. The
letter “W” in field 10 (equipment) of the ICAO standard flight plan indicates RVSM approved air-
craft.
MACH NUMBER TECHNIQUE

Oakland Oceanic CTA/FIR
MNT may be applied on all routes within the Oakland Oceanic CTA/FIR.
Anchorage Oceanic CTA/FIR
MNT applicable on all overwater routes within the Anchorage Oceanic CTA/FIR. Standard longitu-
dinal separation is 15 minutes.
Longitudinal separation between turbojet aircraft when the MNT is applied:
Turbojet aircraft shall adhere to the true Mach number approved by ATC and shall request ATC
approval before making any changes thereto. If it is essential to make an immediate temporary
change in the Mach number (e.g. due to turbulence), ATC shall be notified as soon as possible
that such a change has been made.
If it is not feasible, due to aircraft performance, to maintain the last assigned Mach number during
en-route climbs and descents, pilots of aircraft concerned shall advise ATC at the time of the
climb/descent request.
When the Mach number technique is applied and provided that:
a. the aircraft concerned have reported over the same common point and follow the same track
or continuously diverging tracks until some other form of separation is provided; or
b. if the aircraft have not reported over the same common point and it is possible to ensure, by
radar, ADS-B or other means, that the appropriate time interval will exist at the common
point from which they either follow the same track or continuously diverging tracks;
US PAC TERRITORIES
minimum longitudinal separation between turbojet aircraft on the same track, whether in
level, climbing or descending flight shall be:
1. 10 minutes; or
2. between 9 and 5 minutes inclusive, provided that:
the preceding aircraft is maintaining a true Mach number greater than the following air-
craft in accordance with the following:
– 9 minutes, if the preceding aircraft is Mach 0.02 faster than the following aircraft;
– 5 minutes, if the preceding aircraft is Mach 0.06 faster than the following aircraft.
When the 10-minute longitudinal separation minimum with Mach number technique is applied, the
preceding aircraft shall maintain a true Mach number equal to or greater than that maintained by
the following aircraft.
RNAV distance-based separation minima shall not be applied after ATC has received pilot advice
indicating navigation equipment deterioration or failure.
Separation shall be established by maintaining not less than the specified distance between air-
craft positions as reported by reference to RNAV equipment. Direct controller-pilot communica-
tions should be maintained, while such separation is used. Where high frequency or general pur-
pose extended range very high frequency air-ground communication channels are used for area
control service and are worked by air-ground communicators, suitable arrangements shall be
made to permit direct controller-pilot communications, or monitoring by the controller of all air-
ground communications.
To assist pilots to readily provide the required RNAV distance information, such position reports
should, wherever possible, be referenced to a common waypoint ahead of both aircraft.
RNAV distance-based separation may be applied between RNAV-equipped aircraft when operat-
ing on designated RNAV routes or on ATS routes defined by VOR.
A 150km (80 NM) RNAV distance-based separation minimum with Mach number technique may
be used on same-direction tracks in lieu of a 10-minute longitudinal separation minimum with
Mach number technique, provided:
a. each aircraft reports its distance to or from the same “on-track” common point;
b. separation between aircraft at the same level is checked by obtaining simultaneous RNAV
distance readings from the aircraft at frequent intervals to ensure that the minimum will not
be infringed;
c. separation between aircraft climbing or descending is established by obtaining simultaneous
RNAV distance readings from the aircraft; and
US PAC TERRITORIES
d. in the case of aircraft climbing or descending, one aircraft maintains a level while vertical
separation does not exist.
Nadi FIR
RVSM (1000 ft) separation is available to approved aircraft operating from FL290 to FL410 within
the Nadi FIR.

ICAO REFERENCE
DEFINITIONS
Estimated Off-block Time — The United States uses the term “estimated departure time” for
domestic operations.
Instrument and Visual Meteorological Conditions — United States ATS units use the phrase
“IFR conditions” and “VFR conditions”.
Repetitive Flight Plan (RPL) — The United States uses the term “Stored Flight Plan” for domes-
tic operations.
Total Estimated Elapsed Time — The United States uses the term “estimated time enroute” for
domestic operations.
ANNEX 2
3.2.5 Operations on and in the Vicinity of an Aerodrome
Unless otherwise authorized or required by ATC, no person may operate an aircraft within a Class
“B”, “C” or “D” surface area except for the purpose of landing at, or taking off, from an airport
within that area.
In addition, no person may, within a Class “B”, “C” or “D” surface area operate an aircraft to, from,
or on an airport having a control tower operated by the United States unless two-way radio com-
munications are maintained between that aircraft and the control tower.
3.3.1.2.2 The United States requires that domestic flight plans be submitted at least thirty
minutes before departure. For International flights, the United States recommends that they be
transmitted so that they are received by ATC authorities in each FIR to be entered, at least two
hours prior to entry, unless otherwise provided in that State’s requirements.
4.2 In the U.S., no person may operate an aircraft beneath the ceiling under VFR within the lat-
eral boundaries of controlled airspace designated to the surface for an airport when the ceiling is
less than 1000 feet. No person may take-off or land an aircraft (other than a helicopter) under
special VFR (SVFR) unless ground visibility is at least 1 statute mile or if ground visibility is not
reported, unless flight visibility is at least 1 statute mile.
The U.S. restricts the ceiling to 1000 feet and ground visibility of 3 miles and greater.
Further differences which exist by virtue of the fact that the Annex contains no comparable stand-
ards for the U.S. national regulations.
US PAC TERRITORIES
a. The regulations covering the selection and use of alternate airports in respect to ceiling and
visibility minima, require that:
Unless otherwise authorized by the FAA Administrator, no person may include an alternate
airport in an IFR flight plan unless current weather forecasts indicate that, at the estimated
time of arrival at the alternate airport, the ceiling and visibility at that airport will be at or
above the alternate airport weather minima.
b. Operation under IFR in Class “A”, “B”, “C”, “D”, or “E” airspace malfunction reports:
1. The pilot-in-command of each aircraft operated in Class “A”, “B”, “C”, “D” or “E” airspace
under IFR shall report as soon as practical to ATC any malfunctions of navigational,
approach, or communication equipment occurring in flight.
2. In each report the pilot-in-command shall include:
(a) aircraft identification.
(b) equipment affected.
(c) degree to which the capability of the pilot to operate under IFR in the ATC system
is impaired; and
(d) nature and extent of assistance desired from ATC.
4.3 The U.S. does not prohibit VFR flight between sunset and sunrise.
Appendix 1 — Signals, 4.1.1
The flashing white signal to aircraft in flight, meaning “Land at this aerodrome and proceed to
apron” is not used in the United States.
In addition, the alternating red and green signal to aircraft on the ground or in flight means “Exer-
cise extreme caution”.
Air Traffic Control
State Rules and Procedures - Far

East
STATE RULES AND PROCEDURES - FAR EAST 1301
CAMBODIA
GENERAL
Measurement of Unit
Distance used in navigation position reporting,
Nautical Miles and Tenths
etc., generally in excess of 2 NM
Relatively short distances such as those relat-
Meters
Visibility including runway visual range Kilometers or Meters
Time Hours and minutes, beginning at midnight UTC
WGS-84 COMPLIANT
FLIGHT PROCEDURES
Instrument approach procedures are based on those contained in PANS-OPS, Document 8168,
Volume II.

Cambodia does not publish Minimum Descent Altitude MDAs or visibilities for landing.
Cambodia publishes the Obstacle Clearance Altitudes (Heights) OCA(H) equivalent to the
MDA(H).
All airspace in the Phnom Penh FIR is under the control of Phnom Penh ACC on frequency 127.5
MHz, except on the portion of ATS route R468 from PNH VOR to SAPEN above FL195 to FL460
and from POPET to SAPEN below FL195 to FL80 is delegated to Ho Chiminh ACC.
CAMBODIA

SUSPENSION OF RVSM
Air traffic services will consider suspending RVSM procedures within affected areas of the
PHNOM PENH FIR when there are pilot reports of greater than moderate turbulence. Within
areas where RVSM procedures are suspended, the vertical separation minimum between all air-
craft will be 2000 ft.
In the assignment of levels, aircraft operating on the six major RNAV routes (viz L642, M771,
N892, L625, N884 and M767) would have priority. Aircraft operating on routes that cross the six
major routes would be assigned levels, subject to coordination with the affected FIRs.
Flight Level Allocation Scheme (FLAS) for South China Sea Area
No-Pre-Departure Coordination (No-PDC) Flight Levels
ATS Route
(Other levels available with prior approval)
A340 Eastbound: FL290 Flight beyond Phnom Penh FIR
Westbound: All Even Levels
G474 Eastbound: FL330, 370, 410
Westbound: FL280, 340
M753 Northbound: FL260, 300, 380
M755 Southbound: FL270, 330
N891 Northbound: FL260, 300, 380
Southbound: FL330
R575 Eastbound: FL270
Westbound: FL280, 320, 340
R468 Eastbound: FL270, 330, 410

ICAO REFERENCE
ANNEX 2
3.3 Flight plans required for all flights.
INDONESIA
GENERAL
The air traffic rules and procedures applicable to air traffic within the airspace of Indonesia con-
form to Annexes 2 and 11 to the Convention on International Civil Aviation and to those portions
of the Procedures for Air Navigation Services — Air Traffic Management applicable to aircraft,
Measurement of Unit
Distance used in navigation Nautical Miles
Relatively short distances (e.g., runway
Meters
lengths)
Visibility including runway visual range Meters and Kilometers
Barometric pressure Hectopascals
Weight (mass) Kilograms, Metric Tons
Hours and minutes, the day of 24 hours begin-
Time
ning at midnight UTC
Magnetic variation Degrees
WGS-84 COMPLIANT
FLIGHT PROCEDURES
Holding, approach and departure procedures are based on those contained in ICAO Doc 8168
OPS/611 (PANS-OPS).

ATS airspaces are classified and designated in accordance with ICAO ATS Airspace Classifica-
tions – Annex 11.
INDONESIA

RVSM was implemented within the Jakarta FIR and Ujung Pandang FIR. Flight level assignments
are in accordance with the IFR Table of cruising Levels at Appendix 3(a) of ICAO Annex 2, or as
otherwise instructed by ATC within surveillance environment by means of either Radar Coverage
or Position Information.
For operation within designated airspace where RNP-10 is required, aircraft should be equipped
with at least two independent and serviceable Long Range Navigation Systems (LRNS) compris-
ing INS, IRS/FMS or GPS. In addition, the navigation systems must be shown to be capable of
meeting RNP-10 for the entire route of flight where RNP-10 is specified.
IMPLEMENTATION OF RNP 10 OPERATIONS 50 NM LONGITUDINAL SEPARATION

ON RNAV ROUTES (P570,M300,P574,N563)
RNP 10 based 50 NM longitudinal separation may be applied to aircraft which is approved for
RNP 10 operation on ATS routes P570, M300, P574, and N563.
RNP 10 NAVIGATION REQUIREMENT
are approved for RNP 10 operation on those segment of the routes which fall within the Jakarta
FIR, as follows:
– Segment Route P570: “NIXUL – MABIX – DOLEM – KAGAS – BIRAS – PKU”
– Segment Route M300: “TOPIN – BULVA – OKABU – PEKDO – SALAX”
– Segment Route P574: “ANSAX – PUGER”
– Segment Route N563: “MEMAX – MDN – AMVIL – SALAX”
For any deterioration or failure of navigation system below the navigation requirements to RNP
10, ATC responsible to advised the pilots and shall provide the alternate separation and/or alter-
nate route.
Pilots of aircraft meeting RNP 10 navigation requirements are to indicate / R in item 10 of the
ICAO flight plan.
SEPARATION MINIMA (LONGITUDINAL SEPARATION MINIMA)
80 NM RNAV or 10 minutes or less, Mach Number Technique (MNT) separation minima may be
applied between aircraft.
50 NM longitudinal separation may be applied between RNP 10 approved aircraft utilizing VHF
communications.
OPERATIONS BY AIRCRAFT WITH NON RNP 10 REQUIREMENTS
Non RNP 10 approved aircraft to be with flight plan at FL270 or below. Operation above FL270 to
be with subject to ATC approval in accordance the following provisions.
ATC units receiving a request for non RNP 10 approved aircraft to operate on ATS routes speci-
fied in paragraph 2.1 at or above FL280 will have coordination with adjacent ATC units affected
by the flight. In deciding whether or not to approve the flight, ATC unit will take into consideration:
INDONESIA
a. Traffic density;
b. Communications, including the non-availability of normal communication facilities;
c. Whether conditions enroute; and
d. Any other factors pertinent at the time.
Indonesia has issued a notice of intent to implement GNSS within Jakarta FIR and Ujung Pan-
dang FIR as the primary means of navigation for enroute, and secondary means of navigation for
terminal and non precision approaches.
QFE altimeter settings are available on request but reports to ATC will be made in altitudes.
REQUIRED COMMUNICATIONS PERFORMANCE (RCP) 240 AND REQUIRED

SURVEILLANCE PERFORMANCE (RSP) 180 AT UJUNG PANDANG FIR
Air operators and private operators may obtain a Special Authorization (SA) for Required Commu-
nications Performance specification (RCP 240) and Required Surveillance Performance specifica-
tion (RSP 180). This authorization will enable air operators to conduct operations in airspace
where Performance-Based Communications and Surveillance (PBCS) separations are being
applied, subject to the applicable requirements of the SA.
The provision of PBCS in the Ujung Pandang FIR applies RCP 240 and RSP 180 specifications to
the application of 93km (50 NM) separation minima.
The Air Traffic Services (ATS) system, Communications Service/Satellite Service Provider (CSP/
SSP) system, operator and the aircraft system must all comply with an RCP/RSP specification.
The PBCS requirements for the design of the aircraft system concern its functionality, interopera-
bility and performance in accordance with national airworthiness standards. There are no addi-
tional PBCS requirements concerning the production and airworthiness certificates other than
those required by national regulations.
Performance-based operations and monitoring have been implemented in the Ujung Pandang
FIR UTA (FL245 up to FL600) to ensure the ongoing safety and efficiency of ATM operations. The
performance of FANS 1/A (and equivalent), Controller-Pilot Data Link communications (CPDLC)
and Automatic Dependent Surveillance – Contract (ADS-C) are monitored against the RCP 240
and RSP 180 specifications. Starting from 29 March 2018 all flights will be required to indicate
compliance with these specifications in order to qualify for reduced longitudinal separation
minima.
Only those operators that satisfy the requirements of RCP 240 and RSP 180 will be eligible for
the reduced separation minima in the Ujung Pandang FIR. Those Operators will be eligible to indi-
cate compliance with RCP 240 and RSP 180 provided that the aircraft are:
a. Required Navigation Performance (RNP) 4, or 10 capable;
b. Automatic Dependent Surveillance – Contract (ADS-C) equipped; and
c. Controller-Pilot Data Link Communications (CPDLC) equipped.
For details of PBCS refer to Jeppesen ATC — PERFORMANCE BASED COMMUNICATION
AND SURVEILLANCE (PBCS) – DOC 9869.
INDONESIA
AUTOMATIC DEPENDENT SURVEILLANCE-BROADCAST (ADS-B)

Implementation
a. The implementation of ADS-B mandate in Indonesia will be applied in Class A, B, C, D, E
and G airspace within ADS-B coverage according to each type of the implementation, as fol-
lows:
1. ADS-B implementation for ATS surveillance separation (Tier 1) is applied in Class A air-
space, between FL245 to FL600, in Air Traffic Service airspace as mentioned below;
2. ADS-B implementation for ATS surveillance separation (Tier 1) is applied in particular of
Class B, C, D and E airspace, between Surface (SFC) to FL245, in Air Traffic Services
airspace as mentioned below;
3. ADS-B implementation for position reporting for traffic advisory service/flight information
services (Tier 3) is applied in Class G airspace, between SFC to FL245, in Air Traffic
Services airspace as mentioned below;
4. ADS-B implementation for position reporting for traffic advisory service/flight information
services (Tier 3) is applied in the vicinity of airport of Aerodrome Control Tower as men-
tioned below.
b. Air Traffic Services airspace which implement ADS-B as ATS surveillance separation
between FL245 – FL600 are as follows:
1. Jakarta Upper Control Area;
2. Ujung Pandang Upper Control Area.
c. Air Traffic Services airspace which implements ADS-B as ATS surveillance separation
between SFC – FL245 are as follows:
1. Bali TMA and CTR;
2. Jakarta TMA and CTR;
3. Palembang TMA and CTR;
4. Pangkal Pinang TMA and CTR;
5. Pekanbaru TMA and CTR;
6. Pontianak TMA and CTR;
7. Surabaya TMA and CTR;
8. Tanjungpinang TMA and CTR;
9. Ujung Pandang TMA and CTR;
10. Yogyakarta MCA and CTR.
d. Air Traffic Services airspace which implements ADS-B as position reporting for traffic advi-
sory service/flight information services are as follows:
1. Bali Sector;
INDONESIA
2. Jakarta Sector;
3. Makassar Sector.
e. Aerodrome Controlled Tower which implements ADS-B as position reporting for traffic advi-
sory service/flight information services are as follows:
1. Ngurah Rai Tower – Bali;
2. Soekarno-Hatta Tower – Jakarta;
3. Sultan Mahmud Badaruddin II Tower – Palembang;
4. Sultan Syarif Kasim II Tower – Pekanbaru;
5. Supadio Tower – Pontianak;
6. Juanda Tower – Surabaya;
7. Raja Haji Fisabilillah Tower – Tanjungpinang;
8. Hasanuddin Tower – Ujung Pandang;
9. Adisutjipto Tower – Yogyakarta;
10. Yogyakarta Tower – Kulon Progo.
Aircraft Equipage for ADS-B Out
a. All aircraft holding a Certificate of Airworthiness as transport category aircraft flying within
implemented area must carry serviceable ADS-B transmitting equipment (Mode S Trans-
ponder and GNSS source position) that meet the performance standards described below.
b. ADS-B transmitting equipment must meet the following requirements:
1. CASR 91 General Operation and Flight Rules section 91.226 — The aircraft shall install
ADS-B transmitting equipment that at a minimum meets the requirements in/equivalent
with DO-260 or DO-260a or DO-260b.
2. European Aviation Safety Agency – Certification Considerations for the Enhanced ATS
in Non-Radar Areas using ADS-B Surveillance (ADS-B-NRA) Application via 1090 MHZ
Extended Squitter (AMC 20-24); or
3. European Aviation Safety Agency – Certification Specifications and Acceptable Means
of Compliance for Airborne Communications, Navigation and Surveillance (CS-ACNS);
or
4. Federal Aviation Administration – Advisory Circular No: 20-165B (or later versions) Air-
worthiness Approval of Automatic Dependent Surveillance – Broadcast (ADS-B) Out
Systems; or
5. The equipment configuration standards in Appendix XI of Civil Aviation Order 20.18 of
the Civil Aviation Safety Authority of Australia.
INDONESIA
c. If an aircraft carries ADS-B transmitting equipage which does not comply with the require-
ments above, the aircraft ADS-B equipage shall be:
1. Deactivated; or
2. Set to transmit only a value of zero for the Navigation Uncertainty Category (NUCp) or
Navigation Integrity Category (NIC) or Navigation Accuracy Category (NAC) or Source
Integrity Limit (SIL).
NOTE:
– The requirement is met if the ADS-B transmitting equipment has a cockpit control that
enables the pilot to turn the ADS-B transmissions on and off without disabling the ATC
transponder.
– Deactivation of the ADS-B transmissions must not affect the continued operation of the
Mode S transponder responses to interrogations.
– It is considered equivalent to deactivation if NUCp or NIC or NAC or SIL is set to continu-
ally transmit only a value of zero.
Flight Planning
a. Aircraft operators complying with the requirements stipulated above are to indicate the
appropriate ADS-B designator in Item 10 of the ICAO flight plan:
1. E – Transponder — Mode S, including aircraft identification, pressure-altitude and ADS-
B Out capability; or
2. L – Transponder — Mode S, including aircraft identification, pressure-altitude, ADS-B
Out and enhanced surveillance capability.
Together with:
1. B1 ADS-B “out” capability using 1090 MHz extended squitter; or
2. B2 ADS-B “out” and “in” capability using 1090 MHz extended squitter.
b. Aircraft Identification (ACID) not exceeding 7 characters must be accurately indicated in
Item 7 of the ICAO flight plan and replicated exactly when set in the aircraft avionics (for
transmission as Flight ID) as follows:
1. The three-letter ICAO designator of the aircraft operator followed by the flight number
(e.g. GIA234, QFA235, SIA236), when radiotelephony call sign consists of the associ-
ated ICAO telephony designator for the aircraft operator followed by the flight number
(e.g. INDONESIA 234, QANTAS 235, SINGAPORE 236); or
2. The aircraft registration (e.g., PKABC, VHABC, 9V234) when the radiotelephony call
sign consists of the aircraft registration.
Important: ACID entered should not have any leading zeros unless it is part of the flight number
as indicated in Item 7 of the ICAO flight plan. Hyphens, dashes or spaces are NOT to be used.
INDONESIA
ADS-C/CPDLC PROCEDURE FOR UJUNG PANDANG FIR

Area/Route Operation
ADS-C/CPDLC services will initially be available to FANS-1/A package aircraft within Ujung Pan-
dang FIR on international routes.
Separation
50 NM minimum separation can be applied within Ujung Pandang FIR — base on DCPC and
ADS-C surveillance.
The AFN (ATS Facilities Notification) Logon
Before ADS-C/CPDLC connection can be established the aircraft must “LOGON” to be ground
system. This process is achieved via the ATS Facility Notification (AFN) LOGON process.
This process is initiated by the pilot in accordance with the company procedure. The call sign to
be used for AFN LOGON in the filled flight identifier which is the 3 alphabetic character airline
identification followed by up to 4 numeric characters without any leading zeroes.
The AFN LOGON for Ujung Pandang FIR is WAAF.
The AFN LOGON is a prerequisite to any CPDLC or ADS-C connection.
The AFN LOGON serves the following purpose:
To provide an Air Traffic Services Unit (ATSU) with the data link application context of the aircraft,
namely:
a. The ATS data link application supported on board (CPDLC, ADS-C).
b. Their version numbers, and
c. The associated addresses (in the FANS-1/A context, these are the ACARS addresses
unique to each aircraft).
To provide an ATS with information such as the flight identification and registration number.
To allow ATSU to establish both ADS-C and DPDLC connection, where applicable.
Data link — equipped aircraft from adjacent FIRs entering the airspace of the Ujung Pandang FIR
where data link services are not provided is required to manually LOGON at between 15 and 30
minutes before the Pilot's estimate for entering Ujung Pandang FIR.
Data link — equipped aircraft entering the boundary of the Ujung Pandang FIR at any point, is
required to send ADS-C/CPDLC position report message.
Data link — equipped aircraft departing from airport within the Ujung Pandang FIR and expecting
to transit the airspace where data link service are provided, should LOGON prior to the departure.
Pilots who are unable to establish a data link connection are to inform ATC on VHF or HF RTF.
Termination of Data Link Services
FANS-1/A package aircraft the Ujung Pandang FIR shall be informed that data link services are
terminated via the uplink message DATA LINK SERVICES TERMINATED CONTRACT [ICAO
INDONESIA
unit name] [frequency]. The aircraft is to response to this message with a ROGER after which and
END SERVICES shall be uplinked to terminate the CPDLC connection.
ADS-C/CPDLC OPERATIONAL TRIAL WITHIN JAKARTA FIR

The purpose of the operational trials is to familiarize controllers with ADS-C/CPDLC application
on specific areas/routes within Jakarta FIR and to resolve any problem arising.
The result of this trial operation will be used as reference in the implementation of ADS-C/CPDLC
within Jakarta FIR.
This will be effective on 24 Feb until 31 Dec 2022, Daily on 0200–0000 UTC.
ADS‐C/CPDLC trial services will initially be available to FANS 1/A, package aircraft within Jakarta
FIR on all ATS routes within the Indian Oceanic Upper Control Area (UIOS), Banda Aceh Upper
Control Area (UBAC) and Bandung Upper Control Area (UBND).
ADS‐C/CPDLC will be used as primary communication within UIOS on the route portion L774,
L896, L897, M766, N628 and N633 and voice HF as secondary.
CPDLC will be used as communication within UBAC on the route portion M300, N563, P570,
P574, P627, P756 and UBND UTA on the route portion A585, B469, G209, G337, L764, L895,
L896, L897, N646, N752 and R206 beyond voice VHF coverage.
LOGON Procedures
ATS Facility Notification (AFN) LOGON process is initiated by the pilot in accordance with the
company procedures. The call sign to be used for AFN LOGON is the filled flight identifier which
is the 3-alphabetic character airline identification followed by up to 4 numeric characters without
any leading zeroes.
The AFN LOGON is a prerequisite to any ADS‐C or CPDLC connection.
The AFN LOGON for Jakarta FIR is WIIF.
Data link — equipped aircraft from adjacent FIRs entering the airspace of Jakarta FIR where data
link services are not provided is required to manually LOGON at between 15 and 30 minutes
before pilot’s estimate entering Jakarta FIR.
Data link — equipped aircraft departing from airports within the Jakarta FIR and expecting to
transit the airspace where data link services are provided should LOGON prior to the departure.
Pilots who are unable to establish a data link connection shall inform ATC on VHF or HF RTF.
Connection of ADS‐C
FANS 1/A equipped aircraft are able to have up to five ADS‐C connections. One of the five con-
nections is reserved for use by the Air Operator Certificate. The aircraft has the capacity to report
re‐establish contracts aircraft.
The termination of ADS‐C with an aircraft, whether performed automatically or manually, should
be strictly monitored to avoid situations leading to congestion. ADS‐C contracts and connections
should be terminated by the ground system when the:
INDONESIA
a. Aircraft has crossed an FIR boundary and has passed beyond the normal “back coordina-
tion” parameter; or
b. The ground system’s FDPS flight plan for the aircraft has been cancelled or has finished; or
c. The previous ATS Unit (ATSU), the controlling authority or an adjacent ATSU has no further
surveillance or monitoring requirements for a particular flight.
Connection of CPDLC
A CPDLC connection attempt can only occur after the AFN LOGON has been completed. The
CPDLC connection is initiated by sending the CONNECTION REQUEST message by the ATSU
and is established when the CONNECTION CONFIRM message is received from the aircraft:
a. If there is no existing connection, the avionics will accept this connection as the active con-
nection;
b. If there is an existing connection, the avionics will check that the initiating ATSU has been
established as the next data authority. If so, the avionics will accept this connection as the
non‐active connection;
c. In all other situations, the avionics will reject the connection request.
Termination of Data Link Services
FANS 1/A package aircraft the Jakarta FIR shall be informed that data link services are termina-
ted via the uplink message DATA LINK SERVICES TERMINATED CONTRACT [ICAO unit name]
[frequency]. The aircraft is to response to this message with a ROGER after which an END
SERVICES shall be up linked to terminate the CPDLC connection.
Data Link Failure
Pilot recognizing a data link connection failure must, without delay, establish on the airground
voice communications. Once voice communications is established, communication shall continue
via voice until data link connection is re‐established.
Flight Plan Notification
Flight Planning to utilize data link communications must annotate their ICAO flight plan as follows:
a. In AFTN Address, must be included “WIIIZQZX”;
b. Item 10 — Insert the designators “J2–J7” to indicate data link capabilities:
1. J2/CPDLC FANS 1/A HFDL;
2. J3/CPDLC FANS 1/A VDL Mode A;
3. J4/CPDLC FANS 1/A VDL Mode 2;
4. J5/CPDLC FANS 1/A SATCOM (INMARSAT);
5. J6/CPDLC FANS 1/A SATCOM (MTRSAT);
6. J7/CPDLC FANS 1/A SATCOM (Iridium).
INDONESIA
c. Item 10 — Insert the designator “D1” to indicate ADS‐C with FANS 1/A capabilities.
d. Aircraft registration must be inserted in item 18 as the ground system uses the information
during AFN LOGON.
Problems Reports
Pilots or operators who encounter problems with data link service shall report to the Air Traffic
Services division at the following address:
General Manager
Address: Jakarta Air Traffic Services Center
611th Building
Soekarno‐Hatta Airport
Jakarta
Indonesia
Mobile: +6221 5506582, +6221 5506188, +6221 5506112
Fax: +62 5501135
E-Mail: generalmanager@jatsc.co.id
AFTN: WIIIZQZX, WIIIZRZX, WIIIYFYX

The States of the ICAO Asia/Pacific Region within the Bay of Bengal, South Asia and Pakistan
airspace have implemented automated Air Traffic Flow Management (ATFM) service under the
auspices of the ICAO Bay of Bengal ATS Coordination Group - ATFM Task Force.
ATFM services are provided by Aeronautical Radio of Thailand LTO (AEROTHAI) from the Bang-
kok Air Traffic Flow Management Unit (ATFMU) at Bangkok ACC. ATFM services will be limited to
calculation, promulgation and management of mandatory Allocated Wheels Up Time (AWUT) and
Kabul FIR flight level, ATS route and entry fix time for each affected flight.
The ATFMU utilizes the automated, web based Bay of Bengal Cooperative ATFM System
(BOBCAT) system in meeting its ATFM responsibilities. These responsibilities will be managed in
coordination with aircraft operators and Indonesia ATC in the Jakarta / Ujung Pandang FIRs.
All affected flights are required to submit slot requests to the BOBCAT system by logging onto
https://www.bobcat.aero between 0001 UTC and 1200 UTC on day of flight and completing the
electronic templates provided.
RNAV 2 OPERATION
The purpose is to provide information regarding the establishment of new non-regional Perform-
ance Based Navigation (PBN) RNAV 2 unidirectional ATS Routes T15, T16, T17, and T18, and
the extension of Routes T5 and T6 in Ujung Pandang FlR, as additional routes to the existing
RNAV 2 ATS Routes T2, T3, T4, T5, T6, T7, T8, T10, T19 and T20 within Jakarta FIR and Ujung
Pandang FIR.
INDONESIA
More information regarding the RNAV 2 concept can be found on ICAO Document 9613 – AN/
937, Manual on Area Navigation (RNAV), and Document Asia/Pacific Seamless ANS Plan V.3
Nov 2019.
Navigation System
RNAV 2 requires that aircraft operating in surveillance areas meet the GNSS requirements.
Approval Process
The Director General of Civil Aviation has established requirements and procedures for aircraft
which apply the RNAV 2 operation.
The State of Registry or State of Operator, as appropriate, is the authority which is responsible for
approval to operate on RNAV 2 routes.
The operator shall establish:
a. In flight operating drills that include mandatory cross-checking procedures to identify naviga-
tion errors in sufficient time to prevent aircraft from inadvertent deviation from ATC cleared
routes;
b. Programs that provide for the continued airworthiness of aircraft navigation systems neces-
sary to navigate to the degree of accuracy required and programs to mitigate the occurrence
of large navigational errors due to equipment malfunction or operational errors;
c. Programs that provide for the continued airworthiness of aircraft navigation systems neces-
sary to navigate to the degree of accuracy required.
Operator/pilot responsibilities for flight planning are as follows:
a. Aircraft and operators should be approved by the State of Registry or State of Operator to
operate in routes where RNAV 2 is specified.
b. Pilots must advise ATC of any deterioration or failure of navigation systems below the navi-
gation requirements for RNAV 2.
c. An aircraft that is unable to meet the minimum navigation requirements for RNAV 2 shall not
file a flight plan to operate on ATS Routes T2, T3, T4, T5, T6, T7, T8, T10, T15, T16, T17,
T18, T19 and T20, and shall plan on a conventional route.
If the RNAV 2 route is specified in item 15 (flight plan route), the operator/pilot shall mention the
appropriate navigation system’s capabilities in item 10a (navigation), 10b (surveillance) and item
18 (other information).
Aircraft operators meet the requirements of RNAV 2:
a. R – PBN approved indicator in item 10a, and followed by PBN capabilities:
– C2 – RNAV 2 GNSS, and/or;
– D2 – RNAV 1 GNSS, specified in Item 18 following the indicator PBN/;
b. B1 or B2 – ADS-B with dedicated 1090 MHz ADS-B “out” (B1), or ADS-B “out” and “ïn” capa-
bility.
INDONESIA
Area of Implementation
RNAV 2 Routes T2, T3, T4, T5, T6, T7, T8, T10, T15, T16, T17, T18, T19, and T20 are imple-
mented within Jakarta FIR and Ujung Pandang FIR, Class A airspace, between FL290 and FL600
(inclusive).
Only aircraft that meet the appropriate RNAV 2 requirements are permitted to operate on RNAV 2
routes. Non-compliant RNAV 2 aircraft shall operate on conventional routes.
Flights operating on conventional non-regional routes that are covered by RNAV 2 routes shall
operate at FL280 and below. The segment of the conventional non-regional routes where flights
are only permitted to operate at FL280 and below are as follows:
a. Route W11 at all segments;
b. Route W12 at all segments;
c. Route W12E at all segments;
d. Route W13 at segment “BLI” VOR/DME – SIPUT – CUCUT – MADIN – KIDET – “IMU”
VOR/DME;
e. Route W16 at segment “SBR” VOR/DME – LASEM – CUCUT;
f. Route W19 at all segments;
g. Route W21 at all segments;
h. Route W23 at segment “BKL” VOR/DME – “PLB” VOR/DME – TODAK – PKP;
i. Route W25 at segment “PLB” VOR/DME – IBORU;
j. Route W31W at segment “SBR” VOR/DME – ROPIA – RITBO;
k. Route W31 at segment “SBR” VOR/DME – RAMPY;
l. Route W32N at segment SUSIL – KOLTA – ATANO – “SBR” VOR/DME;
m. Route W32 at segment “SBR” VOR/DME – PEDSO – SUSIL – DASTY – ENDOG – “MKS”
VOR/DME;
n. Route W33 at segment “SBR” VOR/DME – MOVMO – “BLI” VOR/DME – LEDOM – “WGP”
VOR/DME – “KPG” VOR/DME;
o. Route W34 at segment “SBR” VOR/DME – ENTAS – AGUNG;
p. Route W35 at segment “KPG” VOR/DME – “MOF” VOR/DME and segment “MKS”
VOR/DME – NETTO;
q. Route W37 at segment “MKS” VOR/DME – NUKPO;
r. Route W41 at segment “BLI” VOR/DME – PEDET and segment LIPOT – “MKS” VOR/DME
– LEKEX – “KDI” VOR/DME;
s. Route W42 at segment “BLI” VOR/DME – “LMB” VOR/DME – MUBOT – “NMA” VOR/DME;
t. Route W43 at segment “SBR” VOR/DME – ENTAS – AGUNG – MUBOT – “WGP”
VOR/DME – “KPG” VOR/DME;
INDONESIA
u. Route W44 at segment “BLI” VOR/DME – SULAR and the segment EMONA – SASKA –
“AMN” VOR/DME;
v. Route W45 at all segments;
w. Route W46 at segment “BLI” VOR/DME – HOSTY – HULAT;
x. Route W52 at segment SIPUT – AKINO – BIKOD – BIMAK – “MKS” VOR/DME;
y. Route W53 at segment “MKS” VOR/DME – SUGTA – HIPNO – HOLBA – “AMN” VOR/DME
– ATOMY;
z. Route W54 at segment “MKS” VOR/DME – LEKEX – “KDI” VOR/DME – RALTO – SULIS –
“AMN” VOR/DME – GOMBY – TARIV – FOLOT;
aa. Route W55 at segment “AMN” VOR/DME – BUBTU;
bb. Route W62 at segment LINLU – “ZW” NDB;
cc. Route W63 at segment “BIK” VOR/DME – IBOGO – “TMK” VOR/DME;
dd. Route W64 at segment “BIK” VOR/DME – NOBBY – BUNKU – “TMK” VOR/DME;
ee. Route W65 at segment IRSON – “KMN” VOR/DME – PEBDA;
ff. Route W67 at segment JOLAM – “KMN” VOR/DME – “TMK” VOR/DME;
gg. Route W68 at segment “AMN” VOR/DME – HANTA – KIKOS – “TMK” VOR/DME – OVGOD
– TISTO – “JPA” VOR/DME;
hh. Route W69 at segment FOLOT – “TMK” VOR/DME;
ii. Route W71 at segment “JPA” VOR/DME – LAVAR – BUNKU – “KMN” VOR/DME.
The Non-RNAV 2 compliant aircraft which may operate between FL290 and FL600 (inclusive) on
conventional non-regional routes are as follows:
a. International flight;
b. VVIP aircraft and military aircraft.
Affected ATS Units
RNAV 2 routes connect several airports within Jakarta FIR and Ujung Pandang FIR, and affect
the following ATC sectors:
Within Jakarta ACC
a. Upper Yogyakarta Sector, Class A provides Area Control Service using surveillance service;
b. Upper Semarang Sector, Class A provides Area Control Service using surveillance service;
c. Upper Banda Aceh Sector, Class A provides Area Control Service using surveillance serv-
ice;
d. Upper Medan West Sector, Class A provides Area Control Service using surveillance serv-
ice;
e. Upper Medan East Sector, Class A provides Area Control Service using surveillance service;
INDONESIA
f. Upper Pekanbaru Sector, Class A provides Area Control Service using surveillance service;
g. Upper Palembang Sector, Class A provides Area Control Service using surveillance service;
h. Upper Jakarta Sector, Class A provides Area Control Service using surveillance service.
Within Ujung Pandang ACC
a. Upper Bali Sector, Class A provides Area Control Service using surveillance service;
b. Upper Makassar Sector, Class A provides Area Control Service using surveillance service;
c. Upper Pangkalan Bun Sector, Class A provides Area Control Service using surveillance
service;
d. Upper Surabaya Sector, Class A provides Area Control Service using surveillance service.
e. Upper Nusa Tenggara Sector, Class A provides Area Control Service using surveillance
service;
f. Upper Manado Sector, Class A provides Area Control Service using surveillance service;
g. Upper Ambon Sector, Class A provides Area Control Service using surveillance service;
h. Upper Papua Sector, Class A provides Area Control Service using surveillance service.
Implementation of GNSS in Jakarta FIR and Ujung Pandang FIR
Serves as notice of intent to implement GNSS within Jakarta FIR and Ujung Pandang FIR as:
a. Primary means of navigation for enroute.
b. Secondary means of navigation for Terminal and Non-Precision Approach.
The following airworthiness requirements must be satisfied in accordance with the use of GNSS
receiver:
a. GNSS navigation equipment usage must be approved in accordance with the requirements
specified in TSO C-129.
b. GNSS receivers must be installed in Indonesian-registered aircraft in accordance with the
requirements of DGAC (Directorate of Airworthiness and Certification).
RNAV 10 NAVIGATION REQUIREMENTS

ATC will apply 50 NM lateral separation minima to aircraft which are approved for RNAV 10 oper-
ations on those segments of the route;
Pilots must advise ATC of any deterioration or failure of navigation systems below the navigation
requirements for RNAV 10. ATC shall then provide alternate separation and/or alternate routing;
Pilots of aircraft meeting RNAV 10 navigation requirements must indicate / R in item 10 of the
ICAO Flight Plan;
An aircraft that is unable to meet the minimum navigation requirements for RNAV 10 shall not file
a flight plan to operate on ATS Route T1.
INDONESIA
ATS Unit
Jakarta ACC sector Upper Yogyakarta and Upper Bandung, Class A provide Area Control Service
using surveillance service;
Ujung Pandang ACC sector Upper Bali West, Class A provide Area Control Service using surveil-
lance service;
Bali ATS Units (TMA/APP & TWR), Class B or C provide Approach Control service using Surveil-
lance Service and Aerodrome Control Service.
Implementation
Area of Route T1 is in Jakarta FIR and Ujung Pandang FIR, Class A airspace, between FL310 up
to FL600.
Limitation of implementation area navigation ATS Route T1 is:
a. Operation hours are dependent on coordination between ATS unit and military civil coordina-
tor regarding military activity or from 0700 UTC to 2300 UTC;
b. For domestic Indonesia airlines or Aircraft Indonesia registry only;
c. East bound only.
FLIGHT PLANNING
Flight Plan Message Addressing
Category of Flight Route (Into FIR and/or TMA/CTA), Destina-

Address
(VFR or IFR) tion and Alternate Airport
1 2 3
Into or via Jakarta FIR WIIFZQZX
Into or via Ujung Pandang FIR WAAFZQZX
All Flight
Added by: Airport’s Location Indica-
Destination and Alternate Airport tor + ZTZ + X

None published.
JAPAN
GENERAL
In general, the rules of the air and the air traffic services procedures are in conformity with ICAO
Standards, Recommended Practices and Procedures.
Units of measurement used in air and ground communications are as listed in the following table
(other aeronautical purposes).
Measurement of Unit
Distance used in navigation, position reporting, etc., gen- Nautical Miles and Tenths (Kilome-
erally in excess of 2 to 3 nautical miles ters)
Relatively short distances such as those relating to air- Meters (Feet)
Altitudes, elevations and heights Feet (Meters)
Horizontal speed including wind speed Knots (Miles per Hour, Horizontal),
(Kilometers per Hour, Wind speed)
Vertical speed Feet per Minute
Visibility, including runway visual range Meters
Altimeter setting Inches of Mercury (Hectopascals on
Request)
Temperature Degrees Celsius (Degrees Fahren-
heit)
Weight Metric Tons or Kilograms (Pounds)
Time Hours and minutes, the day of 24 hrs
beginning at midnight UTC.
WGS-84 COMPLIANT
FLIGHT PROCEDURES
HOLDING
Pilot shall hold at published holding airspeeds (IAS). If no holding airspeed is published or instruc-
ted by ATC, pilot shall hold at the airspeed listed in each table below.
– Maximum holding airspeeds (IAS).
JAPAN
Holding fix charted overhead navigation aid

JET
Altitude or FL PROP
Normal Turbulence
MHA–6000 ft 170 kts 210 kts 280 kts or Mach 0.8

whichever is lower
6001 ft–14,000 ft 170 kts 220 kts
above 14,000 ft 175 kts 240 kts
Holding fix except overhead navigation aid (DME fix intersection, etc.)
Altitude or FL Normal Turbulence
MHA–6000 ft 200 kts
280 kts or Mach 0.8 whichev-
6001 ft–14,000 ft 230 kts
er is lower
above 14,000 ft 265 kts

The basic standards for instrument approach procedures applied to aircraft operating under
instrument flight are based primarily on those contained in ICAO Doc 8168/611/2 and those in the
United States Standard for Terminal Instrument Approach Procedures (TERPS), taking into con-
sideration the geographical circumstances of each airport.
Contact Approach
When requested by the pilot and ground visibility is at least 1500m, ATC may clear an aircraft,
traffic permitting, for a Contact Approach.
A Contact Approach may be executed when the pilot has the airport in sight, can maintain visual
reference with the terrain, and
a. the reported ceiling is at or above the initial approach level for the aircraft so cleared; or
b. the flight visibility at the initial approach level and at any other time during the approach is
greater than 1500m; and the pilot is reasonably assured that a landing can be accomplished
safely.
When requesting approval for a Contact Approach the pilot should notify the Control Tower of
intentions as to making a straight-in approach, or a circling approach, to include the direction of
turn.
Speed Limitations
Any aircraft shall not be operated at an indicated airspeed of more than 250 kts:
a. Within control zone;
b. At or below 3000m (10,000 ft) above mean sea level within approach control area.
JAPAN
However if aircraft is instructed by ATC to be operated at a greater airspeed than the maximum
airspeed prescribed above, the aircraft may be operated at that airspeed, or if the minimum safe
airspeed to ensure safe operation is greater than the maximum airspeed prescribed above, the
aircraft may be operated at that minimum safe airspeed. The above provisions may not be applied
if permission is obtained from the Minister of Land, Infrastructure, Transport and Tourism.

Approach Ban
An aircraft shall not takeoff or start an approach to land at any airport if the observed RVR is less
than the meteorological minimums for that airport.
Prior to commencing an instrument approach, if the weather conditions at the airport are below
the published or the pilot’s landing minimums, the pilot should notify the ATC facility or AFIS Units
and request clearance to hold or to proceed to an alternate airport.
After commencing an instrument approach and it is determined that the pilot can continue the
approach beyond a prescribed point such as the FAF, OM, 1000 ft above airport elevation or
other points accepted by the authority and if the reported weather conditions have worsened to
below the published or the pilot’s landing minimums, the pilot may continue the approach to DA or
MDA. An approach to land may be continued if the pilot, upon reaching the DA/H or MDA/H, finds
the actual weather conditions are at or above the lowest weather condition for landing.
NOTE: ATC will issue values of ceiling and ground visibility (RVR when observed) when weather
conditions are below the highest circling minimums.
Conversion of MET VIS into RVR/CMV
Where weather minima are concerned, if the reported RVR value is more than 2000m, CMV
should be applied instead. If only meteorological visibility is reported, the charted RVR/CMV value
can be substituted by reported meteorological visibility for straight-in instrument approaches in
accordance with Table 1 below. Table 1 shall not be applied when calculating Take-off, Category
II/III minimums or when a reported RVR is available.
Table 1: Conversion of Reported Meteorological Visibility to RVR/CMV

RVR/CMV = Reported Met Visibility x __
Lighting elements in operation
Day Night
Approach and runway lights 1.5 2.0
Runway lights 1.0 1.5
No lighting 1.0 Not applicable
EXAMPLE: At night, when approach and runway lights are in operation, the reported meteorologi-
cal visibility is 1200m and the required minimum for the approach is a CMV of 1600m. 1200m x 2
= 2400m, which is above the required CMV of 1600m.
JAPAN
Take-off Minimums
Take-off minima are as follows:
a. If RVR closest to the start point of the take-off run is reported, the RVR must be applied at
least. If the RVR closest to the start point of the take-off run is not reported, VIS must be
applied.
b. Operators can determine whether to apply other RVS(s) in addition to the RVR mentioned a)
above or not. When multiple RVRs are applied, all related RVR values must be above the
minima.
c. For night operations, runway edge and end lights (which indicates DER) must be in opera-
tion.
Planning Minimums
Table 2: Planning Minimums for Take-off Alternate

Type of Approach Planning Minimum
CAT II/III RVR/VIS equal to minimums for CAT II/III
CAT I RVR/VIS equal to minimums for CAT I precision approach
Non-precision CEIL equal to MDH (rounded up to 100 ft increment) VIS equal
to VIS for non-precision approach
Circling CEIL equal to MDH (rounded up to 100 ft increment) VIS equal
to VIS for circling approach
Table 3: Planning Minimums for Destination Alternate

Type of Approach Planning Minimum
CAT II/III CAT I
CAT I CEIL equal to MDH (rounded up to 100 ft increment) VIS equal
to VIS for non-precision approach
Non-precision CEIL equal to MDH (rounded up to 100 ft increment) + 200 ft,
VIS equal to VIS for non-precision approach + 1000m
Circling CEIL equal to MDH (rounded up to 100 ft increment) VIS equal
to VIS for circling approach
Take-off Alternate Airport

A take-off alternate airport should be located within the following flying time from the airport of
departure with one engine inop after take-off:
– 1 hour for 2 engine aircraft
– 2 hours for 3 and more engine aircraft
JAPAN
When a take-off alternate airport is not filed, the ceiling and visibility to be used as take-off mini-
mums are equivalent to the DH/MDH and visibility of the instrument approach procedures availa-
ble at the airport of departure.
Circling
Circling minimums are normally charted on the Japanese instrument approach chart. The mini-
mums shown in Table 4 are the lowest permissible circling minimums. Circling minimums are
never below straight-in minimums. The circling area does not correspond with the dimensions
published by ICAO.
Table 4: Circling Minimums

CIRCLING AREA
SPEED CATEGORY Max IAS MDH (HAA)
Radius from Rwy Threshold
90 kt 350 ft 1.3 NM
120 kt 450 ft 1.5 NM
140 kt 450 ft 2.0 NM
165 kt 550 ft 2.5 NM
Non-Precision Approach Minimums

Visual Reference
An approach may not be continued below MDA(H) unless at least one of the following visual ref-
erences for the intended runway are distinctly visible and identifiable to the pilot:
– Elements of the approach lighting system,
– The threshold,
– The threshold markings,
– The threshold lights,
– The threshold identification lights,
– The visual glide slope indicator,
– The touchdown zone or touchdown zone markings,
– The touchdown zone lights,
– The runway edge lights,
– The runway alignment indicator operated with the approach lighting system,
– The runway designation marking.
Determination of RVR/CMV for Non-Precision Approaches
Table 5 is only applicable to approach procedures with a glide path angle not greater than 4°.
JAPAN
NOTE: When runway threshold lights are u/s, they can be temporarily replaced with REIL.
Table 5: Determination of RVR/CMV for Non-precision Approaches

FF Aircraft Category RVR/CMV (m)
MDH (ft) A B C D
250 – 299 800 800 800 1200
300 – 449 900 1000 1000 1400
450 – 649 1000 1200 1200 1600
650 and above 1200 1400 1400 1800
IF Aircraft Category RVR/CMV (m)

MDH (ft) A B C D
250 – 299 1000 1100 1200 1400
300 – 449 1200 1300 1400 1600
450 – 649 1400 1500 1600 1800
650 and above 1500 1500 1800 2000
BF Aircraft Category RVR/CMV (m)

MDH (ft) A B C D
250 – 299 1200 1300 1400 1600
300 – 449 1300 1400 1600 1800
450 – 649 1500 1500 1800 2000
650 and above 1500 1500 2000 2000
NF Aircraft Category RVR/CMV (m)

MDH (ft) A B C D
250 – 299 1500 1500 1600 1800
300 – 449 1500 1500 1800 2000
450 – 649 1500 1500 2000 2000
650 and above 1500 1500 2000 2000
JAPAN
Precision Approach Minimums (ILS CAT I, PAR)

Visual Reference
An approach may not be continued below DA(H) unless at least one of the following visual refer-
ences for the intended runway is distinctly visible and identifiable to the pilot:
– Same visual references apply as for non-precision approaches.
Determination of RVR/CMV for Precision Approaches
Table 6 applies only to approaches with a glide slope up to and including 4º.
NOTE: When runway threshold lights are u/s, they can be temporarily replaced with REIL.
Table 6: Determination of RVR/CMV for Precision Approaches

FF IF
DH (ft) TDZ & CL TDZ &/or CL TDZ & CL TDZ &/or BF NF
out CL out
200 550m 750m 700m 750m 800m 1000m
201 – 250 600m 750m 700m 750m 800m 1000m
251 – 300 650m 750m 800m 800m 900m 1200m
301 and 800m 800m 900m 900m 1000m 1200m
above
Table 7: Class of Lighting Facilities

FF (Full Facilities) comprise ≥ 720m HIALS, RL, RCLM, RWY 1
IF (Intermediate Facilities) comprise 420 – 719m HIALS, RL, RCLM, RWY 1
BF (Basic Facilities) comprise < 420m HIALS (one crossbar), RL,
RCLM 1
NF (Nil Facilities) comprise All conditions other than BF or No
Lights at all
1 Runway threshold and end lights.
ILS CAT II
Visual Reference
An approach may not be continued below DH unless at least one of the following visual referen-
ces for the intended runway is distinctly visible and identifiable to the pilot:
– A segment of at least 3 consecutive lights being the centerline of the approach lights,
JAPAN
– The runway centerline lights,

– The threshold lights.
This visual reference must include a lateral element of the ground pattern (i.e., an approach light-
ing crossbar, or the landing threshold, or a barrette of the touchdown zone lighting).
ILS CAT III with DH in the Provisions
With the provisions listed below.
– Approach with Fail-passive landing system,
– Approach with Fail-operational landing system,
– Approach with Fail-operational landing system and Landing roll controlling system,
– Approach with Fail-passive landing system and Landing roll controlling system*.
*Limited to the Landing roll controlling system accepted by the director of Airworthiness Divi-
sion of Civil Aviation Bureau.
Visual Reference
An approach may not be continued below DH unless at least one of the following visual referen-
ces for the intended runway is distinctly visible and identifiable to the pilot:
– A segment of at least 3 consecutive lights being the centerline of the approach lights,
– The runway centerline lights,
ILS CAT III
With the provisions listed below.
– Approach with Fail-operational landing system and Landing roll controlling system*,
– Approach with Fail-operational landing system and Fail-passive landing roll controlling system,
– Approach with Fail-operational landing system and Landing roll controlling system.
*Limited to the Landing roll controlling system accepted by the director of Airworthiness Divi-
sion of Civil Aviation Bureau.
Visual Reference
– At least one runway centerline light.
ILS CAT III with No DH
Visual Reference
– No requirement.
JAPAN

In order to reduce aircraft noise around on airport, the noise abatement operating procedures out-
lined below will be adopted, so as not sacrifice flight safety in any manner, taking into account and
adjusting to the environmental conditions of each airport.
Noise abatement procedures are adopted strictly within a range of not jeopardizing flight safety. If
a pilot-in-command determines that the execution of noise abatement procedures may interfere
with flight safety due to, for example, adverse weather conditions, the execution of these proce-
dures must be abandoned.
Noise abatement procedures stated herein are based, as far as possible, on ICAO guidance
materials. However, detailed procedures may differ among aircraft types due to aircraft character-
istics and to the extent of noise abatement effect. Therefore, detailed procedures for each aircraft
type are to be established by the operator going through due formalities as necessary.
Steepest Climb Procedure
This is a procedure which commences the climb, after reaching a specified altitude, restraining
acceleration with normal climb power and maintaining the flap position and the appropriate speed
to gain the maximum altitude in the shortest distance from end of the takeoff roll.
A typical example of this procedure for a jet transport aircraft is:
a. Takeoff to 1000 ft – 1500 ft AGL:
– Takeoff thrust;
– Takeoff flaps or optimum flap setting for noise reduction;
– Climb at a speed to gain maximum climb angle (or as limited by body angle), e.g., V2 + 10
kt or 1.3Vs whichever is greater.
b. At 1000 ft – 1500 ft AGL:
– Reduce thrust to climb thrust;
– Flaps and speed same as in a. above.
c. After passing an altitude of not less than 3000 ft AGL:
– Accelerate and retract flaps on schedule to enroute climb.
NADP2
This is a procedure for gaining altitude by increasing the lift with acceleration of speed, after
reaching a certain altitude, retracting the flap while maintaining a positive rate of climb. A typical
example of this procedure for a jet transport aircraft is shown below.
Take-off to 800 ft AGL:
– Take-off thrust;
– Take-off flaps or optimum flap settings for noise reduction;
JAPAN
– Climb at speed to gain maximum climb angle (or as limited by body angle), e.g., V2 + 10 kts or
1.3Vs, whichever is greater.
After passing altitude not less than 800 ft AGL:
– Decrease aircraft body angle/angle of pitch while maintaining a positive rate of climb, acceler-
ate towards Vzf and either:
a. reduce power with the initiation of the first flap/slat retraction; or
b. reduce power after flap/slat retraction.
– To 3000 ft AGL maintain a positive rate of climb, and accelerate to and maintain a climb speed
of Vzf + 10 to 20 kts.
After passing altitude not less than 3000 ft AGL:
– Transition to normal enroute climb speed.
Thrust Cutback Climb Procedure
This is a procedure in which flight is made over noise sensitive areas with low noise levels.
Engine power is reduced after reaching a certain altitude to the extent that flight safety is not com-
promised. Once the noise sensitive area is passed, engine power is reapplied and the aircraft
continues a normal climb.
a. Take off to 1000 ft AGL:
– Take off thrust;
– Take off flaps or optimum flap setting for noise reduction;
– Climb at a speed to gain maximum climb angle (or as limited by body angle), e.g., V2 + 10
kt or 1.3Vs whichever is greater.
b. At 1000 ft AGL:
– Reduce thrust enough to maintain level flight with one engine inoperative;
– Flaps and speed same as a. above.
c. At 4000 ft AGL or after passing noise sensitive areas:
– Establish climb thrust;
– Accelerate and retract flaps on schedule to enroute climb.
Reduced Flap Setting Procedure
This is a procedure in which the landing is made with a shallower than normal landing flap angle
where there is a sufficient margin of runway length. The ground noise level is reduced in propor-
tion to engine power decrease due to the reduction of aerodynamic drag.
JAPAN
Use, as the final landing flap setting, the minimum certificated landing flap setting (one setting
less than full flaps in the case of an airplane with several approved landing settings) set forth in
the approved performance section of the Airplane Flight Manual for the applicable conditions.
Delayed Flap Approach
This is a procedure which delays flap operation during approach within a range which does not
sacrifice flight safety. Ground noise levels, as in the reduced flap setting procedure, can be
reduced by engine power decrease due to aerodynamic drag reduction.
Extend final landing flaps after passing 1500 ft AGL or after passing the outer marker, whichever
is at the lowest altitude.
Reverse Thrust Restriction
In order to reduce aircraft noise, pilots may be requested to limit the use of reverse thrust to idle
reverse after landing, unless it adversely affects the safety of aircraft operations.
Preferential Runway
This is a procedure which may be used when one end of a runway is in an area not adversely
affected by aircraft noise, such as adjacent to water, etc. Takeoff and landing are preferentially
made at that end of the runway, in principle when a tailwind component, including gust effect, is
not greater than 5 kt and a crosswind component, including gust, is not greater than 15 kt (see
NOTE 1) and as long as passengers are not overly inconvenienced. In order to achieve maximum
safety, this procedure is not to be applied under the following circumstances:
a. When the condition of the specified runway is not suitable for landing or takeoff (see NOTE
2).
b. When the pilot-in-command determines that the use of another runway is necessary in con-
sideration of the safety of his aircraft operation.
c. When the possibility exists that orderly flow of traffic may be impeded.
d. The use of another runway is considered especially necessary for the purpose of special
training, inspection of navigational facilities, etc.
NOTE 1: The tailwind and crosswind values should be considered guidelines. In normal
cases a current jet transport can safely takeoff and land on a runway with good surface con-
ditions, as far as their performance is concerned, with a tailwind component of up to 10 kt
and a crosswind component of up to 25 kt.
NOTE 2: For example, braking action may be decreased due to adverse conditions of the
runway such as wet surface, snow, etc.
Noise Preferential Routes
In order to reduce aircraft noise in the vicinity of the airport, Noise Preferential Routes are estab-
lished to be applied during climb following take-off or approach for landing when overflying noise
sensitive area, unless it affects the safety of aircraft operations.
JAPAN

The term “CRUISE” may be used in regard to an altitude specified in an ATC clearance. This
gives the pilot an authorization to descend from the altitude assigned by ATC and to make an
instrument approach procedure established at the airport.
VFR flights shall not takeoff or land at an airport within a control zone, or at an airport designated
by the Minister of Transport outside a control zone:
a. when the ceiling is less than 300m (1000 ft); or
b. When the ground visibility is less than 5km.
OCEANIC POSITION REPORTING PROCEDURES (TOKYO FIR)

Flights whose tracks are predominantly East or West shall report over each 5° or 10° meridians of
longitude (10° will be used if the ground speed of the aircraft is such that 10° will be traversed in 1
hour and 20 minutes or less).
Flights whose tracks are predominantly North or South shall report over each 5° or 10° parallel of
latitude (10° will be used if the ground speed of the aircraft is such that 10° will be traversed in 1
hour and 20 minutes or less).
Air traffic services may request flights with slower ground speeds to report more frequently than
5°.
AIR TRAFFIC SERVICE DATA LINK OPERATION WITH CPDLC AND ADS-C IN
FUKUOKA FIR
ATS data link services and prescribes procedures for FANS-1/A equipped aircraft utilizing CPDLC
and ADS-C.
VHF data link and Satellite data link are utilized for communications between airborne and ground
systems, and between air traffic controller and pilot. SATVOICE is not available except emer-
gency.
While, at present, equipment data link system is not mandatory for aircraft operation within
Fukuoka FIR, operators must obtain operational approval to use CPDLC and ADS-C from the
States of Registry or States of the Operator.
Oceanic Data Link Airspace
In the Pacific Ocean airspace of the oceanic control area and east of the eastern edge of airway
V71 and A582 over the Pacific Ocean in the Fukuoka FIR, (Hereinafter referred to as oceanic
data link airspace), CPDLC and ADS-C are available to aircraft. For aircraft which has established
data link connection, CPDLC is utilized as the primary means of communications. ADS-C can be
utilized for position reporting purpose. Aircraft are required to establish ADS-C contract with the
flight in order to utilize ADS-C as surveillance and position reporting.
Aircraft shall conduct HF radio check and/or SELCAL check with Tokyo international air-ground
communication station (hereinafter referred to as Tokyo Radio) prior to entering the data link air-
space. The pilot will then be informed by Tokyo Radio of the primary and secondary HF voice fre-
quencies to be used for back up communication by Tokyo Radio.
JAPAN
Logon Procedures
The ATS Facility Notification (AFN) logon is prerequisite to any CPDLC or ADS-C connection.
Before CPDLC and ADS-C connections are established, the aircraft shall logon to the ground
system.
The flight identification to be used for the AFN logon shall be exactly the same as that filed in the
ATS flight plan.
The Air Traffic Management Center (ATMC) provides the ATS data link services in the oceanic
data link airspace. The AFN logon address for ATMC is “RJJJ”.
Address of aircraft entering the data link airspace from airspace without provision of ATS data link
services are not being provided or airspace with radar service, are required to logon 45-15
minutes prior to entering the oceanic data link airspace within Fukuoka FIR. On the initial contact
with Tokyo Radio, the pilot should inform Tokyo Radio of having the CPDLC connection using the
following voice phraseology “WE HAVE CPDLC CONNECTION.”
Aircraft entering from Anchorage, Oakland, or Manila FIRs will be automatically forwarded to
“RJJJ (ATMC)”. When the aircraft maintains CPDLC connection with ATC unit which control the
airspace, the pilot should inform Tokyo Radio by the following voice phraseology that they have
CPDLC connection with “RJJJ (ATMC)”.
If address forwarding is not processed and “RJJJ” is not the active center, the pilot shall, within 3
minutes after crossing the FIR boundary, terminate the connection, then logon to “RJJJ”.
The Longitudinal and Lateral Separation Minimum Using ATS Data Link Services
The 50 NM longitudinal separation minimum using ATS data link services will be applied in
Fukuoka FIR as follows.
Airspace of application:
Data link airspace over the Pacific Ocean within Fukuoka FIR.
Requirements.
Aircraft shall meet the following requirements:
(1) apply for ATS data link services using ADS-C and CPDLC; and
(2) has an operational approval of RNP10 or better by the State of Registry or the State of the
Operator.
(3) has an approval of RCP240 by the State of Registry or the State of the Operator; and
(4) has an approval of RSP180 by the State of Registry or the State of the Operator.
Separation minimum.
50 NM minimum longitudinal separation will be applied between aircraft which meet the require-
ments specified above.
Contingency procedures.
When aircraft cannot satisfy one of each the requirement, specified in above, pilot shall notify
ATC as soon as practicable and follow the instructions provided by ATC.
JAPAN
The 30 NM longitudinal and lateral separation minimum using ATS data link services will be
applied in Fukuoka FIR as follows.
Airspace of application:
Data link airspace over the Pacific Ocean within Fukuoka FIR.
Requirements.
Aircraft shall meet the following requirements:
(1) apply for ATS data link services using ADS-C and CPDLC; and
(2) has an operational approval of RNP4 by the State of Registry or the State of the Operator.
(3) has an approval of RCP240 by the State of Registry or the State of the Operator; and
(4) has an approval of RSP180 by the State of Registry or the State of the Operator.
Separation minimum.
30 NM minimum longitudinal and lateral separation will be applied between aircraft which meet
the requirements specified above.
Contingency procedures.
When aircraft cannot satisfy one of each the requirement, specified in above, pilot shall notify
ATC as soon as practicable and follow the instructions provided by ATC.
Operation for Dynamic Airborne Reroute Procedure (DARP) in The Fukuoka FIR
*DARP is to allow Operational Control to initiate the process for an airborne aircraft to be issued
an amended route clearance by ATC.
DARP request and clearance must be made via CPDLC.
Operational Requirements for DARP
a. DARP clearance is limited to aircraft bound for North-America and Hawaii.
b. Operational CPDLC is required for aircraft requesting DARP.
c. DARP request must be made:
i) at or east of 145E.
ii) at or east of 135E if flown on or south of a line from DOVAG direct 30N140E.
iii) by the pilot at least 20 minutes before the divergence waypoint to allow processing time
by ATC and pilot.
iv) at least 1 hour prior to crossing the FIR boundary.
d. ATMC issue clearance the identical route with the requested route from aircraft, or uplink
“UNABLE”. (ATMC shall not issue clearance with any modification to the requested route.)
JAPAN
Other FIRs
For the details on DARP procedures within other FIRs, refer to aeronautical information published
by the state associated with the FIR.
For Further Questions
The Fukuoka Air Traffic Management Center (The Fukuoka ATMC)
– Office cab-atmc-ocean@gxb.mlit.go.jp
TEL: +81-92-608-8869
– Oceanic supervisor TEL: +81-92-608-9988
NOTE: Operational questions should be directed to the oceanic supervisor.
IMPLEMENTATION OF RNAV5 PREFERENTIAL OPERATIONS — SKY HIGHWAY

RNAV5 Preferential Operations should be enforced as follows.
Applicable Airspace
Between FL290 and FL410 inclusive within QNH application area except as the area within 55
NM radius of IWOTO TACAN (hereinafter referred as “Domestic Airspace”).
Operational Procedures
Generally, controller will assign the cruising altitude between FL290 and FL410 (hereinafter refer-
red as “RNAV preferential altitudes”) for only RNAV5 approved aircraft planning RNAV5 routes in
the part of flight plan.
ATC will use the following phraseology when the RNAV5 non-approved aircraft request RNAV
preferential altitudes.
EXAMPLE: “Unable FLxxx (through FLxxx) due to RNAV5 Preferential Operation. (Expect other
altitude will be assigned.)”
The non-approved aircraft in the following cases will be assigned RNAV preferential altitudes.
a. In case of avoiding turbulence or bad weather area.
b. In case a preferential handling is necessary.
c. In case controller judges that it is necessary to assign RNAV preferential altitudes tempora-
rily for establishment of ATC separation.
d. The state aircraft which has to fly RNAV preferential altitudes for their operational reasons.
e. In case aircraft exits from Domestic airspace to the outside of Domestic airspace. ATC will
instruct to change RNAV preferential altitudes in the appropriate time.
f. In case aircraft enters to Domestic airspace from the outside of Domestic airspace. ATC will
instruct to change appropriate altitude except RNAV preferential altitudes.
JAPAN
g. Between 1400 UTC and 2100 UTC. And in case ATC accept that RNAV 5 non-approved air-
craft may be assigned RNAV preferential altitudes as off-peak. However, RNAV5 approved
aircraft has priority for altitude assignment rather than RNAV 5 non-approved aircraft within
Domestic airspace.
Flight Planning
RNAV5 approved aircraft are required to plan RNAV5 routes when cruising RNAV preferential
altitudes.
Remarks: The operator for RNAV5 approved aircraft must specify “R” in item 10 and “PBN/B1-B6”
in item 18 of flight plan.
The operator for RNAV5 approved aircraft which intend to cruise RNAV preferential altitudes
needs to coordinate about their route of flight with Air Traffic Management Center (ATMC) if not
possible to plan RNAV5 routes to avoid bad weather or an excessive air traffic volume.
Contacts with ATMC as follows:
ATMC TEL 092-608-8874
Deviations from ATC Clearances and Instructions in Compliance with a Wind Shear Alert
When the pilot of aircraft equipped with a wind shear alert system intends to execute wind shear
escape in Fukuoka FIR and encounters difficulty in complying with ATC clearance and instruction,
the pilot shall notify ATC unit of the condition as immediately as possible, workload permitting.
NOTE: Without pilot's notification, ATC unit is unable to be aware that the pilot is deviating from
ATC clearance and instruction in order to execute wind shear escape. Accordingly, pilot’s notifica-
tion is important to prevent ATC unit from issuing the clearance and instruction contrary to the
escape maneuver.
In order to maintain optimum separation with correlated traffic, pilot shall limit the deviations of the
flight paths or altitude to a minimum extent necessary to comply with the wind shear alert.
When a deviation from ATC clearance and instruction is initiated and then the threat no longer
exists, pilot shall return to the last assigned ATC clearance and instruction as long as feasible and
notify ATC unit of the circumstance. If the return is difficult, pilot is expected to request further
instruction after the immediate notification that the escape maneuver has been completed and
how their flight conditions are.
NOTE: ATC is unable to issue instruction or clearance unless the prescribed separation is
secured when a pilot requests further instruction or clearance. In this case, only traffic information
will be provided to the pilot.
Pilot shall use the following phraseologies in notifying ATC.
JAPAN
Circumstances Phraseologies
pilot starts to deviate from any ATC clearance WIND SHEAR ESCAPE
or instruction to comply with a wind shear alert
after the wind shear escape is completed and a WIND SHEAR ESCAPE COMPLETE, RESUM-
return to the ATC clearance or instruction is ini- ING LAST ASSIGNED HEADING / (SID name)
tiated DEPARTURE, MAINTAINING (altitude).
after the wind shear escape is completed, the WIND SHEAR ESCAPE COMPLETE, RE-
pilot will request further clearance or instruction QUEST (heading, altitude, etc) / REQUEST
FURTHER INSTRUCTIONS.
pilot is unable to follow received ATC clearance UNABLE, WIND SHEAR ESCAPE
or instruction for complying with a wind shear
alert
Pilot’s responsibility
In case of deviation from ATC clearance and instruction because of wind shear escape, a pilot is
not considered to be violating the Civil Aeronautics Law, article 96-1.
Controller’s responsibility
Once an aircraft deviates from ATC clearance and instruction in compliance with a wind shear
alert, the controller is not responsible for providing prescribed separation between the aircraft exe-
cuting the escape maneuver and any other aircraft.
Controller’s responsibility for providing separation for all affected aircraft resumes when the pilot
informs a controller that wind shear escape maneuver is completed and the controller confirms
that the prescribed separation is reestablished.
SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES FOR OCEANIC-

CONTROL AIRSPACE
General Procedures
The following general procedures are intended as guidance only. All possible contingencies
cannot be covered. The pilot’s judgment shall determine the sequence of actions to be taken,
taking into account specific circumstances.
If an aircraft is unable to continue flight in accordance with its ATC clearance, a revised clearance
shall, whenever possible, be obtained prior to initiating any action, using a distress or urgency
signal as appropriate.
If prior clearance cannot be obtained, an ATC clearance shall be obtained at the earliest possible
time and, until a revised clearance is received, the pilot shall take the following actions:
a. If possible, deviate away from an organized track or route system.
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 is available):
JAPAN
1. Aircraft identification;
2. Altitude/flight level;
3. Position (including the ATS route designator or the track code, as appropriate);
4. Pilot’s intentions.
c. Watch for conflicting traffic both visually and by reference to ACAS (if equipped).
d. Turn on all aircraft exterior lights (commensurate with appropriate operating limitations).
e. Keep the SSR transponder on at all times.
Special Procedures for Aircraft Requiring Rapid Descent and/or Turn-back or Diversion to
an Alternate Airport due to Aircraft System Malfunction or Other Contingencies
Initial Action
If unable to comply with the above provisions to obtain a revised ATC clearance, the aircraft
should leave its assigned route or track by turning at least 30 degrees right or left whenever this is
possible. The direction of the turn should be determined by the position of the aircraft relative to
any organized route or track system (for example, whether the aircraft is outside, at the edge of,
or within the system). Other factors to consider are terrain clearance and the levels allocated to
adjacent routes or tracks.
Subsequent Action
AIRCRAFT ABLE TO MAINTAIN LEVEL
An aircraft able to maintain its assigned level should acquire and maintain in either direction a
track laterally separated by 5 NM from its assigned route or track and once established on the
offset track, climb or descend 500 ft (150m).
AIRCRAFT UNABLE TO MAINTAIN LEVEL
An aircraft NOT able to maintain its assigned level should, whenever possible, minimize its rate of
descent while turning to acquire and maintain in either direction a track laterally separated by 5
NM from its assigned route or track. For subsequent level flight, a level should be selected which
differs by 500 ft (150m) from those normally used.
DIVERSION ACROSS THE FLOW OF ADJACENT TRAFFIC
Before commencing a diversion across the flow of adjacent traffic, the aircraft should, while main-
taining the 5 NM offset, expedite climb above or descent below levels where the majority of
Pacific oceanic traffic operate (for example, to a level above FL400 or below FL290) and then
maintain a level which differs by 500 ft (150m) from those normally used. However, if the pilot is
unable or unwilling to carry out a major climb or descent, the aircraft should be flown at a level
500 ft above or below levels normally used until a new ATC clearance is obtained.
JAPAN
Weather Deviation Procedures

General Procedures
The following procedures are intended to provide guidance. All possible circumstances cannot be
covered. The pilot’s judgment shall ultimately determine the sequence of actions taken and ATC
shall render all possible assistance.
If the aircraft is required to deviate from track to avoid weather and prior clearance cannot be
obtained, ATC clearance shall be obtained at the earliest possible time. In the meantime, the air-
craft shall follow the procedures detailed in Actions to Be Taken if a Revised Air Traffic Control
Clearance Cannot Be Obtained (see below).
The pilot shall advise ATC when weather deviation is no longer required, or when a weather devi-
ation has been completed, and the aircraft has returned to the center line of its cleared route.
Obtaining Priority from ATC when Weather Deviation Is Required
a. stating WEATHER DEVIATION REQUIRED to indicate that priority is desired on the fre-
The pilot still retains the option of initiating the communications using the urgency call PAN PAN
(preferably spoken three times) to alert all listening parties to a special handling condition which
may receive ATC priority for issuance of a clearance or assistance.
Actions to Be Taken when Controller-Pilot Communication Is Established
a. Pilot notifies ATC and requests clearance to deviate from track, advising, when possible, the
extent of the deviation expected.
b. One of the following actions will be taken by ATC:
1. If there is no conflicting traffic in the horizontal dimension, clearance to deviate from
track will be issued.
2. If there is conflicting traffic in the horizontal dimension, clearance to deviate from track
will be issued after establishing vertical separation.
3. If there is conflicting traffic in the horizontal dimension and ATC is unable to establish
vertical separation, ATC shall:
(a) advise the pilot unable to issue clearance for requested deviation;
(b) advise pilot of conflicting traffic;
(c) request pilot’s intentions.
SAMPLE PHRASEOLOGY: Unable (requested deviation); traffic is (call sign, position,
altitude, direction); advise intentions.
JAPAN
c. Pilot will take the following actions:

1. Advise ATC of intentions by the most expeditious means available.
2. Comply with air traffic control clearance issued or
3. Execute the procedures detailed in Actions to Be Taken if a Revised Air Traffic Control
Clearance Cannot Be Obtained (see below) (ATC will issue essential traffic information
to all affected aircraft).
4. If necessary, establish voice communications with ATC to expedite dialogue on the sit-
uation.
Actions to Be Taken if a Revised Air Traffic Control Clearance Cannot Be Obtained
The pilot shall take the actions listed below under the provision that the pilot may deviate from
rules of the air (e.g., the requirement to operate on route or track center line unless otherwise
directed by ATC), when it is absolutely necessary in the interests of safety to do so.
If a revised air traffic control clearance cannot be obtained and deviation from track is required to
avoid adverse weather, the pilot shall take the following actions:
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 is available):
1. Aircraft identification;
2. Altitude/flight level;
3. Position (including the ATS route designator or the Track code as appropriate);
4. Pilot’s intentions.
c. Watch for conflicting traffic both visually and by reference to ACAS (if equipped).
d. Turn on all aircraft exterior lights (commensurate with appropriate operating limitations).
e. Deviations of less than 5 NM, aircraft should remain at the level assigned by ATC.
f. Deviations greater than, or equal to 5 NM from track or deviations beyond cleared deviation
distance, initiate an altitude change based on the following criteria:
1. For aircraft eastbound (route bearing is 360-179 DEG MAG) deviations left of course
descend 300 ft. Deviations right of course climb 300 ft.;
2. For aircraft westbound (route bearing is 180-359 DEG MAG) deviations left of course
climb 300 ft. Deviations right of course descend 300 ft.
g. When returning to track, be at assigned FL or altitude when the aircraft is within 5 NM of cen-
terline.
JAPAN
h. If contact was not established prior to deviating, continue to attempt to contact ATC to obtain
NOTE: Paragraphs b. and c. above call for the pilot to broadcast aircraft position and pilot’s inten-
tions, identify conflicting traffic, and communicate air-to-air with nearby aircraft. If the pilot deter-
mines that there is another aircraft at or near the same FL with which his aircraft might conflict,
then the pilot is expected to adjust the path of the aircraft, as necessary, to avoid conflict.
MACH NUMBER TECHNIQUE (MNT)

The MNT with 10 minutes longitudinal separation may be applied to aircraft operating in the
Fukuoka FIR on the same or continuously diverging routes within the oceanic control area.
The aircraft with ATC assigned Mach Number shall adhere to the Mach Number approved by
ATC and shall request ATC approval before making any change thereto. However, if essential to
make an immediate temporary change in the Mach Number, ATC shall be notified as soon as
possible that such a change has been made.
Aircraft with ATC-assigned Mach number shall report the Mach number in each position report
made on the route.
Position reports shall be amended to ATC if the original estimated time over a reporting point
needs correction for an error of 3 minutes or more.
If acceptable to the pilot, ATC may clear aircraft at a Mach number other than the one specified in
the flight plan to assure maintenance of longitudinal separation.

ANNEX 2 RULES OF THE AIR
Regulations concerning Rules of Air of Japan are implemented in accordance with the standards
and recommended practices in ICAO Annex 2 Tenth-edition Amendment 42 with the exceptions
noted hereunder.
3.2.3.2 Japan doesn't have a requirement for displaying lights which indicate the engines are
running.
3.2.3.3 Japan doesn't have a requirement for displaying anticollision lights from sunrise to
sunset in flight, except aircraft for commercial air transport.
3.2.3.4 Japan doesn't have a requirement for displaying anticollision lights from sunrise to
sunset on the movement area of an aerodrome, except aircraft for commercial air transport.
PANS-ATM (Doc 4444)

6.3.2.4 After airborne, any altitude restrictions published on a SID are revoked when assigned a
new altitude by ATC. The altitude restrictions concerned are instructed by ATC when required.
NOTE: Restating a previously assigned altitude is considered an assignment of the new altitude.
6.5.2.4 Any altitude restrictions published on a STAR are revoked when assigned a new altitude
by ATC. The altitude restrictions concerned are instructed by ATC when required.
JAPAN
NOTE: Restating a previously assigned altitude is considered an assignment of the new altitude.
KOREA, REPUBLIC OF
GENERAL
are in conformity with International Standards, Recommended Practices and Procedures. The air
traffic rules and procedures of the United States are also respected.
Measurement of Unit
Distance used in navigation position reporting, etc., gen- Nautical Miles and Tenths
erally in excess of 2 NM
Relatively short distances such as those relating to air- Meters, Feet
Altitudes, elevations and heights Meters, Feet
Horizontal speed including wind speed Knots, Kilometers per Hour, Mach
Time Hours and minutes, the day of 24
WGS-84 COMPLIANT
FLIGHT PROCEDURES
HOLDING
Holding procedures at Incheon, Gimpo, Jeju, Yangyang, Yeosu, Ulsan (some procedures at
Ulsan are based on U.S. TERPS), Muan, Uljin and Jeongseok airports comply with Jeppesen
ATC — Chapter “Flight Procedures (DOC 8168) — Holding Procedures”, Table IV-1-1, Holding
Speeds and, with “Holding Speeds per U.S. FAA Regulations”, Table IV-1-3 at all other airports
within the Incheon FIR.

Instrument approach procedures are based on the guidance contained in PANS-OPS, Doc. 8168,
Vol. II and/or the United States Standards for Terminal Instrument Approach Procedures (TERPS)
KOREA, REPUBLIC OF
for civil procedures. Instrument approach procedure design indicator, PANS-OPS or TERPS, is
indicated in the margin notation of Jeppesen approach charts.
Speed Control
Unless otherwise authorized by ATC because of aircraft performance limitations, no person may
operate an aircraft below 10,000 ft MSL at an indicated airspeed of more than 250 knots, and at
or below 2500 ft AGL within 4 NM of an airport designated as Class “C” or “D” airspace at a speed
of more than 200 knots.

For civil procedures, Korea publishes Decision Altitude (Height) [DA(H)], Minimum Descent Alti-
tude (Height) [MDA(H)] and RVR and/or visibility for landing. For military and joint civil/military
procedures, Korea publishes DH/DA (HAT), MDA (HAT or HAA), ceiling and visibility for landing.
Ceiling and RVR and/or visibility, or RVR and/or visibility only, are published for take-off. Ceiling
and visibility are published for alternate minimums at selected airports.

Korean airspace is designated by the Minister of Land, Transport and Maritime Affairs in accord-
ance with the standard ICAO airspace classifications as depicted on Enroute and Area charts.

Air Traffic Flow Management (hereinafter referred to as “ATFM”) is a service established for the
purpose of making a safer aviation environment and more effective air traffic flow by ensuring that
the usage of ATC capacity is utilized to its maximum safe extent possible and actual air traffic
volume demand is compatible with the capacity declared by the appropriate ATS units.
ATFM services are provided within Incheon FIR and applied to air traffic service units and the
staffs, aircraft operators, and IFR flights within Incheon FIR.
ATCC (Air Traffic Command Center) will provide ATFM services in Incheon FIR:
– Management of ATFM restrictions from adjacent FIRs and/or ATC facilities in Incheon FIR
– Allocate ATFM subject flights by issuing COBT (Calculated Off Block Time) / CTOT (Calculated
Take Off Time)
– Other ATFM-relevant issue management.
Following ATC facilities operate FMU (Flow Management Unit):
– DAEGU – INCHEON ACC
– SEOUL – GIMHAE – JEJU approach
– INCHEON – GIMPO – JEJU airport
ATCC and FMUs operate 24 hours.
KOREA, REPUBLIC OF
ATFM Operation
ATFM services will initiate when the following situations occur:
– When an imbalance between demand and capacity occurs or is predicted due to abnormal sit-
uations at the airport or airspace caused by adverse weather or malfunction of air navigation
aids, etc.
– When smooth air traffic flow is or is predicted to hinder due to traffic volume increase; and
– When restrictions are issued by adjacent countries in order to manage the balance of traffic
volume and demand at specific routes (fix)/airports/airspace.
– When ATCC or FMU determines that traffic volume adjustment is necessary.
The ATFM restrictions will be minimized to reduce the impact on the relevant aircraft.
ATFM Daily Plan
ADP (ATFM Daily Plan) will be issued at 0800 UTC daily to notify the following day’s ATFM plan
in advance.
ADP will contain restrictions on airport/airspace, start/end time, reason for the restrictions, and
expected ATFM measures.
When ATFM measures are in effect, ATCC will issue ATFM message, which includes the follow-
ing information:
a. Title;
b. Date, Time (YYMMDD 0000–0000UTC);
c. Position (FIX);
d. Content;
1. GDP (Ground Delay Program)
2. GS (Ground Stop)
3. AFP (Airspace Flow Program)
4. MIT (Miles In Trail)
5. MINT (Minutes In Trail)
6. Re-Route
e. Reason; and
f. Other necessary information.
When ATFM measures are not necessary or any change occurs, the ATFM message will be can-
celed or modified.
NOTAM
If necessary, a NOTAM will be issued for the ATFM measures with the following items:
KOREA, REPUBLIC OF
a. Application date and time;

b. Application area (routes/fix/airports);
c. Contents;
d. Reason for the restriction; and
e. Other necessary information.
ADP, ATFM message and COBT/CTOT will be provided via FMT (Flow Management Terminal)
and website (http://ubikais.fois.go.kr.).
An aircraft intended to fly IFR within Incheon FIR is recommended to file the flight plan at least 3
hours prior to EOBT for ATFM efficiency.
Flight Plan Management
If flights are subject to ATFM measure, aircraft operators shall manage their flight plan as follows.
Improper plan management may result in disadvantage of slot allocation.
a. If 15 minutes or more delay is expected from EOBT after FPL submission, DLA MSG should
be submitted via AFTN.
b. If flight is canceled, CNL MSG should be submitted via AFTN promptly.
Operation for COBT/CTOT Assigned Flights
The aircraft operators and pilots shall prepare to make off-block within COBT compliance window.
COBT/CTOT Compliance Window
COBT/CTOT compliance window will be applied separately for international flights and domestic
flights as below. If taxiing/take-off occurs within compliance window, it is considered as complied.
COBT/CTOT Compliance Window

International ±3 minutes
Domestic -5~+10 minutes
Despite the compliance window above, ATC tower shall take off aircraft as close as possible from
CTOT, for the effective ATFM.
CDM (Collaborative Decision Making) Operation
Regular CDM meeting will be held at 0700 UTC every day. Non-regular CDM meeting will be held
2 hours before a predicted event (example: adverse weather) or anytime when necessary.
The result of CDM meeting will be notified by ADP or ATFM messages.
Exceptions — The following aircraft groups should be exempted from ATFM restrictions:
a. Emergency aircraft (including high-jacked aircraft);
b. aircraft for mercy or humanitarian operations;
KOREA, REPUBLIC OF
c. aircraft for medical support operations;

d. SAR (search and rescue) aircraft;
e. presidential aircraft;
f. any other particular aircraft requested by government authorities (including military aircraft).
When submitting the flight plan, subject of exempted flights shall notify ATCC via telephone for
ATCC’s recognition.
ATCC Contact information

Address: 50-12, 1gil Maeyeo-ro,
Dong-gu, Daegu,
Republic of Korea
41059
Tel: +82-53-668-0452
IP phone 101
Fax: +82-53-668-0465
E-Mail: atcc@korea.kr
AFTN: RKDAZAZX
FLIGHT PLANNING
Any aircraft departing from Incheon FIR shall submit a flight plan to the adjacent airport AIS or
military base operations at least one (1) hour prior to departure, and the filed flight plan shall be
informed to AIR TRAFFIC MANAGEMENT OFFICE, MOLIT (DAEGU FIC or INCHEON FIC).
Any aircraft crossing into Incheon FIR shall submit a flight plan to AIR TRAFFIC MANAGEMENT
OFFICE, MOLIT (DAEGU FIC or INCHEON FIC) at least one (1) hour before the aircraft is esti-
mated to reach the intended boundary point of entry into the FIR.
DAEGU Flight Information Center

Tel: +82-53-668-0431, 0432
Fax: +82-53-668-0441
AFS: RKRRZQZX
INCHEON Flight Information Center

Tel: +82-32-880-0250, 590-0432
Fax: +82-32-889-5906
AFS: RKRRZQZX
The VFR flights crossing Korea ADIZ boundary are designated as DVFR and the related flight
plans should include their route, altitude within Korea ADIZ and estimated time to the boundary.
KOREA, REPUBLIC OF
The VFR flights to enter the Incheon FIR should report estimated time over FIR at least 20
minutes prior to crossing the boundary. The VFR flights departing from the point where it takes
less than 20 minutes flying time from the boundary should report estimated time to cross the FIR
before take off.
Changes to the Submitted Flight Plan
When 30 minutes delay for IFR flight or one hour delay for VFR flight occurs, the flight plan shall
be changed or cancelled and new flight plan shall be submitted to ATS units.
When there is not enough time to report significant changes, IFR flight shall report to the control-
ling ATC unit and VFR flight shall report to DAEGU FIC using 126.90 MHz, 135.725 MHz, 250.80
MHz, 258.50 MHz or 317.550 MHz after departure.
If it is unable to contact DAEGU FIC, such changes shall be reported to the nearest ATS unit, and
the ATS unit received those changes shall inform DAEGU FIC of such information.

ANNEX 2
None published.
PANS-ATM (Doc 4444)

None published.
LAOS
GENERAL
Units of measurement used in all air and ground operations are in accordance with ICAO Annex
5. Those measurements in common use are listed in the following table.
Measurement of Unit
Distance used in navigation, position reporting, etc. Nautical Miles and Tenths/Kilometers
Relatively short distances such as those relating to air- Meters
Altitudes, elevations and heights Meters
Mass (Weight) Metric Tons or Kilograms
Time Hours and minutes, the day of 24 hrs
beginning at midnight UTC.
WGS-84 COMPLIANT
FLIGHT PROCEDURES
Instrument approach procedures are based on the guidance in an early version of PANS-OPS,
Document 8168.
Subject to traffic and particular wind conditions at Vientiane (Wattay Intl), ATC will nominate
runway 31 for take-off and runway 13 for landing to enable aircraft to avoid flight over the city
below 4000’. When so nominated it shall be the responsibility of the pilot-in-command to ensure
that the crosswind or downwind component is not greater than the maximum allowed for the par-
ticular operation. If the nominated runway is not suitable for the above reasons the pilot-in-com-
mand shall advise ATC and request the preferred runway.
Due to airspace restrictions in the southern sector of the Vientiane (Wattay Intl) airport no holding
and approach procedures are designed for runway 31.
LAOS

Laos publishes Minimum Altitude (Height), ceiling and visibility for landing.

Overflying the territory of Laos is subject to approval of the Government of Laos. Renewal of such
approval and authorization of additional flights shall be subject to the permission issued by the
Directorate of Civil Aviation.
Aircraft that are granted approval shall adhere strictly to the following requirements:
a. Aircraft Nationality and Registration Mark should be easily identifiable;
b. Aircraft should be flown within the limits of ATS routes,
unless specific authorization has been received from ATC to deviate the requirements due to
weather situations necessitating deviations for safety reasons.
Infringement of the above will be treated as a violation of Laos airspace and will be dealt with in
accordance with existing laws of the Republic.
Laos has not adopted the ICAO standard airspaces classification. Air traffic control, flight informa-
tion and alerting service are provided by:
a. Approach Control Center with the TMA;
b. Flight Information Service above FL200 and on ATS routes outside of the TMA;
c. Airport Control Towers, in coordination with Approach Control, for arriving and departing traf-
fic.

ICAO REFERENCE
None published.
MYANMAR
GENERAL
The air traffic rules and procedures applicable to air traffic in the Republic of the Union of Myan-
mar conform to Annexes 2 and 11 to the Convention on International Civil Aviation and to those
portions of the Procedures for Air Navigation Services – Air Traffic Management applicable to air-
craft and the Regional Supplementary Procedures applicable to the South East Asia Region,
Measurement of Unit
Distances used in navigation position reporting, etc., Nautical Miles and Tenths
Relatively short distances such as those relating to aer- Meters or Feet
odrome (e.g., runway lengths)
Altitudes, elevations and heights Feet/Meters
Vertical speed Feet Per Minute/ Meters Per Second
Wind direction for all other purposes Degrees True
Altimeter setting Hectopascal
Weight Metric Tons, Kilograms
Time Hours and Minutes, the day of 24 hrs
WGS-84 COMPLIANT
FLIGHT PROCEDURES
The holding, approach and departure procedures in use are based on the contained in the latest
edition of ICAO Doc 8168 – Procedures for Air Navigation Services – Aircraft Operations (PANS-
OPS).

Indicated airspeed when entering and maneuvering in holding patterns shall not exceed 210 kts
up to and including 14,000 ft, and 240 kts above 14,000 ft.
Airspeed in procedure turns to leave holding patterns, and in approach procedures prior to com-
mencing final approach, shall not exceed 175 KIAS.
MYANMAR
Plans and profile diagrams of instrument approach procedures are normally drawn to represent
the path of an aircraft operating at a ground speed of 150 kt and a rate of descent of 500 ft per
minute.
Times shown on outbound legs of instrument approach procedures provide for optimum maneu-
vering in zero wind. These times may be shortened in circumstances where a tailwind is known to
exist.
An aircraft which is not required to hold may commence an instrument approach procedure with-
out entering the holding pattern if the approach track to the facility or fix is within a 60° sector, 30°
on either side of:
a. the initial track of the descent procedure; or
b. the inbound holding track, where a reversal turn shown on the approach chart must be com-
pleted prior to commencing an instrument approach.
NOTE: Outside controlled airspace and within 25 NM of the facility or fix, an aircraft whose
initial approach track is outside the 60° sector described above may diverge to intercept a
track within the 60° sector.

The airspace in the Yangon FIR has been classified in accordance with Appendix 4 of ICAO
Annex 11.

The following RNAV routes within Yangon FIR are RNP 10:
L524, L877, M506
OPERATING PROCEDURES
RNP10 capability is required for operations on L524, L877 and M506 within Yangon FIR.
Pilots must advise ATC of any deterioration or failure of navigation systems for RNP10 capability.
ATC shall then provide alternative separation and/or routing.
Aircraft meeting RNP10 navigation requirements shall indicate /R in Item 10a of the ICAO Flight
Plan or indicate /R in Item 10a and indicate PBN/A1 in Item 18.
Uni‐directional air traffic flow are applied on L524, L877 and M506 as follows:
ATS routes Route segment Available direction

L524 Between KAMKO and BKK
East-bound
L877 Between DWI and MIGAR
M506 Between DWI and KAMKO West-bound
MYANMAR
RNP10 NAVIGATION REQUIREMENT

are approved for RNP10 operations utilizing ADS‐C/CPDLC or VHF communications under the
following conditions:
50 NM longitudinal separation may be applied between RNP10 approved aircrafts with DCPC
(VHF or CPDLC) operating on L507.
50 NM longitudinal separation may be applied between RNP10 approved aircrafts, equipped
with serviceable ADS‐C/CPDLC, operating on P646, N895, L524, M506 and L301. The releas-
ing ATC unit will ensure ADS‐C/CPDLC serviceability before applying 50 NM longitudinal sepa-
ration.
Controller‐Pilot Data Link Communications (CPDLC) will be used as primary means of fulfill-
ing Direct Controller‐Pilot Communications (DCPC) requirement for providing 50 NM longitu-
dinal separation between RNP10 aircraft on these ATS routes.
To ensure ADS‐C/CPDLC serviceability before applying 50 NM longitudinal separation, pilot
of westbound traffic intending to operate on P646, N895, L524, M506 and L301 shall log on
to Yangon CPDLC (VYYF) at least 50 NM before entering Yangon FIR and inform Bangkok
ATC upon CPDLC is successfully established with VYYF.
For flights intend to land within Yangon FIR, ADS‐C/CPDLC will not be required.
Pilots are to advise ATC of any deterioration or failure of navigation system below the navigation
requirements for RNP10 or unavailability of CPDLC. ATC shall then provide alternate separation
and/or alternative routing.
Aircraft meeting RNP10 navigation requirements shall indicate /R in Item 10a and indicate
PBN/A1 in Item 18 of the ICAO flight plan format.
CPDLC‐equipped aircraft shall indicate data link descriptors (/J1‐7) in Item 10a of the ICAO flight
plan format.
Flight plans for flights to be provided with Air Traffic Control or Advisory service shall be submitted
at least 30 minutes prior to departure, or if submitted during flight, at a time which will ensure its
receipt by the appropriate Air Traffic Services unit and/or the Air Defense service at least ten
minutes before the aircraft is estimated to reach:
a. the intended point of entry into a control area, advisory area or air defense identification
zone; or
b. the point of crossing an airway or advisory route.
Regular public transport flights capable of compliance with IFR procedures shall flight plan as an
IFR flight in all cases.
A pilot-in-command, in other than an emergency, shall operate in controlled airspace in accord-
ance with an ATC clearance. No aircraft shall enter controlled airspace without a clearance. This
applies to both military and civil controlled airspace.
MYANMAR
The following rules and procedures are adopted in the interest of national security to enable iden-
tification as early as possible of air traffic entering the Air Defense Identification Zone (ADIZ) in
the Republic of the Union of Myanmar.
No flight of any aircraft either originating in or penetrating into the ADIZ will be permitted without
Air Defense Clearance. The procedure for obtaining this clearance is as follows:
a. Flight plan to be filed 30 minutes before take-off and include ETA at ADIZ boundary and
route and altitude within ADIZ. In-flight changes for entry are not allowed except in emer-
gency.
b. Except for local flights conducted in the immediate vicinity of an aerodrome, all aircraft oper-
ating to, through or within the ADIZ shall obtain Air Defense Clearance (ADC) through the Air
Traffic Control Center.
c. ADC shall be valid for the entire flight within ADIZ irrespective of intermediate halts for flights
originating in or transiting the ADIZ.
d. For flights originating within the ADIZ, ADC shall be obtained before departure and in the
event of departure being delayed for more than 30 minutes a new ADC shall be obtained.
e. In respect of East bound flight conducted along the airways penetrating the ADIZ, aircraft
shall, on first contact with the ATCC at the FIR boundary request the ADC giving the estima-
ted time over the ADIZ boundary.
f. In respect of West bound flight conducted along the airways penetrating the ADIZ, aircraft
shall, on first contact with the ATCC at the FIR boundary request an ADC only.
g. In respect of all flights conducted off airways, aircraft shall contact ATCC at least 10 minutes
before entering the ADIZ giving the ETA over the ADIZ boundary and requesting ATC.
Unless otherwise specifically authorized by the Director General, a pilot-in-command holding the
required instrument rating and flying an aircraft equipped for instrument flight, shall comply with
the Instrument Flight Rules even when not operating in IMC, when conducting a flight under any
of the following conditions:
a. in weather conditions other than those specified for Visual Meteorological Conditions;
b. above FL150;
c. by night;
d. over the sea at a distance of more than 20 NM from the land for more than one (1) hour;
e. in any other conditions which do not permit compliance with VFR;
f. at transonic and supersonic speeds.
PUSH-BACK AND TAXIING

When it is necessary for an aircraft to be pushed back prior to the commencement of taxiing, the
pilot in command shall obtain a clearance to push back before the commencement of the maneu-
ver. A clearance to taxi shall be obtained before further movement after completion of the push
back.
MYANMAR
A pilot in command shall obtain a clearance to taxi before leaving the parked position. This taxi
clearance will govern entrance to, and movement on, the taxiways but will not relate to movement
on the apron areas. Nevertheless, available essential information about other aircraft moving on
the same apron area will be given to any aircraft calling for taxi clearance.
Whenever an engine of a turbo-jet aircraft is operating on the ground, the aircraft anti-collision
light(s) shall be displayed.
Pilots of other aircraft should appreciate that the display on the ground of anti-collision lights by a
turbo-jet aircraft means that at least one of its engines is operating. They should ensure, there-
fore, that when maneuvering near these aircraft, they do so at a safe distance from the jet efflux.
Military turbo-jet aircraft should always be treated with caution as these aircraft may not display
anti-collision lights on the ground even though under power.
A pilot in command for whom a runway has been nominated for take-off, shall regard the taxi
clearance limit to be:
a. for piston-engined aircraft—the holding bay, if provided, otherwise the holding point for the
runway; and
b. for turbine-engined aircraft or aircraft which have reported “READY” before reaching the
holding bay—the holding point for the runway.
A separate clearance must be obtained before crossing or entering any runway by day or a
runway illuminated as a runway by night.
A pilot wishing to use less than the full length of the run available, shall nominate his intention to
the controller when requesting taxi instructions.
The Altimeter Setting Procedures in use conform to those contained in ICAO Doc. 8168–OPS/
611/3.
QFE altimeter settings are available on request.
IMPLEMENTATION OF AIR TRAFFIC FLOW MANAGEMENT

PROCEDURES OVER BAY OF BENGAL, SOUTH ASIA AND PAKISTAN
THROUGH KABUL FIR
PROVISION OF ATFM SERVICES
ATFM services are provided by Aeronautical Radio of Thailand LTD (AEROTHAI) from the Bang-
calculation, promulgation and management of mandatory calculated Take-Off Time (CTOT) and
flight level, ATS route and Calculated Time Over (CTO) at entry waypoint for entry into Kabul FIR
for each affected flight.
Air Navigation Services Providers (ANSPs) retain responsibility for the tactical management of
flights that are subject to ATFM. In discharging tactical responsibilities, Department Civil Aviation
Myanmar will manage non-ATFM compliant flights using delayed pushback and start clearances,
non- preferred routes and/or flight levels, enroute holding and/or diversion around Kabul FIR.
MYANMAR
The ATFMU utilises the automated, web based Bay of Bengal Cooperative ATFM System
coordination with aircraft operators and Department Civil Aviation Myanmar in the FIRs con-
cerned.
ATFM AFFECTED ATS ROUTES, FLIGHT LEVELS AND APPLICABLE HOURS

All westbound flights intending to enter the Kabul FIR between 2000 and 2359 UTC daily on ATS
routes and Flight Levels in Table 1 shall comply with the BOBCAT ATFM procedures contained in
this AIP Supplement. This includes a mandatory requirement for all flights to obtain a specific
ATFM slot allocation – CTOT, CTO at Kabul FIR entry waypoint, allocated flight level, and alloca-
ted ATS route – from the Bangkok ATFMU for entry into the Kabul FIR during the period men-
tioned above.
Table 1 — ATS Route and Flight Levels Requiring ATFM Slot Allocation
Routing through the
Metering Waypoint(s) Flight Level
Kabul FIR
L509-M875 LAJAK FL300, FL320, FL340, FL360, FL380, FL400
M875 SITAX FL280
N644 PAVLO FL280, FL300, FL320, FL340, FL360,
FL380, FL400
L750 ROSIE FL280, FL300, FL320, FL340, FL360,
FL380, FL400
P628 ASLUM FL320, FL340, FL360, FL380, FL400
N636-P628 SERKA FL280, FL300
Flights who plan to enter Kabul FIR without an ATFM slot allocation – CTOT, CTO at Kabul FIR
entry waypoint, allocated flight level, and allocated ATS route – will be accommodated only after
flights with slots have been processed. Such flights should expect delayed pushback and start
clearances, non-preferred routes and/or flight levels, enroute holding and/or diversion around
Kabul FIR.
In order to ensure availability of slots for westbound departures from designated airports in north-
ern India and Pakistan, departures from these airports are given priority for FL280 in the slot allo-
cation. This does not preclude these flights from requesting higher flight levels with initial slot
request.
FLIGHTS EXEMPTED FROM BOBCAT ATFM

The following flights are exempted from the BOBCAT ATFM procedures:
– Flights experiencing an emergency, including aircraft subjected to unlawful interference;
– Flights on search and rescue or fire fighting missions;
MYANMAR
– Urgent medical evacuation flights or humanitarian flights specifically declared by State medical
authorities that flight delays would put the life of patients aboard at risk; and
– Flights with “Head of State” status.
NOTE: After medical flights have completed their mission, they should be subject to ATFM meas-
ures. Scheduled passenger transfer flights are, by their nature, non-urgent and should not be
given priority under normal operational situation.
Flights exempted from ATFM procedures shall indicate the exemption in their flight plan (Field 18
– ATFM EXMP).
Yangon ACC and aerodrome AIS Unit shall forward the flight plan information to the Bangkok
ATFMU at AFTN address VTBBZDZX.
MANDATORY CTOT AND KABUL FIR SLOT ALLOCATION

Affected flights shall obtain the mandatory Kabul FIR slot allocation – CTOT, CTO at Kabul FIR
entry waypoint, and allocated flight level and ATS route – from the BOBCAT system. The Kabul
FIR slot allocation will enable Department Civil Aviation Myanmar to tactically control westbound
flights transiting the Kabul FIR at specified times by assigning minimum spacing requirements at
established gateway fix points in the vicinity of the eastern boundary of the Kabul FIR.
The application, calculation and distribution of CTOT and associated Kabul FIR entry waypoint
slot allocations will be managed via internet access to the BOBCAT system in accordance with
the ATFM operating procedures in paragraphs below.
BOBCAT ATFM OPERATING PROCEDURES

https://www.bobcat.aero between 0001 and 1200 UTC on day of flight and completing the elec-
tronic templates provided.
Affected operators who do not have dedicated BOBCAT username/password access should com-
plete the application form as soon as possible.
Slot Allocation Process
Slot Request Submission
Slot requests including preferred ATS route, flight level and Maximum Acceptable Delay (MAD)
should be lodged between 0001 UTC and 1200 UTC on the day of flight. Slot requests may sub-
sequently be amended prior to 1200 UTC, which is the cut-off time. Aircraft operators are encour-
aged to submit additional slot request options in case their first choice is not available. This may
include variations to ATS route, flight level and MAD.
Slot requests shall be for flight parameters that are able to be met by the flight. For example,
flights requesting a slot at FL390 must be able to transit Kabul FIR at FL390. Flights subsequently
unable to meet slot parameters (flight level, ATS route or CTO at entry waypoint) should expect
non-preferred routes and/or flight levels, enroute holding and/or diversion around Kabul FIR.
MYANMAR
As BOBCAT will allocate FL280 on a priority basis to facilitate departures from northern India and
Pakistan underneath over-flying traffic, flights departing these airports are encouraged to include
FL280 as at least one slot request preference.
Flights that were not allocated a slot in the initial slot allocation, are not satisfied with the allocated
slot or did not submit a slot request should select slots from the listing of remaining unallocated
slots available immediately after slot distribution has been completed.
Slot Allocation and Distribution
Slot allocation will commence at the cut-off time at 1200 UTC. BOBCAT will process and generate
the slot allocation based on the information submitted in the slot requests. Notification of slot allo-
cation will be made not later than 1230 UTC via the ATFMU website. Alternative arrangements for
notification of slot distribution (e.g. E-mail, Fax, and Telephone) should be coordinated with the
ATFMU.
After the slot allocation has been published at https://www.bobcat.aero, aircraft operators can:
a. Use the slot allocation result for ATS flight planning purposes,
b. Cancel the allocated slot and/or,
c. Change slot allocation to another available slot in the published list of unallocated slots.
Submission of ATS Flight Plan
Once aircraft operators are in receipt of the slot allocation, they shall submit the ATS flight plan
using the time, ATS route and flight level parameters of the BOBCAT allocated slot.
In addition to normal AFTN addressees, operators should also address flight plan (FPL) and rela-
ted ATS messages (e.g. DLA, CNL, CHG) to the ATFMU via AFTN address VTBBZDZX for all
flights that have submitted a slot request.
AIRCRAFT OPERATOR/PILOT IN COMMAND

Aircraft Operator/Pilot in Command
In accordance with ICAO PANS ATM provisions, it is the responsibility of the Pilot in Command
(PIC) and the aircraft operator to ensure that the aircraft is ready to taxi in time to meet any
required departure time. PIC shall be kept informed by their operators of the CTOT, CTO at Kabul
FIR entry waypoint and flight parameters (route/Flight level) allocated by BOBCAT.
The PIC, in collaboration with ATC, shall arrange take-off as close as possible to CTOT in order
to meet the allocated CTO at Kabul FIR entry waypoint.
COORDINATION BETWEEN AIRCRAFT OPERATOR/PILOT IN COMMAND,

DEPARTMENT CIVIL AVIATION MYANMAR AND BANGKOK ATFMU
The PIC shall include the CTOT in the initial ATC clearance request.
PIC shall adjust cruise flight to comply with slot parameters at the Kabul FIR entry waypoint,
requesting appropriate ATC clearances including speed variations in accordance with published
AIP requirements.
MYANMAR
Prior to departure, in circumstances where it becomes obvious that the Kabul slot time will not be
met, a new slot allocation should be obtained as soon as possible and via the most expeditious
means (e.g. via coordination between flight dispatcher, PIC, Yangon ACC and Bangkok ATFMU).
Early advice that the Kabul slot time will be missed also enables the slots so vacated to be effi-
ciently reassigned to other flights.
Prior to departure, in the event that the aircraft is unable to meet the Kabul slot time, when
requested by the PIC after the aircraft has left the gate Yangon ACC shall assist the PIC to coor-
dinate with the ATFMU for a revised slot allocation.
Bangkok ATFMU (VTBBZDZX) shall be included in the list of AFTN addressees for NOTAMs
regarding any planned activities that may affect slot availability (e.g. reservation of airspace/
closure of airspace, non-availability of routes, etc.).
Bangkok ATFMU (VTBBZDZX) shall be included in the list of AFTN addressees for ATS mes-
sages (e.g. FPL, DEP, DLA, CHG, CNL) relating to flights subject to ATFM procedures.
A missed slot results in dramatically increased coordination workload for ATC and PIC and should
be avoided. To minimize coordination workload in obtaining a revised slot allocation, the following
procedures are recommended:
a. If the flight is still at the gate, coordination should take place via operators/flight dispatchers
to ATFMU;
b. If the flight has left the gate, coordination to ATFMU may also take place via the ATS unit
presently communicating with the flight.

None published.
SINGAPORE
GENERAL
Aircraft in flight or operating on the maneuvering area of an airport shall comply with the general
flight rules applicable to the operation of aircraft (Annex 2). Additionally, aircraft in flight shall
comply with Instrument Flight Rules (IFR) or Visual Flight Rules (VFR). An aircraft operating
between the hours of sunset and sunrise, irrespective of weather conditions shall comply with IFR
requirements or, if in a control zone during these hours, shall require special authorization from
ATC.
Measurement of Unit
Distance used in navigation, position reporting, etc., gener- *Kilometers or Nautical Miles
ally in excess of 4000m
Relatively short distances such as those relating to airports Meters
(e.g., runway lengths)
Altitudes, elevations and heights Meters or Feet
Time Hours and Minutes, the day of 24
hrs beginning at midnight UTC
* International nautical miles, for which conversion into meters is given by: 1 international NM =
1852 meters
WGS-84 COMPLIANT
FLIGHT PROCEDURES
The holding, approach and departure procedures in use throughout the Singapore FIR are devel-
oped in accordance with the criteria contained in ICAO DOC 8168–OPS/611: Procedures for Air
Navigation Services – Operations (PANS–OPS).
The maximum holding speed for all low level holding areas is 230 kt.
The maximum holding speed for all high level holding areas is 265 kt.
SINGAPORE

Aircraft will not be refused permission to land or take-off from airfields in the Singapore FIR solely
because of adverse weather conditions. The pilot-in-command of a public transport aircraft shall
be responsible for operation in accordance with applicable company weather minima.
SPEED RESTRICTIONS
Speed control procedures are in force unless notified otherwise by ATC or on ATIS.
All arriving turboprop and turbojet aircraft are to fly not faster than indicated air speed 250 kts
when within 40 NM from airports in Singapore or when at or below 10,000 ft. Aircraft cleared on
RNAV STARS must comply with the published speed restrictions and transitions unless otherwise
instructed by ATC.
All arrivals into Singapore Changi Airport instructed to intercept the final approach course, are to
maintain 180 kts by 8 NM from touchdown, and thereafter 150 kts till 4 NM from touchdown.
Pilots who are unable to comply with the speed limits specified above for reasons of flight safety
and/or weather must provide timely notifications to ATC and state the acceptable speed(s) which
is appropriate.

The airspace in the Singapore FIR has been classified in accordance with Appendix 4 of ICAO
Annex 11. Within the Singapore FIR, the airspace is divided into 5 Classes: A, B, C, D, and G.
Aircraft operating in Light Aircraft Training Areas A and B (Class G airspace) are required to have
continuous two-way communications with the appropriate ATS authority.

Flight plans shall be submitted at least 60 minutes before departure (the estimated off-block time),
or if submitted in flight on HF RTF, 20 minutes prior to the intended point of entry into a control
zone, control area, advisory area or advisory route.
The old flight plan shall be cancelled and a new flight plan submitted when changes are made to
7/Aircraft Identification, 15/Route, or 16/Destination Aerodrome.
The pilot-in-command or his/her representative is required to state the total number of persons on
board (POB) in the flight plan.
Flights shall be conducted in accordance with the instrument flight rules (even when not operating
in IMC) when operated:
a. More than 185km (100 NM) seaward from the shoreline within controlled airspace; or
b. During the hours between sunset and sunrise; or
c. Above FL200.
LONGITUDINAL SEPARATION ON ATS ROUTES M758 AND M761

The minimum longitudinal separation between RNAV equipped aircraft on ATS routes M758 and
M761 is 10 minutes based on MNT.
SINGAPORE
Separation of aircraft when the following aircraft is faster:

When the following aircraft is faster, for each 600 NM in distance between the entry and exit
points of the area where the Mach Number Technique is used, 1 minute is added for each 0.01
difference in Mach number between the two aircraft concerned to compensate for the fact that the
second aircraft is overtaking the first aircraft.
Separation of aircraft when the preceding aircraft is faster:
When the preceding aircraft is maintaining a greater Mach number than the following aircraft, the
following separation shall be applied:
a. 9 minutes if the preceding aircraft is Mach 0.02 faster than the following aircraft;
b. 8 minutes if the preceding aircraft is Mach 0.03 faster than the following aircraft;
c. 7 minutes if the preceding aircraft is Mach 0.04 faster than the following aircraft;
d. 6 minutes if the preceding aircraft is Mach 0.05 faster than the following aircraft; and
e. 5 minutes if the preceding aircraft is Mach 0.06 faster than the following aircraft.
LONGITUDINAL SEPARATION ON ATS ROUTES A464, A576, B470, G579, L625,

L642, L644, L649, L762, M646, M751, M753, M767, M768, M771, M772, N875, N884,
N891 AND N892
The Mach Number Technique is applied on approved ATS routes between RNAV equipped air-
craft.
Separation of aircraft with the same Mach number:
10 minutes longitudinal separation shall be applied between aircraft with the same Mach number.
Separation of aircraft when the following aircraft is faster:
When the following aircraft is faster, for each 600m in distance between the entry and exit points
of the area where the Mach Number Technique is used, 1 minute is added for each 0.01 differ-
ence in Mach number between the two aircraft concerned to compensate for the fact that the
second aircraft is overtaking the first aircraft.
Separation of aircraft when the preceding aircraft is faster:
When the preceding aircraft is maintaining a greater Mach number than the following aircraft, the
following separation shall be applied:
a. 9 minutes if the preceding aircraft is Mach 0.02 faster than the following aircraft;
b. 8 minutes if the preceding aircraft is Mach 0.03 faster than the following aircraft;
c. 7 minutes if the preceding aircraft is Mach 0.04 faster than the following aircraft;
d. 6 minutes if the preceding aircraft is Mach 0.05 faster than the following aircraft; and
e. 5 minutes if the preceding aircraft is Mach 0.06 faster than the following aircraft.
15 minutes longitudinal separation minimum:
SINGAPORE
15 minutes longitudinal separation minimum shall be applied on these ATS routes between air-
craft which cannot comply with RNAV procedures mentioned above.
NOTE: The longitudinal separation minimum for aircraft operating between Singapore and Jakarta
airports on airways B470 and G579 is 10 minutes irrespective of whether they are RNAV-equip-
ped.
PERFORMANCE-BASED NAVIGATION ON RNAV ROUTES WITHIN SINGAPORE

FIR
ATC separation minima based on RNP 10 navigation specification will be applied accordingly for
aircraft which are approved for RNP 10 operations on the following segments of RNAV routes
which fall within the Singapore FIR:
L625 – BTN TOMAN and AKMON

L642 – BTN ESPOB and MERSING
L649 – BTN DAKIX and LAXOR
M635 – BTN VTK and SURGA
M767 – BTN TEGID and TOMAN
M771 – BTN MERSING and DUDIS
M774 – BTN OBDOS and KADAR
N884 – BTN MERSING and LAXOR
N892 – BTN MELAS and MERSING
L644 – BTN DUDIS and KIKOR
M772 – BTN ASISU and LAXOR
Additionally, to facilitate reduction of separation between suitably equipped aircraft, ATC separa-
tion minima based on RNP 4 navigation specification will be applied accordingly for aircraft which
are approved for RNP 4 operations on the following segments of RNAV routes which fall within
the Singapore FIR:
M767 – BTN TEGID and TOMAN

N884 – BTN LUSMO and LAXOR
NOTE: Conformance monitoring shall be ensured by establishing an ADS-C event contract speci-
fying a lateral deviation change event with a maximum of 5 NM threshold and a waypoint change
event.
formance-Based Longitudinal Separation Minima in accordance with ICAO Doc 4444 PANS-ATM
SINGAPORE
Pilots shall inform ATC of any deterioration or failure of the navigation systems below the naviga-
tion requirements for RNP 10. ATC shall then provide alternative separation and/or alternative
routing.
For details of PBCS refer to Jeppesen ATC — PERFORMANCE BASED COMMUNICATION
AND SURVEILLANCE (PBCS) — DOC 9869.
SEPARATION MINIMA
Lateral Separation Minima
60 NM lateral separation minima will be applied between aircraft which are approved for RNP 10,
operating at or above FL290, on RNAV routes L644 and M772.
50 NM lateral separation minima will be applied between aircraft which are approved for RNP 10
operations on RNAV routes L625, L642, L649, M635, M767, M771, M774, N884 and N892.
23 NM lateral separation minima will be applied between aircraft which are approved for RNP 4
operations on RNAV routes M767 and N884.
When an aircraft not meeting the RNP 10 navigation requirements is approved to operate at or
above FL290, on the ATS routes shown above, vertical separation shall be applied with aircraft
operating on adjacent routes.
80 NM RNAV or 10 minutes (or less) Mach Number Technique (MNT) separation minima may be
applied between aircraft in situations where DCPC could not be maintained or when RCP240/
RSP180 performance requirement could not be complied.
NOTE: The maximum ADS-C periodic reporting interval of 12 minutes shall be used for RNP 4
approved aircraft.
50 NM longitudinal separation may be applied between RNP 10 approved aircraft on RNAV
routes L642, L762, M635, M767, M771, M774 and N884 which either LOGON to CPDLC or are
within VHF radio range.
30 NM longitudinal separation may be applied between RNP 4 approved aircraft on RNAV routes
M767 and N884 which are LOGON to CPDLC.
OPERATIONS BY AIRCRAFT NOT MEETING RNP 10

An aircraft that is unable to meet the minimum navigational requirements for RNP 10 must file
flight plan at FL280 or below. Operations above FL280 for these aircraft will be subject to ATC
approval, in accordance with the provisions of paragraph below.
ATC units receiving a request for a non-RNP 10 approved aircraft to operate on ATS routes listed
above, at or above FL290, will coordinate with adjacent ATC units affected by the flight. In decid-
ing whether or not to approve the flight, each ATC unit will take into consideration:
a. traffic density;
b. communications, including the non-availability of normal communications facilities;
SINGAPORE
c. weather conditions enroute; and

d. any other factors pertinent at the time.
WAKE TURBULENCE SEPARATION MINIMA

For arrival aircraft operating into Singapore Changi Airport, distance-based wake turbulence sep-
aration minima based on the seven wake turbulence groups will be applied.
DATA LINK SERVICES IN THE SINGAPORE FIR

Data link services are available to FANS 1/A compatible aircraft (which are compliant to RTCA
DO- 258A or ED EUROCAE 100A) on ATS Routes G334, L504, L517, L625, L642, L644, L649,
M646, M753, M758, M761, M767, M768, M771, M772, M904, N875, N884, N891 and N892 in the
Singapore FIR daily on a 24-hour basis.
Controller Pilot Data Link Communications (CPDLC) and Automatic Dependent Surveillance
(ADS) data link applications will be used to provide services to FANS 1/A equipped aircraft, in
particular within the Singapore FIR beyond the range of existing radar/ADS-B and VHF voice
communications.
Messages will be transferred by VHF and satellite data link.
CPDLC supports the following services:
a. Emergency alerting;
b. Pilot to Controller downlink of position reports and clearance requests;
c. Controller to Pilot uplink of ATC clearances and instructions; and
d. Free text as a supplement to pre-formatted message elements.
Pre-Departure Clearance (PDC) via CPDLC is available on selected ATS routes/destinations.
Automatic Dependent Surveillance (ADS) supports automatic reporting by the aircraft Flight Man-
agement System (FMS) of aircraft position and intent information. The FMS reports the required
information in accordance with parameters selected by the ground system.
LOGON PROCEDURES
The AFN LOGON address for the Singapore FIR is WSJC.
To avoid automatic rejection of the LOGON, the flight identification number used by the pilot in the
LOGON process must be identical to the flight identification number filed in the flight plan.
A LOGON must be received from the aircraft before any data link connections can be initiated by
the ground system. This is achieved via the ATS facility notification (AFN) LOGON process to be
initiated by the pilot in accordance with company procedures.
Aircraft requesting data link services inbound to Singapore FIR are required to manually LOGON
onto WSJC at least 10 minutes prior to the estimated time for entering Singapore FIR. Data link
equipped aircraft departing from airports within the Singapore FIR and requesting data link may
LOGON to WSJC prior to departure. Pilots who are unable to establish a data link connection are
to inform ATC on VHF or HF RTF.
SINGAPORE
Pilots are reminded to provide the flight level on first contact with HF, including when established
on data link.
APPLICATION OF CPDLC
Aircraft operating outside radar coverage and not in the ADS-B exclusive airspace within the Sin-
gapore FIR shall establish contact with ATC using CPDLC as a primary means of communication
except for the following:
a. prior instruction to contact ATC on VHF;
b. receive notice that CPDLC service is not available; and
c. during data link outage.
To ensure the correct synchronization of messages, controller/pilot dialogues opened by CPDLC
must be closed by CPDLC. Controller/pilot dialogues opened by voice must be closed by voice.
Due to inherent integrity checks and a coded reference to any preceding related message con-
tained within CPDLC messages, a clearance issued by CPDLC requires only the appropriate
CPDLC response, not a read-back as would be required if the clearance had been issued by
voice.
The down link response “WILCO” indicates that the pilot accepts the full terms of the whole uplink
message.
A down link response “AFFIRM” is not an acceptable acknowledgement or reply to a CLEAR-
ANCE issued by CPDLC.
To avoid ambiguity in message handling and response, a CPDLC downlink message should not
contain more than one clearance request.
If multiple clearance requests are contained in a single downlink message and the controller
cannot approve all requests, the uplink message element “UNABLE” will be sent as a response to
the entire message. A separate message containing a response to those requests that can be
complied with will be sent by the controller.
If any ambiguity exists as to the intent of a particular message, clarification must be sought by
voice.
Standard pre-formatted message elements must be used whenever possible. Free text messages
should be used only when an appropriate pre-formatted message element does not exist or to
supplement the pre-formatted message element. The use of free text should be kept to a mini-
mum.
When CPDLC connection is established, aircraft will be instructed to transfer from voice to
CPDLC. The phraseology used is:
TRANSFER TO SINGAPORE CONTROL ON DATA LINK [position];
MONITOR [HF frequency primary/secondary].
Pilots should down link a CPDLC position report upon position over first compulsory reporting
point when aircraft enters Singapore FIR. Pilots are also required to make AIREPs at ATS/MET
reporting points using CPDLC regardless of ADS connection.
SINGAPORE
CPDLC connections will be terminated at the FIR boundary position or when entering radar cover-
age. The CONTACT [unit name] [frequency] message and the END SERVICE message will be
sent as separate messages. The END SERVICE message will be sent as soon as possible after
receipt of the WILCO response to the CONTACT message.
APPLICATION OF ADS
ADS Periodic contracts will be established automatically on receipt of a LOGON.
The Periodic reporting rate is 10 minutes for aircraft operating outside radar coverage and 20
minutes for aircraft operating within radar coverage.
For ADS logged-on aircraft, CPDLC position reports are not required except when the following
event occurs:
a. upon position over first compulsory reporting point when aircraft enters Singapore FIR;
b. aircraft at ATS/MET reporting point.
ADS contracts will be terminated automatically at a system parameter time after the aircraft has
left the Singapore FIR.
AUTOMATIC DEPENDENT SURVEILLANCE BROADCAST (ADS-B) OUT

EXCLUSIVE AIRSPACE WITHIN PARTS OF THE SINGAPORE FIR
ADS-B Based Surveillance Airspace and Aircraft Operator Approval
Aircraft that operates on ATS routes L642, L644, M753, M771, M904, N891, N892, Q801, Q802,
Q803 and T611 within airspace bounded by 073605N 1090045E, 040713N 1063543E, 041717N
1061247E (MABLI), 044841N 1052247E (DOLOX), 045224N 1041442E (ENREP), 045000N
1034400E, thence north along the Singapore FIR boundary to 070000N 1080000E at or above
FL290 must carry serviceable ADS-B transmitting equipment that has been certified as meeting:
a. European Aviation Safety Agency — Certification Considerations for the Enhanced ATS in
Non-Radar Areas using ADS-B Surveillance (ADS-B-NRA) Application via 1090 MHz Exten-
ded Squitter (AMC 20-24); or
b. European Aviation Safety Agency (EASA) CS-ACNS (Subpart D — Surveillance — SUR); or
c. Federal Aviation Administration — Advisory Circular No: 20-165A (or later versions) Airwor-
thiness Approval of Automatic Dependent Surveillance-Broadcast (ADS-B) Out Systems; or
d. An ‘approved ADS-B Out equipment configuration’ as specified in Part 91 (General Operat-
ing and Flight Rules) Manual of Standards 2020, issued by the Civil Aviation Safety Authority
of Australia.
Aircraft that does not comply with the requirements stipulated in the above paragraphs will not be
accorded priority in the delineated airspace and flight level assignments would be subjected to air
traffic conditions.
If an aircraft carries ADS-B transmitting equipment but does not comply with the requirements
stipulated above, the aircraft must not fly in the delineated airspace unless the equipment is deac-
SINGAPORE
tivated or set to transmit only a value of zero for the Navigation Uncertainty Category (NUCp) or
Navigation Integrity Category (NIC).
Flights operating in the delineated airspace are to contact Singapore Radar on 134.35 MHz (pri-
mary frequency) and 133.6 MHz (secondary frequency).
Aircraft operators complying with the requirements stipulated above are to indicate the appropri-
ate ADS-B designator in Item 10 of the ICAO flight plan:
– B1 ADS-B with dedicated 1090 MHz ADS-B “out” capability;
– B2 ADS-B with dedicated 1090 MHz ADS-B “out” and “in” capability.
Aircraft operators are to include the aircraft address (24 Bit Code) in hexadecimal format in Item
18 of the ICAO flight plan as per the following example:
– CODE/7C432B
Aircraft Identification (ACID) not exceeding 7 characters must be accurately indicated in Item 7 of
the ICAO flight plan and replicated exactly when set in the aircraft avionics (for transmission as
Flight ID) as follows, which must be either:
a. The three-letter ICAO designator of the aircraft operator followed by the flight number (e.g.
SIA123, MAS123, GIA123), when radiotelephony callsign consists of the associated ICAO
telephony designator for the aircraft operator followed by the flight number (e.g. SINGA-
PORE 123, MALAYSIAN 123, INDONESIA 123).
or
b. The aircraft registration (e.g. N555AB, 9VABC) when the radiotelephony callsign consists of
Important: ACID entered should not have any leading zeros unless it is part of the flight number
as indicated in Item 7 of the ICAO flight plan. Hyphens, dashes or spaces are NOT to be used.
State Aircraft
The conditions stipulated apply to STATE aircraft intending to operate within the delineated air-
space.
Inflight Contingencies
The pilot-in-command, upon awareness of an onboard ADS-B equipment failure, must inform
ATC as soon as possible. ATC would then provide the necessary clearance to ensure separation
with other flights operating in the delineated airspace.
NO PRE-DEPARTURE COORDINATION (NO PDC) PROCEDURES

Introduction
No Pre-Departure Coordination (No PDC) procedures apply to flights departing from airports
within the Bali, Bangkok, Hanoi, Ho Chi Minh, Hong Kong, Jakarta, Kota Kinabalu (including
SINGAPORE
Brunei), Kuala Lumpur, Manila, Phnom Penh, Sanya, Singapore, Taipei and Vientiane FIRs oper-
ating on RNAV and ATS routes over the South China Sea.
No Pre-Departure Coordination (No PDC) levels and FPL route shall be omitted in content of ATC
clearance for departures from Singapore Changi Airport on ATS route A457, B466 and B469/
M751 to destinations in Peninsular Malaysia and Thailand, as well as to Medan Polonia.
No PDC Flight Level Allocation
Flight Level Allocation Scheme (FLAS) for Western Pacific/South China Sea Area:
ATS No PDC Flight Levels

Remarks
Route (Other levels available with prior approval)
G334 Eastbound – FL250, FL270
Westbound – FL260, FL280
G580 Eastbound – FL270, FL290, FL330
Westbound – FL280, FL300, FL340
L517 FL280, FL300, FL340 Uni-directional
L625 FL310, FL320, FL350, FL360, FL390, Uni-directional
FL400
L642 FL310, FL320, FL350, FL360, FL390, Uni-directional
FL400
L644 Southbound – FL330, FL410
B469/ FL280, FL300, FL320, FL340, FL360, For flights to/from airports within Bangkok
M751 FL380, FL400 FIR
M753 Northbound – FL260, FL300, FL380
Southbound – FL270, FL330
M754 Northbound – FL300, FL340, FL380
Southbound – FL290, FL330, FL370,
FL410
M758 Eastbound – FL270, FL290, FL330
M767 FL310, FL320, FL350, FL360, FL390, Uni-directional
FL400
SINGAPORE

Westbound – FL300, FL380
M771 FL310, FL320, FL350, FL360, FL390, Uni-directional
FL400
M772 Northbound – FL300, FL380
N875 Eastbound – FL290, FL330, FL370
N884 FL310, FL320, FL350, FL360, FL390, Uni-directional
FL400
N891 Northbound – FL260, FL300, FL380
Southbound – FL330
N892 FL310, FL320, FL350, FL360, FL390, Uni-directional
FL400
FLAS for Large Scale Weather Deviations (LSWD) in Western Pacific / South China Sea Area as
applicable by Singapore ACC:

Flight Level
Allocation L642 M771 N892 L625 N884 M767
(LSWD)
SW NE SW NE NE SW
410
400 400 400 400
390 390 390 390
380
370
360 360 360 360
350 350 350 350
340
330
320 320 320 320
310 310 310 310
300
290
SINGAPORE
Aircraft requesting FL280, FL300 and FL320 on ATS route L759, L515/M770, N571, N571/N877,
P628 and P574 will be cleared to FL280. Succeeding aircraft on the same route will be cleared to
FL280 with 10 minutes longitudinal separation provided there is no closing speed with the preced-
ing aircraft. Additional longitudinal separation as appropriate shall be provided by ATC for the
faster aircraft following a slower aircraft on the same route.
For aircraft on N571 or N571/N877, the first aircraft from Singapore or Kuala Lumpur to be over
GUNIP can expect its requested flight level.
For aircraft on M770, the first aircraft from Singapore or Kuala Lumpur to be over the Kuala
Lumpur / Bangkok FIR boundary can expect its requested flight level.
For aircraft on L759, the first aircraft from Singapore or Kuala Lumpur to be over the Kuala
Lumpur / Bangkok FIR boundary can expect its requested flight level.
For aircraft on P628, the first aircraft from Singapore or Kuala Lumpur to be over VPL can expect
its requested flight level.
For aircraft going beyond Medan on ATS route L762, FL280 and FL300 may be assigned. Suc-
ceeding aircraft on the same route will be cleared to FL280 or FL300 with 10 minutes longitudinal
separation provided there is no closing speed with the preceding aircraft. Additional longitudinal
separation as appropriate shall be provided by ATC for the faster aircraft following a slower air-
craft on the same route.
ALTIMETRY
A common transition altitude of 11,000 ft (3350 meters) has been established in the Singapore
Flight Information Region. This will ensure uniformity in the transition altitudes for airports within
the territories of Brunei, Malaysia and Singapore, except for an area of radius 10 nautical miles
centered on Mount Kinabalu where the lowest safe altitude will be 15,000 ft (4570 meters) and the
lowest usable flight level will be FL170.
QFE altimeter setting will be made available on request but reports to ATC will be made in alti-
tudes.
It is the pilots' responsibility to select a flight level which will give adequate terrain clearance using
forecast pressure information.
SEMI-CIRCULAR SYSTEM OF CRUISING LEVELS WITHIN THE SINGAPORE FIR

The pilot-in-command of an IFR flight at or above 3000 ft within controlled airspace and above
FL250 in uncontrolled airspace shall select a level corresponding to the appropriate magnetic
track. The Quadrantal Height Rule will continue to be used for all flights below FL250 in uncontrol-
led airspace of the Singapore FIR.
FL250 in uncontrolled airspace will be held vacant to serve as a buffer.
SINGAPORE
QUADRANTAL CRUISING LEVELS FOR FLIGHTS OPERATING IN

UNCONTROLLED AIRSPACE WITHIN PARTS OF SINGAPORE FIR BETWEEN
PANGKAL PINANG TMA, PONTIANAK TMA AND PEKAN BARU TMA BELOW
FL250
The pilot-in-command of a VFR or IFR flight operating at or above 3000 ft and below FL250
between Pangkal Pinang TMA, Pontianak TMA and Pekan Baru TMA shall select a level corre-
sponding to the appropriate magnetic track as indicated in the following Quadrantal Cruising
Levels:
QUADRANTAL CRUISING LEVELS

000° to 089° 090° to 179° 180° to 269° 270° to 359°
30 35 40 45
50 55 60 65
70 75 80 85
90 95 100 105
110 – – –
130 135 140 145
150 155 160 165
170 175 180 185
190 195 200 205
210 215 220 225
230 235 240 245
NOTE: VFR flights within the Singapore FIR are permitted to operate only up to FL200.
If compliance with VFR cannot be maintained at a quadrantal cruising level, the aircraft shall be
flown at another quadrantal level where it is possible to comply with VFR.
The pilot-in-command shall ensure that the cruising level selected for an IFR flight is not below
the lowest safe flight level applicable for the route to be flown.
NOTE: The provision of terrain clearance is not part of ATC service.
Except when taking-off or landing, or with the approval of the appropriate authority, aircraft shall
be flown at least 1000 ft above the highest obstacle within 10km of the estimated position of the
aircraft in flight.
TRANSIT PROCEDURES
The procedures to be followed by aircraft when transiting between areas where the Quadrantal
System of cruising levels is in use and those where the Semi-Circular System is applicable, are
indicated below.
SINGAPORE
Transition from the Quadrantal System to the Semi-Circular System

Track Flown IFR Flight
000–089 Maintain ODD level
090–179 Descend to next ODD level
180–269 Maintain EVEN level
270–359 Descend to next EVEN level
Transition from the Semi-Circular System to the Quadrantal System

Track Flown IFR Flight
000–089 Maintain ODD level
090–179 Climb to next ODD + 500 ft level
180–269 Maintain EVEN level
270–359 Climb to next EVEN + 500 ft level
NOTE: The terms “ODD + 500 ft” level and “EVEN + 500 ft” level have been used to designate
those series of levels where, below FL290, flight levels ending with 75, 95, 115, etc. and 65, 85,
105 etc respectively are prescribed.
UNIDIRECTIONAL ATS ROUTES LEVEL ASSIGNMENTS – SINGAPORE/JAKARTA

SECTOR
The following Level Assignments for aircraft operating in the Singapore/Jakarta sector on the uni-
directional ATS Routes B470 and G579 will be adopted by Singapore and Jakarta ACCs.
Level Assignments
Jakarta ACC shall assign:
a. All even flight levels plus 500 ft above the minimum enroute level up to and including FL185.
b. Above FL185, starting at FL220 all even flight levels up to and including FL280.
c. Above FL280, all flight levels at 1000 ft intervals starting at FL290 and up to FL410 (inclu-
sive), except for flights beyond Singapore where only even flight levels shall be assigned.
Singapore ACC shall assign:
a. All odd flight levels plus 500 ft above the minimum enroute level up to and including FL195.
b. Above FL195, starting at FL210 all odd flight levels up to and including FL290.
c. Above FL290, all flight levels at 1000 ft intervals starting at FL290 and up to FL410 (inclu-
sive), except for flights beyond Jakarta where only odd flight levels shall be assigned.
SINGAPORE
MACH NUMBER TECHNIQUE (MNT) AND AREA NAVIGATION (RNAV)

Only aircraft equipped with RNAV systems would be able to operate on the RNAV routes in the
revised South China Sea ATS route structure which forms part of the Singapore FIR. Aircraft that
are not RNAV compliant will only be cleared to operate on non-RNAV routes.
The requirements for conduct of RNAV operations are stated in ICAO Doc 9613 (Manual on
Required Navigation Performance) and FAA AC 90-45 (Approval of Area Navigation Systems for
use in the US National Airspace System) (not published herein).
Minimum longitudinal separation of 10 minutes between RNAV equipped aircraft based on Mach
Number Technique is applied on ATS routes A464, A576, B470, G334, L625, L642, L644, L649,
L762, M646, M751, M753, M758, M761, M767, M768, M771, M772, M774, N875, N884, N891
and N892 in accordance with DOC 7030/4. MNPS criteria is not required. If item 10 of the flight
plan does not include any of the following equipment designators “G”, “I” or “R”, operators shall
insert “NAV/NON-RNAV” in item 18 of the flight plan.
Operators of aircraft to which the Mach Number Technique and RNAV procedures will be applied
must ensure that the equipment carried on their aircraft have been calibrated in accordance with
the applicable airworthiness practices.
An 80 NM RNAV distance-based longitudinal separation minima, with Mach Number Technique
being applied, is permanently implemented on ATS routes within the oceanic portion of the Singa-
pore FIR.
ATFM OPERATIONS FOR FLIGHTS ARRIVING AT SINGAPORE CHANGI AIRPORT

Where necessary, ATFM measures will be applied for flights scheduled to arrive at Singapore
Changi Airport (WSSS).
Flights departing from the following airports may be subjected to ATFM measures:
ANSP Airport
Cambodia VDPP, VDSR
China ZGGG, ZGSZ, ZJHK, ZJSY
Hong Kong VHHH, VMMC
Indonesia WIII, WADD, WARR
Malaysia WBGG, WBGR, WBKK, WMKC, WMKI, WMKJ, WMKK, WMKP, WMSA,
WMKL
Myanmar VYMD, VYNT, VYYY
Philippines RPLL
Thailand VTBS, VTSP, VTBD, VTBU, VTCC, VTCT, VTSB, VTSG, VTSM, VTSS,
VTUD
Vietnam VVTS, VVNB
SINGAPORE
When ATFM measures are applied, the Singapore ATFM Unit (ATFMU) will assign Calculated
Take-Off Times (CTOTs) to flights departing from the airports listed in the paragraph above plan-
ning to arrive into Singapore Changi Airport.
Airspace users (AUs) and ATS units (ATSUs) are advised to refer to the Air Traffic Flow Manage-
ment (ATFM) Portal to access CTOTs and/or other pertinent ATFM information via the Civil Avia-
tion Authority Singapore (CAAS) Webpage, link provided: http://www.caas.gov.sg/e-services/air-
traffic-flow-management.
Compliance to CTOT during the ATFM operation is important; it contributes to the realization of
the ATFM plan. It would assist in the reduction of the need for tactical airborne delay, promoting a
safer and more efficient operating environment for aircraft operators (AOs) and AUs.
All airspace users planning to arrive into WSSS shall:
a. file and submit FPLs at least 3 hours before the Estimated Off Block Time (EOBT);
b. transmit the appropriate ATS messages (CHG/DLA) when the EOBT changes by more than
15 minutes; and
c. transmit CNL message if the flight is cancelled after the submission of FPL.
FPLs and ATS messages should be addressed to WSJCZQZX.
ATFM OPERATIONS FOR FLIGHTS PLANNING TO OPERATE WITHIN THE

SINGAPORE FIR
The Singapore ATFM Unit (ATFMU) may implement ATFM measures to facilitate ATC of flow
restrictions originated by downstream ATSUs, with the aim to provide a higher level of predictabil-
ity for AUs and affected upstream ATSUs when operating in the Singapore FIR. For example, flow
restriction on a given ATS route in a form of Minutes-in-trail MINIT at downstream segments
would be converted into CTOT, and/or Calculated Time Over (CTO) at a given waypoint within the
Singapore FIR.
Procedures for flight plan submission for such ATFM facilitation would be coordinated tactically by
the Singapore ATFMU with AUs and affected upstream ATSUs. The transmit of the appropriate
ATS messages would take reference from paragraph above.
NOTE: In general, Singapore ATFMU would request for FPL to be filed and submitted within 1
hour from the notification of the activation of ATFM measure.
FPLs and ATS messages should be addressed to WSJCZQZX.
SINGAPORE ATFMU CONTACT INFORMATION AND WEB CONFERENCE

When ATFM measures are implemented, Singapore ATFMU will open a CDM channel for AUs
and affected ATSUs through active web conferencing facilities and ATFM helpdesk thereafter to
facilitate operational queries from AUs relating to the ATFM measure.
The contact details of the Singapore ATFMU are as follows:
Email: CAAS_ATFMU@caas.gov.sg
Phone: (+65) 62414143, (+65) 62414142
SINGAPORE
Fax: (+65) 62414034
BAY OF BENGAL COOPERATIVE ATFM (BOBCAT)

Introduction
The states of the ICAO Asia/Pacific Region within the Bay of Bengal, South Asia and Pakistan
airspace have implemented an automated Air Traffic Flow Management (ATFM) service under the
auspices of the ICAO Bay of Bengal ATS Coordination Group – ATFM Task Force.
ATFM services are provided by Aeronautical Radio of Thailand LTD (AEROTHAI) from the Bang-
calculation, promulgation and management of mandatory Calculated Take-Off Time (CTOT) and
Kabul FIR flight level, ATS route and Calculated Time-Over (CTO) entry waypoint for each affec-
ted flight.
ATFM Affected ATS Routes, Flight Levels and Applicable Hours
All westbound flights intending to enter Kabul FIR between 2000 UTC and 2359 UTC daily on
ATS routes and flight levels specified in the Table below shall comply with the BOBCAT ATFM
procedure. This includes a mandatory requirement to obtain ATFM slot allocation – CTOT, CTO
at Kabul FIR entry waypoint, allocated flight level and allocated ATS route from Bangkok ATFMU
for entry into Kabul FIR.
Routing through Metering Way-

Flight Level
the Kabul FIR point
L509–M875 LAJAK FL280, FL300, FL320, FL340, FL360, FL380, FL400
M875 SITAX FL280, FL300, FL320, FL340, FL360, FL380, FL400
N644 DOBAT FL280, FL300, FL320, FL340, FL360, FL380, FL400
L750 BIROS FL280, FL300, FL320, FL340, FL360, FL380, FL400
P628 ASLUM FL300, FL320, FL340, FL360, FL380, FL400
N636–P628 SERKA FL280, FL300, FL320, FL340, FL360, FL380, FL400
Flights that plan to enter Kabul FIR without an ATFM slot allocation will be accommodated only
after flights with slots have been processed. Such flights should expect delayed pushback and
start clearances, non-preferred routes and/or flight levels, enroute holding and/or diversion around
Kabul FIR.
The following flights are exempted from the ATFM procedures:
a. Flights experiencing an emergency, including aircraft subjected to unlawful interference;
b. Flights on search and rescue or firefighting missions;
c. Urgent medical evacuation flights or humanitarian flights specifically declared by State medi-
cal authorities that flight delays would put the life of patients aboard at risk; and
SINGAPORE
d. Flights with “Head of State” status.

NOTE: After medical flights have completed their mission, they should be subjected to ATFM
measures. Scheduled passenger transfer flights are, by their nature, non-urgent and should not
be given priority under normal operational situation.
Flights exempted from ATFM procedures shall indicate the exemption in their flight plan as fol-
lows: (Field 18 – STS-BOB ATFM EXMP).
MANDATORY CTOT AND KABUL FIR SLOT ALLOCATION

Affected flights shall obtain the mandatory CTOT, CTO at Kabul FIR entry time, flight level and
ATS route from the BOBCAT system. The CTOT and Kabul slot allocation will enable ANSPs to
tactically control westbound flights transiting the Kabul FIR at specified times by assigning mini-
mum spacing requirements at established gateway fix points in the vicinity of the eastern boun-
dary of the Kabul FIR.
The application, calculation and distribution of CTOT and Kabul FIR entry waypoint slot alloca-
tions will be managed via internet access to the BOBCAT system in accordance with the ATFM
operating procedures.
BOBCAT OPERATING PROCEDURES

All affected flights are required to submit their slot requests to the BOBCAT system by logging
onto https://www.bobcat.aero between 0100 UTC and 1159 UTC on the day of flight and complet-
ing the electronic templates provided.
Stakeholders are able to view the slot allocation results at https://www.bobcat.aero which will be
published no later than 1230 UTC. Alternative arrangements for notification of slot distribution
(e.g. email, fax, telephone) should be coordinated with the Bangkok ATFMU.
a. use the slot allocation result for ATS flight planning purposes;
b. cancel the allocated slot; and / or
c. change slot allocation to another available slot in the published list of unallocated slots.
Affected aircraft operators who do not have dedicated BOBCAT username/password access
should complete the application form provided and fax it to the ATFMU as soon as possible.
SUBMISSION OF ATS FLIGHT PLAN

In addition to the normal addressees, Singapore AIS will also address the flight plan (FPL) and
related ATS messages (e.g. DLA, CNL, CHG) to the Bangkok ATFMU via AFTN address
VTBBZDZX for all flights that have submitted a slot request.
SINGAPORE
SINGAPORE CHANGI AIRPORT — IMPLEMENTATION OF

SIMULTANEOUS INDEPENDENT PARALLEL APPROACHES
INTRODUCTION
Simultaneous independent parallel approaches will be implemented daily between 0000 UTC and
1500 UTC to optimize runway utilization and enhance air traffic efficiency.
PROCEDURES FOR SIMULTANEOUS INDEPENDENT PARALLEL APPROACHES

To ensure safe operations between aircraft on the parallel approaches, Normal Operating Zones
(NOZs) are established for each extended runway centerline and a No Transgression Zone (NTZ)
is established between the NOZs.
ATC will vector arriving flights into Singapore Changi Airport from the final waypoint of the respec-
tive STARs to the respective NOZs.
Within the NOZ, ATC shall provide a minimum vertical separation of 1000 ft or 3 NM surveillance
separation between pairs of aircraft until both aircraft are established on the ILS Localizer course.
ATC is not required to provide separation between aircraft on adjacent ILS Localizers and will
monitor aircraft for deviation from the approach path.
Aircraft can expect to maintain altitude 3500 ft till Glide Path Interception for Runway 20R/02L and
2500 ft till Glide Path Interception for Runway 20C/02C. This is to ensure the necessary vertical
separation prior to establishing on the respective ILS Localizer course.
Aircraft can expect the following radiotelephony phraseology when intercepting the ILS:
a. to intercept the Localizer before clearing for ILS
“TURN LEFT (RIGHT) HEADING (three digits) MAINTAIN (altitude) REPORT ESTAB-
LISHED ON THE LOCALIZER RUNWAY (number) LEFT (CENTER/RIGHT)”
followed by
“MAINTAIN (altitude), CLEARED FOR ILS APPROACH RUNWAY (number) LEFT
(CENTER/RIGHT)”
or
b. to intercept ILS
“TURN LEFT (RIGHT) HEADING (three digits) MAINTAIN (altitude), CLEARED FOR ILS
APPROACH RUNWAY (number) LEFT (CENTER/RIGHT)”
Aircraft can expect to maintain speed 180 kts at base turn or earlier till 8 NM from touchdown.
BREAK-OUT MANEUVER
When an aircraft is observed to have not established on the appropriate Localizer course or devi-
ated from its course towards the NTZ, ATC will instruct the aircraft to return immediately to the
correct Localizer course with the following radiotelephony phraseology:
“YOU HAVE CROSSED THE LOCALIZER, TURN LEFT (or RIGHT) IMMEDIATELY AND
RETURN TO THE LOCALIZER”
SINGAPORE
or
“TURN LEFT (or RIGHT) TO RETURN TO LOCALIZER COURSE”
When ATC observed aircraft to be penetrating or will penetrate the NTZ, ATC will instruct the air-
craft on the adjacent Localizer course to alter course to avoid the deviating aircraft with the follow-
ing radiotelephony phraseology:
“TRAFFIC ALERT, TURN LEFT (or RIGHT) IMMEDIATELY HEADING (degrees), CLIMB AND
MAINTAIN (altitude)”
PILOT NOTIFICATION AND CONDITIONS FOR OPERATIONS

Simultaneous approaches to parallel runways operation will be broadcast on ATIS during the
active period.
Simultaneous approaches to the parallel runways will be suspended in the event of adverse
weather or any other conditions that may affect the safe conduct of such approaches to the paral-
lel runways.
SINGAPORE CHANGI AIRPORT — IMPLEMENTATION OF

DEPARTURE CLEARANCE (DCL) VIA DATALINK ON SELECTED ATS
ROUTES
INTRODUCTION
DCL service provides an automated platform for requesting and issuance of departure clearance
via datalink between the pilot and ATC. DCL will be able to reduce congestion on the Clearance
Delivery radio frequency and also minimize errors as compared to voice communications.
AIRCRAFT REQUIREMENTS
Aircraft need to be equipped with Aircraft Communications Addressing and Reporting System
(ACARS) to support DCL application and be compliant with the European Organisation for Civil
Aviation Equipment (EUROCAE) ED-85A (Data Link Application System Document (DLASD) for
the DCL datalink service) and ARINC Specification 623-3.
APPLICATION OF DCL SERVICE

The Singapore application of DCL is in accordance with ED-85A.
The logon ID of the ground system for the provision of DCL service is WSSS.
DCL service is only applicable for flights departing from WSSS to the following routes/destina-
tions:
a. Destinations in Peninsular Malaysia via ATS Routes A457 and B466;
b. Destinations in Thailand via ATS Routes B466 and B469/M751;
c. Destinations in Indonesia via ATS Route A457, R469 and B470;
d. Destinations in Australia and New Zealand via ATS Route B470;
SINGAPORE
e. Flights with allocated Calculated Take-Off Time (CTOT) under Bay of Bengal Cooperative
Air Traffic Flow Management (BOBCAT).
DCL message format does not include the requested cruising level and final cruising level.
a. The planned flight level (PFL) filed in flight plan field 15b will be used as requested level
unless otherwise specified by pilot.
b. Final cruising level will be assigned by Singapore ATC after airborne and it is subjected to
traffic disposition. No on-ground level negotiations or reservations are allowed.
DCL service does not provide clearance revision. Any revision to the clearance issued via datalink
will be made by ATC through voice communications.
Clearance request through VHF using the existing voice procedures is still available for applicable
flights under the DCL service.
DCL VIA DATALINK PROCEDURES

DCL request through RCD message shall be made no earlier than 20 minutes before Target Off-
Block Time (TOBT).
For flights with allocated CTOT under BOBCAT, to input “CTOT HHMMz” under the free text field
in RCD message.
For flights routed via ANITO B470, to input “ANITO FLxxx” (ANITO crossing level) under the free
text field in RCD message.
ATC will reject the DCL request and send a “revert to voice procedures” message to the pilot if
the following occurs:
a. Flight’s routes/destinations is not stated;
b. RCD message does not comply with ED-85A or have inaccurate flight data, e.g. different
Callsign/ADES from flight plan;
c. Invalid TOBT;
d. When required by ATC due to flow restrictions.
Upon receipt of any “revert to voice procedures” message, pilot shall cancel any clearance
received previously (if any) and follow the existing voice procedures for clearance request, i.e.
contact Clearance Delivery within 5 minutes of TOBT.
Pilot shall monitor the clearance delivery frequency once the DCL process is initiated. In the event
of any issues encountered, ATC will revert to voice procedures.
ATC will revert with CLD message within 5 minutes of receipt of the RCD message. If no CLD
message is received, pilot is to call on delivery frequency to verify request.
Pilot shall respond with CDA message within 5 minutes of receipt of CLD message. Failure to
comply may result in a "revert to voice procedures" message being sent.
NOTE: The DCL process is only complete and clearance confirmed when CDA message is
received and processed successfully. A “CDA received – clearance confirmed” message will be
sent to the pilot.
SINGAPORE
Pilot shall contact Clearance Delivery or the next assigned frequency in CLD message within 5
minutes of TOBT using the following phraseology:
a. <“Callsign”...With P-D-C, fully ready>;
b. Provide requested flight level if it differs from PFL filed in flight plan;
c. Provide CTOT or ANITO crossing if not previously given in RCD message.
NOTE: Regardless of clearance through voice or datalink, all departing aircraft must report to
Clearance Delivery when ready for push within 5 minutes of TOBT.
ATC will check for TOBT compliance and update pilot of any revisions in departure clearance and
flow restrictions before handing the flight over to Ground frequency for start-up and pushback.
ATC will cancel the clearance issued and send a "revert to voice procedures" message if pilot
does not report ready for push within 5 minutes of Target Start-up Approval Time (TSAT).
SINGAPORE (CHANGI) — WSSS PRE-DEPARTURE PROCESS FOR PILOTS

TOBT and TSAT requirements
– Irrespective of the TSAT, the aircraft must be ready for departure at the TOBT +/-5 minutes as
the TSAT may be revised forward at short notice.
– Any time the TOBT or TSAT cannot be met, or an earlier departure is required, the TOBT must
be updated expeditiously by the aircraft operator or ground handler.
Departure Clearance
– Departure Clearance on selected ATS routes can be requested via Data Link Departure Clear-
ance (DCL) at TOBT-20 minutes.
– If DCL is not available, Departure Clearance should be requested via Clearance Delivery at
TOBT +/-5 minutes.
Start-up/Pushback Clearance
– Pilots must be ready for start-up/pushback at TOBT +/-5 minutes.
– Pilots should request start-up/pushback clearance at TSAT +/-5 minutes.
DIRECT ROUTING OPERATIONS (DRO) FOR ARRIVALS INTO

SINGAPORE CHANGI AIRPORT ON ATS ROUTES L642 AND N892
To enhance flight efficiency and reduce fuel burn for aircraft operators, DRO will be available for
flight planning for arriving aircraft into Singapore Changi Airport on ATS routes L642 and N892.
APPLICABLE ROUTES AND FLIGHT PLANNING PROCEDURES

Direct routes are available on specified segments of ATS routes listed below. Arriving aircraft into
Singapore Changi Airport operating at FL290 to FL460 (inclusive) and entering Singapore FIR
between 1400 UTC and 2300 UTC shall flight plan using the direct routes.
ATS routes available for DRO:
SINGAPORE
Flight planning for DRO

Flight planning for ATS routes Remarks
(1400 UTC – 2300 UTC)
ESPOB Q801 ESBUM Q802 ESPOB DCT ELALO to For Changi arrivals entering Sin-
ELALO to join ELALO STAR join ELALO STAR gapore FIR via ATS route L642
MELAS N892 MABAL to join MELAS DCT MABAL to For Changi arrivals entering Sin-
MABAL STAR join MABAL STAR gapore FIR via ATS route N892

ANNEX 11
4.3.6.1 (g) The AWOS systems at the airports have visual display systems at the relevant ATS
units showing real-time weather conditions at appropriate locations along the runways. The ATS
units use these real-time weather conditions for aircraft landing and take-off. However, specifically
formatted MET REPORT and SPECIAL as described in Annex 3 paragraphs 4.3.2(a) and 4.4.2(a)
are not prepared (not published herein).
TAIWAN
GENERAL
Except for the differences listed below, the air traffic rules and procedures applicable to air traffic
within the airspace of Taipei FIR conform to Annex 2 and Annex 11 to the Convention on Interna-
tional Civil Aviation. The rules stated underneath are adopted from the national Rules of the Air.
Measurement of Unit
Distance used in navigation position reporting, etc. – gen-
Nautical Miles
erally in excess of 2 NM.
Relatively short distances such as those relating to air-
Meters
Vertical speed Feet per minute
Wind direction for landing and take-off Degrees magnetic
Wind direction except for landing and take-off Degrees true
Visibility, including runway visual range Kilometers or meters
Hours and minutes, the day of 24
Time
WGS-84 COMPLIANT
FLIGHT PROCEDURES
The instrument flight procedures in Taipei FIR are developed based on ICAO PANS-OPS criteria.
HOLDING
Holding patterns in Taipei FIR and Instrument Flight Procedures of Kinmen, Matsu/Beigan and
Matsu/Nangan Airports are transferred to ICAO PANS-OPS based procedures.
The holding speed for aircraft entering or holding on holding patterns shall not exceed the follow-
ing standards.
Unless otherwise assigned, the outbound leg of a holding pattern shall not exceed one minute at
or below FL140 or 1½ minutes if above FL140.
TAIWAN
Levels Airspeeds (IAS)

FL140 and below 230 kts
Above FL140 to FL200 (inclusive) 240 kts
Above FL200 to FL340 (inclusive) 265 kts
Above FL340 (inclusive) M0.83
Remarks: If any increase in airspeed is necessary due to turbulence, icing, etc., the maximum
airspeed is 280 kts or M0.8, whichever is less, and shall be used only after prior clearance from
ATC.

Speed Restriction and Adjustment for Civil Aircraft
Unless in situations listed below, any aircraft, while in Class B, C, D, E and E Surface airspace
area and below 10,000 feet MSL, shall not be operated at an indicated airspeed of more than 250
knots.
a. If the minimum safe airspeed for any particular operation is greater than the maximum air-
speed prescribed above, the aircraft may be operated at that safe airspeed and the pilot
should advise ATC as soon as possible.
b. To separate and expedite flow of traffic, ATC may cancel the airspeed restriction prescribed
above to aircraft under radar control. It is important for the pilot and ATC not to violate the
following restrictions:
1. airspeed restrictions prescribed in instrument flight procedures;
2. airspeed restrictions prescribed in Noise Abatement Procedures (See NOISE ABATE-
MENT PROCEDURES below);
3. airspeed restrictions prescribed for aircraft entering or holding in holding patterns (See
HOLDING above).
c. When the descent clearance is issued with the specified Mach number, indicated air speed
might be assigned for transit.

Taiwan publishes OCA/OCH and visibility for landing. Visibility, or ceiling and visibility for selected
airports/runways, are published for take-off.

All aircraft operating in Taipei FIR should follow either Noise Abatement Departure Proce-
dure 1 (NADP 1) or Noise Abatement Departure Procedure 2 (NADP 2) developed by ICAO, for
the take-off climb to ensure that the necessary safety of flight operations is maintained while mini-
mizing exposure to noise on the ground.
TAIWAN
Details of NADP 1 and NADP 2 are covered in ATC Flight Procedures (DOC 8168) – Noise
Abatement Procedures.

The Taiwan airspace is designated in accordance with the standard ICAO airspaces classification
as follows:
Class A — All airways and routes in the Taipei FIR/UIR, FL201 - FL600.
Class B — Not yet assigned.
Class C — Songshan CTR, Chiang Kai Shek CTR, Kaohsiung CTR, and Taipei CTR.
Class D — Kaohsiung, Songshan, Hsinchu, Taichung, Taitung, Pingtung, Chiayi, Tainan, Gang-
shan, Hualien, Matsu, Magong, and Kinmen.
Class E Surface — Ludao, Longtan, Sinshe, Gueiren, Hengchun, Lanyu, Kueijen, and Lungtang.
Class G — All uncontrolled airspace.

The following RNAV route within Taipei FIR is RNP 10: M646, N892.
Taoyuan, Kaohsiung, Taipei Flight Information Stations (FIS) are authorized for acceptance of
flight plans departing from Taipei FIR.
Except for emergency missions, a flight plan shall be submitted by the pilot-in-command or the
designated representative from 60 minutes to 120 hours before departure and date of flight
(DOF).
If a submitted flight plan is expected to be delayed for more than 30 minutes, the flight plan should
be changed or cancelled by the pilot-in-command or the operator.
Before departure, any amendment including delay, change or cancellation of a submitted flight
plan should be informed as soon as possible. The date of flight shall also be included in the
amendment messages. If the amended item is 7 (Aircraft identification), 13 (Departure Airport) or
16 (Destination Airport), original flight plan should be cancelled and a new flight plan should be
submitted.
All flight plans and ATS messages for aircraft flight between Taipei FIR and Shanghai FIR via
ATS route B591 shall be addressed additionally to Fukuoka FIR (RJJJZQZX). All flight plans and
ATS messages for aircraft flight between Taipei FIR and Guangzhou FIR via ATS route R200
shall be addressed additionally to Hong Kong ACC (VHHKZQZX) and Shanghai ACC
(ZSACZQZX). For a flight specifying Taipei/Taiwan Taoyuan International Airport or Kaohsiung
International Airport as the destination, the alternate airport in the flight plan may be omitted provi-
ded the flight duration is less than six hours, and the weather forecast within one hour before and
after the estimated time of arrival at the destination is visual meteorological condition.
The first aircraft taking off from Taipei/Taiwan Taoyuan International Airport, after 02, 05, 08,
11,14, 17, 20 and 23 hours UTC, east bound via BULAN or west bound via ELATO is required to
make routine observation at BULAN (2704N 12400E) or ELATO (2220N 11730E) which are des-
TAIWAN
ignated as ATS/MET reporting points, and to report via data link or to report to Taipei radio of
Taipei Communication Center via voice communications on frequencies 127.3 MHz or 8903 kHz/
13300 kHz (2330-1130 UTC), 8903 kHz/6532 kHz (1130-2330 UTC).
AUTOMATIC DEPENDENT SURVEILLANCE BROADCAST (ADS-B) OUT

OPERATION IN TAIPEI FIR
The Taipei FIR conducts the ADS-B Out operations to comply with the plan of ICAO Asia/Pacific
Air Navigation Planning and Implementation Regional Group (APANPIRG).
a. Operational Requirements
1. All aircraft flying at or above FL290 within the Taipei FIR shall carry the certified ADS-B
Out equipage complying with the requirements of EASA AMC 20-24 or the equipment
configuration in Appendix XI of Civil Aviation Order 20.18 of the Civil Aviation Safety
Authority of Australia. Otherwise, the flight level will be restricted at or below FL280.
2. Aircraft not complying with the local ADS-B Out equipage requirements will not be
accorded priority to operate in the designated airspace and flight level assignments
would be subjected to air traffic conditions.
3. When an aircraft is ADS-B Out equipped but the equipment has become unserviceable
during flight, the pilot-in-command or aircraft operator must inform ATC as soon as pos-
sible.
4. If an aircraft carries ADS-B transmitting equipment which does not comply with an
approved equipment configuration, the aircraft must not fly in the Taipei FIR unless the
equipment is to be deactivated or set to transmit only a value of zero for the Navigation
Uncertainty Category (NUC) by the pilot.
b. Flight Plan Filing Requirements
1. When an aircraft flies at or above FL290 within the Taipei FIR, the aircraft operators
shall indicate relevant route and flight level depending on its equipage in the flight plan.
2. Aircraft operators shall indicate the appropriate ADS-B designator in Item 10 of the flight
plan:
(a) B1 (ADS-B, 1090 MHz, OUT)
(b) B2 (ADS-B, 1090 MHz, OUT/IN) capability.
3. Aircraft operators shall enter the aircraft address (ICAO 24 Bit Code) in Item 18 of the
flight plan, i.e. CODE/899059.
4. The aircraft identification not exceeding 7 characters must be accurately entered in
Item 7 of the flight plan and replicated exactly when set in the aircraft (for transmission
as Flight ID). Refer to Appendix 2 to PANSATM Doc 4444 for further information about
aircraft identification.
TAIWAN
MACH NUMBER TECHNIQUE PROCEDURES

To comply with required separation, ATC may assign aircraft Mach number to maintain as appro-
priate to traffic situation. Pilot shall advise ATC as soon as possible if the assigned Mach Number
not feasible to the aircraft operation.
Notify ATC as soon as possible if deviations to the cleared Mach Number is necessary.
Between Taipei FIR and Manila FIR, when Mach Number Technique applied, minimum longitudi-
nal separation between aircraft at Flight Information Region boundary (transferring point) will be:
Separation Requirement
The Preceding Aircraft is Faster
Difference in Mach Numbers Longitudinal Separation
0 – 0.01 10 min
0.02 9 min
0.03 8 min
0.04 7 min
0.05 6 min
0.06 5 min
Between Taipei FIR and Hong Kong FIR, when Mach Number Technique applied, minimum longi-
tudinal separation between aircraft at Flight Information Region boundary (transferring point) will
be:
Separation Requirement
The Following Aircraft is Faster
Difference in Mach Numbers Longitudinal Separation
0.01 11 min
0.02 12 min
0.03 13 min
0.04 14 min
0.05 or greater 15 min
RESTRICTIVE USE OF AIRWAYS

In order to reduce traffic jam near Houlung (HLG VOR) area, during 0000–0230 and 0600–0800
UTC, southbound traffic departing from Taipei/Taiwan Taoyuan Int’l airport via M646 shall route
via TINHO B591 GID Q11 thereafter join M646, unless otherwise approved by ATC.
TAIWAN
In order to reduce traffic jam, during 0600–0800 UTC, southbound traffic departing from Taipei/
Taiwan Taoyuan Int’l airport via KABAM N892 shall route via B591 Q12 thereafter join N892,
unless otherwise approved by ATC.
During 2200–1600 UTC, transit flights via KAPLI, KABAM and POTIB shall file airway W4 for
northbound flights and airway B591/Q11 for southbound flights.
During 1750–2020 UTC, inbound traffic via POTIB to Incheon FIR shall route M646 HCN B591
SANAS M750 MOLKA to join Z401 in Fukuoka FIR.
During 1700–2200 UTC, traffic from Hong Kong FIR entering Taipei FIR shall comply with the fol-
lowing regulations:
a. Flights departing from Hong Kong FIR shall enter Taipei FIR via ENVAR/ELATO;
b. Flights transiting Hong Kong FIR and destined for Korea shall enter Taipei FIR via ENVAR/
ELATO;
c. Flights transiting Hong Kong FIR and destined for Japan shall enter Taipei FIR via KAPLI
and leave Taipei FIR via IGURU.

ICAO REFERENCE
ANNEX 2
3.2.3 Article 23 of Rules of the Air requires that during night or in the daytime when visibility is
less than 5km, all aircraft in flight or operating on the maneuvering area of an airport shall display
anti-collision and navigation lights.
3.3.4 The signalmen are trained by ground services agents in Taipei FIR.
3.4.6 Fluorescent paddles are used during daylight hours. Illuminated wands are used at night.
4.3 The current CAA Rules of the Air uses “Night” instead of “between sunset and sunrise.”
These conditions are prescribed in the CAA Rules of the Air.
DOC 4444 — PROCEDURES FOR AIR NAVIGATION SERVICES — AIR TRAFFIC

MANAGEMENT
5.10.1 Taipei FIR separates VFR aircraft from IFR aircraft in class C airspace by any one of the
following:
1. Visual separation;
2. 500 feet vertical separation.
6.5.3 Taipei FIR adds constraint of visibility 5 kilometers or more.
6.6.5 The visibility provided in Taipei FIR's METAR/SPECI report is prevailing visibility.
15.5.3 Taipei FIR adopts FAA 7110.65 fuel dumping separation minima:
Separate known aircraft from the aircraft dumping fuel as follows:
1. IFR aircraft by one of the following:
TAIWAN
a. 1000 feet (2000 feet above FL290) above it;

b. 2000 feet below it;
c. 5 miles radar;
d. 5 miles laterally.
2. VFR radar-identified aircraft by 5 miles.
THAILAND
GENERAL
The air traffic rules and procedures applicable to air traffic in the Kingdom of Thailand territory
conform to Annex 2 and Annex 11 to the Convention on International Civil Aviation and to those
portions of the Procedures for Air Navigation Services - Rules of the Air and Air Traffic Services
applicable to aircraft and of the Regional Supplementary Procedures applicable to the Southeast
Asia Region.
Measurement of Unit
Distances used in navigation, position reporting, etc., Nautical Miles
Relatively short distances such as those relating to Meters
aerodrome (e.g., runway lengths)
Visibility Kilometers
NOTE: Visibility of less than 5 km may be given in
meters.
Runway visual range Meters
Time Hours and Minutes, the day of 24 hrs be-
ginning at midnight UTC
WGS-84 COMPLIANT
FLIGHT PROCEDURES
The Holding, approach and departure procedures in use are based on those contained in ICAO
Doc 8168- OPS/611. (PANS-OPS).
THAILAND

Thailand publishes Obstacle Clearance Altitude (Height) [[OCA(H)]].

The airspace within the Bangkok FIR is designated in accordance with ICAO airspaces classifica-
tion.
All ATS routes within Bangkok FIR are as follows:
Class “A” — from FL290 and above.
Class “B” — from FL280 and below.

The following RNAV routes within Bangkok FIR are RNP 10:
L301, L507, L524, N895, P646.
RNP10 NAVIGATION REQUIREMENT

are approved for RNP10 operations utilizing ADS-C/CPDLC or VHF communications under the
following conditions:
50 NM longitudinal separation may be applied between RNP10 approved aircrafts with DCPC
(VHF or CPDLC) operating on L507.
50 NM longitudinal separation may be applied between RNP10 approved aircrafts equipped
with serviceable ADS-C/CPDLC, operating on P646, N895, L524 and L301. The releasing ATC
unit will ensure ADS-C/CPDLC serviceability before applying 50 NM longitudinal separation.
Controller-Pilot Data Link Communications (CPDLC) will be used as primary means of fulfill-
ing Direct Controller-Pilot Communications (DCPC) requirement for providing 50 NM longitu-
dinal separation between RNP10 aircraft on these ATS routes.
To ensure ADS-C/CPDLC serviceability before applying 50 NM longitudinal separation, pilot
of westbound traffic intending to operate on P646, N895, L524 and L301 shall log on to
Yangon CPDLC (VYYF) at least 50 NM before entering Yangon FIR and inform Bangkok
ATC upon CPDLC is successfully established with VYYF.
For flights intending to land within Yangon FIR, ADS-C/CPDLC will not be required.
Flight plans must be submitted for all international and domestic operations using the ICAO flight
plan form. The flight plan shall be submitted by pilot-in-command or designated representative, at
least 1 hour prior to the estimated time of departure.
Bangkok ACC does not read Item 18 of the ICAO Flight Plan. Therefore aircraft entering the
Bangkok FIR (ACC Hochiminh and Phnom Penh FIRs) on route segments where MNT is applied
are required to add the letter “Z” in Item 10 of the flight plan in addition to NAV/AUSEP in Item 18.
THAILAND
An aircraft operating between the hours of sunset and sunrise, irrespective of weather conditions
shall comply with IFR requirements.

Air Traffic Flow Management (ATFM) Service and Bangkok Air Traffic Flow Management
Unit (Bangkok ATFMU)
For the Bangkok FIR, the ATFM services are provided by Aeronautical Radio of Thailand Ltd
(AEROTHAI) from Bangkok Air Traffic Flow Management Unit (Bangkok ATFMU). The services
provided comprise preparation and distribution of ATFM Daily Plan (ADP), planning and issuance
of ATFM measures to balance demand and capacity in airspace sectors and airports, monitoring
and post-operations analysis of ATFM measure compliance, and the provision of ATFM service
for westbound flights transiting Kabul FIR between 2000 to 2359 UTC. Note that while ATFM
measure(s) are in effect, both international and domestic flights may be subjected to such ATFM
measures. As Bangkok ATFMU operates on a 24-hour basis, ATFM measure(s) may be initiated
as and when necessary.
Insofar as possible, Bangkok ATFMU will provide advance notification of an ATFM measure to be
initiated and their effective period. In the case of pre-planned events, NOTAM will be issued
informing stakeholders of ATFM measure to be used. In the case of unplanned events, such as
forecast adverse weather, an ATFM Daily Plan (ADP) and/or NOTAM will be issued to provide
advance notification.
Procedure for Ground Delay Program (GDP) through Issuance of Calculated Take-Off Time
(CTOT)
One of the key ATFM measures used by Bangkok ATFMU to balance arrival demand against
congested resource capacity is Ground Delay Program (GDP) through the issuance of Calculated
Take-Off Time (CTOT). CTOTs are calculated based on expected arrival times of flights at the
congested resource, adjusted to achieve suitable flow rate, and should provide airspace users
with awareness of their departure times. When GDP is activated, all relevant stakeholders (ATS
units, airspace users, airport operators, and ground handlers) are requested to adhere to the fol-
lowing procedure:
Flight Plan (FPL) for flights operating through Thailand, departing from or landing in airport in
Thailand should be submitted not less than 3 hours prior to Estimated Off-Block Time (EOBT)
except where necessary for operational and technical reasons.
Delay Message (DLA) should be transmitted when departure of an aircraft, for which basic flight
plan data (FPL) has been sent, is delayed by more than 15 minutes after the Estimated Off-Block
Time contained in the latest submitted basic flight plan data.
Prior to the activation of Ground Delay Program (GDP), an ATFM Daily Plan (ADP) will be distrib-
uted to all stakeholders via provided e-mail addresses. Should the address not be updated, stake-
holders can contact Bangkok ATFMU to make necessary revision.
On the day of operations, when possible, Bangkok ATFMU will host a web conference to discuss
the GDP operations. Following the briefing, the conference room will remain open as a Help Desk
THAILAND
to provide assistance and facilitate CTOT management for stakeholders. The web conference
address will be included in the ADP.
CTOTs will be distributed to stakeholders via e-mail and AFTN messages. They will also be pub-
lished at http://atfm.aerothai.aero. No password is required for accessing the CTOT distribution
page.
For flights with CTOTs, crews shall plan their flights to be ready for pushback at an appropriate
timing such that Take-Off Time (TOT) will be in compliance with CTOT.
For flights with CTOTs and departing from airports within Bangkok FIR, follow additional clear-
ance delivery requirement as follows:
a. Flights departing from VTBS and VTBD: Crews shall contact ATC for push-back and start-up
clearance at least 20 minutes prior to CTOTs.
b. Flights departing from other airports: crews shall contact ATC for push-back and start-up
clearance at least 15 minutes prior to CTOTs.
c. ATC shall provide best assistance to ensure flights complying with the above timeframe can
takeoff within CTOT compliance window. Failure to comply with the above timeframe may
result in further gate holding, and ATC may request crews to obtain new CTOT from Bang-
kok ATFMU (through their flight operations/dispatch).
Flights with CTOTs operating out of an A-CDM airport, where CTOT is integrated into the A-CDM
process, are advised to comply with the local A-CDM procedure.
CTOT compliance windows are provided for ATC at the departure airport to accord operational
flexibility in handling airport traffic conditions. CTOT compliance windows are defined as:
a. -5/+10 minutes for CTOTs assigned in response to constrained arrival airports;
b. -5/+5 minutes for CTOTs assigned in response to constrained airspace volumes.
Insofar as practicable, ATC shall manage flights to depart as close to the CTOT as possible.
Should there be any change to flight’s operating time (CHG, DLA), airspace user shall contact
Bangkok ATFMU as soon as possible to obtain a new CTOT prior to ATC Clearance request to
avoid excessive delay. As a general rule, airspace users are responsible for new CTOT requests
with Bangkok ATFMU while their aircraft are still at the parking bays (before off-block); once the
aircraft has been cleared for pushback, ATC shall assist in obtaining new CTOT if needed due to
ground movement issues.
For flights originally operating outside of the GDP period but delaying into it, airspace users shall
contact Bangkok ATFMU to obtain CTOT as soon as possible and prior to clearance delivery. If
uncertain whether the flight should be subjected to GDP, contact Bangkok ATFMU to verify.
Air Traffic Flow Management Procedures Over Bay of Bengal, South Asia and Pakistan
Through Kabul FIR
Provision of ATFM Services for Flights Transiting Kabul FIR (BOBCAT ATFM)
As one of the ATFM services provided, Bangkok ATFMU provides ATFM service for westbound
flights intending to transit Kabul FIR between 2000 and 2359 UTC daily. The service provided
THAILAND
includes calculation, promulgation, and management of mandatory Calculated Take-Off Time

(CTOT) and flight level, ATS route, and Calculated Time-Over (CTO) at entry waypoint for entry
into Kabul FIR for each affected flight.
Air Navigation Service Providers (ANSPs) retain responsibility for the tactical management of
flights that are subjected to this ATFM measure. In discharging tactical responsibilities, ANSPs
will manage non-ATFM compliant flights using delayed pushback and start clearances, non-pre-
ferred routes and/or flight levels, enroute holding and/or diversion around Kabul FIR.
BOBCAT ATFM-affected ATS Routes, Flight Levels, and Applicable Period
All westbound flights intending to enter the Kabul FIR between 2000 and 2359 UTC daily on ATS
routes and Flight Level in Table 1 shall comply with the BOBCAT ATFM procedures contained
herein. This includes a mandatory requirement for all flights to obtain a specific ATFM slot alloca-
tion — CTOT, CTO at Kabul FIR entry waypoint, allocated flight level, and allocated ATS route —
from the Bangkok ATFMU for entry into Kabul FIR during the period above mentioned.
Table 1: ATS Route and Flight Levels Requiring ATFM Slot Allocation
Routing
Metering Way-
through the Flight Levels
point(s)
Kabul FIR
L509-M875
LAJAK FL280, FL300, FL320, FL340, FL360, FL380, FL400
P764
M875 SITAX FL280, FL300, FL320, FL340, FL360, FL380, FL400
N644 DOBAT FL280, FL300, FL320, FL340, FL360, FL380, FL400
L750 BIROS FL280, FL300, FL320, FL340, FL360, FL380, FL400
P628-N636 ASLUM FL300, FL320, FL340, FL360, FL380, FL400
N636 SERKA FL280, FL300, FL320, FL340, FL360, FL380, FL400
Flights that plan to enter Kabul FIR without an ATFM slot allocation – CTOT, CTO at Kabul FIR
entry fix, allocated flight level, and allocated ATS route – will be accommodated only after flights
with slots have been processed. Such flights should expect delayed pushback and start clearan-
ces, nonpreferred routes and/or flight levels, enroute holding and/or diversion around Kabul FIR.
cation. This does not preclude these flights from requesting higher flight levels with initial slot
request.
Flights Exempted from BOBCAT ATFM
The following flights are exempted from BOBCAT ATFM procedures:
a. Flights experiencing an emergency, including aircraft subjected to unlawful interference;
THAILAND
b. Flights in search and rescue or fire-fighting missions;

c. Urgent medical evacuation flights specifically declared by medical authorities where flight
delays would put the life of patients at risk;
d. Flights with “Head of State” status.
NOTE: After medical flights have completed their mission; they should be subject to ATFM
measures. Scheduled passenger transfer flights are, by nature, non-urgent and should not
be given priority under normal operational situation.
Airspace users uncertain whether their flights should be exempted should contact Bangkok
ATFMU for clarification.
Mandatory CTOT and KABUL FIR Slot Allocation
Affected flights shall obtain the mandatory Kabul FIR slot allocation – CTOT, CTO at Kabul FIR
entry fix, and allocated flight level and ATS route from the BOBCAT system. The Kabul FIR slot
allocation will enable ANSPs to tactically control westbound flights transiting the Kabul FIR at
specified times by assigning minimum spacing requirements at established gateway fix points in
the vicinity of the eastern boundary of the Kabul FIR.
The application, calculation, and distribution of CTOT and associated Kabul FIR entry fix slot allo-
cations will be managed via internet access to the BOBCAT system in accordance with the
BOBCAT ATFM operating procedure below.
BOBCAT ATFM Operating Procedures
All affected flights are required to submit slot requests to the BOBCAT system by logging into
https://www.bobcat.aero between 0001 and 1159 UTC on the day of flight and completing the
electronic templates provided.
The slot allocation is divided into 3 phases, namely; the slot request submission, initial slot alloca-
tion, and slot distribution to aircraft operators and ANSPs.
a. Slot Request Submission
– Slot requests including preferred ATS route, flight level and Maximum Acceptable Delay
(MAD) should be lodged between 0001 UTC and 1159 UTC on the day of flight. Slot
requests may subsequently be amended prior to the cut-off time of 1200UTC. Aircraft
operators are encouraged to submit additional slot request options in case their first
choice is not available. This may include variations to ATS route, flight level and MADS.
– Slot requests shall be for flight parameters that are able to be met by the flight. Flight sub-
sequently unable to meet slot parameters (flight level, ATS route, or CTO at entry fix)
should expect non-preferred routes and/or flight levels, enroute holding and/or diversion
around Kabul FIR.
– As BOBCAT will allocate FL280 on a priority basis to facilitate departures from northern
India and Pakistan underneath over-flying traffic, flights departing these airports are
encouraged to include FL280 as at least one slot request preference.
THAILAND
– Flights that were not allocated a slot in the initial slot allocation, are not satisfied with the
allocated slot or did not submit a slot request should select slots from the listing of remain-
ing unallocated slots available immediately after slot distribution has been completed.
b. Slot Allocation and Distribution
– Slot allocation will commence at the cut-off time of 1200 UTC. BOBCAT will process and
generate the slot allocation based on the information submitted in the slot requests. Notifi-
cation of slot allocation will be made not later than 1230UTC via the BOBCAT ATFM web-
site. Alternative arrangements for notification of slot distribution (e.g., fax, telephone, and
e-mail) should be coordinated with the Bangkok ATFMU.
– After the slot allocation has been published at https://www.bobcat.aero, airspace users
can:
• Use the slot allocation result for ATS flight planning purposes;
• Cancel the allocated slot; and/or
• Change the slot allocation to another available slot in the published list of unallocated
slots.
a. Once aircraft operators are in receipt of the slot allocation, they shall submit the ATS flight
plan using the time, ATS route and flight level parameters of the BOBCAT allocated slot.
b. In addition to normal AFTN addressees, operators should also address flight plan (FPL) and
related ATS messages (e.g. DLA, CNL, CHG) to the ATFMU via AFTN address VTBBZDZX
for all flights that have submitted a slot request.
Bangkok ATFMU (VTBBZDZX) shall be included in the list of AFTN addressees for NOTAMs
regarding any planned activities that may affect slot availability (e.g. reservation of airspace/
closure of airspace, non-availability of routes, etc).
Bangkok ATFMU (VTBBZDZX) shall be included in the list of AFTN addressees for ATS mes-
sages (e.g. FPL, DEP, DLA, CHG, CNL) relating to flights subject to ATFM procedures.
Re-Routing Scenarios
Rerouting of Westbound Flight on L759 to M770 for Night Time Traffic from Southeast Asia
to Europe
It is recognized that there may be congestion / aircraft bunching prior to entering the Bay of
Bengal on ATS Route L759 as westbound flight towards European destinations would be limited
to FL280 – FL340, while available flight levels in Kabul FIR includes all westbound flights from
FL280 to FL400.
Accordingly, flights planned on route L759 between PUT-BBS (Chennai FIR) maybe re-routed
onto M770 via “PUT L515 OBMOG M770 BUBKO N895 BBS L759” under following conditions:
a. If longitudinal separation cannot be achieved or maintained in relation to preceding traffic on
the flight planned route L759 between PUT – BBS over the Bay of Bengal;
THAILAND
b. When, by using the flight planned route L759, an aircraft would suffer an unacceptable lower
flight level; and
c. In concurrence with the flight crew, the Bangkok ACC shall assign alternative parallel route
M770 or lower acceptable level on L759 to affected flights enabling a better chance of
obtaining the ATFM slot allocation in the Kabul FIR.
Flight crews and dispatchers are encouraged to become fully conversant with the L759 re-routing
scenario and are advised to take appropriate proceedings to enable affected flights to proceed via
M770 when necessary.
Air Traffic Management
Air Traffic Management for flight operating on ATS routes A202, W21 / R474, B346 and R215
a. Flight planning for traffic transiting from Bangkok FIR into Vientiane FIR should be as fol-
lows:
1. Flight intends to operate on ATS route B218 within Vientiane FIR should flight plan via
B346 or R215
2. Flight intends to operate on ATS route R474 between 0100-1000 UTC on Monday-
Friday should flight plan via W21 CMP R474 vice versa
3. R474 is available as follows:
(a) Monday-Friday between 1001-0059 UTC
(b) H24 for Saturday, Sunday and Public holiday
b. Flight level assignment will be as follows:
1. B346
(a) All odd flight level (RVSM table)
(b) Pre-Departure Coordination (PDC): FL270, FL330
2. R215 : NO-PDC FL290
3. R474 and W21 CMP R474 northbound:
(a) All odd flight level (RVSM table)
(b) Pre-Departure Coordination (PDC): FL270, FL330
4. A202 northbound: NO-PDC FL290, FL330, FL370, FL390, FL410, FL450
No-Pre-Departure Coordination Procedures (NO-PDC)
FLIGHT LEVEL ALLOCATION
NO-PDC arrangement applies to flight operating on RNAV/ATS routes out bound from Bangkok
FIR will be cleared to specific levels as indicated below:
THAILAND
ATS route designator NO-PDC flight level

A202 FL290 or above
L880 / L628 FL330, FL370, FL410
N506 / R468 / M768 FL270, FL330, FL410
N891 FL330
Remarks:
1. Departing aircraft will be cleared to the flight levels appropriate to the route.
2. 10 minutes longitudinal separation will be applied, with MNT, to succeeding aircraft on the
same route and at same flight level such longitudinal separation will be adjusted for faster or
slower preceding aircraft as appropriate.
3. Levels indicated above are intended to facilitate initial departure only, level allocation once
airborne is still subject to normal ATC requirements.
PROCEDURE FOR BAY OF BENGAL ATS ROUTE NETWORK
NO-PDC arrangement will be applied for flight operating on the following ATS routes:
ATS route designator NO-PDC flight level

P646, L507 All westbound level available
P762, L301, P646 / N895, M502 FL260, FL320
L759, L515 / M770, P628 FL280, FL300, FL340, FL380, FL400
L645 FL320, FL360
P627 FL320
Remarks:
1. Flight level mentioned above are intended to facilitate traffic flow during departure phase
only.
2. Availability of flight level shall subject to traffic situation.
3. FL360 and above is available base on coordination.
FLIGHT LEVEL ALLOCATION SCHEME (FLAS) FOR SOUTH CHINA SEA AREA
The following flight levels on the routes listed below can be used without pre-departure clearan-
ces from the downstream ATS units (no-PDC levels):
THAILAND
No-Pre-Departure Coordination (No-PDC) Flight Levels

ATS Route
Other Levels Available with Prior Approval
L880 / L628 (EB) EB – FL330, FL370, FL410
L628 / M633 (WB) WB – FL280, FL340
SB – FL330
N891
NB – FL260, FL300, FL380
EB – FL290, FL330, FL370, FL390, FL410
A1
WB – FL280, FL300, FL340, FL380, FL400
N506 / M768 (EB) EB – FL270, FL330, FL410
M768 / P629 (WB) WB – FL300, FL380
EB – FL290, FL330, FL370, FL390, FL410
A202
WB – FL280, FL300, FL340, FL380, FL400
IMPLEMENTATION OF UNI-DIRECTIONAL OPERATING PROCEDURES FOR

FLIGHTS OPERATING ON ATS ROUTE R468 AND A340
The portion of ATS route R468 within Bangkok FIR from BKK (Bangkok VOR) to BOKAK is desig-
nated as uni-directional eastbound route only.
All eastbound flights transiting from Bangkok FIR to Phnom Penh FIR between BKK (Bangkok
VOR) and PNH (Phnom Penh VOR) shall operate on R468.
All flights departing from Don Mueang International Airport or Suvarnabhumi International Air-
port to Phnom Penh International Airport or beyond PNH (Phnom Penh VOR) shall operate on
R468.
The portion of ATS route A340 within Bangkok FIR from BISOR to RYN (Rayong VOR) is desig-
nated as uni-directional westbound route only.
All westbound flights transiting from Phnom Penh FIR to Bangkok FIR between PHN (Phnom
Penh VOR) and BKK (Bangkok VOR) shall operate on A340 RYN N891.
All flights departing from Phnom Penh International Airport to Don Mueang International Airport
or Suvarnabhumi International Airport or beyond BKK (Bangkok VOR) shall operate on A340
RYN N891.
FLIGHT PLANNING PROCEDURE
Flight Alloca-
No. Departure/Overfly Destination/Overfly Flight Planning
tion
1. VTBD/VTBS/BKK VDPP/PNH R468 ODD
2. VDPP/PNH VTBD/VTBS/BKK A340 RYN N891 EVEN
THAILAND
AVOIDANCE OF UNNECESSARY TCAS WARNINGS

Procedure for Avoiding False TCAS Resolution Advisories (RA)
Aircraft shall strictly use rate of climb or rate of descent at 1500 fpm or less within 2000 ft to the
assigned altitude or flight level, then use rate of climb or rate of descent at 1000 fpm or less within
1000 ft to the assigned altitude or flight level when flight crew is made aware of another aircraft at
or approaching an adjacent altitude or flight level, unless otherwise instructed by ATC.

None published.
VIETNAM
GENERAL
All aircraft operating within the FIRs of Socialist Republic of Vietnam shall follow the Air Traffic
rules and procedures of Annexes 2 and 11 to the Convention on International Civil Aviation and to
those portions of Procedures for Air Navigation Services - Air Traffic Management applicable to
aircraft and the Regional Supplementary Procedures applicable to the South East Asia Region,
All aircraft operating within the FIRs of Vietnam shall also abide by the Law of Civil Aviation of
Vietnam and the flight rules indicated in the Regulation on Rules of the Air and Air Traffic Services
of Vietnam.
Coordinated Universal Time (UTC) and the prescribed units of measurement shall be applied to
flight operations.
Measurement of Unit
Distances used in navigation, position reporting, etc. Kilometers or Nautical Miles
Relatively short distances such as those relating to
Meters
airports (e.g., runway lengths)
Altitudes, elevations and heights Meters or Feet
Horizontal speed, including wind speed Meters Per Second or Knots
Wind direction (except for landing and take-off) Degrees True
Altimeter setting Hectopascal
Weight (Mass) Kilograms or Metric Tons
Hours and Minutes beginning at midnight
Time
UTC
WGS-84 COMPLIANT
FLIGHT PROCEDURES
The holding, approach and departure procedures in use are based in those contained in ICAO
Doc 8168 - OPS/611 - Procedures for Air Navigation Services - Operations (PANS - OPS).

8168, Volume II.
VIETNAM

Vietnam has implemented the ICAO standard airspaces classification.

RNP 10 NAVIGATION REQUIREMENTS
ATC will apply the 50 NM lateral separation minima to aircraft, which are approved for RNP 10
operations, on those segments of the following RNAV routes which fall within the Ho Chi Minh
Flight Information Region:
L642 — CHEUNG CHAU to MERSING
M771 — MERSING to CHEUNG CHAU
L625 — LUSMO to POTIB
N892 — HENGCHUN to MERSING
PROCEDURES FOR THE SUBMISSION OF A FLIGHT PLAN

A flight plan for a flight to be provided with air traffic control service shall be submitted at least 60
minutes before departure, or, if submitted during flight, at a time which will ensure its receipt by
the appropriate air traffic services unit at least 10 minutes before the aircraft is estimated to reach
the intended point of entry into a control area or the point of crossing an airway.
Flight plans shall be submitted at the Air Traffic Services Reporting Office (ARO) at the departure
airport. In the absence of such an office at the departure airport, a flight plan shall be submitted by
telephone or teletype to the nearest AROs as listed below:
Cam Ranh ARO
Tel: (84-58) 3 989 909
Can Tho ARO
Tel: (84-710) 3 744 580
Da Nang ARO
Tel: (84-511) 3 614 341
Noi Bai ARO
Tel: (84-4) 35 844 306
Phu Bai ARO
Tel: (84-54) 3 862 520
Tansonnhat ARO
Tel: (84-8) 39 484 334
VIETNAM
IMPLEMENTATION OF REVISED FLOS (FLIGHT LEVEL ORIENTATION SCHEME)

AND FLAS (FLIGHT LEVEL ALLOCATION SCHEME) IN THE WPAC/SCS (WESTERN
PACIFIC/SOUTH CHINA SEA) AREA
In order to minimize flight level transition requirements for flights entering and leaving the
WPAC/SCS area, the following flight level arrangements will be implemented simultaneously and
permanently:
a. A single alternate FLOS (i.e. ‘east odd flight levels, west even flight levels’) in compliance
with the Table “RVSM-FEET” of Appendix 3 of ICAO Annex 2 and in accordance with the
FLOS in surrounding areas;
b. Special high capacity arrangements for six unidirectional parallel routes (L642, M771, N892,
L625, N884 and M767) that involve managed use of odd and even flight levels in the same
direction of flight; and
c. An associated FLAS agreed between affected ACCs to facilitate ATC “No-PDC” operations.
The RVSM airspace is prescribed within controlled airspace between FL290 and FL410 (inclu-
sive) in Ho Chi Minh and Ha Noi FIRs.
Flight Levels in RVSM Airspace Within Ho Chi Minh and Ha Noi FIRs
ATS Routes/Direction Flight Level Type
L642, M771, N892, L625 From FL290 to FL410 and inclusive
Southbound FL300, FL320, FL340, FL360, FL380, FL400
Northbound FL290, FL310, FL330, FL350, FL370, FL390, FL410
Westbound FL300, FL320, FL340, FL360, FL380, FL400
Eastbound FL290, FL310, FL330, FL350, FL370, FL390, FL410
South-Eastbound FL290, FL310, FL330, FL350, FL370, FL390, FL410
North-Westbound FL300, FL320, FL340, FL360, FL380, FL400
North-Eastbound FL290, FL310, FL330, FL350, FL370, FL390, FL410
South-Westbound FL300, FL320, FL340, FL360, FL380, FL400
No-PDC Flight Levels in RVSM Airspace on ATS Route Within Ha Noi FIR, Ho Chi Minh FIR
ATS Routes Direction No-PDC Flight Levels
A202/A206 Eastbound FL330, FL370, FL390, FL410
Westbound FL300, FL340, FL380, FL400
A206 Eastbound FL290
Westbound FL300
A1, A1/R575 Eastbound FL330, FL370, FL390, FL410
VIETNAM
(continued)
Westbound FL300, FL340, FL380, FL400
G221 Northbound FL290
Southbound FL300, FL400
G474 Eastbound FL330, FL370, FL410
Westbound FL320, FL340
B214 Eastbound FL330
B465 Eastbound FL330
M510 Eastbound Odd flight level from FL290 to FL410
Westbound Even flight level from FL290 to FL410
M753, M755 Northbound FL310, FL350
Southbound FL320
M765 Eastbound FL290, FL370
Westbound FL340
M768 Eastbound FL330, FL410
M771 FL310, FL320, FL350, FL360, FL390, FL400
L628, L628/G474 Eastbound FL330, FL370, FL410
Westbound FL340
L625 FL310, FL320, FL350, FL360, FL390, FL400
L642 FL310, FL320, FL350, FL360, FL390, FL400
L644 Southbound FL330, FL410
N500 Eastbound FL330
Westbound FL300
N639 North-Eastbound FL310, FL350
South-Westbound FL320, FL360
N891 Northbound FL300, FL380
VIETNAM
(continued)
Southbound FL330
N892 FL310, FL320, FL350, FL360, FL390, FL400
R334 Northbound Even flight level from FL290 to FL410
R335 Eastbound FL330
Westbound FL300
R471 Southbound FL310, FL350
Northbound FL320, FL360
R474 North-Eastbound FL290, FL310, FL330, FL350, FL370, FL390,
FL410
South-Westbound FL300, FL320, FL340, FL360, FL380, FL400
R468 Eastbound FL330, FL410
Westbound FL320, FL340, FL360, FL380, FL400
R588 Eastbound FL330, FL370
Q1 Southbound FL320, FL360
Q2 Northbound FL310, FL350
W2 Southbound FL320, FL360
No-PDC Flight Levels in the Large Scale Weather Deviation (LWSD) on ATS Routes Within
Ho Chi Minh FIR and Ha Noi FIR
ATS Routes Flight Level Type
L642, M771, N892, L625 Westbound: FL320, FL360, FL400
Eastbound: FL310, FL350, FL390
L628, G474/L628 Westbound: FL340, FL380
N891, M753, M768 Eastbound: FL330
Westbound: FL300
VIETNAM
REQUIREMENTS AND PROCEDURES FOR AIRCRAFT OPERATING IN RVSM

AIRSPACE
RVSM aircraft are allowed to operate in RVSM airspace. Non-RVSM aircraft must operate outside
RVSM airspace except for the specified circumstances.
Aircraft operating in RVSM airspace must be approved RVSM from the State of Registry or State
of Operators. State of Registry or State of Operators, if appropriate, must verify altitude keeping
capacity of approved aircraft to meet the requirements in Part I and Part II, Annex 6 Operation of
Aircraft.
ACAS II AND TRANSPONDER EQUIPAGE

All aircraft, helicopters, any other aircraft category and class using ATC services and having a
maximum certificated take-off mass in excess of 5700 kg or authorized to carry more than 19 pas-
sengers shall be equipped with ACAS II/TCAS II (version 7.1) or newer (TCAS II systems with
incorporated Version 7.1 meet ICAO ACAS II standards).
NOTE: In case of TCAS failure when aircraft are flying, aircraft are allowed to continue operating
(at FL280 or below and specially monitored by ATC unit) to continue flying to the destination air-
port for repair. If it is not possible for the TCAS system to be repaired at the destination airport,
aircraft are allowed to fly to the airport as approved or to the next airport at which a maintenance
facility of this TCAS is available.
Operations must take action to inform themselves of ACAS II equipage requirements and plan for
compliance. ICAO and individual States have established policies requiring ACAS II equipage and
schedules for compliance. In addition, the APANPIRG has endorsed early ACAS II equipage in
the region.
ICAO Annex 6, Part II, states that, starting 1 January 2000, International General Aviation (IGA)
airplanes shall be equipped with a pressure altitude reporting transponder certified by the appro-
priate State authority as meeting the provisions of Annex 10.
IN-FLIGHT PROCEDURES WITHIN RVSM AIRSPACE

Aircraft operators shall not carry out flying in RVSM airspace except for the aircraft equipped with:
– Two independent altimetry systems;
– One altitude-alerting device;
– One automatic altitude-keeping device; and
– One altitude reporting transponder device with altimetry notification capacity that is able to con-
nect with altitude-keeping system.
The pilot must notify ATC whenever the aircraft:
a. is no longer RVSM compliant due to equipment failure; or
b. experiences loss of redundancy of altimetry systems; or
c. encounters turbulence that affects the capability to maintain flight level.
VIETNAM
The following non-RVSM compliant aircraft may be allowed to operate in RVSM airspace:
– Aircraft operating for humanitarian purposes;
– Aircraft operating on routes that cross (continuously climb/descend) RVSM airspace;
– Flights by State aircraft.
In addition, in RVSM airspace in remote and oceanic airspace, the following non-RVSM compliant
aircraft shall be allowed to operate in RVSM airspace (after coordinating with the relevant ATC
units):
– Newly purchased aircraft, flying to the State of Registry or State of Operators;
– Aircraft that was RVSM approved (compliant with RVSM) but the equipment is in failure while
aircraft is flying to a maintenance facility.
The pilot of non-RVSM compliant aircraft shall report that the aircraft is not approved RVSM in the
following circumstances:
– In the first contact when flying into RVSM airspace;
– When required to change flight level;
– When readback flight level clearance, including climbing/descending in RVSM airspace.
During cleared transition between levels, the aircraft should not overshoot or undershoot the
assigned FL by more than 150 ft (45m).
Except in an ADS or radar environment, pilots shall report reaching any altitude assigned within
RVSM airspace.
Before intercepting into RVSM airspace, pilot shall check the operational condition of the equip-
ment systems and ensure that the equipment as specified above operates normally.
The pilot shall notify the ATC units of any contingency circumstances (including in-flight equip-
ment failure, turbulence, etc.) affecting the capacity to maintain the assigned flight level.
PROCEDURES FOR OPERATION OF NON-RVSM COMPLIANT AIRCRAFT IN RVSM

AIRSPACE
It should be noted that RVSM approved aircraft will be given priority for level allocation over non-
RVSM approved aircraft.
The vertical separation minimum between non-RVSM aircraft operating in the RVSM stratum and
all other aircraft is 2000 ft.
Except for the regulations on separation and using phraseology, non-RVSM compliant aircraft
operating in RVSM shall apply the following regulations:
– Priority: In RVSM airspace, RVSM compliant aircraft are given more priority than non-RVSM
compliant aircraft.
– Regulations on crossing (climbing or descending) RVSM airspace of non-RVSM compliant air-
craft: Non-RVSM compliant aircraft may be cleared to climb to and operate above FL410, or
descend to and operate from FL290 or below. In these cases, aircraft shall comply with:
VIETNAM
a. Do not climb/descend at less than the normal rate for the aircraft; and
b. Climb or descend continuously, while passing through the RVSM airspace.
AUTOMATIC DEPENDENT SURVEILLANCE – BROADCAST (ADS-B) EQUIPAGE

AND OPERATION WITHIN HO CHI MINH AND HA NOI FIRs
The mandatory installation of ADS-B OUT equipment has been applied in FIRs of Australia, Hong
Kong (China), Indonesia, Singapore and will be applied in FIRs of other countries according to the
conclusion of Asia Pacific Regional Air Navigation meeting.
At present, Civil Aviation of Vietnam has been implementing RNAV 5 routes and RNAV 1 SID/
STAR. Therefore, the continuous ATS surveillance is necessary to be assured.
From December 15th 2016, ADS-B will be applied for situation awareness – Tier 2 in Sectors of
Ha Noi ACC.
From July 1st 2017, ADS-B will be applied for ATS separation (back-up for the available radar
systems) for flights from FL290 up to FL460 within Sectors of Ha Noi ACC.
From July 1st 2018, ADS-B will be applied for ATS separation (together with the current radar
systems) within Ha Noi and Ho Chi Minh FIRs.
From December 15th 2016, civil aircraft operating within Sectors of Ha Noi ACC will be encour-
aged and urged to operate ADS-B OUT equipped.
From July 1st 2017, all civil aircraft operating within Sectors of Ha Noi ACC from FL290 up to
FL460 must be operated ADS-B OUT. Civil aircraft without ADS-B OUT will be operated below
FL290 or at other flight levels assigned by Ha Noi ACC.
From July 1st 2018, aircraft having maximum take-off weight of 15,000kg or heavier and operat-
ing within Ha Noi and Ho Chi Minh FIRs must be ADS-B OUT equipped and operated. From Jan-
uary 1st 2020, aircraft having maximum take-off weight of 5700kg or heavier and operating within
Ha Noi and Ho Chi Minh FIRs must be ADS-B OUT equipped and operated.
Aircraft without ADS-B OUT equipage, it shall only operate at lower or on track assigned by ATC
and shall not be given higher priority over those aircraft which are ADS-B equipped as the above
mentioned time.
ADS-B OUT equipped aircraft must meet the requirements in TSO-C166b or EASA AMC 20-24,
EASA CS-ACNS, CASA AUS ATSCO-C100 or other standards approved by CAAV.
In the period of 2017–2018, the minimum ADS-B separation within Ha Noi FIR, which is compati-
ble with radar separation, will be applied as follows:
+ 10 NM for enroute; and
+ 5 NM for approach.
In case aircraft does not meet ADS-B requirements, ATC units shall apply the conventional sepa-
ration methods. The reduction of minimum ATS separation standard shall be notified by CAAV.
For security reasons, civil aircraft operating VIP flights without ADS-B OUT operation shall specify
this detail in the relevant flight permission application (and the appropriate authorities of Vietnam
VIETNAM
shall also state this detail in flight permission) to notify ATS units for having alternative ATS sepa-
ration solutions to ensure flight safety.
From 00h00 UTC dated November 8th, 2018, application for flight permission to/from Cam Ranh
International Airport shall not be approved by the Civil Aviation Authority of Viet Nam, if:
– Pilots have not yet been trained to implement the procedures in accordance with the CAAV
requirements.
– Aircraft is not equipped or not ensures the ADS-B OUT operation.
Aircraft operators complying with the requirements stipulated below are to indicate the appropriate
ADS-B designator in Item 10 of the ICAO flight plan:
– B1 ADS-B with dedicated 1090 MHz ADS-B “out” capability;
– B2 ADS-B with dedicated 1090 MHz ADS-B “out” and “in” capability.
Aircraft operators are to include the aircraft address (24 Bit Code) in hexadecimal format in Item
18 of the ICAO flight plan as per the following example:
– CODE/7C432B
Aircraft Identification (ACID) not exceeding 7 characters must be accurately indicated in Item 7 of
the ICAO flight plan and replicated exactly when set in the aircraft avionics (for transmission as
Flight ID) as follows, which must be either:
a. The three-letter ICAO designator of the aircraft operator followed by the flight number (e.g.
HVN123, MAS123, GIA123), when radiotelephony callsign consists of the associated ICAO
telephony designator for the aircraft operator followed by the flight number (e.g. VIETNAM
123, MALAYSIAN 123, INDONESIA 123). or
b. The aircraft registration (e.g. N555AB, 9VABC) when the radiotelephony callsign consists of
NOTE: ACID entered should not have any leading zeros unless it is part of the flight number as
indicated in Item 7 of the ICAO flight plan. Hyphens, dashes or spaces are NOT to be used.
When a transmitted basic flight plan data or a changed RPL data, the CHG message shall be
transmitted by the operator and ATC unit. The CHG message shall be sent to the addresses
being sent the initial flight plan.
When there is a change to the ADS-B capability status for a flight planned to operate in an ADS-B
NRA area, a modification message (CHG) shall be sent with the appropriate indications in the rel-
evant items of the ICAO flight plan form, including any change to the aircraft address.
For a flight operating based on a repetitive flight plan (RPL), during which the pilot intends to use
ADS-B, a modification message (CHG) shall be submitted to indicate that the flight is capable of,
and authorized for ADS-B, or not.
VIETNAM
AUTOMATIC DEPENDENT SURVEILLANCE - BROADCAST (ADS-B) WITHIN HO

CHI MINH FIR
ADS-B Based Surveillance Airspace and Aircraft Operator Approval
The implementation of Automatic Dependent Surveillance - Broadcast (ADS-B) within Ho Chi
Minh FIR at and above FL290 within the oceanic area of East Sea under the Sectors 4 and 5 on
the ATS routes: L625, M771, N892, L642, M765, M768, N500 and L628.
ADS-B service is provided by Ho Chi Minh ACC for those aircraft equipped with ADS-B transmit-
ters that has been certified as meeting EASA (European Aviation Safety Agency) Acceptable
Mean of Compliance to AMC 20-24 (Certification Considerations for the Enhanced ATS in Non-
radar areas using ADS-B Surveillance ‘ADS-B NRA’) or meets equipment configuration standards
in Appendix XI of Civil Aviation Order 20.18 of the Civil Aviation Safety Authority of Australia (not
published herein).
Aircraft operator must have the relevant operational approval from the State of Registry.
Two ATS routes L642, M771: applied radar separation. Aircraft that does not comply with the
requirements stipulated in the above paragraphs will not be accorded priority and can be
assigned appropriate flight level below FL290 in accordance with the assigned flight level by ACC
of the adjacent FIR.
Six ATS routes L625, N892, M765, M768, N500 and L628: applied radar separation within the
area of radar coverage; ADS-B separation will be applied within the area out of radar coverage.
However, the aircraft operating on these ATS routes without ADS-B operational approval can be
assigned appropriate flight level above FL290 subject to operational conditions and traffic man-
agement considerations.
Separation Application
The separation minimum based on ADS-B coverage area (out of radar coverage) to be applied in
Ho Chi Minh FIR is 30 miles NM.
NOTE: At a flight level where the aircraft does not have ADS-B operational approval or the ADS-B
equipped aircraft does not meet the requirements mentioned above but has been approved to
flight at or above FL290 within ADS-B coverage, the 30 miles (NM) separation application shall be
terminated at that flight level and the conventional separation shall be applied.
Same as FPR listed above.
In-flight Contingencies
The pilot-in-command, upon awareness of an onboard ADS-B equipment failure, must inform
ATC as soon as possible. ATC would then provide the necessary clearance to ensure separation
with other flights operating on the specified ATS routes.
State Aircraft
The conditions stipulated apply to state aircraft intending to operate on the specified ATS routes.
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ESTABLISHMENT OF RNAV 1 SIDs & STARs — NOI BAI

INTERNATIONAL AIRPORT
GENERAL PROCEDURES
ATC shall maintain monitoring aircraft when it conducts RNAV 1 SID/STAR. All pilots are expec-
ted to maintain route center lines during all RNAV 1 operations unless authorized to deviate by
ATC or under emergency conditions. For normal operations, cross-track error/deviation (the differ-
ence between the true position of aircraft and the RNAV system computed path, i.e. TSE) should
be 1 NM 95% total elapsed time.
ATC and pilot shall comply with the altitude and speed restrictions depicted on the RNAV 1 SIDs
and STARs. ATC clearance shall be adjusted to suit for air traffic condition when it does not allow
pilot to adhere to the altitude and speed restrictions.
When STAR is terminated, aircraft shall be radar vectored to intercept localizer for ILS approach
procedure or other approach procedures.
ARRIVALS
Procedure Using Merge Point
Noi Bai PMS is designed including 2 PMS: Northern PMS and Southern PMS. Each PMS
includes one Merge Point (SUDON in the North, SONTA in the South) and two parallel legs which
are 20 NM (inner sequencing leg) and 20.3 NM (outer sequencing leg) from “Merge Point” respec-
tively with 4 entry points as follows:
– HOBIN: Is entry point for each inbound flow from the South of Noi Bai TMA (Q2);
– KHARO: Is entry point for each inbound flow from the West of Noi Bai TMA (W4, B214, B465,
R474);
– THOLA: Is entry point for each inbound flow from the North-West of Noi Bai TMA (W22);
– LIMIN: Is entry point for each inbound flow from the North-East of Noi Bai TMA (R474, R471).
Each “sequencing leg” consists of 4 waypoints: entry waypoint, exit waypoint and two middle way-
points. Vertical separation between “sequencing legs” should be 2000 ft. Waypoints naming and
altitude restrictions of “sequencing leg” are as follows:
a. For Southern PMS:
– Name of waypoints: Except names of entry waypoints mentioned above, two middle way-
points and exit waypoint on “sequencing leg” are named as “NB37x”, in which “x” can be
1, 2, 3 for inner-arc and 4, 5, 6 for outer-arc.
– Altitude restriction: from FL130 and above for inner-arc, up to FL110 for outer-arc.
b. For Northern PMS:
– Name of waypoints: Except name of entry waypoints mentioned above, two middle way-
points and exit waypoint on “sequencing leg” are named as “NB38x”, in which “x” can be
1, 2, 3 for inner-arc and 4, 5, 6 for outer-arc.
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– Altitude restriction: from FL140 and above for inner-arc, up to FL120 for outer-arc.
Procedure method to control arrival aircraft using PMS is detailed at page AIRAC AIP SUP
A01/17-19.
Procedures for arriving aircraft consist of two main elements:
– Transition route (if applicable); and
– STAR
A transition route starts at a waypoint on the airway to the waypoint that starts the STAR.
Arriving aircraft are required to follow transition route and RNAV 1 STAR used Merge Point as
follows:
RWY 11L/R
ATS route Transition point Transition route STAR
W22 TAMDA 1F/1K
R474/R471 HAKAO 1G/1L
Q2, W1, W2 BISON 1D/1G
R474/B465 MC MC - MUCHI MUCHI 1D/1J
W4/B214 HUVAN 1G/1M
RWY 29L
W22 TAMDA 1G
R474/R471 HAKAO 1H
Q2, W1, W2 BISON 1E
R474/B465 MC MC - MUCHI MUCHI 1G
W4/B214 HUVAN 1K
NOTE: Altitude and speed restrictions are designed for purposes of flow control of arriving aircraft
and separation of arriving aircraft from obstacles and from departing aircraft. All charted altitude
and speed restrictions are mandatory unless specifically cancelled by ATC.
STARs shall be issued by ATC in the following order:
– STAR identifier;
– Transition point identifier (if applicable);
– Runway‐in‐use;
– Assigned flight level/altitude.
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Trombone Procedure
Introduction of Trombone
The Trombone procedure is designed based on radar vectoring by ATC. It shares a number of
similar characteristics to those used within the Point Merge procedure.
Operating Method
Arriving aircraft are required to follow transition route and STAR as follows:
RWY 11L/R
W22 TAMDA 1C/1J (11R)
TAMDA 1H/1L (11L)
R474/R471 HAKAO 1D/1K (11R)
HAKAO 1J/1M (11L)
Q2, W1, W2 BISON 1A/1F
R474/B465 MC MC - MUCHI MUCHI 1C/1H
W4/B214 HUVAN 1F/1L
RWY 29L/R
W22 TAMDA 1D/1E
R474/R471 HAKAO 1E/1F
Q2, W1, W2 BISON 1B/1C
R474/B465 MC MC - MUCHI MUCHI 1E/1F
W4/B214 HUVAN 1H/1J
Additional elements on the procedure chart include:

– Altitude restrictions are designed to separate arriving aircraft from obstacles and from departing
aircraft.
– Speed restrictions are designed for controlling flow of arriving aircraft.
RNAV 1 STAR is closed STAR, terminating at a waypoint on final approach track of RWYs.
Approach clearances shall be issued by ATC depending on current operation conditions.
STARs shall be issued by ATC in the following order:
– STAR identifier;
– Transition point identifier (if applicable);
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– Runway‐in‐use;
– Assigned flight level/altitude.
NOTE:
– RNAV 1 procedure defines a lateral route for an aircraft to fly from a significant point along the
enroute/terminal phase of flight to the approach phase with minimal, or no, ATC intervention.
All charted altitude and speed restrictions are mandatory unless specifically cancelled by ATC.
– ATC will issue descent clearance, and once a lower altitude is issued by ATC, the pilot shall
descend on the procedure profile to the assigned altitude. The pilot will comply with all charted
altitude restrictions above the ATC-assigned altitude, unless specifically cancelled by ATC.
When an approach clearance is received, all altitude restrictions on the procedure profile
remain mandatory, unless specifically cancelled by ATC.
SPEED CONTROL
In order to facilitate the flow of arriving aircraft within Noi Bai TMA, speed control is used to opti-
mize the spacing between aircraft and improve the orderly flow of air traffic.
If unable to conform with these procedures, pilots should immediately inform ATC and state what
speed will be used.
At other times, speed adjustment may be applied on a tactical basic to the extent determined by
ATC. When speed adjustment is no longer required, the phraseology “Resume normal speed”
shall be used.
NOTE: The phrase “Resume normal speed” does not delete speed restrictions that are applicable
to these procedures in upcoming segments of flight.
ATC shall notify that the aircraft may keep its preferred speed without restrictions and shall use
the phraseology “No (ATC) speed restrictions”.
Speed restriction within Noi Bai TMA are as follows:
– Aircraft under FL100: Maximum speed 250 kt (IAS).
– Aircraft entering “sequencing legs”: Maximum speed 250 kt (IAS).
– Aircraft entering “merge point”: Maximum speed 220 kt (IAS).
– Arrival aircraft is 12 NM (track mile) from touchdown: Speed 200 kt (IAS).
– Arrival aircraft is 5 NM (track mile) from touchdown: Speed 160 kt (IAS).
HOLDING PROCEDURES
Holdings are designed to facilitate holding aircraft for delay to achieve required spacing between
arriving aircraft in case of increasing density of flight operation, having military flight operation and
bad weather within Noi Bai TMA, etc. The associated holdings and procedures are listed below:
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Minimum hold-
Holding WP Inbound track Turning Navigation type
ing altitude
TAMDA 117° Right FL120 RNAV 1
HAKAO 231° Right 2150m RNAV 1
BISON 360° Left 2345m RNAV 1
MUCHI 070° Right FL100 RNAV 1
HUVAN 149° Left FL110 RNAV 1
Remarks:
– Outbound time is 1.0 min for holding altitude up to FL140 and 1.5 min for holding altitude above
FL140.
– The maximum speed is 230 kt (IAS) for holding altitude up to FL140 and 240 kt (IAS) for hold-
ing altitude above FL140.
DEPARTURES
Procedure for departing aircraft consists of two main elements:
– SID; and
– Transition route.
A transition route starts at the end of SID to a waypoint from which the aircraft will intercept the
airway.
Departing aircraft are required to follow SID and transition route as follows:
RWY 11L/R
ATS route Transition point Transition route SID
W22 DILEN JULUN - DILEN JULUN 1A/1B
R474/R471 NAKHA BUNBO - NAKHA BUNBO 1A/1B
Q1, W1, W2 NAH TINLY - NAH TINLY 1A/1B
R474/B465 MC MUCHI - MC MUCHI 1A/1B
W4/B214 BQ HUVAN - BQ HUVAN 1D/1E
RWY 29L/R
W22 DILEN JULUN - DILEN JULUN 1C/1D
R471 DENMO DIHAI - DENMO DIHAI 1A/1B
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RWY 29L/R (continued)

R474 NAKHA DIHAI - NAKHA
Q1, W1, W2 NAH FINAM - NAH FINAM 1A/1B
R474/B465 MC XUNBI - MC XUNBI 1A/1B
W4/B214 BQ LENNU - BQ LENNU 1A/1B
Vertical restrictions on the SID chart are designed to separate departing aircraft from obstacles
and from arriving aircraft.
FLIGHT PLAN APPROVED FOR RNAV1 COMPLIANT AIRCRAFT

Approved RNAV1 compliant aircraft shall be equipped one or a combination of the following types
of position sensors: GNSS; DME/DME; DME/DME/IRU. For RNAV1 compliant aircraft, the opera-
tor shall insert “/R” into item 10a and PBN/D2 (GNSS), D3 (DME/DME), D4 (DME/DME/IRU) or
PBN/D1 (all sensors mentioned above) into item 18 of FPL.
Since the navigation based on DME/DME and DME/DME/IRU is not applicable, all aircraft operat-
ing at Noi Bai International Airport are approved RNAV 1 operations only when the operator
inserts “/R” into item 10a and PBN/D1 or “PBN/D2” into item 18 of FPL.
PROCEDURES IN ABNORMAL CIRCUMSTANCES

Aircraft Unable to Comply with RNAV 1 Requirements
If unable to comply with RNAV 1 requirements, pilots shall inform ATC and expect radar vectors
on track of published RNAV 1 procedures.
Aircraft Experiencing Degradation or Failure of RNAV 1 System or GNSS Signal
When an aircraft cannot meet the requirements of RNAV 1 compliance as a result of a failure or
degradation of the RNAV 1 system, pilot shall notify ATC and expect the same procedure as
RNAV 1 non-compliant aircraft.
Aircraft Experiencing Adverse Weather
– When an aircraft flying on RNAV 1 procedure encounters adverse weather which is likely to
impact the aircraft’s adherence to the cleared procedure, pilot will notify ATC and request a
revised clearance.
– ATC clearance “Direct to” will be used for aircraft to avoid adverse weather, where applicable.
In case adverse weather area affects important points of RNAV 1 procedures, radar vector
shall be applied by ATC for all aircraft.
Radio Communications Failure Procedure
In the event of a radio communication failure, the pilots of RNAV 1 equipped aircraft are expected
to follow the procedures given below:
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– Set transponder to Mode A/C code 7600.

– Arriving aircraft continue on the cleared procedures comply with altitude and speed restrictions
and at the end of the STAR make appropriate approach procedures.
– Departing aircraft continue on the cleared procedures comply with altitude and speed restric-
tions and further climb to cruising level as mentioned in current flight plan.
Radar Failure Procedure
ATC expect to apply non-radar control for all aircraft until radar system resumes normal operation.
Procedure for Changing RWY in Use
– ATC at Noi Bai TWR shall determine time to change RWY in use and aircraft sequence in order
to issue suitable clearance for aircraft.
– In case of necessity, radar vectoring will be used by ATC to deal with complicated situations.

The States of the ICAO Asia/Pacific Region within the Bay of Bengal, South Asia and Pakistan
airspace have implemented an automated Air Traffic Flow Management (ATFM) service under the
auspices of the ICAO Bay of Bengal ATS Coordination Group — ATFM Task Force.
Vietnam ATC retains responsibility for the tactical management of flights that are subject to
ATFM. Vietnam ATC will manage non-ATFM compliant flights using delayed pushback and start
clearances, non-preferred routes and/or flight levels, enroute holding and/or diversion around
Kabul FIR.
The ATFMU utilizes the automated web based Bay of Bengal Cooperative ATFM System
coordination with aircraft operators and Vietnam ATC in the Ha Noi FIR and Ho Chi Minh FIR con-
cerned.
The ATFMU operates on a 24-hour basis and is responsible for westbound flights entering the
Kabul FIR at specified times, flight levels and ATS routes in accordance with section below. The
objectives of these ATFM services are to:
a. Reduce ground and enroute delays;
b. Maximize capacity and optimize the flow of air traffic within the area;
c. Provide an informed choice of routing and flight level selection;
d. Alleviate unplanned in-flight re-routing and technical stops; and
e. Assist regional Air Navigation Service Providers (ANSPs) in planning for and managing
future workload in light of forecast increased traffic flows within the area.
ATFM AFFECTED ATS ROUTES, FLIGHT LEVELS AND APPLICABLE HOURS

All westbound flights intending to enter the Kabul FIR between 2000 UTC and 2359 UTC daily on
ATS routes:
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a. A466, L750, N644 from FL280 to FL390 inclusive; and

b. G792/V390 from FL310 to FL390 inclusive; and
c. B466 between SERKA and PAROD from FL310 to FL390 inclusive shall comply with the
ATFM procedures including mandatory requirement for all flights to obtain a specific ATFM
slot allocation from Bangkok ATFMU.
Flights that plan to enter Kabul FIR without an AWUT and entry slot (comprising flight level, ATS
route and entry fix time) will be accommodated only after flights with slots have been processed.
Such flights should expect delayed pushback and start clearances, non-preferred routes and/or
flight levels, enroute holding and/or diversion around Kabul FIR.
cation. This does not preclude these flights from requesting higher flight level with initial slot
request.
FLIGHTS EXEMPTED FROM BOBCAT ATFM

The following flights are exempted from this ATFM procedure:
a. Humanitarian or medical flights;
b. State aircraft with Head of State on board.
Flights exempted from ATFM procedures shall indicate the exemption in their flight plan (Field 18
— STS-BOB ATFM EXMP).
Vietnam ARO(s) shall forward the flight plan information to the ATFMU at AFTN address
VTBBZDZX.
MANDATORY AWUT AND KABUL FIR SLOT ALLOCATION

Affected flights shall obtain the mandatory AWUT, Kabul FIR entry time, flight level and ATS route
from the BOBCAT system. The AWUT and Kabul slot allocation will enable ANSPs to tactically
control westbound flights transiting the Kabul FIR at specified times by assigning minimum spac-
ing requirements at established gateway fix points in the vicinity of the eastern boundary of the
Kabul FIR.
The application, calculation and distribution of AWUT and Kabul FIR entry fix slot allocations will
be managed via internet access to the BOBCAT system in accordance with the ATFM operating
procedures below.
BOBCAT OPERATING PROCEDURES

https://www.bobcat.aero between 0001 and 1200 UTC on day of flight and completing the elec-
tronic templates provided.
Affected aircraft operators who do not have dedicated BOBCAT username/password access
should complete the application form provided and fax it to the ATFMU as soon as possible.
VIETNAM

The slot allocation process is divided into 3 phases; namely, the slot request submission, initial
slot allocation, and finally slot distribution to aircraft operators and ANSPs.
Slot Request Submission
Slot requests including preferred ATS route, flight level and Maximum Acceptable Delay (MAD)
should be lodged between 0001 UTC and 1200 UTC on the day of flight. Slot requests may sub-
sequently be amended prior to 1200 UTC, which is the cutoff time. Aircraft operators are encour-
aged to submit additional slot request options in case their first choice is not available. This may
include variations to ATS route, flight level and MAD.
Slot requests shall be for flight parameters that are able to be met by the flight. For example,
flights requesting a slot at FL390 must be able to transit Kabul FIR at FL390. Flights subsequently
unable to meet slot parameters (flight level, ATS route or entry fix time) should expect non-prefer-
red routes and/or flight levels, enroute holding and/or diversion around Kabul FIR.
As BOBCAT will allocate FL280 on a priority basis to facilitate departures from northern India and
Pakistan underneath over-flying traffic, flights departing these airports are encouraged to include
FL280 as at least one slot request preference.
Flights that were not allocated a slot in the initial slot allocation, are not satisfied with the allocated
slot or did not submit a slot request should select slots from the listing of remaining unallocated
slots available immediately after slot distribution has been completed.
Slot Allocation and Distribution
Slot allocation will commence at the cut-off time at 1200 UTC. BOBCAT will process and generate
the slot allocation based on the information submitted in the slot requests. Notification of slot allo-
cation will be made not later than 1230 UTC via the ATFMU website. Alternative arrangements for
notification of slot distribution (e.g. e-mail, fax, telephone) should be coordinated with the ATFMU.
a. Use the slot allocation result for ATS flight planning purposes;
b. Cancel the allocated slot; and/or
c. Change slot allocation to another available slot in the published list of unallocated slots.
Noi Bai ARO, Noi Bai TWR, Ha Noi ACC, Tan Son Nhat ARO, Tan Son Nhat TWR, Ho Chi Minh
ACC can also view the slot allocation results at https://www.bobcat.aero.
In addition to normal AFTN addressees, operators should also address flight plan (FPL) and rela-
ted ATS messages (e.g. DLA, CNL, CHG) to the ATFMU via AFTN address VTBBZDZX for all
flights that have submitted a slot request.
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AIRCRAFT OPERATOR/PILOT-IN-COMMAND AND ANSP RESPONSIBILITIES

Aircraft Operator/Pilot-in-Command
In accordance with ICAO PANS-ATM provisions, it is the responsibility of the Pilot-in-Command
(PIC) and the aircraft operator to ensure that the aircraft is ready to taxi in time to meet any
required departure time. PIC shall be kept informed by their operators of the AWUT, Kabul FIR
entry fix times and flight parameters (route/level) nominated by BOBCAT.
The PIC, in collaboration with ATC, shall arrange takeoff as close as possible to the AWUT in
order to meet the Kabul FIR slot time.
LEVEL 2 MULTI-NODAL ATFM NETWORK

No-PDC Flight Levels in the Large Scale Weather Deviation (LWSD) on ATS Routes Within
Ho Chi Minh and Ha Noi FIRs
ATS Routes Flight Level Type
L642, M771, N892, L625 Westbound: FL320, FL360, FL400
L628, G474/L628 Westbound: FL340, FL380
N891, M753, M768 Eastbound: FL330
Westbound: FL300
INTRODUCTION
The Distributed Multi-Nodal ATFM Network concept involves each ANSP leading and operating
an independent, virtual ATFM node supported by interconnected information sharing framework.
The flow of air traffic into constrained/congested resource (airspace or airport) will be managed
based on a common set of agreed ATFM measures and principles among participating stakehold-
ers. The primary ATFM measure used in this initiative is Ground Delay Program (GDP), where
demand and capacity are balanced through adjustments in aircraft Calculated Landing Time
(CLDT) and Calculated Take-Off Time (CTOT) distributed to aircraft prior to departures.
An ATFM measure may be triggered when a Level 3 ANSP determines that there will be a
demand capacity imbalance situation at a particular ATM resource. The Level 3 ANSP will provide
advance notification of an ATFM measure to be initiated and their effective period through the
publication of ATFM Daily Plan (ADP) and/or NOTAM. The ADP will be issued via email to stake-
holders’ key point of contact.
PROVISION OF ATFM IN VIETNAM

The Distributed Multi-Nodal ATFM Network adopts a tiered participation level approach for ATFM
Nodes. Level 3 ATFM Nodes are those capable to generate, deliver, receive and comply with
CTOTs, and include China, Hong Kong China, Singapore, Thailand and Cambodia.
VIETNAM
Vietnam is participating in ATFM Network as a Level 2 ATFM Node (starting from 23 April 2020)
is to support the management of departures in compliance with CTOTs issued by Level 3 ATFM
Nodes. In Ha Noi and Ho Chi Minh FIR, Vietnam Air Traffic Flow Management Center (ATFMC) is
responsible for implementing ATFM and monitoring the ATFM measures implementation.
The following airports in Vietnam will be involved in Level 2 ATFM Node by way of receiving and
facilitating the affected airlines compliance of CTOT:
Number International Airport Implementation

Hanoi
1 Official
(Noi Bai Intl)
2 Da Nang (Intl) Official
Ho Chi Minh
3 Official
(Tan Son Nhat Intl)
Hai Phong
4 Trial
(Cat Bi Intl)
Khani Hoa
5 Trial
(Cam Ranh Intl)
6 Phu Quoc (Intl) Trial
Exemption of Flights from ATFM Measure

– Aircraft in emergency situation;
– Aircraft in search and rescue missions;
– Aircraft in humanitarian mission;
– Aircraft in VIP flights;
– Aircraft is carrying patient at risk;
– Other aircraft specifically identified by appropriate authorities.
Airspace User Requirements
With effect from 23 April 2020 at 0000 UTC, flights departing from the airports specified in the
table above to Level 3 ATFM Node airports and airspace shall adhere to the following for accurate
demand prediction and effective ATFM measure management:
File FPLs at least 3 hours and 30 minutes before EOBT.
Submit CHG/DLA messages when EOBT changes by more than 15 minutes to submitted FPL.
Prompt submission of CNL messages.
Actively cooperate in CDM (web conference, chatting, etc.) to provide input on ATFM measures
and monitor ATFM Daily Plan (ADP) for ATFM alerts and receive ATFM information for opera-
VIETNAM
tional planning. On the day of operations, when possible, Level 3 ATFMU will host web conferen-
ces to discuss the ATFM operations. Following the briefing, the conference room will remain open
as a Help Desk to provide assistance and facilitate CTOT management for stakeholders. Consult
the ADP or contact Vietnam ATFMC for information on the web conference address.
CTOTs will be distributed to stakeholders via web portal, email, AFTN messages and telephone.
Specific instructions to access CTOT information will be provided by Level 3 ATFM Units. If there
is a problem accessing the information, contact Vietnam ATFMC for assistance.
ATC shall provide best assistance to ensure flights departing from the airports specified above
can depart within CTOT compliance window. Flight crew, for their part, shall plan their flights to be
ready for pushback at an appropriate time such as take-off time will be within CTOT compliance
window.
For flights with CTOTs departing from Noi Bai, Da Nang, Tan Son Nhat, Cat Bi, Cam Ranh, Phu
Quoc airports:
a. Inform ATFMC of CTOT compliance right after CTOT receipt and plan the affected flights
such that will be ready for start-up/pushback at appropriate time to comply with CTOT at the
runway, considering taxi-out time.
b. Request for revisions to CTOTs/ATFM slots when flights are expected to be unable to
comply with the assigned CTOTs by contacting Vietnam ATFMC as soon as practicable.
Vietnam ATFMC will coordinate with the ATFM unit initiating the ATFM measure on behalf of
the Airspace Users accordingly.
c. Provide feedback and information on ATFM operations in the Post-Ops Analysis effort. (The
template of Post-Ops Analysis is provided in the website specified below).
All stakeholders should access the website: https://atfm.vn/en/project/Level-2-ATFM-Procedures-
In-Vietnam for further information.
For queries, please timely contact Vietnam ATFMC via the following address:
Vietnam Air Traffic Flow Management Center (ATFMC)

Tel: (+84) 24 38271513 ext 8643
Fax: (+84) 24 32127893
E-Mail: atfmu@vatm.vn
AFS: VVVVZGZX/ AMHS: VVVVZDZX

ICAO REFERENCE
ANNEX 2
3. Follow the procedures designated for each airport when approaching for landing or after
taking off, unless otherwise instructed.
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5.1.2 Minimum Levels

a. 900m (3000 ft) instead of 600m (2000 ft);
b. 600m (2000 ft) instead of 300m (1000 ft).
5.2, 5.3 and Appendix 3
The flights operating between Hanoi and Hochiminh City and vice-versa, in the Table of Cruising
Levels of Appendix 3 are specified as follows:
a. From 000° to 179° modified to be from 270° to 089° track;
b. From 180° to 359° modified to be From 090° to 269° magnetic track.
Entry Requirements
Entry Requirements
Entry Requirements Data - Australia

ENTRY REQUIREMENTS DATA - AUSTRALIA 1423
AUSTRALIA
NATIONAL REGULATIONS AND REQUIREMENTS
1 DESIGNATED AUTHORITIES
1.1 DEPARTMENT OF INFRASTRUCTURE, TRANSPORT, REGIONAL
DEVELOPMENT AND COMMUNICATIONS (DEPARTMENT OF
INFRASTRUCTURE)
a. Facilitation and aviation policy:
Assistant Secretary
COVID Aviation Reforms Branch
Aviation and Airports Group
Address: Department of Infrastructure, Transport, Regional Development and Communi-
cations
GPO Box 594
CANBERRA
ACT
AUSTRALIA
2601
Tel: 61 2 6274 7760
E-Mail: internationalaviation@infrastructure.gov.au
b. Aircraft noise operating restrictions:
First Assistant Secretary – COVID Aviation Response Programs Division

Address: Department of Infrastructure, Transport, Regional Development and Communi-
cations
GPO Box 594
CANBERRA
ACT
AUSTRALIA
2601
Tel: 61 2 6274 7892
E-Mail: aircraftpermits@infrastructure.gov.au
1.2 DEPARTMENT OF HOME AFFAIRS

a. Aviation Security
AUSTRALIA
First Assistant Secretary

Cyber and Infrastructure Security Operations Division
Address: Department of Home Affairs
GPO Box 25
BELCONNEN
ACT
AUSTRALIA
2616
Tel: 61 2 6195 9584
E-Mail: national.coordinator@homeaffairs.gov.au
b. Cyber and Infrastructure Security Operations Division
Transport Security Incident Reporting

Tel: 1300 791 581 (Option 0)
61 2 5127 8995 (outside Australia)
E-Mail: transport.security@homeaffairs.gov.au
c. Cyber and Infrastructure Security Operations Division
Transport Security Guidance and Enquiries

Tel: 61 2 5127 8991 (Option 1)
E-Mail: guidancecentre@homeaffairs.gov.au
d. Cyber and Infrastructure Security Operations Division
Transport Security Applications (e.g. Transport Security Programs) – Regulatory Assessment

Operations
Address: PO Box 25
BELCONNEN
ACT
AUSTRALIA
2616
AUSTRALIA
1.3 AUSTRALIAN BORDER FORCE
Director – Traveller Policy Section

Australian Border Force
Address: PO Box 25
BELCONNEN
ACT
AUSTRALIA
2616
Tel: 61 2 6264 1208
E-Mail: travellerpolicy@abf.gov.au
1.4 CIVIL AVIATION SAFETY AUTHORITY

a. Head Office:
Civil Aviation Safety Authority

CANBERRA
ACT
AUSTRALIA
2601
Tel: 131 757 (within Australia)
61 2 6217 1449 (from overseas)
Internet: www.casa.gov.au
b. International Operations:
AUSTRALIA
International Operations
CANBERRA
ACT
AUSTRALIA
2601
Tel: 61 7 3144 7400
Fax: 61 7 3144 7555
E-Mail: international_ops@casa.gov.au
Internet: www.casa.gov.au/standard-page/foreign-air-transport-air-operators-certificate
or
www.casa.gov.au/standard-page/non-scheduled-flight-permission
1.5 AIR TRAFFIC SERVICES
Chief Executive Officer – Airservices Australia

Alan Woods Building
Address: 25 Constitution Ave
CANBERRA CITY
ACT
AUSTRALIA
2601
or
PO Box 367
CANBERRA
ACT
AUSTRALIA
2601
Tel: 61 2 6268 4111
Fax: 61 2 6268 5693
AUSTRALIA
1.6 DEPARTMENT OF AGRICULTURE, WATER AND THE ENVIRONMENT

(DAWE) — BIOSECURITY
Director – Conveyances and Ports Section Department of Agriculture, Water and the Environ-
ment (DAWE)
Department of Agriculture
CANBERRA
ACT
AUSTRALIA
2601
Tel: 61 2 6272 3901
E-Mail: arrivals@awe.gov.au
Internet: www.agriculture.gov.au/biosecurity/avm/aircraft
1.7 DEPARTMENT OF HEALTH — HUMAN BIOSECURITY
Director – Border Health Section

Office of Health Protection and Response Chief Medical
Officer Group Biosecurity and Border Health Taskforce
Department of Health
CANBERRA
ACT
AUSTRALIA
2601
Tel: 1800 020 103
(after hours emergency number 61 2 6289 3030)
E-Mail: humanbiosecurity@health.gov.au
Internet: www.health.gov.au/humanbiosecurity
AUSTRALIA
1.8 AIRCRAFT ACCIDENT INVESTIGATION
Australian Transport Safety Bureau (ATSB)

Address: PO Box 967
Civic Square
CANBERRA
ACT
AUSTRALIA
2608
Tel: 1800 011 034
61 2 6230 4408
Fax: 61 2 6274 6434
E-Mail: atsbinfo@atsb.gov.au
Internet: www.atsb.gov.au
1.9 METEOROLOGY
The Director
Bureau of Meteorology
Address: 700 Collins St
DOCKLANDS
VIC
AUSTRALIA
3001
or
GPO Box 1289
MELBOURNE
VIC
AUSTRALIA
3001
Tel: 61 3 9669 4000
Fax: 61 3 9669 4699
Internet: www.bom.gov.au
1.10 SEARCH AND RESCUE

a. Australian Maritime Safety Authority (AMSA)
AUSTRALIA

CANBERRA
ACT
AUSTRALIA
2601
E-Mail: www.amsa.gov.au/about/contact-us
Internet: www.amsa.gov.au
b. For Search and Rescue General Enquiries:
Tel: 1800 627 484

61 2 6279 5000
c. For the Australian Joint Rescue Coordination Centre (JRCC):
Tel: 1800 815 257

61 2 6230 6899
1.11 DEPARTMENT OF DEFENCE

a. Chief of Air Force
Department of Defence
Address: Building R1, Russell Offices
RUSSELL
ACT
AUSTRALIA
2600
b. Chief of Joint Operations

AUSTRALIA
HQ Joint Operations Command

CANBERRA BC
ACT
AUSTRALIA
2610
c. Diplomatic Clearance Authorisation Cell
Tel: +61 2 6128 4819

E-Mail: dipa.hqac@defence.gov.au
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ENTRY, TRANSIT AND DEPARTURE OF AIRCRAFT
2 ENTRY, TRANSIT AND DEPARTURE OF INTERNATIONAL

FLIGHTS
2.1 PREAMBLE
2.1.1 All flights into, from, or over Australian territory, and landings in such territory must be car-
ried out in accordance with the legislation of Australia regarding civil aviation. This includes
obtaining separate approvals pertaining to air safety, aviation security, aircraft licensing and land-
ing permits, border and biosecurity controls from a number of independent Australian Government
Departments detailed in ENTRY REQUIREMENTS — NATIONAL REGULATIONS AND
REQUIREMENTS — Designated Authorities including:
a. The Department of Home Affairs.
b. The Civil Aviation Safety Authority (CASA).
c. The Department of Infrastructure.
d. The Department of Agriculture, Water and the Environment.
2.1.2 In accordance with Section 10 of the Air Navigation Act 1920, aircraft arriving in or depart-
ing from any part of Australian territory, must land at and depart from airports designated for that
purpose.
The Customs Act 1901 (s58(1)) and the Migration Act 1958 (s247) also require that aircraft arriv-
ing into Australian territory from overseas must arrive at an airport appointed under the Customs
Act. Information on airports for entry and departure are shown below in Designated Internationals
Airports — Australia and ENTRY REQUIREMENTS — ENTRY, TRANSIT AND DEPARTURE OF
PASSENGERS AND CREW — Designated International Airports — Australian External Territo-
ries — Entry and Departure Requirements and Procedures.
2.1.3 Aircraft which are completely cleared by the Australian Border Force (ABF) at a designa-
ted international airport are permitted to land at other airports within Australian territory. Neverthe-
less, when such aircraft depart from Australian territory, they can only do so from a designated
international airport.
2.1.4 Aircraft that are not fully cleared by Department of Agriculture, Water and the Environment
(DAWE) — Biosecurity and formally released from biosecurity control, at their first airport of call,
continue subject to biosecurity control and restrictions for their movements to other locations, until
released.
2.2 SCHEDULED INTERNATIONAL COMMERCIAL SERVICES BY

FOREIGN AIRCRAFT OF CONTRACTING STATES TO THE CHICAGO
CONVENTION
2.2.1 International Airline Licence: 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.
2.2.2 The requirement to hold an International Airline Licence does not apply to the following
categories of scheduled international air services:
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a. scheduled international air services that fly over Australian territory but do not land in Aus-
tralian 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 of
the Department of Infrastructure has approved in writing.
2.2.3 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 an agreement or arrangement
under which the scheduled international air services of that other country may be operated over or
into Australian territory.
2.2.4 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.
2.2.5 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.
2.2.6 Lodging of timetables: The requirements for lodging of timetables by international air-
lines are set out in Air Navigation Regulations 2016, Section 29. This is available on the Federal
Register of Legislation at: www.legislation.gov.au.
2.2.7 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.
2.2.8 Should an airline wish to lodge an application in less than the 35-day period, it should pro-
vide its reasons for wanting to do so. For practical purposes, lodgement “with the Secretary”
means lodgement with the Assistant Secretary of Aviation Industry Policy, Department of Infra-
structure, at the address shown in ENTRY REQUIREMENTS — NATIONAL REGULATIONS
AND REQUIREMENTS — Designated Authorities.
2.2.9 Further information on timetable applications is available on the Department of Infrastruc-
ture’s website: www.infrastructure.gov.au/aviation/international/ial/index.aspx.
2.2.10 Australian Foreign Air Transport Air Operator’s Certificate (FATAOC): In addition to
an Australian International Airline Licence, an operator of a proposed scheduled service to Aus-
tralia is required to hold an FATAOC issued by CASA.
2.2.11 Application forms for FATAOC are available from CASA International Operations (see
contact details in ENTRY REQUIREMENTS — NATIONAL REGULATIONS AND REQUIRE-
MENTS — Designated Authorities).
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2.3 SUMMARY OF DOCUMENTS TO BE PRESENTED BY PILOT IN

COMMAND OR AUTHORIZED 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 passen-
gers, initials at least are to be inserted. Documents must be fully and accurately completed.
2.3.1 At First Airport of Call in Australia
a. Impending Arrival Report
The aircraft operator must report the impending arrival of the aircraft to the Australian Border
Force, regardless of whether or not the aircraft is carrying cargo. If the aircraft is carrying
cargo, the Impending Arrival Report must be lodged electronically in the Integrated Cargo
System (ICS):
not more than 10 days before the estimated time of arrival of the aircraft and:
1. not later than three hours before the estimated time of arrival of the aircraft if the flight
from the airport is likely to take not less than three hours: or
2. one hour if the flight from the airport is likely to take less than three hours.
If the aircraft is not carrying cargo, the Impending Arrival Report may be lodged either elec-
tronically in the ICS, or by document (Form B364) within the above time frames.
See: www.abf.gov.au/help-and-support/forms.
b. Actual Arrival Report
The aircraft operator must report to the particulars of the arrival of the aircraft and the time of
arrival to the Australian Border Force. Where an aircraft is carrying cargo, the Actual Arrival
Report (AAR) must be lodged electronically in the ICS within three hours of the arrival of the
aircraft or before the certificate of clearance is issued, whichever occurs first.
If the aircraft is not carrying cargo, the AAR may be lodged electronically in the ICS, or by
document (Form B358), providing the reporter satisfies an Evidence of Identity and the form
is signed in the manner specified on the form.
The AAR 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 Decla-
ration on departure of the aircraft in these circumstances.
NOTE: ABF officers may still require a General Declaration be produced as part of general
mandatory disclosures.
c. List of Stores (e.g. narcotic drugs, beer, wine, spirits and tobacco products)
The aircraft operator must report the particulars of the aircraft stores and of any prohibited
goods contained in those stores at the time of arrival to Australian Border Force. See
ENTRY, TRANSIT AND DEPARTURE OF CARGO paragraph 11.2 for more information.
d. Cargo Report
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The cargo report is used to report the particulars of all cargo (including mail, in-transit and
transshipment cargo) on board an aircraft. The carrier is required to report the full detail of
cargo, including any cargo carried on behalf of another cargo reporter to the Australian
Border Force and the details of the depot operator who will first receive the cargo after it has
been unloaded from the aircraft at a place in Australia. Private charter flights which are carry-
ing cargo (air freight) are not exempt from these requirements. See ENTRY, TRANSIT AND
DEPARTURE OF CARGO paragraph 11.1 for more information.
e. Crew Declaration — One copy per crew member
Each individual crew member must complete a copy of Crew Declaration (Form B465).
2.3.2 At Airports Other Than First Airport of Call in Australia
The requirements for the following reports are the same as those outlined in para 2.3.1 above.
a. Impending Arrival Report;
b. Actual Arrival Report;
c. List of Stores (e.g. narcotic drugs, beer, wine, spirits and tobacco products).
Further, at stops other than the first airport of call, the pilot in command or authorized 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 Aus-
tralia, the pilot or authorized agent must report to the Department of Home Affairs, in accordance
with this section, particulars of all cargo:
a. The pilot in command or the authorized agent has arranged to be carried on the aircraft on
the flight: and
b. that is intended to be unloaded from the aircraft at an airport in Australia (whether the first
airport or any subsequent airport on the same flight).
2.3.3 At First Airport of Departure from Australia
a. Export Permits (where required)
NOTE: One copy of each manifest must be initialled by the pilot in command or authorized
agent.
b. List of Stores that are prohibited narcotic drugs – See ENTRY, TRANSIT AND DEPAR-
TURE OF CARGO paragraph 11.2.
c. Departure Report – The departure report is a prerequisite that must be satisfied before a
certificate of clearance can be granted by the Australian Border Force. See ENTRY,
TRANSIT AND DEPARTURE OF CARGO paragraph 11.5.
d. Outwards Manifest (electronic, lodged in the ICS) – The outwards manifest is used to
notify the Australian Border Force of all goods that were loaded on board the aircraft. See
ENTRY, TRANSIT AND DEPARTURE OF CARGO paragraph 11.6.
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If a departing aircraft is not carrying any export cargo, a manifest must still be lodged. This
manifest states that no cargo was loaded and is called a ‘Nil Manifest’.
e. Certificate of Clearance – The pilot of an aircraft must not depart from any airport without
receiving a signed and stamped Certificate of Clearance in respect to the aircraft from an
ABF Officer.
2.4 NON-SCHEDULED INTERNATIONAL COMMERCIAL SERVICES BY

FOREIGN AIRCRAFT OF CONTRACTING STATES TO THE CHICAGO
CONVENTION
2.4.1 Definition of Non-scheduled Services — Non-scheduled service, in relation to an air-
craft 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.
2.4.2 Where an aircraft makes a commercial non-scheduled flight into or out of Australian terri-
tory, it will have prior permission from the Department of Infrastructure, Department of Home
Affairs and CASA.
Some categories of non-scheduled flights have standing Department of Infrastructure approvals.
See paragraph 2.6.
2.4.3 Department of Infrastructure international freight and charter policy guidelines, and permis-
sion for flights, may be obtained from the Aviation and Airports Division at the address shown in
ENTRY REQUIREMENTS — NATIONAL REGULATIONS AND REQUIREMENTS — Designated
Authorities or at: www.infrastructure.gov.au/aviation/international/guidelines.aspx. When applying
for permission for flights, applicants must advise the Department of Infrastructure of permission
for slot allocation from Airport Coordination Australia (see ATC — FLIGHT PLANNING — Strate-
gic — Schedule Coordination).
An application form (Form 094) for CASA permission for non-scheduled flights can be obtained
from the address in ENTRY REQUIREMENTS — NATIONAL REGULATIONS AND REQUIRE-
MENTS — Designated Authorities.
2.4.4 At the same time that permission is sought from the 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 the AIRPORT DIRECTORY — Australia.
2.4.5 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 Air-
services at the addresses shown in ENTRY REQUIREMENTS — NATIONAL REGULATIONS
AND REQUIREMENTS — Designated Authorities.

AUSTRALIAN AIRCRAFT
2.5.1 Department of Infrastructure permission must be sought as per the requirements in para-
graph 2.4 or via standing approvals outlined in see paragraph 2.6.
AUSTRALIA
2.5.2 CASA permission is required under Section 26 of the Civil Aviation Act 1988. Operators
should apply to CASA.
NOTE: Separate CASA permission is not required if the operator’s Air Operator Certificate is spe-
cifically endorsed to authorize such international flights.
2.5.3 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 condi-
tions of use (including aircraft charges) or similar policies as applied by each airport owner or
operator. Airport Owners and Operators are listed in the AIRPORT DIRECTORY — Australia.

AUSTRALIAN AIRCRAFT AND FOREIGN AIRCRAFT OF NON-
CONTRACTING STATES AND CONTRACTING STATES, WHICH DO
NOT REQUIRE PRIOR APPROVAL FROM THE DEPARTMENT OF
INFRASTRUCTURE
2.6.1 A delegate to the Secretary of the Department of Infrastructure, pursuant to subsection
15A(3) of the Air Navigation Act 1920 has determined that permission is not required in respect of
the following categories of charter flights:
NOTE: “charter flight” means a non-scheduled flight by an aircraft which takes on or discharges
passengers, cargo or mail for carriage for reward in Australian territory.
a. A single charter flight which does not form part of a program, subject to the following condi-
tion:
1. while the Biosecurity (Human Biosecurity Emergency) (Human Coronavirus with Pan-
demic Potential) Declaration 2020 remains in force, this exemption does not apply to a
charter flight conducted by an aircraft that is carrying one or more passengers and has
a seating capacity exceeding 80 persons;
b. programs of passenger charter flights by aircraft with a maximum seating capacity of 10 or
fewer seats;
c. programs of five or less passenger charter flights with aircraft having a maximum seating
capacity of 40 seats;
d. programs of two or less passenger charter flights with aircraft having a maximum seating
capacity of 80 seats;
e. own-use charter flights, whether or not forming part of a program, where there is a single
charterer;
f. charter flights for carriage of homogenous cargo — a charter flight, whether or not forming
part of a program, where there is a single charterer, and the dominant purpose of the flight is
the transport of cargo. The cargo must not consist of or include a consignment consolidated
by a freight forwarder. The cargo is homogenous. Examples of homogenous cargo include
cargo consisting of electronic equipment; cargo consisting of meat of any number of kinds;
cargo consisting of animals (including livestock) of any number of species.
AUSTRALIA
2.6.2 Operators of any flight included in one of the categories above are required under subsec-
tion 15A(7) of the Air Navigation Act 1920, within 14 days after the end of the flight, to give a writ-
ten notice setting out details in relation to the flight and the passengers, cargo, and mail. This
notice is to be provided to the Assistant Secretary of International Aviation, Department of Infra-
structure, Transport, Regional Development and Communications at the address in ENTRY
REQUIREMENTS — NATIONAL REGULATIONS AND REQUIREMENTS — Designated Authori-
ties. The required details are:
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:
1. the place where the flight began;
2. the place where the flight ended;
3. any intermediate stopping places, specifying at which places passengers, cargo or mail
were taken on or discharged;
4. the dates of departure from, and arrival at, the places mentioned in the preceding sub-
paragraphs;
g. whether the flight was a “charter flight for carriage of homogenous cargo” and whether the
flight was an “own-use charter flight”.
2.6.3 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 cat-
egories are being repeated in close proximity, operators may be required to submit applications
for assessment of any further flights.
2.6.4 All operators should note the separate requirements for transport security program appro-
val and aircraft noise certification.
2.6.5 At the same time that permission is sought from the 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 the AIRPORT DIRECTORY — Australia.
2.7 INTERNATIONAL FLIGHTS BY FOREIGN AIRCRAFT NOT

POSSESSING NATIONALITY OF CONTRACTING STATE TO THE
CHICAGO CONVENTION
2.7.1 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
AUSTRALIA
from the Department of Infrastructure, Transport, Regional Development and Communications,

and CASA through diplomatic channels. All such requests must be in writing.
2.8 FLIGHTS BY FOREIGN STATE AIRCRAFT

2.8.1 Aircraft Diplomatic Clearance Application
Diplomatic clearance is required for foreign state aircraft to enter and operate in Australian terri-
tory, including the airspace above Australian offshore islands. Applications for foreign state air-
craft to conduct flying operations within Australian territory should be submitted at least five work-
ing 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 Depart-
ment of Foreign Affairs web pages provide aircraft diplomatic clearance application forms and
instructions at: www.dfat.gov.au/about-us/foreign-embassies/protocol/Pages/diplomatic-clearan-
ces-aircraft-and-ships.
Applications are submitted by completing the application form and emailing it to:
dipa.hqac@defence.gov.au.
Diplomatic clearance applicants will be required to provide the following information:
a. Requesting Country;
b. Point of Contact details;
c. Purpose of the flight;
d. Aircraft Operator (if civil registered, the address and 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).
In the event of any changes to the flight details, the request must be updated and be resent as
soon as possible to: dipa.hqac@defence.gov.au.
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Any questions relating to diplomatic clearances should be addressed to the Diplomatic Clearance
Authorization Cell on +61 2 6128 4819 or dipa.hqac@defence.gov.au.
2.8.5 Compliance
Foreign State aircraft operating under diplomatic clearance are required to comply with applicable
airport procedures and air traffic control directions.
2.8.5.1 Diplomatic clearance does not exempt the requesting government’s responsibility to
meet other Australian Government requirements such as customs, biosecurity and immigration or
the requirement for permission to carry or import munitions or implements of war. It is the respon-
sibility of the foreign government to ensure all necessary paperwork and/or clearances from Aus-
tralian Government agencies are arranged prior to arrival.
2.8.5.2 A regulation 136 permission from the Australian Civil Aviation Safety Authority (CASA) is
also 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.
2.8.6 Foreign Military Aircraft Participating in Exercises within Australia
Foreign State aircraft visiting Australia for a combined exercise are required to seek diplomatic
clearance and CASA permission 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. Certain military
aircraft will require permission to import from the Australian Border Force. Export permission from
the Department of Defence may also be required.
2.8.7 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
(dipa.hqac@defence.gov.au).
2.9 INTERNATIONAL PRIVATE FLIGHTS

2.9.1 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.
2.9.2 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.
2.9.3 No specific operational assessment is required for such flights, but pilots are advised of
the following:
a. In addition to the requirements of Division 91.C.3 of CASR, a journey log book must be car-
ried which details particulars of the aircraft, its crew and of each journey.
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b. The rules and regulations pertaining to the flight and maneuvering of aircraft must comply
with the following:
1. Australian rules, where applicable;
2. ICAO rules, when operating over the high seas; and
3. foreign State rules, where applicable, while flying over a foreign State’s territory.
c. Also note the provisions of AIRCRAFT NOISE OPERATING RESTRICTIONS in relation to
aircraft noise certification.
2.9.4 The pilot in command must assume and exercise responsibility for the operation and
safety of the aircraft from the moment that the doors of the aircraft are closed until the moment
when it comes to rest at the end of the flight and the engines used as primary propulsion units are
shut down.
2.9.5 If an emergency endangers the safety of the aircraft or persons on board 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.
2.9.6 The pilot-in-command must assume and exercise responsibility to tell the nearest appro-
priate 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.
2.9.7 The pilot-in-command may not operate at an airport using lower operating minima than
those established for the airport by the responsible authority, without approval from the responsi-
ble authority. The pilot-in-command may not utilize operating minima lower than 200 ft above
ground level without approval from CASA.
2.9.8 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 Chi-
cago Convention;
2.9.9 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:
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1. the maintenance release for the aircraft will not expire while the aircraft is outside Aus-
tralian territory; or
2. before the maintenance release expires, an authorized 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.
2.10 AVIATION SECURITY

2.10.1 All aviation security incidents must be reported to the Department of Home Affairs, Cyber
and Infrastructure Security Centre (see contact details at ENTRY REQUIREMENTS —
NATIONAL REGULATIONS AND REQUIREMENTS — Designated Authorities.)
2.10.2 Under the Aviation Transport Security Act 2004, aviation security incidents are defined
as:
a. a threat of unlawful interference with aviation; or
b. an unlawful interference with aviation.
2.11 AVIATION SECURITY: TRANSPORT SECURITY PROGRAM

REQUIREMENTS
2.11.1 The Aviation Transport Security Act 2004 (Division 2 of Part 2) requires that all operators
of a security controlled airport or a prescribed air service operating within, to, or from Australia
have a Transport Security Program approved by the Department of Home Affairs.
NOTE: A prescribed air service is defined in regulation 1.06 of the Aviation Transport Security
Regulations 2005 and includes:
a. a regular public transport operation; or
b. an air service in which a jet is used; or
c. an air service in which an aircraft with a certificated maximum take-off weight greater than
5,700 kilograms is used.
2.11.2 A Transport Security Program is required to articulate the security measures and proce-
dures that will be implemented by the aircraft operator of a prescribed air service to prevent
unlawful interference with aviation when operating from, to or within Australia and its territorial
limits. The Transport Security Program must demonstrate that the operator understands its role,
its local risk context, obligations and responsibilities in managing aviation security.
2.11.3 Transport Security Program assessment is subject to a 60 day consideration period.
Operators of prescribed air service are strongly encouraged to submit a Transport Security Pro-
gram for consideration at least 60 days prior to the intended commencement of air services into or
within Australia to ensure that planned aviation services are not impacted. The submitted Trans-
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port Security Program must meet all requirements set out in Sections 16 and 17 of the Aviation
Transport Security Act 2004 and Part 2 Division 2.3 of the Aviation Transport Security Regula-
tions 2005.
2.11.4 The Australian Government does not recognize aviation security programs approved by
other nations. It is an offence, under the Aviation Transport Security Act 2004, to operate a pre-
scribed air service into or within Australia without an approved Transport Security Program in
force. Exemptions to these requirements are not generally available.
2.11.5 Guidance for the production and submission of a Transport Security Program is available
on the Department of Home Affairs website at: www.homeaffairs.gov.au/about-us/our-portfolios/
transportsecurity/air-cargo-and-aviation/aviation/aircraft-operators.
2.11.6 Transport Security Program submissions are to be lodged by operators of prescribed air
services by email to: national.coordinator@homeaffairs.gov.au.
2.11.7 Operators of prescribed air services that are registered in a nation/country other than
Australia are required to provide proof of legal entity name from their country of business registra-
tion as part of their submission.
2.11.8 Any third party engaged to act on behalf of the operator of a prescribed air service
making application or enquiry for a Transport Security Program must provide evidence in writing
evidence from an authorized representative of the aircraft operator/company at time of applica-
tion. The Department of Home Affairs prefers to communicate directly with the prescribed aircraft
operator making application.
2.11.9 Enquiries around regulatory requirements or submissions under development should be
directed to the Guidance Centre within the Aviation and Maritime Security Division, Department of
Home Affairs. See ENTRY REQUIREMENTS — NATIONAL REGULATIONS AND REQUIRE-
MENTS — Designated Authorities.
2.11.10 Enquiries whether a Transport Security Program is required are to include:
a. whether an application has been made or approved for “Flights by Foreign State Aircraft” —
see Section 2.8.
b. if application has not been made or approved per above then the following information is
required:
(i) the legal entity name of the aircraft operator;
(ii) the name and address of the aircraft operator;
(iii) the name and address of any engaged or intended ground handling agent;
(iv) the type and capacity of the aircraft;
(v) whether the flight is a single charter or part of 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;
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(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.
2.12 CARRIAGE OF MUNITIONS OF WAR AND IMPLEMENTS OF WAR

2.12.1 In accordance with Section 19(2) 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 Aus-
tralian aircraft outside Australian territory, except with the permission in writing of the delegate of
the Minister for Infrastructure, Transport and Regional Development.
2.12.2 Applications for transportation of munitions of war by State aircraft of a country other than
Australia in Australian territory, or by an Australian aircraft outside Australian territory should be
lodged with the Chief of Air Force or Chief of Joint Operations, Department of Defence.
2.12.3 Applications for carriage of munitions of war or implements of war in all other circumstan-
ces should be lodged with the Secretary of the Department of Infrastructure, through the Assistant
Secretary Aviation Industry Policy, Aviation and Airports Division. See ENTRY REQUIREMENTS
— NATIONAL REGULATIONS AND REQUIREMENTS — Designated Authorities for contact
details.
2.12.4 Certain firearms and weapons will require permission to import from the Australian
Border Force. Export permission from the Department of Defence may also be required.
2.13 FOREIGN CLEARANCES — AUSTRALIAN AIRCRAFT

2.13.1 Australian aircraft operators are responsible for obtaining foreign clearances when nec-
essary for overflights of, or landings in, the territory of another State.
For guidance on this process, contact the Diplomatic Clearance Officer, Department of Defence
via email at: dipa.hqac@defence.gov.au.
2.13.3 Pilots are advised that their flight plans will not be considered by some countries unless
documentation of onward foreign clearance is produced.
2.14 AIRCRAFT ON INTERNATIONAL FLIGHTS TO COMPLY WITH LAWS

2.14.1 The owner, operator, hirer, pilot in command and any other pilot of any aircraft granted a
licence, permission or approval that enters or departs 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. See Section 16 of the Air Navigation Act 1920 for more infor-
mation.
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2.15 SECTION 22 OF THE CIVIL AVIATION ACT 1988

2.15.1 Section 22 of the Civil Aviation Act 1988 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 pro-
vides for the regulation of civil aircraft flying over the territory of foreign countries without authori-
zation or for any purpose that is inconsistent with the aims of the Chicago Convention.
2.15.2 Aircraft under Australian jurisdiction shall not be flown over the territory of a foreign coun-
try without authorization 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-com-
mand must comply with an order to land or any other instruction that is given by an authorized
official of the foreign country.
2.15.3 The pilot-in-command who is found guilty of an offense under Section 22 shall be subject
to severe penalties such as imprisonment. Ancillary offenders (for example, the operator) may be
prosecuted under the Crimes Act 1914.
2.15.4 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 authorization over
the territory of a foreign country is required to obey a direction legally given by the aviation author-
ities 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.
2.16 AIRCRAFT NOISE OPERATING RESTRICTIONS

2.16.1 Under the Air Navigation (Aircraft Noise) Regulations 2018, 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, Chapter 4 or Chapter 14.
Aircraft with Chapter 2 noise certification are not permitted to operate.
2.16.2 Large, Marginally noise Compliant Chapter 3 (MCC3) jet aircraft are prohibited from oper-
ating at: Sydney, Melbourne, Brisbane, Perth, Adelaide, Hobart, Canberra, Darwin, Cairns, Gold
Coast, Williamtown, Essendon Fields and Avalon airports. For a full list of potentially affected air-
craft types, please contact the Assistant Secretary, Airports Branch. The department email
address is aircraft.permits@infrastructure.gov.au (see ENTRY REQUIREMENTS — NATIONAL
REGULATIONS AND REQUIREMENTS — Designated Authorities).
2.16.3 Operators of MCC3 aircraft who want to operate at these airports must apply to the
Department of Infrastructure for a (noise) exemption to operate. The department email address is
aircraft.permits@infrastructure.gov.au.
2.16.4 Aircraft owners and pilots requiring information about aircraft noise operating restrictions
or the Air Navigation (Aircraft Noise) Regulations 2018 should contact the Assistant Secretary,
Airports Branch.
IMPORTANT — International operators must also contact CASA to apply for a safety permission
to operate in Australian Territory. Contact details available online: www.casa.gov.au/aircraft/
foreign-operators.
International operators must also contact the Department of Home Affairs to apply for aviation
security approval to operate in Australian Territory. Contact details available online: www.homeaf-
AUSTRALIA
fairs.gov.au/about-us/our-portfolios/transportsecurity/air-cargo-and-aviation/aviation/aircraft-oper-
ators.
2.17 AIR CARRIERS’ LIABILITY AND INSURANCE

2.17.1 Australia's carriers’ liability and insurance arrangements are outlined in the Civil Aviation
(Carriers’ Liability) Act 1959 (the CACL Act). The Act gives the force of law to a number of pas-
senger liability frameworks, including those arising under the ‘Warsaw System’, the Montreal Con-
vention, and a separate system of liability for domestic travel.
2.17.2 Commercial passenger transport operations are required to maintain appropriate insur-
ance arrangements in accordance with the requirements of the Act and the operator’s licence(s).
3 DESIGNATED INTERNATIONAL AIRPORTS — AUSTRALIA

NOTE: Operations by aircraft at all of the airports listed in the following paragraphs are limited to
the pavement strengths shown against the airport published in the Airport Directory. Prior applica-
tion must be made for a pavement concession where this is necessary.
3.1 MAJOR INTERNATIONAL AIRPORTS

3.1.1 “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.
Airport Clearances Available

Adelaide
Brisbane
Cairns
Darwin Customs, immigration and biosecurity
Melbourne
Perth
Sydney
NOTE: Reasonable notification required for non-scheduled traffic. Mandatory biosecurity reporting
requirements apply to all non-scheduled flights landing in Australian Territory.
3.2 RESTRICTED USE INTERNATIONAL AIRPORTS

3.2.1 “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 coincide with flights with prior approval only.
3.2.2 Restricted Use International Airports are:
a. Avalon
b. Brisbane West Wellcamp
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NOTE: A First Port of Entry for biosecurity for overseas freighter aircraft only and goods
carried on a freighter aircraft, except live horses. All other aircraft require prior DAWE —
Biosecurity approval to land.
c. Broome
d. Canberra
e. Coffs Harbour
NOTE: Coffs Harbour is not determined as a first point of entry for overseas aircraft –
requires prior DAWE — Biosecurity approval to land.
f. Gold Coast
NOTE: Although not categorized as a major international airport, Gold Coast Airport has an
ongoing border agency presence to conduct customs, immigration and biosecurity clearan-
ces.
g. Hobart
h. Learmonth
NOTE: Learmonth is a determined first point of entry for biosecurity for overseas aircraft, but
goods are not permitted to be unloaded – requires prior DAWE — Biosecurity approval.
i. Lord Howe Island
NOTE: Lord Howe Island is not determined as a biosecurity first point of entry for overseas
aircraft – requires prior DAWE — Biosecurity approval to land.
j. Port Hedland
k. Sunshine Coast
l. Townsville
m. Williamtown/Newcastle
3.2.3 The airline or its agent/representatives may be responsible for covering additional expen-
ses relating to the positioning of resources from another border agency base to a Restricted Use
International Airport.
3.3 ALTERNATE AIRPORTS TO INTERNATIONAL AIRPORTS

3.3.1 “Alternate Airport” means an airport specified in the flight plan to which a flight may pro-
ceed when it becomes inadvisable to land at the airport of intended landing (see also – ENTRY
REQUIREMENTS — ENTRY, TRANSIT AND DEPARTURE OF PASSENGERS AND CREW —
Landings At Designated Alternate Airports or Elsewhere Than At Designated International Air-
ports Within Australia).
3.3.2 The Airline or its agent/representatives may be responsible for covering additional expen-
ses relating to the positioning of resources from another border agency base to an Alternate Air-
port.
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3.3.3 The following designated airports have customs, immigration and biosecurity clearances
available if reasonable notification of diversion is given:
a. Canberra
b. Gold Coast
c. Port Hedland
d. Townsville — may be nominated as an international alternate for wide-bodied aircraft subject
to the following conditions:
– Use of the military apron will be subject to the requirements of the RAAF.
– Taxiway “K” may be used when the military apron is not available.
3.3.4 In the event of emergency/distress, an aircraft engaged in an international flight may land
at the following alternate airports:
a. Alice Springs
b. Avalon
c. Busselton Margaret River
d. Coffs Harbour
e. Geraldton
f. Kalgoorlie
g. Launceston
h. Learmonth
i. Rockhampton
j. Tindal
When safe to do so, the aircraft is then required to proceed directly on to a designated interna-
tional airport where customs, immigration and biosecurity clearances can be completed. Further
information is at ENTRY, TRANSIT AND DEPARTURE OF PASSENGERS AND CREW — Land-
ings at Designated Alternate Airports or Elsewhere Than at Designated International Airports
Within Australia.
3.4 INTERNATIONAL NON-SCHEDULED FLIGHT AIRPORTS

3.4.1 An “International Non-Scheduled Flight Airport” is an airport where approval may be gran-
ted, for international non-scheduled flights only, if the prescribed notice is provided in advance.
No other form of international operation is permitted.
Customs, immigration and biosecurity clearances are available if

Horn I
reasonable prior notice is given.
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3.5 EXTERNAL TERRITORY INTERNATIONAL AIRPORTS

3.5.1 “External Territory International Airport” means an airport of entry and departure for inter-
national air traffic, located upon an Australian External Territory, where all formalities incident to
Immigration, Biosecurity and Territory Customs, and similar procedures are available.
3.5.2 Australian external territory international airports are as follows:
a. Christmas Island
b. Cocos (Keeling) Islands
c. Norfolk Island
3.5.3 At these airports, customs, immigration and biosecurity clearance services are provided to
coincide with approved flights only.
4 TORRES STRAIT BIOSECURITY REQUIREMENTS

4.1 Several pests and diseases present in the Torres Strait and nearby Papua New Guinea are
not found on mainland Australia. Consequently, biosecurity legislation controls the movement of
goods such as fresh fruit and vegetables, meat and meat products, live plants, seeds and plant
materials, live animals, hides, skins and soil, south from the “Torres Strait Protected Zone” (north-
ern islands) to the “Permanent Biosecurity Monitoring Zone” (Thursday Island group), or from
either of these two zones to the mainland.
Movement of these goods is restricted by the Department of Agriculture and Water, and the Envi-
ronment (the department). A permit is required for certain goods.
4.3 Pilots should ensure that an aircraft travelling south from either of these zones to the main-
land are suitably disinsected.
Pilots must ensure they notify the department before departing to the Australian mainland. Pilots
must attempt to contact biosecurity staff at the island departure point. This can be done 30
minutes prior to departure from the Torres Strait. A biosecurity officer may inspect your aircraft
and goods carried by crew or passengers. A notification number will be issued by a biosecurity
officer, which pilots should record for auditing purposes. If there is no biosecurity officer available
on their island of departure, pilots must contact the Department 30 minutes prior to arrival on the
mainland by contacting the department officers at Horn Island Airport on 07 4069 1310 or the
Thursday Island Office on 07 4212 0185.
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ENTRY, TRANSIT AND DEPARTURE OF PASSENGERS AND CREW
5 ENTRY AND DEPARTURE REQUIREMENTS AND

PROCEDURES WITHIN AUSTRALIA
5.1 INTRODUCTION
In response to the COVID-19 pandemic, the Australian government has implemented strict vacci-
nation, pre-departure testing and travel exemption requirements for travel to Australia (up-to-date
information is available from: www.homeaffairs.gov.au/covid19/covid19.homeaffairs.gov.au).
Travellers and aircrew need to ensure they understand and are fully compliant with all relevant
requirements for travel to Australia.
The two stages of examination of passengers:
a. biosecurity processing, and
b. customs and immigration processing.
5.1.2 Standard procedures have been designed to facilitate the clearance of passengers
through the two stages of examination.
5.2 BIOSECURITY REQUIREMENTS

5.2.1 General
5.2.1.1 Australia is free from many diseases, pests and weeds which cause serious damage in
other parts of the world. Air crew and passengers are required to comply with legislative require-
ments under the Biosecurity Act 2015.
5.2.1.2 Detailed information about the biosecurity requirements for overseas aircraft can be
found on the Department of Agriculture, Water and the Environment website at: www.agricul-
ture.gov.au/biosecurity/avm/aircraft/.
5.2.2 Disinsection
All aircraft are required to meet Australia’s disinsection requirements. The operator of an over-
seas aircraft will make arrangements for the disinsection of the aircraft in a manner, and within a
time, approved by the Director of Human Biosecurity.
5.2.2.2 The following disinsection options are available to airline operators to meet Australia’s
cabin and hold disinsection requirements:
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-departure method Pre-departure - 2% d-phenothrin 1 shot - containing d-phenothrin
or 1R-trans-phenothrin 2% 2% or 1R-trans-phenothrin 2%
and permethrin 2%
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Method Cabin Chemicals Hold Chemicals

On arrival 2% d-phenothrin 1 shot - 2% permethrin and 2% d-
phenothrin
NOTE: *The World Health Organization (WHO) no longer recommends the ‘pre-flight and top-of-
descent’ aircraft disinsection method. This method is no longer an approved method for aircraft
arrivals into Australia and may be replaced by the ‘pre-departure’ method or one of the other ap-
proved methods listed above. Aircraft operators intending to arrive in Australia should check the
Department of Agriculture, Water and the Environment website to confirm the availability of disin-
section options, www.agriculture.gov.au/biosecurity/avm/aircraft/disinsection, or contact biose-
curity officials at the intended arrival airport.
5.2.2.3 The Residual and Pre-embarkation methods can only be used when an Approved
Arrangement with the DAWE or a Compliance Agreement with the Ministry for Primary Industries,
New Zealand (MPI) has been administered.
5.2.2.4 The ‘Schedule of aircraft disinsection procedures for flights into Australia and New Zea-
land’ has been prepared in cooperation between the DAWE and the MPI. Further information is
available at: www.agriculture.gov.au/biosecurity/avm/aircraft/disinsection.
5.2.2.5 If an aircraft has not completed the required disinsection measures prior to arrival, a pre-
arrival report must be given stating that fact — see sections 5.2.3 and 5.2.5.
5.2.3 Pre-Arrival Reporting Requirements
5.2.3.1 Prior to arrival at a first point of entry in Australia, the operator of an international aircraft
is required to advise the DAWE – Biosecurity 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 (see paragraph 5.2.4);
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;
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.
NOTE: The report may be delivered through an airline authorized representative at the arrival air-
port. However it remains the liability of the aircraft operator to ensure any such reports are deliv-
ered to a biosecurity officer.
5.2.3.2 The operator or commander of the aircraft on a non-scheduled flight must also report the
following additional information without exception:
a. Information identifying the aircraft;
b. The intended first landing place of the aircraft in Australian territory;
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c. The estimated day and time of arrival of the aircraft;

d. The name and contact details of:
1. the operator of the aircraft; and
2. 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.
NOTE: The report may be delivered through an airline authorized representative at the arrival air-
port. However it remains the liability of the aircraft operator to ensure any such reports are deliv-
ered to a biosecurity officer.
5.2.3.3 The pre-arrival report must be given:
a. at the earlier of:
1. as close to the top of descent as is operationally practicable before the aircraft is esti-
mated to arrive at its first landing place in Australian territory; and
2. 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 infor-
mation to the DAWE – Biosecurity prior to the departure of the aircraft from the last port before
entering Australian territory.
5.2.3.4 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).
5.2.3.5 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.
5.2.4 Ill Passengers or Death On Board
5.2.4.1 Any traveller showing signs of a listed Human Disease or a serious illness and needing
medical assistance must be reported to a biosecurity officer in a pre-arrival report (see Pre-Arrival
Reporting Requirements). Airlines/Commanders are required to report any changes to this status
that occur after submitting the pre-arrival report.
5.2.4.2 The operator of the aircraft is responsible for requesting medical or ambulance services.
5.2.4.3 Any of the following are considered possible signs or symptoms of a Listed Human Dis-
ease (LHD) or reportable illness:
a. fever or suspected fever;
b. jaundice;
c. a new rash;
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d. unusual bleeding;
e. a new coughing illness; and
f. any illness that required prompt medical assistance.
5.2.4.4 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.
d. Commanders are not required to report a traveller who has a pre-arranged medical transfer
prior to boarding the flight.
5.2.4.5 The operator of an aircraft is legally responsible for ensuring the DAWE – Biosecurity is
notified. Failure to report ill travellers, as listed above, or death on board an aircraft is an offense
under the Biosecurity Act 2015 and can lead to the application of additional reporting require-
ments, fines or civil penalties.
5.2.4.6 Any contaminants on the aircraft from dead or sick people must be cleaned or disinfec-
ted 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.
5.2.4.7 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 biosecurity officers.
5.2.5 Pratique
5.2.5.1 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 dis-
playing 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 paragraph 5.2.3 was not provided.
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5.2.5.2 Any aircraft not entering under (automatic) positive pratique will be met on arrival by a
biosecurity officer. All passengers and crew must remain on board until pratique is granted by this
officer. When the biosecurity officer is satisfied that there are no further biosecurity issues, the
officer will verbally grant pratique and advise that disembarkation and the unloading of baggage
and other goods may commence.
5.2.6 Biosecurity Waste
5.2.6.1 All cabin, galley and hold biosecurity waste on board the aircraft must only be collected,
transported, stored and/or treated by either a service provider that has entered into an approved
arrangement with the DAWE – Biosecurity or under the supervision of the DAWE – Biosecurity on
a fee for service basis.
5.2.6.2 Biosecurity waste may include refuse and sweepings from areas of the aircraft, any
unconsumed and partly consumed foods, 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 stabilize imported goods.
5.2.6.3 Unmanaged waste, non-compliant handling of waste or inadvertent contamination detec-
ted on an aircraft may result in action being required to be taken by the aircraft operator. This can
result in delays to the servicing and turn-around of the aircraft.
5.2.6.4 The operator/commander of an aircraft arriving in Australian territory must ensure that
waste has been removed from the aircraft before the aircraft is moved further within Australian
territory, unless prior approval has been given by the DAWE – Biosecurity.
5.2.7 Biosecurity In-Flight Announcement
5.2.7.1 Prior to arrival in Australia (at top of descent), operator/commander of all international
aircraft must provide, to all travelling passengers and crew, the approved in-flight announcement
in audio or video format which outlines Australia’s biosecurity requirements. If the audio message
cannot be played, commanders must ensure that their crew make a verbal in-flight announcement
prior to arrival in Australia.
5.2.7.2 The delivery of the announcement is a legal requirement under Australian law. The
audio or video announcement is available in a number of formats and languages on the DAWE
website at: https://www.agriculture.gov.au/biosecurity/avm/aircraft/guidelines-operators.
The approved announcement must not be edited.
5.2.8 Required Vaccination and Health Documents
5.2.8.1 All persons (passengers and crew) arriving in Australia must have the following docu-
ments ready for examination by a biosecurity officer and an ABF Officer when requested:
a. An Incoming Passenger Card or crew declaration (as applicable).
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). A list of yellow fever declared countries can be found in the Australian
Biosecurity (Entry Requirements) Determination 2016.
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NOTE: If the person does not have a valid certificate, entry into Australia will be permitted after
assessment by a biosecurity officer.
5.2.8.2 Passengers and crew will pass from the aircraft to the ABF Entry Control Point where
the vaccination certificates will be assessed.
5.2.8.3 Australia has no vaccination requirements for departure. However, travellers will have to
satisfy the requirements of countries to, or through which, they travel.
5.2.9 Biosecurity Screening of Baggage
5.2.9.1 Biosecurity screening of the baggage of passengers and crew, where required, normally
occurs at the airport at which passengers and crew disembark the aircraft.
5.2.9.2 The baggage of passengers and crew disembarking at a particular airport will be unloa-
ded from the aircraft and collected by passengers and crew after they have passed the Entry
Control Point.
5.2.9.3 The baggage of passengers and crew requiring biosecurity screening will be screened
by x-ray, detector dog or manual inspection. Screening of baggage by x-ray and/or detector dog
may result in subsequent manual inspection.
5.2.9.4 After any required biosecurity screening of passenger and crew baggage has been com-
pleted and after any biosecurity risk goods and/or non-compliance have been addressed, the pas-
sengers and crew will remove their baggage from the secondary examination area.
5.2.10 Conditionally Non-Prohibited Goods
5.2.10.1 The following goods must not be imported into Australia unless the relevant import con-
ditions have been met as outlined in the DAWE Biosecurity Import Conditions Database (BICON),
available online https://bicon.agriculture.gov.au/BiconWeb4.0:
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 trea-
ted, exported or forfeited to the Commonwealth for disposal.
5.2.10.2 The Biosecurity (First Point of Entry) Determinations detail the first points of entry into
Australia through which aircraft and goods may enter Australia. The determination may designate
locations within the first point of entry, called biosecurity entry points, where specific classes of
goods must be unloaded.
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5.2.10.3 A list of first points of entry is available on the DAWE Biosecurity website at: www.agri-
culture.gov.au/import/before/sending/airports.
5.3 IMMIGRATION/EMIGRATION REQUIREMENTS

5.3.1 General
5.3.1.1 Information in this section is based on the Migration Act 1958, the Migration Regulations
1994 and the Customs Act 1901.
5.3.1.2 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 Aus-
tralia’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 offense against Section 229(1) of the Migra-
tion Act 1958 unless the non-citizen when entering Australia:
a. is in possession of evidence of a visa that is in effect and that permits them to travel to Aus-
tralia;
b. is deemed to be a person having a prescribed status and holds a special purpose visa;
c. is a transit passenger who meets certain criteria;
d. is eligible for a special category visa; or
e. is entering by sea and has a maritime crew visa.
5.3.1.3 A person who is guilty of an offense against Section 229(1) of the Migration Act is liable,
upon conviction, for a fine not exceeding AU$10,000 for each non-citizen who is brought to Aus-
tralia. In lieu of prosecution, airlines may pay a penalty of AU$5000.
5.3.2 Advance Passenger Processing and Reporting of Passengers and Crew
5.3.2.1 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 Home
Affairs though the electronic Advance Passenger Processing (APP) system. The information is
collected at check-in through the APP system and transmitted to Australia for use by border agen-
cies prior to the arrival of the aircraft. Airlines seeking detailed information concerning the legisla-
tive and system requirements can contact Home Affairs at: appwebsite@abf.gov.au.
5.3.2.2 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 through form 2A and 2B for passengers and
form 3 and 3B for crew.
5.3.3 Inwards Clearance — Passports or Other Travel Document
5.3.3.1 All persons seeking to enter Australia, whether for a visit or temporary or permanent res-
idence, 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 pur-
poses. A valid passport is required for travel to Australia from all overseas destinations.
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Some countries still issue family group passports which may cover, for example, a husband
and/or wife and children. For entry control purposes, Australia accepts dependents who are
endorsed on such passports only when accompanied by the principal holder.
5.3.3.3 Passports are not required for holders of the following:
a. Certificates of Identity, Documents of Identity 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).
c. Laissez-passer (travelling on duty), issued by the United Nations.
d. Military identity documents and movement orders issued to members of:
1. armed forces that have a Status of Forces Agreement with Australia (France, Papua
New Guinea, Republic of the Philippines, Singapore, USA, Malaysia and New Zealand);
2. Asia-Pacific armed forces (Brunei, Fiji, Malaysia, Thailand and Tonga); or
3. Commonwealth forces of 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.
4. More information is available at: www.abf.gov.au/entering-and-leaving-australia/cross-
ing-the-border/military-personnel.
e.
e.
5.3.3.4 Certificates for air crew members, travelling on duty as operational or positioning crew:
a. operational crew must carry a current identity document issued by the airline by which the
crew member is employed (“Airline ID card”) and a valid passport; and
b. 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.
5.3.3.5 Documents issued to stateless persons as follows:
a. Certificate of Identity, provided it holds proof to re-enter the country of residence; or
b. Titre de Voyage issued to persons recognized as refugees under the 1951 Convention
Relating to the Status of Refugees.
5.3.3.6 Domestic passengers who are only travelling on domestic sectors of international flights
within Australia must carry acceptable forms of photo-identification.
5.3.3.7 Domestic passengers who are only travelling on domestic sectors of international flights
within Australia must carry acceptable forms of photo-identification.
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5.3.4 Visa Requirements

With the exception of New Zealand passport holders and prescribed classes of persons under the
Special Purpose visa framework (see paragraphs 5.3.4.8 and 5.3.4.9), all non-citizens are
required to have a visa for travel to Australia.
5.3.4.2 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 Aus-
tralia. 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.
The majority of visas granted will not be evidenced by a stick-in visa label in a passport as visa
labels ceased to be issued from 1 September 2015. Existence of a visa should be verified by air-
lines at check-in via the APP system.
5.3.4.4 There are two types of visas: temporary and permanent.
5.3.4.5 Electronic Travel Authorities (ETA) are temporary visas for short term stays for tour-
ism or business visitor activities.
5.3.4.6 Where capable, airlines may apply for ETA for tourist or short term business travel to
bearers of passports issued by the following countries:
Andorra Ireland Singapore

Austria Italy South Korea
Belgium Japan Spain
Brunei Liechtenstein Sweden
Canada Luxembourg Switzerland
Denmark Malaysia Taiwan
Finland Malta United Kingdom
France Monaco (British Citizens and British Nationals
Overseas)
Germany Netherlands
Greece Norway
Hong Kong Portugal USA
Iceland San Marino Vatican City
5.3.4.7 Further information regarding these visas and the visa application process can be found
at www.eta.homeaffairs.gov.au including authenticating Taiwanese passports.
5.3.4.8 Special Purpose Visas (SPV) are a class of temporary visa taken to have been granted
by operation of law to certain persons or classes of persons.
5.3.4.9 SPV holders are not required to complete an application form provided they belong to
any of the following classes of persons:
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a. 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;
b. Members of Asia Pacific armed forces (Brunei, Fiji, Malaysia, Thailand or Tonga) travelling
on duty and holding military identity documents and movement orders;
c. Members of the following 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 Ire-
land);
d. 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 rele-
vant country;
e. Dependents 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 dependent 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;
f. 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 posses-
sion of a letter from the employer regarding aircrew status, purpose of travel and arrange-
ments for departure from Australia within five 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; and
g. Transit passengers (not applicable to stateless persons and refugees) who are direct transit
passengers arriving and departing by aircraft are taken to hold a SPV provided they:
1. will be continuing their journey to a third country by the same or a connecting aircraft
within eight hours of arrival in Australia;
2. 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 SPV will cease.
3. are in possession of confirmed onward reservations and hold correct documentation for
entry to their destination; and
4. be a citizen of the following countries:
Andorra, Argentina, Austria, Belgium, Brunei, Canada, Chile, Croatia, Cyprus, Czech
Republic, Denmark, Estonia, Federated States of Micronesia, Fiji, Finland, France,
Germany, Greece, Hungary, Iceland, Indonesia, Ireland, Italy, Japan, Kiribati, Latvia,
Liechtenstein, Lithuania, Luxembourg, Malaysia, Malta, Mexico, Monaco, Nauru, Neth-
AUSTRALIA
erlands, New Zealand, Norway, Oman, Palau, Papua New Guinea, Philippines,
Poland, Portugal, Qatar, Republic of Bulgaria, Republic of Marshall Islands, Republic of
South Africa, Romania, Samoa, San Marino, Singapore, Slovakia, Slovenia, Solomon
Islands, South Korea, Spain, Sweden, Switzerland, Thailand, Tonga, Tuvalu, United
Arab Emirates, United Kingdom (including its colonies), United States of America, Uru-
guay, Vanuatu, Vatican
5. are a resident of Hong Kong holding Hong Kong Special Administrative Region
(HKSAR) passports or British National Overseas (BNO) passports;
6. are a resident of Taiwan holding a passport issued by the Authorities of Taiwan (other
than passports purported to be official or diplomatic passports);
7. are official passport holders from India;
8. are diplomatic passport holders, excluding holders of:
– Arab Non-National Passports; and
– diplomatic passports from the following countries:
Afghanistan, Algeria, Angola, Bahrain, Comoros, Democratic People’s Republic of
Korea, Egypt, Iran, Iraq, Jordan, Kuwait, Lebanon, Libya, Madagascar, Mauritania,
Morocco, Pakistan, Republic of Yemen, Russian Federation, Saudi Arabia, Sierra
Leone, Somalia, Sudan, Syria, Tunisia, Zimbabwe
h. are members of the Royal family or a Royal Party;
i. are official guests of the Australian Government and accompanying members of their imme-
diate family.
5.3.4.10 Special Category Visa (SCV). A New Zealand citizen, who holds and produces a valid
New Zealand Passport to an officer or authorized 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 SCV at the border.
5.3.4.11 Merchant Seaman. The visa regulations for merchant seamen if they arrive in Aus-
tralia by air are the same as for holders of normal passports.
5.3.5 Returning Non-Citizen Permanent Residents of Australia
5.3.5.1 Non-Australian citizens who are permanent residents of Australia wishing to travel over-
seas 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 Home Affairs Departmental
systems. Airlines will need to confirm with the Department of Home Affairs whether holders of
these wet stamps are returning to Australia within three years of their most recent departure.
These wet stamps are also acceptable in expired or cancelled passports or other travel docu-
ments provided the holder also has a valid national passport.
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5.3.6 Incoming Passenger Cards

5.3.6.1 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 5.3.4.9 g.
c. other individuals specified in Migration Regulations 1994, Section 9, Part 2.
5.3.6.2 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.
5.3.6.3 Incoming Passenger Cards are available in English and a number of foreign languages.
All written fields on incoming passenger cards must be completed in the English language.
5.3.7 Examination of Crew and Passengers
5.3.7.1 Immigration examination of passengers is generally done at the point of final disembar-
kation in Australia, except when special arrangements to the contrary have been made.
5.3.7.2 For the purposes of examination, the following documents must be ready for presenta-
tion to the ABF Officer:
a. Aircraft Crew
1. For operational flight crew, a valid passport and a certificate of status from their
employer in the form of an airline ID card.
2. 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.
3. A completed Form B465 Crew Declaration, which can be accessed via:
www.abf.gov.au/help-and-support/forms
b. Passengers
1. In the case of Australian citizens, valid Australian passports, or other valid documents of
identity having the characteristics of passports, and Incoming Passenger Cards.
2. In the case of New Zealand citizens, valid New Zealand passports and Incoming Pas-
senger Cards.
3. In the case of all other persons, valid national passports or other acceptable documents
listed in 5.3.4.2, with visa as required for entry into Australia, and Incoming Passenger
Cards.
5.3.8 Outwards Clearance — Documentation
5.3.8.1 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 the Department of Home Affairs through the electronic
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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 the Department of
Home Affairs at: travellerpolicy@abf.gov.au, or the ABF at: appwebsite@abf.gov.au.
5.4 CUSTOMS REQUIREMENTS

5.4.1 Inward Clearance — Documentation
The pilot in command (or authorized agent) of an aircraft landing at a designated international air-
port which is the first airport of call in Australia shall furnish the following documents to the
Department of Home Affairs (see ENTRY REQUIREMENTS — ENTRY, TRANSIT AND DEPAR-
TURE OF AIRCRAFT – paragraph 2.3):
a. Impending Arrival Report, lodged in the ICS electronically;
c. Cargo Report;
d. Crew Declaration;
e. List of Stores.
5.4.2 Examination of Crew and Passengers — Arrivals
5.4.2.1 Complete ABF examination of the baggage of passengers and crew members is nor-
mally made at the airport where the passengers and crew members finally disembark from the air-
craft.
5.4.2.2 Baggage of all persons (including crew) destined for that airport will be unloaded and
brought into the baggage examination area of the terminal building for examination. Crew bag-
gage will be separated from passenger baggage. Cargo will be unloaded for immediate delivery to
a depot licensed by the Australian Border Force.
5.4.2.3 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
Crew Declaration. See ENTRY REQUIREMENTS — ENTRY, TRANSIT AND DEPARTURE OF
AIRCRAFT – paragraph 2.3.
5.4.2.4 Passengers and crew, after disembarking, must proceed to the Entry Control Point for
completion of Customs, Immigration and Biosecurity requirements.
5.4.2.5 All persons entering Australia who are in possession of AUD$10,000 or more in Austral-
ian currency, or equivalent foreign currency, must complete a Cross-Border Movement-Physical
Currency 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 checks, money orders,
checks, or other bearer negotiable instruments of any amount.
AUSTRALIA
5.4.2.6 After the examination of crew and passenger baggage has been completed and customs
duty and tax (if any) paid, the persons concerned will be authorized to remove their baggage from
the secondary examination area.
5.4.3 Outward Clearance — Documentation
5.4.3.1 The pilot in command (or authorized 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 (see ENTRY REQUIREMENTS — ENTRY, TRANSIT AND
DEPARTURE OF AIRCRAFT – paragraph 2.3):
a. Export Permits (when required);
b. Departure Report;
c. Outward Manifest.
5.4.3.2 When aircraft landing in Australia are in transit, the pilot in command or authorized agent
will present documents for inward clearance. The ABF Officer will, where requested, sign and
stamp the General Declaration presented on arrival in Australia and return it to the pilot in com-
mand. A certificate of clearance will be provided to the pilot upon completion of all reporting for-
malities and permits the aircraft to depart the airport.
5.4.4 Examination of Crew and Passengers — Departures
5.4.4.1 All persons leaving Australia who are in possession of AUD$10,000 or more in Austral-
ian currency, or equivalent foreign currency, must complete a Cross-Border Movement-Physical
Currency 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 taken out of Australia, but failure to declare the currency may
5.4.4.2 The baggage of outward passengers may be subject to Customs examination.
5.4.4.3 Passengers departing Australia are required to, subject to exemptions, pay the Passen-
ger Movement Charge whether ticketed or not.
5.4.4.4 Information for visitors can be found at: www.abf.gov.au/entering-and-leaving-australia/
crossing-the-border/at-the-border.
6 TRANSIT PASSENGERS — CLEARANCE REQUIREMENTS

AND PROCEDURES WITHIN AUSTRALIA
6.1 IMMIGRATION REQUIREMENTS
6.1.1 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 or different aircraft.
6.1.2 Direct transit passengers will need to hold an appropriate visa unless they meet require-
ments in paragraph 5.3.4.9, in which case they will be taken to hold a special purpose visa.
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6.1.3 Passengers disembarking in Australia (i.e., leaving the transit area) from such a through-
flight must present passport/travel documents, visas, Incoming Passenger Cards and airline tick-
ets evidencing confirmed onward booking to a third country.
6.1.4 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) are required to be presented.
6.1.5 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:
“Through-Flight. A particular operation of aircraft, identified by the operator by the use through-
out of the same symbol from point of origin via any intermediate points to point of destination.”
6.1.6 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.
6.1.5
6.2 CUSTOMS AND BIOSECURITY REQUIREMENTS

6.2.1 Transit passengers (either proceeding on the same aircraft or another aircraft) are not
required to make a customs or biosecurity declaration provided they do not pass through a cus-
toms control point.
6.2.2 Personal hand baggage covers only normal personal requisites needed by the passenger
for the period of the stopover. Such baggage, however, is liable to inspection.
6.2.3 Passengers having other articles may be required, at the discretion of an ABF or biosecur-
ity officer, to make a customs declaration.
6.3 REQUIREMENTS FOR THE AIRLINE REPRESENTATIVE

6.3.1 Passenger and Crew Manifests. The airline representative should hand over the follow-
ing 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 connect-
ing with another international flight;
c. a flight interruption manifest or manifest of travellers/crew who have been offloaded onto
alternative international flights rather than not departing. This will assist in reconciling travel-
ler movements post processing.
6.3.2 Coordinating Traveller/Crew Processing. 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;
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c. international traveller/crew originating from another port in Australia;

d. domestic travellers;
e. unlawful non-citizens, including removees.
6.3.3 Cancelled or Aborted Flights Departing Australia. Following the decision to cancel or
abort a flight, an airline representative must advise an ABF officer.
7 LANDINGS AT DESIGNATED ALTERNATE AIRPORTS OR

ELSEWHERE THAN AT DESIGNATED INTERNATIONAL
AIRPORTS WITHIN AUSTRALIA
7.1 GENERAL
7.1.1 Landings elsewhere than at major international, restricted use international, and interna-
tional 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.
7.1.2 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.
7.1.3 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.
For charter aircraft and other flights arriving at alternate airports or non-international airports, see
paragraph 8.3.
7.2 DESIGNATED ALTERNATE AIRPORTS TO INTERNATIONAL

AIRPORTS
7.2.1 A list of the designated Australian airports (see also ENTRY REQUIREMENTS — ENTRY,
TRANSIT AND DEPARTURE OF AIRCRAFT – paragraph 3.3):
7.2.2 General procedures effective for when a landing is to be made by an international aircraft
at a designated alternate airport are as follows:
a. Biosecurity. Biosecurity officers of the DAWE are not stationed permanently at the airport,
and the airport is serviced for international arrivals under a request for service arrangement.
b. Customs and immigration. ABF Officers of the Department of Home Affairs are not sta-
tioned permanently at the airport. The relevant District Office or a Local Area Command in
the ABF will be established and be responsible for coordinating the border agency response.
AUSTRALIA
It will establish ongoing communication with the airport, airline, biosecurity officers and police
if required.
7.2.3 The Airline or its agent/representatives may be responsible for covering additional expen-
ses relating to the positioning of resources from another border agency base to an Alternate Air-
port.
7.2.4 Additional or varied procedures are in place at the alternate airports outlined in the follow-
ing table:
Additional or Varied Biosecurity, Customs and Immigration Proce-

Airport
dures
Alice Springs An officer of the Northern Territory police (ABF representative) will exer-
cise surveillance over the aircraft while it is at the airport.
Gold Coast Biosecurity and ABF officers 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 Aus-
tralia.
Kalgoorlie 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.
Learmonth Goods must not be landed at this airport unless an application has been
made under Section 146 of the Biosecurity Act 2015 and approval gran-
ted.
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.
Port Hedland Biosecurity and ABF officers are stationed at Port Hedland but not at the
airport.
Tindal Goods must not be landed at this airport unless an application has been
made under Section 146 of the Biosecurity Act 2015 and approval gran-
ted.
Aircraft other than jet fighter aircraft must not be landed at this airport
unless an application has been made under Section 239 of the Biosecur-
ity Act 2015 and approval granted.
An airline representative/RAAF personnel may board with the relevant
documents.
Townsville Biosecurity and ABF officers are stationed at Townsville but not at the
airport.
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7.3 LANDING MADE OTHER THAN AT DESIGNATED ALTERNATE

AIRPORT
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 by other means if this method of communication
is not available).
7.3.1 Procedures for such landings are outlined below.
7.3.2 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 communica-
tion with the airport, airline, biosecurity officers and police if required.
7.3.3 The pilot in command is responsible for ensuring the following:
a. If pratique has not been granted to the aircraft at any previous landing in Australian territory,
contact between passengers, crew and other persons is avoided.
b. Cargo, stores, baggage and mail, if required to be removed from the aircraft for safety rea-
sons, must be deposited in a nearby area and remain there pending completion of the nec-
essary formalities. Mail must be disposed of as is required pursuant to para 7.4.4 of lCAO
Annex 9.
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, and
stones of fruit) must be collected by the aircraft operator and returned to the galley refuse
container. The contents of the galley refuse container should not be removed from the air-
craft except for hygiene reasons, in which case they must be disposed of, as may be direc-
ted by a biosecurity official.
7.3.4 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. This may include the securing of suitable accommodation and the
avoiding or minimizing of loss or destruction to the aircraft itself and its load.
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).
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
designated major international airports (see ENTRY REQUIREMENTS — ENTRY, TRANSIT
AUSTRALIA
AND DEPARTURE OF AIRCRAFT — Major International Airports) and the Gold Coast Interna-
tional Airport.
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 Restric-
ted Use International Airports (other than Gold Coast), aircraft operators are required to obtain
prior approval from the NPPC for flights into and out of these airports. Aircraft operators should
comply with the following procedures to enable timely consideration by border agencies for appro-
val and clearances.
a. Submit written application. The Application process can be found at: www.abf.gov.au/
entering-and-leaving-australia/aircraft-requirements. Give at least ten (10) business days
notification to the following address prior to the arrival of the charter:
The Chairman
National Passenger Processing Committee
Address: Department of Home Affairs
Tel: 61 2 6246 1210
E-Mail: nppc@abf.gov.au
The application should include itinerary, aircraft type and estimated number of passengers/
crew.
b. Provide an Advance Passenger Information (API). If the charter operator does not hold
an International Air License, air operators should 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 International Air License
the operator should provide passenger and crew data through the APP system at check-in.
For more information, contact Home Affairs at: appwebsite@abf.gov.au. For departures,
deliver, email or fax similar Advance Passenger Information data to the 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$60 PMC from all liable passen-
gers and remit to the Department of Home Affairs in accordance with the conditions con-
tained within the PMC Arrangement.
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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8.4 PROCESSING OF THE APPLICATION

8.4.1 As soon as practicable, but normally within five working days after receipt of the applica-
tion, 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.
8.4.2 The appropriate regional ABF office will then contact the charter operator to discuss pro-
cessing arrangements.
9 DESIGNATED INTERNATIONAL AIRPORTS — AUSTRALIAN

EXTERNAL TERRITORIES — ENTRY AND DEPARTURE
REQUIREMENTS AND PROCEDURES
9.1 BIOSECURITY REQUIREMENTS FOR EXTERNAL TERRITORIES
9.1.1 The Biosecurity Act 2015 extends to the external Territories of Christmas Island, Cocos
(Keeling) Islands and Norfolk Island.
9.1.2 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, disinfection, pre-arrival
reporting, mandatory passenger announcement and practical requirements outlined in the Biose-
curity Act 2015 and subordinate legislation, including the Biosecurity Regulations 2016 and the
Biosecurity (Human Health) Regulation 2016.
9.1.3 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, including:
a. Biosecurity (Prohibited and Conditionally Non-Prohibited Goods – Norfolk Island) Determina-
tion 2016
b. Biosecurity (Conditionally Non-Prohibited Goods – Christmas Island) Determination 2016
c. Biosecurity (Conditionally Non-Prohibited Goods – Cocos (Keeling) Islands) Determination
2016.
These determinations can be found on the Federal Register of Legislative Instruments website:
www.legislation.gov.au.
9.2 EXTERNAL TERRITORY INTERNATIONAL AIRPORTS

9.2.1 The following is a list of the designated Australian External Territory International Airports
(see also ENTRY REQUIREMENTS — ENTRY, TRANSIT AND DEPARTURE OF AIRCRAFT):
a. Christmas Island (Indian Ocean)
c. 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.
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9.2.2 Aircraft operators should use the contact details listed in ERSA FAC to obtain specific
information and/or obtain copies of appropriate documents for these airports.
9.3 TERRITORY OF CHRISTMAS I (INDIAN OCEAN)

9.3.1 Summary of Documents to be Presented by Pilot or Authorized 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
9.3.2 Immigration Requirements – Christmas I (Indian Ocean)
a. 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 out-
side Australia.
b. 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 License.
9.3.3 Customs Requirements – Christmas I (Indian Ocean)
a. Inwards. Each passenger must declare all prohibited imports.
b. Outwards. Each passenger must declare all prohibited exports.
9.3.4 Passenger Movement Charge – Christmas I (Indian Ocean)
a. Inwards. Passengers travelling to Christmas Island (from Australia) and departing from
Christmas Island for another country are required to pay the Passenger Movement Charge
whether ticketed or not subject to valid exemptions.
b. Outwards. Passengers departing from an Indian Ocean Territory other than mainland Aus-
tralia are required to pay the Passenger Movement Charge whether ticketed or not subject to
valid exemptions.
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9.4 TERRITORY OF COCOS (KEELING) ISLANDS

9.4.1 Immigration Requirements – Cocos (Keeling) Islands
All non-citizens must hold visas prior to arrival at Cocos (Keeling) Islands when entering from
outside Australia.
b. No passports or visas are required when arriving on Cocos (Keeling) Islands from the Aus-
tralian 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) Islands for a foreign country.
c. There are no statutory restrictions on visits to Cocos (Keeling) Islands. It is preferred that
accommodation is confirmed prior to departure.
9.4.2 Customs Requirements – Cocos (Keeling) Islands
a. Inwards. Passengers must complete an Incoming Passenger Card for both Customs and
Immigration purposes. The card includes a Customs declaration, which includes a require-
ment to declare all prohibited imports.
9.4.3 Passenger Movement Charge − Cocos (Keeling) Islands
a. Inwards. Passengers travelling to Cocos (Keeling) Islands (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.
b. Outwards. Passengers departing for other than mainland Australia are required to pay the
Passenger Movement Charge whether ticketed or not, subject to exemptions.
9.5 TERRITORY OF NORFOLK ISLAND

9.5.1 Summary of Documents to be Presented by Pilot or Authorized 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
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9.5.2 Immigration Requirements – Norfolk Island

All non-citizens must hold visas prior to arrival at Norfolk Island when entering from outside
Australia.
b. No passports or visas are required when arriving on Norfolk Island from the Australian main-
land or Tasmania; however, some form of government issued identification must be pro-
duced for clearance through Customs/Immigration, e.g., Medicare Card or Driver License.
c. Flights from an overseas location to Norfolk Island via mainland Australia (including Tasma-
nia) must complete immigration clearance when the aircraft arrives in mainland Australia.
d. Airlines flying from an overseas location should not provide boarding passes to a passenger
all the way through to Norfolk Island if the flight first arrives in mainland Australia. Passen-
gers should collect bags and check-in at the airport to travel to Norfolk Island.
9.5.3 Customs Requirements – Norfolk Island
a. Inwards. Each passenger must declare all prohibited imports.
9.5.4 Passenger Movement Charge – Norfolk Island
a. Inwards. Passengers travelling to Norfolk Island (from Australia) and depart Norfolk Island
for another country are required to pay the Passenger Movement Charge whether ticketed or
not, subject to valid exemptions.
b. Outwards. Passengers departing from a Pacific Ocean Territory other than mainland Aus-
tralia are required to pay the Passenger Movement Charge whether ticketed or not, subject
to valid exemptions.
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ENTRY, TRANSIT AND DEPARTURE OF CARGO
11 CUSTOMS REQUIREMENTS CONCERNING CARGO AND OTHER

ARTICLES
11.1 CARGO REPORT
11.1.1 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 on board regardless of
whether the goods will be offloaded in Australia. Private charter flights which are carrying cargo
(air freight) are not exempt from these requirements.
11.1.2 The carrier (airline) is required, as the first cargo reporter, to report the full detail of cargo
for which they are directly responsible to the Australian Border Force. They are also required to
notify the Australian Border Force of any cargo carried on behalf of another cargo reporter and
the details of the depot operator who will first receive the cargo after it has been unloaded from
the aircraft at a place in Australia. This includes airline mail items (sometimes referred to as ‘on
company service’).
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. If the charter business is not a regu-
lar cargo carrier, and do not have the facilities to make a cargo report using the ICS, they are rec-
ommended to engage a Freight Forwarder or a bureau to submit the required electronic reports to
the ABF.
11.1.4 When a cargo report is submitted showing the cargo has a discharge port as an Austral-
ian port, but the destination port is not an Australian port, the ICS recognizes that ultimately the
cargo is destined for a place outside Australia. The ICS assigns the cargo report transshipment
status and will automatically generate a Transshipment Number. A Transshipment Number is a
valid Customs Authority Number for the purposes of export and must be quoted in the outwards
manifest.
11.2 LIST OF STORES (E.G. NARCOTIC DRUGS, BEER, WINE, SPIRITS

AND TOBACCO PRODUCTS)
11.2.1 When an aircraft has arrived at an airport in Australia, the operator must report the partic-
ulars of the aircraft’s stores and of any prohibited goods contained in those stores at the time of
arrival to the Australian Border Force via Form B367, Stores and Prohibited Goods Report. See:
www.abf.gov.au/form-listing/forms/b367.pdf.
11.2.2 The report of aircraft stores and prohibited goods must be made within three hours of the
arrival of the aircraft or before the certificate of clearance is issued, whichever happens first.
11.3 IMPORT DECLARATION FOR GOODS VALUED ABOVE AUD$1,000

11.3.1 Import declarations are used to clear goods with a value exceeding AUD$1,000 from
ABF control. Import declarations are communicated to the Australian Border Force electronically
via the ICS or by lodgement of a completed import declaration form (B650) at an ABF counter.
11.3.2 A self-assessed clearance declaration must be made for imported goods arriving by air
cargo valued at or below AUD$1,000.
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11.3.3 Temporarily imported goods subject to a carnet may be cleared without an import decla-
ration. Temporarily imported goods must be re-exported from Australia within the time period
specified by the ABF.
11.4 TREATMENT OF DIPLOMATIC AND CONSULAR GOODS

11.4.1 All air cargo consignments of diplomatic and consular goods require a cargo report. How-
ever, an import declaration is not required to be submitted to the Australian Border Force (for dip-
lomatic/consular/mail/pouch/bags).
11.4.2 Most diplomatic and consular goods are exempt from duty and taxes and cost recovery
charges provided the goods meet all the Australian Border Force and the DAWE – biosecurity
legislative requirements including the Customs (Prohibited Imports) Regulations 1956 and the
Biosecurity Regulations 2016. Where prohibited goods are to be imported, permission must be
obtained prior to the importations of the goods. Further details are available online:
www.abf.gov.au/importing-exporting-and-manufacturing/prohibited-goods.
11.4.3 The B615 form and other reporting requirements must be provided to the Australian
Border Force for the release of privileged imports from customs control.
11.5 DEPARTURE REPORT

11.5.1 The departure report is a prerequisite that must be satisfied before a certificate of clear-
ance can be granted by the Australian Border Force.
11.5.2 A departure report is a statement made by the pilot or owner of the aircraft, or an agent,
to the Australian Border Force providing information concerning the proposed date and time of
departure of the aircraft.
11.5.3 The departure report must be lodged electronically in the ICS.
11.5.4 For airlines that co-load/codeshare, a Departure Report is required for each flight number
even though it is the same aircraft departing.
11.6 OUTWARDS MANIFEST

11.6.1 Air cargo being exported from Australia must be reported in the form of an outward mani-
fest. The outwards manifest must specify all goods that were loaded on board the aircraft.
11.6.2 The pilot or owner of the aircraft must provide the outwards manifest electronically, in the
ICS, not later than three days after the day of departure of the aircraft.
11.6.3 If a departing aircraft is not carrying any export cargo, a manifest must still be lodged.
This manifest states that no cargo was loaded and is called a ‘Nil Manifest’.
11.7 EXPORT REPORTING

11.7.1 The exporter must lodge an export declaration and obtain a “clear” Export Declaration
Number before the cargo may be loaded for export. An export declaration can be communicated
by document or electronically through the ICS. An Export Declaration Number is required for the
following:
a. goods requiring a permit (regardless of value);
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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.
11.7.2 A Main Manifest Number is supplied by ABF.
11.8 CERTIFICATE OF CLEARANCE

The pilot of an aircraft must not depart from any airport without receiving an aircraft Certificate of
Clearance from an ABF Officer.
12 BIOSECURITY REQUIREMENTS
12.1 Australia is free from many diseases, pests and weeds which cause serious damage in
other parts of the world. Air crew and passengers are required to comply with legislative require-
ments under the Biosecurity Act 2015 to help preserve this.
12.2 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.
12.3 The relevant type of import declaration is required to be lodged for each imported consign-
ment of biosecurity interest prior to release of cargo.
12.4 The import conditions for cargo of biosecurity interest are outlined in the DAWE – Biosecur-
ity Import Conditions Database (BICON): https://bicon.agriculture.gov.au/BiconWeb4.0.
12.5 Transport and packaging requirements for live animal, avian and aquatic species are speci-
fied in the International Air Transport Association – Live Animal Regulations, available at:
www.iata.org/whatwedo/cargo/live-animals/Pages/index.aspx.
12.6 Importers should note that all biosecurity inspections, permits and entries carry a fee for
service charge. More information is available at: www.agriculture.gov.au/fees.
13 AIR CARGO SECURITY REQUIREMENTS

13.1 The Aviation Transport Security Act 2004 (ATSA) and the Aviation Transport Security Reg-
ulations 2005 (the Regulations) establish a regulatory framework to safeguard against unlawful
interference with aviation and maintain and improve aviation security.
13.2 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 scheme, the Accredited Air Cargo
Agent 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.
13.3 All outbound international air cargo is required to be examined at piece-level by a Regula-
ted Air Cargo Agent or originate from a Known Consignor. Piece-level examination means that
each individual box, carton or other item in a shipment must be examined at a deconsolidated
level. To originate from a Known Consignor means goods must be produced, packaged, stored,
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controlled, 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.
13.4 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 Regulated Air Cargo Agent.
Domestic air cargo must be examined at the piece level by a Regulated Air Cargo Agent, or origi-
nate from a Known Consignor and have a security declaration if it is loaded onto aircraft departing
any designated or tier 1 security controlled airport. This applies only to aircraft with a seating
capacity of 40 persons or more and/or a maximum take-off weight of 20,000kg or more. Closed
charter flights are excluded from the domestic air cargo examination requirements. Refer to Regu-
lation 1.03 of the Regulations for the definition of ‘closed charter operation’.
Enquiries around regulatory requirements should be directed to the Transport Security Guidance
Centre within the Cyber and Infrastructure Security Centre, Department of Home Affairs (see
ENTRY REQUIREMENTS — NATIONAL REGULATIONS AND REQUIREMENTS — Designated
Authorities).
13.7 Refer to AIR TRAFFIC CONTROL — AIR TRAFFIC RULES AND SERVICES — Australian
Air Cargo Prohibitions, for information on the current air cargo prohibitions that apply to cargo
origination from certain countries.
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AERODROMES AND AIR NAVIGATION SERVICES CHARGES
14 AERODROME/HELIPORT CHARGES
14.1 LANDING CHARGES
14.1.1 Most airports will have airport specific conditions of use (including access agreements)
and landing charge regimes. Aircraft operators should use the contact details listed in the ERSA
FAC section (not published herein) to obtain specific information and/or obtain copies of appropri-
ate documents.
14.2 PASSENGER MOVEMENT CHARGE

The PMC is an AUD$60 charge payable where a passenger departs Australia for another country,
whether or not the person returns to Australia. The PMC is administered by the Department of
Home Affairs and its operational arm, the Australian Border Force. The preferred method of col-
lection is through voluntary Arrangements with carriers, where the passenger pays PMC as incor-
porated in the ticket price. Details relating to the charge including how PMC is collected, how to
establish a PMC Arrangement and exemptions can be found online: www.abf.gov.au/entering-
and-leaving-australia/crossing-the-border/passenger-movement/passenger-movement-charge-
(pmc). Carriers operating out of Australia should contact the PMC Administration Office via email:
pmcadministration@abf.gov.au for further information on PMC and to establish an Arrangement.
15 AIRCRAFT CHARGES
15.1 INTRODUCTION
15.1.1 Airservices Australia is responsible for the provision of air navigation facilities and serv-
ices in Australia. These services are provided on commercial terms and Airservices levies flight-
based charges to recover the cost associated with these facilities and services, including ARFFS
from aircraft operators. Detailed information on Airservices charges, including how they are calcu-
lated and methods of payment, can be found online: www.airservicesaustralia.com/industry-info/
aviation-charging/.
15.1.2 The Department of Infrastructure Transport, Regional Development and Communications
(Infrastructure) 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 meteorological services and recovers the cost of these services from air-
craft operators.
15.1.3 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. Enquiries related to charges can be directed to Business
Services, Airservices Australia by email: billing@airservicesaustralia.com.
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PASSPORT AND VISA

All persons seeking to enter Australia, whether for a visit or temporary or permanent residency,
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.
Some countries still issue family group passports which may cover, for example, a husband
and/or wife and children. For entry control purposes, Australia accepts dependents on such pass-
ports only when accompanied by the principle holder.
Passports are not required for holders of the following:
a. Certificates of Identity, Documents of Identity, 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.)
c. Laissez-passer (travelling on duty), issued by the United Nations.
d. Military identity documents and movement orders issued to members of:
1. armed forces that have a Status of Forces Agreement with Australia (France, Papua
New Guinea, Republic of the Philippines, Singapore, USA, Malaysia and New Zealand);
2. Asia-Pacific armed forces (Brunei, Fiji, Malaysia, Thailand or Tonga); or
3. Commonwealth forces of 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.
4. More information is available at: www.abf.gov.au/entering-and-leaving-australia/cross-
ing-the-border/military-personnel.
e. Certificates for air crew members, travelling on duty as operational or positioning crew:
1. operational crew must carry a current identity document issued by the airline by which
crew member is employed (“Airline ID card”) and a valid passport; and
2. 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:
1. Certificate of Identity, provided it holds proof to re-enter the country of residence; or
2. Titre de Voyage issued to persons recognized as refugees under the 1951 Convention
Relating to the Status of Refugees.
Domestic passengers who are only travelling on domestic sectors of international flights within
Australia must carry acceptable forms of photo-identification.
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VISA REQUIREMENTS
With the exception of New Zealand passport holders and prescribed classes of persons under the
Special Purpose visa framework, all non-citizens are required to have a visa for travel to Australia.
Carriers are required to ensure non-citizen passengers traveling 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.
The majority of visas granted will not be evidenced by a stick-in visa label in a passport as visa
labels ceased to be issued from 1 September 2015. Existence of a visa should be verified by air-
lines at check in via the APP system.
There are two types of visas: temporary and permanent.
Electronic Travel Authorities (ETA) are temporary visas for short term stays for tourism or busi-
ness visitor activities.
Where capable, airlines may apply for ETA for tourist or short term business travel to bearers of
passports issued by the following countries:
Andorra Ireland Singapore

Austria Italy South Korea
Belgium Japan Spain
Brunei Liechtenstein Sweden
Canada Luxembourg Switzerland
Denmark Malaysia Taiwan
Finland Malta United Kingdom
France Monaco (British Citizens
Germany Netherlands and British
Greece Norway Nationals
Hong Kong Portugal Overseas)
Iceland San Marino USA
Vatican City
Further information regarding these visas and the visa application process can be found at
www.eta.homeaffairs.gov.au including authenticating Taiwanese passports.
Special Purpose Visas (SPV) are a class of temporary visa taken to have been granted by oper-
ation of law to certain persons or classes of persons.
INCOMING PASSENGER CARDS

Incoming passenger cards are required to be completed by all passengers except for:
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a. Airline crew members who are on duty;

b. direct transit passengers; and
c. other individuals specified in Migration Regulations 1994, Section 9, Part 2.
Supplies of Incoming Passenger Cards should be maintained on aircraft and issued to passen-
gers 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.
Incoming Passenger Cards are available in English and a number of foreign languages. All written
fields on incoming passenger cards must be completed in the English language.
HEALTH
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 Incoming Passenger Card or crew declaration (as applicable).
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). A list of yellow fever declared countries can be found in the Australian
Biosecurity (Entry Requirements) Determination 2016.
NOTE: If the person does not have a valid certificate, entry into Australia will be permitted after
assessment by a biosecurity officer.
Passengers and crew will pass from the aircraft to the ABF Entry Control Point where the vaccina-
tion certificates will be assessed.
Australia has no vaccination requirements for departure. However, travellers will have to satisfy
the requirements of countries to, or through which, they travel.
AIRCRAFT ENTRY REQUIREMENTS

DESIGNATED AUTHORITIES
The addresses of the designated authorities concerned with the entry, transit and departure of
international air traffic are as follows:
Department of Infrastructure, Transport, Regional Development and Communications
(Department of Infrastructure)
Facilitation and aviation policy:
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Assistant Secretary
Address: COVID Aviation Reforms Branch
Department of Infrastructure, Transport, Regional Development and Communi-
cations
GPO Box 594
Canberra
ACT 2601
Australia
Tel: 61 2 6274 7760
E-Mail: internationalaviation@infrastructure.gov.au
Aircraft noise operating restrictions:
First Assistant Secretary – COVID Aviation Response Programs Division

Address: Aviation and Airports Group
Department of Infrastructure, Transport, Regional Development and Communi-
cations
GPO Box 594
Canberra
ACT 2601
Australia
Tel: 61 2 6274 7892
E-Mail: aircraftpermits@infrastructure.gov.au
Department of Home Affairs
Aviation Security
First Assistant Secretary
Address: Cyber and Infrastructure Security Operations Division
Department of Home Affairs
GPO Box 25
Belconnen
ACT 2616
Australia
Tel: 61 2 6195 9584
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Address: Transport Security Incident Reporting
Tel: 1300 791 581 (Option 0)
61 2 5127 8995 (outside Australia)
E-Mail: transport.security@homeaffairs.gov.au

Address: Transport Security Guidance and Enquiries
Tel: 61 2 5127 8991 (Option 1)
E-Mail: guidancecentre@homeaffairs.gov.au

Address: Transport Security Applications
(e.g. Transport Security Programs) – Regulatory Assessment Operations
PO Box 25
Belconnen
ACT 2616
Australia
Australian Border Force
Director – Traveller Policy Section

Address: Australian Border Force
PO Box 25
Belconnen
ACT 2616
Australia
Tel: 61 2 6264 1208
E-Mail: travellerpolicy@abf.gov.au
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Head Office:
Canberra
ACT 2601
Australia
Tel: 131 757 (within Australia)
61 2 6217 1449 (from overseas)
Internet: www.casa.gov.au
International Operations:
International Operations
Canberra
ACT 2601
Australia
Tel: 61 7 3144 7400
Fax: 61 7 3144 7555
E-Mail: international_ops@casa.gov.au
Internet: www.casa.gov.au/standard-page/foreign-air-transport-air-operators-certificate
or
www.casa.gov.au/standard-page/non-scheduled-flight-permission
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Air Traffic Services
Chief Executive Officer – Airservices Australia

Address: Alan Woods Building
25 Constitution Ave
Canberra City
ACT 2601
or
PO Box 367
Canberra
ACT 2601
Australia
Tel: 61 2 6268 4111
Fax: 61 2 6268 5693
Department of Agriculture, Water and the Environment (DAWE) – Biosecurity
Director – Conveyances and Ports Section

Address: Department of Agriculture, Water and the Environment (DAWE)
GPO Box 858
Canberra
ACT 2601
Australia
Tel: 61 2 6272 3901
E-Mail: arrivals@awe.gov.au
Internet: www.agriculture.gov.au/biosecurity/avm/aircraft
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Department of Health – Human Biosecurity
Director – Border Health Section

Address: Office of Health Protection and Response Chief Medical Officer Group Biosecuri-
ty and Border Health Taskforce
GPO Box 9848
Canberra
ACT 2601
Australia
Tel: 1800 020 103
(after hours emergency number 61 2 6289 3030)
E-Mail: humanbiosecurity@health.gov.au
Internet: www.health.gov.au/humanbiosecurity
Chief of Air Force

Address: Building R1, Russell Offices
Russell
ACT 2600
Australia
Chief of Joint Operations

HQ Joint Operations Command
Canberra
BC ACT 2610
Australia
Diplomatic Clearance Authorisation Cell

Tel: +61 2 6128 4819
E-Mail: dipa.hqac@defence.gov.au
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. This includes obtaining sep-
arate approvals pertaining to air safety, aviation security, aircraft licensing and landing permits,
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border and biosecurity controls from a number of independent Australian Government Depart-
ments detailed in DESIGNATED AUTHORITIES, including:
a. The Department of Home Affairs.
b. The Civil Aviation Safety Authority (CASA).
c. The Department of Infrastructure.
d. The Department of Agriculture, Water and the Environment.
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.
The Customs Act 1901 (s58(1)) and the Migration Act 1958 (s247) also require that aircraft arriv-
ing into Australian territory from overseas must arrive at an airport appointed under the Customs
Act.
Aircraft that are completely cleared by the Australian Border Force (ABF) at a designated interna-
tional airport are permitted to land at other airports within Australian territory. Nevertheless, when
such aircraft depart from Australian territory, they can only do so from a designated international
airport.
Aircraft that are not fully cleared by the Department of Agriculture, Water and the Environment
(DAWE) — Biosecurity and formally released from biosecurity control, at their first airport of call,
continue subject to biosecurity control and restrictions for their movements to other locations until
released.
SCHEDULED INTERNATIONAL COMMERCIAL SERVICES BY FOREIGN AIRCRAFT

OF CONTRACTING STATES TO THE CHICAGO CONVENTION
International Airline Licence: 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.
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 Aus-
tralian 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 of
the Department of Infrastructure has approved in writing.
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 an agreement or arrangement
under which the scheduled international air services of that other country may be operated over or
into Australian territory.
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Applicants for International Airline Licences may obtain a copy of Guidance Notes for Applicants
at: www.infrastructure.gov.au/aviation/international/ial/index.aspx.
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.
Lodging of timetables: The requirements for lodging of timetables by international airlines are
set out in Air Navigation Regulations 2016, Section 29 (not published herein). This is available on
the Federal Register of Legislation at: www.legislation.gov.au.
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 lodg-
ement with the Assistant Secretary of Aviation Industry Policy, Department of Infrastructure, at the
address shown above.
Further information on timetable applications is available on the Department of Infrastructure’s
website at: www.infrastructure.gov.au/aviation/international/ial/index.aspx.
Australian Foreign Air Transport Air Operator’s Certificate (FATAOC): In addition to an Aus-
tralian International Airline License, an operator of a proposed scheduled service to Australia is
required to hold an FATAOC issued by CASA.
Application forms for FATAOCs are available from CASA International Operations (see contact
details above).
SUMMARY OF DOCUMENTS TO BE PRESENTED BY PILOT IN COMMAND OR

AUTHORIZED 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 passen-
gers, initials at least are to be inserted. Documents must be fully and accurately completed.
At First Airport of Call in Australia
Impending Arrival Report
The aircraft operator must report the impending arrival of the aircraft to the Australian Border
Force, regardless of whether or not the aircraft is carrying cargo. If the aircraft is carrying cargo,
the Impending Arrival Report 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
1. not later than three hours before the estimated time of arrival of the aircraft if the flight
from the airport is likely to take not less than three hours; or
2. one hour if the flight from the airport is likely to take less than three hours.
AUSTRALIA
If the aircraft is not carrying cargo, the Impending Arrival Report may be lodged either electroni-
cally in the ICS or by document (Form B364) within the above time frames.
See: www.abf.gov.au/help-and-support/forms
Actual Arrival Report
The aircraft operator must report the particulars of the arrival of the aircraft and the time of arrival
to the Australian Border Force. Where an aircraft is carrying cargo, the Actual Arrival Report
(AAR) must be lodged electronically in the ICS within three hours of the arrival of the aircraft or
before the certificate of clearance is issued, whichever occurs first.
If the aircraft is not carrying cargo, the AAR may be lodged electronically in the ICS or by docu-
ment (Form B358), providing the reporter satisfies an Evidence of Identity and the form is signed
in the manner specified on the form.
The AAR 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.
NOTE: ABF officers may still require a General Declaration be produced as part of general man-
datory disclosures.
List of Stores (e.g. narcotic drugs, beer, wine, spirits and tobacco products)
The aircraft operator must report the particulars of the aircraft stores and of any prohibited goods
contained in those stores at the time of arrival to the Australian Border Force.
Cargo Report
The cargo report is used to report the particulars of all cargo (including mail, in-transit and trans-
shipment cargo) on board an aircraft. The carrier is required to report the full detail of cargo,
including any cargo carried on behalf of another cargo reporter, to the Australian Border Force
and the details of the depot operator who will first receive the cargo after it has been unloaded
from the aircraft at a place in Australia. Private charter flights which are carrying cargo (air freight)
are not exempt from these requirements.
Crew Declaration – Aircrew — One copy per crew member
Each individual crew member must complete a copy of Crew Declaration (Form B465).
At Airports Other than First Airport of Call in Australia
The requirements for the following reports are the same as those outlined in the paragraph above.
a. Impending Arrival Report;
c. List of Stores (e.g. narcotic drugs, beer, wine, spirits and tobacco products).
Further, at stops other than the first airport of call, the pilot in command or authorized agent will
present the copy of the Certificate of Clearance signed and stamped by the ABF Officer prior to
departure from the previous stop.
AUSTRALIA
If the aircraft is due to arrive at its first airport of call since its last departure airport outside Aus-
tralia, the pilot or authorized agent must report to the Department of Home Affairs, in accordance
with this section, particulars of all cargo:
a. The pilot in command or the authorized agent has arranged to be carried on the aircraft on
the flight; and
b. that is intended to be unloaded from the aircraft at an airport in Australia (whether the first
airport or any subsequent airport on the same flight).
At First Airport of Departure from Australia
Export Permits (where required)
NOTE: One copy of each manifest must be initialled by the pilot in command or authorized agent.
List of Stores that are prohibited narcotic drugs
Departure Report — The departure report is a prerequisite that must be satisfied before a certifi-
cate of clearance can be granted by the Australian Border Force.
Outwards Manifest (electronic, lodged in the ICS) — The outwards manifest is used to notify
the Australian Border Force of all goods that were loaded on board the aircraft.
If a departing aircraft is not carrying any export cargo, a manifest must still be lodged. This mani-
fest states that no cargo was loaded and is called a ‘Nil Manifest’.
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.
NON-SCHEDULED INTERNATIONAL COMMERCIAL SERVICES BY FOREIGN

AIRCRAFT OF CONTRACTING STATES TO THE CHICAGO CONVENTION
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 Aus-
tralian territory other than under the authority of an International Airline Licence.
Where an aircraft makes a commercial non-scheduled flight into or out of Australian territory, it
must have prior permission from the Department of Infrastructure and CASA.
Some categories of non-scheduled flights have standing Department of Infrastructure approvals.
Department of Infrastructure international freight and charter policy guidelines, and permission for
flights, may be obtained from the address shown under DESIGNATED AUTHORITIES or at:
www.infrastructure.gov.au/aviation/international/guidelines.aspx. When applying for permission
for flights, applicants must advise the Department of Infrastructure of permission for slot allocation
from Airport Coordination Australia.
An application form (Form 094) for CASA permission for non-scheduled flights can be obtained
from the address shown under DESIGNATED AUTHORITIES.
At the same time that permission is sought from the Department of Infrastructure and CASA, an
aircraft operator, through the designated representative, must obtain and agree to the conditions
AUSTRALIA
of use (including aircraft charges) or similar policies as applied by each airport owner or operator.
Airport Owners and Operators are listed under Airports of Entry and in the Airport Directory.
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 under DESIGNATED AUTHORITIES.
NON-SCHEDULED INTERNATIONAL COMMERCIAL SERVICES BY AUSTRALIAN

AIRCRAFT
Department of Infrastructure permission must be sought as per the requirements of the above
section or via standing approvals outlined in the section below.
CASA permission is required under Section 26 of the Civil Aviation Act 1988. Operators should
apply to CASA.
NOTE: Separate CASA permission is not required if the operator’s Air Operator Certificate is spe-
cifically endorsed to authorize such international flights.
NON-SCHEDULED INTERNATIONAL COMMERCIAL SERVICES BY AUSTRALIAN

AIRCRAFT AND FOREIGN AIRCRAFT OF NON-CONTRACTING STATES AND
CONTRACTING STATES, WHICH DO NOT REQUIRE PRIOR APPROVAL FROM THE
DEPARTMENT OF INFRASTRUCTURE
A delegate of the Secretary of the Department of Infrastructure pursuant to subsection 15A(3) of
the Air Navigation Act 1920 has determined that permission is not required in respect of the fol-
lowing categories charter flights:
NOTE: “charter flight” means a non-scheduled flight by an aircraft which takes on or discharges
passengers, cargo or mail for carriage for reward in Australian territory.
a. a single charter flight which does not form part of a program, subject to the following condi-
tion;
1. while the Biosecurity (Human Biosecurity Emergency) (Human Coronavirus with Pan-
demic Potential) Declaration 2020 remains in force, this exemption does not apply to a
charter flight conducted by an aircraft that is carrying one or more passengers and has
a seating capacity exceeding 80 persons.
b. programs of passenger charter flights by aircraft with a maximum seating capacity of 10 or
fewer seats;
c. programs of five or less passenger charter flights with aircraft having a maximum seating
capacity of 40;
d. programs of two or less passenger charter flights with aircraft having a maximum seating
capacity of 80;
AUSTRALIA
e. own-use charter flights, whether or not forming part of a program, where there is a single
charterer;
f. charter flights for carriage of homogenous cargo — a charter flight, whether or not forming
part of a program, where there is a single charterer, and the dominant purpose of the flight is
the transport of cargo. The cargo must not consist of or include a consignment consolidated
by a freight forwarder. The cargo is homogenous. Examples of homogenous cargo include
cargo consisting of electronic equipment; cargo consisting of meat of any number of kinds;
cargo consisting of animals (including livestock) of any number of species.
Operators of any flight included in one of the categories above are required under subsection
15A(7) of the Air Navigation Act 1920, within 14 days after the end of the flight, to give a written
notice setting out details in relation to the flight and the passengers, cargo, and mail. This notice
is to be provided to the Assistant Secretary of International Aviation, Department of Infrastructure,
Transport, Regional Development and Communications at the address under DESIGNATED
AUTHORITIES. The required details are:
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:
1. the place where the flight began;
2. the place where the flight ended;
3. any intermediate stopping places, specifying at which places passengers, cargo or mail
were taken on or discharged;
4. the dates of departure from, and arrival at, the places mentioned in the preceding sub-
paragraphs;
g. whether the flight was a “charter flight for carriage of homogenous cargo” and whether the
flight was an “own-use charter flight”.
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.
All operators should note the separate requirements for transport security program approval and
aircraft noise certification.
AUSTRALIA
INTERNATIONAL FLIGHTS BY FOREIGN AIRCRAFT NOT POSSESSING

NATIONALITY OF CONTRACTING STATE TO THE CHICAGO CONVENTION
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 from
the Department of Infrastructure, Transport, Regional Development and Communications, and
CASA through diplomatic channels. All such requests must be in writing.
BIOSECURITY REQUIREMENTS
General
Australia is free from many diseases, pests and weeds which cause serious damage in other
parts of the world. Air crew and passengers are required to comply with legislative requirements
under the Biosecurity Act 2015.
Detailed information about the biosecurity requirements for overseas aircraft can be found on the
Department of Agriculture, Water and the Environment website at: www.agriculture.gov.au/biose-
curity/avm/aircraft/
Disinsection
All aircraft are required to meet Australia’s disinsection requirements. The operator of an over-
seas aircraft will make arrangements for the disinsection of the aircraft in a manner, and within a
time, approved by the Director of Human Biosecurity.
INTERNATIONAL PRIVATE FLIGHTS

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.
No specific operational assessment is required for such flights, but pilots are advised of the fol-
lowing:
a. In addition to the requirements of Division 91.C.3 of CASR, a journey log book must be car-
ried which details particulars of the aircraft, its crew and of each journey.
b. The rules and regulations pertaining to the flight and maneuvering of aircraft must comply
with the following:
1. Australian rules, where applicable;
2. ICAO rules, when operating over the high seas; and
3. foreign State rules, where applicable, while flying over a foreign State’s territory.
c. Also note the provisions of the paragraph below in relation to aircraft noise certification.
AUSTRALIA
SPECIAL NOTICES
Aircraft Noise Operating Restrictions
Under the Air Navigation (Aircraft Noise) Regulations 2018, 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, Chapter 4 or Chapter 14. Aircraft
with Chapter 2 noise certification are not permitted to operate.
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,
Williamtown, Essendon Fields and Avalon airports. For a full list of potentially affected aircraft
types contact the Assistant Secretary, Airports Branch. The department email address is air-
craft.permits@infrastructure.gov.au.
Operators of MCC3 aircraft who want to operate at these airports must apply to the Department of
Infrastructure for a (noise) exemption to operate. The department email address is aircraft.per-
mits@infrastructure.gov.au.
Aircraft owners and pilots requiring information about aircraft noise operating restrictions or the Air
Navigation (Aircraft Noise) Regulations 2018 should contact the Assistant Secretary, Airports
Branch.
IMPORTANT — International operators must also contact CASA to apply for a safety permission
to operate in Australian Territory. Contact details available online: www.casa.gov.au/aircraft/
foreign-operators.
International operators must also contact the Department of Home Affairs to apply for aviation
security approval to operate in Australian Territory. Contact details available online: www.homeaf-
fairs.gov.au/about-us/our-portfolios/transport-security/air-cargo-and-aviation/aviation/aircraft-oper-
ators.
AVIATION SECURITY
All aviation security incidents must be reported to the Department of Home Affairs, Cyber and
Infrastructure Security Centre (see DESIGNATED AUTHORITIES).
Under the Aviation Transport Security Act 2004, aviation security incidents are defined as:
a. a threat of unlawful interference with aviation; or
b. an unlawful interference with aviation.
Aviation Security: Transport Security Program Requirements
The Aviation Transport Security Act 2004 (Division 2 of Part 2) requires that all operators of a
security controlled airport or a prescribed air service operating within, to, or from Australia have a
Transport Security Program approved by the Department of Home Affairs.
NOTE: A prescribed air service is defined in regulation 1.06 of the Aviation Transport Security
Regulations 2005 and includes:
a. a regular public transport operation; or
AUSTRALIA
b. an air service in which a jet is used; or

c. an air service in which an aircraft with a certificated maximum take-off weight greater than
5700 kilograms is used.
A Transport Security Program is required to articulate the security measures and procedures that
will be implemented by the aircraft operator of a prescribed air service to prevent unlawful interfer-
ence with aviation when operating from, to or within Australia and its territorial limits. The Trans-
port Security Program must demonstrate that the operator understands its role, its local risk con-
text, obligations and responsibilities in managing aviation security.
Transport Security Program assessment is subject to a 60-day consideration period. Operators of
prescribed air service are strongly encouraged to submit a Transport Security Program for consid-
eration at least 60-days prior to the intended commencement of air services into or within Aus-
tralia to ensure that planned aviation services are not impacted. The submitted Transport Security
Program must meet all requirements set out in sections 16 and 17 of the Aviation Transport
Security Act 2004 and Part 2 Division 2.3 of the Aviation Transport Security Regulations 2005.
The Australian Government does not recognize aviation security programs approved by other
nations. It is an offense, under the Aviation Transport Security Act 2004, to operate a prescribed
air service into or within Australia without an approved Transport Security Program in force.
Exemptions to these requirements are not generally available.
Guidance for the production and submission of a Transport Security Program is available on the
Department of Home Affairs website at:
www.homeaffairs.gov.au/about-us/our-portfolios/transport-security/air-cargo-and-aviation/aviation/
aircraft-operators.
Transport Security Program submissions are to be lodged by operators of prescribed air services
by email to: national.coordinator@homeaffairs.gov.au.
Operators of prescribed air services that are registered in a nation/country other than Australia
are required to provide proof of legal entity name from their country of business registration as
part of their submission.
Any third party engaged to act on behalf of the operator of a prescribed air service making appli-
cation or enquiry for a Transport Security Program must provide evidence in writing evidence from
an authorized representative of the aircraft operator/company at time of application. The Depart-
ment of Home Affairs prefers to communicate directly with the prescribed aircraft operator making
application.
Enquiries around regulatory requirements or submissions under development should be directed
to the Guidance Centre within the Aviation and Maritime Security Division, Department of Home
Affairs.
Enquiries whether a Transport Security Program is required are to include:
a. whether an application has been made or approved for “Flights by Foreign State Aircraft”.
b. if an application has not been made or approved per above then the following information is
required:
AUSTRALIA
1. the legal entity name of the aircraft operator;

2. the name and address of the aircraft operator;
3. the name and address of any engaged or intended ground handling agent;
4. the type and capacity of the aircraft;
5. whether the flight is a single charter or part of a scheduled or unscheduled program of
flights and the period in which it is intended to operate;
6. the nature of the aircraft operations (purpose of flight) including if the aircraft is carrying
cargo, the type of cargo;
7. the place/places where the flight/flights will originate (both external to Australia and
within Australia);
8. any intermediate stopping places specifying at which places passengers or cargo
(including mail) were taken on board or discharged;
9. the intended date of commencement of the service/flight; and
10. details of any wet or dry lease arrangements.
Carriage of Munitions of War and Implements of War
In accordance with Section 19(2) 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 delegate of the Minister for
Infrastructure, Transport and Regional Development.
Applications for transportation of munitions of war by State aircraft of a country other than Aus-
tralia in Australian territory, or by an Australian aircraft outside Australian territory, should be
lodged with Chief of Air Force or Chief of Joint Operations, Department of Defence.
Applications for carriage of munitions of war or implements of war in all other circumstances
should be lodged with the Secretary of the Department of Infrastructure, through the Assistant
Secretary Aviation Industry Policy, Aviation and Airports Division.
Certain firearms and weapons will require permission to import from the Australian Border Force.
Export permission from the Department of Defence may also be required.
CURRENCY
All persons entering Australia who are in possession of AUD$10,000 or more in Australian cur-
rency, or equivalent foreign currency, must complete a Cross-Border Movement-Physical Cur-
rency 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
NOTE: If an ABF Officer or police officer asks, you must report traveller’s checks, money orders,
checks, or other bearer negotiable instruments of any amount.
AUSTRALIA
All persons leaving Australia who are in possession of AUD$10,000 or more in Australian cur-
rency, or equivalent foreign currency, must complete a Cross-Border Movement-Physical Cur-
rency 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 taken out of Australia, but failure to declare the currency may
AIRCRAFT CHARGES
Airservices Australia is responsible for the provision of air navigation facilities and services in Aus-
tralia. These services are provided on commercial terms and Airservices levies flight-based
charges to recover the cost associated with these facilities and services, including ARFFS from
aircraft operators. Detailed information on Airservices charges, including how they are calculated
and methods of payment, can be found online: www.airservicesaustralia.com/industry-info/avia-
tion-charging/.
The Department of Infrastructure Transport, Regional Development and Communications (Infra-
structure) 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 meteorological 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 Common-
wealth Noise Levy is issued. Enquiries related to charges can be directed to Business Services,
Airservices Australia by email: billing@airservicesaustralia.com.
Passenger Movement Charge
The PMC is an AUD$60 charge payable where a passenger departs Australia for another country,
whether or not the person returns to Australia. The PMC is administered by the Department of
Home Affairs and its operational arm, the Australian Border Force. The preferred method of col-
lection is through voluntary Arrangements with carriers, where the passenger pays PMC as incor-
porated in the ticket price. Details relating to the charge including how PMC is collected, how to
establish a PMC Arrangement and exemptions can be found online: www.abf.gov.au/entering-
and-leaving-australia/crossing-the-border/passenger-movement/passenger-movement-charge-
(pmc). Carriers operating out of Australia should contact the PMC Administration Office via email:
pmcadministration@abf.gov.au for further information on PMC and to establish an Arrangement.
AIRPORTS OF ENTRY
MAJOR INTERNATIONAL AIRPORTS
“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.
AUSTRALIA
Airport Clearances Available

Adelaide
Brisbane
Cairns
Darwin Customs, immigration and biosecurity
Melbourne
Perth
Sydney
NOTE: Reasonable notification required for non-scheduled traffic. Mandatory biosecurity reporting
requirements apply to all non-scheduled flights landing in Australian Territory.
RESTRICTED USE INTERNATIONAL AIRPORTS

“Restricted Use International Airport” means an airport of entry and departure at which the formal-
ities incident to Customs, immigration, and biosecurity, and similar procedures are made available
on a restricted basis, to coincide with flights with prior approval only.
Restricted Use International Airports are:
a. Avalon
b. Brisbane West Wellcamp
NOTE: A First Port of Entry for biosecurity for overseas freighter aircraft only and goods
carried on a freighter aircraft, except live horses. All other aircraft require prior DAWE —
Biosecurity approval to land.
c. Broome
d. Canberra
e. Coffs Harbour
NOTE: Coffs Harbour is not determined as a first port of entry for overseas aircraft —
requires prior DAWE Biosecurity approval to land.
f. Gold Coast
NOTE: Although not categorized as a major international airport, Gold Coast Airport has an
ongoing border agency presence to conduct customs, immigration and biosecurity clearan-
ces.
g. Hobart
h. Learmonth
NOTE: Learmonth is a determined first point of entry for biosecurity for overseas aircraft, but
goods are not permitted to be unloaded — requires prior DAWE — Biosecurity approval.
i. Lord Howe Island
AUSTRALIA
NOTE: Lord Howe Island is not determined as a biosecurity first point of entry for overseas
aircraft — requires prior DAWE Biosecurity approval to land.
j. Port Hedland
k. Sunshine Coast
l. Townsville
m. Williamtown/Newcastle
The airline or its agent/representatives may be responsible for covering additional expenses relat-
ing to the positioning of resources from another border agency base to a Restricted Use Interna-
tional Airport.
ALTERNATE AIRPORTS TO INTERNATIONAL AIRPORTS

“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. The Airline or its agent/represen-
tatives may be responsible for covering additional expenses relating to the positioning of resour-
ces from another border agency base to an Alternate Airport.
The following designated airports have customs, immigration and biosecurity clearances available
if reasonable notification of diversion is given:
a. Canberra
b. Gold Coast
c. Port Hedland
d. Townsville — may be nominated as an international alternate for wide-bodied aircraft subject
to the following conditions:
– Use of the military apron will be subject to the requirements of the RAAF.
– Taxiway “K” may be used when the military apron is not available.
In the event of emergency/distress, an aircraft engaged in an international flight may land at the
following alternate airports:
a. Alice Springs
b. Avalon
c. Busselton Margaret River
d. Coffs Harbour
e. Geraldton
f. Kalgoorlie
g. Launceston
h. Learmonth
i. Rockhampton
AUSTRALIA
j. Tindal
When safe to do so, the aircraft is then required to proceed directly on to a designated interna-
tional airport where customs, immigration and biosecurity clearances can be completed.
INTERNATIONAL NON-SCHEDULED FLIGHT AIRPORTS

An “International Non-Scheduled Flight Airport” means an airport where approval may be granted,
for international non-scheduled flights only, if the prescribed notice is provided in advance. No
other form of international operation is permitted.
Horn I Customs, immigration and biosecurity clearances are available

if reasonable prior notice is given.
EXTERNAL TERRITORY INTERNATIONAL AIRPORTS

“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 Immigra-
tion, Biosecurity and Territory Customs, and similar procedures are available.
Australian external territory international airports are as follows:
a. Christmas Island
c. Norfolk Island
At these airports, customs, immigration and biosecurity clearance services are provided to coin-
cide with approved flights only.
Entry Requirements

Pacific
BRUNEI
PASSPORT AND VISA

Every person entering the state must be in possession of a valid passport or other travel docu-
ments endorsed for travel to Brunei Darussalam with assured re-entry facilities to country of origin
or domicile.
Passport and/or other travel documents must be valid for at least 6 months on arrival.
Passport Exemptions:
a. Holders of a Laissez-Passer (travelling on duty) issued by the United Nations.
b. Holders of a German identity document issued to minors (“Kinderausweis”) with, provided
minors are accompanied by (one of) the parents.
c. Holders of travel documents for stateless persons issued by the country of residence.
d. Holders of emergency passports.
Visa is required by all aliens except for:
Nationals of Brunei Darussalam
A Maximum Stay of 90 Days:
a. For nationals of Austria, Belgium, Bulgaria, Cypress, Czech Rep. Denmark, Estonia, Finland,
France, Germany, Greece, Hungary, Republic of Ireland, Italy, Latvia, Lithuania, Luxem-
bourg, Malta, Netherlands, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden
and the United States of America.
b. For holders of British passports endorsed “British Citizen”.
c. For Holders of British passports endorsed “British Subject” that contain a Certificate of Enti-
tlement to the Right of Abode issued by the United Kingdom.
a. For nationals of Iceland, Korea (Rep, of), Malaysia, New Zealand, Norway, Oman, Singa-
pore, Ukraine, Romania, Bulgaria and the United Arab Emirates.
b. For holders of diplomatic or official passports issued to nationals of Iran.
a. For nationals of Canada, Indonesia, Japan, Lao People’s Democratic Republic, Liechen-
stein, Maldives, Peru, Philippines, Switzerland, Thailand, Cambodia and Vietnam.
b. For holders of Hong Kong (SAR China) passports or Macao (SAR China) passports.
c. For holders of diplomatic, official or service passports issued to nationals of Tajikistan.
d. For holders of diplomatic or official passports issued to nationals of Myanmar, Pakistan and
Russian Federation.
e. For holders of diplomatic or service passports issued to nationals of People’s Republic of
China.
BRUNEI
Holders of Laissez-Passer issued by the United Nations, for a maximum stay of 14 days provided
travelling on duty.
Permanent Residents of Brunei Darussalam holding a Re-entry permit or/and Re-entry visa
issued by Brunei Darussalam.
Holders of a Certificate of Identity issued by the Government of Brunei Darussalam provided hold-
ing a Re-entry permit issued by Brunei Darussalam.
Holders of an APEC Business Travel Card (ABTC) provided endorsed “Valid for travel to BRN”.
Nationals of Australia, Bahrain, Kuwait and Saudi Arabia can obtain visa on arrival for a maximum
stay of 30 days.
Nationals of Qatar can obtain on arrival for a maximum stay of 14 days.
Holders of Chinese Taipei passports can obtain visa on arrival for a maximum stay of 14 days.
Nationals of People’s Republic of China holding normal passports can obtain endorsement visa
on arrival for a maximum stay of 14 days, with a condition there is an approval letter from the
immigration authorities prior to arrival. The approval can be arranged through a local sponsor or
Brunei travel agent registered within Brunei Tourism.
Visa is required for those who wish to stay or visit for a period exceeding the given period.
Visa is required for those who intended to stay for employment, study or as dependents.
Additional Information
Outward or return tickets to a destination outside Brunei Darussalam and ample funds must be
confirmed and assured upon arrival and must not exceed the period of stay given. Visitors not
holding return/onward ticket could be refused entry.
The examining Immigration Officer may refuse permission to land to any person not in possession
of a valid travel document and visa as specified in the preceding paragraphs.
NOTE: Airline companies, in their own interest, should not book passengers unless they are in
possession of the necessary documents as they will be held responsible for the maintenance and
removal from Brunei Darussalam of any person refused permission to land.
PUBLIC HEALTH REQUIREMENTS

Strict compliance with the provisions of the following health related legislation and regulations are
maintained:
– The International Health Regulations (2005) of World Health Organization
– Infectious Disease Act (Chapter 204), 2020 (amendment) and
– Infectious Disease and Quarantine Regulations, 2010.
The Pilot-in-Command of an aircraft landing at Brunei International Airport shall furnish the Airport
Health Officer/staffs with one copy of the Passengers manifest and one copy of the General Dec-
laration signed by the pilot-in-command.
BRUNEI
Yellow Fever, Cholera, Plague, Severe Acute Respiratory Syndrome (SARS), Ebola fever and
other infectious diseases of public health concern may be subject to the following preventive
measures:
YELLOW FEVER
A yellow fever vaccination certificate is required for travelers over one year of age coming from
infected areas or has passed through partly or wholly endemic areas within the preceding 6 days.
Failure to produce a vaccination certificate may cause the traveller to be denied entry or subject
to medical inspection and/or medical surveillance.
CHOLERA, PLAGUE, SEVERE ACUTE RESPIRATORY SYNDROME (SARS), EBOLA

FEVER AND OTHER INFECTIOUS DISEASES OF PUBLIC HEALTH CONCERN
Passengers arriving by air from Cholera, Plague, Severe Acute Respiratory Syndrome (SARS),
Ebola fever and other infectious diseases of public health concern from affected areas may be
subject to medical inspection and/or medical surveillance.
NOTE 1: The validity period of international certificate of vaccination against yellow fever is 10
years, beginning 10 days after the date of vaccination or in the event of a revaccination within
such period of ten years, from the date of that revaccination.
NOTE 2: Brunei Darussalam is free from Malaria.
MEDICAL EXAMINATIONS
The Health Authority may, when necessary, medically examine any person before his departure
or on arrival an international voyage.
DISINSECTION
All aircraft arriving in Brunei Darussalam are required to be disinsected before landing by any of
the following means as recommended by World Health Organization:
Places Method Application

Pre-flight The spray applied before the A 2% (20g/kg) permethrin
passengers board the aircraft cis:trans (25.75) formulation is
but not more than 1 hour be- currently recommended for this
fore the doors are closed. application.
Blocks away Aerosol spraying of the pas- An aerosol 2% (20g/kg) Dphe-
senger cabin after the doors nothrin and should be applied
have been locked following at a rate of 35g of formulation
embarkation but before take- per 100m3.
off.
BRUNEI
Places Method Application

Top of Descent An inflight spraying carried out An aerosol 2% (20g/kg) Dphe-
as the aircraft starts its descent nothrin and should be applied
to the arrival airport. at a rate of 35g of formulation
per 100m3.
Residual Spraying The regular application of a re- A permethrin cis:trans (25.75)
sidual insecticide to internal formulation is currently recom-
surfaces of the aircraft, except mended for this application.
in food preparation areas, at in-
tervals based on the duration
of effectiveness.
Reference: WHO (2012), Guidelines for Testing the Efficacy of Insecticide Products Used In air-
craft.
LANDING OF CORPSE OR HUMAN REMAINS

Corpse or human remains or bones shall be accompanied by a medical certificate or other satis-
factory evidence showing the name of the deceased, the date and cause of death and means
adopted to preserve the body.

GENERAL
No civil aircraft may be used in Brunei Darussalam for hire or reward except under and in accord-
ance with a license, provisional license or permit. The Regulations concerned are contained in the
Brunei Air Transport and Commercial Flying (Licensing) Regulations, 1983.
Department of Civil Aviation
Ministry of Transport and Infocommunications
Address: Brunei International Airport, BB2513
Brunei Darussalam
Tel: 673-2-330142/3
Fax: 673-2-331706
AFS: WBSBYAYX
Controller of Customs and Excise
Ministry of Finance and Economy
Address: Royal Customs and Excise Department
Jalan Menteri Besar BB3910
Tel: 673-2-382333
BRUNEI
Fax: 673-2-382666
Director of Department of Immigration and National Registration
Department of Immigration and National Registration
Address: Ministry of Home Affairs
Bandar Seri Begawan, BB3910
Tel: 673-2-383107/8 Ext 115/215, 673-2-383430/1, 673-2-382573, 673-2-380805
Fax: 673-2-381045/673-2-380876
Director of Medical and Health Services
Ministry of Health
Address: Department of Medical and Health Services
Bandar Seri Begawan, BB3510
Brunei Darussalam
Tel: 673-2-381640
Fax: 673-2-381980
Telex: DIRMED, BRUNEI DARUSSALAM
SCHEDULED FLIGHTS
No license or permit is required for scheduled flights across Brunei Darussalam territory without
landing or for landings for non-traffic purposes by aircraft registered in countries which are signa-
tories of the Air Services Transit Agreement 1944 (The “Two Freedoms” Agreement).
Licenses or permits for all scheduled international flights are issued by the Director of Civil Avia-
tion on behalf of the Brunei Government. The permit or license may be subject to such conditions
as the issuing authority considers necessary.
When the license or permit issued to an operator specifies a maximum number of scheduled serv-
ices which may be operated in a given period, an additional permit is required for any extra serv-
ice or services above the number so specified. When no such number is specified, the responsi-
bility for authorization of any extra services remains with the Director of Civil Aviation, but may in
certain circumstances be delegated to the national carrier, Royal Brunei Airlines.
Application for all licenses or permits should be addressed to the Director of Civil Aviation in the
address noted above. In cases where there is or might be a conflict of interest between the appli-
cant and the national carrier, a copy should also be addressed to:
The Commercial Manager
Address: Royal Brunei Airlines
P.O. Box 737
Bandar Seri Begawan, BS8671
Brunei Darussalam
Fax: 673-2-244737
BRUNEI
Telex: RBA BU2737

Documentary Requirements for Clearance of Aircraft
The following aircraft documents must be submitted by aircraft operators on entry and departure
of their aircraft to and from Brunei. All documents must follow the ICAO standard format as set
forth in the relevant appendices to Annex 9, and are acceptable when furnished in English or
Romanised Malay.
Required by General Declaration Passenger Manifest Cargo Manifest

Customs 1 1 1
Health 1 1 —
NON-SCHEDULED FLIGHTS
No prior permission is necessary for overflights or non-traffic landings in respect of non-scheduled
flights by aircraft registered in any ICAO contracting state, but adequate advance notification
should be given. Notification by Flight Plan addressed to the Brunei Aeronautical Information
Service (WBSBZPZX) if received at least two hours in advance of the aircraft’s departure will be
accepted as advance notification.
Permits are required for all revenue non-schedule flights including all charter flights whether for
passengers, cargo or mail and for revenue ferry flights.
Only the aircraft operator may apply for permission to operate a non-scheduled flight. If a permit is
granted, it will be in the name of the aircraft operator. In each and every application the following
details must be provided in the order shown:
a. Name and address of operator;
b. Type of aircraft, registration marks and maximum seating capacity;
c. Date and time of arrival at, and departure from, Brunei Darussalam;
d. Details of route, points of landing and final destination;
e. Nature of flight including details of whether the flight is to carry passengers or cargo or both.
1. For passenger flights:
Point of origin and purpose of flight, the number of passengers and their nationalities;
2. For cargo flights:
The origin, destination, description and total weight of cargo with total number of pieces.
The application should specify individual pieces over 250kgs and/or 72 cu/ft each, and
state whether inbound, outbound or transshipment as well as whether any item is per-
ishable or classified as dangerous, explosive or munitions of war;
f. Name, address and telephone number of operator’s local agents, if applicable;
g. Name and address of consignors and consignees, where applicable;
BRUNEI
h. Where freight charter flights are concerned, confirmation will be required that ground han-
dling arrangements have been made with a handling agent acceptable to the Director of Civil
Aviation (Note: This will normally be Royal Brunei Airlines);
i. Any other information that may be relevant to the operation.
For charter flights, application for approval should arrive by teletype or email at least two full busi-
ness days before the intended date of arrival in Brunei Darussalam:
Director of Civil Aviation
Address: Ministry of Transport and Infocommunication
Brunei International Airport, BB2513
Brunei Darussalam
Fax: 673-2-331706 / 673-2-342899
Telex: CIVILAIR BRUNEI
E-Mail: ais.brunei@dca.gov.bn
AFTN: WBSBYAYX
NOTE: Business days and times are as follows: Monday to Thursday and Saturday, 0745 - 1215
and 1330 - 1630 LT. No business is conducted on Fridays, Sundays or Public Holidays.
Same requirements as for SCHEDULED FLIGHTS.
GENERAL AVIATION FLIGHTS

Aircraft belonging to a bona-fide flying club do not require permits to operate to Brunei Darussa-
lam provided either the captain of the aircraft is a club member or a club member is under instruc-
tion and the instructor is also a club member, notwithstanding that payment to the club is made for
the use of the aircraft or for the instruction.
Permits are, however, required for the use of club aircraft for charter flights.
AERIAL WORK AIRCRAFT

A permit is required for an aircraft conducting aerial work over Brunei Darussalam even if there is
no landing in the State.
Special permission is required from the Minister of Transport and Infocommunications (or on his
behalf) for all flights for the purpose of aerial photography or aerial survey by aircraft registered in
a contracting state other than Brunei Darussalam.
FEES
The following types of fees and charges may be assessed:
a. Landing fees;
b. Parking fees. No charge shall be made for the first three hours of parking;
BRUNEI
c. Passenger service charges;

d. Ground handling fees.
AIRPORTS OF ENTRY
Brunei (Intl)
COOK ISLANDS
PASSPORT
All passengers entering the Cook Islands are required to present an acceptable passport or certif-
icate of identity and complete a Passenger Arrival Card (one per person).
The information sought on the Arrival Card is for Customs, Immigration and Quarantine purposes.
Exceptions to the requirement to present an arrival card are made from time to time by way of
regulations. Current exemptions are for members of the armed forces arriving on board military
aircraft and for the crew of those aircraft and members of the crew of any commercial aircraft who
are temporarily exempt from the requirement to hold a permit.
Persons leaving the Cook Islands are no longer required to fill in a Departure card.
Persons entering or leaving the Cook Islands must hold a passport valid on arrival for a period of
at least six months except:
a. aircraft crew members declared on the General Declaration form;
b. Cook Islanders holding an official certificate of identity (limited only to Cook Islanders travel-
ling between the Cook Islands and New Zealand).
VISA
Is an endorsement in a passport that allows the passport bearer to travel to the Cook Islands for
the purpose of visiting. Visas are required except for:
a. Bonafide visitors who intend to leave the Cook Islands within 31 days after arrival provided
they hold tickets with reserved seats and documents for onward travel;
b. Cook Islanders;
c. Permanent residents of the Cook Islands;
d. Any child (born in or out of lawful wedlock) of a permanent resident;
e. Persons who are descendents of indigenous Cook Islands Maori;
f. Members of the Armed forces who enter the Cook Islands, is in the Cook Islands or leaves
the Cook Islands in the performance of his duties;
g. HM Services personnel;
h. Persons accredited to the Cook Islands Government or to the Government of New Zealand
or under the authority of any other government;
i. Diplomatic representatives, United Nations or South Pacific Commission representatives.
j. Citizens of New Zealand;
k. Any person for the time being entitled to Diplomatic Privileges and Immunities under Part I
or Part II of Diplomatic Privileges and Immunities Act 1968 or the Consular Privileges and
Immunities Act 1971 (special exemption endorsements are placed in the travel documents
of these passengers to enable them to be readily identified).
Visas may be issued by:
COOK ISLANDS
a. Principal Immigration Officer

b. the offices of the Cook Islands Consul in Auckland, New Zealand.
Applications for visas should be made in writing at least one month before departure and must
include proof of accommodation, maintenance in the Cook Islands, and return or onwards tickets.

GENERAL
Disembarking passengers are not required to present vaccination certificates except when
coming directly from an area infected with cholera, plague, typhoid or recurrent fever, and
includes the following countries:
a. Bangladesh
b. India
c. Myanmar (Burma)
d. Philippines
e. Thailand
f. Vietnam
A yellow fever vaccination certificate is required from travellers after leaving or transiting infected
areas within the last 6 days.
If a person identified with a notifiable disease has travelled on an aircraft within the period of com-
municability, the public health officer may need to identity and trace passengers and crew mem-
bers to prevent ongoing transmission and quarantine provisions may be necessary.
All foreign aircraft are subject to health quarantine.
On departure, no health formalities are required.
RESPONSIBILITIES OF PILOT IN COMMAND

The pilot in command of an aircraft arriving into Rarotonga must notify the airline agent at least 15
minutes before landing, if:
a. ill persons are on board suffering from diarrhea, vomiting (not motion sickness) or abnormal
temperature and a skin rash; or
b. there is any other condition that may lead to the spread of disease.
All arriving flights will be subject to insecticide spraying.

GENERAL
International flights into, from, or in transit through the Cook Islands territory is subject to the cur-
rent Cook Islands Civil Aviation Act 2002 and Air Services Act 1984 and associated Rules and
COOK ISLANDS
Regulations relating to civil aviation. These regulations correspond in all essentials to the Stand-
ards and Recommended Practices contained in Annex 9 to the Convention on International Civil
Aviation. The information contained in this section does not replace, amend or change in any
manner, the current regulations of the designated authorities that are of concern to international
air travel.
Aircraft flying into or departing from Cook Islands territory shall make their first landing at, or final
departure from Rarotonga International Airport.
With the exception to the above, Aitutaki airport may be used as a port of entry and departure for
light to medium wake turbulence category aircraft that are in compliance with Aitutaki Pavement
Classification Number (PCN) requirements. Aircraft exceeding this may not be permitted to land
and will require specific approval from the Cook Islands Airport Authority. Refer to Civil Aviation
Authority for request approval requirements.
Civil Aviation

Ministry of Transport
Address: PO Box 61
Rarotonga
Cook Islands
Fax: +682 28816
E-Mail: donald.guinea@cookislands.gov.ck
Internet: www.transport.gov.ck
AFTN: NCRGYAYX
Cook Islands Airport Authority
Chief Executive
Airport Authority
Address: PO Box 90
Rarotonga International Airport
Cook Islands
Tel: +682 25890 ext 204
Fax: +682 21890
E-Mail: nikautangaroa@airport.gov.ck
Internet: www.airport.gov.ck
AFTN: NCRGYDYX
COOK ISLANDS
Civil Aviation Regulatory & Operations
Secretary for Transport

Address: PO Box 61
Rarotonga
Cook Islands
Tel: +682 28810
Fax: +682 28816
E-Mail: transport@cookislands.gov.ck
Internet: www.transport.gov.ck
AFTN: NCRGYAYX
After Hours: Johnny Hosking
john.hosking@cookislands.gov.ck
Tel +682 54180
Customs
The Collector of Customs

Customs Department
Address: PO Box 120
Rarotonga
Cook Islands
Tel: +682 29365
Fax: +682 29465
E-Mail: customs.info@cookislands.gov.ck
Internet: www.mfem.gov.ck
COOK ISLANDS
Health
Ministry of Health (TMO)

Public Health Division
Address: PO Box 109
Rarotonga
Cooks Islands
Tel: +682 29110
Fax: +682 29100
E-Mail: e.tangaroa@health.gov.ck
Internet: www.health.gov.ck
Agricultural Quarantine (Biosecurity)
Chief Quarantine Officer

Ministry of Agriculture
Address: PO Box 96
Rarotonga
Cook Islands
Tel: +682 28710 or 28711
Fax: +682 21881
E-Mail: biosecurity@cookislands.gov.ck
Internet: www.agriculture.gov.ck
MINISTRY OF TRANSPORT REQUIREMENTS

Scheduled Air Services
International airlines serving the Cook Islands on a scheduled basis are required to hold an Inter-
national Air Service Licence.
Non-Scheduled Flights
Non-scheduled flights are all international flights other than scheduled air services, and include
charter, ferry, medivac/retrieval and private flights.
Commercial Flights
Commercial non-scheduled flights transiting Cook Islands territory, and not landing at Rarotonga
International airport do not require authorization by the Director of Civil Aviation. Advance notice
is required. An international flight plan will be accepted as advance notice.
COOK ISLANDS
Non-Commercial Flights
Operators of civil aircraft registered in States party to the Convention on International Civil Avia-
tion desiring to make non-scheduled flights in transit across Cook Islands territory are only
required to give advance notice. An international flight plan will be accepted as adequate notice. If
the flight is to land at Rarotonga International airport for non-commercial purposes, this requires
authorization from the Director of Civil Aviation.
Applications for Approval
Applications for non-scheduled commercial flights, which must be from the operator (not the char-
terer) may be made directly to the Ministry of Transport. If, however the aircraft is not registered in
a State party to the ICAO Convention, the application should be submitted through the aviation
authority of the State of Registry.
Application and notice of flights should be addressed to:

Address: PO Box 61
Rarotonga
COOK ISLANDS
Tel: +682 28810
Fax: +682 28816
E-Mail: donald.guinea@cookislands.gov.ck and
tai.cummings@cookislands.gov.ck
NOTE: The Ministry of Transport does not have AFTN or SITA links; however, messages re-
ceived from via the Cook Islands Airport Authority will be directed onwards to the Ministry.
After hours:
Johnny Hosking mobile: +682 54180

Tai Cummings mobile: +682 52271
Request for permission for approval to land at Rarotonga International airport or Aitutaki airport
shall be requested at least 14 working days prior to departure. In order to avoid delays and incon-
venience, flight applications should be made not less than 5 working days before a flight.
NOTE: Refer to the GENERAL paragraph above for Aitutaki requirements.
The following shall be supplied with flight applications:
a. Name, address, telephone and fax numbers and internet address (if available) of the opera-
tor;
b. Type and registration marks of the aircraft;
COOK ISLANDS
c. Name, address and business of charterer;

d. Proposed date and place of origin of flight;
e. Routes including dates and times of arrival and departure;
f. Number of passengers and/or nature of freight;
g. Purpose of flight;
h. Aircraft take-off weight and type pressure;
i. Refuelling details and time required;
j. Details of third party insurance cover for flights over or within the Cook Islands.
Faxed copies of:
a. Certificate of airworthiness;
b. Pilot’s aviation licence and validating medical certificate.
A response should be expected between 1–7 days after the request has been received. For plan-
ning purposes, this can be expedited provided the urgency is indicated. Any changes to the pro-
posed itinerary must be notified.
Prior approval for the flight must be obtained before the flight can proceed.
Emergency flights are exempted from the 14 day requirement in seeking approval; however, this
does not preclude the aircraft operator from providing the necessary information to the above
authority at the earliest opportunity.
SCHEDULED AND NON-SCHEDULED FLIGHTS

General
All passengers, mail, cargo and crew of any overseas aircraft shall be subject mutatis mutandis to
all applicable general or special local regulations dealing with the entry, transit and departure of
persons, introduction, transit or exportation of goods, quarantine and health measures, immigra-
tion, passports, visas and travel documents.
It is necessary that the under mentioned aircraft documents be submitted by airline operators for
clearance on entry and departure of their aircraft to and from the Cook Islands. All documents
listed below must follow the ICAO standard format as set forth in the relevant appendices to ICAO
Annex 9 and are acceptable when furnished in English in legible handwriting. No visas are
required in connection with such documents.
All documents are to be submitted to Customs as soon as practicable.
COOK ISLANDS
Aircraft Documents Required

Required By General Declaration Passenger Manifest Cargo Manifest
Customs 1 1* 1
Agriculture/Quarantine 1 Nil Nil
Immigration Nil Nil Nil
* Arrivals only
One copy of the General Declaration is endorsed and returned by Customs, signifying clearance.
If no passengers are embarking (disembarking) and no articles are laden (unladen), no aircraft
documents except copies of the General Declaration need be submitted to the appropriate Cus-
toms authorities.
For all aircraft in excess of 22,700kg, a local handling agent must be contracted to facilitate both
the arrival and departure. This requirement is in line with the Airport Authority’s policy on apron
management.
Contact for local agents are:
Air Rarotonga Ltd

Address: PO Box 79
Rarotonga
Cook Islands
Tel: (682) 20 845
Fax: (682) 23 288
E-Mail: checkin@airraro.co.ck or
ross.warwick@airraro.com
Air New Zealand Ltd

Address: PO Box 65
Rarotonga
Cook Islands
Tel: (682) 26 300
Fax: (682) 23 300
E-Mail: addrienne.hosking-tinirau@airnz.co.nz
However, no such permission is required for flights that fall into the following category:
a. Overflights by civil aircraft that have the nationality of the ICAO contracting state, provided
that the requirements of the ICAO convention on International Civil Aviation are complied
with.
COOK ISLANDS
b. When Rarotonga International Airport is nominated in an IFR flight plan as the alternate air-
port in accordance with CAR Part 91.405 and prior notice of diversion has been received by
ATC.
c. The Ministry of Transport and the applicable Airport Authority has been notified 10 days prior
to nomination of airport as an alternate.
REQUIREMENTS FOR CLEARANCE OF AIRCRAFT

Arrival
On opening the aircraft doors the pilot in command or their designated representatives, must
present disinsection documents for any arrival disinsection. Aircraft with non-complying disinsec-
tion certificates or that have not been disinsected will be disinsected on arrival with passengers
and crew on board.
On arrival, the pilot in command (or operator) of the aircraft must deliver to Customs an inward
report accompanied by such supporting documents that may be required.
The aircraft may be examined for risk goods or unwanted organisms. Where pests or unwanted
organisms are found on board, an inspector may direct the aircraft to be disinsected or fumigated.
All garbage and food trolleys removed from the aircraft must go to an MPI approved transitional
facility for sorting, cleaning and waste destruction.
Departure
Unless otherwise approved by Customs, the pilot in command of an aircraft which has as its desti-
nation a point outside of Rarotonga must depart from an approved Customs place with a certifi-
cate of clearance in the prescribed form. Before any certificate of clearance is granted, the pilot in
command must deliver to customs an outward report accompanied by any required supporting
documents.
Foreign military and State aircraft as defined by the Convention will require diplomatic clearance
from the Ministry of Foreign Affairs and Immigration. Application for permission should be made
through diplomatic channels giving a minimum of 3 full business weeks (120 working hours) in
advance of the aircraft’s initial entry into the Cook Islands. Business days are routinely Monday
through to Friday and do not include public holidays when the Cook Islands government is closed.
Exception to the 3 business week notification rule may be made under the following circumstan-
ces:
a. Bona fide emergencies: urgent medical evacuation, humanitarian and disaster assistance,
SAR organizations. Medical emergencies must be accompanied by information about the
emergency as verified or endorsed by the Cook Islands Ministry of Health; or
b. Mechanical or weather delay.
Confirmation of clearance, should it be granted, will be conveyed via responding note verbale no
later than 10 working days in advance of the aircraft’s initial entry into the Cook Islands.
COOK ISLANDS
Ministry of Foreign Affairs and Immigration (MFAI)

Address: PO Box 105
Rarotonga
Cook Islands
Tel: +682 29347
Fax: +682 29465
E-Mail: secfa@cookislands.gov.ck
immigration2@cookislands.gov.ck
PRIVATE FLIGHTS
PUBLIC HEALTH MEASURES APPLIED TO AIRCRAFT

General
Arrival
On opening the aircraft doors the pilot-in-command or their designated representatives, must
and crew on board.
On arrival, the pilot-in-command (or operator) of the aircraft must deliver to Customs an inward
report accompanied by such supporting documents that may be required.
The aircraft may be examined for risk goods or wanted organisms. Where pests or unwanted
All garbage and food trolleys removed from the aircraft must go to an MPI approved transitional
facility for sorting, cleaning and waste destruction.
Departure
Unless otherwise approved by Customs, the pilot-in-command of an aircraft which has as its des-
tination a point outside of Rarotonga must depart from an approved Customs place with a certifi-
cate of clearance in the prescribed form. Before any certificate of clearance is granted, the pilot-
in-command must deliver to Customs an outward report accompanied by any required supporting
documents.
AIRPORTS OF ENTRY
Rarotonga (Intl) — 0800–1600 Mon–Fri (and during scheduled international flights).
EAST TIMOR
PASSPORT AND VISA

All passengers require a valid passport or other internationally recognized travel document and
visa for entry into East Timor except members of visiting forces within the meaning of any law for
the time being in force regulating visiting forces in East Timor. Flight crews will be accorded tem-
porary admission on production of valid licenses or crewmember certificates issued by the State
of Registry of the aircraft.
Application for a visa can be made on arrival at the Dili/Presidente Nicolau Lobato International
airport. Visa information can be obtained from the Ministry of Immigration.
Passengers arriving and departing East Timor are required to fill out the disembarkation and
embarkation forms as appropriate. Disembarkation forms are distributed in-flight. Required forms
shall be submitted to the authorities on arrival or before departure together with passports and
visa.
The immigration authorities may refuse an arriving passenger not in possession of a valid travel
document or visa permission to enter East Timor or may require the passenger to show evidence
of means of support while in East Timor and onward passage to a destination outside East Timor.
Airlines operators, in their own interests, should not permit passengers to board their aircraft
unless passengers are in possession of the necessary travel documents, as they will be held
responsible for the maintenance and subsequent deportation from East Timor of passengers
denied entry.
Presently no direct transit procedures are applicable.
HEALTH
Disembarking passengers are not required to furnish vaccination certificates except those pas-
sengers coming directly from Yellow Fever affected areas.
PUBLIC HEALTH MEASURES APPLIED TO THE AIRCRAFT

The pilot-in-command shall ensure that an aircraft on an international flight is adequately disinfec-
ted 30 minutes prior to arrival and must furnish evidence that this has been done.
CIVIL AVIATION
Timor-Leste Aviation Authority (AACTL)
Direction of Air Navigation Services
Ministry of Transport and Communications
Address: Dili
Timor Leste
Tel: +670 78579929
Fax: +670 3317111
EAST TIMOR
E-Mail: cnoronha@aactl.gov.tl
Internet: www.aactl.gov.tl
CUSTOMS
National Directorate of Customs of Timor-Leste
Address: Avenida Mártires da Pátria
Colmera
Dili
Timor Leste
Tel: +670 77952689
E-Mail: vamaral@mopf.gov.tl
urodrigues@mopf.gov.tl
HEALTH
Dr. Lizete Vong Pereira
Address: PNLIA
Dili
Timor Leste
Tel: +670 77479443
E-Mail: poaisha@gmail.com

GENERAL
Procedures for international flights into, from or over the territory of República Democrática De
Timor Leste (East Timor) comply with the provisions of ICAO Annex 9.
Dili (Presidente Nicolau Lobato Intl) is the designated entry/exit point into East Timor. Entry to or
exit from airports other than Dili (Presidente Nicolau Lobato Intl) is subject to specific approval by
the AACTL.
Aircraft operating into and out of East Timor airports shall comply with all restrictions and limita-
tions established at the airports.
Operators shall comply with Annex 17 on security procedures for their aircraft, passengers, bag-
gage, cargo and mail.
Documents for Inspection
Documents shall be submitted in paper form. The pilot-in-command or the airline operator or the
authorized agent shall produce for inspection when requested by an authorized person before
commencement of flight or after termination of flight the following documents as appropriate:
a. Certificate of Airworthiness
b. Certificate of Registration
EAST TIMOR
c. Licenses of operating crew

d. Journey Log Book
e. Passenger Manifest
f. Cargo Manifest
g. General Declaration of Health (crew medical certificate).
Traffic Form Submission
The piIot-in-command or the authorized agent shall complete and submit to the Airport Operations
Officer (ANATL, E.P.) manually the Traffic Form for each flight prior to departure. The forms are
available at ANATL, E.P. from Airport Operations. Traffic Form submission is required only at Dili
International airport.
Quarantine Requirements
All foodstuffs and food-related waste is subject to quarantine control. Quarantine control remains
in force while the aircraft is in East Timor and quarantineable material is on board. The Quaran-
tine Officer will randomly board aircraft to supervise waste removal and disinsection.
Aircraft operators shall conduct cabin and cargo hold disinsection for all arriving flights. Empty dis-
insection spray containers shall be made available to Quarantine or Customs Officers upon
request.
Spraying must be completed using an SQTL approved aerosol. Approved propellants are
HFC134a or a mixture of 134a and HCFC 141b. Spray rate must be equivalent to 10 grams per
1000 cubic feet (10 grams per 28.3 cubic meters).
Pre-Spray shall be applied in the last port the aircraft lands prior to arrival in East Timor. Pre-
Spray shall be applied throughout the cabin immediately before passengers board the aircraft.
Top of Descent Spray shall be applied just before the aircraft commences descent to East Timor.
Hold Spray shall be applied to holds at completion of loading in the country of origin just prior to
departure. Cargo doors shall be dosed as much as possible, the applicable amount of cargo hold
spray discharged and the cargo doors immediately sealed. Empty spray containers should then
be handed to the cabin crew for presentation to Quarantine Officers on arrival at East Timor.
When applying Pre-Spray and Top of Descent disinsection in small aircraft, the procedure should
be to walk at the rate of one (1) step per second from the rear of the aircraft to the front while
spraying toward the ceiling to achieve the spray rate.
Landings Made at Other than Dili (Presidente Nicolau Lobato Intl)
If a landing is made other than at Dili airport or a designated alternate airport, the pilot-in-com-
mand shall report the landing as soon as practicable to the immigration, customs, and health
authorities. This notification may be through any available communication facility.
The pilot-in-command shall ensure that:
a. if permission has not been granted to the aircraft at the previous landing, contact between
passengers/crew and other persons is avoided;
EAST TIMOR
b. Cargo, baggage, and mail are not removed from the aircraft.
SCHEDULED FLIGHTS
General
Scheduled services are permitted to operate into República Democrática De East Timor provided
it is appropriately covered either by an Air Services Agreement or by other aeronautical agree-
ment with the AACTL.
Presently the AACTL authorizes operators of foreign States to operate scheduled services to East
Timor on a charter basis only.
Foreign State operators wishing to operate services into East Timor must submit a request for
approval to the President of the AACTL for consideration with the following minimum documents:
a. Letter of intent for the operation;
b. Copy of Certificate of Registration;
c. Copy of air operator certificate (AOC) and its operation specification;
d. Copy of Certificate of Airworthiness;
e. Copy of Insurance Certificate;
f. Copies of pilots license(s), valid medical certificate(s) and IELP level 4 certificate(s);
g. Flight Schedule and slot time (by ANATL, E.P.);
h. Proposed tariffs;
i. Company Profile; and
j. Applicable licenses as required to operate within East Timor as described by government
regulations.
Additionally, the operator must satisfy the following conditions:
a. Possess a valid Air Operator’s Certificate issued by the country in which he is registered for
operations into East Timor.
b. Comply with the aviation legislations and regulations of the country in which he is registered.
c. Has adequate insurance to specifically cover his operations into the territory of East Timor.
Applications must be submitted to the AACTL at least thirty (30) days before the proposed com-
mencement date of services. The decision to approve or not approve the application is at the dis-
cretion of the Board members of the AACTL. Where approval to operate the services is given, the
AACTL may specify additional conditions to be complied with.
The operators of foreign states which are authorized to operate services into East Timor are
required to adhere to the National Civil Aviation Safety Regulation (CASR) of East Timor.
EAST TIMOR

The following documents conforming to the ICAO format as set forth in Annex 9 shall be submit-
ted as appropriate:
General Declaration 3 copies

Passenger Manifest 3 copies
Cargo Manifest 3 copies
General
Operators intending to operate flights for the purpose of taking on or discharging cargo and mail
must obtain prior approval from the President of the AACTL. Applications must be made at least
72 hours before arrival in East Timor.
Requests must be faxed or emailed to the Executive Director President of AACTL giving the fol-
lowing information as appropriate:
a. aircraft call sign and registration;
b. aircraft type and MTOW;
c. departure point, destination and ETA (UTC);
d. ETD (UTC) and next destination;
e. name & address of operator including fax number and e-mail address;
f. purpose of flight; and
g. any other pertinent information.
Flight approvals are valid for a period of 24 hours from the date/ETA approved; will extend 72
hours upon request.
PRIVATE FLIGHTS
The requirement is the same as for NON-SCHEDULED FLIGHTS.
FOREIGN STATE AIRCRAFT

Foreign State aircraft means aircraft used in military, police or customs services of that State.
Unless special arrangements are in force, foreign State aircraft intending to land in East Timor or
overfly East Timor airspace shall obtain approval to do so through diplomatic channels from the
Ministry of Foreign Affairs East Timor giving the following details:
a. aircraft operator
EAST TIMOR
b. aircraft type and registration mark

c. name of pilot-in-command and number of crew
d. purpose of flight
e. MTOW
f. point of departure, route and destination
g. next destination and route
h. proposed schedule
i. any other relevant information considered necessary.
The Ministry of Foreign Affairs can be contracted as follows:
Tel: +670 333 9020
Fax: +670 322 007/008
Email: mnecdrati@yahoo.com
FEES
The following types of fees and changes may be expected:
a. Landing charges;
b. Parking of aircraft —
Operators must obtain prior approval for parking arrangements from the airport authority due
to limited apron space. A parking fee may be charged at the discretion of the ANATL, E.P.;
c. Passenger services —
Departure tax fees are integrated into the air ticket;
d. Security —
Security tax fees are integrated into the air ticket. All aircraft are parked at owners’ risk.
Fees are payable by the person nominated at the time the approval is given for a flight and must
be paid before departing Dili airport unless other arrangements have been agreed to. In the case
of regular users, payment shall be made on demand at the end of each calendar month of fees
accrued during the month. All payment shall be in USD.
AIRPORTS OF ENTRY
Dili (Presidente Nicolau Lobato Intl)

FIJI ISLANDS
PASSPORT AND VISA

Obligation of carriers and persons in charge of aircraft include ensuring that all persons on board
an aircraft arriving in Fiji have the correct documentation for immigration purposes.
Every person arriving in Fiji is required to produce an acceptable passport or certificate or an
acceptable form of travel document. The following documents are also acceptable:
a. Certificate or document of identity or seafarer's travel document, provided the holder is enti-
tled to readmission to the country, which issued the document; or
b. Refugee travel document; or
c. “Laissez-Passer” issued by the United Nations.
The only exception to this rule is for holders of military identity cards or crew of aircraft who are
traveling to Fiji in the course of duty.
No documents or visas are required of passengers arriving and departing on the same through
flight or transferring to another flight at the same airport.
A person entering Fiji for the purpose of immigration must hold a passport or an acceptable form
of travel document which must be valid for three (3) months beyond the intended period of stay in
Fiji and an immigration visa, the latter being issued at Fiji Embassies and Consulates abroad.
Temporary visitors must be in possession of a valid passport, round-trip tickets or through tickets
to a country beyond Fiji and the documents required to enter that country. Sufficient funds for
maintenance while in Fiji are also required. A temporary visitors stay is limited to six (6) months.
Entrance visas are required from temporary visitors, with the exception of the nationals of exemp-
ted countries.
HEALTH
Before arrival into Fiji, the pilot-in-command of every aircraft is required to notify the airline's agent
in Fiji whether or not there is on board the aircraft, any condition that may lead to the spread of
disease, and in particular, whether any person who has become ill on board is suffering from diar-
rhoea or vomiting, or has an abnormal temperature and a skin rash.
coming directly from an area infected with cholera, yellow fever or smallpox.

GENERAL
All flights entering or leaving Fiji must do so through Nadi or Nausori Airports, subject to the provi-
sions given below. Crew and passengers should not disembark until required health clearance
has been obtained.
All operators are reminded that Fiji quarantine legislation prohibits flights from malarial areas
using Nausori International Airport as entry airport into Fiji. All such flights must clear quarantine
at Nadi International Airport. For the purpose of this legislation, flights from following areas are
affected: Australia (departure ports north of and including Brisbane Airport), China, East Timor,
FIJI ISLANDS
Guam, Indonesia, Korea (Democratic), Malaysia, New Caledonia, Papua New Guinea, Peoples
Republic of Korea, Philippines, Singapore, Solomon Islands, Vanuatu.
Prior Notification
The operators of all flights intended to land in Fiji are required to give the following prior notifica-
tion:
a. Non-scheduled non-commercial flights — at least 72 hours; or
b. Non-scheduled commercial flights — 14 days.
Any amendments to crew/passengers lists or ETA/ETD should be conveyed to the approving
authority no later than 24 hours before the ATD from the last port of call before Fiji.
Operators of aircraft registered in States which are not parties to the Chicago Convention must
obtain permission to overfly Fiji at least three (3) working days beforehand from the Department of
Civil Aviation.
Approving Authority
Application for approval should be addressed to:
The Permanent Secretary
Attorney General Chambers
Government Buildings
Suva
Republic of Fiji
Tel: (679) 330-9866
Fax: (679) 331-0807
Requests for aircraft handling should be addressed to:
AIR TERMINAL SERVICES (FIJI) LTD
Nadi Airport
Tel: (679) 672-2777 (Traffic)
(679) 672-2599 (Cargo)
Fax: (679) 672-0481
E-Mail: ats@connect.com.fj
SITA: NANWKFJ
AFTN: NFFNXHAX
CIVIL AVIATION
FIJI ISLANDS
Administrative Ministry
The Permanent Secretary

Attorney General Chambers
Government Buildings
Suva
Republic of Fiji
Tel: (679) 330 9866
Fax: (679) 331 0807
Customs
Chief Executive Officer

Fiji Revenue and Customs Authority
Address: Private Mail Bag
Suva
Republic of Fiji
Tel: (679) 336 1855
Fax: (679) 331 5537
E-Mail: infor@frcs.org.fj
Internet: www.frcs.org.fj
Health
Permanent Secretary
Ministry of Health and Medical Services
Suva
Republic of Fiji
Tel: (679) 330 6177
Internet: www.health.gov.fj
FIJI ISLANDS
Bio-security Authority of Fiji
Bio-security Authority of Fiji (BAF)

Suva
Republic of Fiji
Tel: (679) 331 2512/892 1070
Fax: (679) 330 5043
E-Mail: info@baf.com.fj
Internet: www.baf.com.fj
SCHEDULED FLIGHTS
For regular international scheduled flights operated by foreign airlines into or in transit across Fiji,
the following requirements must be met:
a. The State of the airline must be a party to the International Air Services Transit Agreement
and/or the International Air Transport Agreement and Fiji is a party to both agreements; and
b. The airline must be eligible to make the flights under the provision of a bilateral or multilateral
agreement to which the State of the airline and Fiji are contracting parties and must have
permit to operate into or transit across Fiji. Applications for such permits shall be submitted
to the Permanent Secretary, Department of Civil Aviation, at least 30 days in advance.
clearance on entry and departure of their aircraft to and from Fiji. All documents listed below must
follow the ICAO standard format as set forth in the relevant appendices to Annex 9 and are
acceptable when furnished in English and completed in legible handwriting. No fees are required
in connection with such documents.
Aircraft Documents Required on Arrival
The pilot in command (or an authorized agent) of an aircraft landing at designated international
airport or Customs airport which is the first airport of call in Fiji must furnish the following docu-
ments to the following authorities:
Residual
General Aircrew
Passenger Cargo List of Disinsecti-
Declara- Declara-
Manifest Manifest Stores zation Cer-
tion tion Forms
tificate
1 Customs 1 1 1 1 1 —
2 Health 1 1 1 — — 1
Quarantine
FIJI ISLANDS
Residual
General Aircrew
Passenger Cargo List of Disinsecti-
Declara- Declara-
Manifest Manifest Stores zation Cer-
tion tion Forms
tificate
3 Agricultural 1 1 1 1 1 —
Quarantine
4 Immigration — 1 — — 1 —
The General Declaration must be signed by the pilot in command or authorized passenger agent.
At least one copy of the attached passenger manifest and each sheet thereof must be signed by
the pilot in command or an authorized agent who must also indicate his/her status.
If an operator intends to carry out a (series of) non-scheduled flight(s) in transit across, or making
non-traffic stops in the territory of Fiji, it is necessary for the operator to obtain prior permission.
If an operator intends to perform a (series of) non-scheduled flight(s) into Fiji for the purpose of
taking on or discharging passengers, cargo, or mail, it is necessary for the operator to apply to the
Permanent Secretary, Department of Civil Aviation, for permission to carry out such operations,
giving the necessary prior notification requirement previously stated. The application must include
the following information in the order shown hereunder:
Non-Scheduled Commercial Flight Non-Scheduled Non-Commercial Flight

a) Aircraft type and registration Aircraft type and registration
b) Operator's Name and Address Operator's Name and Address
c) Charterer's Name and Address Pilot's Name
d) Name of Agent in Fiji Name of Agent in Fiji
e) Purpose of Flight(s) Purpose of Flight(s)
f) Details of traffic to be set down and to be Origin, Destination and Stops in Fiji
picked up in Fiji
g) Proposed fares for passengers originating Time and date of arrival and departure
in Fiji
h) Time(s) and date(s) of proposed flight(s) Number of passengers on board
i) Aircraft take-off weight and tire pressure Survival equipment carried
j) Details of third party insurance cover for Aircraft take-off weight and tire pressure
flight over or within Fiji
k) Number of passengers on board
FIJI ISLANDS

PRIVATE FLIGHTS
Advance Notification of Arrival
Application for special permission must be submitted to the Permanent Secretary, Department of
Civil Aviation at least 72 hours (3 days) in advance of the entry into the airspace over Fiji.

Disinsection of Aircraft
Any aircraft which has left or called at any place in Vanuatu, Solomon Islands, Papua New
Guinea or any port or place in which malaria carrying mosquitoes are present, within three (3)
days preceding the date of arrival in Fiji, shall be subject to disinsection upon arrival.
The insecticide to be used is Aircraft Insecticide – Approved WHO Method.
Any aircraft arriving in Fiji may land at either Nadi or Nausori International Airport provided the
aircraft has been disinfected approximately thirty minutes before arrival at the airport. This action
must be properly recorded in the Health Section of the General Declaration. The insecticide to be
used is stated above. If, in special circumstances, a second spraying of the aircraft to be carried
out on the ground is deemed necessary by the Public Health Authorities, this will be conducted
before passengers and crew are permitted to disembark.
Residually disinsected aircraft originating from a non-malarial port or area will not undergo top of
descent (TOD) or any further spraying on arrival.
Residually disinsected aircraft originating from a malarial area (i.e. where malaria is endemic or
malaria carrying mosquitoes exist) will be further subjected to TOD spraying prior to landing. Any
failure in the latter will cause disinsection immediately on arrival. The serial numbers of all the
used cans to be declared on the health part of the General Declaration and all the used cans are
to be surrendered to the Health Quarantine Officers immediately upon arrival.
Valid “Residual Disinsection Certificate” (RDC)(original) should be made available for inspec-
tion by Health Quarantine Officials immediately on arrival.
Any invalid “RDC” or failure to furnish the “RDC” will cause disinsection of the aircraft before dis-
embarkation of passengers.
The residual disinsection of aircraft is to be carried out to the standards and specifications as
approved by the WHO.
FEES
Information on charges should be sought from, and questions addressed to:
FIJI ISLANDS
The Financial Controller

Fiji Airports
Nadi International Airport
Republic of Fiji
Tel: (679) 672-5777
E-Mail: finance@fijiairports.com.fj
AIRPORTS OF ENTRY
Nadi (Intl)
Nausori (Intl) – 0500–2100L (1700–0900 UTC)
PASSPORT AND VISA

A valid passport, or equivalent document, with an entry visa is required for entry with the following
exceptions:
a. French nationals may present their national identity card in lieu of a passport;
b. An entry visa may not be necessary depending upon the traveler’s nationality, and length
and purpose of visit. Information regarding visa requirements should be obtained from
French consular authorities abroad;
c. Holders of military passports or orders and holders of diplomatic passports are not required
to possess visas; and
d. For any crew member engaged in scheduled flights, who has in their possession an aircrew
license (or certificate), who remains at the airport where their aircraft is parked or within the
confines of the neighboring towns and who leaves on the same aircraft or by the next sched-
uled flight, the license or certificate of that crew member shall serve in place of passport or
visa for temporary admission.
This provision is also applicable to a crew member who enters by another means of trans-
port, for the purpose of joining an aircraft there.
All persons disembarking in French Territories must hold either a return trip deposit, a return or
on-going ticket, or an administrative exemption.
HEALTH
French Polynesia:
Yellow fever vaccination certificates are required of all travelers more than one year of age arriv-
ing within six days from infected areas.
New Caledonia:
– Smallpox: smallpox vaccination is not required.
– Cholera: passengers arriving in New Caledonia from endemic or epidemic areas, must hold a
cholera vaccination certificate or, failing this, the proof that they were subject to chemical pro-
tection, otherwise such chemical protection will be applied on arrival.
– Influenza or Dengue: it is recommended to passengers arriving from an influenza or dengue
endemic or epidemic areas to inform the Noumea sanitary control office in case of clinic symp-
toms of arboviral contamination.
Wallis and Futuna Islands:
The following vaccinations are required for disembarking on the territory of the Wallis and Futuna
Islands:
– Smallpox vaccination, mandatory for all travelers who, within 14 days preceding their arrival to
Wallis and Futuna, have stayed in a country declared by WHO as contaminated by smallpox.
– Yellow fever vaccination, mandatory for all travelers older than one, arriving from an area con-
taminated by this disease.
– The vaccination certificates must be completed and established in compliance with the provi-
sions of the International Health Regulations.

French Polynesia
Aircraft must comply with the current provisions concerning international sanitary regulations. In
particular, all aircraft arriving from abroad may be subjected to disinsecting, carried out on its
arrival in the territory. Blocks-away disinsecting, carried out prior to landing, is not acceptable.
However, in the case of aircraft arriving from countries which are free from quarantinable disea-
ses, this blocks-away disinsecting may be acceptable if it is carried out effectively and under the
responsibility of the aircraft captain.
New Caledonia, Wallis and Futuna
All aircraft arriving from abroad will be subjected to a disinsection, carried out on its arrival in the
territory, except if disinsection has been carried out prior to landing. In this case, empty packages
of used insecticide spray will be required as a proof of a disinsection.
FEES
Fees are assessed for the use and services of airports, and are payable on demand. Payment of
charges is to be made in French Francs or in Pacific Francs. Passengers are assessed an Airport
Tax on departure.

GENERAL
French Polynesia
Any overflight of the territory of French Polynesia, with or without stop, must be performed in com-
pliance with the Civil Aviation regulations applicable to this territory.
Any aircraft entering the territory of French Polynesia must make its first landing at the airport of
Tahiti Faa’a and follow the procedures of customs, police, health, zoosanitary and phytosanitary
controls. Similarly, all aircraft leaving the territory of French Polynesia must make their final stop
at the airport of Tahiti Faa’a.
When they arrive, aircraft captains must comply with vegetals protection services injunctions
about:
– phytosanitary controls and insecticidal treatments ordered by vegetals protection services if
necessary;
– aircraft closing and opening conditions;
– conditions to stay in French Polynesia.
New Caledonia:
All flights over the territory of New Caledonia, with or without intermediate stops, must be carried
out in accordance with the Civil Aviation Regulations applicable in that territory.
Any aircraft entering the territory of New Caledonia must make its first landing at the airport of
Nouméa-La Tontouta and proceed to the international parking area where the customs, immigra-
tion and quarantine controls are located. Similarly, all aircraft leaving the territory of New Caledo-
nia must make their final stop at Nouméa-La Tontouta airport.
Under certain conditions, a few airports apart from Nouméa-La Tontouta may be used to enter
and leave the territory, subject to the approval of the Customs, Immigration and Quarantine (CIQ)
authorities.
Requests for exemption must be addressed to the managing authority of the requested airport.
Wallis and Futuna:
All flights over the territory of the Wallis and Futuna Islands, with or without intermediate stops,
must be carried out in accordance with the Civil Aviation Regulations applicable in that territory.
Unless an exemption is issued 48 hours in advance, all aircraft arriving on the territory of the
Wallis and Futuna Islands must make their first landing at the airport of Wallis Hihifo which is the
only one provided with Customs, Police and Sanitary controls. Similarly, all aircraft leaving the ter-
ritory of the Wallis and Futuna Islands must make their final stop at the same airport.
The above-mentioned requests for exemption and for sanitary evacuation must be addressed to
the Service d’Etat de l’Aviation Civile des Iles Wallis et Futuna (NLWWYAYX). E-mail: seac-
wf.encadrement@mail.wf and copied to seac-wf-encadremement@aviation-civile.gouv.fr.
Civil Aviation Authority (France):
Direction Générale de l’Aviation Civile

Address: 50, rue Henry Farman
Paris Cedex 15
75720
Tel: (33) 01 58 09 43 21
Fax: (33) 01 58 09 35 35
AFS: LFPSYAYD
French Polynesia:
Direction du Service d’Etat de l’Aviation Civile

Address: B.P. 6404, 98702 Faa’a
Polynésie
Française
Tel: 00 689 40 86 10 10
Fax: 00 689 40 86 10 09
Internet: https://www.seac.pf/
AFS: NTAA YAYX
Customs
Service des Douanes

Address: BP 9006
98715 Papeete
Polynésie
Française
Tel: 00 689 40 50 55 50
Fax: 00 689 40 43 55 45
Douanes Airport
Tel: 00 689 40 82 68 65
Fax: 00 689 40 82 68 65
Health
Service du Développement Rural, Section Phytosanitaire

Address: BP 100
98713 Papeete
Polynésie
Française
Tel: 00 689 42 81 44 Poste 347
Fax: 00 689 42 08 31
Département de la Protection des Végétaux

Address: BP 100
98713 Papeete
Polynésie
Française
Tel: 00 689 40 42 97 80
Fax: 00 689 40 41 05 30
New Caledonia:
Direction de l’Aviation Civile en Nouvelle Calédonie

Address: B.P. H1
98849 Nouméa Cedex
Nouvelle Calédonie
Tel: +687 26 52 00
Fax: +687 26 52 67
E-Mail: dac-nc@aviation-civile.gouv.fr
Internet: https://www.aviation-civile.nc
AFS: NWWWZPZX
Customs
Direction Régionale des Douanes de Nouvelle-Calédonie

Address: B.P. 13
98845 Noumea Cedex
Nouvelle Calédonie
Tel: +687 26 53 00
Fax: +687 27 64 97
E-Mail: dr-nouvelle-caledonie@douane.finances.gouv.fr
Health
Direction des Affaires Vétérinaires, Alimentaires et Rurales (DAVAR)

Address: B.P. M2
98849 Noumea Cedex
Nouvelle Calédonie
Tel: +687 25 51 07
Fax: +687 25 51 29
E-Mail: davar.direction@gouv.nc
Wallis and Futuna:
Service d’État de l’Aviation Civile des Iles Wallis et Futuna

Address: B.P. 1 Mata’utu
98600 UVEA - Wallis
Tel: +681 standard 72 12 00 ou 72 12 01
Fax: +681 72 29 54 (bureau) ou 72 12 12 (vigie)
E-Mail: seac-wf.encadrement@mail.wf
SCHEDULED FLIGHTS
French Polynesia:
– Overflying and technical stops:
The aircraft of airlines belonging to countries that are signatories of the transit agreement, or
are entitled to equivalent rights by a bilateral agreement with France, may overfly the territory of
French Polynesia or make a non-traffic stop there.
In other cases, a clearance request must be submitted to Monsieur le Haut Commissaire de la
République en Polynésie Française, Direction du Service d’Etat de l’Aviation Civile (see DES-
IGNATED AUTHORITIES).
– Commercial stops:
The operation for commercial purposes of scheduled international flights to or from the territory
of French Polynesia must take place in accordance with the provisions contained in the aero-
nautical agreements between France and the countries in which the operating airlines are
based.
A cargo manifest in duplicate is required, as shown in appendix 3 of annex 9. This document is
not required if the aircraft does not load (or discharge) any cargo.
– Technical prerequisite for the commercial operation of third country operators (State which is
not part of the European Union, Norway, Liechtenstein, Iceland or Switzerland) called a TCO
for “Third Country Operator” to/from French Polynesia:
These provisions apply to any TCO meeting the three following conditions:
• requesting a flight permit to undertake commercial operations to French Polynesia;
• having not operated to French Polynesia since the beginning of the previous calendar year;
• not holding a European Aviation Safety Agency (EASA) safety authorization as per Commis-
sion Regulation (EU) n° 452/2014 covering the aircraft intended to be operated to French
Polynesia.
Any TCO meeting the above-mentioned provisions shall, among others, complete and submit
the technical questionnaire, along with all the necessary attachments, established by the
French Civil Aviation Authority (French DGAC). The technical questionnaire template is acces-
sible on the internet website of the ecological and solidary transition ministry: http://www.devel-
oppement-durable.gouv.fr/sites/default/files/Questionnaire pour les compagnies_0.pdf.
Furthermore, the Civil Aviation Authority in French Polynesia can require the submission of a
new technical questionnaire for any TCO already authorized to operate to French Polynesia
should the TCO:
• be willing to introduce new aircraft for these operations; or
• never have submitted a technical questionnaire for the operated aircraft or have submitted a
previous version of the technical questionnaire.
The fully completed questionnaire and all required attachments shall be submitted within the
following deadlines:
• for scheduled operations, not later than 1 month before the first flight of the intended sched-
ule;
• for charter or unscheduled operations of at least 6 flights, not later than 10 working days
before the first flight of the intended schedule;
• for other charter or unscheduled operations, not later than 2 working days before the first
flight of the intended schedule.
The submitted technical questionnaire will be thoroughly reviewed by the Civil Aviation Author-
ity in French Polynesia and a final positive assessment on the compliance with applicable
standards, regulations and recommended practices stands for a prerequisite for the issuance of
the associated flight permit.
Contacts:
For flights between French Polynesia and another location on French territory (ex: Wallis and
Futuna), the technical questionnaire must be sent to international-dta@aviation-civile.gouv.fr and
copied to safa.seacpf@aviation-civile.gouv.fr.
For all other flights to or from French Polynesia, the technical questionnaire must be sent to
safa.seacpf@aviation-civile.gouv.fr.
New Caledonia:
– Overflight and technical stops:
The aircraft of airlines belonging to countries which are signatories of the transit agreement or
are entitled to equivalent rights by a bilateral agreement with France may overfly the territory of
New Caledonia or make a non-traffic stop there.
In other cases, a clearance request must be sent to the Regulation Department of Civil Aviation
authority in New Caledonia: noumea-sre-compagnies@aviation-civile.gouv.fr.
The operation for commercial purposes of scheduled international flights to or from New Cale-
donia must take place in accordance with the provisions contained in the aeronautical agree-
ments concluded between France and the countries within which the operating airlines are
based.
A cargo manifest established according to the ICAO model. This document is not needed if the
aircraft does not load (or discharge) any cargo.
General declaration: It is not required except in particular cases.
Technical prerequisite for the commercial operations of third country operators (State which is not
part of the European Union, Norway, Liechtenstein, Iceland or Switzerland) called a TCO for
“Third Country Operators” to/from New Caledonia:
– requesting a flight permit to undertake commercial operations to New Caledonia;
– having not operated to New Caledonia since the beginning of the previous calendar year;
– not holding a European Aviation Safety Agency (EASA) safety authorization as per Commis-
sion Regulation (EU) n° 452/2014 covering the aircraft intended to be operated.
Any TCO meeting the above-mentioned provisions shall, among others, complete and submit the
technical questionnaire, along with all the necessary attachments, established by the French Civil
Aviation Authority (French DGAC). The technical questionnaire template is accessible on the
internet website of the ecological and solidary transition ministry: http://www.ecologique-solid-
aire.gouv.fr/permis-dexploitation-descompagnies-extracommunautaires.
Furthermore, the Civil Aviation Authority in New Caledonia can require the submission of a new
technical questionnaire for any TCO already authorized to operate to New Caledonia should the
TCO:
– be willing to introduce new aircraft for these operations; or
– never have submitted a technical questionnaire for the operated aircraft or have submitted a
The fully completed questionnaire and all required attachments shall be submitted within the fol-
lowing deadlines:
– for scheduled operations, not later than 1 month before the first flight of the intended schedule,
– for charter or unscheduled operations of at least 6 flights, not later than 10 working days before
the first flight of the intended schedule,
– for other charter or unscheduled operations, not later than 2 working days before the first flight
of the intended schedule.
The submitted technical questionnaire will be thoroughly reviewed by the Civil Aviation Authority
in New Caledonia and a final positive assessment on the compliance with applicable standards,
regulations and recommended practices stands for a prerequisite for the issuance of the associ-
ated flight permit.
Contacts:
For flights between New Caledonia and another location on French territory (ex: French Polyne-
sia), the technical questionnaire must be sent to international-dta@aviation-civile.gouv.fr and
copied to safa.dacnc@aviation-civile.gouv.fr as well as to noumea-sre-compagnies@aviation-civ-
ile.gouv.fr.
For all other flights to or from New Caledonia, the technical questionnaire must be sent to
noumea-sre-compagnies@aviation-civile.gouv.fr and copied to safa.dacnc@aviation-civ-
ile.gouv.fr.
Wallis and Futuna:
The aircraft of airlines belonging to countries which are signatories of the transit agreement or
are entitled to equivalent rights by a bilateral agreement with France may overfly the territory of
the Wallis and Futuna Islands or make a non-traffic stop there.
In other cases, a clearance request must be submitted to Monsieur le Préfet Chef du Territoire
des Iles Wallis et Futuna BP 16 UVEA 98 600 Ile de Wallis.
The operation for commercial purposes of scheduled international flights to or from the territory
of the Wallis and Futuna Islands must take place in accordance with the provisions contained in
the aeronautical agreements made between France and the countries in which the operating
airlines are based.
A cargo manifest established according to the ICAO model. A cargo manifest in duplicate is
required, as shown in appendix 3 of annex 9. This document is not required if the aircraft does not
load (or discharge) any cargo.
General declaration: It is not required except in particular cases.
“Third Country Operators” to/from the territory of Wallis and Futuna:
– requesting a flight permit to undertake commercial operations to the territory of Wallis and
Futuna;
– having not operated to the territory of Wallis and Futuna since the beginning of the previous
calendar year;
– not holding a European Aviation Safety Agency (EASA) safety authorization as per Commis-
sion Regulation (EU) n° 452/2014 covering the aircraft intended to be operated.
Any TCO meeting the above-mentioned provisions shall, among others, complete and submit the
technical questionnaire, along with all the necessary attachments, established by the French Civil
Aviation Authority (French DGAC). The technical questionnaire template is accessible on the
internet website of the ecological and solidary transition ministry: http://www.ecologique-solid-
aire.gouv.fr/permis-dexploitation-descompagnies-extracommunautaires.
Furthermore, the Civil Aviation Authority in Wallis and Futuna or in New Caledonia can require the
submission of a new technical questionnaire for any TCO already authorized to operate to the ter-
ritory of Wallis and Futuna should the TCO:
– be willing to introduce new aircraft for these operations; or
– never have submitted a technical questionnaire for the operated aircraft or have submitted a
The fully completed questionnaire and all required attachments shall be submitted within the fol-
lowing deadlines:
– for scheduled operations, not later than 1 month before the first flight of the intended schedule;
– for charter or unscheduled operations of at least 6 flights, not later than 10 working days before
the first flight of the intended schedule;
– for other charter or unscheduled operations, not later than 2 working days before the first flight
of the intended schedule.
The submitted technical questionnaire will be thoroughly reviewed by the Civil Aviation Authority
in New Caledonia and a final positive assessment on the compliance with applicable standards,
regulations and recommended practices stands for a prerequisite for the issuance of the associ-
ated flight permit.
Contacts:
For flights to or from Wallis and Futuna, the technical questionnaire must be sent to international-
dta@aviation-civile.gouv.fr and copied to safa.dacnc@aviation-civile.gouv.fr and seac-wf-
encadrement@aviation-civile.gouv.fr.
French Polynesia:
– Overflight
Any aircraft complying with the conditions of the first sub-paragraph of SCHEDULED FLIGHTS
above, performing a non-scheduled flight and overflying the territory of French Polynesia with-
out landing shall not be required to obtain prior approval.
In all other cases, a request containing the following information shall be provided:
a. Operator: identification, billing address, telephone, FAX, AFTN, email address; and
b. Aircraft: type, registration, MTOW.
This request must be sent to the Service d’Etat de l’Aviation Civile en Polynésie Française from
Monday to Friday, excluding public holidays, with a minimum of 72 hours notice before depar-
ture:
Service d’Etat de l’Aviation Civile en Polynésie Française
Tel: 689 – 40 86 11 56
689 – 40 86 11 57
Fax: 689 – 40 85 51 26
E-Mail: seac-pf-sna-preflight-ld@aviation-civile.gouv.fr
AFTN: NTAAZPZX, NTAAYAYX
– Technical stop:
Any aircraft planning a technical stopover at Tahiti-Faa’a airport shall obtain a landing permit.
The request must be made from Monday to Friday, excluding public holidays, with a minimum
of 72 hours notice before departure.
This request shall be sent to the Service d’Etat de l’Aviation Civile en Polynésie Française by
filling out the online application form available at the address listed below: https://www.seac.pf/
non-scheduled-flights-form-2/.
For further information, please contact:
Tel: 689 – 40 86 11 56
689 – 40 86 11 57
Fax: 689 – 40 85 51 26
The operation for commercial purposes of a non-scheduled flight or a series of flights to the ter-
ritory of French Polynesia is subject to an authorization issued by France or by the government
of French Polynesia. The request must be received by the Service d’Etat de l’Aviation Civile en
Polynésie Française at least one month before the date of the first flight.
This request shall be sent to the Service d’Etat de l’Aviation Civile en Polynésie Française by
filling out the online application form available at the address listed below: https://www.seac.pf/
non-scheduled-flights-form-2/.

Tel: 689 – 40 86 11 53
Fax: 689 – 40 85 51 26
The applicant will receive from the Service d’État de l’Aviation Civile en Polynésie Française a
technical questionnaire published by DGAC to complete and return to the Direction du Service
d’Etat de l’Aviation Civile.
Validation of the technical questionnaire is a compulsory prerequisite to obtain any landing clear-
ance.
Non-scheduled commercial aircraft (international traffic) which remain in the territory for more
than 7 days must be covered by a temporary import license.
Technical prerequisite for the commercial operations of third country operators (any State which is
not part of the European Union, Norway, Liechtenstein, Iceland or Switzerland) referred to as a
TCO for “Third Country Operator” to/from French Polynesia.
Similar requirements for scheduled flights (see SCHEDULED FLIGHTS).
New Caledonia:
– Overflying and non-traffic stops:
See SCHEDULED FLIGHTS. However, in the case of a non-traffic stop, the operator must first
obtain prior clearance from the managing authority of the requested airport.
Commercial non-scheduled flights between a foreign country and the territory of New Caledo-
nia must be covered by a prior clearance which must be received at least 1 month before the
intended date of the flight(s).
The request must be addressed to the:
Regulation Department of the Direction of Civil Aviation in New Caledonia
Address: B.P. H1
98849 Noumea Cedex
Nouvelle-Caledonie
Fax: (689) 26 52 02
E-Mail: noumea-sre-compagnies@aviation-civile.gouv.fr

General declaration stamped by the authorities of the country of provenience.
“Third Country Operators” to/from New Caledonia.
Similar provisions are set forth under scheduled flights (see SCHEDULED FLIGHTS).
Wallis and Futuna:
All aircraft making a non-scheduled flight and wishing to make a non-traffic stop in the territory
of the Wallis and Futuna Islands must obtain a prior clearance with regard to the schedule of
the planned non-traffic stop. The clearance must be requested not less than 48 hours in
advance from the Service d’Etat de l’Aviation Civile des Iles Wallis et Futuna (NLWWYAYX).
No clearance is required for non-stop overflights.
Commercial non-scheduled flights from or to the territory of the Wallis and Futuna Islands must
be covered by a prior clearance.
The request for clearance must be addressed not less than 1 month in advance to the Service
d’Etat de l’Aviation Civile des Iles Wallis et Futuna (NLWWYAYX). E-mail: seac-wf.encadre-
ment@mail.wf and: seac-wf-encadremement@aviation-civile.gouv.fr.
A general declaration signed by the aircraft captain will be required for each non-scheduled flight.
“Third Country Operators” to/from the territory of Wallis and Futuna.
Similar provisions are set forth under scheduled flights (see SCHEDULED FLIGHTS).
PRIVATE FLIGHTS
French Polynesia:
All private flights entering French Polynesia must obtain prior landing clearance.
The request must be sent from Monday to Friday, excluding public holidays, with a minimum of
72 hours notice before departure.
This request shall be sent to the Service d’Etat de l’Aviation Civile en Polynésie Française by fill-
ing out the online application form available at the address listed below: https:// www.seac.pf/non-
scheduled-flights-form-2/.
Direction du Service d’Etat de l’Aviation Civile

Tel: 689 – 40 86 11 53
Fax: 689 – 40 85 51 26
The request is subject to an additional delay of a minimum of 15 days when landing at an airport
in French Polynesia other than Tahiti Faa’a.
For a stay longer than 7 days, the aircraft is, as applicable, to be placed under the temporary
import system or be covered by a deposit guarantee.
New Caledonia:
General declaration stamped by the authorities of the country of provenience.
Passengers list.
For a stay longer than 7 days, the aircraft is additionally to be placed under the temporary import
receipt or be covered by a tourism document.
The temporary import receipt is issued on the arrival of the aircraft by the Chief of the Customs
Office in Noumea.
– Quarantine control measures on aircraft:
See SCHEDULED FLIGHTS.
Wallis and Futuna:
– Arrival preliminary notice:
The information contained in the flight plan are considered as constituting a sufficient prelimi-
nary notice for the arrival of an aircraft from abroad, subject to the following conditions: This
information must be transmitted in order to be received by the competent authorities not less
than 48 hours before the arrival of the aircraft, unless exemption landing must be performed at
the airport of Wallis Hihifo. No flight must be started before the arrival preliminary notice is
acknowledged.
No document is required apart from those shown in SCHEDULED FLIGHTS.
AIRPORTS OF ENTRY
FRENCH POLYNESIA
Tahiti I, Society Is (Faa’a)
NEW CALEDONIA AND DEPENDENCIES
Noumea, New Caledonia (La Tontouta)
WALLIS AND FUTUNA ISLANDS
Wallis – Hihifo
INDONESIA
PASSPORT AND VISA

Temporary visitors arriving in Indonesia are required to have a valid passport and visa. Visas will
be issued at the Indonesian Embassies / Consulates abroad.
No documents or visas are required from passengers arriving and departing on the same through
flight, or transferring to another flight at the same airport.
Embarking or disembarking crew members who remain at the airport where the aircraft has stop-
ped or within the confines of the cities adjacent there to, and depart on the same aircraft or on his
next regularly scheduled flight out of Indonesia may retain his crew members license or certificate
in his possession in lieu of passport and visa.
CUSTOMS REQUIREMENTS
A written declaration of passenger and crew baggage is required on arrival only. Airlines are per-
mitted to provide the Customs Declaration form to passengers.
Airlines operator are required to submit a notification form Arrival Plan of Carriers or arrival sched-
ule of Carriers for scheduled commercial air transport company to the Customs official at the Cus-
toms Office which visited, no later than 24 hours before the entry of Aircraft.
Airlines Operator are required to submit a notification in the form of inward manifest in Indonesian
or English to the Customs official at the Customs office, performed before unloading.
HEALTH
ARRIVAL
In general, international certificates of vaccination are not required, except for those passengers
coming from yellow fever endemic zones in Africa and South America.
Crew and passenger are subject to preliminary medical examination if required. Any indication of
sudden illness on board shall be reported as soon as possible by officer in command to Port
Health Authority.
A high standard of hygiene and sanitation should be maintained on the aircraft while in port. Port
Health Authority officers will inspect aircraft on a selective basis.
DEPARTURE
In special circumstances, Port Health Authority Officers reserve the right to examine medically all
crew and passengers and inspect aircraft for hygiene-sanitation measures.
Civil Aviation
Directorate General of Civil Aviation
Address: Karsa Building 5th floor
Jalan Medan Merdeka Barat 8
Ministry of Transportation
INDONESIA
Jakarta 10110
Tel: 62-21-3505133 / 37
Fax: 62-21-3505139
Telex: 49482 CIVILAIR IA
CIVILAIR JAKARTA
AFTN: WRRRYAYD
Customs
Directorate General of Customs and Excise
Ministry of Finance
Jakarta
13230
Tel: 62-21-4890308, 1500225
Fax: 62-21-4890871
E-Mail: info@customs.go.id
Internet: www.beacukai.go.id
Defense and Security
Department of Defense and Security
Address: Markas Besar TNI
Telegraphic
Cilangkap
Jakarta
13870
Tel: 62-21-84595576
Fax: 62-21-84591193
E-Mail: ppidtni@puspen.tni.mil.id
Internet: tni.mil.id

GENERAL
All flights into, from or over the Republic of Indonesia shall be carried out under the conditions
contained herein.
Aircraft landing in or departing from the territory of Indonesia must first land at and finally depart
from an international airport.
INDONESIA
SCHEDULED FLIGHTS
General
For regular international flights operated by foreign airlines into or in transit across Indonesia, the
following requirements should be met:
a. The airline should have been designated pursuant to a bilateral air transport agreement
signed by Indonesia and the State in which the aircraft / airline is registered.
b. The airline through their representatives, shall notify the Civil Aviation Authority, the Director
General of Civil Aviation, of their intended scheduled flights or alteration there from.
For scheduled transit or non-traffic flights agreed upon in the bilateral air transport agreement,
copies (5) of General Declaration shall be submitted to the designated authorities.
The undermentioned aircraft documents shall be submitted by airline operators for clearance on
entry and departure of their aircraft to and from Indonesia. All documents must follow the ICAO
standard format as set forth in the relevant Appendices to Annex 9 (not published herein) and are
acceptable when furnished in English and completed in legible handwriting.
General Declaration Passenger Manifest Cargo Manifest List of Stores

Required on Arrival
2 5 5 2
Required on Departure
5 6 11 —
Public Health Measures Applied to Aircraft

Disinsection of aircraft to prevent infectious diseases that could endanger the security of the State
in the areas of health, if:
a. Aircraft coming from infected State and or endemic infectious diseases which is transmitted
by vectors and or insect-borne diseases; or
b. In the plane there are cases of vector-borne diseases and or insect-borne diseases; or
c. The aircraft did not have Certificate of Knockdown Disinsection; or
d. Mandatory of destination State; or
e. Based on pilot reports, in a passenger aircraft suspected/infected insect-borne infectious dis-
eases and or vectors; or
f. From the results of the examination of aircraft found the insect life and/or vector-borne disea-
ses; or
g. At the request of the airlines operator.
INDONESIA
Methods and procedure disinsection depending on the type of disease and its risk factors and
performed by health quarantine officer or port health office or business entities appointed in
accordance with the provisions of the legislation in force.
Disinsection an aircraft in flight should be done only for entry aircraft, originating or passing
through endemic State for the spread of harmful pests and diseases of the results of the risk anal-
ysis assessment.
Procedures Related to Health Quarantine
Flight Captain shall submit Flight Health Declaration which is part of the General Declaration to air
traffic officer at destination airport before landing aircraft.
Air traffic officer shall communicate Flight Health Declaration to the airport operator to be forwar-
ded to the health quarantine officer.
Procedure Entry and Departure of Aircraft in Abnormal Condition/from airport Infected/
Plague
Where an aircraft coming from airports or regions that are infected or there are people and/or
goods allegedly exposed, the flight Captain shall immediately report the circumstances to the Air
Traffic Officer in charge and be forwarded on to the Health Quarantine officer for purposes of
quarantine.
General
If an operator intends to perform a (series of) nonscheduled flight(s) into Indonesia for the pur-
pose of taking on or disembarking passengers, cargo or mail, application shall be made to the
Directorate General of Civil Aviation and the Department of Defense and Security at least 14
(fourteen) working days in advance containing information on the following items;
a. Name, address and nationality of the operator;
b. Type and registration of the aircraft;
c. Date, time of arrival at and departure from the airport(s) in Indonesia;
d. Place(s) of embarkation and disembarkation abroad, as the case may be, of passengers
and/or freight;
e. Purpose of flight and number of passengers and/or nature and amount of freight;
f. Information on charter price, name, address and business of charter, if any.
If an operator intends to make flights across or in-transit for non-traffic purposes, notification shall
be made at least 14 (fourteen) working days in advance to the Directorate General of Civil Avia-
tion and the Department of Defense and Security to obtain security clearance.
Applications for a series of non-scheduled flights shall be submitted provided that alterations, if
any, shall be notified well in advance.
INDONESIA
For flights by civil aircraft registered in States that are not parties to the Convention on Interna-
tional Civil Aviation (Chicago convention), clearance, approval or permission to fly across or in
transit for nontraffic purposes shall be obtained through diplomatic channels.
PRIVATE, DELIVERY, FERRY AND SIMILAR FLIGHTS

Application for permission must be submitted to the Directorate General of Civil Aviation and
Department of Defense and Security at least 14 (fourteen) working days in advance of entry into
Indonesia.
Information contained in the flight plan shall be transmitted 24 hours in advance from the arriving
aircraft to the previously designated / intended airport.
FEES
The following types of fees and charges may be expected:
a. Landing Charges
b. Hangar Charges
c. Parking Charges
d. Parking Surcharge
e. Avio Bridge
f. Counter, Scale and Conveyor
g. Passenger Service Charges
h. Air Navigation Facility Charges
AIRPORTS OF ENTRY
NOTE: See Indonesia Airport Directory for Customs operational hours.
Ambon (Pattimura)
INDONESIA
Bali (Ngurah Rai Intl)

Balikpapan (Sultan Aji Muhammad Sulaiman Sepinggan)
Banda Aceh (Sultan Iskandarmuda)
Bandung (Husein Sastranegara)
Batam (Hang Nadim)
Biak (Frans Kaisiepo)
Bima (Sultan Muhammad Salahuddin)
Jakarta (Halim Perdanakusuma Intl)
Jakarta (Soekarno-Hatta Intl)
Jayapura (Sentani)
Kulon Progo (New Yogyakarta Intl)
Kupang (El Tari)
Majalengka (Kertajati Intl)
Makassar (Sultan Hasanuddin)
Manado (Ratulangi)
Medan (Kualanamu Intl)
Medan (Polonia)
Padang (Tabing)
Padang Pariaman (Minangkabau Intl)
Pekanbaru (Sultan Syarif Kasim II)
Pontianak (Supadio)
Praya (Lombok Intl)
Semarang (Ahmad Yani)
Solo (Adi Soemarmo)
Surabaya (Juanda)
Tanjung Pinang (Raja Haji Fisabilillah))
Ujung Pandang (Hasanuddin)
Yogyakarta (Adisutjipto)
KIRIBATI
VISA
Visa and arrival documents may not be required for passengers arriving and departing immedi-
ately on the same day and on the same or on a different craft (craft = aircraft, ship, vessel) at any
international port of entry in Kiribati provided passengers remain on the craft, remain within the
port’s facilities until departure.
All information related to immigration can be obtained on the website www.mfa.gov.ki/immigra-
tion/.

GENERAL
International flights into, from or over Kiribati territory shall be subject to the current Kiribati regula-
tions relating to Civil Aviation. These regulations correspond in all essentials to the Standards and
Recommended Practices contained in Annex 9 to the Convention on International Civil Aviation.
Aircraft flying into or departing from Kiribati territory shall make their first landing at, or final depar-
ture from, Tarawa/Bonriki International or Christmas Island/Cassidy International airports.
Commercial flights are not permitted to take off from or land at other than published airports
except in cases of real emergency or when special permission has been obtained from the CAAK.
Notice of Flights
Except for regular or scheduled movements, it is advisable to give early notice of intention to use
any airport in Kiribati. Such prior notice should be made to:
a. For the use of government airports: NGTAYAYX NGTTYTYX
Landings Made Other Than at an International Airport/Heliport or a Designated Alternate
Airport
If a landing is made other than at an international airport or a designated alternate airport, the
pilot-in-command shall report the landing as soon as practicable to the health, customs and immi-
gration authorities at the international airport at which the landing was scheduled to take place.
This notification may be made through any available communication link.
The pilot-in-command shall be responsible for ensuring that:
a. if pratique has not been granted to the aircraft at the previous landing, contact between other
persons on the one hand and passengers and crew on the other is avoided;
b. cargo, baggage and mail are not removed from the aircraft except as provided below;
c. any foodstuff of overseas origin or any plant material is 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 that circumstance the
contents must be destroyed either by burning or by deep burial.
KIRIBATI
Night Operations
Night flying facilities are not available in most airports in Kiribati except for Bonriki International
Airport (NGTA) and Christmas Island/Cassidy Intl (PLCH).
Pilots must plan their flights to land at their destination, except PLCH and NGTA, before the end
of evening civil twilight, allowing sufficient time to divert to their selected alternate, to arrive there
and land before the end of evening civil twilight.
Civil Aviation Authority of Kiribati
Betio
Tarawa
Kiribati
Tel: 686 740 26003
E-Mail: dca@mcttd.gov.ki
Airport Kiribati Authority (AKA)
Address: Bonriki International Airport
P.O. Box 277
Bikenibeu
Tarawa
Kiribati
Tel: 686 752 29038
E-Mail: ceo.aka@micttd.gov.ki
AFS: NGTAYAYX
Customs
Comptroller of Customs
Address: Betio
Tarawa
Kiribati
Tel: 686 740 26750
E-Mail: tekaie@justice.gov.ki
Health
Director of Health Services
KIRIBATI
Ministry of Health & Medical Services

Address: Nawerewere
Tarawa
Kiribati
Tel: 686 740 28100
E-Mail: dbh@health.gov.ki
SCHEDULED FLIGHTS
For regular scheduled international flights operated by foreign airlines into or in transit across Kiri-
bati, the following requirements must be met.
a. The State of the airline must be a party to the International Air Services Transit and/or Inter-
national Air Transport Agreement. Kiribati is a party to both agreements;
b. The airline must be eligible to make the flights under the provisions of a bilateral or multilat-
eral agreement to which the State of the airline and Kiribati are contracting parties, and must
have a permit to operate into or in transit across Kiribati. Applications for such permits should
be submitted, at least 10 working days prior, to:
Betio
Tarawa
Kiribati
Attn: Licensing Officer
persons; introduction, transit or exportation of goods; quarantine and health measures; immigra-
tion, passport, visas and travel documents.
It is necessary that the aircraft documents mentioned below be submitted by airline operators for
clearance on entry and departure of their aircraft to and from Kiribati. All documents listed below
must follow the ICAO standard format as set forth in the relevant appendices to Annex 9 and are
acceptable when furnished in English and completed either by typing or in legible handwriting.
Aircraft documents required prior to arrival:

Customs 1 1 1
Immigration 1 1 Nil
Biosecurity 1 1 1
KIRIBATI
NOTE 1: One copy of the General Declaration is endorsed and returned by Customs, signifying
clearance.
NOTE 2: If no passengers are embarking (disembarking) and no articles are laden (unladen), no
aircraft documents except copies of the General Declaration need be submitted to the appropriate
Customs authorities.
Procedures
All clearances regarding landing requirements for non-scheduled flights or technical stops at Cas-
sidy (PLCH), Kanton (PCIS) and Bonriki (NGTA) airports are required to be obtained first in
accordance with procedures from the Director of Civil Aviation at least three days prior to depar-
ture of the aircraft at:
Ministry of Communication Transport and Tourism Development
Republic of Kiribati
Tel: 686 740 26003
E-Mail: dca@micttd.gov.ki
Public Hours: Mon–Fri 0800–1600 local
The application must include the following information in the order shown below:
a. name of operator;
b. type of aircraft and registration marks;
c. intended airport to use;
d. date and time of arrival at, and departure from, airport;
e. place or places of embarkation or disembarkation abroad, as the case may be, of passen-
gers and/or freight;
f. purpose of the flight and number of passengers, and/or nature and amount of freight; and
g. name, address and business of charterer, if any.
h. Crews’ passport biodata;
i. Manifest;
j. Refer to Appendix A for Application Form.
All flights by foreign state aircraft as defined by the Convention will require diplomatic clearance
from the Director of Civil Aviation through the Ministry of Foreign Affairs. Requests for such clear-
ance should be submitted through the normal diplomatic channels giving a minimum of three full
working days notice.
KIRIBATI
PRIVATE FLIGHTS
The information contained in the flight plan is accepted as adequate advance notification of the
arrival of incoming aircraft with the exception regarding flight safety as stated below. Such infor-
mation must be transmitted so that it will be received by the appropriate public authorities at least
two hours in advance of arrival and the landing must be carried out at a previously designated
For reasons of flight safety, special permission in addition to the filing of a flight plan is required
and the application for this permission must be submitted to Director of Civil Aviation at least three
days in advance of the entry into the airspace over Kiribati.
No documents, in addition to those mentioned above, are required in the case of an aircraft
remaining within Kiribati for less than an hour. For a stay beyond an hour after the date of arrival,
a fee will be incurred.

General
Public health measures are required to be fulfilled in connection with aircraft entering Kiribati.
Aircraft arriving from any States listed by Quarantine/Biosecurity may land at any international air-
port in Kiribati provided that the aircraft has been disinsected approximately thirty minutes before
arrival at the airport. This action must be properly recorded in the Health Section of the General
Declaration. If, in special circumstances, a second spraying of the aircraft to be carried out on the
ground is deemed necessary by the public health authorities, passengers and crew are permitted
to disembark beforehand.
FEES
Airport and heliport charges;
Parking, hangarage and long-term storage of aircraft;
Passenger services;
Noise-related items;
Approach control;
Route air navigation services.
KIRIBATI
AIRPORTS OF ENTRY
Tarawa (Bonriki Intl)
Hours: 2000–0415 UTC M–F.
Outside these hours, services are available O/R. Request to be submitted
to the AD three days prior flight.
MALAYSIA
PASSPORT AND VISA

All passengers require passports or other internationally recognized travel documents except:
a. Members of any visiting military force in accordance with the current regulations in force
during the time of the visit.
b. Bona fide Muslim pilgrims permanently resident in Malaysia, Singapore or Brunei returning
from Saudi Arabia.
All passengers, other than direct transit passengers, require visas except the following:
a. Citizens from Commonwealth countries or British protectorate or citizens of the Republic of
Ireland; (except Bangladesh, India, Pakistan and Sri Lanka).
b. Those persons exempted from the passport requirement noted above.
c. Nationals of Liechtenstein, Netherlands, San Marino and Switzerland;
d. Nationals of Albania, Argentina, Austria, Belgium, Bosnia-Herzegovina, Czech Republic,
Slovakia, Denmark, France, Finland, Germany, Hungary, Iceland, Italy, Japan, Kyrgyzstan,
Luxembourg, Norway, Peru, South Korea, Sweden, Tunisia, Turkmenistan, and Spain enter-
ing in transit or for a temporary stay not exceeding three months other than for employment;
e. Citizens of the United States of America arriving for a temporary stay or for any purpose
other than employment;
f. Citizens of Asian countries from Indonesia, Philippines and Thailand (except Singapore and
Brunei) for stay not exceeding one (1) month for social and business purpose;
g. Citizens of West Asia countries from Algeria, Bahrain, United Arab Emirates, Jordan,
Kuwait, Lebanon, Egypt, Morocco, Oman, Qatar, Saudi Arabia, Turkey and Yemen entering
in transit, visiting not exceeding three (3) months while citizen from Afghanistan, Iran, Libya
and Syria for a period not exceeding fourteen (14) days;
h. Citizens from Bulgaria, Romania, Latvia, Lithuania, Estonia, Georgia, Russia, Belarus,
Ukraine, Uzbekistan, Kazakhstan, Kyrgyzstan, Tajikistan, Azerbaijan and Moldovia entering
for short visit not exceeding seven (7) days;
i. Citizens not classified in the countries stated above (except Bangladesh, Bhutan, Cuba,
India, North Korea, Myanmar, Nepal, Pakistan, Peoples Republic of China, Sri Lanka,
Taiwan and Vietnam) entering in transit, social visit for a stay not exceeding one (1) month;
j. Passengers in transit to the third country entering Malaysia for duration of not more than 72
hours entering and leaving through same Airport (point of entry);
Flight crew members will be accorded temporary admission during the aircraft’s stay at the airport
on production of either licenses or valid crew member certificates issued by the State of Registry
of the aircraft.
HEALTH
Any person coming from a Yellow Fever epidemic area, or infected local area, must be in posses-
sion of a valid certificate of vaccination against Yellow Fever. The validity period of the interna-
MALAYSIA
tional vaccination certificate is ten (10) years, beginning ten (10) days after the date of initial vac-
cination, or on the date of revaccination.
PLANT AND ANIMAL QUARANTINE REQUIREMENTS

Passengers are to declare to the Plant Quarantine officers or to the Custom Officers, any plant or
parts of a plant (dead or alive) such as seeds, flowers, stems, roots and fruits, soil samples root-
ing/growing media compost, organic fertilizers, cultures of fungi, bacteria and viruses, insects or
any other vertebrate animals in their possession, upon arrival. An import permit is required for
most of these items.

Peninsular Malaysia
Aviation Industry Unit
Air Traffic Management Division
Civil Aviation Authority of Malaysia
Address: Level 4, Podium A
No. 27, Persiaran Perdana
Precinct 4
Putrajaya
Malaysia
62618
Tel: (+60) 3 88714000
Fax: (+60) 3 88892642
Telex: PENAWA MA 30128
E-Mail: aftn@caam.gov.my
AFS: WMKKYAYT & WMKKYAYX
Sabah (East Malaysia)
Pejabat Pengarah Wilayah Sabah
Address: Pihak Berkuasa Penerbangan Awam Malaysia (Civil Aviation Authority of Malay-
sia)
Beg Berkunci 2065
Jalan Bunga Raya
Kota Kinabalu
Sabah
Malaysia
MALAYSIA
88618
Tel: (+60) 8 8224911
Fax: (+60) 8 8219198
AFS: WBKKYAYS
Sarawak
Civil Aviation Regional Director III
Kuching International Airport
Address: Kuching
Sarawak
93728
Tel: (+60) 8 2455572 / 616532
Fax: (+60) 8 2453199 / 571524 / 454523
AFS: WBGGYDYS
Customs Authorities
Peninsular Malaysia
Director General of Customs
Address: Royal Customs Malaysia Head Office
Block 2G1B
Ministry of Finance Complex
Precinct 2
Putrajaya
Malaysia
62596
Tel: (+60) 3 88822100 / 2300 / 2500
Fax: (+60) 3 88895899 / 5901
E-Mail: kastam@customs.gov.my
Sabah (East Malaysia)
Sabah State Customs Director
Address: Royal Customs and Excise
Customs Building
Jalan Haji Saman
Kota Kinabalu
Sabah
MALAYSIA
88596
Tel: (+60) 8 8233723 / 231411
Fax: (+60) 8 8242160
Sarawak
Sarawak State Customs Director
Address: Royal Customs and Excise
Jalan Gedung
Bintawa Peti Surat 1385
Kuching
Sarawak
93596
Tel: (+60) 8 2333133
Fax: (+60) 8 2332204 / 330152
Telex: KASTAM MA 70480
DOCUMENTARY REQUIREMENTS FOR CLEARANCE OF AIRCRAFT

The pilot-in-command of an aircraft landing at a Peninsular Malaysia Airport shall furnish the Air-
port Health Officer with one copy of the General Declaration Form, and if passengers are mani-
fested separately, one copy of the Passenger Manifest signed by the pilot-in-command.

The pilot-in-command must ensure that all aircraft on international flights from yellow fever epi-
demic countries are adequately disinfected prior to arrival at Malaysian Airports using either the
‘blocks away’ method or the Dichlorvous Vapour System for the Disinfecting of Aircraft, and must
furnish evidence that this has been done. The Health Authority may disinfect aircraft on landing
before passengers are allowed to disembark, if disinfection has not been done to the satisfaction
of the Airport Health Officer.
PENINSULAR MALAYSIA
SCHEDULED FLIGHTS
Before a scheduled service is permitted to operate into Malaysia, it must be appropriately covered
by either an Air Services Agreement, a license issued in accordance with the Civil Aviation Regu-
lations 2016, or other aeronautical arrangement.
Traffic Landings
All airlines to submit its landing application for scheduled flights for each lATA season one month
or earlier before the start of the season for approval by CAAM. This requirement is also applicable
for introduction of new scheduled services or subsequent scheduled changes within the season.
The airlines may refer to AIC 02/2018 (not published herein).
MALAYSIA
All airlines operating to all airports in Malaysia must contact National Slot Coordination Malaysia
(NSCM), which has been appointed by the Civil Aviation Authority of Malaysia to undertake slots
coordination at all Malaysian airports for slot time confirmation in IATA SCR format before submit-
ting to CAAM for approval as stated in the above paragraph.
For initial slot applications for scheduled services in IATA northern summer or northern winter
seasons, the submission should be done as per IATA initial slot submission deadlines. Generally,
it is in May for the northern winter and October for the northern summer submissions.
NSCM contacts are:
Manager
National Slot Coordination Malaysia
Malaysia Airports (Sepang) SDN. BHD.
Address: 4th Floor, Airport Management Centre
KL International Airport
KLIA, Sepang
Selangor
Malaysia
64000
Tel: (+60) 3 87763027 / (+60) 3 87763345
Fax: (+60) 3 87763474
E-Mail: nscm@malaysiaairports.com.my
Overflights and Non-traffic or Technical Landings
Prior notification is necessary. In respect to civil aircraft registered in any ICAO Contracting State
and with which Malaysia has diplomatic relations, adequate advance notification should be given.
Notification by Flight Plan addressed to the Kuala Lumpur Air Traffic Control Center
(WMFCZQZX) for flights within the Kuala Lumpur FIR, if received at least 12 hours in advance of
the aircraft’s departure, will be accepted as advance notification. APPLICABLE FOR INTER DIP-
LOMATIC APPROVAL ONLY, others to follow Traffic Landings – landing application as shown
below. The name and complete mailing address of the operator should be included in the flight
plan under item 18 (other information). In all other cases, prior permission must be sought and
obtained through diplomatic channels from the Ministry of Foreign Affairs:
The Secretary — General
(Consular Division)
Address: Wisma Putra
No. 1, Jalan Wisma Putra
Precinct 2
Putrajaya
MALAYSIA
Malaysia
62602
Tel: (+60) 3 88874000
Fax: (+60) 3 88891717
Telex: Wisma Putra Kuala Lumpur
Wisma Putra MA 30382 and MA 30310
E-Mail: dipc@kln.gov.my
Traffic Landings
All airlines are to submit their landing application for non-scheduled flights at least two (2) weeks
before date of operation for approval by CAAM.
All airlines operating to all airports in Malaysia must contact National Slot Coordination Malaysia
(NSCM) for slot time confirmation in lATA SCR format before submitting to CAAM for approval as
stated in the above paragraph.
Prior permission must be sought and obtained either by letter or email:
Attn: Aviation Industry Unit
Address: Level 1-4, Podium Block
Precinct 4
Malaysia
Tel: (+60) 3 88714000
EXT: 4338 / 4239 / 4222
Fax: (+60) 3 88892642
AFTN: WMKKYAYT / WMKKYAYX
Reply-paid telegrams must be of sufficient value to defray the cost of the reply. Written application
should reach the Chief Executive Officer of Civil Aviation Authority of Malaysia in three (3) work-
ing days prior to the aircraft’s departure. If insufficient notice/information is given, the application
may not be considered. All applications should contain the following information:
a. Type and capacity of aircraft (passenger/cargo whichever is applicable).
b. Nationality and registration marks of the aircraft.
c. Aircraft maximum take-off weight.
d. Name of person-in-command and number of crew.
e. Name, nationality and address of registered owner of aircraft.
f. Name, nationality and address of aircraft operator.
MALAYSIA
g. Purpose of flight.
– For passenger flights — give names, nationality and number of passengers on board, and
nature of flights, e.g., special event charter, casual tour etc.
– For cargo flights give nature of cargo, weight and dimensions (inbound/outbound or
transit).
h. Details of route, point of departure, point of landing in Malaysia and final destination.
i. Proposed time-table. (ETA at point in Malaysia and ETD at point in Malaysia).
j. Name and address of consignor and consignee if applicable.
k. Name and address of tour organizers/charterer, if applicable.
l. Name, address and telephone number of operator’s local agents, if applicable.
m. In case of passenger/cargo charter flights give fares/rate charged for the flight.
n. Name and address of ground handling agent at point of landing in Malaysia.
o. Any other information that may be relevant to the proposed operation.
The Chief Executive Officer of Civil Aviation Authority of Malaysia may attach such conditions to a
permit as he considers necessary.
International Flights Operating to or from a Point Outside Malaysia
The enforcement of International Health Regulations, 1969 and Prevention and Control of Infec-
tious Diseases Act 1988, necessitates all flights operating from a point outside Malaysia or pro-
ceeding to a point outside Malaysia to enter or exit through a designated airport.
The airports designated as entry and exit points in Peninsular Malaysia for such flights are:
a. Kuala Lumpur Intl/Sepang
b. Penang Intl
c. Kota Bharu/Sultan Ismail Petra
d. Kuantan/Sultan Ahmad Shah
e. Kuala Lumpur/Abdul Aziz Shah-Subang
f. Malacca
g. Johor Bahru/Senai Intl
h. Pulau Tioman
i. Langkawi Intl
j. Ipoh/Sultan Azian Shah
The airports designated as entry and exit points in Sabah are:
a. Kota Kinabalu
b. Sandakan
MALAYSIA
c. Tawau
d. Labuan
The airports designated as entry and exit points in Sarawak are:
a. Kuching Intl
b. Sibu
c. Bintulu
d. Miri
Prior notice should be given at least one week before departure for any ad hoc operation into air-
ports in Malaysia and to obtain a Landing and Take Off permit.
All foreign-registered aircraft, non-scheduled flights, landing at all airports and overflying Malay-
sian airspace alike, shall request a flight permit. The approval/permit number shall be furnished in
item 18 of the flight plan for landing. Kindly confirm slot as specified in Traffic Landings.
Non-scheduled flights intending to land at the above-mentioned designated entry/exit points as
set forth above shall submit a flight plan at least 12 hours prior to departure with subject to the
flight permit or flight approval from CAAM to the appropriate ATS Unit and Kuala Lumpur Air Traf-
fic Control Centre.
International scheduled passenger and cargo flights to Kuala Lumpur shall operate to/from K.L.
International Airport, Sepang, unless approved otherwise by the Chief Executive Officer of Civil
Aviation Authority of Malaysia.
Intended user must obtain prior permission from MINDEF Malaysia for landing at any airport listed
above as under the control of MINDEF. Landing in airstrips not listed above is prohibited unless
expressly authorized by the Chief Executive Officer of Civil Aviation Authority of Malaysia.
Procedures for Landing and Overflight of Foreign Military/State Aircraft in Malaysia
All foreign military/state aircraft, intending to land at Malaysian Airports or overflying Malaysian
airspace have to obtain approval through diplomatic channels from the Ministry of Foreign Affairs,
Wisma Putra, Kuala Lumpur giving full details as listed above where appropriate.
PRODUCTION OF DOCUMENTS FOR INSPECTION

The pilot-in-command of an aircraft shall produce to any authorized person as and when reques-
ted by that person to do so, within a reasonable time before the commencement or after the termi-
nation of a flight, any of the following documents:
a. Certificate of Airworthiness.
b. Certificate of Registration.
c. The licenses of its operating crew and student pilot's license of any person required under
the Civil Aviation Regulations 2016 to be the holder of such a license.
d. Journey Log Book or documents in lieu thereof in accordance with the Civil Aviation Regula-
tions 2016.
MALAYSIA
e. The Telecommunication Log Book in all cases in which is required under the Civil Aviation
Regulations 2016 to be carried in the aircraft.
f. Radio Station License.
g. Copy of Load Sheet (Peninsular Malaysia registered aircraft only).
h. Passenger manifest showing name and places of embarkation and destination.
i. Cargo manifest.
j. Copy of Certificate of Maintenance (Peninsular Malaysia registered aircraft only).
k. General Declaration of Health.
SABAH AND SARAWAK (EAST MALAYSIA)

SCHEDULED FLIGHTS
No foreign airlines shall operate international scheduled services into or in transit across the Terri-
tory of Sabah / Sarawak without prior permission from the Chief Executive Officer of Civil Aviation
Authority of Malaysia.
Overflights and Non-traffic or Technical Landings
Civil Aircraft registered in any ICAO contracting State and with which Malaysia has diplomatic
relations, do not require prior permission for overflights within the Territory of Sabah/Sarawak but
advance notification is required. For overflights, notification by means of a Flight Plan addressed
to the Kinabalu Air Traffic Control Centre (WBFCZQZX) will be accepted as advance notification if
received at least 24 hours in advance of the aircraft’s departure. Approval request of non-traffic or
technical landings are to be forwarded to the Regional Director of Civil Aviation Authority of
Malaysia, Kota Kinabalu (WBKKYAYS) to reach him at least 10 days before the intended depar-
ture for Sabah/Sarawak. The notification of flight should include the details specified in Traffic
Landings. In other cases prior permission must be sought and obtained through diplomatic
means from the Ministry of Foreign Affairs, Wisma Putra, Kuala Lumpur.
Traffic Landings
Prior permission must be sought and obtained either by letter or email:
Attn: Aviation Industry Unit
Address: Level 1-4, Podium Block
Precinct 4
Malaysia
Tel: (+60) 3 88714000
MALAYSIA
EXT 4338 / 4239 / 4222

Fax: (+60) 3 88892642
AFTN: WMKKYAYT / WMKKYAYX
A copy of such request should also be extended to:
a. Regional Director of Civil Aviation Authority of Malaysia, Kota Kinabalu, Sabah.
b. Regional Director of Civil Aviation Authority of Malaysia, Kuching, Sarawak.
Reply-paid telegrams must be of sufficient value to defray the cost of the reply. Written application
should reach the Chief Executive Officer of Civil Aviation in three (3) working days prior to the air-
craft’s departure. If insufficient notice/information is given, the application may not be considered.
All applications should contain the following information:
a. Type of aircraft.
b. Nationality and registration marks of the aircraft.
c. Aircraft maximum take-off weight.
d. Name of person-in-command and number of crew.
e. Name and address of registered owner of aircraft.
f. Name and address of operator.
g. Purpose of the journey.
h. Details of route, point of landing in Malaysia and final destination.
i. Proposed time-table.
j. For passenger flights — give names, nationality and number of passengers on board and
nature of flight, special event charter, casual tours etc.
k. For cargo flights give nature of cargo, weight and dimensions.
l. Name and address of consignor and consignee if applicable.
m. Name and address of tour organizers / charterer, if applicable.
n. Name, address and telephone number of operator’s local agents, if applicable.
o. In case of passenger / cargo charter flights give rate charged for the flight.
p. Any other information that may be relevant to the proposed operation.
The Chief Executive Officer of Civil Aviation Authority of Malaysia may attach such conditions to a
permit as he considers necessary.
All civil non-scheduled flight shall indicate the Malaysian permit number under FPL item 18. Fail-
ure to indicate may cause ATC to delay or deny the flight.
MALAYSIA
Procedures for Landing and Overflight of Foreign Military/State Aircraft in Malaysia

All foreign military and state aircraft intending to land at Malaysian airports or overflying Malaysian
airspace are to obtain clearance through diplomatic channels from the Ministry of Foreign Affairs,
Wisma Putra, Kuala Lumpur giving full details as listed in Traffic Landings, above.
PRODUCTION OF DOCUMENTS FOR INSPECTION

The pilot-in-command of an aircraft shall produce to any authorized person as and when reques-
ted by that person to do so, within reasonable time before the commencement or after the termi-
nation of a flight, any of the following documents:
a. Certificate of Airworthiness.
b. Certificate of Registration.
c. The licenses of its operating crew and the student pilot's license of any person required the
Civil Aviation Regulation 2016.
d. The Technical Log Book as required under the Civil Aviation Regulation 2016.
e. The Telecommunication Log Book in all cases in which is required under the Civil Aviation
Regulation 2016.
f. Radio Station License.
g. Copy of Load Sheet (Malaysian registered aircraft only).
h. Passenger manifest showing name and places of embarkation and destination.
i. Cargo manifest.
j. Copy of Certificate of Maintenance (Malaysian registered aircraft only).
k. General Declaration of Health.
NOTE: An authorized person means a police officer or a person acting with the authority of the
Minister of Transport.
FEES
Fees and charges may be expected when conducting operations over and within the Territory of
Malaysia.
AIRPORTS OF ENTRY
– Johor Bahru/Senai Intl
– Kuala Lumpur Intl/Sepang
– Kuala Lumpur/Abdul Aziz Shah-Subang
– Langkawi Intl — 2200–1500 UTC and O/R
– Malacca — Sunrise to Sunset — 24 PNR outside Ops hrs.
– Miri — SKD flights only
MALAYSIA
– Penang Intl
MINISTRY OF DEFENSE AERODROMES

All Malaysian civil registered aircraft are to submit their request PRO FORMA at least two (2)
working days prior to their planned departure and all foreign civil registered aircraft are to submit
their request PRO FORMA at least fourteen (14) days prior to their planned departure to the
respective bases for operation as stated below:
a. RMAF Airfield
Pusat Operasi Tentera Udara
d/a Pangkalan Udara Kuala Lumpur
Address: Jalan Lapangan Terbang Lama
Kuala Lumpur
50460
Tel: 03 - 21484264
Fax: 03 - 21420709
b. Lumut (Royal Malaysian Navy)
Markas Armada
d/a Pangkalan TLDM Lumut
Address: Lumut
Perak Darul Ridzuan
32100
Tel: 05 - 6802011
c. Kluang (Royal Malaysian Army Airwing)
Skn 881 Pasukan Udara Tentera Darat (PUTD)
Address: Kem Mahkota
Kluang
Johor Darul Takzim
86000
Tel: 07 - 7757261
All foreign civil and military flight must obtain permission through normal diplomatic channel.
Appropriate landing charges, where applicable will be levied.
Kluang OPS requirement 48 hours prior notice.
NAURU I
PASSPORT
Persons entering or leaving Nauru must hold a valid passport for any passenger except those in
possession of “Certificates of Identity” bearing a photograph and details of the holder.
No documents are required for passengers and crew arriving and departing on the same aircraft
in transit or transferring to another flight at the same airport. These persons are not authorized to
move outside the international airport transit area except on special authorization from the author-
ities concerned.
Persons entering or leaving Nauru shall complete an arrival or departure card (one per person)
and must hold a valid passport.
VISA
Visas are required except for persons who are:
a. HM service personnel;
b. accredited to the Government of Nauru or Government of New Zealand by or under the
authority of any other Government;
c. diplomatic representatives, members of the United Nations or South Pacific Commission;
d. a permanent resident of Nauru;
e. a Nauruan who was born in Nauru;
f. a person belonging to any of the Polynesian races whether by pure or mixed descent who
was born in Nauru;
g. a person under the age of 21 years either of whose parents is a permanent resident of Nauru
or being a Nauruan or any person defined in the preceding item who was born in Nauru;
h. bona fide tourists staying in Nauru for up to 30 days.
Immigration Division
Ministry of Foreign Affairs
Government of Nauru
include proof of accommodation, maintenance in Nauru, and return or onwards tickets.

Vaccinations are required by passengers if arriving within 14 days after leaving or transmitting any
country other than:
a. American Samoa
b. Australia
c. Cook Islands
NAURU I
d. Fiji
e. French Polynesia
f. Kiribati
g. New Caledonia
h. New Zealand
i. Norfolk Island
j. Samoa
k. Solomon Islands
l. Tokelau Islands
m. Tuvalu
n. Tonga
o. Vanuatu
Exempt are those not leaving the airport within other countries.
Vaccinations are required if arriving within 6 days after leaving or transiting a yellow fever infected
area. Children under one year are exempt.

GENERAL
International flights into, from or over Nauru territory shall be subject to the current Nauru regula-
tions relating to civil aviation. These regulations correspond in all essentials to the Standards and
Aircraft flying into or departing from Nauru territory shall make their first landing at or final depar-
ture from, Nauru International Airport.
Aircraft flying into or departing from Nauru territory shall make their first landing at, or final depar-
ture from, Nauru International Airport.
Except for regular or scheduled movements, it is advisable to give early notice of intention to use
Nauru International Airport. Such prior notice should be made to the Director of Civil Aviation
ANAUYAYX.
No clearance documents are required with respect to goods retained on board a transit aircraft, or
cargo simply being trans-shipped from one flight to another at the same airport under Customs
supervision.
NAURU I
Civil Aviation

C/- Directorate of Civil Aviation
Address: Airport Terminal Building
Republic of Nauru International Airport
Yaren District
Republic of Nauru
Central Pacific
Tel: (674) 557 3122
Mobile: (674) 557 3091
E-Mail: melaney.bill@naurugov.nr or
dcanauru@gmail.com
Flight Information Centre (FIC)

Tel: (674) 557 3127
Mobile: (674) 557 9233 or 557 9234
E-Mail: c2rn70@gmail.com
Customs
Deputy Secretary for Customs

Ministry of Finance Nauru
Address: Government Buildings
Yaren District
Republic of Nauru
Central Pacific
Mobile: (674) 557 9213
E-Mail: depsec.naurucustoms@gmail.com
SCHEDULED FLIGHTS
General
NAURU I

It is necessary that the aircraft documents shown in the table below be submitted by airline opera-
tors for clearance on entry and departure of their aircraft to and from Nauru. All documents listed
must follow the ICAO standard format as set forth in the relevant appendices to ICAO Annex 9
and are acceptable when furnished in English in legible handwriting. No visas are required in con-
nection with such documents.
Aircraft Documents Required (Arrival/Departure)

REQUIRED BY GENERAL DECLARATION PASSENGER MANIFEST CARGO MANIFEST
CUSTOMS 2 2 2
IMMIGRATION 1 1 1
AGRICULTURE/QUARAN-
1 1 Nil
TINE
clearance.
Procedures
The pilot of an aircraft on an unscheduled flight who intends to overfly Nauru or to use Nauru
International Airport for landing shall request such permission at least 14 full working days prior to
departure and include the following information:
a. Name and address of the aircraft operator;
f. Number of passengers and/or nature and amount of freight;
g. Purpose of flight.
NAURU I
Prior approval for the flight must be obtained.

a. Overflights by civil aircraft that have the nationality of an ICAO Contracting State, provided
that the requirements of the ICAO Convention on International Civil Aviation are complied
with.
from the Nauru Foreign Affairs. Requests for such clearance should be submitted through the
normal diplomatic channels, giving a minimum of seven full working days’ notice.
Content and format of documentary requirements for clearance of aircraft is as follows:
a. General Declaration – as described in Annex 9 to the convention on International Civil Avia-
tion.
b. Passenger Manifest – as described in Annex 9 to the convention on International Civil Avia-
tion.
c. Cargo Manifest – as described in Annex 9 to the convention on International Civil Aviation.
PRIVATE FLIGHTS
Same requirements as for NON SCHEDULED FLIGHTS.

AIRPORTS OF ENTRY
Nauru (Intl)
NEW ZEALAND
PASSPORT
All passengers entering New Zealand are required to present an acceptable passport or certifi-
cate of identity, and complete a New Zealand Passenger Arrival Card.
VISA
Required except for:
a. crew members of any commercial aircraft provided they will depart within 7 days of the date
of arrival.
b. visits up to three months by citizens of countries listed on the New Zealand Immigration
Service website.
Persons transiting New Zealand must obtain a transit visa prior to travelling, irrespective of how
short the stopover. If the aircraft lands in New Zealand then relevant passengers must have a
transit visa unless they have a current visa allowing them to travel to New Zealand.
HEALTH
The New Zealand Biosecurity Act 1993 requires the pilot-in-command of an aircraft entering New
Zealand or, if the pilot-in-command is not the operator of the aircraft, the operator of the aircraft,
to make arrangements for the treatment of the aircraft in a manner approved by the Director of
Quarantine for the purpose of destroying insects and disease vectors.
Detailed procedures for aircraft disinsection are provided in the Schedule of Aircraft Disinsection
Procedures, (not published herein).
To allow for sufficient notification to the Medical Officer of Health at the local Public Health Serv-
ice, the pilot-in-command of an aircraft arriving in New Zealand must notify the airline agent at
least 15 minutes before landing, if:
a. ill persons are on board suffering from diarrhea, vomiting (not motion sickness), or abnormal
temperature and a skin rash; or
b. there is any other condition that may lead to the spread of disease.
Illnesses not showing symptoms described above do not require notification and should be dealt
with through the normal available medical services.
COVID-19 – More information on the specific requirements for travellers and airlines during the
current COVID-19 response can be found here:
https://www.health.govt.nz/our-work/diseases-and-conditions/covid-19-novel-coronavirus/
covid-19-information-specific-audiences/covid-19-advice-travellers.
https://www.health.govt.nz/our-work/diseases-and-conditions/covid-19-novel-coronavirus/
covid-19-information-specific-audiences/covid-19-resources-border-sector/covid-19-aviation-
sector.
NEW ZEALAND

GENERAL
The information contained herein applies to New Zealand and other operators conducting interna-
tional flights to or from or in transit through New Zealand, and is given for the information and
guidance of these operators. Compliance with the provisions and requirements of the relevant
New Zealand legislation and associated regulations and rules is required. Penalties for non-com-
pliance are detailed in each Act. The information contained in this section does not replace,
amend or change in any manner, the current regulations of the designated authorities which are
of concern to international air travel.
Every operator not domiciled in New Zealand who is conducting international air transport opera-
tions (the carriage of passengers or goods for hire or reward) of more than:
a. 2 take-offs or landings within New Zealand in any consecutive 28-day period; or
b. 8 take-offs or landings within New Zealand in any consecutive 365-day period;
to hold a Foreign Air Operator Certificate issued under Part 129, except where the operations are
conducted for the purpose of medical emergencies, including evacuations, or the carriage of med-
ical supplies or body organs.
Applications for the issue of a Foreign Air Operator Certificate are to be addressed to:
Certification Manager Organizations

Civil Aviation Authority of New Zealand
Wellington
New Zealand
6140
Tel: 64 4 560 9400
Fax: 64 4 569 2024
E-Mail: certification@caa.govt.nz
AFTN: NZHOYAYX
There is a charge for issuing a Foreign Air Operator Certificate. The price will be advised when an
application form is forwarded to the CAA.
NEW ZEALAND
Civil Aviation
Civil Aviation Authority

Wellington
New Zealand
6140
Tel: 64 4 560 9400
Fax: 64 4 569 2024
E-Mail: info@caa.govt.nz
Internet: www.caa.govt.nz/
AFTN: NZHOYAYX
Customs
New Zealand Customs Service

Wellington
6140
Tel: (within NZ) 0800 4CUSTOMS (0800 428 786)
(outside NZ) +64 9 300 5399
Fax: +64 9 256 5202
E-Mail: ntc.trade.evaluators@customs.govt.nz
All non-scheduled flights — including private, charter and corporate flights — should provide at
least 24 hours prior notice of their estimated time of arrival or departure by emailing the details to:
ITOCOPS@customs.govt.nz
SCHEDULED AIR SERVICES

International airlines serving New Zealand on a scheduled basis are required to hold an Interna-
tional Air Service License or an Open Aviation Market License. The Secretary for Transport is the
licensing authority for foreign international airlines.
Non-Scheduled flights are all international civil flights other than scheduled services, and include
charter, ferry, MEDEVAC/retrieval and private flights.
NEW ZEALAND
Commercial Flights
Under the Civil Aviation Act 1990, commercial non-scheduled flights (non-scheduled flights
engaged in the carriage of passengers, cargo or mail for remuneration or hire between New Zea-
land and any other country or territory, but excluding medical-related flights), may be operated
only as authorized by the Secretary for Transport and in accordance with such conditions as the
Secretary may impose.
Commercial non-scheduled flights transiting New Zealand airspace, and not landing in New Zea-
land, do not require authorization by the Secretary for Transport. Advance notice is required. An
international flight plan will be accepted as adequate notice.
terer), may be made directly to the Ministry of Transport. If, however, the aircraft is not registered
in a State party to the ICAO Convention, the application should be submitted through the aviation
For preliminary inquiries, particularly in relation to a series of flights, operators and/or charterers
should contact the Ministry’s Aviation and Security Team. Information pamphlets are available at:
www.transport.govt.nz/assets/Uploads/Air/Documents/Commercial-nonscheduled-international-
flights-information.pdf
Applications and notice of flights should be addressed to:
The Secretary for Transport

Address: Ministry of Transport
P.O. BOX 3175
(Attention: Aviation and Security Team)
Wellington
New Zealand
6140
Tel: 64 4 439 9000
Fax: 64 4 439 9004
E-Mail: airservices@transport.govt.nz
Internet: www.transport.govt.nz
After Hours: Sonya van de Geer 64 21 570 412
Tom Forster 64 22 066 3875
NOTE: The Ministry of Transport does not have AFTN or SITA links.
In order to avoid delay and inconvenience, flight applications should be made as early as possible
and not less than 5 working days before a single flight or 30 days before the first of a series of
flights.
NEW ZEALAND
No approval is necessary for aircraft flying through the Auckland Oceanic FIR if there is no inten-
tion to operate within the New Zealand FIR. However, for routes within the Auckland Oceanic FIR
that transit over other island States, approval needs to be requested from those States.
The following information should be supplied with flight applications:
a. the name and address, telephone and fax numbers, and internet address (if available) of the
operator and, where applicable, the New Zealand agent;
b. the operator’s country of domicile, if different from the above, and the principal place of
operation in that country;
c. the name and address of the charterer, if any, and where applicable, the New Zealand
agent;
d. the type of aircraft with seating configuration of a passenger flight;
e. the purpose of the flights or flights;
f. the number of flights and the routings;
g. the airports in New Zealand to be used;
h. the date(s) and time(s) of arrival and departure;
i. details of traffic to be taken on or set down in New Zealand, i.e. number, origin and destina-
tion of passengers (it is appreciated that the numbers may not be known at the time of the
application), and nature, origin and destination of cargo, and
j. certification that the operator has third-party insurance cover for any portion of the flight or
flights over or within New Zealand.
Operators of civil aircraft registered in States party to the Convention on International Civil Avia-
tion desiring to make non-scheduled flights in transit across New Zealand or to land in New Zea-
land for non-commercial purposes are only required to give advance notice. An international flight
plan will be accepted as adequate notice, provided entry is at a designated Customs place. Even
so, the pilot-in-command of the aircraft must still give Customs/MAF two hours notice of the ETA
of the aircraft. Aircraft arriving outside gazetted Customs hours at a Customs place will be
charged for attendance by officers at the prescribed regulated hourly rate and for any associated
expenses.
MILITARY AND STATE AIRCRAFT

Foreign military and state aircraft may not enter or overfly New Zealand without prior permission.
Application for permission should be made through diplomatic channels to:
NEW ZEALAND
The Minister of Foreign Affairs and Trade

Address: Private Bag 18-901
Wellington
New Zealand
Tel: 64 4 439 8000
Fax: 64 4 472 9596
E-Mail: enquiries@mfat.govt.nz
Internet: www.mfat.govt.nz
The Minister will seek the necessary operating authorizations. Diplomatic missions have been
informed of the procedure to be followed and the information required. At least 14 days notice
should normally be given.

Arrival
The pilot-in-command of an aircraft, either commercial or non-commercial, is required, not less
than two hours before the estimated time of arrival in New Zealand, unless otherwise approved by
the New Zealand Customs Service/MPI, to give Customs/MPI the ETA of the aircraft and the air-
port at which the aircraft will arrive. On arriving within New Zealand territory the aircraft must pro-
ceed directly to that airport, unless directed elsewhere by a Customs or MPI officer.
On opening the aircraft doors the pilot-in-command, or their designated representative, must
and crew on board.
Within one hour of landing, the pilot-in-command (or operator) of the aircraft must deliver to Cus-
toms/MPI an inward report accompanied by such supporting documents that may be required.
The aircraft may be examined for risk goods or unwanted organisms. Where pests or unwanted
All garbage and food trolleys removed from the aircraft must go to a MPI approved transitional
facility for sorting, cleaning, and waste destruction.
Departure
Unless otherwise approved by the New Zealand Customs Service, the pilot-in-command of an air-
craft, which has as its destination a point outside New Zealand, must depart from an approved
Customs place with a Certificate of Clearance in the prescribed form. Before any Certificate of
Clearance is granted, the pilot-in-command must deliver to Customs an outward report accompa-
nied by any required supporting documents.
NEW ZEALAND
AIRWAYS CHARGES
The Airways Corporation of New Zealand Limited (Airways) provides air navigation services in
both the New Zealand FIR and the Auckland Oceanic FIR.
Airways publishes a booklet of charges, which is available on request. Information on standard
terms and conditions, and pricing of all services provided is also available on the Airways website:
http://www.airways.co.nz.
AIRPORTS OF ENTRY
HOURS OF ATTENDANCE LIMITED AT SOME AIRPORTS
At Christchurch and Auckland international airports Customs maintains a full-time presence. At
the other Customs airports listed, Customs is in attendance for limited periods of time known as
“Customs working hours”. These hours are varied from time-to-time to match the scheduled inter-
national services operating from any particular Customs airport. The current designations of Cus-
toms working hours at each airport can be found on Customs’ website: www.customs.govt.nz/
about/contactus/airports/Pages/default.aspx.
If an aircraft arrives or departs outside the working hours designated for a particular Customs air-
port then charges may be levied to meet the costs of officers processing the aircraft and passen-
gers.
Hamilton and Palmerston North airports are designated as Customs airports, but they do not cur-
rently have scheduled international services. There are no Customs services available. The proc-
ess set out below for applying to arrive or depart from a non-Customs designated airport must be
used by an aircraft operator seeking to use Hamilton or Palmerston North airports for any form of
international flight.
Whenuapai and Ohakea are also designated as Customs airports but are restricted to military
flights only.
NON-DESIGNATED AIRPORTS
Prior permission is required for entry into non-designated airports and will only be granted subject
to MPI/Customs approval. Charges will be applied for attendance. Applications must be received
by Customs and MPI at least 72 hours prior to arrival in New Zealand.
Aircraft may land at other than a designated airport if compelled by accident, bad weather or other
necessity, provided that the pilot-in-command complies with the requirements of Section 25 of the
Customs Act. The pilot-in-command of the aircraft:
a. must:
1. report to a Customs officer or to a member of the police; and
2. comply with any directions given by a Customs officer in respect of any goods, crew or
passengers carried in the aircraft; and
b. must not, without the consent of the Customs officer, permit any:
1. goods carried in the aircraft to be unloaded from it; or
NEW ZEALAND
2. of the crew or passengers to leave the vicinity of the aircraft.
DEPARTURE
Permission to Arrive At or Depart From Airports That Are Not Designated Customs
Airports
Permission may be granted for international arrivals and departures from airports not designated
as Customs airports. Each application for this dispensation is assessed on its merits, and is gran-
ted for that arrival or departure only. Applications for dispensation must be received by Customs
at least three working days in advance of the intended arrival or departure. If an application is
declined the flight must arrive at or depart from a Customs airport.
The procedure and application form is available on Customs’ website: www.customs.govt.nz/
news/resources/forms/Documents/NZCS%20361.doc.
Aircraft may arrive from, or depart to, an overseas destination at a non-Customs airport in excep-
tional circumstances such as a medical emergency or because of adverse weather conditions.
All aircraft arriving in New Zealand from an overseas destination, or departing New Zealand for an
overseas destination, must do so from an airport designated as a Customs place (Customs air-
port).
Auckland (Intl)
Christchurch (Intl)
Dunedin
Queenstown
Wellington (Intl)
NIUE I
PASSPORTS
Persons entering or leaving Niue must hold a valid passport for any passenger except those in
possession of “Certificates of Identity” bearing a photograph and details of the holder.
VISA
Visas are required except for persons who are:
a. HM service personnel;
b. Accredited to the Government of Niue or Government of New Zealand by or under the
authority of any other Government;
c. Diplomatic representatives, members of the United Nations or South Pacific Commission;
d. A permanent resident of Niue;
e. A Niuean who was born in Niue;
f. A person belonging to any of the Polynesian races whether by pure or mixed descent who
was born in Niue;
g. A person under the age of 21 years either of whose parents is a permanent resident of Niue
or being a Niuean or any person defined in the preceding item who was born in Niue; or
h. Bona fide tourists staying in Niue for up to 30 days.
Government of Niue
include proof of accommodation, maintenance in Niue, and return or onwards tickets.

Vaccinations are required by passengers if arriving within 14 days after leaving or transmitting any
country other than:
a. American Samoa
b. Australia
c. Cook Islands
d. Fiji
e. French Polynesia
f. Kiribati
g. New Caledonia
h. New Zealand
NIUE I
i. Norfolk Island
j. Samoa
k. Solomon Islands
l. Tokelau Islands
m. Tuvalu
n. Tonga
o. Vanuatu
Exempt are those not leaving the airport within other countries.
Vaccinations are required if arriving within 6 days after leaving or transiting a yellow fever infected
area. Children under one year are exempt.

GENERAL
International flights into, from or over Niue territory shall be subject to the current Niue regulations
relating to civil aviation.
Aircraft flying into or departing from Niue territory shall make their first landing at, or final depar-
ture from, Niue International Airport.

The Director of Civil Aviation

Office of the Director of Civil Aviation Niue
Address: PO Box 83
Alofi
Niue
Tel: +64-27 436 0022
E-Mail: wkl.macgregor@gmail.com
SCHEDULED FLIGHTS
GENERAL
It is necessary that the aircraft documents shown below be submitted by airline operators for
clearance on entry and departure of their aircraft to and from Niue. All documents listed must
follow the ICAO standard format as set forth in the relevant appendices to ICAO Annex 9 and are
NIUE I
acceptable when furnished in English in legible handwriting. No visas are required in connection
with such documents.
Aircraft Documents Required

Customs 2 2 2
Immigration 1 1 1
Agriculture/Quarantine 1 1 Nil
NOTE: One copy of the General Declaration is endorsed and returned by Customs, signifying
clearance.
If no passengers are embarking (disembarking) and no articles are laden (unladen), no aircraft
documents except copies of the General Declaration need be submitted to the appropriate Cus-
toms authorities.
The pilot of an aircraft on an unscheduled flight who intends to overfly Niue or to use Niue Interna-
tional Airport for landing shall request such permission at least 14 full working days prior to depar-
ture and include the following information:
a. Name and address of the aircraft operator
b. Type and registration marks of the aircraft
c. Name, address and business of the charterer
d. Proposed date and place of origin of flight
e. Routes including dates and times of arrival and departure
f. Number of passengers and/or nature and amount of freight
g. Purpose of flight
with.
from the Niue Foreign Affairs. Requests for such clearance should be submitted through the
NIUE I

a. General Declaration
b. Passenger Manifest
c. Cargo Manifest
PRIVATE FLIGHTS
Same as requirements for NON-SCHEDULED FLIGHTS.
FEES
a. Landing Charges
b. Lighting Charges
c. Parking Charges
d. Passenger Service Charges
Exemptions
The following are exempt from the passenger service charge:
a. Diplomatic aircraft
b. Test or training flights
c. Aircraft engaged in flights of humanitarian nature, including search and rescue flights
d. Emergency landings
AIRPORTS OF ENTRY
Niue (Intl)
PAPUA NEW GUINEA
NATIONAL REGULATONS AND REQUIREMENTS
PASSPORT AND VISA

All passengers entering Papua New Guinea are required to be in possession of valid passports or
other travel documents of identity bearing photographs of the holders.
Persons entering Papua New Guinea from other countries are required to have a Permit to Enter
endorsed in their passport. The only exceptions to this requirement are in respect of:
a. Members of the Armed Forces of governments with whom Papua New Guinea has a Status
of Forces Agreement, traveling on duty, either in uniform or in mufti, who are in possession
of a service identity card and an authorized travel order;
b. Persons holding through air tickets to other countries, unless they intend to break the journey
in Papua New Guinea.
All persons arriving in Papua New Guinea are required to furnish a completed Incoming Passen-
ger Card with the exception of children under the age of 16 years traveling with a parent.
Transit passengers wishing to land in Papua New Guinea enroute to another country must:
a. Be in possession of a valid passport;
b. Be in possession of authority to enter the country of destination (a valid visa for that country
would suffice);
c. Be in possession of through tickets or orders on a travel agency in Papua New Guinea for
onward passage;
d. Hold funds sufficient for the period of their stay in Papua New Guinea;
e. Leave Papua New Guinea on their onward journey by the first suitable transport.
For flight crew members, a valid passport or licence completed in accordance with paragraph
3.23 of Annex 9 to the Convention on International Civil Aviation. Flight crew members whose
licences do not meet the specification of paragraph 3.19 must be in possession of a valid pass-
port or a crew member certificate issued by the State of Registry of the aircraft in accordance with
paragraph 3.24 of Annex 9.
For unlicensed crew members, a valid passport or a valid crew member certificate issued by the
State of Registry of the aircraft in accordance with paragraph 3.24 of Annex 9.
HEALTH
The pilot in command of an aircraft landing at an international airport which is the first airport of
call in Papua New Guinea shall furnish 1 copy of the General Declaration to the Quarantine medi-
cal Officer who for aircraft arriving from other than Australia, will board the aircraft immediately
after arrival.
All passengers from areas within a country where there has been an outbreak of cholera within
the previous 6 (six) days are required to be in possession of valid certificates of vaccination
against cholera.
A yellow fever vaccination certificate is required from travelers over age 1 year coming from infes-
ted areas.
PAPUA NEW GUINEA
ANIMAL QUARANTINE
Total prohibition exists on the importation of live animals (including birds, fish, insects, fertile eggs
and semen) without prior written approval from the Chief Quarantine Officer (Animals), and ani-
mals must be accompanied by an import permit and health certification as specified in the permit.
In general, permits are granted only for animals (as specified above) originating from Australia or
New Zealand. Further information can be obtained from the:
Chief Quarantine Officer (Animals)
Port Moresby NCD
Papua New Guinea
Tel: (675) 325 9289
Fax: (675) 325 9310
E-Mail: cvo@online.net.pg
naq@dg.com.pg
PLANT QUARANTINE
All plants and parts of plants (the term “plants and parts of plants” includes not only fruit, seeds,
cuttings, cores, bulbs, rhizomes and other material capable of propagation, but also timber,
bamboo used as packing, straw and other materials of plant origin) are subject to inspection on
arrival in Papua New Guinea. Some wet canned goods of plant origin may be imported without
restriction. Dry canned goods of plant origin require a certificate of heat treatment.
NOTE: All fruit and vegetables must be accompanied by a certificate of inspection issued by the
Department of Agriculture in the country of origin. Importation of fresh banana, pineapple and
pawpaw fruits is totally prohibited from any country.

GENERAL
All flights into, from and over Papua New Guinea and landings in Papua New Guinea shall be car-
ried out in accordance with the valid regulations of Papua New Guinea regarding Civil Aviation.
Except in the case of an aircraft possessing the nationality of a Contracting State to the Conven-
tion, and not engaged in a scheduled international air service which flies in transit non-stop across
Papua New Guinea, all aircraft arriving in Papua New Guinea from outside or departing from
Papua New Guinea for outside the country shall land or takeoff, as the case may be, from an air-
port designated as an international airport.
Civil Aviation
PAPUA NEW GUINEA
Boroko, NCD 111

Papua New Guinea
Tel: (675) 325 7320
Fax: (675) 325 1919
Internet: www.casapng.gov.pg
Customs
Office of the Commissioner
Port Moresby, NCD
Papua New Guinea
Tel: (675) 312 7598 / 312 7561
Fax: (675) 323 1882
Internet: www.customs.gov.pg
Health
Office of the Secretary
Waigani, NCD
Papua New Guinea
Tel: (675) 301 3601
Fax: (675) 301 3604
E-Mail: health_secretary@health.gov.pg
SCHEDULED FLIGHTS
General
An international airline of a country other than Papua New Guinea shall not operate a scheduled
air service over or into Papua New Guinea except with the permission of the Secretary of the
Department of Transport, or by virtue of some agreement, whether bilateral or multilateral, under
which such services of that other country may be operated over or into Papua New Guinea.
Part 108 of the Civil Aviation Rules of PNG requires all operators of international air services to
Papua New Guinea carrying ten or more passengers to have an air operator security programme.
Requirements for the content of an Air Operator Security Programme are set out in Rule Part 108
of the PNG Civil Aviation Rules . (not published herein).
Summary of documents to be presented by pilot in command or authorized agent.
NOTE: All documents are required to be furnished in English.
At first airport of call in Papua New Guinea —
PAPUA NEW GUINEA
Customs Clearance from the last airport of departure in the form of a copy of the General Decla-
ration endorsed by the customs authorities at that airport — 1 Copy
General Declaration — 2 Copies
Cargo Manifest required at each airport where cargo is landed on entry and where loaded for
departure. (No copies required if all cargo is declared on the General Declaration) — 2 Copies
List of Stores — 1 Copy
List of Dutiable Articles other than personal effects in possession of crew members — 1 Copy
Passenger Baggage Declaration —
Signing of documents. The copy of the General Declaration for the Quarantine Medical officer
must be signed by the pilot in command or the senior steward/stewardess. Other copies of this
document may be signed by either the pilot in command or authorized agent, who must also initial
at least one copy of each attached manifest. The pilot in command must sign the declaration of
Articles owned by or in Possession of Pilot, Officers and Crew, but either he or the senior stew-
ard/stewardess may sign the List of Store. Documents except for presentation to the Quarantine
medical Officer must be signed in the presence of the Customs Boarding Officer.
At airport other than the first airport of call in Papua New Guinea —
At stops other than the first airport of call, the pilot in command or authorized agent shall present
for clearance purposes the copy of the General Declaration signed and stamped by the Customs
Officer prior to departure from the previous stop, with attached manifest.
All compartments of aircraft arriving from countries other than Australia will be subject to spraying
for the destruction of insects under the control of the Quarantine Medical Officer as soon as the
aircraft lands at the first airport of call in Papua New Guinea.
General
Except as provided by sub-section (1) of Section 200 of the Civil Aviation Act or in accordance
with an International air service licence, an aircraft shall not fly between a place in Papua New
Guinea territory and a place outside Papua New Guinea territory, except with the approval of the
Secretary of the Department of Transport.
NOTE: This approval does not constitute the approval required from the regulating authority of the
country of destination.
An aircraft possessing the nationality of a Contracting State and not engaged in a scheduled inter-
national air service may, subject to the observance of the terms of the Chicago Convention and
the provisions of that Act, fly in transit non-stop across Papua New Guinea or land in the country
for non-traffic purposes, without the necessity of obtaining prior permission.
Where an aircraft possessing the nationality of a Contracting State makes a non-scheduled flight
as describe above into Papua New Guinea, it shall not with the permission of the Secretary of the
Department of Transport first being obtained and then only in accordance with the terms of that
PAPUA NEW GUINEA
permission, take on or discharge passengers, cargo or mail in Papua New Guinea, if the carriage
of those passengers, or that cargo or mail is for hire or reward.
Notwithstanding the paragraphs above, where it appears to Secretary of the Department of Trans-
port that an aircraft possessing the nationality of a Contracting State intends, in the course of a
non-scheduled flight over Papua New Guinea, to proceed over regions that are in accessible or
without adequate air navigation facilities, the Secretary of Department of Transport may, if he con-
siders it necessary in the interest of safety or flight, direct that the aircraft follow an established air
route or that the flight be conducted in accordance with such conditions as he specifies, and the
aircraft shall comply with that direction or those conditions.
Application for permission to conduct a non-scheduled international air service must be made to
the Secretary by the operator at least 28 days prior to the commencement of the flight. Applica-
tions not made within these time limits may not be accepted. The following information is required
in the application:
a. Name and address of operator;
b. Type of aircraft and registration marks, aircraft weight and tire pressures;
c. Date and expected time of arrival at and departure from all airports concerned in Papua New
Guinea territory;
d. Place or places of embarkation or disembarkation in Papua New Guinea or abroad, as the
case may be, of passengers and/or cargo;
e. Purpose of flight and number of passengers and/or nature and actual mass of cargo unloa-
ded at Papua New Guinea airports involved;
f. Name, address and business of charterer, if any;
g. Details of the radio, radio navigation, navigation and search and rescue equipment carried;
h. Charter price in the case of “contributory group” charter. A “contributory group” charter is one
in which the individual members of the charter party are contributing wholly or in part and
directly or indirectly towards the cost of the charter.
Same as for SCHEDULED FLIGHTS.
Same as for SCHEDULED FLIGHTS .
PRIVATE FLIGHTS
PAPUA NEW GUINEA
LANDINGS MADE ELSEWHERE THAN AT INTERNATIONAL AIRPORTS

If a landing is made elsewhere than at an international airport or a designated customs airport, the
pilot in command shall report the landing as soon as practicable to the health, customs and immi-
gration authorities at the international airport at which the landing was scheduled to take place.
This notification may be made through any available communication link.
The pilot in command shall be responsible for ensuring that:
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. that cargo, baggage and mail are not removed from the aircraft except as provided below;
and
c. any foodstuffs of overseas origin, or any plant material is 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.
LANDINGS MADE AT DESIGNATED ALTERNATES TO INTERNATIONAL

AIRPORTS
At present there are no designated alternate airports to international airports in Papua New
Guinea. However, in practice, designated international airports are alternates for each other.
The following airports on the Australian mainland are designated Australian international alternate
when reasonable notification of diversion is given, and because of their proximity to Papua New
Guinea may be used as alternate airports for aircraft operating from Papua New Guinea.
Airports Remarks
Cairns
Townsville Not to be nominated as an international alter-
nate for wide-bodied aircraft
When a landing is to be made by an international aircraft at a designated international airport in

Papua New Guinea other than the international airport at which the landing was scheduled. ATS
will notify the Health, Immigration and Customs authorities both at the latter mentioned airport and
international airport to which the aircraft is proceeding.
LANDING AT VANIMO, MOMOTE, DARU

On receipt of reasonable notice, Health, Customs, Immigration and Agriculture clearance facilities
are available at Vanimo for flights from Irian Jaya.
Public Health, Customs, Immigration and Agricultural Quarantine (plant only) clearance facilities
are available at Daru on 24 hours’ notice for flights from Australia.
PAPUA NEW GUINEA
Public Health, Customs, Immigration and Agricultural Quarantine (plant only) clearance facilities
are available at Momote with prior approval from the Comptroller of Customs, Port Moresby for
flights originating outside Papua New Guinea.
FEES
a. Landing Fees
b. Parking Fees
c. Passenger Departure Tax
AIRPORTS OF ENTRY
International Airport —
Port Moresby (Jacksons Intl)

PHILIPPINES
PASSPORT
Any person entering the Republic of the Philippines for the purpose of immigration must hold a
valid passport and an immigration visa, the latter being issued at the Philippine consulates
abroad. Temporary visitors must be in possession of a valid passport, with the exception of the
following from whom existing official documents of identity, such as expired passports, national
registration cards or alien resident permits, are acceptable in lieu of a valid passport:
a. Laissez Passer, issued by the United Nations;
b. Seaman Discharge Book holder, issued to a left behind crew member seeking entry for the
purpose of rejoining his vessel in the Philippines;
c. Other travel document showing their origin and identity, issued by authority of authorized
Officials;
d. Certificate of Exemption from Passport Requirements, issued by authority of the President of
the Philippines.
For tourists, passport must be valid for at least six (6) months beyond the authorized period of
stay in the Philippines.
For other non-immigrants, passport must be valid six (6) months period of authorized period of
stay in the Philippines.
VISA
Visas are required, except for the following:
a. Aliens in direct transit to a foreign destination on the same or connecting flight and staying at
the airport transit area.
b. Left behind merchant seaman seeking entry for the purpose of rejoining their vessels in the
Philippines with prior request by the shipping agent or the master and with approval of the
same by the Immigration Commissioner.
c. Holder of valid Special Return Certificates and Valid Permit to Re-enter.
d. Alien children born subsequent to the issuance of Immigration Visa of the accompanying
parent, the visa not having expired.
e. Bona fide tourists coming for not over 21 days under Executive Order 408 and properly
documented for admission into the country with valid return or onward ticket to next port of
destination which is required for presentation upon arrival at the airport.
NOTE: Under this provision, privileges shall not be extended to nationals or citizens of fol-
lowing States (must have valid entry visa upon arrival):
a. Nationals of the following countries:
Afghanistan, Albania, Algeria, Armenia, Azerbaijan, Belarus, Belize, Bosnia-Herzego-
vina, Cambodia, China, Egypt, Estonia, Former Yugoslav Republic of Macedonia
(FYROM), Georgia, India Iran, Iraq, Jordan, Kazakhstan, Kyrgyzstan, Latvia, Lebanon,
Libya, Lithuania, Moldova, Nigeria, North Korea (Democratic People’s Republic of
PHILIPPINES
Korea), Pakistan, Russian Federation, Sierra Leone, Sudan, Syria, Tajikistan, Tonga,
Turkmenistan, Ukraine, Uzbekistan, and Federal Republic of Yugoslavia (Serbia and
Montenegro).
Peoples Republic of Croatia (PROC), Cuba, Laos, Slovenia, and Vietnam (regular pass-
port holders only: diplomatic and official passport holder does not need entry visas).
b. The following are also required entry visas when coming to the Philippines:
Holders of Taiwanese passports, Holders of Documents of Identity (DI), Certificates of
Identity (CI) or Travel Documents (Titre de Voyage), Stateless Persons.
c. The following nationals are allowed to enter the Philippines without a visa for a stay not
exceeding seven (7) days:
Holders of Hong Kong-British, British National Overseas (BNO), Special Administrative
Region (SAR) passports, holders of Portuguese passports issued in Macao.
Important Notes:
NOTE 1: For admission without visas, regulations require that passports are valid for at least
six (6) months. However, Immigration Officers at ports of entry may exercise their discretion
to admit holders of passports valid for at least sixty (60) days beyond the intended period of
stay;
For admission with visa, passports must be valid for at least six (6) months, unless entry is
otherwise authorized by the Department of Justice or the Bureau of Immigration.
NOTE 2: Valid ticket for return journey to port of origin or to the next port of destination is
required for presentation upon arrival at the airport.
NOTE 3: Nationals who are subjects of deportation/blacklist orders of the Department of Jus-
tice and Bureau of Immigration shall not be admitted to the Philippines.
f. Countries with which the Philippines has agreements on the abolition of visa requirements
for holders of Diplomatic, Official, or Special Passport for the duration of assignment or mis-
sion in the Philippines which are as follows:
Austria, Bolivia, Brazil, Brunei, Chile, Croatia (FSC 230-94), Cuba, Denmark, Finland, Ger-
many, Greece, Hungary (FSC 189-94), Indonesia, Israel, Italy, Republic of Korea, Laos (FSC
227-96), Malaysia, Norway, Panama (FSC 198-97), Peru (FSC 106-97), Poland, Romania
(FSC 203-96), Singapore, Spain, Sweden, Switzerland, Thailand, Tunisia, Venezuela and
Vietnam (FSC 36-97).
The Standard ICAO Embarkation/Disembarkation (E/D) Card, which is distributed by airline crew,
must be duly accomplished and must be presented upon arrival/departure to the Immigration Offi-
cer.
No documentation or visa is required of passengers arriving and departing on the same through
flight or transferring to another flight at the same or nearby airport provided and who do not leave
the transit lounge or Airport Direct Transit Area of the airport.
PHILIPPINES
Nationals of the following countries, if coming as temporary visitors (up to 59 days stay). Coun-
tries with which the Philippines has agreements for the abolition of visa requirements (for holders
of regular passports and entry for business or pleasure):
– Brazil, Brunei, Gibraltar, Indonesia, Israel, Malaysia, Romania, Singapore, Sri Lanka, Thailand
and Mongolia (FSC 164-94).
Those waived by the President of the Philippines under the following category:
– Children below 15 years of age, unaccompanied by or not coming to join a parent, may be
allowed entry into the Philippines, unless the Immigration Commissioner waives the exclusion
ground against them, as provided in Section 29(a) of the Philippine Immigration Act of 1940 as
amended, and payment of Immigration fees.
– Alien seaman coming to the Philippines to join their vessels for the first time must be in posses-
sion of valid visas, irrespective of whether or not they are nationals of those countries having
bilateral agreements with the Republic of the Philippines regarding no visa requirements.
HEALTH
PUBLIC HEALTH MEASURES APPLIED TO PASSENGERS
A Yellow Fever Vaccination Certificate is required from travellers over one (1) year of age arriving
within six (6) days from infected areas.

All aircraft from foreign airports are subject to quarantine inspection upon landing in the Philip-
pines.
Aircraft arriving from abroad shall land first at an airport of entry, unless permission to land else-
where is first granted by the competent authorities, who upon granting such permission shall
immediately notify the Director of Quarantine. It shall be the responsibility of any airline operating
aircraft engaged in international flights to notify the National Quarantine Office on the arrival of its
aircraft. The notice shall specify the type of aircraft, the registration marks and license number,
the last airport of departure, the airport of entry and number of persons on board. Notifications of
arriving aircraft shall be given as to allow the Quarantine Medical Officer to be at the airport of
entry on or before the time of its scheduled arrival.
No aircraft shall be allowed to leave any airport of the Philippine for foreign airports without pro-
curing from the Quarantine Medical Officer an outgoing clearance.
In view of danger of the introduction of insects which are economic hazards or vectors of disease,
any aircraft from any foreign airport shall be disinfected prior to its departure from its last airport of
call (“block away” disinfecting) using World Health Organization (WHO) approved formulas for
aerosol.
FEES
a. Landing and take-off Fees
PHILIPPINES
b. Parking Charges
c. Passenger Service Charge
d. Air Navigation Service Charge
e. Overflight Service Charge

GENERAL
Aircraft flying into or departing from Philippine territory shall make their first landing at, or final
departure from, an international aerodrome/heliport (see AIRPORTS OF ENTRY).
For reasons of national security, all aircraft flights originating from foreign countries which will
overfly or land on Philippine territory are monitored to ensure that such flight will not be inimical or
injurious to national security. Thus, as a standing policy, all aircraft of foreign registry, except
scheduled air carriers desiring to overfly Philippine airspace, or to land in Philippine territory are
required to secure diplomatic clearances, before operating such flights. For purpose of this proce-
dures, Philippine airspace is not considered according to its legal definition as internationally
accepted but is meant to be the airspace covered by the Philippine Air Defence Identification
Zone (PADIZ) and, in the case of Mindanao, Palawan and the Sulu archipelago, the airspace
within the Philippine treaty boundaries.
Civil Aviation Authority of the Philippines
The Director General

Address: CAAP Main Building
MIA Road
Pasay City
Metro Manila
Philippines
1300
Tel: (632) 7944-2001
Fax: (623) 7944-2168
Internet: www.caap.gov.ph
AFTN: RPLLYAYX
PHILIPPINES
Civil Aeronautics Board
The Executive Director

Address: CAB Building
Old MIA Road
Pasay City
Metro Manila
Philippines
1300
Tel: (632) 8851-3028, 8851-7268, 8853-7259 loc 110-111
Fax: (632) 8851-3028
E-Mail: oed@cab.gov.ph
Internet: www.cab.gov.ph
Bureau of Customs
The Commissioner
Address: G/F OCOM Building
16th Street
South Harbor
Port Area Manila
Philippines
1018
Tel: (632) 8705-6000
E-Mail: boc.cares@customs.gov.ph
Internet: http://customs.gov.ph/
PHILIPPINES
Department of Foreign Affairs
The Secretary of Foreign Affairs

Address: 2330 Roxas Boulevard
Pasay City
Metro Manila
Philippines
1300
Tel: (632) 8551-0357, 8834-4881, 8834-4160
Fax: (632) 8832-1597
E-Mail: osec@dfa.gov.ph; osec.coord@dfa.gov.ph
Internet: www.dfa.gov.ph
Philippine Air Force
Col. Jesus Villamor Air Base

Address: Pasay City
Metro Manila
Philippines
1300
Tel: (632) 8854-6720, 8854-6701 to 10 (Trunkline)
Internet: www.paf.mil.ph
Bureau of Quarantine
The Director
Address: 25th St. cor A.C. Delgado St.
Port Area
Manila
Philippines
1002
Tel: (632) 5318-7500 loc 100-117
Fax: (632) 8527-4678
E-Mail: boqdirectorsoffice@gmail.com
Internet: http://quarantine.doh.gov.ph/
PHILIPPINES
SCHEDULED FLIGHTS
For regular international scheduled flights operated by foreign airlines into or in transit across the
Philippines, the following requirements must be met:
a. the State of the airline must be a party to the International Air Services Transit Agreement
and/or the International Air Transport Agreement wherein the Philippines is a party to both
Agreements;
b. the airline must be eligible to make the flights under the provision of a bilateral or multilateral
agreement to which the State of the airline and the Philippines are contracting parties;
c. and the airline must have a permit to operate into or in transit across the Philippines. Appli-
cations for such permits shall be submitted to the Civil Aeronautics Board, copy furnished the
Department of Foreign Affairs (DESIGNATED AUTHORITIES, above).
If an operator intends to carry out a (series of) non-scheduled flight(s) in transit across, or making
non-traffic stops in the territory of the Philippines, it is necessary for the operator to obtain prior
permission.
If an operator intends to perform a (series of) non-scheduled flight(s) into the Philippines for the
purpose of taking on or discharging passengers, cargo or mail, it is necessary for the operator to
apply to Civil Aeronautics Board for permission to carry out such operations not less than twenty-
four hours in advance of the intended landing. The application must include the following informa-
tion in the order shown hereunder:
a. name of operator;
b. type of aircraft and registration marks;
c. date and time of arrival at, and departure from an aerodrome;
d. place or places of embarkation or disembarkation abroad, as the case may be, of passen-
gers and/or freight;
e. purpose of flight and number of passengers and/or nature and amount of freight; and
f. name, address and business of charter, if any.
Military exit clearance for international non-scheduled commercial air carrier is no longer required.
PRIVATE FLIGHTS
The information contained in the flight plan is accepted as adequate advance notification of the
arrival of incoming aircraft, such information must be transmitted so that it will be received by the
public authorities concerned at least two hours in advance of arrival; the landing must be carried
out on a previously designated international aerodrome.
Application for special permission must be submitted to the Civil Aviation Authority of the Philip-
pines (CAAP) at least seven (7) days prior to entry over Philippine airspace.
PHILIPPINES

clearance on entry and departure of their aircraft to and from the Philippines. All documents listed
below must follow the ICAO Standard format as set forth in the relevant appendices to ICAO
Annex 9 and are acceptable when furnished in English only and completed in legible handwriting.
No visas are required in connection with such documents.
Aircraft documents required (arrival/departure)

General Passenger Cargo
Required by
Declaration Manifest Manifest
Immigration 2 2 -
Customs 1 1 1
Health 1 1 -
clearance.
aircraft documents except copies of the general Declaration need be submitted to the above
authorities.
For Private flights, No documents in addition to those mentioned above, are required in the case
of an aircraft remaining within the Philippines for less than seven (7) days. For a stay beyond
seven (7) days after the date of arrival, a “carnet de passages en douane” will be accepted in lieu
of a bond or of any other financial guarantee.
REQUIREMENTS FOR DIPLOMATIC FLIGHT CLEARANCES

Scope
a. Non-scheduled foreign air carrier, civilian or military desiring to land on Philippine airports on
non-revenue flights or to overfly through Philippine airspace.
b. Scheduled air carriers without CAB approved routes which will land on Philippine airports or
will overfly through Philippine airspace.
c. Scheduled air carriers desiring to operate extra section and charter flights to the Philippines.
d. Supplemental and non-scheduled carrier of foreign countries desiring to operate charter or
revenue flights to the Philippines
e. Foreign registered aircraft desiring to land on Philippine airports for reasons of emergency.
Emergency landing presuppose that on take-off of the aircraft from its point of origin abroad,
no landing in Philippine airports was planned or intended but that such landing was caused
by circumstances beyond the control of aircraft’s crew.
PHILIPPINES
Procedures
a. All operators of aircraft under (Scope (a) and (b)) above, including those making technical
landings only, must request diplomatic flight clearances from the Department of Foreign
Affairs (DFA), Manila, either through their respective diplomatic or consular representatives
in the Philippines, through representing or servicing local firms, or through Philippine diplo-
matic or consular offices abroad.
b. Requests for diplomatic flight clearances must be addressed and submitted directly to the
Secretary, Department of Foreign Affairs (Attn: Assistant Secretary for Legal Affairs) at least
seven (7) working days before time of penetration of Philippine airspace and which are then
indorsed to the Commanding General, Philippine Air Force (Attn: 1st Air Division) for com-
ment and recommendation. To expedite processing, simultaneous dispatch may be made by
the requesting party by furnishing copies of the letter of request to CG, PAF, at the same
time that the original request is submitted to Department of Foreign Affairs (DESIGNATED
AUTHORITIES, above).
c. Applications for revenue flights of all operators of aircraft covered under (Scope (c) and (d))
shall be filed with the Civil Aeronautics Board at least seven (7) days before the operation of
the flights, copy furnished the CG, PAF (Attn: 1st Air Division) and the Director General for
Civil Aviation (Attn: Flight Safety Division). Foreign air carriers desiring to operate revenue
flights to the Philippines for the first time shall submit their application through diplomatic
channels.
d. Requests for diplomatic flight clearances by operators of revenue flights, whether carrying
passengers or cargoes, must attach thereto a copy of approval from the Civil Aeronautics
Board for such flights.
e. Approved diplomatic flight clearances are only valid for twenty-four (24) hours and could be
extended up to seventy-two (72) hours, if a re-adjustment for the flight, changes in call sign,
registry number, or type of aircraft is necessary due to inclement weather or technical diffi-
culty. Such information, however, must be relayed to Philippine authority at least twenty-four
(24) hours in advance.
f. For purposes of getting assured of POL (petroleum, oil and lubricants) servicing, requests for
diplomatic flight clearances must specify the requirements for POL while in Philippine air-
ports, specifying therein the type and quantity desired.
g. All requests for diplomatic flight clearances must be made with the Department of Foreign
Affairs for their publication and dissemination.
h. Pilots of foreign registered aircraft desiring to land on Philippines airports due to emergency
will notify the Manila Area Control Center of their intentions to land, stating therein the nature
of their emergencies. As soon as received, Manila ACC will immediately notify the Air Move-
ment and Information Section (AMIS) and render assistance to the aircraft in distress. AMIS
will notify the Senior Controller, Philippine Air Defence Control Center (PADCC) of the emer-
gency, who in turn will secure approval/disapproval will immediately be transmitted to the
pilot of the aircraft through the same channel in the reverse order. Transmission of informa-
PHILIPPINES
tion on this nature will be given immediate priority. A-2 will notify DFA later of the emergency
landing.
AIRPORTS OF ENTRY
Angeles (Diosdado Macapagal Intl) 24 hrs
Davao (Francisco Bangoy Intl) 0000–0900 UTC (on request other times)
Kalibo (Intl) 2100–1300 UTC
Laoag (Intl) 2200–1400 UTC Customs 2200–1000 (on re-
quest)
Lapu Lapu (Mactan-Cebu Intl) Mon–Fri: 0000–0900 UTC (on request Saturday,
Sunday, and holiday)
Manila (Ninoy Aquino Intl) 24 hrs
Puerto Princesa (Intl) Mon-Fri: 2200–1000 UTC
Subic Bay (Intl) 24 hrs
Gen Santos City (Tambler Intl) 2200–1000 UTC
Zamboanga (Intl) 24 hrs
SAMOA
PASSPORT
Persons entering or leaving Samoa must hold a passport valid on arrival for a period of at least
six months (except aircraft crew members declared on the General Declaration form).
VISA
Visas are required except for persons who intend to leave Samoa within 60 days after arrival, pro-
vided they hold tickets with reserved seats and documents for onwards travel.
a. Assistant CEO
Ministry of the Prime Minister and Cabinet
Address: PO Box L1861
Apia
Samoa
Tel: (685) 20 291 or (685) 20 292
Fax: (685) 21 339;
b. the Passport Officer in Samoa;
c. the offices of the Samoa High Commission in Wellington, New Zealand; or
d. the offices of the Samoa Consul in Auckland, New Zealand or (e) (f) & (g);
e. Samoa Embassy New York;
f. Offices of the Samoa Consul in Canberra, Australia;
g. Office of the Samoa Consul in Brussels.
include proof of accommodation, maintenance in Samoa, and return or onwards tickets.
HEALTH
a. Bangladesh
b. India
c. Myanmar (Burma)
d. Philippines
e. Thailand
f. Vietnam
SAMOA
A yellow fever vaccination certificate is required from travellers after leaving or transiting infected
areas within the last 6 days.
No smallpox vaccination is required for entry into Samoa.
On departure, no health formalities are required.
All arriving aircraft will be subject to insecticide spraying.

GENERAL
International flights into, from or over Samoa territory shall be subject to the current Samoa regu-
lations relating to civil aviation. These regulations correspond in all essentials to the Standards
and Recommended Practices contained in Annex 9 to the Convention on International Civil Avia-
tion.
Aircraft flying into or departing from Samoa territory should make their first landing at, or final
departure from Faleolo International Airport. However, Maota airport may be used as a port of
entry for light wake turbulence aircraft by day only, provided prior approval has been granted.
a. Civil Aviation — Regulatory
Ministry of Works, Transport and Infrastructure
Apia
Samoa
Tel: (685) 21 611 or (685) 23 700
Fax: (685) 21 990 or (685) 28 687
AFTN: NSFAYOYA
b. Civil Aviation — Operations
General Manager
Samoa Airport Authority
Address: Private Bag
Faleolo International Airport
Apia
Samoa
Tel: (685) 23 201 or (685) 23 202
Fax: (685) 24 281
AFTN: NSFAYAYX
SAMOA
SCHEDULED FLIGHTS
General
Documentary Requirements For Clearance Of Aircraft
It is necessary that the aircraft documents shown in the following table be submitted by airline
operators for clearance on entry and departure of their aircraft to and from Samoa. All documents
All documents are to be submitted to customs as soon as practicable.
GENERAL DEC- PASSENGER CARGO MANI-

REQUIRED BY
LARATION MANIFEST FEST
CUSTOMS 1 1 1
AGRICULTURE / QUARANTINE 1 2 Nil
IMMIGRATION 2 2 2
NOTE: One copy of the General Declaration is endorsed and returned by Customs, signifying
clearance.
NOTE: If no passengers are embarking (disembarking) and no articles are laden (unladen), no
NON-SCHEDULED AND PRIVATE FLIGHTS

Procedures
The pilot of an aircraft on an unscheduled flight who intends to overfly Samoa or use a Samoan
airport for landing shall request such permission from the Ministry of Works, Transport and Infra-
structure at least 7 full working days prior to departure and include the following information:
c. Name, address and business of charterer
SAMOA

that the requirements of the ICAO Convention on International Civil Aviation are compiled
with.
b. When Faleolo International Airport is nominated in an IFR flight plan as the alternate aero-
drome in accordance with CAR Part 91.405, and prior notice of diversion has been received
by ATC.
from the Ministry of Foreign Affairs. Requests for such clearance should be submitted through the
normal diplomatic channels giving a minimum of 7 full working days’ notice.
AIRPORTS OF ENTRY
Apia (Faleolo Intl) NSFA
SOLOMON ISLANDS
PASSPORT AND VISA

All persons entering Solomon Islands must be in possession of valid passports or other travel
documents showing identity and bearing a photograph of the holder. All departing persons from
Solomon Islands are required to furnish a completed Passenger Embarkation card.
All persons (including children) arriving in Solomon Islands are required to furnish a completed
Passenger Disembarkation form.
Persons wishing to enter Solomon Islands for period exceeding three months are required to be in
possession of an Entry Permit entitling them to enter and reside in Solomon Islands.
Persons entering Solomon Islands for a stay of not more than three (3) months may obtain a Visi-
tor’s Permit on arrival. Nationals of certain countries need prior approval of the Director of Immi-
gration before they can be granted a Visitor's Permit on arrival. Issue of such a Permit is condi-
tional upon a person being in possession of a valid passport or travel document, sufficient funds
with which to maintain himself/herself while in Solomon Islands, a valid visa to enter another
country (where a visa is required), and a return or onward transportation ticket to a country into
which he/she has a right to entry. The Director of Immigration may accept a cash bond, equal to
an air fare to a country outside Solomon Islands in lieu of a return or onward ticket.
The following classes of persons may enter Solomon Islands without a permit:
a. dependant children under the age of eighteen years of any person resident in Solomon
Islands, if undergoing full-time studies at an educational establishment and who are not oth-
erwise entitled to enter Solomon Islands without a permit;
b. transit passengers in possession of confirmed onward bookings by air or by sea who do not
remain in Solomon Islands for more than seven days, except nationals of countries requiring
prior approval who need prior permission of the Director of Immigration.
c. any citizen of Solomon Islands and his/her family under the age of 18 years;
d. any person who qualifies for citizenship within the terms laid down by section 20(1)(b) of the
Constitution;
e. any person to whom immunities and privileges have been extended in Solomon Islands
under the Diplomatic Privileges and Immunities Act, or any other Act, and the family of such
a person;
f. any person employed in the service of the Government of Solomon Islands or the Govern-
ment of any country or territory of the Commonwealth entering Solomon Islands in the
course of his duty;
g. the family of any person referred to in paragraph above;
h. any other person or class of persons whom the Minister may by order specify; and
i. any serving members of Her Majesty’s Forces if the Director of Immigration is satisfied that
responsibility for his/her repatriation has been accepted by the service concerned.
SOLOMON ISLANDS
All persons for whom a permit to enter or reside in Solomon Islands is required, are required to
furnish such security as the Director of Immigration may demand. This usually takes the form of a
bond or cash equivalent to a single fare to the applicant’s country of origin.
Enquiries on Immigration matters should be addressed to:
The Director of Immigration
Address: Ministry of Commerce, Employment & Immigration
P.O. Box G26
Honiara
Solomon Islands
Tel: +677 22194/22179
Fax: +677 27870
Telex: IMPOL HONIARA
E-Mail: immigration@commerce.gov.sb
HEALTH
Documentation: The pilot-in-command of an aircraft landing at an international airport which is the
first airport of call in Solomon Islands, shall furnish the following to the Customs Authorities or the
Health Quarantine Officer:
General Declaration — 4 copies (one each for Agriculture, Quarantine, Health Quarantine and
Immigration).
Passenger Manifest — 4 copies (one each for Agriculture, Quarantine, Health Quarantine and
Immigration).
Cargo Manifest — 3 copies (one each for Agriculture, Quarantine and Health Quarantine).
All arriving passengers are required to be in possession of valid certificates of vaccination against
Smallpox, Cholera, Relapsing fever, Plague (louse born), Typhus fever and Yellow fever if coming
from infected areas. As these areas are liable to change at short notice, intending passengers
should seek advice before departing on a journey to Solomon Islands, as to the necessity of car-
riage of such documents.
Persons disembarking from an aircraft arriving from outside Solomon Islands are required to
report any sickness which may occur within 14 days of their arrival to the Quarantine Officer or
the Medical Officer.
The pilot in command (or authorized agent) of an aircraft landing at a designated international air-
port or Customs airport, which is the first port of call in the Solomon Islands, must furnish an Air-
craft General Declaration (Quarantine Act/Health) LN 70/1973 document to the Customs
authority, or the Health authority.
Complete Customs examination of the baggage of passengers and crew members is normally
made at the first point of entry.
SOLOMON ISLANDS
When the Customs Boarding Officer has received the documents set out under Documentary
Requirements for Clearance of Aircraft, and the Quarantine Officer has authorized unloading to
commence, baggage (including crew baggage) of all persons destined for that airport will be
unloaded and brought into the baggage examination area (Customs Section) of the terminal build-
ing for examination. Cargo will be unloaded for Immediate delivery to a bond store.
On receipt of the General Declaration Form refers, the Customs Boarding Officer is to sign and
date stamp the Clearance documents. Inward clearance is granted.
Passengers are required to complete a Customs Declaration form (Passenger Baggage Declara-
tion). The members of the aircrew must each complete an “Articles in Possession—Aircrew” form.
A Customs Officer will maintain surveillance over the unloading of all baggage and cargo and
ensure that it is taken directly to the baggage examination area and bond store 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.”
Passengers and crew, after disembarking, must proceed to the Entry Control Point (Customs
examination area) for completion of Customs, Immigration, Quarantine and Health formalities.
After the examination of crew and passenger baggage has been completed, and Customs duty
and or sales tax (if any) paid, the persons concerned will be authorized to remove their baggage
from the Customs examination area.
All passengers, except direct-transit passengers, departing from Solomon Islands are required to
furnish an Embarkation card. This card must be presented to the Immigration Officer before
embarkation.
Persons departing from Solomon Islands should be in possession of a valid passport or other
travel document endorsed by the issuing authority for travel to the countries which they intend to
visit. Where necessary, the passport or travel document should also bear a visa issued by a rep-
resentative of each foreign country which the holder intends to visit.

GENERAL
Operators conducting international flights to or from, or in transit through, and is given for the
information and guidance of these operators. Compliance with the provisions and requirements of
the relevant legislation and associated regulations and rules is required. Penalties for non-compli-
ance are detailed in each Act. The information contained in this section does not replace, amend
or change in any manner, the current regulations of the designated authorities that are of concern
to international air travel.
International flights into, from or over Solomon Islands territory shall be subject to the current
Solomon Islands regulations relating to civil aviation. These regulations correspond in all essen-
tials to the Standards and Recommended Practices contained in Annex 9 to the Convention on
International Civil Aviation.
Aircraft flying into or departing from Solomon Islands territory shall make their first landing at, or
final departure from, an international airport.
SOLOMON ISLANDS
The designated airport in Solomon Islands is Honiara International Airport.

The other designated airports in Solomon Islands are Santa-Cruz (Lata), Munda, Gizo and Balla-
lae.
Departure
Aircraft must depart from the airport listed above.

General
It is necessary that the aircraft documents shown in Documentary Requirements for Clearance
of Aircraft be submitted by airline operators for clearance on entry and departure of their aircraft
to and from Solomon Islands. All documents listed below must follow the ICAO standard format
as set forth in the relevant appendices to ICAO Annex 9 and are acceptable when furnished in
English in legible handwriting. No visas are required in connection with such documents.
Air Navigation Regulation 1981 45(1) (d) (ii) requires every operator not domiciled in Solomon
Islands who is conducting international air transport operations (the carriage of passengers or
goods for hire or reward) to hold a Foreign Air Operator Certificate issued under Part 129, except
where the operations are conducted for the purpose of medical emergencies, including evacua-
tions, or the carriage of medical supplies or body organs.
Applications for the issue of a Foreign Air Operator Certificate are to be addressed to:
Director
Address: PO Box R25
CAA Building
Honiara
Solomon Islands
Tel: +677 36563 ext 239 (Director’s Office)
+677 36563 ext 238 (Secretary)
Fax: +677 36220
E-Mail: halisanau_b@caasi.com.sb
There is a charge for issuing a Foreign Air Operator Certificate. The price will be advised when an
application form is forwarded to the CAASI.
Civil Aviation
Administrative Ministry
Permanent Secretary
Ministry of Communication and Aviation
SOLOMON ISLANDS
Address: PO Box G1850

Honiara
Solomon Islands
Tel: +677 36720/1
Fax: +677 36108
E-Mail: mvirivolomo@mca.gov.sb
Regulator
Director
Civil Aviation Authority Office
Address: PO Box R25
CAASI Building
Honiara
Solomon Islands
Tel: +677 36563 (Director’s Office) or 36720/1 ext 239
+677 36563 (Secretary) or 36720/1 ext 238
Fax: +677 36220
Internet: www.caasi.com.sb (Under development)
Customs
Deputy Comptroller of Customs
Customs and Excise Division
Ministry of Finance & Treasury
Address: PO Box G16
Honiara
Solomon Islands
Tel: +677 20489
Fax: +677 21069
E-Mail: jdafanisi@custom.gov.sb
Health
Undersecretary (Admin)
Ministry of Health & Medical Services
Address: PO Box 349
Honiara
Solomon Islands
Tel: +677 20831 (EPS)
SOLOMON ISLANDS
Fax: +677 20085

E-Mail: ghoaau@moh.gov.sb
ghoaau@gmail.com
Enroute and Airport Charges
Director
Civil Aviation Authority Office
Address: PO Box R25
CAASI Building
Honiara
Solomon Islands
Tel: +677 36563 or 36720/1 ext 239 (Director)
36720/1 ext 238 (Secretary)
SCHEDULED FLIGHTS
International airlines serving Solomon Islands on a scheduled basis are required to hold an Inter-
national Air Service Licence or an Open Aviation Market Licence. The CAASI is the licensing
authority for foreign international airlines. Part 10 of the Civil Aviation Act No. 7 of 2008 and CAR
Part 129 detail the provisions under which a scheduled international air service by a foreign oper-
ator to, from, or in transit through Solomon Islands is required to operate.
ities concerned.
Persons entering or leaving the Solomon Islands shall complete an arrival or departure card (one
per person) and must hold a valid passport.
Aircraft Documents Required — Arrival & Departure

Aircrew Dec-
General Dec- Passenger Cargo Mani-
Required by List of Stores laration of
laration Manifest fest
Health
CUSTOMS 1 1 1 1 1
AGRICUL-
TURE QUAR- 1 1 1 1 1
ANTINE
SOLOMON ISLANDS
Aircraft Documents Required — Arrival & Departure (continued)

Aircrew Dec-
General Dec- Passenger Cargo Mani-
Required by List of Stores laration of
laration Manifest fest
Health
HEALTH
1 1 1 1 1
QUARANTINE
IMMIGRA-
1 1 1
TION
NOTE: narcotic drug, beer, wine, spirits and tobacco products.
charter, ferry, medevac/retrieval, and private flights.
Commercial Flights
Under Part 11 of the Civil Aviation Act No. 7 of 2008, commercial nonscheduled flights (non-
scheduled flights engaged in the carriage of passengers, cargo or mail for remuneration or hire
between Solomon Islands and any other country or territory, but excluding medical-related flights),
may be operated only as authorized by the CAASI and in accordance with such conditions as the
CAASI may impose.
Operators of civil aircraft registered in states party to the Convention on International Civil Avia-
tion desiring to make non-scheduled flights in transit across Solomon Islands or to land in Solo-
mon Islands for non-commercial purposes are required to get flight approval from the Director
CAASI.
An international flight plan will not be accepted as adequate notice. Aircraft arriving outside pub-
lished opening hours at a Customs airport will be charged for attendance by officers at the pre-
scribed regulated hourly rate and for any associated expenses.
Applications for Approvals
terer), may be made directly to the Director CAASI. If, however, the aircraft is not registered in a
state party to the ICAO Convention, the application should be submitted through the aviation
should contact the Director CAASI.
SOLOMON ISLANDS

Address: PO Box R25
CAA Building
Honiara
Solomon Islands
Tel: +677 36563 ext 239 (Director’s Office)
+677 36563 ext 238 (Secretary)
Fax: +677 36220
In order to avoid delay and inconvenience, flight applications should be made as early as possi-
ble.
Information to be Supplied
The pilot of an aircraft on an unscheduled flight who intends to overfly the Solomon Islands or to
use a Solomon Islands airport for landing (including the nomination of a Solomon Islands airport
as an alternate) shall request such permission from the Director CAASI +677 36563 or email hali-
sanau_b@caasi.com.sb prior to departure and include the following information:
g. Purpose of flight; and
h. Ground handling agent (if known).
However, no such permission is required for flights that fall into the following categories:
with; or
b. Flights that require Honiara International Airport as an alternate airport provided the flight
already has the authority to operate in Solomon Islands and the ETA at the alternate is within
the operational hours of the airport concerned.
from the Ministry of Foreign Affairs. Requests for such clearance should be submitted through the
normal diplomatic channels giving a minimum of 3 full working days’ notice.
SOLOMON ISLANDS

Disinsecting of Aircraft
All compartments of aircraft arriving in the Solomon Islands may be subject to spraying for the
destruction of insects prior to the disembarkation of passengers and crew. Disinsection of all air-
craft bound for the Solomon Islands should be done in both the cargo holds and the cabin.
A Certificate of Disinsection should be presented to Quarantine on arrival for check immediately
after landing. If the aircraft is residually sprayed, then the expiry date is checked for validity and
then released. If the certificate has expired, then the passenger cabin is sprayed prior to disem-
barkation of passengers.
If the aircraft is not residually sprayed, a compliance agreement may be made for the aircraft to
be sprayed at top of descent. The required amount of spraying is carried out before landing and
empty chemical containers presented to Quarantine on arrival.
Penalty
All animals, animal products, plants, plant parts and plant products must be declared and made
available for Quarantine inspection on arrival in the Solomon Islands, by ship, yacht and aircraft.
If in doubt, declare. it. Failure to declare or meet import requirements is illegal and offenders are
liable to prosecution and a fine of up to $3,000 or three months imprisonment or both.
Notice of Arrival
For all non-scheduled aircraft bound for the Solomon Islands, arrival time must be made known to
Quarantine officers at least 24 hours before arrival.
FEES
GENERAL
The following types of fees may be assessed:
a. Landing charges
b. Lighting charges
c. Certificate Of Registration
d. Airport Service Charge
e. Miscellaneous Fees
f. Air navigation fees
AIRPORTS OF ENTRY
Ballalae (2)
Gizo (Nusatupe) (1) (2)
Honiara (Intl/Henderson) (3)
SOLOMON ISLANDS
Munda (1) (2)

Graciosa Bay/Luovo (Santa Cruz) (1) (2)
(1) Limited fuel available on prior application to Solomon Airlines.
(2) Hours: Sunrise-Sunset
(3) Prior notification if operation after 4:30pm
TONGA
PASSPORT
Persons entering or leaving Tonga must hold a passport valid on arrival for a period of at least six
months except:
a. Carte de service (issued to officials of the South Pacific Commission now known as the Sec-
retariat of the Pacific).
b. Persons who hold a valid certificate or document of identity that entitles the holder to re-
admission into the country of issue, or other relevant official documentation.
c. Holders of ordinary diplomatic or official Tongan or Tongan national passports which must be
valid only for the date of arrival.
d. Certificate of identity issued by the Government of Tonga.
e. Laissez-Passer (issued to officials of the United Nations).
f. Military Identity Card or movement order provided travelling on duty to Tonga.
g. Letter of authority from one of Tonga’s diplomatic missions overseas and bearing the official
stamp of that Tongan diplomatic mission.
h. Letter of authority issued by the Immigration Division, Ministry of Foreign Affairs, Govern-
ment of Tonga, bearing the official stamp of either the Minister of Foreign Affairs or the Prin-
cipal Immigration Officer.
i. Members of airline crews do not require a passport, unless such crew member intends to
stay in Tonga for longer than 24 hours. The name of the said crew member should appear
on the crew manifest presented to Border Control.
ities concerned.
Persons entering or leaving Tonga shall complete an arrival or departure card (one per person)
VISA
Visas are required for all non-Tongan passport holders unless the citizen is a visitor to Tonga, sat-
isfies the conditions below and holds a valid passport from one of the following countries
Australia, Austria, Barbados, Belgium, Brazil, Brunei Darussalam, Canada, Cook Islands, Cyprus,
Denmark, Dominica, Federated States of Micronesia, Republic of Fiji, Finland, France, French
Polynesian Territories (New Caledonia, Tahiti, Wallis and Futuna), Germany, Greece, Ireland,
Italy, Japan, Kiribati, Luxembourg, Malaysia, Malta, Republic of the Marshall Islands, Monaco,
Nauru, Netherlands, New Zealand, Niue, Norway, Palau, Papua New Guinea, Portugal, Russian
Federation, Samoa, Seychelles, Singapore, Solomon Islands, Spain, St Kitts and Nevis, St Lucia,
St Vincent and The Grenadines, Sweden, Switzerland, The Bahamas, Turkey, Tuvalu, Ukraine,
United Kingdom, Great Britain and Northern Ireland, United States of America, Vanuatu.
TONGA
SCHENGEN MEMBER COUNTRIES — (EU Nationals to be issued with 90 days Visitor Visa)
Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France,
Germany, Greece, Hungary, Iceland, Italy, Latvia, Liechtenstein, Lithuania, Luxembourg, Malta,
Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzer-
land.
Government of Tonga
Address: PO Box 352
Nuku’alofa
TONGA
Tel: (676) 740 1881 or 740 1830
Fax: (676) 26 971 or (676) 23 360
Telex: MINPOL NUKU’ALOFA
include proof of accommodation, maintenance in Tonga, and return or onwards tickets.
HEALTH
a. Bangladesh
b. India
c. Myanmar (Burma)
d. Philippines
e. Thailand
f. Vietnam
A yellow fever vaccination certificate is required from travellers over one year of age coming from
infected areas.

International flights into, from or over Tonga territory shall be subject to the current Tonga regula-
tions relating to civil aviation. These regulations correspond in all essentials to the Standards and
TONGA
Aircraft flying into or departing from Tonga territory shall make their first landing at, or final depar-
ture from Fua’amotu International Airport. However, Vava’u and Niuatoputapu airports may be
used as ports of entry by prior special arrangement with the Chief Executive Officer Tonga Air-
ports Limited provided notice is given not less than 48 hours in advance of the intended arrival
time.
Civil Aviation – Regulatory

Ministry of Infrastructure
Address: PO Box 845
Nuku’alofa
Tonga
Tel: (676) 740 1500
(676) 28 024
Fax: (676) 23 102 or 28 032 or 25 440
Telex: 66269 PRIMO TS
E-Mail: line4428@gmail.com
AFTN: NFTNYAYX
Tonga Airports Limited – Operations

Tonga Airports Limited
Fua’amotu Intl
Address: PO Box 876
Nuku’alofa
Tonga
Tel: (676) 22 608 or (676) 775 5513
Fax: (676) 27 942
E-Mail: staumoepeau@tongaairports.com
AFTN: NFTFYDYX
TONGA
Customs
Deputy Chief Executive Officer of Revenue — Customs and Trade

Customs and Trade Division
Ministry of Finance
Address: PO Box 146
Nuku’alofa
Tonga
Tel: (676) 23 651
Fax: (676) 740 0651
Telex: CUSTOMS NUKU’ALOFA
E-Mail: info@customs.gov.to
Health
Director of Health
Ministry of Health
Address: PO Box 59
Nuku’alofa
Tonga
Tel: (676) 740 0403
Fax: (676) 24 210
Telex: HEALTH NUKU’ALOFA
E-Mail: sakauola@health.gov.to
SCHEDULED FLIGHTS
Prior approval is required from Chief Executive Officer, Tonga Airport Limited for any changes or
retiming of scheduled flights.
It is necessary that the aircraft documents shown below be submitted by airline operators for
clearance on entry and departure of their aircraft to and from Tonga. All documents listed below
TONGA
Customs 2 2 2
Agriculture/ Quarantine 1 1 1
Immigration 1 1 Nil
NOTE 1: One copy of the General Declaration is endorsed and returned by Customs, signifying clearance.
NOTE 2: If no passengers are embarking (disembarking) and no articles are laden (unladen), no aircraft documents ex-
cept copies of the General Declaration need be submitted to the appropriate Customs authorities.
General
charter, ferry, medivac/retrieval, and private flights.
The operator of an aircraft on a non-scheduled flight who intends to overfly Tonga or to use a
Tonga airport for landing shall request such permission at least 24 hours prior to departure. The
request shall be lodged and received by Director of Civil Aviation, Ministry of Infrastructure during
the official working hours.
For extension of ATS services or alternate airport request contact +676 7770027.
Information to be Supplied
The following information should be supplied with flight applications:
c. Name, address and business of charterer
However, no such permission is required for overflights by civil aircraft that have the nationality of
an ICAO Contracting State, provided that the requirements of the ICAO Convention on Interna-
tional Civil Aviation are complied with.
TONGA
from the Tonga Foreign Affairs. Requests for such clearance should be submitted through the
a. General Declaration — as described in Annex 9 to the convention on International Civil Avia-
tion.
b. Passenger Manifest — as described in Annex 9 to the convention on International Civil Avia-
tion.
c. Cargo Manifest — as described in Annex 9 to the convention on International Civil Aviation.
PRIVATE FLIGHTS
Same as NON-SCHEDULED FLIGHTS.
FEES
a. Landing Charges
b. Parking Fees (any period in excess of 3 hours)
c. Lighting Fees
d. Passenger Service Charge
AIRPORTS OF ENTRY
Nuku’alofa (Fua’amotu Intl)
Vava’u
TUVALU
PASSPORT
Passports are required by all persons entering Tuvalu except those in possession of Certificates
of Identity issued by the appropriate authorities in:
British Solomon Islands

Fiji
Kiribati
Marshall Islands
Nauru
These certificates of identity are accepted in lieu of passports for travel to and from the territories
listed above.
VISA
Visas are required by all aliens, except nationals of the countries with which a visa abolition
agreement has been extended to Tuvalu.
HEALTH
Persons entering the Colony are required to show proof of vaccination against smallpox, with the
exception of persons arriving directly from the countries listed below, and providing they have
been resident in those countries for a continuous period of 14 days, immediately prior to embarka-
tion for the Colony.
American Samoa
Australia
Solomon Islands
Cook Islands
Fiji
French Polynesia
Kiribati
Lord Howe Island
Nauru
New Caledonia
New Zealand
Niue Island
Vanuatu
TUVALU
EMBASSY INFORMATION
TUVALU’S EMBASSY IN THE UNITED STATES
Tuvalu does not maintain an embassy accredited to the United States. It may be possible to
obtain assistance from the:
Tuvalu Permanent Mission to the United Nations
Address: 800 2nd Ave, Suite 400B
New York
NY
10017
Tel: 212-490-0534
Fax: 212-808-4975
UNITED STATES’ EMBASSY IN TUVALU

There is no U.S. diplomatic post in Tuvalu. Inquiries should be directed to the:
American Embassy
Address: 31 Loftus Street
Suva
Fiji
Tel: 679-331-4466
Fax: 679-330-2267

GENERAL
All flights into, from, or over Tuvalu and landings in such territory shall be carried out in accord-
ance with the valid regulations of Tuvalu regarding civil aviation.
Aircraft landing in or departing from the territory of Tuvalu must first land at, or depart from, an
SCHEDULED FLIGHTS
For regular scheduled international flights operated by foreign airlines into or in transit across
Tuvalu, the following requirements must be met:
a. The State of the airline must be a party to the International Air Transport Agreement.
b. The airline must be eligible to make the flights under the provisions of a bilateral or multilat-
eral agreement to which the State of the airline and the United Kingdom Government are
contracting parties, and must have a permit to operate into or in transit across Tuvalu.
Applications for such permits should be submitted to:
Secretary to Government, Office of the Prime Minister
TUVALU

Vaiaku, Funafuti
Tuvalu
Tel: 688-20102/688-20839
Fax: 688-20843/688-20820
Procedures
If an operator intends to carry out a non-scheduled flight in transit across, or make non-traffic
stops in the territory of Tuvalu, he may do so without the necessity of obtaining prior permission.
However, the attention of operators is drawn to the need for prior notification in respect of radio
navigation aids.
If an operator intents to perform a non-schedule flight into Tuvalu for the purpose of taking on or
discharging passengers, cargo, or mail he shall apply to:
Secretary to Government, Office of the Prime Minister
Vaiaku, Funafuti
Tuvalu
Tel: 688-20102/688-20839
Fax: 688-20843/688-20820
The application for permission to carry out such operations must include the following information
in the order shown hereunder:
a. Name and address of applicant;
b. Type of aircraft and registration marks;
c. Date and times of arrival at and departure from aerodromes in Tuvalu;
d. Place or places of embarkation or disembarkation, as the case may be; of passengers
and/or freight;
e. Purpose of the flight and number of passengers, and/or nature and amount of freight; and
f. Name, address and business of charterer, if any.
Normally, the time required for consideration of such applications is brief, but applicants should
make allowances for communications delays.
PRIVATE FLIGHTS
The information in the flight plan is accepted as notification of the arrival of incoming aircraft,
although the normal flight plan does not meet the requirements for provision of air navigation aids.
Commanders of aircraft intending to make a flight in the private category, whether in or out of
TUVALU
Tuvalu, are advised to make an early notification which will permit radio navigation aids to be
operating for the proposed flight. For flights either into or out of Tuvalu, arrivals and departures
must be made from an international airport.
TECHNICAL STOPS
Civil aircraft on the registers of ICAO member states, engaged on private flights, or on public
transport of aerial work flights do not require permission to make a technical stop in Tuvalu, but
should give prior notice.
OTHER
Proof of sufficient funds for maintenance during stay in Tuvalu, and an onward ticket to a country
into which the visitor has right of entry. With consent of the Principal Immigration Office, a cash
bond may be laid down on arrival, in lieu of an onward ticket.
SPECIAL NOTICES
Commanders of aircraft are advised to make an early notification of flight to permit radio naviga-
tion aids to be in operation for the proposed flight.
AIRPORTS OF ENTRY
Funafuti (Intl)
US PACIFIC TERRITORIES
See United States Entry Requirements.
UNITED STATES LANDING RIGHTS AIRPORTS

Any aircraft may land at one of the following airports after securing prior permission to
land from U.S. Customs. Additionally, at least one hour advance notice of arrival must be fur-
nished to Customs, unless otherwise noted.
AMERICAN SAMOA
Pago Pago (Intl) (24 hr PNR except for Scheduled Aircraft)
GUAM (Territory)
Andersen AFB (Guam) (PPO)
Guam (Intl)
MARSHALL ISLANDS
Kwajalein I (Bucholz AAF)
Majuro Atoll (Marshall Is Intl) (24 hours prior notice weekdays, 24 hours prior notice weekends.)
MICRONESIA (Federated States of Micronesia)
Pohnpei (Intl)
Weno I (Chuuk Intl)
Yap I (Intl)
NORTHERN MARIANA ISLANDS
Rota I (Intl)
Saipan I (Intl) (1 hr PNR)
PALAU (Trust Territory)
Babelthuap/Koror
All unscheduled flights must file a flight plan at least 7 days prior to arrival and all flights must
contact Koror Communications on 123.6 at least 20 min prior to arrival.
Entry permit required:
011-680-488-2498
011-680-488-4385 (fax)
Landing permit required, must give 7 days notice:
011-680-488-2111
011- 680-488-3207 (fax)
VANUATU
PASSPORT AND VISA

Except as noted below, all passengers entering Vanuatu are required to present an acceptable
passport or certificate of identity, and complete a Vanuatu Passenger Arrival Card.
Persons entering or leaving Vanuatu shall complete an arrival or departure card (one per person)
TRANSIT PASSENGERS AND CREWMEMBERS

No documents are required of passengers or crewmembers arriving and departing on the same
through flight, or transferring to another flight at the same airport. These persons are not author-
ized to move outside the international airport transit area except on special authorization from the
authorities concerned.
HEALTH
coming directly from an area infected with cholera, yellow fever, plague, typhus or recurrent fever,
and includes the following countries:
– Bangladesh
– India
– Myanmar
– Philippines
– Thailand
– Vietnam
FEES
a. Landing fees.
b. Take-off and landings outside daylight hours.
c. Passenger service charges.
d. Parking charges.
e. Aircraft security service fees.
f. Air navigation charges.
Exemptions: Diplomatic aircraft, aircraft carrying out a test or training flight, aircraft engaged in
flights of humanitarian nature, including search and rescue flights, aircraft forced to land in an
emergency.
VANUATU

GENERAL
International flights into, from or over Vanuatu territory shall be subject to the current Vanuatu reg-
ulations relating to civil aviation. These regulations correspond in all essentials to the Standards
and Recommended Practices contained in Annex 9 to the Convention on International Civil Avia-
tion.
An aircraft arriving from outside Vanuatu is required to make its first point of arrival at a designa-
ted Airport of Entry.
Civil Aviation — Regulatory
Address: Private Mail Bag 9068
Port Vila
VANUATU
Tel: (678) 23 301 (Director CAAV)
(678) 22 819 (Office)
Fax: (678) 23 783
E-Mail: civav@vanuatu.com.vu
The postal and telegraphic addresses of the designated authorities concerned with the entry,
transit and departure of international air navigation, and for the collecting of fees therefrom, are as
follows:
Customs
Department of Customs
Address: Private mailbag 9012
Port Vila
VANUATU
Tel: (678) 24 544
Fax: (678) 22 597
Immigration
Department of Immigration
Port Vila
VANUATU
Tel: (678) 22 354
Fax: (678) 25 492
VANUATU
Health
Port Vila
VANUATU
Tel: (678) 22 512
Fax: (678) 26 204
Agricultural Quarantine
Vanuatu Quarantine and Inspection Service
Port Vila
VANUATU
Tel: (678) 23 519
Fax: (678) 23 185
FOREIGN CIVIL AIRCRAFT, SCHEDULED FLIGHTS

International airlines serving Vanuatu on a scheduled basis are required to hold an International
Air Services Licence or an Open Aviation Market Licence. The CAAV is the licensing authority for
foreign international airlines. Part 10 of the Civil Aviation Act No. 16 of 1999 and CAR Part 129
detail the provisions under which a scheduled international air service by a foreign operator to,
from, or in transit through Vanuatu is required to operate.
FOREIGN CIVIL AIRCRAFT, NON-SCHEDULED FLIGHTS

charter, ferry, medevac/retrieval, and private flights.
Under Part 10 of the Civil Aviation Act No. 16 of 1999, commercial non-scheduled flights (non-
scheduled flights engaged in the carriage of passengers, cargo or mail for remuneration or hire
between Vanuatu and any other country or territory, but excluding medical-related flights), may be
operated only as authorized by the CAAV and in accordance with such conditions as the CAAV
may impose.
Operators of civil aircraft registered in states party to the Convention on International Civil Avia-
tion desiring to make non-scheduled flights in transit across Vanuatu or to land in Vanuatu for
non-commercial purposes are required to get flight approval from Airports Vanuatu Limited.
An international flight plan will not be accepted as adequate notice. Aircraft arriving outside pub-
lished opening hours at a Customs airport will be charged for attendance by officers at the pre-
scribed regulated hourly rate and for any associated expenses.
terer), may be made directly to Airports Vanuatu Limited. If, however, the aircraft is not registered
VANUATU
in a state party to the ICAO Convention, the application should be submitted through the aviation
should contact Airports Vanuatu Limited.
General Manager Operations
Tel: 678–25111
Mon–Fri 0800–1700
E-Mail: gmops@airports.vu
Apron Manager
Tel: 678–25111
Mon–Fri 0800–1700
E-Mail: gnalpini@airports.vu
In order to avoid delay and inconvenience, flight applications should be made as early as possi-
ble. Apron parking is limited and priority is given to scheduled aircraft operations. Restrictions
may be imposed to accommodate these scheduled aircraft. Arrival and departure times must be
organized within ATS Hours of Service as stated in NOTAM.
All Flight Approvals issued by Airports Vanuatu Limited will be charged a standard fee. This will
become effective as of 1 January 2017.
The pilot of an aircraft on an unscheduled flight who intends to overfly Vanuatu or to use a
Vanuatu airport for landing (including the nomination of a Vanuatu airport as an alternate) shall
request such permission from ATS (ats@airports.vu), Tel 678–24 740 or Fax 678–24 459 prior to
departure and include the following information:
e. Routes, including dates and times of arrival and departure;
g. Purpose of flight; and
h. Ground handling agent (if known).
However, no such permission is required for flights that fall into the following categories:
with; or
VANUATU
b. Flights that require Port Vila or Santo/-Pekoa as an alternate airport provided the flight
already has the authority to operate in Vanuatu and the ETA at the alternate is within the
operating hours of the airport concerned.
from the Department of Foreign Affairs. Requests for such clearance should be submitted through
the normal diplomatic channels giving a minimum of 3 full working days’ notice.

It is necessary that the aircraft documents shown in the following table be submitted by airline
operators for clearance on entry and departure of their aircraft to and from Vanuatu. All docu-
ments listed below must follow the ICAO standard format as set forth in the relevant appendices
to ICAO Annex 9 and are acceptable when furnished in English in legible handwriting. No visas
are required in connection with such documents.

Customs 1 1 1
Immigration 1
Agriculture/Quarantine 1 1
NOTE:
– One copy of the General Declaration is endorsed and returned by Customs, signifying clear-
ance.
– If no passengers are embarking (disembarking) and no articles are laden (unladen), no aircraft
documents except copies of the General Declaration need be submitted to the above authori-
ties.
– 3 copies of the Cargo Manifest need to be submitted in case of a transfer at Port Vila for San-
to or vice versa.
AIRPORTS OF ENTRY
Port Vila, Efate Island1
Santo/-Pekoa, Espiritu Santo Island2
Tanna/White Grass, Tanna Island3
Aircraft must depart from one of the three airports listed above. Departure from other than these
airports requires the permission of the Director of the Customs Department.
1 Service available to meet operational requirements.
2 By prior arrangement.
3 With prior permission from the Chief Executive of Airports Vanuatu Limited and subject to prior
arrangement with Customs, Immigration and Quarantine.
Entry Requirements

East
CAMBODIA
PASSPORT AND VISA

flight or transferring to another flight provided they do not leave the transit area.
Tourist and business visas are issued on arrival to holders of valid passports. Visitors must pos-
sess onward tickets, the right of entry to their next destination, and sufficient funds to cover their
stay.
Flight crews on scheduled services may present their airline security badge in lieu of a passport
or visa for temporary admission into the Kingdom of Cambodia provided:
a. their company uniform and identification cards are worn when embarking and disembarking;
b. they remain at the airport where the aircraft has stopped or within the confines of the adja-
cent city; and
c. depart on the same aircraft or on their next regularly scheduled flight out of the Kingdom of
Cambodia.
Embarking passengers will be required to submit an immigration departure form and pay a pas-
senger service charge.
Baggage and articles belonging to disembarking passengers and crew are immediately released
except for those selected by the customs authorities for inspection. Such baggage will be cleared
based on the submission of a written declaration form.
It is not illegal to carry large amounts of money into the Kingdom of Cambodia, however, amounts
in excess of the equivalent of $10,000 US must be declared.
The following items require import licenses from the appropriate authority:
a. Live animals – apply to Ministry of Agriculture;
NOTE: Dogs and Cats must be accompanied by Veterinarian Good Health and Rabies Inoc-
ulation Certificates issued at the port of origin.
b. Arms, ammunition and fireworks – apply to Ministry of Defence and Ministry of Foreign
Affairs;
c. Gold in whatever form including jewelry – apply to Ministry of Industry, Mines and Energy.
HEALTH
Health Certificates are required of disembarking passengers. Vaccinations against yellow fever
are required if arriving within 6 days from an infected area.
No health formalities are required on departure.
CAMBODIA

GENERAL
International flights into, from or over the Kingdom of Cambodia shall be subject to the current
Cambodian regulations relating to civil aviation. The regulations correspond in all essentials to the
Standards and Recommended Practices contained in Annex 9 to the Convention on International
Civil Aviation.
Aircraft flying into or departing from the Kingdom of Cambodia shall make their first landing at, or
final departure from, an international airport.
State Secretariat of Civil Aviation
Address: 44 Phnom Penh International Airport,
Russian Federation Blvd., Phum Ta Ngoun, Sangkat kakap, Khan Por Senchey,
Phnom Penh
Cambodia
Tel: 855-23-890 160
Fax: 855-23-890 159
E-Mail: slot@ssca.gov.kh
SITA: PNHCAYA
AFTN: VDPPYAYC
Customs
Ministry of Finance
Address: Department of Customs
Phnom Penh International Airport
Phnom Penh
Cambodia
Tel: 855-23-890 437/241 065/
722 265/725 187
Health
Ministry of Health
Address: No. 151/153 Kampuchea Krom Blvd.
Phnom Penh
Cambodia
Tel: 855-23-426 841/881 404/881 409
Fax: 855-23-426841
CAMBODIA
SCHEDULED FLIGHTS
General
For regular international scheduled flights into or in transit across the Kingdom of Cambodia, the
following requirements must be met:
a. The airline must be eligible to make the flights under the provisions of a bilateral or multilat-
eral agreement to which the state of the airline and the Kingdom of Cambodia are contract-
ing parties, and must have a permit to operate into or in transit across the Kingdom of Cam-
bodia.
b. Scheduled commercial flights should make application to the State Secretariat of Civil Avia-
tion, at the address noted in Designated Authorities.
clearance on entry and departure of their aircraft to and from the Kingdom of Cambodia. All docu-
ments listed below must follow ICAO standard format as set forth in the relevant appendices to
ICAO Annex 9 and are acceptable when furnished in English.
No visas are required in connection with such documents.

Immigration 1 1 1
Customs 1 1 1
Health 1 1
For further details contact:

Department of Air Transport
Phnom Penh
Cambodia
Fax: 855-23-890 159
Standard and Flight Safety Department of State Secretariat of Civil Aviation
Address: Cambodia
Tel: 855-16-381111
Fax: 855-23-211019
E-Mail: limkao03@gmail.com
Department of Airworthiness of State Secretariat of Civil Aviation
CAMBODIA
Address: Cambodia
Tel: 855-12-946678
Fax: 855-23-211019
E-Mail: visalkhem@gmail.com
Aircraft entry requirements include: Certificate of Registration; Certificate of Airworthiness; Aircraft
radio station license; certificate of radio installation; aircraft insurance documents; seating
capacity and maximum take-off weights (MTOW).
Private flights, inspection/validation flights, medical evacuation flights, non-scheduled commercial
flights and non-scheduled charter flights should apply for permission at least 15 working days in
advance directly to Secretary of State, State Secretariat of Civil Aviation, at the address noted in
Designated Authorities.
Foreign flights carrying Heads of State or special delegations to visit the Kingdom of Cambodia,
flights carrying ammunition/Weapon and foreign military flights and military charter flights intend-
ing to operate within the airspace of the Kingdom of Cambodia should apply for permission to the
Royal Government of Cambodia, Ministry of Foreign Affairs at least 7 days in advance, or to the
Royal Cambodian Embassies or consulates abroad at least 10 days in advance. One copy should
be addressed to the State Secretariat of Civil Aviation at the address noted in Designated Authori-
ties.
All requests must include the following information in the order shown:
a. Name, address and nationality of owner;
b. Nationality, type and registration marks of the aircraft and the radio call sign to be used, if
any;
c. Name of pilot and names of crew members
d. Purpose of flight;
e. Complete route of flight, including intermediate stops from point of origin to final destination;
f. Names and nationalities of passengers; and
g. Type and amount of cargo.
For further details contact:
Department of Air Navigation Standard and Safety
Phnom Penh
Cambodia
Tel: 855-23-890 160
CAMBODIA
Fax: 855-23-890 159

E-Mail: ansops_ssca@yahoo.com
fmc.ans@gmail.com
SITA: PNHCAYA
AFTN: VDPPYAYC
All the application for landing permit in the Kingdom of Cambodia, the owner and/or operator must
coordinate with Airports Slot Coordinator in advance to avoid any flight delay or airport constraints
related to the arrival and departure times. The address and contact information of Airports Slot
Coordinator are as follows:
Airports Slot Coordinator
Phnom Penh International Airport
Address: P.O. Box 1256 – National Road No.4
Phnom Penh
Kingdom of Cambodia
Tel: 855-23-890520
855-81-777396
Fax: 855-23-890395
E-Mail: soben.ouk@cambodia-airport.aero
Internet: www.cambodia-airports.aero
SITA: PNHSB7X
CUSTOMS REQUIREMENTS CONCERNING CARGO AND OTHER ARTICLES

A customs declaration is required for the clearance of goods through customs. No advance notifi-
cation is required, but the documents must accompany the shipment.
All air cargo shipments are free of consular formalities and charges.
Air cargo being transhipped from one flight to another at the same airport must be transferred
under customs supervision, and a copy of the cargo manifest must be furnished to the customs
officer.
No clearance documents are required with respect to goods retained on board an aircraft for
onward carriage to a destination outside of the Kingdom of Cambodia.
Export licenses are required for such items as arms, ammunition, gems and ores of any kind.
FEES
a. Landing fees;
b. Parking fees;
c. Air navigation charges;
CAMBODIA
d. Passenger service charges;

e. Traffic right charges (for foreign aircraft operating without reciprocal flights of any Cambo-
dian airlines);
f. Ground handling fees;
g. Civil Aviation Fee (CAF);
h. Lighting;
i. Traffic right charges (Royalty);
j. Loading Bridge.
All charges shall be paid in USD.
AIRPORTS OF ENTRY
Phnom Penh (Intl)
Siem Reap
JAPAN
PASSPORT
Required. Crew member certificates and licenses are recognized as valid travel documents in lieu
of a passport.
VISA
Required except for crew members or passengers on through flights or departing on the next
scheduled flight.
CUSTOMS
The captain of an aircraft engaged in foreign trade1 entering a customs airport 2 shall report mat-
ters relating to passengers and crews to customs at least 30 minutes from the time of departure
from the last airport. Further, the captain of an aircraft engaged in foreign trade shall report Pas-
senger Name Record (PNR) before entering a customs airport, in cases where a report is reques-
ted by the Director General of Customs.
1Aircraftengaged in foreign trade means an aircraft coming and/or going between Japan and a
foreign country for the purpose of foreign trade.
2Customs airport means an airport designated by Cabinet Order, taking into account exportation
and importation of goods, entry and departure of aircraft engaged in foreign trade and other cir-
cumstances.
When departing from a customs airport, the captain of an aircraft engaged in foreign trade shall
obtain the permission of the Director General of Customs. Additionally, the captain of an aircraft
engaged in foreign trade shall report matters relating to passengers and crews and Passenger
Name Record (PNR) before departing from a customs airport, in cases where a report is reques-
ted by the Director General of Customs.
Every person entering Japan is required to submit a customs declaration form.
Two copies of a written declaration are required if a person has unaccompanied baggage. Pas-
sengers are also able to submit the declaration electronically. In this case, it is not necessary to
submit the declaration in paper anymore.
Every person carrying cash or other means of payment exceeding 1 million yen is required to
declare to customs.
HEALTH
Medical Examination of Infectious Diseases Other than Quarantinable Infectious Diseases
If a person who intends to travel abroad or a person on board an aircraft or any other person who
boards after the aircraft arrives at the airport pays a fee of an amount determined by Cabinet
Order in consideration of the actual cost, and requests a quarantine station chief to execute a
medical examination for an infectious disease specified by Cabinet Order other than a Quarantin-
JAPAN
able Infectious Disease, as provided for in Article 6, paragraphs (3) through (6) and paragraph (8)
of the Act on Prevention of Infectious Diseases and Medical Care for Patients Suffering Infectious
Diseases, an investigation into the existence of pathogens, immunization, or to issue a certificate
on the relevant matters, the quarantine station chief may respond to the requests provided they
are not a hindrance to quarantine activities at the quarantine station.

GENERAL
Scheduled, commercial flights must obtain permission of the Ministry of Land, Infrastructure,
Transport and Tourism.
Civil Aviation Bureau, Ministry of Land, Infrastructure, Transport and Tourism

Address: 2-1-3, Kasumigaseki, Chiyoda-ku
Tokyo
Japan
100-8918
Tel: +81-3-5253-8111
AFTN: RJTDYAYX
Customs
Customs and Tariff Bureau, Ministry of Finance
Tokyo
Japan
100-8940
Tel: +81-3-3581-4111
Human Quarantine
Ministry of Health, Labour and Welfare
Pharmaceutical Safety and Environmental Health Bureau, Quarantine Affairs Division
Tokyo
Japan
100-8916
Tel: +81-3-3595-2333
Fax: +81-3-3591-8029
JAPAN
SCHEDULED FLIGHTS
The following items must be submitted in duplicate at least three months prior to the proposed
date of commencement of operation:
a. Name, address and nationality;
b. Names and nationalities of the representatives and officers;
c. Name and location of main office and other business premises in Japan;
d. Ownership amounts and ratios by nationality of investors and by state, public entity or private
person;
e. Purpose of business and scheduled date of commencement of operation;
f. Outline of any air transport already operated by applicant, if any;
g. Business program, to include: routes, number, type, and registration of aircraft, schedule,
maintenance operation; and description of measures to safeguard civil aviation against acts
of unlawful interference.
The following exhibits must be attached to the application under the preceding paragraph:
Licenses issued by home state, articles of incorporation (if applicable), financial documents, and
conditions of carriage.
Non-commercial or Private Flights
Foreign aircraft of ICAO contracting states need not obtain permission to carry out non-commer-
cial or private flights into or over the territory of Japan provided such flights follow airways desig-
nated by the Minister of Land, Infrastructure, Transport and Tourism. Flights not over approved
airways must submit an application for permission to the Minister of Land, Infrastructure, Trans-
port and Tourism ten days prior to the date of intended flight.
Foreign aircraft of states not a contracting state of ICAO, desiring to make a non-commercial or
private flight into or over the territory of Japan must submit an application for permission to the
Minister of Land, Infrastructure, Transport and Tourism ten days before the flight whether or not
flight is intended along approved airways.
An aircraft, of whatever nationality, used by a foreign state, public entity or the equivalent thereof,
must submit an application for permission to the Minister of Land, Infrastructure, Transport and
Tourism ten days prior to any intended flight into or over the territory of Japan, whether or not
Commercial Flights
Foreign aircraft of ICAO contracting states need not obtain permission to carry out flights in transit
over or with non-traffic stops in the territory of Japan provided such flights follow airways designa-
ted by the Minister of Land, Infrastructure, Transport and Tourism. Flights not over approved air-
ways must submit an application for permission to the Minister of Land, Infrastructure, Transport
and Tourism ten days prior to the date of intended flight.
JAPAN
Foreign aircraft of states not a contracting state of ICAO, desiring to make flights in transit over or
with non-traffic stops in the territory of Japan must submit an application for permission to the
Minister of Land, Infrastructure, Transport and Tourism ten days before the flight whether or not
Foreign aircraft of any nation desiring to make traffic stops in Japan must submit an application
for permission to the Minister of Land, Infrastructure, Transport and Tourism at least ten days
prior to proposed date of flight if the owner/operator has offices or agents in Japan, or at least
thirty days otherwise.
For non-scheduled, non-commercial and private flights or commercial flights in transit, the follow-
ing items must submit an application in duplicate to the Ministry of Land, Infrastructure, Transport
and Tourism:
a. Name, address and nationality
b. Nationality, type, registration markings of aircraft, and call sign of aircraft
c. Route of flight, stops, and schedule of flight
d. Purpose of flight
e. Name of pilot-in-command, names and qualifications of crew
f. Names and nationalities of passengers and purpose of trip
g. Description of cargo.
For non-scheduled, commercial aircraft making traffic stops, the following items must be submit-
ted in duplicate to the Ministry of Land, Infrastructure, Transport and Tourism:
a. Name, address and nationality
b. Nationality, type, registration markings of aircraft, and call sign of aircraft
c. Name of pilot-in-command, names and qualifications of crew
d. Reasons for the necessity of said transportation
e. Names and nationalities of passengers to be carried for remuneration
f. Description and quantity of cargo (to include owner of cargo) carried for remuneration
g. Classification and amount of fares, rates or charges of passengers or freight
h. Route of flight (indicating intermediate stops), and flight sections and schedule intended for
transportation of passengers or flight for remuneration
i. Name and address of the office or agent in Japan (if applicable).

Report Prior to Quarantine
The pilot-in-command of an aircraft which is to be quarantined must, when the aircraft approaches
an intended quarantine airport, report in an appropriate manner the existence of any patient with a
Quarantinable Infectious Disease1 or any deceased person, or any other circumstances specified
JAPAN
by Order of the Ministry of Health, Labour and Welfare2 to the chief of the quarantine station
(including quarantine station branches or field offices) located in the intended quarantine airport.
1Quarantinable Infectious Diseases are as follows:
– Ebola hemorrhagic fever;
– Crimean-Congo hemorrhagic fever;
– Smallpox;
– South American hemorrhagic fever;
– Plague;
– Marburg virus disease;
– Lassa fever;
– Novel Influenza Infection, etc.;
– Avian influenza (H5N1, H7N9);
– Middle East Respiratory Syndrome (MERS);
– Dengue fever;
– Chikungunya fever;
– Malaria;
– Zika virus disease.
2Other circumstances specified by Order of the Ministry of Health, Labour and Welfare are:
1) Registration of aircraft;
2) Departure place date, and place and date of last port of call before arriving to Japan;
3) Number of crew and passengers;
4) Presence and number of persons who may be suffering from communicable disease or
deceased;
5) Estimated date and time of arrival at a quarantine district.
Submission and Presentation of Document
When going through quarantine, a pilot-in-command of an aircraft must submit a General Declara-
tion describing the registration number of the aircraft, airport of departure, ports of call and other
matters as specified by Order of the Ministry of Health, Labour and Welfare*; provided, however,
that after the expiration of a provisional quarantine certificate, this requirement applies only if
requested by the quarantine station chief.
*Other matters as specified by Order of the Ministry of Health, Labour and Welfare are:
1) Owner or operator;
2) Marks of nationality and registration;
JAPAN
3) Flight number;
4) Date of preparation;
5) Departure place and intended quarantine airport;
6) Port of call and arrival place;
7) Name of crew;
8) Number of passengers;
9) Name and details of persons who may be suffering from communicable disease;
10) Details of disinfection and sanitary treatment performed during voyage or latest.
A quarantine station chief may request the pilot-in-command of an aircraft to submit the docu-
ments listed in items 1) through 3) and to present the documents listed in items 4) and 5):
1) list of crew;
2) list of passengers;
3) cargo inventory;
4) flight logbook; and
5) other documents necessary for quarantine.
Issuance of Quarantine Certificates
A quarantine station chief must issue a quarantine certificate to the pilot-in-command of an aircraft
if the quarantine station chief finds there is no risk of pathogens of a Quarantinable Infectious Dis-
ease entering the country via the aircraft.
Issuance of Provisional Quarantine Certificates
If a quarantine certificate cannot be issued, a quarantine station chief may issue a provisional
quarantine certificate to the pilot-in-command of an aircraft, specifying a certain period of time, if
the quarantine station chief finds there is very little risk of pathogens of a Quarantinable Infectious
Disease entering the country.
Expiry of Provisional Quarantine Certificates
If a person is infected by or dies from a Quarantinable Infectious Disease in an aircraft which has
received a provisional quarantine certificate within the period specified pursuant to Issuance of
Provisional Quarantine Certificates, the provisional quarantine certificate expires. In this case, the
pilot-in-command of the aircraft must immediately notify the chief of the nearest quarantine station
thereof.
Inspection by Application
If an owner or a pilot-in-command of an aircraft pays a fee of an amount stipulated by Cabinet
Order in consideration of the actual cost, and requests a quarantine station chief to conduct an
investigation into the existence of pathogens of Quarantinable Infectious Diseases in the aircraft,
disinfection, rodent extermination or insect extermination, medical examination or immunization of
JAPAN
crew, or to issue a certificate on the relevant matters, the quarantine station chief may respond to
the requests provided they are not a hindrance to quarantine activities at the quarantine station.
Measures for Contaminated or Potentially Contaminated Aircraft
A quarantine station chief may take all or some of the following measures in so far as they are
reasonably necessary for aircraft that has arrived after departing from a region where a Quaran-
tinable Infectious Disease is endemic or calling at a port in the region, aircraft on which an inci-
dence of a patient or fatality of a Quarantinable Infectious Disease has occurred, aircraft on which
rodents carrying or likely to be carrying Yersinia pestis are discovered, or aircraft that is or is likely
to be contaminated with pathogens of a Quarantinable Infectious Disease:
1) isolate, or have a quarantine officer isolate, a patient with an infectious disease listed “Class
I Infectious Disease”1 or “Novel Influenza Infection, etc”2;
1“Class I Infectious Disease”:
a. Ebola hemorrhagic fever;
b. Crimean-Congo hemorrhagic fever;
c. Smallpox;
d. South American hemorrhagic fever;
e. Plague;
f. Marburg virus disease; and
g. Lassa fever.
2“Novel Influenza Infection, etc.”
a. Novel influenza;
b. Re-emerging influenza;
c. Novel coronavirus infection; and
d. Re-emerging coronavirus infection.
2) detain, or have a quarantine officer detain, a person likely to be infected with pathogens of
an infectious disease listed “Class I Infectious Disease”1 or “Novel Influenza Infection, etc.”2
(limited to when an infectious disease listed in the same items occurs overseas and the entry
of its pathogens into Japan is found to present a significant risk to the lives and health of the
citizens of Japan);
3) request the necessary reports and cooperation to prevent infection from a patient with “Novel
Influenza Infection, etc.”2 or a person likely to be infected with the pathogens;
4) disinfect, or have a quarantine officer disinfect, an article or an area which is contaminated or
likely to be contaminated with pathogens of a Quarantinable Infectious Disease, or order the
disposal of the items which are difficult to disinfect;
JAPAN
5) cremate a corpse (including a dead fetus) that is infected or is likely to be infected with
pathogens of a Quarantinable Infectious Disease pursuant to the provisions of the Grave-
yards and Burials Act (Act No. 48 of 1948);
6) prohibit or restrict the use of an article or an area that is contaminated or likely to be contami-
nated with pathogens of a Quarantinable Infectious Disease, or prohibit the transfer of the
article;
7) have a quarantine officer or another person the quarantine station chief finds to be appropri-
ate exterminate rodents or insects; or
8) immunize, or have a quarantine officer immunize, persons as found necessary.
Isolation
As provided for in paragraph 1) of Measures for Contaminated or Potentially Contaminated Air-
craft, isolation is to be entrusted to a medical institution listed in each of the following items
according to each of the infectious diseases specified in the respective items; provided, however,
that a quarantine station chief may, when it is an urgent necessity, entrust the isolation to a hospi-
tal or clinic other than the medical institutions listed in the same items that the quarantine station
chief finds is appropriate:
1) “Class I Infectious Diseases”: Medical institutions designated for specific infectious diseases
(medical institutions designated for specific infectious diseases as provided for in the Act on
Prevention of Infectious Diseases and Medical Care for Patients Suffering Infectious Disea-
ses) or medical institutions designated for Class I infectious diseases (medical institutions
designated for Class I infectious diseases as provided for in the Act on Prevention of Infec-
tious Diseases and Medical Care for Patients Suffering Infectious Diseases); or
2) “Novel Influenza Infection, etc.”: Medical institutions designated for specific infectious disea-
ses, medical institutions designated for Class I infectious diseases, or medical institutions
designated for Class II infectious diseases (medical institutions designated for Class II infec-
tious diseases as provided for in the Act on Prevention of Infectious Diseases and Medical
Care for Patients Suffering Infectious Diseases).
Detention
As provided for in paragraph 2) of Measures for Contaminated or Potentially Contaminated Air-
craft, detention of a person that is likely to be infected with pathogens of an infectious disease
listed in “Class I Infectious Disease” is to be entrusted to a medical institution designated for spe-
cific infectious diseases or a medical institution designated for Class I infectious diseases, speci-
fying a period of time; provided, however, that the quarantine station chief may, in case of emer-
gency or other compelling reason, entrust the detention to a hospital or clinic other than a medical
institution designated for specific infectious diseases or a medical institution designated for Class
I infectious diseases that the quarantine station chief finds is appropriate.
A person who is likely to be infected with pathogens of an infectious disease listed in “Novel Influ-
enza Infection, etc.” to a medical institution designated for specific infectious diseases, a medical
institution designated for Class I infectious diseases, or a medical institution designated for Class
II infectious diseases, or a hospital or clinic other than these which is found to be appropriate by
JAPAN
the quarantine station chief, specifying a period of time, or may accommodate the person in an
accommodation facility with the consent of the manager of the accommodation facility.
FEES
The following types of fees may be assessed at airports built and managed by the Minister of
Land, Infrastructure, Transport and Tourism. Calculations include aircraft weight, noise levels, or
passenger count and are payable in Japanese currency without delay.
a. Landing
b. Parking
c. Passenger security or special charges
d. Consumption Tax
e. Test/Training Flight charge
Operators of aircraft landing at an airport inside of Japan or overflying Japanese flight information
regions (FIRs) shall pay Air Navigational Aids Fee.
AIRPORTS OF ENTRY
Iwakuni – On request
Kansai Intl – H24
Misawa – On request
Naha – H24
Narita Intl – 2100–1400
New Chitose – 1900–1415
Niigata – 2330–0815
Tokyo Intl – H24
KOREA, REPUBLIC OF
PASSPORT AND VISA

Any foreigner desiring to enter the Republic of Korea must hold a valid passport satisfactorily
establishing identity and nationality or citizenship and a valid visa issued by the Minister of Jus-
tice; except nation of the state under visa Waiver Agreement with the Republic of Korea; and is
required to offer the standard Entry/Departure card to the immigration officer at the airport of
entry.
Nationals of the countries designated by the Minister of Justice are admitted to enter the Republic
of Korea without a visa within the scope of 30 days, in case they want to visit Korea for pleasure
or transit.
Any foreigner entering within the visa of status C-3 is required to leave the Republic of Korea
within the granted period of stay without any permission. However anyone wishing to stay longer
may apply for an extension of period within 90 days from the date of arrival.
A registered foreigner desiring to return to the Republic of Korea within one year from the day of
departure (within two years for permanent residents) shall be exempted from re-entry permit,
except the foreigners who are prohibited from entering the Republic of Korea by the Korea immi-
gration law.

Quarantine procedure (vaccination or revaccination requirements and etc.) of flight crew and pas-
sengers
a. Travelers (including crewmembers) having symptoms such as diarrhea, vomiting, abdominal
pain, fever, cough, respiratory symptoms, shortness of breath must report to National Quar-
antine Stations. If symptoms appear after arriving home, the traveler must report to a public
health center.
b. All travelers (including crew members) entering into the Republic of Korea from contamina-
ted area of quarantinable communicable diseases must submit Health Questionnaire.
c. Under article 12 and article 39 of the Quarantine Law, noncompliance or false reporting
regarding the Health Questionnaire is subject to a punishment of up to 1 year in prison or a
fine of up to 10 million Korean Won.
d. Quarantine stations administer and issue certificates for yellow fever and cholera vaccines.
QUARANTINE MEASURES APPLIED TO AIRCRAFT

General Aircraft Quarantine Measures
Upon arrival, the plane captain (or crew chief) should check the Flight Declaration of Health (Exit/
Entry), Crew and Passengers List, Declaration of Health prior to the release of passengers, and
cooperate in doing health inspections regarding in-flight facilities and meals.
Disinfection Procedures
Review of need for disinfection prior to arrival is not required and after arrival, flight crew and pas-
sengers may get off of plane before disinfection process.
KOREA, REPUBLIC OF

GENERAL
All flights into, from or over the territory of the Republic of Korea and landing in such territory shall
be carried out in accordance with the valid regulations of the Republic of Korea regarding civil avi-
ation.
All aircraft landing in or departing from the territory of the Republic of Korea must first land at or
finally depart from the designated international airport.
All flights operating over the territory and adjacent water thereof shall file flight plan to the Air Traf-
fic Management Office and Incheon Air Traffic Control Regional Office prior to the intended flights.
Civil Aviation
Office of Civil Aviation
Ministry of Land, Infrastructure and Transport
Address: 11 Doum 6-ro
Sejong-si, 30064
Republic of Korea
Tel: 82-44-201-4298
Fax: 82-44-201-5631
Internet: http://www.molit.go.kr
AFS: RKSLYAYX
Customs
Inspection Division
Korea Customs Service (KCS)
Address: Building 1
Government Complex Daejeon
189 Cheongsa-ro
Seo-gu
Daejeon 35208
Republic of Korea
Tel: 82-42-481-7834
Fax: 82-42-481-7839
Internet: http://www.customs.go.kr
Health
Division of Quarantine Policy
Korea Disease Control and Prevention Agency
KOREA, REPUBLIC OF
Address: Osong Health Technology Administration Complex

187 Osongseangmyung2-ro, Osong-eup,
Heungdeok-gu, Cheongju-si,
Chungcheongbuk-do, 28159
Republic of Korea
Tel: 82-43-719-7140~7150
Fax: 82-43-719-7159
Internet: https://www.kdca.go.kr/
SCHEDULED FLIGHTS
Any foreign operator who wishes to operate a scheduled international air transport business shall
submit an Application for Foreign International Air Transport Business Permission to the Interna-
tional Air Transport Division (Telephone: 82-44-201-4210), Ministry of Land, Infrastructure and
Transport, at least 60 days before the intended date of operation.
The applicant shall submit the application with the following items attached:
a. Document explaining the purpose of the operation of the said international air transport busi-
ness;
b. Detailed list of capital, investors and their nationality and ratio of investment from govern-
ment, public organizations, juridical entities, and private investors;
c. Document containing summary of air transportation business which is being operated by the
applicant at the time of application;
d. Business Plans, including each of the following items:
1. Departure point, ports of call, Destination, and distance between points of the route;
2. Number of aircraft expected to be used, nationality and registration mark, type, and
identification (flight number) of each aircraft;
3. Frequency of service and flight schedule; and
4. Outline of maintenance facilities and operation management facilities;
e. A copy of the air transportation business license for the route concerned issued by the state
to which the applicant belong;
f. A copy of the Article of Corporation of the juridical entity and its translation (only applicable to
juridical entities);
g. A copy of the most recent Statement of Profits and Losses and Balance Sheet;
h. A copy of the Operation Clause and its translation; and
KOREA, REPUBLIC OF
i. An Operations Manual and a Maintenance Control Manual approved by the government in

question in accordance with the Convention on International Civil Aviation, Annex 6 (Opera-
tion of Aircraft).
Quarantine Documentary Requirements for Clearance of Aircraft
The Flight Declaration of Health (Exit/Entry), Crew and Passengers List and Health questionnaire
shall be submitted to Quarantine Station concerned before arrival.
Commercial Flights (Charter)
Any foreign operator who wishes to operate a non-scheduled commercial international flight with
an aircraft which is registered in a foreign state shall submit an Application for Foreign Non-
scheduled International Air Transport Permission to the International Air Transport Division (Tele-
phone: 82-44-201-4210), Ministry of Land, Infrastructure and Transport, at least 10 days (in case
of military airport: 16 days) before the intended date of operation.
The applicant shall submit the application with a document containing the following items:
a. Aircraft
1. Nationality and name of the operator;
2. Nationality and registration mark;
3. Aircraft type; and
4. Identification (Flight number).
b. Routes of flight, date and time
1. Routes of flight;
2. Date and time of operation; and
3. Segments of revenue flight.
c. Purpose of the transport;
d. Name of the pilot-in-command and number of flight crews;
e. Name and nationality of passengers, or item and number/weight of cargoes;
f. Type and amount of fare; and
g. Other items determined by the Ministry of Land, Infrastructure and Transport.
Non-Commercial or Private Flights
Any foreign operator who wishes to operate a non-commercial or private international flight with
an aircraft which is registered in a foreign state shall submit an application to the Administrator of
Regional Office of Aviation, Ministry of Land, Infrastructure and Transport, at least 2 days (in case
of military airport: 16 days) before the intended date of operation.
KOREA, REPUBLIC OF

The applicant shall submit the application with a document containing the following items:
b. Nationality and registration mark, type, and identification (flight number) of the aircraft;
c. Route of flight (airport of call shall be clearly listed), and date and time of flight;
e. Name of pilot-in-command and name and qualifications of crew members;
f. Name and nationality of passengers and purpose of travel; and
g. Cargo manifest.
State Aircraft
Any person who wishes to operate a foreign State Aircraft shall submit an application to the
Administrator of Regional Office of Aviation, Ministry of Land, Infrastructure and Transport, at
least 2 days (in case of military airport: 16 days) before the intended date of operation, through
the diplomatic channel.
Quarantine Documentary Requirements for Clearance of Aircraft
Commercial, Non-Commercial and Private Overflights
Any foreign operator who wishes to operate a commercial, non-commercial or private overflight
with an aircraft which is registered in a foreign state shall submit an application to the Air Traffic
Management Office (ATMO) 2 days before an intended date of overflight (when detouring over
ROK sovereign airspace is decided due to severe weather, it should be submitted as soon as
possible). All foreign operators shall also confirm permit number at least before entering into
Incheon FIR or entry into Incheon FIR may not be accepted.
Permit request is not required when whole flight path within INCHEON FIR is included in high
seas.
It is recommended that the permit number shall be filed in flight plan (ITEM 18) as shown below:
RMK/ROK OVERFLIGHT ATFMC–“permit number”.
Overflight permit request application shall be submitted by email (overflight@korea.kr) or to any
agency in Republic of Korea. For more information, please contact ATMO by calling
(+82-53-668-0435) or email (overflight@korea.kr).
Document Requirements for Clearance of Aircraft
Application shall be submitted with a document containing the following items:
KOREA, REPUBLIC OF

b. Identification (flight number), type and registration mark of the aircraft;
c. Route (included departure and destination airport), date and time of flight;
e. Name of pilot-in-command and crew members;
f. Name and nationality of passengers;
g. Freight List.
State Aircraft Overflight
Any foreign State Aircraft which wishes to fly over the Republic of Korea's sovereign airspace
shall submit an application to the Air Traffic Management Office, Ministry of Land, Infrastructure
and Transport (Division of Air Traffic Management), at least 2 days before the intended date of
overflight, through the diplomatic channel.
Same Requirements as for Commercial, Non-Commercial and Private Overflight.
Permit Characteristic
Validation of permit is ±24 hours for civil aircraft and ±72 hours for State Aircraft. If there is follow-
ing change of operation, re-permit shall be needed:
a. Early or Delayed Departure exceeding validation time;
b. Change of aircraft Nationality;
c. Change of call-sign (except when using A or D as a suffix).
However, when any foreign airline which has obtained permit number changes the following oper-
ation, the airline should notify Air Traffic Management Office then the airline can operate without
re-permit:
a. Change of Entry/Exit point due to weather;
b. Change of Departure/Destination airport.
FEES
The following types of charges may be assessed:
a. Landing;
b. Passenger service;
c. Parking;
d. Lighting;
e. Air navigation facility charges.
KOREA, REPUBLIC OF
Charges are payable at the time of using the airport, or in the case of approved regular user, by
the last day of month following the month in which the charges actually accrued.
Further information may be obtained from:
AIRPORT CHARGES
a. Incheon INTL Airport
Finance Team, Incheon INTL Airport Corporation

Address: 47 Gonghang-ro 424 beon-gil
Jung-gu
Incheon, 22382
Republic of Korea
Tel: +82-32-741-2372
Fax: +82-32-741-2660
b. Other Airports including Gimpo, Jeju, Gimhae, Cheongju, Yangyang, Daegu
Budget Planning Department, Korea Airports Corporation

Address: 78 Haneul-gil
Gangseo-gu
Seoul 07505
Republic of Korea
Tel: +82-2-2660-2532
Fax: +82-2-2660-2240
AIRPORTS OF ENTRY
Cheongju
Daegu
Gimhae
Gimpo
Incheon
Jeju
Yangyang
Muan
LAOS
PASSPORT AND VISA

Passengers entering into or departing from Lao PDR for the purpose of immigration must hold a
valid passport and an immigration visa, the latter being issued at Lao PDR Embassies or consu-
lates abroad.
A person holding a valid passport of any country may enter into Lao PDR for a period up to 15
(fifteen) days by asking for a visa on arrival at all International Airports.
flight or transferring to another flight at the same or a nearby airport (transits).
Flight crew members who are on duty and wish to enter into Lao PDR should follow conditions
prescribed above.
HEALTH
coming directly from an area infected with cholera, yellow-fever or smallpox.

GENERAL
International flights into, from or over Lao PDR territory shall be subject to the current Lao PDR
regulations, relating to entry, transit and departure of aircraft. These regulations correspond in all
essentials to the Standards and Recommended Practices contained in Annex 9 to the Convention
on International Civil Aviation.
All flight operations within the territory of the Lao PDR shall be conducted only in accordance with
the permission of the appropriate competent authorities of Lao PDR. In case of entering the Lao
PDR airspace without such permission, the aircraft is considered to violate the Lao laws and will
be settled under the provisions of the laws of Lao PDR.
Aircraft flying into or departing from Lao territory shall make their first landing at, or final departure
from, an international Airport of Entry.
LAOS
Civil Aviation
Ministry of Public Works and Transport

Vientiane/Wattay International Airport
Vientiane Capital
Lao PDR
Tel: (856-21) 513 163
Fax: (856-21) 520 237
E-Mail: laodca@laotel.com
SITA: VTEXYYA
AFS: VLDCALAO
Customs
Ministry of Finance
Lao Customs Department
Address: Lane Xang Avenue
P.O. Box 46
Hatsady, Chanthabouly District
Vientiane Capital
Lao PDR
Tel: (856-21) 223 524
Fax: (856-21) 223 521
E-Mail: laocustom.icd@gmail.com
LAOS
Immigration
Ministry of Public Security

Immigration Department
Rue Khoun Bou Lorn
Address: Hatsadee tay Village
Chanthabouly District
Vientiane Capital
Lao PDR
Tel: (856-21) 219 607, 030 509 2538, and 512 012 (Airport)
Fax: (856-21) 251 287
Hotline: 1502
Health
Ministry of Public Health

Address: Simuang Road
Vientiane Capital
Lao PDR
Tel: (856-21) 214 000-1
Fax: (856-21) 214 000-1
Consular

Department of Consular
Address: Sibounheuang Road
Vientiane Capital
Lao PDR
Tel: (856-21) 254 176, 243 461
Fax: (856-21) 243 462
E-Mail: consul.dept.vte@gmail.com
SCHEDULED FLIGHTS
a. The airlines shall make the flights under the provisions of a bilateral or multilateral air serv-
ices agreement to which the State of airline and Lao PDR are contracting parties. The appli-
cation for permits shall be submitted to the Department of Civil Aviation in permissible time;
LAOS
b. The State of airline that is a member to United Nations and/or International Civil Aviation
Organization, the application for permits shall be submitted to the Department of Civil Avia-
tion at least 3 official days before the intended date of operation;
c. The State of airlines which is neither a contracting party to a bilateral or multilateral air serv-
ices agreement to which Lao PDR is a party nor a member to United Nations and/or Interna-
tional Civil Aviation Organization, the application for permits shall be submitted to the Minis-
try of Foreign Affairs of Lao PDR through Diplomatic channels at least 10 official days before
the intended date of operation.
The application shall include:
a. name of the operator or owner of aircraft with postal or electronic or telegraphic addresses
(AFS/SITA);
b. number, type of aircraft and maximum take-off weight;
c. nationality and registration marks;
d. flight number (call sign);
e. flight rules (IFR/VFR);
f. purpose of flight;
g. radio equipment;
h. itinerary (date and time of operation);
i. ETD, ETA (origin, destination);
j. ETO entry/exit point;
k. ATS route, speed and flight level (FL) or altitude;
l. alternate airport;
m. billing address of aircraft owner or operator.
The applicant for flight permission shall be responsible for the legality of the below-mentioned
documents:
a. the air operator certificate;
b. the certificate of registration;
c. the certificate of airworthiness;
d. the license of each crew member;
e. the certificate of noise;
f. the aircraft radio station license.
The documents required for clearance of aircraft on entry and departure to and from Lao PDR
must be submitted by authorized agent or pilot-in-command. All documents listed below must
LAOS
follow the ICAO standard format as set forth in the relevant Appendices to ICAO Annex 9 and are
acceptable when published in English only and completed in legible handwriting.

Airport Authority 1 1 1
Customs 1 1 1
Immigration 1 1 1
Ground Handling Agency 1 1 1
Total 4 4 4
NOTE:
a. One copy of the General Declaration is endorsed and returned by customs, signifying clear-
ance.
b. If no passengers are embarking (disembarking) and no articles are laden (unloaded), no air-
craft documents except copies of the general declaration need to be submitted to the above
Authorities.
a. The airlines of States that have obtained Scheduled permits mentioned above and the flights
are regularly operated. The application for permits shall be submitted to the Department of
Civil Aviation of Lao PDR at least 3 official days before the intended date of operation;
b. The airlines, operator or aircraft owner of State mentioned above shall submit the application
for permits to the Department of Civil Aviation at least 3 official days before the intended date
of operation;
c. The airlines, operator or aircraft owner of State mentioned above shall submit the application
for permits to the Department of Civil Aviation of Lao PDR at least 5 official days before the
intended date of operation;
d. The airlines, operator or aircraft owner of State mentioned above shall submit the application
for permits to the Ministry of Foreign Affairs of Lao PDR through Diplomatic channels at least
10 official days before the intended date of operation.
For the reason of Medical Evacuation, the application for a special permit shall be submitted to
the Department of Civil Aviation of Lao PDR at least 3 hours in advance. At the same time the
appropriate Air Traffic Services units shall be informed. Flights for this purpose shall be operated
at the international airports only.
For VIP flights or flights for military purpose, the application for permits shall be submitted to the
Ministry of Foreign Affairs of Lao PDR through Diplomatic channels at least 7 official days before
LAOS
the intended date of operation. At the same time, the related information should be provided to
the Department of Civil Aviation for the advance facilitation arrangement.
The application shall include: same as SCHEDULED FLIGHTS.
Validity of Flight Permit
All aircraft shall strictly follow the timetable specified in the flight permits. In case weather or tech-
nical problems cause the flight 72 hours delay, the Department of Civil Aviation and the Depart-
ment of Consular (Ministry of Foreign Affairs) shall be informed within 24 hours from the intended
time of operation. If not, the new application for flight permit shall be resubmitted.
FEES
GENERAL
The charges set forth below are common to all airports administered by the Department of Civil
Aviation (DCA).
a. Landing Charges;
b. Parking Fees;
c. Passenger Service Charges;
d. Security Fees;
e. Air Navigation Service Charges;
f. Over Flight Charges.
AIRPORTS OF ENTRY
Luang Phabang (Intl)
Savannakhet
Vientiane (Wattay Intl)
MYANMAR
PASSPORT AND VISA

Persons wishing to enter Myanmar must be in possession of a valid passport and visa, except for
transit passengers arriving and departing on the same through flight, provided they do not leave
the airport transit lounge.
OTHER DOCUMENTS REQUIRED

a. An embarkation/disembarkation (E/D) card is required in duplicate from all arriving passen-
gers.
b. A currency declaration form in duplicate is required from all arriving passengers. One stam-
ped copy is returned to the visitor, and it is essential that this form be retained and produced
on departure. Each visitor must have in their possession currency of U.S. $200.00 minimum,
or its equivalent, for one weeks stay, and the currency or a record of its conversion on the
currency declaration form must be produced on departure.
HEALTH
AT ROUTINE TIME (AT THE TIME OF NO PUBLIC HEALTH EMERGENCY OF
INTERNATIONAL CONCERN)
In Arrival, the travellers require to show Vaccination certificates for Yellow Fever and/or Polio to
Airport Health Quarantine Authority for whom coming from the countries and territories which
were included in the former endemic zones as well as in which Yellow Fever and/or Polio is
occurring as epidemic (According to World Health Organization Announcements).
In Arrival, ad hoc inspection of travellers (Like inspection of body temperature) by Airport Health
Quarantine Authority for all the communicable diseases of national concern (all the communicable
diseases under national surveillance).
AT THE TIME OF PUBLIC HEALTH EMERGENCY OF INTERNATIONAL CONCERN

In Arrival, all the travellers need to fill Health Alert Card issued by Ministry of Health and Sports
Myanmar and they need to mention their travelling history in detail.
In Arrival, all the travellers must be inspected body temperature by Airport Health Quarantine
Authority.
In Arrival, travellers need to inform Airport Health Quarantine Authority of Airline Staffs if they are
coming from diseases affected countries and/or they have any unusual symptoms (Like Fever).
The travellers must follow Rules and Regulations of Airport Health Quarantine Authority if some-
one has unusual signs and symptoms (Like high body temperature and so on) and/or they have
travelling history from affected countries.
In Arrival, all the contacts of suspected patient or ill travellers must follow Rules and Regulations
of Airport Health Quarantine Authority whether they have or do not have unusual signs and symp-
toms (Like high body temperature and so on).
In Departure, screening process may exist according to instruction from Ministry of Health and
Sports Myanmar and/or World Health Organization (WHO).
MYANMAR
CHOLERA
Certificates are not required from arrivals.
Departure: Travellers leaving Myanmar are required to possess valid certificates of vaccination, if
they are going to the countries which still demand such certificates.

GENERAL
International flights into, from or over the Republic of the Union of Myanmar territory shall be sub-
ject to the current the Republic of the Union of Myanmar regulations relating to civil aviation.
These regulations correspond in all essentials to the Standards and Recommended Practices
contained in Annex 9 to the Convention on International Civil Aviation.
Aircraft flying into or departing from the Republic of the Union of Myanmar territory shall make
their first landing at, or final departure from, an international airport.
Yangon International Airport

Address: Department of Civil Aviation
DCA HQ Building
Yangon
Myanmar
11021
Tel: 95 1 7533015
Fax: 95 1 7533016
E-Mail: dgdca@dca.gov.mm
Internet: www.dca.gov.mm
AFTN: VYYYYAYX
Customs
The Director General of Customs
Address: 132, Strand Road
Yangon
Myanmar
Tel: 95 1 253046 / 253056 / 663116 (Yangon Airport)
Fax: 95 1 281847
MYANMAR
Health
International Health Division (Airport Health Quarantine)
Address: Department of Public Health
Ministry of Health and Sports Myanmar
Yangon
Myanmar
Tel: 95 1 9670543
Fax: 95 1 9670543
E-Mail: dophceu@gmail.com
SCHEDULED FLIGHTS
For regular international scheduled flights to and from the Republic of the Union of Myanmar, the
airline must be eligible to operate the flights under the provisions of a bilateral or multilateral air
services agreement or other agreement to which both the Republic of the Union of Myanmar and
the State of the airlines are parties, and must have a permit to operate from the Department of
Civil Aviation. Requirements for the grant of such permits are stipulated in AIC 01/09 dated 1 Jan-
uary 2009.
For regular international scheduled flights in transit across the Republic of the Union of Myanmar,
the airline must obtain permission from the Department of Civil Aviation.
Application for such permits shall be submitted to:
Director General
DCA Headquarters Building
Yangon
Myanmar
11021
Tel: 95 1 533000, 533008, 533015
Fax: 95 1 533016
E-Mail: dgdca@dca.gov.mm
dat@dca.gov.mm
AFTN: VYYYYAYX

clearance and entry and departure of their aircraft to and from the Republic of the Union of Myan-
MYANMAR
mar. All documents listed below must follow the ICAO standard format as set forth in the relevant
appendices to Annex 9 and are acceptable when furnished in English, French, Spanish or Rus-
sian and completed in legible handwriting. No visas are required in connection with such docu-
ments.
Aircraft documents required (arrival/departure)

Customs 2 6 2
Immigration 3 3 —
Health 1* 1 1
* Arriving and transit aircraft only.
a. One copy of the General Declaration is endorsed and returned by Customs signifying clear-
ance.
b. If no passengers are embarking (disembarking) and no articles are laden (unladen), no air-
craft documents except copies of the General Declaration need be submitted to the authori-
ties.
Commencement of Scheduled Overflight
Airline operators wishing to operate as scheduled flights are to submit their application furnished
with fleet status, including leased aircraft, contact person, mailing address, billing address, billing
email, contact phone number, fax number, and email address. Change to any of the above is to
be notified in advance, preferably one month and address is to be made to Director-General,
Department of Civil Aviation. The following considerations are made before granting approval as
scheduled overflight:
a. The stability of flight;
b. The frequencies of flight;
c. Other factors deemed qualified for approval.
Termination of Scheduled Overflight
Should termination of flight become apparent for airline operators who have already obtained
approval for scheduled overflight, there must be one month advance notification before termina-
tion of flight takes place.
Schedule Cycle and Renewal of Schedule
Myanmar practices two scheduled cycles, summer and winter.
a. Summer schedule commences on 1 April of each year and ends on 31 October of that year.
b. Winter schedule commences on 1 November of each year and ends on 31 March of the next
year.
MYANMAR
c. Renewal should be made at least one month in advance. Discontinuance should also be
made at least one month in advance.
d. Failure to comply will result in delayed approval.
e. Any change in fleet status should be notified when renewing scheduled cycle together with
change of mailing address, billing address, billing email, phone number, fax number, etc.
If an operator intends to perform a Non-scheduled flight or a series of Non-scheduled flights into
the Republic of the Union of Myanmar for the purpose of overflying, he shall apply to:
Director General
Yangon
Myanmar
11021
Fax: 951 533008/533016
E-Mail: ats@dca.gov.mm in advance of 7 days from the effective date
AFTN: VYYYYAYX
The application must include information in the following order:

a. Name of the operator and the mailing/billing address, billing email, and phone number;
b. Type of aircraft and registration marks;
c. Full itinerary on schedule including point of departure, point of destination, date and time of
overflight;
d. Purpose of overflight (Passenger or Cargo) or freight, if Cargo and freight, to declare of
Cargo/freight;
e. Consignee/consignor or charterer;
f. Fax number, SITA address, AFTN address, contact person.
If an operator intends to perform a non-scheduled landing flight or a series of flights, the require-
ments are the same as the paragraph above but with the following information in addition.
a. Local sponsor's name and address.
b. Landing permission is to be requested 14 days in advance.
c. If passenger-charter flights, list names and nationality of passengers.
d. If cargo-charter flight, type and nature of cargo is to be declared together with consignee/
consignor.
MYANMAR

No public health measures such as disinfecting is required to be carried out for aircraft entering
Myanmar.
PRIVATE FLIGHTS
The requirements for private flights requesting overflight permission are as shown above in non-
scheduled flights meeting the details stated hereunder.
The requirements for private flights requesting landing clearance is to be made as follows:
– Permission to land at Yangon International Airport is to be requested 7 days in advance.
– Permission to land at other airports is to be requested 14 days in advance as stated hereunder.
The requirements for private flights for the purpose of medical evacuation through or into Myan-
mar is to be made provided the following information is included in the request:
– Local sponsor’s name and address, phone number, fax number, and billing email;
– Patient information such as name, disease, age, presently attending hospital, caring doctor,
organization of patient;
– Aircraft operator, mailing address, billing address, billing email, phone number, fax number, air-
craft type and registration, flight schedule date/time;
– Top priority will be given for such flight.
SPECIAL NOTICES
Besides a Customs Baggage Declaration, a CR.193 form (in duplicate) is required from all visitors
entering the Republic of the Union of Myanmar on which they should declare all jewelry and other
dutiable articles. A copy of the CR.193 will be forwarded to the passenger after Customs inspec-
tion, and it is essential the form be retained for production to Customs officials on departure from
Myanmar, together with the articles declared thereof. Oral Customs Declaration is not acceptable.
Unaccompanied, rush tag, lost and found baggage, enroute, shall be declared on the Customs
baggage declaration form.
Printed materials, seditious literatures, obscene pictures, arts, magazines etc. considered to be
against the public interest, and recorded tapes, cassette tapes etc., will be forwarded to the Police
Department (Special Branch) for clearance.
Customs inspection of baggage is made on departure when the duplicate of the inwards customs
form must be produced and all items entered thereon must be produced.
Personal souvenirs such as Myanmar handicraft carried in passengers baggage do not require
permission of the Department of Archaeology, provided they are not antiques.
The following items are prohibited from entering Myanmar:
a. Counterfeit coins and currencies
b. Pornographic articles
MYANMAR
c. All kinds of narcotic drugs and psychotropic substances

d. Playing cards
e. Goods bearing the imprint or reproduction of the flag of the Republic of the Union of Myan-
mar
f. Goods bearing the Emblem of Buddha or pagodas of Myanmar
g. Toy guns and remote controlled toys
flight provided they do not leave the transit lounge.
a. Persons wishing to enter Myanmar for the purpose of immigration must first consult Myan-
mar Embassy abroad where they will receive the necessary information.
b. A re-entry visa is required for resident aliens returning from abroad.
c. Temporary visitors must be in possession of a valid passport and an entrance visa obtained
from Myanmar Embassy abroad.
d. Normally, a visitor’s visa is limited to 28 days and is not issued or extendable in Myanmar.
e. Children of 7 years and above, coming in on their parent’s passport, require a separate entry
visa. For children under 7 years of age, a separate entry visa is not required but the child’s
name must be entered in the parent’s passport and also mentioned in the parent’s entry visa.
f. A child under 7 years of age who holds a separate passport must have an entry visa.
g. The care and custody of any person refused entry into Myanmar under these regulations
remains the responsibility of the carrier until he/she is transported from Myanmar territory.
A flight crew member on a scheduled or non-scheduled service who retains his license in his pos-
session when embarking and disembarking and remains at the airport where the aircraft has stop-
ped, and departs on the same aircraft does not require a valid passport and visitor’s visa.
A Foreign Exchange Declaration Form (FED Form) is required from all arriving passengers except
that only one declaration need be made by the head of a household. One stamped copy is
returned to the visitor departure. Currency and traveler’s cheque may be changed at official
money changers only and each transaction must be recorded on the form. Each visitor must have
in his possession currency or traveler’s cheque to the value of US $200 or its equivalent for 1
week stay and produce the currency or a record of its conversion on the currency declaration form
when departing. Importation or export of Myanmar currency is totally prohibited.
FEES
a. Landing Fees
b. Parking Charges
c. Passenger Service Charge
d. Air Navigation Service Charge
MYANMAR
AIRPORTS OF ENTRY
Mandalay
Naypyitaw
Yangon
Customs clearance also may be available at:
Ann Kyaukpyu Myitkyina
Bagan Lashio Namsang
Heho Loikaw Pakhokku
Hommalinn Magway Putao
Kalay Mawlamyine Sittwe
Kanti Mong-Hsat Tachileik
Kengtung Monywar Thandwe
SINGAPORE
PASSPORT AND VISA

All passengers are required to present themselves with their travel documents for examination
and endorsements (if necessary).
All travellers seeking entry into Singapore are required to comply with Singapore’s border control
measures, which can be found at https://safetravel.ica.gov.sg.
Any person entering Singapore from a place outside Singapore, or leaving Singapore for a place
outside Singapore (including aircrew entering or leaving Singapore on test flights) shall present to
an immigration officer at an authorized airport a valid passport or a valid travel document recog-
nized by the Government of Singapore (in the case of an alien, a visa for Singapore where such a
visa is required) with the exception of the following persons:
a. A member of the Singapore Armed Forces traveling on duty;
b. A member of such Visiting Forces as the Minister may determine;
c. Any child or person who is included in the passport or other travel document of a parent of
the child, or of a spouse or other relative of the person and who is accompanying that parent,
spouse or relative (as the case may be) when travelling to and leaving from Singapore.
Nationals of the following countries require visas for the purpose of social visits in Singapore (with
the exception of an aircrew who is an airline crew member that, in the course of a journey on duty
from a place outside Singapore to Singapore, or from a place outside Singapore to a place out-
side Singapore, calls at an authorized airport):
– Afghanistan
– Algeria
– Bangladesh1
– Commonwealth of Independent States i.e., Armenia4, Azerbaijan1, Belarus3, Kazakhstan1, Kyr-
gyzstan1, Moldova1, Russia1, Tajikistan1, and Uzbekistan4
– Democratic People's Republic of Korea
– Egypt
– Georgia6
– India1
– Iran
– Iraq
– Jordan1
– Kosovo
– Lebanon
– Libya
– Mali
SINGAPORE
– Morocco4
– Nigeria1
– People’s Republic of China2
– Pakistan
– Saudi Arabia4
– Somalia
– Sudan
– Syria
– Tunisia1
– Turkmenistan1
– Ukraine1
– Yemen
Visitors holding Hong Kong Document of Identity, Macao Special Administrative Region (MSAR)
Travel Permit, Palestinian Authority Passport, Refugee Travel Document5 issued by the Middle-
East countries and Temporary Passport issued by United Arab Emirates will also require a visa to
enter Singapore.
1 Holders of diplomatic, official and service passports do not need a visa for entry.
2 Holders of diplomatic, public affairs and service passports do not need a visa for entry.
3 Holders of diplomatic and official passports do not need a visa for entry.
4 Holders of diplomatic passports do not need a visa for entry.
5 These travel documents are subjected to assessment of recognition for entry into Singapore.
6 Holders of diplomatic and service passports do not need a visa for entry.
Nationals of Commonwealth of Independent States (Armenia, Azerbaijan, Belarus, Kazakhstan,
Kyrgyzstan, Moldova, Russia, Tajikistan, and Uzbekistan), Georgia, Turkmenistan, and Ukraine
may qualify for the 96-hour visa free transit facility (VFTF) provided that:
a. the person is in transit to a third country;
b. the person holds a valid passport, confirmed onward air-ticket, entry facilities (including visa)
to the third country and have sufficient funds for the period of stay in Singapore;
c. the person continues his journey to the third country within 96 hours visa free period granted;
and
d. the person satisfies Singapore’s entry requirements.
Nationals of India and the PRC may qualify for the 96-hour VFTF provided that:
SINGAPORE
a. the person is in transit to or from a third country via Singapore by any mode of transport and
will depart via air or sea;
b. the person holds a valid passport and confirmed onward air/ferry/cruise ticket for departure
from Singapore within 96 hours;
c. the person has a valid visa*/long-term pass (with a validity of at least 1 month from the date
of entry into Singapore under the VFTF) issued by any of the following countries:
– Australia
– Canada
– Germany
– Japan
– New Zealand
– Switzerland
– United Kingdom
– United States of America
*A visa is considered valid so long as it is good for entry into one of the eight countries listed
above. Travellers with Single Journey Visas (SJV) may still be granted VFTF on the return
leg of their journey (i.e. after the SJV is used and no longer valid), but:
– the person must travel directly from the country that issued the SJV, en route through Sin-
gapore, back to their home country;
– the person must not have returned to their home country since they last used the SJV.
Visitors and Long-Term Pass holders must satisfy the following basic entry requirements before
they are allowed to enter Singapore:
a. They are in possession of entry approval letters issued by the Singapore Government and
passports with at least 6 months validity with assurance of their re-entry into their countries
of residence or origin;
b. They have sufficient funds to last for the intended period of stay in Singapore;
c. They hold confirmed onward/return tickets and entry facilities (including visas) to their
onward destinations; and
d. They have a Yellow Fever Vaccination Certificate and negative Covid-19 PCR test result
taken within 72 hours before departure, if applicable.
The granting of social visit passes to all visitors is determined by the Immigration & Checkpoints
Authority (ICA) officers at the point of entry.
HEALTH
Strict compliance with the provisions of the International Health Regulations, 2005, of the World
Health Organisation and Singapore's Infectious Diseases Act is required.
SINGAPORE
The pilot-in-command of an aircraft landing at Airports in Singapore shall furnish the Airport
Health Officer with one copy of the General Declaration form (see ICAO Annex 9 Appendix 1) and
one copy of the Passenger Manifest (see ICAO Annex 9 Appendix 2) signed by the pilot-in-com-
mand.
Vaccination Certificate Requirements for entry into Singapore are as follows:
A valid International Certificate of Vaccination for yellow fever is required from travellers above
one year of age who have been in or have passed through any country with risk of yellow fever
transmission in the six days before arriving in Singapore. The certificate is valid for life, beginning
from 10 days after the date of vaccination (this applies to existing and new certificates). An
exemption letter, signed by a medical practitioner, is required for individuals who are exempted
from being vaccinated before entry into Singapore. Please refer to Singapore's Immigration &
Checkpoints Authority website for the updated list of countries with risk of yellow fever transmis-
sion.
For more details on public health requirements related to COVID-19, please refer to https://
www.caas.gov.sg/legislation-regulations/covid-19-publications/.
All travellers, including Singapore Citizens, Permanent Residents, Long-Term Pass holders and
foreign visitors, will need to take a COVID-19 PCR test upon arrival in Singapore.

GENERAL
International flights into, from or over Singapore territory shall be subject to the current Singapore
regulations relating to civil aviation. These regulations correspond in all essentials to the Stand-
ards and Recommended Practices contained in Annex 9 to the Convention on International Civil
Aviation.
Aircraft flying into or departing from Singapore territory shall make their first landing at, or final
departure from, an international airport.
Notwithstanding the regulations relating to civil aviation over Singapore territory, aircraft operators
should consult the respective Entry Requirements or AIPs for other documentary and/or permit
requirements for flights intending to enter, depart, and/or overfly the sovereign airspaces of States
along the planned flight routes.
In particular, for Indonesian sovereign airspace within Singapore FIR, aircraft operators should
also consult Jeppesen ENTRY REQUIREMENTS INDONESIA or AIP Indonesia GEN 1.2 Entry,
Transit and Departure of Aircraft at https://aimindonesia.dephub.go.id for Indonesia’s require-
ments for flights intending to enter, depart, and/or overfly its sovereign airspace. Please note that
this AIP’s reference to these requirements is without prejudice to Singapore’s legal position on
such requirements.
APPLICATION FOR SLOTS AT SINGAPORE CHANGI AIRPORT

Singapore Changi Airport is a slot coordinated airport, with Changi Airport Group (CAG) as the
Slot Coordinator. To ensure efficiency of aircraft operations and optimization of airport resources,
SINGAPORE
all operators of scheduled and non-scheduled (commercial and non-commercial) flights must
obtain slots from the Changi Slot Coordinator prior to the operation of such flights.
To apply for slots for access to Singapore Changi Airport, all operators or agents of non-sched-
uled, commercial and non-commercial flights shall submit applications for slots via either a Slot
Clearance Request (SCR) to the Changi Slot Coordinator, or for operators without a 2-letter IATA
airline code, a General (Aviation) Clearance Request (GCR) through the Online Coordination
System (OCS) at www.online-coordination.com.
Changi Slot Coordinator
c/o Changi Airport Group (Singapore) Pte Ltd
Address: Singapore Changi Airport
P.O. Box 168
Singapore
918146
Tel: +65 6541 2378 or +65 6541 3064
E-Mail: csc@changiairport.com
Operators or agents of non-scheduled, commercial and non-commercial flights shall submit their
slot requests to the Changi Slot Coordinator no earlier than 7 calendar days but no later than 24
hours prior to the operation of the flight for which the slot will be utilized.
To facilitate the optimization of aircraft parking resources at Singapore Changi Airport, operators
or agents of non-scheduled, commercial and non-commercial flights are strongly advised to limit
their ground time to no more than 48 hours from the arrival slot timing.
For urgent non-scheduled, commercial and non-commercial flight operations that are less than 24
hours from the proposed date of operation, in addition to submitting the SCR/GCR, operators/
agents must also inform the Airside Operations Section of CAG (Airside Management Centre) at
+65 6603 4906 / +65 6541 2275 / +65 6541 2273.
Exempt Flights
Notwithstanding the above paragraphs, the following types of flights may operate to/from Singa-
pore Changi Airport without obtaining slots from the Changi Slot Coordinator:
– Emergency landings, e.g., diversions or quick returns after takeoff, oil spill response operations
– Flights operating under diplomatic cover
– Flights operated by the military, including those carrying supplies but excluding those chartered
on a commercial basis by the military
– Humanitarian flights including those responding to medical emergencies where the safety of
human life is concerned or involved in search and rescue operations
– Technical flights including radar and NAVAID calibration/check flights
SINGAPORE
Restrictions on Operation of Propeller Aircraft at Singapore Changi Airport

Both scheduled and non-scheduled (commercial and non-commercial) propeller aircraft opera-
tions will not be allocated new slots at Singapore Changi Airport.
SUBMISSION OF FLIGHT DETAILS AND APPLICATION FOR SLOTS AT SELETAR

AIRPORT
Seletar Airport is a schedules facilitated airport, with Changi Airport Group (CAG) as the Seletar
Schedules Facilitator. To ensure efficiency of aircraft operations and optimization of airport
resources, all operators of non-scheduled (commercial and non-commercial) flights must submit
details of their planned operations to the Seletar Schedules Facilitator prior to these operations.
Operators shall also be prepared to make adjustments to their schedules when necessary as
advised by the Seletar Schedules Facilitator to ensure that airport capacity parameters are not
exceeded. In addition, all operators of scheduled flights must obtain slots from the Seletar Sched-
ules Facilitator prior to the operation of such flights. No operation will be permitted without the
approval of the Seletar Schedules Facilitator.
For non-scheduled (commercial and non-commercial) flight operations, operators or agents shall
submit details of their planned operations to seletar.airside@changiairport.com during the flights
submission window, defined as no earlier than 7 calendar days but no later than 1400 UTC / 2200
LT on the day prior to the planned operations.
For urgent non-scheduled (commercial and non-commercial) flight operations of which details
were not submitted during the flights submission window, operators or agents must submit the
details to seletar.airside@changiairport.com and call to inform the Airside Operations Section of
Seletar Airport at +65 6481 5077.
Operators or agents shall include the following details of the flight operations in their submission:
– Name of operator and appointed ground handling agent;
– Date and time of arrival and departure (in local time);
– Aircraft type and seat capacity;
– Origin and destination;
– Aircraft registration number; and
– Purpose of flight (e.g. business aviation; general aviation; cargo; maintenance, repair and oper-
ations (MRO); etc.).
For scheduled flight operations, operators shall submit applications for slots via a Slot Clearance
Request (SCR) to csc@changiairport.com.
All operators shall adhere to the IATA Worldwide Slot Guidelines (WSG). A copy of this document
can be obtained from www.iata.org/wsg.
Exempt Flights
Notwithstanding the first paragraph of the above section, the following types of flights may oper-
ate to/from Seletar Airport without submitting details of their flight operations to the Seletar Sched-
SINGAPORE
ules Facilitator during the flights submission window as stipulated in the paragraph above for non-
scheduled (commercial and non-commercial) flight operations:
– Emergency landings, e.g. diversions or quick returns after takeoff, oil spill response operations;
– Flights operating under diplomatic cover;
– Flights operated by the military, including those carrying supplies but excluding those chartered
on a commercial basis by the military;
human life is concerned or involved in search & rescue operations; and
– Technical flights including radar and NAVAID calibration/check flights.
However, operators or agents of exempt flights shall call to inform the Airside Operations Section
of Seletar Airport at +65 6481 5077 of their flight operations in advance.
Designated Hours for Training Flights
To optimize the use of capacity, training and non-training flights will be segregated through desig-
nated hours for training flights. Non-training flights will not be permitted at Seletar Airport during
the following periods from Tuesdays to Sundays:
– 0130 to 0230 UTC / 0930 to 1030 LT;
– 0400 to 0500 UTC / 1200 to 1300 LT;
– 0700 to 0800 UTC / 1500 to 1600 LT; and
– 0900 to 1000 UTC / 1700 to 1800 LT.
All operators or agents and pilots are to plan their flight schedules with sufficient buffers to avoid
the designated hours for training flights.
Notwithstanding the first paragraph of this section, the following types of flights may be permitted
during the designated hours for training flights:
– Emergency landings, e.g. diversions or quick returns after takeoff, oil spill response operations;
– Flights operating under diplomatic cover; and
human life is concerned or involved in search & rescue operations.
Civil Aviation Authority of Singapore
Singapore Changi Airport
Address: P.O. Box 1
Singapore
918141
Tel: (65) 65421122
SINGAPORE
Fax: (65) 65421231

Internet: http://www.caas.gov.sg
AFS: WSSSYAYX
Customs
Singapore Customs
Address: 55 Newton Road
#10-01 Revenue House
Singapore
307987
Tel: (65) 63552000
Fax: (65) 62508663
Internet: www.customs.gov.sg
Health Services
Ministry of Health
Address: 16 College Road
College of Medicine Building
Singapore
169854
Tel: (65) 63259220
Internet: www.moh.gov.sg
Immigration
Immigration & Checkpoints Authority
Address: 10 Kallang Road
#08-00 ICA Building
Singapore
208718
Tel: (65) 63916100
Fax: (65) 62980837
Internet: www.ica.gov.sg
SCHEDULED FLIGHTS
Before a scheduled service is permitted to operate into the Republic of Singapore, it must be
appropriately covered by either an air services agreement, a license issued in accordance with
the Air Navigation (Licensing of Air Services) Regulations, or other aeronautical arrangements. All
scheduled flights are subject to prior approval.
SINGAPORE
Application for Traffic Landings and Uplifts

Only the airline operator may apply for permission to operate scheduled flights.
All airline operators are to submit their applications for scheduled flights for each IATA schedule
season one month before the start of the season for approval by CAAS.
In addition, airline operators are also required to apply for CAAS’ approval for any revisions to
their schedule filings for the season, ad-hoc changes to flight schedules and flight cancellations.
Such applications should be filed through the CAAS Air Transport Licensing and Administration
System (ATLAS) at https://atlas.caas.gov.sg 5 working days before flight changes take place.
If insufficient notice as specified in the above paragraphs is given, the application may not be con-
sidered.
Airline operators are to ensure that a copy of the following documents, which are to remain valid
during the period of operations, are lodged with CAAS:
a. Certificate(s) of Registration for aircraft used;
b. Certificate(s) of Airworthiness for aircraft used; and
c. Air Operator’s Certificate
All applications and required documents listed above should be submitted via ATLAS.
It is necessary that the undermentioned aircraft documents be submitted by aircraft operators for
clearance on entry and departure of their aircraft to and from Singapore. All documents listed
below must follow the ICAO standard format as set forth in the relevant appendices to ICAO
Annex 9. They are acceptable in English only and must be completed in legible handwriting. No
visas are required in connection with such documents.
Aircraft Documents Requirements (Arrival/Departure)

Immigration 2 2 —
Customs 1 1 1
Health 1 1 —
NOTE:
a. One copy of the General Declaration is endorsed and returned by Customs, signifying clear-
ance.
craft documents except copies of the General Declaration need be submitted to the above
authorities.
SINGAPORE
Overflights
Prior notification is necessary. Subject to the observance of the terms of the Convention on Inter-
national Civil Aviation, Singapore facilitates overflights by civil aircraft registered in any ICAO
Contracting States with which Singapore has diplomatic relations, provided adequate advance
notification shall have been given.
Notification by flight plan addressed to the Singapore Air Traffic Control Centre (WSJCZQZX), if
received at least two hours in advance of the aircraft’s arrival into the Singapore FIR, will normally
be accepted as advance notification in this respect.
In all other cases, prior permission must be sought and obtained through diplomatic means from
the Ministry of Foreign Affairs, Republic of Singapore.
Non-Traffic or Technical Landings
Prior notification is necessary. Subject to the observance of the terms of the Convention on Inter-
national Civil Aviation, Singapore facilitates such non-traffic or technical landings by civil aircraft
registered in any ICAO Contracting States with which Singapore has diplomatic relations, provi-
ded adequate advance notification shall have been given.
Notification by flight plan addressed to the Singapore Air Traffic Control Centre (WSJCZQZX), if
received at least two hours in advance of the aircraft’s arrival at Singapore Changi Airport or Sele-
tar Aerodrome or 2 hours prior to entering the Singapore FIR, whichever is the earlier, will nor-
mally be accepted as advance notification in this respect.
All business aviation aircraft shall park in a nose-in position and be pushed back with the aid of an
aircraft tow-bar and tow-tractor. Reverse thrust or variable pitch propellers shall not be used. The
aircraft must carry its own tow-bar. The aircraft operator may make arrangements with the ground
handling agent to provide the tow-bar. The aircraft shall be required to be towed to another air-
craft stand should the need arise.
All passengers of the business aviation flight will have to clear CIQ via the Commercially-Impor-
tant- Persons facility located at Terminal 2.
All business aviation flights must engage a ground handling agent at Singapore Changi Airport.
In all other cases, prior permission must be sought and obtained through diplomatic means from
the Ministry of Foreign Affairs, Republic of Singapore.
All non-traffic aircraft are to submit a copy of the Certificate of Airworthiness to CAAS, after each
landing, by facsimile at 6545 6519 or by email to CAAS_FS_FOS@caas.gov.sg
Application for Traffic Landings and Uplifts
All non-scheduled flights are subject to prior approval.
Only the operator may apply for permission to operate a non-scheduled flight. The following infor-
mation should be submitted together with the application:
a. Name, address and nationality of operator;
SINGAPORE
b. Name, address and business of charterer;

c. Type, registration mark and carrying capacity of aircraft;
d. Aircraft documents listed above;
e. Nature of flight, including details of whether the flight is to carry passengers or cargo or
both:
1. For passenger flights:
Points of origin and destination of passengers; purpose of flight (e.g., special event
charter, inclusive tours, own-use charter, etc.); and the names of passengers.
2. For cargo flights:
The origin, destination, description, quantities, and dimensions of cargo; outbound/
inbound or transhipment, as well as whether any item is perishable or classified as
dangerous, explosive or munitions of war.
f. Details of route, points of landing and final destination;
g. Date and time of arrival at, and departure from, Singapore (see paragraph below);
h. Name, address and telephone number of operator’s local agent and ground handling agent;
i. Name and address of consignees and consignors, where applicable; and
j. Any other information that may be relevant to the proposed operations.
All applications must be submitted via https://atlas.caas.gov.sg.
The complete application and its supporting documents must reach the Civil Aviation Authority of
Singapore Air Transport Division via the weblink provided at least 3 working days prior to the air-
craft’s arrival or departure into/from Singapore to be considered for a “normal permit”. Operators
who wish to obtain a permit under 3 working days may submit their applications. Such applica-
tions must reach the Air Transport Division at least 24 hours before the proposed flight to be con-
sidered for an “express permit”. Applicants for express permits should alert the Air Transport Duty
Officer at +65 98331775. Applications will not be considered if insufficient notice is given (not
applicable for emergency flights, e.g., flights on humanitarian grounds).
Operators, other than operators of business aviation aircraft as stated above, should schedule
their arrivals and departures at Singapore Changi Airport outside the hours 0001 to 0200 UTC
(0801 to 1000 LT) and 0900 to 1559 UTC (1700 to 2359 LT). Subject to approval (depending on
aircraft stand availability), aircraft may be permitted to remain on the ground during the above
times on the condition that the aircraft vacates the stand if the need arises.
All business aviation aircraft operating as executive jet charter may be permitted to remain on the
ground or layover at Singapore Changi Airport.
All business aviation aircraft shall park in a nose-in position and be pushed back with the aid of an
aircraft tow-bar and tow-tractor. Reverse thrust or variable pitch propellers shall not be used when
parking or pushing back aircraft. The aircraft operator must ensure that an appropriate tow-bar for
the aircraft type is available to facilitate push back operations from the aircraft stand. The aircraft
SINGAPORE
operators may use their own tow-bar or approach ground handling agents in either Seletar or
Changi Airport to secure the appropriate tow-bar.
All passengers of the business aviation flight will have to clear CIQ via the Commercially-Impor-
tant-Persons facility located at Terminal 2.
Requests to handle executive jet charter or charter flights via the main terminals are to be sent via
email to csc@changiairport.com for exceptional consideration at all times.
All business aviation flights must engage a ground handling agent at Singapore Changi Airport.
The appropriate legislation dealing with non-scheduled flights for hire or reward is contained in
Part III, Permits for Journeys other than Scheduled Journeys, of the Air Navigation (Licensing of
Air Services) Regulations. Any person who uses any aircraft in contravention of the provisions of
Regulation 15 of the legislation shall be guilty of an offence and shall be liable on conviction to a
fine not exceeding $2500 or to imprisonment for a term not exceeding 3 months or to both, and in
the case of a second or subsequent offence to a fine not exceeding $20,000 or to imprisonment
for a term not exceeding 2 years or to both.
Permit Fees
Normal Permits. Fees shall be paid to the Authority [in accordance with Regulation 18 of the Air
Navigation (Licensing of Air Services) Regulations] to obtain a permit which must be applied at
least 3 whole working days before the first flight.
Express Permits. Operators who wish to obtain a permit under 3 working days, but at least 24
hours before the flight, should contact the Duty Officer at +65 98331775 and submit a complete
application via this weblink: https://appserver1.caas.gov.sg/ATLAS.
NOTE 1: “Working Day” means:
a. a period that begins at 8:30am and ends at 6pm on any Monday to Thursday that CAAS is
open for business; and
b. a period that begins at 8:30am and ends at 5:30pm on any Friday that CAAS is open for
business.
NOTE 2: Any application that is made after the close of business shall be deemed to have been
made on the next working day.
Permit Conditions
The Director-General of Civil Aviation may attach such conditions to a permit as he considers
necessary.
INFORMATION TO PRIVATE AIRCRAFT OPERATORS/OWNERS — SUBMISSION

OF CERTIFICATE OF AIRWORTHINESS (CoA) TO CAAS
All foreign aircraft conducting private operations are required to, upon landing in Singapore,
submit the Certificate of Airworthiness to CAAS for verification with effect from 2 March 2017.
SINGAPORE
Submission of Certificate of Airworthiness to CAAS

The Certificate of Airworthiness shall be submitted to CAAS by the aircraft owner/operator or by
the ground handling agent via email to CAAS_AFO_FOS@caas.gov.sg or via fax to +65 6545
6519.
For a foreign aircraft that conducts more frequent private operations to Singapore, CAAS might
consider reviewing the need for the aircraft to submit its Certificate of Airworthiness for every
landing to a frequency to be determined based on CAAS’ assessment of the level of confidence in
the aircraft.
Unannounced Ramp Inspection
CAAS will be conducting periodic unannounced ramp inspections to verify the authenticity of the
Certificate of Airworthiness that was submitted and of the aircraft condition. Please refer to Infor-
mation Circular IC 09-2014 — Foreign Aircraft Ramp Inspection — Information to Aircraft Opera-
tor for further details of the ramp inspection.
Should an aircraft be found without the required documents including a valid Certificate of Airwor-
thiness or Permit to Fly issued by CAAS, enforcement actions will be taken immediately.
Aircraft Requiring a Permit to Fly from CAAS
Aircraft that require a Permit-to-Fly from CAAS are to ensure that approval has been granted prior
to conducting a flight to and from Singapore. The application form can be downloaded at http://
www.caas.gov.sg/caas/en/About_CAAS/Our_Strategic_Thrusts/Safety_Oversight_x_Promotion/
Applying_for_a_permit_to_fly.html
The application form and the required documents listed must be submitted at least five (5) work-
ing days before the intended date of operation.
APPLICATION FOR DIPLOMATIC CLEARANCE FOR FOREIGN STATE AIRCRAFT

Procedures for Applying for Diplomatic Clearance for Landing and Overflight by Foreign
State Aircraft in Singapore
Except where otherwise agreed, all Foreign State aircraft intending to land at or overfly Singapore
are to obtain diplomatic clearance for such landing or overflight from the Ministry of Foreign
Affairs, giving information as outlined below. The application is to be made giving at least 14 days’
notice.
Information to be Provided when Applying for Diplomatic Clearance
All applications for diplomatic clearance should contain the following information:
a. Name of Mission/Organization;
b. Liaison Officer;
c. Telephone number;
d. Number and type of aircraft;
e. Call sign;
SINGAPORE
f. Aircraft registration;
g. Full flight itinerary;
h. Route after entering and before leaving Singapore FIR;
i. Date of arrival;
j. Time of arrival;
k. Date of departure;
l. Time of departure;
m. Arrival from;
n. Departing to;
o. Airfield requested;
p. Name of pilot;
q. Number of crew;
r. Number of passengers;
s. If VIP flight, name of VIP and number of other officials;
t. Purpose;
u. Photograph and sensory equipment, if any;
v. Nature of freight or cargos carried, if any;
w. Dangerous cargos, if any (e.g., arms, ammunition, explosives, toxic chemicals);
x. Types of services required (e.g., type of fuel, APU/GPU, ground handling, etc.);
y. Additional/Special requests.
NOTE: Aircraft used in military, customs or police services are deemed to be State aircraft.
AIRCRAFT BANNED FROM OPERATIONS AT SINGAPORE AIRPORTS

The Antonov-12 aircraft is banned from all operations to/from Singapore airports due to concerns
over its continuing airworthiness.
USE OF MILITARY AERODROMES BY CIVIL AIRCRAFT

Military aerodromes may be used by civil aircraft:
a. At any time in a genuine emergency requiring immediate landing at the nearest aerodrome;
b. On agreed scheduled services;
c. At other times with the permission of the authority responsible for the aerodrome, obtained
prior to taking off for the aerodrome.
Civil aircraft using military aerodromes are subject to landing, housing and parking fees as appro-
priate. Captains of aircraft are to report to ATC after landing and prior to taking off.
SINGAPORE
Except in cases of distress or in unusual circumstances, no responsibility will be undertaken for

the provision of fuel, oil, maintenance, or other facilities. Pilots may make their own arrangements
with civil fuel agents to refuel on the aerodrome, provided that they furnish adequate cover
against damage or loss arising from the presence of the agents equipment, and that prior permis-
sion for such arrangements is obtained from the Commanding Officer of the station.
SPECIAL NOTES
When a holder of a non-Singapore pilot's license wishes to fly on a Singapore registered aircraft
in a private capacity in Singapore, he will be required to apply for a Certificate of Validation for his
foreign license. The Certificate of Validation, if approved, will be issued for this purpose only and
for a limited period. The applicant would also be required to fulfill certain conditions. Pilots who
wish to apply for a Certificate of Validation should contact the Personnel Licensing Section of the
Civil Aviation Authority of Singapore:
Safety Policy and Planning Division Personnel Licensing Section
Civil Aviation Authority of Singapore
Address: Singapore Changi Airport Terminal 2
South Finger Pier Level 3
Unit No. 038-039
Singapore
819643
Tel: (65) 65412482
Fax: (65) 65434941
PILOTS WHO HAVE ATTAINED THE AGE OF 65

Any pilot who has attained his 65th birthday shall not be permitted to act as pilot-in-command or
co-pilot of an aircraft engaged in scheduled or non-scheduled international commercial air trans-
port operations within Singapore airspace.
FEES AND CHARGES

Except as approved in writing by the Civil Aviation Authority of Singapore, all fees shall be paid by
the pilot in command of the aircraft (or a designated agent) without demand before the aircraft
departs from the aerodrome. All payments of fees are to be made in Singapore dollars.
The following types of fees may be assessed:
a. Landing fees;
b. Parking fees;
c. Passenger loading bridge charges;
d. Passenger service charges;
e. Aircraft, passenger and baggage handling service charges;
f. Hangar fees;
SINGAPORE
g. Blasting fence charge;

h. Route Air Navigation Services (RANS) charges.
AIRPORTS OF ENTRY
Singapore (Changi) — Not available to all nonscheduled civil aircraft types of 40 seats or less
except in special circumstances. Aircraft larger than the above category shall not plan their arriv-
al between 0900–1559 UTC.
Singapore (Seletar)
TAIWAN
PASSPORT AND VISA

Required.
A foreign passenger who:
a. Is eligible for visa exemption program must present a valid passport or travel document.
b. Is in possession of Permanent Resident Certificate issued by the Republic of China must
present a valid passport (or travel document) and the Certificate.
c. Is in possession of Alien Resident Certificate (ARC) and Re-entry Permit issued by the
Republic of China must present a valid passport (or travel document), the ARC and the
Permit.
Other foreign passengers must present a valid passport (or travel document) and visa.
Transiting passenger without entry plan doesn’t need to apply for an entry permit.
Nationals with registered permanent residence in the Taiwan Area must present a valid Republic
of China passport which has ID number on it. When the passport is expired or lost, the holder
should obtain an Entry Certificate from the service branch of Immigration Office, National Police
Agency, at the airport and submit the certificate to the Passport and Visa Inspection.
Nationals without registered permanent residence in the Taiwan Area must present a valid
Republic of China passport and a valid Entry Permit issued by the Republic of China Government.
A national who intends to transit in the international airport and connect to another flight needs not
apply for a visa.
Foreign crew members of scheduled airlines may enter the Republic of China in accordance with
the following regulations:
a. Those working at foreign aircraft may, on the strength of their passports, enter the airports of
the Republic of China. They are, however, required to leave by the same aircraft, and during
their stay they shall remain within the boundaries of the airport unless they have been gran-
ted temporary stay permits by the Passport and Visa Inspection at the airport.
b. Those granted temporary stay permits should leave by any one of their own departure air-
craft within 24 hours after their entry or by the next departure aircraft of their own airlines if
no flight is available within 24 hours.
c. They should return their temporary stay permits to the Passport and Visa Inspection upon
their departure.
HEALTH
All entry passengers and crew members may enter the Republic of China in accordance with the
following regulations:
a. Imported fishery products, with the exception of products that are dried, canned or vacuum-
packed and properly labeled, shall be imported by cargo shipment.
TAIWAN
b. All arriving travelers and crew members must follow border quarantine measures, including
fever screening, filling out communicable disease survey forms, health evaluation, or patient
transfer to hospital for medical attention.
c. If a traveler (or crew member) is suspected to suffer from a communicable disease on the
aircraft, designated crew members must follow the “Operational Principles of Handling Trav-
elers or Crew Members Suspected of Suffering from a Communicable Disease on the Air-
craft”.

GENERAL
All flights into, from or over the territory of the Republic of China and landings in such territory
shall be carried out in accordance with the valid regulations of the Republic of China regarding
civil aviation.
Aircraft landing in or departing from Taipei FIR must first land at or finally depart from Taoyuan
International Airport, Kaohsiung International Airport, or other authorized airports.
Civil Aeronautics Administration
Ministry of Transportation and Communication
Address: 340 Dunhua North Road
Taipei
Taiwan, R.O.C.
10548
Tel: 886-2-23496284
Fax: 886-2-23496286
Overfly Flights (Taipei Area Control Center)
Tel: 886-3-3841040
Fax: 886-3-3860270
Internet: https://caafmis.caa.gov.tw
AFS: RCAAZQZX
Customs
Customs Administration
Ministry of Finance
Address: 13 Tacheng St.
Taipei
Taiwan, R.O.C.
103205
TAIWAN
Tel: 886-2-25505500
Fax: 886-2-25508116
Health
Centers for Disease Control
Ministry of Health and Welfare
Address: 6 Linsen S. Rd.
Jhongjheng District
Taipei
Taiwan, R.O.C.
10050
Tel: 886-2-23959825
Fax: 886-2-23945365
SCHEDULED FLIGHTS
General
The scheduled flights into, from and landing in the territory of the Republic of China shall be car-
ried out in accordance with the Air Transport Agreement or Agreement for Exchange of Traffic
Rights. The schedule must be submitted to the CAA 20 days prior to the operation for approval.
The schedule of the scheduled flights in transit across the territory of the Republic of China shall
be submitted to the Taipei Area Control Center 7 working days prior to the operation for approval.
The documents below must be submitted to the authorities for clearance on entry and departure
of aircraft. All the documents listed below must follow the ICAO standard format as set forth in the
relevant Appendixes to Annex 9, and are acceptable when furnished in English or Chinese and
completed in legible handwriting.

Passenger mani-
Required by General declaration Cargo manifest
fest
Customs 1 1 1
Centers for Disease Control 1 1 1
Airport Office, CAA 1 1 1
Passport and Visa Inspec- 1 1 0
tion
Aircraft Security Check 1 1 0
TAIWAN
Aircraft Documents Required (Arrival/Departure) (continued)

Passenger mani-
Required by General declaration Cargo manifest
fest
Cargo Security Check 1 0 1
Remarks: Completed weight and balance sheet shall be kept by an operator for a period of three
months for inspection.
Procedures
Any non-scheduled passenger/cargo charter flight wishing to operate into, from or land in, the ter-
ritory of the Republic of China by a foreign civil air transport enterprise, the relevant regulations
are as follows:
a. For civil air transport enterprise to undertake international passenger/cargo charter services:
an application, including a copy of charter contract, must be filed with CAA, ten working days
before estimated departure date.
b. For a foreign civil air transport enterprise to undertake international passenger or cargo char-
ter flight services, shall enclose its aviation security program (aircraft operator security pro-
gram) for CAA’s review. In addition, the documents (application, duplicate of charter con-
tract, insurance certificate) shall be filed with CAA for approval 10 working days before the
estimated departure date. No flight can be operated until the aforesaid approval is obtained
from CAA.
c. A foreign civil air transport enterprise applying for international passenger or cargo charter
services shall meet the following requirements, and collecting goods for shipment intended
for a cargo charter flight is prohibited.
– The charter service a foreign civil air transport enterprise applies for shall be restricted to
Third Freedom and Fourth Freedom only, unless otherwise regulated according to a reci-
procity principle, treaty or agreement, or when the cargo charter service is operated for
special causes that have been filed with CAA and approved by MOTC.
– The operation of international charter service shall not affect the operations of scheduled
air services, but if it is under a treaty or agreement, or there is any one of the circumstan-
ces in the following subparagraph with approval of CAA are not subject to the provisions:
• The application of international passenger charter during the Chinese New Year, Tomb
Sweeping Day, Dragon Boat Festival, Mid-Autumn Festival holidays or other consecu-
tive holidays with period of three or more days and within three days before or after
above holidays.
• The application of temporary international cargo charter during the international trade
peak season.
TAIWAN
d. If applicant has not yet operated scheduled services or has no local general agent in the
Republic of China, shall be delegated to a local civil air transport enterprise who is approved
to conduct international operations. However, an enterprise or individual applying for busi-
ness charter or private aircraft flight operations may delegate a general aviation enterprise
engaged in international business charter operations to process the application. Application
for maintenance ferry or test flights may delegated to an aircraft maintenance service legally
registered in the Republic of China to process the application. Application for free balloon
flight may delegated to a local civil air transport enterprise who is approved to conduct
domestic operations or a general aviation enterprise to process the application.
e. Due to the formalities concerning customs, immigration, as well as health and sanitation
being available on an “on request” basis, 48 hours’ prior notice of the planned ETA and
EOBT is required.
f. In Taipei FIR, besides Taipei/Taiwan Taoyuan and Kaohsiung International Airports, Kinmen
airport, Taitung/Fongnian, Chiayi airport, Taichung/Cingcyuangang airport, Tainan airport,
Penghu airport and Hualien airport are also available for international passenger charter
flights.
Applications for approval to conduct operations for foreign non-scheduled aircraft (inbound or out-
bound, taking off and/or landing, with or without loading and unloading passengers, cargo and
mail), shall be processed in accordance with the Regulations of Foreign Civil Air Transport Enter-
prise. For the other applicants, an application (Application for Civil aircraft to fly in national terri-
tory) for approval shall be completed and filed with CAA 2 workdays prior to the proposed date of
entry to or exit from Republic of China.
Application for Civil Aircraft to Fly in National Territory

Aircraft 1. Nationality and registration mark:
2. Type:
3. Name:
Operator 4. Nationality:
5. Address:
6. Nature of flight:
7. Type of flight: □ Instrument flight □ Visual flight
8. Flight number:
9. Airways flown:
10. Estimated date & time, and airport of entry:
11. Estimated date & time, and airport of departure:
12. Name of consignee and address:
Cargo
13. Name of consignor and address:
TAIWAN
Application for Civil Aircraft to Fly in National Territory (continued)

14. Type and total weight (handling or
transit):
Agent 15. Title (and name of representative):
16. Address:
17. Re-
mark
a. In case the application is submitted by telegram, the message shall be dispatched accord-
ing to all items, serial number and order of the application form.
b. Need not fill in items 10 to 17 in case of transit flight
c. Item 15 and 16 must be filled in precisely, if the aircraft belongs to the country that has no
diplomatic relations with the Republic of China.
For a non-scheduled flight that transits across the territory of the Republic of China without land-
ing, the above application for the permit shall be submitted to Taipei Area Control Center by the
aircraft operator 1 working day in advance of the date of proposed operation for approval. In case
the application is submitted by telegram, the message shall be dispatched according to all items,
serial number and order of the application form to Taipei Area Control Center (RCAAZQZX). The
application is also acceptable by fax (886-3-3860270) or by the Flight Management Integration
System (https://caafmis.caa.gov.tw).
Same requirements as for scheduled flights.
PRIVATE FLIGHTS
Procedures
If an operator intends to carry out a private flight into or in transit across the territory of the Repub-
lic of China, he must obtain a permit from the CAA.
The Application, information and time required for permission for entry and transit flights should
be accomplished in accordance with non-scheduled flight procedures.
Same requirements as for scheduled flights.
FEES
GENERAL
The charges set are common to all CAA administered Airports and are imposed by the Chinese
CAA. Charges for operation of CAF administered airports will be paid in accordance with the
existing CAF tariff rates. The charges are based on N.T. dollars.
TAIWAN
a. Landing charge
b. Passenger Service charges
c. Parking charges (For Taipei/Taiwan Taoyuan International Airport and State-operated Air-
ports)
d. Security Charge (For Taipei/Taiwan Taoyuan International Airport and State-operated Air-
ports)
e. Noise-related items (For Taipei/Taiwan Taoyuan International Airport and State-operated
Airports)
f. User’s Fee for the Ground Handling Area and Facilities
g. Airport Ground Handling Service Charge/Own Operated Airport Ground Handling Charge
h. Aircraft Fueling Facilities Charge
i. Exemptions and reductions (For Taipei/Taiwan Taoyuan International Airport and CAA-
owned State-operated Airports)
j. Airport charges and noise charges will be exempted when a civil aircraft is on diplomatic or
special mission flying over the territory of the Republic of China approved by CAA.
k. Landing charge will be exempted when a civil aircraft falls within any of the following condi-
tions:
1. A civil aircraft for Search and Rescue mission.
2. A civil aircraft in flight ordered to land by any airport authority of CAA.
3. A civil aircraft flies to any remote offshore areas and is owned by the civil transport
enterprise or the general aviation enterprise.
l. Air Navigation Facilities and Services charges.
AIRPORTS OF ENTRY
Kaohsiung (Intl)
Taipei (Taoyuan Intl)
Taichung/Cingcyuangang 2130–1500 UTC (1)
(1) For international passenger charter flights.
THAILAND
PASSPORT AND VISA

All visitors who wish to enter Thailand must hold a valid passport and a visa, the latter being
issued by consular authorities abroad. Exceptions to this rule are noted below.
TRANSIT PASSENGERS
flight or transferring to another flight at the same airport and staying within transit lounge not
exceeding 12 hours.
All passengers arriving into Thailand must clear immigration formalities at their first port arrival.
Passengers transferring to CIQ (Customs, Immigration, Quarantine) destinations, which currently
are Suvarnabhumi, Chiang Mai, Mae Fah Luang-Chiang Rai, Krabi, Phuket, Samui, Trat and
Udon Thani, can have their luggage through-checked to the final destinations, and subsequently
clear customs formalities for their checked luggage at the respective destination airports. How-
ever, customs inspection of carry-on luggage may take place at the first port of arrival. In addition,
health, animal and plant quarantine may also take place at the first port of arrival. These first port
of arrival procedures are effective from the following dates:
a. For passengers whose first port of arrival is Suvarnabhumi Airport, from 1 April 2007
onwards,
b. For passengers whose first port of arrival is any other CIQ Airport, from 28 October 2007
onwards.
Passengers who originate their flights at any of C.I.Q. (Customs, Immigration Quarantine) air-
ports, which currently are Suvarnabhumi, Chiang Mai, Mae Fah Luang-Chiang Rai, Krabi, Phuket,
Samui, Trat and Udon Thani, and will connect to international flights leaving Thailand may have
their luggage through-checked, then clear immigration, customs as well as health, animal and
plant quarantine at the airport of origin, i.e. the first port of departure.
The aforementioned first port of departure procedures are currently in effect; they are included
here only for the sake of completeness.
VISA EXEMPTIONS
Holder of a passport of Cambodia and Myanmar may enter into Thailand for a period of up to 14
days without visa.
An alien may enter into Thailand for a period of up to 30 days without visa under following condi-
tions:
Holding the nationality and passport or a travel document of the following countries: Australia,
Austria, Bahrain, Belgium, Brazil, Brunei Darussalam, Canada, Czech Republic, Denmark, Esto-
nia, Finland, France, Germany, Hellenic, Hong Kong, Iceland, Indonesia, Ireland, Israel, Italy,
Japan, Korea (South), Kuwait, Luxembourg, Malaysia, Monaco, Netherlands, New Zealand,
Norway, Oman, Peru, Philippines, Portugal, Principality of Liechtenstein, Qatar, Republic of Hun-
gary, Republic of Poland, Republic of Slovenia, Singapore, Slovak Republic, Spain, South Africa,
Sweden, Switzerland, Turkey, United Arab Emirates, United Kingdom, United State of America,
Vietnam.
THAILAND
Holding the nationality and passport of the following countries: Hong Kong, Laos (with a passport
with at least six-month validity), Macao, Mongolia, Russia, Vietnam.
Holder of diplomatic or an official passport who enters and stays temporarily in the Kingdom of
tourism purposes: Cambodia, China, Hong Kong, Laos, Oman, Macao, Mongolia, Myanmar, Viet-
nam, Brunei, Ecuador, Pakistan (only diplomatic passport) and Indonesia (only diplomatic pass-
port, an official passport with at least six-month validity).
Holding a diplomatic, an official or a service passport of Cambodia and Brunei.
Holding a diplomatic, special and service passport of Oman.
Holder of a passport of its equivalent document who enters and stays temporarily in the Kingdom
for any international meetings or sports competition which are hosted by the Thai Government or
approved by the Ministries, Department concerned.
Holder of valid diplomatic passport of Islamic Republic of Pakistan may enter, exit, or transit with-
out a visa for staying in the Kingdom of Thailand for a period not exceeding thirty (30) days, provi-
ded that they do not take up any employment, be itself-employment, or any other private activity
in the Kingdom of Thailand. Nationals of the Islamic Republic of Pakistan, holding a valid diplo-
matic passport, who are assigned as members of the diplomatic mission or consular, or who are
representatives of an international organization in the Kingdom of Thailand, as well as their family
members holding valid diplomatic passports may enter, stay, and leave the Kingdom of Thailand
without visa for a period up to thirty (30) days. Such period will depend on request of the Ministry
of Foreign Affairs or the Embassy concerned, be extended until the end of their assignment.
An alien may enter into Thailand for a period of up to 90 days without visa under following condi-
tions.
Holding a diplomatic or an official passport of the following countries: Albania, Argentina, Austria,
Belarus, Belgium, Brazil, Bhutan, Chile, Costa Rica, Croatia, Czech Republic, Colombia, Estonia
(only diplomatic passport), France (only diplomatic passport), Germany, Hungary, India, Israel,
Italy, Japan, Korea (South), Liechtenstein, Luxembourg, Malaysia, Mexico, Montenegro, Morocco,
Nepal, Netherlands, Panama, Peru, Philippines, Poland, Romania, Russia, Spain, Sri Lanka,
Slovak Republic, South Africa, Switzerland, Tajikistan, Tunisia, Turkey, Ukraine and Uruguay.
Holding a passport of Argentina, Brazil, Chile, Korea (South) and Peru.
Holding a diplomatic or service passports of the Republic of Tajikistan and Ukraine.
Holder of a passport or its equivalent document of Asia-Pacific Economic Cooperation (APEC)
Economies holding APEC Business Travel Card (ABTC) who enters and stays temporarily in the
Kingdom for any business not exceeding 90 days. The card must be valid and marked “THA” in
the back of the card.
Nationals of the Kingdom of Spain, holding a valid, current Spanish diplomatic passport, may
enter the territory of the Kingdom of Thailand without a visa for stays of up to ninety (90) days
during a period of one hundred and eighty (180) days, provided that they do not engage in gainful
activity during their stay and provided that the entry is not carried out for accreditation purposes.
Holder of a valid diplomatic or an official passport of the Democratic Socialist Republic of Sri
Lanka may enter, exit, or transit without a visa for staying in the Kingdom of Thailand for a period
THAILAND
not exceeding ninety (90) days since the first day of arrival, provided that they do not take up any
employment, be it self-employment, or any other private activity in the Kingdom of Thailand.
Nationals of the Democratic Socialist Republic of Sri Lanka, holding a valid diplomatic passport,
who are assigned as members of the diplomatic mission or consular in the Kingdom of Thailand,
as well as their family members holding valid diplomatic passports requires obtaining a visa to
enter, stay, and leave the Kingdom of Thailand.
Holder of valid diplomatic or service passports of Montenegro may entry, exit, transit and stay in
the Kingdom of Thailand for a period not exceeding ninety (90) days, within a six-month period,
counting from the day of the first entry, provided that they do not apply for temporary residence
and do not take up any employment, be it self-employment, or any other private activity in the
Kingdom of Thailand. Nationals of Montenegro, holding valid diplomatic and service passports,
who are assigned as members of the diplomatic mission or consular post of Montenegro or who
are representatives of Montenegro to an international organization in the Kingdom of Thailand, as
well as their family members holding valid diplomatic or service passports of Montenegro, may
enter, stay, and exit the Kingdom of Thailand without obtaining a visa for a period not exceeding
ninety (90) days within a six-month period, counting from the day of first entry. Such period will,
upon request of the Ministry of Foreign Affairs of Montenegro or the Embassy of Montenegro
accredited to the Kingdom of Thailand, be extended until the end of their assignment.
An alien holding the nationality of the following countries that issue passports or its equivalent
document may enter into Thailand for a period of up to 30 days by asking for a visa on arrival at
Don Mueang, Suvarnabhumi, Chiang Mai, Mae Fah Luang-Chiang Rai, Phuket, Hat Yai, U-Tapao
Rayong Pattaya, Krabi, Samui, Sukhothai and Surat Thani airports: Bhutan, China, Cyprus,
Czech Republic, Ethiopia, Hungary, India, Kazakhstan, Latvia, Liechtenstein, Lithuania, Maldives,
Mauritius, Oman, Papua New Guinea, Poland, Principality of Andorra, Republic of Bulgaria,
Republic of Estonia, Republic of Malta, Republic of San Marino, Romania, Russia, Saudi Arabia,
Slovak Republic, Slovenia, Taiwan, The Republic of Fiji Island, Ukraine and Uzbekistan.
FLIGHT CREWMEMBERS
A flight crew member and a crew member who are on duty and retain their valid licenses or their
certificates in their possession may enter into Thailand for a period of up to 30 days with a pass-
port presented to the officer.
HEALTH
Valid international certificates of vaccination against yellow fever are required of individuals
coming from infected areas, except for direct transit passengers who remain in the direct transit
area of the airport.
In accordance with the Immigration Act, aliens which fall into any of the following categories are
excluded from entering into the Kingdom:
a. Mental or physical defects, having any of the following diseases prescribed in the Ministerial
Regulations: Leprosy, tuberculosis, filariasis in the stage of being repulsive in appearance,
tertiary stage of syphilis, drug addiction.
THAILAND
b. Having not yet been vaccinated or inoculated or undergone any other medical treatment for
protection against quarantinable diseases during the declaration of the above mentioned dis-
eases and having refused to have such vaccinations administered by the Immigration
Doctor.

GENERAL
To fly over or take-off or land in the territory of the Kingdom of Thailand, foreign aircraft/airline is
required to obtain prior permission. Application for such permission shall be made to the Director
of Air Transport Control Division as address in Designated Authorities.
No aircraft entering or leaving the Kingdom of Thailand shall land before or depart except at or
from a Customs Airport. Provided that an aircraft which is compelled by force majeure to land
before arrival at or after departure from a Customs Airport shall, after compliance with the proce-
dure laid down below, be deemed to have landed at or departed from a Customs Airport accord-
ing to the requirement of the foregoing paragraph.
In case that any aircraft entering or leaving the Kingdom is compelled by force majeure to land at
any place other than an International Airport of Entry, the person in charge shall forthwith report to
a Customs Officer or an Administrative or Police Official, and on demand, produce to such Officer
the log books belonging to the aircraft and shall not allow any goods to be unloaded therefrom
without the consent of a Customs Officer; and no passenger or member of the personnel thereof
shall leave the immediate vicinity without the consent of a Customs Officer or an Administrative or
Police Official. If the place of landing be an airport, the person in charge shall forthwith report the
arrival of the aircraft and the place whence it came to the proprietor or officer in charge of the air-
port, who shall forthwith report the arrival of the aircraft to a Customs Officer and shall not allow
any goods to be unloaded therefrom or any passenger or member of the personnel thereof to
leave the airport without the consent of such Officer.
The Civil Aviation Authority of Thailand
Address: Manager of Air Transport Department
333/105 Lak Si Plaza
Khamphaeng Phet 6 Rd
Talat Bang Khen, Lak Si
Bangkok
Thailand
10210
Tel: (662) 568 8815
Fax: (662) 568 8848
AFS: VTBAYAYD
THAILAND
Customs
Director General Customs Department

Address: Suntornkosa Road
Klongtoei
Bangkok
Thailand
10110
Tel: (662) 267 7600, 1164
E-Mail: prcustoms@gmail.com
Internet: www.customs.go.th
SCHEDULED FLIGHTS
Scheduled international air services may be operated by foreign airlines into or in transit across
the Kingdom of Thailand in pursuance of:
a. the International Air Services Transit Agreement, provided that the state in which the airline
is registered is a contracting party to this agreement; or
b. an agreement between the Kingdom of Thailand and the state in which the airline is regis-
tered.
The documents required for clearance of aircraft on entry and departure to and from the Kingdom
of Thailand must be submitted by authorized agent or pilot-in-command. All documents are
acceptable when completed in legible English. No visas are required in connection with such
documents. The requirements are as follows:

Required by General Declaration Passenger Manifest Cargo Manifest List of Stores
Departure
Airport Authority 1 1 1 —
Customs 1 1 2 1
Immig. 2 3 — —
Health — — — —
Animal Quar. — — 1 —
Total 4 5 4 1
THAILAND
Required by General Declaration Passenger Manifest Cargo Manifest List of Stores
Arrival
Airport Authority 1 1 1 —
Customs 1 1 2 —
Immig. 2 3 — —
Health 1 1 — —
Plant Quar. — — 1 —
Animal Quar. — — 1 —
Total 5 6 5 0
Health Measures Applied to Aircraft

Aircraft arriving from affected area may land at an international airport provided the aircraft has
been disinsected while in flight approximately thirty minutes before arrival at the airport. The
insecticide to be used is authorized aerosol (standard reference aerosol). If, in special circumstan-
ces a second spraying of the aircraft is deemed necessary by the Health Authority to be carried
out on the ground, passengers and crew are permitted to disembark beforehand.
Application must be made and prior approval obtained from the Thai Department of Civil Aviation
for all aircraft of ICAO-contracting States desiring to carry out a non-scheduled flight into, in transit
non-stop across Thailand, or to make stops for non traffic purposes in Thailand. The application
must contain the following particulars:
a. Name, address and business connection with the aircraft of the informant;
b. Owner, type, nationality and registration mark of the aircraft;
c. Name of operator;
e. Routing, including airports before and after Thailand;
f. Names of airports of landing in Thailand; and
g. Date and time of arrival and departure at each airport.
Aircraft of non-contracting States of the Convention on International Civil Aviation, desiring to fly
in transit non-stop across the Kingdom of Thailand or to land for non-traffic purposes, must apply
and obtain prior approval through diplomatic channels. The application must contain the particu-
lars specified above.
THAILAND
Commercial Flights
Aircraft of contracting States of the Convention on International Civil Aviation intending to perform
a non-scheduled flight into and/or out of the Kingdom of Thailand for the purpose of taking on
and/or discharging passengers, cargo and mail, must apply in writing to the Department of Civil
Aviation. The application must be submitted not less than 7 days in advance of the intended date
of operation and contain the following particulars:
a. Name of operator.
b. Type, nationality and registration mark of the aircraft.
c. Purpose of flight and landing in the Kingdom of Thailand.
d. Routing.
e. Names of airport to land in the Kingdom of Thailand.
f. Dates and times of its arrival and departure at each airport.
g. Number and list of passengers, categories of passengers (i.e. Inclusive Tour Group, Affinity
Group or Own Use Charter etc.) including points of embarkation or disembarkation of pas-
sengers.
h. Name of Charterer and agent including address to contact in the Kingdom of Thailand.
i. Description and Quantity of freight, consignor, consignee, including points of loading and
unloading of freight.
PRIVATE FLIGHTS
Aircraft of ICAO-contracting States intending to carry out a private flight into, in transit non-stop
across, or making stops for non-traffic purposes in the Kingdom of Thailand, or for taking on
and/or discharging passengers, must apply in writing or via telex or AFTN message to the Depart-
ment of Aviation. The application for small aircraft (maximum take-off weight not exceeding
5700kg) and helicopters must be submitted not less than 15 days in advance of the intended
operation, and must contain the following particulars:
a. Number and type of aircraft;
b. Identification/nationality and registration mark of the aircraft;
c. Flight rule and status;
d. Route schedule;
e. Date/times of entry/exit of Bangkok FIR boundaries;
f. Date/times of arrival/departure (in case of landing in the Kingdom of Thailand);
THAILAND
g. Airways to be used via Bangkok FIR;

h. Alternate airport;
i. Speed;
j. Level;
k. Endurance;
l. Passengers on board;
m. Crew;
n. Purpose of landing;
o. Purpose of flight; and
p. Owner and address.
Private aircraft with a maximum takeoff weight greater than 5700kg must comply with the proce-
dures outlined for Non-Scheduled Flights.
FEES
The following types of fees and charges may be assessed for aircraft operations in and over the
territory of Thailand:
a. Landing fees;
b. Parking fees;
c. Passenger service charges; and/or
d. Air navigation facility charges.
AIRPORTS OF ENTRY
Bangkok (Don Mueang Intl) (H24)
Bangkok (Suvarnabhumi Intl) (H24)
Chiang Mai (Intl) (2300 – 1700; beyond this period one hour PNR to ATC)
Chiang Rai (Intl) (0130 – 0930 or O/R Immigration: Available 2300 – 1500, after this period one
hour PNR to ATC)
Chumphon (O/R)
Khon Kaen (2300 – 1500, Other times O/R)
THAILAND
Krabi (0130 – 0930, On demand)

Mae Hong Son (O/R)
Nakhon Phanom (O/R)
Nan (O/R)
Narathiwat (O/R)
Pattani (O/R)
Phitsanulok (O/R)
Phuket (Intl) (H24)
Ranong (O/R)
Rayong (UTaphao Intl) (H24)
Songkhla (Hat Yai Intl) (2300 – 1700, Immigration H24)
Sukhothai (O/R)
Surat Thani (Samui) (2300 – 1500)
Surat Thani (O/R)
Trang (O/R)
Ubon Ratchathani (O/R)
Udon Thani (O/R)
VIETNAM
PASSPORT AND VISA

Passengers entering into or departing from the territory of Vietnam by air, have to fulfill the entry
or exit formalities determined by the Government of the Socialist Republic of Vietnam.
Passengers, pilot-in-command and crew members arriving at or departing from the airports of
Vietnam, must:
a. Have valid documents (passport or other identity documents in lieu of passport, entry or exit
visa, certificates of vaccination) and present their valid documents to the Airport Immigration
and Airport Health Quarantine;
b. Transit passengers staying only at the airport are exempted from transit formalities. In case
of leaving airport for the town for visiting, transit passengers and crew members must be
picked up and taken in a tour conducted by international tour agencies in Vietnam and have
to fulfill the entry or exit formalities determined by the Government of the Socialist Republic
of Vietnam.
c. Passengers and crew members have to comply with all regulations concerning order, secur-
ity, customs and other regulations of the Departments of the Socialist Republic of Vietnam.

GENERAL
International flights into, from or over the territory of the Socialist Republic of Vietnam shall
comply with the current Vietnam regulations on civil aviation. These regulations correspond in all
essentials to the Standards and Recommended Practices contained in Annex 9 to the Convention
on International Civil Aviation.
All flight operation within the territory of the Socialist Republic of Vietnam shall be conducted only
in accordance with the permission of the competent authorities of Vietnam. In case of entering
Vietnamese airspace without permission from the appropriate authorities of Vietnam, the aircraft
is considered to violate the laws of Vietnam, and will be settled under the provisions of the laws of
Vietnam.
Civil aircraft operating within the territory of the Socialist Republic of Vietnam shall carry the docu-
ments indicated below, aircraft shall be registered and painted with nationality and registration
marks in accordance with the laws of the State in which the aircraft is registered. No aircraft with-
out nationality and registration marks shall fly within the territory of Vietnam.
Aircraft flying into or departing from Vietnam territory shall make their first landing at, or final
departure from an international airport of Vietnam.
Civil Aviation Authority of Vietnam (CAAV)
Address: Air Navigation Department
119 Nguyen Son St – Long Bien District
Hanoi
VIETNAM
Vietnam
Tel: (84-24) 38 723 600/38 274 191
Fax: (84-24) 38 274 194
E-Mail: and@caa.gov.vn
Internet: http://caa.gov.vn
Customs
General Department of Vietnam Customs
Address: 162 Nguyen Van Cu Street – Long Bien District
Ha Noi
Vietnam
Tel: (84-24) 38 727 033
Fax: (84-24) 38 725 949
E-Mail: webmaster@customs.gov.vn
Internet: http://www.customs.gov.vn
Operation of Flight
Civil aircraft which operates in or over the territory of Vietnam shall:
a. Comply with the Rules of the Air and defined procedures;
b. Comply with the provisions prescribed in the flight permission or revised flight permission
issued;
c. Fly on the specified airways, entry/exit points and flight levels;
d. Maintain communication continuously with ATS units of Vietnam;
e. Comply with the control and instructions of ATS units of Vietnam;
f. Only make landing to and departure from airports specified in the permission.
Changes to the Details of Permitted Flights
In case of intending to change the approved main details, the applicant shall submit a new appli-
cant for permission to the respective authorities addressed as indicated in items 2 and 3 via AFS,
E-mail or FAX except items below.
In case of intending to change the approved times of flight operation within the validity of flight
permission, the applicant or designated representatives of operator shall make revised flight plan
and notify the respective authority via AFS, E-mail or FAX. The flight can only be operated when
obtained the acceptable confirmation from the respective authority.
On holidays/days off, outside working-hours or in case of an emergency, the applicant shall send
a request to Vietnam Air Traffic Management Corporation (Air Traffic Flow Management Center)
to change:
a. Airways, entry/exit points within Vietnamese airspace;
VIETNAM
b. Change of gauge for non-commercial purpose and for commercial purpose in respect of
domestic flights;
c. Change of airports of departure/landing outside the territory of Vietnam in respect of flights
overflying Vietnamese airspace.
The flight can only be operated when acceptable confirmation is obtained from Vietnam Air Traffic
Management Corporation (Air Traffic Flow Management Center).
Authority responsible for issuing flight permission may revoke a granted permission for the follow-
ing reasons:
a. National security and defense;
b. Flight safety;
c. Public order and interests;
d. Benefits of State;
e. To comply with international conventions to which Vietnam is a Contracting Party;
f. In case of provision of incorrect information by applicant or other defrauding acts are found.
In case of cancellation of a flight to which flight permission has been granted, the applicant shall
notify the flight permission issuing authority prior to scheduled performance of that flight.
SCHEDULED FLIGHTS
General
International scheduled flights to be operated by foreign airlines into, from or over Vietnam terri-
tory shall be subject to the permission of the Government of the Socialist Republic of Vietnam on
the basis of the Air Services Agreements and Arrangements signed with foreign States by the
Socialist Republic of Vietnam and the provisions of the laws of Vietnam.
Flight permission application shall be submitted to Civil Aviation Authority of Vietnam,
addressed as follows:
Civil Aviation Authority of Vietnam (CAAV)
Address: Air Transport Department
119 Nguyen Son St. – Long Bien District
Hanoi
Vietnam
Tel: (84-24) 38 272 281
Fax: (84-24) 38 272 290
E-Mail: atd@caa.gov.vn
Internet: http://caa.gov.vn
AFS: VVVVYVYX
Public Hours: From Monday to Friday
VIETNAM
Morning: 0800 – 1130 (local time)

Afternoon: 1300 – 1700 (local time)
Flight permission applicant shall be responsible for the legality of the under mentioned docu-
ments:
a. Air Operator Certificate (AOC), Approved Maintenance Organization (AMO);
b. Certificate of Registration, Certificate of Airworthiness, Noise Certificate (if applicable), Air-
craft Radio License;
c. appropriate license and certificate of each member of the crew and persons relating to oper-
ation, maintenance and repair of the aircraft.
Documents required for clearance of aircraft on entry and departure to and from Vietnam must be
submitted by the authorized agent or pilot-in-command. All documents listed below must follow
ICAO standard format as set forth in the relevant Appendixes to Annex 9 and are only acceptable
when published in English.
Documents Required for Entry and Departure of Aircraft

Airport Authority 1 1 1
Customs 2 2 2
Immigration 1 1 1
TOTAL 4 4 4
NOTE:
a. One copy of the General Declaration is endorsed and returned by Customs signifying clear-
ance.
craft documents except copies of the General Declaration need to be submitted to the above
Authorities.
Application for Flight Permission shall include:
a. Carrier/Operator: name, IATA 2 letter code, ICAO 3 letter code, postal and telegram
addresses (AFTN/SITA);
b. Itinerary: effective time, flight number, days of services, airport and estimated time of depar-
ture/arrival (on 24 hours basis and according to Universal Time Coordinated – UTC);
c. Aircraft: type, nationality, registration marks, configuration, maximum take-off weight and
maximum payload;
VIETNAM
d. ATS/RNAV routes: name, entry/exit points of flight into the Flight Information Regions of
Vietnam, estimated time to fly over (on 24 hours basis and according to Universal Time
Coordinated – UTC);
e. Billing address: name, postal and telegram address;
f. Applicant: name, contact address.
Foreign VIP Flights
An application for flight permission to operate VIP flight(s) carrying guests of the Party and States,
and escorting flights or other flights associated with the VIP flight shall be submitted to the Minis-
try of Foreign Affairs, addressed as follows:
Address: Consular Department
6 Chu Van An Street, Ba Dinh District
Hanoi
Vietnam
Tel: (84-24) 38 234 510; (84-24) 37 993 108
Fax: (84-24) 38 236 928; (84-24) 37 993 505
Foreign Military and Military-Chartered Flights
Application for flight permission to foreign military flight aircraft operating within the airspace of
Vietnam and to foreign unmanned aircraft shall be submitted to Ministry of National Defence,
addressed as follows:
Ministry of National Defence
Address: Operation Department under The General Staff
1 Hoang Dieu Street, Ba Dinh District
Hanoi
Vietnam
Tel: Working hours: (84-24) 069 551 324; (84-24) 069 553 200
Non-working hours: (84-24) 38 455 812
Fax: (84-24) 069 551 325; (84-24) 37 337 994
Other Non-Scheduled Flights
On holidays/days off, outside working-hours or in emergency case flight permission applications
shall be submitted to:
Vietnam Air Traffic Management Corporation (VATM)
Address: Air Traffic Flow Management Center
Nguyen Son Street, Bo De Ward – Long Bien District
VIETNAM
Building B, No 5, Alley 200

Hanoi
Vietnam
Tel: (84-24) 38 725 302
Fax: (84-24) 38 733 310
E-Mail: hiepdongbay@vatm.vn
AFS: VVVVZGZX
Public Hours: 24/24 daily
to operate:
a. Flights carrying mechanics, engines, equipment and facilities used for aircraft repair or pas-
sengers, baggage, cargo, parcels and mail unloaded from aircraft that have been broken
down;
b. Search and rescue, salvage, ambulance and medical flights;
c. Domestic ferry flights or testing flights;
d. Flights by State aircraft of Vietnam.
Documentary Requirements for Clearance of Aircraft and Flight Permission Applications
SPECIAL NOTICES
PROVISION OF ADVANCE PASSENGER INFORMATION (API)
API includes detailed information of flight, passengers and flight crew on board. API is provided
by airlines or private flight operators to the Airport Authority at the International Airports of Viet-
nam via Internet.
Requirements of API Provision
All individuals, organizations carrying out international air transportation (generally referred to as
the Airlines) or private flight operators whose aircraft departing from an airport outside of Vietnam
for arriving to an International Airport of Vietnam.
NOTE: The following flights are exempted from providing API:
– Foreign VIP flights carrying guest of Party and State who come to visit and work in Vietnam;
– Vietnam's VIP flights;
– Escorting foreign or Vietnam's flights or other flights associated with the above mentioned VIP
flights;
– Military flights, specialized flights of the Airforce, Police and Customs of Vietnam;
– Flights used for Vietnam State's service purposes;
– Flights performing rescue and salvage missions.
VIETNAM
API Elements
API is provided in standard format: UN/EDIFACT or US/EDIFACT, type B (IATA standard format
for Passenger List - PAXLST). The required data consists of:
Data relating to the flight:
Enroute, call sign, airlines designator, ICAO code of arrival airport, amount of passenger and flight
crew on board, time of entry and exit.
Data relating to all passengers and flight crew on board:
Full name, gender, date of birth, nationality, type/number/place of issue/expiration date of immi-
gration and entry certificate.
PROVISION OF ADVANCE PASSENGER INFORMATION (API) AND OTHER

DOCUMENTS AS STIPULATED BY THE LAW
Implemented on Decree 85/2019/ND-CP dated 14 JAN 2019 of the Government of Vietnam with
effectivity from 01 JAN 2020, all individuals, organizations carrying out international air transporta-
tion (generally referred to as the Airlines), or private flight operators whose aircraft departs from
an airport outside of Vietnam for arrival at an International Airport of Vietnam shall terminate pro-
vision of API to the Airport Authorities from 01 JAN 2021. The provision of API and other docu-
ments as stipulated by law are implemented via Vietnam National Single Window.
SUPPORT DEPARTMENTS OF VIETNAM NATIONAL SINGLE WINDOW

The User Support Department (Help Desk) — Information Technology and Customs Trade Statis-
tics Department — General Department of Vietnam Customs:
Tel: (84-24) 37 824 754; (84-24) 37 824 755;

(84-24) 37 824 756; (84-24) 37 824 757;
(84-24) 32 242 182; (84-24) 32 242 183;
(84-24) 32 242 184
E-Mail: bophanhotrotchq@customs.gov.vn
Technical Supporter: Mr. Pham Thanh Trung, Deputy Director — Centre of Customs Operations
and System Management — Information Technology and Customs Trade Statistics Department:
Tel: (84) 915 505 055

E-Mail: trungpt@customs.gov.vn
FEES
The types of charges set out hereunder are common to all CAAV administered airports. Charges
for services and facilities not mentioned (e.g. for the carriage of baggage between aircraft and ter-
minal buildings) may vary from airport to airport and information concerning such charges may be
VIETNAM
obtained at the airport. Unless an alternative arrangement has been made, all charges for use of
the airport are payable by the pilot of the aircraft when departing from the airport.
a. Landing charges
b. Parking charges
c. Passenger service charges.
d. Security charges
e. Air Navigation service charges
AIRPORTS OF ENTRY
Khanh Hoa (Cam Ranh Intl)
Can Tho Intl 2300 – 1400
Da Nang Intl
Hanoi (Noi Bai Intl)
Hue (Phu Bai Intl)
Hochiminh (Tansonnhat Intl)
Emergency
Emergency
Emergency Procedures - Australia

EMERGENCY PROCEDURES - AUSTRALIA 1713
AUSTRALIA
and Abbreviations sections in Air Traffic Control, Meteorology and Terminal.
1 DEFINITIONS
ALERTED SEE-AND-AVOID — A procedure where flight crew, having been alerted to the exis-
tence 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 Center.
ALERTING SERVICE — A service provided to notify appropriate organizations regarding aircraft
in need of search and rescue aid, and to assist such organizations as required.
BRIEFING — The act of giving in advance, specific pre-flight instructions or information to an air-
crew.
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.
FULL EMERGENCY (In the context of Aerodrome Emergency Plans) — A situation in which
the response of all agencies involved in the Aerodrome Emergency Plan will be activated. A Full
Emergency will be declared when an aircraft approaching the airport is known or suspected to be
in such trouble that there is danger of an accident.
LAND RESCUE UNIT — A land party equipped to undertake a search for an aircraft within the
region of its responsibility.
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 war-
ranted. 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 nor-
mally involve any serious difficulty in effecting a safe landing.
RESCUE COORDINATION CENTER — A unit established for promoting efficient organization of
search and rescue service and for coordinating the conduct of search and rescue operations
within a search and rescue region.
SARTIME — The time nominated by a pilot for the initiation of SAR action if a report has not been
received by the nominated unit.
AUSTRALIA
SEARCH AND RESCUE — The act of finding and returning to safety, aircraft and persons
involved in an emergency phase.
SEARCH AND RESCUE REGION (SRR) — The specified area within which search and rescue
is coordinated by a particular Rescue Coordination Center.
UNALERTED SEE-AND-AVOID — A procedure where flight crew, who have no specific knowl-
edge of other aircraft in their vicinity, rely solely on their ability to physically sight and avoid collid-
ing with aircraft that may be in their vicinity.
2 ABBREVIATIONS
ACCID Initial Notification of an Aircraft Accident
AEP Aerodrome Emergency Plan
ALERFA Alert Phase
ALR Alerting Message
DETRESFA Distress Phase
DF Direction Finder or Finding
ELR Extra Long Range
ELT Emergency Locator Transmitter
EPIRB Emergency Position Indicating Radio Beacon (marine terminology)
FFR Flood, Fire Relief
FIA Flight Information Area
INCERFA Uncertainty Phase
LRG Long Range
MRG Medium Range
RFF Rescue and Fire Fighting Services
RSC Rescue Sub-Center
SARTIME Time Search Action Required
SRG Short Range
SRR Search and Rescue Region
UDF UHF Direction Finding Station
VLR Very Long Range
AUSTRALIA
1 GENERAL
1.1 All possible assistance will be given to aircraft in distress.
1.2 RECOMMENDED PROCEDURES FOR ANY EMERGENCY PHASE

1.2.1 Emergency SSR Codes — EMERGENCY 7700 — RADIO FAILURE 7600
PHRASEOLOGY
CIRCUMSTANCES
1. Distress message a. MAYDAY [MAYDAY, MAYDAY]
(iii) (nature of distress condition, e.g.
FUEL or EMERGENCY DESCENT)
(iv) (intentions)
2. Acknowledgement of distress message
ATC acknowledgement of MAYDAY call a. ROGER MAYDAY
ATC acknowledgement of MAYDAY on fre- b. MAYDAY [(type of emergency)] AC-
quency transfer KNOWLEDGED
Imposition of radio silence c. STOP TRANSMITTING. MAYDAY
ATC broadcast for emergency descent traf- d. EMERGENCY DESCENT AT (significant
fic point or location) ALL AIRCRAFT BELOW
(level) WITHIN (distance) OF (significant
point or navigation aid) [LEAVE IMMEDI-
ATELY] [(specific instructions as to direc-
tion, heading or track, etc.)]
Cancellation of distress condition e. CANCEL DISTRESS (information)
Termination of distress and radio silence f. DISTRESS TRAFFIC ENDED
AUSTRALIA
PHRASEOLOGY
CIRCUMSTANCES
3. Urgency message a. PAN PAN [PAN PAN, PAN PAN] followed
as necessary by:
(iii) (nature of the condition e.g. MEDICAL
PRIORITY REQUIRED or WEATHER
DEVIATION REQUIRED)
(iv) (intentions)
(v) (position, level, heading)
(vi) (any other useful information)
ATC acknowledgement of PAN call b. ROGER PAN
ATC acknowledgement of PAN on frequen- c. PAN [(type of emergency)] ACKNOWL-
cy transfer EDGED
1.2.2 If no answer to distress/urgency call/message, use the following appropriate frequencies,

broadcasting before changing to the next selected frequency:
a. Any other aeronautical enroute frequency;
b. 121.5 MHz or 243.0 MHz (R/T): International and Military emergency;
c. 5696 kHz USB Defense Communications Station Canberra (DCSC) High Frequency Com-
munications System (HFCS) distress frequency;
d. 4125, 6215 and 8291 kHz (R/T, USB): Australian coastal/ship;
e. 3023 kHz and 5680 kHz: World wide A/G frequencies;
f. 2182 kHz (R/T): International small ships. DF available.
1.3 NOTIFICATION OF EMERGENCY USING DATALINK

1.3.1 Depending on the nature of the emergency condition experienced, flight crew should notify
ATS of the circumstances by the most efficient means (voice or data link).
1.3.2 If a CPDLC MAYDAY or PAN message is received by the ground system, the controller
will respond with the free text uplink message ROGER MAYDAY (PAN). The controller will not
expect a ROGER response to the uplink until being notified that the emergency situation has
been cancelled or stabilized to the extent that messages are able to continue being exchanged (if
the data link is considered to be the best communications medium for the situation).
1.3.3 If the emergency situation no longer exists, the pilot should cancel the ADS emergency
mode (if activated).
AUSTRALIA
1.4 IMPOSITION OF SILENCE

1.4.1 Only the aircraft in distress or the unit in control of distress communications are permitted
to impose silence on any station which interferes with distress communications. The call should
be addressed to ALL STATIONS or one station only, depending on the circumstances. The call
used should be as follows:
“STOP TRANSMITTING; MAYDAY”
2 UNLAWFUL INTERFERENCE
2.1 An aircraft which is being subjected to unlawful interference must endeavor 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.
2.1.1 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.
3 COMMUNICATIONS FAILURE
NOTE: In the event of communications failure, maintain terrain clearance throughout all proce-
dures.
3.1 INDICATIONS BY AN AIRCRAFT

3.1.1 In Flight
a. during the hours of daylight — by rocking the aircraft's wings; and
NOTE: This signal should not be expected on the base and final legs of the approach.
b. during the hours of darkness — by flashing on and off twice the aircraft's landing lights or, if
not so equipped, by switching on and off twice its navigation lights.
3.1.2 On the Ground
a. during the hours of daylight — by waggling the aircraft's ailerons or rudder; and
b. during the hours of darkness — by flashing on and off twice the aircraft's landing lights or, if
not so equipped, by switching on and off twice its navigation lights.
3.2 IF VFR IN CLASS G AIRSPACE

3.2.1 Remain in VMC.
3.2.2 Broadcast Intentions (assume transmitter is operating and prefix calls with “TRANSMIT-
TING BLIND”).
3.2.3 Remain VFR in Class G airspace and land at the nearest suitable airport.
3.2.4 Report arrival to ATS if on SARTIME or reporting schedules (SAR telephone number:
1800 815 257).
AUSTRALIA
3.3 IF IN CONTROLLED/RESTRICTED AIRSPACE OR IF IFR IN ANY

AIRSPACE
3.3.1 Squawk 7600.
3.3.2 Listen out on ATIS and/or voice modulated NAVAIDs.
3.3.3 Transmit intentions and make normal position reports (assume transmitter is operating and
prefix calls with “TRANSMITTING BLIND”).
AND
If in VMC and are certain of maintaining VMC.
3.3.4 Stay in VMC and land at the most suitable airport (note special procedures if proceeding to
a Class D).
OR
If in IMC or are uncertain of maintaining VMC.
3.3.5 If no clearance limit received and acknowledged, proceed in accordance with the latest
ATC route clearance acknowledged and climb to planned level.
3.3.6 If a clearance limit involving an altitude or route restriction has been received and acknowl-
edged:
a. maintain last assigned level, or minimum safe altitude if higher, for three (3) minutes, and/or
b. hold at nominated location for three (3) minutes, then
c. proceed in accordance with the latest ATC route clearance acknowledged, and climb to plan-
ned level.
3.3.7 If receiving an ATS surveillance service:
a. climb to MSA/LSALT, and,
b. if being vectored, maintain last assigned vector for two (2) minutes, then
c. proceed in accordance with the latest ATC route clearance acknowledged.
3.3.8 If holding:
a. fly one more complete holding pattern, then
b. proceed in accordance with the latest ATC route clearance acknowledged.
NOTE:
a. Initial and subsequent actions by the pilot at the time of loss of communications will depend
largely on the pilot’s knowledge of the destination instrument approaches, the air traffic/air
space situation and meteorological conditions enroute and at the destination. Publishing pro-
cedures that cover all radio failure circumstances is not possible. The above procedures
ensure that ATS and other traffic should be aware of the pilot’s most likely actions. Pilots
should follow these procedures unless strong reasons dictate otherwise.
AUSTRALIA
b. In determining the final level to which a pilot will climb after radio failure, ATC will use the
level provided on the flight notification, or the last level requested by the pilot and acknowl-
edged by ATC.
3.4 DESTINATION PROCEDURES

3.4.1 Track to the destination in accordance with flight plan (amended by the latest ATC clear-
ance acknowledged, if applicable).
3.4.2 Commence descent in accordance with standard operating procedures or flight plan.
3.4.3 Descend to the initial approach altitude for the most suitable instrument approach in
accordance with the published procedures.
3.4.4 Carry out the approach to the prescribed circling minima.
NOTE:
a. The most suitable approach is normally the approach that facilitates the most accurate track
keeping, however, if the pilot is in receipt of ATIS or directed information (e.g. voice modula-
ted navigation aid) that a specific approach is required, that approach should be used.
b. If an approach time has been given by ATC and acknowledged, adhere to this time.
c. When within 25 NM of the destination, the pilot may track direct to the IAF for the most suita-
ble approach.
d. At Sydney during Independent Visual Approaches
– In the event of a radio failure (or blocked FREQ) on the DIRECTOR FREQ, pilots must
comply with the following actions:
a. ON PILOT NAVIGATION (IF VISUAL)
SQUAWK 7600 immediately.
Track to intercept final at a MAX 30DEG prior to the IAF of the nominated RWY.
DO NOT PASS THROUGH FINAL FOR THE NOMINATED RWY.
b. ON A RADAR ASSIGNED HEADING
SQUAWK 7600.
Maintain assigned vector for no longer than 2 minutes. Track as required to join final
for the nominated RWY at a MAX 30DEG intercept to commence final.
DO NOT PASS THROUGH FINAL OF THE NOMINATED RWY.
– Pilots should attempt to contact the alternate DIRECTOR FREQ (126.1/125.3). Attempts
should also be made on the TWR FREQ.
3.5 ACTIONS AT MINIMA

3.5.1 If visual at the minima at an uncontrolled airport, continue to land provided that a safe
landing can be accomplished. If visual at the minima at a controlled airport continue to land provi-
AUSTRALIA
ded that a clearance to land is received via a voice modulated NAVAID and/or light signal from
the Tower.
3.5.2 If not visual at the minima, depart for a suitable alternate airport.
3.5.3 If insufficient fuel is carried to divert to a suitable alternate, the pilot may hold or carry out
additional approaches until visual.
3.5.4 Certain Class D airports have specific communications failure procedures which are
shown at each entry of the Jeppesen AUSTRALIA APT DIR (graphic version) and in the Australia
ERSA FAC section (not published herein).
3.6 ATS SURVEILLANCE SYSTEM PROCEDURES

3.6.1 Radio Failure Procedures
3.6.1.1 When an aircraft is being vectored the interval between radio transmissions is short.
Pilots should make a radio check if no transmission is heard after a reasonable interval.
3.6.1.2 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.
3.6.1.3 If unable to make contact on the alternative frequency, the pilot must comply with stand-
ard radio failure procedures.
3.6.1.4 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.
3.6.2 ATS Surveillance System – Failure Procedure
In the event of ATS surveillance system failure, or loss of identification, appropriate instructions
will be issued.
3.6.3 SSR Emergency Codes
3.6.3.1 The pilot of an aircraft encountering an emergency in flight, other than loss of two way
communications, should select code 7700 unless they have specific reason to believe that main-
taining the assigned code would be the better course of action.
3.6.3.2 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 SQUAWK-
ING 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;
AUSTRALIA
f. coordinate transfer of control, as appropriate, without requiring responses from the aircraft,
unless communication remains normal; and
g. relay messages as required between the aircraft and appropriate authorities.
3.6.3.3 The pilot of an aircraft losing two-way communication must set the transponder to CODE
7600.
3.6.3.4 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.
3.6.3.5 If the identification signal is not received, the aircraft must continue with the transponder
on CODE 7600 and follow radio failure procedures.
3.6.3.6 When an RPAS experiences a lost link between the RP and the RPA, the SSR code to
be selected or automatically enabled is 7400.
3.6.4 Speechless Radar Approach Procedures
3.6.4.1 A pilot may request a speechless Radar approach when microphone(s) is/are unservice-
able (carrier wave only available) by transmitting four (4) separate and distinct unmodulated trans-
missions of one (1) second duration.
3.6.4.2 Pilot responses to subsequent control questions:
a. affirmative or acknowledgement — one (1) distinct transmission;
b. negative — two (2) separate and distinct transmissions;
c. say again — three (3) separate and distinct transmissions.
3.6.4.3 Pilot indicates a further and pertinent unserviceability or an emergency by five (5) sepa-
rate and distinct transmissions.
3.6.4.4 Pilot indicates abandoning the aircraft by a single continuous transmission as long as
practicable. Where possible the transmitter key is to be locked on.
3.6.4.5 When the controller requires the pilot to indicate when an instruction has been comple-
ted — the pilot will, when condition or instruction is completed, make a two (2) second transmis-
sion.
3.6.5 ADS-B Emergency Codes
3.6.5.1 Due to the ADS-B emergency processing limitations, if a generic ADS-B emergency indi-
cation 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-
graph 3.6.3.2.a.
4 COMMUNICATIONS AND NAVAID FAILURE

NOTE: In the event of complete failure of communications and navigation aids, maintain terrain
clearance and proceed as follows:
a. If VFR in Class G Airspace:
AUSTRALIA
1. Remain VMC.
2. Broadcast intentions (assume transmitter is operating and prefix calls with “TRANSMIT-
TING BLIND”).
3. Remain VFR in Class G airspace and land at the nearest suitable airport.
4. Report arrival to ATS if on SARTIME or reporting schedules.
b. If in Controlled/Restricted Airspace or if IFR in any Airspace:
1. Squawk 7600.
2. Listen out on ATIS and/or voice modulated NAVAIDs.
3. Transmit intentions and normal position reports (assume transmitter is operating and
prefix calls with “TRANSMITTING BLIND”). If practicable, leave/avoid controlled/restric-
ted airspace and areas of dense traffic.
4. As soon as possible, establish visual navigation.
5. Land at the most suitable airport (note special procedures if proceeding to a Class D).
6. Report arrival to ATS.
5 EMERGENCY CHANGE OF LEVEL IN CONTROLLED

AIRSPACE
5.1 When an aircraft in controlled airspace is required to make a rapid change of flight level or
altitude because of technical trouble, severe weather conditions, or other reasons, the change will
be made as follows using urgency message format, stating level changes involved and diversions
if applicable:
a. Squawk SSR CODE 7700;
b. Transmit:
1. PAN PAN, PAN PAN, PAN PAN, then
(a) agency being called;
(b) aircraft identification;
(c) nature of urgency problem;
(d) intention of person in command;
(e) present position, flight level or altitude and heading; and
(f) any other useful information.
6 FORCED LANDING/DITCHING
6.1 PRE-IMPACT ACTIONS
6.1.1 Activate crew impact instructions. If no prescribed drill, check:
a. preparation of aircraft for impact;
AUSTRALIA
b. positioning of personnel;
c. activate ELT;
d. crew procedures for directing evacuation of aircraft in orderly manner; and
e. ready availability to crew members of charts showing emergency and distress communica-
tion facilities; i.e., location, call sign, frequency of:
1. aeronautical stations;
2. DF stations;
3. coast radio stations guarding international distress frequencies.
6.1.2 Instruct passengers that they will be required to:
a. recognize the absolute authority of the pilot-in-command;
b. apply safety apparatus as instructed;
c. prepare for impact shock as instructed;
d. don protective clothing;
e. make an orderly exit from the aircraft; and
f. remain near the aircraft after the evacuation (at sea, secure life rafts and set sea anchor).
6.1.3 Immediately prior to impact, set radio apparatus for continuous operation unless the addi-
tional risk of fire is too great.
6.2 POST-IMPACT ACTIONS

6.2.1 Activate post-impact instructions. If no prescribed drill, check the following:
a. account for all personnel;
b. account for all distress facilities;
c. tend to the injured;
d. try to attract attention (radio, flares, smoke, mirrors, etc.);
e. display appropriate visual rescue signals;
f. keep personnel together;
g. utilize passenger resources; i.e., skill, knowledge, effort, etc.;
h. delegate duties as equitably as possible;
i. conserve resources; i.e., water, food, manpower, facilities;
j. maintain passenger morale; and
k. ensure ELT is activated.
l. Collect all food/water and useful equipment from the aircraft.
AUSTRALIA
INTERCEPTION
1 INTERCEPTION PROCEDURES
The following procedures and visual signals apply over the territory and territorial waters of Aus-
tralia 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 Tables 1.2 and 1.3;
b. notify, if possible, the appropriate ATS unit;
c. attempt to establish radio communication with the intercepting aircraft, or with the appropri-
ate intercept control unit, by making a general call on the emergency VHF frequency 121.5
MHz and repeating this call on the emergency VHF frequency 243 MHz, 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.
e. if equipped with ADS-B or ADS-C, select the appropriate emergency functionality, if availa-
ble, unless otherwise instructed by the appropriate air traffic services unit.
1.2 SIGNALS INITIATED BY INTERCEPTING AIRCRAFT AND RESPONSES

BY INTERCEPTED AIRCRAFT
Ser- INTERCEPTING Meaning INTERCEPTED Meaning

ies Aircraft Signals Aircraft Response
1 DAY or NIGHT – Rocking You have been DAY or NIGHT – Rocking Under-
aircraft and flashing naviga- intercepted. aircraft, flashing navigational stood, will
tional lights at irregular inter- Follow me. lights at irregular intervals comply.
vals (and landing lights in and following.
the case of a helicopter)
from a position slightly
above and ahead of, and
normally to the left of, the in-
tercepted aircraft (or to the
right if the intercepted air-
craft is a helicopter) and, af-
ter acknowledgement, a
slow level turn, normally to
the left (or to the right in the
case of a helicopter) on the
desired heading.
AUSTRALIA
INTERCEPTION
Ser- INTERCEPTING Meaning INTERCEPTED Meaning

ies Aircraft Signals Aircraft Response
NOTE:
1. Meteorological condi-
tions or terrain may re-
quire the intercepting
aircraft to reverse the
position and direction
of turn given above in
Series 1.
2. If the intercepted air-
craft is not able to keep
pace with the intercept-
ing aircraft, the latter is
expected to fly a series
of race-track patterns
and to rock the aircraft
each time it passes the
intercepted aircraft.
2 DAY or NIGHT – An abrupt You may pro- DAY or NIGHT – Rocking Under-
breakaway maneuver from ceed. the aircraft. stood, will
the intercepted aircraft con- comply.
sisting of a climbing turn of
90° or more without cross-
ing the line of flight of the in-
tercepted aircraft.
3 DAY or NIGHT – Lowering Land at this air- DAY or NIGHT – Lowering Under-
landing gear (if fitted), show- port. landing gear (if fitted), show- stood, will
ing steady landing lights and ing steady landing lights and comply.
overflying runway in use or, following the intercepting air-
if the intercepted aircraft is a craft and, if, after overflying
helicopter, overflying the the runway in use or helicop-
helicopter landing area. In ter landing area, landing is
the case of helicopters, the considered safe, proceeding
intercepting helicopter to land.
makes a landing approach,
coming to hover near to the
landing area.
AUSTRALIA
INTERCEPTION
1.3 SIGNALS INITIATED BY INTERCEPTED AIRCRAFT AND RESPONSES

BY INTERCEPTING AIRCRAFT
Series INTERCEPTED Meaning INTERCEPTING Meaning

Aircraft Signals Aircraft Response
4 DAY or NIGHT – Raising land- Airport you DAY or NIGHT – If it is de- Under-
ing gear (if fitted) and flashing have desig- sired that the intercepted air- stood, fol-
landing lights while passing nated is in- craft follow the intercepting low me.
over runway in use or helicop- adequate. aircraft to an alternate airport,
ter landing area at a height ex- the intercepting aircraft raises
ceeding 300m (1000 ft) but not its landing gear (if fitted) and
exceeding 600m (2000 ft) (in uses the Series 1 signals pre-
the case of a helicopter, at a scribed for intercepting air-
height exceeding 50m (170 ft) craft.
but not exceeding 100m (330
If it is decided to release the Under-
ft)) above the airport level, and
intercepted aircraft, the inter- stood, you
continuing to circle runway in
cepting aircraft uses the Ser- may pro-
use or helicopter landing area.
ies 2 signals prescribed for in- ceed.
If unable to flash landing lights,
tercepting aircraft.
flash any other lights available.
5 DAY or NIGHT – Regular Cannot DAY or NIGHT – Use Series Under-
switching on an off of all avail- comply. 2 signals prescribed for inter- stood.
able lights but in such a man- cepting aircraft.
ner as to be distinct from flash-
ing lights.
6 DAY or NIGHT – Irregular In distress. DAY or NIGHT – Use Series Under-
flashing of all available lights. 2 signals prescribed for inter- stood.
cepting aircraft.
1.4 RADIO COMMUNICATIONS DURING INTERCEPTION

1.4.1 If radio communication is established during interception but communication in a common
language is not possible, attempts must be made to convey instructions, acknowledgement of
instructions and essential information by using the following phrases and pronunciations, and
transmitting each phrase twice.
Phrases for use by INTERCEPTED aircraft

Phrase Pronunciation1 Meaning
CALL SIGN (call sign)2 KOL SA-IN (call sign) My call sign is (call sign).
WILCO VILL-KO Understood. Will comply.
CAN NOT KANN NOTT Unable to comply.
AUSTRALIA
INTERCEPTION
Phrases for use by INTERCEPTED aircraft

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 (place name) LAAND (place name) I request to land at (place
name).
DESCEND DEE-SEND I require descent.
1 Syllables to be emphasized are printed in bold letters.
2The call sign required to be given is that used in radiotelephony communications with air traffic
services 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”.
1.4.2 The phrases shown in the table below should be used by the intercepting aircraft and
transmitted twice in the circumstances described in the preceding paragraph.
1.4.3 If any instructions received by radio from any sources conflict with those given by the inter-
cepting aircraft by visual signals, the intercepted aircraft should request immediate clarification
while continuing to comply with the visual instructions given by the intercepting aircraft.
1.4.4 If instructions received by radio from any sources conflict with those given by the intercept-
ing aircraft by radio, the intercepted aircraft should request immediate clarification while continu-
ing to comply with the radio instructions given by the intercepting aircraft.
1.4.5 The visual signals for use in the event of interception are detailed in Tables 1.2 and 1.3.
Phrases for use by INTERCEPTING aircraft

CALL SIGN KOL SA-IN What is your call sign?
FOLLOW FOL-LO Follow me.
DESCEND DEE-SEND Descend for landing.
YOU LAND YOU LAAND Land at this airport.
PROCEED PRO-SEED You may proceed.
1 Syllables to be emphasized are printed in bold letters.
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RESCUE AND FIREFIGHTING SERVICES AND SNOW PLAN
1 RESCUE AND FIREFIGHTING SERVICES

1.1 GENERAL
1.1.1 Subpart 139.H (Aerodrome Rescue and Firefighting Services) of CASR 1998 and Part
139H Manual of Standards, which are available via the CASA website, prescribe the standards for
Rescue and Firefighting Service (RFFS) in Australia. RFFS categories are based on the rescue
and firefighting standards contained in ICAO Annex 14, Vol I, Aerodrome Design and Operations,
Chapter 9 (not published herein).
1.1.2 RFFS is provided at certain airports according to the type of aircraft normally using that
airport and the frequency of aircraft operations. Details of the RFFS available at Australian air-
ports, including hours of operation, can be found in AUSTRALIA — AIRPORT DIRECTORY.
1.2 LEVELS OF EMERGENCY RESPONSE AT AIRPORTS

1.2.1 This section summarizes the levels of emergency response that are normally provided
under an Aerodrome Emergency Plan (AEP).
1.2.2 Local Standby
1.2.2.1 A Local Standby involves the activation of the airport-based responding agencies. Out-
side services do not normally respond for a Local Standby. At an airport without RFFS facilities,
the response (if any) to a declaration of a Local Standby will be set out in the AEP.
1.2.2.2 A Local Standby will be the normal response when an aircraft approaching an airport is
known or is suspected to have developed some defect or operational issue, but the trouble is not
such as would normally involve any serious difficulty making a safe landing.
1.2.2.3 Unless the pilot requests otherwise, at least a Local Standby will be initiated in response
to a PAN call.
1.2.3 Full Emergency
1.2.3.1 A Full Emergency involves the activation of both airport and off-airport responding agen-
cies.
1.2.3.2 A Full Emergency will be the normal response when an aircraft approaching the airport
is known or suspected to be in such trouble that there is danger of an accident.
1.2.3.3 Unless the pilot requests otherwise, a Full Emergency will be initiated in response to a
MAYDAY call.
1.2.3.4 A crash on the airport will initiate a Full Emergency response.
1.2.4 Airports Where No RFFS is Provided/In Operation
For an airport where there is no on-airport fire service or when the airport fire service has been
stood down, ATS will ask the pilot to advise services required on arrival. ATS will then activate the
AEP at the appropriate level.
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1.3 RFFS EMERGENCY FREQUENCY

1.3.1 RFFS emergency frequency 131.0 MHz is available for direct communication between the
Fire Commander and affected flight crew during an airport emergency at selected airports. ATC
must be advised of an intention to operate on the frequency.
1.3.2 All communication with ATC during an airport emergency must be conducted on the
normal ATC frequencies.
2 SNOW PLAN
Only a small number of airports and heliports within Australia are normally subject to snow condi-
tions. Consequently there is no national snow plan, or any specific regulation for the clearance of
snow and ice from runways and maneuvering areas.
2.2 For airports and heliports likely to be affected, pilots and operators are advised to contact
the airport operator directly for information about the relevant airport snow plan.
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1 PURPOSE
1.1 The purpose of the Search and Rescue (SAR) organization is to provide assistance to air-
craft in distress and to search for, provide aid to, and organize 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 emer-
gency 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 ORGANIZATION
3.1 The Australian Maritime Safety Authority (AMSA) have established a Joint Rescue Coordi-
nation Centre in Canberra (JRCC AUSTRALIA) which is responsible for the coordination of avia-
tion and maritime SAR efforts within the Australian SRR. Refer to the chart at paragraph 6 SAR
BOUNDARIES.
4 RESCUE COORDINATION CENTERS

4.1 Search and Rescue Region location and address:
AUSTRALIA SRR
JRCC Australia
Address: 82 Northbourne Avenue
Braddon
ACT
2601
– or –
JRCC Australia
Canberra City
ACT
2601
Tel: +61 2 6230 6899 (overseas)
+61 419 309 721 (text message)
Fax: 1 800 622 153
E-Mail: rccaus@amsa.gov.au
Internet: www.amsa.gov.au/safety-navigation/search-and-rescue
AFTN: YSARYCYX
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5 PROCEDURES
5.1 PILOT NOTIFICATION
5.1.1 The efficacy of the SAR action by the Airservices or JRCC Australia is directly related to
the amount and accuracy of details notified in the flight plan or flight note, and to any position
details reported in flight. When notifying of in-flight difficulties, early advice of and the degree of
apprehension felt by the pilot will enhance the assistance which can be provided by the ground
organization.
5.1.2 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 FLIGHT NOTES

5.2.1 Persons maintaining a SARWATCH by means of a Flight Note must contact JRCC Aus-
tralia in the event that the flight becomes overdue.
5.3 ADVICE TO AIRCRAFT OPERATORS

If an emergency phase is declared, where practicable, the aircraft operator will be advised as fol-
lows:
a. Uncertainty or Alert phase — the ATS unit will advise the operator of all relevant informa-
tion passed to JRCC Australia; or
b. Distress phase — JRCC Australia will advise the operator of all SAR response actions.
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6 SRR BOUNDARY
7 INFLIGHT EMERGENCY RESPONSE ACTION

7.1 RADIO FAILURE OR FAILURE TO REPORT
7.1.1 On the basis that only the aircraft’s transmitter may have failed and that ground transmis-
sions can still be received, the following information may be broadcast from suitable stations,
including some radio navigation aids:
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.
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7.2 NAVIGATIONAL ASSISTANCE

7.2.1 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 look-out 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.
7.3 INTERCEPT AND ESCORT

7.3.1 Arrangements may be made to escort an aircraft experiencing abnormal operations.
7.4 DITCHING
7.4.1 When a ditching is likely, the JRCC 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.
7.5 MEDICAL EMERGENCY

7.5.1 A pilot that is not engaged in the transport of patients under HOSP or MEDEVAC opera-
tions should notify ATC of an onboard medical emergency by declaring a PAN and appending the
words ‘MEDICAL PRIORITY REQUIRED’. The pilot should specify any service attendance
requirements such as RFFS. ATC will provide the flight with MEDEVAC priority but will not
arrange an ambulance or activate airport emergency procedures unless requested. Declaring a
medical emergency does not satisfy the biosecurity pre-reporting requirements specified in
ENTRY REQUIREMENTS — Entry Transit and Departure of Passengers and Crew.
7.5.2 The pilot of a medical flight should notify ATC of changes to priority requirements by
changing the status of their flight, e.g. by amending status from HOSP to MEDEVAC.
7.6 PARTICIPATION IN SEARCHES

7.6.1 General. JRCC Australia may request aircraft and crew to assist with a SAR operation.
7.6.2 Briefing. Whenever possible the pilot of a search aircraft should contact the JRCC to con-
firm the briefing prior to the search commencing.
7.6.3 Debriefing. Pilots should present a post-flight report to the JRCC as soon as possible
after completion of the flight.
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7.6.4 Safety. Civil aircraft engaged in SAR operations are required to comply with the Civil Avia-
tion Regulations and Civil Aviation Safety Regulations.
8 THIRD PARTY EMERGENCY REPORTING

8.1 A pilot observing another aircraft or surface craft in distress and is able to assist should:
a. Remain in the vicinity or as directed otherwise and keep the aircraft, surface craft or dis-
tressed personnel in sight;
b. Turn on automatic emergency radio equipment unless:
1. accurate position fixing is possible; and
2. two-way communications exist with ATS.
c. Report the following information as applicable to the responsible ATS:
1. Type of aircraft or surface craft;
2. Location of distress incident in latitude and longitude, geographical point or bearing and
distance from some fixed point; and
3. Details regarding the number of personnel concerned, whether known to be afloat and
the apparent physical condition of survivors.
d. Alert coast and ship stations by transmitting on international distress frequencies 2182,
4125, 6215 or 8291 kHz.
e. Transmit on any frequency which will enable other craft to home to the distress location;
f. Call to surface craft to render assistance by use of maneuvers set out below or otherwise by
communication on 2182 or 4125 kHz, or 156.8 MHz (VHF channel 16);
g. Attempt to establish communication with the aircraft in distress when requested by ATC;
h. Before departing from the area, turn off automatic emergency radio equipment.
9 SEARCH AND RESCUE SIGNALS

9.1 ASSISTANCE OF SURFACE CRAFT
9.1.1 To direct a surface craft to the scene of a distress incident:
a. circle the vessel at least once;
b. fly across the bow of the vessel at low level while rocking wings, opening and closing throt-
tles or changing propeller pitch if possible; and
c. head in the direction required.
9.1.1.1 Visual signals by surface craft:
a. Acknowledge: Red and white vertical striped flag or flashing of a series of “T’s” by light;
b. Unable to Comply: Square blue and white checkered flag or the flashing of a series of “N’s”
by light.
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9.1.2 When assistance is no longer required fly across the stern of the vessel at low level, rock-
ing wings, opening and closing throttles or changing propeller pitch if possible.
9.2 EMERGENCY MANAGEMENT AUSTRALIA (EMA)

9.2.1 During relief operations mounted in time of floods, bushfires or other disasters, ground/air
signals may be used to indicate requirements.
9.2.2 Aircraft engaged by the relevant State Emergency Service to survey the area will be brie-
fed to watch for emergency signals. Pilots of other aircraft, not involved in relief operations, should
report sightings to the nearest Flight Service or Air Traffic Control unit.
9.2.3 Pilots need to be aware of the importance of indicating the actual signal seen (eg, Civil
Emergency Signal No 3), as an attempt to interpret the signal may be confusing to those receiving
the message.
9.3 GROUND-AIR VISUAL SIGNAL CODE FOR USE BY SURVIVORS
No. MESSAGE CODE SYMBOL

1 Require assistance V
2 Require medical assistance X
3 Proceeding in this direction
4 Yes or Affirmative Y
5 No or Negative N
If in doubt use International Symbol SOS
9.4 GROUND-AIR VISUAL CODE FOR USE BY GROUND SEARCH

PARTIES
No. MESSAGE CODE SYMBOL

1 Operation completed LLL
2 We have found all personnel LL
3 We have found only some personnel ++
4 We are not able to continue. Returning to base XX
5 We have divided into two groups, each proceeding in direc-
tion indicated
6 Information received that aircraft is in this direction
7 Nothing found. Will continue to search NN

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9.5 GROUND-AIR VISUAL SIGNAL CODE FOR USE IN AUSTRALIAN CIVIL

EMERGENCIES
No. SIGNAL MEANING TO AIRCRAFT

1 FF REQUIRE FODDER
2 III REQUIRE EVACUATION
3 VI POWER FAILURE
9.6 VISUAL DISTRESS SIGNALS — SMALL VESSELS

9.6.1 Either of the two signals shown below may be displayed by small vessels. The signals are
for use ONLY in the Australian Search and Rescue Area. The signal sheets are rectangular, col-
ored international orange, with black symbols. The signals have the following meaning — “I AM IN
DISTRESS AND REQUIRE ASSISTANCE”.
9.7 AIR-GROUND CODE IN USE BY AUSTRALIAN CIVIL AUTHORITIES

9.7.1 Aircraft orbits ground party at low level changing engine noise:
MEANING — I require your attention.
9.7.2 Aircraft flies overhead ground party at low level and sets off in a particular direction:
MEANING — Follow aircraft in same direction.
9.7.3 Aircraft rocks wings and orbits:
MEANING — Investigate object/position underneath aircraft orbit.
9.7.4 Aircraft drops smoke on a particular location:
MEANING — Investigate object/position adjacent to smoke.
9.7.5 Aircraft drops message canister:
MEANING — Retrieve and read instructions contained in canister.
9.8 STANDARD AIRCRAFT ACKNOWLEDGEMENTS

9.8.1 Aldis lamp signals
Red flashes — not understood
Green flashes — message understood.
Air Ground Signals
The following signals by aircraft mean that the signals have been understood
a. During the hours of daylight – rocking the aircraft’s wings.
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b. During the hours of darkness – by flashing the aircraft’s landing or navigation lights on or off
twice.
Lack of the above signal indicates that the message has not been understood.
The “GROUND - AIR VISUAL SIGNAL CODE FOR USE BY SURVIVORS” conforms to ICAO and
NATO standards.
10 AIR SEARCH PATTERNS

10.1 GENERAL
10.1.1 This section is included to assist pilots of aircraft engaged in air search operations. The
information is necessarily brief and it is recommended that a full preflight briefing be obtained
whenever time and/or circumstances permit.
10.2 VISUAL SEARCH

10.2.1 Visual search patterns are divided into six main groups, which are briefly described
below. In the diagrams, “S” represents track spacing; i.e., the distance in nautical miles between
successive tracks flown by the search aircraft, and will be specified by the RCC as part of the
briefing or by the assessed visual range of the day.
10.2.1.1 Trackline Search — A trackline pattern is most often used in an initial reaction. It is
very suitable for use by an aircraft available at, or near, the time of a reported distress. The
assumptions made are that survivors will be found on, or close to, the planned route of the miss-
ing craft, that the distressed craft is easily discernible, or that survivors will be capable of signaling
should an aircraft be seen or heard. It provides a rapid and reasonably thorough coverage of a
missing craft’s planned route, and the immediately adjacent area.
10.2.1.2 Parallel Track Search — Search legs are aligned parallel to the major axis of the
search area. The pattern is best used in rectangular or square areas. It is a very suitable pattern
for a search conducted over water.
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10.2.1.3 Creeping Line Search — The creeping line pattern differs from the parallel track pat-
tern in that the search legs are parallel to the minor axis.
10.2.1.4 Square Search — The aircraft is flown to make good the tracks shown in the following
diagram. Turns may be to the left, or right, depending upon the observer positions. The first two
tracks are flown for a distance equal to “S”, the third and fourth for a distance equal to twice “S”,
the fifth and sixth for three times “S”, and so on.
10.2.1.4.1 The final track to the start point should be the same as the initial search track. Obser-
vations should start at a distance of “S” before reaching the most probable position to avoid leav-
ing an unscanned portion near the start point. Observers should be briefed to pay particular atten-
tion to the scanning of the areas outwards of each turn to avoid leaving unscanned areas during
the turns.
10.2.1.4.2 A square search should be planned so that whenever possible the approach to the
most probable position (MPP), and the first leg, is made into the wind.
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10.2.1.5 Sector Search — This pattern is employed when the position of distress is known
within close limits and the area to be searched is not extensive. It is simple to execute and pro-
vides greater navigational accuracy than a square search. The track spacing reduces towards the
center, resulting in a greater probability of detection in the area where the target is most likely to
be located.
10.2.1.5.1 Radius of search, angular displacement and mean track spacing (MTS) are specified
with the briefing.
10.2.1.6 Contour Search — This procedure requires an aircraft to be flown at selected contour
levels, adjacent to the side of a mountain, starting at the highest selective level.
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10.3 ELECTRONIC SEARCH

10.3.1 Electronic searching is used to search for survivors who may have activated a VHF (or
VHF/ UHF) Emergency Locator Transmitter (ELT). An aircraft equipped with a VHF receiver may
locate a survival transmitter using procedures which are based on the assumption that an undis-
torted radiation pattern is approximately circular. A searchmeter may be used to assist a search
operation and is basically a signal strength meter which can be plugged into an aircraft VHF
receiver.
10.3.2 Non-Searchmeter Procedures
10.3.2.1 The following procedures should be used during initial aural search without a search-
meter:
a. Set the aircraft receiver to its most sensitive condition — squelch disabled;
b. Note and report the position at which the signal is first heard (SH) and fades (SF) and do not
change altitude or the condition of the radio;
c. After the signal has faded select a heading estimated to take the aircraft through the radia-
tion pattern, but ignore any beacon signals received during the turn;
d. Continue chording the radiation pattern until it is possible to establish a “cocked hat” for the
probable position of the beacon;
e. Carry out a final homing.
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10.3.2.2 The final homing procedures without a searchmeter are:

a. Track towards the estimated center of the radiation pattern. Set the aircraft receiver to its
most sensitive condition and descend, if possible, to be between 1000' and 2000' AGL in the
estimated center. When the signal from the beacon is very strong and very clear, check on
the adjacent frequencies of 121.45 or 121.55 MHz;
b. Traverse the area bounded by the “cocked hat”, listening for the beacon signal on the adja-
cent frequency;
c. On hearing the signal on the adjacent frequency, select and fly a heading which results in a
stronger signal. As the signal increases in strength, check further off frequency and descend
as required. At this stage it is most important that each track should be a straight line. Heli-
copter pilots should avoid any tendency to orbit a suspected site;
d. The accuracy of the homing will usually depend upon how far off frequency the signal can be
heard. It will be found that a signal being received on, for example, 121.3 or 121.7 MHz (over
land) will rise to a sharp peak only as the search aircraft passes over the beacon site at 500'
AGL. Where the terrain is heavily timbered such as a rain forest, helicopter pilots should
descend to lower levels and tune further off frequency to achieve greater accuracy. It is
important to use only information gained during straight and level flight;
e. Where the signal is irregular, it is usually because the beacon is located amongst obstacles
such as trees, rocks, wreckage, etc. The resultant radiation pattern is no longer circular and
the signal heard/signal fade principles no longer apply.
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10.3.3 Searchmeter Procedures

10.3.3.1 The following procedures should be used during aural search with a searchmeter:
a. Set the aircraft receiver to its most sensitive condition — squelch disabled;
b. Plug the searchmeter into the SAR outlet;
c. Fly as high as practicable for aircraft type and weather conditions;
d. On receiving the emergency signal, advise the Rescue Coordination Centre (RCC) of posi-
tion, heading and indicated airspeed.
10.3.3.1.1 The radiation pattern from a beacon can either be approximately circular (regular) or
lobular (distorted). Where the signal received from the beacon is constant the following proce-
dures should be used:
a. Fly a heading which will result in an increase in the reading on the searchmeter. Maintain
this heading at a constant altitude and airspeed;
b. Note the time and aircraft position at each half division on the searchmeter;
c. Continue with a. above until readings on the searchmeter decrease. Select two positions of
equal reading and return to the mid position;
d. On arriving at the mid position, turn 90° and note the readings on the searchmeter. If the
meter readings decrease, turn 180° and proceed to determine two further positions of equal
signal strength then return to the mid position;
e. When it becomes apparent that the beacon is close, descend, if possible, to an altitude
approximately 2000' clearance above terrain within approximately 10 NM of the search air-
craft;
f. By continuing the boxing-in technique it should be possible to estimate the position of the
beacon to within an area of 24 square miles;
g. The beacon site may be located with greater accuracy by detuning the VHF receiver to
121.45 or 121.4 MHz while close to the transmitter and noting the position on the ground
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over which there is maximum searchmeter deflection. The receiver may also be detuned to
121.55 or 121.6 MHz. With the search aircraft 500' AGL and the receiver tuned to 121.3 or
121.7 MHz, the signal will only be heard within 200 – 300 meters of the beacon site.
NOTE: Where the signal from the beacon is broken and distorted, it is probably because the
beacon is among obstacles, such as wreckage, trees, rocks, etc., which causes the signal to be
absorbed or reflected, forming lobes.
With the search aircraft flying along the track indicated below, the searchmeter needle would rise
and fall, corresponding with the passage of the aircraft through successive lobes where the signal
could be heard. In between the lobes there would be receiver noise and no signal. Provided the
aircraft is several thousand feet above the terrain, it may be assumed that the signal is being
received direct from the beacon rather than by reflection from the surrounding terrain. Thus by fol-
lowing a lobe the search aircraft will be guided direct to the beacon.
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10.3.3.2 When the ratio between the beacon signal and the background hash begins to favor
the latter, alter heading until only a clear signal can be heard. The signal from the beacon should
be continuous with clarity improving as the search aircraft approaches the beacon.
10.3.3.3 Once a heading has been established, note the searchmeter readings. The readings
will increase as the aircraft approaches the beacon site reaching a maximum when about to over-
fly. The position of the beacon may be located with greater accuracy by progressively detuning
the VHF receiver to 121.3 or 121.7 MHz.
10.3.3.4 Overwater Searches
10.3.3.4.1 The principles of an overwater search using a searchmeter are similar to those used
for a regular pattern. However, the following differences should be noted:
a. The radiation pattern from a beacon transmitting overwater will generally be much larger
than if the beacon was on land. This could be up to 90 NM to an aircraft flying at 10,000', and
180 NM at 30,000';
b. Some older marine beacons have an interrupted carrier.
c. Where a search aircraft is operating at an altitude of 10,000' or less and has a searchmeter
reading of more than four, the pilot should check on the adjacent frequency of 121.45 or
121.55 MHz. If the signal can be heard on that frequency, albeit faintly, the search aircraft
will be within 15 NM of the beacon.
10.4 MOUNTAINOUS TERRAIN

10.4.1 A beacon which is activated in mountainous terrain may be likened to an electric light
bulb illuminated in a model of the same area. The pilot of an aircraft flying in areas where the light
is reflected would be able to receive signals which are reflected. From positions where the light
could be seen direct, signals would be received directly from the beacon or, conversely, where
there were no reflections and the light could not be seen, there would be no signals. Signals radi-
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ating from a beacon in rough country are absorbed, reflected and reinforced to form isolated
patches of strong signal which tend to hinder rather than assist the location of the beacon.
10.4.2 To avoid possible confusion from reflected signals, it is essential that the search aircraft
conduct a homing from an altitude above all terrain in the general area. This does not apply to
search aircraft flying in valleys or behind mountains in order to ascertain where the beacon signal
cannot be heard.
11 EMERGENCY LOCATOR TRANSMITTER (ELT)

11.1 GENERAL
11.1.1 Procedures detailing the use of ELT in an emergency are shown below.
NOTE 1: 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.
NOTE 2: An ELT with GPS is able to transmit an accurate GPS location during an emergency.
Search and rescue authorities will be able to locate the aircraft much faster if the ELT has GPS.
11.1.2 Monitoring 121.5 MHz
Distress beacons, including ELTs, transmit on 121.5, 243 and 406 MHz. Pilots are requested to
monitor 121.5 MHz before engine start and after shutdown. Reception of a distress beacon trans-
mission at any time is requested to be reported to ATS or the JRCC immediately.
11.1.3 Inadvertent Activations
If an ELT has been inadvertently activated, this must also be reported to ATS or the JRCC imme-
diately.
11.1.4 Testing ELTs
Operational tests must be limited to five seconds, and the preferred procedure is that they be con-
ducted within the first five minutes of the hour. JRCC Australia must be notified in advance of the
test and, where the beacon is operated on 406 MHz, its HexID must be provided. Detailed ELT
testing procedures can be found on the AMSA website at www.amsa.gov.au/beacons.
11.1.5 ELT Registration
All ELTs must be registered on the Australian Beacon Register. See www.amsa.gov.au/beacons
for further details.
Registration allows the JRCC Australia to respond more quickly and effectively to real distress
activations of an ELT, and also helps the JRCC Australia respond appropriately to inadvertent
activations.
11.2 ACTIVATION
11.2.1 An Emergency Locator Transmitter (ELT) is a valuable search aid if an aircraft is forced
down. However, to obtain maximum benefit from the transmitter and to assist search aircraft, it is
necessary to observe a few guidelines for the activation of the ELT.
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11.2.2 If in water and the beacon is buoyant, the ELT should be activated in the water and
allowed to float to the end of the lanyard with the aerial vertical. Do not hoist the ELT up a mast.
The performance of an ELT is degraded when it is raised above the water surface.
11.2.3 Life may depend on the correct use of the ELT; study the manufacturer’s instructions
thoroughly and keep them in an emergency kit.
11.2.4 If forced down:
a. Activate the ELT immediately;
b. Where the ELT is permanently installed in the aircraft, activate the beacon in situ;
c. Where the ELT is not permanently installed in the aircraft, select an elevated site clear of
trees, boulders etc., and reasonably close to the aircraft.
d. Place the beacon on the ground on an earth mat. If an earth mat is not available, place the
ELT on the wing of the aircraft or another metal reflective surface.
e. Secure the ELT with rocks, sticks, tape etc., so that the aerial will remain vertical. Avoid any-
thing touching the antennae as this will degrade ELT performance.
f. Remain clear of the ELT. Obstacles near the ELT will distort the radiation pattern.
g. An ELT which is damaged or under wreckage may still transmit some signal. Always activate
the ELT.
h. Do not switch off the ELT unless rescue is no longer required.
i. To avoid confusing COSPAS/SARSAT and direction finding equipment, avoid activating two
or more ELTs within 1 NM of each other.
11.2.5 In many cases, using an earth mat will increase the effective range of a portable ELT by
50%. A simple and effective earth mat can be made by using household aluminum foil to make a
120 centimeter square, folded and taped to the unit. To use the earth mat, unfold and place it flat
on the ground, securing edges with dirt or rocks. Activate the ELT and place it on the mat.
11.3 EMERGENCY LOCATOR TRANSMITTER (ELT) CHARACTERISTICS

11.3.1 Frequency 406 MHz (digital) and 121.5 MHz (analog) and, in some instances, 243 MHz.
11.3.2 121.5 and 243 MHz Modulation
a. Continuous carrier continuously modulated at the rate of three (3) swept tones per second
(no pauses);
b. Some older marine beacons transmit the carrier on for one (1) second then off for one (1)
second, modulation three swept tones per second. This results in the tones being received in
evenly spaced groups of three with a distinct one second pause between groups.
c. Some foreign marine beacons vary from the above; e.g., there is a European beacon pulsing
in groups of two tones.
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SEARCH AND RESCUE
11.3.3 Reports
a. Report all signals received;
b. State characteristics;
c. When giving signal heard/signal fade positions, include aircraft level and squelch disabled
(MAX HASH) information. This is necessary for plotting;
d. Advise if signal commenced/ended gradually or abruptly;
e. Do not alter squelch setting unless requested.
NOTE: Rescue Coordination Centers can demonstrate the above signals on request.
12 SURVIVAL RADIO EQUIPMENT

12.1 International flights must be equipped with ELTs in accordance with the relevant ICAO
Standard and Recommended Practices (SARPS) which are:
a. for International Commercial Air Transport, para 6.17 of ICAO Annex 6, Part I, International
Commercial Air Transport – Aeroplanes;
b. for International General Aviation, para 2.4.12 of ICAO Annex 6, Part II, International Gen-
eral Aviation – Aeroplanes; and
c. for Helicopters, para 4.7 of ICAO Annex 6, Part III International Operations – Helicopters.
12.2 For these purposes, the whole of Australia is a designated area.
Certain Australian aircraft are required to be fitted with, or carry an ELT. The rules for these
requirements are contained in:
a. for sport and recreational aircraft operations – the applicable CAO;
b. for Part 121, 133 or 135 operations – division 10 of chapter 11 of the respective CASR Part
MOS;
c. for other operations (except Part 131 which has no mandatory requirements) – division 26.12
of the Part 91 MOS.
12.3 It is requested that pilots monitor 121.5 MHz as often as possible during flight. Reception of
an ELT transmission is requested to be reported to ATS or the RCC as soon as possible.
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SURVIVAL
1 INTRODUCTION
1.1 Alone and injured, people have survived in almost impossible circumstances. The determi-
nation to beat the situation and the will to survive is the survivor's strongest weapons. Military
SAR will not give up searching for downed aircrew.
1.2 The peacetime priorities of survival are as listed below:
a. Protection: The elements of protection are:
1. First Aid – Breathing must be restarted within 3 minutes;
2. Clothing;
3. Shelter – In harsh weather a shelter will be required in less than 3 hours; and
4. Fire.
b. Location: Most survivors are located within 3 days.
c. Water: In Australia’s arid center water must be found within 3 days.
d. Food: Survival without food for at least 30 days is possible. Therefore, food is the lowest pri-
ority. Food information is contained in the JUNGLE SURVIVAL section.
1.3 Basic survival rules are outlined in the following sections:
a. Location.
b. First Aid;
c. Desert Survival;
d. Sea Survival;
e. Jungle Survival; and
f. Cold Weather Survival.
1.4 Rapidly adapt to the new situation – DO NOT WASTE TIME. Even if SAR is expected
quickly develop a plan of action that will assist SAR and improve living conditions. Start working to
beat the situation as soon as possible.
2 LOCATION
2.1 SAFETY EQUIPMENT
2.2 When moving always carry location aids and protect them from deterioration. Do not fire
pyrotechnics until SAR is sighted. Consider the best use of aids:
a. survival radios/beacons;
b. signal mirror;
c. day/night flares;
d. rockets;
e. strobe;
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SURVIVAL
f. signal panels; and

g. sea dye marker.
2.3 IMPROVISED AIDS

a. Improve rescue chances by constructing fires and ground signals.
b. Signal fires:
1. Initially use campfire;
2. 3 fires 30 meters apart in line or triangle;
3. Burn greenery or wreckage to produce smoke during the day.
2.4 GROUND SIGNALS

Ground signals should be 1 meter wide and 6 meters long and must contrast with the environ-
ment by using angles, color, reflective material and shadow.
3 FIRST AID
3.1 FIRST AID KITS IN AIRCRAFT:
LOW CAPACITY AIRCRAFT LESS THAN 30 PAX
Recommended Contents
Quantity Item
1 First Aid Manual
1 Airway Tube
1 4” Scissors
5 Safety Pins
1 Single Edge Blade
2 pr Disposable Gloves
1 Triangular Bandage
3 White Open Weave Bandages, 7.5cm
3 Plain Wound Dressings, No. 9
1 pkt Elastoplast Miscellaneous Dressings
10 Sterile Strip Sutures
1 Micropore 2” Tape
2 Eye Pads, No. 16
2 Crepe Bandages, 6”
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SURVIVAL
Quantity Item
1 pkt White Lint Gauze
1 pkt 15g Cotton Wool
2 pcs Vaseline Impregnated Gauze
1 150ml Eye Irrigation Liquid
2 pkts Savlodil Antiseptic Solution
1 tube Antiseptic Cream
1 tube Calamine Cream, 50g
20 Panadeine CO Tablets
1 pkt Band-Aids
3.2 FIRST AID – ADULTS

a. Reassure the casualty.
b. Always monitor ABC/level of consciousness in every case.
c. Give oxygen.
d. Aviation Rescue Fire Fighting provide: First Aid response, Oxygen & Defibrillation.
3.3 THE CHAIN OF SURVIVAL

a. Early access to emergency services;
b. Early CPR to buy time for defibrillation;
c. Early defibrillation to revert heart back to normal rhythm;
d. Early advanced life support for drug administration and advanced airway management.
3.4 DRSABCD
Danger
Ensure the area is safe for yourself, others and the patient.
Response
Check for response.
Send For Help
Dial Triple Zero (000) immediately.
Airway
Check and clear airway.
Breathing
Look, listen and feel for breathing.
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SURVIVAL
CPR
30 compressions to 2 breaths at 100 compressions/min.
Defibrillation
If Automated External Defibrillator (AED) is available, follow voice prompts.
Monitor pulse, respirations and maintain ABC.
3.5 HEAD INJURY

a. Lay with injured side down, if possible;
b. Do not give drugs, water or food.
3.6 STOP BLEEDING

a. Apply direct pressure to wound with gloved hands/bandages;
b. If direct pressure is insufficient, use a broad bandage to apply constrictive pressure at top of
affected limb;
c. Do not remove embedded objects. Use a ring pad around protrusions;
d. Elevate the limb, unless broken;
e. Tourniquet not used.
3.7 CHEST INJURY

a. Cover sucking chest wounds with a non-porous bandage sealed on three sides (acts as one-
way valve). If casualty becomes worse, remove the non-porous bandage;
b. Immobilize unstable chest by circumferential bandaging – firm not tight;
c. Posture casualty: half sitting with injured side down, if possible;
d. Do not give pain killers.
3.8 WOUNDS
a. Use clean/sterile dressings;
b. Do not remove embedded objects, use a ring pad around protrusions;
c. Do not touch or replace internal organs. Cover with a sterile, wet pad (or gladwrap), do not
apply pressure.
3.9 FRACTURES
Support and immobilize.
a. Arms: splint and strap to body;
b. Legs: splint and strap together.
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SURVIVAL
3.10 BURNS
Cool and cover.
a. Cool with water – 20 minutes;
b. Do not remove material from wound;
c. Cover with wet, sterile/non-stick dressing (or gladwrap).
3.11 SHOCK
Casualty looks pale, skin feels cold and clammy.
a. Lay conscious casualty on back, elevate legs;
b. Maintain normal body temperature;
c. Rest, reassure, no alcohol or drugs.
3.12 MINOR WOUNDS

Treat all minor wounds including scratches and cuts (prevent infection).
3.13 DEHYDRATION
Dark / pungent urine requires an increase in fluid intake.
a. Rest in shade and cool;
b. Drink fluids (water is best) – not alcohol/caffeine.
4 ACUTE CARE
4.1 SNAKEBITE
a. Victim must remain calm. Use Pressure Immobilization Technique.
b. Firmly bandage whole limb. Start atop bite site then bandage limb upwards;
c. Bandage firm but not so tight as to cut off circulation;
d. Do not allow casualty to move – must remain still;
e. Splint the limb, immobilizing as you would a fracture;
f. Monitor ABC/level of consciousness & circulation to affected limb.
4.2 CARBON MONOXIDE (CO) POISONING

a. Remove casualty to fresh air – casualties skin color may sometimes look normal;
b. If available, give concentrated oxygen;
c. Symptoms may include: headache, nausea, drowsiness, confusion;
d. CO is a colorless, odorless, tasteless gas.
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SURVIVAL
5 DESERT SURVIVAL
5.1 IMMEDIATE ACTION
a. Activate ELT immediately: and
b. Rest in solid shade 0.3 meters above ground. (Do not use aircraft interior, if no shade is
available then erect a shelter.)
5.2 DESERT SURVIVAL RULES

NOTE: With temperatures above 30° C most of the body’s water loss is through sweating. The
body sweats to cool itself. Survivors must reduce body heat gains to minimize sweating and then
procure water at night. Night temperatures may be cold.
a. Rest in shade 0.3 meters above or 75cm below ground. Avoid gaining heat from ground con-
duction or hot air layer above ground.
b. Do essential work when sun is down and temperature has dropped to about 20° C.
c. Stay fully clothed. A single loose layer of clothing minimizes heat gains and maximizes sweat
cooling.
d. Ration water to stay hydrated. Check color of urine. Dehydrating will impair performance and
does not decrease water consumption.
e. Eat only carbohydrates and only if water is available. Avoid greasy or fatty foods;
f. Do not travel unless sure of water. Walking in sun instead of resting in shade will at least
halve survival time.
5.3 WATER PROCUREMENT

Sterilize all water sources except plastic bag procurement methods. Instructions for setting up
water procurement devices are contained with water transpirator bags.
a. TRANSPIRATOR BAGS — Best water procurement device, set up immediately;
b. DESERT STILL — Set up at night;
c. DEW/RAIN;
d. PLANTS — Unreliable source, look for damp patches on trees and insect life; and
e. GROUND WATER — Some indicators are terrain, bird life, vegetation, animal tracks and
insects. Water may exist in rock pools in hills as well as underground, in low lying creek
areas.
6 SEA SURVIVAL
a. Secure and deploy raft;
b. Activate ELT immediately.
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SURVIVAL
c. Gather useful equipment and board raft (dry if possible);

d. Roll call — locate missing persons;
e. Cut adrift, tie rafts together on 8 meter line and secure one man to raft;
f. Check raft, adjust sea anchor length to half distance between waves, and in cold weather
inflate floor and canopy;
g. Retrieve, secure (to prevent loss if capsized) and inventory equipment;
h. Develop a plan of action; and
i. Elect a leader, allocate duties.
6.2 ALLOCATION OF DUTIES

A fully loaded life raft is cramped and uncomfortable.
a. Rotate duties;
b. Exercise, keep occupied and work as a team to minimize discomfort;
c. Allocation of duties should include lookouts with location aids, raft maintenance, maintaining
water devices and food procurement; and
d. Plan pyrotechnic operations to avoid damaging raft.
6.3 ESSENTIAL RULES FOR SEA SURVIVAL — IF SHORT OF WATER

a. Ration water to stay hydrated. Check color of urine, dehydration impairs performance and
does not decrease water consumption. Hold reliable water sources in reserve;
b. In hot areas wear clothes dampened during day and remain in shade. This will halve water
loss by minimizing sweating. Protect eyes and skin against sun. Do not exit raft to swim;
c. Fish should not be eaten if short of water, sun dry until rain provides sufficient water. Fish
that have an unusual shape, features or skin instead of scales should not be eaten;
d. Avoid seasickness. Use seasick tablets, seasickness will wear off;
e. Do not drink seawater, urine or the blood of sea birds.
6.4 KEEP RAFT DRY

Avoid immersion, foot and raft sores by regularly changing positions.
6.5 DISCOURAGE PREDATORS

a. Do not trail attractive items; and
b. Discard waste well away from raft at night.
6.6 TRAVEL
A small amount of control is possible by adjusting raft for wind or currents. Deploy sea anchor to
travel with the current or retrieve it to travel with the wind.
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7 JUNGLE SURVIVAL
a. Orientate and rendezvous with crew. (Stay fully clothed when moving in jungle.)
b. If wreckage is hidden, move to nearby clearing to assist SAR.
c. Activate ELT immediately.
7.2 ESSENTIAL RULES FOR JUNGLE SURVIVAL

a. Protection – water and food will be readily available in the jungle but location by SAR will be
difficult.
b. Set up location aids. Select sites to give location aids best possible ranges. Build fires with
smoke to penetrate canopy (refer to “Improvised Aids” in “Location” section).
c. Sterilize water and animal food. Boil water for 5 minutes or use sterilizing tablets. Discard
animal food that shows any sign of disease. Always cook animal food to kill parasites.
d. If food is not recognized as safe, apply an edibility test:
1. Discard stinging plants, fungi, plants with milky sap or with the smell of almonds or
peaches;
2. Discard food that irritates sensitive skin areas, such as inside of elbow, after 5 minutes;
3. Chew a teaspoon quantity and spit out, discard if reaction occurs in 5 minutes;
4. Eat a teaspoon quantity and discard if reaction occurs in 4 hours; and
5. Eat two teaspoon quantities — plant is safe if no reaction occurs in 4 hours.
e. Do not travel unless habitation seen nearby or search scaled down. Travel rate can be as
slow as 500 meters/hour. Creeks and ridgelines will give fastest travel. Leave messages at
crash site and camp and blaze trail if traveling.
7.3 SHELTERS
a. A shelter will be required in rain or if overnighting.
b. Two taut separated layers of parachute or natural thatching at 60° will provide a waterproof
shelter.
c. A single taut layer of parachute at 45° will provide a shower proof shelter.
d. Keep off the ground to avoid insects and parasites.
8 COLD WEATHER SURVIVAL

a. Adjust clothing – protect hands and head.
b. Shelter from high winds. (Aircraft interior will provide windproof shelter but little thermal pro-
tection.)
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8.2 ESSENTIAL RULES FOR COLD WEATHER SURVIVAL

a. A drop in body core temperature will mentally affect the survivor, impairing work. The onset
is difficult to detect and shivering should be taken as the first warning that heat losses must
be minimized. Dressed only in flying clothing, survival chances are good, if a thermal wind-
proof shelter is constructed quickly.
b. Keep clothing dry. Heat loss from wet clothing is 20 times greater than dry:
c. Remove clothing before commencing work to avoid sweating;
1. Do not let snow melt on clothing;
2. Keep feet dry by preventing snow from entering boots;
3. Loosen clothing to trap air;
4. Use a windproof layer to stop windchill.
d. Construct a shelter. If rescue is delayed then the windproof shelter used in the immediate
action must be improved with insulation to provide thermal protection:
1. 25cm of snow will provide good insulation;
2. Rafts, sound proofing or branches will provide insulation from the ground;
3. A one man snow cave can be built in one hour;
4. In bad weather without a windbreaker an enclosed shelter is more useful than a fire.
e. Maintain location aids.
1. Keep battery-powered equipment warm;
2. The insulation of a snow shelter will prevent survivors hearing SAR aircraft. Windproof
ground signals should be constructed and kept free of snow.
f. Do not travel unless habitation seen nearby or search scaled down. Travel is strenuous and
as slow as 4km/day. Crevasses and avalanches are hazards in ice and mountainous coun-
try.
8.3 MEDICAL HAZARDS

When outdoors, work in pairs. Observe partner to detect onset of cold injuries.
a. Hypothermia (Lowering of body core temperature: Hypothermia can occur in above zero
temperatures. The symptoms are incoherence, slowing down, stumbling and weakness.
These symptoms may be mistaken for fatigue. To treat hypothermia protect casualty from
wind, change wet clothing for dry and use body warmth and insulation to warm.
b. Frostbite: The symptoms are tingling numbing sensation with waxy white appearance.
Gently rewarm areas using body heat if nothing else is available. If deep frostbite has occur-
red leave frozen until rescued.
c. Carbon Monoxide Poisoning: Ventilate shelters where a stove is used with two 6cm holes
in door and roof. Do not light fires inside enclosed shelters.
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SURVIVAL
d. Snow Blindness: Prevent too much light entering eyes by using sunglasses or eyeshields.
Keep eyes covered to recover from snow blindness.
e. Dehydration: Cold will decrease thirst sensation. Check frequency and color of urine to
avoid unintentional dehydration. To maintain body core temperature drink warm water.
8.4 SHELTERS
The lean-to with fire and reflector will provide good protection in wooded temperate conditions. An
improvised igloo can be made by covering branches, rafts, etc., with a parachute and covering
with 25cm of snow, letting set and then removing the core. The A-Frame must be modified with
25cm of snow cover to provide thermal protection. The quickest shelter to build without a shovel is
the snow cave. Probe before building to check snow depth. Smooth walls to prevent dripping and
construct a cold sump. Stay dry when digging. A snow trench may be constructed with a saw in
hard snow.
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ICAO DIFFERENCES OR STATE SPECIAL PROCEDURES
GENERAL
In general, the Emergency, Unlawful Interference, Communications Failure, Interception, and
Search and Rescue procedures are in conformity with the Standards, Recommended Practices
and Procedures contained in ICAO Annexes and Documents.
Depending on the nature of the emergency condition, flight crew should notify ATS of the circum-
stances by the most efficient means (voice or data link).
Distress: MAYDAY [MAYDAY, MAYDAY]
Urgency: PAN PAN [PAN PAN, PAN PAN]
SSR Codes: Emergency 7700; Radio failure 7600
COMMUNICATIONS FAILURE
IF IN CONTROLLED / RESTRICTED AIRSPACE OR IF IFR IN ANY AIRSPACE
a. Squawk 7600;
b. Listen out on the ATIS and/or voice modulated navaids;
c. Transmit intentions and make normal position reports (assume transmitter is operating and
prefix calls with “TRANSMITTING BLIND”).
If in VMC and are certain of maintaining VMC, stay in VMC and land at the most suitable airport.
TOTAL LOSS OF RADIO PROCEDURES WITHIN OCEANIC AIRSPACE

Procedures to be adopted when total loss of radio occurs while in-flight and within Australian
administered Oceanic airspace are as follows:
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, air-
craft 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
3. Watch for conflicting traffic both visually and by reference to airborne collision avoid-
ance 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 air-
craft’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;
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NOTE: In OCA, aircraft experiencing communication failure may also initiate strategic
lateral offset procedures (SLOP) in accordance with ATC, General Flight Procedures,
Operations in Oceanic Control Area, including an offset of up to 2 NM right of track.
6. Upon exiting OCA, conform to the relevant State procedures and regulations.
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 the previous paragraph.
IF IN IMC OR UNCERTAIN OF MAINTAINING VMC

If no clearance limit received and acknowledged, proceed in accordance with the latest ATC route
clearance acknowledged and climb to planned level.
If a clearance limit involving an altitude or route restriction has been received and acknowledged:
a. maintain last assigned level, or minimum safe altitude if higher, for three (3) minutes, and/or
b. hold at nominated location for three (3) minutes, then
c. proceed in accordance with the latest ATC route clearance acknowledged, and climb to plan-
ned level.
If receiving an ATS surveillance service:
a. climb to MSA/LSALT, and,
b. if being vectored, maintain last assigned vector for two (2) minutes, then
c. proceed in accordance with the latest ATC route clearance acknowledged.
If holding:
a. fly one more complete holding pattern, then
b. proceed in accordance with the latest ATC clearance acknowledged.
NOTE 1: Initial and subsequent actions by the pilot at the time of loss of communications will
depend largely on the pilot’s knowledge of the destination instrument approaches, the air traffic/
airspace situation and meteorological conditions enroute and at the destination. Publishing proce-
dures that cover all radio failure circumstances is not possible. The above procedures ensure that
ATS and other traffic should be aware of the pilot’s most likely actions. Pilots should follow
these procedures unless strong reasons dictate otherwise.
NOTE 2: In determining the final level to which a pilot will climb after radio failure, ATC will use
the level provided on the flight notification, or the last level requested by the pilot and acknowl-
edged by ATC.
DESTINATION PROCEDURES
a. Track to the destination in accordance with flight plan (amended by the latest ATC clearance
acknowledged, if applicable).
b. Commence descent in accordance with standard operating procedures or flight plan.
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c. Descend to the initial approach altitude for the most suitable instrument approach in accord-
ance with the published procedures.
d. Carry out the approach to the prescribed minima.
NOTE:
1. The most suitable approach is normally the approach that facilitates the most accurate track
keeping, however, if the pilot is in receipt of ATIS or directed information (e.g. voice modula-
ted navigation aid) that a specific approach is required, that approach should be used.
2. If an approach time has been given by ATC and acknowledged, adhere to this time.
3. When within 25 NM of the destination, the pilot may track direct to the IAF for the most suita-
ble approach.
4. At Sydney during Independent Visual Approaches
– In the event of a radio failure (or blocked FREQ) on the DIRECTOR FREQ, pilots must
comply with the following actions:
a. ON PILOT NAVIGATION (IF VISUAL)
SQUAWK 7600 immediately.
Track to intercept final at a MAX 30DEG prior to the IAF of the nominated RWY.
DO NOT PASS THROUGH FINAL FOR THE NOMINATED RWY.
b. ON A RADAR ASSIGNED HEADING
SQUAWK 7600.
Maintain assigned vector for no longer than 2 minutes. Track as required to join final
for the nominated RWY at a MAX 30DEG intercept to commence final.
DO NOT PASS THROUGH FINAL OF THE NOMINATED RWY.
– Pilots should attempt to contact the alternate DIRECTOR FREQ (126.1/125.3). Attempts
should also be made on the TWR FREQ.
ACTIONS AT MINIMA
a. If visual at the minima at an uncontrolled airport, continue to land provided that a safe land-
ing can be accomplished. If visual at the minima at a controlled airport continue to land provi-
ded that a clearance to land is received via a voice modulated NAVAID and/or light signal
from the Tower.
b. If not visual at the minima, depart for a suitable alternate airport.
c. If insufficient fuel is carried to divert to a suitable alternate, the pilot may hold or carry out
additional approaches until visual.
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COMMUNICATION AND NAVAID FAILURE

In the event of complete failure of communications and navigation aids, maintain terrain clearance
and proceed as follows:
IF IN CONTROLLED / RESTRICTED AIRSPACE OR IF IFR IN ANY AIRSPACE

a. Squawk 7600.
b. Listen out on the ATIS and/or voice modulated navaids.
c. Transmit intentions and normal position reports (assume transmitter is operating and prefix
calls with “TRANSMITTING BLIND”). If practicable, leave/avoid controlled/restricted airspace
and areas of dense traffic.
d. As soon as possible, establish visual navigation.
e. Land at the most suitable airport.
f. Report arrival to ATS.
SEARCH AND RESCUE

An emergency Locator Transmitter (ELT) is a valuable search aid if an aircraft is forced down.
However, if an ELT has inadvertently been activated for more than 10 seconds, contact SAR on
1800 815 257.
VISUAL DISTRESS SIGNALS — SMALL VESSELS

Either of the two signals shown below may be displayed by small vessels. The signals are for use
ONLY in the Australian Search and Rescue Area. The signal sheets are rectangular, colored
international orange with black symbols. The signals have the following meaning — “I AM IN DIS-
TRESS AND REQUIRE ASSISTANCE”.
Emergency
Emergency Procedures - Pacific

EMERGENCY PROCEDURES - PACIFIC 1763
PACIFIC
CONTINGENCY PLANS - PACIFIC
CONTINGENCY PLAN FOR MANILA FIR

GENERAL
The contingency plan provides for the contingency arrangements to allow the continuance of
international flights to transit the Manila FIR during partial or total disruption in the normal Air Traf-
fic Control and Support Services provided by Philippine ATS.
This contingency plan does not address arrangements for aircraft arriving and departing at Philip-
pine airports.
As and where dictated by circumstances, aircraft planning to operate through Manila FIR that
have not yet departed may be temporarily suspended until a full assessment of the prevailing con-
ditions has been determined and sufficient air traffic services restored.
Long-haul international aircraft and special operations (e.g. Search and Rescue (SAR), State air-
craft, humanitarian flights, etc.), shall be afforded priority for levels at FL290 and above.
International operators may elect to avoid the Manila FIR to the east routing via Ujung Pandang,
Oakland and Fukuoka FIRs; to the west routing via Ujung Pandang, Kota Kinabalu, Singapore,
Ho Chi Minh to Hong Kong and Taipei FIRs. The contingency routes to be used in this scenario
will be provided by the ATS authorities concerned.
REDUCED ATS AND PROVISION OF FLIGHT INFORMATION SERVICES (FIS)

During the contingency critical period, ATS including ATC services may not be available, particu-
larly with regard to availability of communications and radar services. In cases where service is
not available, a NOTAM will be issued providing the relevant information. The contingency plan
provides for limited flight information and alerting services to be provided by adjacent ACCs.
FIS and flight monitoring will be provided by the designated ATS authorities for the adjacent FIRs
on the contingency routes that enter their respective FIRs.
During the early stages of a contingency event, ATC may be overloaded and tactical action may
be taken to reroute aircraft on alternative routes not included in this plan.
In the event that ATS cannot be provided in the Manila FIR, a NOTAM shall be issued indicating
the following:
a. time and date of the commencement of contingency measures;
b. airspace available for overflying traffic;
c. details of the facilities and services available and limitations on ATS provision (e.g. ACC,
APPROACH, TOWER and FIS), including an expected date of restoration of services if avail-
able;
d. information on the provisions made for alternative services;
e. any changes to the ATS contingency routes contained in this plan;
f. any special procedures to be followed by neighboring ATS units not covered by this plan;
g. any special procedures to be followed by pilots; and
PACIFIC
h. any other details that aircraft operators may find useful with respect to the disruption and
actions taken.
AIRCRAFT SEPARATION
The longitudinal separation/spacing will be fifteen (15) minutes. However, this may be reduced to
ten (10) minutes in conjunction with the application of the Mach Number Technique (MNT).
AIRCRAFT POSITION REPORTING

Beyond VHF coverage, Automatic Dependent Surveillance-Contract (ADS-C) shall replace any
requirement for voice position reporting to ATC for suitably equipped aircraft and in this case Con-
troller-Pilot Data Link Communications (CPDLC) or HF will be the secondary means of communi-
cation. When CPDLC has been authorized for use by the relevant ATC authority, this will become
the primary means of communication while HF will act as the secondary means of communica-
tion.
PILOTS AND OPERATING PROCEDURES

Flight Planning
Flight planning requirements continue to apply during contingency operations, except where
modified by the contingency ATS routes and FLAS specified by ATC and/or in NOTAM.
For aircraft intending to operate in areas during periods when the Contingency Plan is activated,
the operators shall plan the flight to conform to the requirements of the Contingency Plan.
Overflight Approval
Airspace users must obtain overflight approval from CAAP prior to operating aircraft through the
Manila FIR.
Pilot Operating Procedures
Pilot of an aircraft operating in the Manila FIR during contingency operations shall comply with the
following procedures:
a. all aircraft proceeding along the ATS routes established in this Contingency Plan will comply
with the Instrument Flight Rules (IFR) and will be assigned a flight level in accordance with
the FLAS applicable to the route(s) being flown as specified in CONTINGENCY ATS ROUTE
NETWORK below;
b. flights are to file flight plan using the Contingency Routes specified in CONTINGENCY ATS
ROUTE NETWORK, according to their airport of origin and destination;
c. pilots are to keep a continuous watch on the specified contingency frequency as specified in
CONTINGENCY ATS ROUTE NETWORK and transmit in English the position information
and estimates in line with normal ATC position reporting procedures;
d. pilots are to maintain during their entire flight time within Manila FIR, the flight level last
assigned by the last ACC responsible prior to the aircraft entering the Manila FIR, and under
no circumstances change this level and Mach number, except in cases of emergency and for
PACIFIC
flight safety reasons. In addition, the last SSR transponder assigned shall be maintained or,
if no transponder has been assigned, transmit on SSR code 2000;
e. aircraft are to reach the flight level last assigned by the responsible ACC at least ten (10)
minutes before entering the Manila FIR;
f. pilots are to include in their last position report prior to entering the Manila FIR, the estimates
over the entry point, the OCA agreed TCP and the ETA at the exit point;
g. pilots should establish communication with the next ATC facility at least ten (10) minutes
prior to the OCA agreed TCP;
h. (please refer to AIP Doc EMERG procedure) whenever emergencies and/or flight safety rea-
sons make it impossible to maintain the flight level assigned for transit of Manila FIR, pilots
are to climb or descend well to the right of the center line of the contingency route, and if
deviating outside the Manila FIR, to inform immediately the ACC responsible for that air-
space. Pilots are to make blind broadcast on 121.5 MHz of the relevant emergency level
change message (comprising the aircraft call sign, the aircraft position, the flight levels being
vacated and crossed, etc); and
i. not all operational circumstances can be addressed by this Contingency Plan and pilots are
to maintain a high level of alertness when operating in the contingency airspace and take
appropriate action to ensure safety of flight.
Interception of Civil Aircraft
Aircraft operators must be familiar with international intercept procedures contained in ICAO
Annex 2 — Rules of the Air, Chapter 3, paragraph 3.8 and Appendix 2, sections 2 and 3.
Pilots are to comply with instructions given by the pilot of the intercepting aircraft. In such circum-
stances, the pilot of the aircraft being intercepted shall broadcast information on the situation.
If circumstances leading to the closure of the Manila FIR where no contingency routes are availa-
ble, aircraft will be required to keep clear of Manila FIR. As much warning as possible will be pro-
vided by the appropriate ATS authorities in the event of the complete closure of airspace.
Pilots shall continuously guard the VHF emergency frequency 121.5 MHz and shall operate their
transponder at all times during flight, regardless of whether the aircraft is within or outside air-
space where Secondary Surveillance Radar (SSR) is used for ATS purposes. Transponders
should be set on the last discrete code assigned by ATC or select Code 2000 if no code was
assigned.
COMMUNICATION PROCEDURES
Degradation of Communication — Pilot Radio Procedures
When operating within the contingency airspace of the Manila FIR, pilots should use normal radio
communication procedures where ATS services are available. These will be in accordance with
the communication procedures in this plan or as otherwise notified by NOTAM.
If communications are lost unexpectedly on the normal ATS frequencies, pilots shall try the next
applicable frequency; e.g. if enroute contact is lost then try the next appropriate frequency, that is,
PACIFIC
the next normal handover frequency. Pilots should also consider attempting to contact ATC on the
last frequency where two-way communication had been established. In the absence of communi-
cation with ATC, the pilot shall continue to make routine position reports on the assigned fre-
quency, and also broadcast positions on the specified contingency frequency.
CONTINGENCY ATS ROUTE NETWORK

Contingency ATS Route Network Between Manila and Singapore FIR
International Route Structure for Manila FIR During Total Disruption

Contingen- Transfer of Commu-
ATS Route Flight Level Remarks
cy Route nication (TOC)
CRS-3 N884 (075400N Eastbound: At 075400N International opera-
1122000E – FL310, FL350 1122000E, contact tors may choose to
LAXOR) Manila ACC: – ADS/ avoid the Singapore
CPDLC: Log-on RPHI FIR by using alternate
– HF: 5655/8942 – ATS routes in other
VHF: 118.9 (LAXOR) FIRs.
CRM-3 N884 (LAXOR Eastbound: At CAB, contact To- International opera-
– CAB) FL310, FL350, kyo Radio: – HF: tors may choose to
FL390 8903/4666 – VHF: avoid the Manila FIR
123.9 (LEBIX) by using alternate
ATS routes in other
FIRs.
CRM-4 M767 (JOM – Westbound: At JOM, contact Sin- International opera-
TEGID) FL320, FL360, gapore ATC: – ADS/ tors may choose to
FL400 CPDLC: Log-on avoid the Manila FIR
WSJC HF: 5655/8942 by using alternate
ATS routes in other
FIRs.
PACIFIC
SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES - PACIFIC
SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES FOR

OCEANIC AIRSPACE OF THE MANILA FIR
GENERAL
The following general procedures apply to both subsonic and supersonic aircraft and are intended
as guidance only. Although all possible contingencies cannot be covered, they provide for cases
of inability to maintain assigned level due to:
a. weather;
b. aircraft performance;
c. pressurization failure; and
d. problems associated with high-level supersonic flight.
The procedures are applicable primarily when rapid descent and/or turn-back or diversion to an
alternate airport is required. The pilot’s judgment shall determine the sequence of actions to be
taken, taking into account specific circumstances.
If an aircraft is unable to continue flight in accordance with its ATC clearance, a revised clearance
shall, whenever possible, be obtained prior to initiating any action, using a distress or urgency
time and, until a revised clearance is received, the pilot shall:
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);
c. watch for conflicting traffic both visually and by reference to ACAS (if equipped); and
d. turn on all aircraft exterior lights (commensurate with appropriate operating limitations).
SPECIAL PROCEDURES FOR SUBSONIC AIRCRAFT REQUIRING RAPID

DESCENT, AND/OR TURN-BACK OR DIVERSION TO AN ALTERNATE AIRPORT
DUE TO AIRCRAFT SYSTEM MALFUNCTION OR OTHER CONTINGENCIES
Initial Action
If unable to comply with the provisions under a. above to obtain a revised ATC clearance, the air-
craft should leave its assigned route or track by turning 90 degrees to the right or left whenever
this is possible. The direction of the turn, where possible, be determined by the position of the air-
craft relative to any organized 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 the alternate airport,
terrain clearance and the levels allocated to adjacent routes or tracks.
PACIFIC
Subsequent Action (RVSM Airspace)

Aircraft Able to Maintain Level
In RVSM airspace, an aircraft able to maintain its assigned flight level should turn to acquire and
maintain in either direction a track laterally separated by 46km (25 NM) from its assigned route or
track in multi-track system spaced at 93km (50 NM) or otherwise, at a distance which is the mid-
point from the adjacent parallel route or track, and;
a. if above FL410, climb or descend 300m (1000 ft); or
b. if below FL410, climb or descend 150m (500 ft); or
c. if at FL410, climb 300m (1000 ft) or descend 150m (500 ft).
Aircraft Unable to Maintain Level
An aircraft that is unable to maintain its assigned flight level should:
a. initially minimize its rate of descent to the extent that it is operationally feasible;
b. turn while descending to acquire and maintain in either direction a track laterally separated
by 46km (25 NM) from its assigned route or track in a multi-track system spaced at 93km
(50 NM) or otherwise, at a distance which is the mid-point from the adjacent parallel route or
track; and
c. for the subsequent flight level, select a level which differs from those normally used by 300m
(1000 ft) if above FL410, or by 150m (500 ft) if below FL410.
Subsequent Action (non-RVSM Airspace)
Aircraft Able to Maintain Level
In non-RVSM airspace, an aircraft able to maintain its assigned flight level should turn to acquire
and maintain either direction a track laterally separated by 46km (25 NM) from its assigned route
or track in a multi-track system spaced at 93km (50 NM) or otherwise, at a distance which is the
midpoint from the adjacent parallel route or track, and:
a. if above FL290, climb or descend 300m (1000 ft); or
b. if below FL290, climb or descend 150m (500 ft); or
c. if at FL290, climb 300m (1000 ft) or descend 150m (500 ft).
Aircraft Unable to Maintain Level
An aircraft that is unable to maintain its assigned level should:
a. initially minimize its rate of descent to the extent that it is operationally feasible;
b. turn while descending and maintain in either direction a track laterally separated by 46km
(25 NM) from its assigned route or track in a multi-track system spaced at 93km (50 NM) or
otherwise, at a distance which is the mid-point from the adjacent parallel route or track; and
c. for the subsequent flight level, select a level which differs from those normally used by 300m
(1000 ft) if above FL290, or by 150m (500 ft) if below FL290.
PACIFIC
Diversion Across the Flow of Adjacent Traffic

Before diverting across the flow of adjacent traffic, the aircraft should climb above FL410 or
descend below FL280 using the procedures specified in above. However if the pilot is unable or
unwilling to carry out a major climb or descent, the aircraft should be flown at a level defined in
Aircraft Able to Maintain Level or Aircraft Unable to Maintain Level until a revised ATC clearance
is obtained.
Extended Range Operations by Airplanes with Two-Turbine Power-Units (ETOPS) Aircraft
If these contingency procedures are employed by a twin-engine aircraft as a result of an engine
shutdown or a failure of an ETOPS critical system, the pilot should advise ATC as soon as practi-
cable of the situation, reminding ATC of the type of aircraft involved and request expeditious han-
dling.
WEATHER DEVIATION PROCEDURES FOR OCEANIC-CONTROLLED AIRSPACE

All possible circumstances cannot be covered. The pilot’s judgment shall ultimately determine the
sequence of actions taken and ATC shall render all possible assistance.
If the aircraft is required to deviate from track to avoid weather and prior clearance cannot be
obtained, an ATC clearance shall be obtained at the earliest possible time. Until an ATC clear-
ance is received, the aircraft shall follow the procedures detailed in Actions to be Taken if a
Revised ATC Clearance Cannot be Obtained.
ation has been completed and the aircraft has returned to the centerline of its cleared route.
Obtaining Priority from ATC When Weather Deviation is Required
When the pilot initiates communications with ATC, rapid response may be obtained by stating
“WEATHER DEVIATION REQUIRED” to indicate that priority is desired on the frequency and for
ATC response.
The pilot still retains the option of initiating the communications using the urgency call “PAN PAN”
(preferably spoken three times) to alert all listening parties to a special handling condition, which
will receive ATC priority for issuance of a clearance or assistance.
Actions to be Taken if Pilot-Controller Communications are Established
Pilot notifies ATC and requests clearance to deviate from track, advising, when possible, the
The pilot will take the following actions:
a. advise ATC of intentions by the most expeditious means available; and
b. comply with ATC clearance issued; or
c. execute the procedures detailed in Actions to be Taken if a Revised ATC Clearance Cannot
be Obtained (ATC will issue essential traffic information to all affected aircraft); and
d. if necessary, establish voice communications with ATC to expedite dialogue on the situation.
PACIFIC
Actions to be Taken if a Revised ATC Clearance Cannot be Obtained

If a revised ATC clearance cannot be obtained and deviation from track is required to avoid
weather, the pilot shall take the following actions:
aircraft identification, flight level, aircraft position (including the ATS route designator or the
track code), and intentions (including the magnitude of the deviation expected) on the fre-
quency 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);
NOTE: If, as a result of actions taken under b. and c. above, the pilot determines that there is
another aircraft at or near the same flight level with which a conflict may occur, then the pilot
is expected to adjust the path of the aircraft, as necessary, to avoid conflict.
e. for deviations of less than 19km (10 NM), aircraft should remain at the level assigned by
ATC;
f. for deviations of greater than 19km (10 NM), when the aircraft is approximately 19km
(10 NM) from track initiate a level change based on the criteria in table below.
g. when returning to track, be at its assigned level, when the aircraft is within approximately
19km (10 NM) of centerline; and
h. if contact was not established prior to deviating continue to attempt to contact ATC to obtain
Route Centerline Track Deviations > 10 NM Level Change

000–179° magnetic RIGHT CLIMB 90m (300 ft)
180–359° magnetic RIGHT DESCEND 90m (300 ft)
PACIFIC
SEARCH AND RESCUE FACILITIES
PACIFIC REGION
PACIFIC
SEARCH AND RESCUE FACILITIES
SOUTH PACIFIC REGION

Emergency

Pacific
FIJI IS
GENERAL
In general, the Emergency, Unlawful Interference, Communications Failure, Interception and
INTERCEPTION
No signals are prescribed for use in the event of interception, there being no military air forces
within the Fiji Islands.
No signals are prescribed to warn aircraft to their proximity to established Prohibited areas.
Air Defense Identification Zone (ADIZ) procedures are not applicable in the Nadi FIR.
INDONESIA
GENERAL
INTERCEPTION OF CIVIL AIRCRAFT

INTERCEPTION PROCEDURES
a. The following procedures and visual signals apply in Republic of Indonesia in the event of
interception of an aircraft.
1. An aircraft which is intercepted by another aircraft shall immediately:
(a) Follow the instructions given by the intercepting aircraft, interpreting and respond-
ing to the visual signals listed on pages ENR 1.12-3 to 1.12-5;
(b) Notify, if possible, the appropriate air traffic services 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 fre-
quency 121.5 MHz, giving the identity of the intercepted aircraft and the nature of
flight; and if no contact has been established and if practicable, repeating this call
on the emergency frequency 243 MHz;
(d) If equipped with SSR transponder, select mode A, code 7700, unless otherwise
instructed by the appropriate air traffic services unit;
(e) If equipped with ADS-B or ADS-C, select the appropriate emergency functionality,
if available, unless otherwise instructed by the appropriate air traffic services unit.
2. If any instructions received by radio from any sources conflict with those given by the
intercepting aircraft by visual signals, the intercepted aircraft shall request immediate
clarification while continuing to comply with the visual instructions given by the inter-
cepting aircraft.
3. If any instructions received by radio from any sources conflict with those given by the
intercepting aircraft by radio, the intercepted aircraft shall request immediate clarifica-
tion while continuing to comply with the radio instructions given by the intercepting air-
craft.
b. Radio communication during interception
1. If radio contact is established during interception but communication in a common lan-
guage is not possible, attempts shall be made to convey instructions, acknowledgement
of instructions and essential information by using the following phrases and transmitting
each phrase twice:
INDONESIA
Phrases for Use by INTERCEPTING Air-

Phrases for Use by INTERCEPTED Aircraft
craft
Pronuncia- Pronuncia-
Phrase Meaning Phrase Meaning
tion1 tion1
CALL KOL SA-IN What is your call CALL SIGN KOLSA-IN My call sign is
SIGN sign? (call sign) (call sign)
(call sign)2
FOLLOW FOL - LO Follow me WILCO VILL-KO Understood
Will comply
DESCEND DEE - SEND Descend for land- CAN NOT KANN NOTT Unable to comply
ing
YOU YOU LAAND Land at this air- REPEAT REE-PEET Repeat your in-
LAND port struction
PROCEED PRO - SEED You may proceed AM LOST AM LOSST Position unknown
MAYDAY MAYDAY I am in distress
HIJACK3 HI - JACK Understood
Will comply
LAND LAAND Unable to comply
DESCEND DEE – SEND I require descent
(place (place name)
name)
1. In the second column, syllables to be emphasized are underlined.
2. The call sign required to be given is that used in radio telephone communications with air traffic service units and correspond-
ing to the aircraft flight plan.
3. Circumstances may not always permit not make desirable, the use of the phrase “HIJACK”.
SIGNALS FOR USE IN THE EVENT OF INTERCEPTION

a. Signals Initiated by Intercepting Aircraft and Responses by Intercepted Aircraft
INDONESIA
Ser- INTERCEPTING Aircraft INTERCEPTED Aircraft Re-

Meaning Meaning
ies Signals sponds
1 DAY or NIGHT – Rocking air- You have DAY or NIGHT – Rocking air- Understood
craft and flashing navigation- been inter- craft, flashing navigational will comply
al lights at irregular intervals cepted Fol- lights at irregular intervals
(and landing lights in the low me. and following.
case of a helicopter) from a NOTE: – Additional action re-
position slightly above and quired to be taken by inter-
ahead of, and normally to the cepted aircraft is prescribed
left of, the intercepted aircraft aircraft is prescribed in ICAO
(or to the right if the intercep- Annex 2 Rules of the Air,
ted aircraft is a helicopter) Chapter 3 Para 3.8.
and, after acknowledgement,
a slow level turn, normally to
the left (or to the right in the
case of a helicopter) on the
desired heading.
NOTE 1: – Meteorological
conditions or terrain may re-
quire the intercepting aircraft
to reverse the positions and
direction of turn given above
in Series 1.
NOTE 2: – If the intercepted
aircraft is not able to keep
pace with the intercepting air-
craft, the latter is expected to
fly a series of race-track pat-
terns and to rock the aircraft
each time it passes the inter-
cepted aircraft.
INDONESIA

Meaning Meaning
ies Signals sponds
2 DAY or NIGHT – An abrupt You may DAY or NIGHT – Rocking the Understood,
breakaway maneuver from proceed aircraft. will comply
the intercepted aircraft con-
sisting of a climbing turn of
90 degrees or more without
crossing the line of flight of
the intercepted aircraft.
3 DAY or NIGHT – Lowering Land at this DAY or NIGHT – Lowering Understood,
landing gear (if fitted), show- airport landing gear, (if fitted), show- will comply
ing steady landing lights and ing steady landing lights and
overflying runway in use or, if following the intercepting air-
the intercepted aircraft, is a craft and, if, after overflying
helicopter, overflying the heli- the runway in use or helicop-
copter landing area. In the ter landing area, landing is
case of helicopters, the inter- considered safe, proceeding
cepting helicopter makes a to land.
landing approach, coming to
hover near to the landing
area.
b. Signals Initiated by Intercepting Aircraft and Responses by Intercepting Aircraft

INDONESIA

Meaning Meaning
ies Signals sponds
4 DAY or NIGHT – Raising Airport you DAY or NIGHT – If it is de- Understood,
landing gear (if fitted) and have desig- sired that the intercepted air- follow me
flashing landing lights while nated is in- craft follow the intercepting
passing over runway in use adequate. aircraft to an alternate airport,
or helicopter landing area at the intercepting aircraft raises
a height exceeding 300m its landing gear (if fitted) and
(1000 ft) but not exceeding uses the Series 1 signals pre-
600m (2000 ft) (in the case of scribed for intercepting air-
a helicopter, at a height ex- craft.
ceeding 50m (170 ft) but not It is decided to release the in-
exceeding 100m (330 ft) tercepted aircraft, the inter-
above the airport level, and cepting aircraft uses the Ser-
continuing to circle runway in ies 2 signals prescribed for
use or helicopter landing intercepting aircraft.
area. If unable to flash land-
ing lights, flash any other
lights available.
5 DAY or NIGHT – Regular Cannot com- DAY or NIGHT – Use Series Understood.
switching on and off of all ply 2 signals prescribed for inter-
available lights but in such a cepting aircraft.
manner as to be distinct from
flashing lights.
6 DAY or NIGHT – Irregular In distress DAY or NIGHT – Use Series Understood
flashing of all available lights. 2 signals prescribed for inter-
cepting aircraft.
In the event of failure of two-way communications while operating on the radar frequency, the pilot
shall change to any other alternative ATC frequencies and request instructions.
If able to receive but not transmit, the pilot shall remain on the frequency on which he has been
communicating and comply with instructions issued by the radar controller designed to establish
that the aircraft is receiving. If this is established, further instructions appropriate to the circum-
stances will be issued.
If unable to make contact on the alternative frequencies, the pilot shall comply with the standard
radio failure procedures as specified below.
INDONESIA
TOTAL RADIO COMMUNICATION FAILURE PROCEDURES

If total radio communication failure occurs in VMC during daylight hours, the pilot shall continue to
fly in VMC and land at the most suitable aerodrome. If it occurs in VMC during the hours of dark-
ness (between sunset and sunrise) action shall be taken in accordance below:
– If total radio communication failure occurs in IMC, ATC action is based on the assumption that
the aircraft will continue to its destination and if unable to land, will proceed to its nominated
alternate. Separation standards will be increased and airspace reserved accordingly.
– In IMC, or if unable to maintain VFR, the pilot shall either leave or avoid controlled airspace and
areas of dense traffic and establish VFR operation or, alternatively, shall:
a. Proceed according to the current flight plan, at the last assigned flight level, to the
clearance limit and thereafter at the flight plan level.
b. Arrive at the destination as close as possible to ETA.
c. Commence descent as close as possible to EAT (or ETA if no EAT has been acknowl-
edged).
d. If unable to land within 30 minutes of the time descent should have started (i.e. EAT or
ETA if no EAT has been acknowledged), proceed to cross fix Holding Area at 4000 ft then
via R461 at FL170 if Kuala Lumpur is the nominated alternate or via W12 at FL210 if
Pekanbaru is the nominated alternate or via G468 at FL150 if Penang is the nominated
alternate or via N563 at FL230 if Singapore is the nominated alternate otherwise proceed
at the planned flight level to other nominated alternate.
NOTE 1: Aircraft are to follow the established radio failure procedures as laid down by the
respective airports.
NOTE 2: During this 30 minutes period ATC will reserve the airspace at the aircraft’s flight level
and below. At the expiry of this period with the concurrence of other users normal operations
will resume.
In all cases, the pilot shall contact ATC as soon as possible after landing.
RADIO FAILURE — TRANSPONDER — EQUIPPED AIRCRAFT

Aircraft equipped with transponder shall set transponder to Mode A/C Code 7600.
Partial Radio Failure
a. Aircraft Unable to Receive
Pilots shall adopt the complete RTF failure procedures specified above.
b. Aircraft Able to Receive
Following verification that aircraft is able to receive ground transmissions, ATC will continue
to issue instructions and/or clearance to pilots. Such instructions and clearances will be
repeated.
INDONESIA
IDENTIFICATION OF RUNWAY-IN-USE
ATC will switch on the appropriate approach lights and the ILS serving the runway-in-use to assist
the pilot in its identification. If the approach lights for the runway-in-use are sighted but the ILS
frequencies not received, the pilot shall assume that the ILS is inoperative and shall proceed to
land on the runway on which the approach lights have been sighted.
SPECIAL PROCEDURES — KUALANAMU AIRPORT — DEPARTURES (MEDIUM

AND HEAVY AIRCRAFT)
When an aircraft, which has been cleared by ATC, has departed on Rwy 05/23, the pilot shall pro-
ceed according to the following procedures.
a. Rwy 05
1. Proceed to AMASE, maintain 6000 ft and set squawk A7600 for dumping fuel;
2. After fuel dumping, proceed to POPAX descend 3000 ft for an instrument approach on
Rwy 05. Identify the runway-in-use in accordance with the procedures in the paragraph
above;
3. ATC action is based on the assumption that the aircraft will take a minimum of 10 min to
dump fuel. An aircraft therefore should not leave earlier than 10 min after arrival at
AMASE Holding Area even if fuel dump is completed at a shorter time or if dumping is
not necessary or possible unless circumstances require an immediate return.
b. Rwy 23
1. Proceed to AMASE, maintain 6000 ft and set squawk A7600 for dumping fuel;
2. After dumping fuel, proceed to HORAS descend 3000 ft for an instrument approach on
Rwy 23. Identify the runway-in-use in accordance with the procedures in the paragraph
above;
3. ATC action is based on the assumption that the aircraft will take a minimum of 10 min to
dump fuel. An aircraft therefore should not leave earlier than 10 min after arrival at
AMASE Holding Area even if fuel dump is completed at a shorter time or if dumping is
not necessary or possible unless circumstances require an immediate return.
SPECIAL PROCEDURES — KUALANAMU AIRPORT — DEPARTURES (LIGHT

AIRCRAFT)
Aircraft experiencing radio failure are to descend on the Left Downwind Rwy 23/Right Downwind
Rwy 05 of the runway to 600 ft and rock the aircraft when passing abeam the Control Tower.
Unless the pilot unmistakably sees a green light from the Tower, he is not to assume that he is
cleared to land but is to carry out the same procedure again.
KIRIBATI
GENERAL
Procedures in the following paragraphs are supplemental to ICAO procedures and apply to air-
craft operations within the Nadi FIR/SRR.
EMERGENCY
PROCEDURES FOR AN AIRCRAFT REQUIRING SAR ESCORT
If the pilot-in-command of an aircraft, while flying over water or a sparsely inhabited area, has any
reason to believe that the operating efficiency of the aircraft is impaired, the appropriate ATS unit
should be notified so that the RCC is forewarned should the position deteriorate. If, at this stage
or later, the pilot-in-command considers it advisable, interception and escort by a search and
rescue aircraft may be requested.
Disparity in speeds and normal altitudes between some aircraft and SAR aircraft may not permit
continuous escort in the accepted sense. The SAR aircraft may turn back along the intended track
of the aircraft requiring escort before the interception, so that the latter is catching up with the
former. It is most important that radiotelephony (RTF) contact is established between the two air-
craft as early as possible and maintained throughout the operation.
COMMUNICATIONS
The carriage of an emergency location transmitter (ELT) is mandatory within Kiribati. For this
reason, in accordance with ICAO Standards and Recommended Practices, aircraft are required to
continuously guard the international emergency frequency 121.5 MHz. This requirement does not
apply when aircraft are carrying out communications on other VHF channels, or when airborne
equipment limitations or cockpit duties do not permit simultaneously guarding two or more chan-
nels.
The frequency 121.5 MHz is guarded continuously during the hours of service at all area control
centers and flight information centers. It is also available at the Marine Guard, RCC for Kiribati, in
Betio. In addition, the airport control towers serving international airports and international alter-
nate airports will, on request, guard the frequency 121.5 MHz.
The frequency 121.5 MHz is guarded continuously by the Nadi ACC and by Port Vila/Bauerfield
ATS during promulgated hours of service.
UNLAWFUL INTERFERENCE
Unless considerations aboard the aircraft dictate otherwise, the pilot-in-command should attempt
to continue flying on the assigned track and at the assigned cruising level at least until notification
to an ATS unit is possible or the aircraft is within radar coverage.
When an aircraft subjected to an act of unlawful interference must depart from its assigned track
or its assigned cruising level without being able to make radiotelephony contact with ATS, the
pilot-in-command should, whenever possible:
KIRIBATI
a. attempt to broadcast warnings on the VHF emergency frequency and other appropriate fre-
quencies, unless considerations aboard the aircraft dictate otherwise. Other equipment such
as on-board transponders, data links, etc. should also be used when it is advantageous to do
so and circumstances permit; and
b. proceed in accordance with applicable special procedures for in-flight contingencies, where
such procedures have been established and promulgated in ICAO Doc 7030 — Regional
Supplementary Procedures; or
c. if no applicable regional procedures have been established, proceed at a level which differs
from the cruising levels normally used for IFR flight in the area by 300m (1000 ft) if above
FL290 or by 150m (500 ft) if below FL290.
SEARCH AND RESCUE

Small craft in distress are advised to display an orange/red sheet bearing a black letter “V” which
has the meaning — I REQUIRE ASSISTANCE. Pilots observing such a signal displayed in a
prominent position on a small craft should interpret it as a distress signal and act accordingly.
MALAYSIA
GENERAL
In general, the emergency, unlawful interference, communications failure, interception, and
search and rescue procedures are in conformity with the Standards, Recommended Practices
EMERGENCY
JOHOR BAHRU EMERGENCY DIVERSION TRACKS
If an emergency descent is to be made by an aircraft holding in the Johor Bahru ‘VJB’ VOR/DME
holding stack, all aircraft holding below the level of the emergency aircraft shall be instructed to
divert immediately on a track of 306° magnetic until the emergency aircraft has vacated each air-
craft’s level.
If total radio communications failure occurs in VMC during daylight hours, the pilot-in-command
shall:
a. maintain flight in visual meteorological conditions;
b. land at the nearest suitable airport, which may be the destination airport; and
c. report arrival to ATC by the quickest means possible.
If in instrument meteorological conditions or when conditions are such that it does not appear fea-
sible to complete the flight in accordance with VMC Procedures above, the aircraft shall:
a. unless otherwise prescribed on the basis of regional air navigation agreement, maintain the
last assigned speed and level, or minimum flight altitude if higher, for a period of 20 minutes
following the aircraft’s failure to report its position over a compulsory reporting point and
thereafter adjust level and speed in accordance with the filed flight plan;
b. proceed according to the current flight plan route to the appropriate designated navigation
aid serving the destination airport and, when required to ensure compliance with c) below,
hold over this aid until commencement of descent;
c. commence descent from the navigation aid specified in b) at, or as close as possible to, the
expected approach time last received and acknowledged; or, if no expected approach time
has been received and acknowledged, at, or as close as possible to, the estimated time of
arrival resulting from the current flight plan;
d. complete a normal instrument approach procedure as specified for the designated navigation
aid; and
NOTE: Land, if possible, within thirty minutes after the estimated time of arrival specified in c) or
the last acknowledged expected approach time, whichever is later.
NOTE: During this 30 minutes period, ATC will reserve the airspace at the aircraft last assigned
level. At the expiry of this period, and with the concurrence of the other user, normal operation will
be resumed.
MALAYSIA
In all cases the pilot shall contact ATC as soon as possible after landing.
When a pilot fails to establish or maintain communication on a designated frequency, he shall
attempt to communicate with other ATS units or aircraft on another frequency or frequencies
appropriate to the route. If the pilot suspects that his transmitter is operating he shall transmit his
message including his intentions twice on the designated frequency(ies) preceded by the phrase
“TRANSMITTING BLIND”. Additionally, he shall select the SSR Code A7600 on the transponder.
If the aircraft has suffered receiver failure, the pilot shall transmit position reports at scheduled
times or positions on the frequency in use, preceded by the phrase “TRANSMITTING BLIND
DUE RECEIVER FAILURE”. The pilot shall repeat his message and shall also advise of the time
of his next intended transmission.
COMMUNICATIONS FAILURE WHILE UNDER SURVEILLANCE CONTROL

If two-way communication is lost with a surveillance-controlled aircraft, ATC will ascertain whether
the aircraft’s receiver is working by transmitting on appropriate frequencies a request that the
pilot-in-command acknowledges ATC transmissions by:
a. squawking “ident”;
b. changing SSR code;
c. squawking “standby” for a specified period of time and then squawking an appropriate code;
or
d. executing a specified turn.
If communication is established by the above manner, the pilot-in-command will be requested to
acknowledge clearances or instructions or to respond to questions by using the transponder or by
executing specified turns.
If communication is lost with an aircraft being vectored, the pilot-in-command shall maintain the
last assigned heading and altitude for one minute. In IMC, if the altitude is below the MSA, the
pilot shall climb to the MSA and proceed by the most direct path to the holding point associated
with the runway in use and carry out the standard radio failure procedure.
COMMUNICATIONS FAILURE EXPERIENCED BY DEPARTING AIRCRAFT

The pilot-in-command of a departed IFR flight in IMC, who has acknowledged a climb to an initial
level other than the flight planned level for the enroute phase of flight shall proceed to his/her des-
tination as follows:
a. set the SSR transponder to code 7600;
b. maintain the last assigned level for a period of 3 minutes if no clearance time or geographical
limit was given by ATC; and
c. subsequently climb, complying with any level requirements stipulated in the SID or departure
clearance as appropriate then to the cruising level in accordance with the current flight plan.
If, during the 3-minute period specified above, the pilot will encounter a minimum IFR level that
exceeds the level last assigned by ATC, the pilot shall climb to the minimum IFR level.
MALAYSIA
The pilot-in-command of an aircraft being radar vectored after departure shall:

a. set the SSR transponder to code 7600;
b. maintain the last assigned altitude and heading for a period of two (2) minutes and, if the
assigned altitude is lower than the MSA, climb to the MSA; and
c. proceed by the most direct path while climbing to the flight planned level, to intercept the cur-
rent flight planned route to the destination.
If the circumstances do not permit the flight to proceed to the destination, the pilot-in-command
shall maintain VMC and avoid known areas of dense traffic and land at the most suitable airport,
which may be the departure airport.
SPECIAL PROCEDURES IN THE KUALA LUMPUR TMA

Pilots assigned or already established on a STAR for Kuala Lumpur Intl Airport — Sepang or
Sultan Abdul Aziz Shah Airport — Subang shall comply with the procedures outlined in the
respective Instrument Approach charts.
Kuala Lumpur International Airport — Sepang
If total radio communication failure occurs to an aircraft bound for Kuala Lumpur International Air-
port — Sepang before being given and acknowledged a specific STAR, the pilot-in-command
shall:
a. Squawk 7600;
b. Transmit blind position report and state intentions, if the aircraft’s transmitter is presumed
serviceable;
c. Maintain the last assigned ALT or FL and proceed via airways, thereafter the appropriate
STAR (PUGER 1G, KAKAK 1G, SAROX 1G, NIREN 1G, GUPTA 1G, SALAX 1G) for
Rwy 32R to EGURI Holding Area (EHA) (Right turn, inbound track 224°);
d. Commence descent over EGURI Holding Area (EHA) at or as close as possible to the ETA
indicated in FPL;
e. Carry out ILS APCH/GNSS APCH for Rwy 32R;
f. Land on Rwy 32R, if possible, within 30 minutes of the ETA calculated in c. above or the last
ETA acknowledged, whichever is later;
g. If landing on Rwy 32R is not possible due to airport wind conditions, the pilot-in-command
shall:
1. In VMC, go around, join Left hand downwind Rwy 14L for a visual approach Rwy 14L;
or
2. In IMC, at missed approach point (MAPt) Rwy 32R carry out missed approach, proceed
on Track 326°, climb and maintain 7000 ft. At 4 DME VKL or on PSG 4000 ft, turn Right
to KK895. Carry out ILS APCH/GNSS APCH for Rwy 14L.
MALAYSIA
h. In the event Runway 1 (Rwy 14L/32R) is not available, ATC will switch the runway and
approach lights on and off repeatedly to warn the pilot-in-command. The pilot-in-command
shall:
1. In VMC, go around, join Right hand downwind for a visual approach Rwy 32L; or
2. In IMC, at missed approach point (MAPt) Rwy 32R carry out missed approach, proceed
on Track 326°, climb and maintain 7000 ft. At 4 DME VKL or on PSG 4000 ft, turn Right
to KK893. Carry out ILS APCH/GNSS APCH for Rwy 32L.
In the event of total radio communications failure, pilots shall endeavor to establish communica-
tion with ATC by any alternative means, e.g., CPDLC or SATCOM.
If total radio communication failure occurs to an aircraft bound for the Kuala Lumpur International
Airport, after having been given and acknowledged a specific STAR, the pilot-in-command shall
follow the STAR and land on the assigned Rwy.
Sultan Abdul Aziz Shah Airport — Subang
If total radio communication failure occurs to an aircraft bound for Aziz Shah — Subang before
entering the Kuala Lumpur FIR, or after entering the FIR but before being given or acknowledging
a specific STAR, the pilot shall:
a. In VMC during daylight hours, maintain VFR and land at Aziz Shah Airport — Subang or at a
suitable airport. Pilots shall take note that Kuala Lumpur Intl Airport is not to be considered
as a suitable alternate for this purpose.
b. In IMC or at night, proceed via the flight plan route or as cleared by ATC at last assigned
level.
– If route terminates at VKL, then from VKL proceed to VBA maintaining the last assigned
flight level.
– If the route terminates at VBA, then proceed to d. below.
c. Transmit blind position reports and intentions if the aircraft’s transmitter is presumed service-
able.
d. Commence descent in the VBA hold at, or as close as possible to, the EAT last received and
acknowledged or, if no EAT has been received and acknowledged, at or as close as possible
to the ETA calculated from the current flight plan.
e. Carry out an instrument approach procedure for Subang Rwy 15.
f. Land on Rwy 15, if possible, within 30 minutes of the ETA calculated in d. above, or the last
ETA acknowledged, whichever is later.
g. If a landing on Rwy 15 is not possible due to airport wind conditions, make a missed
approach and:
– If visual, from the missed approach make a visual approach to join left downwind for Rwy
33.
MALAYSIA
– if in IMC, carry out standard missed approach procedure climbing 4000 ft track to ABTOM
and hold.
SPECIAL PROCEDURES FOR JOHOR BAHRU (SULTAN ISMAIL)

If Radio Communication Failure Johor Approach shall adapt to the following procedures if experi-
encing problem with the VHF radio at CWP. If main or standby radio frequency 124.7 MHz is
unserviceable, ATC may use:
a. Secondary frequency 121.05 MHz; or
b. Johor Tower frequency 118.15 MHz after consultation with ATCC Watch Supervisor and
coordination with Johor Tower Supervisor and Johor Tower may use Johor Ground Fre-
quency 121.8 MHz as Johor Tower operation as for temporary measure; or
c. Request assistant from Sector 2 or Johor Tower.
Squawk 7600. If under Pilot Navigation Continue on STAR and land.
If total radio communication failure occurs in VMC during daylight hours to an aircraft bound for
Johor Bahru, the pilot shall maintain VFR and land at Johor Bahru or at a suitable airport outside
In IMC or between the hours of sunset and sunrise, an aircraft experiencing radio failure before
receiving clearance to enter the Johor Terminal Area shall proceed via Airways to the ‘VJB’ VOR/
DME.
Identification of the runway in use shall be made by reference to the CATIS, PAPI and/or
approach lights, which shall be switched on for such an exigency.
Emergency Diversion Tracks
If an emergency descent is to be made by an aircraft holding in the ‘VJB’ VOR/DME holding
stack, all aircraft holding below the level of the emergency aircraft shall be instructed to divert
immediately on a track of 306° (M) until the emergency aircraft has vacated each aircraft's level.
RADIO COMMUNICATION FAILURE PROCEDURE FOR KERTEH

If total radio communication failure occurs in VMC during daylight hours, the pilot shall maintain
VFR and join left downwind for Rwy 34 or right downwind for Rwy 16. Pilots should endeavor to
keep clear of the eastern side of the airfield in order to avoid any conflict with helicopters operat-
ing to and from oil rigs via the east corridor. Keep a look out for light or pyrotechnic signal from
the tower.
In IMC or between the hours of sunset and sunrise, radio failure aircraft shall conduct its flight in
accordance with the basic radio failure procedures as published above.
In IMC or between the hours of sunset and sunrise, if radio failure occurs before clearance to
enter Kerteh controlled airspace is given, maintain last cleared level direct to ‘VKP’ and make an
instrument approach for Rwy 34.
Identification of the runway in use shall be made by reference to a lighted windsock and PAPI.
Keep a look out for light and pyrotechnic signals.
NAURU
GENERAL
EMERGENCY
Aircraft in distress, uncertain of position or unable to comply with ICAO procedures requesting
intercept and escort should:
a. Switch transponder to emergency code (Mode A, Code 7700);
b. Continue to transmit intentions unless it is positively known that the transmitter is unservicea-
ble;
c. Attempt to alert surface radar by flying the appropriate pattern as follows:
1. IF RECEIVER ONLY IS OPERATING:
– Fly a triangular pattern to the RIGHT.
2. IF RECEIVER IS INOPERATIVE :
– Fly a triangular patter to the LEFT.
d. Complete at least two patterns before resuming heading. Repeat at intervals.

e. When making use of the two patterns, aircraft should fly at best endurance speed and alti-
tude and, to assist intercepting aircraft, remain in VMC if possible.
SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES

for guidance only. Although all possible contingencies cannot be covered, they provide for cases
NAURU
such as inability to maintain assigned level due to weather, aircraft performance or pressurization
failure. The are applicable primarily when rapid descent, turnback, or both are required. The
pilot’s judgement shall determine the sequence of actions taken, having regard to the specific cir-
cumstances.
General Procedures
If an aircraft is unable to continue flight in accordance with the ATC clearance, a revised clear-
ance shall, whenever possible, be obtained prior to initiating any action, using distress or urgency
flight identification, flight level, aircraft position, (including the ATS route designator or the
as a back-up, the VHF inter-pilot-air-to-air frequency 123.45);
Special Procedures
INITIAL ACTION
– If unable to comply with the provisions of General Procedures the aircraft should leave its
assigned route or tack by turning 90° to the right or left whenever this is possible. The direction
of turn should be determined by the position of the aircraft relative to any organized route or
track system, e.g. whether the aircraft is outside, at the edge of, or within the system. Other
factors to consider are terrain clearance and the levels allocated to adjacent routes or tracks.
SUBSEQUENT ACTION
– An aircraft able to maintain its assigned level should acquire and maintain in either direction a
track laterally separated by 25 NM from its assigned route or track and once established on the
offset track, climb or descend 500 ft (150 m).
An aircraft not able to maintain its assigned level should, whenever possible, minimize its rate
of descent while turning to acquire and maintain in either direction a track laterally separated by
25 NM from its assigned route or track. For subsequent level flight, a level should be selected
which differs by 500 ft (150 m) from those normally used.
DIVERSION ACROSS THE FLOW OF ADJACENT TRAFFIC
– Before commencing a diversion across the flow of adjacent traffic, the aircraft should, while
maintaining the 25 NM offset, expedite climb above or descent below levels where the majority
of Pacific oceanic traffic operate (e.g. to a level above FL 400 or below FL 290) and then main-
tain a level which differs by 500 ft (150 m) from those normally used. However, if the pilot is
NAURU
unable or unwilling to carry out a major climb or descent, the aircraft should be flown at a level
500 ft (150 m) above or below levels normally used until a new ATC clearance is obtained.
EXTENDED RANGE OPERATIONS BY TWO-TURBINE POWER UNITS (ETOPS) AIRCRAFT
– If these contingency procedures are employed by a twin engine aircraft as a result of an engine
shutdown or a failure of an ETOPS critical system, the pilot should advise ATC as soon as
practicable of the situation, reminding ATC of the type of aircraft involved and requesting expe-
ditious handling.
The pilot in command of an aircraft which is being subjected to unlawful interference or threat of
unlawful interference should endeavour to inform an ATS unit of the fact, together with details of
any consequent deviation from the current flight plan and other significant factors affecting the
operation, to enable the ground station to give priority to the aircraft and to alert organizations
likely to be involved.
Whenever circumstances permit, the pilot should transmit in plain language, as fully as possible to
the ATS units concerned, the nature and details of the interference.
In addition to the action set out above or where that action is not possible due to the circumstan-
ces, a pilot able to do so should activate the aircraft Secondary Surveillance Radar (SSR) trans-
ponder on Mode A Code 7500 to indicate specifically that it is being subjected to unlawful interfer-
ence.
Pilots of aircraft no equipped with SSR and/or aircraft flying in an area where the availability of
ground based SSR is non-existent or unknown, in circumstances where they are under such
threat that they do not have unrestricted use of the aircraft radio, may, if it is safe and practical to
do so, insert in any RTF transmissions the words “CHANNEL SEVEN FIVE HUNDRED” after the
aircraft’s call sign, to indicate specifically that it is being subjected to unlawful interference.
SEARCH AND RESCUE

To aid aircraft in detecting small craft in distress, such craft are advised to carry a 1.8m x 1.2m, or
larger, fluorescent sheet for use in an emergency. These sheets should be colored orange/red
and bear a black letter “V” not less than 750mm high.
Although use of these sheets is not yet accepted internationally, the letter “V” in the international
code has the meaning “I require assistance”. Therefore, pilots observing such a signal displayed
in a prominent position on a small craft should interpret it as a distress signal and act accordingly.
GENERAL
COMMUNICATIONS FAILURE — AUCKLAND OCEANIC FIR

In the event of a 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, transmit blind at suitable intervals: flight identification, flight level, aircraft position
(including the ATS route designator or the track code), and intentions on the frequency
in use, and on frequency 121.5 MHz (or on 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 of 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 air-
craft's failure to report its position over a compulsory reporting point (including ADS-C
flights), and thereafter adjust speed and level in accordance with the filed flight plan;
6. aircraft may elect to initiate strategic lateral offset procedures;
7. upon exiting oceanic airspace comply with the loss of COM procedures published for
IFR Communication Failure — New Zealand FIR.
IFR COMMUNICATIONS FAILURE — NEW ZEALAND FIR

ATS COMMUNICATION FAILURE
In the event of communications failure from Air Traffic Control, aircraft should initiate TIBA proce-
dures.
IFR COMMUNICATION FAILURE — GENERAL

In the event of an apparent aircraft communication failure, the pilot of the aircraft should adopt the
following procedures:
a. Maintain terrain clearance throughout all procedures.
b. Switch transponder to code 7600 or communication failure mode in the case of ADS-B
equipped aircraft.
c. Try alternate then secondary published ATS frequencies.
d. Check aircraft communications equipment.
e. Listen to ATIS if possible.

f. Transmit position reports and intentions, assuming the aircraft transmitter is operating, and
prefixing all transmissions with “TRANSMITTING BLIND.”
g. Turn on landing lights, beacons, and strobe lighting.
h. If a mobile phone is available in the aircraft, attempt to establish telephone communications
with:
1. Auckland or Ohakea or Wellington or Christchurch Control — (03) 358 1509;
2. Christchurch Information — (03) 358 1509;
3. the ATC unit you should be communicating with.
i. If the destination is within an MBZ, proceed to an alternate airport unless the risk in proceed-
ing safely to an alternate airport is clearly greater than continuing, without communications,
to the planned destination.
IFR COMMUNICATIONS FAILURE — VMC AND CERTAIN OF MAINTAINING VMC

If the pilot of the aircraft is in VMC, or encounters VMC after the failure, and is certain of maintain-
ing VMC:
a. remain in VMC; and
b. continue the flight under VFR; and
c. proceed to a suitable airport and land; and
d. report arrival by the most expeditious means to the appropriate ATS unit.
IFR COMMUNICATIONS FAILURE — IMC OR UNCERTAIN OF MAINTAINING VMC

The initial and subsequent actions of the pilot of an aircraft in IMC or uncertain of being able to
maintain VMC will depend on the latest information available on the:
a. destination aids;
b. air traffic/airspace procedures; and
c. meteorological conditions enroute and at the destination.
The provision of ATC to other flights will be based on the assumption that the pilot of an aircraft
with communications difficulties will, unless strong reasons dictate otherwise, follow the appropri-
ate procedures specified in the following paragraphs.
The pilot should proceed in accordance with the current flight plan as confirmed by the last
acknowledged ATC clearance. ATC will assume that the aircraft will climb to the:
a. flight planned level; or
b. last level requested by the pilot and acknowledged by ATC.
Departure — Level Restriction
The pilot of an IFR aircraft that experiences communications failure on departure should:
a. maintain the last assigned level(s) to the points specified, then climb to maintain the level(s)
in the current flight plan; or
b. if no points are specified, maintain the last assigned level, or minimum flight altitude if higher,
for five minutes, then climb to maintain the level(s) specified in the current flight plan.
Departure — Radar Vectors
The pilot of an IFR aircraft that experiences communications failure on departure should:
a. maintain the last assigned vector for two minutes, and climb to minimum safe altitude if nec-
essary to maintain terrain clearance; and
b. proceed in accordance with the route specified in the current flight plan.
Arrival
On arrival, the pilot of an IFR aircraft experiencing communications failure should:
a. track to the destination aid/fix, or if none specified by ATC, the selected aid/fix for the known
or forecast RWY; and
b. if in receipt of an arrival clearance (STAR or equivalent clearance/procedure), track via the
clearance; and
c. commence descent to the initial approach altitude for the approach procedure in accordance
with the last acknowledged ATC clearance and then the standard operating procedures (i.e.
3° profile) or flight plan.
At or Within 25 NM from Destination
At or within 25 NM from destination, the pilot of an IFR aircraft experiencing communication failure
should:
a. arrive over the destination/selected aid/fix at the last assigned level at or as near as possible
to the expected approach time given by ATC, and commence approach; or
b. if too high, descend in the aid/fix holding pattern to a level convenient for approach; or
c. if on initial approach at the time of the communications failure but not cleared for the
approach, continue via the procedure and maintain the last assigned level until established
on final approach track, then commence approach; or
d. if too high:
1. if a holding pattern is established on the final approach track, descend in the holding
pattern to a level convenient for approach; or
2. if no holding pattern is established, carry out missed approach and position for another
approach, if specified diversion allows.
Radar Vectors on Arrival
The pilot of an IFR aircraft that experiences communications failure while being radar vectored on
arrival should:
a. maintain the last assigned vector for two minutes, climbing if necessary to minimum safe alti-
tude to maintain terrain clearance, and proceed to the aid/fix for an approach as specified at
or within 25 NM from destination;
b. if on initial/intermediate approach, maintain the last assigned level until established on final
approach track, and then commence approach.
Diversion
If unable to achieve a landing following an approach, the pilot of an IFR aircraft that experiences
communications failure should carry out a missed approach.
A second approach may be made if desired, provided a landing can be accomplished within 30
minutes of the expected approach time or the ETA, whichever is the latter. If this approach is
unsuccessful, the aircraft must divert to the alternate airport.
The pilot of an IFR aircraft that experiences communications failure while holding because of the
closure of the destination airport should hold until the divert time notified to ATC, and then depart
for the alternate airport.
PAPUA NEW GUINEA
GENERAL
NAVIGATION DIFFICULTY
TRANSMIT (on the air-ground frequency in use at the time)
PAN (preferably spoken 3 times) (unit called)
(own call sign)
NOTE: 'MAYDAY' distress call should be used if in grave and imminent danger.
REQUEST NAVIGATION ASSISTANCE

LAST POSITIVE FIX (last positive fix)
AT .... (TIME of the position, ALTITUDE or FLIGHT LEVEL at that position)
SUBSEQUENT TRUE AIRSPEED(S) (since last position fix)
TRUE HEADINGS FLOWN .... (since last positive fix – if more than one heading flown, advise
elapsed times for each)
If not immediately available for transmission, notify in a subsequent message.
ADDITIONAL INFORMATION which could facilitate assistance, including intention and any
change to level since last positive fix.
NOTE: Moresby Tower is equipped with a VHF line of Sight Direction finding facility triggered by
aircraft transmission on Aerodrome Control Frequency.
ENGINE — AIRFRAME FAULTS

IN FLIGHT SAFETY or ability to comply with ATC clearances, is or could be, AFFECTED by the
Engine or Airframe faults.
IF APPROPRIATE, TRANSMIT DISTRESS MESSAGE.
OTHERWISE:
TAKE APPROPRIATE IN-FLIGHT ACTIONS AND NOTIFY FAULT AND ANY DEPARTURE OR
LIKELY DEPARTURE FROM FLIGHT PLAN OR CLEARANCE.
– Prefix your call with the word ‘PAN’ (preferably 3 times) if the message is urgent or your
require priority over normal transmission.
– If a level change is involved ATC will adjust separation standards if applicable and initiate the
appropriate SAR phase.
SAFETY ON THE GROUND or ability to comply with ATC instruction is, or could be AFFECTED
by the Engine or Airframe faults.
PAPUA NEW GUINEA
NOTIFY FAULT AND LIKELY EFFECTS ON LANDING AND/OR TAXING.

IF AN IMPENDING LANDING UNDER HAZARDOUS CONDITIONS, ATTEMPT TO NOTIFY THE
POSSIBLE CONSEQUENCE OF THE HAZARD INVOLVED, including the number of persons on
board—
Fire and Emergency service units will use this information in assessing the need to attend to the
type and the amount of equipment necessary.
FAULTY INSTRUMENT OR AID SYSTEM

IRREGULAR OPERATION OF:
– NAVIGATION INSTRUMENTS
– FLIGHT INSTRUMENTS
– RADIO NAV SYSTEMS
When fault in ground or airborne navigation equipment (including flight instruments), affects ability
to comply with flight plan or ATC clearance.
a. USE BEST ALTERNATIVE NAVIGATION SYSTEM AVAILABLE.
b. NOTIFY FAULT AND ANY DEPARTURE OR LIKELY DEPARTURE FROM FLIGHT PLAN
OR ATC CLEARANCE.
– Prefix your call with the word ‘PAN’ (preferably spoken 3 times) if the message is urgent
or you require priority over normal transmissions.
– ATC will adjust separation standards if applicable and institute the Appropriate SAR
phase.
COM AND NAVAID FAILURE

ENSURE TERRAIN CLEARANCE IS MAINTAINED THROUGHOUT ALL PROCEDURES.
LISTEN OUT ON ATIS AND/OR VOICE MODULATED NAVIGATION AID TRANSMIT INTEN-
TIONS AND ALL NORMAL FLIGHT POSITION REPORTS.
(Assume transmitter operating)
IF PRACTICABLE LEAVE/AVOID CONTROLLED AIRSPACE AND AREAS OF DENSE TRAF-
FIC AS SOON AS POSSIBLE ESTABLISH VISUAL NAVIGATION PROCEED VISUALLY TO A
SUITABLE AIRPORT AND LAND REPORT ARRIVAL TO NEAREST AIR TRAFFIC SERVICES
UNIT.
EMERGENCY RULE BREAK OTHER THAN EMERGENCY LEVEL CHANGE

When Action to Preserve Safety of Aircraft or Passengers Involves Departure from a Rule,
Regulation or Condition of Operation of Flight.
a. ACT TO MEET THE NEED WITH A MINIMUM OF DANGER TO OTHER AIRCRAFT.
b. DECLARE EMERGENCY AND DESCRIBE ACTION.
PAPUA NEW GUINEA
– TRANSMIT (on the air-ground frequency in use at the time) the urgency signal ‘PAN’
(preferably spoken 3 times)
– NAME OF UNIT ADDRESSED
– IDENTIFICATION OF THE AIRCRAFT
– DECLARE EMERGENCY
– DESCRIPTION OF ACTION BEING TAKEN (include details of subsequent headings,
TAS, LEVEL (FLIGHT LEVEL or ALTITUDE)
c. NOTIFY AS SOON AS POSSIBLE, THE NATURE OF THE EMERGENCY.
EMERGENCY LEVEL CHANGE IN CONTROLLED AIRSPACE

No Time Available for Prior Approval
a. DIVERT IF POSSIBLE
– Divert to an area of low traffic density clear of the control area before changing level, if
possible.
b. TRANSMIT
– PAN (preferably spoken 3 times) .... (unit called) .... (own call sign) ON EMERGENCY
CLIMB (DESCENT) TO .... (level) AT .... (time)
if applicable add NOW AT .... (level) AND DIVERTED TO LEFT (RIGHT) OF TRACK.
c. NOTIFY AS SOON AS POSSIBLE THE NATURE OF THE EMERGENCY.
Time Available To Obtain Approval
a. TRANSMIT REQUEST
– PAN (may be omitted if normal transmission would provide adequate priority for your mes-
sage) .... (unit called) .... (call sign) REQUEST EMERGENCY CLIMB (DESCENT) TO ....
(level)
– ATC will require other traffic to vacate flight path involved in your request and will approve
request as far as possible.
b. NOTIFY AS SOON AS POSSIBLE THE NATURE OF THE EMERGENCY.
DISTRESS AND URGENCY RADIOTELEPHONY COMMUNICATION

PROCEDURES
DISTRESS MESSAGE
(IMMEDIATE ASSISTANCE REQUIRED)
– USE WHEN AIRCRAFT IN GRAVE AND IMMINENT DANGER
– TRANSMIT
MAYDAY, MAYDAY, MAYDAY
PAPUA NEW GUINEA
NAME OF UNIT ADDRESSED

AIRCRAFT IDENTIFICATION
INTENTION OF PERSON IN COMMAND
PRESENT POSITION
FLIGHT LEVEL OR ALTITUDE
HEADING
AIRSPEED AND ENDURANCE
NUMBER OF PERSONS ON BOARD
– TURN ON AUTOMATIC EMERGENCY EQUIPMENT IF PROVIDED
URGENCY MESSAGE
(IMMEDIATE ASSISTANCE NOT REQUIRED)
– USE WHEN AIRCRAFT EXPERIENCING DIFFICULTIES IN NAVIGATION, AIRCRAFT PER-
FORMANCE, ETC. OR SAFETY OF SOME PERSON ON BOARD OR WITHIN SIGHT IS
INVOLVED.
– TRANSMIT
PAN, PAN, PAN
NAME OF UNIT ADDRESSED
AIRCRAFT IDENTIFICATION
NATURE OF URGENCY CONDITION
INTENTION OF PERSON IN COMMAND
PRESENT POSITION
FLIGHT LEVEL OR ALTITUDE
HEADING
ANY OTHER USEFUL INFORMATION
If communication cannot be made on prescribed route frequencies, other frequencies may be of
some assistance. These are:
Area VHF for that sector in which you are operating.
HF – 2182 kHz, 4125 kHz, 6215 kHz.
These frequencies are monitored continuously by all Coastal Radio Stations.
PAPUA NEW GUINEA
IFR OPERATIONS
Unless otherwise authorized by ATC, a pilot-in-command of an aircraft that has radio communica-
tions failure when operating under IFR in VMC flight conditions, or if VMC flight conditions are
encountered after the failure, must continue the flight under VFR and land as soon as practicable
at the nearest suitable airport.
tions failure when operating under IFR in IMC flight conditions, or that is operating in VMC flight
conditions where the maintenance of such conditions is uncertain, must continue the flight in
accordance with the flight plan; and
a. in airspace where procedural separation is being applied, maintain the last assigned speed
and level, or minimum flight altitude if higher, for a period of 20 minutes following the air-
craft’s failure to report its position over a compulsory reporting point and thereafter adjust
level and speed in accordance with the filed flight plan;
b. in airspace where an ATS surveillance system is used in the provision of air traffic control,
maintain the last assigned speed and level, or minimum flight altitude if higher, for a period of
7 minutes following:
1. the time the last assigned level or minimum flight altitude is reached; or
2. the time the transponder is set to Code 7600 or the ADS-B transmitter is set to indicate
the loss of air-ground communications; or
3. the aircraft’s failure to report its position over a compulsory reporting point; whichever is
later and thereafter adjust level and speed in accordance with the filed flight plan;
c. when being vectored or having been directed by ATC to proceed offset using RNAV without
a specified limit, proceed in the most direct manner possible to rejoin the current flight plan
route no later than the next significant point, taking into consideration the applicable mini-
mum flight altitude;
d. proceed according to the current flight plan route to the appropriate designated navigation
aid or fix serving the destination airport and, when required to ensure compliance with (e),
hold over this aid or fix until commencement of descent;
e. commence descent from the navigation aid or fix specified in (d) at, or as close as possible
to, the expected approach time last received and acknowledged; or, if no expected approach
time has been received and acknowledged, at, or as close as possible to, the estimated time
of arrival resulting from the current flight plan;
f. complete a normal instrument approach procedure as specified for the designated navigation
aid or fix; and
g. land, if possible, within 30 minutes after the estimated time of arrival specified in (e) or the
last acknowledged expected approach time, whichever is later.
PAPUA NEW GUINEA
VFR OPERATIONS
tions failure when operating under VFR must land as soon as practicable at the nearest suitable
airport and report its arrival by the most expeditious means to the appropriate air traffic service
unit.
tions failure when operating under VFR where the maintenance of such conditions is uncertain,
must continue the flight in VMC and land as soon as practicable at the nearest suitable airport
and report its arrival by the most expeditious means to the appropriate air traffic service unit.
The aircraft shall attempt to establish communications with the appropriate air traffic service unit
using all other available means. In addition, the aircraft, when forming part of the airport traffic at a
controlled airport, shall keep a watch for such instructions as may be issued by visual signals.
SAMOA
GENERAL
Search and rescue operations in Samoa are divided into three classes as follows:
a. Class I and Class II — Limited operations controlled by Samoa Police using Police and some
local resources.
b. Class III — Controlled by the Rescue Co-ordination Centre (RCC) in Wellington, New Zea-
land using all necessary available military and civil resources. Telephone: 64 4 914 8380
The carriage of an emergency location transmitter (ELT) is mandatory within Samoa. For this
reason, in accordance with ICAO Standards and Recommended Practices, aircraft are required to
continuously guard the international emergency frequency 121.5 MHz. This requirement does not
apply when aircraft are carrying out communications on other VHF channels, or when airborne
equipment limitations or cockpit duties do not permit simultaneous guarding of two or more chan-
nels.
EMERGENCY
reason to believe that the operating efficiency of the aircraft is impaired, the appropriate Air Traffic
Services unit should be notified so that the RCC is forewarned should the position deteriorate. If,
at this stage or later, the pilot-in-command considers it advisable, interception and escort by a
search and rescue aircraft may be requested.
pilot-in-command should, whenever possible: attempt to broadcast warnings on the VHF emer-
gency frequency and other appropriate frequencies, unless considerations aboard the aircraft dic-
tate otherwise. Other equipment such as onboard transponder, data links, etc. should also be
used when it is advantageous to do so and circumstances permit; and if no applicable regional
procedures have been established, proceed at a level which differs from the cruising levels nor-
mally used for IFR flight in the area by 1000 ft above FL290 or 500 ft if below FL290.
TONGA
GENERAL
EMERGENCY
TUVALU
GENERAL
EMERGENCY
COMMUNICATION AND NAVAID FAILURE

COM and NAVAID Failure
ENSURE TERRAIN CLEARANCE IS MAINTAINED
– TRANSMIT INTENTIONS AND POSITION REPORTS
– LISTEN TO ATIS IF POSSIBLE
– SQUAWK SSR CODE 7600 IF POSSIBLE
(There may be military vessels or aircraft in the area able to receive transponder signals.)
– IF PRACTICABLE LEAVE/AVOID CONTROLLED AIRSPACE AND AREAS OF DENSE TRAF-
FIC
– AS SOON AS POSSIBLE ESTABLISH NAVIGATION BY VISUAL REFERENCE
– PROCEED TO A SUITABLE AERODROME AND LAND
– REPORT ARRIVAL TO AN ATS UNIT
COM Failure
ENSURE TERRAIN CLEARANCE IS MAINTAINED
– TRANSMIT INTENTIONS AND POSITION REPORTS
– LISTEN TO ATIS
TUVALU
– SQUAWK SSR CODE 7600 IF POSSIBLE

(There may be military vessels or aircraft in the area able to receive transponder signals.)
– PROCEED AS FOLLOWS:
In IMC or Uncertain of Maintaining VMC
a. Proceed in accordance with flight plan as amended by acknowledged ATC clearances.
b. IF CLEARANCE INVOLVED AN ALTITUDE RESTRICTION and no clearance limit has been
stated, maintain the restricted level or MINIMUM SAFE ALTITUDE IF HIGHER for five
minutes, then proceed as cleared.
c. IF BEING RADAR VECTORED maintain last assigned vector for two minutes. Discontinue
vector if necessary to maintain terrain clearance.
d. AT 25 NM from destination, proceed to an appropriate destination aid (SELECTED AID).
NOTE: When more than one destination approach is available and your ATC clearance does
not specify which you should use, the SELECTED AID will be the aid or fix from which an
appropriate published approach can be made.
e. Arrange your flight to arrive over the SELECTED AID at the LAST ASSIGNED LEVEL, at or
as near as possible to the EXPECTED APPROACH TIME given by ATC or your last notified
ETA adjusted for the SELECTED AID.
f. If too high to commence an approach, shuttle to an altitude from which an approach can be
commenced. Commence approach as near as possible to the ESTIMATED APPROACH
TIME given by ATC or your last notified ETA adjusted for the SELECTED AID.
g. If landing not achieved carry out the published missed approach procedure and if desired
make a second approach provided that a landing can be accomplished within 30 minutes of
the ESTIMATED APPROACH TIME given by ATC or ETA whichever is the later. If unsuc-
cessful depart for your alternative.
h. IF HOLDING BECAUSE OF CLOSURE OF DESTINATION AERODROME hold until divert
time notified to ATC then depart for alternate.
In VMC and Certain of Maintaining VMC
a. Stay in VMC and proceed to a suitable aerodrome and land.
b. Report on ARRIVAL to an ATS unit.
AIRCRAFT IN DISTRESS, UNCERTAIN OF POSITION OR UNABLE TO COMPLY

WITH THE PROCEDURES ABOVE
a. Switch transponder to emergency code (Mode A, Code 7700);
b. Continue to transmit intentions unless it is positively known that the transmitter is unservicea-
ble;
c. Attempt to alert surface radar by flying the appropriate pattern as follows:
TUVALU
1. IF RECEIVER ONLY IS OPERATING: Fly a triangular pattern to the RIGHT, 120° turns
as tight as practicable;
2. IF RECEIVER IS INOPERATIVE: Fly a triangular pattern to the LEFT, 120° turns as
tight as practicable;
d. Complete at least two patterns before resuming heading. Repeat at intervals.
e. When making use of the two patterns, aircraft should fly at best endurance speed and alti-
tude and, to assist intercepting aircraft, remain in VMC if possible.
PROCEDURES FOR IN-FLIGHT CONTINGENCIES

General Procedures
for guidance only. Although all possible contingencies cannot be covered, they provide for cases
of inability to maintain assigned level due to weather, aircraft performance, pressurization failure
and problems associated with high-level supersonic flight. They are applicable primarily when
rapid descent and/or turn-back or diversion to an alternate airport are required. The pilot’s judge-
ment shall determine the sequence of actions taken, taking into account specific circumstances.
If an aircraft is unable to continue flight in accordance with its air traffic control clearance, a
revised clearance shall, whenever possible, be obtained prior to initiating any action, using a dis-
tress or urgency signal, as appropriate.
flight identification, flight level, aircraft position, (including the ATS route designator or the
as a back-up, the VHF inter-pilot air-to-air frequency 123.45);
Special Procedure for Subsonic Aircraft Requiring Rapid Descent and/or Turn-back or
Diversion to an Alternate Airport Due to Aircraft System Malfunction or Other
Contingencies
Initial Action
If unable to comply with the provisions to obtain a revised ATC clearance, the aircraft should
leave its assigned route or track by turning 90 degrees right or left whenever this is possible. The
direction of the turn should be determined by the position of the aircraft relative to any organized
route or track system, e.g. whether the aircraft is outside, at the edge of, or within the system.
Other factors to consider are terrain clearance and the levels allocated to adjacent routes or
tracks.
TUVALU
Subsequent Action
AIRCRAFT ABLE TO MAINTAIN LEVEL. An aircraft able to maintain its assigned level should
acquire and maintain in either direction a track laterally separated by 25 NM from its assigned
route or track and once established on the offset track, climb or descend 500 ft (150m).
AIRCRAFT UNABLE TO MAINTAIN LEVEL. An aircraft NOT able to maintain its assigned level
should, whenever possible, minimize its rate of descent while turning to acquire and maintain in
either direction a track laterally separated by 25 NM from its assigned route or track. For subse-
quent level flight, a level should be selected which differs by 500 ft (150m) from those normally
used.
Aircraft not equipped with secondary surveillance radar (SSR) and/or aircraft flying in an area
where the availability of ground based SSR is non-existent or unknown, and the crew does not
have unrestricted use of the aircraft radio, may, if it is safe and practical to do so, insert in any
RTF transmissions the words “CHANNEL SEVEN FIVE HUNDRED” after the aircraft’s call sign to
indicate specifically that it is being subjected to unlawful interference.
SPEECHLESS TECHNIQUE USING UNMODULATED TRANSMISSIONS
When a pilot is able to communicate only by an unmodulated transmission (e.g., when the trans-
mitter is operative but the microphone unserviceable) the following technique will be employed by
ATS.
When an unmodulated transmission is received, the ATS operator will request the pilot to activate
the transmitter three times. Once the pilot complies the ATS operator will frame questions requir-
ing a “YES” or “NO” answer to ascertain if the aircraft:
a. can continue visually;
b. can execute an instrument approach; or
c. has reached a nominate position.
The above and any other information required will be obtained by requiring the pilot to use the
following code:
“YES” or “ROGER” — activate transmitter once
“NO” — activate transmitter twice
“SAY AGAIN” — activate transmitter three times
“AT NOMINATED POSITION” — activate transmitter four times
When it is established that the aircraft can receive, control may be exercised in the normal
manner except that frequency changes will not be requested unless there is no alternative.
TUVALU
SEARCH AND RESCUE

Small craft in distress are advised to display an orange/red sheet bearing a black letter “V” which
has the meaning — I REQUIRE ASSISTANCE. Pilots observing such a signal displayed in a
prominent position on a small craft should interpret it as a distress signal and act accordingly.
US PAC TERRITORIES
GENERAL
Flights shall operate in accordance with the provisions of Annex 2, and the procedures detailed in
ICAO Annexes and Documents shall apply except, over United States Territories Federal Aviation
Regulations, control procedures and definitions apply.
United States Territories in the Pacific ICAO Region.
– American Samoa
– Guam
– Johnston Atoll
– Midway I
– Northern Mariana Is
– Wake I
Independent States with Free Association.
– Marshall Islands (Republic of the Marshall Islands)
– Micronesia (Federated States of Micronesia)
– Palau (Republic of Palau)
EMERGENCY
A pilot in any distress or urgency condition should climb, if possible, for improved communica-
tions, and better radar and direction finding detection. However, it must be understood that unau-
thorized climb or descent under IFR conditions within controlled airspace is prohibited, except as
permitted by FAR 91.3(b) (in an emergency the pilot-in-command may deviate from any rule to
the extent required to meet that emergency).
INTERCEPT AND ESCORT

If specifically requested by a pilot in difficulty or if a distress condition is declared, Search and
Rescue (SAR) coordinators will take steps to intercept and escort an aircraft. Steps may be initi-
ated for intercept and escort if an urgency condition is declared and unusual circumstances make
such action advisable.
It is the pilot’s prerogative to refuse intercept and escort service. Escort services will normally be
provided to the nearest adequate airport. Should the pilot receiving escort services continue on to
another location after reaching a safe airport, or decide not to divert to the nearest safe airport,
the escort aircraft is not obligated to continue and further escort is discretionary. The decision will
depend on the circumstances of the individual incident.
US PAC TERRITORIES
MINIMUM FUEL ADVISORY

Be aware that this is not an emergency situation but merely an advisory that indicates an emer-
gency situation is possible should any undue delay occur.
Advise ATC of “minimum fuel” status when fuel supply has reached a state where, upon reaching
destination, any undue delay is not acceptable.
A minimum fuel advisory does not imply a need for traffic priority. If the remaining usable fuel
supply suggests the need for traffic priority to ensure a safe landing, declare an emergency,
account low fuel, and report the fuel remaining in minutes.
SPECIAL EMERGENCIES (AIR PIRACY)
A special emergency is a condition of air piracy, or other hostile act by person(s) aboard an air-
craft, which threatens the safety of the aircraft or its passengers.
The pilot of an aircraft reporting a special emergency condition should:
a. If circumstances permit, apply distress or urgency radio-telephony procedures. Include the
details of the special emergency.
b. If circumstances do not permit the use of prescribed distress or urgency procedures, transmit
on the air-ground frequency in use at the time as many as possible of the following elements
spoken distinctly and in the following order:
1. Name of the station addressed (time and circumstances permitting);
2. The identification of the aircraft and present position;
3. The nature of the special emergency condition and pilot intentions (circumstances per-
mitting);
4. If unable to provide this information, use code words and/or transponder as follows:
– Spoken Words — “TRANSPONDER SEVEN FIVE ZERO ZERO”. Meaning — ”Am
being hijacked/forced to a new destination”;
– Transponder Setting — Mode 3/A, Code 7500.
If it is possible to do so without jeopardizing the safety of the flight, the pilot of a hijacked passen-
ger aircraft, after departing from the cleared routing over which the aircraft was operating, will
attempt to do one or more of the following, insofar as circumstances may permit:
a. Maintain a true airspeed of no more than 400 kt, and preferably an altitude between 10,000'
and 25,000'.
b. Fly a course toward the destination which the hijacker has announced.
If these procedures result in either radio contact or an air intercept, the pilot will attempt to comply
with any instructions received which may direct him to an appropriate landing field.
VANUATU
GENERAL
General
The following procedures are intended for use by aircraft when unlawful interference occurs and
the aircraft is unable to notify an ATS unit of this fact.
Procedures
pilot-in-command should, whenever possible:
– attempt to broadcast warnings on the VHF emergency frequency and other appropriate fre-
quencies, unless considerations aboard the aircraft dictate otherwise. Other equipment such as
onboard transponders, data links, etc. should also be used when it is advantageous to do so
and circumstances permit; and
– proceed in accordance with applicable special procedures for in-flight contingencies, where
such procedures have been established and promulgated in ICAO Doc 7030 - Regional Sup-
plementary Procedures (not printed herein); or
– if no applicable regional procedures have been established, proceed at a level which differs
from the cruising levels normally used for IFR flight in the area by 1000ft if above FL290 or
500ft if below FL290.
Emergency
Emergency Procedures - Far East

EMERGENCY PROCEDURES - FAR EAST 1813
FAR EAST
CONTINGENCY PLANS - FAR EAST
CONTINGENCY PLAN FOR BANGKOK FIR

BANGKOK FIR CONTINGENCY ATS ROUTES AND FLIGHT LEVEL ALLOCATION
SCHEME (FLAS)
International route structure and communications for transit of the Bangkok FIR when no ATS
available in Bangkok airspace.
Contingency
FL Assign- Frequency
Routes Defi- ATS Route Direction ACCs
ment (MHz)
nition
North-
310 Vientiane ACC 124.1
VTN R474 BKK A464 bound
CRTHA001
KARMI South- Kuala Lumpur
390 133.7
bound ACC
MAKAS G473 CMP Eastbound 370, 410 Vientiane ACC 128.3
CRTHA002 W43 OKENA A202 West-
SAV 340 Yangon ACC 128.75
bound
Phnom Penh
Eastbound 330, 410 127.5
TANEK L301 BKK ACC
CRTHA003
G474 OMURO West-
360 Yangon ACC 124.75
bound
TRAFFIC INFORMATION BROADCASTS BY AIRCRAFT (TIBA) AND

RELATED OPERATING PROCEDURES
Special procedures have been developed for pilot use in active contingency zones if communica-
tions are significantly degraded or unavailable. These TIBA procedures supersede and take the
place of lost communication procedures that are outlined in Annex 2 to the Chicago Convention
and PANS-ATM (DOC 4444) and will enable traffic information broadcasts by aircraft (TIBA) to be
made as well as providing collision hazard information. When aircraft will enter designated air-
space in which it is known in advance that normal communication is not available, pilots should
maintain a listening watch on the TIBA frequency 10 minutes prior to entering that airspace until
leaving the airspace.
When a loss of normal communications requires TIBA procedures to be implemented, pilots shall
make broadcasts in English on 128.95 MHz.
Pilots shall operate aircraft transponders on Mode A and C at all time. In the absence of alterna-
tive instructions from the appropriate ATS unit, aircraft not assigned a discrete code should
squawk code 3300.
Unless otherwise directed by an appropriate authority, pilots should operate TCAS in TA/RA
Mode at maximum range setting during the cruise phase of flight and at a range setting appropri-
ate to the traffic situation when in the departure or terminal phases of flight.
FAR EAST
Specific aircraft may need to be involved in special operations during the period when a FIR is an
activated contingency zone. These aircraft may therefore be unable to utilize the contingency
route structure for a significant period of their flights, aircraft that will be classified as special oper-
ations are as follows:
a. Special operations of State aircraft
b. Aircraft in emergency situations or operating with significant reduction in operating efficiency
c. Mercy flights and aircraft engaged in search and rescue, medical evacuation, and
d. Coastal surveillance operations.
For details see Jeppesen ATC — Chapter “Traffic Information Broadcasts by Aircraft (TIBA)”.
CONTINGENCY PLAN FOR INDONESIA FIRS

The Jakarta ATM Contingency Plan and Ujung Pandang ATM Contingency Plan contain arrange-
ments to ensure the continued safety of air navigation in the event of partial or total disruption of
air traffic services in the Jakarta FIR or Ujung Pandang FIR. The Contingency Plan provides the
ATS procedures and contingency route structure using existing airways in most cases that will
allow for domestic flight operations within the jurisdiction of the Jakarta FIR or Ujung Pandang
FIR.
JAKARTA FIR
In the event of disruption of the ATC services provided by Jakarta ACC, airspace is delegated to
all ATS units (under jurisdiction of Jakarta ACC) and Ujung Pandang FIC will be introduced to
ensure safety of flight and to facilitate flight operations of domestic flight commensurate with the
prevailing conditions.
All TMAs under jurisdiction of Jakarta ACC will be raised vertically up to FL280.
Ujung Pandang FIC, which is undertaking Jakarta FIR, has a responsibility for flight information
service to all aircraft up to FL280.
UJUNG PANDANG FIR

In the event of disruption of the ATC services provided by Ujung Pandang ACC, airspace is dele-
gated to all ATS units (under jurisdiction of Ujung Pandang ACC) and Jakarta FIC will be intro-
duced to ensure safety of flight and to facilitate flight operations of Domestic flight commensurate
with the prevailing conditions.
All TMAs under jurisdiction of Ujung Pandang ACC will be raised vertically up to FL280.
Jakarta FIC which is undertaking the Ujung Pandang FIR has a responsibility for flight information
to all aircraft up to FL280.
LEVEL AND CATEGORIES OF ATM CONTINGENCY PLAN

Categories of ATM Contingency Plan Level 1:
FAR EAST
a. Category A - airspace safe, but restricted or no ATS, due to causal events such as industrial
action, pandemic, earthquake, nuclear emergency affecting the provision of ATS, or ATM
system failure of degradation;
b. Category B - airspace not safe, due to causal events such as Volcanic Ash Cloud (VAC),
nuclear emergency, military activity, and;
c. Category C – airspace not available, due to causal events such as pandemic, national secur-
ity – normally a political decision.
AIR TRAFFIC MANAGEMENT AND CONTINGENCY PROCEDURES

Reduced ATS and FIS
During the contingency critical period, ATS may not be available, particularly with regard to availa-
bility of communication and radar services. In cases where service are not available, the NOTAMs
or relevant information will be provided by NOF or Aerodrome AIS Unit, including an expected
date and time of resumption of service. The contingency plan provides for limited flight information
and alerting services to be provided by FIC affected.
The means of communication will be by VHF or HF radio or CPDLC.
ATS Responsibilities
During the early stages of a contingency event, ATC may be overloaded and tactical action taken
to reroute aircraft on alternative routes not included in this plan.
In the event that ATS cannot be provided in the Jakarta FIR or Ujung Pandang FIR, a NOTAM or
relevant information shall be issued indicating the following:
a. time and date of the beginning of the contingency measures;
b. details of the facilities and services available or not available and any limits on ATS provision
(e.g, ACC, APP, TWR and FIC), including an expected date of restoration of services if avail-
able;
c. information on the provisions made for alternative services;
d. applicable ATS routes, AIP-published contingency routes, or tactically defined contingency
routes (if any);
e. any special procedures to be followed by pilots; and
f. any other details with respect to the disruption and actions being taken that aircraft operators
may find useful.
Aircraft Separation
Aircraft separation criteria will be applied in accordance with the standard separation of each TMA
concerned.
Flight Level Restrictions
Where possible, special operations (e.g. SAR flights, state aircraft, humanitarian flights, etc) shall
be given priority with respect to cruising levels.
FAR EAST
Airspace Classification
If ATC services become unavailable during the interruption of ATS, and depending on the level of
service and anticipated outage of facilities, airspace classifications may be changed to reflect the
reduced level of services. Changes to airspace classification will be notified by NOTAM or rele-
vant information.
Aircraft Position Reporting
Pilots will continue to make routine position reports in line with normal ATC reporting procedures.
PILOTS AND OPERATING PROCEDURES

Flight Planning
For aircraft intending to operate in areas during periods when the contingency plans are activated,
the operators shall plan the flight to conform to the activation times of the Contingency Plans, Air-
line operators shall ensure that flights are established on contingency routes prior to entering an
area which is under Contingency Plan procedure.
The flight planning requirements during the contingency period will be in accordance to ICAO
Annex 2 Rules of The Air, Doc 4444 Air Traffic Management and CASR Part 170 Air Traffic Serv-
ices. Additional information, will, however, be required, to indicate that the flight will operate in air-
space where the contingency plan is active. This information is to be indicated in the ‘RMK/’ field
of Item 18 of the ICAO flight plan, for example ‘RMK/Contingency routes WIII/WADD’ or WAAA/
WICC in the event that Jakarta ACC has taken over the air traffic services for Ujung Pandang
ACC or (Remarks/aircraft will be operating on contingency routes in the Jakarta FIR) and for
example ‘RMK/Contingency routes WIII/WADD’ or WAAA/WICC in the event that Ujung Pandang
ACC has taken over the air traffic services for Jakarta ACC. (Remarks/aircraft will be operating on
contingency routes in the Jakarta and Ujung Pandang FIR).
Repetitive Flight Plans (RPLs/Bulk Stored) will not be accepted during the time that the contin-
gency plan is activated. Airline operators are required to file flight plans in accordance with the
contingency flight planning procedures. Flight plans should be filed at least 12 hours in advance in
order to allow sufficient time for manual processing.
The Indonesian Air Force may intercept civil aircraft over the territory of Indonesia in the event
that a flight may not to be known to and identified by the Indonesian Air Force. In such cases, the
ICAO intercept procedures contained in Annex 11 – Air Traffic Services, Attachment C (repro-
duced in Appendix 2F), Civil Aviation Safety Regulation (CASR) Part 170 – Air Traffic Services,
will be followed by the military authority, and pilots shall comply with instructions given by the pilot
of the interceptor aircraft. In such circumstances, the pilot of the aircraft being intercepted shall
broadcast information on the situation.
Pilots need to continuously guard the VHF emergency frequency 121.5 MHz and should operate
their transponder at all times during flight, regardless of whether the aircraft is within or outside
airspace where SSR is used for ATS purposes. Transponders should be set on a discrete code
assigned by ATC or select code 2000 if ATC has not assigned a code.
FAR EAST
Degradation of Communication - Pilot Radio Procedures
When operating within the contingency airspace of the Jakarta FIR or Ujung Pandang FIR, pilots
should use normal radio communication procedures where ATS services are available. These will
be in accordance with the communication procedures in this Plan or as otherwise notified by
NOTAM or relevant information
If communication is lost unexpectedly on the normal ATS frequencies, pilots should try the next
applicable frequency, e.g. if enroute contact is lost then try the next appropriate frequency, that is,
the next normal handover frequency. Pilots should also consider attempting to contact ATC on the
last frequency where two-way communication had been established. In the absence of no com-
munication with ATC, the pilot should continue to make routine position reports on the assigned
frequency, and also broadcast positions in accordance with the communication failure proce-
dures.
Communication Frequencies
A list of frequencies to be used for the ATS units providing FIS and air-ground communication
monitoring for the Jakarta FIR:
ATS units of provid-

Frequency ATFN addresses Phone number
ing service
Medan East App 121.2MHz/135.4MHz WIMMZAZW +6261 4532105
Medan West App 135.9MHz +6261 88880300
Medan FSS 8957kHz WIMMYSYW +6261 88880300
5631kHz
Pekanbaru APP 120.8MHz WIBBZAZW +62761 728191
Padang APP 124.0MHz WIEEZAZW +62751 819029
Palembang APP 119.2MHz/120.75MHz WIPPZAZW +62711 385008
Pangkalpinang APP 123.6MHz WIKKZAZW +62717 4262845
Yogyakarta APP 123.4MHz WAHHZAZW +62274 489229 Ext.
120.2MHz 202
Pontianak APP 119.0MHz WIOOZAZW +62561 722525

Semarang APP 120.3MHz WAHSZAZW +6224 7608735 Ext.
236
Ujung Pandang FIC 11396kHz WAAAFZIZE +62411 4813210 Ext.
6556kHz WAAAZQZE 3221
3470kHz WAAAZRZE
FAR EAST
A list of frequencies to be used for the ATS units providing FIS and air-ground communication
monitoring for the Ujung Pandang FIR:

ing service
Jakarta FIC 11369kHz WIIFZIZW +6221 5506188
6556kHz WIIIZQZW
3470kHz
13318kHz
Bali APP 119.7MHz WADDZAZE +62361 9355140
119.3MHz
119.9MHz
Surabaya APP West 125.1MHz WARRZAZE +6231 862253
123.55MHz +6231 8671171
Surabaya APP East 124.0MHz +6231 2986597
122.85MHz
119.2MHz
Kupang APP 118.3MHz WATTYSYE +62380 881668
Pangkalanbun APP 122.2MHz WAGIZTZE +62532 21338
Banjarmasin APP 126.5MHz WAOOZAZE +62511 4705172,
6334640
Balikpapan APP 120.4MHz WALLZAZE +62542 76686 Ext:
2028
Tarakan APP 125.5MHz WAQQZAZE +62551 2026018
Palu APP 123.0MHz WAFFZAZE +62451 487222
Gorontalo APP 122.2MHz WAMGZAZE +62435 890355
Manado APP 119.0MHz WAMMZAZE +62431 813252,
814325 Ext: 830
Kendari APP 119.6MHz WAWWZTZE +62401 3131751
Ternate APP 122.4MHz WAEEZTZE +62921 3122199
Ambon APP 121.0MHz WAPPZAZE +62911 323770,
323771 Ext: 222
Sorong APP 118.8MHz WASSZAZE +62951 326061
Biak APP 121.2MHz WABBZAZE +62981 22028
FAR EAST

ing service
Jayapura APP 119.1MHz WAJJZAZE +62967 592152
CONTINGENCY PLAN FOR SINGAPORE FIR

GENERAL
In the event of partial or total disruption to the provision of Air Traffic Services (ATS) and/or the
related support services in the Singapore FIR, the ATM Contingency Plan referred to in this sec-
tion shall be activated to ensure the continued safety of air navigation of aircraft operating through
the Singapore FIR.
However, this contingency plan does not address arrangements for aircraft arriving and departing
at Singapore airports.
As and where dictated by circumstances, aircraft planning to operate through Singapore FIR that
have not yet departed may be temporarily suspended until a full assessment of the prevailing con-
ditions has been determined and sufficient air traffic services restored.
Long-haul international aircraft and special operations (e.g. SAR, State aircraft, humanitarian
flights, etc.) shall be afforded priority for levels at FL290 and above. Aircraft operators that oper-
ate domestic and regional flights should plan on the basis that FL290 and above may not be avail-
able.
Aircraft operators may elect to avoid the Singapore FIR by using ATS routes outside of Singapore
FIR.
REDUCED ATS AND PROVISION OF FLIGHT INFORMATION SERVICES (FIS)

During the period where the contingency arrangements are in place, ATS including ATC services
may not be available, a NOTAM will be issued providing the relevant information. The contin-
gency plan provides for limited flight information and alerting services to be provided by Singa-
pore ACC.
FIS and flight monitoring will be provided by the designated ATS authorities for the adjacent FIRs
on the contingency routes that enter their respective FIRs.
During the early stages of a contingency event, ATC may be overloaded and tactical action may
be taken to re-clear aircraft on alternative routes not included in this plan.
In the event that ATS cannot be provided in the Singapore FIR, a NOTAM shall be issued indicat-
ing the following:
a. time and date on the commencement of the contingency measures;
b. airspace available for aircraft operations and airspace to be avoided;
c. details of the facilities and services available or not available and any limits on ATS provi-
sion, including an expected date of restoration of services if available;
d. information on the provisions made for alternative services;
FAR EAST
e. applicable ATS routes, AIP-published contingency routes, or tactically defined contingency

routes;
f. any special procedures to be complied by neighboring ATS units not covered by this plan;
g. any special procedures to be complied by pilots; and
h. any other details that aircraft operators may find useful with respect to the disruption and
actions taken.
AIRCRAFT SEPARATION
The longitudinal separation will be 15 minutes. However, this may be reduced to 10 minutes in
conjunction with application of the Mach number technique where authorized by CAAS and the
agreed ATS coordination with the adjacent ATS authority.
The contingency route structure provides for lateral separation of 100NM. In cases where the lat-
eral spacing of contingency routes is less than 100NM, a minimum vertical separation of 1000ft
will be applicable.
AIRCRAFT POSITION REPORTING

Beyond VHF coverage, ADS-C shall replace any requirement for voice position reporting to ATC
for suitably equipped aircraft and in this case CPDLC or HF will be the secondary means of com-
munication. When CPDLC has been authorized for use by the relevant ATC authority, this will
become the primary means of communication while HF will act as the secondary means of com-
munication. If means of communication (i.e. ADS-C, CPDLC, HF, VHF) are not available, aircraft
operators shall comply with the communication procedures as stated in COMMUNICATION PRO-
CEDURES below.
In the event that communication with the appropriate ATS authority could not be established, air-
craft operators may apply Traffic Information Broadcast by Aircraft (TIBA) on 121.5MHz. For
details see Jeppesen ATC-Chapter “Traffic Information Broadcasts by Aircraft (TIBA)”.
PILOT AND OPERATOR PROCEDURES

Flight Planning
Flight planning requirements detailed in AIP Singapore continue to apply during contingency oper-
ations, except where modified by the contingency ATS routes and flight level allocation scheme
specified by ATC and/or in NOTAM.
Airspace users are expected to familiarize themselves with the Contingency Plan of the Singa-
pore FIR and the activation times. For aircraft intending to operate in areas during periods when
the Contingency Plan is activated, the operators shall plan the flight to conform to the require-
ments of Contingency Plan.
Overflight Approval
Airspace users must obtain overflight approval from CAAS prior to operating aircraft through the
Singapore FIR. During the period of activation of this Contingency Plan, the adjacent ATS author-
ity will provide normal ATC clearances for aircraft to enter Singapore FIR. The adjacent ATS
FAR EAST
authority is not responsible for coordination or provision of overflight clearances for Singapore
FIR. The airspace users must ensure any required overflight approval has been obtained.
Pilots will continue to make or broadcast routine position reports in line with normal ATC proce-
dures.
Pilots of aircraft operating in the Singapore FIR during contingency operations shall comply with
the following procedures:
a. all aircraft proceeding along the ATS routes established in this Contingency Plan will comply
with IFR and will be assigned a flight level in accordance with the flight level allocation
scheme applicable to the route(s) being flown as specified in CONTINGENCY ATS ROUTE
NETWORK below;
b. aircraft are to flight plan using the Contingency Routes specified below, according to their
airport of origin and destination;
c. aircraft are to operate as close as possible to the centerline of the assigned contingency
route;
d. a continuous communication watch shall be maintained on the specified contingency fre-
quency as specified in CONTINGENCY ATS ROUTE NETWORK below;
e. aircraft position reports and other information as necessary shall be broadcast in accord-
ance with TIBA procedures;
f. aircraft navigation and anti-collision lights shall be displayed;
g. except in cases of emergency or for reasons of flight safety, pilots are to maintain the last
assigned flight level, MACH number and SSR transponder code during their entire flight
within Singapore FIR. If no transponder code has been assigned, aircraft shall squawk Code
2000;
h. aircraft are to reach the flight level last assigned by the responsible ACC at least 10 minutes
before entering the Singapore FIR or as otherwise instructed by the ATC unit acting in
accordance with the Operational Contingency Arrangement;
i. pilots are to contact the next adjacent ACC as soon as possible, and in any event not less
than 10 minutes before the estimated time of arrival over the relevant exit point from the Sin-
gapore FIR;
j. pilots are to strictly adhere to the ICAO TIBA procedures on the specified VHF and HF fre-
quencies listed in CONTINGENCY ATS ROUTE NETWORK below. When necessitated by
emergency conditions or flight safety requirements, pilots are to transmit blind on these fre-
quencies, their current circumstances and the commencement and completion of any climb
and descent or deviation from the cleared contingency route;
k. whenever emergencies and/or flight safety reasons make it impossible to maintain the flight
level assigned for transit of Singapore FIR, pilots are to comply with the special procedures
for in-flight contingencies. If the deviation brings the aircraft out of Singapore FIR, pilots are
FAR EAST
to immediately inform the ACC unit responsible for that airspace. Pilots are to broadcast
details of any level change including aircraft identification, aircraft position and route, vaca-
ted flight level, intended flight level; flight level passed and cruising flight level on 121.5MHz;
l. pilots are to maintain own longitudinal separation of 15 minutes from preceding aircraft at
the same cruising level. However, this may be reduced to 10 minutes in conjunction with
application of the Mach number technique where authorized by CAAS and the agreed ATS
coordination with the adjacent ATS authority; and
m. not all operational circumstances can be addressed by this Contingency Plan and pilots are
to maintain a high level of alertness when operating in the contingency airspace and take
appropriate action to ensure safety of aircraft.
Aircraft operators must be familiar with international intercept procedures contained in ICAO
Annex 2 - Rules of the Air, paragraph 3.8 and Appendix 2, Sections 2 and 3.
Pilots are to comply with instructions given by the pilot of the intercepting aircraft. In such circum-
stances, the pilot of the aircraft being intercepted shall broadcast information on the situation.
If circumstances leading to the closure of the Singapore FIR where no contingency routes are
available, aircraft will be required to keep clear of Singapore FIR. As much warning as possible
will be provided by the appropriate ATS authorities in the event of the complete closure of air-
space.
Pilots shall continuously guard the VHF emergency frequency 121.5MHz and shall operate their
transponder at all times during flight, regardless of whether the aircraft is within or outside air-
space where SSR is used for ATS purposes. Transponder should be set on the last discrete code
assigned by ATC or select Code 2000 if no code was assigned.
Degradation of Communication - Pilot Radio Procedures
When operating within the contingency airspace, pilots should use normal radio communication
procedures where ATS services are available. Where limited or no ATS is available, communica-
tion shall be conducted in accordance with the procedures in this plan or as otherwise notified by
NOTAM.
If communication is lost unexpectedly on the normal ATS frequencies, pilots shall try the next
applicable frequency, e.g. if enroute contact is lost, pilots shall try the next appropriate frequency
(the next normal handover frequency). Pilots should also consider attempting to contact ATC on
the last frequency where two-way communication had been established. In the absence of com-
munication with ATC, the pilot shall continue to make routine position reports on the assigned fre-
quency, and also broadcast positions in accordance with the TIBA procedures.
FAR EAST
CONTINGENCY ATS ROUTE NETWORK

Contingency ATS Route Network between Singapore and Manila FIR
Contingency Transfer of Com-
ATS Route Flight Levels Remarks
Route munication (Toc)
CRS-3 N884 Eastbound: FL310, At 0754N 11220E, Aircraft operators
(0754N 11220E - FL350 contact Manila may choose to
LAXOR) ACC: avoid the Singa-
pore FIR by using
– ADS/CPDLC:
alternate ATS
Logon RPHI
routes in other
– HF: 5655/8942 FIRs.
– VHF: 118.9
(LAXOR)
CRM-3 N884 Eastbound: FL310, At CAB, contact Aircraft operators
(LAXOR - CAB) FL350, FL390 Tokyo Radio: may choose to
– HF: 8903/4666 avoid the Manila
FIR by using alter-
– VHF: 123.9 nate ATS routes in
(LEBIX) other FIRs.
CRM-4 M767 Westbound: At JOM, contact
(JOM - TEGID) FL320, FL360, Singapore ATC:
FL400 – ADS/CPDLC:
Logon WSJC
– HF: 5655/8942
Contingency ATS Route Network between Singapore and Ho Chi Minh FIR
CRS-1 L642 Westbound: At 0600N Aircraft operators
(ESPOB - 0600N FL360, FL400 10456E, contact may choose to
10456E) Kuala Lumpur: avoid the Singa-
pore FIR by using
– VHF: 132.6
alternate ATS
– HF: 5655/8942 routes in other
FIRs.
FAR EAST
Contingency ATS Route Network between Singapore and Ho Chi Minh FIR (continued)
CRS-2 M771 Eastbound: At 0600N
(0600N 10609E - FL350, FL390 10609E, contact
DUDIS) Ho Chi Minh ATC:
– ADS/CPDLC:
Logon VVHM
– VHF:
133.05/120.9
– HF: 5655/8942
CRS-3 N884 Eastbound: At 0600N
(0600N 10956E - FL310, FL350 10956E, contact
0754N 11220E) Ho Chi Minh ATC:
– ADS/CPDLC:
Logon VVHM
VHF:
133.05/120.7
– HF: 5655/8942
At 0754N
11220E, contact
Manila ATC:
– ADS/CPDLC:
Logon RPHI
– VHF: 118.9
(LAXOR)
– HF: 5655/8942
CRS-4 M768 Eastbound: At 0646N
(0646N 11215E - FL330 11215E, contact
AKMON) Kota Kinabalu
ATC:
– ADS/CPDLC:
Logon WBFC
– VHF: 126.1
FAR EAST
Westbound: At 0646N
FL380 11215E, contact
Ho Chi Minh ATC:
– ADS/CPDLC:
Logon VVHM
– VHF:
133.05/120.7
CRH-1 N891 Northbound: At IGARI, contact Aircraft operators
(XONAN - IGARI) FL300 Hanoi ACC: may choose to
avoid the Ho Chi
– VHF: 120.9
Minh FIR by using
Southbound: At IGARI, contact alternate ATS
FL330 Singapore ATC: routes in other
– ADS/CPDLC: FIRs.
Logon WSJC
– VHF: 134.35
– HF: 5655/8942
CRH-2 M753 Northbound: At IPRIX, contact
(OSOTA - IPRIX) FL270 Hanoi ACC:
– VHF: 120.9
Southbound: At IPRIX, contact
FL260 Singapore ATC:
– ADS/CPDLC:
Logon WSJC
– VHF: 134.35
– HF: 5655/8942
CRH-3 R468/M768 Eastbound: At AKMON, con-
(SAPEN – TSN - FL270 tact Singapore
AKMON) ATC:
– ADS/CPDLC:
Logon WSJC
– HF: 5655/8942
FAR EAST
Westbound: At AKMON, con-
FL380 tact Hanoi ACC:
– VHF: 133.05
– HF: 5655/8942
CRH-4 L642 Westbound: At ESPOB, con-
(EXOTO – ES- FL310, FL320, tact Singapore
POB) FL390, FL400 ATC:
– ADS/CPDLC:
Logon WSJC
– VHF: 134.35
– HF: 5655/8942
CRH-5 M771 Eastbound: At DUDIS, con-
(DUDIS - DON- FL310, FL320, tact Hanoi ACC:
DA) FL390, FL400 – VHF:
133.05/120.7
– HF: 5655/8942
CRH-6 N892 Westbound: At MELAS, con-
(MIGUG – FL310, FL320, tact Singapore
MELAS) FL390, FL400 ATC:
– ADS/CPDLC:
Logon WSJC
– VHF: 134.35
– HF: 5655/8942
CRH-7 L625 Eastbound: At AKMON, con-
(AKMON - ARE- FL310, FL320, tact Hanoi ACC:
SI) FL390, FL400 – VHF:
133.05/120.7
– HF: 5655/8942
FAR EAST
CONTINGENCY PLAN FOR YANGON FIR

Contingency ATS Route Network within Yangon FIR
Contingency
ATS Route Flight Levels Communication
Route
CRMMR001 L507, G473 Westbound: FL320, HF, ADS/CPDLC
TEBOV-BGO-MAKAS FL340
Eastbound: FL350 VHF
CRMMR002 A201 Westbound: FL320, HF, ADS/CPDLC
ANSOS-LSO-LINSO FL380
Eastbound: FL290 VHF
CRMMR003 L301 Westbound: FL300, HF, VHF, ADS/CPDLC
RINDA-DWI-TANEK FL380
Eastbound: FL330, VHF
FL410
CRMMR004 P762 Westbound: FL280 HF, ADS/CPDLC
LULDA-DWI-CRY3-TA- Eastbound: FL270 VHF
NEK
CRMMR005 B465 Westbound: FL300, VHF, HF
APAGO-MDY-AKSAG FL320
Eastbound: FL330, VHF
FL410
CONTINGENCY PLAN FOR VIETNAM FIRS

ATM contingency methods in this Plan are applied in 2 cases: short term contingency case (occur
unpredictably, immediately, and not enough time to prepare) and long term contingency case
(predictably and enough time to prepare).
During ATM contingency situation, Air Navigation Services such as communication, ATS surveil-
lance services may be postponed or disrupted. At that time, one NOTAM will be issued to show
related information, including estimated time and date when the service is reactive. During contin-
gency situation, adjacent ATS units are responsible to provide FIS, alerting service on contin-
gency routes inbound for their responsibility area.
VHF and HF are the main communication equipments.
ATS unit may be overloaded during the first stage of contingency period. ATS unit can provide
appropriate actions to temporarily adjust flight routes for flights on alternate routes which are not
contingency ones, after that step to step change to contingency routes structure.
FAR EAST
AIRCRAFT SEPARATION
15 minutes for aircraft flying at the same flight level, on the same route or on crossing tracks at
transferring control point.
FLIGHT LEVEL LIMITATION

Depending on contingency situation, aircraft on long-haul international flights and special flights
(search and rescue, State aircraft, humanitarian flights…) will be normally afforded priority for
flight levels.
AIRCRAFT POSITION REPORTS

Pilots will continue to report the aircraft positions as usual, in accordance with normal ATS report-
ing procedures.
TRANSITION TO CONTINGENCY PLAN

During times of uncertainty when airspace closures seem possible, aircraft operators should be
prepared for a possible change in routing while enroute, familiarization of the alternative routes
outlined in this Contingency Plan, as well as those which may be promulgated via NOTAM.
PILOT AND OPERATOR PROCEDURES

Flight Planning
When operating in Vietnam FIRs, pilots shall submit flight plans in accordance with ICAO Annex 2
and Doc 4444.
Before flying in contingency area, pilots consider to make decision to flight into alternate airport or
continue the flight as scheduled, agree with ATS unit to do this.
Pilots of aircraft operating during contingency operations shall complied with the following proce-
dures:
– Aircraft proceeding along ATS routes are established in this plan will comply with the IFR rules
and will be assigned a flight level in accordance with the flight level allocation scheme applica-
ble to contingency routes shown at detailed Contingency Plan below.
– At least 10 minutes before entering into contingency FIR, aircraft have to reach the latest flight
level assigned by responsible ATS unit or follow other instructions suitably with signed agree-
ment.
– During flight time within contingency FIR, pilots have to maintain the latest flight level assigned
by latest responsible ATS unit before entering into contingency route system and can not
change the flight level and speed except under emergency situation or to ensure safety for the
flight.
– Whenever emergencies or the flight safety reasons for flights that make them impossible to
maintain assigned flight level when entering into contingency airspace, pilots have to change
their heading to the right of centerline of ATM contingency route before changing flight level. In
FAR EAST
case of deviating beyond the FIR, pilots have to inform ACC responsible for that area immedi-
ately. Blinded transmission is done on VHF frequency 121.5MHz and by broadcasting on fre-
quency 123.45MHz related emergency flight level change message (including aircraft callsign,
position, passing flight level, flight level left, …).
– Pilots are to strictly follow the in-flight broadcasting procedures and monitor VHF frequency
123.45MHz continuously.
– Pilots have to make position reports at the latest reporting point before entering into contin-
gency airspace as well as information on estimated time of entering and leaving contingency
airspace; make position reports when over compulsory position reporting point established on
contingency route.
– Pilots need to contact with ATS contingency unit immediately (at least 10 minutes before the
estimated time of arriving/crossing transfer of control boundary). Pilots have to maintain the
highest consciousness when operating in the contingency airspace and have appropriate
action to ensure safety for the flight.
Pilots need to be aware that according to current international circumstances, their aircraft might
be intercepted by military aircraft on contingency route. Aircraft operators must therefore be famil-
iar with international interception procedures contained in ICAO Annex 2.
When operating within the contingency airspace, pilots should use normal radio communication
procedures where ATC services are available. These will be in accordance with the communica-
tion procedures in this plan or as otherwise notified by NOTAM.
If communications are lost unexpectedly on the normal ATC frequencies, pilots should try the next
applicable frequency, e.g. if enroute contact is lost then try the next appropriate frequency. Pilots
should also consider attempting to contact with ATS unit on the latest frequency where two-way
communication recovered. In the absence of communication with ATS unit, the pilot should con-
tinue to make routine position reports on the assigned frequency, and also broadcast positions on
assigned contingency frequency.
ATM CONTINGENCY PROCEDURES

Ha Noi ACC
Ha Noi ACC‘s contingency area are reorganised as follows:
– Contingency area 1 includes: Sector 1 and Sector 2 of Ha Noi ACC;
– Contingency area 2 includes: Sector 3 and Sector 4 of Ha Noi ACC.
FAR EAST
Contingency Procedures
Contin- Unit responsi- Contingency technical equipment
gency Contingen- ble for provid- Contingen-
Proce- cy Area ing ATS serv- cy position AFTN/
Frequency Telephone
dure ices AMHS
Short Contingen- Noi Bai APP Noi Bai APP 125.1MHz +84 24 VVNBZAZX
term con- cy area 1 (Primary) 3866 186
tingency 121.0MHz
(Secondary)
121.5MHz
Contingen- Ho Chi Minh Ho Chi Minh 134.05MHz +84 28 39 VVHMZQZX
cy area 2 ACC ACC (Primary) 972 430
125.375MHz
(Secondary)
121.5MHz
Long term Contingen- Ha Noi ACC Old Ha Noi 132.3MHz +84 24 38 VVHNZQZV
contin- cy area 1 ACC at Noi (Primary) 860 957
gency Bai 128.15MHz
(Secondary)
121.5MHz
Contingen- 125.9MHz +84 24 38
cy area 2 (Primary) 860 958
128.15MHz
(Secondary)
121.5MHz
Contingency routes, flight levels and frequencies

In case of contingency, related ATS unit requests pilots change to contingency ATS routes and
flight levels. Pilots will perform the deviated lateral off set procedure and broadcast in case of
changing flight level. ATS routes, flight levels and frequencies are as follows:
Long Term Contingency

Contingency
ATS Route Flight Levels Segment Frequencies
Area
R474 Eastbound: FL270, LAVOS - TEBAK Area 1 132.3 MHz (Pri-
FL290, FL330, FL370 mary)
128.15 MHz (Sec-
ondary)
FAR EAST
Long Term Contingency (continued)

Contingency
Area
Westbound: FL260, 121.5 MHz
FL300, FL340, FL380
A202 Eastbound: FL290, VILAO - ASSAD Area 2 125.9 MHz (Pri-
FL330 mary)
Westbound: FL300, 134.425 MHz (Sec-
FL400 ondary)
121.5 MHz
W1 Southbound: FL280 NOB - VIDAD Area 1 132.3 MHz (Pri-
mary)
Northbound: FL270
128.15 MHz (Sec-
ondary)
121.5 MHz
Southbound: FL280 VIDAD - VILOT Area 2 125.9 MHz (Pri-
(segment HAMIN - mary)
Northbound: FL270
VILOT from FL245 134.425 MHz (Sec-
to FL280) ondary)
121.5 MHz
Q1 Southbound: FL320, NOB - VIDAD Area 1 132.3 MHz (Pri-
FL360 mary)
Northbound: FL270 128.15 MHz (Sec-
ondary)
121.5 MHz
Southbound: FL320, VIDAD - SADIN Area 2 125.9 MHz (Pri-
FL360 mary)
Northbound: FL270 134.425 MHz (Sec-
ondary)
121.5 MHz
W20 Southbound: FL320, CIB - MAREL Area 1 132.3 MHz (Pri-
FL360 mary)
Northbound: FL310, 128.15 MHz (Sec-
FL350 ondary)
121.5 MHz
FAR EAST

Contingency
Area
W2 Southbound: FL140, NAH - VIN Area 1 132.3 MHz (Pri-
FL240 mary)
Northbound: FL150, 128.15 MHz (Sec-
FL250 ondary)
121.5 MHz
Southbound: FL140, VIN - CQ (segment Area 2 125.9 MHz (Pri-
FL240 KONCO - CQ from mary)
FL245 and above) 134.425 MHz (Sec-
Northbound: FL150,
FL250 ondary)
121.5 MHz
Q2 Northbound: FL310, LATOM - MIBAM Area 2 125.9 MHz (Pri-
FL350 mary)
134.425 MHz (Sec-
ondary)
121.5 MHz
MIBAM - VPH Area 1 132.3 MHz (Pri-
mary)
128.15 MHz (Sec-
ondary)
121.5 MHz
A1 Eastbound: FL290, PAPRA - BUNTA Area 2 125.9 MHz (Pri-
FL330 mary)
Westbound: FL300, 134.425 MHz (Sec-
FL340 ondary)
121.5 MHz
NOTE: Depending on the process of contingency period, other ATS routes will be supplied in
accordance with capability of providing services.
Ho Chi Minh ACC
Ho Chi Minh ACC‘s contingency areas are reorganised as follows:
– Contingency area 1 corresponds to Sector 1 of Ho Chi Minh ACC;
– Contingency area 2 corresponds to Sector 2 and sector 6 of Ho Chi Minh ACC;
FAR EAST

– Contingency area 5 corresponds to Sector 5 of Ho Chi Minh ACC.
Frequency Telephone
dure ices AMHS
Short Contingen- Ha Noi ACC Ha Noi ACC 134.05MHz +84 24 38 VVHNZQZX

term con- cy area 1 (Primary) 729 924
tingency 125.375MHz
(Secondary)
121.5MHz
Contingen- Ho Chi Minh IFR Division 120.1MHz +84 28 39
cy area 2 ACC of Tan Son (Primary) 972 432
Nhat TWR 128.775MHz
(Secondary)
121.5MHz
Contingen- Ho Chi Minh IFR Division 120.9MHz +84 28 39
cy area 3 ACC of Tan Son (Primary) 972 450
Nhat TWR 133.85MHz
(Secondary)
121.5MHz
Contingen- Ha Noi ACC Ha Noi ACC 133.05MHz +84 24 38 VVHNZQZX
119.35MHz
(Secondary)
121.5MHz
Contingen- Ha Noi ACC Ha Noi ACC 120.7MHz +84 24 38 VVHNZQZX
133.15MHz
(Secondary)
121.5MHz
FAR EAST
Contingency Procedures (continued)

Frequency Telephone
dure ices AMHS
Long term Contingen- Ho Chi Minh Ha Noi ACC 134.05MHz

contin- cy area 1 ACC (Primary)
gency 125.375MHz
(Secondary)
121.5MHz
Contingen- Ho Chi Minh Ha Noi ACC 120.1MHz
cy area 2 ACC (Primary)
128.775MHz
(Secondary)
121.5MHz
133.85MHz
(Secondary)
121.5MHz
119.35MHz
(Secondary)
121.5MHz
133.15MHz
(Secondary)
121.5MHz
Contingency routes, flight levels and frequencies

In case of contingency, related ATS unit requests pilots change to contingency ATS routes and
flight levels. Pilots will perform the deviated lateral off set procedure and broadcast in case of
changing flight level. ATS routes, flight levels and frequencies are as follows:
FAR EAST
Long Term Contingency

L642 Follow regulated direc- EXOTO - RUTIT 120.7MHz (Primary)
tion of flight 133.15MHz (Secon-
FL310, FL320, FL390, dary)
FL400 121.5MHz
RUTIT - ESPOB 133.05MHz (Primary)
119.35MHz (Secon-
dary)
121.5MHz
N892 Follow regulated direc- MIGUG - OSIXA 120.7MHz (Primary)
FL310, FL320, FL390, dary)
FL400 121.5MHz
OSIXA - MELAS 133.05MHz (Primary)
119.35MHz (Secon-
dary)
121.5MHz
M771 Follow regulated direc- DUDIS - SUDUN 133.05MHz (Primary)
FL310, FL320, FL390, dary)
FL400 121.5MHz
SUDUN - DONDA 120.7MHz (Primary)
133.15MHz (Secon-
dary)
121.5MHz
L625 Follow regulated direc- AKMON - UDOSI 133.05MHz (Primary)
FL310, FL320, FL390, dary)
FL400 121.5MHz
UDOSI - ARESI 120.7MHz (Primary)
133.15MHz (Secon-
dary)
121.5MHz
FAR EAST

B202 Eastbound: FL290 BOMPA - PLK 134.05MHz (Primary)
Westbound: FL280 125.375MHz (Secon-
dary)
121.5MHz
G474 Eastbound: FL290 ANINA - PCA 134.05MHz (Primary)
dary)
121.5MHz
R588 Eastbound: FL290 GONLY - PLK 134.05MHz (Primary)
dary)
121.5MHz
L628 Eastbound: FL290 PCA - VIMUT 134.05MHz (Primary)
dary)
121.5MHz
Eastbound: FL290 VIMUT - ARESI 120.7MHz (Primary)
dary)
121.5MHz
M753 Northbound: FL270 IPRIX - OSOTA 120.9MHz (Primary)
Southbound: FL260 133.85MHz (Secon-
dary)
121.5MHz
N891 Northbound: FL300 IPRIX - OSOTA 120.9MHz (Primary)
dary)
121.5MHz
M765 Eastbound: FL370 IGARI - VIGEN 120.9MHz (Primary)
dary)
121.5MHz
FAR EAST

Eastbound: FL370 VIGEN - SAMAP 133.05MHz (Primary)
dary)
121.5MHz
Eastbound: FL370 SAMAP - PANDI 120.7MHz (Primary)
dary)
121.5MHz
N500 Eastbound: FL330 TSH - BUKMA 120.9MHz (Primary)
dary)
121.5MHz
Eastbound: FL330 BUKMA - MATGI 120.1MHz (Primary)
dary)
121.5MHz
Eastbound: FL330 MATGI - AGSIS 120.1MHz (Primary)
Westbound: FL300 Below FL 305 128.775MHz (Secon-
dary)
121.5MHz
Eastbound: FL330 MATGI - AGSIS 120.7MHz (Primary)
Westbound: FL300 Below FL305 133.15MHz (Secon-
dary)
121.5MHz
Eastbound: FL330 AGSIS - PANDI 120.7MHz (Primary)
dary)
121.5MHz
L637 Northeastbound: FL250 BITOD - TSH 120.9MHz (Primary)
Southwestbound: 133.85MHz (Secon-
FL240 dary)
121.5MHz
FAR EAST

R468 Southeastbound: FL270 SAPEN - TSH 120.9MHz (Primary)
Northwestbound: FL380 133.85MHz (Secon-
dary)
121.5MHz
M768 Southeastbound: FL270 TSH - ASEBO 120.9MHz (Primary)
dary)
121.5MHz
Southeastbound: FL270 ASEBO - AKMON 133.05MHz (Primary)
dary)
121.5MHz
W1 Northbound: FL270 VILOT - MEVON 134.05MHz (Primary)
dary)
121.5MHz
Northbound: FL270 MEVON - TSH 120.1MHz (Primary)
dary)
121.5MHz
Q1 Southbound: FL320, SADIN -ENGIM 134.05MHz (Primary)
FL360 125.375MHz (Secon-
Northbound: FL270 dary)
121.5MHz
Southbound: FL320, ENGIM - AC 120.1MHz (Primary)
Northbound: FL270 dary)
121.5MHz
W2 Southbound: FL140, CQ - IBUNU 134.05MHz (Primary)
Northbound: FL150, dary)
FL250 121.5MHz
FAR EAST

Southbound: FL140, IBUNU - TSH 120.1MHz (Primary)
Northbound: FL150, dary)
FL250 121.5MHz
Q2 Northbound: FL310, TSH - SADAS 120.1MHz (Primary)
dary)
121.5MHz
SADAS - LATOM 134.05MHz (Primary)
125.375MHz (Secon-
dary)
121.5MHz
NOTE: Depending on the process of contingency period, other ATS routes will be supplied in
accordance with capability of providing services.
Approach areas
Noi Bai Approach
Unit responsible Contingency technical equipment

Contingency Contingency
for providing AFTN/
Procedure position Frequency Telephone
ATS services AMHS
Short term Ha Noi ACC (Sec- Ha Noi ACC 132.3MHz (Pri- +84 24 38 VVHNZQZ
contingency tor 1) mary) 729 920 X
128.15MHz
(Secondary)
121.5MHz
Long term Noi Bai APP Old Ha Noi ACC 125.1MHz (Pri- +84 24 38 VVHNZQZ
contingency at Noi Bai mary) 860 957 V
121.0MHz +84 24 38
(Secondary) 860 958
121.5MHz
FAR EAST
Tan Son Nhat Approach

for providing AFTN/
ATS services AMHS
Short term Tan Son Nhat Tan Son Nhat 118.7MHz +84 28 38 VVTSZTZX
contingency TWR TWR 130.0MHz 440 532 Ext
6235
Long term Tan Son Nhat
contingency APP
Da Nang Approach

for providing AFTN/
ATS services AMHS
Short term Da Nang CTL Da Nang CTL 125.3 MHz (Pri- +84 236 VVDNZAZ
contingency mary) 3825018; X
125.45 MHz 5225 (PABX:
(Secondary) +84 236
121.5 MHz 3813814)
Long term Da Nang APP Da Nang SUP 120.45 MHz 5226 (PABX:
contingency CTL/APP (Primary) +84 236
125.45 MHz 3813814)
(Secondary)
121.5 MHz
FAR EAST
Da Nang Upper Approach Control
Responsible Contingency technical equipment

unit for pro- AFTN/
viding ATS AMHS
Short term Da Nang APP Da Nang APP 120.45 MHz (Pri- +84 236 VVDNZAZX
contingency mary) 6299577;
125.45 MHz 5225 (PABX:
(Secondary) +84 236
121.5 MHz 3813814)
Long term Da Nang CTL Da Nang SUP 125.3 MHz (Pri- 5226 (PABX:
contingency CTL/APP mary) +84 236
125.45 MHz 3813814)
(Secondary)
121.5 MHz
FAR EAST
In case Da Nang Upper Approach Control/Approach is unserviceable
Unit respon- Contingency technical equip-

Contingen- sible for Contingen- ment
Description
cy Area providing cy position Frequen- Tele- AFTN/
ATS cy phone AMHS
Contingency – Lateral limits: – Short Ha Noi ACC 123.3 MHz +84 243 VVHNZQZ
area 1 term con- 124.55 MH 8729924; X
• Northern:
Boundary of tingency: z +84 243
Ha Noi
Ha Noi FIR
ACC (Sec- 121.5 MHz 8729925
and Ho Chi
Minh FIR tor 4) is re-
then to sponsible
boundary of for Da
Ho Chi Minh Nang CTL
FIR and Sa- and Da
nya FIR. Nang APP
• Eastern:
From point
in boundary
of Ho Chi
Minh FIR
and Sanya
FIR with co-
ordinates
161832N –
1100000E
to point with
coordinates
155235N –
1100000E.
FAR EAST

Description
cy Area providing cy position Tele- AFTN/
ATS Frequency
phone AMHS
• Southern:
From point
with coordi-
nates
155235N –
1100000E, to
point with co-
ordinates
152444N –
1084216E (lo-
cated at NDB
“CQ”, to point
with coordi-
nates
144110N –
1073324E (the
intersection of
Ho Chi Minh
FIR, Vientiane
FIR and
Phnom Penh
FIR)
• Western: Na-
tional borders
of Viet Nam
and Lao.
– Vertical limit:
From ground/
water up to
and FL245 in-
clusive.
– Long Search and 125.3 MHz +84 236 VVDNZAZ
term con- Rescue Co- (Primary) 3811666; X
tingency: ordination 125.45 MH 5243
Da Nang Center z (Secon- (PABX:
CTL dary) +84 236
121.5 MHz 3813814)
FAR EAST

Description
ATS Frequency
phone AMHS
– Long
term con-
tingency:
Da Nang
APP
Contingency – Lateral limits: – Short Ho Chi 134.05 MH +84 28 VVHNZQZ
area 2 term con- Minh ACC z 3844132 X
• Northern:
The South- tingency: 125.375 M +84 28
ern limit of Ho Chi Hz 3844153
contingency Minh ACC
(Sector 1) 121.5 MHz
area 1.
is respon-
• Eastern: sible for
From point Da Nang
with coordi- CTL
nates
155235N –
1100000E
to point with
coordinates
133000N –
1100000E.
• Southern:
Latitude
133000N.
• Western:
National
borders of
Viet Nam
and Cambo-
dia.
– Vertical limit:
From ground/
water up to
and FL245 in-
clusive.
FAR EAST

Description
ATS Frequency
phone AMHS
– Long Search and 125.3 MHz +84 236 VVDNZAZ
term con- Rescue Co- (Primary) 3811666; X
tingency: ordination 125.45 MH or other
Da Nang Center z (Secon- contact
CTL dary) according
to the ac-
121.5 MHz tual con-
dition);
5243
(PABX:
+84 236
3813814)
– Long 120.45 MH
term con- z (Primary)
tingency: 125.45 MH
Da Nang z (Secon-
APP dary)
121.5 MHz
Cam Ranh Approach
Contingen- Unit responsible Contingency technical equipment
Contingency
cy Proce- for providing
position Frequency Telephone AFTN/AMHS
dure ATS services
Short term Ho Chi Minh ACC Ho Chi Minh 134.05MHz +84 28 38 VVHMZQZX
and long ACC 125.375MHz 441 153 Ext
term contin- 6302
gency
TRAFFIC INFORMATION BROADCAST BY AIRCRAFT (TIBA) PROCEDURES

Special procedures have been developed for pilots use in active contingency zones if air traffic
services are significantly degraded or unavailable. These procedures will enable traffic informa-
tion broadcasts by aircraft (TIBA) to be made as well as providing collision hazard information.
When aircraft will enter designated airspace in which it is known in advance that ATM contin-
FAR EAST
gency, pilots should maintain a listening watch on the 123.45MHz frequency 10 minutes prior to
entering that airspace.
Pilots shall operate aircraft transponders on Modes A and C at all time. In the absence of alterna-
tive instructions from the appropriate ATS unit, aircraft not assigned a discrete code should
squawk code A2000.
Unless otherwise directed by an appropriate authority, pilots should operate TCAS in TA/RA
Mode at maximum range setting during the cruise phase of flight and at a range setting appropri-
ate to the traffic situation when in the departure or terminal phases of flight.
For details see Jeppesen ATC-Chapter “Traffic Information Broadcasts by Aircraft (TIBA)”.
FAR EAST

OCEANIC AIRSPACE OF KOTA KINABALU AND KUALA LUMPUR
FIRS
GENERAL (FOR OCEANIC AIRSPACE OF KUALA LUMPUR FIR)
a. weather;
a. If an aircraft is unable to continue flight in accordance with its ATC clearance, a revised
clearance shall, whenever possible, be obtained prior to initiating any action, using a distress
or urgency signal as appropriate.
b. If prior clearance cannot be obtained, an ATC clearance shall be obtained at the earliest
possible time and, until a revised clearance is received, the pilot shall:
1. if possible, deviate away from an organized track or route system;
2. establish communications with and alert nearby aircraft by broadcasting, at suitable
intervals: flight identification, flight level, aircraft position, (including the ATS route desig-
nator or the track code) and intentions on the frequency in use, as well as on frequency
121.5MHz (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 ACAS/TCAS; and
4. turn on all aircraft exterior lights (commensurate with appropriate operating limitations).

DESCENT, TURN-BACK OR DIVERSION FOR OCEANIC AIRSPACE OF KUALA
LUMPUR FIR
Initial Action
craft should leave its assigned route or track by turning 90 degrees right or left whenever this is
FAR EAST
Subsequent Action
Aircraft able to maintain Level
track laterally separated by 15NM from its assigned route or track and once established on the
offset track, climb or descend 500ft (150m).
Aircraft unable to maintain Level
descent while turning to acquire and maintain in either direction a track laterally separated by
15NM from its assigned route or track. For subsequent level flight, a level should be selected
which differs by 500ft (150m) from those normally used.
Diversion across the Flow of adjacent Traffic
taining the 15NM offset, expedite climb above or descent below levels where the majority of air-
craft operate (e.g., to a level above FL400 or below FL290) and then maintain a level which differs
by 500ft (150m) from those normally used. However, 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.
Extended range Operations by Aeroplanes with two-turbine power-units (ETOPS) Aircraft
cable of the situation, reminding ATC of the type of aircraft involved and requesting expeditious
handling.
WEATHER DEVIATION PROCEDURES FOR KOTA KINABALU AND KUALA

LUMPUR FIRS
All possible circumstances cannot be covered. Therefore, the pilot’s judgement shall ultimately
determine the sequence of actions taken and ATC shall render all possible assistance.
If an aircraft is required to deviate from track to avoid weather and prior clearance cannot be
ance is received, the aircraft shall follow the procedures as detailed in “Actions to be taken if a
revised ATC Clearance cannot be obtained”.
The pilot shall advise ATC when weather deviation is no longer required or when a weather devia-
tion has been completed and the aircraft has returned to its cleared track.
Obtaining Priority from ATC when Weather Deviation is required
ATC response.
FAR EAST
The pilot notifies ATC and requests clearance to deviate from track, advising, when possible, the
Sample Phraseology: “UNABLE (requested deviation), TRAFFIC IS (call sign, position, level,
direction), ADVISE INTENTIONS”.
a. advise ATC of intentions; and
b. comply with the ATC clearance issued; or
c. execute the procedures “Actions to be taken if a revised ATC Clearance cannot be obtained”
below (ATC will issue essential traffic information to all affected aircraft); and
b. establish communications with and alert nearby aircraft, broadcasting at suitable intervals-
aircraft identification, flight level, position, ATS route designator and intentions, on the fre-
quency in use and on frequency 121.5MHz (or, as a backup, on the VHF inter-pilot air-to-air
frequency 123.45MHz);
c. watch for conflicting traffic both visually and by reference to ACAS/TCAS;
e. for deviations of less than 10NM aircraft should remain at a level assigned by ATC;
f. for deviations of greater than 10NM, when the aircraft is approximately 10NM from track, ini-
tiate a level change based on the criteria in Table below;
g. if contact was not established prior to deviating, continue to attempt to contact ATC to obtain
obtain essential traffic information;
h. when returning to track, be at its assigned flight level, when the aircraft is within approxi-
mately 10NM of centerline.
NOTE: If, as a result of actions taken under b. and c. above the pilot determines that there is
another aircraft at or near the same flight level with which a conflict may occur, then the pilot is
expected to adjust the path of the aircraft, as necessary, to avoid conflict.
FAR EAST
Route Centerline Track Deviations ≥ 10 NM Level Change


OCEANIC AIRSPACE OF SINGAPORE FIR
GENERAL
Although all possible contingencies cannot be covered, the procedures shown below provide for
the more frequent cases such as:
a. The inability to comply with assigned clearance due to meteorological conditions;
b. Enroute diversion across the prevailing traffic flow (for example, due to medical emergen-
cies); and
c. The loss of, or significant reduction in, the required navigation capability when operating in
an airspace where the navigation performance accuracy is a prerequisite to the safe conduct
of flight operations, or pressurization failure.
The pilot shall take action as necessary to ensure the safety of the aircraft, and the pilot’s judge-
ment shall determine the sequence of actions to be taken, having regard to the prevailing circum-
stances. Air traffic control shall render all possible assistance.
ance shall be obtained, whenever possible, prior to initiating any action.
If prior clearance cannot be obtained the following contingency procedures should be employed
pilot shall:
a. Leave the cleared track or ATS route by initially turning at least 30 degrees to the right or to
5 NM. The direction of the turn should be based on one or more of the following factors:
5. Terrain clearance.
b. Maintain a watch for conflicting traffic both visually and by reference to ACAS (if equipped),
FAR EAST
c. Turn on all aircraft exterior lights (commensurate with appropriate operating limitations);
d. Keep the SSR transponder on at all times and, when able, squawk 7700, as appropriate and,
e. As soon as practicable advise air traffic control of any deviation from their assigned clear-
ance;
f. Use means as appropriate (i.e. voice and/or CPDLC) to communicate during a contingency
or emergency;
g. If voice communications are used the radiotelephony distress signal (MAYDAY) or urgency
signal (PAN PAN) preferably spoken three times, shall be used, as appropriate;
h. When emergency situations are communicated via CPDLC the controller may respond via
CPDLC. However, the controller may also attempt to make voice contact with the aircraft;
i. Establish communications with and alert nearby aircraft by broadcasting on the frequencies
in use and at suitable intervals on 121.5 MHz (or, as a backup, on the inter-pilot air-to-air
frequency 123.45 MHz): aircraft identification, the nature of the distress condition, intention
of the pilot, position (including the ATS route designator or the track code, as appropriate)
and flight level.
Actions to be Taken Once Offset from Track
a. Operation within a parallel track system;
b. The potential for user preferred routes (UPRs) parallel to the aircraft’s track or ATS route;
c. The nature of the contingency (e.g., aircraft system malfunction); and
d. Weather factors (e.g., convective weather at lower flight levels).
If possible, maintain the assigned flight level until established on the 5 NM parallel, same direction
track or ATS route offset. If unable, initially minimize the rate of descent to the extent that is
operationally feasible.
Once established on a parallel, same direction track or ATS route offset by 5 NM, either:
a. Descend below FL290, and establish a 500 ft vertical offset from those flight levels normally
used, and proceed as required by the operational situation or if an ATC clearance has been
b. Establish a 500 ft vertical offset (or 1000 ft vertical offset if above FL410) from those flight
levels normally used, and proceed as required by the operational situation, or if an ATC
clearance has been obtained, in accordance with the clearance.
NOTE: Altimetry system errors (ASE) may result in less than 500 ft vertical spacing (less than
1000 ft above FL410) when the above contingency procedure is applied.
FAR EAST
WEATHER DEVIATION PROCEDURES IN THE SINGAPORE FIR

Obtaining Priority from ATC when Weather Deviation is Required
NOTE: The following procedures are intended for deviations around adverse meteorological con-
ditions.
(preferably spoken three times) or by using a CPDLC urgency downlink message.
The pilot shall inform ATC when weather deviation is no longer required, or when a weather devi-
The pilot notifies ATC and requests clearance to deviate from track or ATS route, advising, when
possible, the extent of the deviation requested. The flight crew will use whatever means are
appropriate (i.e. voice and/or CPDLC) to communicate during a weather deviation.
a. Comply with the ATC clearance issued; or
b. Advise ATC of intentions and execute the procedures detailed in “Actions to be taken if a
revised ATC Clearance cannot be obtained” below.
tions and prior clearance cannot be obtained, an ATC clearance shall be obtained at the earliest
possible time. Until an ATC clearance is received, the pilot shall take the following actions:
b. Establish communications with and alert nearby aircraft by broadcasting, at suitable inter-
vals: aircraft identification, flight level, position (including ATS route designator or the track
code) and intentions, on the frequency in use and on 121.5 MHz (or, as a backup, on the
d. Turn on all aircraft exterior lights (commensurate with appropriate operating limitations);
FAR EAST
e. For deviations of less than 5 NM from the originally cleared track or ATS route, remain at a
f. For deviations greater than or equal to 5 NM from the originally cleared track or ATS route,
the table below;
tance, the pilot should apply an altitude offset in accordance with the table below before
NOTE: If, as a result of actions taken under the provisions above, the pilot determines that there
is another aircraft at or near the same flight level with which a conflict may occur, then the pilot is

SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES OF

JAKARTA AND UJUNG PANDANG FIRS
GENERAL
a. weather;
FAR EAST

DESCENT, TURN-BACK OR DIVERSION
Initial action
Subsequent Action
FAR EAST
handling.
WEATHER DEVIATION PROCEDURES FOR JAKARTA AND UJUNG PANDANG

FIRS
ATC response.
Actions to be taken if Pilot-Controller Communications are established
The pilot notifies ATC and requests clearance to deviate from track, advising, when possible, the
a. advise ATC of intentions; and
FAR EAST
Actions to be taken if a revised ATC Clearance cannot be obtained

b. establish communications with and alert nearby aircraft, broadcasting at suitable intervals-
tiate a level change based on the criteria in table below;


OCEANIC AIRSPACE OF HANOI AND HO CHI MINH FIRS
GENERAL
a. weather;
FAR EAST


DESCENT, TURN-BACK OR DIVERSION
Initial Action
Subsequent Action
FAR EAST

handling.
WEATHER DEVIATION PROCEDURES FOR HANOI AND HO CHI MINH FIRS

ATC response.
Pilot shall immediately notify ATC and require deviation which may include parameters deviation.
Using clearance: “(ATC UNIT), (CALL SIGN) REQUEST DEVIATION (NUMBER) NM TO THE
(DIRECTION) OF (POSITION) IN (NUMBER) NM DUE (REASON)”; or “(ATC UNIT), (CALL
SIGN) REQUEST HEADING (NUMBER) DUE (REASON) IN (…)”.
a. Deviation is allowed after being approved by ATC unit;
b. Report immediately about the change of heading/level (if possible);
c. Requirement about the change of level, heading shall be issued timely to ATC initiate plan
for air traffic control and ensure safety of flight operations;
d. Fully implement the instructions/clearance of ATC unit.
ation has been completed and the aircraft has returned to the centerline of its cleared route.
NOTE: In cases of force majeure that affects flight safety, pilot shall have immediately action to
ensure safety, and then report and comply with ATC's instructions (The pilot-in-command shall be
responsible for their action).
FAR EAST

a. advise ATC of intentions by the most expeditious means available;
Actions to be taken if Pilot-Controller Communications are established
The pilot shall notify ATC and request clearance to deviate from track, advising, when possible,
the extent of the deviation expected.
Actions to be taken if a revised ATC Clearance cannot be obtained
b. establish communications with and alert nearby aircraft, broadcasting at suitable intervals:
tiate a level change based on the criteria in Table below;
FAR EAST

WEATHER DEVIATION PROCEDURES FOR BANGKOK FIR

covered. Therefore, the pilot’s judgement shall ultimately determine the sequence of actions taken
and ATC shall render all possible assistance.
ance is received, the aircraft shall broadcast its position (including the ATS route designator or the
track code, as appropriate) and intentions, on frequency 121.5MHz at suitable intervals until ATC
clearance is received.
OBTAINING PRIORITY FROM ATC WHEN WEATHER DEVIATION IS REQUIRED

ATC response.
ACTIONS TO BE TAKEN WHEN PILOT-CONTROLLER COMMUNICATIONS ARE

ESTABLISHED
Pilot identifies the necessity to deviate from track.
Pilot notifies ATC and requests clearance to deviate from track, advising where possible the
Pilot will take the following actions:
a. comply with ATC clearance issued; or
b. follow the ATC advisory altitude along with the procedures detailed in “ACTIONS TO BE
TAKEN WHEN PILOT-CONTROLLER COMMUNICATIONS ARE NOT ESTABLISHED OR
REVISED ATC CLEARANCE IS NOT AVAILABLE” below; or
c. execute the procedures detailed in “ACTIONS TO BE TAKEN WHEN PILOT-CONTROLLER
COMMUNICATIONS ARE NOT ESTABLISHED OR REVISED ATC CLEARANCE IS NOT
FAR EAST
AVAILABLE” below. The pilot shall immediately inform ATC of intentions and ATC will issue
essential traffic information to all affected aircraft.

NOT ESTABLISHED OR REVISED ATC CLEARANCE IS NOT AVAILABLE
If contact cannot be established or revised ATC clearance or advisory is not available and devia-
tion from track is required to avoid weather, the pilot shall take following actions:
b. broadcast aircraft position and intentions on frequency 121.5MHz at suitable intervals stat-
ing: flight identification (operator call sign), flight level, track code or ATS route designator,
and extent of deviation expected;
c. watch for conflicting traffic both visually and by reference to ACAS/TCAS (if equipped);
d. turn on all aircraft exterior lights;
e. when the aircraft is approximately 10NM from track, start a descent to and maintain;
f. If conflicting traffic is identified during the deviation, climb or descend to establish vertical
separation from conflicting aircraft;
g. when returning to track, be at its assigned flight level or altitude, when the aircraft is within
approximately 10NM of centerline;
h. if contact is not established prior to deviating, continue to attempt to contact ATC to obtain a
clearance. If contact is established, continue to keep ATC advised of intentions and obtain
essential traffic information.
WEATHER DEVIATION PROCEDURES FOR PHNOM PENH FIR

covered. Therefore, the pilot’s judgement shall ultimately determine the sequence of actions taken
and ATC shall render all possible assistance.
ance is received, the aircraft shall follow the procedures as detailed in “ACTIONS TO BE TAKEN
IF A REVISED ATC CLEARANCE CANNOT BE OBTAINED”.
OBTAINING PRIORITY FROM ATC WHEN WEATHER DEVIATION IS REQUIRED

ATC response.
FAR EAST

ESTABLISHED
When controller-pilot communications are established, the pilot shall notify ATC and request
clearance to deviate from track, advising, when possible, the extent of the deviation expected.
a. advise ATC of intentions by the most expeditious means available;
b. comply with ATC clearance issued; or
c. execute the procedures detailed in “ACTIONS TO BE TAKEN IF A REVISED ATC CLEAR-
ANCE CANNOT BE OBTAINED” below; or
d. if necessary, establish voice communications with ATC to expedite dialogue on the situation
ACTIONS TO BE TAKEN IF A REVISED ATC CLEARANCE CANNOT BE OBTAINED

If a revise ATC clearance cannot be obtained and deviation from track is required to avoid
b. establish communication with and alert nearby aircraft by broadcasting; at suitable intervals
flight level, aircraft position (including the ATS route designator or the track code) and inten-
tions (including the magnitude of the deviation expected) on the frequency in use, as well as
on frequency 121.5MHz (or, as a backup, the VHF inter-pilot air-to-air frequency
123.45MHz).
d. turn on all aircraft exterior lights (commensurate with appropriate operating limitation);
e. for deviations of less than 10NM, aircraft should remain at the level assigned by ATC;
tiate a level change based on the criteria in table below;
a clearance. If contact is established, continue to keep ATC advised of intentions and obtain
essential traffic information.
FAR EAST

Emergency

East
JAPAN
GENERAL
EMERGENCY
The distress call (MAYDAY, three times) alerts all listening parties of an aircraft emergency, which
will receive priority handling and possible assistance from other sources.
The transmission by a station not in distress itself relaying a distress message shall always be
preceded by the signal MAYDAY RELAY pronounced as the French expression “M’aider relais”.
TWO-WAY RADIO FAILURE
Pilots may attempt to alert radar systems using the following procedures:
Transmitter only Inoperative – Fly a triangular pattern to the RIGHT, 120 degree turns at 1 1/2
degrees per second. Hold each heading for two minutes for conventional aircraft, one minute for
jet aircraft. Complete a minimum of two such patterns before resuming original course and then
repeat pattern at 20 minute intervals.
Transmitter and Receiver Inoperative – Fly a triangular pattern to the LEFT, 120 degree turns at 1
1/2 degrees per second. Hold each heading for two minutes for conventional aircraft, one minute
for jet aircraft. Complete a minimum of two such patterns before resuming original course and
then repeat pattern at 20 minute intervals.
If patterns are observed by a radar station, an escort will be dispatched if possible.
PILOT PROCEDURES WHILE BEING RADAR VECTORED BY AIR ROUTE

SURVEILLANCE RADAR (ARSR)
Unless otherwise instructed by ATC, pilot procedures for communication failure while operating
within a control area, a control zone or an information zone shall be as follows:
a. Attempt shall be made to establish communications with the appropriate air traffic control
unit or aeronautical mobile communication and information unit.
b. If this attempt fails,
1. If in visual meteorological conditions the aircraft shall continue to fly in visual meteoro-
logical conditions and land at the nearest aerodrome where a safe landing is considered
possible, then report its arrival to the appropriate air traffic control unit expeditiously.
2. If pilot of an IFR flight considers it inadvisable to complete the flight in accordance with
1. above or is in instrument meteorological conditions, the aircraft shall;
(a) proceed according to the last assigned route to the point over destination (the air-
space right above the destination aerodrome or the appropriate designated naviga-
JAPAN
tion aid/fix specified as a point which that an instrument approach procedure will
be commenced if any). When being radar vectored, proceed to;
(1) the fix assigned as a limit of vector when an aircraft is given a vector; or
(2) the nearest fix towards the destination on the airway or route assigned as a
limit of vector when an aircraft is given a vector; or
(3) the nearest fix towards the destination on the last assigned route when not
assigned a limit of vector, then rejoin the last assigned route. While proceed-
ing to fix mentioned above, aircraft should fly to avoid restricted/warning
areas.
(b) maintain the last assigned altitude or minimum altitude (minimum enroute altitude,
minimum crossing altitude, minimum reception altitude or altitude restriction)
whichever is higher and the last assigned speed for a following period and there-
after adjust altitude and speed in accordance with the filed flight plan;
(1) in airspace where radar is not used in the provision of air traffic control, for a
period of 20 minutes following the aircraft's failure to report its position over a
compulsory reporting point.
(2) in airspace where radar is used in the provision of air traffic control, for a
period of 7 minutes following:
– the time the last assigned altitude or minimum altitude is reached; or
– the time the transponder is set to Code 7600 whichever is later.
In a case the aircraft has been issued a descend clearance for approach before
the communication failure, maintain the altitude included in that clearance.
(c) upon arrival at the point over destination in accordance with (a) and (b) above,
commence descent without delay if approach clearance has been issued or com-
mence descent in other cases after holding over the point until the time specified
below (or commence descent as soon as possible, when descent was impossible
at the time).
(1) the expected approach time (EAT), if EAT has been received; or
(2) the estimated time of arrival (ETA), if no EAT has been received but the air-
craft has reported to ATC regarding its ETA at the point; or
(3) the time which the total estimated elapsed time (the time inserted to field 16
of flight plan) has elapsed after take-off in cases other than (1) and (2) above.
(d) In a case the aircraft has arrived at the point over destination before the communi-
cation failure and an instruction has been issued to hold at the point, commence
descent after holding over the point until the time specified below (or commence
descent as soon as possible, when descent was impossible at the time).
(1) the expected approach time (EAT), if EAT has been received; or
JAPAN
(2) the expect further clearance time (EFC), in case where no EAT has been
received but EFC has been received; or
(3) the time which the total estimated elapsed time (the time filed in flight plan)
has elapsed after take-off in cases other than (1) and (2) above.
KOREA, REPUBLIC OF
GENERAL
No person may take off unless two-way radio communications can be maintained with Air Traffic
Control.
On recognition of communication failure during flight, squawk 7600 and if necessary to ensure
safe altitude, climb to Minimum Safe Altitude or above to maintain obstacle clearance.
Specific Communications Failure Special Procedures (if any) can be found in Terminal section for
each airport.
SINGAPORE
GENERAL
In the event of failure of two-way communications while operating on a radar frequency, the pilot
shall change to any other alternative ATC frequencies and request instructions.
If able to receive but not transmit, the pilot shall remain on the frequency on which he has been
communicating and comply with instructions issued by the radar controller designed to establish
that the aircraft is receiving. If this is established, further instructions appropriate to the circum-
stances will be issued.
If unable to make contact on the alternative frequencies, the pilot shall comply with the standard
radio failure procedures as specified below.
If total radio communication failure occurs in VMC during daylight hours, the pilot shall continue to
fly in VMC and land at the most suitable airport.
If total communication failure occurs in IMC, or in VMC during the hours of darkness (between
sunset and sunrise), ATC action is based on the assumption that the aircraft will continue to its
destination and, if unable to land, will proceed to its nominated alternate. Separation standards
will be increased and airspace reserved accordingly.
In IMC, or if unable to maintain VFR, the pilot shall either leave or avoid controlled airspace and
areas of dense traffic and establish VFR operations or, alternatively, shall:
a. Proceed according to the current flight plan, at the last assigned flight level, to the clearance
limit and thereafter at the flight plan level;
b. Arrive at the destination as close as possible to the ETA.
c. Commence descent as close as possible to estimated approach time (EAT) (or ETA if no
EAT has been acknowledged).
d. If unable to land within 30 minutes of the time descent should have started (i.e. EAT or ETA
if no EAT has been acknowledged), proceed to cross SAMKO Holding Area (SHA) at 4000 ft
then:
1. via A457 at FL200 if Kuala Lumpur, Malaysia (Intl) is the nominated alternate, or
2. via B470 at FL290 if Jakarta, Indonesia (Soekarno-Hatta Intl) is the nominated alter-
nate, or
3. otherwise proceed at the planned flight level to other nominated alternate.
NOTE:
a. Aircraft are to follow the established radio failure procedures as laid down by the
respective airports.
SINGAPORE
b. During this 30 minute period ATC will reserve the airspace at the aircraft’s flight level
and below. At the expiry of this period with the concurrence of other users normal oper-
ations will resume.
In all cases, the pilot shall contact ATC as soon as possible after landing.
RADIO FAILURE — TRANSPONDER — EQUIPPED AIRCRAFT

Aircraft equipped with transponder shall set transponder to Mode A/C Code 7600.
Partial Radio Failure
a. Aircraft Unable to Receive
Pilots shall adopt the complete RTF failure procedures specified in COMMUNICATIONS
FAILURE paragraph above.
b. Aircraft Able to Receive
Following verification that aircraft is able to receive ground transmissions, ATC will continue
to issue instructions and/or clearance to pilots. Such instructions and clearances will be
repeated.
TAIWAN
GENERAL
Search and Rescue procedures are in conformity with the International Standards, Recommen-
ded Practices and Procedures contained in ICAO Annexes and Documents.
EMERGENCY
Procedures For Aircraft In Flight When Taiwan Is Under Air Raid
a. After the air raid information has been received, Taipei Area Control Center will immediately
broadcast through A/G frequencies, in order to prohibit aircraft from entering the Taipei FIR
as well as to control the Taiwan-bound aircraft. Aircraft that have already entered the Taipei
FIR will be notified by Taipei Area Control Center to reverse course or divert away from the
Taipei FIR, or otherwise land immediately at the airport designated by ROCAF Air Control
Center.
b. Unless authorized by ROCAF Air Control Center, air traffic control units will refuse to issue
departure and arrival clearance to aircraft.
c. For aircraft that have changed their flight plan from IFR to VFR, the air traffic control unit will
immediately notify the responsible civil air navigation facility to turn the appropriate radio
navigational aid on or off according to the instruction from ROCAF Air Control Center.
d. Taipei Area Control Center will notify ROCAF Air Control Center of the activities of all aircraft
in flight and conditions of the navigation aids, or pass the requests made by international or
local civil aircraft for approval.
e. Taipei Area Control Center will notify aircraft flying away from the Taipei FIR the air raid
information.
f. Taipei Area Control Center will notify ROCAF Air Control Center flight plans of aircraft that
could not divert because of special situations will be directed to 121.5 MHz or 243.0 MHz
and listen to ROCAF Air Control Center for further information.
g. Aircraft that land at an airport other than its destination because of the air raid must file a
new flight plan after the air raid has ended.
If in instrument meteorological conditions or when conditions are such that it does not appear
likely that the pilot will complete the flight:
a. Unless otherwise prescribed on the basis of a regional air navigation agreement, in airspace
where radar is not used in the provision of air traffic control, maintain the last assigned speed
and level, or minimum flight altitude if higher, for a period of 20 minutes following the air-
craft's failure to report its position over a compulsory reporting point and thereafter adjust
level and speed in accordance with the filed flight plan; or,
b. In airspace where radar is used in the provision of air traffic control, maintain the last
assigned speed and level, or minimum flight altitude if higher, for a period of 7 minutes fol-
lowing:
TAIWAN
1. The time the last assigned level or minimum flight altitude is reached; or
2. The time the transponder is set to Code 7600; or
3. The aircraft’s failure to report its position over a compulsory reporting point;
4. Whichever is later and thereafter adjust level and speed in accordance with the filed
flight plan;
c. When being radar vectored or having been directed by ATC to proceed offset using RNAV
without a specified limit, proceed in the most direct manner possible to rejoin the current
flight plan route no later than the next significant point, taking into consideration the applica-
ble minimum flight altitude;
d. Proceed according to the current flight plan route to the appropriate designated navigation
aid or fix serving the destination aerodrome and, when required to ensure compliance with e
below, hold over this aid or fix until commencement of descent;
e. Commence descent from the navigation aid or fix specified in d at, or as close as possible to,
the expected approach time last received and acknowledged; or, if no expected approach
time has been received and acknowledged, at, or as close as possible to, the estimated time
of arrival resulting from the current flight plan;
f. Complete a normal instrument approach procedure as specified for the designated naviga-
tion aid or fix; and
g. Land, if possible, within 30 minutes after the estimated time of arrival specified in e or the
last acknowledged expected approach time, whichever is later.
INTERCEPTION
Aircraft will be intercepted by the Republic of China Air Force (ROCAF) interceptors, if:
a. Aircraft do not adhere to the Air Defense Identification Procedures or to the Air Traffic Con-
trol Regulations and Procedures;
b. Aircraft deviate from the current flight plan — fail to pass over a compulsory reporting point
within 5 minutes of the estimated time over that point, deviation of 20 NM from the centerline
of the airway, or 2000' difference from the assigned altitude, or other deviations.
The following actions shall be taken when being intercepted by the ROCAF interceptors:
a. Follow the instruction given by the intercepting aircraft, interpreting and responding to visual
signals. Do not perform any maneuver which may be construed as hostile and fly straight
and level;
b. Notify, if possible the appropriate air traffic services unit;
c. Tune radio receiver to the international emergency frequency immediately (VHF: 121.5 MHz,
UHF: 243.0 MHz);
d. If direct radio communication cannot be established with the ROCAF interceptors, comply
strictly with the visual signals given by the interceptors;
TAIWAN
e. Unless otherwise instructed by the appropriate air traffic service unit, set transponder code
on 7700.
The safety of aircraft under interception will be in jeopardy if they fail to obey instructions given by
the interceptor.
The Authority of the Republic of China (Taiwan) will not be responsible for any damage caused to
aircraft by the interceptor or other devices due to noncompliance with the Air Defense Identifica-
tion Procedures, or the Air Traffic Regulations and Procedures.
If any instructions received by radio from any sources conflict with those given by the intercepting
aircraft by visual signals or by radio, the intercepted aircraft shall request immediate clarification
while continuing to comply with the instructions given by the intercepting aircraft.
THAILAND
GENERAL
GENERAL
Radio communication is considered to be failed if during two minutes that the pilot or the ATC unit
doesn't answer the repeated calls through all available communication channels.
The transponder is set to be Mode A code 7600 as soon as the pilot has detected communication
failure.
The pilot shall use all available facilities to re-establish communication with ATC unit directly or by
means of the other aircraft. If necessary, the emergency frequency 121.5 MHz may be used.
In any case of radio communication failure, the pilot shall continue listening on the appropriate
radio frequency and transmitting the position reports, actions and flight conditions. The pilot shall
comply with one of the following procedures.
TOTAL RADIO COMMUNICATION FAILURE FOR ARRIVING AIRCRAFT

If in VMC, continue to fly in VMC and land at the nearest suitable airport.
If in IMC or when the pilot of an IFR flight considers it inadvisable to complete the flight, the pilot
shall:
– If a specific STAR procedure has been designated and acknowledged prior to the occurrence
of radio communication failure, comply with the radio communication failure procedures.
– If no specific STAR procedure has been designated or acknowledged prior to the occurrence of
radio communication failure, endeavor to ascertain the landing direction from any available
means as shown below in – Identification of Runway in Use. The pilot then should proceed in
accordance with the STAR procedure appropriate to its ATS route and landing direction, and
comply with the radio communication failure procedures.
When an arriving aircraft is being radar vectored, if no transmissions are heard on the frequency
in use for a period of two minutes, a radio frequency check is to be made. If the radio frequency
check indicates a radio communication failure. Pilot should proceed in the most direct manner
possible to rejoin the STAR procedure appropriate to its ATS route and landing direction.
Pilots should ensure that they remain at or above the minimum sector altitude. If the aircraft is
below the minimum sector altitude, pilots shall immediately climb to the minimum sector altitude.
TOTAL RADIO COMMUNICATION FAILURE FOR MISSED APPROACH AIRCRAFT

The pilot shall set the aircraft transponder to Mode A Code 7600 and fly to or proceed direct to (in
case of radar vector) the appropriate missed approach holding point at 3000 ft and hold.
THAILAND
The pilot then shall climb and maintain 4000 ft in the holding pattern and complete one holding
then start commencing an appropriate approach procedure and landing direction as shown below
in – Identification of Runway in Use, or
The pilot shall maintain altitude 4000 ft and proceed to BKK VOR then transition to IAF and com-
mence an appropriate approach procedure.
PARTIAL RADIO COMMUNICATION FAILURE FOR ARRIVING AIRCRAFT

Aircraft Unable to Receive: Pilots shall adopt the total radio communication failure procedures
specified above.
Aircraft Able to Receive: Following verification that aircraft is able to receive ground transmissions
by squawk identing, ATC will continue to issue and repeat instructions and/or clearances to the
pilot.
IDENTIFICATION OF RUNWAY IN USE

A pilot endeavors to obtain information on the landing runway from the following sources: ATIS,
D-ATIS, ACARS, satellite phone, etc. If unable, the pilot should rely on the best available informa-
tion such as airport weather forecasts, meteorological reports or any other relevant information
obtained prior to the communication failure and should decide on the most appropriate landing
direction.
To assist the pilot in ascertaining the landing direction, the ILS and approach lighting for the
runway in use will be switched on. If the approach lights for the runway-in-use are sighted but the
ILS signal is not received, the pilot shall assume that the ILS is inoperative and shall proceed to
land on the runway on which the approach lights have been sighted.
TOTAL RADIO COMMUNICATION FAILURE FOR DEPARTING AIRCRAFT

The pilot shall set the aircraft transponder to Mode A Code 7600 and comply with the last
acknowledged clearance up to the next reporting point on the SID, then climb to the planned
cruising level in accordance with the published speed and altitude restrictions of the relevant SID
procedure. Thereafter, the pilot shall comply with the flight planned routing.
Whenever a pilot experiences total radio communication failure immediately after departure and it
is deemed unsafe for the flight to continue to its destination, the pilot shall adhere to the proce-
dures below:
– The pilot shall set the aircraft transponder to Mode A Code 7600.
– The pilot shall comply with the last assigned altitude in accordance with the published speed
and altitude restrictions of the relevant SID procedure.
– The pilot shall climb/descend to maintain 8500 ft for 2 minutes then proceed direct to BKK VOR
and hold. If fuel dumping is necessarily required before making an approach to land, after
maintaining altitude at 8500 ft for 2 minutes, the pilot shall proceed to the nearest suitable Fuel
dumping area and start dumping fuel. When it is completed, the pilot must fly direct to BKK
VOR and hold.
THAILAND
– The pilot is required to make a left holding pattern over BKK VOR with inbound course of 120
and one minute leg to complete one holding then start commencing an appropriate approach
procedure and landing direction as shown above in – Identification of Runway in Use.
PARTIAL RADIO COMMUNICATION FAILURE FOR DEPARTING AIRCRAFT

Aircraft Unable to Receive: Pilots shall adopt the total radio failure procedures specified above.
Aircraft Able to Receive: Following verification that aircraft is able to receive ground transmissions
by squawk identing, ATC will continue to issue and repeat instructions and/or clearances to the
pilot.
AIRCRAFT OVERFLYING BANGKOK TMA

The pilot shall set the aircraft transponder to Mode A Code 7600.
If in VMC, the pilot shall continue to fly in VMC and land at the nearest suitable airport.
If in IMC, or when the pilot of an IFR flight considers it inadvisable to complete the flight, the pilot
shall maintain the last assigned speed and level, or minimum flight altitude if higher, for a period
of ten minutes following the aircraft's failure to report its position over a compulsory reporting point
and thereafter adjust level and speed in accordance with the filed flight plan.
DEPARTING OR OVERFLYING AIRCRAFT UNDER RADAR CONTROL

The pilot shall set the aircraft transponder to Mode A Code 7600.
The pilot shall maintain the last assigned heading, speed and level, or minimum flight altitude if
higher, for a period of two minutes following:
– The time the last assigned level or minimum flight altitude is reached; or
– The time the transponder is set to 7600; or
– The aircraft’s failure to report its position over a compulsory reporting point. Whichever is later,
and thereafter adjust level and speed in accordance with the filed flight plan.
After a period of two minutes, the pilot shall proceed in the most direct manner possible to rejoin
the SID procedure appropriate to its ATS route or the flight planned route no later than the next
significant point, taking into consideration the applicable minimum flight altitude.
Alternative methods for communicating with ATC.
Pilots may endeavor to communicate with ATC by telephone network.
The telephone numbers are as follows:
– Don Mueang Tower Tel : +66 2 515 3282, +66 2 515 3288, +66 81 710 7449.
– Suvarnabhumi Tower Tel : +66 2 131 3610-3, +66 86 399 9030.
– Bangkok Approach Tel : +66 2 131 3621, +66 2 131 3622, +66 85 150 2288 and +66 85 150
3300.
THAILAND
VFR AIRCRAFT WITHIN CONTROL ZONES

Basic ICAO procedures apply, however, aircraft will not be permitted to take-off unless two-way
radio communications can be maintained with the Control Tower.
If a VFR aircraft experiences radio communications failure after departure, the pilot will comply
with the VFR cruising altitudes.
ARRIVING AIRCRAFT
When an aircraft radio receiver becomes inoperative, report the position, distance, heading, alti-
tude and departure point when approaching CTR of the airport by transmitting in the blind.
In the event of two-way communications failure, radio transmitter or receiver failure, observe the
direction of traffic in the pattern, and enter downwind with the flow of traffic.
Day Time
– Join the traffic pattern of the landing runway at the appropriate height for the type of aircraft,
then make a low approach along the runway at 500 feet above the terrain, rocking wings of the
aircraft until it reaches the end of the runway.
– Re-enter downwind leg and observe light signals from the Control Tower.
Night Time
– Join the traffic pattern of the landing runway at the appropriate height for the type of aircraft,
then make a low approach along the runway at 500 feet above the terrain and blinking the land-
ing light until it reaches the end of the runway.
– Re-enter downwind leg and observe mobile control and/or control tower for light signals on
base leg and final approach.
Airport Directory
Airport Directory
Airport Decode Listings - Pacific

AIRPORT DECODE LISTINGS - PACIFIC 1880
PACIFIC
IATA LOCATION IDENTIFIERS DECODE
A ASP Alice Springs, Australia

AAB Arrabury, Australia ATD Atoifi, Solomon Is
AAP Samarinda (Aji Pangeran Tumeng- AUD Augustus Downs, Australia
gung Pranoto), Indonesia AUQ Hiva Oa I (Atuona), French Pacific
AAU Asau, Samoa O.T.
ABH Alpha, Australia AUT Atauro Island (Atauro I), Timor-Leste
ABM Northern Peninsula, Australia AUU Aurukun, Australia
ABX Albury, Australia AVV Avalon, Australia
ADL Adelaide (Adelaide Intl), Australia AXC Aramac, Australia
ADO Andamooka, Australia AXO Alor (Pantar), Indonesia
AEG Padang Sidempuan (Aek Godang), AXT Akita, Japan
Indonesia AYQ Ayers Rock (Connellan), Australia
AGJ Aguni, Japan AYR Ayr, Australia
AKJ Asahikawa, Japan
AKL Auckland (Auckland Intl), New Zea- B
land BAG Baguio (Baguio Principal), Philip-
AKS Auki, Solomon Is pines
AKY Sittwe, Myanmar BAS Ballalae, Solomon Is
ALH Albany, Australia BBL Ballera, Australia
ALR Alexandra, New Zealand BBN Bario, Malaysia
AMQ Ambon (Pattimura), Indonesia BCD Silay (Bacolod Principal), Philippines
AMT Amata, Australia BCH Baucau, Timor-Leste
AMZ Ardmore, New Zealand BCI Barcaldine, Australia
AOJ Aomori, Japan BDB Bundaberg, Australia
AOR Alor Setar (Sultan Abdul Halim), Ma- BDJ Banjarmasin (Syamsudin Noor), In-
laysia donesia
AOU Attapeu, Laos BDO Bandung (Husein Sastranegara), In-
donesia
APW Faleolo (Faleolo Intl), Samoa
BEJ Tanjung Redeb (Kalimarau), Indone-
ARM Armidale, Australia
sia
ARY Ararat, Australia
BEU Bedourie, Australia
ASG Ashburton, New Zealand
BFV Buri Ram, Thailand
ASJ Amami, Japan
PACIFIC
BHE Blenheim (Woodbourne), New Zea- BQW Balgo Hill, Australia

land BRK Bourke, Australia
BHQ Broken Hill, Australia BRT Bathurst I, Australia
BHS Bathurst, Australia BSF Pohakuloa (Bradshaw AAF), USA
BIK Biak (Frans Kaisiepo), Indonesia BSJ Bairnsdale, Australia
BJG Kota Mobagu (Mopait), Indonesia BSO Basco, Philippines
BJW Bajawa (Soa), Indonesia BSX Pathein, Myanmar
BKH Kekaha (Barking Sands Pacific Mis- BTH Batam (Hang Nadim), Indonesia
sile Range), USA
BTJ Banda Aceh (Sultan Iskandar Muda),
BKI Kota Kinabalu, Malaysia Indonesia
BKK Bangkok (Suvarnabhumi Intl), Thai- BTU Bintulu, Malaysia
land
BTW Batulicin (Bersujud), Indonesia
BKM Bakelalan, Malaysia
BTX Betoota, Australia
BKQ Blackall, Australia
BUA Buka, PNG
BKS Bengkulu (Fatmawati Soekarno), In-
donesia BUC Burketown, Australia
BLN Benalla, Australia BUL Bulolo, PNG
BLS Bollon, Australia BUU Muara Bungo, Indonesia
BLT Blackwater, Australia BUW Bau Bau (Betoambari), Indonesia
BME Broome (Broome Intl), Australia BUY Bunbury, Australia
BMU Bima (Sultan Muhammad Salahud- BVI Birdsville, Australia
din), Indonesia BWB Barrow I, Australia
BMV Buon Ma Thuot, Vietnam BWH Butterworth, Malaysia
BNE Brisbane (Brisbane Intl), Australia BWN Bandar Seri Begawan (Brunei Intl),
BNK Ballina (Ballina/Byron Gateway), Brunei
Australia BWQ Brewarrina, Australia
BOX Borroloola, Australia BWT Wynyard, Australia
BPH Bislig (Bislig Community), Philippines BWU Sydney (Bankstown), Australia
BPN Balikpapan (Sultan Aji Muhammad BWX Banyuwangi, Indonesia
Sulaiman Sepinggan), Indonesia
BXB Irarutu (Babo), Indonesia
BQA Baler (Baler Community), Philippines
BXG Bendigo, Australia
BQB Busselton, Australia
BXM Pegunungan Bintang (Batom), Indo-
BQL Boulia, Australia nesia
PACIFIC
BXT Bontang (LNG Badak), Indonesia CIS Canton I (Canton Afld), Kiribati
BXU Butuan, Philippines CJF Coondewanna, Australia
BYP Barimunya, Australia CJJ Cheongju (Cheongju Intl), Korea
BZD Balranald, Australia CJM Chumphon, Thailand
CJU Jeju (Jeju Intl), Korea
C
CKI Croker I, Australia
CAH Ca Mau, Vietnam
CKW Christmas Creek, Australia
CAZ Cobar, Australia
CLH Coolah, Australia
CBO Cotabato, Philippines
CMA Cunnamulla, Australia
CBR Canberra, Australia
CMD Cootamundra, Australia
CBX Condobolin, Australia
CMJ Qimei, Taiwan
CCL Chinchilla, Australia
CML Camooweal, Australia
CCW Cowell, Australia
CMQ Clermont, Australia
CDA Cooinda, Australia
CMU Chimbu, PNG
CDQ Croydon, Australia
CNB Coonamble, Australia
CDU Camden, Australia
CNJ Cloncurry, Australia
CEB Lapu-Lapu (Mactan-Cebu Intl), Phil-
CNS Cairns (Cairns Intl), Australia
ippines
CNX Chiang Mai (Chiang Mai Intl), Thai-
CED Ceduna, Australia
land
CEI Chiang Rai (Chiang Rai Intl), Thai-
COJ Coonabarabran, Australia
land
CPD Coober Pedy, Australia
CES Cessnock, Australia
CRB Collarenebri, Australia
CFS Coffs Harbour, Australia
CRK Pampanga (Diosdado Macapagal
CGK Jakarta (Soekarno-Hatta Intl), Indo-
Intl), Philippines
nesia
CRM Catarman (Catarman Principal), Phil-
CGM Mambajao (Camiguin), Philippines
ippines
CGY Cagayan de Oro (Laguindingan),
CSI Casino, Australia
Philippines
CTL Charleville, Australia
CHC Christchurch (Christchurch Intl), New
Zealand CTN Cooktown, Australia
CHF Chinhae (R-813), Korea CTS Sapporo (New Chitose), Japan
CHT Chatham Is (Chatham Is/Tuuta), CUD Caloundra, Australia
New Zealand CUQ Coen, Australia
PACIFIC
CUY Cue, Australia DJJ Jayapura (Sentani), Indonesia

CVC Cleve, Australia DKI Dunk Island (Dunk I), Australia
CVQ Carnarvon, Australia DKV Docker River, Australia
CWT Cowra, Australia DLV Delissaville, Australia
CWW Corowa, Australia DMD Doomadgee, Australia
CXP Cilacap (Tunggul Wulung), Indonesia DMK Bangkok (Don Mueang Intl), Thai-
land
CXR Khanh Hoa (Cam Ranh Intl), Viet-
nam DNA Okinawa (Kadena AB), Japan
CXT Charters Towers, Australia DNQ Deniliquin, Australia
CYG Corryong, Australia DOB Pulau Aru (Dobo), Indonesia
CYI Chiayi, Taiwan DPO Devonport, Australia
CYP Calbayog (Calbayog Principal), Phil- DPS Bali (I Gusti Ngurah Rai Intl), Indone-
ippines sia
CYZ Cauayan (Cauayan Principal), Philip- DRB Derby, Australia
pines
DRD Dorunda Station, Australia
CZY Cluny, Australia DRN Dirranbandi, Australia
DRR Durrie, Australia
D
DRW Darwin (Darwin Intl), Australia
DAD Da Nang (Da Nang Intl), Vietnam
DTB Siborongborong (Raja Sisingaman-
DAU Daru, PNG
garaja XII), Indonesia
DBO Dubbo, Australia
DUD Dunedin, New Zealand
DBY Dalby, Australia
DUM Dumai (Pinang Kampai), Indonesia
DCN Curtin, Australia
DVO Davao (Francisco Bangoy Intl), Phil-
DDN Delta Downs, Australia ippines
DGD Dalgaranga Mine, Australia DVP Davenport Downs, Australia
DGE Mudgee, Australia DYA Dysart, Australia
DGR Dargaville, New Zealand
E
DGT Dumaguete, Philippines
ECH Echuca, Australia
DHD Durham Downs, Australia
EDR Pormpuraaw, Australia
DIL Dili (Pres Nicolau Lobato Intl), Timor-
Leste ELC Elcho I, Australia
DIN Dien Bien, Vietnam EMD Emerald, Australia
DJB Jambi (Sultan Thaha), Indonesia
PACIFIC
ENE Ende (Haji Hasan Aroeboesman), In- GET Geraldton, Australia

donesia
GFF Griffith, Australia
ENT Enewetak Atoll (Enewetak Aux AF),
GFN Grafton, Australia
Marshall Is
GGD Gregory Downs, Australia
EPR Esperance, Australia
GHS Kutai Barat (Melalan Melak), Indone-
ERB Ernabella, Australia
sia
EUQ San Jose de Buenavista (Antique),
GIS Gisborne, New Zealand
Philippines
GKA Goroka, PNG
EWE Asmat (Ewer), Indonesia
GLI Glen Innes, Australia
EWI Paniai (Enarotali), Indonesia
GLT Gladstone, Australia
EXM Exmouth, Australia
GMN Greymouth, New Zealand
F GMP Seoul (Gimpo Intl), Korea
FIZ Fitzroy Crossing, Australia GNS Gunung Sitoli (Binaka), Indonesia
FKJ Fukui, Japan GOO Goondiwindi, Australia
FKQ Fak Fak (Torea), Indonesia GOV Gove, Australia
FKS Fukushima, Japan GPD Mount Gordon, Australia
FLS Flinders I, Australia GPN Garden Point, Australia
FLZ Central Tapanuli (Dr. Ferdinand GTE Groote Eylandt, Australia
Lumbantobing), Indonesia GTN Glentanner, New Zealand
FOS Forrest, Australia GTO Gorontalo (Djalaluddin), Indonesia
FRB Forbes, Australia GTT Georgetown, Australia
FSZ Shizuoka, Japan GUH Gunnedah, Australia
FUJ Fukue, Japan GUL Goulburn, Australia
FUK Fukuoka, Japan GUM Guam (Guam Intl), Guam
GUR Alotau (Gurney), PNG
G
GWA Gwa, Myanmar
GAH Gayndah, Australia
GYL Argyle, Australia
GAJ Yamagata, Japan
GYP Gympie, Australia
GBV Gibb River, Australia
GYZ Gruyere, Australia
GBZ Great Barrier, New Zealand
GES General Santos City (Tambler Princi- H
pal), Philippines
HAC Hachijojima, Japan
PACIFIC
HAN Hanoi (Noi Bai Intl), Vietnam HOK Hooker Creek, Australia
HBA Hobart, Australia HOX Hommalinn, Myanmar
HCN Hengchun, Taiwan HPA Ha'apai, Tonga
HCQ Halls Creek, Australia HPH Hai Phong (Cat Bi Intl), Vietnam
HDH Oahu (Dillingham), USA HPV Hanalei (Princeville), USA
HDY Songkhla (Hat Yai Intl), Thailand HSG Saga, Japan
HEH Heho, Myanmar HSM Horsham, Australia
HGD Hughenden, Australia HTI Hamilton I, Australia
HGN Mae Hong Son, Thailand HTR Hateruma, Japan
HGU Mt Hagen (Kagamuga), PNG HTU Hopetoun, Australia
HHE Hachinohe, Japan HUI HUE (Phu Bai Intl), Vietnam
HHI Wahiawa (Wheeler AAF), USA HUN Hualien, Taiwan
HID Horn Island, Australia HVB Hervey Bay, Australia
HIJ Hiroshima, Japan HXX Hay, Australia
HIK Honolulu (Hickam AFB), USA
I
HIN Sacheon, Korea
IAO Del Carmen (Siargao Principal), Phil-
HIR Honiara (Honiara Intl), Solomon Is
ippines
HKD Hakodate, Japan
IBR Hyakuri, Japan
HKK Hokitika, New Zealand
ICN Seoul/Incheon (Incheon Intl), Korea
HKN Hoskins (Kimbe), PNG
IEJ Iejima, Japan
HKT Phuket (Phuket Intl), Thailand
IFF Iffley, Australia
HLP Jakarta (Halim Perdanakusuma), In-
IFL Innisfail (Mundoo), Australia
donesia
IGH Ingham, Australia
HLS St Helens, Australia
IGN Iligan City (Iligan Community), Philip-
HLT Hamilton, Australia
pines
HLZ Hamilton, New Zealand
IKI Iki, Japan
HMG Hermannsburg, Australia
ILA Puncak (Ilaga), Indonesia
HMS Muara Teweh (Haji Muhammad Si-
ILO Iloilo, Philippines
dik), Indonesia
INJ Injune, Australia
HNA Hanamaki, Japan
INM Innamincka, Australia
HNL Honolulu (Inouye Intl), USA
INU Nauru (Nauru Intl), Nauru
HNM Hana, USA
PACIFIC
INX Inanwatan, Indonesia K

IPH Ipoh (Sultan Azlan Shah), Malaysia KAG Gangneung, Korea
IRG Lockhart River, Australia KAT Kaitaia, New Zealand
ISA Mount Isa, Australia KAW Kawthoung, Myanmar
ISG Ishigaki I (New Ishigaki), Japan KAX Kalbarri, Australia
ISI Isisford, Australia KBR Kota Bharu (Sultan Ismail Petra),
ITM Osaka (Osaka Intl), Japan Malaysia
ITO Hilo (Hilo Intl), USA KBU Kotabaru (Gusti Sjamsir Alam), Indo-
nesia
IUE Niue Island (Niue Intl), Niue
KBV Krabi, Thailand
IVC Invercargill, New Zealand
KBY Streaky Bay, Australia
IVR Inverell, Australia
KBZ Kaikoura, New Zealand
IWJ Iwami, Japan
KCE Collinsville, Australia
IWK Iwakuni (Iwakuni MCAS), Japan
KCH Kuching (Kuching Intl), Malaysia
IWO Iwoto, Japan
KCI Koolan Island (Koolan Central), Aus-
IZO Izumo, Japan tralia
KCS Kings Creek, Australia
J
KCZ Kochi, Japan
JAB Jabiru, Australia
KDI Kendari (Halu Oleo), Indonesia
JAD Perth (Jandakot), Australia
KDT Nakhon Pathom (Kamphaeng Saen),
JCK Julia Creek, Australia Thailand
JDG Jeju (Jeongseok), Korea KEQ Kebar, Indonesia
JHB Johor Bahru (Senai Intl), Malaysia KET Kengtung, Myanmar
JHM Lahaina (Kapalua), USA KFE Fortescue Dave Forrest, Australia
JIO Tiakur (Jos Orno Imsula), Indonesia KFG Kalkgurung, Australia
JOG Yogyakarta (Adisutjipto), Indonesia KGC Kangaroo I (Kingscote), Australia
JOL Jolo, Philippines KGI Kalgoorlie-Boulder, Australia
JRF Kapolei (Kalaeloa (John Rodgers KGY Kingaroy, Australia
Field)), USA
KHH Kaohsiung (Kaohsiung Intl), Taiwan
JUN Jundah, Australia
KHM Kanti, Myanmar
JUR Jurien Bay, Australia
KIJ Niigata, Japan
KJT Majalengka (Kertajati Intl), Indonesia
PACIFIC
KKC Khon Kaen, Thailand KSA Kosrae, Micronesia

KKD Kokoda, PNG KSR Selayar (H. Aroeppala), Indonesia
KKE Kerikeri, New Zealand KTA Karratha, Australia
KKJ Kitakyushu, Japan KTD Kitadaito I (Kitadaito), Japan
KKM Lop Buri (Khok Kathiam), Thailand KTE Kerteh, Malaysia
KKO Kaikohe, New Zealand KTF Takaka, New Zealand
KLO Kalibo (Kalibo Intl), Philippines KTG Ketapang (Rahadi Oesman), Indone-
sia
KLP Seruyan (Kuala Pembuang), Indone-
sia KTR Tindal, Australia
KMA Kerema, PNG KUA Kuantan (Sultan Ahmad Shah), Ma-
laysia
KMI Miyazaki, Japan
KUD Kudat, Malaysia
KMJ Kumamoto, Japan
KUH Kushiro, Japan
KML Kamileroi, Australia
KUL Kuala Lumpur (Kuala Lumpur Intl -
KMM Merauke (Kimam), Indonesia
Sepang), Malaysia
KMQ Komatsu, Japan
KUV Gunsan (Kunsan AB), Korea
KNH Kinmen, Taiwan
KVG Kavieng, PNG
KNO Deli Serdang (Kualanamu Intl), Indo-
KWA Kwajalein Atoll (Bucholz AAF), Mar-
nesia
shall Is
KNS King I, Australia
KWJ Gwangju, Korea
KNX Kununurra, Australia
KWM Kowanyama, Australia
KOA Kailua-Kona (Onizuka Kona Intl at
KYP Kyaukpyu, Myanmar
Keahole), USA
KOE Kupang (El Tari), Indonesia
L
KOJ Kagoshima, Japan
LAE Lae (Nadzab), PNG
KOM Komo, PNG
LAH Labuha (Oesman Sadik), Indonesia
KOP Nakhon Phanom, Thailand
LAO Laoag (Laoag Intl), Philippines
KOS Sihanouk (Sihanouk Intl), Cambodia
LBJ Labuan Bajo (Komodo), Indonesia
KPO Pohang (Pohang Gyeongju), Korea
LBP Long Banga, Malaysia
KPS Kempsey, Australia
LBU Labuan I (Labuan), Malaysia
KRA Kerang, Australia
LBX Lubang (Lubang Community), Philip-
KRB Karumba, Australia pines
KRC Kerinci (Depati Parbo), Indonesia LDH Lord Howe Island, Australia
PACIFIC
LDU Lahad Datu, Malaysia LSA Kiriwina (Losuia), PNG

LEA Learmonth, Australia LSH Lashio, Myanmar
LEL Lake Evella, Australia LST Launceston, Australia
LER Leinster, Australia LSW Lhok Seumawe (Malikussaleh), Indo-
nesia
LGH Leigh Creek, Australia
LSX Lhok Sukon, Indonesia
LGK Langkawi (Langkawi Intl), Malaysia
LSY Lismore, Australia
LGL Long Lellang, Malaysia
LTV Lotus Vale Station, Australia
LGP Legazpi (Legazpi Principal), Philip-
pines LUC Laucala, Fiji Is
LHG Lightning Ridge, Australia LUP Kalaupapa, USA
LHI Lereh, Indonesia LUV Langgur (Dumatubun), Indonesia
LIH Lihue, USA LVO Laverton, Australia
LIW Loikaw, Myanmar LWE Lewoleba (Wunopito), Indonesia
LKH Long Akah, Malaysia LWH Lawn Hill, Australia
LLG Chillagoe, Australia LWY Lawas, Malaysia
LLJ Lubuk Linggau (Silampari), Indone- LXG Luang Namtha, Laos
sia LZN Matsu (Nangan), Taiwan
LMN Limbang, Malaysia
LMU Anambas (Letung), Indonesia M
LNE Pentecost (Lonorore), Vanuatu MAG Madang, PNG
LNO Leonora, Australia MAJ Majuro Atoll (Amata Kabua Intl),
Marshall Is
LNU Malinau (Seluwing), Indonesia
MAQ Tak (Mae Sot), Thailand
LNV Lihir (Kunaye), PNG
MAS Momote, PNG
LNY Lanai City (Lanai), USA
MBB Marble Bar, Australia
LOA Lorraine, Australia
MBE Monbetsu, Japan
LOE Loei, Thailand
MBH Maryborough, Australia
LOP Praya (Zainuddin Abdul Madjid Intl),
Indonesia MBO Mamburao (Mamburao Community),
Philippines
LPQ Luang Phabang (Luang Phabang
Intl), Laos MBT Masbate (Masbate Principal), Philip-
pines
LPT Lampang, Thailand
MBW Melbourne (Moorabbin), Australia
LRE Longreach, Australia
MCY Sunshine Coast, Australia
PACIFIC
MDC Manado (Sam Ratulangi), Indonesia MLP Malabang (Malabang Community),

Philippines
MDL Mandalay (Mandalay Intl), Myanmar
MLR Millicent, Australia
MDU Mendi, PNG
MMB Memanbetsu, Japan
MEB Melbourne (Essendon), Australia
MMD Minamidaito, Japan
MEL Melbourne (Melbourne Intl), Australia
MMG Mount Magnet, Australia
MEQ Nagan Raya (Cut Nyak Dhien Nagan
Raya), Indonesia MMJ Matsumoto, Japan
MFK Matsu (Beigan), Taiwan MMM Middlemount, Australia
MFN Milford Sound, New Zealand MMY Miyakojima (Miyako), Japan
MGB Mount Gambier, Australia MNG Maningrida, Australia
MGK Mong Tong, Myanmar MNL Manila (Ninoy Aquino Intl), Philip-
MGS Mangaia, Cook Is pines
MNQ Monto, Australia
MGT Milingimbi, Australia
MNU Mawlamyine, Myanmar
MGU Manaung, Myanmar
MNY Mono (Mono/Stirling Island), Solo-
MGZ Myeik, Myanmar
mon Is
MHO Mount House, Australia
MOE Momeik, Myanmar
MHU Mt Hotham, Australia
MOF Maumere (Fransiskus Xaverius Se-
MIM Merimbula, Australia da), Indonesia
MIN Minnipa, Australia MOG Mong-Hsat, Myanmar
MIS Bwagaoia (Misima), PNG MOH Morowali, Indonesia
MJK Shark Bay, Australia MOI Mitiaro, Cook Is
MJP Manjimup, Australia MON Mount Cook, New Zealand
MJU Mamuju (Tampa Padang), Indonesia MOO Moomba, Australia
MKK Kaunakakai (Molokai), USA MOV Moranbah, Australia
MKM Mukah, Malaysia MPC Muko-Muko, Indonesia
MKQ Merauke (Mopah), Indonesia MPH Malay (Godofredo P. Ramos), Philip-
MKR Meekatharra, Australia pines
MKW Manokwari (Rendani), Indonesia MPT Maliana, Timor-Leste
MKY Mackay, Australia MQL Mildura, Australia
MKZ Malacca, Malaysia MRG Mareeba, Australia
MLG Malang (Abdulrachman Saleh), Indo- MRO Masterton, New Zealand
nesia
PACIFIC
MRP Marla, Australia NAK Nakhon Ratchasima, Thailand

MRQ Gasan (Marinduque), Philippines NAN Nadi (Nadi Intl), Fiji Is
MRZ Moree, Australia NAW Narathiwat, Thailand
MSJ Misawa (Misawa AB), Japan NBX Nabire (Douw Aturure), Indonesia
MTA Matamata, New Zealand NEU Sam Neua, Laos
MTL Maitland, Australia NFO Niuafo'ou, Tonga
MTQ Mitchell, Australia NGA Young, Australia
MUA Munda, Solomon Is NHV Nuku Hiva, French Pacific O.T.
MUE Kamuela (Waimea-Kohala), USA NIF Nifty, Australia
MUK Mauke, Cook Is NJA Atsugi, Japan
MUR Marudi, Malaysia NKD Puncak (Sinak), Indonesia
MWB Morawa, Australia NKM Nagoya, Japan
MWK Anambas Island (Matak), Indonesia NLF Darnley I, Australia
MWQ Magway, Myanmar NLK Norfolk I (Norfolk Island), Australia
MWX Muan (Muan Intl), Korea NLL Nullagine, Australia
MXB Masamba (Andi Jemma), Indonesia NMR Nappa Merrie, Australia
MXI Mati (Mati Community), Philippines NNT Nan (Nan Nakhon), Thailand
MXS Maota, Samoa NNX Nunukan, Indonesia
MXU Mullewa, Australia NOA Nowra, Australia
MYA Moruya, Australia NPE Napier, New Zealand
MYE Miyakejima, Japan NPL New Plymouth, New Zealand
MYT Myitkyina, Myanmar NPO Melawi (Nanga Pinoh), Indonesia
MYY Miri, Malaysia NRA Narrandera, Australia
MZG Magong (Penghu), Taiwan NRT Tokyo (Narita Intl), Japan
MZP Motueka, New Zealand NSM Norseman, Australia
MZV Mulu, Malaysia NSN Nelson, New Zealand
NSO Scone, Australia
N
NST Nakhon Si Thammarat, Thailand
NAA Narrabri, Australia
NTI Teluk Bintuni (Bintuni), Indonesia
NAC Naracoorte, Australia
NTL Williamtown, Australia
NAH Tahuna (Naha), Indonesia
NTN Normanton, Australia
PACIFIC
NTQ Noto, Japan OKY Oakey, Australia

NTX Natuna (Ranai), Indonesia OLP Olympic Dam, Australia
NUB Numbulwar, Australia OMC Ormoc, Philippines
NYN Nyngan, Australia ONG Mornington I (Mornington I.), Austral-
NYT Naypyitaw (Naypyitaw Intl), Myan- ia
mar ONI Dogiyai (Moanamani), Indonesia
NYU Bagan (Nyaung U), Myanmar ONJ Odate-Noshiro, Japan
ONR Monkira, Australia
O
ONS Onslow, Australia
OAG Orange, Australia
OOD Gudai-Darri Mine, Australia
OAM Oamaru, New Zealand
OOL Gold Coast, Australia
OBO Obihiro, Japan
OOM Cooma-Snowy Mountains, Australia
OCM Boolgeeda, Australia
OPI Oenpelli, Australia
ODD Oodnadatta, Australia
OSN Osan (Osan AB), Korea
ODN Long Seridan, Malaysia
OTV Ontong Java, Solomon Is
ODY Oudomsay, Laos
OUI Ban Houeisay, Laos
OEC Oecussi (Rota Do Sandalo Intl), Tim-
OXY Morney, Australia
or-Leste
OZC Ozamis (Ozamis Community), Philip-
OGG Kahului, USA
pines
OHA Ohakea (Ohakea (Military)), New
Zealand P
OIM Oshima, Japan
PAA Hpa-An, Myanmar
OIR Okushiri, Japan
PAG Pagadian, Philippines
OIT Oita, Japan
PAN Pattani, Thailand
OJU Ampana (Tanjung Api), Indonesia
PBO Paraburdoo, Australia
OKA Naha, Japan
PBU Putao, Myanmar
OKD Sapporo, Japan
PDG Padang Pariaman (Minangkabau
OKI Oki, Japan Intl), Indonesia
OKJ Okayama, Japan PEN Penang (Penang Intl), Malaysia
OKL Pegunungan Bintang (Oksibil), Indo- PER Perth (Perth Intl), Australia
nesia
PGK Pangkal Pinang (Depati Amir), Indo-
OKO Tokyo (Yokota AB), Japan nesia
OKR Yorke Island, Australia
PACIFIC
PHE Port Hedland (Port Hedland Intl), PQC Kien Giang (Phu Quoc Intl), Vietnam
Australia PQQ Port Macquarie, Australia
PHS Phitsanulok, Thailand PRH Phrae, Thailand
PHY Phetchabun, Thailand PRS Parasi, Solomon Is
PKE Parkes, Australia PRU Pyay, Myanmar
PKK Pakhokku, Myanmar PSJ Poso (Kasiguncu), Indonesia
PKN Pangkalan Bun (Iskandar), Indonesia PSU Putussibau (Pangsuma), Indonesia
PKT Port Keats, Australia PTJ Portland, Australia
PKU Pekanbaru (Sultan Syarif Kasim II), PUG Port Augusta, Australia
Indonesia
PUM Kolaka (Sangia Nibandera), Indone-
PKY Palangkaraya (Tjilik Riwut), Indone-
sia
sia
PUS Busan (Gimhae Intl), Korea
PKZ Champasak (Pakse Intl), Laos
PWL Purbalingga (Jenderal Besar Soedir-
PLM Palembang (Sultan Mahmud Badar-
man), Indonesia
uddin II), Indonesia
PXA Pagar Alam (Atung Bungsu), Indone-
PLO Port Lincoln, Australia
sia
PLW Palu (Mutiara Sis Al Jufri), Indonesia
PXU Gia Lai (Pleiku), Vietnam
PMR Palmerston North, New Zealand
PNH Phnom Penh (Phnom Penh Intl), Q
Cambodia QGU Gifu, Japan
PNK Pontianak (Supadio), Indonesia QPG Singapore (Paya Lebar), Singapore
PNP Popondetta (Girua), PNG QRM Narromine, Australia
POM Port Moresby (Jacksons), PNG QRR Warren, Australia
PPG Pago Pago (Pago Pago Intl), Amer QUT Utsunomiya, Japan
Samoa
PPI Port Pirie, Australia R
PPP Proserpine (Whitsunday Coast), RAB Rabaul (Tokua), PNG
Australia
RAG Raglan, New Zealand
PPQ Paraparaumu, New Zealand
RAM Ramingining, Australia
PPR Pasir Pangaraian, Indonesia
RAR Rarotonga I (Rarotonga Intl), Cook Is
PPS Puerto Princesa (Puerto Princesa
RBC Robinvale, Australia
Intl), Philippines
RBJ Rebun, Japan
PPU Hpa-pun (Hpapun), Myanmar
RBS Orbost, Australia
PACIFIC
RCM Richmond, Australia S

RDE Merdey, Indonesia SAU Sabu (Tardamu), Indonesia
REP Siem Reap (Siem Reap Intl), Cam- SBG Sabang (Maimun Saleh), Indonesia
bodia
SBW Sibu, Malaysia
RGI Rangiroa, French Pacific O.T.
SCZ Graciosa Bay/Luovo (Santa Cruz),
RGN Yangon (Yangon Intl), Myanmar Solomon Is
RGT Rengat (Japura), Indonesia SDJ Sendai, Japan
RIS Rishiri, Japan SDK Sandakan, Malaysia
RJM Raja Ampat (Marinda), Indonesia SDS Sado, Japan
RMA Roma, Australia SEH Keerom (Senggeh), Indonesia
RMK Renmark, Australia SEQ Bengkalis (Sei Pakning), Indonesia
RMQ Taichung (Cingcyuangang), Taiwan SFE San Fernando (San Fernando Com-
RNJ Yoron, Japan munity), Philippines
ROH Robinhood, Australia SFS Subic Bay (Subic Bay Principal),

Philippines
ROI Roi Et, Thailand
SGL Sangley, Philippines
ROK Rockhampton, Australia
SGN Ho Chi Minh (Tan Son Nhat Intl),
ROR Babelthuap I (Babelthuap/Koror), Vietnam
Palau
SGO St George, Australia
ROT Rotorua, New Zealand
SGQ Sangata (Sangkimah), Indonesia
RPM Ngukurr, Australia
SGZ Songkhla, Thailand
RRE Marree, Australia
SHB Nakashibetsu, Japan
RSB Roseberth, Australia
SHI Shimojishima, Japan
RSU Yeosu, Korea
SHM Nanki-Shirahama, Japan
RTA Rotuma, Fiji Is
SHT Shepparton, Australia
RTG Ruteng (Frans Sales Lega), Indone-
sia SIN Singapore (Changi), Singapore
RTP Rutland Plains, Australia SIO Smithton, Australia
RTS Rottnest I, Australia SIQ Singkep (Dabo), Indonesia
RUS Marau (Marau/Paruru), Solomon Is SIW Parapat (Sibisa), Indonesia
RVT Ravensthorpe, Australia SJI San Jose (San Jose Principal), Phil-
ippines
RXS Roxas (Roxas Principal), Philippines
SLH Vanua Lava (Sola), Vanuatu
PACIFIC
SLJ Solomon, Australia SYD Sydney (Kingsford Smith), Australia

SMQ Sampit (H. Asan), Indonesia SYO Shonai, Japan
SNB Snake Bay, Australia SZB Subang (Sultan Abdul Aziz Shah),
Malaysia
SNH Stanthorpe, Australia
SZS Ryans Creek, New Zealand
SNO Sakon Nakhon, Thailand
SNW Thandwe, Myanmar
T
SOC Solo (Adi Soemarmo), Indonesia
TAC Tacloban (Daniel Z. Romualdez),
SON Santo, Vanuatu Philippines
SOQ Sorong (Domine Eduard Osok), In- TAE Daegu (Daegu Intl), Korea
donesia
TAG Bohol-Panglao, Philippines
SQC Southern Cross, Australia
TAH Tanna, Vanuatu
SQG Sintang (Tebelian), Indonesia
TAK Takamatsu, Japan
SQN Sanana (Emalamo), Indonesia
TBB Phu Yen (Tuy Hoa), Vietnam
SQR Soroako, Indonesia
TBF Tabiteuea North, Kiribati
SRG Semarang (Jenderal Ahmad Yani
TBG Tabubil, PNG
Intl), Indonesia
TBH Tablas Island (Romblon), Philippines
SRN Strahan, Australia
TBK Timber Creek, Australia
SSN Seoul (Seoul / Domestic), Korea
TBU Nuku'alofa (Fua'amotu Intl), Tonga
SUB Surabaya (Juanda), Indonesia
TCA Tennant Creek, Australia
SUG Surigao, Philippines
TCW Tocumwal, Australia
SUP Sumenep (Trunojoyo), Indonesia
TDG Tandag (Tandag Principal), Philip-
SUV Nausori (Nausori Intl), Fiji Is
pines
SWC Stawell, Australia
TDR Theodore, Australia
SWH Swan Hill, Australia
TEF Telfer, Australia
SWL San Vicente (San Vicente Principal),
TEM Temora, Australia
Philippines
TEU Manapouri (Te Anau/Manapouri),
SWQ Sumbawa Besar (Sultan Muhammad
New Zealand
Kaharuddin), Indonesia
TFI Tufi, PNG
SWU Suwon, Korea
TGA Singapore (Tengah), Singapore
SXE West Sale, Australia
TGC Tanjung Manis, Malaysia
SXK Saumlaki (Mathilda Batlayeri), Indo-
nesia TGG Kuala Terengganu (Sultan Mahmud),
Malaysia
PACIFIC
TGN Latrobe Valley, Australia TRO Taree, Australia

THD Thanh Hoa (Tho Xuan), Vietnam TRT Tana Toraja (Toraja), Indonesia
THG Thangool, Australia TRW Tarawa I (Bonriki Intl), Kiribati
THK Thakhek, Laos TSA Taipei (Songshan), Taiwan
THL Tachileik, Myanmar TSJ Tsushima, Japan
THS Sukhothai, Thailand TST Trang, Thailand
TIM Timika (Mozes Kilangin), Indonesia TSV Townsville (Townsville Intl), Australia
TIU Timaru, New Zealand TSX Tanjung Santan, Indonesia
TIZ Tari, PNG TSY Tasikmalaya (Wiriadinata), Indonesia
TJH Tajima, Japan TTJ Tottori, Japan
TJQ Tanjungpandan (H.AS. Hanandjoed- TTT Taitung (Fongnian), Taiwan
din), Indonesia TTX Truscott-Mungalalu, Australia
TKG Bandar Lampung (Radin Inten II), In-
donesia
TUM Tumut, Australia
TKH Nakhon Sawan (Takhli), Thailand
TUO Taupo, New Zealand
TKS Tokushima, Japan
TVU Matei, Fiji Is
TKT Tak, Thailand
TVY Dawei, Myanmar
TMC Tambolaka, Indonesia
TWB Toowoomba, Australia
TMW Tamworth, Australia
TWT Sanga Sanga Principal, Philippines
TMZ Thames, New Zealand
TWU Tawau, Malaysia
TNE Tanegashima, Japan
TWZ Pukaki, New Zealand
TNJ Tanjung Pinang (Raja Haji Fisabilil-
lah), Indonesia TXE Takengon (Rembele), Indonesia
TNN Tainan, Taiwan TXM Teminabuan, Indonesia
TOD Pulau Tioman, Malaysia TYB Tibooburra, Australia
TOY Toyama, Japan
U
TPE Taipei (Taiwan Taoyuan Intl), Taiwan
UAH Marquesas Is (Ua Huka), French Pa-
TPG Taiping, Malaysia cific O.T.
TQP Trepell, Australia UAI Suai (Xanana Gusmao Intl), Timor-
TRA Tarama, Japan Leste
TRG Tauranga, New Zealand UAM Yigo (Andersen AFB), Guam
TRK Tarakan (Juwata), Indonesia UAP Ua Pou, French Pacific O.T.
PACIFIC
UBJ Ube (Yamaguchi-Ube), Japan VCS Ba Ria-Vung Tau (Con Son), Viet-
nam
UBP Ubon (Ubon Ratchathani), Thailand
VDH Quang Binh (Dong Hoi), Vietnam
UBR Ubrub, Indonesia
VDO Quang Ninh (Van Don Intl), Vietnam
UIH Binh Dinh (Phu Cat), Vietnam
VII Nghe An (Vinh), Vietnam
UIR Quirindi, Australia
VIQ Viqueque, Timor-Leste
UIT Jabor Jaluit Atoll (Jaluit), Marshall Is
VKG Kien Giang (Rach Gia), Vietnam
UKB Kobe, Japan
VLI Port Vila, Vanuatu
ULP Quilpie, Australia
VNA Saravane, Laos
UMR Woomera, Australia
VNR Van Rook Station, Australia
UNG Kiunga, PNG
VRC Virac (Virac Principal), Philippines
UNN Ranong, Thailand
VTE Vientiane (Wattay Intl), Laos
UOL Buol (Pogogul), Indonesia
UPG Makassar (Sultan Hasanuddin), In-
W
donesia
WAG Whanganui, New Zealand
UPP Hawi (Upolu), USA
WAR Waris, Indonesia
URT Surat Thani, Thailand
WAV Wave Hill, Australia
USM Surat Thani (Samui), Thailand
WAZ Warwick, Australia
USN Ulsan, Korea
WBA Wahai, Indonesia
USU Coron (Francisco B. Reyes Princi-
pal), Philippines WBM Wapenamanda, PNG
UTB Muttaburra, Australia WCD Carosue Dam, Australia
UTH Udon Thani, Thailand WDI Wondai, Australia
UTP Rayong (U-Tapao Rayong Pattaya WEI Weipa, Australia
Intl), Thailand WGA Wagga Wagga, Australia
WGE Walgett, Australia
V
WGP Waingapu (Umbu Mehang Kunda),
VAI Vanimo, PNG
Indonesia
VAV Vava'u, Tonga
WGT Wangaratta, Australia
VBV Vanuabalavu, Fiji Is
WHK Whakatane, New Zealand
VCA Can Tho (Can Tho Intl), Vietnam
WIK Waiheke, New Zealand
VCD Victoria River Downs, Australia
WIN Winton, Australia
VCL Quang Nam (Chu Lai), Vietnam
WIO Wilcannia, Australia
PACIFIC
WIR Wairoa, New Zealand XMY Yam Island, Australia

WJU Wonju, Korea XRH Richmond, Australia
WKA Wanaka, New Zealand XSO Siocon (Siocon Community), Philip-
pines
WKB Warracknabeal, Australia
XSP Singapore (Seletar), Singapore
WKJ Wakkanai, Japan
XTG Thargomindah, Australia
WLE Miles, Australia
XTO Taroom, Australia
WLG Wellington (Wellington Intl), New
Zealand XTR Tara, Australia
WLP West Angelas, Australia XYA Yandina (Yandina/Russell Islands),
WLS Wallis I (Hihifo), Wallis Is Solomon Is
XYE Ye, Myanmar
WMB Warrnambool, Australia
WME Mt Keith, Australia
Y
WMX Jayawijaya (Wamena), Indonesia
YEC Yecheon (Yecheon Aero), Korea
WNI Wakatobi (Matahora), Indonesia
YGJ Yonago (Miho), Japan
WNP Pili (Naga Principal), Philippines
YIA Kulon Progo (Yogyakarta Intl), Indo-
WNR Windorah, Australia nesia
WPK Wrotham Park, Australia YNY Yangyang (Yangyang Intl), Korea
WRE Whangarei, New Zealand YUE Yuendumu, Australia
WSZ Westport, New Zealand
Z
WTB Brisbane West Wellcamp, Australia
ZAM Zamboanga (Zamboanga Principal),
WUD Wudinna, Australia
Philippines
WUN Wiluna, Australia
ZBO Bowen, Australia
WWI Woodie Woodie, Australia
ZBY Sayabouly, Laos
WWK Wewak (Boram), PNG
ZEG Senggo, Indonesia
WWY West Wyalong, Australia
ZGL South Galway, Australia
WYA Whyalla, Australia
ZNE Newman, Australia
WYN Wyndham, Australia
ZQN Queenstown, New Zealand
X ZRI Serui (Stevanus Rumbewas), Indo-

nesia
XCH Christmas I, Australia
ZRM Sarmi (Mararena), Indonesia
XKH Thong Haihinh (Xiengkhuang), Laos
ZVK Savannakhet (Savannakhet Intl),
XMC Mallacoota, Australia Laos
PACIFIC
JEPPESEN NAVDATA (ICAO) LOCATION IDENTIFIERS DECODE
AG FIR/UIR AY FIR/UIR AYTA Tari

AGGG Honiara FIR AYPM Port Moresby FIR AYTB Tabubil
AYTK Rabaul (Tokua)
AG Solomon Is AY Papua New Guinea
AYTU Tufi
AGAT Atoifi AYBK Buka
AYVN Vanimo
AGGA Auki AYBU Bulolo
AYWD Wapenamanda
AGGB Bellona AYCH Chimbu
AYWK Wewak (Boram)
AGGE Ballalae AYDU Daru
AYXM Komo
AGGH Honiara (Honiara AYGA Goroka
Intl) AYGB Gobe KZ FIR/UIR
AGGK Kirakira KZAK Oakland Oceanic
AYGN Alotau (Gurney)
AGGL Graciosa Bay/Luovo FIR
AYGR Popondetta (Girua)
(Santa Cruz)
AYHF Hayfield NC Cook Is
AGGM Munda
AYHK Hoskins (Kimbe) NCMG Mangaia
AGGO Mono (Mono/Stirling
Island) AYKA Kiriwina (Losuia) NCMK Mauke
AGGP Parasi AYKI Kiunga NCMR Mitiaro
AGGQ Ontong Java AYKK Kikori NCRG Rarotonga I (Raro-
AGGR Rennell (Rennell/ AYKM Kerema tonga Intl)
Tingoa) AYKO Kokoda
AGGT Santa Anna NF FIR/UIR
AYKV Kavieng
AGGU Marau (Marau/ NFFF Nadi FIR FIR
AYKY Lihir (Kunaye)
Paruru)
AYMD Madang NF Fiji Is
AGGY Yandina (Yandina/
Russell Islands) AYMH Mt Hagen (Kagamu- NFFN Nadi (Nadi Intl)
ga)
AGIN Isuna NFKD Kadavu
AYMN Mendi
AGOB Manaoba NFMO Moala
AYMO Momote
AGRC Ringi Cove NFNA Nausori (Nausori
AYMR Moro Intl)
AN FIR/UIR AYMS Bwagaoia (Misima) NFNB Bureta
ANAU Nauru FIR AYNZ Lae (Nadzab) NFNG Gau
AYPY Port Moresby (Jack- NFNH Laucala
AN Nauru sons)
NFNK Lakeba
ANYN Nauru (Nauru Intl) AYSE Simberi
PACIFIC
NFNM Matei NSFA Faleolo (Faleolo Intl) NZ FIR/UIR

NFNO Koro NSMA Maota NZZC New Zealand FIR
NFNR Rotuma NZZO Auckland Oceanic
NT FIR/UIR FIR
NFNW Suva (Wakaya)
NTTT Tahiti Oceanic FIR
NFSW Nadi (Yasawa)
NZ New Zealand
NFVB Vanuabalavu NT French Pacific NZAA Auckland (Auckland
NFVL Vatulele Island Overseas Terr. Intl)
NTGR Aratika (Aratika- NZAG Matarangi
NF Tonga Perles)
NZAH Taharoa Iron Sands
NFTE Eua NTMD Nuku Hiva
NZAL Avalon
NFTF Nuku'alofa NTMN Hiva Oa I (Atuona)
(Fua'amotu Intl) NZAM Ashburton (Ashbur-
NTMP Ua Pou ton Medical Centre)
NFTL Ha'apai
NTMU Marquesas Is (Ua NZAN Anama
NFTO Niuafo'ou Huka)
NZAP Taupo
NFTV Vava'u NTTG Rangiroa
NZAR Ardmore
NG Kiribati NV Vanuatu NZAS Ashburton
NGTA Tarawa I (Bonriki NVSC Vanua Lava (Sola) NZAW Auckland (Auckland
Intl) Harbour)
NVSE Emae (Sangafa)
NGTE Tabiteuea North NZBA Balclutha
NVSF Ambrym (Craig
Cove) NZBW Queen Elizabeth
NI Niue Park (Burwood Hos-
NVSG Ambae (Longana) pital)
NIUE Niue Island (Niue
Intl) NVSO Pentecost (Lonor- NZCB Winton (Centre
ore) Bush)
NL Wallis Is NVSP Malekula (Norsup) NZCG Centennial Park
NLWW Wallis I (Hihifo) NVSS Santo NZCH Christchurch (Christ-
NVVF Futuna church Intl)
NS American Samoa NVVV Port Vila NZCI Chatham Is (Chat-
NSAS Ofu ham Is/Tuuta)
NVVW Tanna
NSTU Pago Pago (Pago NZCL Cloudy Bay
Pago Intl) NZCS Cromwell Race-
course
NS Samoa NZCW Cromwell
NSAU Asau
PACIFIC
NZCX Coromandel NZGH Franz Josef Town- NZJG Gisborne (Gisborne

ship (Glacier Coun- Hospital)
NZDA Dargaville
try) NZJH Hastings (Hastings
NZDH Dunedin (Dunedin
NZGI Christchurch (Gar- Hospital)
Hospital)
den City) NZJI Kawakawa (Bay Of
NZDN Dunedin
NZGM Greymouth Islands Hospital)
NZDU Dunstan (Dunstan
NZGO Gore (Gore Hospi- NZJJ Christchurch (Christ-
Hospital)
tal) church Hospital
NZDV Dannevirke Hagley)
NZGS Gisborne
NZDY Drury NZJK Kaitaia (Kaitaia Hos-
NZGT Glentanner
NZES Wharepapa South pital)
NZGY Glenorchy
NZET Te Kowhai (Te Kow- NZJL Auckland (Auckland
NZHA Hawera Hospital)
hai East)
NZHB Northland (Helena NZJM Palmerston (Palmer-
NZEV Nelson (Eves Val-
Bay) ston North Hospital)
ley)
NZHH Hamilton (Waikato NZJN North Shore Hospi-
NZFE Rangiora (Fernside
Hospital) tal
Fields)
NZHK Hokitika NZJO Rotorua (Rotorua
NZFF Cust (Forest Field)
NZHM Hanmer Hospital)
NZFG Fern Gully
NZHN Hamilton NZJP Te Puia Springs (Te
NZFH Fox Glacier Town- Puia Springs Hospi-
ship (Fox) NZHP Lake Haupiri tal)
NZFI Feilding NZHS Hastings NZJQ New Plymouth (Tar-
NZFJ Franz Josef NZHT Haast anaki Base Hospi-
tal)
NZFL Hunterville (Flat NZJA Tauranga (Tauran-
Hills) ga Hospital) NZJR Whangarei (Whan-
garei Hospital)
NZFO Fox Glacier NZJB Wairau (Wairau
Hospital) NZJS Southland (South-
NZFP Foxpine
land - Kew Hospital)
NZJC Christchurch (Christ-
NZFR Franz Josef (Franz
church Hospital) NZJT Taumarunui (Tau-
Josef Heliport)
marunui Hospital)
NZJD Thames (Thames
NZFT Flat Point
Hospital) NZJU Whanganui (Whan-
NZGA Galatea ganui Hospital)
NZJE Dargaville (Darga-
NZGB Great Barrier ville Hospital) NZJV Waitakere (Waita-
NZGC Gore kere Hospital)
NZJF Whakatane (Whaka-
tane Hospital) NZJW Rawene (Rawene
Hospital)
PACIFIC
NZJX Tokoroa (Tokoroa NZMG Mangonui NZOX Okiwi (Okiwi Sta-

Hospital) tion)
NZMH Masterton (Wairara-
NZJY Wairoa (Wairoa pa Hospital) NZPA Paihia
Hospital)
NZMJ Martins Bay NZPH Methven (Pudding
NZJZ Taupo (Taupo Hos- Hill)
NZMK Motueka
pital)
NZML Mid Waiho Loop NZPI Parakai
NZKC Kaikoura (Kaikoura
NZMO Manapouri (Te NZPK Auckland (Pikes
Medical Centre)
Anau/Manapouri) Point)
NZKD Port Fitzroy (Motu
NZMR Murchison NZPM Palmerston North
Kaikoura Island)
NZMS Masterton NZPN Picton
NZKE Waiheke
NZMW Makarora NZPO Porangahau
NZKF Kaipara Flats
NZNE North Shore NZPP Paraparaumu
NZKH Kenepuru (Kene-
puru Hospital) NZNF Inglewood (Norfolk) NZPU Pukekohe
NZKI Kaikoura NZNH Nelson (Nelson NZPW Papawai
NZKK Kerikeri Hospital) NZQN Queenstown
NZKM Karamea NZNP New Plymouth NZQW Wellington (Queens
NZNR Napier Wharf)
NZKN Kensington Park
NZNS Nelson NZRA Raglan
NZKO Kaikohe
NZNV Invercargill NZRC Ryans Creek
NZKP Levin (Koputaroa)
NZOA Omarama NZRI Rangitata I
NZKT Kaitaia
NZOB Ocean Beach NZRK Taupo (Rangitaiki)
NZKY Waipawa (Kowhai)
NZOG Makarora (Makarora NZRN Ranfurly (Ranfurly
NZLE Lake Station/Nelson Medical Centre)
Lakes Heliport)
NZOH Ohakea (Ohakea NZRO Rotorua
NZLF Rotorua (Rotorua
Lakefront) (Military)) NZRR Ruatoria
NZLM Lumsden (Lumsden NZOM Blenheim (Omaka) NZRT Rangiora
Medical Centre) NZON Oban NZRU Waiouru
NZLX Alexandra NZOP Opotiki NZRW Ruawai
NZMA Matamata NZOR Oamaru (Oamaru NZRX Roxburgh
NZMB Mechanics Bay Hospital) NZSD Stratford
NZMC Mount Cook NZOT Otaki NZSF Springfield
NZME Mercer NZOU Oamaru NZSL Wellsford (Spring-
NZMF Milford Sound hill)
PACIFIC
NZTC Tapanui (Tapanui NZWF Wanaka PH United States

Medical Centre) NZWG Whangamata PHBK Kekaha (Barking
NZTE Te Kowhai Sands Pacific Mis-
NZWH Wellington (Welling-
NZTG Tauranga ton Hospital) sile Range)
NZTH Thames NZWJ Wellsford PHDH Oahu (Dillingham)
NZTI Taieri NZWK Whakatane PHHI Wahiawa (Wheeler

AAF)
NZTK Takaka NZWL West Melton
PHHN Hana
NZTL Tekapo NZWM Waimate
PHIK Honolulu (Hickam
NZTM Taumarunui NZWN Wellington (Welling- AFB)
NZTN Turangi ton Intl)
PHJH Lahaina (Kapalua)
NZWO Wairoa
NZTO Tokoroa PHJR Kapolei (Kalaeloa
NZWP Auckland (Whenua- (John Rodgers
NZTP Lake Tekapo (Teka-
pai (Military)) Field))
po/ Mackenzie)
NZWR Whangarei PHKO Kailua-Kona (Onizu-
NZTQ Te Kuiti (Te Kuiti
Hospital) NZWS Westport ka Kona Intl at Kea-
hole)
NZTR Te Araroa NZWT Whitianga
PHLI Lihue
NZTT Te Kuiti NZWU Whanganui
PHLU Kalaupapa
NZTU Timaru NZWV Waihi Beach
PHMK Kaunakakai (Molo-
NZTW Twizel (Twizel Medi- NZWZ Warkworth kai)
cal Centre) NZYP Waipukurau PHMU Kamuela (Waimea-
NZTZ Timaru (Timaru Kohala)
Hospital) PC Kiribati
PHNG Mokapu (Kaneohe
NZUA Maui A PCIS Canton I (Canton Bay MCAS)
NZUB Maui B Afld)
PHNL Honolulu (Inouye
NZUK Pukaki Intl)
PG Guam
NZUN Pauanui Beach PHNY Lanai City (Lanai)
PGUA Yigo (Andersen
NZUR Murchison (Murchi- AFB) PHOG Kahului
son Hospital) PHSF Pohakuloa (Brad-
PGUM Guam (Guam Intl)
NZVL Mandeville shaw AAF)
NZVR Taihape PH FIR/UIR PHTO Hilo (Hilo Intl)
NZWB Blenheim (Wood- PHZH Honolulu Control PHUP Hawi (Upolu)
bourne) Facility (HCF) FIR
NZWE Kauaroa Bay
PACIFIC
PK Marshall Is RCKH Kaohsiung (Kaoh- RJBE Kobe

siung Intl) RJBK Okayama (Kohnan)
PKMA Enewetak Atoll
(Enewetak Aux AF) RCKU Chiayi RJBT Tajima
PKMJ Majuro Atoll (Amata RCKW Hengchun RJCA Asahikawa
Kabua Intl) RCLY Lanyu RJCB Obihiro
PKRO Roi-Namur (Dyess RCMQ Taichung (Cing-
AAF) RJCC Sapporo (New Chi-
cyuangang) tose)
PKWA Kwajalein Atoll (Bu- RCMT Matsu (Beigan)
cholz AAF) RJCH Hakodate
RCNN Tainan RJCJ Sapporo (Chitose)
PL Kiribati RCPO Hsinchu (Hsinchu RJCK Kushiro
Aero)
PLPA Palmyra Is (Pal- RJCM Memanbetsu
myra) RCQC Magong (Penghu)
RJCN Nakashibetsu
RCQS Taitung (Jhihhang)
PT Micronesia RJCO Sapporo
RCSS Taipei (Songshan)
PTSA Kosrae RJCR Rebun
RCTP Taipei (Taiwan
Taoyuan Intl) RJCT Tokachi
PT Palau
RCWA Wang-an RJCW Wakkanai
PTRO Babelthuap I (Ba-
RCWK Hsinshiie (Hsinshie) RJDA Amakusa
belthuap/Koror)
RCXY Kueijen RJDB Iki
RC FIR/UIR RCYU Hualien RJDC Ube (Yamaguchi-
RCAA Taipei FIR Ube)
RJ FIR/UIR RJDM Metabaru
RC Taiwan RJJJ Fukuoka FIR RJDO Ojika
RCAY Gangshan RJDT Tsushima
RCBS Kinmen RJ Japan
RJDU Omura
RCCM Qimei RJAA Tokyo (Narita Intl)
RJEB Monbetsu
RCDC Pingtung (Pingtung RJAF Matsumoto
RJEC Asahikawa
South) RJAH Hyakuri
RJEO Okushiri
RCDI Longtan RJAK Kasumigaura
RJER Rishiri
RCFG Matsu (Nangan) RJAN Niijima
RJFA Ashiya
RCFN Taitung (Fongnian) RJAW Iwoto
RJFE Fukue
RCGI Ludao RJAZ Kozushima
RJFF Fukuoka
RJBD Nanki-Shirahama
RJFG Tanegashima
PACIFIC
RJFK Kagoshima RJOS Tokushima RJTL Matsudo (Shimofu-

sa)
RJFM Miyazaki RJOT Takamatsu
RJTO Oshima
RJFN Nyutabaru RJOW Iwami
RJTQ Miyakejima
RJFO Oita RJOY Yao
RJTR Camp Zama (Kast-
RJFR Kitakyushu RJOZ Shimonoseki (Ozu-
ner AHP)
ki)
RJFS Saga
RJTU Utsunomiya
RJSA Aomori
RJFT Kumamoto
RJTY Tokyo (Yokota AB)
RJSC Yamagata
RJFY Kanoya
RJSD Sado
RJFZ Nakatsu (Tsuiki) RK FIR/UIR
RJSF Fukushima
RJKA Amami RKRR Incheon FIR
RJSH Hachinohe
RJNA Nagoya
RJSI Hanamaki RK Korea
RJNF Fukui
RJSK Akita RKJB Muan (Muan Intl)
RJNG Gifu
RJSM Misawa (Misawa RKJJ Gwangju
RJNH Hamamatsu
AB) RKJK Gunsan (Kunsan
RJNK Komatsu
RJSN Niigata AB)
RJNO Oki
RJSO Ominato RKJU Jhunju
RJNS Shizuoka
RJSR Odate-Noshiro RKJY Yeosu
RJNT Toyama
RJSS Sendai RKNN Gangneung
RJNW Noto
RJST Matsushima RKNW Wonju
RJNY Yaizu (Shizuhama)
RJSU Sendai (Kasumi- RKNY Yangyang (Yan-
RJOA Hiroshima nome) gyang Intl)
RJOB Okayama RJSY Shonai RKPC Jeju (Jeju Intl)
RJOC Izumo RJTA Atsugi RKPD Jeju (Jeongseok)
RJOE Akeno RJTC Tachikawa RKPE Chinhae (R-813)
RJOF Hofu RJTE Tateyama RKPK Busan (Gimhae Intl)
RJOH Yonago (Miho) RJTF Chofu RKPP Busan (Busan Aero)
RJOI Iwakuni (Iwakuni RJTH Hachijojima RKPS Sacheon
MCAS)
RJTI Tokyo (Tokyo Heli- RKPU Ulsan
RJOK Kochi port) RKRO Pochun (R-217
RJOO Osaka (Osaka Intl) RJTJ Iruma Aero)
RJOR Tottori RJTK Kisarazu RKSD Kanam-Ni (R-222)
PACIFIC
RKSG Camp Humphreys RORA Aguni RPLN Palanan (Palanan

(A-511 (Desiderio Community)
RORE Iejima
AAF)) RPLO Cuyo
RORH Hateruma
RKSI Seoul/Incheon (In- RPLP Legazpi (Legazpi
cheon Intl) RORK Kitadaito I (Kitadai-
Principal)
to)
RKSK Susaek (Susaek RPLR Rosales (Rosales
Aero) RORS Shimojishima
Community)
RKSM Seoul (Seoul / Do- RORT Tarama
RPLS Sangley
mestic) RORY Yoron
RPLT Itbayat (Itbayat
RKSO Osan (Osan AB) ROTM Okinawa I (Futenma Community)
RKSS Seoul (Gimpo Intl) MCAS)
RPLU Lubang (Lubang
RKSW Suwon Community)
RP FIR/UIR
RKTH Pohang (Pohang RPLV Fort Magsaysay Apt
Gyeongju) RPHI Manila FIR (Fort Magsaysay)
RKTI Choongwon (Jung- RPLZ Bacon (Bacon Com-
RP Philippines
won AB) munity)
RPLA Pinamalayan (Pina-
RKTL Uljin RPMA Surallah (Allah Val-
malayan Communi-
RKTN Daegu (Daegu Intl) ley Community)
ty)
RKTP Seosan (Seosan RPMC Cotabato
RPLB Subic Bay (Subic
AB) Bay Principal) RPMD Davao (Francisco
RKTU Cheongju (Cheong- Bangoy Intl)
RPLC Pampanga (Diosda-
ju Intl) do Macapagal Intl) RPME Butuan
RKTY Yecheon (Yecheon RPLG Mansalay (Wasig RPMF Bislig (Bislig Com-
Aero) Community) munity)
RPLH Lallo (Lallo Princi- RPMH Mambajao (Cami-
RO Japan pal) guin)
ROAH Naha RPLI Laoag (Laoag Intl) RPMI Iligan City (Iligan
RODE Ie Shima I. (Ie Shi- Community)
RPLJ Jomalig (Jomalig
ma Aux AB) Community) RPMJ Jolo
RODN Okinawa (Kadena RPLK Albay (Bicol) RPML Cagayan De Oro
AB)
RPLL Manila (Ninoy Aqui- RPMM Malabang (Mala-
ROIG Ishigaki I (New Ishi- no Intl) bang Community)
gaki)
RPLM Tanay (Camp Cap- RPMN Sanga Sanga Prin-
ROMD Minamidaito inpin) cipal
ROMY Miyakojima (Miyako)
PACIFIC
RPMO Ozamis (Ozamis RPUE Lucena RPVB Silay (Bacolod Prin-

Community) cipal)
RPUF Floridablanca (Basa
RPMP Pagadian AB) RPVC Calbayog (Calbayog
RPMQ Mati (Mati Commun- Principal)
RPUG Lingayen (Lingayen
ity) Community) RPVD Dumaguete
RPMR General Santos City RPUH San Jose (San Jose RPVE Malay (Godofredo
(Tambler Principal) Principal) P. Ramos)
RPMS Surigao RPUI Iba (Iba Community) RPVF Catarman (Catar-
RPMU Cagayan de Sulu RPUK Calapan (Calapan man Principal)
(Cagayan de Sulu Community) RPVG Guiuan (Guiuan
Community) Community)
RPUL Lipa (Fernando AB)
RPMV Ipil (Ipil Community) RPVH Hilongos (Hilongos
RPUM Mamburao (Mam-
RPMW Tandag (Tandag Community)
burao Community)
Principal) RPVI Iloilo
RPUN Pili (Naga Principal)
RPMX Liloy (Liloy Com- RPVJ Masbate (Masbate
RPUO Basco
munity) Principal)
RPUQ Vigan (Vigan Com-
RPMY Cagayan de Oro RPVK Kalibo (Kalibo Intl)
munity)
(Laguindingan)
RPVM Lapu-Lapu (Mactan-
RPUR Baler (Baler Com-
RPMZ Zamboanga (Zam- Cebu Intl)
munity)
boanga Principal) RPVO Ormoc
RPUS San Fernando (San
RPNO Siocon (Siocon
Fernando Communi- RPVP Puerto Princesa
Community)
ty) (Puerto Princesa
RPNS Del Carmen (Siar- Intl)
RPUT Tuguegarao
gao Principal) RPVQ Naval (Biliran Com-
RPUV Virac (Virac Princi-
RPSB Bantayan Island pal)
munity)
(Bantayan Com- RPVR Roxas (Roxas Prin-
munity) RPUW Gasan (Marindu-
cipal)
que)
RPSM Maasin (Maasin RPVS San Jose de Buena-
Community) RPUX Plaridel (Plaridel
vista (Antique)
Community)
RPSN Ubay (Ubay Com- RPVU Tablas Island (Rom-
munity) RPUY Cauayan (Cauayan
blon)
Principal)
RPSP Bohol-Panglao RPVV Coron (Francisco B.
RPUZ Bagabag (Bagabag
RPSV San Vicente (San Reyes Principal)
Community)
Vicente Principal) RPVW San Julian (Boron-
RPVA Tacloban (Daniel Z.
RPUB Baguio (Baguio gan Community)
Romualdez)
Principal)
PACIFIC
RPVY Catbalogan (Catba- VLSK Savannakhet (Sav- VTCC Chiang Mai (Chiang
logan Community) annakhet Intl) Mai Intl)
RPVZ Siquijor (Siquijor VLSN Sam Neua VTCH Mae Hong Son
Community) VLSP Sepon VTCI Maehongson (Pai)
VLSV Saravane VTCL Lampang
VD FIR/UIR
VLTK Thakhek VTCN Nan (Nan Nakhon)
VDPF Phnom Penh FIR
VLVT Vientiane (Wattay VTCP Phrae
VD Cambodia Intl)
VTCT Chiang Rai (Chiang
VDKT Kratie VLXK Thong Haihinh Rai Intl)
(Xiengkhuang)
VDPP Phnom Penh VTPB Phetchabun
(Phnom Penh Intl) VTPI Nakhon Sawan
VT FIR/UIR
VDSR Siem Reap (Siem (Takhli)
VTBB Bangkok FIR
Reap Intl) VTPM Tak (Mae Sot)
VDSV Sihanouk (Sihanouk VT Thailand VTPN Nakhon Sawan
Intl)
VTBD Bangkok (Don VTPO Sukhothai
Mueang Intl) VTPP Phitsanulok
VE FIR/UIR
VTBH Lop Buri (SA Pran VTPR Ratchaburi (Pho-
VECF Kolkata FIR
Nak Aero) tharam)
VEGF Guwahati FIR
VTBI Prachin Buri VTPT Tak
VHHK Hong Kong FIR
VTBK Nakhon Pathom VTPY Tak (Khuan Phumi-
VLVT Vientiane FIR (Kamphaeng Saen) phon)
VTBL Lop Buri (Khok Ka- VTSB Surat Thani
VL Laos thiam)
VTSC Narathiwat
VLAP Attapeu VTBO Trat
VTSE Chumphon
VLHS Ban Houeisay VTBP Prachuap Khiri
VTSF Nakhon Si Tham-
VLLB Luang Phabang Khan
marat
(Luang Phabang VTBS Bangkok (Suvarnab-
Intl) VTSG Krabi
humi Intl)
VLLN Luang Namtha VTSH Songkhla
VTBT Chon Buri (Bang
VLOS Oudomsay Phra) VTSK Pattani
VLPS Champasak (Pakse VTBU Rayong (U-Tapao VTSM Surat Thani (Samui)
Intl) Rayong Pattaya Intl) VTSN Nakhon Si Tham-
VLSB Sayabouly VTBW Sa Kaeo (Watthana marat (Cha-Ian)
Nakhon) VTSP Phuket (Phuket Intl)
PACIFIC
VTSR Ranong VVCT Can Tho (Can Tho VYCZ Chanmyathazi

Intl)
VTSS Songkhla (Hat Yai VYDW Dawei
Intl) VVDB Dien Bien VYFS Falam (Surbung)
VTST Trang VVDH Quang Binh (Dong VYGW Gwa
Hoi)
VTSY Yala (Betong) VYHB Hmawby
VVDN Da Nang (Da Nang
VTUD Udon Thani VYHH Heho
Intl)
VTUI Sakon Nakhon VYHL Hommalinn
VVNB Hanoi (Noi Bai Intl)
VTUJ Surin VYKG Kengtung
VVPB HUE (Phu Bai Intl)
VTUK Khon Kaen VYKI Kanti
VVPC Binh Dinh (Phu Cat)
VTUL Loei VYKL Kalay
VVPK Gia Lai (Pleiku)
VTUN Nakhon Ratchasima VYKP Kyaukpyu
VVPQ Kien Giang (Phu
(Khorat)
Quoc Intl) VYKT Kawthoung
VTUO Buri Ram
VVRG Kien Giang (Rach VYKU Kyauktu
VTUQ Nakhon Ratchasima Gia)
VYLK Loikaw
VTUU Ubon (Ubon Ratch- VVTH Phu Yen (Tuy Hoa)
athani) VYLS Lashio
VVTS Ho Chi Minh (Tan
VTUV Roi Et Son Nhat Intl) VYLY Lanywa
VTUW Nakhon Phanom VVTX Thanh Hoa (Tho VYMD Mandalay (Manda-
Xuan) lay Intl)
VV FIR/UIR VVVD Quang Ninh (Van VYME Myeik
VVHM Ho Chi Minh FIR Don Intl) VYMK Myitkyina
VVHN Hanoi FIR VVVH Nghe An (Vinh) VYML Meiktila
VYMM Mawlamyine
VV Vietnam VY FIR/UIR
VYMN Manaung
VVBM Buon Ma Thuot VYYF Yangon FIR
VYMO Momeik
VVCA Quang Nam (Chu
VY Myanmar VYMS Mong-Hsat
Lai)
VYAN Ann VYMT Mong Tong
VVCI Hai Phong (Cat Bi
Intl) VYAS Anisakan VYMW Magway
VVCM Ca Mau VYBG Bagan (Nyaung U) VYMY Monywar
VVCR Khanh Hoa (Cam VYBM Banmaw VYNP Myitkyina (West
Ranh Intl) Nampong)
VYBP Bokpyinn
VVCS Ba Ria-Vung Tau VYNT Naypyitaw (Naypyi-
VYCI Coco I taw Intl)
(Con Son)
PACIFIC
VYPA Hpa-An WADB Bima (Sultan Mu- WAFN Seko

hammad Salahud-
VYPN Pathein WAFO Morowali
din)
VYPP Hpa-pun (Hpapun) WAFP Poso (Kasiguncu)
WADD Bali (I Gusti Ngurah
VYPT Putao Rai Intl) WAFS Mamasa (Sumaror-
VYPU Pakhokku ong)
WADE Buleleng (Letkol
VYPY Pyay Wisnu) WAFU Ampana (Tanjung
Api)
VYST Shante WADL Praya (Zainuddin
Abdul Madjid Intl) WAFY Buol (Pogogul)
VYSW Sittwe
WADS Sumbawa Besar WAGA Gunung Mas (Kuala
VYTD Thandwe (Sultan Muhammad Kurun)
VYTL Tachileik Kaharuddin) WAGB Muara Teweh (Haji
VYTO Taungoo WADY Banyuwangi Muhammad Sidik)
VYYE Ye WAEB North Halmahera WAGF Seruyan (Kuala

(Marimoi) Pembuang)
VYYY Yangon (Yangon
Intl) WAEG North Halmahera WAGG Palangkaraya (Tjilik
(Gamar Malamo) Riwut)
WA FIR/UIR WAEK Kao (Kuabang) WAGI Pangkalan Bun (Is-
kandar)
WAAF Ujung Pandang FIR WAEL Labuha (Oesman
Sadik) WAGM Buntok (Sanggu)
WA Indonesia WAEM Halmahera I (Buli) WAGP Dirung (Purukcahu)
WAAA Makassar (Sultan WAES Sanana (Emalamo) WAGS Sampit (H. Asan)
Hasanuddin)
WAEW Morotai (Pitu) WAGT Tumbang Samba
WABA Deiyai (Waghete
WAFB Tana Toraja (Toraja) WAHH Yogyakarta (Adisut-
Baru)
jipto)
WABB Biak (Frans Kaisie- WAFC Tentena
WAHI Kulon Progo (Yo-
po) WAFD Luwu (Bua)
gyakarta Intl)
WABD Dogiyai (Moanama- WAFF Palu (Mutiara Sis Al
WAHL Cilacap (Tunggul
ni) Jufri)
Wulung)
WABF Biak Numfor (Num- WAFJ Mamuju (Tampa Pa-
WAHP Purbalingga (Jend-
for) dang)
eral Besar Soedir-
WABI Nabire (Douw Atur- WAFK Rampi man)
ure)
WAFL Toli-Toli (Sultan WAHQ Solo (Adi Soemar-
WABO Serui (Stevanus Bantilan) mo)
Rumbewas)
WAFM Masamba (Andi WAHS Semarang (Jenderal
WABS Puncak (Sinak) Jemma) Ahmad Yani Intl)
PACIFIC
WAHU Karimun Jawa WALC Bontang (LNG Ba- WAPD Pulau Aru (Dobo)
(Dewadaru) dak) WAPF Langgur (Karel Sad-
WAJC Dabra WALE Kutai Barat (Melalan suitubun)
Melak)
WAJG Pegunungan Bin- WAPI Saumlaki (Olilit)
tang (Batom) WALJ Datah Dawai
WAPL Langgur (Dumatu-
WAJI Sarmi (Mararena) WALL Balikpapan (Sultan bun)
Aji Muhammad Su-
WAJJ Jayapura (Sentani) WAPM Tiakur (Jos Orno Im-
laiman Sepinggan)
sula)
WAJK Pegunungan Bin-
WALN Long Nawang
tang (Kiwirok) WAPN Buru Island (Namni-
WALQ Muara Badak (Pu- wel)
WAJL Lereh
jungan) WAPO Larat
WAJM Molof
WALS Samarinda (Aji Pan-
WAPP Ambon (Pattimura)
WAJO Pegunungan Bin- geran Tumenggung
tang (Oksibil) Pranoto) WAPR Buru Island (Nam-
WAJR Waris lea)
WALT Tanjung Santan
WAJS Keerom (Senggeh) WAPS Saumlaki (Mathilda
WALW Muara Wahau
Batlayeri)
WAJU Ubrub WAMG Gorontalo (Djalalud-
WAPU Seram Bagian Timur
WAKD Boven Digoel (Mind- din)
(Kufar)
iptana) WAMH Tahuna (Naha)
WAPV Wahai
WAKE Mappi (Bade) WAMM Manado (Sam Ratu-
WAQA Nunukan
WAKG Asmat (Ewer) langi)
WAQB Bunyu
WAKJ Merauke (Kimam) WAMN Sangihe Talaud
(Melonguane) WAQC Berau (Maratua)
WAKK Merauke (Mopah)
WAMP Morowali (Indonesia WAQD Tanjung Selor (Tan-
WAKL Bomakia Morowali Industrial jung Harapan)
WAKM Kamur (Asmat) Park (IMIP)) WAQG Binuang
WAKP Mappi (Kepi) WAOC Batulicin (Bersujud) WAQJ Long Bawan (Yuvai
WAKQ Senggo WAOG Sekapung (Sebuku) Semaring)
WAKT Boven Digoel (Ta- WAOH Mekar Putih (Kota WAQK Mangkajang
nah Merah) Baru) WAQL Malinau (Long
WAKY Boven Digoel (Koro- WAOK Kotabaru (Gusti Apung)
way Batu) Sjamsir Alam) WAQM Malinau (Seluwing)
WALA Sangata (Sangki- WAON Tabalong (Warukin) WAQQ Tarakan (Juwata)
mah) WAOO Banjarmasin (Syam- WAQT Tanjung Redeb (Ka-
WALB Kutai Timur (Tan- sudin Noor) limarau)
jung Bara)
PACIFIC
WAQU Long Layu WATR Rote Ndao (David WAWD Wakatobi (Mata-
Constantijn Sau- hora)
WARA Malang (Abdulrach-
dale)
man Saleh) WAWH Selayar (H. Aroep-
WATS Sabu (Tardamu) pala)
WARE Jember (Noto Hadi-
negoro) WATT Kupang (El Tari) WAWN Bone (Arung Palak-
ka)
WARI Madiun (Iswahyudi) WATU Waingapu (Umbu
Mehang Kunda) WAWP Kolaka (Sangia Ni-
WARR Surabaya (Juanda)
bandera)
WATW Lewoleba (Wunopi-
WART Sumenep (Truno-
to) WAWR Muna (Sugimanuru)
joyo)
WAUA Anggi WAWS Soroako
WASA Maybrat (Ayawasi)
WAUB Teluk Bintuni (Bintu- WAWW Kendari (Halu Oleo)
WASF Fak Fak (Torea)
ni) WAYA Alama
WASI Inanwatan
WAUE Werur WAYB Intan Jaya (Bilorai)
WASN Raja Ampat (Marin-
WAUK Kebar
da) WAYE Paniai (Enarotali)
WAUM Merdey
WASO Irarutu (Babo) WAYG Mimika (Akimuga)
WAUR Ransiki (Abresso)
WASS Sorong (Domine WAYI Bilai
Eduard Osok) WAUU Manokwari (Renda- WAYJ Jila
WAST Teminabuan ni)
WAYL Puncak (Ilaga)
WASU Kambuaya (Aya- WAVA Puncak Jaya (Mulia)
WAYM Kebo
maru) WAVB Bokondini (Jayawi-
jaya) WAYN Jita
WATA Atambua (A.A Bere
Tallo) WAVC Puncak Jaya (Ilu) WAYO Obano
WATB Bajawa (Soa) WAVD Yahukimo (Nop Gol- WAYW Waren
WATC Maumere (Fransis- iat Dekai) WAYY Timika (Mozes Ki-
kus Xaverius Seda) WAVE Elelim langin)
WATE Ende (Haji Hasan WAVG Karubaga
Aroeboesman) WB FIR/UIR
WAVL Kelila
WATG Ruteng (Frans WBFC Kota Kinabalu FIR
WAVM Manggelum
Sales Lega)
WAVT Tiom WB Brunei
WATK Tambolaka
WAVV Jayawijaya (Wame- WBAK Seria (Anduki)
WATO Labuan Bajo (Ko- na)
modo) WBSB Bandar Seri Bega-
WAWA Kolaka (Pomala) wan (Brunei Intl)
WATP Alor (Pantar)
WAWB Bau Bau (Betoam-
bari)
PACIFIC
WB Malaysia WIBD Dumai (Pinang WIDT Tanjung Balai Kari-

Kampai) mun (Raja Haji Ab-
WBGA Long Akah
dullah)
WIBG Pasir Pangaraian
WBGB Bintulu
WIEE Padang Pariaman
WIBI Indragiri Hilir (Pulai)
WBGF Long Lellang (Minangkabau Intl)
WIBJ Rengat (Japura)
WBGG Kuching (Kuching WIET Padang (Tabing)
Intl) WIBL Pelalawan (Sultan
WIGE North Bengkulu
Syarif Haroen Setia
WBGI Long Seridan (Enggano)
Negara)
WBGJ Limbang WIGG Bengkulu (Fatma-
WIBS Bengkalis (Sei
WBGK Mukah wati Soekarno)
Pakning)
WBGL Long Banga WIGM Muko-Muko
WICA Majalengka (Kerta-
WBGM Marudi jati Intl) WIHC Cibubur (Wiladatika)
WBGQ Bakelalan WICC Bandung (Husein WIHH Jakarta (Halim Per-

Sastranegara) danakusuma)
WBGR Miri
WICD Cirebon (Cakrabhu- WIHI Pandeglang (Sala-
WBGS Sibu wana) kanagara Tanjung
WBGW Lawas Lesung)
WICK Margahayu (Sulai-
WBGZ Bario man) WIHJ Bogor (Atang Send-
jaja)
WBKD Lahad Datu WICM Tasikmalaya (Wiria-
dinata) WIHP South Tangerang
WBKG Keningau
(Pondok Cabe)
WICN Pangandaran (Nu-
WBKK Kota Kinabalu
sawiru) WIII Jakarta (Soekarno-
WBKL Labuan I (Labuan) Hatta Intl)
WIDB Kepulauan Riau
WBKS Sandakan (Tambelan) WIJB Muara Bungo
WBKT Kudat WIDD Batam (Hang Na- WIJI Kerinci (Depati Par-
WBKW Tawau dim) bo)
WBMU Mulu WIDL Anambas (Letung) WIJJ Jambi (Sultan Tha-

ha)
WBTM Tanjung Manis WIDM Anambas Island
(Matak) WIKK Pangkal Pinang
(Depati Amir)
WI FIR/UIR WIDN Tanjung Pinang
(Raja Haji Fisabilil- WIKT Tanjungpandan
WIIF Jakarta FIR lah) (H.AS. Hanandjoed-
din)
WIDO Natuna (Ranai)
WI Indonesia
WILB Taman Belimbing
WIDS Singkep (Dabo)
WIBB Pekanbaru (Sultan (Tamling)
Syarif Kasim II)
PACIFIC
WILG Gunung Madu Plan- WIOA Sirang WITK Takengon (Re-

tation (Gunung Ba- mbele)
WIOC Tanjung Maju
tin)
WITL Lhok Sukon
WIOE Tanjung Beringin
WILL Bandar Lampung
WITN Sabang (Maimun
(Radin Inten II) WIOF Sungai Tontang
Saleh)
WILM Manggala (Astra WIOG Melawi (Nanga Pi-
WITT Banda Aceh (Sultan
Ksetra) noh)
Iskandar Muda)
WILP Lampung (Muham- WIOK Ketapang (Rahadi
mad Taufik Kiemas) Oesman)
WM FIR/UIR
WILW Way Kambas (Way WIOL Tanjung Lokang
WMFC Kuala Lumpur FIR
Jepara) WIOO Pontianak (Supadio)
WIMA Lhok Seumawe WIOP Putussibau (Pan- WM Malaysia
(Malikussaleh) gsuma) WMAP Kluang
WIMB Gunung Sitoli (Bina- WIOR Tanjung Rimba WMBI Taiping
ka)
WIOS Sintang (Tebelian) WMBT Pulau Tioman
WIME Padang Sidempuan
(Aek Godang) WIOT Sungai Dampak WMGK Gong Kedak
WIMG Blangkejeren (Gayo WIOY Suti WMKA Alor Setar (Sultan
Lues) WIPB Lubuk Linggau (Si- Abdul Halim)
WIMI Singkil (Syekh Ham- lampari) WMKB Butterworth
zah Fansyuri) WIPD Ranau (Banding An- WMKC Kota Bharu (Sultan
WIML Sinabang (Lasikin) gung) Ismail Petra)
WIMM Deli Serdang (Kua- WIPO Way Kanan (Gatot WMKD Kuantan (Sultan Ah-
lanamu Intl) Subroto) mad Shah)
WIMN Siborongborong WIPP Palembang (Sultan WMKE Kerteh
(Raja Sisingaman- Mahmud Badarud-
din II) WMKI Ipoh (Sultan Azlan
garaja XII) Shah)
WIMO Nias Selatan (La- WIPY Pagar Alam (Atung
Bungsu) WMKJ Johor Bahru (Senai
sondre) Intl)
WIMP Parapat (Sibisa) WIRR Tangerang (Budiar-
to) WMKK Kuala Lumpur (Kua-
WIMS Central Tapanuli la Lumpur Intl - Se-
(Dr. Ferdinand Lum- WISA Singkawang (Smart pang)
bantobing) Semelagi)
WMKL Langkawi (Langkawi
WIMT Tapaktuan (Teuku WITC Nagan Raya (Cut Intl)
Cut Ali) Nyak Dhien Nagan
Raya) WMKM Malacca
WIMU Kutacane (Alas
Lauser)
PACIFIC
WMKN Kuala Terengganu YA Australia YB Australia

(Sultan Mahmud)
YABA Albany YBAB Baralaba
WMKP Penang (Penang
YABR Abra Mine YBAD Baradine
Intl)
YADG Aldinga YBAF Brisbane (Archer-
WMPA Pulau Pangkor
field)
YADY Adaminaby
WMPR Pulau Redang
YBAR Barcaldine
YAGD Augustus Downs
WMSA Subang (Sultan Ab-
YBAS Alice Springs
dul Aziz Shah) YALA Marla
YBAU Badu I
YALG Adels Grove
WP Timor-Leste YBBF Brooklet (Blueberry
YAMB Amberley (Amberley
WPAT Atauro Island Fields)
Military)
(Atauro I) YBBN Brisbane (Brisbane
YAMC Aramac
WPDB Suai (Xanana Gus- Intl)
YAMK Andamooka
mao Intl) YBBT Boort
YAMT Amata
WPDL Dili (Pres Nicolau YBBY Bingil Bay
Lobato Intl) YANG West Angelas
YBCG Gold Coast
WPEC Baucau YANK Anna Creek
YBCK Blackall
WPFL Lospalos Fuiloro YAPH Alpha
YBCM Coominya
WPMN Maliana YARA Ararat
YBCS Cairns (Cairns Intl)
WPOC Oecussi (Rota Do YARG Argyle
YBCV Charleville
Sandalo Intl) YARK Arkaroola
YBDG Bendigo
WPSM Same YARM Armidale
YBDV Birdsville
WPVQ Viqueque YARS Ardrossan
YBEB Purnululu National
YARY Arrabury Park (Bellburn)
WS FIR/UIR
YATN Atherton YBEE Beverley Mine
WSJC Singapore FIR
YAUG Augusta YBEG Bening Field
WS Singapore YAUR Aurukun YBEO Betoota
WSAG Singapore (Semba- YAYE Ayers Rock (Con- YBEV Beverley
wang) nellan)
YBFT Beaufort
WSAP Singapore (Paya YAYR Ayr
YBGD Boolgeeda
Lebar)
YB FIR/UIR YBGO Balgo Hill
WSAT Singapore (Tengah)
YBBB Brisbane FIR YBGR Bridgewater
WSSL Singapore (Seletar)
YBHI Broken Hill
WSSS Singapore (Changi)
PACIFIC
YBHL Bindoon Hill YBRL Borroloola YCBA Cobar

YBHM Hamilton I YBRM Broome (Broome YCBB Coonabarabran
Intl)
YBID Binda YCBG Hobart (Cambridge)
YBIE Bedourie YBRN Balranald YCBP Coober Pedy
YBIR Birchip YBRS Geelong (Barwon YCBR Collarenebri
Heads)
YBIU Ballidu YCCA Chinchilla
YBRW Brewarrina
YBKE Bourke YCCY Cloncurry
YBRY Barimunya
YBKT Burketown YCDE Cobden
YBSG Scherger
YBLA Benalla YCDH Cadney Homestead
YBSL Rowsley (Brooks
YBLC Balcanoona Landing) YCDO Condobolin
YBLL Bollon YBSS Bacchus Marsh YCDR Caloundra
YBLN Busselton YBSU Sunshine Coast YCDU Ceduna
YBLP Blue Water Park YBTH Bathurst YCDW Cardwell (Dallachy)
YBLT Ballarat YBTI Bathurst I YCEE Cleve
YBLU Bellevue YBTL Townsville (Towns- YCEL Capella
YBMA Mount Isa ville Intl) YCEM Coldstream
YBMI Boomi YBTR Blackwater YCES Ceres
YBMK Mackay YBUD Bundaberg YCFN Clifton
YBMY Bamyili YBUN Bunbury YCFS Coffs Harbour
YBNA Ballina (Ballina/ YBWN Bowen YCGO Chillagoe
Byron Gateway) YBWP Weipa YCHK Christmas Creek
YBNR Browns Range YBWW Brisbane West Well- YCHT Charters Towers
YBNS Bairnsdale camp
YCIN Curtin
YBOA Boonah YBWX Barrow I
YCKI Croker I
YBOC Booleroo Centre YBYI Bruny I
YCKN Cooktown
YBOK Oakey YBYL Baryulgil
YCLQ Cape Leveque
YBOM Bombala YCAB Caboolture
YCMH Camden Haven
YBOR Bordertown YCAG Caiguna
YCMM Cummins Town
YBOU Boulia YCAH Coolah
YCMT Clermont
YBPN Proserpine (Whit- YCAR Carnarvon
YCMU Cunnamulla
sunday Coast) YCAS Casino
YCMW Camooweal
YBRK Rockhampton
PACIFIC
YCNF Nifty YCXA Cooloola Cove YDWF Delamere

YCNK Cessnock YCYR Charnley River YDYS Dysart
YCNM Coonamble YDAY Dalby YECB Broome (Eco
Beach)
YCNY Century Mine YDBI Dirranbandi
YECH Echuca
YCOE Coen YDBR Dunbar
YEJI East Jaurdi
YCOF Coffin Bay YDBY Derby
YELD Elcho I
YCOH Cohuna YDEK Denmark
YELN Elliston
YCOM Cooma-Snowy YDGA Dalgaranga Mine
Mountains YDGU DeGrussa YEMG Eromanga
YCOO Cooinda YDKG Duketon Gold YEML Emerald
YCOR Corowa YDKI Dunk Island (Dunk I) YEMP Emu Park
YCPR Cape Preston YDLO Darlot YENO Enoggera (Enog-
gera Heliport)
YCPT Carrapateena YDLQ Deniliquin
YERN Ernabella
YCRE Cressy YDLT Delta Downs
YESC Escott
YCRF Westbury (Crofton YDLV Delissaville
Farm) YESD Eidsvold
YDMG Doomadgee
YCRG Corryong YESE Cloncurry (Elrose)
YDNI Darnley I
YCRL Crookwell YESP Esperance
YDOC Dochra (Dochra
YCRN Cranbourn YEUA Euroa
(Military))
YCRY Croydon YEUO Eulo
YDOD Donald
YCSV Collinsville YEVD Evans Head
YDOP Donnington Airpark
YCTA Coolatai YEWA Eliwana
YDOR Dorunda Station
YCTI Cockatoo I YEXM Exmouth
YDPD Davenport Downs
YCTM Cootamundra YFBS Forbes
YDPO Devonport
YCTN Casterton YFDF Fortescue Dave
YDRD Drysdale River
YCUE Cue Forrest
YDRH Durham Downs
YCUN Cunderdin YFDN Federation
YDRI Durrie
YCVA Clare Valley YFFD Stirling North (Flin-
YDRN Drouin ders Field)
YCVG Calvin Grove
YDUM Dumbleyung YFGS Frogs Hollow
YCWA Coondewanna
YDUN Dunwich YFLI Flinders I
YCWL Cowell
YDVR Docker River YFRG Fregon
YCWR Cowra
PACIFIC
YFRT Forrest YGNW Gnowangerup YHSM Horsham

YFTA Forrestania YGON Mount Gordon YHUG Hughenden
YFTZ Fitzroy Crossing YGPT Garden Point YIBO Iron Bridge Mine
YGAD Garden I (Garden I YGRL Great Lakes YIFL Innisfail (Mundoo)
Heliport) YGRM Gruyere YIFY Iffley
YGAS Gatton YGTE Groote Eylandt YIGM Ingham
YGAW Gawler YGTH Griffith YIKM Inkerman Station
YGAY Gayndah YGTN Georgetown YILF Ilfracombe
YGBF Barwon Field YGTO George Town YIMB Kimba
YGBI South Goulburn I YGWA Goolwa YIMT Innamincka Town-
YGDA Goodooga ship
YGYM Gympie
YGDH Gunnedah YINJ Injune
YHAA Haasts Bluff
YGDI Goondiwindi YINN Innamincka
YHAE Harden
YGDO Terrey Hills (Gunda- YISF Isisford
YHAW Hawker
roo)
YITT Mitta Mitta
YHAY Hay
YGDS Gregory Downs YIVL Inverell
YHBA Hervey Bay
YGEL Geraldton YIVO Ivanhoe
YHBK Holbrook
YGFN Grafton YJAB Jabiru
YHCS Herbertvale (Her-
YGGE Golden Grove
bertvale Cattleyard) YJAC Jacinth Ambrosia
YGGI Goolgowi
YHEC Norwell (Heck) YJBY Jervis Bay
YGIA Ginbata
YHGN Homesglen YJDA Jundah
YGIB Gibb River
YHID Horn Island YJDL Jindalee
YGIG Gingin
YHLC Halls Creek YJER Jerilderie
YGIL Gilgandra
YHLS Hillston YJIN Jindabyne
YGKL Great Keppel Island
YHMB Hermannsburg YJLC Julia Creek
YGLA Gladstone
YHML Hamilton YJST Jamestown
YGLB Goulburn
YHON Honeymoon YJUN Jundee
YGLG Geelong
YHOO Hooker Creek YJUR Jurien Bay
YGLI Glen Innes
YHOT Mt Hotham YKAB King Ash Bay
YGLO Glenormiston
YHPN Hopetoun YKAL Kalumburu
YGLS Giles
YHRD Hungerford YKAR Karara
YGNE Gnarwarre
PACIFIC
YKBL Kambalda YKUB Kubin YLOX Loxton

YKBN Kooralbyn YKWA Karlawinda Mine YLRD Lightning Ridge
YKBR Kalbarri YLAH Lawn Hill YLRE Longreach
YKBY Streaky Bay YLAK Lakeside YLST Leinster
YKCS Kings Creek YLAW Leinster (Lawlers) YLTN Laverton
YKCY Kilcoy YLBD Djarindjin (Lombadi- YLTV Latrobe Valley
na)
YKDD Gudai-Darri Mine YLVK Lavarack
YLCG Lake Cargelligo
YKDI Kadina YLYK Lyndoch
YLCS Locksley Field
YKDM Kidman Springs YLZI Lizard Island
YLEC Leigh Creek
YKDN Kondinin
YLED Lethbridge YM FIR/UIR
YKEP Lake Keepit
YLEG Leongatha YMMM Melbourne FIR
YKER Kerang
YLEO Leonora
YKID Kidston YM Australia
YLEV Lake Evella
YKIG Kingston YMAA Mabuiag Island
YLGD Longdown
YKII King I YMAE Murray/Mer I
YLGU Legune Stn
YKKG Kalkgurung YMAF Mansfield (Mansfield
YLHI Lord Howe Island Hls)
YKKN Kin Kin Retreat
YLHR Lockhart River YMAV Avalon
YKLC Koolan Island (Koo-
lan Central) YLIL Lilydale YMAY Albury
YKLE Killarney YLIS Lismore YMBA Mareeba
YKLI Koolan Island (Koo- YLKE Lakes Entrance YMBD Murray Bridge
lan Village) YLKS Johns River (The YMBL Marble Bar
YKMB Karumba Lakes)
YMBT Mount Beauty
YKML Kamileroi YLLE Ballera
YMBU Maryborough
YKMP Kempsey YLLT Lower Light
YMCL Mount Coolon
YKNG Katanning YLMQ Lake Macquarie
YMCO Mallacoota
YKOW Kowanyama YLMU Buronga (Mungo
Lodge) YMCT Millicent
YKRY Kingaroy
YLND Lakeland Downs YMDA Mundubbera
YKSC Kangaroo I (King-
scote) YLOH Louth YMDG Mudgee
YKTH Keith YLOR Lorraine YMDN Merredin
YKTN Kyneton YLOV Lotus Vale Station YMDR Minderoo

PACIFIC
YMDY Mount Bundey YMML Melbourne (Mel- YMWA Mullewa

bourne Intl)
YMEI Mereenie YMYB Maryborough
YMMN Millmerran
YMEK Meekatharra YMYU Myrup
YMMO Moama
YMEL Melton YNAN Nanango
YMMU Middlemount
YMEN Melbourne (Essen- YNAP Nappa Merrie
don) YMND Maitland YNAR Narrandera
YMER Merimbula YMNE Mt Keith YNBR Narrabri
YMES East Sale YMNG Mangalore YNGU Ngukurr
YMET Melville Water YMNK Monkira YNGW Nagambie-Wirrate
YMFD Mansfield YMNY Morney YNHL Nhill
YMGB Milingimbi YMOD Buckley (Mode- YNKR Nackeroo
YMGD Maningrida warre)
YNOV Nova
YMOG Mount Magnet
YMGI Mungindi
YNPE Northern Peninsula
YMOO Mooraberree
YMGT Margaret River
YNRB Narembeen
YMOR Moree
YMHB Hobart
YNRC Naracoorte
YMOU Moura
YMHL Mount Holland
YNRG Narrogin
YMPA Minnipa
YMHO Mount House
YNRM Narromine
YMPC Point Cook
YMHU McArthur River Mine
YNRV Ravensthorpe
YMRB Moranbah
YMHW Mount Howitt YNSH Noosa
YMRE Marree
YMIA Mildura YNSM Norseman
YMRG Murgon
YMIG Mittagong YNTM Northam
YMRW Morawa
YMIO Mill Iron YNTN Normanton
YMRY Moruya
YMIT Mitchell YNUB Nullarbor Motel
YMSF Mount Sanford Sta-
YMJM Manjimup YNUL Nullagine
tion
YMKT Emkaytee YNUM Numbulwar
YMTB Muttaburra
YMLD Maitland YNWN Newman
YMTG Mount Gambier
YMLS Miles YNYN Nyngan
YMTI Mornington I (Mor-
YMLT Launceston nington I.) YOAS The Oaks
YMMB Melbourne (Moorab- YMTO Monto YOAY Oaky Creek
bin)
YMUL Murray Field YOCA Ochre Arch
YMMI Murrin Murrin
YMUR Murwillumbah YOEN Oenpelli
PACIFIC
YOLA Colac YPKL Puckapunyal (Puck- YRID Riddell's Creek (Rid-

apunyal (Military)) dell)
YOLD Olympic Dam
YPKS Parkes YRLL Rolleston
YOLW Onslow
YPKT Port Keats YRMD Richmond
YOOD Oodnadatta
YPKU Kununurra YRNG Ramingining
YOOM Moomba
YPLC Port Lincoln YROB Robinhood
YORB Orbost
YPLM Learmonth YROI Robinvale
YORG Orange
YPLU Plutonic YROM Roma
YORR Orroroo
YPMH Prominent Hill YRPA Sydney (Royal
YOSB Osborne Mine
YPMP Pormpuraaw Prince Alfred Hospi-
YPAC Pacific Haven tal)
YPMQ Port Macquarie
YPAD Adelaide (Adelaide YRSB Roseberth
Intl) YPNA Pinnarendi
YRSH Rosehill Heliport
YPAG Port Augusta YPNN Pinnaroo
YRST Rostella
YPAM Palm Island YPOD Portland
YRSY Romsey
YPAY Papunya YPOK Porepunkah
YRTI Rottnest I
YPBH Peterborough YPPD Port Hedland (Port
YRTP Rutland Plains
(Great Ocean Road) Hedland Intl)
YPBO Paraburdoo YRVL Rose Vale
YPPF Adelaide (Parafield)
YPCE Pooncarie YRYL Rylstone
YPPH Perth (Perth Intl)
YPDN Darwin (Darwin Intl) YRYP Yass (Rayner Place
YPTB Peterborough
Heliport)
YPEA Pearce YPTN Tindal
YRYW Raywood
YPED Edinburgh YPUG Pungalina
YSAM Samarai
YPEF Penfield YPWH Pittsworth
YSBE Sunbury East
YPFT Cooma Polo Flat YPWR Woomera
YSBK Sydney (Banks-
YPGV Gove YPXM Christmas I town)
YPID Phillip Island (Phillip YQDI Quirindi YSCA Scotia Sanctuary
Island Heliport)
YQLP Quilpie YSCB Canberra
YPIR Port Pirie YQNS Queenstown YSCD Carosue Dam
YPJT Perth (Jandakot) YQRN Quorn YSCN Camden
YPKA Karratha YRBE Robe YSCO Scone
YPKG Kalgoorlie-Boulder YRED Redcliffe YSCR Southern Cross
YREN Renmark
PACIFIC
YSDU Dubbo YSRG Sunraysia Gliding YTLP Tilpa

YSEN Serpentine YSRI Richmond YTMB Tambo
YSFG Stonefield Gliding YSRN Strahan YTMN Tanami
YSGE St George YSRT Surat YTMO The Monument
YSGR South Grafton YSSY Sydney (Kingsford YTMU Tumut
Smith)
YSGT Singleton YTNG Thangool
YSTA St Arnaud
YSGW South Galway YTNK Tennant Creek
YSTH St Helens
YSHK Shark Bay YTOC Tocumwal
YSTL Stirling Station
YSHL Shellharbour YTOT Tottenham
YSTO Stonehenge
YSHR Shute Harbour/Whit- YTPK Turtle Park
sunday YSTW Tamworth
YTQY Torquay
YSHT Shepparton YSWB Swan Bay
YTRA Tropicana
YSHW Holsworthy (Lus- YSWG Wagga Wagga
YTRE Taree
combe Army Air- YSWH Swan Hill
field) YTST Truscott-Mungalalu
YSWL Stawell
YSLK Sea Lake YTUY Tully
YTAA Tara
YSMB Somersby YTWB Toowoomba
YTAM Taroom
YSMH Samuel Hill YTWN Tooraweenah
YTBB Tumby Bay
YSMI Smithton YTYA Tyabb
YTBR Timber Creek YTYH Tyagarah
YSNC Sinclair
YTDN Tooradin YUDA Undara
YSNF Norfolk I (Norfolk Is-
land) YTDR Theodore YUDG Urandangi
YSNK Snake Bay YTEE Trepell YUNY Cluny
YSNW Nowra YTEF Telfer YUOF Longford
YSNY Walla Walla (Sunny- YTEM Temora YVAL The Vale
side) YTFA Truro Flat Airpark YVRD Victoria River
YSOL Solomon YTGM Thargomindah Downs
YSPE Stanthorpe YTGT The Granites YVRS Van Rook Station
YSPI Emerald (Spring- YTHN Thunderbox YWAG Wanaaring
sure)
YTHY Thylungra YWAV Wave Hill
YSPK Spring Creek
YTIB Tibooburra YWBI Warrabri
YSPT Southport
YTKS Toorak Research YWBL Warrnambool
YSRD Sunrise Dam Station
PACIFIC
YWBN Wedderburn YWND Wondai YXLG Lithgow (Lithgow

YWBR Warburton Medical)
YWRL Warialda
YWCA Wilcannia YXMA Mclean (Mclean
YWRN Warren
Hospital)
YWCH Walcha YWSG Watts Bridge
YXMO Mossman (Moss-
YWCK Warwick YWSL West Sale man Hospital)
YWDG Windarling YWST Sydney (Westmead YXMW Merriwa (Merriwa
YWDH Windorah Hospital) Hospital)
YWTL Waterloo YXNS Sydney (Royal
YWDL Wondoola
YWTN Winton North Shore Hospi-
YWEL Wellington tal)
YWTO Wentworth
YWGM White Gum YXTU Tully Hospital
YWUD Wudinna
YWGN Wagin YXTW Tamworth (Tam-
YWVA Warnervale worth Hospital)
YWGT Wangaratta
YWVR Wolgan Valley (Wol- YXWL Wollongong (Wol-
YWHA Whyalla
gan Valley Heliport) longong Hospital)
YWHC White Cliffs
YWWI Woodie Woodie YYKI Yorke Island
YWHG Wahring Field
YWWL West Wyalong YYMI Yam Island
YWIS Williamson
YWYA Wyandra YYND Yuendumu
YWJL Wujal Wujal
YWYF Wycheproof YYNG Young
YWKB Warracknabeal
YWYM Wyndham YYRM Yarram
YWKI Waikerie
YWYR Wyreema YYRN Yamarna
YWKW Warkworth
YWYY Wynyard YYWG Yarrawonga
YWLG Walgett
YXFV Newcastle Westpac
YWLM Williamtown Base ZG FIR/UIR
YWLU Wiluna YXGS Gosford (Gosford ZGZU Guangzhou FIR
YWMC William Creek Hospital)
ZKKP Pyongyang FIR
YWMP Wrotham Park ZPKM Kunming FIR
ZSHA Shanghai FIR
Airport Directory
Airport Data - Australia

AIRPORT DATA - AUSTRALIA 1924
AUSTRALIA
LEGEND
ICAO LOCATION INDICATORS DECODE — AUSTRALIA

This section contains a list of ICAO location indicators in alphabetical order for Australian airports.
AIRPORT DIRECTORY
General
Airports are listed by location (city) and State/Territory. Airport names are included in parenthesis
when different than the location name. A cross reference by airport name is provided when differ-
ent than the location name. Diagrams are provided, when available, for airports which do not have
an instrument approach procedure published.
Operations at Uncertified Airports
The information about the movement areas and lighting details of airports that are uncertified and
unregistered is subject to change without prior notice and is NOT subject to NOTAM action.
Pilots and operators must contact the airport operator directly to ensure currency and accuracy of
airport information.
State/Territory abbreviations used in location names:
Australian Capital Territory – ACT
New South Wales – NSW
Northern Territory – NT
Queensland – QLD
South Australia – SA
Tasmania – TAS
Victoria – VIC
Western Australia – WA
Airport Location Identifiers
Each airport is assigned a four letter Jeppesen Navdata (ICAO) identifier.
Elevation, Magnetic Variation and Geographical Location
Airport elevation at the airport reference point is provided in feet above mean sea level (QNH).
Magnetic variation is provided in whole degrees. The geographical location of the airport refer-
ence point is provided in degrees, minutes and tenths of a minute.
Airport Operator/Telephone Number
The airport operator name is provided with a contact telephone number. A FAX number is also
included where a facsimile service is available to the airport operator.
Hours of Operation
Airport hours of operation are shown in UTC. Where local time is intended it will be followed by
the abbreviation LT (Local Time). Local time in Australia falls into three separate zones; Eastern
AUSTRALIA
LEGEND
Standard Time (EST), which is UTC plus 10 hours, Central Standard Time (CST), which is UTC
plus 9 1/2 hours, and Western Standard Time (WST), which is UTC plus 8 hours.
These times apply as follows:
EST is used in the States of New South Wales, (except the Broken Hill area), Queensland, Victo-
ria, Tasmania and the Australian Capital Territory;
CST is used in the State of South Australia, the Northern Territory and the Broken Hill area;
WST is used in the State of Western Australia.
Allowance should be made for any daylight saving that may be in force.
Airport Lighting
Lighting activation for VFR airports and other available lighting will be indicated in the text. Stand
by Power Available with certain restrictional notes will be listed for airports with Standard Instru-
ment Approach Procedures and VFR airports.
Reference AIR TRAFFIC CONTROL AIRPORTS AND GROUND AIDS for information on pilot
activated lighting (PAL).
See INTRODUCTION - APPROACH CHART LEGEND for runway and approach lighting abbrevi-
ations used in this section.
Runway Data
Runway information will be listed in the text at locations where an airport diagram is not available.
Runway Bearing Strength
ICAO Aircraft Classification Number/Pavement Classification Number (ACN/PCN) method is used
to specify the strength of pavements and hence permissible aircraft masses. The operation of an
aircraft above the maximum mass and tire pressures is not permitted unless a pavement conces-
sion is approved. Omission of pavement strength indicates that the runway is unrated. See Pave-
ment Strength Limitations this section for details regarding runway bearing strengths.
Additional Airport Information
Remarks as to special procedures, right hand circuits, etc., are included.
Customs
Refer to ENTRY REQUIREMENTS for national regulations and customs information.
Communications
Operating hours of control towers are provided in UTC unless otherwise stated. For VFR airports,
the primary frequencies are listed for ATIS, Approach Control furnishing VFR advisories, Tower,
Ground, Flight Information Service (FIS), Flight Information Area (FIA), and Common Traffic Advi-
sory Frequency (CTAF). Pilots of inbound traffic should monitor and communicate as appropriate
on the designated CTAF from 10 miles to landing. Pilots of departing aircraft should monitor/
communicate on the appropriate frequency from start-up, during taxi, and until 10 miles from the
airport unless local procedures require otherwise. Pilots of aircraft conducting other than arriving
AUSTRALIA
LEGEND
or departing operations at altitudes normally used by arriving and departing aircraft should moni-
tor/communicate on the appropriate frequency while within 10 miles of the airport unless required
to do otherwise by local procedures.
A (CA/GRS) certified air/ground radio service is an airport radio information service; not an air
traffic service. Pilots retain full responsibility to decide whether to accept and use the information.
CA/GRS provides the following information: confirmation of frequency, relevant traffic in CTAF &
maneuvering area of airport, weather conditions if no ATIS exists, other local information, and
emergency services call-out.
An airport frequency response unit (AFRU) will provide an automatic response when pilots trans-
mit on the traffic frequency for the particular airport, normally the CTAF. It will assist in indicating
inadvertent selection of the incorrect VHF frequency when pilots operate into uncontrolled air-
ports.
Rescue and Fire Fighting System
Airport categories for rescue and fire fighting are based on the over-all length of the longest air-
craft normally using the airport and its maximum fuselage width. Note that the figures below refer
to quantities and discharge rates for water. Different figures apply to other extinguishing agents.
The rescue and fire fighting capability will be shown in the airport listings as “Fire” followed by the
category number (e.g., Fire 5). If different category numbers are published for one airport, the
lowest category number will be shown. The higher category number with the relevant note (e.g.,
Fire 7 PTO, Fire 7 PPR...etc.) can be found within the Airport information block. PTO abbrevia-
tions used with Fire stand for Part time operations.
RFF Minimum Water and Vehicle

Airport Category for Rescue and Fire Fighting
Requirements
Maximum Discharge Vehicle Re-
*Airport Water
Aircraft Overall Length Fuselage Rate (L/ quirements
Category (L)
Width minute) (CIV only)
1 0 up to but not including 9m 2m 230 230 1
2 9m up to but not including 12m 2m 670 550 1
7 39m up to but not including 49m 5m 12,100 5300 3
AUSTRALIA
LEGEND
RFF Minimum Water and Vehicle

Airport Category for Rescue and Fire Fighting
Requirements
Maximum Discharge Vehicle Re-
*Airport Water
Aircraft Overall Length Fuselage Rate (L/ quirements
Category (L)
Width minute) (CIV only)
10 76m up to but not including 90m 8m 32,300 11,200 3
* The airport category shown in the Tabulation above should be considered as guideline only.
Minimum Usable Amounts of Extinguishing Agents AIRSERVICES RFFS – ICAO/CASA

STANDARD
Complementary
Airport Cate- Discharge Rate
RFF Vehicles Water (L) Agents (Dry
gory (L/minute)
Chemical)*
5 1 5400 3000 180kg
6 2 7900 4000 225kg
7 2 12,100 5300 225kg
8 3 18,200 7200 450kg
9 3 24,300 9000 450kg
* NOTAMS should be monitored for temporary reductions due to maintenance.
WRS – Airservices Water Rescue Service

WRS is at selected apts. This service consists of rescue boats which provide a first response to
an aircraft incident in water areas to deploy flotation platforms, pending the arrival of a larger,
second stage response under an Airport Emergency Plan (AEP). The WRS does not constitute a
part of RFFS category; however, any subsequent non-availability of the complete WRS will gener-
ate notification processes compatible with a contingency plan involving other emergency Agen-
cies (and ATS) at that airport location. PTO abbreviations used with WRS stand for Part time
operations.
REPLENISHMENT
Replenishment information is listed by supplier, with telephone number and hours of operation.
Replenishment facilities are listed using the following codes. The left hand column below shows
the codes used, followed by a description. Finally, (in brackets) the Australian designation, where
applicable.
FUEL
AVGAS aviation gasoline, grade 100/130 (AVGAS 100/130) (SG 0.72)
AUSTRALIA
LEGEND
F34 aviation turbine kerosene (JET A1 with FSII (S-1745)) (-47° C freeze point),
(SG 0.775 - 0.840)
Jet A-1 aviation turbine kerosene (JET A1 without FSII (S-1745)) (-47° C freeze point),
(SG 0.775 - 0.840)
F40 aviation turbine gasoline (AVTAG with FSII (S748) (low vapor pressure) (SG
0.80)
F44 aviation turbine kerosene (AVCAT 48) (high flash point with FSII (S-1745) (-46°
C freeze point) (SG 0.788 - 0.845)
F45 aviation turbine gasoline (AVTAG without FSII (S748)) (-58 C° freeze point)
(SG 0. 0.80)
LUBRICATING OIL
0113 aviation piston engine lubricating oil: 65 SUS (OM-107)
0117 aviation piston engine lubricating oil: 100 SUS (OM-270)
0123 aviation piston engine lubricating oil (ashless dispersant): 80 SUS (OMD-160)
0133 aviation turbine oil (OM-10)
0135 aviation turbine lubricating oil, petroleum base: 3cS (OM-11)
0136 aviation turbine lubricating oil, petroleum base 9cS (EP) (OEP-71)
0138 aviation turbine lubricating oil, petroleum base: 9cS (OM-71)
0142 general purpose (mineral) lubricating oil (OM-12)
0147 instrument (synthetic lubricating oil (OX- 14)
0148 aviation turbine synthetic lubricating oil: 3cS (OX-9)
0149 aviation turbine synthetic lubricating oil: 7.5cS (OX-38)
0155 aviation gear (mineral) lubricating oil (OEP-70)
0156 aviation turbine synthetic lubricating oil:5cS (OX-27)
OX-7 aviation turbine oil 390: 3cS
SUS Saybolt Universal Seconds
cS centistokes
MISCELLANEOUS FLUIDS
C365 corrosion preventive compound, hydraulic system (OX-15)
AUSTRALIA
LEGEND
H515 mineral hydraulic oil (OM-15)

H536 hydraulic oil (OX-50)
H576 mineral hydraulic oil (OM-33)
SKD5 Skydrol 500B
S735 inhibited ethylene glycol (AL-3)
S737 isopropyl alcohol (AL-11)
S738 denatured ethyl alcohol (AL-8)
S745 glycol alcohol de-icing, defrosting fluid (AL-5)
S746 isopropyl nitrate (avpin)
S747 methyl alcohol (AL-9)
S1745 fuel system icing inhibitor, high flash type (FSII) (AL-41)
ADI 50/50/I methanol/water/inhibitor anti-detonant injection fluid (METHMIX)
(AL-37)
MMX45 45/55/0 methanol/water thrust augmentation fluid (AL-28)
MMX50 50/50/0 methanol/water thrust augmentation fluid
MMX60 60/40/0 methanol/water thrust augmentation fluid
WTA demineralized water (thrust augmentation fluid)
AVIATION BREATHING OXYGEN

HPOX High Pressure Oxygen
LHOX Low and High Pressure Oxygen
LOX Liquid Oxygen
LPOX Low Pressure Oxygen
OXRB Oxygen Replacement Bottles (type of aircraft specified)
POWER UNITS – (ELECTRIC)

E1 28VDC Battery Cart
E2 28VDC 2.2KW
E3 28VDC 7.5KW
E4 28VDC 10KW
E5 28VDC 15KW
E6 Rectifier starting 28VDC 6KW/30KW Peak
AUSTRALIA
LEGEND
E7 Underground Power, 28VDC 15KW, 120/208VAC 50KVA

E8 28VDC 10KW, 120/208VAC 60KVA
E9 28VDC 45KW, 120/208VAC 60KVA
E10 28VDC 14KW, 120/208VAC 45KVA
E11 28VDC 15KW, 120/208VAC 15KVA
E12 28VAC 15KW, 120/208VAC 75KVA
E13 28VAC 15KW, 120/208VAC 90KVA
E14 28VDC 22.5KW, 124/208VAC 30KVA
E15 28VDC 25KW, 124/208VAC 30KVA
E16 28VDC 45KW, 124/208VAC 60KVA
POWER UNITS – (AIR)

A1 Low pressure air starter (40PSI)
PRESAIR Compressed air replenishment: 3000PSI or higher AVBL
CREDIT DETAILS
Credit cards accepted by Refuellers:
AC Access Card
DC Diners Club
V Visa Card
MC Master Card
AMEX American Express
AIRPORT DIAGRAM SYMBOLS
Paved runway/strip
Unpaved runway/strip
Displaced landing threshold
Closed runway
Stopway or overrun, regardless of surface, with length indi-
cated when known. (Never included in runway length).
Runway at Unlicensed airport or glider strip
AUSTRALIA
LEGEND
AIRPORT DIAGRAM SYMBOLS (continued)
Helipad
Permanently closed taxiway

Ramps, taxiways or other areas not to be used for landings
and take-offs. No differentiation is shown between types of
surface.
Airport beacon
Buildings
Wind Indicator
Wind Indicator Lighted
RUNWAY DECLARED DISTANCES

Declared distances in feet (meters) are tabulated for each runway. They are:
TORA (TAKE-OFF RUN AVAILABLE) — The length of runway declared available and suitable
for the ground run of an aircraft taking off. (In most cases this corresponds to the physical length
of the runway pavement.)
TODA (TAKE-OFF DISTANCE AVAILABLE) — The length of take-off run available plus the
length of any clearway available.
ASDA (ACCELERATE - STOP DISTANCE AVAILABLE) — The length of take-off run available
plus the length of stopway, if provided. (Any stopway length included shall be adequate for use by
all aircraft which comply with the runway strength rating.)
LDA (LANDING DISTANCE AVAILABLE) — The length of runway declared available and suita-
ble for the ground run of an aircraft landing. (In most cases, this corresponds to the physical
length of the runway pavement.)
AUSTRALIA
LEGEND
RESA (RUNWAY END SAFETY AREA) RESA — is the cleared and graded area adjacent to the
end of a runway or stopway intended for use in the event of an aircraft undershooting or overrun-
ning the runway. In Australia, a minimum RESA of 60m (197') is provided, except for runway serv-
ing only code 1 runway where 30m (99') is the minimum. The minimum RESA for a runway serv-
ing jet aircraft used for scheduled air transport operation is 90m (295'). Because of the require-
ment for a RESA, the declaring of less than the full runway length to be available for take-off or
landing is sometimes necessary.
AIRPORT REFERENCE CODE — CODE NUMBER (CN) — A reference code number is provi-
ded for each Rwy listed in the Rwy distances tables. This code number indicates the maximum
field length of the aircraft that the Rwy is designed for. Code numbers and associated field lengths
are:
a. Field length of less than 2624' (800m).
b. Field length of 2624' (800) up to but not including 3936' (1200m).
c. Field length of 3936' (1200m) up to but not including 5904' (1800m).
d. Field length of 5904' (1800m) and over.
Note that the field length of an aircraft is based on the performance of an aircraft during certifica-
tion and is not related to the actual Rwy length provided at an airport.
Use the code number to determine the applicable standards of obstacle-clear approach gradients,
take-off gradients & take-off survey areas for the Rwy. The code number is not intended to limit
aircraft operations at an airport. Aircraft operators and/or pilots must ensure that the published air-
port information meets requirements for their aircraft operations.
OBSTACLE-CLEAR APPROACH GRADIENTS
The threshold is located at least 60m from the intersection of the obstacle clear approach surface
with the extended runway centerline. The standards for the obstacle clear approach gradients are:
5% for a code 1 runway,
4% for a code 2 runway,
3.3% for a code 3 and 4 runway,
3.3% for NPA Code 1, 2 or 3 runway, and
2% for NPA code 4 and an INST runway.
Variations to the approach gradients will be explained in a note under the relevant declared dis-
tances entry.
OBSTACLE CLEAR TAKE-OFF GRADIENTS
Areas from the ends of runways, defined in accordance with the table below, are surveyed for
obstacles. The obstacle-clear take-off gradient is based on the greatest vertical angle with the
horizontal subtended by an obstacle within the surveyed area. This gradient information is shown
in brackets immediately following the TODA information. Liaise with the AD OPR if obstacle infor-
mation is required.
AUSTRALIA
LEGEND
Supplementary Take-Off Distances Available (STODA) are shown for obstacle-clear take-off gra-
dients (within the same defined area) of 1.6%, 1.9%, 2.2%, 2.5%, 3.3% and 5% if the TODA gra-
dient exceeds these figures and the resultant STODA is greater than 800m.
Where an existing fence or levee is located very close to the runway end, the fence or levee may
not be taken into account in the assessment of the obstacle-clear take-off gradients for TODA and
STODA purposes. In such cases, information of the height and location of the fence or levee will
be provided in a note under the relevant declared distances entry.
If the survey area is not in accordance with the table below, details of the actual obstacle survey
area are provided below the relevant declared distances entry.
Take-off Runways
Take-off Climb Sur- Take-off Runways Code Number

face—Dimensions 1 2 3 or 4
Length of inner edge 60m 80m 180m
Minimum distance of 30m 60m 60m
inner edge from run-
way end @
Rate of Divergence 10% 10% 12.5%
(each side)
Final Width 380m 580m 1200m
1800m #
Overall length 1600m 2500m 15000m
# When the takeoff procedure includes changes of heading greater than 15DEG for operations
conducted in IMC or VMC by night.
@ The takeoff climb surface starts from the end of clearway if a clearway is provided.
SLOPE — On runway quoted is the difference between the maximum and the minimum elevation
along the centerline of the runway divided by its length and expressed as a percentage to the
nearest one-tenth of a percent. The “down” slope and its direction are tabulated in all cases, eg,
“0.8% down to SE”. Where significant slope variations occur, additional data may be shown in
notices, eg, “E end level, center section 0.5% down to W, W end 0.1% down to E”.
RWS WIDTH — is the width from side to side which contains the runway, the graded and ungra-
ded portions of the RWS, shown in meters only. The GRADED portion of the RWS may be
defined by boundary markers and is graded to alleviate damage to an aircraft in the event that it
runs off the runway. The UNGRADED portion of the RWS is free of upstanding objects but may
contain depressions, trenches, etc.
AUSTRALIA
LEGEND
CLASS D AIRSPACE PROCEDURES

Supplementary Procedures
Supplementary Class D airspace procedures are provided for the control zones located at Ade-
laide (Parafield), Brisbane (Archerfield), Camden, Melbourne (Moorabbin), Perth (Jandakot), and
Sydney (Bankstown) aerodromes.
Class D Visual Procedure Symbols

VFR Track
VFR Approach / Departure Point
Check Point (when requested by ATC)
Tracking / Turning Point
Compulsory Reporting Point
Control Zone (CTR)
Racecourse
Golf Course
AUSTRALIA
DEFINITIONS
AIRCRAFT CLASSIFICATION NUMBER (ACN) — A number expressing the relative effect of an
aircraft on a pavement for a specified standard subgrade strength.
CALIFORNIA BEARING RATIO — The bearing ratio of soil determined by comparing the pene-
tration load of the soil to that of a standard material. The method covers evaluation of the relative
quality of subgrade soils but is applicable to sub-base and some base coarse materials.
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 tire pressure.
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.
K — Westergaard’s modulus of subgrade reaction in MN/m3.
KILOPASCALS (KpA) — A measure of pressure or stress in thousands of Pascals.
MEGANEWTONS PER CUBIC METER (MN/m3) — A measure of force in millions of Newtons
per cubic meter.
MEGAPASCALS (MPa) — A measure of pressure or stress in millions of Pascals.
PASCAL (Pa) — The pressure of stress of one (1) Newton per square meter.
PAVEMENT CLASSIFICATION NUMBER (PCN) — A number expressing the bearing strength of
a pavement for unrestricted operations.
PERMISSIBLE ALL-UP WEIGHT — The weight to which an aircraft is limited by virtue of the
physical characteristics of an airport.
ACN/PCN
The Aircraft Classification Number/Pavement Classification Number (ACN/PCN) method is used
to specify the strength of pavements and hence permissible aircraft masses (weights) applicable
for aircraft with an all-up weight of more than 5700kg (12,500 lbs).
The parameters published to specify the strength of a rated pavement suitable for use by aircraft
above 5700kg maximum all-up mass are:
a. Pavement Classification Number — PCN;
b. The pavement type:
R = Rigid Pavement
F = Flexible Pavement
c. Subgrade strength category code:
A = High Strength
B = Medium Strength
AUSTRALIA
C = Low Strength
D = Ultra-low Strength
d. The maximum tire pressure in Kpa and psi;
e. The method by which the pavement has been evaluated:
T = Technical evaluation
U = From aircraft experience
A coding example of the above parameters for the bearing strength of a rigid pavement, resting
on a medium strength sub-grade, assessed by technical evaluation to be PCN 80:
PCN 80/R/B/1750(254 psi)/T
The parameters published for rated pavements for use by aircraft not above 5700kg maximum all-
up mass are:
a. The permissible aircraft gross mass in kilograms;
b. The maximum tire pressure in kilopascals.
NOTE: Mass in lbs and tire pressure in psi are also provided in parenthesis.
Pavement Concessions
The operation of an aircraft above the maximum masses and tire pressures is not permitted
unless a pavement concession is approved.
However, if the tire pressure exceeds that listed, the permissible pressure may be increased
using the factor obtained from the Permanent Tire Pressure Concessions graph below. 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 5700kg maximum gross mass, an aircraft may
use a pavement if its ACN for the appropriate type and subgrade strength does not exceed the
published PCN.
An operator of an aircraft requiring a pavement concession should apply to the airport operator.
AUSTRALIA
Permanent Tire Pressure Concessions
Examples of ACN Table Usage

ACNs for selected aircraft types currently in use have been provided by aircraft manufacturers to
ICAO. The information is presented in the ACN Tables published in this Airport Directory.
NOTE: The ACN tables indicate tire pressure in MPa. To obtain kPa multiply MPa values by
1000.
PROBLEM 1:
Find the ACN of a B737-200/200C (Advanced) with a mass of 56,699kg on a rigid pavement rest-
ing on a medium strength subgrade (i.e., K = 80 MN/m3). Tire pressure of the main wheels is
1230 kPa (MPa 1.23).
SOLUTION: ACN = 34
PROBLEM 2:
The airport lists the following information related to a runway pavement:
PCN 66/F/C/1400(203 psi)/U
Determine whether the pavement can accept the following aircraft at the indicated operating
masses and tire pressure:
AUSTRALIA
Airbus A300 B2 142,000kg/1290 kPa

B747-100B 341,553kg/1320 kPa
DC-10-40 558,000 lbs/170 psi
L-1011-1 195,952kg/1330 kPa
SOLUTION:
ACNs for these aircraft are 55, 62, 70 and 66 respectively. Comparing the ACNs with the PCN of
66 it can be determined that the pavement can accept all aircraft except the DC-10-40.
The DC-10-40 operator must request a pavement concession from the operator or reduce the
operating mass to 532,061 lbs (241,339kg) to arrive at an ACN of 66.
NOTE: When the reported PCN is below the ACN for the Maximum Apron Mass, an all-up mass
can be calculated which is suitable to the lower reported PCN. The ACN varies linearly between
the operating Mass Empty and the Maximum Apron Mass.
Unrated Pavements
An aircraft may operate on an unrated pavement provided the aircraft gross mass and tire pres-
sure do not exceed those determined from the following graph:
AUSTRALIA
Abra Mine TWY A2 NE of TWY G1 restricted to MAX

1730′ YABR +08:00 S24 37.4 E118 37.2 Code C (B737) aircraft.
Apt Administration 08 6166 3750, 08 6245 Special approval - B767 and EA30aircraft may
7711. ARO aerodrome@abramining.com.au. use RWY 12/30 for landing if RWY 05/23 is
Apt Manager aerodrome@abramining.com.au. operationally unsuitable. RWY 12/30 may then
11/29 5906′ GRAVEL. PCN 16/F/A/ be vacated by TWY G and D2 if necessary.
980(142PSI)/T. TORA 11 5905′. TORA 29 ACFT above Code Cto execute 180° turns at
5905′. LDA 11 5905′. LDA 29 5905′. TODA 11 RWY 23 THR, 05 TWY end and adjacent TWY
6102′. TODA 29 6102′. ASDA 11 5905′. ASDA F5.
29 5905′. PORT-RL. RWY 12/30not available to ACFT above Code
Rwy 29 Right-Hand Circuit. C (take-off) and Code D (landing).
Restricted operations: 24hr PPR from AD man- ACFT aboveCode D to use TWY A3 to A6, B,
ager. F2 to F6 except F4, T1 to T3, K and L only.
Acft above 12566lbs (5,700kg) to use maximum Allaircraft must provide their parked position/
radius turns at minimum speed at Rwy ends gate number to ATC on acknowledgement of
only. airways clearance.
ENG starting involving the use of more than idle
Adelaide (Adelaide Intl) Apt of Entry powerrequire ATC clearance. Remotely control-
20′ YPAD ADL +09:30* S34 56.7 E138 31.8 led pushback tractors in use for domestic oper-
Apt Administration 08 8308 9211; H24 8154 ations from Terminal 1 Apron. Unit will remain
9444; Fax 08 8308 9311. ATS 03 9235 2012. in place on TWY T until after the ACFT has
AWOS H24 (AWIS) 08 8150 3800. Ground taxied. Operating personnel may be in the vicin-
Services 0447 238 327; H24 08 8234 4677, 08 ity of the unit.T1 Apron - all code C ACFT are
8234 4844; On Call 0455 430 638; Mobile 0410 required to push back in E direction only.
566 059, 0418 121 221; Fax 08 8234 3617, 08 The following taxi restrictions apply to Code C
8234 4741. aircraft and below pushed back from Terminal
05/23 10171′ ASPH/CONC. PCN 89/F/D/ 1: TWY B1 not available from Bays 15 to 27,
1600 (232 PSI)/T. TORA 05 10170′. TORA 23 TWY B1 and L not available from Bays 22 to
10170′. LDA 05 9678′. LDA 23 10170′. TODA 27.
05 10512′. TODA 23 10512′. ASDA 05 10367′. Aircraft landing RWY 05 first available TWY is
ASDA 23 10367′. HIRL. ALS 23. E2 unless otherwise advised by ATC.
12/30 5420′ ASPHALT. PCN 70/F/D/ TWY H and F1 restricted to MAX Code C
1600 (232 PSI)/T. TODA 12 6010′. TODA 30 ACFT.
6010′. MIRL. TWY R restricted to MAX 59' (18M) wingspan
Customs. ACFT.
Noise abatement procedure on 10-4. The Pelican Point Power Station near thecon-
Helicopter landing site not available for helicop- tainer terminal to the NW of Torrens Island
ter above 19842lbs (9000KG). emits a continuous plume of hightemperature
TWY F4 not available to aircraft above Code D. and high velocity gas discharges. Remain clear
TWY D1, E1 and E2 not available to aircraft at all times.
above Code C.
AUSTRALIA
Bird hazard exists. Pigeon flocks concentrate Adelaide (Parafield)

on Rwy 23 and Rwy 30 approaches. Pelican 57′ YPPF +09:30* S34 47.6 E138 38.0
activity on Rwy 05 approach. Apt Administration 08 8307 5700; Fax 08 8281
This AD is a Security Controlled Airport. 5006. AWOS H24 (AWIS) 08 8150 3813.
The following flights must book online via Ground Services 08 8281 0499; H24 0412 602
www.sa.bookawk.com. If access to the booking 447; Mobile 0419 722 797; Fax 08 8281 9302.
page is not AVBL contact theAdelaide Terminal 03L/21R 4429′ ASPH/SLD. TODA 03L 4626′.
Control Unit Supervisor Btwn Mon-Fri, 0800 TODA 21R 4626′. RL.
and 1800 except public holiday: Rwy 21R Right-Hand Circuit.
(i) Survey and aerial work (non-training) flights 03R/21L 4196′ GRVL/SLD. TODA 03R 4393′.
planning to operate in CTA within 36NM Ade- TODA 21L 4393′.
laide;
08L/26R 3143′ ASPH/SLD. TODA 08L 3340′.
(ii) Acft planning to transit AD CTR via the TODA 26R 3340′.
coast. If transit is required in both directions as
Rwy 08L/26R clsd when twr inop.
part of the one flight, two slots should be
booked; and 08R/26L 3255′ ASPH/SLD. TODA 08R 3451′.
TODA 26L 3451′.
(iii) Parachuting flights planning to drop within
Adelaide CTR. Two slots (1 hour) must be Rwy 08R Right-Hand Circuit.
booked per drop. Rwy 08R/26L clsd SS-SR.
For survey flights, operators must email maps CAUTION: Helicopters arriving and/or departing
to: adelaide.tcu@airservicesaustralia.com and Helipad East may operate in close proximity to
call Adelaide TCU Supervisor on phone to dis- Twy F.
cuss their planned operations prior to becoming Birds in vicinity of airport.
airborne each day. When tower Inop, Rwy 08R/26L available SR-
VFR HJ: Do not plan to transit or over-fly the SS only and Rwy 03L/21R is the preferred
Adelaide CTR below 6,000FT where an runway.
alternate route is Avbl. Where an alternative Right hand circuit Rwy 08R and 21R when twr
route is not Avbl, plan: inop.
a. Coastal from OHB to PNL or ABN not available outside Tower hours.
b. Coastal PNL to OHB or Rwy 03L/21R, Twy F, Twy a north of Twy A5,
c. Hope Valley VFR ROUTE. Twy A5 and Twy B not available to Acft above
VFR HJ: Departures from Adelaide to Parafield, 19842 LBS (9000 KG) MTOW.
Aerial Work training flights plan via OHB. Other Remainder of AD not available to aircraft
Acft plan via PAL. above12,566 LBS (5700 KG) MTOW.
Model Acft Opr SR-SS within 1640' (500m) Helicopters arriving and/or departing must be
radius of Psn 352609.95S 1385502.80E Brg parallel to the duty Rwy unless otherwise speci-
141 Mag 34.0NM from AD (YPAD), Sfc 1600' fied by ATC.
AGL. Noise abatement procedures:
F-4, Jet A-1, Jet A-1+. 1. Circuit training is permitted only between the
ABN. Fire 8 2015-1345Z, Cat 5 1345-2015Z. following hours:
1hr earlier during hours of daylight savings a. MON-FRI 2130-1330 UTC (HDS 2030-1230
(HDS). UTC) - 0700-2300 LMT.
AUSTRALIA
b. SAT 2130-1130 UTC (HDS 2030-1030 UTC) Acft Blw 12,566 lbs (5,700 kg) and maximum
- 0700-2100 LMT. wingspan of 49' (15m) only parking in GA area
c. SUN 2300-1130 UTC (HDS 2200-1030 UTC) NW of main Apn.
- 0830-2100 LMT. Acft Abv 39,683 lbs (18,000 kg) to turn on
d. Christmas Day - No circuit training. nodes onlywith maximum radius turns.
e. New Years Day - No circuit training. Twy B not Avbl for Acft above 22,046lbs
f. Anzac Day - 2330-1330 UTC - 0900-2300 (10,000kg) MTOW.
LMT. Twy C Avbl for RFDS Acft only and Acft under
2. Outside TWR hours, preferred RWY, 03L/ 12,566lbs (5,700kg) MTOW with maximum
21R. wingspan 49' (15m). No access to main Apn for
larger Acft from this Twy.
3. Circuit Training Operations HN: a. Rwy 03L:
Left Hand CCTS Limited Prk for all Acft Abv MTOW of 12,566 lbs
(5,700kg) or wingspan greater than 49' (15m).
b. Rwy 21R: Right Hand CCTS
contact AD for Prk.
When helicoptercircuit operations are included
Bay 2 restricted to RPT Acft or Acft approved
on the ATIS, fixed wing aircraft must extend
by senior reporting officer. Acft may Prk on Bay
atleast 1NM from the upwind Thr from the nom-
1 with prior approval or pilot may be required to
inated Rwy before turning crosswind, or join
remain in attendance to move Acft at short
final outside 1NM from the Thr of the nominated
notice.
Rwy, unless otherwise advised by ATC.
Heliparking on marked grass section N side of
For landing at Adelaide, aircraft not involved in
Twy Alpha and W side of Twy Bravo.
AWK/training may plan via PAL.
Security controlled AD.
ATC may restrict circuit operations.
Weather balloon launch Approx 2115Z, 0315Z,
This AD is a Security Controlled Airport.
1515Z from680m ENE ARP. Launches may
F-4, Jet A-1. occur at other times.
ABN. Transient Obst - truck on highway 4.5%.
Albany Infringes Rwy 23 take-off surface.
233′ YABA ALH +08:00 S34 56.6 E117 48.5 F-4, Jet A-1.
Apt Administration Fax 08 6820 3127. ARO 08 Albury
6820 3711. AWOS H24 (AWIS) 08 6216 2600. 539′ YMAY ABX +10:00* S36 04.1 E146
Apt Operator airport@albany.wa.gov.au. 57.5
Ground Services 08 6820 3781.
Apt Administration npolitis@alburyc-
05/23 3596′ GRAVEL. PCN 10/F/A/ ity.nsw.gov.au. ARO 0418 691 776, 0428 691
1050(152PSI)/U. TODA 05 3793′. TODA 23 801. AWOS H24 (AWIS) 02 9353 6400. Apt
3802′. PORT-RL. Manager 02 6043 5866, 0439 655 976. Ground
14/32 5905′ ASPHALT. PCN 21/F/A/ Services 1300 030 906; H24 0413 003 808,
1250(181PSI)/T. TODA 14 6102′. TODA 32 0428 567 599; admin@aerorefuellers.com.au,
6102′. RL. PORT-RL. Pilot Controlled Lighting. alburyaviationfuels@gmail.com, contact@sure-
ATND SKD H24. firesg.com.au.
07/25 6234′ ASPHALT. PCN 29/F/C/
1400 (203 PSI)/T. TODA 07 6529′. TODA 25
AUSTRALIA
6529′. MIRL. PORT-RL. Pilot Controlled Light- ABN.

ing.
Alice Springs
Rwy 07 Right-Hand Circuit.
1789′ YBAS ASP +09:30 S23 48.5 E133
ATND SKD H24. Manned Sun-Thu
54.0
2200-0700Z, Fri-Sat 2200-0200Z.
Apt Administration 08 8951 1211; Fax 8955
CAUTION: Sections of Twy C not fully visible to
5046; operationsASP2@ntairports.com.au.
the control Twr.
ARO H24 0402 088 154. AWOS H24 (AWIS)
Wildlife hazard exists. Most common species: 08 7922 2500. Ground Services 0417 644 965,
galahs, ibis and ducks. 08 8952 1120, 08 8955 5335; On Call 0438 897
Low visibility departure on Rwy 07/25 not Avbl 002, 08 8952 4281; Fax 08 8955 5083.
below 1804' (550m) visibility. 12/30 7999′ ASPHALT. PCN 60/F/B/
Twy A, B, C, E, F and J Avbl to Acft Abv 12, 1750 (254 PSI)/U. TODA 12 8983′. TODA 30
566 lbs (5,700KG). 8983′. MIRL. PORT-RL. HIALS 12.
Twy D and G not Avbl to Acft Abv 12,566lbs 17/35 3717′ ASPHALT. PCN 4/F/B/
(5,700KG). 750(109PSI)/U. TODA 17 3914′. TODA 35
Twy D not Avbl to Acft with wingspan greater 3914′. PORT-RL.
than 49'(15m). Unscheduled ops diverting into Alice Springs
Intersection Dep Rwy 07 permitted from Twy E, PNR to the RFFS and Airport Management.
refer to RDS. All acft for the Airpark are to contact
AWIS requires 1 sec TX to activate. www.apas.com.au for arrival and departure pro-
This AD is a Security Controlled Airport. All cedures.
pilots and operators must possessand display a To minimise the effect of jet blast, all jet acft
current Aviation Security Identification Card must taxi away from apron parking positions
(ASIC) when airside, and wear a high visibility using minimum breakaway thrust.
safety vest while on apron area. Twy E btwnTwy A and Rwy 12/30 not avbl to
Model Acft operating days within 1640' (500m) acft abv B737.
radius Ettamogah Brg 355 Mag 3.85NM from Twy E btwn Twy A and commuter apn not avbl
AD up to 400'(122m) AGL. to acft abv Dash 8-300.
All Acft Avb 12,566lbs (5,700kg) must only con- Twy E avbl to acft PCN 45/F/B/1450/T.
duct 180 Deg turnsat Rwy 07/25 Thr or turning Simultaneous use of Twy C and Twy D restric-
nodes. ted to max code E acft.
Training circuits not permitted Mon-Sun Twy A btwn Twy C and Twy P restricted to acft
1100-2100Z (1HR earlier HDS). with wingspan max 66' (20m) when Bay 9 occu-
Simulation of engine failure after Tkof Rwy 25 pied by B767-300 and abv.
must only be initiated: Access via Twy A btwn Twy C and D not avbl
A. In SR - SS only when Bay 26 or 28 occupied.
B. Not below 1500' (457m) AMSL Twy A W of RPT apn, Twy B and Twy M not
All Acft planning practice instrument Apch avbl to acft abv code B (Metro 23).
during Twr hr require prior ATC approval. Pilots Twy N, Twy P max wingspan 66' (20m).
book a slot online at www.nsw.bookawk.com. GA apn RFDS taxi lines restricted to acft with
F-4, Jet A-1. max 54' (16.6m) wingspan.
AUSTRALIA
Access to the GA apn via Twy A, N and P only. Weather balloon launch approx 0515, 2315
RESTRICTION: Use of Twy L for acft under tow from 0.8nm (1.4km) WNW arp. Launches may
only. Acft 176,370lb (80,000kg) and abv must occur at other times.
use Rwy 12/30 thr turning nodes. Acft turn star- Rwy 12/30: Acft above 176,370 lbs (80000 kg)
board 180°. Line designed to accommodate MTOW use nodes for 180° turns.
B777-300ER/A340-600 normal turn radius. All F-4, Jet A-1.
acft touse minimum speed and max radius Fire 7 Sun-Fri 2130-0905Z, Sat 2130-0230Z.
turns to avoid pavement damage. Acft code D
(B767) and abv must execute over steer turns Alpha
from Rwy 12/30 onto Twys C or D due insuffi- 1255′ YAPH ABH +10:00 S23 38.8 E146
cient twy edge clearance. 35.0
Departing acft which have not submitted flight Apt Administration 07 4985 1166; On Call 0428
notification to Airservices are to contact Alice 683 465.
Twr at least 5 min prior to requesting clearance. 18/36 4777′ ASPHALT. PCN 5/F/B/
Animal and bird hazard exists. Bird hazard 580 (84PSI)/U. TODA 18 4974′. TODA 36
reduced on very hot summer days with 4974′. RL. PORT-RL. Pilot Controlled Lighting.
increased bird hazard May-Aug daily and in Possibility of animals on AD.
months after increased average rainfall.
Occasional feral animals present and seasonal Amberley (Amberley Military)
influx of migratory birds. Animal hazard man- 91′ YAMB Mil. +10:00 S27 38.4 E152 42.7
aged to minimal risk during daily airport busi- AWOS H24 (AWIS) 07 3564 3700. Apt Opera-
ness hours. tor 0438 173 642, 0438 717 829, 07 5361 2888;
Sealed drag strip located 0.5nm (1km) W of amb.abcp@defence.gov.au.
AD, aligned parallel with Rwy 17/35 may be 04/22 4997′ ASPH/CONC. PCN 47/F/C/
mistaken for Rwy. Confirm Rwy identification by 1750(254PSI)/T. TODA 04 5194′. TODA 22
Rwy markings/lights. 5194′. MIRL. PORT-RL. Pilot Controlled Light-
All Acft must taxi away from RPT Apn Prk posi- ing.
tions in accordance with the taxi lead-out lines. 15/33 9997′ ASPH/CONC. PCN 73/F/C/
Pilots are advised that IFR training and circuit 1750 (254 PSI)/T. TODA 15 10194′. TODA 33
training should be conducted before 0000Z, 10194′. HIRL. PORT-RL. HIALS 15. Pilot Con-
between 0400-0600Z and after 0730Z. Delays trolled Lighting.
may be expected for training flights at all other Rwy 15 Right-Hand Circuit.
times. Pilots are to contact twr with training 2230-1300Z Mon-Thu, 2200-0700Z Fri. O/T
details at least 15 min prior to commencement. 48hr PPR. Customs: 24hr PNR.
Apch Lgts up to 3.6'(1m) high within Cwy. Caution: C17 aircrew should be mindful of the
This AD is a Security Controlled airport. additional effective weight of the Acft during
Access to GA refueling restricted toacft with Ops using engine reverse thrust. Mil Acft Opr at
wingspan max 41' (12.5 m). high speed, conduct non-standard circuits, and
Manned balloon activity in the vicinity of the cir- may be difficult to sight. Therefore non-partici-
cuit area at sunrise and early morning. pating pilots should remain clear of Mil ADs by
at least 5NM or overfly not below 2,500' when
the Twr is inactive.
AUSTRALIA
AD not Opn for public use. Civ Ops requesting AGL within 10NM YAMB without prior approval
air, Ldg and/or Gnd Ops AMB require 48hr PN from SADFO Amberley or OC 82WG. Acft are
to Amberley Air Base Command Post (ABCP) not to overfly the base built-up area Blw 1,500'
by written Req via email AGL at high speed.
amb.abcp@defence.gov.au. Note comments in 2. Pilots are to avoid overflying Ipswich Hospital
"Flt Proc". (055/2.4).
Visiting Mil Acft planning to conduct IAP or cir- Bird and Animal hazard exists on AD H24.
cuit training at YAMB - 24hr PNR to obtain prior Fruit Bat hazard may exist in circuit area. Main
approval to allow coordination with Lcl Ops. Ctc activity period one hr after last light.
Opr. Phone ABCP 07 5361 2888, 0438 717
D645. Mil fast jet Acft may Opr VFR for transit
829. Written Reqs may be required.
Btwn R625, R638 and R639. Acft shall monitor
All Ops with an AUW Abv 471,788lbs Brisbane Centre Freq.
(214,000kg) are to be recorded and notified on
Central Apn restricted to Code C Acft only.
a monthly basis to email address adf-
ces@drn.mil.au. Twy A4 lead in linedisplaced from centre. Exer-
cise caution when entering and exiting Rwy due
In the event of an Emerg, Acft Opr at AMB
main landing gear proximity to outer edges of
during CTAF periods are to declare the Emerg
sealed Sfc and Rwy edge length.
on the area RIS Freq. Additionally when within
10 NM of AMB, Mil Acft are to advise details to Acft Parking Position 9 MAX wingspan 213'
RFFS watch attendant callsign "Base Fire", on (64.9 m) code E Acft.
Freq 118.3. Acft Parking Position10-16 MAX wingspan 171'
Twy J restricted to 118' (36 m) MAX wingspan. (52 m) code D Acft.
Twr will not provide the status of Arrestor Sys- Where practicable, Acft should only perform
tems with Ldg and Tkof clearance when they 180 Deg turns on the concrete thresholds of
are in the normal operating Psn. Rwy 15/33 and Rwy 04/22 to preserve Rwy
grooving.
Operational Readiness Platform (ORP) within
Rwy strip W of Thr Rwy 15/33 may contain Circuit altitudes: Jet and large turbo-prop -
vehicles or Acft at any time. Acft with wingspan 1,500' AMSL. Light Acft and helicopter - 1,000'
of 133' (40.5 m) or less permitted to takeoff and AMSL.Agricultural Opr operating in QLD and
land with either ORP in use. Twr will advise vis- NSW, S of Rockhampton and N of Newcastle
iting arriving Acft through the phraseology are encouraged to provide details of their areas
'approach and/or departure end ORP in use'. of OPS to assist with separation. The sortie
Visiting departing Acft will be advised when the details provided will be passed to local squad-
DEP end ORP is in use. rons operating from AMB. Contact operator.
Due to night vision googles Ops all Rwys are to Due to terrain shielding and possible communi-
be treated as active, regardless of Lgt status. cations limitations, taxiing Acft and/or ground
vehicles at one end of the airfield cannot see or
ILS Critical Area not protected outside Twr hr.
hear Acft and/or ground vehicles at the other
NAPs end of the airfield.
The following restrictions apply within the On CTAF Acft must taxi for DEP via Twy A2
Amberley CTR: and backtrack for Rwy 15 or 33. Acft with multi-
1. High Speed Low Level Flt. No AD attacks or ple antennae must use upper antennae in pref-
high speed (>350KIAS), low level Flt Blw 1,500' erence.
AUSTRALIA
Service vehicles may be Opr on AD. 01/19 7546′ ASPHALT. PCN 26/F/A/
1100 (160 PSI)/T. TODA 01 7743′. TODA 19
Military Radar Opr at Psn Brg 280 Deg 2 NM
7743′. RL. PORT-RL.
from Apt. Possible avionics interruptions and
errors within 492' (150m) of radar site below
500' AMSL. ATND SKD PN to ARO.
Jet A-1. Oxygen. Restricted Ops: 24hr PPR from AD Opr.
Fire 6 2200-1300Z, CAT 4 O/T. Higher RFFS
AD only Avbl to Acft on Argyle Diamond Mine
CAT Avbl 72hr PNR though ABCP. CAT 8 Avbl
Business.
subjec to staffing. All Acft to call Argyle ground on 126.4 30 Min
Andamooka prior to landing.
250′ YAMK ADO +09:30* S30 26.3 E137 Acft Abv 12,566 lbs (5700kg) use turning nodes
08.2 at Rwy ends for 180 Deg turns.
07/25 3150′ TURF. Jet A-1.
Ararat Armidale
1008′ YARA ARY +10:00* S37 18.6 E142 3556′ YARM ARM +10:00* S30 31.7 E151
59.3 37.0
Apt Administration 03 5355 0905; Mobile 0428 Apt Administration H24 1300 136 833; Fax
552 800. 6772 9275. ARO 0412 513 093. AWOS H24
(AWIS) 02 9353 6401. Ground Services 0427
04/22 2165′ GRASS. Unrated. TODA 04 2362′.
399 690.
TODA 22 2362′. PORT-RL.
05/23 5702′ ASPHALT. PCN 20/F/C/
12/30 4068′ ASPHALT. PCN 12/F/B/
700 (101 PSI)/T. TODA 05 5899′. TODA 23
500 (73PSI)/U. TODA 12 4265′. TODA 30
5899′. MIRL. Pilot Controlled Lighting.
4265′. RL. PORT-RL. Pilot Controlled Lighting.
09/27 3661′ GRAVEL. TODA 09 3858′. TODA
Gliding Ops HJ. Gliders Opr within Rwys.
27 3858′.
Winch and wire launching. Rwy 04/22 will be
closed during winch launching (closure desig- ATND SKD Mon-Fri 1900-0300Z, 2hr PNR.
nated by white crosses in linewith the MOS). This AD is a Security Controlled Airport. Pilots
Model Acft operating within 3281' (1000m) from and crew must display a valid ASIC when air-
ARP up to 2000' (610m) AGL. Opr will monitor side.
CTAF 126.7. Opr Tel 0417 514 438. F-4, Jet A-1.
Archerfield see Brisbane Atherton

2460′ YATN +10:00 S17 15.7 E145 30.9
Argyle
Apt Administration 1300 362 242; aero-
522′ YARG GYL +08:00 S16 38.2 E128 27.1 dromes@trc.qld.gov.au. ARO 1300 362 242.
Apt Administration 08 9167 1336; Fax 08 9167 Ground Services 0438 398 002.
1325. ARO 0404 450 062. AWOS H24 (AWIS) 15/33 3819′ GRASS.
08 6216 2601. Apt Operator On Call (AH
EMERGENCY) 08 9167 1452; argyle.air-
port@riotinto.com. Extreme pilot caution advised during periods of
wet weather as runway surface can become
soft and hazardous.
AUSTRALIA
Bird and animal hazard exists. PPR from AD Opr for all non-training flights and
Aircraft departing Atherton for Cairns that have use of AD as an alternate. Contact AD Opr.
obtained a Landing Slot Time from ATC will be Bird Hazard exists. Expect increased activity of
processed more expeditiously. juvenile magpies near midpoint of Rwy during
North East Air Fuel Distributors: AVGAS AVBL, months Aug to Dec.
self service bowser with Credit Card all hours. Pilots of widebody Acft are required to apply
Agricultural operations within 10NM radius up min power when taxiing to prevent damage to
to 500FT AGL. Twy shoulders.
Ultralight operations from unmarked private air- Acft which operationally require speeds greater
fields within 5NM. than 250KT must advise ATC.
F-4. Code E and F Acft must be under tow from
intersection of Twy A and Twy B when access-
Aurukun ing the hangar precinct. H24 PNR required.
29′ YAUR AUU +10:00 S13 21.2 E141 43.2 Contact AD Opr.
Apt Administration 07 4060 6811. ARO H24 Code F Acft are not permitted to free move on
0428 743 874. Twy B past the passenger terminal when code
16/34 4134′ SLD. PCN 6/F/B/850(123 PSI)/U. C, D or E Acft are parked at the terminal. Wing
TODA 16 4331′. TODA 34 4331′. RL. PORT- tip clearances cannot be met for code F Acft
RL. Pilot Controlled Lighting. inthis situation - code F Acft under tow only.
Bird hazard exists. For CASA approved operators, low visibility
This AD is a Security Controlled Airport. departure on Rwy 18/36 not Avbl below 1804'
(550m) visibility.
JET A1 Avbl for RPT Acft or Emerg use.
Underwing refueling only. Twy ARestriction: Twy A past Twy D not Avbl to
code C Acft (or larger) when a code CAcft (or
All Acft turns to be conducted at Rwy Thr ends
larger) is holding on Twy D.
only.
Acft Ops in visibility below 2625' (800m) not
Twy A Code C width 59'(18m) bitumen seal.
supported when ATC not Avbl. Prior arrange-
Jet A-1. ment only, Contact AD Opr.
Avalon Apt of Entry Pilot must notify ATC if a "follow me" service is
35′ YMAV AVV +10:00* S38 02.4 E144 28.2 required.
Apt Administration 03 5227 9100; On Call 03 No circling west of Rwy18/36.
5227 9150; enquiries@avalonairport.com.au. Outside Twr hr Acft parked on Northern Apron
ARO 03 5227 9470. AWOS H24 (AWIS) 03 Bay 1 must pushback E only.
8470 3200. Ground Services 03 5227 9470; On All Acft are required to make entry to circuit,
Call 03 5227 9150. inbound and taxi calls in addition to the manda-
18/36 10000′ ASPHALT. PCN 80/F/C/ tory calls. Due to work in progress on and in the
1750(254PSI)/T. TODA 18 11001′. TODA 36 vicinity of Rwy and Twy outside of Twr hr.
10797′. ASDA 18 10197′. ASDA 36 10197′. This AD is a Security Controlled Airport.
MIRL. Pilot Controlled Lighting. 180 Deg turns on Rwy 18/36 not permitted for
Concrete ends Rwy 18 and 36. Acft code C and above.
ATND SKD 1830-1330Z. Customs. Model aircraft operate within 3281' (1000m)
radius of Psn S37 45 12.00 E144 1400.00 Brg
AUSTRALIA
315 Mag 20.5NM from Avalon AD (YMAV), sur- Sealed Twys B and D available only to aircraft
face to 1800' (549m)AGL. below 12,566 lbs (5,700kg) MTOW.
Instrument approach training: all Acft planning During RPT Ops hrs as advised by NOTAM.
practice instrument Apch (Avbl 2000-1200Z), 1 Bird and animal hazard exists. Confirmedha-
hr earlier during hours of daylight saving) zards advised via NOTAM.
require prior ATC approval. Pilots must book a Delicensed AD 2 km NE of Ayers Rock has
slot online at www.bookawk.com. ceased to exist as a landing area.
Jet A-1. Oxygen. Hazardous conditions exist for light aircraft
ABN. Fire 7 1945-1330Z. 1 hr ealier in daylight when landing on Rwy 13 with an E crosswind,
savings. due to close proximity of sand dunes alongside
the Rwys at the N end. Windshear in both
Ayers Rock (Connellan)
speed and direction can exist. To minimise the
1626′ YAYE AYQ +09:30 S25 11.2 E130 hazard pilots should aim to achieve touch down
58.5 either in the first 1312' (400m) of the Rwy or
Apt Administration 08 8956 2020; Fax 08 8956 beyond 2625' (800m) from the threshold. Pilots
2545; airport@voyages.com.au. AWOS H24 should also be aware that dust devils are prev-
(AWIS) 08 7922 2516. Ground Services Mobile alent around the AD throughout the year.
0417 632 763; yularaaviation@dunnings- This aerodrome is a Security Controlled Airport.
fuel.com.au. All pilots and operators must possess and dis-
13/31 8527′ ASPHALT. PCN 43/F/A/ play a valid AUS/AYQ ASIC when airside.
1400(203PSI)/T. TODA 13 8724′. TODA 31 Motor Gliders with a wing span greater than 49'
8724′. RL. Pilot Controlled Lighting. (15m) required to give Apt 72hr notice to
Rwy 31 Right-Hand Circuit. arrange parking, and should also fold wings
ATND SKD 2200-0800Z. O/T PNR before prior to entering the general aviation apron and
0730Z same day. parking area.
PPR from AD Opr if ACN at maximum Acft Opr Acft Abv 50,045 lbs (22,700 kg) must use turn
weight is greater than PCN or tyre pressure is pads for 180 deg turns.
greater than listed value. Five working days PN F-4, Jet A-1.
is required to AD Oprfor pavement conces- Fire 6 Mon-Thu, Sat 2230-0730Z; Fri, Sun
sions. 2230-0630Z.
All aircraft operating into Ayers Rock aero-
drome arerequired to give at least 24hr prior Bairnsdale
notice. All aircraft arriving directly from over- 165′ YBNS BSJ +10:00* S37 53.2 E147
seas airport require minimum 7 day notice; all 34.1
others require 24 hr noticeby Email or FAX. ARO 0438 497 697, 0447 132 980. AWOS H24
All regular public transport and fixed base oper- (AWIS) 03 8470 3201.
ators contactaerodrome operator for details. 04/22 3602′ ASPH/SLD. PCN 11/F/B/
Non-residential pilots wishing to visit Ayers 560(81PSI)/T. TODA 04 3799′. TODA 22 3799′.
Rock/Connellan are required to call the RL. Pilot Controlled Lighting.
CA/GRS to gain an awareness of local pat- 13/31 2795′ ASPH/SLD. PCN 11/F/B/
terns, busy periods and local weather info. Con- 550(80PSI)/T. TODA 13 2992′. TODA 31 2992′.
tact CA/GRS on 08 8956 3668. ATND SKD H24.
AUSTRALIA
CAUTION: Model Acft Opr sunrise to sunset 13/31 1864′ TURF. TORA 13 1863′. TORA 31
within 3281' (1000m) radius of Psn S37 56.5 1863′. LDA 13 1863′. LDA 31 1863′. TODA 13
E147 32.0 Brg 192 Mag 3.7NM from ARP, sur- 2060′. TODA 31 2060′. ASDA 13 1863′. ASDA
face to 1500' AGL. 31 1863′.
Wildlife activity birds (magpies and cockatoos) Rwy 13 Right-Hand Circuit.
and kangaroos located in vicinity of Rwy 18/36 4085′ ASPHALT. PCN 6/F/B/
andTwy. 450(65PSI)/U. TODA 18 4281′. TODA 36 4281′.
In ground tie down points Avbl at secondary RL. Pilot Controlled Lighting.
Apn, Ctc ARO for info. Rwy 18 Right-Hand Circuit.
AWIS Req one-second pulse to activate. AWIS ATND SKD H24.
will transmit for 90 Sec. Apt restricted to Acft below 12,566lbs (5700kg).
Ultralight Acft Ops at AD. Acft above 12,566lbs (5700kg) and/or
Increased Heli Ops during summer season for 450kPa(65PSI) tire pressure ctc AD Opr for
fire Emerg Acft operating Abv published approval.
weights. CTC ARO for pavement concessions. In NIL wind conditions use Rwy 18.
F-4, Jet A-1. Bird hazard exists.
Balgo Hill Twy D Max wing span is 49' (15m).
1440′ YBGO BQW +08:00 S20 08.9 E127 Rwy gradients may inhibit visibility from all
58.4 thresholds and pilots must confirm that both
runways are clear before landing or Tkof.
Apt Administration 08 9168 8900; Fax 08 9168
8950. ARO 0429 822 448. Apt Manager 0427 Glider operations SR-SS within runway strip.
877 786. 656' (200M) displaced Thr will be placed when
gliding operations are RWS 18/36 or RWS
15/33 5282′ GRAVEL. Unrated. TODA 15
05/23. tugs towing gliders to remain east of
5479′. TODA 33 5479′. RL. Pilot Controlled
Rwy 18/36 centreline until glider release.
Lighting.
Model Acft operating to 3000' at 5.8NM BRG
Aircraft with more than 10 seats are required to
269° from ARP.
contact AD operator 2 hr priorto arrival for Rwy
inspection. Ballarat is a high density training Ad.Circuit
training not permitted between 2300-0600LT.
Ballarat Possible high ab initio training 0700-2300LT.
1433′ YBLT +10:00* S37 30.7 E143 47.5 Visiting Acft are not to conduct circuit training at
Apt Administration 03 5320 5881; Fax 03 5320 any time.
5822. AWOS H24 (AWIS) 03 8470 3202. Aero- Training flights conducting practice instrument
club 0438 508 576. Apt Operator 0409 869 368, approach should add 1,000'(305m) to all the
0418 137 784. Ground Services 03 5330 9330, ALT prescribed in the Apch to reduce noise nui-
0438 508 576; On Call 0428 518 344; Fax 03 sance and interference with circuit traffic. Such
5330 9333. flights should BCST their intentions, includin-
05/23 4150′ ASPHALT. PCN 6/F/B/ gALT limit of Ops when turning inbound. IMC
450(65PSI)/U. TODA 05 4347′. TODA 23 4347′. flights should remain as high as practicable
PORT-RL. when encountering VMC and join the circuit in
the standard manner.
AUSTRALIA
F-4, Jet A-1. ATND SKD 2100-0700Z (1hr earlier during hrs
of daylight saving), AH call out fee may apply.
Ballera PNR.
385′ YLLE BBL +10:00 S27 24.5 E141 48.5 Bird and animal hazards exist:
Apt Administration 08 8116 5213. ARO 07 4646 a. Flying fox, year round, peak activity Mar to
8103. AWOS H24 (AWIS) 07 3564 3702. May, transiting Rwy 06 Thr at dusk. Updated
03/21 5906′ ASPH/SLD. PCN 30/F/A/ activity is communicated via NOTAM.
1130 (164 PSI)/T. TORA 03 5905′. TORA 21 b. Ibis and cattle egret, year round, HJ, vicinity
5905′. LDA 03 5905′. LDA 21 5905′. TODA 03 of AD.
6102′. TODA 21 6102′. ASDA 03 5905′. ASDA
c. Flocks of small birds, HJ, on AD.
21 5905′. RL. PORT-RL. Pilot Controlled Light-
ing. d. Increased bird activity following adverse
weather events.
This AD is a Security Controlled airport.
PPR.
Prior to taxiing and entering, all Acft must
Restricted Ops. PPR for all Ops.
ensure a visual check for any traffic that may
CAUTION: High pressure gas discharge 5,249ft already be on the Rwy. "Radio shadowing" of
(1,600m) N of AD. transmissions may be experienced from Acft
Bay 2 for all jet refuelling. operating at the E end of the Rwy or lining up at
Increased wildlife activity will be communicated Thr 24.
via NOTAM. Pilots are encouraged as part of A320 and B737 Acft use Twy B as the preferred
flight planning to require current information access for taxing into parking bays 3 and 4 on
from AD safety personnel. the RPT Apron.
No circling to the W ofAD. The RPT apron is a Security Restricted Area.
Fuel: JET A1 private facility. All non RPT Acft must obtain prior approval of
Acft Abv 12,566 lbs (5,700 kg) must use Rwy AD Opr to gain access to and from the RPT
turning nodes for 180 Deg turns. apron.
Requirement for all Acft to taxi thru to turningn- Access to GA apron area via pedestrian gate
odes and execute Max radius turns. Nov thru to 1A. GA access to terminal building not Avbl.
Mar inclusive. To avoid jet blast, aircraft must not taxi onto or
Jet A-1. away FM apron Parking Position 1 behind a jet
aircraft with its engines running on Parking
Ballina (Ballina/Byron Gateway) Position 2.
7′ YBNA BNK +10:00* S28 50.0 E153 33.7 To minimise the effect ofjet blast, all jet aircraft
Apt Administration 02 6686 4444. ARO H24 must taxi onto and away from apron Parking
0414 482 584. AWOS H24 (AWIS) 02 9353 Positions using minimum breakaway thrust.
6402. Apt Operator 02 6681 1858. Ground Circuit training only permitted between
Services H24 0402 209 919. 2100-1200Z, 1hr earlier during hours of daylight
06/24 6234′ ASPHALT. PCN 15/F/A/ saving.
780 (113psi)/T. TODA 06 6430′. TODA 24 Helicopter Training:
6430′. RL. Pilot Controlled Lighting. a. During daylight hours and in VMC, helicopter
Rwy 06 Right-Hand Circuit. training will take place from the grassed training
areas, to the N and S of Rwy 06/24, clear of the
AUSTRALIA
gable markers, andknown respectively as 2329′. TODA 26 2329′. ASDA 08 2133′. ASDA
Northern Grass and Southern Grass. 26 2133′. PORT-RL.
b. Helicopter trainingwithin the Ballina circuit 18/36 3888′ ASPHALT. PCN 9/F/B/
will conduct right hand circuits on Rwy 24 and 450(65PSI)/U. TODA 18 4085′. TODA 36 4085′.
nonstandard left hand circuits on Rwy 06. RL. PORT-RL. Pilot Controlled Lighting.
c. To facilitate the movement and OPS of other F-4.
ACFT, helicopters will approach, depart and
operate from the Northern or Southern Grass Bankstown see Sydney
areas, clear of the active runway. Baradine
d. Helicopters will broadcast when operating 990′ YBAD +10:00 S30 57.3 E149 05.5
clear of the Rwy 06/24 active Rwy.
e. When transiting to or from theNorthern and 1337. ARO 0427 112 813.
Southern Grass areas, hover operations near
11/29 5167′ DIRT. Unrated. RL. Pilot Controlled
the taxiways, RPT Apron and Fire Station
Lighting.
should be minimised in order to reduce noise
impact. PPR Phone ARO.
f. Helicopters should minimise OPS over or Acft must use turn pads at Rwy ends and at
near the housing areas to the E and W of the 2953' (900m) mark onApch Rwy 11 to make
Rwy so as to reduce noise impact. 180 Deg turns.
g. Helicopters approaching or departing S shall Bird and animal hazard.
conform to the normal circuit procedures. Barcaldine
BN CEN FIA 120.3 Avbl in circuit area. For on
880′ YBAR BCI +10:00 S23 33.9 E145 18.4
ground Comms use BN CEN 126.05.
Apt Operator 07 4651 5600; On Call 0428 683
All radius turns on the apron follow the lead-in/
465. Ground Services 0458 303 544, 07 4651
lead-out lines marked on the pavement. No 5177.
tight turns.
01/19 5584′ ASPHALT. PCN 16/F/B/
For Noise Abatement purposes, when depart- 1000 (145PSI) /T. TODA 01 5781′. TODA 19
ing Rwy 06, maintain Rwy heading until East of
coast.
14/32 3658′ SAND/CLAY. Unrated. TODA 14
Casino/Lismore/Ballina MBZ excludes the air-
3855′. TODA 32 3855′.
space within YB(R)-6 41A/B/E when
Rwy 14/32 Sealed 2461' (750m) NW end to 98'
YB(R)-641A/B/E are active.
(30m) width for first 906' (276m), then to 59'
F-4, Jet A-1. (18m) width for next 1555' (474m).
Fire 6 1915-1015Z. CAUTION: Bird and animal hazard exists.
Balranald Prior permision for all operations above
210′ YBRN BZD +10:00* S34 37.4 E143 44092lbs.
34.7 This airport is a security controlled airport.
Apt Administration 03 5020 1300. 0418 322 All aircraft turn at runway ends.
902. No minimum radius turns.
08/26 2132′ GRASS. TORA 08 2133′. TORA 26 F-4, Jet A-1.
2133′. LDA 08 2133′. LDA 26 2133′. TODA 08
AUSTRALIA
Barimunya 13.698E) and in a line 4NM to the SE for the

2082′ YBRY BYP +08:00 S22 40.4 E119 Rio Tinto site. Regular blasting at 1000, 1400
10.0 and 1600 local daily. CTC the ARO for addi-
Apt Administration barimunya.air- tional BHP Iron Ore and Rio Tinto Iron Ore
port@bhp.com. ARO 0408 427 212. Apt Opera- blasting times.
tor barimunya.supervisor@bhp.com. All Acft Abv 12,566 lbs (5,700 kg) to use turning
10/28 6365′ ASPHALT. PCN 41/F/A/ nodes.
1250(181PSI)/T. LDA 10 6168′. LDA 28 6168′. Rwy 10/28: All Acft above 12566lb (5,700kg)
TODA 10 6562′. TODA 28 6562′. RL. PORT- must make MAX RAD turns at MIN speed at
RL. turning nodes toavoid Sfc damage.
Rwy 10 Right-Hand Circuit. Jet A-1.
Rwy 10/28 TORA, TODA and ASDA begin at Barrow I
RWS end.
24′ YBWX BWB +08:00 S20 51.9 E115 24.4
Restricted OPS. PPR.
Apt Administration bwiairport@chevron.com.
Restricted Ops. PPR from AD Opr. AWOS H24 (AWIS) 08 6216 2602. Apt Man-
CAUTION: Obstacle lights NOT provided on ager 08 9184 3789.
Hills infringing N and S of aerodrome inner hori- 03/21 6234′ ASPHALT. PCN 25/F/A/
zontal surface and Communications, Navigation 1210 (175PSI)/T. TODA 03 6430′. TODA 21
and Surveillance. 6430′. RL. PORT-RL. Pilot Controlled Lighting.
Acft at opposite ends of Rwy cannot see each Rwy 03 Right-Hand Circuit.
other.
PPR from AD operator.
All Ops - advise AD Opr at least 20 Min prior to
All OPS - Advise AD operator at least 20 min
ETA on 129.75.
prior to ETA on 131.25.
Primary source of Pwr is derived from a gener-
All Acft to contact "Barrow Ramp" on 130.40
ator.
prior to entering ramparea for Prk instructions.
All Acft Abv 12,566 lbs (5,700 kg) to use turning
Bird hazard, significantly increased bird activity
nodes.
after dusk and after rainfall.
Rwy 10/28: All Acft above 12566lb (5,700kg)
All jet Acft to use idle power for movements on
must make MAX RAD turns at MIN speed at
the Apn with the exception of breakaway thrust
turning nodes to avoid Sfc damage.
to initiate taxi. Acft that cannot comply with this
All Acft are required to backtrack on RCL. restriction must advice AD operator prior to
All Acft to follow Apn marking. departure.
AWIS activated by 1 Sec transmission. Twy A not Avbl for Acft above 44,092 lb (20,000
Restricted Ops. PPR from AD Opr. kg).
JET A1, Ctc ARO. Extensive helicopter Ops conducted daily at
No fuel Avbl Bay 1. Overwing refuelling Bay 3 and within AD vicinity.
only. Rwy 03/21: All fixed wing Acft above 44,092 lb
Mine blasting sites located 4.87NM SW of AD (20,000 kg) must make Max radiusturns at Mim
(22 43.417S 119 05.6E) and in a line 4.75NM to speed at turning nodes to avoid surface
the W and 4.2NM to the SE for the BHP Billiton damage.
site and 6.3NM SE of the AD (22 45.802S 119
AUSTRALIA
Rotary Acft are permitted to perform medium 15/33 4823′ ASPHALT. PCN 8/F/A/
Rwy turns. To avoid surface damage rotary Acft 580(84PSI)/U. TODA 15 5020′. TODA 33 5020′.
must make Max radius turns utilising full Rwy PORT-RL.
width. Possibility of animals on aerodrome particularly
All Acft are required to backtrack on RCL. at dawn and dusk.
Jet A-1. This AD is a Security Controlled Airport.
Bathurst Bedourie
2435′ YBTH BHS +10:00* S33 24.6 E149 300′ YBIE BEU +10:00 S24 20.8 E139 27.6
39.1 Apt Administration 07 4746 1600. ARO 0428
Apt Administration 02 6333 6100; airport@bath- 035 184.
urst.nsw.gov.au. ARO 0408 639 075; Fax 6337 14/32 5938′ ASPH/SLD. PCN 9/F/A/
3429. AWOS H24 (AWIS) 02 9353 6404. 850(123PSI)/T. TODA 14 6135′. TODA 32
Ground Services 02 6337 3433, 02 9393 2787, 6135′. RL. Pilot Controlled Lighting.
0409 455 084, 0429 322 424. CAUTION: Severe turbulence possible on
08/26 4314′ ASPH/GRAS. TODA 08 4511′. approach. Bird hazard may exist. Speciesspe-
TODA 26 4511′. cific NOTAM will be raised during periods of
492'(150M) W end grass. increased activity.
17/35 5594′ ASPHALT. PCN 12/F/C/ This AD is a Security Controlled Airport.
650(94PSI)/T. TODA 17 5791′. TODA 35 5791′.
RL. Pilot Controlled Lighting. Bellevue
Rwy 35 Right-Hand Circuit. 1555′ YBLU +08:00 S27 36.8 E120 35.6
Frequent mowing operations occur within Apt Administration ybluado@westernar-
runway strips during summer. eas.com.au. ARO 08 9334 7782. Apt Manager
0428 526 774.
Birds in vicinity of airport.
01/19 6562′ GRAVEL. PCN 31/F/A/
Occasional gliding operations during hours of
805 (117PSI)/U. TODA 01 6758′. TODA 19
day light.
6758′. PORT-RL.
AD not avail sunset to sunrise except for medi-
PPR.
cal emerg and other aircraft with PN to ARO
0417 818 869 or police 0439 792 340 Restricted Ops - PPR from AD operator.
Significantly increased animal hazard (kanga- Rwy 01/19 not available to Acft above 12,566
roos) mainly at dawn and dusk. lbs (5,700 KG) MTOW.
This AD is a Security Controlled Airport. Benalla
Intensive glider OPS from Pipers Field, 7NM to
569′ YBLA BLN +10:00* S36 33.2 E146 00.5
west of YBTH AD. Apt Administration 03 5760 2600; coun-
F-4, Jet A-1. cil@benalla.vic.gov.au.
Bathurst I 08/26 3422′ ASPH/SLD. PCN 10/F/B/
450(65PSI)/U. TODA 08 3619′. TODA 26 3619′.
67′ YBTI BRT +09:30 S11 46.1 E130 37.2
RL. Pilot Controlled Lighting.
Apt Administration 08 8970 9500. Emergency:
0427 451 735. ARO 0407 979 325.
AUSTRALIA
17/35 2356′ GRAS/CLAY. Apt Administration 03 5434 6000; air-

AUW-13/0.4000 MPa. TODA 17 2552′. TODA port@bendigo.vic.gov.au. ARO 03 5434 6078;
35 2552′. Mobile 0499 700 128. AWOS H24 (AWIS) 03
Rwy 17 Right-Hand Circuit. 8470 3203. Ground Services 0418 862 100;
CAUTION: Restricted area for Benalla explo- H24 03 5442 3743; On Call 0417 780 280.
sive plant, R364 (1NM radius of S 36 29.3 E 05/23 2516′ ASPHALT. AUW-13/0.6000 MPa.
145 59.6, surface-2000') is between 2.8 and TODA 05 2713′. TODA 23 2713′.
4.8NM of aerodrome on RWY centerline for Rwy 05 Right-Hand Circuit.
RWY 17/35. Aircraft should be at or above 17/35 5249′ ASPHALT. PCN 21/F/D/
2000' (1450' AGL approximately) at 2.8NM N of 1400(203PSI)/T. TODA 17 5446′. TODA 35
aerodrome. 5446′. RL. Pilot Controlled Lighting.
WHERE POSSIBLE ACFT SHOULD CON- Rwy 35 Right-Hand Circuit.
FORM TO ESTABLISHED RUNWAY DIREC- ATND SKD H24.
TION IN USE. Join circuit in downwind position
PPR for all Parking on RPT Apron.
or upwind along RWY08/26 or 17/35.
Wildlife hazard exists. Refer to NOTAM for sea-
If use of crossing RWY is operationally neces-
sonal info.
sary a wide circuit to join a long final clear of
established circuit traffic is advised. On depar- Code C Acft apron access via Twy D only. All
ture maintain RWY heading until clear of traffic. other Twy 12566 lb (5700 kg) MTOW.
No provision for a straightin APCH to RWY 26 All Code C Acft must roll through and use Rwy
at night. turning nodes and MAX radius turns on Rwy
and apron.
Animal hazard (kangaroos and birds) exist.
AWIS requires one second pulse to activate.
This AD is a Security Controlled Airport. A valid
Gliding operations HJ. Simultaneous operations
ASIC must be displayed when airside.
from parallel glider strips.
Acft engine run up on Twy A between Twy D
Gliders and tugs use separate glider strips
and Twy E only.
08/26 and 17/35, marked by orange gable
markers. Also available for tailskid equipped F-3, Jet A-1.
aircraft. Bening Field
Glider/tug circuits to N or E, other aircraft cir- 1059′ YBEG Mil. +10:00 S19 39.2 E146 17.6
cuits to S or W. Other aircraft must not infringe
07/25 5610′ GRAVEL.
glider circuit below 2000' AGL. Righthand cir-
Caution: Military troops and vehicles may be on
cuits RWYs 08 and 17. Gliders/tugs right hand
airstrip. Animal hazard exist.
circuits RWYs 26 and 35.Manned balloon oper-
ations may occur 3 hours following first light
Beverley
and 2 hours preceding last light. 720′ YBEV +08:00 S32 07.5 E116 57.0
F-4, O/R. Jet A-1. Apt Administration H24 08 9646 1200;
Bendigo admin@beverley.wa.gov.au.
710′ YBDG BXG +10:00* S36 44.3 E144 08/26 2953′ GRAVEL.
19.8 16/34 4790′ GRAVEL.
AUSTRALIA
Animal hazard exists. 06/24 5538′ ASPHALT. PCN 16/F/B/

Extensive glider Ops from Thu to Sun. During 1000 (145 PSI)/T. TODA 06 5735′. TODA 24
summer months Ops may extend all week. 5735′. RL. PORT-RL. Pilot Controlled Lighting.
Glider tugs may Ops contra rotating circuits in 12/30 5259′ SAND/CLAY. TODA 12 5456′.
busy launching and glider recovery periods. TODA 30 5456′. PORT-RL.
Sun-Fri, 2230-0645Z.
Birchip
CAUTION: Animal and birds hazard exists.
340′ YBIR +10:00* S36 00.0 E142 55.0
This AD is a Security Controlled Airport
Apt Manager 1300 520 520; Fax 03 5493 7395.
F-4, Jet A-1.
04/22 3422′ ASPHALT. LDA 22 3205′. TODA
04 3619′. TODA 22 3619′. RL. Pilot Controlled Blackwater
Lighting. 658′ YBTR BLT +10:00 S23 36.2 E148 48.4
09/27 1719′ GRAS/SAND. Unrated. TODA 09 ARO 0439 668 368. Apt Manager 0406 600
1916′. TODA 27 1916′. 821.
Birdsville 18/36 3816′ ASPHALT. PCN 7/F/B/
580 (84 PSI)/U. TODA 18 4547′. TODA 36
159′ YBDV BVI +10:00 S25 53.8 E139 20.8
4012′. RL.
Apt Administration 07 4564 2093, 07 4746
Sunrise-Sunset,.
1600. ARO 0407 146 902, 07 4564 2093.
AWOS H24 (AWIS) 07 3564 3703. Ground Possibility of kangaroos on movement area.
Services 07 4656 3244; Fax 4656 3262. Blasting takes place at various sites near AD,
03/21 2625′ CLAY. Unrated. TODA 03 2723′. SFC-2500' AGL.
TODA 21 2723′. Prior to operating at Blackwater all pilots should
14/32 5682′ ASPHALT. PCN 10/F/B/ contact (07) 4980 5725 to confirm blasting
850 (123PSI) /U. TODA 14 5978′. TODA 32 activity. By prior arrangement no blasting
5879′. RL. Pilot Controlled Lighting. occurs one hour either side of regular public
transport movements.
ATND SKD 2100-0900Z, SR-SS 2hr PN.
Airport not available except for medical opera-
Bird hazard exists. Species specific NOTAM
tions aircraft.
will be raised during periods of increased activ-
ity. This AD is not a Security Controlled Airport
Due to Ltd Apn area, all hardstand Acft Prk is
Blue Water Park
allocated by the AD Opr. Ctc ARO mobile. 110′ YBLP +10:00* S19 11.5 E146 29.6
This AD is a Security Controlled Airport Apt Administration admin@bluewaterair-
F-4, Jet A-1. port.com. Apt Operator 0407 356 948, 0458
704 656.
Blackall
02L/20R 4921′ ASPH/GRAS. AUW-44.
928′ YBCK BKQ +10:00 S24 25.7 E145 25.7
Sealed first 3609' (1,100m) northern end,
remaining 1312' (400m) grass. Gravel opera-
8855. ARO 0447 767 869. AWOS H24 (AWIS)
tions due surface degradation.
07 3564 3704. Apt Manager H24 0488 574 703.
Ground Services 0417 624 422. 02R/20L 2953′ GRASS. AUW-4.
AUSTRALIA
Soft wet surface after heavy rain. 5 Deg slope All Acft above 5700kg(12566lb) must park on
to E. markedbays using appropriate lead-in lines.
ATND SKD with PN. All aircraft to use turning nodes, maximum
PPR and AD information call Apt. radius turns at minimum speed.
AD used by helicopters, ultralights and model Openpit mine blasting within 5NM S and SW of
Acft. aerodrome surface - 2,000'.
Acft greater than 11,023 lbs (5,000kg) must Jet A-1.
stay to hardened Rwy and Twy.
Borroloola
Traffic pattern - Circuit join via upwind 1,600'
55′ YBRL BOX +09:00 S16 04.5 E136 18.1
preferred. Dead side always west. Maintain
tight circuit to east to avoid residential areas. Apt Administration 08 8924 7202. ARO 08 8975
Avoid overfly of isolated nearby homes. 8799. AWOS H24 (AWIS) 08 7922 2502.
Ground Services 0411 055 039; Fax 08 8127
Model Acft activity within 1640' (500M) radius of
9567; admin@basfuel.com.au.
YBLP AD BRG 283MAG 16NM from YBTL AD
PSN S 19 11 30 E 146 29 36E up o 400' AGL. 02/20 3770′ GRAVEL.
Model Acft club will monitor YBLP CTAF 126.7 Bird hazard exists.
and will vacate Rwy for manned Acft Ops. Con- F-4, Jet A-1.
tact 0458 704 656.
Boulia
Training danger area D764 often used by mili-
tary Ops and controlled/monitored by YBTL 542′ YBOU BQL +10:00 S22 54.8 E139 54.0
Approach. Apt Administration 07 4746 3188. ARO 0427
F-4, F-6. 163 773, 0428 725 580. Apt Operator On Call
0427 128 212.
Boolgeeda 14/32 5909′ ASPHALT. PCN 6/F/A/
1870′ YBGD OCM +08:00 S22 32.5 E117 730(106PSI)/U. TODA 14 6106′. TODA 32
16.2 6106′. RL. Pilot Controlled Lighting.
Apt Administration On Call 0448 077 353; Significant bird hazard (kite hawks) exists.
bgdairport@amsaustralia.com. Apt Manager 08 This AD is a Security Controlled Airport
6213 9002. Ground Services 0409 897 890. Jet A1 by prior arrangement-drums only, 24hr
08/26 7218′ ASPH/SLD. PCN 44/F/A/ PN required. Refuelling fees apply.
1441(209PSI)/T. TODA 08 7415′. TODA 26 F-4, Jet A-1.
Rwy 08 Right-Hand Circuit. Bourke
ATND SKD Mon-Fri, 2200-1000Z. After hours 352′ YBKE BRK +10:00* S30 02.3 E145
call-out fee will apply, PNR. 57.1
Restricted OPS: 24 hr PPR from AD Opr (AD Apt Administration 02 6830 8000; On Call 0419
Manager). 722 055. AWOS H24 (AWIS) 02 9353 6405.
CAUTION: YBGD is in close proximity to YEWA Ground Services 0448 821 146; Fax 02 6882
(Approximately 22NM WNW of YBGD). The 7522.
Approach/Departure tracks cross close to the 05/23 6004′ ASPHALT. PCN 10/F/B/
ground. 580 (84PSI)/U. TODA 05 6201′. TODA 23
6201′. RL. Pilot Controlled Lighting.
AUSTRALIA
18/36 3281′ GRAVEL. AUW-13/0.6000 MPa. Brisbane (Archerfield)

TODA 18 3478′. TODA 36 3478′. 65′ YBAF +10:00 S27 34.2 E153 00.5
ATND SKD H24. Apt Administration 07 3275 8000; Fax 07 3275
Animal and bird hazard exists. 8001. 0432 462 210; On Call 0414 233 903.
All aircraft except regular public transport, must ATIS 07 3275 8201. AWOS H24 (AWIS) 07
park in light aircraft area to west of taxiway and 3564 3701. Apt Operator aac@archerfieldair-
apron. port.com.au. Ground Services 0402 797 071,
This AD is a Security Controlled Airport. 0412 140 739, 07 3272 7775, 1300 359 552;
Mobile 0420 634 093; info@archerfieldjet-
F-4, Jet A-1.
base.com.au.
Bowen 04L/22R 4085′ SLD. Unrated. LDA 22R 3133′.
26′ YBWN ZBO +10:00 S20 01.1 E148 12.9 TODA 04L 4281′. TODA 22R 4281′.
Apt Administration 0407 672 404, 0417 762 04R/22L 3609′ SLD. Unrated. TODA 04R
235, 07 4945 5510. 3806′. TODA 22L 3806′.
04/22 4291′ SLD. PCN 8/F/A/580(84PSI)/U. 10L/28R 5666′ ASPH/SLD. PCN 14/F/C/
LDA 22 4029′. TODA 04 4488′. TODA 22 4488′. 1500(218PSI)/T. TORA 10L 5105′. TORA 28R
RL. Pilot Controlled Lighting. 5174′. LDA 10L 4613′. LDA 28R 4426′. TODA
12/30 2956′ GRAVEL. PCN 6/F/A/ 10L 5371′. ASDA 10L 5105′. ASDA 28R 5174′.
350(51PSI)/U. TODA 12 3153′. TODA 30 3153′. MIRL. Pilot Controlled Lighting.
RL. Pilot Controlled Lighting. 10R/28L 3609′ SLD. MTOW-13. TODA 10R
Sealed 696' (212m) West end. 3806′. TODA 28L 3806′.
For noise abatement avoid unnecessary move- ATND SKD H24.
ments over township. PPR for non VH Registered Acft.
Wildlife hazards may exist. Species specific CAUTION: Helicopters operating within helicop-
NOTAM will be raised during periods of ter circuit training areas (when active). Rwy
increased activity. 10R/28L reduced to 59' (18m) sealedwidth with
Agricultural Ops take place sunrise to sunset soft wet Sfc notification. Regular crane opera-
within 5NM up to 500' AGL. tions btwn 128'(39m)- 192'(59m) AMSL Btwn
Brg 346 - 353 Deg Mag Btwn 2280'(695m) -
ModelAcft operating within the airport locality.
2641'(805m) from ARP. Infringe Rwy 04L/22R
F-4. transitional Sfc Btwn 2' - 58', and inner horizon-
Brewarrina tal surface Btwn 2'(0.5m) - 63'(19m).
414′ YBRW BWQ +10:00* S29 58.4 E146 Pavement concession required for Acft above
49.0 12,566lbs (5700kg) MTOW, form Avbl from AD
operator or website.
Apt Administration 02 6839 2106. ARO 0408
768 585; On Call 0427 392 101. Pilots electing tocommence or terminate an IFR
flight under the VFR should communicate such
03/21 4547′ ASPHALT. PCN 16/F/A/
intention at the earliest possible time to ensure
700 (102PSI)/T. TODA 03 4744′. TODA 21
their arrival or departure is processed effi-
4744′. RL.
ciently.
Animal and bird hazard exists.
Outside Twr hours, pilots requiring airways
clearance on departure are to contact Brisbane
AUSTRALIA
Centre 125.700 prior or phone 07 3866 3694, Bird and animal hazards may be present on the
immediately prior to engine start for an expect airfield.
clearance time and discrete transponder code. When entering Rwy 28R via Twy B holding
NOISE ABATEMENT PROCEDURES: point all Acft above 14991lbs (6800kg) are only
Outside Twr hours when operational conditions permitted to use taxi speed untilthey reach
permit, Rwy 28 must be used for takeoff. check point Z which is marked Approx 295'
Low level helicopter training is notpermitted out- (90m) from start of Rwy 28R. Only then can
side Twr hours. Tkof thrust be applied.
Low level circuits not permitted on Rwy 04/22. Twy B1 is limited to Acft with a wingspan less
than 95'(29m).
Twy H1, J, J1 and K limited to Acft with wing-
span less than 49' (15m). Holding on Twy B2, B3, B4, B5 and B6 is limi-
ted to Acftwith MAX length of 72'(22m).
All code C Twy limited to Acft with maximum
wingspan of 95' (29m). Acft with a wingspan greater than 95'(29M) not
allowed to taxiing via B1. Acft must taxiing via
Twy E, Code B 34' (10.5m) wide, asphalt
Twy B2, B6 and B8. For Rwy 28R departures,
sealed.
Acft must taxiing via B2 and then backtrack via
For Acft taxiing for Rwy 22R, a clearance to Rwy 28R. For Rwy 10L departures, Acft must
cross Rwy 22L via Twy F1, G1 or H2 not Avbl. taxiing via B2 and then backtrack via Rwy 10L.
Acft must taxi via alternate route.
Tail-skid equipped Acft using Rwy 10R/28L are
F-4, Jet A-1.
to limit operations to Southern 20' (6m) of strip
abutting sealed central 59' (18m) for takeoff/ ABN.
landing. Brisbane (Brisbane Intl) Apt of Entry
Pilots are advised to minimise engine running 15′ YBBN BNE +10:00 S27 23.0 E153 07.0
adjacent to terminal parking.
Apt Administration H24 0435 271 993, 07 3406
Acft to taxi only via sealed Twy or natural sur- 3171; adm@bne.com.au, airport.dutyman-
face Twy marked by yellow cones. ager@bne.com.au. 07 3229 1854; H24 Secur-
Non-radio equipped vehicles operating on Twy ity: 07 3406 3072; Fax Security: 07 3406 3116.
A. AWOS H24 (AWIS) 07 3564 3705. Apt Man-
All Rwy are active at all times and during ATC ager 07 3406 3000; Fax 07 3406 3101. Ground
hours require a clearance to enter, cross, taxi Services 0418 718 238, 0438 753 572, 07 3860
or backtrack, except as follows: Acft vacating 4844, 07 3860 5988, 07 3860 5996; Fax 07
Rwy 10L/28R via Twy B4 are inside Rwy 3860 4866, 07 3860 5949.
04R/22L and should taxi clear of Rwy 04R/22L 01L/19R 10827′ ASPH/CONC. PCN 124/F/D/
as soon as practicable. Once clear, an ATC 1750 (254PSI)/T. TODA 01L 11023′. TODA
clearance is required to cross all other Rwys. 19R 11023′. HIRL. ALS.
Terminal Acft Prk area and visitor parking bay 01R/19L 11680′ ASPH/CONC. PCN 108/F/D/
infringes Twy H strip by 5' (1.5m). Limited to 1750(254PSI)/T. TORA 01R 11483′. LDA 01R
Acft with wingspan less than 72' (22m). 11483′. TODA 01R 11876′. TODA 19L 11876′.
Simulated asymmetric operations not permitted HIRL. HIALS 01R.
Rwys 04. ATND SKD H24.
AUSTRALIA
Acft transporting dangerous goods or Livestock Twy C3 Tango and APN Taxilane Btwn TWY
require 4 days notice and prior approval. C3 and TWY C4 AVBL to MAX ACFT B737/
Pilots to exercise CAUTION on Twy C12, L and A321.
P due to lack of visibility from the control Twr. Twy C4 restricted toMax A330 Acft.
Significant bird hazard exists. Twy C6 restricted to Max B737/A321 (code C)
a. Nankeen Kestrel (birds of prey), peak activity Acft.
on airfield expected Mar-Jul. Twy F3 not Avbl.
b. Australian White Ibis flocking on airfield HJ, Twy H2 not Avbl to Acft above following Max
increased numbers expected Feb-Jun. weight limitations: A330 317,466lb
c. Straw necked ibis present on airfield HJ, (144,000KG), B777 434,311lb (197,000KG).
increased numbers expected Jul-Oct. Twy H2N and Twy H2S and Twy M east of the
d. Flying foxHN only. perimeter road designated as Apn, are provided
e. Cattle egret present on airfield HJ, increased for combined Acft and vehicle Tfc FM mainte-
numbers expected Nov-Mar. nance hangars. Vehicle Tfc under own obser-
vation remaining well clear of all taxiing Acft.
f. Increased pelican and cormorant in vicinity of
AD. Twy H4 restricted to Max B737/A320 Acft
(Code C Acft) Avbl for DASH 8.
Significant mud wasp activity within AD vicinity
affecting pitot tubes. Pitot tube covers recom- Twy H3 restricted to Max B777-300ER Acft
mended. (Code E Acft).
All Twy: Outboard engines on B747 and A340 Twy M not Avbl to Acft Abv following max
Acft to be operated at low powerto prevent Tws weight limiatations: A330 340,270 lbs (154,344
erosion and engine ingestion. kg), A340 573,341 lbs (260,063 kg), A350
401,241 lbs (182,000 kg), A380 707,688 lbs
All Acft must turn right at BRAVO1.
(321,002 kg), B737 174,165 lbs (79,000 kg),
B777-300, A340-600 and A380-800 OPS: Twy B747 739,960 lbs (335,640 kg), B767 312,891
associated with Rwy 01R/19L are 75'(23M) lbs (141,925 kg), B777 401,775 lbs (182,242
wide (AD REF code 4E). Due excessive Acft kg), B787 357,149 lbs (162,000 kg).
wheelbase, normal Twy safety edge margin not
Twy P reduced wing tip CLR to 25' (7.5m) on
Avbl. Pilots should apply judgemental oversteer
western side for A380 (code F) Acft.
when negotiating Twy intersections at B/C9,
B/C10 and on INTL Apn. Pilots should request Acft to use minimum power when entering, exit-
marshalling assistance from a fixed base oper- ing and operating on all Apron.
ator (FBO) if Acft GND manoeuvring cameras Acft vacating Rwy 19R onto Twy T7 are to con-
are not Avbl. tinue south on Twy T unless otherwise instruc-
A380 (Code F Acft) Ops using Intl Apn to use ted by ATC.
Twy C9 and Twy C8 only to Intl Apn A380 com- All Acft vacating Intl Apn Rqd continuous taxi
patible bays 71, 72, 73, 74, 75, 76. Twy C10 on Twy C9 and Twy C10 using minimum Pwr.
and Intl Apn taxilane not Avbl to A380 (Code F Twy A is designated to be used in the same
Acft) Ops. direction as the duty Rwy. Twy B is for use in
Turn movements to and from Twy L and Twy the opposite direction unless otherwise instruc-
C13 restricted to MAX code C ACFT. AVBL for ted by ATC.
DH8D.
AUSTRALIA
When Rwy 19L is nominated, Twy A4 is not h. Twy T - no entry from Twy S7, T8 and T9.
available for arriving Acft unless directed by i. Twy T Btwn Z and Twy S7 not Avbl north-
ATC. bound Tfc.
Twy Y is to be used in awesterly direction and j. Twy T5 and T10 not Avbl to Acft exiting Rwy
Twy Z is to be used in a easterly direction 01L/19R L. Twy T14 not Avbl to Acft exiting
unless otherwise instructed by ATC. Rwy 19R.
Twy F4 not Avbl Exc for HJ access to helicopter k. Entry onto rapidexit taxiways from other than
landingsite. the Rwy not permitted.
Twy D Btwn Twy B and Twy E1 not Avbl. l. Twy T2 - no left turn into Twy T.
Twy E Btwn Twy E1 and Twy D not Avbl. m. Twy H3 - no through access to Twy H4.
Twy E4 not Avbl. n. Twy H4 - no through access to Twy H3.
Twy P Btwn Twy C12 and Twy C13 not Avbl For CASA approved Oprs, Rwy 01R/19L and
HN due parked Acft. 01L/19R are capable of supporting take-offs
Twy P restricted to maximum code C Acft with an RVR of not less than 1148' (350m).
(B737, Q400 and A320) Avbl HJ undertow only. Circling Apch Procto Rwy 01L/19R at night is
Following Twy not Avbl HN due parked Acft and not permitted, MIRL not Avbl.
Avbl HJ under tow only: Noise abatement procedure see charts 10-4.
a. Twy G1 Btwn Twy E and Twy F1. Turns from Twy L onto Twy C13, and Twy C13
b. Twy D Btwn Twy E4 and Twy E1. onto Twy L forAcft AD REF code D or above
c. Twy E Btwn Twy E4 and Twy E1. (excluding DH8D) are not available due to
d. Twy E1, Twy E2, Twy E3, Twy F3. reduced fillet pavement. Turn around loop avail-
able for Acft up to and including B747 on Logis-
Twy C13 restricted to maximum code C Acft
tics APN.
(B737 and A320) under tow only.
GA Apn S Taxilane restricted to MAX 79'(24m).
Twy J and logistics Apn not Avbl to Acft with
wingspan Abv 118' (36m) Exc under tow. This AD is a Security Controlled Airport.
Initiate tow by Twy L Intermediate Holding Point Model Acft Opr within 1640' (500m) radius Psn
(IHP) prior to Twy C13. S 270842.00 E 1530136.00 Brg 330 Mag 15NM
from Brisbane AD (YBBN) Sfc to 1,000' AGL.
Twy L Btwn Twy C13 and Twy C12 not Avbl to
Acft with wingspan Abv 118' (36m) northbound, Model Acft Opr 1640' (500m) radius Psn S
Exc under tow. 270948.00 E 1524754.00 Brg 297 Mag 21.8NM
from Brisbane AD (YBBN) Sfc to 1500' AGL.
TwyF1 and Twy F2 not Avbl to Acft Abv
145,505 lbs (66,000 kg). B737 Acft and Abv not to execute 180 deg
turns on Rwy 01R/19L and 01L/19R.
Turning:
Ground running of engines above idle requires
a. Twy S - no right turn into Twy S2 or S5.
prior approval. Phone Ops.
b. Twy S2 - no left turn into Twy S.
Helicopter Ops:
c. Twy S2 - no right turn into Twy T, HN.
a. Rotary wing Acft using General Aviation
d. Twy S5 - no left turn into Twy S. apron CAUTION multiple lighted towers 100'
e. Twy S7- no entry from Twy S. AGL on, and surrounding GA apron.
f. Twy S13 - no right turn into Twy S. b. Helicopter Ops excluding maintenance and
g. Twy S13 - no left turn into Twy T, HN. rescue activities on Twy H system, to be con-
AUSTRALIA
ducted on the GA Apn or Logistics precinct Rwy 12 Right-Hand Circuit.

building Apn. ATND SKD 1830-1230Z, after hr call required,
c. Helicopter touch down/lift on Twy F4 and Prk 60 Min PNR. Customs.
area on GA Apn commissioned. CAUTION: Power lines beneath APCH to RWY
Training Flights: 12. Approximately 820ft (250m) from THR.
Jet and turboprop training and flight test opera- Proximity to Oakey (YBOK)and Amberley
tions not requiring Rwy or IAL procedures shall (YAMB) MIL controlled airspace. Proximity to
be flight planned in either. Low Performance GA, Charter, Warbird and training OPS (fixed
Area (LPA) - within the minor arc between 030 and rotary wing) Toowoomba Airport. Proximity
and 100 VOR between 15 and 30 DME; or High to danger area South of airport. Proximity to
Performance Area (HPA) - within Class C and OAKEY and AMBERLEY mil controlled and
Class A airspace within the minor arc between restricted areas. Flight Training Adelaide opera-
040 and 090 VOR between 40 and 100 DME tions out of YBWW 1900-1400Z.
BN. The Main apron is a security restricted area and
Arriving Acft may request an IAL for training or is shared between RPT and non-RPT OPS. For
licence renewal. The request should bemade assistance with parking and access to the ter-
as early as possible, preferably at flight plan- minal for unscreened passengers and crew,
ning. contact the ARO on CTAF or 0498 998 060.
IAL (Instrument Approach and Landing) training Access to the Main apron for unscreened pas-
not available Mon-Fri, available Sat senger and crew can be arranged by contacting
0100-0900Z, Sun 2300-0600Z due to traffic. the ARO.
For other than arriving aircraft, IAL training NOISE ABATEMENT PROCEDURES:
approval shall be obtained from the Network 1. During HR of 1900-1200Z Rwy12 preferred
Coordination Centre (NCC) Phone: 1800 020 for Ldg and Rwy 30 preferred for Tkof.
626. 2. Where practicable, during the HR of
Acft conducting a practice instrument approach 1200-1900Z, RWY 12 must be used for Ldg
can expect to make a landing due to traffic and Rwy 30 must be used for Tkof.
management requirements. Twr will advise if 3. Where practicable, minimise night move-
traffic dispositionallows for a missed approach. ments (Btwn 1200-1900Z), with preference to
F-4, Jet A-1. operation in day period (sunrise to sunset).
ABN. Fire 9 H24. 4. Where practicable, Btwn 1200-1900Z, avoid
use of reverse thrust after Ldg.
Brisbane West Wellcamp Apt of Entry
5. Where practicable, minimise use of APUs
1509′ YBWW WTB +10:00 S27 33.5 E151
while parked on the RPT Apn. Where feasible,
47.6
use rectifier or GPU.
Apt Administration 07 4614 3200; On Call 0498
6. Where practicable, avoid noise sensitive
998 060; admin@wellcampairport.com.au. ARO
areas as follows: Toowoomba cityARC BRG
On Call 0498 998 060. AWOS H24 (AWIS) 07
063 MAG to 103 MAG 4 to 11NM from ARP,
3564 3746. Ground Services 0498 998 060.
Westbrook township BRG 114 MAG 4.9NM
12/30 9416′ ASPHALT. PCN 64/F/B/ from ARP, Wyreema township BRG 139 MAG
1450 (210PSI)/T. TODA 12 9613′. TODA 30 6.8NM from ARP, Agricultural area BRG 291
AUSTRALIA
MAG 1.54NM from ARP, Agricultural area BRG 08 6216 2603. Ground Services 0436 412 616,
317 MAG 1.65NM from ARP. 0439 078 085.
7. After Tkof RWY 30, climb on RWY heading 10/28 7887′ ASPHALT. PCN 47/F/B/
to MAX practicable altitude before turning to 1500(218PSI)/T. TORA 28 7625′. LDA 10
establish outbound track. 7447′. LDA 28 7231′. TODA 10 8084′. TODA 28
High terrain in vicinity of the airport. 7821′. ASDA 28 7625′. MIRL. Pilot Controlled
Bird andwildlife hazards exists: Magpies, Lighting.
galahs, ibis and black kites in vicinity of AD. Customs.
Increased bird activity at harvest time - Oct-Nov All International arrivals and departures PNR to
and Mar-Apr. Rabbits, hares, foxes or feral cats AD OPR.
may be on airfield. NOTAM will be issued for CAUTION: Possibility exists of poor radio prop-
increased activities. agation in the CTAF area from aircraft on
Pilots are advised to check YBWW website for ground or operating low level.
additional info. Bird and animal hazard exists. Flying fox (bat)
Security Controlled Airport. activity on final approach Rwy 28 1hr prior to
PJE operations by prior arrangement only. and after last Lgt.
F-4, Jet A-1. 48hr PNR to AD operator for non-Broome-
based Acft parking.
Broken Hill Rotary wing arriving/departing Northern HeliAp-
959′ YBHI BHQ +09:30* S32 00.1 E141 28.3 ron or Eastern GA Apron approach/depart via
Apt Administration 08 8080 3300; Fax 08 8080 Twy F unless specifically advisedotherwise by
3423. ARO H24 0418 858 378. AWOS H24 ATC. Minimum taxi speed in ground effect at all
(AWIS) 02 9353 6406. Ground Services H24 times.
0408 728 605. Pilots arerequired to maintain the safety and
05/23 8241′ ASPHALT. PCN 15/F/A/ security of their passengers airside at alltimes.
690 (100 PSI)/T. TODA 05 8438′. TODA 23 All Acft above 44,092lbs (20,000kg), landing
8438′. RL. PORT-RL. Pilot Controlled Lighting. Rwy 28 are to roll throughto Rwy end prior to
14/32 3281′ SAND. Unrated. TODA 14 3478′. executing 180 Deg turn. Full length backtrack.
TODA 32 3478′. PORT-RL. Twy C not available to Acft with a wingspan
131'(40m) sealed each end of Rwy. greater than 118' (36m).
ATND SKD Mon-Fri 1700-0100Z. O/T by Acft with wingspan upto 79' (24m), to use Twy
arrangement. F to minimise backtracking on Rwy during busy
Bird and animal hazard exists. periods.
This AD is a Security Controlled Airport. Twy D and northern GA apron not available to
AVGAS self serve. Acft with a wingspan greater than66'(20m).
F-4, Jet A-1. Twy E and Twy G north of Twy F not available
to Acft with a wingspangreater than 66'(20m).
Broome (Broome Intl) Apt of Entry Twy Y, Z and heavy heli Apn for wheeled heli
57′ YBRM BME +08:00 S17 57.0 E122 13.7 only. No fixed wing permitted.
Apt Administration 0437 900 566, 08 9194 Southern Apn, by approval and RPT only.
0600; Fax 08 9194 0610. AWOS H24 (AWIS)
AUSTRALIA
Non-skd Code C Acft must park in Area C via Conduct engine run-ups in designatedrun-up
Twy C. bays, or in other areas with prior approval of the
Dep prior to 0600 must have prior approval Airport or delegate.Turbine engine testing is
from the Apt. restricted to 2300-1200Z, except with the prior
AWIS Freq 126.55 (requires one 1 sec pulse to approval of the Airport or delegate.
activate). AWIS will transmit for 90 sec. Report F-4, Jet A-1, Jet A-1+.
faults to AD Opr. Fire 6 Mon, Wed 2245-1120Z, Tue, Sat-Sun
All GA parking on aprons to the Nside of Rwy 0115-1120Z, Thu 0015-1200Z, Fri 0115-1215Z.
VIA Twy C, D, E, F and Twy G. Visitor parking
Bunbury
marked on pavement orby yellow cones.
53′ YBUN BUY +08:00 S33 22.7 E115 40.6
GA Acft to do intersection departures where
operationally possible. Apt Administration 08 9792 7000. ARO 0419
969 219; H24 (Emergency) 08 9792 7000; Fax
Visiting pilots unfamiliar with Broome opera-
08 9792 7184. Ground Services 08 9725 4377;
tions, or pilots wishing to conduct circuits/prac-
On Call 0437 060 292.
tice instrument approaches, are to contact
BROOME TOWER on 08 9192 7702. 07/25 3999′ ASPHALT. TORA 07 3330′. LDA
07 3330′. LDA 25 3330′. TODA 07 3527′. TODA
Runway 10 Tkof transient obstacle 2.92% truck
25 4196′. ASDA 07 3802′. RL. Pilot Controlled
on highway.
Lighting.
Rwy 28approach obstacle 2.14% light pole.
Searchlight display Opr from Psn Brg 327 Mag
Blast embankment, 6ft AGL, 8425ft (2568m) 3.8NM from ARP.
from start of TORA Rwy 10 and 755ft (230m)
Pilots are encouraged to adopt the fly neigh-
short of Thr Rwy 28.
borly procedures that are designed to minimise
Training Flights - All aircraft Acft noise impacts on residential areas.
Circuit training is only to be conducted between Acft Blw 1323lbs (600kg) and flying below 55KT
hours 0100-1200Z. All training flights to be con- (microlights/ultralights) permitted to fly 500ft cir-
ducted in compliance with noise abatement pro- cuits Mon-Sun: 0600 - SS (Lcl).
cedures contained herein and the Broome
Ultralight and microlight operations sunrise to
International Airport Fly Neighbourly Policy -
sunset. Significant flight training activity.
see website.
Model aircraft operate sunrise to sunset within
Touch and go training is kept to a minimum.
1640' (500m) radius of Psn S33 30.8 E115 36.7
Circuit training is restricted to 0100-1200Z. Brg 203 Mag 8.8NM from Bunbury aerodrome
Engine Ground Running - All Aircraft (YBUN), surface to 1000' AGL.
Due to the proximity of the Broome Residential F-4, J.
area, Engine Ground Running is to be conduc-
ted in the engine run-up bay at the corner of Bundaberg
Twy's E and F. All ground runs to be conducted 107′ YBUD BDB +10:00 S24 54.2 E152 19.1
only between the hours of 2030-1200Z and Apt Administration 0418 750 565, 1300 883
within the confines of the engine run up bay, 699; airport@bundaberg.qld.gov.au. ARO H24
helicopters not permitted in run up bay, engine 0418 796 991. AWOS H24 (AWIS) 07 3564
runs to be conducted in helicopter parking 3706. Ground Services H24 0415 499 441,
areas,unless otherwise approved by the Airport. 0418 782 875, 07 4155 1061; ahbrowne@big-
pond.net.au.
AUSTRALIA
07/25 3701′ TURF. Unrated. TODA 07 3898′. F-3, Jet A-1.

TODA 25 3898′.
Burketown
14/32 6562′ ASPHALT. PCN 45/F/C/
1410(205PSI)/T. TODA 14 6857′. TODA 32 21′ YBKT BUC +10:00 S17 44.9 E139 32.1
6857′. RL. Pilot Controlled Lighting. Apt Administration 07 4745 5100; Fax 07 4745
Increased flying fox activity in vicinity during twi- 5153. ARO 0437 724 479. AWOS H24 (AWIS)
light periods. 07 3564 3707. Ground Services 07 4745 5107;
On Call 0427 455 107.
Preferred Rwy 32 for ARR, Rwy 14 for DEP.
03/21 4501′ ASPHALT. PCN 11/F/C/
If departure Rwy 32 required, full length of
827(120 PSI)/T. TODA 03 4698′. TODA 21
Rwyto be used.
Acft above 50,706 lbs (23,000kg) to execute
Animal activity.
180 Deg turns at Rwy ends.
Twy D Max 12,566 lbs (5,700kg).
Glider Ops during daylight hrs during the dry
RPT Apn limited to RPT Acft and other Acft
season; Winched or towed to 3000ft (914 m).
approved by the AD operator with 24hr PN for
bay allocation. Fuel not Avbl whilst RPT Acft on Apn.
RPT Apn parking restrictions apply - not Avbl F-4, Jet A-1.
for General Aviation, helicopters or itinerant Buronga (Mungo Lodge)
Acft parking except RAAF and Government Acft
270′ YLMU +10:00* S33 44.7 E143 00.1
with PN. Other requests considered with 24hr
PN. Email approval for Acft that require RPT Apt Operator 03 5029 7297.
apron due to mass or wingspan limitations. Acft 06/24 3196′ GRAVEL. Unrated.
parking and passenger fees apply. 16/34 2297′ GRAVEL. Unrated.
General aviation Acft engine runs to be conduc- PPR.
ted in General Aviation area, clear of RPT PPR before landing.
apron. Contact ARO for other location require- Located near Mungo National Park, beware
ments. kangaroos, emus and other animals on strip.
Light Acft with tail skids to confine Ops to Rwy
07/25. Busselton
Pilots, crew and operators must display a cur- 56′ YBLN BQB +08:00 S33 41.2 E115 24.0
rent ASIC when airside and have a bona fide Apt Administration 08 9754 2333; airport@bus-
reason to be in the Security Restricted Area. selton.wa.gov.au. ARO 0417 928 916. AWOS
This AD is a Security Controlled Airport. H24 (AWIS) 08 6216 2604. Ground Services 08
Ultralight operations take place within 1NM 9754 2333.
radius Booyan (14NM NW Bundaberg) not 03/21 8071′ ASPHALT. PCN 58/F/A/
above 1000' (305 m)AGL. 1500(218PSI)/T. TODA 03 8268′. TODA 21
Glider flying operations from ELLIOTT field 8268′. RL. Pilot Controlled Lighting.
200°M/10NM. Winch launch to A030. Emerg services unrestricted.
Circuit training permitted 2000-0900Z. Recreational and GA 0600-2200LT
Night CCT training permitted 0900-1200Z for RPT and charter Acft, PPR, 0600-0000LT.
local Acft. Other Acft PPR.
AUSTRALIA
All Acft Abv 12,566lbs (5700kg) notify AD oper- cairns@oznorthservices.com.au, cnsfbo@jeta-

ator for landing approval and use of AD as an viation.com.
alternate. 15/33 10486′ ASPHALT. PCN 110/F/D/
Tkof and Lndg on grass strip not permitted. 1575(228PSI)/T. TORA 15 10354′. TORA 33
Acft Abv Code B Ltd to Twy A, B, C. Parking 10485′. LDA 15 10354′. LDA 33 10354′. TODA
Bays 1-4 RPT Acft only. Parking Bay 9 not Avbl 15 10682′. TODA 33 10682′. ASDA 15 10354′.
when B737/A320 on Bay 8. Twy E not Avbl ASDA 33 10485′. HIRL. HIALS 15.
during HELITACK takeoff and landing. Wide Rwy 33 Right-Hand Circuit.
body Act parking Bay 1 only via Twy A or B, Customs.
approvalfrom AD operator required. CAUTION: High terrain 1195' AMSL W of RWY
This AD is a Security Controlled Airport. 15/33. False Traffic advisories (may be gener-
Model Acft Ops within 1640' (500m) radius ated on TCAS equipment due to transponders
position 33 30 48 S 115 36 42 E (047 Deg Mag/ on naval vessels operating from HMAS Cairns
14.8NM from AD) up to 1000' (305m) AGL. (position approximately 3NM on extended RCL
Flight training not Avbl without prior approval. Rwy 15/33, SE of Cairns).
Contact AD Managerfor further information. Fixed wing Acft departing from a point within
NOISE ABATEMENT PROCEDURES: 100NM of Cairns for arrival at Cairns will be
1. Pilots are requested to use the same Rwy for processed more expeditiously if a specific land-
DEP and ARR - if operationally acceptable. ing time has been obtained from ATC.
2. Adopt rate of CMB/decent which minimises Bird hazard exists. Increased numbers of the
noise over residential areas. following species are expected during the
specified times:
Jet Acft must taxi away from Apn Prk position
using Min breakaway thrust. a. Jan-Apr Magpie Geese, Pied Imperial
Pigeons.
Bird hazard. Possibility of large numbers of wet-
land birds in the vicinity of AD. b. May-Sep Black Kites, White Faced Heron,
Straw Necked Ibis, Intermediate and Cattle
Unlit Heli Apn position mid field adjacent to
Egret.
ARP. Restricted to DFES use Nov to Apr.
c. Oct-Dec Pied Imperial Pigeons, White Faced
F-4, Jet A-1.
Heron,Straw Necked Ibis, Intermediate and
Cairns (Cairns Intl) Apt of Entry Cattle Egret.
10′ YBCS CNS +10:00 S16 53.1 E145 45.3 d. Spectacled Flying fox and Little Red Flying
Apt Administration H24 07 4080 6744; enqui- fox can be a hazard at any time of the year
ries@cairnsairport.com.au. 07 4052 3551, 07 depending on the activity at camps and location
4052 3552. ATC 07 3866 3533, 07 4050 5356, of attractants.
1300 353 170. ATIS H24 07 4050 5311. AWOS Bird Watch Condition Reports and species spe-
H24 (AWIS) 07 3564 3708. Apt Operator 0412 cific NOTAM will be issued during periods of
773 065; coords@cairnsairport.com.au. Ground increased activity.
Services 07 4035 9872, 07 4046 2300; H24 Increased bird hazard severe bird watch condi-
0478 880 776, 07 4030 1859, 07 4035 9686; tion activated various species of high risk birds
Mobile 0408 153 336, 0417 788 330, 0418 778 within 6562' (2000 m) of Thr Rwy 15.
956, 0429 142 922; Fax 07 4034 9238; Restrictions apply for ground operations. Con-
tact airport administration for details.
AUSTRALIA
Acft marshalling is required for all charter and Acft with wingspan Abv 118' (36m) must use
visiting aircraft using the Domestic and Interna- turning nodes at Rwy ends. Acft to execute max
tional aprons. All aircraft using these aprons radius turns. Clockwise turn only.
must be facilitated through a Fixed BaseOpera- All Acft using Rwy 15/33 turn pads are to use
tor or ground handler. Crew and passengers max radius turns. All wide bodied Acft using
must be escorted to and from the Acft. The AD Rwy 15/33 turning nodes are also requested to
operator does not provide a marshalling serv- use minimum thrust.
ice. F-4, Jet A-1, Jet A-1+.
Pavement restrictions - Twy A2 and A between ABN. Fire 8 H24.
A2 and A3 not Avbl to Acft Abv 15,432 lbs
(7,000 kg), Twy A4 not Avbl to Acft Abv Cambridge see Hobart
198,416 lbs (90,000 kg). Twy Y not Avbl to Acft
Abv 22,046 lbs (10,000 kg). Camden
Twy A3 not Avbl to Acft Abv 50,706 lbs (23,000 230′ YSCN CDU +10:00* S34 02.4 E150
kg). 41.2
Acft planning to enter the Cairns CTR between: Apt Administration 02 4655 8064, 02 8709
Mt Gorton, Cape Grafton and Upolo Cay at 9400; Fax 02 4655 9907. ARO 0408 233 917.
500', must contact Cairns Tower for airways AWOS H24 (AWIS) 02 9353 6407. Ground
clearance. Services 02 4657 1255, 0418 862 100.
Acft landing Rwy 15 require approval to vacate 06/24 4803′ ASPHALT. AUW-13/0.6000 MPa.
on Twy A2 and B2. Acft landing Rwy 33 require LDA 24 3796′. TODA 06 5000′. TODA 24 5000′.
approval to vacate on Twy Y and B5. RL. Pilot Controlled Lighting.
B777-300 pilots should be aware that normal 10/28 2372′ GRAS/CLAY.
clearance to TWY edge may not be available AUW-13/0.6000 MPa. TODA 10 2470′. TODA
during turns. 28 2470′.
Acft departing from YBCS shall obtain an Rwy 28 Right-Hand Circuit.
AWYs clearance from Cairns Ground prior to Mon-Sun, 2200-0800Z (1 HR earlier HDS).
taxi clearance request. AD not Avbl to Acft Abv 12566lbs (5,700kg)
Taxiways - outboard engine on four engine jet MTOW without prior permission from AD Opr.
aircraft to be operate at low power to prevent Acft Abv 12566lbs (5,700kg) MTOW must only
erosion and engine damage. use Twy D Btwn Rwy 06/24 and Twy F.
When requesting taxi instructions, pilots must Acft overflying the AD should exercise caution
nominate intersection departure, or full runway due Acft operating up to1800' within the lateral
length requirement. limits of CN CTR.
For Noise Abatement procedures see chart Wivenhoe Village and housing estates W of
10-4, 10-4a and 10-4b. Macquarie Grove Rd and S of Cobbitty Rd
This AD is a Security Controlled Airport. (Approx Brg 033Deg Mag 0.9NM fromDER Rwy
Fuel after hours PNR. Call out fee applies. 06) are noise sensitive areas. Pilots should
avoid overflight of these areas where practica-
Water rescue service available.
ble.
Intense parachuting activity occurs inthe
Simulated engine failure after takeoff must not
Edmonton parachuting area (D762) HJ. Jump
be conducted over noise sensitive areas.
aircraft broadcast on 126.1.
AUSTRALIA
Simulated engine failure after takeoff is best d. Acft on Rwy 28 and on final for Rwy 28 are
simulated following a go-around from short final not visible to Acft on Rwy 24.
so that the subsequent descent is conducted e. When Rwy 06 or 24 in use, gliders and tail
over the Rwy wheel Acft may require strips 10 or 28 due to
When using Rwy 06 for takeoff, pilots should crosswind component.
use the full length where practicable. f. Heli conduct low level Ops in SW corner of
Model Acft operate within 1640' (500 m) radius AD.
of Psn S340518.00 E1504442.00 Brg 122 Mag g. ALA at the VFR Approach Point, 'THK', Elev
4.2 NM from ARP. Surface to 1000' AGL. 880'.
Model Acft operate within 1312' (400m) radius Parachute Ops not permitted within the lateral
of Psn S335931.60 E1504035.20 Brg 333 Mag limits of CN CTR outside Twr hr.
3.1 NM from ARP. Surface to 400' AGL. F-4.
Model Acft Opr within 0.5NM radius of Psn ABN.
341229.9S 1504636.1E (S of Appin township)
Brg 145 Mag 10.9NM from YSCN Opr monitor Camooweal
CTAF. Sfc 1767' AMSL. 780′ YCMW CML +10:00 S19 54.7 E138
Glider Ops daylight. 07.5
At all times gider launch and landing areas are Apt Administration 07 4747 3200; Fax 07 4747
S of Rwy 10/28, parallel to runways 06/24 and 3209; city@mountisa.qld.gov.au. ARO 0407
10/28. 493 811. Apt Manager 0447 134 326.
Right Hand CCTS requires for gliders/tugs Opr 13/31 4062′ ASPHALT. 5700/740 (107PSI).
glider strips 06 and 10. TODA 13 4160′. TODA 31 4190′.
Simultaneous Ops from parallel glider strips.
Canberra Apt of Entry
Contra CCTS in operation at all times. There is
no dead side with contra CCTS. 1886′ YSCB CBR +10:00* S35 18.4 E149
11.7
Glider/tug CCTS to S or SE, other Acft CCTS to
N or NW. Apt Administration 02 6275 2222; info@canber-
raairport.com.au. ATC 02 6268 5850. AWOS
Outside the lateral limits of CN CTR, gliders
H24 (AWIS) 02 9353 6408. Ground Services 02
operate throughout the surrounding and overly-
6127 6344, 02 6248 6376, 02 6249 7044, 0402
ing ClassG airspace.
167 265; H24 0400 774 012, 0466 335 330,
Gliders within the Camden CTR must conduct 421 097 678; Fax 02 6127 6351, 02 6230 4050,
OPS on the TWR FREQ 120.1 during TWR HR 6248 6150; FBN34sqn.airsupportservi-
or the CTAF outside TWR HR. In Class G air- ces@defence.gov.au, cmckay@qan-
space, they may monitor the Twr Freq 120.1 or tas.com.au, fbo@corporate-air.com.au.
Area FREQ or 122.7.
12/30 5508′ ASPHALT. PCN 12/F/C/
CAUTIONS: 1050(152PSI)/T. LDA 30 5295′. TODA 12
a. Gliders landing on glider strip 24 cross Rwy 5705′. TODA 30 5705′. MIRL. PORT-RL. Pilot
28 Thr. Controlled Lighting.
b. Acft Opr Rwy 10 are not visible to Acft CAUTION: Night operations Rwy 30 - high
departing glider strip 06. ground to right of approach path. Pilots unfami-
c. Acft on Rwy 24 and on final for Rwy 24 are liar with local terrain should limit descent to
not visible toAcft on Rwy 28.
AUSTRALIA
2400 ft until past lit mast on Disaster Hill. (BRG military aircraft not parked on 34SQN apron
120/1 NM from RWY 30 THR). must park on the Fairbairn Apron. PPR for all
17/35 10771′ ASPHALT. PCN 62/F/B/ parking on Fairbairn apron. All aircraft must
1500(218PSI)/T. TORA 17 9787′. LDA 17 park on a designated parking bay allocated by
9787′. LDA 35 8802′. TODA 17 10082′. TODA safety officer and must obtain an ATC clear-
35 10968′. ASDA 17 9787′. HIRL. PORT-RL. ance to enter a TWY before commencing
Pilot Controlled Lighting. departure from parking bay.
Customs. Eastern GA parking row adjacent Twy K, desig-
CAUTION: Acft Opr Btwn Black Mountain and nated for jet/turbo prop Acft with a wingspan
Canberra Airport may experience radiointerfer- 62'(19m) to 79'(24m). Please contact Safety
ence. Officer on 02 6275 2219 forparking bay alloca-
tion. ACFT exiting from this row must turn left
Bird hazards exist at AD. There is seasonal bird
and exit via Twy K.
activity on andin the vicinity of the AD with an
increase of galahs in summer, and an increa- Second row of GA park is designated for tur-
seof magpies in autumn each year. bine Acft with a MAX wingspanof 62'(19m).
Prior Approval from AD operator is required for Third row of GA park is designated for twin
non-scheduled widebody Acft movements. engine ACFT with a MAX wingspan of
56'(17m).
Pavement Concessions request in advance
from AD operator if ACN at MAX Acft opr Remainder of GA park is designated for Acft
weight (MTOW) is greater than PCN or tyre Blw 12,566lb(5700kg).
pressure is greater than Rwy listed value. All Acft Ops are subject to the airport Condi-
5 working days PNR to AD Opr forpavement tions of Use, Avbl on Req.
concessions. Twy C suitable for maximum 213' (65m) (B777)
Class C airspace may be reactivated for wingspan Acft Btwn Twy G to Twy K.
RPT/VIP ACFT at any time. Check NOTAM and Twy C suitable for maximum 49' (15m) wing-
ATIS for airspace status. span Acft Blw 12566lbs (5,700kg) Btwn Twy C1
Heli Opr in CCT are parallel to and in close to Twy K and Twy B to Twy C5.
proximity to Rwy final. Subject to ATC clear- GA apron entry and exit for Acft with49' (15m)
ance, Heli may expect landing and departure to maximum 79' (24m) wingspan. Acft Abv
clearance from Heli parking areas S of wy C. 12566lbs (5,700kg) via Twy K only.
ARR and DEP from the GA and RPT aprons All wide bodied Acft with wingspan of up to
not Avbl. maximum 213ft (65m) taxiing movements at the
Twy K is suitable for Acft with wingspan less intersection Btwn Twy B and C must use the
than 79 ' (24m). oversteer turn guidance markings.
Twy C suitable for Acft ops at a ramp weight All wide body Acft with wingspan of up to maxi-
below 30,865lbs (14000KG) & max wingspan mum 213ft (65m) (B777) taxiing movements on
less than 66' (20M). Twy G are Req to use the B777 over-steer turn
All Acft with wingspan from 66'(20m) to guidance markings.
79'(24m) must enter and exit GA apron by Twy Outboard engines on four-engine wide body
K and cross or backtrack Rwy 12/30. Acft when taxiing must operate at low power to
GA Acft with wingspan Abv 79' (24M) or ramp prevent erosion and engine ingestion.
weight above 77162 lbs (35,000 kg.) and all
AUSTRALIA
During strong westerlywinds turbulence may be Cape Leveque

experienced in touch down area landing Rwy 75′ YCLQ +08:00 S16 24.0 E122 55.9
35. Apt Administration 08 9192 4970.
Pilots landing Rwy 12 in crosswinds should 13/31 3675′ UNKNOWN.
note possible turbulence in northerly and north
1600-0100Z. PPR.
easterly wind conditions.
PPR.
Code D and E Acft are limited to the use of Twy
B, D, E (west), F (west), G, M, N and P. Caution after rain.
Full length of wy B Avbl for Code E Acft. Soft edges.
Twy B north of Twy D west, E and F Avbl for Cape Preston
maximum Code E Acft. 77′ YCPR +08:00 S20 58.6 E116 16.5
Taxi alongRwy 12/30 not Avbl for Acft larger Apt Administration 08 9178 4651; CPWairport-
than Dash 8. managers@allianceairlines.com.au. ARO H24
The Noise abatement Areas do not apply to: 0447 396 271.
aircraft with priorities (Acft emergencies, medi- 08/26 6562′ ASPHALT. PCN 32/F/D/
cal priorities etc); Acft that need to enter the 1076(156PSI)/T. TODA 08 6758′. TODA 26
Noise Abatement Area to avoid hazardous 6758′. RL. Pilot Controlled Lighting.
weather; Acft that need to enter the Noise
Abatement Area due to operational require-
ments;tower circuit training Acft; Acft that have PPR from AD Operator.
made an unplanned missed approach and are No circling north of Rwy 08/26 HN
reprocessed via a circuit; aircraft that require a Mandatory radio call in final approach via
departure on the reciprocal of the duty arrival CTAF.
runway, if avoiding the Noise Abatement Area Rwy 08/26: All fixed wing ACFT above 44,092lb
would cause significant delay to Acft Ops. (20,000kg) must make MAX radius turns at
All wide body Acft with a wingspan of up to minimum speed at all turning nodes to avoid
MAX 213ft (65m) (B777) taxiing movements on surface damage.
Twy GOLF are Req to use the over-steer turn Jet A1 Fuelonly Avbl for under wing refueling.
guidance markings. Jet A-1.
Outboard engines on four-engined wide body
Acft when taxiing must Opr at low power to pre- Capella
vent erosion and engine ingestion. 827′ YCEL +10:00 S23 06.0 E148 00.0
CanberraInternational Dragway aligned parallel Apt Administration 1300 242 686; Mobile 0408
and to the left of Rwy 30 on final Apch,may be 194 913; Fax 1300 242 687; air-
mistaken for Rwy 30. Confirm Rwy indentifica- port@chrc.qld.gov.au.
tion by Rwy markings/lights. 18/36 3215′ GRASS.
Restrictions - Acft hot-refuelling prohibited. PPR. Day use only.
34SQN Apn Avbl up to B747 Acft with PN. PPR. Day use only.
F-4, Jet A-1. JASU. Oxygen. Wildlife in vicinity of the airport.
ABN. Fire 7 HO as per current NOTAM. Commercial and charter OPS not permitted.
AUSTRALIA
Cardwell (Dallachy) Carosue Dam

47′ YCDW +10:00 S18 10.7 E145 57.0 1291′ YSCD WCD +08:00 S30 10.4 E122
Apt Administration 07 4030 2222; On Call 1300 19.3
763 903. ARO 08 6229 9502; On Call 0488 113 212. Apt
14/32 3084′ GRAS/CLAY. TODA 14 3182′. Operator 08 6229 9100, 08 6229 9518; rhard-
TODA 32 3182′. ing@nsrltd.com.
PPR. 06/24 6562′ ASPH/SLD. PCN 27/F/B/
Wildlife (wallaby and bird) hazard exists. Vary- 1076(156PSI)/T. TODA 06 6758′. TODA 24
ing engine power may help to move animals off 6758′. PORT-RL.
Rwy. PPR, Day Ops only Exc for Emerg.
Model Acft Ops are approved on Sun btwn PPR from AD Opr.
1400-1830LT and Wed btwn 1500-1830LT and Day Ops only Exc for Emerg.
restricted to below 400' AGL in an area 1640' x All Fixed wing Acft to use idle power for move-
984' (500m x 300m) directly E of Rwy 14/32. ments on the apron with the exception of break-
The Opr will maintain a radio watch with all Acft away thrust to initiate taxi. Acft that cannot
on the CTAF Freq132.9 and cease Ops during comply with this restriction must advise the AD
departing and inbound Acft Ops. Opr prior to departure.
Carnarvon All fixed wing Acft must make MAX radius turns
at MIN speed at all runway ends to avoid Sfc
13′ YCAR CVQ +08:00 S24 52.8 E113 40.3
damage.
Apt Administration 08 9941 0000; swao@car-
narvon.wa.gov.au. ARO 0419 041 723, 08 9941 Carrapateena
4135. AWOS H24 (AWIS) 08 6216 2605. 672′ YCPT +09:30* S31 18.5 E137 26.6
Ground Services H24 0418 911 465; Mobile Apt Administration 0428 067 362; rob-
0429 923 227. ert.stack@ozminerals.com.
04/22 5312′ ASPH/SLD. PCN 13/F/A/ 01/19 5249′ ASPH/SLD. PCN 26/F/C/
840(122PSI)/U. TODA 04 5508′. TODA 22 1140(165PSI)/T. TODA 01 5446′. TODA 19
5508′. RL. Pilot Controlled Lighting. 5446′. RL. Pilot Controlled Lighting.
18/36 3740′ ASPH/SLD. PCN 13/F/A/ H24.
5700/700(102PSI)/U. TODA 18 3937′. TODA
Restricted Ops, PPR.
36 3937′.
ATND SKD H24. Casino
CAUTION: Bird hazard exists HJ, flock of corel- 86′ YCAS CSI +10:00* S28 53.0 E153 04.0
las on Rwy 04/22 and Rwy 18/36. Apt Administration 02 6660 0300; On Call 0408
All Acft greater than 12566lbs (5,700kg) must 162 750; Fax 02 6662 5198. AWOS H24
turn at Rwy Thr. (AWIS) 02 9353 6409.
Acft above 12566lbs (5,700kg) are permitted to 10/28 3609′ ASPHALT. PCN 14/F/D/
taxi via Rwy 18/36 to access Twy B. 580(84 PSI)/T.
Terminal only open one hour prior to RPT Due to the possibility of Acft at opposite ends of
flights. the Rwy not being visible toeach other, in NIL-
This AD is a Security Controlled Airport. wind conditions, operations should be confined
F-4, Jet A-1. to Rwy 10.
AUSTRALIA
Fruit bat hazard may exist in circuit area. Main Century Mine
activity from last light to 1,5 hr after last light 416′ YCNY +10:00 S18 45.2 E138 42.4
between December and end of February. ARO 0477 347 998. AWOS H24 (AWIS) 07
Gliding operations sunrise to sunset. Gliders/ 3564 3709.
tugs operate from gliding strip within RWS. 14/32 5741′ ASPH/SLD. PCN 20/F/B/
Powered para gliders operate from aerodrome. 1200(174PSI)/T. LDA 32 4626′. TODA 14
From sunrise to sunsetmodel Acft Opr within 5938′. TODA 32 5938′. RL. PORT-RL.
3281' (1000 m) radius of Psn 285258S Rwy 32 Right-Hand Circuit.
1530401E, Sfc to 2000' AGL. Opr will maintain Days only (2000-0800Z), 60 Min PN. Emerg
CTAF. Opr contact Tel: 0499 060 611 or 0428 use only nights (0800-2000Z).
153 309.
Restricted Ops. PPR for all operations.
Jet A-1.
Bird hazard (Kites).
Casterton Twy A - Code C, width 57'(17.5m) sealed.
521′ YCTN +10:00* S37 36.8 E141 21.7
Cessnock
210′ YCNK CES +10:00* S32 47.2 E151
542 756 (after hours).
20.5
16/34 3609′ GRAVEL. Unrated.
Apt Administration H24 02 4993 4228; air-
PPR. Daylight OPS only. Firebombing OPS port@cessnock.nsw.gov.au. AWOS H24
during summer periods. (AWIS) 02 9353 6410. Ground Services 02
Approaches RWYs16, 34 & 27 infringed by 4991 2323, 02 9791 0599, 0418 862 100, 0428
trees. 431 193; Mobile 0428 431 193.
Kangaroo hazard exists. 17/35 3599′ ASPHALT. AUW-13/0.4000 MPa.
Rwy 09/27 not available. TODA 17 3796′. TODA 35 3796′. RL. Pilot Con-
trolled Lighting.
Ceduna
Wildlife hazard (Kangaroos) exists during dusk
77′ YCDU CED +09:30* S32 07.8 E133 42.6 and dawn.
ARO On Call 0419 862 195. AWOS H24 Right hand circuits required Rwy 35 HN (left
(AWIS) 08 8150 3801. Apt Manager 0417 535 hand circuits daylight HR).
237. Ground Services On Call 0419 862 195.
Preferred Rwy 35 NIL or L/Vwind or direct
11/29 5709′ ASPHALT. PCN 10/F/A/ crosswind.
750 (110 PSI) T. TODA 11 5905′. TODA 29
Circuit training restricted between 0800-2200
Local Time.
17/35 3327′ GRAVEL. UNRATED, GRAVEL.
Fixed wing grass take off and landings are not
TODA 17 3524′. TODA 35 3524′. PORT-RL.
permitted.
Bird hazard exists, particularly between Aug
Circuit Ops tobe conducted within 2NM Rad
and Feb.
due to terrain and noise abatement.
Pilots should limit radio transmissions in the cir-
For fuel call out fees apply. Ctc ARO. cuit to those necessary to provide traffic infor-
F-4, Jet A-1. mation and separation. Broadcast with inten-
tions turning base is recommended.
AUSTRALIA
Back tracking on the Rwy is not permitted 01/19 3297′ BITU/GRVL. PCN 6/F/A/
during daylight hours unless Outer Main Gear 350(51PSI)/U. TODA 01 3494′. TODA 19 3494′.
Wheel Span (OMGWS) is greater than 15' THR bitumen seal, remainder gravel.
(4.5m). 06/24 5696′ ASPHALT. PCN 8/F/B/
Ultralight circuit operations at 500' AAL. 830(120PSI)/T. TORA 06 5695′. TORA 24
Jet A1 heli refuel parking grass only. 5695′. LDA 06 5695′. LDA 24 5695′. TODA 06
Heli circuit operations at 500' AAL. 5892′. TODA 24 5892′. ASDA 06 5695′. ASDA
Heli operations from Eastern Apron. 24 5695′. RL. PORT-RL. Pilot Controlled Light-
ing.
Heli training S/W corner of AD.
Bird and animal hazard exists.
F-3, Jet A-1.
Due to grades on Rwy 06/24, the opposite ends
Charleville of the Rwy are not visibile when take-off. Man-
1003′ YBCV CTL +10:00 S26 24.8 E146 datory CTAF broadcast required before opera-
15.7 tions on Rwy.
Apt Administration 07 4656 8355; On Call 0409 From the Twy holding point, Acft at Thr Rwy 24
343 633. AWOS H24 (AWIS) 07 35643710. may not bevisible.
Ground Services 07 4654 3030, 07 4654 3033; Gliding Ops HJ Saturday, Sunday and public
On Call 4654 3186; fuel@swas.net.au. holiday - Winch launched to 3000' (914 m).
12/30 5000′ ASPH/SLD. PCN 19/F/A/ Model Acft Opr within the AD locality.
1500(217PSI)/T. TODA 12 5499′. TODA 30 Fence, height 6' (1.8 m) , on both sides of Rwy.
5499′. RL. Pilot Controlled Lighting. BTN 492' (150 m) and 3117' (950 m) from Thr
18/36 3501′ ASPH/SLD. PCN 9/F/A/ 24. Infringes 14.3% transitional surface.
3697′.
Twy B not Avbl to Acft Abv 44,092lbs Chillagoe
(20,000kg) MTOW. 1123′ YCGO LLG +10:00 S17 08.4 E144
Twy C and Twy D not Avblto Acft Abv 31.7
16,535lbs (7500kg) MTOW. Apt Administration 1300 308 461; aero-
Apn taxilane NW section not Avbl to Acft Abv dromes@msc.qld.gov.au. ARO 0417 774 633.
44,092lbs (20,000kg) MTOW. Apt Operator Emergency: 0417 774 633; Fax
Emergency: 07 4092 5138. Ground Services 07
4094 7108.
17/35 3218′ SLD. Unrated. TODA 17 3415′.
Weather balloon launch approximately2315 TODA 35 3415′. RL. PORT-RL. Pilot Controlled
from 2165ft (660m) W ARP. Launches may Lighting.
occur at other times.
CAUTION: Unlit masts and terrain in vicinity of
F-4, Jet A-1. AD.
Charters Towers Bird and animal hazard exists.
955′ YCHT CXT +10:00 S20 02.6 E146 16.3 F-4.
ARO 0428 440 143. Ground Services 0400 276
211.
AUSTRALIA
Chinchilla Southeast quadrants outside 19685' (6000m)

1030′ YCCA CCL +10:00 S26 46.2 E150 from airport. Dust plumes may occur following
37.0 blasting.
Apt Administration 1300 268 624; chinmilair- PPR: 24 hour prior notice required for all
port@amsaustralia.com. ARO H24 0419 981 unscheduled aircraft.
960, 0455 179 828. AWOS H24 (AWIS) 07 AWIS requires three one-second pulses to acti-
4662 7582. Ground Services On Call 0408 193 vate. Report faults to AD Opr.
337, 0428 780 913, 0436 011 133. Due terrain no circling to the north of Rwy
03/21 1946′ CLAY. TODA 03 2044′. TODA 21 09/27.
2044′. Aircraft above 12,566 lbs (5,700Kg) MTOW use
14/32 3507′ ASPHALT. PCN 6/F/C/ Rwy ends only for 180° turns.
850(123PSI)/U. TODA 14 4163′. TODA 32 JETA1 contact AD Manager/ARO.
4150′. ASDA 14 3953′. ASDA 32 3953′. RL. Rwy 09 right hand counter clock traffic only.
Pilot Controlled Lighting. Rwy 27 left hand counter clock traffic only.
ATND SKD H24. Jet A-1.
Bird and animal hazards exist.
All Acft to turn on Rwy 14/32 on Rwy and APN Christmas I Apt of Entry
with max radius turns. Rwy 14/32 Acft above 913′ YPXM XCH +07:00 S10 27.0 E105
12566LBS (5700KG) to turn on nodes only with 41.4
maximum radius turns. Apt Administration 8 9164 8498; Mobile 0447
Sealed stopways unrated pavement for emer- 109 143 (AH); Fax 08 9164 8485; christmas.air-
gency useonly. Not available for takeoff or land- port@tollgroup.com. AWOS H24 (AWIS) 08
ing operations. 6216 2606. Ground Services 0407 474 968;
Perimeter security fencing. H24 0419 644 277; operations@ciremov-
als.com.au.
F-4, Jet A-1.
18/36 6900′ ASPHALT. PCN 32/F/A/
Christmas Creek 1000(145PSI)/T. TODA 18 7100′. TODA 36
1454′ YCHK CKW +08:00 S22 21.3 E119 7100′. RL. PORT-RL. Pilot Controlled Lighting.
38.5 Rwy 36 Right-Hand Circuit.
ARO H24 0458 580 570, 08 9177 7291. Apt Customs.
Manager 08 9177 7290; ccair- CAUTION: Obstacle limitation surface exten-
port@fmgl.com.au. sively infringed to West of RWY and extended.
09/27 8202′ ASPHALT. PCN 43/F/A/ Centerline - confine manoeuvring in IMC or
1400(203PSI)/U. TODA 09 8399′. TODA 27 Night to East of RWY.
8399′. RL. Pilot Controlled Lighting. PPR for all non RPT flights by fax or email to
Rwy 09 Right-Hand Circuit. AD Manager at least 24hr prior to arrival.
PPR, 24hr PN for all unscheduled Acft. All ACFT arrivals at Christmas Island are trea-
CAUTION: YFDF is in close proximity and the ted as International arriving ACFT regardless of
approach/departure tracks cross close to the last port (including arrivals from Australian
ground. Due to terrain shielding, VHF contact mainland) andare subject to Customs and
with Acft on or close tothe ground at YFDF is Quarantine declaration.
not possible. Blasting occurs to the East and Bird hazard exists.
AUSTRALIA
Expectmoderate turbulence on late final Clermont

approach when surface wind velocity above 15 918′ YCMT CMQ +10:00 S22 46.4 E147
kts - especially from easterly direction. 37.2
Hazardous conditions may exist for ACFT when Apt Administration 1300 472 227; Fax 07 4983
departing on RWY 18 with a E/SE cross-wind 2978. ARO H24 0418 791 597.
above 10Kts. Due to close proximity of small hill 01/19 3504′ GRAVEL. Unrated. TODA 01
NE of RWYs, ACFT are shielded until aprox 3701′. TODA 19 3701′. PORT-RL.
2625 ft (800m) from start of takeoff run RWY
15/33 4301′ ASPHALT. PCN 11/F/D/
18.
805(117PSI)/T. TODA 15 4498′. TODA 33
Straight-in approaches permitted at night. Rec- 4498′. RL. PORT-RL. Pilot Controlled Lighting.
ommend that ACFT arriving at night establish
ATND SKD 1 hr PNR. Fuel Avbl from AD Opr
on final of instrument approach procedure.
(BH only) or ARO (H24).
Acft Abv 79366lbs (36000kg) MTOW to use
PPR.
nodes for 180° turns. All turnsMNM speed,
MAX radius. Taxiing only permitted via sealed surfaces.
Apn not Avbl to other Acft during C17 Ops. This AD is not security controlled.
Approach slope guidance (PAPI) required for all All Acft turning on Rwy 15/33 must use turning
high capacity ACFT operations. nodes and execute MAX radius turns at Rwy
ends.
This AD is a security controlled airport.
Blasting daily Psn 22 43 53.60 S 147 38 12.20
Fuel service available to meet operational
E position Brg 010 Mag 3NM from ARP. For
requirements by arrangement.
more information, phone 0467 725 738.
Jet A-1.
F-4, Jet A-1.
Clare Valley
Cleve
1120′ YCVA +09:30 S33 42.5 E138 35.0
589′ YCEE CVC +09:30* S33 42.6 E136
Apt Administration 0418 891 205; Mobile 0407 30.3
829 584; cvfg@clarevalleyaerodrome.com.au.
Apt Administration 08 8628 2004. ARO H24
Ground Services 0412 602 447.
0419 282 703, 0427 282 707. AWOS H24
09/27 1969′ GRASS. (AWIS) 08 8150 3802.
17/35 4101′ ASPH/SLD. RL. Pilot Controlled 08/26 4429′ ASPHALT. AUW-13/0.6000 MPa.
Lighting. TODA 08 4626′. TODA 26 4626′. RL. PORT-
ATND SKD H24. RL. Pilot Controlled Lighting.
Kangaroos and deer hazard may exist. Rwy 08 Right-Hand Circuit.
Noise abatement procedures: All Acft to avoid 18/36 2936′ GRAVEL. AUW-13/0.4000 MPa.
overflying Bungaree Station 1.3NM SW Thr TODA 18 3035′. TODA 36 3035′. PORT-RL.
Rwy 35 Blw 2,300FT AMSL. Actf to track close CAUTION: Bird hazard exists.
downwind when using RWY 35 to avoid Bun-
garee Station. Training Acft inbound from S to Cloncurry
track via overhead Clare township not below 613′ YCCY CNJ +10:00 S20 40.1 E140 30.3
2,600FT AMSL. Training Acft restricted to 1 Apt Administration 07 4742 4100; On Call 0447
CCT when using RWY 35. 211 044, 07 4742 1235; Fax 07 4742 2888.
F-4. ARO H24 0428 181 981. AWOS H24 (AWIS)
AUSTRALIA
07 3564 3711. Ground Services 0429 651 149; 05/23 5564′ ASPHALT. PCN 20/F/D/
Fax 07 4742 2938. 700(102PSI)/U. LDA 05 5272′. LDA 23 5272′.
06/24 3796′ ASPHALT. TODA 06 3993′. TODA TODA 05 5761′. TODA 23 5761′. RL. Pilot Con-
24 3993′. trolled Lighting.
12/30 6562′ ASPHALT. PCN 30/F/A/ 17/35 2949′ ASPHALT. PCN 6/F/D/
1200(174PSI)/T. TODA 12 6758′. TODA 30 500(72PSI)/U. TODA 17 3146′. TODA 35 3146′.
6758′. RL. PORT-RL. Pilot Controlled Lighting. Animals and birds in vicinity of airport.
Bird, animal and flying fox hazard exists. Twy B East of Rwy 17/35 not available.
This AD is a Security Controlled Airport. This Airport is a Security Controlled Airport.
Runway 12/30 - all Acft above 44092 lbs AVGAS - H24 self serve pump activated by V,
(20000 kg) must execute turns only at Rwy MC or Skyfuel Card. JET A1 - H24 self serve
threshold. pump activated by V, MCor Skyfuel Card. JET
Rwy 12 Thr turning node left hand turn only for A1 tanker service also Avbl for larger turbine
Acft Abv 44092 lb (20000 kg) due pavement Acft, call out fee applies from 1600 - 0700Z.
failure. F-4, Jet A-1.
Light Acft apron and taxiways 12566 lbs (5700
Cocos (Keeling) Is Apt of Entry
kg) limit. Prior notice required foritinerant Acft
above 12566 lbs (5700 kg). 10′ YPCC CCK +06:30 S12 11.3 E096 49.8
F-4, Jet A-1. Apt Administration Fax 08 9162 6610;
cocos.airport@tollgroup.com. AWOS H24
ABN.
(AWIS) 08 6216 2607. Apt Manager 08 9162
Cloncurry (Elrose) 6536. Ground Services 0407 474 968, 08 9162
643′ YESE +10:00 S20 58.6 E141 00.4 6742; Fax 08 9162 6682; cck.operations@cire-
movals.com.au, cocos-operations-f@vivae-
nergy.com.au.
691 785; Fax 07 4726 8866. Apt Manager
Mobile 04 3891 7757. 15/33 8009′ ASPHALT. PCN 17/F/A/
1000(145 PSI)/T. TORA 15 8008′. TORA 33
14/32 4764′ GRAVEL. TODA 14 4961′. TODA
8008′. LDA 15 8008′. LDA 33 8008′. TODA 15
32 4961′.
8205′. TODA 33 8209′. ASDA 15 8008′. ASDA
Rwy 32 Right-Hand Circuit. 33 8008′. RL. PORT-RL. Pilot Controlled Light-
PPR. ing.
Prior permission required from Airport Manager. Customs.
Prior permission required from Airport Manager PPR for all non RPT flights by Fax or email to
to determine if fuel is available. AD Manager at least 24hr prior to arrival.
F-4, Jet A-1. All Acft Arr at Cocos Is are treated as Intl Arr
Acft regardless of last port (including Arr from
Cobar
Australian mainland) and are subject to Cust
724′ YCBA CAZ +10:00* S31 32.3 E145 and Quarantine declaration.
47.6
Increased bird activity at N end of Apt HN and
Apt Administration 02 6836 5888. ARO H24 during heavy rain.
0408649003. AWOS H24 (AWIS) 02 9353
Avoid overflying North Keeling I - significant
6411. Apt Manager 0409 789 362. Ground
bird hazard.
Services 0417 780 280, 0418 862 100.
AUSTRALIA
Gnd habitat birds occasionally on Rwy. Apt Administration 02 6650 4812. ARO H24
All Inbd and Otbd Acft are required to activate 0418 869 285. AWOS H24 (AWIS) 02 9353
Rwy light by PAL+AFRU 118.1 to suspend use 6412. Ground Services 02 6652 2992, 0408
of Rwy for non aviation activities and to allow 665 792.
personnel to vacate Rwy. 03/21 6824′ ASPHALT. PCN 44/F/A/
High power Eng running by turbo-prop Acft is 1500(218PSI)/T. TODA 03 7021′. TODA 21
prohibited on Apn due Sfc Cond. 7021′. MIRL. Pilot Controlled Lighting.
This AD is a Security Controlled Apt. 10/28 2792′ ASPHALT. LDA 10 2382′. TODA
Flight Plan Briefing and notification must be 10 2890′. TODA 28 2890′.
made through Canberra Briefing Office on ATND SKD SUN 2100-0700 Z, MON-SAT
Phone 02 6268 5062^ or Fax 08 6268 5033. 0000-0700 Z, O/T 2 HR PNR. Customs.
Wx balloon launch Approx 2315Z from 1411' RPT apron is security restricted. Passenger
(430m) E of Apt. Launches mayoccur at O/T. screening applies in main RPT Terminal.
During/following heavy rain, there may be deep Unscreened access through Charter Lounge at
water across Twys. N end of RPT Apron. All non-RPTaircraft must
obtain prior approval of AD operator to gain
All turns to be MIN speed, MAX radius to mini-
access to and from RPT apron. Charges apply.
mize pavement damage. Acft above50,706 lbs
To obtain approval contact ARO.
(23,000 kg) MTOW are to use Rwy ends for
turns. SEV TURB off W end of Rwy 10/28 during
strong winds.
Noise Abatement Proc apply for APU and Eng
Ops on Apn Btwn 1730-2330Z. Ctc AD Man- Wildlife hazard exists, periods of heightened
ager. risk will be communicated via NOTAM.
Jet A-1. Increased flying fox activity in vicinityduring twi-
light periods.
Fire N.
Coen Circuit training only permitted 2100-1200Z.
533′ YCOE CUQ +10:00 S13 45.7 E143 Blasting may take place two to three times per
07.0 month at two locations, S30 17 7.09 E153 3
ARO H24 07 4060 1136; Fax 07 4060 1136. 45.53 (Tom Jung Quarry) and S30 18 4.87
Apt Manager 07 4069 5444. E153 3 17.85 (BoambeeQuarry). Contact infor-
11/29 3967′ ASPHALT. PCN 8/F/B/ mation: Tom Jung Quarry - 02 6652 8410 or
800(116PSI)/T. TORA 11 3966′. TORA 29 0407 146 679; Boambee Quarry - 02 6652
3966′. LDA 11 3966′. LDA 29 3966′. TODA 11 9467 or 0417 624 814.
4163′. TODA 29 4163′. ASDA 11 3966′. ASDA Coffs TWR provides combine TWR and
29 3966′. PORT-RL. approach controlservices within Class D air-
Bird and animal hazards exist. space 4500FT AMSL and below during TWR
This AD is a Security Controlled Airport. hours; contact TWR for clearance.
F-4, Jet A-1. Outside TWR HR, Coff Harbour Class D air-
space reclassified to Class G.
Coffs Harbour Apt of Entry Brisbane Center 134.2 operates Coffs Harbour
18′ YCFS CFS +10:00* S30 19.2 E153 07.0 Class E airspace H24
AUSTRALIA
RPT aircraft may conduct straight-in 01/19 4501′ ASPHALT. PCN 6/F/C/
approaches outside TWR hours. 580(84PSI)/T. TODA 01 4797′. TODA 19 5092′.
Acft above50706lbs. (23000kg) to execute 180 RL. Pilot Controlled Lighting.
degree turns at Rwy ends or turning notes. 10/28 3937′ GRAS/CLAY. Unrated. TORA 10
Exit and entry to Twy F not available from Rwy 3947′. TORA 28 3947′. LDA 10 3947′. LDA 28
10/28. 3947′. TODA 10 4144′. TODA 28 4144′. ASDA
Rwy 10/28, Twys B, Twy E4, Twy F, Twy G and 10 3947′. ASDA 28 3947′.
Twy H not Avbl to Acft above 12,566 lbs (5,700 Animal hazard exists.
kg) MTOW.
Connellan see Ayers Rock
TwyD not available to Acft above 74,957 lbs
(34,000 kg) MTOW. Coober Pedy
F-4, Jet A-1. 745′ YCBP CPD +09:30* S29 02.4 E134
ABN. Fire 6 Mon-Fri 2000-1120Z, Sat 43.2
2015-0830Z, Sun 2015-1120Z. Apt Administration 08 8672 4600. ARO 0400
108 230, 0418 844 593. AWOS H24 (AWIS) 08
Cohuna 8150 3803. Apt Manager 0418 848 279.
260′ YCOH +10:00 S35 49.6 E144 12.8 Ground Services 0428 829 795.
Apt Administration 0413 637 966, 0427 564 04/22 4685′ ASPHALT. PCN 8/F/A/
138, 0428 583 190. 870(126 PSI)/U. TODA 04 5512′. TODA 22
15/33 3163′ SLD. AUW-13/0.6000 MPa. RL. 5512′. ASDA 04 5276′. ASDA 22 5276′.
Pilot Controlled Lighting. RL. PORT-RL. Pilot Controlled Lighting.
Prior permission for use is not required. 14/32 2720′ GRAVEL. UNRATED. TODA 14
Bird and animal hazard may exist. 2917′. TODA 32 2917′. PORT-RL.
Southern end of Rwy approach, Model Aero- Caution: Bird hazard.
plane club operated in daylight hours.Weather This AD is a Security Controlled Airport.
information Avbl: avmet.nz/ycoh/. All aircraft above 3,000KG to turn at turning
nodes only, using max radius turns.
Collarenebri
F-4, Jet A-1.
500′ YCBR CRB +10:00* S29 31.3 E148
34.9 Cooktown
Apt Administration 02 6828 1399; Mobile (AH)
26′ YCKN CTN +10:00 S15 26.7 E145 11.1
0427 125 996; Fax 02 6828 1608. Apt Administration Mobile 0419 511 289. ARO
04/22 2106′ TURF. 07 4069 5360. AWOS H24 (AWIS) 07 3564
18/36 3996′ GRVL/SLD. 3712.
No fuel or facilities available. 11/29 5338′ ASPHALT. PCN 9/F/B/
800 (116 PSI)/U. TORA 29 5141′. LDA 11
Condobolin 5141′. LDA 29 5141′. TODA 11 5535′. ASDA 11
654′ YCDO CBX +10:00* S33 03.9 E147 5141′. RL. Pilot Controlled Lighting.
12.5 Transitional Surface infringed by tree W and S
Apt Administration 02 6895 1900. AWOS H24 side of Rwy.
(AWIS) 02 9353 6413. Medium Intensity Obstruction Lights Mt Tully
Psn 152900.00S 1451142.00E 157Deg Mag/
AUSTRALIA
2.3NM from ARP 450', infringes Horizontal Sur- Apt Administration 02 6452 5999. ARO H24 04
face. 0415 582 069. AWOS H24 (AWIS) 02 9353
This AD is a Security Controlled Airport. 6414.
F-4, Jet A-1. 18/36 6955′ ASPHALT. PCN 12/F/A/
650 (94PSI)/T. LDA 18 6266′. TODA 18 7152′.
Coolah TODA 36 7152′. RL. Pilot Controlled Lighting.
1654′ YCAH CLH +10:00* S31 46.4 E149 Bird and animal hazard exists.
36.6 This AD is a Security Controlled Airport
Apt Manager 04 2977 1758; Fax 04 6842 1337. Polo Flat airfield located adjacent to Cooma
Apt Operator 02 6849 2000. Township and 9NM NE of Cooma - Snowy
08/26 3511′ GRVL/TURF. Mountains AD. Polo Flat has a separate ERSA
PCN 5700/450(65PSI). RL. entry.
Animal and bird hazard exists. Kangaroos are F-4, Jet A-1.
likely at dusk and at night. ABN.
Cooma Polo Flat Coominya
2701′ YPFT +10:00 S36 13.7 E149 09.0 330′ YBCM +10:00 S27 23.5 E152 27.7
Apt Administration 02 6100 3220; Mobile 0400
Apt Manager Mobile 0413 452 547;
832 147; colin@helisurveys.com.au. cftjohn@westnet.com.au.
18/36 4898′ TARM/GRAS. 04/22 1312′ GRASS. Unrated.
Rwy 36 Right-Hand Circuit. Rwy 04 Right-Hand Circuit.
PPR. 12/30 3281′ GRASS. Unrated.
PPR. Phone 02 6100 3220. Rwy 12 Right-Hand Circuit.
CAUTION: High terrain west of Rwy 18/36.
PPR.
Rwy currently closed to fixed wing Acft.
PPR.
Right hand circuit Rwy 30. Animal hazard exists.
Landing on grass on Eside of 18/36 beside
Taxiing Acft crossing Rwy 04/22, stop and
tarmac is encouraged and preferred. broadcast intentions before crossing.
Model aircraft operate sunrise to sunset within
Windy conditions can produce mechanical tur-
1640' (500 m) radius of Psn S3613.2 E149 09.6
bulence on Apch and Dep.
Brg 029 Mag 0.8 NM from Cooma-Polo Flat
Powerlines at end of Rwy 30 and 04 marked
(YPFT). Surface to 1000'AGL.
with orange balls.
Glider operations at Bunyan airstrip, 6NM to N,
Avoid model Acft 4921' (1500m) NE of Apt.
sunrise to sunset generally weekends. Monitor
UAV up to 143lb (65kg) in operation.
122.7 for glider operations. Tug aircraft monitor
122.7 and118.1 when airborne. Circuit Alt 1,000' AMSL (670' AGL) - all Acft.
MOGAS Avbl by arrangement.
Cooma-Snowy Mountains
Flight training seven days a week.
3106′ YCOM OOM +10:00* S36 18.0 E148
Carriage and use of radio is required by the AD
58.4
operator.
Rwy 04/22 ultralight training only.
AUSTRALIA
F-6. Rwy 26 Right-Hand Circuit.

The length of the runway taken from TODA
Coonabarabran
Rwy 08/26. TORA, TODA and ASDA begin at
2117′ YCBB COJ +10:00* S31 19.9 E149 runways end.
16.0
PPR.
Restricted operations. PPR from aerodrome
1337. ARO 6849 2000. AWOS H24 (AWIS) 02
operator. Advise aerodrome operator at least
9353 6415.
20 min prior to ETA on 129.75 MHz.
01/19 2129′ GRASS. UNRATED. TODA 01
AWIS Freq 122.325 requires one-second pulse
2326′. TODA 19 2326′.
to activate.
11/29 4987′ ASPHALT. PCN 12/F/C/
All Acft to follow APN markings.
580(84PSI)/T. TODA 11 5482′. TODA 29 5282′.
ASDA 11 5285′. RL. Pilot Controlled Lighting. Marked Heli landing/lift-off area - located right
hand side upon entry to Apn.
Animal and bird hazard exists. Kangaroos are
likely at dusk and at night. Night Ops - Code C Acft parking Bays 1 and 2.
Rwy 08/26: All Acft Abv 12,566 lbs (5,700 kg)
Coonamble must make MAX radius turns at MINspeed at
604′ YCNM CNB +10:00* S30 59.0 E148 turning nodes to avoid Sfc damage.
22.5 All Acft are required to backtrackon RWY cen-
Apt Administration 02 6827 1900; Fax 6822 treline.
1626. H24 (AWIS) 02 9353 6416. ARO H24 No fuel Avbl Bay 3 or Heli landing/lift-off area.
0407 253 754. Ground Services 0418 862 100. AFRU at Fortescue Dave Forrest AD (YFDF).
05/23 5010′ ASPHALT. TODA 05 5207′. TODA AFRU not heard on ground at Coondewanna.
23 5207′. RL. Blasting occurs within 3.5NM NE and SE of AD,
12/30 1903′ TURF. TODA 12 2100′. TODA 30 and then in a line 10NM to the E. SFC to
2100′. 3,000'. Blasting can occur between
Animal hazard exists. 2200Z-1000Z.
AWIS requires 5 seconds to activate. Jet A-1.
Cootamundra
F-4.
1110′ YCTM CMD +10:00* S34 37.5 E148
Coondewanna 02.1
2327′ YCWA CJF +08:00 S22 58.0 E118 Apt Administration 02 6940 2100; Fax 6940
48.8 2127. Ground Services 02 6041 1599, 0408
Apt Administration 0438 953 867; coonde- 692 512.
wanna.mail@bhpbilliton.com, macair- 10/28 2805′ CLAY/GRAS. UNRATED. TODA
portsup@bhp.com. ARO 0400 387 986. 10 3002′. TODA 28 3002′.
08/26 6824′ BITUMEN. PCN 44/F/A/ Rwy 28 Right-Hand Circuit.
1440(209 PSI)/T. TORA 08 6398′. TORA 26 16/34 4682′ ASPHALT. PCN 2/F/B/
6332′. LDA 08 5905′. LDA 26 5905′. ASDA 08 650 (94PSI)/T. TORA 16 4613′. TORA 34
6398′. ASDA 26 6332′. RL. Pilot Controlled 4613′. LDA 16 4613′. LDA 34 3694′. TODA 16
Lighting.
AUSTRALIA
4810′. TODA 34 4810′. ASDA 16 4613′. ASDA Rwy 06 Right-Hand Circuit.

34 4613′. RL. Pilot Controlled Lighting. Civil night operations not permitted without
Rwy 10/28 and all grass areas not Avbl to Acft approval from the CASA Southern Region.
above 12566 lbs (5,700 kg).
Cowell
Rwy 16/34 18(60), widens to 30(100) at N end.
Not Avbl to Acft above 12566 lbs (5,700 kg). 127′ YCWL CCW +09:30* S33 40.0 E136
53.5
Right hand circuits required at night when Opr
on Rwy 34. Apt Administration 08 8629 2019, 08 8629
2231; Fax 08 8629 2152. ARO On Call 0427
Model Acft Opr within 1640' (500 m) radius of
973 219.
Psn 34 43 06.00S 148 02 18.00E Brg 164 Mag
5.9NM from Cootamundra AD (YCTM) Sfc to 04/22 3898′ GRAS/GRVL. TODA 04 4094′.
2,000' AGL. TODA 22 4094′. RL. PORT-RL. Pilot Controlled
Lighting.
F-4, Jet A-1.
Central 18 gravel.
Corowa 12/30 3468′ GRASS. TODA 12 3665′. TODA 30
469′ YCOR CWW +10:00* S35 59.4 E146 3665′. PORT-RL.
21.1 17/35 4829′ GRASS. TODA 17 5026′. TODA 35
Apt Administration 02 6033 8999; On Call 1800 5036′. PORT-RL.
110 088; Fax 02 6033 3317; council@federa- Animal hazard exists.
tioncouncil.nsw.gov.au.
05/23 5013′ ASPHALT. PCN 12/F/C/ Cowra
580 (84 PSI)/U. TODA 05 5210′. TODA 23 973′ YCWR CWT +10:00* S33 50.7 E148
5210′. RL. Pilot Controlled Lighting. 38.9
14/32 4206′ ASPHALT. PCN 12/F/C/ Apt Administration 02 6340 2000; Fax 6340
580 (84 PSI)/U. TODA 14 4403′. TODA 32 2011. ARO 0429 987 615. AWOS H24 (AWIS)
4403′. 02 9353 6417. Ground Services 02 6341 1616;
Bird and animal hazard exists. On Call 0428 637 253, 6342 9256.
Glider flying operations in vicinity AD. SR-SS 03/21 3825′ GRAS/CLAY. Unrated. TODA 03
O/T Saturday, Sunday and public holidays. 4022′. TODA 21 4022′.
Gliders operate within extended Rwy strip 15/33 5348′ ASPHALT. PCN 10/F/B/
width. Contact Australian Soaring Centre Tel: 580 (84 PSI)/U. TODA 15 5597′. TODA 33
0408 244 035 for further information. 5643′. RL. Pilot Controlled Lighting.
HJ. Model Acft Ops within 1640' (500m) radius
Corryong of Psn S33 38.1 E148 38.4 Brg 347Mag
963′ YCRG CYG +10:00* S36 11.0 E147 12.6NM from Cowra AD (YCWR). Sfc up to
53.3 2000' AGL.
Apt Administration H24 02 6071 5100; F-4, Jet A-1.
ycrg.ado@towong.vic.gov.au. ARO 0409 898
935, 0419 818 640, 0429 775 219. Cressy
06/24 4596′ ASPH/GRVL. PCN 5/F/A/ 420′ YCRE +10:00* S38 02.4 E143 39.2
450(65PSI)/U. LDA 06 4340′. LDA 24 4308′. Apt Administration 0481 327 587; cressyaero-
TODA 06 4793′. TODA 24 4793′. drome@iinet.net.au.
AUSTRALIA
01/19 3609′ GRASS. PORT-RL. 05/23 6040′ ASPHALT. PCN 8/F/C/

Rwy 01 Right-Hand Circuit. 850(123PSI)/T. TODA 05 6237′. TODA 23
15/33 2953′ GRASS. 6237′. RL. Pilot Controlled Lighting.
Rwy 33 Right-Hand Circuit. 14/32 4951′ ASPHALT. PCN 8/F/C/
850(123PSI)/T. TODA 14 5148′. TODA 32
PPR.
5148′.
Right hand circuits when operating on RWY 01
PPR.
and 33.
Model Acft Opr within 1640' (500m) radius of
Pilots are encouraged to avoid overflying
Psn S31 57 55.40 E117 05 15.9 Brg 199 Mag
Cressy township and properties to the S.
21.5NM from Cunderdin AD (YCUN) surface to
Acft approaching from NW or W to track via 400' AGL.
Lake Rosine and when approaching from S
Glider OPS HJ. Gliders monitor Freq 122.7
track via the eastern shore of Lake Weering.
MHz.
Powerlines on the approach to Rwy 33.
Gliding OPS weekends and Public Hol
Railway tracks are close to the threshold of (2300-0830). Rwys 14/32 and 05/23 width
RWY 15 and 19. reduced to 197' (60m) during gliding Ops. All
F-4. Acft parked outside 197' (60m) Rwys edge.
Instrument approaches are not Avbl to CAT C
Croker I
Acft during spedified periods.
51′ YCKI CKI +08:00 S11 09.9 E132 29.0
Apt Administration frank.lamey@westarn- Cunnamulla
hem.nt.gov.au. ARO H24 0419 947 865. 630′ YCMU CMA +10:00 S28 01.8 E145
13/31 4701′ ASPH/SLD. TODA 13 4908′. TODA 37.3
31 4908′. PORT-RL. ARO 4655 1777; On Call 0427 551 732. Apt
Possibility of animals on movement area. Operator 07 4655 8400; Fax 07 4655 1647.
Ground Services 07 4655 8400; On Call 0427
Cue 551 732.
1458′ YCUE CUY +08:00 S27 26.8 E117 06/24 2999′ ASPHALT. Unrated. TODA 06
55.1 3195′. TODA 24 3195′. PORT-RL.
Apt Administration 08 9963 8600; 12/30 5686′ ASPHALT. PCN 10/F/B/
shire@cue.wa.gov.au. ARO 0472 805 005. 580 (84 PSI)/U. TODA 12 5882′. TODA 30
04/22 6496′ GRVL/SLD. PCN 12/F/C/ 5882′. RL. Pilot Controlled Lighting.
580(84PSI)/U. TODA 04 6693′. TODA 22 6693′. ATND SKD Mon-Fri 2130-0630Z. O/T 2 hr
RL. Pilot Controlled Lighting. PNR.
PPR from AD Opr. Bird and animal hazard exists.
Day VMC and Emerg night Ops only. This As is Security Controlled Airport.
Cunderdin All Acft in excess of 5,700kg (12,566lbs) are
required to use Rwy Thr turning nodes for all
705′ YCUN +08:00 S31 37.3 E117 13.0
turning on Rwy 12/30.
Apt Administration admin@cunder-
F-4, Jet A-1.
din.wa.gov.au. ARO 0409 686 938. AWOS H24
(AWIS) 08 6216 2608. Apt Manager 08 9635
1005; Fax 08 9635 1464.
AUSTRALIA
Curtin Dalgaranga Mine

300′ YCIN DCN Mil. +08:00 S17 34.9 E123 1448′ YDGA DGD +08:00 S27 49.8 E117
49.7 19.0
Apt Administration Mobile 0427 792 660 (AH), Apt Administration H24 0459 874 585; dalad-
0427 792 669. AWOS H24 (AWIS) 08 6216 min@gascoyneresources.com.au. ARO 08
2609. Ground Services 08 9193 9719; Mobile 6500 8350. Apt Manager 0459 874 585. Apt
0427 792 669. Operator dalflights@gascoyneresour-
11/29 10003′ ASPHALT. PCN 41/F/A/ ces.com.au.
1750 (254 PSI)/T. TODA 11 11004′. TODA 29 11/29 5249′ GRAVEL. PCN 9/F/A/950(138PSI).
11004′. MIRL. Pilot Controlled Lighting. TODA 11 5446′. TODA 29 5446′.
All ACFT require H24 PN. PPR, Mon-Fri 2300-0900Z, 2hr PN to AD Man-
Bird and kangaroo hazard exists. ager.
RPT Acft may conduct straight-in approaches. PPR from AD Opr.
Acft parking on apron between TWY H and Rwy 11/29 all fixed wing Acft must make Max
TWY K subjectto approval, restrictions apply. radius turns at Mim speed at all Rwy ends to
This AD is a Security Controlled Airport. avoid Sfc damage.
Limited fuel AVBL due Defence fuel installation All fixed wing Acft to use idle power for move-
there is a greater than 7 days turnaround on ments on the Apn with the exception of break-
large fuel order RQMNTS. away thrust to initiatetaxi. Acft that cannot
comply with this restriction must advise the AD
Jet A-1.
Opr prior to departure.
Dalby Day VMC operations only.
1137′ YDAY DBY +10:00 S27 09.3 E151
Dallachy see Cardwell
16.0
Apt Administration 07 4679 4000; Darlot
info@wdrc.qld.gov.au. ARO 0429 571 233, 1513′ YDLO +08:00 S27 52.4 E121 16.3
0487 010 207. Ground Services 1300 457 467. Apt Administration 08 9080 3425, 08 9080
04/22 2999′ GRAVEL. AUW-13. 3500. ARO H24 08 9080 3520; On Call 08
13/31 4160′ ASPH/SLD. AUW-13. RL. Pilot 9080 3428; Fax 08 9080 3409.
Controlled Lighting. 14/32 6460′ GRAVEL. PCN 25/F/A/
ATND SKD H24. 945(137PSI)/T. TODA 14 6657′. TODA 32
Bird and animal hazards exist. 6657′. PORT-RL.
Ultralight Ops and training are carried out at PPR.
AD. Restricted operations: PPR from AD Operator.
Glider operations, HJ; Sat, Sun and public holi- Jet A-1.
days. Gliders operate within runway strip.
Darwin (Darwin Intl) Apt of Entry
Hang gliding aerotow in operation when double
white cross is displayed. SFC-3,600'. 103′ YPDN DRW +09:30 S12 24.9 E130
52.6
F-3, Jet A-1.
Apt Administration CIV: 0402 088 145, CIV: 08
8920 1811, MIL: 8923 8888; H24 CIV: 8920
AUSTRALIA
1852; Fax CIV: 8920 1800, CIV: 8920 1855. 11/29 from Twys B2, C3, D or E2 and back-
ATIS 08 7929 4787. AWOS H24 (AWIS) 08 tracked as directed. Heavy aircraft may accept
7922 2503. Ground Services 0409 889 236, use of Twy A to avoid delays.
0438 450 038, 0458 093 833, 08 8945 2655, 08 Twy G not to be used for night operations
9194 7701, 61 466 026 706; On Call 0409 491 unless approved by Darwin ABCP.
958, 0410 060 730, 0458 093 833; Fax 08 8945 Twy Y1 and Y2 not available to Acft above
0421, 08 8945 2654; drwfbo@jetaviation.com. 12,566 lbs (5,700 KG) and above 52' (16m)
11/29 11004′ ASPHALT. PCN 81/F/C/ wingspan.
1750(254 PSI)/T. TODA 11 11299′. TODA 29 Twy V1 and Z not available to Acft above
11299′. HIRL. HIALS 29. 48,502 lbs (22,000 KG) MTOW.
18/36 5000′ ASPHALT. PCN 18/F/C/ Twy V2 not available to Acft above 48,502lbs
1050(152 PSI)/U. TODA 18 5197′. TODA 36 (22,000 KG) MTOW and 79 ft (24M) wingspan.
5197′.
Twys C4, M, V2, Y & Z west of Vare unlit. Twy
CIV: H24. MIL: H24, CTC Air Base Command C4 not available to Acft above 48,502 lbs
Post (ABCP) for HN Ops. ATND SKD H24. (22,000 KG) MTOW. Compass swing site
Customs. established on Twy C4 marked at 30DEG MAG
CAUTION: High velocity gas plumes located intervals. Details fromAirport OPR.
Bladin point bearing 156 Mag 6.7NM from AD, Twy U1 not Avbl to Acft above 132,276 lbs
within 0.5NM radius of 123112S 1305506E, (60,000 kg) MTOW.
H24. Model Acft Ops at East Point, Surface up
Twy U1 east of Twy U2 not Avbl to Acft above
to 400' AGL 270/2.9NM from ARP.
26,455 lbs (13,000 kg) MTOW and 75 ft (23M)
Bird hazard exists in Rwy strip areas as follows: wingspan or 56 ft (17.2M) rotor diameter.
a. Whistling Kite, Bush Stone-Curlew, Masked Twy V passing bay is adjacent the ARFF sta-
Lapwing and Nankeen Kestrel present all year tion. Due noise and blast Twy V passing bay
round. may only be used for pre-flight power checks
b. Black Kite, present in greater numbers Apr to not exceeding 3 minutes. Twy C4 is the prefer-
Oct, and may be present Nov-Apr if monsoon is red location for all other engine ground running
late. and testing with prior approval required from
c. Australian Pratincole present in greater num- Airport Operator. Aircraft requiring high PWR
bers Apr to Oct. runs at Twy C4 on headings other than
d. Oriental Plover and Little Curlew present in 180DEG must seek approval from SMC. SMC
greater numbers Sep to Nov. may instruct aircraft to reduce to idle PWR
e. Oriental Pratincole present in greater num- when aircraft pass behind on ADJ Rwy and
bers Nov to Mar. Twy. Engine testing is not to be conducted on
the Civil Parking Aprons or in the vicinity of
Species specific NOTAM will be issued during
fixed base operators. Twy Y run-up bay avbl all
periods of increased activity.
PWR settings wingspan max 49ft (15M).
180 deg turns for acft above 220,460 lbs
Twy K and Twy L decommissioned, not Avbl.
(100,000 kg) only permitted on thresholds of
Rwy 11/29. B767 are except from this require- TWY G not to be used for night OPS unless
ment. approved by Darwin ABCP.
Traffic permitting, aircraft above 299, 829lbs Northern parking of military hard stand (MHS)
(136,000Kg)will be entered/exited for Rwy decommissioned, not Avbl.
AUSTRALIA
Parking on Northern most general aviation Fire 8 H24.

apron restricted to Acft with maximum wing-
span of 49ft (15m) except by arrangement with DeGrussa
Duty Safety Officer. 1823′ YDGU +08:00 S25 33.4 E119 17.2
SE corner Southern GA Apn Ops by Jet Avia- Apt Administration site.admin@sand-
tion. Acft in excess of 48,502lbs (22,000kg) and fire.com.au. ARO 0437 287 081.
up to 92,594lbs (42,000kg) may access Jet Avi- 09/27 6299′ ASPH/SLD. PCN 32/F/A/
ation APN via TWY Z and V1 with prior pave- 1000(145psi)/T. TODA 09 6496′. TODA 27
ment concession and approval from the AD 6496′. RL. Pilot Controlled Lighting.
operator. PPR: must be requested at least 72HR before
Duringlow visibility conditions pilots of Acft land- operations.
ing Rwy 29 sunset to sunrise may experience Contact AD Operator for JET A1.
loss of visual references due Rwy width 197' All incoming flights contact ARO via UNICOM
(60m) with no CL or TDZ lights. or parking allocation.
Circling to Rwy 11/29 not approved unless Rwy Aircraft Above 12,566lb (5,700kg) MTOW to
lights are at stage 2 or higher. use Rwy ends for 180° turns.
Only military acft or acft subject to an emer- Jet A-1.
gency may operate on Rwy 18/36 during sunset
to sunrise. Rwy 18/36 is not visible from the Delamere
TWR and TWR cannot guarantee the area is 730′ YDWF Mil. +09:30 S15 44.8 E131 55.2
clear of obstructions. Apt Administration 08 8977 0570. AWOS H24
When Thr Rwy 11 displaced, unless operation- (AWIS) 08 7922 2504.
ally required, single engine Acft can expect to 09/27 3700′ GRVL/CLAY.
depart Rwy 29 from Twy E2. Twin engine Acft
Days.
and Abv can expect to depart Rwy 29 from Twy
D or A6. CIV Acft (excluding EMERG Acft) shall not plan
to use YDWF.
New Twr under constructions 49' (15m) E of
current Twr,not commissioned. Observe current Emerg Acft are to contact OIC DEL (08 8977
Twr for light signals. 0500) for planned use or DEL WATCHKEEPER
(08 8977 0570)for short notice/Emerg use.
This AD is a Security Controlled airport.
Rwy 09/27: Suitable for B200 and C130. C130
Taxilane on S edge of RPT Apn not Avbl to
movements limited wet weather.
Code F Acft.
Rwy 09/27 full length to be used for decelera-
Taxilane on S edge of RPT Apn behind Bay 3
tion dueloose unbound aggregate Approx 10-30
not Avbl to B767 and above when A330-300
millimeter depth for majority of Rwy length and
parked on Bay 3 unless marshaller present in
change in surface conditions - 164' (50m) of no
Ctc with SMC.
wearing course, Approx 820' (250m) from Thr
Taxilane W of Bay 1 and behind RPT Apn Bays Rwy 27.
21 - 25 restricted to 118' (36M)Max wingspan.
Model Acft Opr SR-SS within 3281' (1000m) Deniliquin
radius of Psn S13 04.9E131 06.6 Brg 158 Mag 316′ YDLQ DNQ +10:00* S35 33.6 E144
42.1NM from AD, surface to 1500' AGL. 56.8
F-4, Jet A-1. JASU. Oxygen.
AUSTRALIA
Apt Administration 03 5898 3000. ARO 0447 11/29 5696′ ASPHALT. PCN 24/F/B/
223 620. AWOS H24 (AWIS) 02 9353 6418. 1150(167PSI)/T. TORA 11 5695′. TORA 29
Apt Manager 03 5898 3035. Ground Services 5695′. LDA 11 5695′. LDA 29 5695′. TODA 11
03 5881 2667, 0413 003 808; On Call 0429 935 5991′. TODA 29 5892′. ASDA 11 5695′. ASDA
448. 29 5695′. RL. Pilot Controlled Lighting.
06/24 3999′ ASPHALT. PCN 4/F/D/ ATND SKD H24.
580(84PSI)/T. TODA 06 4491′. TODA 24 4491′. Bird and animal hazard exists.
ASDA 06 4196′. ASDA 24 4196′. RL. Fuel: Call out fees apply.
Rwy 06 Right-Hand Circuit. F-4, Jet A-1.
12/30 4879′ GRAS/CLAY. UNRATED. TODA
12 5075′. TODA 30 5075′. Devonport
Rwy 12 Right-Hand Circuit. 33′ YDPO DPO +10:00* S41 10.2 E146 25.8
Bird hazard exists. Apt Administration 408 341 814. AWOS H24
Fuel, after hours callout fee, credit cards availa- (AWIS) 03 6283 8600. Ground Services H24
ble. 0417 397 828.
F-4, Jet A-1. 06/24 6030′ ASPHALT. PCN 29/F/C/
1200 (174 PSI)/T. TODA 06 6227′. TODA 24
Denmark 6227′. RL. Pilot Controlled Lighting.
230′ YDEK +08:00 S34 56.7 E117 23.8 Rwy 24 Right-Hand Circuit.
Apt Administration 08 9848 0300. 08 9848 14/32 2887′ GRASS. UNRATED. TODA 14
0300. Apt Operator Airstrip 08 9848 1334. 3084′. TODA 32 3084′.
09/27 3950′ BITUMEN. RL. Pilot Controlled Bird hazard exists.
Lighting. Landing Rwy 14/32 limited to Acft below 12566
Hills to the West, not lit. lbs (5700kg)by day VMC only.
AD used as forward base for aerial water Rwy 06/24 turning restrictions. Pilots to use full
bombers in event of regional brushfires. Use Rwy width when turning (no sharp turns).
caution, park on grass during water bomber AWIS Freq 133.225 requires 1 Sec transmit
Ops. pulse to activate - report faults to AD Opr.
No fuel at airport. This AD is a Security Controlled Airport.
ACFT greater than 4409LBS (2000KG) make F-4, Jet A-1.
wide radius turns while on Rwy, no pivot turns. ABN.
Derby Dirranbandi
24′ YDBY DRB +08:00 S17 22.2 E123 39.6 567′ YDBI DRN +10:00 S28 35.5 E148 13.0
Apt Administration 08 9191 0999; H24 0418 Apt Administration 07 4620 8888. ARO 0428
922 415; On Call 0408 011 433, 0409 099 193, 258 386, 0428 258 997.
0455 551 709. AWOS H24 (AWIS) 08 6216
01/19 3993′ ASPH/GRVL. PCN 5/F/B/
2610. Ground Services 0456 051 988.
580(84PSI)/U. TODA 01 4190′. TODA 19 4190′.
05/23 3799′ GRAVEL. AUW-13/0.6000 MPa. RL. PORT-RL. Pilot Controlled Lighting.
TODA 05 3996′. TODA 23 3996′.
Rwy 01/19 Surface U/S in wet weather.
Sealed 289' (88m) SW end, 610' (186m) NE
Animal hazard exists.
end and 1060' (323m) in centre.
AUSTRALIA
Djarindjin (Lombadina) Doomadgee

155′ YLBD +08:00 S16 30.9 E122 55.4 160′ YDMG DMD +10:00 S17 56.2 E138
Apt Administration 0419 837 572, 0427 340 49.0
034, 08 9192 4940; djarind- Apt Administration 07 3164 6279; Fax 07 4745
jin@mssgroup.com.au. ARO 0418 791 019. Apt 8055. ARO 0427 706 402.
Manager 0418 791 019. 12/30 5433′ ASPHALT. PCN 10/F/B/
10/28 3937′ ASPHALT. PCN 8/F/C/ 850 (123 PSI)/U. TODA 12 5630′. TODA 30
1275(185PSI)/U. TODA 10 4134′. TODA 28 5630′. RL. Pilot Controlled Lighting.
4134′. RL. PORT-RL. Pilot Controlled Lighting. This AD is a security controlled airport.
PPR SS-SR.
Dorunda Station
AWIS requires one two-second pulse to acti-
vate. 90′ YDOR DRD +10:00 S16 33.2 E141 49.4
Transitional surface infringed by trees both Apt Administration 07 4745 3463; con-
ends. tact@gulfcoast.com.au.
13/31 5249′ GRASS.
Dochra (Dochra (Military)) PPR.
228′ YDOC Mil. +10:00 S32 39.0 E151 12.5 PPR.
Apt Administration 02 6575 0345. Animals on strip around dawn and dusk.
18/36 3281′ GRAVEL.
48 hr prior notice from Range Control; phone Dubbo
02 6575 0345 or 0467 809 320. 935′ YSDU DBO +10:00* S32 13.0 E148
CAUTION: Live firing may be in progress with 34.5
little or no warning. This aerodrome is not sub- Apt Administration 02 6801 4000; Fax 02 6801
ject to routine serviceability inspection or 4119. ARO 0417 717 871. AWOS H24 (AWIS)
NOTAM advice of unserviceabilities. Additional 02 9353 6419. Ground Services H24 0419 767
aerodrome data is available from the contact 200; Mobile 0407 708 066; Fax 02 6882 7522.
telephone numbers above or for Mil Aircrew: 05/23 5604′ ASPH/SLD. PCN 19/F/C/
http://drnet.defence.gov.au/ARMY/FORCOMD/ 1100 (160PSI)/T. TODA 05 5800′. TODA 23
Headquarters/AviationBranch/AvnAwDir/Pages/ 5800′. RL. Pilot Controlled Lighting.
OPAW.aspx. Sealed blast areas 197ft x 148ft (60m x 45m) at
ends.
Donald
11/29 3501′ PAVED. AUW-18/0.6000 MPa.
409′ YDOD +10:00* S36 21.6 E143 00.4
TODA 11 3697′. TODA 29 3697′.
ATND SKD H24.
7395.
Bird and animal hazard (kangaroos and walla-
09/27 3825′ ASPH/SLD. AUW-13/0.4000 MPa.
bies) exists.
TODA 09 4022′. TODA 27 4022′. RL. Pilot Con-
trolled Lighting. Twys C, D, E, J, K and General Aviation aprons
not Avbl to acft above 17637 lbs (8000 kg)
18/36 2585′ GRAS/CLAY. UNRATED. TODA
MTOW.
18 2782′. TODA 36 2782′.
Twy H not Abvl to acft above 12566Ibs
Animals in vicinity of apt.
(5700kg) MTOW.
AUSTRALIA
Twy B Avbl to Code C acft. TwyB not Avbl to Dysart

acft above 44,092lbs (20,000kg) MTOW. Acft 682′ YDYS DYA +10:00 S22 37.3 E148 21.8
above 44,092lbs (20,000kg) to use Twy A. ARO 0439 668 368. Apt Manager 0406 600
All Acft must Tkof and ldg using sealed Rwy 821.
only unless approved by AD Opr with PNR. 14/32 5085′ ASPHALT. PCN 8/F/A/
This AD is a Security Controlled Airport. 760 (110 PSI)/U. TODA 14 5184′. TODA 32
All pilots and operators must possess and dis- 5184′. RL.
play a current Australian Security Identification Rwy 32 Right-Hand Circuit.
Card (ASIC) when airside. AD not available except for medical operations
Fuel: 1 HR PNR no call out fee. 24HR AVGAS aircraft.
card swipe bowser. This AD is NOT a Security Controlled Airport.
PN for Parachute jumping required in writing,
30 days prior to date. East Jaurdi
Parachute jumping notwithin 2NM of Rwy 05/23 1448′ YEJI +08:00 S30 46.2 E120 18.7
or 11/29. Apt Administration 08 9329 3700; eastjaurdi.air-
F-4, Jet A-1. port@processminerals.com.au. ARO 04 0977
0152, 04 1709 5576.
Duketon Gold 08/26 6234′ ASPHALT. PCN 26/F/B/
1770′ YDKG +08:00 S27 36.1 E122 20.0 1000(145PSI)/T. TODA 08 6430′. TODA 26
Apt Administration dgparo@regisresour- 6430′. RL. Pilot Controlled Lighting.
ces.com. ARO H24 08 9031 8780, 08 9442 24 hr PPR from AD manager.
2250. Aircraft at threshold Rwy 08 and Rwy 26 may
18/36 6562′ ASPHALT. PCN 27/F/B/ not be visible to each other. Radio procedures
1200(174PSI)/T. TODA 18 6758′. TODA 36 applies.
6758′. PORT-RL. From the Twy holding point, aircraft at threshold
PPR. Rwy 26 may not be visible. Radio procedures
Restricted operations PPR. applies.
Increased bird activity (Plover & Bastard) on Aircraft above 12566lbs (5700Kg) must com-
Rwy 18/36 and runway strip. Mostly active after plete landing roll to Rwy threshold and use turn-
rain. ing nodes at each end of the runway on arrivals
All jet Acft to use idle powerfor movements on and departures.
the Apn with the exception of breakaway thrust Max radius turns to be used.
to initiate taxiing. Acft that cannot comply with Twy A width 49' (15m ), 11' (3.5m) shoulders.
this restriction must advise the AD Opr priorto
Dep. East Sale
All fixed wing Acft Abv 12566lbs (5700KG) 23′ YMES Mil. +10:00* S38 05.9 E147 09.0
must roll through to Rwy end and makeMAX 03 9669 4975; On Call 03 9669 4850. ATC 03
radius turns at MIN speed at all turning nodes 5146 7214, 03 5146 7221; Fax 03 5146 7217;
to avoid Sfc damage. esl.atc@defence.gov.au. AWOS H24 (AWIS)
Jet A-1. 03 8470 3206, 0419 365 325. Apt Operator 03
5169 9892; esl.abcp@defence.gov.au. Ground
AUSTRALIA
Services 0351467151 AMS MIL (HS), Uncontrolled intersection: Twy J intersectswith

0429162671 AMS MIL (OT). a vehicle access road. Carriage of a radio is not
04/22 7995′ ASPHALT. PCN 47/F/C/ required by vehicles crossing at this intersec-
1750 (254 PSI)/T. TODA 04 8192′. TODA 22 tion. Watch for vehicles Appr from both sides.
8192′. MIRL. Exercise caution during CTAF hr and during
Rwy 04 Right-Hand Circuit. periods of low Vis.
09/27 7316′ ASPHALT. PCN 47/F/C/ Visiting Mil Acft planningto conduct Instr
1750 (254 PSI)/T. TODA 09 7513′. TODA 27 approach or circuit training at YMES - 12 hr
7513′. MIRL. PNR to enable deconfliction with local Ops.
Phone ATC or email. Acft intending to vacate
runways,irrespective of intentions, or requiring
ATS: By NOTAM. O/T CTAF Proc apply. Gnd handling require 24 hr PN to ESL Air Base
AD Not Avbl for general use - Mil Exclv. PPR Command Post (ABCP).
for all Civ Ops requesting Ldg and/or Gnd Ops Taxiing Acft shall give way to Acft vacating a
by written Req to esl.abcp@defence.gov.au. Rwy.
CAUTION: Military Acft may conduct aerobatic Operational Readiness Platforms (ORP) within
or abrupt vertical manoeuvres within proximity Rwy strip E and W Thr Rwy 04 may contain
of the AD (HJ). There may be non Rdo Acft vehicles or Mil Acft at any time.
operating in the vicinity of YWSL when CTAF.
ORP within Rwy strip E Thr Rwy 22 is weight
Significant large bird hazard exists up to 3000ft limited to 12,566lbs (5,700kg) and may contain
AMSL around Apt and adjacent wetlands. Maxi- vehicles or Mil Acft atany time.
mum hazards Spring and Summer.
Limited ground service equipment Avbl contact
Non local aircraft are required to operate VFR ESL Airborne Command Post or DutyManager
when conducting circuit operations and weather (AH) for availability.
conditions permit. Acft conducting continuous
Provision of refueling to ADF units outside of
IFR circuit operations may be restricted due to
standard Opr hr is subject to direct cost recov-
the proximity of the civilian AD at West Sale
ery of the service component (i.e. ex fuel cost)
and Longford.
from the requesting unit.
New Twr construction 246' (75m) SW of current
Model Acft Opr Sfc to 400' AGL within1640'
Twr.
(500m) radius of 380536.00S 1470306.00E
New ATC Twr not commissioned observe old Approx Brg 268 Mag 5NM from AD.
Twr for light signals.
Turning node within Rwy strip W Thr Rwy 22
Acft with max wheel base greater than 59'(18 Avbl to Acft upon Req, maximum turn radius of
m) restricted to Rwy and Twy C. ADF C-17 103' (31.5m).
operations exempt from wheel base limitations
Class D ATS provided to Mil and Auth Civ Acft
at discretion of Acft operator.
in accordance with Air Command Standing
Twy J not Avbl to Acft with wingspan greater Instructions Ops 03-16 within ESL RA. Other
than 59'(18m). Acft receive class C ATS with respect to all Acft
Noise abatement procedures: Military fast jets in ESL RA. Class C VMC applies for all Acft in
operating in and out of YMES shall avoid over- ESL RA, excluding ESL circuit area where
flying Sale City. Military fast jets departing Rwy class D VMC applies to Mil and Auth Civ Acft.
27 shall maintain Rwy heading until passing F-4, Jet A-1. JASU.
1000' (305m).
AUSTRALIA
ABN. Fire 5 CAT 5 Mon-Thu 0800-2200LT, Fri For lighting pilot must call Edinburgh Fire Tower
0800-1500LT. O/T and public holiday CAT 4. on CTAF freq at least 15 min before ETA.
18/36 light restricted outside Twr hr. Rwy 18/36
Echuca
light HN setting only Avbl.
323′ YECH ECH +10:00* S36 09.4 E144
Mon-Thu, 2200-0700Z; Fri, 2200-0500Z. PPR
45.7
for all civil aircraft. Customs: H24 on 3hr PNR.
PPR for all civil aircraft. Approval number avail-
2290; shire@campaspe.vic.gov.au. ARO On
able from AD operator or ATC during normal
Call 0417 976 318. Ground Services 0408 322
business hours.
398, 0434 940 914.
CAUTION: Due to terrain shielding vehicles and
Acft communication limited when communicat-
1772′. TODA 23 1772′.
ing directly from opposite ends of Rwy 18/36.
17/35 3615′ ASPHALT. PCN 9/F/A/ Acft with known limited ground communication
800 (116PSI)/T. TODA 17 3812′. TODA 35 and all vehicles are required to enter Rwy 18/36
3812′. RL. Pilot Controlled Lighting. from Twy F and C. Acft with multi antennae
CAUTION: Moama (YMMO) Ala 5.5NM N of must use upper antennae from CTAF. Model
Rwy 17 Thr. Acft operations may take place days, surface to
Rwy 17/35 central Twy 34 ft (10.5M) wide (cen- 400' AGL:a. Brg 100 Deg Mag/0.8NM from
tral 28 ft (8.4M) sealed). Acft advised to Opr on ARP
central sealedsurface of Twy only. Code B Acft b. Brg 270 Deg Mag/4.5NM from ARP (may be
restricted to central Twy and must backtrack Sfcto 1,000' AGL during CTAF)
Rwy 17/35. Southern Twy for Rwy 17/35 not c. Brg 300 Deg Mag/11.1NM from ARP
Avbl. All other Twy and Rwy available.Birds
d. Brg 356 Deg Mag/9.1NM from YPED AD (Sfc
hazard exists.
to 1,000' AGL SAT-SUN). Opr Ctc Phone 0413
Banner towing and chartered flight operations 512 350.
are conducted at YECH. Contact 0419 210 747.
Significant bird hazard exists. After rain large
F-4, Jet A-1. flocks of seagulls can be expected in the vicin-
Edinburgh ity of AD. Refer to NOTAM for any additional
seasonal bird hazardinformation.
67′ YPED Mil. +09:30* S34 42.1 E138 37.2
Civil Acft are not permitted to conduct aerobatic
activity within3NM of RAAF Edinburgh.
3247. ATIS H24 08 7383 2417. AWOS H24
(AWIS) 08 8150 3805. Apt Operator Civil Acft operators must contact the '453SQN'
EDN.AMSOPS@defence.gov.au. Ground Serv- Edinburgh Flight on 08 7383 2114 prior to aerial
ices 08 7383 3774; On Call 0409 691 773 (duty work in the control zone to receive a local pro-
refueller). cedures brief.
18/36 9731′ ASPHALT. PCN 56/F/C/ Acft arriving EDN must cancel SARWATCH
1750 (254 PSI)/T. TORA 18 9350′. LDA 18 with Adelaide Centre (130.45) when on ground.
8399′. LDA 36 9350′. TODA 18 9547′. TODA 36 Acft entering Parafield CTR from Edinburgh
9928′. ASDA 18 9350′. HIRL. PORT-RL. HIALS outsideTwr hours, must track via overhead AD.
18. Acft tracking to EDN outside Twr hours from
Rwy 18 Right-Hand Circuit. Parafield CTR must track via Bolivar Strobe
AUSTRALIA
light. Edinburgh circuit area to W of AD is in Gliding activity in Gawler area, 8NM NNE of
close proximity to entry point. Edinburgh. IFR aircraft will be separated from
Obstacle clearance to center line Twy B is 105' or monitored clear of active area.
(32 m) due Acft parking on Air Movements Unmanned Acft (Model Acft) Opr within 0.5NM
Apron. For details contact Air Base Command radius of Psn S34 33.0 E138 38.0 Brg 356 Mag
Post. 9.1NM from RAAF Edinburgh AD (YPED) Mon-
Access to the main apron via Twy A is restric- Fri Sfc to 400' AGL Sat-Sun Sfc to 1000' AGL
ted toaircraft with wingspan less than 124' (37.7 Opr Ctc Tel: 0413 512 530.
m). Model Acft Opr within 1640'(500m) radius of
Twy D W of helipad is restricted to aircraft with Psn S34 34.0 E138 57.0 Brg 054 Mag 18.4NM
wingspan less than 170' (51.9 m). from Edinburgh AD. Sfc to 1000' AGL.
Acft with wingspan greater than 100' (30.4 m) Unauthorised Remotely Piloted Aircraft System
require wing-walker to taxi on: Explosive ordi- (RPAS) Ops are known risk in vicinity of AD.
nance loadingareas 10 and 11 and Twy L. ATC will issue a hazard alert on any known
Unless otherwise directed by ATC, aircraft must unauthorised RPAS Ops which pose a flight
enter the Air Movements Apron via northern safety risk. Pilot may request alternate tracking
taxi-lane and exit via southern taxi-lane. or holding to avoid the hazard.
All Prk subject to restrictions due WIP non- Navaid training - Civ Acft: ILS available for
Edinburgh based Acft Ctc Air Base Command training subject Mil Tfc.
Post. The following limitations apply:
For noise abatement unless directed otherwise a. An IFRFlt plan must be submitted for navaid
by ATC the following dep proc will be adapted: training at YPED.
a. Operations between 1300-2030Z (1HR ear- b. Pilots to display any external Lts on final
lier Daylight Savings) limited to Military opera- Apch.
tionally essential flights only, due to noise c. Acft to Mntn best speed on final Apch unless
abatement. Req otherwise.
Railway 0.16NM S of Rwy 18/36. d. Acft must not use the Sfc of YPED without
Edinburgh and Parafield CTRs about to the S. prior approval.
Class D ATS services are applied to aircraft CTAF operations:
operating in ED airspace with respect to aircraft 118.3/257.8 - retransmits in both directions.
operating in PF CTR. Unverified VFR traffic If AD lighting required, aircraft captain must
may be operating adjacent to ED CTR. CTC "Base Fire" on CTAF 118.3/257.8 (alter-
When ATC Tower not manned, contact "Base nate 127.25),15 MIN prior to ETA/Taxi.
Fire" on 118.3/257.8 (alternate 127.25), for fire Aircraft requiring EMERG services make stand-
services. ard EMERGcall on CTAF. EDN RFFS monitor
A fire guard service for engine starts will not be H24 and will initiate EMERG response when
provided unless specifically requested as a required.
special handling requirement. J.
C17 and similar heavy Acft requiring backtrack ABN. Fire 6 Mon-Thu, 2130-1330Z; Fri,
on Rwy 18/36 are to utilise the turning nodes at 2130-0730Z; after hours and public holidays
ends of Rwy 18/36 for turning, unless directed Cat 4.
otherwise by ATC.
AUSTRALIA
Eidsvold Apt Administration eliwanaair-

869′ YESD +10:00 S25 21.9 E151 06.5 port@fmgl.com.au. ARO Mobile (H24) 0407
Apt Administration 1300 696 272; Fax 07 4161 917 505.
1425; admin@northburnett.qld.gov.au. 10/28 8202′ ASPH/SLD. PCN 56/F/A/
14/32 3901′ GRVL/GRAS. Unrated. RL. Pilot 1412(205 PSI)/T. TODA 10 8399′. TODA 28
Controlled Lighting. 8399′. RL. PORT-RL. Pilot Controlled Lighting.
PPR. PPR.
Fly airstrip for wildlife prior to landing. CAUTION: Steep sided open drains Adj to Twy
and Apn edges. Due to terrainshielding, VHF
Suitable for Acft up to 12566lb (5,700kg)
contact with Acft on or close to the ground at
MTOW.
YBGD is not possible. Boolgeeda (YBGD) AD
Transition and fly-over obstacle limitation sur- 22NM to ESE. YBGD procedure Adj to S.
face infringement exists on bothsides of Rws
24hr notice Req from AD Opr for all unsched-
due to trees.
uled Acft Ops.
Primary wind indicator infringes the transitional
Apn and Twy suitable for Code 4C Acft.
obstacle limitation surface.
2 Prk Psn for Acft up to Code 4C.
Elcho I AWIS requires three one sec pulses to activate.
101′ YELD ELC +09:30 S12 01.2 E135 34.2 Acft Abv 12566lb (5700kg) MTOW must use
Apt Administration 08 8987 9040; Fax 08 8987 turning nodes at Rwy ends for 180° turns.
9212; mya.manager@marthakal.org. ARO Extensive unlit terrain penetration of the inner
0458 898 944. horizontal Sfc and conical Sfc Obst limitation
10/28 4724′ ASPH/SLD. PCN 8/F/A/ Sfc in areas to the N and NE and the S and SW
580(84PSI)/U. TODA 10 4921′. TODA 28 4921′. of the AD. Penetration varies Btwn 33' (10m)
RL. Pilot Controlled Lighting. and 263'(80m). Ctc AD Opr for details.
ATND SKD H24. Due jet blast clearances, jet Acft using Prk Psn
Possibility of animals on movement area. 2 must use breakaway thrust to move forward
All Acft to park on eastern Apn from sunset to on the alignment line for 3M before turning onto
sunrise. the leadout line and reducing Pwr to idle.
Overnight Prk on western Apn not Avbl. Blasting occurs Btwn 1.5NM and 4.3NM to the
S of the ARP Btwn 91 Deg Mag.
Acft using the western Apn must give way and
not start engines in proximity of passengers Dust plumes may occur following a blast with fly
moving between Terminal and Acft. rock no greater than 400' (122m) AGL.
Do not taxi within 33' (10m) of Terminal unless Jet A-1.
approved by Airport Opr. Elliston
This AD is a Security Controlled Airport. 20′ YELN +09:30* S33 38.3 E134 54.0
Fuel: Contact ARO if required. ARO 0428 879 176. Apt Manager 08 8687
F-4, Jet A-1. 9177; Fax 08 8687 9176.
Eliwana 18/36 3996′ BITU/SLD. RL. Pilot Controlled
Lighting.
1576′ YEWA +08:00 S22 25.7 E116 53.2
Elrose see Cloncurry
AUSTRALIA
Emerald Commercial and charter operations not permit-

622′ YEML EMD +10:00 S23 34.1 E148 ted.
10.7 Assume bird activity, wildlife and stock hazard
Apt Administration 07 4980 4948; air- exists.
port@chrc.qld.gov.au. ARO 04 0819 4913. F-4.
AWOS H24 (AWIS) 07 3564 3714. Ground
Services 13 84 82; Mobile 418 608 866; grtmor- Esperance
anbah@outlook.com. 471′ YESP EPR +08:00 S33 41.1 E121 49.4
06/24 6234′ ASPHALT. PCN 30/F/D/ Apt Administration airport@esper-
1350 (196 PSI)/T. TODA 06 6430′. TODA 24 ance.wa.gov.au. ARO 04 2893 5618. AWOS
6430′. RL. PORT-RL. Pilot Controlled Lighting. H24 (AWIS) 08 6216 2611. Ground Services
15/33 2028′ ASPH/SLD. AUW-13/0.7000 MPa. Mobile 0428 935 618.
TODA 15 2224′. TODA 33 2224′. PORT-RL. 03/21 3865′ GRAVEL. PCN 10/F/B/
Bird hazard black kites, flying fox and fruit bat 550 (80 PSI)/T. TODA 03 4062′. TODA 21
exist in vicinity of AD. Increased activity of black 4062′.
kites observed Brg 078 Mag 5NM from ARP. 11/29 5906′ ASPHALT. PCN 22/F/A/
Additional NOTAM will be raised during periods 1034 (150PSI)/T. TORA 11 5905′. TORA 29
of significantly increased activity. 5905′. LDA 11 5905′. LDA 29 5905′. TODA 11
Twy A CodeC restricted to maximum wingspan 6234′. TODA 29 6234′. ASDA 11 5905′. ASDA
of 59' (18m). 29 5905′. RL. Pilot Controlled Lighting.
Twy B Code D restricted to maximum wingspan ATND SKD H24.
of 75' (23m). CAUTION: Cranes Strip ALA 2625' (800M) NE
Twy C Code B and Twy D Code B restricted to of Rwy 29 Thr.
maximum wingspan of 49' (15m). This AD is a Security Controlled Airport.
All C130 operations require prior approval and Website: www.esperance.gov.au
pavement concession. F-4, Jet A-1.
Maximum overall helicopter length 43' (13m) on
Essendon see Melbourne
General Aviation apron Heli.
This AD is a Security Controlled Airport. Exmouth
Fuel JET A1, after hours callout fees apply.10′ YEXM EXM +08:00 S22 02.5 E114 06.1
F-4, Jet A-1. Apt Administration 08 9949 1326; Fax 08 9949
1840. ARO H24 0407 494 419.
Emerald (Springsure) Apt of Entry
02/20 4134′ GRAVEL. RL.
1200′ YSPI +10:00 S24 07.9 E148 05.1
Rwy 02/20 unsealed gravel with 692 ft (211M)
Apt Administration 1300 242 686, air- central sealed section and parkingarea.
port@chrc.qld.gov.au; H24 0408 194 913; Fax
PPR contact ARO.
1300 242 687.
Aerodrome unfenced. Animal hazard likely.
01/19 1995′ SLD.
Strip closed afterheavy rain.
13/31 3963′ SLD.
Fuel is not available.
PPR - Day use only.
Airfield is used by Microlights.
PPR from AD Opr - Day use only.
AUSTRALIA
Fitzroy Crossing Rwy strip 09L/27R: grass strip parallel to sealed

368′ YFTZ FIZ +08:00 S18 10.9 E125 33.5 Rwy. Marked by orange gable markers and
Apt Administration 04 2791 5201, 08 9191 Avbl for use by hang gliders, tugs and tail skid
0999, 08 9191 5201. AWOS H24 (AWIS) 08 Acft.
6216 2612. Rwy 09R/27L: for use by Acft other than hang
01/19 4265′ ASPHALT. PCN 10/F/A/ gliders, tugs and tail skid Acft.
1000 (145PSI)/T. TODA 01 4462′. TODA 19 Animal and bird hazard exists.
4462′. RL. PORT-RL. Pilot Controlled Lighting. Rwy 27R: Right hand circuits.
Animal and bird hazard exists. Rwy 09R: Right hand circuits HJ. Left hand cir-
This AD is a Security Controlled Airport. cuits permitted HN.
F-4, Jet A-1. Hang glider Ops daily HJ using runways 09L/
27R.
Flinders I Hang glider/tug/tail-skid circuits to N using run-
33′ YFLI FLS +10:00* S40 05.5 E147 59.6 ways 09L/27R. There is no dead side with
Apt Administration 03 6359 2144; airport.opera- contra circuits. Other Acft circuits to the S using
tions@flinders.tas.gov.au. ARO 0429 813 929. Rwy 09R/27L. Join circuit downwind or upwind
AWOS H24 (AWIS) 03 6283 8601. over Rwy 09R/27L.
05/23 3510′ SLD. PCN 7/F/B/610 (88 PSI)/T. Acft must not infringe hang gliders, tugs and
LDA 23 3327′. TODA 05 3707′. TODA 23 3707′. tail-skid aircraftcircuit below 1,500' AGL.
Forrest
511′ YFRT FOS +08:00 S30 50.3 E128 06.9
14/32 5643′ SLD. PCN 7/F/B/610 (88 PSI)/T.
TODA 14 5840′. TODA 32 5840′. RL. Pilot Con-Apt Administration 0409 376 016; admin@for-
trolled Lighting. restairport.com.au. ARO 0408 710 862. AWOS
H24 (AWIS) 08 6216 2613. Apt Manager 08
9022 6403; info@forrestairport.com.au.
ATND SKD 24hr PNR.
09/27 4426′ ASPHALT. PCN 18/F/A/
CAUTION: Bird and kangaroo hazard exists. 20000/1100(160PSI)/U. TODA 09 4623′. TODA
Night landings not permitted Rwy 23.Night take-
27 4623′. PORT-RL.
offs not permitted Rwy 05. 18/36 4984′ ASPHALT. PCN 18/F/A/
AWIS 134.4 activated by 1 second transmis- 20000/1100(160PSI)/U. TODA 18 5180′. TODA
sion. 36 6001′. RL. Pilot Controlled Lighting.
This AD is a Security Controlled Airport. ATND SKD Ctc AD Manager 24H, PNR.
F-4, Jet A-1. Restricted Ops Abv 44,092lbs (20,000kg): PPR
from AD Opr.
Forbes
Rwy 18/36 transitional Sfc may be infringed by
760′ YFBS FRB +10:00* S33 21.8 E147
Acft parked on Apn.
56.1
AWIS requires one long transmit pulse of 1 Sec
to activate.
4748 7726. AWOS H24 (AWIS) 02 9353 6420.
AD Charges: NIL when fuel purchased.
09/27 4029′ ASPHALT. TODA 09 4226′. TODA
27 4226′. RL. Pilot Controlled Lighting. F-4, Jet A-1.
AUSTRALIA
ABN. Blasting occurs to the SW and SE quadrants

outside 16,404' (5,000m) from ARP. Dust
Forrestania plumes may occurs following blasting.
1362′ YFTA +08:00 S32 34.7 E119 42.4 Jet A-1.
Apt Administration Fax 08 9891 0201, 08 9891
0250; fnpreception@westernareas.com.au. Garden Point
ARO 08 9891 0200, 08 9891 0218; On Call 08 90′ YGPT GPN +09:30 S11 23.9 E130 25.5
9891 0207. Apt Administration 08 8970 9600. Apt Manager
15/33 5020′ GRAVEL. PCN 8/F/B/ 04 1947 4562; romel.siplon@tiwiis-
800 (116PSI)/U. TODA 15 5216′. TODA 33 lands.nt.gov.au.
5216′. RL. PORT-RL. 04/22 4314′ SAND/GRVL. Unrated. TODA 04
PPR. 4511′. TODA 22 4511′.
PPR from AD Opr. Restricted Ops. Except for Emerg Ops, 30 Min PN required
Acft greater than 12566lb (5,700KG) MTOW, Btwn 0730-2030Z, phone 08 8978 3969.
Max radius turn at Rwy end. CAUTION: Rwy 04/22 E and W side transitional
surface infringed.
Fortescue Dave Forrest
1563′ YFDF KFE +08:00 S22 17.5 E119
26.2 Gayndah
Apt Administration cbairport@fmgl.com.au. 372′ YGAY GAH +10:00 S25 36.9 E151
ARO H24 0437 488 818. Apt Manager 08 9176 37.2
6038. Apt Administration 1300 696 272; Fax 07 4161
12/30 7546′ ASPHALT. PCN 27/F/A/ 1425; admin@northburnett.qld.gov.au.
1200 (174 PSI)/T. TODA 12 7743′. TODA 30 06/24 4150′ ASPHALT. PCN 5/F/B/
7743′. RL. Pilot Controlled Lighting. 580(84PSI)/U. TODA 06 4347′. TODA 24 4347′.
PPR 24HR PN required for all unscheduled RL. Pilot Controlled Lighting.
Acft. F-4, Jet A-1.
CAUTION: YCHK is in close proximity and the
APCH/DEP tracks cross close to the ground. Georgetown
Due to terrain shielding, VHF contact with Acft 995′ YGTN GTT +10:00 S18 18.2 E143 31.8
on or close to the ground at YCHK is not possi- Apt Administration 07 4079 9090; Fax 07 4062
ble. Christmas Creek (YCHK) AD 12NM to E. 1285. ARO 0427 621 279. Ground Services 07
Departing Rwy 12 left hand turn only as soon 4062 1999; Fax 4062 1911; jabena@big-
as practicable after take off. S bound traffic to pond.com.
intercept track overhead YFDF.Departing Acft 06/24 3799′ ASPHALT.
to use Rwy 30 in calm wind conditions. PCN 5700/735 (107PSI). TODA 06 3996′.
All Acft to call airborne on CTAF Freq as soon TODA 24 3996′. RL. Pilot Controlled Lighting.
as practicable after T/O. ATND SKD 2100-1000Z.
All traffic to access the APN via Twy A. Animal hazard exists.
Acft Abv 12,566 lbs (5,700 kg) MTOW use Rwy F-4, Jet A-1.
end 148' (45 m) nodes for 180 Deg turns.
AUSTRALIA
Geraldton Gibb River

121′ YGEL GET +08:00 S28 47.8 E114 42.4 1669′ YGIB GBV +08:00 S16 25.1 E126
ARO 0429 456 413, 0438 628 004, 0439 930 26.8
224. AWOS (AWIS) 0862 162 615. Apt Man- 07/25 3497′ DIRT.
ager 0428 642 914, 08 9956 6701. Apt Opera- PPR
tor admin@geraldtonairport.com.au. Ground
Services 0491 233 624; getair- Ginbata
port@nwas.net.au. 1409′ YGIA +08:00 S22 34.9 E120 02.1
03/21 7838′ ASPHALT. PCN 58/F/A/ Apt Administration rh.aerodrome@roy-
1600(232PSI)/T. TODA 03 8035′. TODA 21 hill.com.au. ARO 0448 175 250. Apt Manager
8035′. RL. Pilot Controlled Lighting. 08 9154 2380; Mobile 0448 194 305.
08/26 2953′ GRAVEL. TODA 08 3150′. TODA 09/27 8202′ ASPHALT. PCN 46/F/B/
26 3150′. 1413(205PSI)/T. TODA 09 8399′. TODA 27
14/32 2769′ ASPHALT. PCN 9/F/B/ 8399′. RL. Pilot Controlled Lighting.
5700/450(65PSI)/U. TODA 14 2966′. TODA 32 Rwy 09 Right-Hand Circuit.
2966′. H24.
PPR from AD Opr for use of AD as an interna- Restricted Ops. PPR for itinerant Acft.
tional alternate. All Acft to turn at Rwy ends only, Max radius
Bird hazard exists. turns at minimum speed.
For Ops W of Geraldton refer to ERC L8 for lat- For fuelcontact AD Manager/ARO.
eral bounds of Abrolhos Islands; all Ops on the Unmanned Acft Opr within 10NM radius of
Abrolhos Islands - CTAF 127.1 MHz. 223242S 1195854E Brg 304 Mag 4NM from
Twy A and Bay 5A Code E (B787/A330) Acft. ARP, Sfc to 1,000' AGL. Opr will Bcst on
Main RPT Apn Bays 1 to 5 Code C Acft. 127.05 15min prior to launch and at 15min
Twy B1, C1, Apn Charlie Code B Acft 48502 lb intervals whilst airborne. Opr Ctc 0419 924 011.
(22,000kg) MAX. Jet A-1.
Twy B2, C2, D, K, Apn Delta (Shine) Code B
Acft 18739 lb (8,500kg) MAX. Gingin
Rwy 14/32 Avbl for Code B taxiing Acft 18739 247′ YGIG Mil. +08:00 S31 27.9 E115 51.8
lb (8,500kg) MAX. Apt Administration 08 9571 7888; Mobile 04
All other Twy and Apn are Code A Acft 12566 1927 3062; pea.abcp@defence.gov.au. 08
lb (5,700kg) MAX. 9571 7125. AWOS H24 (AWIS) 08 6216 2616.
This AD is a security controlled airport. 08/26 5997′ ASPH/SLD. PCN 11/F/A/
1750 (254 PSI)/T. TODA 08 6522′. TODA 26
Weather balloon launch 2315Z Tue-Frifrom
6998′. RL.
4265' (1.3km) SSW ARP. Additional launch
may occur in severe weather. Rwy 08 Right-Hand Circuit.
AllAcft above 110,231lb (50,000kg) to use turn- No RESA Avbl due M34B barrier infrastructure
ing nodes, maximum radius at minimumspeed. infringement on overrun Sfc.
F-4, Jet A-1. Barriers equipped with Flg red Lgts located
either side of barriers. If Lgts are visible on final
Apch, Ldg is being attempted over raised bar-
rier.
AUSTRALIA
M34B arrestor system is only made Avbl O/R Twys A2, A3 and B5 unavailable to Acft above
(24hr PN) and operated when Twr is active. 12566lbs (5,700KG) MTOW.
ATND SKD 0030-0830 Mon-thu 0030-0700 fri. Twy B1 and Acftstorage apron only Avbl with
Animal hazard exists. AD Opr approval.
Class D ATS provided to military and author- High intensity lighting in vicinity of railway on
ized civil Acft in accordance with AC SI Ops approach to Rwy 10.
03-16 within Pearce RA. Other Acft receive Access to airside RPT aprons. Contact ARO.
class C ATS with respect to all Acft in Pearce PNR for GA access outside 0900-2300LT. Con-
RA. Class C VMC applies for all Acft in Pearce tact ARO.
RA , excludingPearce and Gingin Cira where This AD is a Security Controlled Airport. All
class D VMC applies to military and authorized pilots and operators must possessand display a
civil Acft. current Aviation Security Identification Card
Jet A-1. JASU. Oxygen. (ASIC) when airside.
Fire 4. Fuel: Refuelling operating hours 0600-1800LT,
30 Min PNR for JET A1. After hours call-out
Gladstone
fees apply 1830 - 0600LT.
59′ YGLA GLT +10:00 S23 52.2 E151 13.4
Fire and rescue: 131.0 MHz available during
Apt Administration 07 4977 8800; Fax 07 4978 operation times.
1314; admin@gladstoneairport.com.au. ARO
Acft are required to use entire width of Rwy to
H24 07 4977 8812. AWOS H24 (AWIS) 07
execute 180Deg turns.
3564 3715. Ground Services H24 04 2723
9293; gladstonears@outlook.com. F-4, Jet A-1.
10/28 6299′ ASPHALT. PCN 42/F/B/ Fire 6 Mon, Thu 2030-1025Z, Tue, Fri
1400(203PSI)/T. TORA 10 6184′. LDA 10 2030-0930Z, Wed 2100-1025Z, Sat
5840′. LDA 28 5643′. TODA 10 6381′. TODA 28 2105-0705Z, Sun 0035-1025Z.
6496′. ASDA 10 6184′. RL. Pilot Controlled Glen Innes
Lighting.
3431′ YGLI GLI +10:00* S29 40.5 E151 41.4
ARO 0409 904 246. AWOS H24 (AWIS) 02
Rwy grooved 98' (30m). 9353 6421. Apt Manager 02 6730 2357.
For charter Ops 48hr PNR. CTC AD operator 10/28 3937′ GRAVEL. Unrated. TODA 10
0830-1630LT or via email. 4134′. TODA 28 4134′.
Bird hazard exists (lorikeets) active in vicinity of 14/32 4915′ ASPHALT. PCN 10/F/D/
Thr Rwy 28, particularly at dusk. Species-spe- 700(102PSI)/T. TODA 14 5111′. TODA 32
cific NOTAM will be issued during periods of 5111′. RL. Pilot Controlled Lighting.
increased activity.
Rwy central section graded.
Skid mounted Acft are not permitted to park on
Sfc wind info from an approved source is
sealed or asphalt aprons without AD operator
required for straight-in NPA.
approval.
GA Apn only Avbl to Acft Blw 7716 lb (3500 kg)
Due to limited parking, non-scheduled Acft
MTOW.
above 12, 566 lbs (5700KG) MTOW & Jet Acft
required AD operator approval on 48 hrs notice. Wildlife hazard may exist.
This AD is not a Security Controlled Airport.
AUSTRALIA
Gnarwarre b. Jul to Mar - flocks of small birds feeding in air

420′ YGNE -10:00* S38 09.9 E144 06.4 above runway and short final including
Apt Administration 0418 847 679; amasch- fairy martin, welcome swallow, tree martin and
medt@bigpond.com. white-throated needletail.
06/24 3117′ GRASS. Unrated. c. Feb to Jun - black kite may be present. Activ-
Rwy 24 Right-Hand Circuit. ity focuses foraging above runway
PPR. between 1000-1500 Local with increased tem-
peratures.
Gnowangerup d. Apr to Oct - increased masked lapwing activ-
920′ YGNW +08:00 S33 58.6 E118 00.7 ity. Activity focuses NE and SE corners
Apt Administration 08 9827 1007; Fax 08 9827 of airfield day or night.
1409; gnpshire@gnowangerup.wa.gov.au. Apt e. Increased bird activity during and post rainfall
Manager 0499 899 423. and adverse weather events including
12/30 4918′ ASPHALT. PCN 12/F/C/ Australian white ibis, straw-necked ibis and
1000(145PSI)/U. TODA 12 5115′. TODA 30 silver gulls.
5115′. RL. Pilot Controlled Lighting. f. Species specific NOTAM will be issued during
CAUTION: PPR for all night Ops. periods of increased activity.
All Acft are requested to overfly before joining RPT Apn - single Code E/Dual Code C MARS
the circuit. configuration.
Gold Coast Apt of Entry Twy H and F - not Avbl to Acft Abv 12,566 lbs
(5,700kg).
21′ YBCG OOL +10:00 S28 09.9 E153 30.3
Twy J -grass not Avbl to Acft Abv 12,566 lbs
(5,700kg).
2838. ARO On Call 04 0775 5722. ATIS H24
07 5599 5910. AWOS H24 (AWIS) 07 3564 Twy G - Acft Abv 12,566 lbs (5,700kg) require
3713. Ground Services 0488 429 471, 07 5688 pavement concessions.
6690; On Call 0439 307 259. Twy B - Acft holding for Rwy 14 over 49'(15m)
14/32 8176′ ASPHALT. PCN 61/F/A/ length infringe Rwy 17.
1750 (254 PSI)/U. TORA 14 7684′. LDA 14 Acft Code B and Abv landing Rwy 14 first Avbl
7684′. LDA 32 6699′. TODA 14 7880′. TODA 32 Twy is Twy A, unless otherwise advised by
8373′. ASDA 14 7684′. HIRL. Pilot Controlled ATC.
Lighting. Rwy 14 - Acft Abv 299829 lbs (136,000 kg)
17/35 1909′ ASPHALT. TODA 17 2106′. TODA landing Rwy 14 must roll through and exit Rwy
35 2008′. via Twy K to avoid pavement damage from
Customs. heavy braking. Acft Blw 299829 lbs (136,000
kg) landing Rwy 14 canexit via Twy D if heavy
Bird Hazard exists. Increased numbers of the
braking not required.
following species are expected during the
specified times: Pilots are encouraged to request"detailed taxi
guidance" prior to landing or taxiing for depar-
a. Mar to May - increased flying-fox numbers
ture or request follow-me service once on
present after dark, peak activity around
ground frequency if unsure of parking bay.
dusk.
AUSTRALIA
A Curfew and Noise Abatement Procedures Apt Administration H24 0407 609 484. ARO
apply. 0457 761 542.
The preferred Rwy for takeoff and landing is 11/29 4580′ ASPH/SLD. PCN 19/F/A/
Rwy 14. 805(117PSI)/U. TODA 11 4777′. TODA 29
Rwy 14 IAP for turbojet and non turbojet aircraft 4777′. RL. PORT-RL. Pilot Controlled Lighting.
above 12,566 lbs (5,700kg) MTOW - noise pre- Rwy 11 Land prior permission only. Rwy 29
ferred a Rwy 14 approach: RNP W RWY 14, Land prior permission only.
RNP Y RWY 14, RNP Z RWY 14; ILS RWY 14 Restricted Ops. PPR from AD Opr.
(training and recency not permitted).To mini- Acft Abv 7716lb (3500kg) MTOW must turn at
mise noise NDB or VOR Rwy 14 only available Rwy ends only. Max radius, Mim speedturns.
when operationally required.
Outside tower hr pilots are requested to use the Goodooga
same Rwy for departure and arrival - if opera- 459′ YGDA +10:00 S29 04.4 E147 22.6
tionally acceptable. Apt Administration 02 6839 2106. ARO On Call
Aircraft departing Rwy 32 must use Twy K inter- 04 2939 2001.
section for departure. Full length Avlb if opera- 12/30 3333′ GRAVEL.
tionally required. PCN 5700/450(65PSI) Sealed. TODA 12 3530′.
Operation restriction: Rwy 14Tkof RWS 492' TODA 30 3530′. PORT-RL.
(150m). Animal hazard exists.
Potential of building induced wind turbulence on Airport not Avbl to Acft Abv 12566 lbs (5700kg).
Rwy 32 when the wind speed is greater than
28KT from NNE to ENE. Goolgowi
This AD is a Security Controlled Airport. All 400′ YGGI +10:00* S33 59.5 E145 43.1
pilots and operators must possessand display a ARO 0429 690 050. Apt Manager 02 6965
current Aviation Security Identification Card. 1900; Mobile 0429 690 060; Fax 02 6965 1379.
For fuel after hours call out fee applies. 02/20 3543′ GRASS. Unrated.
Model Acft Ops within 1640'(500m) of Psn S28 Goolwa
24 54.00E153 33 12.00 Brg 158 Mag 15.4NM
104′ YGWA +09:30* S35 28.9 E138 45.1
from Gold Coast AD (YBCG). Sfc up to 1000'
AGL. Apt Administration 0415 470 240, 0427 812
422, 08 8555 4030. Ground Services 0415 470
Model Acft Ops within 1640' (500m) of Psn S
240, 0427 812 422.
28 21 54.00 E 153 32 30.00 Brg 159 Mag
12.1NM from Gold Coast AD (YBCG) Sfc to 01/19 3576′ DIRT.
1,000' AGL. Rwy 01 Right-Hand Circuit.
F-4, Jet A-1. PPR.
ABN. Fire 8 1945-1147Z. CAT 7: Mon, Tue, PPR
Thu, Sat 1147-1230Z; Wed, Fri, Sun Bird hazard exists.
1147-1200Z. Mid-field, crosswind circuit entries not permit-
ted.
Golden Grove
Parachute Jumping Exercise and Powered Par-
1183′ YGGE +08:00 S28 45.9 E116 58.3
achute Jumping Exercise operations HJ. Con-
tact AD operator.
AUSTRALIA
F-4, Jet A-1. Glider OPS at Towrang airstrip, 035 DEG

12NM to NE Goulburn, JF HJ. Winch launch to
Goondiwindi 4500FT. Gliding FREQ 127.15 is monitored by
714′ YGDI GOO +10:00* S28 31.3 E150 gliders. Goulburn CTAF 127.15 is only moni-
19.2 tored by gliders if they enter the CTAF area.
Apt Administration 07 4671 1512. Ground Serv- PJE Ops from FL150 Overhead AD. Intensive
ices 0427 657 763, 0447 868 586, 07 4671 PJE activity on weekends.
3780. Parking not available on central grassed area
04/22 4396′ CONC/SLD. PCN 4/F/B/between Twy A, Twy B, Apron, and both run-
690(100PSI)/U. TODA 04 4593′. TODA 22 ways due parachute jumping ops.
4593′. RL. Pilot Controlled Lighting. Parachute jumping exercise operations sunrise
Rwy 04/22 central 59' (18m) sealed. to sunset up to FL150.Mil PJE Ops may occur
12/30 2608′ CLAY. TODA 12 2805′. TODA 30 HJ HN, within 25NM radius AD, exit Hgt up to
2805′. FL250. During validity of any Mil PJE NOTAM,
CAUTION: Rwy 12/30 loose stones. all Acft are requested to Ctc CS SNOWBIRD or
Bird hazard exists. DZSO on CTAF 127.15 prior to start up at AD
or minimum 25NM from AD on arrival. Cano-
Low Intensity Obstacle Lights Mast 895' AMSL,
pies can be high opening and transiting to land
057 Mag 7658' (2,334m) from Rwy 04 SOT,
at AD for up to 30 min. Refer to MIL PJE
infringe Inner HZS, hazard lit HN.
NOTAM for current DZSO Ctc details and oper-
Low Intensity Obstacle Lights Mast 879' AMSL, ating area
204 Mag 9370' (2,856m) from Rwy 22 SOT,
F-4, Jet A.
infringe Inner HZS, hazard lit HN.
F-4, Jet A-1. Gove
205′ YPGV GOV +09:30 S12 16.2 E136
Goulburn
49.1
2141′ YGLB GUL +10:00* S34 48.6 E149
43.6
1370; H24 0428 962 606. AWOS H24 (AWIS)
ARO 0403 368 933. AWOS H24 (AWIS) 02 08 7922 2505. Apt Operator mac@ncl.net.au.
9353 6422. Ground Services 0403 368 933. Ground Services On Call 0488 707 803.
04/22 4203′ ASPHALT. PCN 17/F/A/ 13/31 7244′ ASPHALT. PCN 25/F/A/
700(102PSI)/T. TODA 04 4403′. TODA 22 1150 (167 PSI)/T. TODA 13 7441′. TODA 31
08/26 2228′ DIRT. TODA 08 2425′. TODA 26 ATND SKD H24.
2425′.
PPR required from Aerodrome Operator for all
Prior permission required for operations on Twy Aircraft Operations Above 141,095 LB (64,000
A parking bay. Contact ARO. KG) Maximum Takeoff Weight.
Rwy 04/22 not available to acft below 1433lbs CAUTION: Decommissioned runway south-
(650KG) on weekends except with 60 min prior westof airport.
notice to ARO.
Aircraft above 22046lb (10000KG) MTOW must
AWIS 136.300 requires 1 second transmit pulse use turning nodes for 180DEG turns, aircraft
to activate. below 22046lb (10,000KG) must use MAX RAD
turns to avoidpavement damage.
AUSTRALIA
This AD is a Security Controlled Airport. 2500' until abeam this airfield when descending
Weather balloon launch approximately0515, downwind for runway26.
1115, 2315, from 1804' (550m) south-southeast Tall trees on final to runway 26.
of the airport. Launches may occur at other Runway gradients may inhibit visibilityand pilots
times. must confirm that both runways are clear before
F-4, Jet A-1. landing or taking off.
Concrete hardstand for turbine and transport
Grafton
category aircraft off taxiway at western end of
110′ YGFN GFN +10:00* S29 45.6 E153 runway 08/26.
01.8
Light aircraft may park adjacent to the concrete
Apt Administration 02 6643 0200; On Call 02 hardstand.
6626 6858; Fax 6642 7647. ARO H24 04 1766
4846. AWOS H24 (AWIS) 02 9353 6423. Great Ocean Road see Peterborough
18/36 5607′ ASPHALT. PCN 12/F/C/
Griffith
580 (84 PSI)/T. TODA 18 5804′. TODA 36
5804′. RL. Pilot Controlled Lighting. 439′ YGTH GFF +10:00* S34 15.0 E146
04.0
Extensive light and ultralight Acft activity and
model Acft operations at SouthGrafton ALA, Apt Administration 02 6962 8100. ARO 0419
located 6NM NW of Grafton AD. 167 741; On Call 0427 294 520. AWOS H24
(AWIS) 02 9353 6424. Ground Services H24
CAUTION: Fruit bats in vicinity of airport from
0437 681 614; airfuelservices@gmail.com.
last light to 1 1/2 hours after last light between
mid February andthe end of April. 06/24 5591′ ASPHALT. PCN 16/F/B/
1400(203 PSI)/U. TORA 06 5590′. TORA 24
CAUTION: Fire Suppression aircraft at aero-
5590′. LDA 06 5590′. LDA 24 5590′. TODA 06
drome during fire season.
5889′. TODA 24 5787′. ASDA 06 5590′. ASDA
This AD is a Security Controlled Airport. 24 5590′. RL. Pilot Controlled Lighting.
JET A1 available 24 hours. 1 hour prior notifica- 18/36 1969′ SAND/CLAY. Unrated. TORA 18
tion phone 0401 940 070. After hours callout 1968′. TORA 36 1968′. LDA 18 1968′. LDA 36
fee may apply. 1968′. TODA 18 2165′. TODA 36 2165′. ASDA
Jet A-1. 18 1968′. ASDA 36 1968′.
Great Lakes ATND SKD H24.
260′ YGRL +10:00* S37 50.5 E148 00.0 Acft are not to land on Rwy strip either side of
Rwy 06/24.
Apt Administration 03 9727 8000; great-
lakes@kft.com.au. Possible animal and bird hazard.
08/26 3871′ BITUMEN. RL. Pilot Controlled Twy B, C and D not available to Acft above
Lighting. 12566 lbs (5700kg). Twy D not available to Acft
with wingspan greater than 49'.
Displaced thresholds for night landing.
Twy D restricted to Max wingspan 66' (20m).
13/31 2198′ GRAVEL.
PPR.
Entry to the main passenger terinal from airside
Pilots must observe the airfield at Kalimna
is available during repeat operations. Access to
(YLKE) and maintain a minimumaltitude of
landside outside these hours is via the keypad
AUSTRALIA
controlled gates located at the western end of F-4, Jet A-1.

theterminal or next to the Griffith Aeroclub loca-
ted at the end of taxiway A. Gruyere
F-4, Jet A-1. 1542′ YGRM GYZ +08:00 S28 02.0 E123
48.8
Groote Eylandt Apt Administration 08 6187 4148; H24 0427
53′ YGTE GTE +09:30 S13 58.4 E136 27.6 389 326; gjv.aerodrome@gruyerejv.com. ARO
Apt Administration grootearo@amsaustra- 08 6245 4148.
lia.com, gteairport@amsaustralia.com. ARO 04 06/24 6890′ PAVED. PCN 26/F/B/
3759 1796. AWOS H24 (AWIS) 08 7922 2506. 1076(156PSI)/T. TODA 06 7087′. TODA 24
Apt Manager Mobile 04 4786 6322. Ground 7087′. RL. Pilot Controlled Lighting.
Services 04 3759 1796. ATND SKD PPR.
10/28 6243′ ASPHALT. PCN 26/F/A/ PPR from AD Opr.
1076(156PSI)/T. TODA 10 6440′. TODA 28 Rwy 06/24: All fixed wing Acft Abv 52911lbs
6440′. RL. PORT-RL. Pilot Controlled Lighting. (20,000kg) must make Max Rad turns at Min
ATND SKD AVGAS H24. Jet A1 Avbl for RPT speed at all turning nodes to avoid Sfc damage.
Ops, O/T by arrangement. All jet Acft to use idle Pwr for movements on
PPR, call 08 8987 6703 for details. the Apn with the exception of breakaway thrust
Bird hazard exists SR-SS. to initiate taxi. Acft that cannot comply with this
Fruit bat hazard exists SR-SS on Rwy and restriction must advise the AD Opr prior to
Apch. DEP.
Twy B to GA Apn not Avbl to Acft above 12566 UAV Opr HJ daily Brg 037 Deg Mag 3.7 NM
lbs (5700kg) MTOW. from ARP. Sfc to 400' AGL.
Twy C Max wingspan 49' (15m). Blasting sunrise to sunset daily Brg 028 Deg
RPT Ops not Avbl Tue 2100-0130Zand Mag 3.6NM from ARP. Dust plumes may occur
0630-1100Z. following blasting, Acft are requested to avoid
flying over mine pit.
GA Ops not Avbl Tue 2100-0000Z and
0800-1100Z. Jet A-1.
This AD is a Security Controlled Apt. Gudai-Darri Mine
Acft over 12566 lbs (5700kg) MTOW must turn 1473′ YKDD OOD +08:00 S22 30.3 E119
at turning nodes end Rwy 10/28. 04.6
Rwy 10/28 transitional Sfc on S side infringed ARO On Call 0428 868 947. Apt Operator 08
Btwn Twy A and W end by trees 492' (150m) S 9327 2000; gudaidarri.airport@amsaustra-
of RCL infringes transitional Sfc by up to 22ft lia.com. Ground Services Mobile 0448 680 573.
(7m). 12/30 7218′ ASPH/SLD. PCN 45/F/B/
Heli Ops: 30 Min Prk Psn for Regular Public 1440(209PSI)/T. TODA 12 7415′. TODA 30
Transport ApnBay 2 via Twy A 24hr PNR. 7415′. PORT-RL. Pilot Controlled Lighting.
Unsealed Prk contained by blue markers E of Rwy 30 Right-Hand Circuit.
GA Apn. The unsealed Helicopter Apn is not a
SR-SS only, 24 hr PPR. ATND SKD
designated Heli Ldg Site.
2230-1000Z, O/T 2hr PN.
Blasting may takeplace SR-SS.
Restricted Ops, PPR from AD Opr.
AUSTRALIA
All fixed wing Acft Abv 12566 lb (5700 kg) must Bird hazard (black kites and corellas) from SEP
make MAX radius turns at MIN speed at turning to NOV, ARO will disperse as required for
nodes to avoid Sfc damage. SKED Ops or at pilot request. Contact Halls
AllAcft 12566 lb (5700 kg) and below are per- Creek via CTAF or phone ARO.
mitted to perform MAX radius mid Rwy turns. Wildlife hazard (wallabies) on AD. Increased
Blasting occurs Btwn Brg 209 Mag and Brg 248 activity from sunset to sunrise.
Mag, 2.0NM to 4.2NM from ARP. Ctc ARO for Acft Abv 12566lbs (5700kg) MTOW 04/22 must
blasting times. use turning nodes for 180Deg turns Rwy 04/22.
There are a large number of obstacles in the Acft Blw 12566lbs (5700kg) MTOW requested
vicinity of the AD. Contact ARO for details. to use Max radius and minimum speed turns to
Jet A-1. avoid pavement damage.
F-4, Jet A-1.
Gunnedah
863′ YGDH GUH +10:00* S30 57.7 E150 Hamilton
15.0 803′ YHML HLT +10:00* S37 38.9 E142
Apt Administration 02 6740 2100; Fax 02 6740 03.9
2119. AWOS H24 (AWIS) 02 9353 6425. Apt Administration 03 5573 0256. ARO H24
Ground Services H24 04 0845 3030. 0417 553 796. AWOS H24 (AWIS) 03 8470
11/29 5400′ ASPHALT. PCN 5/F/D/ 3208. Ground Services 13 0045 7467.
580(84PSI)/T. TODA 11 5597′. TODA 29 5597′. 10/28 4045′ GRAVEL. PCN 6/F/B/
RL. Pilot Controlled Lighting. 400(58 PSI)/U. TODA 10 4242′. TODA 28
Rwy 29 Right-Hand Circuit. 4242′.
17/35 1775′ TURF. TODA 17 1942′. TODA 35 17/35 5591′ ASPHALT. PCN 10/F/B/
1972′. 600(87 PSI)/U. TORA 17 5590′. TORA 35
ATND SKD H24. 5590′. LDA 17 5590′. LDA 35 5590′. TODA 17
5787′. TODA 35 5787′. ASDA 17 5590′. ASDA
35 5590′. RL. Pilot Controlled Lighting.
CAUTION: Rwy 10/28 and Rwy 17/35 - due to
F-4, Jet A-1. Rwy levels Acft may not be sighted onopposite
Halls Creek Rwy ends.
1346′ YHLC HCQ +08:00 S18 14.0 E127 Birds may be present on surface and approach
40.2 to Rwys.
Apt Administration 0437 170 368. ARO 0437 Limited parking for Acft Abv 12566lbs (5700kg)
170 368. AWOS H24 (AWIS) 08 6216 2617. MTOW.
Ground Services hcairport@amsaustralia.com. Grvl Twy N of Apn not Avbl Novto Mar due to
04/22 4839′ ASPH/SLD. PCN 10/F/A/ fire suppression Acft Ops.
Hamilton I
08/26 3104′ GRAVEL. AUW-13/0.6000 MPa.
15′ YBHM HTI +10:00 S20 21.5 E148 57.1
TODA 08 3202′. TODA 26 3202′. PORT-RL.
ATND SKD H24.
9944. ARO 04 1459 4592. AWOS H24 (AWIS)
AUSTRALIA
07 3564 3716. Ground Services Mobile 04 Aircraft above 12,566 lbs (5700 kg) must use
1293 6177. turning nodes for 180 degree turns.
14/32 5794′ ASPHALT. PCN 41/F/A/ 100 octane.
1400 (203PSI)/T. LDA 14 5597′. LDA 32 5597′.
TODA 14 6040′. TODA 32 5991′. MIRL. Hay
Rwy 14 Right-Hand Circuit. 305′ YHAY HXX +10:00* S34 31.9 E144
49.8
ATND SKD PNR. 2130-0600Z.
Acft not permitted without PPR.
1288. AWOS H24 (AWIS) 02 9353 6426.
ACFT carrying livestock or Dangerous Goods
04/22 4800′ ASPHALT. PCN 8/F/A/
Class 1 explosives require prior approval from
500(73 PSI)/U. TODA 04 4997′. TODA 22
AD Opr.
Bird hazard exists.
Parachute jumping in vicinity of airport. 3937′. TODA 33 3937′.
CAUTION: Yacht masts may infringe Rwy CAUTION: Bird and animal hazard exists.
14/32approach surfaces.
F-4.
AWIS requires 2 sec transmission to activate.
Turbulence and associated windshear can be Hervey Bay
expected on Apch to rwy 14 when wind 60′ YHBA HVB +10:00 S25 19.1 E152 52.8
strength is 15 KT or greater from the NE to SE.
This AD is a Security Controlled Airport. 671 405. AWOS H24 (AWIS) 0735 643 717.
Due to pavement disturbance ACFT above Ground Services 0412 253 267.
50,706 lbs (23,000KG) must use RWY turning 11/29 6562′ ASPHALT. PCN 26/F/B/
nodes for 180 degree turns unless directed by
1400 (203PSI)/T. TODA 11 6758′. TODA 29
ATC. 6758′. RL. Pilot Controlled Lighting.
Phone Hamilton TWR for training approval Flying foxes in vicinity of the AD particularly at
DRG TWR HR. dusk.
FIA Freq135.500 Avbl circuit area. The Ops of Acft is restricted to sealed runways,
OBST fence 7' AGL located up to 249' (76 m)taxiways and aprons.
from Rwy centerline SW side for first 1640' (500
GA Twy not Avbl to Acft Abv 33,069lbs
m) from Rwy 32 start of TORA. Infringes 14.3%
(15,000kg) MTOW.
transitional surface up to 2'. Acft at W end of Rwy may not be sighted by
F-4, Jet A-1. Acft at Twyintersection due Rwy levels.
Fire 7 Mon 2200-0645Z; Tue-Sun 2200-0600Z. GA Twy not Avbl to Acft Abv 33,069lbs
(15,000kg) MTOW.
Hawker
GA Prk Apn not Avbl to Acft Abv 12,566lbs
1052′ YHAW +09:30* S31 51.3 E138 28.1 (5,700kg) MTOW.
Apt Administration 08 8648 6031; Fax 8648 This AD is a Security Controlled Airport.
PJE within 5 NM of Apt. Acft will Bcst on CTAF
18/36 4003′ GRVL/SLD. RL. Pilot Controlled prior to drop.
Lighting.
F-4, Jet A-1.
AUSTRALIA
Hillston Only Rwy 12/30 permitted for night operations.

403′ YHLS +10:00* S33 29.6 E145 31.4 All night circuits to the East of Rwy 12/30.
Apt Administration 02 6961 7600, 02 6965 ACFT ABV 3,000kg must contact AD OPR prior
1306; Fax 02 6965 1379. ARO 04 2991 9092. to arrival for parking and Twy guidance.
Apt Manager 02 6967 2243; On Call 04 2718 HELhover taxi to AVGAS fuel facilities prohibi-
8273; Mobile 04 2969 0060. ted.
06/24 4265′ BITUMEN. All night ops required AD opr approval.
14/32 2690′ GRAS/CLAY. For operator information visit http://para-
Animal hazard may exist. vion.com.au/ycbg.
Rwy 14/32 not Avbl to Acft above 12,566 lbs Capacity for AWK in the YMHB CTR is limited
(5,700 kg) max all up weight. and priority for AWK including circuit training at
No fuel Avbl. Contact Lowes by prior arrange- YMHB or YCBG is allocated according to book-
ment phone 02 6967 2432. ings made via www.bookhawk.com.
FIA Freq 134.65 Avbl Circuit Area. All AWKother thank circuit training at YMHB,
YCBG must also be coordinated with
Hobart (Cambridge) HobartTwr by phone prior to flight planning.
67′ YCBG +10:00 S42 49.6 E147 28.5 F-4.
Apt Administration 03 6248 5390; flights@para-
Hobart Apt of Entry
vion.com.au.
13′ YMHB HBA +10:00* S42 50.2 E147 30.6
09/27 2067′ SLD.
12/30 3199′ SLD. RL. Pilot Controlled Lighting.
5540. ARO 04 1812 0854. ATC 03 6248 3096.
14/32 2543′ SLD. ATS 03 9235 2012. AWOS H24 (AWIS) 03
ATND SKD 2200-0700 Z. 6283 8602. Apt Operator operations@hobar-
AD not available to aircraft above 12,566 lbs tairport.com.au. Ground Services H24 03 6248
(5700 kg). 5713; Fax 03 6248 5715; enquiries@hobarta-
When ready to taxi and prior to leaving the viationrefuellers.com.au.
apron Acft must contact Hobart Tower, advising 12/30 8947′ ASPHALT. PCN 63/F/D/
intended Rwy for departure and receipt of 1750 (254 PSI)/T. LDA 12 8556′. TODA 12
YMHB ATIS, to obtain TFC information. 9144′. TODA 30 9144′. HIRL. HIALS 12. Pilot
Landing and take off clearances are not given. Controlled Lighting.
Acft must remain clear of active Rwy and report Rwy 30 Right-Hand Circuit.
ready to HOBART TOWER. Acft must not enter AFRU & PAL available for Medium Intensity
active Rwy and become airborne until DEP Rwy (edge) Lights only.
instructions have been issued. Approach to Rwy 30 in strong winds will pro-
Acft operating in the circuit must report down- duce temporary (less than 2 seconds) but minor
wind stating Rwy and intentions. vertical updrafts (+500 feet/min) immediately
After landing Acft mast report clear of the Rwy above the sand dune area.
to Hobart Tower. Immediately before the sand dune induced
Primary Rwy for use is RWY 12/30. Other RWY updraft on approach to Rwy 30 in strong winds,
only to be used for fixed wing ops when opera- a less severe downdraft could occur for a simi-
tionally required. lar short duration.
AUSTRALIA
ATND SKD 1900-1000Z daily. O/T 1hr PN. BAE146, B717, B727, C130, A319, A321,
Customs. E190, GLEX and GLF6.
Bird hazard exists. Jun-Nov black cockatoos Instrument approach training:
crossing Rwy during early morning and late a. Capacity for instrument approach training at
afternoon. Bird watch reports developed by AD YMHB is limited and is subject to Skd Ops.
Opr for specific wildlife hazards if Rqd. Email: Instrument approach training availability can be
operations@hobartairport.com.au to be inclu- found online www.bookawk.com
ded on distribution list. b. All Acft planning practice instrument Apch
During conditions of less than Cat 1 minima, (Avbl during Twr hr only) require prior ATC
only 1 Acft is permitted on the maneuvering approval. Pilots must book a slot online at
area. www.bookawk.com and must confirm availabil-
Engine ground running of all Acft (excluding ity with Hobart Twr by phone prior to operating.
ENG start up PROC) not permitted without prior c. Practice VOR approaches are restricted to
approval from AD operator. Contact senior Ops Acft below 12566lbs (5,700 kg) Max Tkof
office 0418 120 854 H24. Acft Opr required to weight (MTOW).
broadcast on Hobart SurfaceMovement Control d.Extensive delays for practice Rwy 12 ILS
(121.7) at start and at finish of ground runs expected whenever Rwy 30 is in use.
maintaining a listening watch during ENG run.
Heli Ldg Site not provided. During daylight Ops
Wide body aircraft parking requires approval helicopter aiming point is Twy A unless direc-
fromaerodrome operator prior to operation. ted. During night time Ops helicopter aiming
Twy G, H and D btwn Twy A and Twy H not point is Rwy 12/30 unless directed. Helicopter
Avbl for wide body Acft unless approved prior taxi is via marked Twy only unless directed.
by AD Opr. For CASA APV operators, Rwy is capable of
Aircraft above 79,366lb (36,000kg) landing Rwy supporting take-offs with an RVR/RWY VIS of
30 vacate at Twy C unless otherwise advised not less than 1148 FT (350 M).
by ATC. HOBART CTR AWK
Turbulence and windshear on approach to Rwy a. Capacity for AWK in the YMHB CTR is limi-
30 in strong wind conditions. ted and priority for AWK, includ ing circuit train-
Apch to Rwy 30 in strong winds will produce ing at YMHB or YCBG, is allocated according to
temporary (less than 2 SEC) but minor vertical bookings made online: www.bookawk.com.
updrafts (+500FT/MIN) immediately above the b. All AWK other than circuit training at YMHB
sand dune area. and YCBG must also be coordinated with
Immediately before the sand dune induced Hobart TWR by phone prior to flight planning.
updraft of Note 2, a less severe downdraft Outside of TWR and APP hrs:
could occur for a similar short duration.
a. The aerodromeis uncontrolled, including the
Twy K not available for Acft above 12566 lbs airspace from SFC to 8,500FT AMSL. All oper-
(5,700 kg) MTOW or wingspan greater than 39' ations on the aerodrome surface (including
(12 M). takeoff) and in the airspace SFC to 8,500FT
This AD is a Security Controlled Airport. AMSL are at pilot discretion.
Acft above 79,366 lbs (36,000 kg) MTOW must b. CTAF procedures apply to all aircraft operat-
use nodes for 180° turns except B737, A320, ing in the vicinity of the aerodrome.
AUSTRALIA
ACFT ARR or DEP YMHB (including practice Bird hazard exists (migratory).
instrument APCH) must not exceed 250KT IAS Access requirements - contact ARO.
when BLW 10,000FT AMSL. Advise ATC if a Takeoff Rwy 14 and landing Rwy 32 not permit-
higher speed is operationally required. ted due to terrain.
Jet A-1. This AD is a Security Controlled Airport.
Fire 7 Sun-Fri 1945-1150Z, Sat 1945-1145Z. All F-4, Jet A-1.
times 1 hr ealier in daylight saving.
Horsham
Hopetoun
445′ YHSM HSM +10:00* S36 40.2 E142
256′ YHPN HTU +10:00* S35 42.9 E142 10.4
21.6
Apt Administration 03 5382 9777. ARO 04 0850
Apt Administration 03 5398 0100; On Call 03 4255. AWOS H24 (AWIS) 03 8470 3209.
5083 3124; Fax 03 5394 1802. ARO 03 5083 Ground Services 04 1750 1624.
3078, 03 5083 3124, 03 5083 3149, 03 5083
08/26 4337′ ASPHALT. PCN 6/F/B/
3527.
580(84PSI)/U. TODA 08 4534′. TODA 26 4534′.
01/19 3642′ ASPHALT. PCN 10/F/B/ RL. PORT-RL. Pilot Controlled Lighting.
600 (87PSI)/U. TODA 01 3839′. TODA 19
17/35 3278′ ASPHALT. PCN 6/F/B/
5700/580(84PSI)/U. TODA 17 3474′. TODA 35
08/26 1598′ CLAY/GRAS. UNRATED. TODA 3796′. RL. PORT-RL. Pilot Controlled Lighting.
08 1795′. TODA 26 1795′.
Limited parking for Acft Abv 12566 lb(5,700 kg)
Horn Island Apt of Entry MTOW by PN.
43′ YHID HID +10:00 S10 35.2 E142 17.4 Due to soil cracking and subsidence around
Apt Administration 07 4069 1314; Fax 07 4069 movement areas restrict operations to sealed
1798. ARO H24 0429 691 338. AWOS H24 and prepared surfaces. Except glider opera-
(AWIS) 07 3564 3718. Apt Manager 0429 691 tions as per AD Manual.
314. Ground Services 07 4069 2224; H24 0499 Gliding Ops HJ (Saturday, Sunday and Public
692 411. Holiday).
08/26 4557′ ASPHALT. PCN 16/F/A/ Seasonal aerial sprayingOps.
1000(145PSI)/T. TODA 08 4754′. TODA 26 Lit obstacle, Elev 1126', 4NM NE of AD.
4806′. RL. PORT-RL. Pilot Controlled Lighting. Unlit obstacle, Elev 647', 3NM ESE of AD
14/32 4052′ ASPHALT. PCN 4/F/A/ Obst hangar corner 446' (136M) SW of Thr
850(123PSI)/T. TODA 32 4248′. PORT-RL. Rwy 08. Infringes transitional Sfc by 8'.
Rwy 14 Takeoff not allowed. Rwy 32 Landing Unlit Obst, Elev 514' AMSL Brg 228 Mag
not allowed. 1585'(483M) from ARP.
ATND SKD Mon-Sat 2000-0800Z. Sun F-4, Jet A-1.
2100-0700Z. Customs.
Caution: Blasting at quarry 1.6NM SSW ARP Hughenden
MID Apr - MID Dec Sfc-500ft AGL; advice by 1043′ YHUG HGD +10:00 S20 48.9 E144
NOTAM. 13.5
Limited aircraft parking available. Contact air- Apt Administration 07 4741 2900. ARO 04 2741
port manager, 48 hour prior notice. 1821. AWOS H24 (AWIS) 07 3564 3719.
AUSTRALIA
Ground Services 07 4741 1536; Mobile 04 Apt Administration 07 4030 2222. ARO 0408
3829 0403, 04 4777 8205. 456 068.
06/24 4288′ GRAVEL. Unrated. TODA 06 03/21 4370′ TURF/CLAY. TODA 03 4567′.
4485′. TODA 24 4485′. TODA 21 4567′.
12/30 5394′ ASPHALT. PCN 13/F/D/ 14/32 4439′ ASPH/SLD. PCN 9/F/B/
850(123PSI)/T. TODA 12 5591′. TODA 30 900(131PSI)/U. TODA 14 4636′. TODA 32
Caution: Helicopter operate scenic flights from Acft departing for Cairns that have obtained a
AD direct to Porcupine Gorge and White Moun- Landing Slot Time from ATC will be processed
tain National Parks (and direct between both). more expeditiously.
Flights operate SFC-3500' AMSL during day- Parachute jumping operations within 5NM of
light hours from April to October. For info con- AD. Contact Airport Manager for additional
tact 0429 413117. information.
Bird and animal hazard. Agricultural operations take place within 10NM
Rwy 12/30 all aircraft above 12566 lbs (5700 up to 500'AGL.
KG)maximum take off weight must use RWY All pilots (especially rotary wing) are requested
turning nodes and MAX radius turns. to prevent their Acft from operating below 500'
This AD is a Security Controlled Airport. AGL affecting a noise-sensitive area located at
Fuel: PN required. Call out fee applies. JET A1 173014.4S 1460245.6E (Brg 024 Deg Mag and
+ AVGAS. 4NM from the AD). If operational requirements-
F-4, Jet A-1. dictate otherwise, Tel property owner in
advance on 0417 632 660.
Ingham
Inverell
49′ YIGM IGH +10:00 S18 39.6 E146 09.1
2667′ YIVL IVR +10:00* S29 53.3 E151 08.6
4600. Apt Administration 02 6728 8288; On Call 04
2847 7745. ARO 04 2847 7745. AWOS H24
05/23 4994′ ASPHALT.
Animal hazard exists. 6723 1344; Mobile 0409 964 268.
Fuel: AH prior notice required, call-out fee may 04/22 2297′ GRAS/SOIL. UNRATED. TODA 04
apply. 2395′. TODA 22 2395′.
Model ACFT operations: OPS are approved on 16/34 6936′ PAVED. PCN 10/F/B/
weekends BTN 0900-1600 LMT and restricted 580 (84 PSI)/U. TODA 16 7132′. TODA 34
to BLW 400FT AGL and in an area 1640FT 7132′. RL. Pilot Controlled Lighting.
(500M) square to the NW of RWY 05/23. The
ATND SKD Mon-Fri 2300-0700Z after hr by
operator will maintain a radio watch with all
arrangement 2 hr PN.
ACFT on the CTAF frequency and cease OPS
during departing and inbound ACFT OPS. CAUTION: Due to Rwy levels, Acft may not be
sighted on opposite ends of the Rwy.
F-4, Jet A-1.
This Ad is a Security Controlled Airport.
Innisfail (Mundoo) F-4, Jet A-1.
46′ YIFL IFL +10:00 S17 33.5 E146 00.7
AUSTRALIA
Iron Bridge Mine Apt Administration 08 8938 1470; Fax 08 8939

666′ YIBO +08:00 S21 17.2 E118 53.0 1415. ARO H24 0467 721 193. AWOS H24
Apt Administration ironbridgeair- (AWIS) 08 7922 2507. Ground Services 08
port@fmgl.com.au. ARO H24 0437 015 125. 8979 2528; jabiru.admin@kakaduair.com.au.
12/30 8202′ ASPH/SLD. PCN 46/F/B/ 09/27 4600′ ASPHALT. PCN 11/F/A/
1412(205PSI)/U. TODA 12 8399′. TODA 30 700(102PSI)/U. TODA 09 4862′. TODA 27
8399′. RL. PORT-RL. Pilot Controlled Lighting. 4862′. PORT-RL.
24hr PPR from AD Opr for all unscheduled Acft Rwy 27 Right-Hand Circuit.
Ops. ATND SKD H24.
CAUTION: Wodgina (YWGA) AD 20NM to NW. CAUTION: Rwy 09/27, Acft on opposite ends of
YWGA Proc Adj to NW. Steep sided open Rwy may not be able to see each other.
drains Adj to movement area. AWIS press and hold for three seconds to acti-
Apn and Twy suitable for Code 4C Acft. vate.
2 Prk Psn for Acft up to Code 4C (B738 and Rwy strip 09/27 gable markers 262' (80m).
A320). Iron Bridge UNICOM will advise Acft with MTOW greater than 12,566 lbs (5,700
approach to Acft on receipt of inbound call on kg) must make 180° turns at the Rwy end turn-
Company or CTAF. ing nodes.
Acft Abv 12566lbs (5700kg) MTOW must make All Acft are Rqd to be secured if left unatten-
maximum radius turns at MIN speed at all turn- ded.
ing pads to avoid Sfc damage. F-4, Jet A-1.
Blasting occurs Btwn 9.4NM and 17.5NM to the
E of the ARP Btwn 58 and 95 Deg Mag. Jacinth Ambrosia
Dust plumes may occur following a blast with fly 419′ YJAC +09:30 S30 54.1 E132 11.0
rock no greater than 400' AGL. Apt Administration 08 8670 2800. ARO 0408
Jet A-1. 572 670; On Call 04 1749 9457.
14/32 5906′ ASPHALT. PCN 6/F/B/
Ivanhoe 924(134PSI)/T. TORA 14 5905′. TORA 32
332′ YIVO +10:00* S32 53.1 E144 18.7 5905′. LDA 14 5905′. LDA 32 5905′. TODA 14
Apt Administration 08 8083 8900, council@cen- 6102′. TODA 32 6102′. ASDA 14 5905′. ASDA
traldarling.nsw.gov.au; On Call 04 2991 5992. 32 5905′. PORT-RL.
ARO 04 2991 5983. AWOS H24 (AWIS) 02 Rwy 14 Right-Hand Circuit.
9353 6428. Slope West End 492' (150 m) 0.82% down to E;
09/27 3343′ GRASS. Unrated. TODA 09 3540′. East End 1.5% down to W.
TODA 27 3540′. PPR from AD manager. Restricted Ops.
16/34 4085′ PAVED. PCN 10/F/B/ CAUTION: Animal hazard exists.
580(84PSI)/U. TODA 16 4281′. TODA 34 4281′.
RL. Pilot Controlled Lighting. Jandakot see Perth
CAUTION: Bird and animal hazard exists. Jervis Bay
AD not suitable for gliding Ops. 200′ YJBY Mil. +10:00* S35 08.8 E150 41.9
Jabiru Apt Administration 02 4449 2161; On Call 04
85′ YJAB JAB +09:30 S12 39.5 E132 53.6 1112 7367; albatross.airopera-
AUSTRALIA
tions@defence.gov.au. AWOS H24 (AWIS) 02 Rwy 15/33 not Avbl to fixed wing Acft HN due
9353 6429. vegetation infringing RWS and RESA.
08/26 4800′ ASPHALT. PCN 25/F/C/ Aircraft shall contact JB OPS for parking,
900 (131 PSI)/T. ground handling and airfield hazards.
Rwy 26 Right-Hand Circuit. Parachute jumping exercise operations by
15/33 5000′ ASPHALT. PCN 25/F/C/ operational requirements.
900 (131 PSI)/T. Unmanned Aerial System Ops at AD prohibited.
Julia Creek
24hr PNR. Mon - Thu, 2130 - 0630Z; Fri, 2130 -
404′ YJLC JCK +10:00 S20 40.1 E141 43.3
0230Z, Exc Hol.
MIL Ops only. AD not open for public use.
7166; Fax 07 4746 7549. ARO 04 2875 7273.
Military aircraft requesting circuit/landing 24hr
10/28 4600′ ASPH/SLD. PCN 8/F/D/
PNR. Available Mon-Thu 2130-0630Z, Fri
850(123PSI)/U. TODA 10 4797′. TODA 28
2130-0230Z, public holidaysexcluded. Call Apt
administration.
Bird hazard (kite hawks) exist. Daylight hr con-
Due to proximity of Navy restricted areas, NWX
centrated around Twy and Rwy intersection.
and TSX should be included when checking
NOTAM. This AD is a Security Controlled Airport.
Aircraft movements confinedto runways and Jundah
apron only. 476′ YJDA JUN +10:00 S24 49.9 E143 03.9
Water hazard exists on Rwy surface after Apt Administration 04 2479 1449, 07 4658
heavy rain. 6900. ARO 04 5988 5797.
Significant animal hazard exists on airfield. 01/19 4462′ ASPH/SLD. Unrated. RL. Pilot
Recommend join crosswind and overfly to Controlled Lighting.
assess and minimise animal hazard on Rwy.
All RWS, RESA and Trans Apchand DEP Jundee
layers infringed by dense vegetation. 1845′ YJUN +08:00 S26 25.3 E120 34.6
NOISE ABATEMENT PROCEDURES Apt Administration 08 6188 2111; jwal-
1. Helicopter circuit Ops to Rwy 15/33 should ford@nsrltd.com. ARO H24 0439 390 313.
be conducted to the W of Rwy 15/33. 08/26 6873′ GRVL/SLD. PCN 16/F/A/
2. Helicopter circuit Ops to Rwy 08/26 should 931 (135PSI)/U. TODA 08 7070′. TODA 26
be conducted to the S of Rwy 08/26. 7070′. RL. Pilot Controlled Lighting.
3. Avoid overflight of Wreck Bay, Jervis Bay Vil- PPR.
lage and Her Majestys Australian Ship (HMAS) PPR from AD Operator.
Creswell. Mine Site 023 Mag 3.5NM. Do not overflying
All Acft operating in R453, R452 and R495 mine to NE below 3000'.
when Acft are not subject to an ATS from Aircraft above 12,566lbs (5700KG) maximum
Nowra ATC and operating subject to the condi- take-off weight are to use the turning nodes.
tions imposed by Navy Fleet HQ, Potts Point, Transitional Surface infringed by 4.8' tall fence
NSW. located 75m either side of Runway Centre Line
for full length of Rwy.
AUSTRALIA
Transitional Surface may be infringed by Acft taxiing from Bays 1, 2, 3 and 3A Rqd to
6.5'due to tailplane of Acft parked on apron. use minimum thrust when departing to reduce
Jet A-1. jet blast.
All non-RPT, Exc diversions, requiring Prk on
Kadina the RPT Apn or GA E require 24hr PN to the
138′ YKDI +09:30* S33 58.2 E137 39.6 AD Opr.
Apt Administration 08 8828 1200; Fax 08 8821 All Twy Exc Twy B not Avbl to Acft Abv
2736. 12,566lbs (5,700kg).
05/23 3937′ GRAVEL. Unrated. RL. Pilot Con- GA N not Avbl to Acft Abv 12,566lbs (5,700kg).
trolled Lighting. GA E not Avbl to Acft Abv 12,566lbs (5,700kg)
Kalbarri Exc when utilising Bay 6 via designated
515′ YKBR KAX +08:00 S27 41.5 E114 15.6 lead in and lead out lines.
Apt Administration 08 9934 1202; ceo@north- GA Apn tie-downs rated to maximum 2205lbs
ampton.wa.gov.au. ARO 0427 341 205, 0429 (1,000kg).
341 203. All Code C Acft and Abv must use turning
18/36 5249′ ASPH/SLD. PCN 15/F/A/ nodes on Rwy 11/29 when executing 180 Deg
1100 (160PSI)/T. TODA 18 5446′. TODA 36 turns.
5446′. RL. Pilot Controlled Lighting. GA Prk marked by green lines is Pvt Prk only.
Animals (kangaroos) in vicinity of airport. Non approved Acft Prk in these areas may be
removed at the owner's expense.
Hang gliding OPS NE of Kalgoorlie/Boulder at
Kalgoorlie-Boulder Lake Perkolilli, Kunalpi - S30 34 22.85 E121 42
1203′ YPKG KGI +08:00 S30 47.4 E121 51.40.
27.7 Weather balloon launch approximately 2315
Apt Administration airport.man- from 3117' (950m) West Northwest of airport.
ager@ckb.wa.gov.au. airport.opera- Launches may occur at other times.
tions@ckb.wa.gov.au. ARO H24 0417 909 506. Fuel callout fees apply. 24 hours Avgas carnet
AWOS H24 (AWIS) 08 6216 2619. Apt Man- card browser.
ager 08 9021 0990. Ground Services Mobile This AD is a Security Controlled Airport.
0409 194 840. F-4, Jet A-1.
11/29 6562′ ASPHALT. PCN 42/F/A/
1410 (205PSI)/T. TODA 11 6758′. TODA 29 Kalkgurung
6758′. RL. Pilot Controlled Lighting. 652′ YKKG KFG +09:30 S17 25.9 E130 48.5
18/36 3937′ ASPHALT. PCN 9/F/A/ Apt Administration 08 8974 5801; opera-
1000 (145 PSI)/T. TODA 18 4134′. TODA 36 tions@vicdaly.nt.gov.au. On Call Emergency 08
4134′. RL. Pilot Controlled Lighting. 8975 0790. ARO On Call 0428 035 444.
ATND SKD 2300-1100Z, O/T 30 Min PNR. 03/21 4101′ ASPH/SLD. Unrated. TODA 03
Bird hazard exists, pink and grey galahs and 4298′. TODA 21 4298′.
Australian ravens year round. 13/31 3136′ GRAVEL. Unrated. TODA 13
3235′. TODA 31 3235′.
AUSTRALIA
All Acft to make MAX radius MIN speed turns at 06/24 3720′ GRAVEL. PCN 4/F/C/
Rwy turning nodes only. 730(106PSI)/U. TODA 06 3917′. TODA 24
3917′. PORT-RL.
Kalumburu
15/33 4541′ BITU/SLD. PCN 8/F/C/
95′ YKAL +08:00 S14 17.3 E126 37.9 730 (106PSI) /U. TODA 15 4787′. TODA 33
Apt Administration 08 9161 4333; On Call 08 4737′. PORT-RL.
9161 4064, 08 9161 4342. Concentrations of birds and wallabies in vicinity
10/28 3707′ ASPH/SLD. UNRATED. TODA 10 of AD.
3806′. TODA 28 3806′. PORT-RL. Prior approval is requested for sealed Apn
PPR. ATND SKD 24 hr PNR. Prkg.
PPR Superintendent, Kalumburu Mission. All turns to be Max radius, Mim speed.
Possibility of stock on movement area. All 180 deg turns for Acft above 12566 lbs
F-4. (5700kg) MTOW use Rwy End only.
Apn edge taxilane from Twy A, Max wingspan
Kambalda
95' (29M) Acft access to Bay 1-3.
1059′ YKBL +08:00 S31 11.4 E121 35.9
Twy B and Apn edge taxilane to Bay 4 limited
ARO H24 0447 129 801, 08 9080 2111. Apt to Max SF34 Acft.
Manager 0447 129 801, 08 9080 2111. Apt
RPT Apn Prkg Bays 1 and 2 (B712,E170, F100,
Operator wco@coolgardie.wa.gov.au.
DH8D).
16/34 5905′ GRAVEL. PCN 20/F/A/
RPT Apn Prkg Bay 3 (DH8D, DH8C, SF34) and
724(105PSI)/T. TODA 16 6102′. TODA 34
Bay 4/4A (SF34).Itinerant Acft Prkg in GA area,
6102′.
W of sealed Apn via Twy B and C.
Days.
Except in emergency, sealed Apn Prkg by non
PPR from AD Operator. RPT Acft may incur Prkg fee unless by prior
All Acft Abv 12566lb (5700kg) must turn at turn- arrangement.
ing nodes. This AD is a Security Controlled Airport.
Idle power must be used by all Acft on the Fuel not AVBL.
apron except when increasing to breakaway
ABN.
thrust.
Parachute jumping in vicinity of AD Sat, Sun Karara
and public holidays. 1019′ YKAR +08:00 S29 13.0 E116 41.2
Kangaroo I (Kingscote) Apt Administration 08 9480 8700; Fax 08 9480
8799. ARO On Call 0438 926 212. Apt Man-
24′ YKSC KGC +09:30* S35 42.8 E137 31.3
ager 0448 075 875, 08 6298 2410.
Apt Administration 08 8553 4500; kiair-
12/30 4593′ ASPH/SLD. PCN 39/F/A/
port@kicouncil.sa.gov.au. ARO H24 0407 715
1415(205PSI)/T. TODA 12 4790′. TODA 30
363. AWOS H24 (AWIS) 08 8150 3806. Apt
4790′. PORT-RL. Pilot Controlled Lighting.
Operator 08 8553 4532.
Restricted Ops, PPR from AD Opr.
01/19 5955′ ASPHALT. PCN 38/F/C/
1100 (160PSI)/T. TODA 01 6152′. TODA 19 CAUTION: intermittent blasting and associated-
6152′. RL. PORT-RL. Pilot Controlled Lighting. potential fly-rock at Karara mine site located
approximately 5.0-8.0NM ENE of ARP.
AUSTRALIA
All Acft Abv 12566lbs (5,700kg) MTOW to Rwy 08 Right-Hand Circuit.

make MAX radius, Min speed turns at turning At least 72 hr PNR required, in writing, to the
nodes only. Council, by Mil Acft and non-RPT Acft for Prk
on main RPT Apn positions or for pavement
Karlawinda Mine
concessions.
1928′ YKWA +08:00 S23 46.9 E120 08.1
Twy A notAvbl to Acft Abv 176,370 lbs (80,000
Apt Administration 08 9212 4600; Fax 08 9212 KG) MTOW.
4699; nmitchell@capmet.com.au. Apt Manager
Aircraft Abv 26,676 lbs (12,100KG) required
H24 0423 141 604.
pavement concessions to use Twy C, D, G, H
01/19 6562′ ASPHALT. PCN 28/F/A/ and K.
1100(160PSI)/T. TODA 01 6758′. TODA 19
Taxiways C, D, H, J North of Twy K to Bristow
6758′. PORT-RL.
and Woodside Apron Avbl to Heli Acft only.
PPR. Days only.
GA Apn tie downs rated to Max 125,66lb
PPR. Days only. (5,700kg).
1. All fixed wing ACFT ABV 5,700KG must GA Apn active tie downs designatedby white
make MAX RAD turns at MNM speed at turn markings with a red stripe.
pads to avoid SFC damage.
GA Apn decommissioned tie downs designated
2. All ACFT to follow APN markings. by a solid red marking.
3. All jet ACFT to use idle power for movements Non RPT Acft with wing span greater than 66'
on the APN with the exception ofbreakaway (20 m), at least 24 hour PNR for Prk on GA
thrust to initiate taxi. Apn.
4. RWS not available for flight operations.Cau- 48hr PNR for all Acft above 125,66lb (5,700kg)
tion: Newman (YNWN) AD 28NM to NW. and for all pavement concessions.
YNWN PROCS overlay and ADJ to PROCS at
Acft Abv 15,432 lbs (7000 kg) are required to
YKWA.
taxi on centerline of Rwy and turn at turning
Blasting at 0500 UTC on intermittent days - nodes.
MAG BRG 293 DEG 2.43NM FM ARP. CTC
Bird and animalhazard exists.
Blast Controller 0433 050 874.
Twy F 75' (23 m) wide with lighting set at 98'
Karratha (30 m).
33′ YPKA KTA +08:00 S20 42.7 E116 46.4 LandingAcft to remain on Twr Freq until vaca-
Apt Administration 0417 904 053. ARO 0408 ted Twy F and then monitor ground unless
611 909; H24 0418 799 460. ATC 08 9186 instructed otherwise.
8921; karratha.tower@airservicesaustralia.com. This AD is a Security Controlled Airport.
ATIS 08 9186 8923. AWOS H24 (AWIS) 08 For airside gate code contact Airport Manage-
6216 2620. Apt Manager 08 9186 8507. ment Office or AD Duty ARO.
Ground Services 08 9185 2015; Mobile 0417 Outside Twr hr circuit direction Rwy 08 right
831 341, 0499 747 727; Fax 08 9185 6170. hand, Rwy 26 left hand.
08/26 7480′ ASPHALT. PCN 53/F/B/ Outside Twr hr, fixed wing Acft should remain S
1500 (218PSI)/T. TODA 08 7677′. TODA 26 of RWY 08/26 on base circuit.
7677′. MIRL. PORT-RL. Pilot Controlled Light-
Extensive Helicopter Ops conducted to N of
ing.
AD.
AUSTRALIA
ATC may process simultaneous same direction Kempsey

independent Ops on Rwy 08/26 and Twy F asa 54′ YKMP KPS +10:00* S31 04.5 E152 46.2
Helicopter Landing Site, with the following con- ARO H24 0428 687 258. AWOS H24 (AWIS)
ditions: 02 9353 6430. Apt Manager 02 6566 3200.
a. In VMC, by day. Ground Services 0413 003 808.
b.Btwn helicopters and single/twin engined pro- 04/22 5390′ ASPHALT. PCN 14/F/B/
peller aircraft. 1500 (218 PSI)/T. TODA 04 5587′. TODA 22
c. Rwy centerline and Twy are spaced at 656' 5587′. RL. Pilot Controlled Lighting.
(200m). ATND SKD H24.
d. Pertinent traffic will be issued. Significant increase in animal hazard (Eastern
e. Both Acft will be on the same Freq. Grey Kangaroo) within AD vicinity. Bird hazard
F-4, Jet A-1. (magpies) exists mid field Rwy 04/22.
Fire 6 Mon, Wed, Thu, Fri 2300-1125Z, Tue Twy C, C1, D, & E not Avblto Acft Abv 12566lb
2300-1145Z, Sat 0030-0915Z, Sun (5,700 kg) MTOW and wingspan greater than
0700-1125Z. 49' (15 m).
GA aprons not Avbl to Acft Abv 12566lb (5,700
Karumba kg) MTOW and wingspan greater than 49'(15
18′ YKMB KRB +10:00 S17 27.3 E140 49.9 m).
Apt Administration 07 4745 2200; Fax 4745 If requesting ARO to conduct wildlife check
1340. ARO H24 0427 117 765. Ground Serv- prior to OPS.
ices H24 07 4745 1615; normantonrefuel- PJE Ops within 5NM HJ. Ctc AD Opr for addi-
ling@bigpond.com. tional info.
03/21 4521′ ASPH/SLD. PCN 9/F/B/ F-4, Jet A-1.
900(131PSI)/U. TODA 03 4718′. TODA 21
Kerang
ATND SKD H24. 255′ YKER KRA +10:00* S35 45.1 E143
Bird hazard exists particularly early morning56.4
and late afternoon. Apt Administration 03 5450 9333; Fax 5450
This AD is a Security Controlled Airport 3023.
F-4. 05/23 2270′ SAND. AUW-13/0.4000 MPa,
UNRATED. TORA 05 2267′. TORA 23 2267′.
Katanning LDA 05 2267′. LDA 23 2267′. TODA 05 2464′.
932′ YKNG +08:00 S33 42.0 E117 39.2 TODA 23 2464′. ASDA 05 2267′. ASDA 23
Apt Administration 08 9821 9999; Mobile 0409 2267′.
891 645; Fax 08 9821 9998. 14/32 3501′ ASPHALT. AUW-13/0.4000 MPa.
07/25 4921′ ASPH/SLD. AUW-13/0.8000 MPa. TODA 14 3697′. TODA 32 3697′. RL. Pilot Con-
TODA 07 5118′. TODA 25 5118′. RL. Pilot Con- trolled Lighting.
trolled Lighting. F-3, Jet A-1.
13/31 2953′ GRAVEL. AUW-13/0.8000 MPa.
Kidston
TODA 13 3150′. TODA 31 3150′.
1710′ YKID +10:00 S18 52.2 E144 10.4
AUSTRALIA
Apt Administration 04 3906 5926. ARO 07 4062 Twy B width 49'(15 m), gravel.
4100, 07 4062 4157; On Call 04 2430 0434. Twy D width34'(10.5 m), gravel.
03/21 4101′ SAND. Rwy 03 Land prior permis- This AD is a Security Controlled Airport.
sion only. Rwy 21 Land prior permission only. Jet A-1.
PPR with 48 hr PN for all Ops except medical
emergencies. Kingaroy
Acft must avail of full Rwy upon Ldg in either 1492′ YKRY KGY +10:00 S26 34.8 E151
direction. Acft turn at Rwy endsonly. 50.5
Apt Administration H24 07 4189 9100; Fax 07
Kimba 4162 4806. AWOS H24 (AWIS) 07 3564 3720.
763′ YIMB +09:30 S33 05.4 E136 27.9 Ground Services 07 4162 2629.
Apt Administration 08 8627 2026. ARO 8627 05/23 4275′ GRASS. Unrated. TODA 05 4472′.
2026; On Call 0428 515 002. TODA 23 4472′.
03/21 5184′ GRVL/SLD. TODA 03 5381′. TODA 16/34 5249′ ASPHALT. PCN 11/F/B/
21 5381′. RL. PORT-RL. Pilot Controlled Light- 800 (116 PSI)/T. TODA 16 5446′. TODA 34
ing. 5446′. RL. PORT-RL. Pilot Controlled Lighting.
15/33 3648′ CLAY/SAND. TODA 15 3845′. Rwy 34 Right-Hand Circuit.
TODA 33 3845′. PORT-RL. ATND SKD H24.
King I CAUTION: Glider operations SR-SS. Simulta-
132′ YKII KNS +10:00* S39 52.6 E143 52.7 neous operations from glider strip marked with
pink tires, parallel to Rwy 16/34.
Apt Administration airport@kingis-
land.tas.gov.au. ARO 03 6462 1499, 03 6462 Wildlife hazard (kangaroos) in vicinity of Rwy
9000. AWOS H24 (AWIS) 03 6283 8603. 16/34.
Ground Services 1300 457 467. Where possible, Acft should conform to estab-
10/28 5200′ ASPH/SLD. PCN 15/F/C/ lished Rwy direction in use. Join circuit for Rwy
1050(152PSI)/U. TODA 10 5397′. TODA 28 16/34 in downwind position or upwind along
5397′. RL. Pilot Controlled Lighting. Rwy 16/34 to avoid glider circuit.
17/35 3625′ GRAVEL. PCN 10/F/C/ If use of a crossing Rwy is operationally neces-
580(84PSI)/U. TODA 17 3822′. TODA 35 3822′. sary, a wide circuit to join a long final clear of
PORT-RL. established circuit traffic is advised. On depar-
ture, maintain Rwy heading until clear of other
Rwy 17/35: 311' (95 m) N end and 137' (42 m)
traffic.
S end sealed.
Noise Abatement Procedures: Noise abatement
ATND SKD H24.
plan in place. For a copy please email:
Bird hazard exists. Periods of increases activity info@southburnett.qld.gov.au.
will be advised by NOTAM.
Gliders operate from within Rwy strip when
VHF transmissions of taxiing Acft may be sub- using Rwy 05/23. Glider/tug circuitson glider
ject to GND shielding. Extreme cautionmust be strip 16/34 to W, other Acft circuits to E. Glid-
exercised. ers/tugs right hand circuits glider strip 16.
Code C Acft limited to use Twy C width 49'(15 AVGAS H24 Cardswipe Bowser (MC and V
m). credit cards only). Other services phone for
Twy C and Air Transport Apn bitumen sealed. details.
AUSTRALIA
Model Acft operate within 1640' (500m) radius minimum speed at all turning nodes to avoid
of Psn S26 29 48.0 E151 54 30.00 Brg 024 Sfc damage.
Mag 6.3NM from Kingaroy AD (YKRY), surface All jet ACFT to use idle Pwr for movements on
to 1000' AGL. the Apn with the exception of breakaway thrust
F-4. to initiate taxi. Acftthat cannot comply with this
restriction must advise the AD Opr prior to
Kingscote see Kangaroo I departure.
Kingsford Smith see Sydney All fixed wing Acft Abv 12566lb (5700kg) must
make MAX radius turns at MNM speed at all
Kondinin turning nodes.
965′ YKDN +08:00 S32 28.0 E118 16.2 Jet A-1.
Apt Administration Fax 08 9889 1197;
enquires@kondinin.wa.gov.au. ARO 08 9889 Kowanyama
1006. 35′ YKOW KWM +10:00 S15 29.1 E141
18/36 4183′ GRAVEL. RL. Pilot Controlled 45.1
Lighting. Apt Administration 07 4060 5170, 07 4060
HN Rwy 18/36 Lgth 3527' (1075m). 5251; On Call 07 4060 5182; Fax 07 4060
5256. ARO 07 4083 7160; On Call 0457 719
Kangaroo hazard exists.
203. AWOS H24 (AWIS) 07 3564 3721. Ground
Operations allowed include Royal Flying Doctor Services 0457 719 203, 07 4083 7160; Fax 07
Service, private pilots including cropdusters and
4060 5256.
occasional flight training. Acft above 12566 lbs
12/30 4528′ ASPH/SLD. PCN 6/F/B/
(5,700 kg) MTOW not permitted.
850 (123PSI)/T. TODA 12 4724′. TODA 30
Operate 24 hr in case of Royal Flying Doctor 4724′. RL. PORT-RL. Pilot Controlled Lighting.
Service.
ATND SKD Mon - Fri, 2200-0900Z except
Koolan Central see Koolan Island public Hol.
Birds and wallabies in vicinity of AD.
Koolan Island (Koolan Central)
540′ YKLC KCI +08:00 S16 07.5 E123 44.1
Fuel not avbl Sat-Sun except for Royal Flying
Apt Administration 08 9423 0858, 08 9426 Doctor Service Medavac. After Hours call-out
7500; ki.aerodrome@mgx.com.au. ARO 0435 fee applies Mon-Sun and Public Holidays.
009 670.
Jet A-1.
11/29 6890′ ASPH/SLD. PCN 39/F/A/
1400 (203PSI)/T. TODA 11 7087′. TODA 29 Kubin
7087′. RL. Pilot Controlled Lighting. 15′ YKUB +10:00* S10 13.6 E142 13.4
CAUTION: High density VFR Ops - refer ERSA Apt Administration 0427 415 122, 07 4034
GEN SP-12. 5700; Fax 4069 1868. ARO 07 4083 2400.
PPR from AD Opr 24hr. 11/29 3281′ SLD. UNRATED. LDA 11 3084′.
Marshalling provided for all Acft Abv 12,566lbs LDA 29 3084′.
(5,700kg). Bird and animal hazard exists.
Rwy 11/29: All fixed wing Acft Abv 12,566lbs RESTRICTED OPS: PPR from AD OPR
(5,700kg) must make maximum radius turns at This AD is a Security Controlled Airport.
AUSTRALIA
Kununurra F-4, Jet A-1.

145′ YPKU KNX +08:00 S15 46.7 E128 42.4
Lake Cargelligo
598′ YLCG +10:00* S33 16.7 E146 22.1
1904; airports@swek.wa.gov.au. ARO H24
0439 930 373. AWOS H24 (AWIS) 08 6216 Apt Administration 02 6895 4444.
2621. Apt Manager 08 9166 2501. Ground 05/23 3937′ GRAVEL. AUW-13/0.4000 MPa.
Services 08 9168 1210, 08 9168 1810; On Call TODA 05 4134′. TODA 23 4134′. RL. Pilot Con-
0419 900 813; Mobile 0418 847 269; Fax 08 trolled Lighting.
9168 1026. 12/30 2884′ CLAY/GRAS. UNRATED. TODA
12/30 6001′ ASPHALT. PCN 40/F/C/ 12 3081′. TODA 30 3081′.
1200 (174 PSI)/T. TODA 12 6197′. TODA 30 Model Acft Ops from sunrise to sunset 1.5NM S
6197′. RL. Pilot Controlled Lighting. of ARP up to 400' AGL.
Lake Evella
48 hrs PNR to Apt manager for parking Acft
278′ YLEV LEL +09:30 S12 29.9 E135 48.3
above 12,566 lbs (5,700kg) MTOW.
Apt Administration Mobile 0427 280 741.
Birds - high concentration of birds in vicinity of
AD from 1 hr before to 1 1/2 hrafter sunrise and 08/26 3494′ ASPH/SLD. UNRATED. TODA 08
from 1 hr before to 1/2 hr after sunset. Concen- 3691′. TODA 26 3691′. PORT-RL.
tration move from roosting areas 1NM S of AD This AD is a Security Controlled Airport
to feeding areas N of AD along Ord River
Latrobe Valley
catchment area.
180′ YLTV TGN +10:00* S38 12.4 E146
areas N of AD along Ord River catchment area.
28.2
Twy D, E, F, G and Twy C, W of Twy A not Avbl
to Acft above 12,566 lbs (5,700kg) Warrant
5777, 0409 436 287. ARO 0408 038 285.
Officer permission.
Twy A, B and adjoining section of Twy C Avbl Services 03 5174 2591, 0408 038 285.
up to code C Acft.
03/21 4692′ ASPH/SLD. AUW-49. TODA 03
Acft above 22,000 lbs (10,000 kg) MTOW are 4888′. TODA 21 4888′. RL. Pilot Controlled
required to use turning nodes for 180 deg turns. Lighting.
Acft below 22,000 lbs (10,000 kg) MTOW are 09/27 3015′ GRAVEL. TODA 09 3209′. TODA
requested to use max radius turns to avoid 27 3209′.
pavement damage.
ATND SKD H24.
Quarantine area - 48 hr PN request for entry
AD not available to Acft available 12566lb
from interstate for quarantine checks. Tel: 08
(5,700kg) without prior permission.Prior notice
9168 7354, Fax: 08 9168 7333.
required for parking acft exceeding 12566lbs
All Acftmovements restricted to designated (5,700kg) MTOW.
Rwy, Twy, Apn and GA areas only.
Acftabove 12566lbs (5,700kg) may only use
This AD is a Security Controlled Airport. central sealed TWY.
All pilots and operators must possess and dis- A 70ft (21.4m) wingspan limit applies for Acft
play a current Aviation Security Identification using main apron parking position guideline
Card (ASIC) when airside. when Acftare parked on the GA apron parking
AUSTRALIA
positions adjoining the main apron. Pilots to b. The aerodrome is uncontrolled, including the
exercise caution. airspace from SFC to 8,500FT AMSL. All oper-
GA apron not available to Acft with wingspan ations on the aerodrome surface (including
greater than 39ft (12m). takeoff) and in the airspace SFC to 8,500FT
Due to RWY levels, Acft may not be sighted on AMSL are at pilotdiscretion.
opposite ends of Rwy 03/21. Model Acft Opr at Psn S41 48 30.00 E147 17
Night circuits not permitted between 48.00 (Valley Field) Brg 152 Mag 16NM from
2200-0600LT. Launceston AD Sfc to 1,500' AGL.
Grass Rwy right hand circuit, when take-off to This AD is a Security Controlled Airport.
SW. Instrument approach training at Apt. Practice
From sunset to sunrise animal hazard (kanga- approaches to the non-duty Rwymay be subject
roos) exists. to extensive delays.
Bird hazard exists. All acft planning training during TWR HR RQ
prior ATC approval. Pilots should book a slot
PJE operations HJ Saturday, Sunday and
online at www.tas.bookawk.com.Practice
public holidays overhead AD.
approaches to the non-duty runway may be
F-4, Jet A-1. subject to extensive delays.
Launceston All acft planning AWK other than circuit training
562′ YMLT LST +10:00* S41 32.7 E147 12.8 or instrument approach training should coordi-
nate via phone with Launceston Tower prior to
operating
8580. ATIS H24 03 6391 6969. ATS 03 6391
6992, 03 9235 2012. AWOS H24 (AWIS) 03 F-4, Jet A-1. JASU.
6283 8604. Ground Services 03 6391 8341. ABN. Fire 7 2015-1200Z.
14R/32L 6499′ ASPHALT. PCN 42/F/C/ Laverton
1400 (203 PSI)/U. TODA 14R 6696′. TODA 32L
1530′ YLTN LVO +08:00 S28 36.8 E122
6696′. HIRL. HIALS 32L. Pilot Controlled Light-
25.4
ing.
Apt Administration 08 9031 1202; laverton.air-
Bird hazard exists:
pot@amsaustralia.com. ARO H24 0427 520
a. Flocks of Forest Ravens prevalent on AD in 600. AWOS H24 (AWIS) 08 6216 2622.
the spring lambing season.
07/25 5905′ ASPHALT. PCN 24/F/A/
b. Daylight and nocturnal hazard from Masked 1000(145PSI)/T. TODA 07 6102′. TODA 25
Lapwing and Banded Lapwing on AD from APR 6102′. RL. Pilot Controlled Lighting.
to the end of JUL.
16/34 3015′ DIRT. TODA 16 3212′. TODA 34
c. Flocks of common starlings prevalenton and 3212′.
around AD from MAY to the end of OCT.
ATND SKD 1hr PNR. Ctc to ARO 24 hr.
Outside Twr operating hours all pilots are
Parking Bay 1 restriction: refuelling, passenger
required to broadcast their intentions on CTAF
transfer and Emerg Ops only.
before operating on Rwy.
Parking Bay 2 restriction: taxi out for F100/
Outside Twr and App operating hours:
B463, Bay 1 requires to be vacant.Twy B, Bay
a. CTAF procedures apply to all aircraftoperat- 3, Bay 4 not Avbl for Ngt Ops.
ing in the vicinity of the aerodrome.
AUSTRALIA
Acft to make 180 Deg turns on Rwy atMax Civil Apron parking restrictions: RPT apron not
radius, Min speed. AVBL to Acft above code 4C. Bays 1, 2 and 3
Jet A-1. not AVBL for overnight parking without appro-
val. Non RPT Acft code B and under, park on
Learmonth Apt of Entry GA apron, 24HR PNR with PPR.
19′ YPLM LEA Mil. +08:00 S22 14.1 E114 Civil Acft not permitted to use TWY A between
05.3 TWYs E, F or G. Civil Acft above 220462 lbs
Apt Administration 08 9949 3000, MIL: 08 9571 (100000kg) MTOW not permitted to use RWY
7888; Fax 08 9949 3050; for 180 turns, TWY turning loops must be used
MIL:pea.abcp@defence.gov.au. ARO 08 9949 - TWYs E, A and B, or TWYs F, A and C or
1326; Mobile 0407 494 419; Fax 08 9949 1840; TWYs H or K.
aro@exmouth.wa.gov.au. AWOS H24 (AWIS) All RPAS requests and enquiries are to be sent
08 6216 2623. Ground Services 08 9949 1590, to adf.airspace@defence.gov.au with at least 5
MIL: 0429 450 662; Mobile 0417 955 167. business days PN. OPS are subject to MIL
18/36 9997′ ASPH/CONC. PCN 43/F/A/ OPS and may be restricted or cancelled at any
1750 (254PSI) /T. TODA 18 10997′. TODA 36 time.
10997′. HIRL. HIALS 18. Pilot Controlled Light- Due to sensitive instrumentation associated
ing. within a solar observatory position (Brg 042
Erosion within Rwy strip east side of Rwy Deg Mag/1.2 NM from Learmonth ARP), Acft
18/36, north of Twy W. are to avoid low level overflight of that site.
Customs. Normal circuit height OPS permitted.
CAUTION: Restraining link situated N side of YPLM not tobe used on AFTN.
Twy Kilo 10ft square x 3ft deep with 230mm Noise Abatement Procedures: Due to MIL
steel ring. domestic areas position 22 14 31 S 114 04 59
Civil Acft 24HR PNR. A movement request E (Brg 210 Deg Mag/0.32NM from Learmonth
must be submitted to the Shire of Exmouth, ARP) Acft are not to overfly that area.
Duty Apt reporting officer via ARO phone, after Security Controlled Airport.
hours via ARO mobile, fax or email. Movement Weather balloon launch approximately 1115,
request form 2315 Zulu from 0.5NM (1 km) East airport.
www.exmouth.wa.gov.au/aviation-services/lear- Launches may occur at other times.
month-airport/pilot-information.aspx. Civil Refueller: JET A1 - dedicated tanker truck.
Charter General Aviation OPS require 24HR Normal hr: 0730 - 1630. After hours fee applies.
PNR. ARO or Ground Handling agent to be PNR.
present. No General Aviation OPS outside the Jet A-1, JP-8.
HR of 0800-1600LT, except Royal Flying
Doctor Service (RFDS) FLT or by prior arrange- Leigh Creek
ment. 856′ YLEC LGH +09:30* S30 35.9 E138
Animal and increased bird hazard exists. Aus- 25.5
tralian bustards within the runway strip. Migra- Apt Administration 0457 200 087, 0488 752
tory birds around AD. 175, 08 8675 2126; Fax 08 8648 5971. AWOS
GA apron AVBLto code B Acft only. H24 (AWIS) 08 8150 3807. Ground Services
0412 602 447.
AUSTRALIA
02/20 3999′ ASPH/SLD. UNRATED. TODA 02 Avoid heavy braking where possible due to
4196′. TODA 20 4196′. wearing Sfc.
Rwy 02 Right-Hand Circuit. Acft must follow lead in lines:
11/29 5610′ ASPH/SLD. PCN 11/F/A/ a) B712/F100/Q400 - use lead in/out line A.
580 (84 PSI)/U. TODA 11 5807′. TODA 29 b) F70/DH8C/E120/B190/M23 - use lead in/out
5807′. RL. Pilot Controlled Lighting. line B.
Rwy 29 Right-Hand Circuit. 180 Deg turns on Rwy must be at Min speed
ATND SKD H24. and Max radius within the Rwy turningnodes.
Increased animal hazard (kangaroos and Jet A-1.
emus) within AD boundary due pending fence
upgrade. Leongatha
Unlit mast 958', 984' (300m) SW of Rwy 11 Thr. 263′ YLEG +10:00* S38 29.7 E145 51.6
Rwy 02/20 night take off and landings not per- Apt Administration 03 5664 3288, 0408 515
mitted. 475.
100 octane, Jet A-1. 04/22 3032′ PAVED. AUW-13/0.4000 MPa.
TORA 04 3031′. TORA 22 3031′. LDA 04 3031′.
ABN.
LDA 22 3031′. TODA 04 3228′. TODA 22 3228′.
Leinster ASDA 04 3031′. ASDA 22 3031′.
1631′ YLST LER +08:00 S27 50.6 E120 Rwy 04 Right-Hand Circuit.
42.2 18/36 2195′ GRAVEL.
ARO 0460 024 827; H24 08 9026 5067; lein- Rwy 36 Right-Hand Circuit.
steraerodrdome@bhp.com. AWOS H24 (AWIS) PPR.
08 6216 2624. Apt Manager 0450 031 931; PPR for visiting aircraft.
joseph.buchanan@bhp.com. Ground Services
Ops to N of AD to be by day and VMC only.
H24 08 9026 5067.
Intensive low level agricultural training within
10/28 5905′ BITU/SLD. PCN 25/F/A/
5NM radius.
950 (138 PSI)/T. TODA 10 6102′. TODA 28
6102′. RL. Pilot Controlled Lighting. Gliding ops days Sat, Sun and public holidays.
Ops within runway strip. Wire launching.
Unmaned bulk fuel facility complete with
PPR. ATND SKD PPR.
Compac OPT.
PPR for all operations. Contact via email.
F-3, Jet A-1.
Acft must avoid overflying Rockys Reward Pit Leonora
(Brg 353/3.23NM from AD) below 3,000' AGL 1217′ YLEO LNO +08:00 S28 52.7 E121
due blasting. 18.9
Acft must be at taxiing speed when turning into Apt Administration 08 9037 6044; Mobile 0427
and out of Twy/Rwy. 763 395, 0428 376 154, 0457 376 454; Fax 08
Acft above 12,566 lbs (5,700 kg) must taxi off 9037 6295. AWOS H24 (AWIS) 08 6216 2625.
Rwy centerline and roll past Twy/Rwy intersec- Ground Services 0427 763 395, 0428 376 154,
tion until taxiing speed has been achieved. 08 9037 6044.
AUSTRALIA
04/22 6621′ ASPH/SLD. PCN 24/F/A/ 04/22 2405′ GRAVEL. AUW-13/0.6000 MPa.
1000 (145 PSI)/T. TODA 04 6818′. TODA 22 TODA 04 2602′. TODA 22 2602′. PORT-RL.
6818′. RL. Pilot Controlled Lighting. 10/28 4941′ ASPH/SLD. AUW-13/0.6000 MPa.
12/30 3740′ GRAVEL. AUW-13/0.7000 MPa. TODA 10 5138′. TODA 28 5138′. RL. PORT-
TODA 12 3937′. TODA 30 3937′. RL. Pilot Controlled Lighting.
Aircraft above 12566 lbs (5700 KG) must use ATND SKD H24.
full length and turning nodes. Bird and animal in vicinity of airport.
AWIS request 1 second transmit pulse to acti- Mining claim post 0.5NM from Rwy 22.
vate. This AD is a Security Controlled Airport.
This AD is a Security Controlled Airport. Jet A-1.
All aircraft- Turns on RWY or at turning nodes
must be at minimum speed and max radius. Lismore
F-4, Jet A-1. 35′ YLIS LSY +10:00* S28 49.6 E153 15.4
Apt Administration H24 02 6625 0500, 0409
Lethbridge 078 338; council@lismore.nsw.gov.au. ARO On
790′ YLED +10:00 S37 55.1 E144 06.1 Call 0412 666 902. AWOS H24 (AWIS) 02
Apt Administration 0429 354 717. 9353 6431. Ground Services 02 6621 6940, 02
10/28 3937′ PAVED. AUW-13. 6622 8806, 0412 666 902, 0422 441 277.
16/34 3281′ GRASS. AUW-13. 15/33 5404′ ASPHALT. PCN 11/F/C/
PPR. 1000 (145PSI)/T. TORA 15 5403′. TORA 33
5403′. LDA 15 5403′. LDA 33 5403′. TODA 15
Prior permisson required from aerodrome oper-
5600′. TODA 33 5600′. ASDA 15 5403′. ASDA
ator.
Animal hazard may exist.
PAL only operates PAPI and RTIL Sunrise-
Toassist with noise minimisation, pilots are Sunset.
encouraged to climb to altitude as quickly as
ATND SKD AVGAS 2200-0700Z, BH 1hr PNR,
possible after take-off, and if possible operate
AH PNR. JET A1 1hr PNR.
at a reduced engine RPM within the circuit
area. CAUTION: Horizontal Sfc significantly infringed.
Night circling.
Avoid overflying Lethbridge township at less
than 2,500' AMSL. Northern Twy and Apn not Avbl to Acft above
12566lbs (5700kg) MTOW.
In nil wind conditions preferred Rwy 28.
Unsealed pavement not Avbl to aircraft above
Rwy 16/34 unusable in wetconditions. Slope
7716 lbs (3500kg) MTOW.
level.
A farm located approximately 2953'(900m) from
F-4, F-6, Jet A-1.
the departure end of Rwy 15 and slightly left of
Lightning Ridge the extended centerline is a noise-sensitive
540′ YLRD LHG +10:00* S29 27.4 E147 area. Pilots should avoid turning over this loca-
59.1 tion and, if possible, maintain Rwy heading until
clear.
691 740; Fax 02 6828 1608. ARO 0417 691 Birds, flying foxes (bats) and kangaroo in vicin-
740. Ground Services 0418 862 100. ity of airport.
AUSTRALIA
All Acft movements restricted to designated Ctc AD Opr (MOB) prior tolanding to confirm
Rwy, Twy and Apn only. conditions.
This AD is a Security Controlled airport. Bird, machinery and livestock hazards exist.
Model Acft Opr within 1640' (500m) radius of Remain on centre of Twy and Rwy if wet.
Psn S28 50 30.00 E153 17 42.00 Brg 103 Mag AD in close proximity to YMLT CTR, check
2.2NM from ARP Sfc to 1000' AGL. CTR boundary.
Model Acft Opr within 3281' (1000m) radius of Nil fuel Avbl, except by special arrangement.
Psn S28 46 18.00 E152 51 54.00 Brg 267 Mag
21NM from Lismore AD Sfc to 2000' AGL. Longreach
F-4, Jet A-1. 627′ YLRE LRE +10:00 S23 26.0 E144 16.8
Apt Administration 07 4658 3766; info@lreair-
Lockhart River port.com.au. ARO 0419 414 895. AWOS H24
77′ YLHR IRG +10:00 S12 47.2 E143 18.3 (AWIS) 07 3564 3723. Apt Manager 0428 780
Apt Administration 07 4060 7121; Fax 07 4060 246. Ground Services 0417 624 422, 07 4658
7103; administration@lhrac.com.au. ARO H24 1520.
0427 574 333. AWOS H24 (AWIS) 07 3564 04/22 6352′ ASPHALT. PCN 24/F/C/
3722. 1200 (175 PSI)/T. TODA 04 6680′. TODA 22
12/30 4921′ ASPHALT. PCN 9/F/C/ 6745′. RL. PORT-RL. Pilot Controlled Lighting.
850(123PSI)/T. TODA 12 5118′. TODA 30 ATND SKD Mon-Fri, 2100-0700Z, AH PNR.
5118′. RL. Pilot Controlled Lighting. Bird hazard exists.
CAUTION: Transitional surface infringed by This AD is a Security Controlled Airport.
tree growth each side on SE end of Rwy.
F-4, Jet A-1.
Bird activity in vicinity of AD.
ABN.
AD is locked after hours and weekends. PNR to
ARO for access. Lord Howe Island Apt of Entry
Middle runway turns not available for arrival or
17′ YLHI LDH +10:30* S31 32.3 E159 04.6
departure aircraft, turns must be made at Apt Administration 02 6563 2066; On Call 02
threshold nodes only. Roll through required 6563 2221; Fax 02 6563 2127; administra-
except for taxiway entry or exits. tion@lhib.nsw.gov.au. AWOS H24 (AWIS) 02
F-4, Jet A-1. 9353 6432. Ground Services 02 6563 2135, 02
6563 2214.
Lombadina see Djarindjin
10/28 2913′ ASPHALT. PCN 10/F/A/
Longdown 1000(145PSI)/T. LDA 28 2575′. TODA 10
521′ YLGD +10:00* S41 41.5 E147 08.6 3110′. TODA 28 3110′. PORT-RL.
Apt Administration H24 03 6397 6500; Mobile Rwy 28 Right-Hand Circuit.
0427 976 500; geomills@bigpond.com. Days. ATND SKD 2100-0700Z, 2hr PNR. Cus-
15/33 3445′ GRASS. Unrated. toms.
Rwy 33 Right-Hand Circuit. CAUTION: Expect moderate to severe mechan-
ical (orographically induced) turbulence at low
Level with slight depressions at each end.
ALT in winds greater than 12kt in the S Sector
CAUTION: Turbulence from trees at N and S between 120 and 240 DEGand in the N Sector
Rwy ends. between 320 and 060 DEG.
AUSTRALIA
Because of the topography of LordHowe certain 08/26 3891′ GRAVEL. Unrated. TODA 08
wind conditions may generate severe turbu- 4088′. TODA 26 4088′.
lence in the approach to the Rwy and preclude 17/35 2802′ SAND/SILT. Unrated. TODA 17
a safe landing. The only safe course of action in 2999′. TODA 35 2999′.
such cases is to divert to a mainland airport.
The Bureau of Meteorology is not able to fore- Mackay
cast severe turbulence in all cases. The final 19′ YBMK MKY +10:00 S21 10.3 E149 10.8
responsibility for the safe conduct of a flight to Apt Administration 07 4957 0201. ARO 0407
Lord Howe rests with the pilot in command who 570 208, 0418 570 233; On Call 0419 757 117.
must considerthe possibility of a diversion to a ATC 07 4951 8431, 07 4951 8491. ATS 07
mainland airport should turbulence precludea 3866 3224. AWOS H24 (AWIS) 07 3564 3724.
safe approach. Ground Services 07 4957 3226; Mobile 0407
Confine operations to sealed surface. Limited 127 539.
Acft tie-down facilities available. 14/32 6499′ ASPHALT. PCN 57/F/C/
Pavement subject to disturbance by turning 1400 (203 PSI)/T. TODA 14 6696′. TODA 32
Acft. All turnsto be MAX radius. 180 DEG turns, 6696′. MIRL. Pilot Controlled Lighting.
all ACFT above 12,566 lbs (5700 Kg) MTOW Rwy 14 Right-Hand Circuit.
use nodes only. CAUTION: Runway Holding Position for Rwy
Individual pavement concessions must be sub- 14/32 from the Eastern GA apron is marked
mitted for all C130 OPS. PPR. along the western edge of the apron. On
Bird hazard may exist year round with approach to Rwy 14 in poor visibility, lighting
increased bird activity on approach Rwy 28 along section of Bruce Highway aligned N/S
between Sep and Mar. approximately 1.5NM west of AD may be mis-
Individual pavement concessions must be sub- taken for Rwy. Floodlighting towers up to 148'
mitted for all C130 Ops. PPR. (45m) AMSL on sporting fields in sector NE of
All GA flights PPR. MNM 24hr PN to AD Opr. AD. In condition of light mist or fog, high inten-
Further details Avbl at: www.lhib.nsw.gov.au. sity floodlight adjacent to short final on Apch
Rwy 14 may cause distraction.
Twy A - Code C, width 49' (15m), asphalt
sealed. Animal hazard exists year round with risk spe-
cies varying depending on weather
Regular Public Transport Apron - high strength
concrete pavers. conditions. Pilots should contact ATC or ARO
for real time wildlife hazard report.
a. Apr to Oct; increased masked lapwing activ-
Weather balloon launch approximately2315
ity.
from 1444' (440m) South of airport. Launches
may occur at other times. b. Jul to Jan; increased bush stone-curlew
activity.
Fuel: After hours call out fee will apply.
c. Increased bird activity during and post rainfall
F-4, Jet A-1.
and adverse weather events, including Austral-
Loxton ian white ibis, straw-necked Ibis, magpiegoose,
125′ YLOX +09:30 S34 28.5 E140 39.8 cattle egret and whistling duck.
Apt Administration 08 8584 8000. d. Increased bird activity between 0600-0900LT
and dusk daily as flocks transit between off-air-
AUSTRALIA
port sites, including Australian white ibis, straw- skids except with prior approval from Duty
necked ibis and magpie goose. Safety Officer, Ctc ARO.
e. Adverse weather increases risk from gulls, This AD is a Security Controlled Airport.
terns and migratory waders. Parachute jumping exercise on aerodrome HJ,
f. Species specific NOTAM will be issued during surface to 10,000' AMSL.
periods of increased activity. Acft wishing to refuel on W GA Apron off Twy
Simulated asymmetric departure or simulated Jand Twy H - AVGAS no Avbl. Avtur only avbl
engine failure after takeoff: not permitted rwy by prior arrangement with Shell refuelling
32, not permitteduntil aircraft clear of built-up agent.
areas, during Twr hours, prior approval from ASIC must be displayed at all times whilst air-
ATC required. side, including on GA Apron. Passengers must
Landing Rwy 14 - jet Acft Abv 66,139lbs be escorted at all times.
(30,000kg) MTOW, when operationally possi- Sunrise to sunset model Acft Opr within 1640'
ble, are requested to avoid excessive braking (500m) radius Psn S 210732.66 E 1490119.63
and to use full Rwylength and turning nodes Brg 279 Mag 9.3NMfrom Mackay AD (YBMK)
provided. Sfc to 900' AGL.
Wide bodied aircraft restricted to TWY A and All SVY, practice IAL and NAVAID training
parking position 1A. within Class C and D airspace requires prior
Twy D not Avbl for Acft Abv 12566lbs (5700kg). notice. Phone Mackay Twr during Twr hours for
Twy G not Avbl for Acft Abv 49' (15m) MAX approval.
wingspan. F-4, Jet A-1.
Twy C not Avbl for Acft Abv MAX 69'(21m) ABN. Fire 7 Sun-Fri 1945-1210Z, Sat
wingspan or Abv 26455lbs (12000kg). Twy C 1945-0930Z.
Avbl HJ only.
Maitland
Twy H not Avbl for Acft Abv 26455lbs
(12000kg) and restricted to 78' (24m). 95′ YMND MTL +10:00* S32 42.2 E151 29.3
Twy J and Twy L, PCN 8/F/A/580 (84PSI)/T. Apt Administration 02 4932 8888; Fax 02 4932
6920. AWOS H24 (AWIS) 02 9353 6433.
Twy E not Avbl for Acft Abv MAX 90' (27.4m)
wingspan. 05/23 4022′ SLD. LDA 05 3701′. TODA 05
4219′. TODA 23 4219′. RL.
Twy F not Avbl for Acft Abv MAX 78' (23.9m)
wingspan 08/26 3310′ SLD. LDA 08 2562′. LDA 26 2625′.
TODA 08 3409′. TODA 26 3409′.
E GA Apn btwn Twy F and TwyG restricted to
49' (15m) MAX wingspan. 18/36 1647′ TURF. TODA 18 1745′. TODA 36
1745′.
Western GA Apn not Avbl for Acft Abv
26,455lbs (12,000kg) and restricted to 79' SEP-APR, 0600-2300LT; MAY-AUG,
(24M) MAX wingspan. 0630-2300LT. ACFT are permitted to operate
outside operational hours whilst engaged in
W GA Apn not Avbl for Acft Abv 26,455lbs
EMERG service OPS as directed by an
(12,000kg) and restricted to 79' (24m) MAX
EMERG service organisation.
wingspan.
Significant animal (kangaroo) hazard exist,
W GA Apn restrictions not Avbl to helicopter
peak periods at dawn and dusk.
Ops for Acft Abv MTOW 2425lbs (1100kg) with
Rwy 05 right hand circuits for night Ops only.
AUSTRALIA
When wind velocities exceed 10kt, turbulence Increased Heli Ops during summer season for
and rotor effect may occur on App to Rwy 26 or fire Emerg.
on initial leg of Rwy 08 due to trees areas to the Ultralight Acft Ops at AD.
E of the Rwy. Pilots should exercise caution. F-4, Jet A-1.
Pilots should limit radio transmissions in the cir-
cuit to those necessary to provideTfc informa- Mangalore
tion and separation. Bcst within intentions turn- 467′ YMNG +10:00* S36 53.3 E145 11.0
ing base is recommended. Apt Administration 03 5796 2000; H24 0428
PPR before using unsealed movement areas 863 439; Fax 03 5796 2197. ARO 0428 863
for taxi or parking. 439. AWOS H24 (AWIS) 03 8470 3213.
Unless approved by the Chief Pilot of Royal 05/23 6650′ ASPHALT. PCN 6/F/C/
Newcastle Aero Club, aerobatic Ops are not 730 (106 PSI)/U. TODA 05 6847′. TODA 23
permitted within 3NM of Maitland AD. 6847′. RL.
Model Acft Opr within 3281' (1000m) radius of 18/36 4793′ ASPHALT. PCN 6/F/C/
Psn S32 45 18.0 E151 36 48.0 Brg 102 Mag 730 (106 PSI)/U. TODA 18 4990′. TODA 36
7.1NM from Maitland AD (YMND). Sfc up to 4990′. RL.
1000' AGL. Confine operations to paved surfaces.
From sunrise to sunset model Acft Opr within Bird hazard may exist.
0.5NM radius of Psn 324000.27S 1512502.33E Prior permissionrequired for ultralight move-
'Luskintyre Airfield' Brg 292 Mag 5.2NM from ments.
ARP. Sfc up to 1000' AGL. Opr will monitor
Prior notice required for Rwy lights when nomi-
CTAF. Opr Ctc Tel: 0425 292 391.
nating Mangalore as an IFR Alternate Apt.
F-4.
Visiting Acft PPR to conduct circuit training at
Mallacoota the AD.
102′ YMCO XMC +10:00* S37 35.9 E149 Where possible minimise backtracking on
43.2 active Rwy - Acft using Rwy 23 for Tkof shall
ARO 0408 580 569, 0419 532 060. AWOS H24 taxi via Twy C and taxi on Rwy 18/36 and Acft
(AWIS) 03 8470 3212. using Rwy 18 for Tkof shall taxi via Twy A and
taxi on Rwy 05/23.
07/25 2890′ GRAVEL. PCN 5/F/B/
500 (73PSI)/U. TODA 07 3087′. TODA 25 Rwy fixed distance and TDZ markings not pro-
3087′. PORT-RL. vided.
18/36 3373′ ASPHALT. PCN 5/F/B/ AWIS FREQ 128.825 (requires one second
600 (87PSI)/U. TODA 18 3570′. TODA 36 pulse to activate).
3570′. RL. Pilot Controlled Lighting. Night circuits to the West for all fixed wing Acft
Rwy 36 Right-Hand Circuit. (right hand CCTS Rwy18 and 23).
ATND SKD H24. Gliding OPS 9.2nm NE of AD.
PPR. Contact ARO. Parachuting OPS at Nagambie-Wirrate
(YNGW) 300° MAG, 9.2nm from AD (within
d366).
Pin coded gate from Apn to terminal, Ctc ARO
Parachuting OPS at Euroa (YEUA) 050° MAG,
for code.
18nm from AD (within d376).
AUSTRALIA
Aerobatic operations Abv AD HJ, Ocnl JF, Manjimup

A025 to A060. Also within lateral boundary 940′ YMJM MJP +08:00 S34 15.9 E116 08.4
D333 conducted HJ, daily, A040 to A060. Aero- Apt Administration 08 9771 7777; Fax 9771
batic Acft monitor YMNG CTAF 121.1. 7771. ARO 0428 711 269. Ground Services
Extensive fixed wing flight training at the AD 0428 711 269.
and area bound by Seymour, Nagambie, Stan- 12/30 4016′ ASPHALT. PCN 10/F/B/
hope, Euroa, Seymour townships surface up to 850(123 PSI)/U. TODA 12 4213′. TODA 30
8,500ft AMSL 0700-2300 Local. 4213′. RL. Pilot Controlled Lighting.
Training area traffic will normally depart Manga- Apron parking limitations. Check with AD oper-
lore via Nagambie Mine 006Deg/6NM and ator for Acft parking arrangementsadjacent to
return tracking to east of the railway line from the Rwy strip edge line.
Locksley to Avenel.
Twy A restricted to private operator parking
Occasional helicopter operations take place on only.
Rwy, grass areas and outside RWS. Helicopter
Twy B available for Apron parking.
circuits will be flown at 700ft AGLand may
include right hand circuits. Temporary LGTD Twy D restricted to Helicopter parking only.
HLS for helicopter trainingpurposes only. F-4.
Training flights conducting practice instrument Marble Bar
approaches should add 1,000' (305m) to all the
637′ YMBL MBB +08:00 S21 09.8 E119 50.0
ALT prescribed in the approach to reduce noise
nuisance and interference with circuit traffic. Apt Administration 08 9177 8964; Fax 08 9177
Such flights should BCST their intentions, 8965. ARO 0409 483 651, 08 9177 8964.
including ALT limits of OPS when turning 09/27 4068′ SLD. RL. Pilot Controlled Lighting.
inbound. IMC flights should remain as high as Security code to airport passenger terminal
practical when encountering VMC and join the door and access gate Avbl from Marble Bar
circuit in the standard manner. Council office Tel 08 9176 1008. Door and gate
F-4, Jet A-1. to be locked at all times.
ABN. Mareeba
Maningrida 1564′ YMBA MRG +10:00* S17 04.2 E145
123′ YMGD MNG +09:30 S12 03.4 E134 25.4
14.0 Apt Administration 1300 308 461; Fax 07 4092
Apt Administration 08 8979 6600; Fax 08 8979 5138; aerodromes@msc.qld.gov.au. ARO On
5991. ARO 0437 276 437, 0477 601 942. Call Emrgency: 0407 735 835. AWOS H24
AWOS H24 (AWIS) 08 7922 2509. Ground (AWIS) 07 3564 3725. Ground Services 1300
Services 0436 669 384, 08 8979 6511. 457 467.
14/32 5020′ ASPH/SLD. PCN 8/F/A/ 10/28 6033′ ASPHALT. PCN 7/F/C/
580 (84 PSI)/U. TODA 14 5216′. TODA 32 896(130PSI)/T. LDA 10 5486′. LDA 28 5486′.
5216′. RL. Pilot Controlled Lighting. TODA 10 6230′. TODA 28 6230′. RL. PORT-
Bird hazard exists.
F-4, Jet A-1.
AUSTRALIA
Acft Dep Mareeba for Cairns that have obtained 5. Pilots are encouraged to land on Rwy 20
a Landing Slot Time from ATC will be pro- when practicable to avoid flying close to the
cessed more expeditiously. Margaret River town.
Twy D not Avbl for AcftAbv 12566 lb (5,700 kg). 6. Takeoffs and landings can be made from
Ultralight Ops take place at AD and within 3NM. either Rwy, depending on prevailing conditions.
Agricultural Ops within 10NM up to 500' AGL. Pilots are encouraged to avoid flying over or
close to the town.
Manned balloon activities may occur in 3 hours
following first light. 7. Pilots are requested to climb assoon as pos-
sible within the airstrip perimeter.
F-4, Jet A-1.
8. Pilots should Mntn appropriate Alt when
Margaret River flying in the vicinity of the airstrip i.e. - 1,500'
374′ YMGT +08:00 S33 55.8 E115 06.0 AGL for over fly and 1,000' AGL for circuit.
Apt Administration 08 9780 5255, 08 9780 9. Pilots are requested to adopt climb or cruise
5643, amrshire@amrshire.wa.gov.au.; Fax Pwr settings as soon as possible after reaching
9757 2111; worksmaintenance@amr- an Alt of 500'.
shire.wa.gov.au. ARO 0460 419 183, 08 9780 10. Pilots shouldavoid residential areas when
5642. possible, and otherwise remain above 1,500'
02/20 3619′ ASPHALT. RL. Pilot Controlled AGL and limit any orbits of the town area.
Lighting.
Marla
PPR.
1076′ YALA MRP +09:30 S27 20.0 E133
PPR required from Council for all Ops including 37.6
touch and go.
Hazardous conditions exist for light Acft when 271, 08 8648 5970; Fax 08 8648 5971.
Ldg with W crosswind due to close proximity of
18/36 5551′ ASPHALT. TODA 18 5748′. TODA
forest area W of Rwy.
36 5748′.
1. Consideration should be given to operate Maryborough
Acft in such a manner that minimises the audi- 38′ YMYB MBH +10:00 S25 30.8 E152 42.9
ble and visual impact such Ops may have on Apt Administration 1300 794 929. ARO 0419
the community. 671 405. AWOS H24 (AWIS) 07 3564 3726.
2. When Arr or Dep from Margaret River pilots Ground Services 07 4122 3730; On Call 0434
are encouraged to keep circuits as close as 104 601.
practicable to the airstrip to avoid populous 12/30 2904′ GRAS/CLAY. UNRATED. TODA
areas and the town. 12 3100′. TODA 30 3100′.
3. When taking off from Rwy 20, pilots are 17/35 5207′ ASPHALT. PCN 10/F/B/
encouraged to avoid flying over E precincts of 580 (84O PSI)/U. TODA 17 5600′. TODA 35
the town by making a shallow left turnat a safe 5403′. RL. Pilot Controlled Lighting.
height after take off and either depart to the E ATND SKD Mon-Fri 2100-0700Z, after hours 30
or climb to 1,500' before turning to the W. min PNR.
4. Pilots are requested to use standard non- The operation of ACFT is restricted to prepared
towered rejoin and circuit Alt. runways, taxiways and aprons.
AUSTRALIA
Twy B not available to aircraft above 12,566 lbs CAUTION: Blasting D242 surface-650' (198m)
(5,700kg) MTOW. AMSL. Daily 0100-0200Z , 0500-0600Z or as
Twy C grass only-may not be available in wet amended by NOTAM.
weather. Restricted Operations: 24 hour PPR from AD
Bird hazard exists. OPR.
Acft parking in front of AVGAS bowser restric- Bird Hazard exists mainly Australian Bustard
ted to refuelling Acft only. and pink crested Galah.
This AD is a Security Controlled Airport. Acft above 12,566 lbs (5700kg) MTOW may
Model Acft Opr within 1640' (500m) radius of turn at Rwy ends only.
Psn 253340.2S 1524503.7E Brg 137 Mag This airport isa security controlled airport.
3.6NM from Maryborough (YMYB) Sfc to F-4, Jet A-1.
1,000FT AMGL. ABN.
F-4.
Meekatharra
Maryborough 1713′ YMEK MKR +08:00 S26 36.7 E118
766′ YMBU +10:00* S37 02.0 E143 42.5 32.9
Apt Operator 03 5461 0610; Fax 03 5461 0666; Apt Administration executive@meeka-
mail@cgoldshire.vic.gov.au. shire.wa.gov.au. ARO 08 9980 0600; H24 0417
06/24 2106′ GRAVEL. PCN 6/F/C/5700. TODA 968 115; airportmgr@meekashire.wa.gov.au.
06 2303′. TODA 24 2303′. AWOS H24 (AWIS) 08 6216 2626. Ground
Rwy 24 Right-Hand Circuit. Services 0417 968 115.
17/35 3412′ ASPH/SLD. PCN 6/F/C/5700. 09/27 7156′ ASPH/SLD. PCN 18/F/A/
TODA 17 3609′. TODA 35 3609′. RL. Pilot Con- 800(116 PSI)/T. TORA 09 7155′. TORA 27
trolled Lighting. 7155′. LDA 09 7155′. LDA 27 7155′. TODA 09
7352′. TODA 27 7352′. ASDA 09 7155′. ASDA
Airport not available to aircraft above 12,566lbs
15/33 3494′ GRAVEL. UNRATED. TODA 15
(5700KG) MTOW.
3691′. TODA 33 3691′.
Animal hazardexists.
If bay 1 is vacant all Heli requiring fuel shall taxi
McArthur River Mine to or land on the designated helipad in centre of
136′ YMHU +09:30 S16 26.6 E136 04.6 Apn.
Apt Administration Fax 08 8975 8156. ARO 08 Prk bay 2 day use only up to F100, no over-
8975 8138; Mobile 0447 785 408; Fax 8975 night Prk Avbl.
8143. AWOS H24 (AWIS) 08 7922 2510. Fuelling Bay 1 maximum 90 Min Prk up to
06/24 8202′ ASPHALT. PCN 35/F/D/ F100. Avbl H24.
1100 (160PSI)/T. TODA 06 8399′. TODA 24 Bay 3 up to B1900/EMB120. Avbl H24.
8399′. RL. Pilot Controlled Lighting. Bay 4 up to B1900. Due insufficient Lgt Acft
Rwy 06 Right-Hand Circuit. movements restricted to daylight hrs only.
Daily 2030-1030Z. O/T EMERG call out only. Overnight Prk Avbl.
Acft operating on Rwy 15/33Bcst intentions to
access Rwy 09/27 via Twy B then Twy A to Apn
or Twy C to GA Prk area.
AUSTRALIA
GA Prk area restricted to Acft with wingspan ILS incorrect course indication may be experi-
less than 49' (15m). 3 xtie-down points not enced EN Rwy 26 Loc within 10NM E of
rated. MONTY. Cross check with global navigation
Twy D is restricted to Royal Flying Doctor Serv- satellite system.
ice (RFDS) aircraft only. AD operator does not provide Acft marshalling
Twy B maximum wingspan 79' (24m). services. All requests for aircraft marshalling
Twy C maximum wingspan59' (18m). should be directed to the airlines or FBO.
This AD is a security controlled airport. Birds hazard exist.
Weather balloon launch Approx 2315Z from Estimated airborne traffic delays for arriving
0.5NM (1km) WSW ARP. Launches may occur Acft due to terminal area traffic density; 10
at other times. minute holdingrequired, Sun-Wed 2245-2345Z;
10 minute holding required, Thu-Fri
Acft Abv 12,566 lbs (5,700Kg) MTOW must use
2345-0045Z.Twy J Avbl for exit only Rwy 17/35.
turning nodes for 180 degree turns on Rwy
09/27. Twy J restricted to daylight hours only and Acft
under 55116 lb (25,000 kg).
Acftbelow 12,566 lbs (5,700Kg) MTOW are
requested to use maximum radius minimum Parking restrictions may apply to Acft over
speed turns to avoid pavement damage. 12566lbs (5,700 kg). Itinerant operators may
obtain details from the AD Ops Officer on 0418
F-4, Jet A-1.
335 549 prior to arrival.
Melbourne (Essendon) Apt of Entry PPR for parking on the RPT apron.
282′ YMEN MEB +10:00* S37 43.7 E144 Bays 22-26 AVBL for RPT Ops up to Embraer
54.1 145 HN.
Apt Administration 03 9948 9300; Mobile (Duty Noise Abatement Procedures:
Officer) 0418 335 549; aviation@ef.com.au. 3 The AirNavigation (Essendon Fields Airport)
9937 2000. ATS H24 03 9235 7337. AWOS Regulations 2018 impose a MTOW limitation on
H24 (AWIS) 03 8470 3207. Ground Services 03 operations at Essendon Airport. Acft with a
9094 3759, 03 9094 4720, 03 9379 1518; On MTOW of 99208 lbs (45,000 kg) or more are
Call 0428 569 734 (AH); fbo@acjc.com.au, not permitted to take off from, or land at, Essen-
mebstaff@craddockaviation.com.au. don Airport. State aircraft are exempt from
08/26 6302′ ASPHALT. PCN 25/F/C/ curfew requirements (hours of operation and
1400 (203 PSI)/T. TODA 08 6499′. TODA 26 MTOW limits).Parachute Jumping Exercise Ops
6499′. HIRL. within 2NM radius of Point Ormond (approxima-
Braking surface friction variable due no groov- telyBrg 150DEG, 9NM from YMEN ARP) Sfc-
ing on concrete surface Btwn Twy H and Rwy FL140.
08 Thr. AD Weather Info Service (AWIS) wind informa-
17/35 4931′ ASPHALT. PCN 29/R/C/ tion Unrel during northerly or westerly winds
1400 (203 PSI)/T. TODA 17 5128′. TODA 35 due obstructing hangars, cross check local
5128′. MIRL. Pilot Controlled Lighting. winds using windsocks.
ATND SKD H24. Customs. Start clearance required for all Acft departing
White freeway lighting parallel to and 1640' Essendon for Melbourne for airwork in the Mel-
(500 m) S of Rwy 08/26. bourne terminal area, of for practice instrument
Apch and Dep.
AUSTRALIA
Model Acft Opr within 1640' (500m) of position known as the Eastern Grass. Helicopter will be
S37 37.5 E145 07.4 bearing 048 Mag 12.2NM Opr not above 100' AGL.
from Essendon AD. Multiple Lit and Unlit masts between
This AD is a Security Controlled Airport, ASIC 6762'-7231'(2061-2204M) from Rwy 26 startof
requirements apply. TORA (SOT) between 331' (101M) L and 331'
Start clearance required for Acft departing (101M) R RCL. Masts infringe 2 percent TKOF
Essendon for Moorabbin Abv 2000' AMSL and SFC up to 3.3 percent not above 261' AMSL.
Acft departing Essendon for Avalon Abv 2000' Masts are street lights along the Tullamarine
AMSL. freeway.
Acft must not enter the departure Rwy until spe- F-3, F-4, Jet A-1.
cific departure instruction are issued. Acft must ABN.
commence take-off within three minutes from
time of issue of departure instructions, other- Melbourne (Melbourne Intl) Apt of Entry
wise new instructions must be obtained. 434′ YMML MEL +10:00* S37 40.4 E144
Instrument approach training: 50.6
a. All Acft planning practice instrument Apt Administration 03 9297 1600; Fax 03 9297
Apch(Avbl 2000-1100Z, 1 hr earlier during 1886. AWOS H24 (AWIS) 03 8470 3214.
hours of daylight saving) require prior ATC Ground Services 03 8346 6996, 03 9338 7156,
approval. Pilots must book a slot online at 38370 9640; ops@melbournejetbase.com.au,
www.bookawk.com. Airwork booking for follow- shane.collings@melbournejetbase.com.au.
ing days will not be taken after 0800. 09/27 7500′ ASPHALT. PCN 102/F/C/
b. Practice instrument approaches with circling 1750(254PSI)/T. TODA 09 7992′. TODA 27
or overshoot are restricted to Acft below 66139 7992′. ASDA 09 7697′. ASDA 27 7697′. HIRL.
lb (30,000KG) MTOW. ALS 27.
c. Pilots are to ensure accurate compliance with 16/34 11998′ ASPHALT. PCN 102/F/C/
missed approach instructions issued by Twr 1750(254PSI)/T. TODA 16 12392′. TODA 34
controllers. Due to the proximity of ML AD, 12588′. ASDA 16 12195′. ASDA 34 12195′.
varying break-off points may be issued. Train- HIRL. ALS 16.
ing requirements must not inhibit compliance Customs: H24. PN.
with ATC instructions. Simulated engine failure Wildlife hazard exists.
is subject to ATC approval. a. The following species are present all year
Heli Ops to the N Apn and N hangars restricted round:
to approved Opr. Contact AD operator. (i) Australian magpies -may transit across
Hangars 18 and 19 (Hart Precinct) restricted to RWS.
approved Opr. Contact AD operator 0418335 (ii) Common starlings -increased activity EXP
549. Heli are not to directly arrival/departure within 2 hours of first and last light. Seasonal
from Apn unless operationally required by ATC. increase EXP BTNJAN and JUL.
During daylight hours and in VMC, helicopter (iii) Grey-headed flying-fox during HN. Sea-
aerial work may be taking place from a training sonal increase EXP BTNFEB and APR.
site contained within an area between the GP (iv) Wedge-tailed eagles during HJ in thermal
antenna, compass swing bay, Twy N and Rwy above N and W ends of the aerodrome.
08/26 clear of all marked runway stripsand Twy,
AUSTRALIA
(v) Australian white ibis and ducks following is not activated or calibrated for their ACFT
MOD RA, TS and adverse WX. type, unless a marshaller is present. If docking
b. A seasonal increase in the numbers of the cannot proceed, hold PSN advise SMC.
following species can be EXP: Any Deviations from Twy/Taxilane centerlines
(i) Little raven activity BTN SEP and FEB - is prohibited unless advised to ATC and the
flocks may forage inside RWS. Senior Airside Safety Officer (Car 2) and
(ii) Galahs BTN SEP to NOV -may transit approved by a company engineer in attendance
across RWS." during the maneuver.
Wrng: Secondary APT Melbourne/Essendon 5 Taxilane Golf has a single centerline to accom-
NM SE. modate aMax wingspan of 198' (60.3m). Acft
arrivals and departures for Norther Pier (Pier E)
NAPs in effect, see 20-4 and 20-4A.
and Southern Pier (Pier F) will be via the Taxi-
All Acft must provide their parked position/gate lane Golf single centerline.
number to ATC on acknowledgment of Clear-
Pilots of A380 and B747 Acft are to exercise
ance.
caution when applying power on outboard
Acft operating on Intl, Dom and freight aprons engines, whilst taxiing, to prevent erosion of
are subject to the following limitations: Twy shoulders.
a) Eng starts using more than idle power are Twy S Btwn Twy T and Twy U not Avbl to thru
prohibited,unless authorised by ATC at an traffic.
approved location.
Twy S Btwn Twy U and Twy G not Avbl Thru
b) Acft taxi to the Tmnl Btwn the Intl and Tfc Abv 118' (36m) wingspan.
DomTmnl piers and also onto bay H3 must use
Left turns from Twy G Rapid Exit Twy (RET) in
no more than idle power.
to Twy V not Avbl to Acft above 118' (36m)
c) If Acft with wingspan Abv 118' (36m) is stop- wingspan.
ped prior to docking on bays D3, D4, D5, D6,
Right turns from Twy V into Twy G (RET) not
D8, D12, D13, D15 and on H1, H2 and H3
Avbl to Acft above 118' (36m) wingspan.
docking must be completed under tow.
Right turns from Twy F (RET) into Twy V not
d) Acft operating from all Tmnl bays, are restric-
Avbl to Acft above 118' (36m) wingspan.
ted to starting two engines not above idle prior
to pushback. No other Eng is to be started until Left turns from Twy V into Twy F (RET) not
Acft is clear of aprons. Avbl to Acft above 118' (36m) wingspan.
e) Acft wingspan Abv 118' (36m) is stopped For rightturns from Twy T northbound onto Twy
prior to docking on bays D7, D9, D10 and D11. P, pilots are to exercise caution when applying
Acft may continue taxi onto bay at idle power PWR.
only with the approval of the Senior Airside Right turns from Twy E (via Twy R) into Twy T
Safety Officer (Car 2). not Avbl to Acft Abv 118' (36m) wingspan.
Intl Concourse Delta, when Visual Docking Pilots of A380 and B747-8 Acft, the following
Guidance System is switched off, the screen Twys are notAvbl:
reads "STOP STOP". This will remain illumina- Twy U (E of Twy A),
ted until the Visual Docking Guidance System Twy G (E of Twy A),
(VDGS) is switched on. Twy S (Btwn Twy W and Twy J),
ACFT must not continue docking if VDGS or
Advanced Docking Guidance System (A-DGS)
AUSTRALIA
TwyS (Btwn Twy J and Twy Y - not Avbl for Twy G not Avbl for Acft above 12,566lbs
A380 Acft), (5,700Kg) Lndg Rwy 34.
Twy S (Btwn Twy E and Twy T - not Avbl for Tml 1 apron area Btwn Pier B and C, not Avbl
A380 Acft), to Acft above 156' (47.6m) wingspan.
Twy Y (E of Twy A not Avbl for A380 Acft), Tml 3 apron area Btwn Pier E and F,not Avbl to
Twy T (E of bay D9), Acft above 198' (60.3m) wingspan.
Twy E (E of Twy A - see note (A)), Flight Crew must notify ATC if a'Follow Me'
Twy R, service is required.
Twy P (S of Twy E), Twys are Avbl for B747-8: Twy Y (Btwy Twy V
and Twy S), Twy S (Btwn Twy Y and Twy J).
Twy Q (S of Twy E),
All A380 Acft taxiing to bays D13 and D15 must
Twy N (not Avbl for A380 Acft),
stop and shut down engines prior to turning
Twy W (E of W1). onto the bay. Acft must continue taxi under tow.
(A) For Dep Rwy 27, exemptions may be provi- Full Lgth of Twy V will accomodate Code F Acft
ded for tow operations via Twy E Btwn Twy A with a maximum wingspan of up to but not
and Twy P Ctc Senior Airside Safety Officer including 262' (80m) and up to but not including
(Car 2) for approval: 0418 335 985. 49' (15m) outer main gear wheel span.
(B) For A380 Acft Dep Rwy 09/27 only, 10 Min The full length of Twy V is available for use in
PN must be given to ATC for all appro- RVR conditions of less than a value of 1148'
vals.Pilots of B777-300, A340-600, A340-500, (350m) (CAT II/III).
A350-900, A350-1000 and type Acft should
Restrictions of simultaneous use of Twy V
exercise CAUTION during turns as normal
extension and Twy F between Twy V and Twy
clearances to Twy edge may not be Avbl. Con-
A are as follows:
tact AD Opr for details of preferred taxi routes.
a. Any Acft taxing southbound on Twy V and is
Pilots of A340-600 and B747-8 Acft taxing for
holding short ofTwy F, restricts movements on
Southern Apn bays H1, H2 and H3 must enter
Twy F between Twy V and Twy A to maximum
and exit the South Apn via Twy J, or alterna-
Code C Acft (A320/B737).
tively via Twy Y and Twy S.
b. A Code C Acft (A320/B737) taxing north-
Twy T Btwn Twy R and Twy Q restricted to Max
bound on Twy V and is holding short of Twy E,
wingspan of 198' (60.3m) and Max taxi speed
restricts movements on Twy F between Twy V
of 5KT for Acft greater than 118' (36m).
and Twy A to maximum Code E Acft (A350/
Taxilane Q restricted to Max wingspan 156' B777).
(47.57m)and Max taxi speed of 5KT for Acft
c. A Code E Acft (A350/B777) taxing north-
with wingspan greater than 118' (36m).
bound on Twy V and is holding short of Twy E,
All tugs and vehicles repositioning Acft and/or restricts movements on Twy F between TwyV
equipment via the Twy must make initial Ctc and Twy A to maximum Code C (A320/B737).
with Melbourne Delivery on 127.200. Mel-
Note: In points a-c there are no wingspan
bourne Delivery will advise the tug or vehicle to
restrictions on an Acft which vacates Rwy 34
monitor Gnd on 121.700. Do not Ctc Gnd, mon-
onto rapid exit Twy F and subsequently taxis
itor only.
onto Twy T.
Twy F not Avbl for Acft above 12,566lbs
Right turns from Twy E (via Twy R) into Twy T
(5,700Kg) Lndg Rwy 16.
not Avbl to Acft Abv 118' (36m) wingspan.
AUSTRALIA
Twy C between Twy V and Twy A remains 1444723.1E Brg 251 Mag 2.4 NM from Apt. Sfc
under construction and is Unavbl for use. 300' AGL.
B747-8 and A380 Acft are approved on Twy V Training, survey and airwork flights
(north of Twy T) to Twy C.< a. All Acft planning practice instrument
ANTICIPATED AIRBORNE TRAFFIC DELAYS approach (Avbl 2000-1300Z), survey or airwork
FOR ARRIVING ACFT may be expected due to within the Military Terminal Airspace require
terminal area traffic density and/or single Rwy prior ATC approval.
operations: b. For training and airwork, pilots must contact
Mon-Fri 2100-0000Z and 0600-1100Z (1HR the Military Traffic Manager on 03 9235 7337 to
earlier during HDS): 20 Min, book a time slot. For arrival Acft a request must
Sat 2100-0000Z (1HR earlier during HDS): 20 be made to Melbourne Centre by 120NM from
Min, Melbourne or on first contact for Acft entering
Sun 0600-1100Z (1HR earlier during HDS): 20 CTA within 120NM.
Min, c. Training circuits are not permitted.
Dly 0000-0600UTC (1HR earlier during HDS): d. For survey flights, pilots must contact the Mil
10 Min. Traffic Manager on 03 9235 7337 to discuss the
This AD is a Security Controlled Airport. planned operation prior to becoming airborne.
Ops within the lateral confines of the Mil CTR
AD operator does not provide ACFT marshal-
should be conducted above A060. Lower alti-
ling services. All requests for ACFTmarshalling
tudes may not be Avbl or will incur extensive
should be directed to the airlines or FBO (if
delays. Preferred operating times for extended
applicable).
surveys are Sat afternoon and Sun morning.
ACFT carrying Dangerous Goods Class 1
Acft running engines prior to pushback on bays
explosives require approval from AD operator
G41, G41A, G43,F12, and F14 must push off
at least 48hr prior to ETA.
apron.
Security screening is required for all passen-
When nominated on the ATIS all departures
gers fromall passenger ACFT, irrespective of
requiring a pushback must call Airways Clear-
size, departing from any of the Domestic, Inter-
ance Delivery (ACD) on 127.2 with their
national or Freight Apron areas at Melbourne
request. ACD will instruct flightcrew to "MONI-
Airport. A charge is applicablefor this service
TOR GROUND" or "MONITOR GROUND ON
and a schedule of charges can be obtained
121.7". When clearance is Avbl "Melbourne
from the AD Operatoron 03 9297 1024. Any
Ground" (SMC) will issue the pushback clear-
queries should also be directed to the AD Oper-
ance or other instruction.
ator on the same number.
Blasting may occur Brg 353 Deg Mag 3.6NM
Rescue and firefighting services on 131.0 MHz
fromARP. Sfc to 500' AGL. Blasting times are
Avbl H24. Request via ATC.
coordinated with ATC.
From sunrise to sunset model Acft Opr within
Engine ground runs permitted - restrictions may
1969' (600 m) rad of Psn 373654.0S
apply. Ctc Senior Airside Safety Officer, Car
1444046.9E Brg 284 Mag 8.7 NM from Apt. Sfc
20418 335 985.
780' AGL.
Jet A-1.
From sunrise to sunset model Acft Opr within
1640' (500 m) rad of Psn 374042.1S ABN. Fire 9 H24.
AUSTRALIA
Melbourne (Moorabbin) (ii) Acft Abv 49' (15m)wingspan.

55′ YMMB MBW +10:00* S37 58.5 E145 (iii) Recreational Acft - Australia.
06.1 (iv) RAAUS Acft.
Apt Administration 03 8587 8000; Fax 03 9587 Wingspan limitations apply to AD. Areas of
1782; admin@moorabbinairport.com.au. ARO Main Apron and Northern Apron marked "not
H24 0428 058 295. AWOS H24 (AWIS) 03 above 38'(11,5m) wingspan" and "not above 59'
8470 3216. Ground Services 03 8677 7760, 03 (18m) wingspan". Pilots must exercise caution
9580 2861, 03 9587 4277, 03 9587 5201, due reduced wingtip clearances.
admin@aviaaviation.com.au; On Call 0418 125 Twy A2 between Rwy 17R/35L and Twy F not
636, 0419 336 133. available.
04/22 1873′ ASPHALT. AUW-13/0.6000 MPa. Birds in vicinity of airport.
LDA 04 1640′. LDA 22 1775′. TODA 04 1972′.
Possible wind shear and turbulence W of Rwy
TODA 22 1972′.
04 Thr when wind from west south westerly
Rwy 04 Right-Hand Circuit. direction at 20KT and above.
13L/31R 3770′ ASPH/SLD. Possible wind shear and turbulence on Rwy
AUW-13/0.6000 MPa. LDA 13L 3412′. TODA 17R/35L and south of Rwy 35L Thr when cross-
13L 3966′. TODA 31R 3966′. MIRL. wind exceeds 15KT from west or south westerly
Rwy 31R Right-Hand Circuit. direction.
13R/31L 3478′ ASPH/SLD. Possible wind shear and turbulence on Rwy
AUW-13/0.6000 MPa. LDA 13R 2933′. LDA 13L/31R when cross wind exceeds 10KT from
31L 2999′. TODA 13R 3674′. TODA 31L 3674′. easterly sector between Brg 310-130 Mag. Pos-
Rwy 13R Right-Hand Circuit. sible windshear and turbulence north of Rwy
17L/35R 4380′ ASPH/SLD. 13L/ 31R when
AUW-13/0.6000 MPa. LDA 17L 3445′. LDA wind from west south westerly direction at 28KT
35R 3806′. TODA 17L 4577′. TODA 35R 4577′. and above.
MIRL. Rwy 13R/31Lpavement falls below minimum
Rwy 35R Right-Hand Circuit. friction level when wet. Jet and Acft 12566lbs
17R/35L 4068′ ASPH/SLD. (5700kg) MTOW and Abv departure and arrival
AUW-13/0.6000 MPa. LDA 17R 3432′. LDA not permitted when Rwy wet.
35L 3563′. TODA 17R 4265′. TODA 35L 4265′. Preferred Runways:
Rwy 17R Right-Hand Circuit. a. Rwy 35;
CAUTION: Rwy 17L: Obst fence 9.0' Abv and b. Rwy 17, Rwy 13 & Rwy 31.
parallel to Rwy, 89m (292') E of RCL,is not c. RWYs 04/22 - not Avbl unless operationally
taken into account in determining TODA, mini- required and touch and go CCTS not permitted.
mum required climb gradient and supplemen- d. During TWR HR, ATC will consider nominat-
tary Tkof Dist. ing an alternative Rwy when the crosswind
PPR for instrument approach or aerial work exceeds 10KT orwhen there is tailwind.
within the ML Terminal Airspace. Phone 03 1. Rwy 17R:
9235 7337 for bookings.
a. Departure not permitted before 2300 UTC
PPR from the AD OPR for the following: (0900 Local) (2200 UTC HDS) (0900 Local
(i) Acft Abv 12566lbs (5,700kg) MTOW. HDS).
AUSTRALIA
b. Jet departure not permitted. Merimbula

c.Departure from Rwy 17R maintain UPWIND 8′ YMER MIM +10:00* S36 54.5 E149 54.1
leg until S of Woodlands Golf Course. Apt Administration 02 6495 4211. ARO 0439
2.C180, C185, C206, C210, BE35/36 with two 947 270, 0439 955 458. AWOS H24 AWIS: 02
bladed prop, C336/337 and Warbirds fitted with 9353 6434. Ground Services 02 6495 4211,
constant speed props are not permitted to use 0439 947 270, 0439 955 458.
Rwy 17R or Rwy 31L for TKOF unless no other 03/21 5256′ ASPHALT. PCN 19/F/C/
Rwy available. 1050(152PSI)/T. TODA 03 5453′. TODA 21
3. Rwy 31L: 5453′. RL. Pilot Controlled Lighting.
a. DEP from Rwy 31L maintain UPWIND leg Rwy 03 Right-Hand Circuit.
until over Kingston Centre. ATND SKD H24.
Parachute jumping exercise operations within PPR from Ad Ops for all Acft Abv 12566lb
2NM radius of Point Ormond (Approximate (5700kg) due Prk restrictions.
BRG 150DEG, 9NM from YMEN airport) SFC- Bird and animal hazard exists.
FL140.
Model Acft Opr within 0.5NMradius of PSN
Acft Abv 12566lb (5700kg) must only make 180
375633.81S 1451401.53E Brg 061 Mag 6.7NM
Deg turns on the Rwy Thr.
FM Moorabbin AD (YMMB). Opr will Mntn
CTAF. F-4, Jet A-1.
All Acft planning practice instrument Apch (Avbl Middlemount
2000-1200Z, 1HR earlier during hours of day- 547′ YMMU MMM +10:00 S22 48.1 E148
light saving) require prior ATC approval. Pilots 42.3
must book a slot online at www.bookawk.com.
Apt Administration Mobile 0439 155 652.
Circuit training permitted between the following
11/29 5085′ ASPH/SLD. PCN 15/F/A/
hours:
860(125PSI)/T. TODA 11 5282′. TODA 29
a.2200-1100 UTC (0800-2100 Local) Mon - Fri. 5282′. RL. Pilot Controlled Lighting.
2300-0800 UTC (0900-1800 Local) or last light
PPR for all Ops 24 hr.
(whichever is earlier) Sat, Sun and PH.
CAUTION: Birds prevalent in vicinity of AD.
b. During hr of daylight saving 2100-1100 UTC
(0800-2200 Local) Mon - Fri, 2200-0700 UTC Apn Ops restricted to Acft with MTOW 14991
(0900-1800 Local) or last light (whichever is Lb (6,800Kg) or less.
earlier) Sat, Sun and PH. Rwy serviceability inspections required prior to
F-4, Jet A-1. all Ops HN.
ABN. This AD is a security controlled airport.
Melville Water Mildura

1′ YMET +08:00 S31 58.6 E115 50.5 167′ YMIA MQL +10:00* S34 13.7 E142
05.1
1029. ARO 0416 153 796. Apt Administration 03 5055 0500, 0428 596
871; Fax 5021 5740. AWOS H24 (AWIS) 03
06/24 3281′ WATER. Rwy 06 Takeoff not
8470 3215. Ground Services H24 0409 736
allowed. Rwy 24 Landing not allowed.
530; mildurawfs@gmail.com.
PPR from Swan River Trust.
AUSTRALIA
09/27 6004′ ASPHALT. PCN 40/F/C/ F-4, Jet A-1.

1447(210PSI)/T. TODA 09 6299′. TODA 27
6201′. RL. Pilot Controlled Lighting. Miles
Rwy 27 Right-Hand Circuit. 1002′ YMLS WLE +10:00 S26 48.4 E150
10.2
18/36 3737′ ASPHALT. PCN 18/F/C/
750(109PSI)/T. TODA 18 3934′. TODA 36 Apt Administration 1300 268 624; chinmilair-
3934′. RL. Pilot Controlled Lighting. port@amsaustralia.com. ARO 0455 179 828;
H24 0419 981 960.
04/22 5217′ ASPHALT. PCN 19/F/C/
ATND SKD Manned Sun-Thu, 2200-0700Z
1000(145PSI)/T. TORA 04 5216′. TORA 22
except public Hol, Fri and Sat 2300-0200Z. AH
5216′. LDA 04 5216′. LDA 22 5216′. TODA 04
1hr PNR.
5413′. TODA 22 5413′. ASDA 04 5216′. ASDA
CAUTION: Rwy 36 Transient Obst up to 13' 22 5216′. RL. Pilot Controlled Lighting.
Abv and 249' (76m) N of Rwy strip end are not
Restricted OPS - PPR from AD Opr all non
taken into account in the calculation of TODA,
scheduled Ops.
Minimum required climb gradient and supple-
mentary Tkof Dist. Frequent movements of high Bird and animal hazards exist.
capacity RPT Acftoccur at AD. All Acft Abv 12566lbs (5,700KG) must roll
Rwy 18: Transient Obst up to 6' (2m) Abv and through and execute Max radius turns at Thr 22
279' (85m) S of Rwy strip end not taken into turning node.
account in calculation of TODA, minimum Milingimbi
required climb gradient and supplementary Tkof
53′ YMGB MGT +09:30 S12 05.7 E134 53.6
Dist.
Birds may be present on surface and
9905; On Call 0439 879 947, 8987 9947.
approaches to Rwys.
AWOS H24 (AWIS) 08 7922 2511.
Acft on Rwy may not be visible to one another.
11/29 4626′ ASPHALT. PCN 6/F/B/
Two Twys leadingto S end of Rwy 18/36 not 830 (120PSI)/U. TODA 11 4823′. TODA 29
Avbl to Acft above 12566lbs (5700kg) MTOW. 4823′. RL.
Twy A andB not Avbl to Acft above 12566lbs Animal hazard (dogs) exists.
(5700kg). Twy E maximum wingspan 57'
Overnight Prk not Avbl, for emergency Prk CTC
(17.5m).
ARO.
Acft landing Rwy 18/36 at night - taxi via Rwy
09/27 and use Twy C or D.
Use of alternate start position Rwy 09 requires Millicent
PPR. 56′ YMCT MLR +09:30 S37 35.0 E140 22.0
AWIS requires three-one secondtransmit Apt Administration 08 8733 0900; H24 0407
pulses to activate. 611 459.
This airport is a Security Controlled Airport. 08/26 3937′ ASPHALT. RL. Pilot Controlled
Glider Ops from sunrise to sunset, Sat, Sun, Lighting.
public holidays and NOTAM from grass airstrip Birds in vicinity of airport.
2NM SSW of AD. Wirelaunching. Gliders moni-
tor CTAF.
AUSTRALIA
Gliding operations sunrise to sunset, weekends Acft Abv 11023 lb (5700KG) must turn Rwy
and public holidays. Gliders operate within Rwy ends, Max radius, Mim speed.
strip. Wire launching.
Minnipa
Millmerran 509′ YMPA MIN +09:30 S32 50.6 E135 08.7
1312′ YMMN +10:30 S27 51.8 E151 16.5 Apt Administration 08 8680 2002.
Apt Administration 07 4688 6624; On Call 0497 17/35 4475′ UNKNOWN.
099 111; aerodrome@tr.qld.gov.au.
13/31 4035′ ASPH/GRAS. AUW-4/0.6000 MPa. Monto
Rwy central 36' (11m) sealed. 757′ YMTO MNQ +10:00 S24 53.5 E151
06.1
CAUTION: increased flight training traffic
YMMN circuit and adjacent areas extending to Apt Administration 1300 696 272; Fax 07 4161
Leyburn, Millmerran and Cecil Plains. Mining 1425; admin@northburnett.qld.gov.au.
Ops (blasting possible) Brg 176 Mag Approx 16/34 4298′ ASPH/SLD. Unrated. RL. Pilot
4.3NM (8km) from AD. Controlled Lighting.
Pavement concession required for larger Acft. PPR.
Contact AD Opr. Assume bird and animal hazard exist.
Assume that bird and animal hazard exists. Model Acft Opr within 3281' (1000m) radius
Aircraft below4409lbs (2,000KG) day use only. from Psn 245229.84S 1510649.19E (Monto
Unsealed areas not suitable in wet weather or Racecourse) Opr will monitor CTAF 126.7, Sfc
after rain. 2000' (607m) AGL.
Access AVBL in accordance with TRA Condi- Assume Apch obstacle limitation surface and
tions of Access and Use. transition obstacle limitation surface infringe-
ments exist.
Transition obstacle limitation surface tree
infringement exists up to 24' (7m) LHS & RHS Moomba
of Apch to SE Thr 31 end. 143′ YOOM MOO +09:30* S28 06.0 E140
Unlit primary wind indicator located Btwn Rws 11.8
and Apn infringes transition obstacle limitation Apt Administration 08 8116 5213; Fax 08 8116
surface by 10' (3m) (based on a 197' (60m) 5057. ARO H24 0419 847 168. AWOS H24
wide Rws). (AWIS) 08 8150 3808. Ground Services Mobile
Minderoo 0439 765 930.
50′ YMDR +08:00* S21 59.6 E115 02.7 12/30 5636′ ASPHALT. PCN 25/F/B/
1035 (150PSI)/T. TODA 12 5833′. TODA 30
Apt Administration 08 9184 6044; shill@minde-
roo.com.au.
08/26 5000′ SLD. RL.
PPR.
PPR.
Increased wildlife activity will be communicated
CAUTION: Acft hangar located at the Thr Rwy
via NOTAM as required. Pilots are encouraged
08, 98' (30 m) from Rwy edge. Bird and kanga-
as part of flight planning to request current
roo hazard exists sunrise to sunset.
information from AD safety personnel on 08
PPR. 8678 4513.
AUSTRALIA
Twy B restricted to code B Acft and Blw. Blasting may take place 5NMS through to SW
Acft are to avoid overflying the gas treatment within the open cut mine site (Ctc 0439 668 368
plant 2625' (800m) S Rwy 30 Thr. for info).
Gas vent 1969' (600m) S Rwy 30 Thr. Opera- Jet A-1.
tional use advised by NOTAM.
Morawa
Acft Abv 12,566 lbs (5700 kg) must use nodes
902′ YMRW MWB +08:00 S29 12.1 E116
for 180 Deg turns.
01.3
Jet A-1.
Moorabbin see Melbourne 1284.
09/27 3199′ SAND/GRVL.
Moranbah AUW-13/0.6000 MPa. TODA 09 3297′. TODA
770′ YMRB MOV +10:00 S22 03.5 E148 27 3297′.
04.6 15/33 4429′ PAVED. PCN 9/F/A/
Apt Administration 07 4941 4967; airport.sched- 805(117PSI)/U. TODA 15 4610′. TODA 33
uling@bhp.com. ARO 0439 668 368. AWOS 4626′. RL.
H24 (AWIS) 07 3564 3727. Apt Manager 0406
600 821. Ground Services 0418 147 565. Moree
16/34 5000′ ASPH/SLD. PCN 23/F/C/ 701′ YMOR MRZ +10:00* S29 29.9 E149
1020(148PSI)/T. TODA 16 5410′. TODA 34 50.7
5410′. RL. Pilot Controlled Lighting. Apt Administration 02 6752 1483; Fax 02 6752
Rwy 34 Right-Hand Circuit. 6030. ARO H24 02 6757 3222, 0428 681 319.
ATND SKD H24. AWOS H24 (AWIS) 02 9353 6435. Ground
Services 02 6752 7266, 0418 651 081;
Private AD. Restricted Ops. PPR for all Ops.
admin@austrekair.com.au.
PN 3 days. Ctc by email.
01/19 5292′ ASPHALT. PCN 30/F/B/
Bird andanimal hazard exists year round with
1000 (145 PSI)/T. TODA 01 5489′. TODA 19
risk species varying depending on Wx condi-
tions. Pilots should Ctc AD Reporting Officer
(ARO) for real time wildlife hazard report. 05/23 3205′ GRAVEL. Unrated. TODA 05
3402′. TODA 23 3402′.
a. Black kite, magpie, bustard, galah and crows
are present all year round. Central 10M sealed.
b. Flying foxes are a seasonal risk at dawn and H24. ATND SKD H24.
dusk in vicinity of Rwy 16/34 Apch and Dep Large flocks of Galahs from August to Decem-
tracks. Peak risk period is Dec-Feb, although ber. Kangaroo hazard exists.
potential exists year round. This AD is a Security Controlled Airport.
This AD is a Security Controlled Airport. Weather balloon launch approximately 2315
Fuel: non RPT 12hr PNR, after hours callout from 1Km North Northeast of airport. Launches
fee will apply. may occur at other times.
All Acft performing 180 Deg turns on Rwy must Agricultural Ops 24 hours.
be at Minspeed and Max Radius within the Rwy F-4, Jet A-1.
turning nodes.
AUSTRALIA
Mornington I (Mornington I.) Apt Operator Fax 8723 2771. Ground Services
33′ YMTI ONG +10:00 S16 39.7 E139 10.7 0407 799 727.
Apt Administration 07 4745 7801; H24 0477 06/24 2776′ ASPHALT. PCN 6/F/A/
348 503; aceo@mornington.qld.gov.au. ARO 580 (84 PSI)/U. TODA 06 3274′. TODA 24
airportreportingofficer@mornington.qld.gov.au. 3156′. RL. Pilot Controlled Lighting.
AWOS H24 (AWIS) 07 3564 3728. 11/29 3025′ ASPHALT. PCN 6/F/A/
09/27 4970′ PAVED. PCN 3/F/D/ 580 (84 PSI)/U. TODA 11 3232′. TODA 29
850(123 PSI)/T. TODA 09 5167′. TODA 27 3222′.
5167′. RL. Pilot Controlled Lighting. 18/36 5394′ ASPHALT. PCN 12/F/B/
Bird hazard exists, particularly around West 1000 (145 PSI)/U. TODA 18 5590′. TODA 36
end of apt. Animal hazard exists, particularly 5604′. RL. Pilot Controlled Lighting.
around SR and SS. Bird hazard exists.
On ground, contact Brisbane Center on GA area and Twy A1, A2, C (sealed) and D not
125.700 MHz. Avbl to Acft above 12566lbs (5700kg).
This airport is a Security Controlled Airport. Rwy 11 approach transitional surface NE side
infringedby trees.
Moruya
19′ YMRY MYA +10:00* S35 53.9 E150 08.7
Wx balloon launch Mon and Thu Approx2315Z
Apt Administration 02 4474 1000; On Call 1800 from 0.5NM (1km) W ARP. Launches may
755 760; airport@esc.nsw.gov.au. ARO 4474 occur at O/T.
2095; H24 0409 037 520; Fax 4474 2095.
F-4, Jet A-1.
Services 0409 037 520. Mount Gordon
04/22 2713′ ASPHALT. AUW-13/0.4000 MPa. 900′ YGON GPD +10:00* S19 46.3 E139
TODA 04 2910′. TODA 22 2910′. 24.1
18/36 4997′ ASPHALT. PCN 10/F/B/ Apt Administration 07 3145 0160. Apt Manager
655 (95 PSI)/U. TODA 18 5194′. TODA 36 0499 651 305, 07 4748 9821.
5194′. RL. Pilot Controlled Lighting. 08/26 3839′ ASPH/SLD. PCN 12/F/B/
Birds in vicinity of airport. 850(123PSI)/U. TODA 08 4035′. TODA 26
Ultralight activity in vicinity of airport. 4035′. RL.
Intensive parachute operations D to FL150. If Rwy width will revert to 59'(18m) when soft wet
unfamiliar contact jump pilot via CTAF. Sfc NOTAM is current. Rwy Avbl to Acft
This AD is a Security Controlled Airport. approved for 59'(18m) Ops.
Fuel: H24. Call-out fee applies. Private AD. PPR all ops H24.
F-4, Jet A-1. Wildlife in vicinity of airport.
TwyA - Code C, width 49'(15m) asphalt sealed.
Mount Gambier
212′ YMTG MGB +09:30* S37 44.7 E140 Mount Holland
47.1 1462′ YMHL +08:00 S32 06.5 E119 45.6
Apt Administration 08 8721 0444. ARO H24 08 ARO H24 0447 134 518. Apt Manager H24
8725 1112. AWOS H24 (AWIS) 08 8150 3809. 0447 134 518. Apt Operator 08 9230 5400;
mth.aerodrome@covalentlithium.com.
AUSTRALIA
08/26 5249′ ASPH/BITU. PCN 20/F/D/ d. Australian pratincole present in greater num-
980(142PSI)/T. TODA 08 5446′. TODA 26 bers Oct to Apr but may occur seasonally year
5446′. RL. Pilot Controlled Lighting. round.
Rwy 08 Right-Hand Circuit. For current information refer to NOTAM and
Restricted Ops. PPR from AD manger/ARO. ISA Bird Watch Report.
CAUTION: Blasting occurs to the N of the AD. Flying foxes are a seasonal risk at dawn and
Dust plumes may occur following blasting. Ctc dusk on the Apch to the Rwy (on andoff air-
ARO for more details. field). Peak risk period is Aug through until Feb
All fixed wing Acft above 12566 lb (5700 kg) although potential risk exists year round.
must make MAX RAD turns at MNM speed Parking for Acft Abv 12566lb (5,700kg) MTOW
atturn pads to avoid Sfc damage. requires 48hr PN. Email ARO with request.
Itinerant Prk Ctc AD manager/ARO. Skid mounted aircraft are not permitted to park
All Acft tofollow Apn markings. on any sealed or asphalt surface, including
bowsers, Twy, apron, runup bay, etc.
All jet Acft to use idle power for movements on
the Apn with the exception of breakaway thrust Air taxi to/from the eastern grass helicopter Apn
to initiate taxi. to the Rwy via Twy C is to be avoided unless
necessary.
Twy A - Code C, width 75' (23 m).
Due to the grades on Rwy 16/34, the opposite
Mount Isa ends of the Rwy are not visible when takeoff.
1121′ YBMA ISA +10:00 S20 39.8 E139 Mandatory CTAF broadcast required before
29.3 operating on Rwy.
Apt Administration 07 4409 3000; aro@isaair- CTAF Bcst from Acft at the Twy holding point
port.com.au. ARO H24 0428 030 409. AWOS may not be received by Acft at the Thr Rwy 16.
H24 (AWIS) 07 3564 3729. Apt Manager Fax This AD is a Security Controlled Apt.
07 4743 0101. Ground Services 0419 735 998, Weather balloon launch approximately 2315'
07 4743 4843, 07 4743 7211; Mobile 0407 961 from 4921' (1.5km) S ARP. Launches may
355; Fax 0419 735 998, 07 4743 4843; occur at other times.
mtisa@oznorthservices.com.au. No turns permitted in the overrun beyond Rwy
16/34 8399′ ASPHALT. PCN 34/F/A/ Thr. All turns to be MIN speed, MAX radius.
1400 (203 PSI)/U. TODA 16 8596′. TODA 34 Training Flts permitted only between
8596′. MIRL. PORT-RL. Pilot Controlled Light- 2100-1200Z only.
ing.
Local Heli Ops are to be conducted from/to the
Rwy 34 Right-Hand Circuit. eastern grass helicopter Apn, which is the area
A wildlife hazard exists year round at this AD. contained by the blue cone markers off the E
a. Bird activity is significantly increased after end of Twy C.
rainfall events. Blasting will be conducted at various sites
b. Whistling kite, magpie lark and nankeen kes- within 6NM radius of Mount Isa Apt. Surface -
trel present all year round. 2500' (762m).
c. Black kites occur year round and occur in F-4, Jet A-1.
veryhigh numbers during insect swarms, ABN.
NOTAM will be issued in these events.
AUSTRALIA
Mount Magnet Parallel Twy not Avbl to Acft Abv 12,566

1354′ YMOG MMG +08:00 S28 07.0 E117 lbs(5700 kg) MTOW.
50.5 Pilots are requested to avoid overflying the
Apt Administration 08 9963 3000; On Call 0409 Alpine National Park (Bogong Unit).
058 089, 0427 634 241. AWOS H24 (AWIS) 08 Midway Twy Avbl to Acft with wingspan up to
6216 2627. and not exceeding 49' (15m).
04/22 2953′ SAND/SILT. Unrated, AWIS requires 1 Sec transmit pulse to activate.
AUW-13/0.7000 MPa. TODA 04 3150′. TODA Call-out fee applies for approved night Ops.
22 3150′. Fuel: call-out fee applies weekends and public
16/34 5906′ ASPHALT. PCN 9/F/A/ holidays during non winter period.
850(123PSI)/U. TORA 16 5905′. TORA 34 All Acft required to execute 180 Deg turns at
5905′. LDA 16 5905′. LDA 34 5905′. TODA 16 Rwy end turning nodes only.
6102′. TODA 34 6102′. ASDA 16 5905′. ASDA
Jet A-1.
Due to limited apron space 24 hour prior notice Mt Keith
is required for all non RegularPublic Transport 1792′ YMNE WME +08:00 S27 17.2 E120
aircraft above 12,566 lbs (5700 kg). 33.3
This AD is a Security Controlled Airport. ARO 08 9037 8748; H24 0409 119 514; mount-
Acft Abv 12,566 lbs(5700kg) are required to keithaerodrome@bhp.com. AWOS H24 (AWIS)
use Rwy 16/34 only and to taxi on Rwy center- 08 9037 8748. Apt Manager 0450 031 931;
line and turn at turning nodes. All turns to be joseph.buchanan@bhp.com. Ground Services
Min speed, MAX radius. 0409 119 514.
11/29 5896′ BITUMEN. PCN 7/F/C/
Mt Hotham
600 (86 PSI)T. TODA 11 6102′. TODA 29
4260′ YHOT MHU +10:00* S37 02.9 E147 6102′. RL.
20.0
Apt Administration 03 5759 4444; H24 5159
Restricted Ops - PPR.
6777; Fax 5159 6776. ARO 0416 986 288,
0418 609 122, 0418 971 778. AWOS H24 Acft must be at taxiing speed when turning into
(AWIS) 03 8470 3217. Ground Services 0418 and out of Twy/Rwy.
609 122, 0418 971 778; H24 03 5159 6777. Acft above 12,566 lbs (5,700 kg) must taxi off
11/29 4790′ ASPHALT. PCN 24/F/C/ RCL and roll past Twy/Rwy intersection until
1138(165PSI)/T. TODA 11 4987′. TODA 29 taxiing speed achieved. Acft must follow lead in
4987′. RL. lines.
Rwy 29 Right-Hand Circuit. Acft Q400 to use F100 lead in taxi line on Apn.
PPR from AD Opr for all night and non RPT AFRU not Avbl on the ground,seek CTAF con-
Ops. ATND SKD 2200-0600Z, JUN - SEP 4hr firmation from UNICOM Opr.
PN. O/T 24hr PN. 180 Deg turns at Rwy ends only. Max radius
PPR from AD Operator for all night and non Min speed.
RPT Ops, refer to website for OPR guidance Blasting on mine site from sunrise to sunset on
http://www.mthotham.corn.au Brg 348 Deg Mag 3.4NM and Brg 170 Deg Mag
AUSTRALIA
9.1NM from ARP. Sfc to 2000' (610m) AGL. Ctc Assume transition obstacle limitation surface
AD Reporting Officer for blasting times. infringements exist.
Mudgee Mungo Lodge see Buronga

1545′ YMDG DGE +10:00* S32 33.7 E149
Murray Field
36.7
56′ YMUL +08:00 S32 30.6 E115 50.0
2815. ARO 0407 784 467. AWOS H24 (AWIS) Apt Administration 08 9417 0000; Fax 08 9417
02 9353 6439. Ground Services 02 9791 0599, 0040; info@royalaeroclubwa.com.au. ARO 08
0418 862 100. 9581 6222.
04/22 5705′ ASPHALT. PCN 10/F/C/ 05/23 3802′ SLD. AUW-13. TODA 05 3999′.
1300(189PSI)/T. TODA 04 5902′. TODA 22 TODA 23 3999′. RL. Pilot Controlled Lighting.
5902′. RL. Pilot Controlled Lighting. Rwy 05 Right-Hand Circuit.
Rwy 22 Right-Hand Circuit. 09/27 2963′ UNPAVED. AUW-13. TODA 09
16/34 3527′ TURF. TODA 16 3724′. TODA 34 3061′. Rwy 27 Takeoff not allowed.
3724′. Rwy 09 Right-Hand Circuit.
Rwy 16 Right-Hand Circuit. PPR. ATND SKD Avbl for RACWA Ops. PN
ATND SKD H24. 24hr for non RACWA Ops. Mon, not Avbl.
Bird and animal hazard exists. Restricted Ops. PPR from AD Opr.
All Acft using Rwy 04/22 must Tkof and Ldg CAUTION: Low level aerobatics are conducted
using sealed Rwy only. within 1NM of AD. Animal hazard exists.
Acft not permitted to taxi on runway strip Rwy Circuit training permitted only Btwn 0700-2200
04/22 and grass islands. WST.
This AD is Security Controlled Airport. Circuit restricted to Acft not exceeding 200HP.
Acft Abv 12566lbs (5,700KG) are required to PJE occur HJ on AD up to FL150. Pilots
use Rwy 16/34 only and to taxi on RCL and advised to monitor CTAF and PH CEN for DZ.
turn at turning nodes. All turns to be MIN Avgas Avbl for RACWA Ops. Non Racwa Ops
speed, MAX radius. Avbl by appointment 24hr PN. Not Avbl Mon.
F-4, Jet A-1. F-4.
Mundoo see Innisfail Murrin Murrin

1535′ YMMI +08:00 S28 42.3 E121 53.4
Mundubbera
400′ YMDA +10:00* S25 35.9 E151 19.1 657 461; siteservices.supt.coord@glen-
Apt Administration 1300 696 272, core.com.au. ARO 0408 941 791.
admin@northburnett.qld.gov.au; Fax 07 4161 03/21 6562′ ASPH/SLD. PCN 22/F/A/
1425. 1100 (160PSI)/T. TODA 03 6758′. TODA 21
17/35 3937′ ASPH/SLD. Unrated. RL. Pilot 6758′. RL.
Controlled Lighting. Restricted operations. PPR from AD Managers/
PPR for night time Ops. AROs.
Assume bird and animal hazards exist. Acft above 12,566 lbs (5700kg) to use MAX
radius MIN speed turns at Rwy ends only.
AUSTRALIA
Illuminated WDI 686'(209m) N of Rwy 03 start Contact Range Control Darwinon 08 7971 2587
of TORA 328' (100m) E of RCL infringes transi- prior to departure to confirm frequency require-
tional surface by 10' (3m). ments.
Murwillumbah Naracoorte
18′ YMUR +10:00* S28 19.9 E153 24.8 169′ YNRC NAC +09:30 S36 59.1 E140
Apt Administration 02 6670 2400. Ground Serv- 43.5
ices On Call 02 6672 4545. ARO 08 8760 1100. AWOS H24 (AWIS) 08
01/19 3428′ GRASS. 8150 3810. Ground Services H24 08 8762
Bird hazard exists. 1721; On Call 0458 799 678.
Twy on NE side of Rwy is not Avbl due to 02/20 4386′ GRAVEL. AUW-13/0.5000 MPa.
drains and trees. TODA 02 4583′. TODA 20 4583′.
In dry conditions, Twy on W and SE sides are 08/26 3438′ ASPH/SLD. AUW-13/0.5000 MPa.
Avbl. TODA 08 3678′. TODA 26 3635′. RL. Pilot Con-
trolled Lighting.
When Rwy wet, taxi on crown with care.
ATND SKD H24.
Due to industrial buildings at northern end of
RWY, ACFT on approach for RWY 19 may not F-4, Jet A-1.
be visible. Please complete all checks in run-up Narrabri
bay provided.
788′ YNBR NAA +10:00* S30 19.1 E149
PJE HJ 1.5NM NW of the airfield. 49.6
No circuits below 1,000'. Apt Administration 02 6799 6759; Fax 6799
Rwy 01 - make wideleft circuit to reduce noise 6888. ARO H24 0427 101 140. AWOS H24
to Murwillumbah Hospital. (AWIS) 02 9353 6441.
F-4. 09/27 2625′ GRAS/CLAY. Unrated. TODA 09
2822′. TODA 27 2822′.
Nackeroo
18/36 5791′ ASPHALT. PCN 32/F/B/
439′ YNKR +09:30 S15 34.6 E130 28.5
940(136 PSI)/T. TODA 18 5987′. TODA 36
Apt Administration 08 7971 9002, MIL: 08 7971 5987′. RL. Pilot Controlled Lighting.
2587.
ATND SKD 1 hr PNR.
14/32 3478′ SAND/TRTD. ASDA 14 3790′.
ASDA 32 3790′.
AWIS activated by 1 second transmission.
Limited C17 movement permitted: PPR. Dry -
447,000LB/138PSI. Wet - 400,000LB/138PSI. ACFT ABV 12566LBS (5700KG) MTOW limited
to TWY A and B.
CAUTION: This aerodrome is not subject to
routine serviceability inspection or NOTAM TWY C north of RPT APN limited to 12566LBS
advice of unserviceabilities. Additional aero- (5700KG) AUW and 75FT (23M) MAX wing-
drome data is available from the contact tele- span. MAX overall graded WID 51FT (15.4M).
phone numbers or for Mil Aircrew: http:// Bay 3 on main APN limited to RPT and APV
drnet.defence.gov.au/ARMY/FORCOMD/Head- charter ACFT.
quarters/AviationBranch/AvnAwDir/Pages/ Aeromedical ACFT to use Bay 4 on main APN.
OPAW.aspx. Timber Creek AD207°M / 3.1NM. ACFT entering the main APN are to use TWY B
PPR. MIL AD located within R270. and depart via TWY A.
AUSTRALIA
Straight in approaches to RWY 36 authorised to 11/29 4990′ ASPHALT. PCN 10/F/B/

circling minima ONLY due to permanent reloca- 580 (84 PSI)/T. LDA 29 4144′. TODA 11 5187′.
ted THR RWY 36. TODA 29 5187′. RL. Pilot Controlled Lighting.
Grass RWY 09/27 is not available. ATND SKD H24.
This AD is a Security Controlled Airport. Twy C 12,566 lbs (5,700 kg) MAUW.
F-4, Jet A-1. Access to Twy D from Apn not Avbl.
Glider operations HJ.
Narrandera
Glider strips marked by orange gable markers.
474′ YNAR NRA +10:00* S34 42.1 E146
30.7 Gliders operate common circuit direction from
separate strips alongside RWS.
1884. ARO H24 0428 690 518. AWOS H24 Also AVBL for tail-skid-equipped ACFT.
(AWIS) 02 9353 6442. Ground Services 0413 Simultaneous OPS not permitted.
003 808. F-4.
05/23 3346′ GRAVEL. AUW-13/0.4000 MPa. ABN.
LDA 05 2953′. TODA 05 3904′. TODA 23 3543′.
ASDA 05 3707′. Newman
Central 98ft (30m) brown gravel. 1724′ YNWN ZNE +08:00 S23 25.1 E119
48.2
14/32 5282′ ASPHALT. PCN 17/F/B/
700(102PSI)/T. TODA 14 5991′. TODA 32 Apt Administration 08 9175 8000; Fax 08 9175
5479′. ASDA 14 5794′. RL. Pilot Controlled 2668; newmanops@eastpilbara.wa.gov.au.
Lighting. ARO 08 9177 8964; Mobile 0409 483 651; Fax
08 9177 8965. AWOS H24 (AWIS) 08 6216
ATND SKD H24.
2628. Apt Manager 08 9177 8964; Fax 08 9177
Bird hazard exists - increased concentrations 8965. Ground Services 0438 920 048; Fax 08
early morning and late afternoons. 9177 8907.
This AD is a Security Controlled Airport. 05/23 6798′ ASPHALT. PCN 44/F/B/
Turning nodes at both ends and 1772'(540M) 1500 (218 PSI)/T. TODA 05 6995′. TODA 23
from Thr Rwy 14. Wid 148' (45M). 6995′. RL. Pilot Controlled Lighting.
F-4. ATND SKD Mon-Fri except public holiday
2300-1100Z service fee applies after hours.
Narromine
Departing Acft Abv 12566 lbs (5700 kg) MTOW
782′ YNRM QRM +10:00* S32 12.9 E148
are required to taxi on RCL to the Thr of the
13.5
Rwy in use and turn at the turning nodes.
Arriving Acft Abv 12566 lbs (5700 kg) MTOW
413 176; Fax 6889 9998. ARO H24 0408 852
are to extend the landing roll to the end of the
931. Ground Services 0417 260 031, 0428 607
Rwy in use anduse turning nodes for turning.
372.
For security reasons aircrew and PAX from the
04/22 3609′ ASPHALT. PCN 10/F/B/
GA Apn are not to proceed beyond Bay 4 onto
580 (84 PSI)/T. LDA 04 3323′. TODA 04 3806′.
the RPT Apn.
TODA 22 3806′.
Due to possible RPT Apnand terminal conges-
tion during peak periods, all operators of Code
AUSTRALIA
2, 3 and 4 Acft are to Ctc the AD Opr for a slot Nhill

allocation prior to planning such operations into 454′ YNHL +10:00* S36 18.7 E141 38.7
Newman. This includes planned fuel stops and Apt Administration 03 5391 4444. ARO On Call
where Newman is selected as a weather alter- 0418 539 545, 0428 322 835. AWOS H24
nate and a diversion is likely. (AWIS) 03 8470 3218. Ground Services 03
Parking on Bays 1, 2 and 3 is restricted to 5391 1218, 0429 918 364.
scheduled RPT Acft or Acft approved by the AD 09/27 3281′ ASPHALT. AUW-13/0.3000 MPa.
Opr. Extended Prk may be Avbl upon request TODA 09 3478′. TODA 27 3478′. RL. PORT-
and fees may apply. Prk Bay 4 is Avbl for non RL. Pilot Controlled Lighting.
RPT and GA Acft on request.
18/36 3615′ TURF. AUW-13/0.3000 MPa.
Bay 4 is only to be accessed via Twy B (south- TODA 18 3812′. TODA 36 3812′. PORT-RL.
ern Twy) due to CLRlimitations behind Acft
ATND SKD days 1hr PNR, AH 8hr PNR.
parked on Bays 2 and 3. Bays 1, 2 and 3 are to
be accessed via Twy A (northern Twy). Mar- Birds hazard exist.
shalling services are provided for scheduled F-4.
traffic onto the RPT bays. Marshalling and other
Nifty
Apn services can be provided to Acft using Bay
4 upon request. 968′ YCNF NIF +08:00 S21 40.4 E121 35.7
This AD is a Security Controlled Airport. Apt Administration nifty.airport@cypriumme-
tals.com, wayne.derench@cypriummetals.com.
All turns on the Rwy and turning nodes are to
ARO 0473 214 073. Apt Operator 08 6374
be at MNM speed and MAX radius.
1500.
An ASIC is required for unescorted authorised
12/30 6690′ BITU/SLD. PCN 23/F/A/
airside movement and is to be worn and clearly
850(123PSI)/T. TODA 12 6886′. TODA 30
displayed above the waist. Passengers are to
6886′. PORT-RL. Pilot Controlled Lighting.
be under escort by an ASIC holder at all times.
Other non ASIC holders are to be issued with a Restricted Ops: PPR from AD OPR.
VIC by the AD OPR for authorised airside CAUTION: Unlit Twr 1182', 016 degrees/ 0.4
movement under escort by an ASIC holder. NM(833m) from ARP.
F-4, Jet A-1. Acft above 12566 lbs (5700 kg) turning at Rwy
Fire 6 Mon-Tue 2245-1130Z, Wed-Thu end turning nodes only.
2235-1120Z, Fri 2245-0920Z, Sat 0015-0240Z, Bay 2 restricted to code B aircraft and below
Sun 0015-0955Z. when Bay 1 is occupied by code C aircraft.
Jet A-1.
Ngukurr
45′ YNGU RPM +09:30 S14 43.4 E134 44.8 Norfolk I (Norfolk Island) Apt of Entry
Apt Administration 08 8975 4656; Fax 08 8975 371′ YSNF NLK +11:00 S29 02.5 E167 56.3
4658. ARO 0419 604 061. Apt Administration H24 6723 22445; Fax 6723
11/29 5020′ SLD. Unrated. TODA 11 5216′. 23201; info@airport.gov.nf. AWOS H24 (AWIS)
TODA 29 5216′. RL. 02 9353 6443. Ground Services Mobile 6723
Animal hazard exists - galahs and night birds 50498, 6723 56750; Fax 6723 24122.
are a common hazard. 04/22 4708′ ASPHALT. PCN 12/F/C/
580 (84 PSI)/U. TODA 04 4905′. TODA 22
4905′. RL. PORT-RL.
AUSTRALIA
Rwy 04 Right-Hand Circuit. Normanton

11/29 6398′ ASPHALT. PCN 49/F/B/ 73′ YNTN NTN +10:00 S17 41.1 E141 04.2
1410 (205PSI)/T. LDA 11 6201′. LDA 29 6201′. Apt Administration 07 4745 2200; On Call 0429
TODA 11 6594′. TODA 29 6594′. MIRL. PORT- 303 112; Fax 4745 1340. ARO H24 0429 303
RL. 112. AWOS H24 (AWIS) 07 3564 3730. Ground
Rwy 11 Right-Hand Circuit. Services H24 07 4745 1615; normantonrefuel-
Customs. ling@bigpond.com.
All non RPT Acft must obtain prior approval 14/32 5499′ ASPHALT. PCN 8/F/A/
from the Apt Manager. 24 hr PNR. 830 (120 PSI)/U. TODA 14 5695′. TODA 32
Significant bird hazard at Philip I (160 Deg / 5695′. RL. Pilot Controlled Lighting.
5NM from AD, Elev 913' AMSL) and Nepean I ATND SKD H24.
(131 Deg/ 2.5NM from AD, Elev 108' AMSL). This AD is a Security Controlled Airport.
Operators of jet ACFT are requested to use F-4, Jet A-1.
minimum power when turning or taxiing on
apron. Norseman
Rwy 04/22 Ops restricted to Acft 12,566 lbs 866′ YNSM NSM +08:00 S32 12.6 E121
(5700 kg) or Blw with the following Exc: 45.3
a. Acft up to and including F-27 may use Rwy Apt Administration Fax 08 9039 1359;
04/22 if Rwy 11/29 is operationally unsuitable; ceo@dundas.wa.gov.au. AWOS H24 (AWIS)
08 6216 2629. Apt Manager 0427 391 359,
b. The section of Rwy 04/22 Btwn the Apn exit
0429 391 291; H24 08 9039 1401 (emergency).
and the intersection of the Rwy is available as a
Twy by all Acft using Rwy 11/29. 01/19 4959′ DIRT/GRAS.
PCN 5700/800 (116PSI). PORT-RL.
Local operations require 60 minutes advance
notice of intention to operate at YSNF. Rwy 19 right hand circuits at night.
This AD is a Security Controlled Airport. Aircraft MTOW 12566lbs (5,700kg).
Pilots are reminded that NZ altimetry setting Northam
Proc are applicable when operating into and out 500′ YNTM +08:00 S31 37.5 E116 41.1
of Norfolk I.
Apt Administration 08 9622 3248; webmas-
NZ regulations require Acft flying within the ter@northamaeroclub.com. Ground Services
Auckland Oceanic FIR to maintain Vert Psnwith 08 9622 1550; Fax 9622 1370.
Ref to Std pressure 1013 hPa, with the excep-
14/32 4094′ ASPH/SLD. Unrated. RL. Pilot
tion that within proximity to the Norfolk I AD Acft
Controlled Lighting.
must maintain Alt with Ref to AD QNH.
WX balloon launch Approx 0515, 1115, 2315
from 1575' (480m) NE of ARP. Launches may CAUTION: Ultralight flying training.
occur at O/T. Beware of power lines on the Great Eastern
F-4, Jet A-1. Highway Bypass.
ABN. Fire 6 Mon-Tue 2000-0600Z, Thu Turbulence near Rwy 14 Thr strong easterly
2230-0230Z, Fri 2000-0630Z, Sat 2000-0500Z, wind.
Sun 0130-0430Z. Curfew for repetitive circuit training is 1300Z
(2100LT).
AUSTRALIA
Avoid backtrack - use Twy. Jet A-1.

Model Acft Opr within 600NM radius of Psn S
Nowra
314113.0 E 1163638.0, Brg 227 Mag 5.3NM
from AD. Opr monitoring CTAF 124.2. Ctc Tel: 400′ YSNW NOA Mil. +10:00* S34
0421 606 072 or 0402 906 345. 56.9 E150 32.2
Northern Peninsula 127 367; albatross.airopera-
34′ YNPE ABM +10:00 S10 57.0 E142 27.6 tions@defence.gov.au. AWOS H24 (AWIS) 02
Apt Administration bamagaair- 9353 6444.
port@nparc.qld.gov.au. ARO 0419 413 920. 03/21 6713′ ASPHALT. PCN 43/F/C/
Apt Manager 07 4069 3383. Ground Services 2000 (290 PSI)/T. TODA 03 6909′. TODA 21
On Call 0419 413 920, 07 4069 3383, Emer- 6909′. HIRL. PORT-RL. HIALS 21. Pilot Con-
gency: 0405 895 776. trolled Lighting.
13/31 6017′ ASPHALT. PCN 8/F/A/ Rwy 21 Right-Hand Circuit.
805 (117PSI)/U. TODA 13 6214′. TODA 31 Slope down 0.8% to NE to 1476' (450 m), then
6214′. RL. Pilot Controlled Lighting. down 0.2% to 2133' (650 m), then up 0.3% to
ATND SKD 2200-0700Z. 2789' (850 m), then up 0.9% to 6070' (1850 m),
Bird hazard exists year round 24 hours. then up 0.4% to Rwy end.
Pilots required to execute MAX RAD turns on 08/26 6870′ ASPHALT. PCN 43/F/C/
runway to prevent damage. 2000(290PSI)/T. LDA 26 6571′. TODA 08
HEL landing not permitted on RWY 13/31. 7067′. TODA 26 7067′. HIRL. PORT-RL. Pilot
Controlled Lighting.
HEL greater than 6614lbs (3000KG) MTOW to
use marked helicopter landing site only unless Rwy 08 Right-Hand Circuit.
operationally required. Slope down 2.5% to E to 1312' (400 m), then
This AD is a Security Controlled Airport. down 0.7% to 3937' (1200 m), then down 0.4%
to 4921' (1500 m), then up 0.3% to 5413' (1650
Fuel: after hours callout fee applies.
m), then up 1.0% to Rwy end.
F-4, Jet A-1.
By R421A/B NOTAM (refer NWX). O/T CTAF
Nova procedures apply. ATS may be active at short
962′ YNOV +08:00 S31 50.7 E123 11.5 notice, check YSNW ATIS for status.
Apt Administration 08 6278 5300; Caution: Severe downdrafts may be experi-
nova.aro@igo.com.au. ARO 0427 569 087. enced within 1NM on final Rwy 26 duringW
wind Abv 7KT. Outside TWR hours non RDO
06/24 6562′ ASPHALT. PCN 38/F/B/
equipped AD support vehicles operate on apron
1400(203PSI)/T. TODA 06 6758′. TODA 24
and Twy.
Mil Ops only. Navaid training for Civ Acft Avbl
PPR 24hr from AD Operator.
outside of ATS hr. 24hr PPR.
CAUTION: Rwy friction level have not been
Visiting Mil Acft 24hr PN to Airfield Coordination
confirmedto meet Std. Rwy potentially slippery
Centre. All visiting Mil aircrew conducting flying
when wet.
activities at Nowra (YSNW) and Jervis BayAir-
Acft Abv 12,566lb (5,700kg) must use Rwy Thr field (YJBY) are to read and comply with Naval
turning nodes with all turns to beat MIN speed Air Station Flying Orders (NASFOs).
and MAX radius.
AUSTRALIA
Due to proximity of Navy restricted areas, NWX ance requirements shall apply to all Acft within
and TSX should be included when checking 5 NM of AD due PJE Ops.
NOTAM. No overflight of hot refuel facility (adjacent Twy
Fast jet/Turbo prop departures Rwy 21: For B4) below 200' AGL.
noise abatement climb to 1500' on Rwy hdg Class D ATS provided to authorized Mil and Civ
before commencing a turn onto track. Acft in accordance with AC SI OPS 03-16
In the event of an Emerg, Acft Opr at YSNW on within R421. Non authorized Acft receive Class
an unattended airfield basis are to declare C service with respect to all Acft in R421. Class
theEmerg on Melbourne Centre, Freq 121.2. C VMC applies in all cases in R421. All VFR
Additionally when WI 10NM of YSNW, Mil Acft Acft, except local Mil, requested entry R421
are to advise details to RFFS watch attendant must contact ACD (128.35) for code and airway
call sign "Base Fire" on Freq 118.85. clearance priorto entry.
Low strength bitumen areas outside Twy side- All Acft operate in R453, R452 and R495 when
lines not Avbl for taxi. activity are not subject to an ATS from Nowra
Prk areas and Bldg Adj to Twy A and B infringe ATC and operation subject to the condition
Twy strips. Acft up to C130 size will have a Mim imposed by Navy Fleet HQ Potts Point NSW.
5m wingtip clearance if Twy centerline main- Circuit Altitude: 2000' (1600') Fixed wing; 1200'
tained. (800') Rotary wing.
Twy B and Twy C infringe Rwy strip. Minimum Non radio equipped hang gliders operate in
135' (41m) wing tip clearance Btwn C17 on vicinity on Mount Cambewarra.
Rwy 03/21 and C17 on Twy B. Minimum 36' Fuel not available for visiting civil aircraft.
(11m) wing tip clearance Btwn C17 on RWY Aircraft pilot in command should be preparedto
08/26 and C17 on Twy C. Acft with a wing span refuel aircraft as only tanker driver provided.
of 118' (36m) or greater can perform Ldg or
Model Acft operate Sat, Sun, public holiday HJ
Tkof Ops to the Rwy with the respective parallel
Twy A up to 400' AGL (will land on receipt of
Twy being occupied provided that:
CATF broadcast). Model Acft Opr HJ within
A. conditions are VMC. 1640' (500m) radius of Psn 345413.31S
B. neither Acft is subject to an emergency. 1503521.69E (Archer Racecourse) Brg 030Mag
C. the Rwy is dry or wet but not contaminated. 3.9NM fom ARP. Opr will monitor CTAF. Sfc to
D. the parallel Twy is occupied by an Acft with a 400' AGL when R421A/B active (up to 1,000'
wingspan less than 118' (36m). with ATC approval). Sfc to 1,000' AGL when
Twy A2 inverts 1 and 2 are 46' (14 m) wide, R421A/B deactivated. Model Acft Opr HJ within
fixed wing Acft to Exer caution when using 1640' (500m) radius of Psn 344955.80S
these inverts. Inverts 3 to 6 are 22' (6.6 m) 1503719.70E (Fletcher's Lane) (Brg 018Mag
wide, Avbl military Heli Ops only. Invert 7 is 62' 8.1NM from ARP). Opr will monitor CTAF, Sfc
(19 m). to 400' AGL when R421A/B active (Up to 1,000'
with ATC approval), Sfc to 1,000' AGL when
Twy E2 heli only. Fixed wing approved on
R421A/B deactivated.
require.
VFR Acft require to enter or transit R421 are to
Bird hazard exists.
contact Airways Clearance Delivery on 128.35
Start clearance not required unless specified by MHz for an SSR cod and clearance - excluding
NOTAM or ATIS. When specified by start clear- Acft planned as mercy flight. VFR Acft should
submit plan toreduce delay in processing. If
AUSTRALIA
clearance is not immediately Avbl remain in Oakey

class G airspace. 1336′ YBOK OKY Mil. +10:00 S27
Parachute jumping exercise no specific working 24.7 E151 44.1
hours. Apt Administration 07 4577 7136; On Call 0427
JP-5. JASU. 725 658; Fax 07 4577 7122. 07 4577 7136, 07
ABN. Fire 5 Mon-Thu 2300-1300Z, Fri 7514 7861. ATIS 07 4577 7235. AWOS H24
2300-0600Z Exc Public Holiday. During Hours (AWIS) 07 3564 3731. Apt Operator
of Daylight Saving Mon-Thu 2200-1300Z, Fri OAK.B73.Airfield.Operations.Cen-
2200-0500Z Exc Public Holiday. O/T CAT 4. tre@defence.gov.au,
CAT 6 72hr PNR. CAT 5 or 6 outside published aavntc.ops@defence.gov.au.
hr will be at cost to user. 05/23 2999′ ASPHALT. PCN 8/F/C/
1100(160PSI)/T. TODA 05 3195′. TODA 23
Nullagine 3195′.
1251′ YNUL NLL +08:00 S21 54.8 E120 Rwy 23 Right-Hand Circuit.
11.9
09/27 3573′ ASPHALT. PCN 10/F/D/
Apt Administration 08 9177 8964; Fax 08 9177 1750(254PSI)/T. TODA 09 3770′. TODA 27
8965. ARO 0409 483 651, 08 9177 8964. 3770′. MIRL. Pilot Controlled Lighting.
14/32 5315′ SAND. RL. Rwy 27 Right-Hand Circuit.
Numbulwar 14/32 5410′ ASPHALT. PCN 9/F/C/
31′ YNUM NUB +09:30 S14 16.3 E135 43.0 1100(160PSI)/T. TORA 32 5600′. LDA 32
5600′. TODA 14 5607′. TODA 32 5797′. ASDA
32 5600′. MIRL. Pilot Controlled Lighting.
742 946.
15/33 4331′ SLD. UNRATED. TODA 15 4528′.
TODA 33 4528′. PORT-RL. All civil operations require prior permission.
Animals hazard exist. CAUTION:
Restrict all turns to central 59' (18m) of Rwy. a. Military helicopters and fixed wing Acft oper-
ating outside hours of ATS. Ops include parallel
Opr to all Rwy, counter rotating circuit patterns,
Nyngan medium wake turbulence category helicopter
569′ YNYN NYN +10:00* S31 33.1 E147 Arr Dep and circuit to sealed runways and other
12.2 non-standard CTAF Opr
Apt Administration 02 6835 9000. ARO 0428 b. Acft to be aware of the proximity to Brisbane
264 262. West Wellcamp (YBWW)
05/23 5390′ ASPHALT. PCN 12/F/B/ 150/9.3NM and Toowoomba (YTWB)
700 (101 PSI)/T. TODA 05 5587′. TODA 23 119/12.2NM from Oakey ARP.
5587′. RL. Pilot Controlled Lighting. c. Airfield sweeper Opr, Mon-Fri1400-2100Z.
18/36 3494′ GRASS. TODA 18 3691′. TODA 36 d. Remain clear of power station to the SW of
3691′. AD.
Animal and bird hazard exists. e. Flight Training Ops out of Brisbane West
F-4. Wellcamp (YBWW) and within D635AB from
AUSTRALIA
1900-1400Z daily. YBWW bearing 143 MAG Lgt signal'aldis Lgt' from Ctl Twr and ABN visi-
9.5NM from ARP. bility restricted from WNW (Btwn 260° to 305°
Bird hazard exists. Increased activitywill be Mag) due to new tower construction.
advised by NOTAM. All visiting civil and military aircrew are to notify
AD hours of Ops are dependent on local Mili- AAVNTC and airfield operations with 24HR
tary Ops and are notified by NOTAM. prior notice to coordinate aircraft parking,
Civil aircraft (excluding emergency aircraft) security, refuelling, accommodation and in-flight
shallnot plan to Oakey as a WX diversion. meal requirements.
Circling area may be overflown by aircraft con- CAT 4 ATS hours. Check Oakey ATIS to con-
ducting APCH to Brisbane West Wellcamp firm status.
(YBWW) Rwy 12 outside ATC HR. All VFR Acft require clearance into Oakey
Military Acft using light enhancement devices RSTD airspacefrom class G and E contact
may not display external lighting outside Oakey clearance on 133.35 to pass details and
ATS/AD Opr hours. Check NOTAM for opera- obtainSSR code and AWY CLR.
tions in R654 during periods of airspace deacti- Agricultural operations:
vation. A. Requests must be sent via email to Afld Ops
Emergency Services Apron: Jet Ops or Turbo Centre with all essential information at least 24
Prop Ops in excess of 15,432 lbs (7000 kg) are business hrs prior to your commencement time.
prohibited at Oakey unless due to EMERG, or No exceptions made.
special government arrangement. TWY C and B. All Acft are to maintain two way communica-
the EMERG services APN have a sacrificial tion with ATS when Aspc is active, transponder
layer of loosely bonded stones that may pose a equipped Acft preferred.
hazard to these ACFT. Sweeping is conducted Remotely Piloted Aircraft System/ Unmanned
on a weekly basis, however operators who Aircraft System:
elect to use these areas do so at their own risk. A. All Oprmust hold the appropriate certifica-
Taxi lane markings on the EMERG services tions endorsed by CASA.
APN only ensures obstacle clearance for ACFT
B. When Opr within 5NM YBOK, requests are
with a wingspan of 33ft (10m) or LESS.
to be sent via email to Afld Ops Centre with all
Rwy 09/27 not available to aircraft above essentialinformation at least 72 business hrs
50,045 lbs (22,700kg). prior to your commencement time or at least 48
Twy and apron PCN are significantly lower than business hrs for Ops outside of 5NM YBOK. No
airfield runways, a pavement concession is exceptions will be made.
required for an Aircraft Classification Number F-4, Jet A-1.
greater than 5.
ABN. Fire 4.
Access to MIL APN west of CL invert B2 is
restricted to ARH Tiger helicopter movements Oaky Creek
only. 581′ YOAY +10:00 S23 03.6 E148 29.7
Civil Acft not intending to arrive at Oakey are Apt Manager 07 4984 7208; Fax 4984 7305.
strongly advised to avoid Oakey circuit area by 15/33 4918′ BITU/SLD.
5NM, overfly above 3,500ft AMSL and avoid
ATND SKD PPR required 48 hour prior notice
instrument approach final paths.
to mine manager.
Possibility of wallabies at dawn and dusk.
AUSTRALIA
Oenpelli cash only applies. JET A1, Air BP Carnet Card

30′ YOEN OPI +09:30 S12 19.5 E133 00.3 or cash.
Apt Administration 08 8970 3700. ARO H24 Jet A-1.
0147 185 915.
Onslow
12/30 4331′ SLD. MTOW-13. TODA 12 4528′.
23′ YOLW ONS +08:00 S21 40.1 E115 06.8
Apt Administration 08 9153 2000; onslow.air-
port@ashburton.wa.gov.au. ARO On Call 0487
Bird hazard exists. 654 272. AWOS H24 (AWIS) 08 6216 2630.
Rwy 12/30 not available to aircraft above Ground Services 0448 562 151; skyfuelon-
12,566 lbs (5700kg) MTOW. Flights with mede- slow@gmail.com.
vac and hosp status exempt. 03/21 6234′ ASPHALT. PCN 26/F/B/
Olympic Dam 1103(160PSI)/T. TODA 03 6430′. TODA 21
344′ YOLD OLP +09:30* S30 29.1 E136
52.6 ATND SKD H24.
Apt Administration olympicdamair- Twy A (1624' (495m) S of Rwy 21 Thr right
port@bhp.com. ARO 0477 307 824. AWOS hand side) and Northern apron commissioned.
H24 (AWIS) 08 8150 3811. Ground Services Twy A, B and C Avbl to Code C Acft and Blw.
0427 717 755, 08 8671 1655. All Acft under 12,566lbs (5,700kg) to use east
07/25 6102′ ASPHALT. PCN 47/F/C/ side of southern Apn.
1500(218PSI)/T. TODA 07 6299′. TODA 25 All Acft over 12,566lbs (5,700KG) to make turns
6299′. RL. PORT-RL. Pilot Controlled Lighting. at Rwy ends only. MAX radius at MIN speed.
Rwy 07 Right-Hand Circuit. This AD is a security controlled airport. ASICs
ATND SKD 1730-0700Z, O/T 3hr PN. to be worn and clearly displayed when airside.
PPR, minimum 3 days notice - contact AD Opr. Jet A-1.
CAUTION: Old Rwy 06/24 Aprx 328ft(100m) S. Oodnadatta
Frequent movements of high capacity Regular
386′ YOOD ODD +09:30* S27 33.6 E135
Public Transport (repeat) and charter Acft occur
26.7
at AD. Potential for air traffic congestion and
conflict exits. Apt Administration 0427 687 772, 0439 136
271, 08 8648 5970; Fax 08 8648 5971. AWOS
Ldg permission may include a slot time to avoid
H24 (AWIS) 08 8150 3812. Ground Services 08
peak movement periods.
8670 7822; Fax 08 8670 7831; pinkroad-
Bird hazard exists. house@bigpond.com.
AD not Avbl to non-radio equipped or non- 04/22 2680′ GRAVEL. UNRATED. TODA 04
mode C transponderequipped Acft. 2877′. TODA 22 2877′.
Twy B for Acft 46297lbs (21,000kg) and Blw. 13/31 4232′ PAVED. AUW-13/0.6000 MPa.
AWIS requires 1 sec pulse to activate. TODA 13 4429′. TODA 31 4429′. RL.
This AD is a Security Controlled Airport. Rwy 13/31 central 59' (18m) sealed.
Fuel: AIR BP Olympic Dam Airport: D F-4.
1730-0700LT, AH 3HR PNR call-out fee $55
AUSTRALIA
Orange Gliders outside of the vicinity of Orange Airport

3112′ YORG OAG +10:00* S33 22.7 E149 monitor 122.7.
07.5 Model Acft Opr within 3281' (1,000M) radius of
Apt Administration 02 6393 8000; Fax 02 6393 Psn S33 28 06.00 E148 41 30.00 Brg 244 Mag
8199. ARO On Call 0419 233 879. AWOS H24 22.5NM from Orange AD (YORG) Sfc to 2,000'
(AWIS) 02 9353 6445. Ground Services 0414 AGL.
247 999, 0415 247 999, 0438 270 370, 0438 F-4, Jet A-1.
270 374, 0456 670 267.
Orbost
04/22 2569′ GRAS/CLAY. MTOW-13. TODA 04
2766′. TODA 22 2766′. 93′ YORB RBS +10:00* S37 47.4 E148 36.6
11/29 7260′ ASPHALT. PCN 39/F/C/ ARO 0438 497 697, 0447 132 980.
1500(218PSI)/T. TODA 11 7661′. TODA 29 07/25 3740′ ASPHALT. PCN 5/F/B/
7457′. RL. Pilot Controlled Lighting. 450(65PSI)/T. TODA 07 3937′. TODA 25 3937′.
Increased hazards of birds (magpies, galahs RL. Pilot Controlled Lighting.
and ibis) and animals (kangaroos, wallabies Animal hazard exists. Check AD from air before
and foxes) exists. landing.
All Acft to execute maximum radius turns on Acft operations above published weights, con-
Rwy 11/29, Twys and apron. tact ARO for pavement concession.
Use of RPT Bays 1 to 4 is restricted to Regular Ultralight Acft Ops at AD.
Public Transport Acft and Air Ambulance Increased activity in helicopter Ops during
(excluding helicopter). summer season for fire Emerg.
Other Acft as approved by AD operator with Jet A-1.
24HR PNR.
Osborne Mine
Twy C, D not available to Acft above 4,000kg
MTOW. 935′ YOSB +10:00 S22 04.9 E140 33.4
This AD is a Security Controlled Airport. Apt Manager 07 4748 0307, 07 4748 0337; Fax
07 4762 5018.
Fuel: Self serve bowser. Aero Refuellers: JET
A1 by tanker. H24. AH call-out fees apply. 12/30 6562′ ASPHALT. PCN 7/F/B/
Orange HEL Fuel Tanker, JETA1 by tanker, 1050(152PSI)/T. TODA 12 6758′. TODA 30
call-out fees apply for AH and weekend, 1HR 6758′. RL. PORT-RL. Pilot Controlled Lighting.
PNR. Cash and credit card accepted. Restricted Ops. PPR for all Ops.
Intensive gliding operations conducted by Bath- CAUTION: Remotely piloted Acft Ops conduc-
urst Soaring Club at Pipers Field located 20NM ted within 3NM radius of AD from ARP up to
East Orange Airport - daylight HR on week- 400' (122m) AGL.
ends, PH and some weekdays. Gliders monitor All pilots with prior permission are requested to
122.7 within 3NM Pipers Field and 127.35 refrain from overflying mine site.
(Bathurst CTAF) when east of Pipers Field. JET A1 by prior arrangement with AD Manager.
Gliders cross-country gliding operations often Regular surface blasting occurring at the
transit airspace in the vicinity of Orange Airport Osborne Mine site.
up to and above 10,000ft. Gliders monitor 119.0 High and Medium Intensity Obstacle Lights -
(Orange CTAF) west of Pipers Field in the Power lines on SE Apch.
vicinity of Orange airport.
AUSTRALIA
Jet A-1. Bay 3 Avbl to F100/B717 with prior approval

from AD Manager.
Palm Island
30′ YPAM +10:00 S18 45.3 E146 34.9
Perimeter fence unmarked and unlit, both sides
Apt Administration 07 4770 1177; Fax 07 4770 of entire length of Rwy, 505'(154m) from Rwy
1241. ARO H24 0458 789 464. 06/24 centre line. Infringes transitional surface
14/32 3730′ ASPH/SLD. UNRATED. TODA 14 by up to 10'(3m).
3927′. TODA 32 3927′. RL. PORT-RL. Frequent mine blasting with associated dust
Rwy 14 Right-Hand Circuit. hazard to 1,000' AGL, HJ at the following loca-
Hills on E & W of AD infringe inner horizontal tions:
Sfc, obstacle lights not provided. CAUTION: Brg 152 Deg Mag 9NM from ARP within 4NM
when night circling. radius, Brg 215 Deg Mag 6NM from ARP within
This AD is a Security Controlled Airport. 2NM radius, Brg 245 Deg Mag 9NM from ARP
Middle Rwy turns not Avbl for Arr orDep Acft, within 3NM radius.
turns must be made at Thr nodes only. Roll Jet A-1.
through required except for taxiway entry or
exits. Parafield see Adelaide
Paraburdoo Parkes
1406′ YPBO PBO +08:00 S23 10.3 E117 1069′ YPKS PKE +10:00* S33 07.9 E148
44.7 14.3
Apt Administration 0448 561 026; paraair- Apt Administration 02 6861 2333; Fax 6862
port@amsaustralia.com. ARO 0447 925 971. 1710, 6862 3946. ARO 0427 282062. AWOS
AWOS H24 (AWIS) 08 6216 2631. Ground H24 (AWIS) 02 9353 6446. Ground Services
Services 0417 640 012. 0418 634 997.
06/24 6995′ ASPHALT. PCN 34/F/B/ 04/22 5525′ ASPHALT. PCN 8/F/C/
1100 (160PSI)/T. TODA 06 7192′. TODA 24 850 (123 PSI)/T. TODA 04 5722′. TODA 22
7192′. RL. PORT-RL. Pilot Controlled Lighting. 5722′. RL. Pilot Controlled Lighting.
Rwy 24 Right-Hand Circuit. 11/29 5325′ ASPHALT. PCN 6/F/C/
580(84PSI)/U. LDA 29 4757′. TODA 11 5522′.
ATND SKD Aviation Components 2230-1030Z,
TODA 29 5522′.
O/T 45 min PNR (call-out fee applies).
ATND SKD 24 hr, 1hr PNR.
Acft Abv 12566lbs (5700kg) are to turn at Rwy
ends only. Maximum radius at minimum speed. Operations in visibility less than 2,625 ft (800m)
not supported.
Due to limited Apn space, Btwn 2200-1100,
PPR Req from AD Opr for all Acft Abv 12566lbs Regular Public Transport entry to Rwy 04/22
(5,700kg) except Emerg Acft. via Twy B.
Bird hazard (raptors, Australian bustards and This AD is a Security Controlled Airport.
corellas). ARO will disperse for Skd Ops or at F-4, Jet A-1.
pilot request. Contact Paraburdoo Unicom via
Pearce Apt of Entry
CTAF 126.8.
150′ YPEA Mil. +08:00 S31 40.1 E116 00.9
Twy Avbl to Code C Acft and below.
AUSTRALIA
08 9476 8622. ATC 08 9476 8513, 08 9476 ops. Western operates Rwy 18L not available
8622; PEA44WG.APRSPR@defence.gov.au. to Acft above16,094lbs (7,300kg). Twy A1 and
ATIS H24 08 9570 2257. AWOS H24 (AWIS) B1 uncontrolled intersection. Rwy sweeper and
08 6216 2632. Apt Operator 08 9571 7888; barrier crew may be operate AD. Due to terrain
Mobile 0419 273 062; shielding taxiing Acft and/or ground vehicles
pea.abcp@defence.gov.au. Ground Services operating at one end of the airfield cannot hear
0403 341 245, 08 9571 7002. taxiing Acft and/orground vehicles operating at
05/23 5548′ ASPHALT. PCN 42/F/C/ the other end on the CTAF.
1750 (254 PSI)/T. TODA 05 5745′. TODA 23 Animal in vicinity of airport.
5745′. MIRL. PORT-RL. Civil Pearce Flying Club Opr from Greenside
Rwy 23 Right-Hand Circuit. AD Approx Pearce 337/8.9NM(313148S
18L/36R 8002′ ASPHALT. PCN 42/F/C/ 1155648E), Approx 4NM N of Muchea township
1750 (254 PSI)/T. TODA 18L 8199′. TODA 36R outside Twr hr. Greenside AD circuit Acft moni-
8199′. MIRL. PORT-RL. tored 118.3 and 135.25.
Rwy 18L Right-Hand Circuit. Outside Twr hr: Acft taxiing from AIR MOVE-
Bi-directional A-GEAR 1312 ft AER. MENTS must taxi for DEP via Twy B and A to
Rwy 18 or via Twy B, A and D tobacktrack for
Bi-directional A-GEAR 1509 ft AER.
Rwy 36. All other Acft must taxi for DEP via
AD Lgt intensity is fixed and cannot be varied Twy D to backtrack Rwy 36 and via Twy C to
when Twr is not active. backtrack Rwy 18.
Handheld Lgt signal from Twr not Avbl for Acft Rwy 18R/36L available to acft blw 12566lb
tracking straight in Rwy 36L and 36R duenew (5700kg).
control Twr.
Acft below 12566lb (5700kg) MTOW confine
Slope 0.55% up to S to 2766ft (843m), then OPS btn cables.
down 0.45% to Rwyend.
Twy E30ft wide. No shoulders. Unlit. RESTRIC-
Barriers equipped with flashing R Lgts located TION: Not avbl to Acft abv 7275lb (3300kg) or
either side of barrier. IfLgts are V on final Apch to Acft avb 100 psi (690kpa) tire pressure.
Ldg is being attempted over a raised barrier.
ILS Critical Area not protected during TWR HR.
M34B arrester system is only made Avbl O/R
All navaids pilot monitored during TWR HR.
(24hr PN) and operated when Twr is active.
Within 10NM RAD Pearce excluding PH CTR &
18R/36L 5712′ ASPHALT. PCN 12/F/C/
CTA steps SFC - Base of CTA.
1000 (145 PSI)/U. TODA 18R 5909′. TODA 36L
5909′. ASDA 18R 5909′. ASDA 36L 5909′. Check status of airspace prior to entry on ATIS
316.1, NDB 340 or PH Centre 135.25 MHz.
Rwy 18R Right-Hand Circuit.
Aircrew OPR FM Pearce AH are to notify Fire
ATND SKD Mon-Thu 2330-0830Z, Fri
Section on phone 08 9571 7119 andADZ AMD
2330-0600Z, O/T and Hol 24 hrs PNR. Cus-
ETD/ETA. Airborne acft must CTC 'Base Fire'
toms: 24 HR PNR.
on TWR Freq. ETA 20 min before arrival.
CAUTION: ACFT with wingspan greater than
Operators are advised that line of sight COM
90' are not to taxi BTN hangars and Hawk car-
shielding may occur btn acft and/or vehicles
ports. Rwy 23, non-controlled vehicular TFC
operating in the vicinity of THR RWY 36R and
within 1000' from NE end of RWY THR. Build-
THR RWY 18L due terrain.
ings and trees 180' to 220' AGL within south
side of apch plane to Rwy 23. Continuous helo
AUSTRALIA
PEARCE PARALLEL RWY POLICY: Parallel class D VMC applies to military and authorized
Rwy Ops are to cease whilea non-local aircraft civil Acft.
is occupying the Rwy 18/36. Model Acft may Opr within 1640' (500m) of Psn
NON-LOCAL AIRCRAFT ARR AND DEP: 15 313630.85S 1154713.48E Approx 13NM WNW
min holding fuel required for visiting Acft arriv- of AD up to 400' AGL during periods of R155A
ing at Pearce. All visiting Acft are to plan via activation. Outside of Twr hours model Acft
Perth for ARR and DEP. ARR - Expect STAR may Opr up to 1500' AGL HJ.
with vectors for Pearce within 10DME Perth. Model Acft Opr from Psn 314430.00S
DEP - on clearance issue expect tracking via 1160236.00E (Approx 4.8NM SSE of AD),may
Perth traffic Management RTE. Tracking is be active outside Twr hours JF in VMC up to
dependent on Rwy in use at Perth. 1000' AGL.
New ATC tower not commissioned. Observe Aircrew OPR FM Pearce AH are to notify Fire
old ATC tower for handheld signals in case of Section on phone 08 9571 7666 to advise
comfailure. EOBT/ETA and for ACT of AD Lgt if required.
REJOINS: The preferred approach for visiting Airborne Acft must Ctc "Base Fire" on TWR
Acft (including fast jets) is via base leg or 5NM FREQ 118.3 to advise accurate ETA 20MIN
straight-in final to the duty Rwy. Acft rejoining BFR ARR.
via initial are to restrict speed to not above An airfield inspection service can be requested
350kt IAS. from Transfield Fire Services on the CTAF if
ILS training - civil Acft. Rwy 18 ILS is Avbl for required to establish the presence of other
training outside Twr hr. The following limitations operators. Acft with multiple antennae must use
apply: upper antennaein preference.
a. All NOTAM for Pearce must be obtained at 0000-1600 UTC Mon-Thu 0000-0900 UTC Fri
the planning stage immediately prior to DEP; exc PH. fac may be unmanned during promul-
b. The procedure including the overshoot must gated hr. flight planning fac avbl at air move-
be conducted in Class G airspace. ments.
c. Avbl in VMC by day. Fire 5 CAT 5 during HR of local OPS. CAT 4
d. Subject approval of Pearce TWR if a portion O/T, 24 HR PNR for RFFS higher than CAT 4.
of R155A is active after hours. Perth (Jandakot)
e. Full stop and touch and go landing are not 99′ YPJT JAD +08:00 S32 05.8 E115 52.9
permitted, unless prior authorization has been
obtained from Pearce;
3777; jah@jandakotairport.com.au. ARO 0417
f. Landing, strobe and navaid lights are to be on 827 557, EMERGENCY: 9485 7555. ATIS H24
whilst carrying out approach at all times. 08 9476 8755. ATS 08 9476 8833; janda-
AVGAS AVBL with 14 days PN. kot.tower@airservicesaustralia.com. AWOS
Class D ATS provided to military and author- H24 (AWIS) 08 6216 2618. Ground Services 08
ized civil Acft in accordance with AC SI Ops 9310 9999, 08 9414 1515; Mobile 0418 952
03-16 within Pearce RA. Other Acft receive 536; Fax 08 9414 1269.
class C ATS with respect to all Acft in Pearce 06L/24R 4567′ ASPHALT. PCN 11/F/A/
RA. Class C VMC applies for all Acft in Pearce 1000(145PSI)/T. LDA 06L 4180′. LDA 24R
RA , excluding Pearce and Gingin Cira where 4088′. TODA 06L 4764′. TODA 24R 4764′.
MIRL. Pilot Controlled Lighting.
AUSTRALIA
Rwy 24R Right-Hand Circuit. 3. Fly Neighbourly flight procedures:

06R/24L 3773′ ASPHALT. PCN 7/F/A/ a. Repetitive formation circuits not permitted.
1250(181PSI)/T. TODA 06R 3970′. TODA 24L b. Repetitive low-level circuits notpermitted on
4344′. Rwy 06L/24R.
Rwy 06R Right-Hand Circuit. c. Circuit size should be as compact as practi-
12/30 4948′ ASPHALT. PCN 11/F/A/ cable.
1000(145PSI)/T. TORA 12 4947′. TORA 30 d. Heavy/twin engine Acft to conduct full length
4947′. LDA 12 4947′. LDA 30 4947′. TODA 12 TKOF where possible.
5144′. TODA 30 5144′. ASDA 12 4947′. ASDA e. Adopt rate of climb/descent which minimises
30 4947′. MIRL. Pilot Controlled Lighting. noise over residential areas.
JUN-AUG, Mon-Fri, 2300-1200Z, Sat-Sun, f. Operate not BLW 1000' AGL over residential
0000-1000Z; SEP-MAY, Mon-Fri, 2300-1300Z, areas outside circuit area.
Sat-Sun, 0000-1000Z.
g. Reduce engine RPM as soon as possible.
CAUTION: Sprinklers operating in the helicop-
h. Perform aerobatics at least 1969' (600m) lat-
ter training area around the aimingpoint HN.
erally offthe coastline or away from residential
AD not available to Acft above 12566lbs areas when over land.
(5700kg) MTOW without PPR from AD opera-
Acft requesting clearance to depart into Perth
tor.
CTA/CTR - contact Perth Centre on 135.25
Acft with wingspan greater than 49ft (15m) prior to starting engines.
requiring parking, needs PPR from AD OPR.
Start approval required for fixed wing act con-
Bird hazard exists as follows: Cockatoo and ducting circuittraining operations during tower
corella flocks overfly AD during spring. Crows hours.
and magpies in grassed areas across AD, most
a. Contact Jandakot Ground on 124.3 toobtain
prevalent during winter and spring. Swallow
start approval.
flocks across AD all year. Ibis flocks overfly AD
during winter and spring. Birds of prey (e.g. b. Acft that have not taxied within 15 minutes of
eagles, kites, kestrels) may hover at altitude. receiving start approval may lose priority."
NOTAMS will be issued for other short term / Rwy 06R and 24R right hand circuits days.
seasonalhazards. Rwy 06L right hand circuits nights.
NOISE ABATEMENT PROCEDURES: Taxiing clearance require to or from the Eastern
1. Preferred Rwys during tower hours: or Central Pad.
a. Rwy 06R/24L is preferred for CCT training Take-off or landing directly to or from the heli-
and DEP via SHOP. copter precinct not permitted unless operation-
b. Rwy 06L/24R is most preferred for ARR and ally required. Pilots should use the Eastern Pad
other DEP. when ARR or DEP from the helicopter precinct.
c. ATC will consider nominating an alternative Outside TWR hr RWY 06R/24L not available.
Rwy when the crosswind exceeds 12KT HJ, Wake turbulence may be encountered in the
10KT HN or when there is tailwind. Jandakot control zone (mainly in the northeast
2.Circuit training OPS are only permitted: quadrant), due to acft over flying in Class C air-
space. Delays may occur due super wake tur-
a. Mon-Fri 2300-1430Z (0700-2230LT),b. Sat-
bulence category acft operating above or near
Sun 0000-1000Z (0800-1800 LT)
the Jandakot control zone.
AUSTRALIA
Agricultural Acft calibration test and training are (iii) Link 5, 6 and 7;
not permitted. (iv) Terminal 3 Taxilane;
Simulated engine failure after take-off in single (v) Twy C and Twy W for Rwy 24 behind code
engined fixed winged must be conducted over E Acftor above at holding point for Rwy 21;
the Rwy and recovery initiated prior to the air- (vi) Via Twy C, Twy S and Twy N intersection
side boundary. ATC permission required prior when Acft holding on Twy C or Twy N short of
to each maneuver. Rwy 06/24.
Run-up bays not Avbl HN. d. Code C Acft and below except A321:
F-4, Jet A-1, Jet A-1+, JP-8. (i) Twy H3 and H4;
ABN. (ii) Hotel Lane;
Perth (Perth Intl) Apt of Entry (iii) 500 Lane;
67′ YPPH PER +08:00 S31 56.4 E115 58.0 (iv) Link 1 and 2.
Apt Administration 08 9478 8888; Fax 08 9478 e. Acft A330 and below:
8428; adm@perthairport.com.au. ARO 08 9478 (i) Link 4 Btwn Twy C and Bay 147;
8424; H24 0419 195 790. ATIS H24 08 9476 (ii) Intermediate hold point of Twy D Btwn Rwy
8800. AWOS H24 (AWIS) 08 6216 2633. 03/21 and Twy A.
Ground Services 0400 208 728, 0409 205 046, f. Code E Acft and below:
08 9277 2800, 08 9478 9898; H24 08 9475
(i) Apn Twy Btwn Twy B and Twy V;
7700; Fax 08 9478 2280; perfbo@jetavia-
tion.com. (ii) Twy V Btwn Rwy 06/24 and Apn Twy;
03/21 11299′ ASPHALT. PCN 60/F/A/ (iii) Twy D, Twy B, Twy A and Twy J1;
1500 (218 PSI)/T. TODA 03 11496′. TODA 21 (iv) Terminal 1 Apn taxilane Btwn Bay 154 and
11955′. HIRL. HIALS 03. ALS 21. 156.
06/24 7096′ ASPHALT. PCN 60/F/A/ Turning limitations:
1500 (218 PSI)/T. TODA 06 7296′. TODA 24 a. Code C Acft and below:
7296′. HIRL. HIALS 24. Left turn from Twy J1 to Apn Twy; Right turn to
ATND SKD H24. Customs. Twy J1 from Apn Twy.
CAUTION: Jet blast hazard may exist for light b. Max 118' (36m) wingspan:
Acft Opr on H3 from Acft Opr on apron edge Exit Rwy 21 left via Twy P.
Twy. c. 12566lbs (5,700KG) MTOW and below due
Reversing of Acft under own power is not per- to no turn fillets:
mitted without priorapproval of AD Opr. Exit Rwy 06 left into Twy S; Exit Rwy 21 left into
Twy and Apn restrictions: Twy N; Exit Rwy 24 right into Twy C.
a. Acft 41,888lbs (19,000kg)/79'(24m) Max Twy/Taxilane infringements:
wingspan and below: GA Taxilane. a. Taxilane W by pushback from Bay 601.
b. Acft BAE146/F100/E190 and below: Twy W b. Twy W by pushback from Bay 701.
west of 700 Lane and W Lane.
c. Twy H4 by pushback from Bay 604.
c. Code C Acft and below:
d. Terminal 3 Apn Twy Btwn Bay 911 and Bay
(i) Intermediate hold point of Twy A6; 915 infringed when Acft holding Northbound on
(ii) Link 4 btwn Bay 146 and Bay 202; Twy J1. Terminal 3 Apn Twy Btwn Bay 911 and
AUSTRALIA
Bay 915 reduced to Code C Acft and below Acft Eng overhanging Twy edges where noblast
when Code C Acft at Rwy holding point on Twy protection is provided are requested to be Opr
J1, Terminal 3 Apn Twy Btwn Bay 911 and Bay at low Pwr to prevent erosion & Eng damage.
915 not Avbl when Code D and E Acft at Rwy Severe turbulence may be experienced below
holding point on Twy J1. 3,000 ft in the terminal area during summer
e. Apn taxilane Btwn Bay 601 and 604 may be months when easterly wind gradients prevail.
periodically unavailable due remote parked Rpt Bird hazard exists as follows:
Acft. a. Galah and corella present in large flocks
f. H3 Twy Strip may be infringed by code D and during Spring.
E (B787, A330)Acft Opr on Terminal 4 Apn Twy b. Flocks of Ibis species periodically overflying
Adj Bays 13, 14 and push back Opr from Bay airfield in large flocks during Winter and Spring.
12 todisconnect point behind Bay 13. Acft OPR
c. Nankeen kestrels present in Rwy strip areas
on H3 may be instructed to hold at theholding
year round peaking in the Spring and Summer.
PSN located behind Bay 13 at discretion of
ATC. Holding Psn is marked by broken yellow d. Duck species present during Winter and
line, IHP LGTS and yellow markers either side Spring with peak activity during Winter and fol-
of holding Psn. lowing extended periods of heavy rain.
A380 may use Twy A, Twy A9, Twy A11 and Irrespective of the seasonal information provi-
Twy D subject to AD Opr approval due to an ded, Perth Airport will publish a NOTAM where
unserviceability of Twy C. Twy A6, A7 and A9 an acute hazard exists.
must be vacant for A380 taxiing on TWY A. This AD is a Security Controlled Airport.
Acft to use Mim power when entering, exiting The AD Opr does not provide Acft marshalling
and operating on all aprons. services. Where Acft marshalling is required,
Acft DEP from Terminal 3 Taxilane to push the pilot should confirm arrangements with
back and tow FDW to disconnect between Bay Ground Handlers prior to landing.
22 and taxilane roadway. VFR Ops in Perth CTR
Engine ground running on aprons only permit- a. VFRacft departing Perth, or transiting Perth
ted by approval from AD OPR and to be con- CTA, to Jandakot can expect to vacatePerth
ducted not above ground idle power set- CTA via Class G for Class D arrival. See Jan-
ting.Rwy 21 Holding Point on Twy W eastern dakot entry.
side, is located 689' (210M) from Rwy 21 centre b. VFR transits within the vicinity of Perth Air-
line. port are not normally permitted. Alternative
All Acft must provide their parked position/gate clearances may be AVBL via Victor 65 or Victor
number to ATC on airways clearance readback. 66
Acft DEP Rwy 21 that are instructed to taxi via c. When AVBL, scenic flights overPerth City
Twy Band hold short of Twy W or via Twy W can expect clearance via the VICTOR 65 route
and hold short of Twy B should change to Twr i.e. CTE-PCTY-HKE.
Freq close to, or at, intermediate holding PSN d. Flights ARR Perth for Overshoot
markings when ready for Tkof. (i) Avbl as per Flight Procedures para 3 and 4
All Ops on Perth Airport Apn areas must be in for Training and AWK flights;
accordance with relevant Acft Prk plans. Plans (ii) ATC will process outbound leg to Observa-
to be obtained from AD Opr. tion City (OBC);
AUSTRALIA
(iii) RWY24 Not AVBL for overshoot. Point Cook

F-4, Jet A-1, JP-8. 14′ YMPC Mil. +10:00* S37 55.9 E144 45.2
ABN. Fire 9 H24. Apt Administration 03 8348 6888;
pck.abcp@defence.gov.au. H24 (AWIS) 03
Peterborough (Great Ocean Road) 8470 3226.
111′ YPBH +10:00 S38 36.4 E142 54.4 04/22 3724′ ASPHALT. PCN 33/R/D/
Apt Administration 03 5598 8283; 1000 (145 PSI) /T. TODA 04 3921′. TODA 22
rich@12apostleshelicopters.com.au. ARO 0404 3921′.
007 234. Rwy 04 Right-Hand Circuit.
08/26 3747′ ASPHALT. PCN 8/F/C/ 08/26 3497′ GRAS/SOIL. Unrated. TODA 08
800(116PSI)/T. TODA 08 3944′. TODA 26 3694′. TODA 26 3694′.
3944′.
Days only. ATND SKD PNR.
17/35 4498′ ASPHALT. PCN 33/R/D/
PPR. 1000 (145 PSI) /T. TODA 17 4695′. TODA 35
Parachuting activity within 2 NM of AD up to 4695′. RL. Pilot Controlled Lighting.
FL150. Rwy 35 Right-Hand Circuit.
F-4, Jet A-1. CAUTION: High velocity exhaust plume located
Pinnarendi at S37 50 29 E144 47 18 up to max height
2900' AMSL. Acft wingspan greater than 75'
2450′ YPNA +10:00 S18 02.3 E144 53.0
(23m) on Twy B, C or D will infringe Western
Apt Manager 0419 201 622. Apt Operator cof- Grass Opr area. Acft taxiing on Twy B, C or D
fee@thebrickoven.com.au. and Rwy may conflict with Acft Ldg and Tkof
09/27 5085′ GRASS. Western Grass Opr area. All pilots exercise
Animal hazard (kangaroos and cattle) exists. CAUTION when taxiing. Australian Air Force
Cadets (AAFC) Elementary Flying Training
Plutonic School Apron and Twy connecting to Twy B is
1896′ YPLU +08:00 S25 19.0 E119 25.4 for use by AAFC Acft only. Vigilance Rqd due
Apt Administration 08 9981 0479; Fax 08 9981 to 23' (7m) wide narrow Twy. CTA lower limits
0101. ARO 0419 367 691. Apt Manager 0477 2500 to N. Transiting Acft should Bcst inten-
883 356. tions and overfly Point Cook AD recommended
07/25 6795′ GRAVEL. PCN 18/F/A/ minimum 2,500' AMSL whenwithin 3NM of ARP
979 (142PSI)/T. TORA 07 6788′. TORA 25 or remain outside 3NM, Wx permitting.
6788′. LDA 07 6788′. LDA 25 6788′. TODA 07 Civil Acft landing notpermitted without prior
6985′. TODA 25 6985′. ASDA 07 6788′. ASDA approval from AD Commanding officer.
25 6788′. PORT-RL. Civil Acft: contact APT operator prior to operat-
Restricted OPS: PPR from AD Opr. ing at Point Cook.
Apn Avbl SS-SR for medical evacuation only. All Twy's provide Clr for Acft with wingspan up
To avoid damage from heavy braking Acft must to and including 133'(40.41m). The 85'(26m)
use entire Rwy and back track to Twy. parking Clr lineis permanently active, unless
The stated PCN is limited to a B462 all-up advised by NOTAM.
mass limitation of 85098 lbs (38600 kg). Pilots to exercise caution due to close proximity
of parked Acft.
AUSTRALIA
Pilots to exercise caution on Apn areas atnight Pooncarie

due to low levels of Apn lighting. 153′ YPCE +10:00* S33 22.4 E142 35.1
Apn Areas A4 and A5: PCN 42/R/D/1750 ARO H24 0429 660 096. Apt Operator 03 5027
(254psi)/T C130J. 5027.
Bird and animal (livestock) hazard exists. 06/24 3455′ GRAVEL. AUW-13/0.6000 MPa.
R330AB for conduct of flying displays by mil TODA 06 3652′. TODA 24 3652′. RL. PORT-
and warbird ACFT. Ops Include avm and low lvl RL. Pilot Controlled Lighting.
formation flights. Display acft may req use of Access Avbl in accordance with Council AD
Rwy other than the into wind rwy. ACFT not conditions of access and use.
involved should remain Clear of the ad Animalhazard exists. Increased number of kan-
manoeuvring area during a display. garoos, birds of prey and pelicans may bepre-
Mil high performance Acft can enter the circuit sent in vicinity of AD.
at any time for Ops within D383
Werribee open range zoo (approximate Brg 286 Pormpuraaw
Deg T 6.2NM from ARP) is noise sensitive 11′ YPMP EDR +10:00 S14 53.8 E141 36.6
area. Pilots should avoid overflight of this area Apt Administration 07 4060 4212; On Call 0458
where practicable. 714 014; airlineagency@pormpur-
All Acft shall illuminate all Avbl external Lgt aaw.qld.gov.au. ARO 0458 714 014. Apt Man-
when established within 3NM Point Cook ARP. ager 07 4060 4603.
Small arms firing range approximate Brg 217 14/32 4462′ ASPHALT. PCN 7/F/
Deg Mag 1772' (540m) from Thr Rwy04. Peri- B/ 830(120PSI) /T. TODA 14 5249′. TODA 32
ods of range operation are notified by NOTAM. 4659′. RL. Pilot Controlled Lighting.
When in use: Marked by red flags and Flg red Mon-Fri 2130-0630Z. After Hrs Ctc ARO with
Lgt on firing range butts. Range hazard area is 60Min PN.
Sfc to 500' AGLbounded by a semicircle to S, AD on Aboriginal Reserve. Only public area is
radius of 492' (150m) centred on the firing ran- AD proper. PPR to enter from Pormpuraaw
gebutts. Acft to remain clear of the range Community Council.
hazard area. Bird hazard exists at AD and is increased
Acft available 12,566 lbs (5700 KG) are to around Rwy 14/32 Thr.
avoid 180 Deg turns on the all sealed Rwy. Acft This AD is a Security Controlled Airport.
shall use Twys where possible.
Lit mast 350' (107m) AMSL 0.8 NM E of AD.
Vehicular traffic may infringe Obstacle Limita- Infringes horizontal surface.
tion Surface for Rwy 04, Rwy 35 and Rwy 26
due to proximity of perimeter road. Perimeter Port Augusta
road crosses inside Rwy 17 flight strip. All 56′ YPAG PUG +09:30* S32 30.4 E137 43.0
vehicular traffic shall give way to Acft. Apt Administration H24 08 8641 9100. ARO
Circuit height 1,000' AMSL for all Acft. Pilot Opr H24 0488 776 904. AWOS H24 (AWIS) 08
not at 1,000' AMSL (e.g. low level circuit, prac- 8150 3814. Ground Services 0429 695 728; On
tice forced Ldg, glide) shall Bcst intentions and Call 0412 602 447.
give wayto Tfc conforming to circuit height. 15/33 5413′ ASPH/GRVL. PCN 21/F/A/
Acft conduct aerobatic Ops HJ within D383B. 1200(174PSI)/T. TODA 15 5610′. TODA 33
Acft monitor CTAF 126.2. 5610′. RL. PORT-RL. Pilot Controlled Lighting.
AUSTRALIA
Rwy 33 Right-Hand Circuit. All Acft Abv 44092lbs (20,000kg) landing Rwy
Bird and animal hazard exists. 14/32 must roll trough to Rwy end prior to
Twy B Max 12,566 lbs (5,700 kg). excuting 180 Deg turn using turning nodes. Full
backtrack to Twy A.
Apron and Twylimited to Acft with Max wing-
span of 95' (29m). Skid equipped Heli restricted to authorised heli-
pads only.
Wide body Acft to use yellow dash lines when
F-4, Jet A-1.
taxiing from Rwy 14/32 onto Twy A.
Port Hedland (Port Hedland Intl) Apt of Twy B, C, D not Avbl to Acft Abv 44,092lbs
Entry (20,000kg) MTOW.
33′ YPPD PHE +08:00 S20 22.7 E118 37.6 All Acft Abv 44,092lbs (20,000kg) must use
Apt Administration Fax 9172 2074; opera- Twy A or Twy G and turn on turning nodes.
tions@phia.com.au. ARO H24 0417 108 850. Twy E not Avbl to Acft Abv 12,566lbs (5,700kg).
ATIS 08 9158 5995. ATS (AFIS) 08 9158 5940; Northern Apn not Avbl to Acft Abv 12,566lbs
hedland.tower@airservicesaustralia.com. (5,700kg).
AWOS H24 (AWIS) 08 6216 2634. Ground Acft taxiing or holding on Twy A for Rwy 14/32
Services 0429 031 306, 0436 360 061, 0499 may infringe Acft App Sfc for Rwy 36 or Tkof on
320 320; Fax 08 7109 0050; airbpporthed- Rwy 18.
land@mssgroup.com.au.
Twy C not lit, suitable for daylight Ops only.
14/32 8202′ ASPHALT. PCN 39/F/A/
Twy A restrictions. Acft Abv 110,231lbs
1200 (174 PSI)/T. TODA 14 8399′. TODA 32
(50,000kg) MAX Tkof weight (MTOW) to use
Twy G H24 - Tfc flow permitting.
18/36 3281′ ASPHALT. PCN 8/F/A/
GA Apn: Twy and taxilane minimum separation
550 (80 PSI)/U. TODA 18 3478′. TODA 36
distance from parked Acft and fixed Obst not
guaranteed for code B Acft.
Customs.
No Dct Apch Ldg or Dep from Apn.All Ops to be
CAUTION: Significant wildlife hazard exists. conducted from Twy or Rwy.
Corella, ibis and gulls flocking overhead AD Sfc
This is a security controlled airport. All pilots are
100'(30m) AGL with activity peaking around
required to maintain the safety and security of
dawn and dusk.
passengers airside at all times.
Twy C,Twy B Btwn Twy A and Twy D, Twy B
Weather balloon launch approximately 2315Z
Btwn Twy C and Rwy 18/36, Twy D and Twy E
from 787' (240m) E Rwy 18 Thr. Launches may
notlit - suitable for daylight Ops only. Twy A not
Avbl to Acft Abv 110,231lbs (50,000kg) MTOW,
use Twy G (H24) - Tfc flow permitting. Hedland provides a traffic information service in
the PD Broadcast Area, 20NM radius of PD to
All non-Regular Public Transport arrivals and
8000' AMSL. Outside AFIS hr the PD Broad-
departures must be notified to AD Opr prior to
cast Area remains Class G, with non-towered
Ops, refer towebsite.
aerodrome procedure applying and FIS provi-
Pilots are requested to minimise ground run- ded by Melbourne Centre.
ning of turbo-prop Acft inthe vicinity of parking
Heli Ops within 30NM of Port Hedland Heli
bays 1-5 to reduce noise levels in Terminal.
(YHIP) using night visiongoggles primarily over
AUSTRALIA
water for maritime transfer may not be display- Port Lincoln

ing external lgt. 36′ YPLC PLO +09:30* S34 36.3 E135 52.8
F-4, Jet A-1. Apt Administration 08 8676 0400; Fax 08 8676
Fire 6 Mon,Tue,Thu,Fri 2315-1200Z, Wed 2375. ARO H24 0428 762 106. AWOS H24
2315-1130Z, Sat 2315-0330Z, Sun (AWIS) 08 8150 3815. Ground Services 0448
0515-1200Z. 874 251.
01/19 4918′ ASPHALT. PCN 23/F/C/
Port Hedland (Wodgina)
880 (128 PSI)/T. TODA 01 5115′. TODA 19
410′ YWGA +08:00 S21 02.1 E118 38.6 5249′. RL. Pilot Controlled Lighting.
Apt Administration 08 6310 6595, 08 9329 Rwy 01 Right-Hand Circuit.
3600; Fax 08 9329 3601; wodgina.air-
05/23 4183′ GRAVEL. AUW-13/0.5000 MPa.
port@amsaustralia.com. ARO H24 0429 101
TODA 05 4380′. TODA 23 4380′.
767. Apt Operator 08 9329 6267.
09/27 6890′ ASPHALT. PCN 51/F/C/
1500(218PSI)/T. TODA 09 7087′. TODA 27 15/33 4757′ SLD. PCN 7/F/C/700(102PSI)/U.
7087′. RL. PORT-RL. Pilot Controlled Lighting. TODA 15 4954′. TODA 33 4954′. RL. Pilot Con-
trolled Lighting.
PPR from AD Opr.
Rwy 15/33 is sealed high strength between Twy
Rwy 09/27: All fixed wing Acft Abv 44,092lbs
B and Rwy 01/19.
(20,000kg) must make maximum radius turns at
minimum speed at all turning nodes to avoid Rwy available for regular public transport oper-
Sfc damage. ations SR-SS only.
All jet Acft to use idle Pwr for movements on ATND SKD H24. 4hr PN call out fee applies.
the Apn with the exception of breakaway thrust Bird hazard exists.
to initiate taxi. Acft that cannot comply with this Twy A not Avbl to Acft Abv 17,637 lbs (8000 kg)
restriction must advise the AD Opr prior to Max all upweight.
departure. Twy C not Avbl to Acft Abv 12566 lbs (5700 kg)
Blasting details Ctc AD Manager/ARO. Occurs MTOW.
at the following: Brg 94.61 Mag Deg14.69NM, Sealed Apn is restricted to RPT Acft, unless
Brg 98.65 Mag Deg 14.64NM, Brg 168.88 Mag prior arrangements have been made.
Deg 9.39NM from AD. RPT Acft to use turning nodes on Rwy 01/19.
Jet A-1. Rwy grass strips not maintained for Acft Ops.
Port Keats This AD is a Security Controlled Airport.
111′ YPKT PKT +09:30 S14 15.0 E129 31.7 Model Acft Opr within 1NM radius of Psn S
Apt Administration 08 7922 6403; info@west- 344018.0 E 1354430.0, Brg 232 Mag 8.2NM
daly.nt.gov.au. ARO 0488 259 549. AWOS H24 from AD.
(AWIS) 08 7922 2512. F-4, Jet A-1.
16/34 4626′ ASPH/SLD. Unrated. TODA 16 Port Macquarie
4823′. TODA 34 4823′. RL. PORT-RL.
15′ YPMQ PQQ +10:00* S31 26.1 E152
Bird hazard exists. 51.8
Possibility of animals on movement area.
AUSTRALIA
Apt Administration airport.opera- PJE within 2NM AD up to 10,000' AMSL. Para-

tions@pmhc.nsw.gov.au. ARO H24 0418 408 chuting ACFT willbroadcast on CTAF and area
529. AWOS H24 (AWIS) 02 9353 6447. Ground FREQ.
Services 0408 652 894. Aerobatic area - 1km S PMQ golf course, 1km
03/21 5906′ ASPHALT. PCN 30/F/C/ NLake Cathie, 1NM E and parallel to coast and
1400 (203 PSI)/T. TORA 03 5905′. TORA 21 E of PMQ - Lake Cathie road.
5905′. LDA 03 5905′. LDA 21 5905′. TODA 03 Seaplanes operating on the Hastings River N
6102′. TODA 21 6102′. ASDA 03 5905′. ASDA and NE of RWY 21 THR.
21 5905′. RL. Pilot Controlled Lighting. BP - Port Terminus: daily 2200-0100Z, Jet A1
ATND SKD H24. PN 1 hr, 24/7, AH opening fee. AVGAS 24 hr
Mandatory CTAF broadcasts required before Air BP Carnet card swipe bowser.
operating on RWY. GA ACFT engine runs to be conducted on TWY
Flying fox activity exists during twilight periods. C1 at RWY03/21 holding point, or on TWY F2 -
Pilots, crew and operators must display a cur- MAX 10min. Contact ARO for other location
rent ASIC when airside and have a bona fide requests.
reason to be in the SRA. F-4, Jet A-1.
Use of theRPT Bays 1 to 4 is restricted to RPT
Port Pirie
ACFT and aerial ambulance (excluding helicop-
ters). Other ACFT ABV 12,566 lbs (5,700 kg) 39′ YPIR PPI +09:30 S33 14.3 E137 59.7
as approved by AD OPR with 72hr PNR. All Apt Administration 08 8633 9777. ARO 0407
Code B ACFT below 12,566 lbs (5,700 kg) to 602 077, 8632 2261; Fax 8632 2261. Ground
use GA TWY C and GA aprons. Services 0407 602 077, 0417 809 457.
TWY C2 and C3 not AVBL to ACFT above 03/21 2205′ TURF. Unrated. TODA 03 2402′.
12,566 lbs (5,700 kg) MTOW and wingspan TODA 21 2402′.
greater than 59' (18m). 08/26 3422′ ASPH/GRVL. UNRATED. TODA
TWY C1 and F2 restricted to MAX 44,092 lbs 08 3619′. TODA 26 3697′. RL. Pilot Controlled
(20,000 kg) MTOWand MAX 92' (28m) wing- Lighting.
span. Central 59' (18m) of Rwy is sealed.
This AD is a Security Controlled Airport. 17/35 3507′ GRAVEL. Unrated. TODA 17
Acft above 44,092 lbs (20,000 kg) MTOW to 3704′. TODA 35 3944′. ASDA 35 3747′.
execute 180 Deg turns at Rwy ends or turning ATND SKD H24.
nodes. F-4, Jet A-1.
Pilots are requested to avoid flying over resi- ABN.
dential buildings.
Seaplanes: Portland
Circuits to be made out to sea at 500'. 266′ YPOD PTJ +10:00* S38 19.1 E141
28.3
OPR only in VMC.
To be radio equipped and make calls entering
360 578; Fax 03 5522 2290. AWOS H24
and in the circuit.
(AWIS) 03 8470 3204. Ground Services H24
0417 163 324, 0427 360 578.
AUSTRALIA
08/26 5302′ ASPHALT. PCN 14/F/B/ 11/29 6801′ ASPHALT. PCN 53/F/B/
850 (123PSI)/T. TODA 08 5499′. TODA 26 1400(203 PSI)/T. TODA 11 6998′. TODA 29
17/35 3871′ GRAVEL. Unrated, ATND SKD Hr vary with airline Regular Public
MTOW-13/0.6000 MPa. TODA 17 4068′. TODA Transport schedule. PN advised.
35 4068′. Wildlife activity increases following sustained
ATND SKD H24. rainfall, call ARO on CTAF for real time activity
Bird and animal hazard exists. report.
Twy A, Twy B (from Twy A to Twy C) and Twy Year round: crow, kite and ibis activity present.
C, sealed PCN 14/F/B/850 (123PSI). Ibis, magpie goose, Australian pelican and
Twy D and Twy E sealed Max 12566lbs black swan in vicinity of AD, particularly E of
(5700kg) Rwy 29.
Twy B west of Twy A and east of Twy E Jan-Mar: duck and lorikeet activity increases.
grassed Max 12566lbs (5700kg) Apr-Jun: egret and eagle activity increases.
F-4, Jet A-1. Jul-Sep: lapwing (plover), cormorant, martin
and swallow activity increases.
Prominent Hill Oct-Dec: eagle and lorikeet activity increases.
741′ YPMH -09:30 S29 43.1 E135 31.5 High visibility clothing required for pilots and
ARO H24 0427 594 817, 08 8672 8500. Apt crew.
Manager 0427 851 319, 08 8672 8242. All itinerant aircraft below 12,566 lbs (5700 kg)
18/36 7218′ ASPHALT. PCN 26/F/B/ are to park in the designated light aircraft park-
980 (142PSI)/T. TODA 18 7874′. TODA 36 ing area via Twy B unless prior approval
7874′. RL. PORT-RL. Pilot Controlled Lighting. obtained for main apron. Safety Officer
Rwy 18 Right-Hand Circuit. (0417-762-265).
Selection of PAL SR-SS will activate PAPI only, Parking of non Regular Public Transport aircraft
excluding where low light conditions exist due above 12,566 lbs (5700 kg) MTOW is available
to weather. after approval from Safety Officer (0417 762
Restricted operations: PPR from Airport Man- 235) or AD operator.
ager. Light aircraft Twy B night operations not permit-
Aircraft to avoid overflying the mine and plant ted.
areas E of AD due obstacles and blasting. Confine operationsto paved surfaces only,
Rwy 18/36 Acft above 12566 lbs (5700 kg) unless specifically approved by the AD opera-
MTOW required to turn at turning nodesonly tor.
and use Max radius turns. This AD is a Security Controlled Airport.
Use of Apt by ultralight and non-VH registered
Proserpine (Whitsunday Coast)
Acft requires the submission of a completed
82′ YBPN PPP +10:00 S20 29.7 E148 33.1 Conditional Agreement Form Avbl from web-
Apt Administration 0408 745 320, 0417 762 site.
235, 07 4945 5510; wca@wrc.qld.gov.au. H24 AVGAS not Avbl at Ngt due to no Lgt on Twy B.
F-3, Jet A-1.
4945 1774, 1300 457 467; Mobile 0428 269
457; Fax 07 4945 1774.
AUSTRALIA
Fire 6 Mon, Tue, Wed, Thu, Sat 2250-0810Z, Apt Administration 02 6746 1755.
Fri, Sun 2250-0935Z. 06/24 3629′ ASPHALT. AUW-13. TODA 06
3825′. TODA 24 3825′.
Queenstown
14/32 5807′ GRAVEL. AUW-13/0.6000 MPa.
867′ YQNS +10:00* S42 04.5 E145 31.8
TODA 14 6004′. TODA 32 6004′. RL. Pilot Con-
Apt Administration 03 6471 4700; Fax 03 6471 trolled Lighting.
4720. ARO 0409 481 983.
607' (185m) from each Rwy end and central
09/27 4101′ GRAVEL. 968' (295m) sealed only.
PPR. Bird hazard exists.
PPR of the AD OPR required for all OPS. Loose surface stones.
CAUTION: Abandoned RWY 18/36 only availa- All Acft movements restricted to designated
ble for taxiing. Not available for any other oper- Rwy, Twy and Apn only.
ations.
Light tailskid Acft must not taxi on gravel.
Night operations andACFT above 12500lbs
Powerlines on approach at northwest end 4528'
(5700kg) MTOW not permitted without prior
(1380m) from Rwy ends.
approval from theArea Manager, CASA South-
ern Region Office, Moorabbin. F-4.
Quilpie Ramingining
655′ YQLP ULP +10:00 S26 36.5 E144 15.4 206′ YRNG RAM +09:30 S12 21.4 E134
53.8
Apt Administration 07 4656 0500. ARO On Call
0419 230 115. Ground Services 0484 814 801, Apt Administration 08 8979 7836; On Call 0427
Emergency: 0419 230 115, Emergency: 07 755 027. ARO H24 0428 845 969.
4656 0500. 09/27 4528′ SLD. UNRATED. TODA 09 4724′.
09/27 4898′ ASPH/SLD. PCN 15/F/A/ TODA 27 4724′. PORT-RL.
860(125PSI)/T. TODA 09 5095′. TODA 27 This AD is a Security Controlled Airport
Ravensthorpe
18/36 3510′ SAND/CLAY. UNRATED. TODA
209′ YNRV RVT +08:00* S33 47.8 E120
18 3707′. TODA 36 3707′.
12.5
All Acft below 12566 lbs (5700kg) must park on
the GA Apn area only.
1282; airport@ravensthorpe.wa.gov.au. ARO
Acft Prk on the main Apn is only for RPT serv-
H24 0427 977 489.
ice and larger Acft with prior permission.
06/24 5512′ ASPH/SLD. PCN 21/F/B/
Animal hazard exists. 1170 (170PSI)/T. TODA 06 6004′. TODA 24
AVGAS and JET A1 bowser available 24HR,
14/32 3937′ GRAVEL. PCN 6/F/B/
credit cards accepted only. 790 (115PSI)/T. TODA 14 4134′. TODA 32
F-4, Jet A-1. 4134′.
PPR 48hr. Contact ARO.
Quirindi
Bird hazard exists in vicinity of AD. Flocks of
1058′ YQDI UIR +10:00* S31 29.9 E150
australian ravens, pink and grey galahs, plovers
31.1
and black cockatoos.
AUSTRALIA
Acft Abv 12566 lbs (5700 kg) must use turning 02 9353 6448. Ground Services (Duty Air
nodes for 180 Deg turns. Movements Officer) 0408 481 655, (Duty Avia-
All Acft to make Max radius turns at Min speed tion Fuel Operator) 0408 488 907, MIL: 02 4587
to avoid Sfc damage. 2888, MIL: 1300 333 362;
All aircraft to use outer radius lead in line ric22sqnams.ops@defence.gov.au.
except the DH8A. 10/28 7001′ ASPH/CONC. PCN 47/F/C/
In the event that emergency Acft and non- 1750 (254 PSI)/T. TODA 10 7198′. TODA 28
emergency Acft should find themselves con- 7198′. HIRL. HIALS 28.
gested, Ravensthorpe ground staff will direct Bi-dir A-Gear 1226 ft AER.
non-emergency Acft to the gravel parking bay, Bi-dir A-Gear 1226 ft AER.
W of the apron. It is under strict site guidelines ATND SKD 2130-1100Z. Customs: 48HR PNR
that non-emergency Acft stay in the position for any service.
allocated until emergency Acft complete their 24hr PNR. Contact Twr by email or phone for
operations and it is safe to vacate apron. notification of after hr movements.Civil Acft Ops
This AD is a Security Controlled Airport. PPR. Quote approval number on flight plan.
Renmark Outside Twr hrs Acftplanning to enter CTA IMT,
after departure, contact Sydney Centre 124.55
115′ YREN RMK +09:30* S34 11.8 E140
MHZ prior to engine start to request airway
40.4
clearance.
Acft departing for Sydney, navigational aid
866 564; Fax 08 8580 3030; council@renmark-
training Sydney, or air work within Sydney
paringa.sa.gov.au. AWOS H24 (AWIS) 08 8150
TMA, require a start approval.
Bird hazard exists between 2 to 3 NM on final
07/25 5709′ ASPHALT. PCN 6/F/B/
Rwy 28.
820(119PSI)/U. TODA 07 5905′. TODA 25
5905′. RL. PORT-RL. Pilot Controlled Lighting. Twy B not Avbl to Acft above 44,092 lbs
(20,000KG)-unlite.
18/36 3360′ GRAVEL. TODA 18 3556′. TODA
36 3556′. Apron Areas infringe Z2 and Z3 Twy strip for
Code E Acft with wingspan of 170.6' (52M).
Kangaroos in vicinity of airport.
Code E and higher Acft taxi via Rwy to avoid Z2
All aircraft to carry out maximum radius turns and Z3.
on bitumen surfaces.
Twy D. The Twy D/Twy Z intersection does not
Glider OPSWI marked gliding strips and RWS have Twy markings or CL lighting to facilitate a
18/36. left turn from Twy D onto Twy Z4 and vice
100 octane, Jet A-1. versa.
Richmond Twy F. Only C130, P3, C27J and other Acft
with maximum take-off weight of 15,432'
67′ YSRI XRH Mil. +10:00* S33 36.0 E150
(7000KG) or less may enter the Eastern tarmac
46.8
via Twy F.
Twy G. When apron parking position 12 is
2224; ric.abcp@defence.gov.au,
occupied, Twy G affords inadequate wingtip
ric.atc@defence.gov.au. ATC 02 4587 1201.
clearance to Code E Acft (wingspan 171' (52m)
ATIS H24 02 4587 2589. AWOS H24 (AWIS)
or greater). Do not use.
AUSTRALIA
Twy H. CodeE Acft proceeding to position 2/3 SUPP YSRI) subject to ATC priorities, military
shall use Twy A and Twy H. operations and other traffic.
Low intial/flypasts, low passes and unusual Acft shall remain above 400FT AGL and will not
manoeuvers shall be to the N side of Rwy overflyhouses, buildings or livestock during:
10/28. (i) Practice forced landing training.
Richmond circuit area defined as 6NM radius of (ii) Practise engine failure after take-off training.
Richmond ARP, surface to 1,500' AMSL.Stand- No circuit or Instr Apch training prior to 0700 Lcl
ard circuit direction is left. All 'low level' circuits without prior approval from ABCP.
shall be conductedto the north and require ATC
No circuit or Instr Apch training after 2300 Lcl
approval.
(1hr earlier during HDS).
Noise abatement procedures see chart 10-4.
Gliders may Opr in the circuit or training areas
180 degree turns should be done wherever in R470 (NTA and STA is defined in FIHA AD2
possible on the concrete Thr for all Acft. If a SUPP YSRI) subject to ATC priorities, military
180 degree turn is requested on the bitumen operations and other traffic.
surface, turns should be at MAX radius possible
Gliders within the Training Areas shall make the
and locked wheel turns are not permitted.
following reports:
(i) CS 'OPS NORMAL' - on the hour and on the
Psn S33 35 12.00 E150 50 54.00 at Pitt Town,
half hour
New South Wales, Brg 064 Mag 3.5NM from
Apt. Surface to 400' AGL. (ii) CS 'leaving XXX FT' - level AMSL when on
descent and intending to return for landing.
Psn S33 35 48.00 E150 47 48.00 (Rickabys (iii) CS 'downwind + landing area' - between
Drop Zone) Brg 052 Mag 0.76NM from Rich- 500-800FT AMSL abeam the intended landing
mond AD (YSRI) surface to 400' AGL. point.
Model Acft Opr within 1640' (500m) radius of Gliders shall use S Grass or Rwy 10/28. West-
Psn S33 34 26.4 E150 46 20.4 Brg 330 Mag ern Grass is also available for first launch and
1.5NM fromRichmond AD (YSRI) surface to last landing or other times subject to ATC
400' AGL. approval. Duty instructor shall determine suita-
bility of grass areas, including inspection and
Fuel: Movements section (MOV) Aviationfuel
familiarisation with obstacles within grass
services RQ 24HR PN for non-scheduled and
areas.
AH services. In-ground refuelling not Avbl.
Refuelling Avbl by tanker only - EXP delays. Only one non-power glider may be airborne and
Ctc Duty Aviation Fuel Opr or UHF channel 8. Opr to Rwy 10/28 when both grass areas are
Alternate Ctc: Duty Air Movements Officer or deemed unserviceable.
RIC22SQNAMS.OPS@defence.gov.au When operating from Western Grass:
RAAF Richmond Flying club typically operate to (i) Gliders shall not overfly other Acft or vehicles
Rwy 10 in light variable winds. at YSRI
Glider Ops parallel Rwy 10/28 S side of Rwy or (ii) Tug and gliders shall ensure tug rope avoids
from grass area NW of Twr. damage to infrastructure such as the Birdbath,
Acft may operate in the circuit or training areas AWIS instruments and elevated aerodrome
in R470 (NTA andSTA is defined in FIHA AD2 lighting such as the Rwy and Apn lights.
Fire 6 2100-1300Z, O/T CAT 4.
AUSTRALIA
Richmond 04/22 3937′ ASPHALT. PCN 20/F/C/

677′ YRMD RCM +10:00 S20 42.1 E143 1000 (145 PSI)/T. TORA 04 3740′. LDA 22
06.9 2625′. TODA 22 4134′. ASDA 04 3740′.
Apt Administration 07 4741 3277; On Call 0419 Rwy 22 Right-Hand Circuit.
667 189, 0438 687 235; Fax 07 4741 3308. 15/33 8622′ ASPHALT. PCN 72/F/C/
AWOS H24 (AWIS) 07 3564 3733. Ground 1400 (203 PSI)/T. TORA 33 8425′. LDA 15
Services 07 4741 3116; On Call 0409 266 162. 8425′. LDA 33 8425′. TODA 15 9606′. TODA 33
09/27 4993′ ASPHALT. PCN 10/F/D/ 8819′. ASDA 33 8425′. MIRL. Pilot Controlled
850(123PSI)/U. TODA 09 5190′. TODA 27 Lighting.
5190′. RL. PORT-RL. Pilot Controlled Lighting. Rwy 15 Right-Hand Circuit.
This AD is a security controlled airport. From RWY 15 threshold TORA is 8425'. For
AVGAS & Jet A1 not always available. 8622' TORA from RWY 15, taxi to E sideof
F-4, Jet A-1. THR lights and line up northern side of thresh-
old.
Robinvale Customs: Customs AD by prior approval for
284′ YROI RBC +10:00* S34 39.0 E142 each flight.
47.0 CAUTION: Permanent concrete energy-
Apt Administration 03 5036 2333; Fax 03 5036 absorber housings 1' (0.3m) high located each
2340; council@swanhill.vic.gov.au. ARO 0407 side of rwy, 46' (14m) from rwy edge.
505 607, 0409 706 466. Ground Services On Significant bird hazard exists:
Call 03 5026 3539. a. Waterfowl (ibis, duck, pelican and cormorant)
01/19 3740′ ASPHALT. PCN 8/F/A/ hazard significantly increases on airfield and in
600(87PSI)/U. TODA 01 3937′. TODA 19 3937′. vicinity after period of rainfall. Note: Increased
RL. PORT-RL. Pilot Controlled Lighting. in the undershootof Rwy 33.
12/30 3855′ GRAS/SAND. b. Seasonally migratory species increase in the
AUW-13/0.4000 MPa. TODA 12 4052′. TODA terminal airspace inspring to summer (Sep-
30 4052′. PORT-RL. Jan).
Bird and animal hazard exists. c. Flying-fox, micro-bat and waterfowl risk
PPR from AD operator for pavement conces- increased after sunset due to increased activity
sions and RPT Ops. and decreased detectability. Note: Flying fox
Avgas in drums available during business hours hazard increased before first light and in the
only - 72 hours prior notification. Fuel is not vicinity of the AD.
stored at aerodrome. d. Check the Bird Watch reports and NOTAM
for real-time wildlife hazard information.Parallel
Rockhampton TWY separation for TWY J and RPT apron
36′ YBRK ROK +10:00 S23 22.9 E150 28.5 TWY is restricted to code C separation. Simul-
Apt Administration 4936 8018; Fax 4927 7523. taneous OPS not permitted if one ACFT is
ARO H24 0409 368 314, 0448 619 596. ATC greater than 118' (36m) wingspan.
07 3866 3224, 07 4931 5205. AWOS (AWIS) TWYs B, J and K - aircraft taxiing with engines
07 3564 3734. Ground Services 0411 163 210, overhanging TWY edge must avoid using
07 4927 3181; On Call 4922 5429. power above idle thrust to prevent shoulder
erosion and engine damage.
AUSTRALIA
TWY A and apron edge taxi lane between TWY Apt Administration 1300 242 686, air-
A and TWY K restricted to 118' (36m) max port@chrc.qld.gov.au; H24 0408 194 913; Fax
wingspan. 1300 242 687.
A340-600, A380-800 and B777-300 aircraft 14/32 3766′ BITU/SLD. RL.
operations: Aircraft should exercise caution Days. PPR.
during turns as normal clearance to TWY edge PPR from AD operator. Day use only.
may not be available. Pilots should apply judge-
CAUTION: Rwy Thr end lights are not located
mental oversteer when negotiating TWY to
at the sealed Rwy ends but are contained
TWY and RWY to TWY turns. Where the air-
within
craft's ground manoeuvring cameras are not
available, the pilot should request marshalling the 98' (30m) clearways.
assistance from the company's agent. Commercial and charter Ops not permitted.
Aircraft above 12,566lbs (5700kg) MTOW Assume bird activity, wildlife and stockhazard
require pavement concession to use light air- exists.
craft TWYs and refuelling areas. Tyre pressure is in accordance with AIP unra-
RPT Apron is a security restricted area. Access ted pavements.
for non RPT operators by permission from air-
Roma
port manager only.
1027′ YROM RMA +10:00 S26 32.7 E148
Aircraft above MTOW 48,502lbs (22,000kg) to
46.5
execute turns at RWY ends or turning node.
Aircraft above 12,566lbs (5700kg) contact aero-
6990; airport@maranoa.qld.gov.au. ARO 0407
drome operator 48hr prior for parking approval.
730 531. AWOS H24 (AWIS) 07 3564 3735.
Circuit training for aircraft above 12,566lbs Ground Services 07 4622 1175, 1300 457 467;
(5700kg) permitted 2100-1200Z. Mobile 0417 958 399, 0499 002 781; Fax 07
This AD is a Security Controlled Airport. 4622 1176.
Hang gliding at Mt Helen 155/28NM from Rock- 09/27 2628′ GRAS/CLAY. Unrated. TODA 09
hampton aerodrome, HJ Sat, Sun and public 2825′.
holidays, max 4000' AMSL. 18/36 4934′ ASPH/SLD. PCN 18/F/C/
Weather balloon launch APRX 2315 FM 250M 975 (141PSI)/T. TODA 18 5590′. TODA 36
NNE APR. Launches may occur at other times. 5131′. RL. PORT-RL. Pilot Controlled Lighting.
All SVY, practice IAL and NAVAID training ATND SKD H24.
within Class C and D airspace requires prior PPR for Acft Abv 12566lb (5,700kg) MTOW.
notice. Phone RK TWR DRG TWR HR for
Rwy 18/36 all Acft Abv 12566lb (5,700kg) must
approval.
roll through and use Max radius turns on the
F-4, Jet A-1. Rwy end turning nodes.
ABN. Fire 6 Mon, Tue, Wed, Thu, Fri and Sun Twy limitations: Twy A Abv 12566lb (5,700kg)
1945-1125Z, Sat 1945-0820Z. MTOW, Twy B Blw 12566lb (5,700kg) MTOW.
Rolleston Bird hazard may exist - species specific
730′ YRLL +10:00 S24 27.6 E148 37.6 NOTAM will be raised during periodsof
increased activity.
AUSTRALIA
Bays 2 and 3 are Security Restricted Areas, Prk No circling NE of Rwy 14/32.
restrictions apply during screening Ops. Uncertified AD not subject to NOTAM. Ctc
This AD is a Security Controlled Airport. Range Control prior to Ops.
Fuel: Call out fee applies after hours.
Scherger
F-3, F-4, Jet A-1.
145′ YBSG Mil. +10:00 S12 37.4 E142 05.2
Rottnest I Apt Administration 0418 405 948, 07 4752
12′ YRTI RTS +08:00 S32 00.4 E115 32.4 1888; tvl.abcp@defence.gov.au. AWOS H24
ARO 0419 577 426. AWOS H24 (AWIS) 08 (AWIS) 07 3564 3737. Apt Operator 07 4082
6216 2635. Apt Manager H24 0419 577 426. 3070; Mobile 0467 761 714.
09/27 4242′ ASPHALT. AUW-13/0.8000 MPa. 12/30 10003′ ASPHALT. PCN 46/F/B/
LDA 27 3678′. TODA 09 4439′. TODA 27 4439′. 1750(254 PSI)/T. TODA 12 10200′. TODA 30
RL. 10200′. MIRL. Pilot Controlled Lighting.
Rwy 09 transient object - train on railway to CAUTION: SGR TACAN portable facility acti-
southern border encroaches western end of air- vate as required by military authorities. Channel
strip. assignment and activation by NOTAM.
Days, O/T PPR from AD manager. All Acft require H24 PN to RAAFBase Tonwns-
ville. Support require to be advised to RAAF
PPR from AD manager for ARR/DEP during
Base Tonwnsville.
HN.
IntlRAAF flights are not to plan to enter Aus-
CAUTION: Bird and animal hazard. Wildlife
tralia THRU Scherger W/o approval of Depart-
hazarad (migratory birds, marsupial quokka) on
ment of Customs and Australian Quarantine
and in vicinity of Rwy 09/27 for dispersal HN
and Inspection Service (AQIS), Exc in an
contact ARO.
Emerg.
Royal Flying Doctor Service must contact ARO
for Rwy check 30min prior to arrival (HN).
Scone
Right hand circuit Rwy 09 required during HJ.
Twy C max wingspan 49' (15M). 745′ YSCO NSO +10:00* S32 02.2 E150
49.9
Aircrafts are to avoid overflying settlement on
north side of island. Apt Administration 02 6540 1100; Fax 02 6545
AWIS located Brg 270 Mag 1.8NM from ARP. 2671. AWOS H24 (AWIS) 02 9353 6449. Apt
CAUTION: Parachute Ops at Bickley Bay 094 Manager On Call 0439 428 134. Ground Serv-
Deg 0.8 NM, Salmon Bay Brg 230 Deg 1.2 NM,ices 0413 003 808.
Thompson Bay Brg 066 Deg 0.6 NM. 11/29 4593′ PAVED. PCN 15/F/C/
1200 (174PSI). TODA 11 4790′. TODA 29
Samuel Hill 4790′. RL. Pilot Controlled Lighting.
120′ YSMH Mil. +10:00 S22 44.5 E150 39.3 ATND SKD H24.
Apt Administration 07 4935 5001. AWOS H24 CAUTION: The pilot in command should be
(AWIS) 07 3564 3736. aware of the terrain and obstacles in the circling
06/24 2296′ SLD. TODA 06 2395′. TODA 24 area prior to conducting night IFR operations
2395′. into Scone. During rain, GA Apn holds exces-
14/32 3953′ GRAVEL. RL. sive water at entrance and near refuelling
bowser.
AUSTRALIA
Exit Twy at the Rwy 11 end is 25' (7.5m) wide. Local dust during high winds.
Animal hazard (kangaroos, foxes and birds) Increased animal hazard. Numerous kangaroos
exists within vicinity Rwy 11/29. observed airside.
Main taxiway Btwn 'air pasture' and hangars not This AD is a Security Controlled Airport.
Avbl due uneven surface. Contact aerodrome manager 24hr PNR for
Two gravel Twy to the fire bombing base is arrangements outside operating times.
restricted to fire bombing Acft only.
Shellharbour
Grassed areas within Rwys not Avbl due
uneven surface. 31′ YSHL +10:00* S34 33.7 E150 47.3
Rwy 11/29 graded strip not Avbl due soft and Apt Administration 02 4221 6116; Fax 02 4221
rough Sfc. 6016; airport@shellharhour.nsw.gov.au. ARO
0421 044 153. AWOS H24 (AWIS) 02 9353
Model Acft Opr sunrise to sunset within 0.5NM
radius of Psn S321809 E1505559 Brg 150 Mag
17NM from AD. 08/26 4367′ ASPHALT. PCN 19/F/D/
1205 (175PSI)/T. LDA 26 4071′. TODA 08
F-4.
4564′. TODA 26 4564′.
Sea Lake Rwy 26 Right-Hand Circuit.
184′ YSLK +10:00* S35 31.9 E142 53.4 16/34 5968′ ASPHALT. PCN 40/F/C/
Apt Administration 1300 520 520; Fax 03 5493 1410 (205PSI)/T. LDA 34 5390′. TODA 16
7395. 6165′. TODA 34 6165′. RL. Pilot Controlled
09/27 3412′ GRASS. Unrated. TODA 09 3609′. Lighting.
TODA 27 3609′. Rwy 34 Right-Hand Circuit.
17/35 2297′ GRASS. Unrated. TODA 17 2493′. ATND SKD H24.
TODA 35 2493′. CAUTION: High terrain exists in the circling
area. Circling instrument Apch at night not rec-
Shark Bay ommended.
129′ YSHK MJK +08:00 S25 53.6 E113 34.6 Rwy grass strips not maintained for aircraft
Apt Administration 08 9949 2888; On Call 0427 operations.
492 880; flights@sharkbayair.com.au. ARO Night Ops for scheduled and non-scheduled
H24 0478 222 296. AWOS H24 (AWIS) 08 Ops Acft Abv 12566lbs (5,700kg) MTOWmust
6216 2636. be flown from a Rwy aligned GNSS Apch
18/36 5545′ ASPHALT. PCN 10/F/A/ unless approved by CASA.
700(102PSI)/T. TODA 18 5938′. TODA 36 Rwy 34 - Avoid flight over houses on base.
5971′. RL. Pilot Controlled Lighting. Position crosswind to avoid overflying houses.
Airfield main access gate open 0700-1800LT. Rwy 16 - Turn onto crosswind below 700 to be
Twy A: 49' (15m), code C. avoided. Position base to avoid overflying
Twy B: 25' (7.5m), code A. houses.
All aircraft under 12,566 lbs (5,700 Kg) to park Circuit training to be avoided before 0800 LT.
south of the parking clearance. Avoid Tkof Rwy 08 and landing Rwy 26 unless
Aircraft above 12,566 lbs (5,700 Kg) other than operationally necessary.
regular public transport to give aerodrome man-
ager 24hr PNR.
AUSTRALIA
Night operation Rwy 16- avoid Tkof unless 18/36 4258′ ASPH/SLD. LDA 18 4062′. LDA 36
operationally necessary. 3960′. TODA 18 4455′. TODA 36 4455′.
Night circuit training not permitted after 2200 RL. PORT-RL. Pilot Controlled Lighting.
LT. ATND SKD Daily 2200-0700Z, after hours
No runups N of Twy B. PNR.
Twy A and B not Avbl to Acft Abv 12566lbs Apt Avbl to Acft Abv 12566 lbs(5700kg) MTOW
(5,700kg) MTOW. by arrangement.
Twy G not Avbl to Acft Abv 66139lbs 49' (15m) wingspanlimitation applies to Twy A,
(30,000kg) MTOW. B, C, D and F.
All Charter Acft are to Ctc ARO prior to Arr. 49' (15m) wingspan limitation applies to taxi-
Terminal is Clsd to airside access except for lane A. Pilots are to Exer caution while taxiing
RPT services. Prior approval from AD Opr must near parked Acft.
be obtained for access tothe terminal building. Circuit training not permitted BTN 1300-2000Z
Apn Bays 1 to 3 restricted to RPT, Charter and DLY.
air ambulance. All other Acft Rqd prior approval F-4.
from AD Opr.
Sinclair
This AD is a security controlled airport.
1435′ YSNC +08:00* S28 20.3 E120 51.2
Ultralight aircraft training.
Apt Administration 9055 7000.
PJE operations 1640' (500m) North of Wollon-
gong Light House (approximate Brg 035 Deg, 01/19 5906′ SLD. PCN 8/F/A/522 (78PSI)/U.
10NM from YWOL ARP), within 2NM radius, TODA 01 6102′. TODA 19 6102′.
surface - FL140. Rwy 01/19 Right-Hand Circuit.
PJE operations 3281' (1000m) North of Wollon- Restricted OPS: PPR
gong Light House (approximate Brg 035 Deg,
Smithton
10NM from YWOLARP), exit height up to
FL140. 31′ YSMI SIO +10:00* S40 50.1 E145 05.0
Apt Administration 03 6452 1153, 6233 3613;
Model Acft operate within 1148' (350m) radius
of Psn 343142.00S 1502330.00E Brg 263 Mag Fax 03 6452 1153, 6233 2785. AWOS H24
19.7NM from Wollongong AD (YWOL). Surface (AWIS) 03 6283 8605.
- 1,000' AGL. 06/24 5246′ ASPHALT. PCN 6/F/B/
F-3, Jet A-1. 550 (80 PSI)/U. LDA 24 4675′. TODA 06 5443′.
Shepparton Rwy 24 Right-Hand Circuit.
375′ YSHT SHT +10:00* S36 25.7 E145 10/28 2034′ GRAVEL. Unrated. TODA 10
23.5 2133′. TODA 28 2133′.
Apt Administration Fax 03 5821 6901. ARO 03 Rwy 28 Right-Hand Circuit.
5832 9700; H24 0409 807 065. AWOS H24 Bird hazard exists.
5823 1481. Snake Bay
09/27 1424′ GRAVEL. TODA 09 1621′. TODA 173′ YSNK SNB +09:30 S11 25.4 E130 39.2
27 1522′. ARO 0427 005 571. Apt Manager 0415 622
273, 0488 345 162; romel.siplon@tiwiis-
AUSTRALIA
lands.nt.gov.au. Apt Operator 0409 814 422, 08 Jet A-1.

8978 3969.
South Goulburn I
13/31 4734′ SLD. PCN 8/F/A/580(84PSI)/U.
TODA 13 4931′. TODA 31 4931′. RL. Pilot Con- 63′ YGBI +09:30 S11 39.0 E133 22.9
trolled Lighting. Apt Administration 08 8979 0211; Fax 8979
Except for EMERG OPS, 30 MIN PN required 0224.
between 0730-2030 UTC, phone 0409 814 422 10/28 4593′ ASPHALT. Unrated. TODA 10
or 08 8978 3969. 4790′. TODA 28 4790′. PORT-RL.
AD on Aboriginal Reserve. Only public area is Bird hazard (corellas) and animal hazard (dogs,
AD proper. PPR to enter township or Aboriginal wallabies and horses) exists. Seasonal
Reserve. increase in wildlife activity.
This AD is a Security Controlled Airport. South Grafton
Solomon 20′ YSGR +10:00* S29 42.5 E152 55.7
2008′ YSOL SLJ +08:00 S22 15.3 E117 Apt Administration 0412 505 252.
51.0 08/26 3281′ SLD.
Apt Administration H24 0498 498 076; solomo- Animal hazards exist - kangaroos, flying foxes,
nairport@fmgl.com.au. birds and feral animals.
09/27 6562′ ASPHALT. PCN 44/F/B/ Preferred Rwy 26 for departure.
1408(204PSI)/T. TODA 09 6758′. TODA 27 Gyrocopters do close circuits.
6758′. RL. Pilot Controlled Lighting. Ponding hazard after rain.
Rwy 09 Right-Hand Circuit. Parachute Ops not permitted.
Rwy 27 TDZ not grooved 906' (276m) from Thr Gliding Ops HJ (Tue and Sat) via winch launch
for 12' (3.6m) across width of Rwy. on grassed area southern side of paved Rwy,
PPR 24 hr PNR from AD Supervisor or ARO for operating either Rwy 08 or 26. Launch possible
all unscheduled Acft Ops. from surfaceto 2500'. Joining circuit at mid field
CAUTION:Blasting occurs Btwn 2NM and crosswind not recommended during glidingOps.
10NM to the N of the ARP Btwn 330 Deg Mag Further details on gliding Ops Ctc Bob King
and 35 Deg Mag. Dust plumes may occur fol- (Gliding Club) 0403 088 551.
lowing blasting. Steep sided open drains adja- Gliders and launch crew monitor and use CTAF
cent to Twy and Apn edges. frequency.
Itinerant parking contact AD Supervisor/ARO. From sunrise to sunset model Acft Opr within
ItinerantPrk to E end of Apn. 0.5NM radius of Rwy 08 at South Grafton AD.
Due terrain no circling to the N. Opr will monitor CTAF 126.7. SFC 1000'AGL.
Apn and Twy suitable for Code 4C Acft. Southern Cross
Acft Abv 12566 lb (5700 kg) MTOW to use Rwy 1163′ YSCR SQC +08:00 S31 14.4 E119
ends for 180 Deg turns. 21.6
For AIR BP - JET A1 Contact AD Supervisor/ Apt Administration 08 9049 1001; yilgarn@yil-
ARO. garn.wa.gov.au. AWOS H24 (AWIS) 08 6216
Aircraft marshalling is provided for all aircraft 2637. Apt Manager 0409 791 135, 0447 156
above 12566lbs (5700kg) MTOW.
AUSTRALIA
127. Ground Services 0417 922 543, 0418 906 08/26 3510′ GRAS/SAND.
987, 0427 491 500, 08 9049 1172. AUW-13/0.6000 MPa. TODA 08 3707′. TODA
09/27 4327′ PAVED. PCN 9/F/A/ 26 3707′. RL. Pilot Controlled Lighting.
805 (117PSI)/U. TODA 09 4524′. TODA 27 Rwy 26 Right-Hand Circuit.
4524′. Central 59ft (18m) gravel.
14/32 4610′ PAVED. PCN 9/F/A/ Runway 26 - Right-hand circuits HN. Night cir-
805 (117PSI)/U. TODA 14 4806′. TODA 32 cuits must remain east of St Helens town and
4806′. RL. Pilot Controlled Lighting. over water when aircraft are west of aero-
492' (150m) sealed from both ends. drome.
Graded portion of Rwy strip Rwy 14/32 and Wind shear will be experienced on short final
Rwy 09/27 not Avbl for Tkof and Ldg of gliding RWY 08 with moderate/strong NE winds.
Ops without prior authorisation from AD Opr. No circling south of RWY 08/26.
Blasting activity HJ, demolition of explosives at Model aircraft operations within 300 meters
Cornishman minesite, pit blasting activity radius of position S41 17.12 E143 13.06. Bear-
approximately BRG 180 MAG 2.2NM from AD. ing 318 Magnetic 4.1NM from AD surface to
1000FT AGL.
Springsure see Emerald
F-4.
St Arnaud
Stanthorpe
640′ YSTA +10:00 S36 38.2 E143 11.1
2934′ YSPE SNH +10:00* S28 37.2 E151
ARO H24 03 5358 8700.
59.4
09/27 1755′ GRAVEL. AUW-13/0.4000 MPa.
TODA 09 1952′. TODA 27 1952′.
828; Fax 07 4681 5540.
Loose stones on Rwy.
08/26 5613′ ASPHALT. PCN 8/F/A/
18/36 3317′ SLD. AUW-13/0.4000 MPa. LDA 580(84PSI)/U. TODA 08 5810′. TODA 26 5810′.
18 2838′. TODA 18 3497′. TODA 36 3491′. RL. Pilot Controlled Lighting.
PORT-RL. Pilot Controlled Lighting.
Animal hazards exists.
St George Twy A - Code C, width 49'(15M), bitumen
656′ YSGE SGO +10:00 S28 03.0 E148 sealed.
35.7 Twy B - Code B, width 49'(15M), bitumen
Apt Administration 07 4620 8888. ARO 0417 sealed.
741 328, 0429 208 812, 0429 208 813. Hill approximately 3090' AMSL located 2.03 NM
11/29 4987′ ASPHALT. PCN 15/F/A/ W from W runway strip 08 end infringes conical
860 (125PSI)/T. TODA 11 5184′. TODA 29 surface by 41'.
Stawell
807′ YSWL SWC +10:00* S37 04.3 E142
St Helens 44.4
158′ YSTH HLS +10:00* S41 20.2 E148 ARO H24 03 5358 8700. AWOS H24 (AWIS)
16.9 03 8470 3220. Ground Services 03 5358 2855.
Apt Administration H24 03 6376 7900; Fax 03
6376 1551. H24 (AWIS) 03 6283 8606.
AUSTRALIA
11/29 4603′ ASPHALT. PCN 9/F/D/ Stonehenge

650(94PSI)/T. TODA 11 4800′. TODA 29 4800′. 543′ YSTO +10:00 S24 21.4 E143 17.5
RL. Pilot Controlled Lighting. Apt Administration 07 4658 6900. ARO 0459
18/36 2802′ ASPHALT. AUW-13/0.4000 MPa. 892 184. Apt Manager 0424 791 449.
TODA 18 2999′. TODA 36 2999′. 04/22 4134′ BITU/SLD. RL. Pilot Controlled
Kangaroo hazard exists sunrise to sunset. Lighting.
Rwy18 Tkof: at Rwy head turn right to maintain
track not less than 190 degrees mag. Strahan
Rwy 36 Ldg: base leg must be no further than 66′ YSRN SRN +10:00* S42 09.3 E145 17.5
2000' from Thr. Apt Administration 03 6471 4700; sbu-
Night operations are prohibited on Rwy 18 and tler@westcoast.tas.gov.au. ARO On Call 0418
Rwy 36. 527 972. AWOS H24 (AWIS) 03 6283 8607.
Right hand circuits required on RWY 18 days 18/36 4003′ ASPH/SLD. PCN 4/F/D/
and RWY 29 nights. 450 (65PSI)/U. TODA 18 4199′. TODA 36
F-4, Jet A-1.
Stirling Station Unsealed areas may be slippery when wet.
150′ YSTL +10:00 S17 11.2 E141 42.7 All operations to be restricted to sealed surfa-
Apt Administration 07 4745 3463; conces except on apron.
tact@gulfcoast.com.au. Wildlife hazards exist
16/34 3937′ DIRT. PPR for ACFT above 12566lbs (5700KG)
PPR. MTOW.
Wallabies on strip around dawn and dusk. Rotary ACFTmust taxi to designated parking at
all times.
Stonefield Gliding
Rwy 18/36 transitional Sfc infringed on E side
350′ YSFG +09:30* S34 20.5 E139 18.5 up to 4ft (1.2m).
Apt Administration 0412 870 963. Helicopter takeoff and landing to and from Rwy
05/23 4528′ UNPAVED. only and Taxi to apron required.
11/29 4593′ UNPAVED.
Streaky Bay
16/34 2362′ UNPAVED.
69′ YKBY KBY +09:30* S32 50.1 E134 17.6
PPR.
PPR.
677 540.
Wildlife hazard.
05/23 2559′ GRAVEL. TODA 05 2756′. TODA
AD not AVBL to ACFT above 12566lb 23 2756′.
(5,700kg).
13/31 4429′ ASPH/SLD. TORA 13 4432′. TORA
Winch launch wires can extend from SFC to 31 4432′. LDA 13 4432′. LDA 31 4432′. TODA
2,500FT AGL. Avoid overflying AD BLW 3,000ft 13 4629′. TODA 31 4629′. ASDA 13 4432′.
without positive CTC with STONEFIELD GLID- ASDA 31 4432′. RL. Pilot Controlled Lighting.
ING BASE 126.7.
CAUTION: Acft at opposite ends of Rwy 13/31
Gliding OPS HJ. Glider circuit direction at pilot's may not be visible to each other.
discretion.
AUSTRALIA
Animal hazard (kangaroo) exists. CAUTION: Heli Ldg site J Apch and Dep Ops
Rwy 13/31 transitional surface N side infringed track 116 or 311 Deg Mag only, unlessother-
by fence up to 3,5'. wise directed by ATC.
FIA Freq 123.5 Avbl in circuit area. Pilots to exercise CAUTION on Twy E, Btwn
Twy A - width 34' (10.5m), sealed. Twy M andTWY J3 due to lack of Vis from con-
trol Twr.
Twy B - width 49' (15m), unrated gravel, MTOW
12,566lbs (5,700kg). Outside Twr hr - all Acft Opr in circuit area are
to Bcst Psn and Rwy being used when an
Sunrise Dam inbound call is received from an Acft joining the
1350′ YSRD +08:00 S29 05.9 E122 27.3 circuit or a call is received from and Acft about
ARO H24 0437 413 119. Apt Operator 08 9080 to taxi.
3765. Ground Services 08 9479 1244. Heli Ldg Site Juliet Max size/Mass Black Hawk
06/24 6398′ ASPHALT. PCN 25/F/A/ H60 or equivalent 22,046 lbs (10,000KG).
1075(156PSI)/T. TODA 06 6594′. TODA 24 Right hand circuits required when operate Rwy
6594′. RL. Pilot Controlled Lighting. 13 except as directedby ATC.
Restricted Ops: PPR from AD Opr. GA Acft Blw 12,566 lbs (5,700 kg) not permitted
Bird hazard in vicinity of aerodrome. on main Apn without prior approval from AD
Opr. Access to the Southern GA Apn is via Twy
Acft to avoid flying over mine pit.
C or Twy D. Access to the Western GA Apn is
Animal hazard (kangaroos). ARO will conduct via Twy J2 and J3 or Twy M.
additional Rwy inspection prior to Skd Acft Ops.
Twy A Btwn Twy A1 and Twy A2, and Twy A2
Rwy 06/24 - Rwy end turning nodes - all turns restricted to Max wingspan 118' (36 m).
must be MIN speed MAX radius.
Acft Bypass Bay Avbl to Acft MAX wingspan 79'
Jet A-1. (24 m) (e.g. SAAB 340), located northern side
Sunshine Coast Apt of Entry Twy A2.
15′ YBSU MCY +10:00 S26 36.2 E153 05.5 Twy M: restricted to Max 79' (24 m) wingspan
and 22046 lbs (10,000 kg).
3830 5251. ARO 0419 658 272. ATC 07 5458 Twy E, J2, J3, D, G, and H: restricted to Max
2953. ATIS H24 07 5458 2955. AWOS H24 wingspan 49' (15 m) and 12,566 lbs (5,700 kg)
(AWIS) 07 3564 3738. Ground Services 0403 (excluding Cessna 208).
455 443, 0447 182 351, 07 5448 7114, 07 5457 Twy B2 and Apn Twy B Btwn Twy B1 and Twy
0778; H24 477 999 078; On Call 0408 711 968; B2: restricted to Max B737/A321.
charters@swissport.com.au, fbo@mach- Twy F south of Twy B1 and Twy C: Restricted
jet.com.au, info@skycare.co.nz. to Max Acft B737/A320.
13/31 9186′ ASPHALT. PCN 74/F/B/W/T. Twy C, D, H and F Btwn Twy B1 and C, unlit
TORA 13 8612′. LDA 13 8612′. LDA 31 8038′. and restricted to HJ Ops only.
TODA 13 8809′. TODA 31 9383′. ASDA 13 Due to security requirements, all Acft Abv
8612′. MIRL. Pilot Controlled Lighting. 12,566 lbs (5,700 kg) and light jet and turbine
Rwy 13 Right-Hand Circuit. Acft which are not RPT, must obtain prior
ATND SKD 2200-0700Z. Customs. approval from ADOpr if they are programmed to
stage through or remain at Sunshine Coast. To
obtain such approval 48HR notice is required;
AUSTRALIA
Phone 07 4580 4354, After Hours 07 3830 F-4, Jet A-1.

5251. Fire 7 Mon 1950-1330Z, Tue-Sun 1950-1030Z.
Acft Abv 12566 lb (5,700 kg) Req prior approval
of AD Opr to Opr between hr 1300Z and 1930Z. Swan Hill
PN for heli Ops Req (non Emerg). 234′ YSWH SWH +10:00* S35 22.5 E143
Ground Running of engines for maintenance 32.0
purposes Req prior approval from ARO. Apt Administration 03 5036 2333; Fax 03 5036
Southern Apn Bays 1, 2, and 3 HJ only. 2340; council@swanhill.vic.gov.au. ARO 0400
806 604, 0407 505 607. AWOS H24 (AWIS) 03
Right hand circuits required when Opr Rwy 13
8470 3221. Ground Services 03 5032 2444,
except as directed by ATC.
0418 507 221; Fax 03 5033 1376.
Bird and animal hazard exists:
04/22 3215′ GRAVEL. AUW-13/0.4000 MPa.
a. Flying fox transiting south to north - HN only. TODA 04 3412′. TODA 22 3412′. PORT-RL.
b. Nankeen kestrel (birds of prey) present on 08/26 4905′ SLD. PCN 6/F/D/600(87PSI)/U.
airfield. TODA 08 5102′. TODA 26 5102′. RL. Pilot Con-
c. Australian white ibis flocking on airfield HJ. trolled Lighting.
d. Increased bird activity due vegetationclearing ATND SKD H24.
and construction E and W end of AD. PPR from AD operator for pavement conces-
Twr may direct Acft to taxi via Twy M from sions and RPT Ops.
western apron to mitigate incursion risk at hold- Bird hazard exists.
ing point J3.
10' (3m) high fence, 72' (22m) W of Rwy 08
Twy C, D, H and Twy F Btwn Twy B1 and Twy RWS end.
C unlit and restricted to HJ ops only.
6.5' (2m) high fence, at Rwy 26 RWS end.
B737/A321 Acft tail when posn at Twy F HP
F-4, Jet A-1.
Rwy 13/31, infringes Rwy 31 Apch Sfc by 14.7ft
(4.5m). Sydney (Bankstown)
Max code C ACFT to occupy Twy F Rwy hold 34′ YSBK BWU +10:00* S33 55.5 E150 59.3
point when ACFT on APCH to Rwy 31. Apt Administration 02 8709 9400; Fax 02 9791
Code D and E ACFT to hold short at INT posn 0230. ARO 0419 294 432. ATIS 02 9738 3190.
located on apron Twy B south of Twy B1 to AWOS H24 (AWIS) 02 9353 6403. Ground
inform ATC ready when Rwy 31 duty Rwy. Services 02 9790 2144, 02 9791 0053, 02 9791
Twy F Rwy holding posnnot avbl during low vis 0599, 1300 759 722; H24 02 9791 6565; On
ops. Call 0412 585 550, 0422 555 555; Mobile 0418
Code D and code E ACFT restricted to Twys: 113 490; Fax 02 9791 6560; charter@nav-
Twy A1, Twy A btn Twy A1 and Twy F, Twy F, air.com.au.
Twy B1, apn Twy B btn Twy B1 and Twy G. 11C/29C 4646′ ASPHALT. LDA 11C 4131′.
This AD is a Security Controlled Apt. LDA 29C 4449′. TODA 11C 4842′. TODA 29C
Rwy 31: Acft Abv 176370 lb (80,000 kg) MTOW 4842′. MIRL. PORT-RL. Pilot Controlled Light-
to make 180 Deg MAX radius turns following ing.
yellow line at Rwy end turning node. Rwy 11C/29C Right-Hand Circuit.
For Noise Abatement procedures see chart 11L/29R 3609′ ASPHALT. TODA 11L 3806′.
10-4. TODA 29R 3806′. PORT-RL.
AUSTRALIA
Rwy 29R Right-Hand Circuit. All Acft departing into Class G airspace are to
11R/29L 3406′ ASPHALT. TORA 11R 3405′. change to SYDNEY CENTRE FREQ 124.55,
TORA 29L 3405′. LDA 11R 3405′. LDA 29L 3NM from BK during TWR hr. Specific transfer
3405′. TODA 11R 3602′. TODA 29L 3602′. instructions will not be issued to VFR aircraft.
ASDA 11R 3405′. ASDA 29L 3405′. Inbound Acft requiring Rwy 11C/29C are to
Not avbl to turbojet acft. notify ATC on first contact.
PPR for non-VH registered Acft. CLASS D
Acft with wingspan greater than 95' (29m) Circuit Directions during TWR hr.
require prior approval. (i) RWY 11L day - left: night -right (when Rwy
Pavement concessions available for Acft above 11C not available).
44,092 lbs (20,000 kg) MTOW with H24 PNR. (ii) RWY 11R day - right: night - not available .
CAUTION: Helicopters overfly runways midfield (iii) RWY 11C day - left: night - right.
at 500'. Helicopters conduct circuits within Rwy (iv) RWY 29L day - left: night -not available.
11L/29R fixed wing circuit at 700'. Trees in Rwy (v) RWY 29R day - right: night - left (when Rwy
29C DEP area. 29C not available).
WARNING: Prior planning of ground move- (vi) RWY 29C day - right: night - left.
ments and understanding of airfield markings
Operations on Rwy 11C/29C shall conform to
and ATC procedures is essential. All runways
the 11L/29R circuit direction (i.e.11C/11L - left
are active at all times and require a clearance
circuit, 29C/29R - right circuit), unless otherwise
to enter, cross or taxi on.
advised by ATC.
Turbojet Acft to operate only on Rwy 11C/29C
DEPARTURES
or Rwy 11L/29R.
All Acft requesting an AWY Clearance into
Pilots of Acft using Twy A, note the MAX wing-
Class C airspace shall report 'Ready' on sur-
span is 95' (29m), when passing the Twy A Acft
face movement control FREQ 119.9 prior to
run up bay.Area is marked 'MAX WINGSPAN
leaving the run-up bays, to avoid congestion at
29M'. Acft with wingspan greater than 95' (29m)
the holding point.
require wing tip marshall when passing Twy A
Acft run up bay. DEP ALT (days): 1000' for Rwy 29L, 29C and
29R; 1500' for Rwy 11L, 11C and 11R.
Twy E Btwn Twy J and Twy B1 not Avbl outside
Twr hr. Outside BK TWR HR, IFR Acft expect depar-
ture clearance via SID.
Pavement restriction - Twy C, J, L, P, N, N1,N2,
Avbl for Acft up to 35,274 lbs (16,000 kg).Twy IFRarrivals and departures to the South
A1, A2, A, A3 north of A, L south of K, K, A7, a. Pilots are reminded that R555A has RA3
A8 Avbl for Acft up to 44,092 lbs (20,000 kg). conditional status and a clearance issued by
Acft requiring parking in front of Bankstown ter- ATC:
minal are required to get prior approval fromAD (i) Into Class C airspace on DEP from BK; or
operator. (ii) To leave Class C airspace on descent to BK
Start Clearance Required on surface movement does not authorise entry into this RA.
control FREQ 119.9 for circuit training. ROUTES
Taxiing Acft shall give way to Acft vacating a A VFR Acft departing into Class G airspace
Rwy. must depart the CTR on an extended leg of the
circuit.
AUSTRALIA
VFR Acft must advise departure intentions with f. Low level circuit training not available.
READY Call. 2. HELICOPTERS
Clearance for VFR Acft to operate in the BK a. Low level HEL OPS are only permitted
CTR and VFR Acft departing into Class G will during the following periods:Mon-Fri: between
be issued on BK TWR FREQ. 0600 (or first light, if later) and 1900 (or last
A takeoff clearance constitutes a clearance to light, if earlier). Sat, Sun: between 0800 and
operate within the CTR or depart the CTR in 1800 (or last light, if earlier).
accordance with the intentions notified with the b. Use of HEL training circuit is permitted only
READY Call. during the following periods:
ARRIVALS Mon-Fri: between 0700 and 1900 (or last light,
CTR ENTRY altitude (days): 1,000' for Rwys if earlier)
11; 1,500' for Rwys 29. Sat: between 0800 and 1800 (or last light, if
ARR VFR Acft should track viaand report at earlier)
PSP or 2RN. Sun: between 0900 and 1800 (or last light, if
After landing remain on 132.8 until clear of all earlier)
active Rwys, then contact surface movement c. All other times Fixed Wing Noise Abatement
control on 119.9. procedures apply.
Request "taxi guidance"if required. d. Pilots should avoid arriving or departing at
NOISE ABATEMENT PROCEDURES low level over populous areas adjacent to the
All times are in LST (AEST or AEDT, asapplica- airport.
ble). Bird hazard exists.
1. FIXED WING During winds with a southerly direction compo-
a. The preferred RWY direction is 29. nent, building induced mechanical turbulence
b. Circuit training is permitted only Mon-Fri may be experienced on final for Rwy 11C and
0600-2200. During HDS it is permitted 11R/29L.
0600-2230.On Sat, Sun between 0700 and last CIRCUIT OPERATIONS
light. Circuit Altitude: 1,000' QNH.
c. Operations between first light and 0700: Circuit OPS are to be confinedwithin a 2NM
(i) Operations in the 29 direction shall be con- radius of the ARP.
fined to Rwy 29L, except that Rwy 29C may be ATC may restrict circuit Ops.
used if operationally required; and Model Acft Ops within 1312' (400 m) radius of
(ii) Operations in the 11 direction shall be con- Psn S33 44 36.00 E151 05 36.00 Brg 013 Mag
fined to Rwy 11R, except that Rwy 11C may be 12.3NM from Bankstown AD (YSBK). Sfc up to
used if operationally required. 800' AGL.
d. Between 1900 (or last light, if later) and Various lit obstacles are situated throughout the
0700, circuits must be flown only on the south- AD. Contact the AD operator for further infor-
ern side of the AD. Rwy 11: right circuit; Rwy mation.
29: left circuit. Practice instrument approaches may be
e. Between W2130-2300 (E2030-2300), Acft approved by ATC.
departing Rwy 11 (except circuit TFC) must HELICOPTER OPERATIONS
turn left.
AUSTRALIA
NOTE: THE FOLLOWING PROCEDURES leg. ATC will instruct each ARR and DEP HEL
APPLY DURING DAYS ONLY. HELICOPTERS as tothe route to be flown.
SHALL USE FIXED-WING PROCEDURES g. The HEL check points are:
DURING NIGHTS (i) CHOPPERS NORTH (CNTH) -Northern end
Local Procedures of Regents Park Railway Station approximately
a. All HEL OPS in the BK CTR shall be conduc- 300 metres N of the water pipeline;
ted at 700' on BK QNH, unless otherwise (ii) CHOPPERS WEST (CWST) - Michels Patis-
advised by ATC. serie located 1.2NM West of CHOPPERS
b. The HEL circuit isbased on the helicopter NORTH on the water pipeline;
landing site to the N of the 11/29 RWY complex (iii) CHOPPER SOUTH (CSTH) - Intersection of
(the Main Pad). The circuit direction shall con- two creeks enclosing a sewage treatment
form to that of the active RWY. The circuit shall works 2.1NM S of ARP.
be conducted within the fixed wing circuit. Departuresa. HEL shall advise their intentions
c. Helicopter arrivals and departures may only or preference with the "READY" report.
be conducted using: b. Departures to the north:
(i) RWYs and designated helicopter landing (i) For RWY 29 circuit direction: track outbound
sites. via CHOPPERS WEST
(ii) TWY N2 (PPR from AD operator). (ii) For RWY 11 circuit direction: track outbound
(iii) The helicopter apron west ofTWY N1 (PPR via CHOPPERS NORTHc. Departures to the
from AD operator). south: after passing CHOPPERS SOUTH, HEL
(iv) Other areas approved by the aerodrome shall turn to track between R555 and 2RN
operator. unless instructed otherwise by ATC.
d. Unless otherwise authorised by ATC: Arrivals
(i) Arrivals to and departures from TWY N2 - a. HEL shall make first contact with BK TWR on
track parallel to Marion Street. 132.8 at one of the VFR approach points (notat
(ii) Departures to the west from the helicopter a HEL check point).
apron - track initially parallel to the runway then b. HEL arriving from the north:
parallel to MarionStreet. (i) For RWY 29 circuit direction track inbound
(iii) Arrivals from the west to the helicopter via CHOPPERS NORTH and remain N of the
apron - track initially parallel to Marion Street pipeline until in receipt of circuit entry instruc-
then parallel to the runway. tions. Expect to join circuit on right base.
(iv) All other arrivals and departures - track par- (ii) For RWY 11 circuit direction track inbound
allel to the runway. via CHOPPERS WEST and remain clear of the
(v) Turn after takeoff not permitted below 500'. control zone until in receipt of circuit entry
e. Operations to the north of Marion Street are instructions. Expect to join circuit on left base.
not permitted below 500'. c. HEL arriving from the south: track inbound
f. Three special HEL check points have been via CHOPPERS SOUTH. Expect to overfly the
devised to segregate HEL traffic by having it runway complex at 500' on BK QNH until estab-
ARR or DEP, beneath the fixed-wing circuit at lished NE of the aerodrome. Expect to join
right angles toand midway along the downwind downwind for the designated HLS.
F-4, Jet A-1, Jet A-1+, JP-8.
AUSTRALIA
ABN. DC-10/MD-11 type Acft under power not per-

mitted to turn from Twy C to Twy F or Twy B3,
Sydney (Kingsford Smith) Apt of Entry due to jet blast on apron.
21′ YSSY SYD +10:00* S33 56.8 E151 10.6 Intersection DEP Rwy 16R/34L from Twy B3,
Apt Administration 2 9667 9111. ARO H24 02 B4 and B10 restricted to 118' (36m) wingspan
9667 9824; Mobile 0419 278 208; and below.
Car2@syd.com.au. ATIS H24 02 9556 6566, Access to corporate aviation apron restricted to
02 9556 6567. AWOS H24 (AWIS) 02 9353 48,502 lbs (22,000kg) MTOW/98' (30m) wing-
6450. Apt Operator 2 9667 6445; aero- span and below. Acft in excess of this are to
query@syd.com.au. Ground Services 02 9667 contact AD OPR prior to arrival.
4044, 0417 570 934, 0418 619 365, 0418 962
Pilots of Acft larger than B737/A320 to exercise
294, 2 9313 4241, 2 9667 1920; H24 2 9708
caution when taxiing on Twy A or Twy B Btwn
8775 (Ops); On Call 0411 131 098; Fax 2 9313
Twy B3 and Rwy 07/25 at intersections of all
4538, 2 9317 4673; sydfbo@jetaviation.com.
Twy. When Acft larger than B737/A320 are
07/25 8301′ ASPHALT. PCN 67/F/A/ holding short of the associated Rwy, no Acft
1750 (254 PSI)/U. TORA 07 8300′. TORA 25 larger than B737/A320 should taxi behind dueto
8300′. LDA 07 8300′. LDA 25 7969′. TODA 07 insufficient wingtip clearance.
8596′. TODA 25 8497′. ASDA 07 8399′. ASDA
A340-600, A380-800, A350-1000, B777-300,
25 8300′. HIRL.
Antonov AN124 and B748 Acft Opr restrictions
16L/34R 7999′ ASPHALT. PCN 67/F/A/ and specific taxi routes apply. Contact AD Opr
1750 (254 PSI)/T. LDA 16L 7241′. LDA 34R on 2 9667 9888 for Acft Opr restrictions docu-
7874′. TODA 16L 8294′. TODA 34R 8195′. ment.
HIRL. HIALS 16L. HIALS 34R.
Taxiway restrictions:
16R/34L 12999′ ASPHALT. PCN 67/F/A/
Twy B and Twy C Btwn Rwy 07/25 and Twy
1750 (254 PSI)/U. LDA 16R 12720′. TODA 16R
B10 not available to A380 Acft due to weight
13294′. TODA 34L 13317′. ASDA 16R 13097′.
limitations.
HIRL. HIALS.
Twy T1 restricted to 171' (52m) max wingspan.
ATND SKD H24. Customs.
Acft taxiing E bound on Twy B4 with wingspan
CAUTION: due to the nature of operations at
greater than 171' (52m) must hold short of Twy
YSSY, possible wake turbulence may exist
DOM2 when Acft is holding at the towbar dis-
when the wind is from the W to NW at 5KT or
connect point behind terminal 2 bays 43 and
greater, during parallel RWY 34 operations.
45.
Wind turbulence on Rwy 34R may be induced
Twy B5 and B6 not Avbl to Acft Abv 48,502 lbs
by ships docked at Container Port located E of
(22,000kg) MTOW. Maxtire pressure 203psi
Rwy 34R when wind is between 020 Mag and
(1400 kPa).
065 Mag with a mean windspeed greater than
14 knots (gust 20 knots). Twy C Btwn Twy B2 and Twy F is restricted to
Acft with Max 171' (52M) wingspan when an
Acft carrying dangerous goods Class 1 explo-
Acft with 213' (65M) or greater wingspan oper-
sives excluding 1.4 and 1.6 require prior appro-
ating on Twy B Btwn Twy B2 and Twy F.
val from AD operator. Minimum 48 hr notice.
PH 61 2 9693 3290 Fax 61 2 9667 9541. Twy C Btwn Twy F and Twy B4 speedrestric-
tion Max 20 kts applies to all Acft above 171
' (52m) wingspan.
AUSTRALIA
Twy C Btwn Twy F & Twy B4 restricted to 198' Acft with wingspan greater than 171' (52m) that
(60.4m) wingspan. have pushed back from Bay 25 and Rqd a
Twy C2 restricted to Max 118' (36m) wingspan. return to bay will be allocated a new bay and
Twy DOM2 N of Twy B4 restricted to Max 118' will not be permitted to return to Bay 25.
(36m) wingspan except A330-200 Acft operat- Twy H not Avbl for A380 Acft when Rwy 07/25
ing to and from Bay 39. in use.
Twy DOM3 restricted to Max 118' (36m) wing- Twy H not Avbl during the following:
span except A330-200 Acft operation to and - Rwy 07 arrivals.
from BAY 38. - Rwy 25 arrivals when visibility is less than
TWY DOM3 restricted to Max 118' (36m) wing- 16404' (5000m) or cloud base less than 1500'.
span except A330-200 Acft Opr to and from Twy K run up bay restricted to Max 75' (23m)
Bay 40. wingspan.
Twy F W restriction - B747/B767 type Acft -Twy Twy B turning west into Twy B3, Twy B4 and
not Avbl for international departure taxiing E Twy B10 restricted to maximum 118' (36m)
towards Rwy 16R/34L. Acft under tow permit- wingspan.
ted. Twy T3 exit Rwy 16L Avbl to non-jet and jet
Twy T2, Twy T3, Twy T5, and Twy U restricted Acft less than 59' (18m ) wheel base and Max
to Acft with less than 59' (18m) wheel base and 118' (36m) wingspan.Rwy 16L/34R all Acft u-
MAX 118' (36m) wingspan due 49' (15m) wide turns on Rwy not permitted.
taxiways. Rwy 16R/34L and Rwy 07/25 Acft greater than
Ops on DOM 1A at nightwhen visibility is less 118' (36m) wingspan u-turns on the Rwy not
than 3,937' (1,200 m) are not permitted. permitted.
For code F Acft Ops Twy A reduced Twy strip Animal hazard exists. Increased numbers of the
graded area on Twy A bridge and clearance following species are expected during the
Btwn Twy A and Rwy 16R/34L centre line specified periods: Grey headed flying fox exist
reduced to 599' (182.5m). after last light and numbers can be high Dec-
When an A380 is on Twy B2, Twy B1 restricted Jun. Peak activity Apr-Jun. Australian white ibis
to Acft maximum wingspan 171' (52m). numbers can be high Jun-Nov with flocks tran-
During LVP the following Twy restricitions apply siting across Rwy 16R/34L Btwn Twy B8 and
to A380 Acft: Twy L. Silver gull numbers will be high during
1. A380 Acft to depart from Twy A1and Twy A6 periods of rain with flocks transiting across run-
when Opr Rwy 16R/34L. ways in any direction.
2. Twy F not Avbl for intersection depatures. Fixed wing Acft Ldg or taking off must confine
Ops to sealed Rwys.
3. A380 Acft under tow not permitted to cross
Rwy 16R/34L. If the visual docking guidance system on Inter-
national Acft prkg Bay 24 is not serviceable and
Acft entering and exiting Apn using Twy Intl 1
Acft prkg Bay 25 is occupied by a B748 Acft,
and Intl 2 are Rqd to use minimum Pwr.
A380 Acft will not be permitted to use Acft prkg
Due to jet blast hazard to Ops on Bays 11 and Bay 24. If the visual docking guidance system
12, Acft with wingspan greater than 171' (52m) on International Acft prkg Bay 25 is not service-
entering Bays 8, 9, 10, 24 and 52 must not able and Acft prkgBay 24 is occupied by a
apply breakaway or greater thrust.
AUSTRALIA
A388 Acft, B748 Acft will not be permitted to Note: Trees remain clear of VSS obstacle clear-
use Acft prkg Bay 25. ancesurface.
Acft entering and exiting apron using Twy Intl 1 F-4, F-5, Jet A-1.
and Twy Intl 2 are required to use minimum ABN. Fire 10.
power due to jetblast hazard to operations on
bays 11 and 12, Acft with wingspan greater Tamworth
than 171' (52 m) entering bays 8, 9, 10, 24 and 1335′ YSTW TMW +10:00* S31 05.0 E150
25 must not apply breakaway or greater thrust. 50.8
Acft with wingspan greater than 171' (52 m) Apt Administration On Call 0429 582 400; Fax
that have pushed back from bay 25 and require 02 6760 7556; airport@tamworth.nsw.gov.au.
a return to bay willbe allocated a new bay and ARO H24 02 6767 5546. ATC 6764 5271. ATIS
will not be permitted to return to bay 25. H24 02 6764 5288. AWOS H24 (AWIS) 02
B777-300/ER, A350-1000 operation restric- 9353 6451. Ground Services 02 6761 5640,
tions. Rwy 16L/34R is Avbl. Twy route: Ldg 0419 424 834.
Rwy 16L vacate onto Twy T6, Twy T, Twy L, 06/24 2762′ TURF. Unrated. TODA 06 2959′.
right turn onto Twy A. Ldg Rwy 34R vacate TODA 24 2959′.
onto Twy L, right turn onto Twy A or vacate 12L/30R 7218′ ASPHALT. PCN 19/F/C/
onto Twy B10, Twy S, Twy L, right turn onto 780 (113 PSI)/T. TODA 12L 7415′. TODA 30R
Twy A. Tkof Rwy 16L Twy A, Twy L, Twy S, 7415′. MIRL. Pilot Controlled Lighting.
right turn Twy B10 or continue on Twy L for
departure. Tkof Rwy 34R Twy A, Twy L, Twy T,
Twy T6. 12R/30L 3642′ ASPH/SLD.
AUW-13/1.0000 MPa. TODA 12R 3740′. TODA
AIRBUS A340-600 Bay 25 arrival via TWY
30L 3740′.
INTL 2 only.
18/36 3346′ TURF. Unrated. LDA 18 3228′.
Rescue and firefighting services on 131.0 MHz
TODA 18 3543′. TODA 36 3543′.
Avbl H24. Request via ATC.
ATND SKD Mon-Fri 2030-0630Z, Sat-Sun
Water Rescue Service Avbl H24.
2200-0600Z.
Fuel Service, Frequency 129.9.
Bird hazard exists. Significant increases in wild-
U-turns are not permitted as follows: life hazards will be notified by NOTAM.
a. Rwy 16L/34R allAcft. Captains of visiting military aircraft are to con-
b. Rwy 16R/34L Acft greater than 118' (36m) tact Airport Management at least 48hr prior to
wingspan. arrival. MIL Acft requiring civil hardstand are to
c. Rwy 07/25 Acft greater than 118' (36m) wing- forward requests to airport@tam-
span. worth.nsw.gov.au for parking allocation.
Rwy 25 Visual Segment Surface (VSS) pene- APN bays 1 to 4 are a Security Restricted Area.
tratedby four trees: Non regular public transport operators must exit
a. 97' AMSL Brg 049 Mag 2,083 m from ARP. and enter via coded entry gates located adja-
b. 97' AMSL Brg 047 Mag 2,112 m from ARP. cent all G.A aprons.
c. 104' AMSL Brg 047 Mag 2,178 m from ARP. Acft which require parking on the main APN
outside the Security Restricted Area must
d. 97' AMSL Brg 047 Mag 2,118 m from ARP.
obtain prior approval from airport operator.
AUSTRALIA
Bays 8 and 9 are restricted to aeromedical Acft Bays 8 and 9 pilots are requested to minimise
unless specific approval is granted. ground runningwith reference exhaust blast
General Aviation users please use alternate directed towards the Westpac hangar facility.
signposted and coded exits. Pilots are to note Circuit direction during CTAF hours: SR-SS
access codes for re-entry. Rwy 12L and Rwy 30L left hand circuits.Rwy
Acft above 5700 kg (12,566 lbs) MTOW limited 12R and 30R right hand circuits. SS-SR Rwy
to Twy A, A1, A2, B and C. 12L right hand circuits. Rwy 30Rleft hand cir-
Twy B west of Twy C limited to 17637 lbs (8000 cuits.
kg) AUW and 75 ft (23m) Max wingspan. PPR for night circuits.
Run up bays for Acft to 12566 lbs (5700 kg) This AD is a security controlled airport.
and MAX wingspan limitationsof 39' (12m) and Apron is a security restricted area. Pilots and
52' (16m). crew must display a valid Aviation Security ID
Twy D maximum wingspan 58' (17.65m). Acft Card when airside.From sunrise to sunset
with wingspans Abv 49' (15m) and up to 58' model Acft operate within 3281' (1000 m)
(17.65m), accessing the GA Prk areas, may radius centred on Psn 304040.0S 1503859.4E,
only do so via Twy D. Brg 328 Mag 26.1 NM from AD. Sfc 2000' AGL.
Bays 6 - 9 Max wingspan 75' (23m). F-4, Jet A-1.
International Flight Training Tamworth (IFTT) Taree
Apn restricted to max 39' (12m) wingspan.
38′ YTRE TRO +10:00* S31 53.3 E152 30.8
All aircraft above 12,566 lbs (5,700 kg) which
are not regular public transport must obtain
466 396, 0447 106 605; Fax 02 6591 7363;
prior approval of AD OPR if they are program-
council@midcoast.nsw.gov.au. AWOS H24
med to stage through or remain at Tamworth
Regional Airport. To obtain such approval 48hr
290 925, 0418 862 100, 0428 906 103.
notice is required. PH Duty Airport Officer 02
6767 5546 and email airport@tam- 04/22 4934′ ASPHALT. PCN 11/F/C/
worth.nsw.gov.au with details of your request. 580(84PSI)/T. LDA 04 4557′. TODA 04 5131′.
Acft must follow lead-in lines. TODA 22 5131′. RL. Pilot Controlled Lighting.
General Aviation Acft below 12566 lbs (5700 12/30 1850′ SILT/CLAY. Unrated. TODA 12
KG) not permitted on main apron (EXC aer- 2047′. TODA 30 2047′.
omed). Limited sealed parking and tie-downs ATND SKD H24.
for Acft below 5,700KG (12,566 lbs) are availa- Wildlife hazard may exist - species specific
ble in GA areas. NOTAM will be raised during periods of
Bays 1 to 4 on the main apron for regular public increased activity.
transport services only. No parking on refuelling area.
Bay5 pre-flight engine running limited to 5 MIN PJE Ops HJ overhead AD, SFC-FL150, SR-SS
at idle power due noise restrictions. Hr only. Pilot of jump Acft will broadcast intentions
0630-2300. on CTAF.
International Flight Training Tamworth (IFTT) F-4, Jet A-1.
Apn require PPRfrom AD Operator.
Taroom
786′ YTAM XTO +10:00 S25 48.1 E149 54.0
AUSTRALIA
Apt Administration 07 4992 9500; Fax 07 4992 D106 ACT due mine blasting daily Sunrise to
3493. ARO On Call 0439 768 661. Sunset (within 2.5 nm radius centered on S21
08/26 3579′ SILT/CLAY. UNRATED. TODA 08 43 03, E 122-11-27, surface 1600' (488m)
3776′. TODA 26 3776′. AMSL).
12/30 3609′ GRAVEL. PCN 4/F/A/ Extensive terrain (waste dump) penetration of
550(80PSI)/U. TODA 12 3806′. TODA 30 3806′. inner horizontal and conical Obst limitation sur-
RL. Pilot Controlled Lighting. face to 1,293' (394m) AMSL, in a south quad-
Animal hazard exists. rant between Mag Brg 145 to 287Deg 7218'
(2200m) to 18045' (5500m) from ARP lit with
Telfer obstacle lighting.
975′ YTEF TEF +08:00 S21 42.9 E122 13.7 Jet A-1.
Apt Administration telferairport@new-
Temora
crest.com.au. ARO 0409 156 984, 08 9158
6896. AWOS H24 (AWIS) 08 6216 2638. Apt 921′ YTEM TEM +10:00* S34 25.3 E147
Manager 0409 549 615. Ground Services 0409 30.7
156 984, 08 9158 6896. Apt Administration H24 02 6980 1100; Fax
12/30 6562′ ASPH/SLD. PCN 22/F/A/ 6980 1138. AWOS H24 (AWIS) 02 9353 6453.
1150 (167PSI)/T. TODA 12 6758′. TODA 30 Ground Services 02 6977 2733, 0418 862 100;
6758′. RL. PORT-RL. Pilot Controlled Lighting. Fax 6978 1080.
Rwy 30 Right-Hand Circuit. 05/23 6693′ ASPHALT. PCN 20/F/B/
1200 (174PSI)/T. LDA 23 6496′. TODA 05
Restricted Operations 24hr PPR from AD
Reporting Officer. Applications to land may be
Lighting.
not approved during D106 activation times.
09/27 2674′ GRAVEL. PCN 10/F/B/
Twy B not available HN.
580 (84PSI)/U. TODA 09 2772′. TODA 27
TwyB and GA apron not available to aircraft 2772′.
above 12566lbs (5700kg) maximum take off
Central 98ft (30m) gravel.
weight.
18/36 4820′ ASPHALT. PCN 5/F/B/
All aircraft above 12566lbs (5700kg) maximum
580(84PSI)/T. TORA 18 4819′. TORA 36 4819′.
take off weight to conduct maximum radius
LDA 18 4445′. LDA 36 4774′. TODA 18 5075′.
turns at runway ends.
TODA 36 5016′. ASDA 18 4819′. ASDA 36
Bird hazard exists. 4819′.
High velocity plume rise at Telfer Mine Power Birds hazard exists.
Station located at 2.95NM BRG 214 Deg from
AWIS requires one-second pulse to activate.
AD.
PJE Ops HJ.
AWIS requires 1 sec transmit pulse to activate.
Aerobatics 300'-5000' AGL immediately west of
No circling south of Rwy 12/30 duemining activ-
Rwy 18/36, sunrise to sunset.
ities.
Gliding Ops HJ from separate parallel Rwys
Unmanned aerial vehicle operate WI 1NM RAD
marked with orange markersimmediately W of
of position 2NM SW of ARP. HJ. Not above
Rwy 18/36 and immediately N of Rwy 09/27.
400' (122m) AGL. Contact UNICOM 126.65 for
Gliders and tugs usecommon left circuits.
information.
Contra-circuits are not permitted under normal
AUSTRALIA
circumstances. Independent Rwy Ops are not Refueling JET A1 truck 2 hrs PNR.
permitted. F-4, Jet A-1.
F-4, Jet A-1, JP-8.
Thangool
Tennant Creek 644′ YTNG THG +10:00 S24 29.6 E150 34.6
1236′ YTNK TCA +09:30 S19 38.1 E134 Apt Administration 07 4992 9500, 4995 8241;
11.0 Fax 4992 3493. ARO On Call 0439 873 182.
Apt Administration 08 8963 3700; On Call 0402 AWOS H24 (AWIS) 07 3564 3739.
088 151. ARO 0402 088 160. AWOS H24 10/28 5010′ ASPH/SLD. PCN 12/F/C/
(AWIS) 08 7922 2513. Apt Operator 08 8951 550 (80 PSI)/U. TODA 10 5207′. TODA 28
1211; operationstca@ntairports.com.au. 5207′. RL. Pilot Controlled Lighting.
Ground Services 0400 253 851, 0419 821 668; Rwy 10 Right-Hand Circuit.
janb@centergy.com.au.
07/25 6427′ ASPHALT. PCN 17/F/B/ 2802′. TODA 32 2802′.
700(102PSI)/T. TODA 07 6624′. TODA 25
ATND SKD H24.
F-4, Jet A-1.
11/29 3458′ ASPHALT. PCN 17/F/B/
700(102PSI)/T. TODA 11 3655′. TODA 29 Thargomindah
3865′. RL. Pilot Controlled Lighting. 433′ YTGM XTG +10:00 S27 59.2 E143
PPR for all aircraft above 12,566 lbs (5700kg) 48.6
MTOW to remain at or transit Tennant Creek Apt Administration 07 4621 8000; Fax 07 4655
except as planned alternate. Obtainable from 3131. ARO 07 4621 8000. AWOS H24 (AWIS)
Ops Manager on 24 hrs PN. 07 3564 3740. Ground Services 07 4621 8000.
Airport operator does not provide aircraft mar- 04/22 2776′ GRAVEL. Unrated. TODA 04
shalling. All requests to Airline or fixed base 2972′. TODA 22 2972′.
operators.
13/31 4800′ ASPHALT. PCN 15/F/A/
Aircraft above 33,069 lbs (15000kg) MTOW 860 (125PSI)/U. TODA 13 4997′. TODA 31
must turn at Rwy end only. 4997′. RL. Pilot Controlled Lighting.
Disused portion on Rwy 11/29 not available for Kangaroos on AD.
taxiing when other Acft operating Rwy 11/29.
Twys A and East portion of apron not available
F-4, Jet A-1.
toaircraft above 12,566 lbs (5700kg) MTOW.
Kangaroo and wallaby hazard exists atdusk The Granites
and dawn all year within Rwy strip. Bird hazard 1296′ YTGT +09:30 S20 32.9 E130 21.0
exists and is elevated after periods of wet Apt Administration H24 08 8993 8200; Fax 08
weather around the Rwy 29 Thr and Apn area. 8993 8500; thegranites.airport@amsaustra-
Ctc the AD officerfor wildlife updates prior to lia.com. ARO H24 0438 719 279.
Dep.
11/29 7664′ ASPH/SLD. PCN 27/F/B/
During heavy rain, standing water may be 1100 (160PSI)/T. TODA 11 7861′. TODA 29
encountered at the RWY intersection. 7861′. RL. Pilot Controlled Lighting.
Fuel after hours callout fee applies, weekends Rwy 29 Right-Hand Circuit.
must be by prior arrangement.
ATND SKD Emerg only, 2hr PNR Ctc ARO.
AUSTRALIA
PPR. Contact AD operator. Apt Administration 07 4992 9500; H24 0429

Bird and animal hazard exists. Dingos may be 340 390; enquiries@banana.qld.gov.au.
prevalent within the aerodrome perimeter. 17/35 4429′ ASPHALT. PCN 9/F/C/
All Acft to track on Rwy CL and turn on turning 800(116PSI)/T. TODA 17 4626′. TODA 35
nodes. 4626′. PORT-RL.
All turns to be MAX radius and MIN speed. All SR-SS.
turns to be made on Rwy ends only. Kangaroo hazard exists.
Side transitions infringed by small trees. Parking bay on Apn to be kept clear between
Jet A-1. Mon, Wed and Thu 2130-0500Z for Saab 340
scheduled charter flight parking.
The Monument
949′ YTMO +10:00 S21 48.7 E139 55.4 Thunderbox
ARO 0407 967 029. AWOS (AWIS) 07 3564 1706′ YTHN +08:00 S28 09.2 E120 56.3
3741. Apt Manager 0409 476 453; On Call Apt Administration 08 6228 9500; tboaero-
0409 879 224. Apt Operator 07 4747 0997; drome@nsrltd.com. ARO 08 9037 9191; H24
au_ipl_pho_aviation_aros@incitecpivotlimi- 0448 062 486. Apt Manager 0412 689 473;
ted.onmicrosoft.com. acameron@nsrltd.com.
14/32 6234′ ASPHALT. PCN 07/25
19/F/C/ 6562′ GRAVEL. PCN 15/F/A/
1000 (145PSI)/U. TODA 14 6430′. TODA 32 950(138PSI)/U. TODA 07 6758′. TODA 25
6430′. RL. Pilot Controlled Lighting. 6758′.
PPR, AD available sunrise to sunset only
Restricted operations. Prior permission required
for all operations. except for emergency ATND SKD PPR with AD
Opr.
All pilots are required to broadcast their inten-
tions inbound on company frequency 129.45. PPR from AD Opr.
Fuel by prior arrangement with ARO. Day VMC Ops only.
Apn and Twy Avbl to single Acft Abv 12566lbs
The Vale (5700kg) MTOW when no other Acft present.
723′ YVAL +10:00* S41 25.8 E146 15.8 No other Acft allowed if Acft Abv 12566lbs
Apt Administration 03 6287 6995, 0409 669 (5700kg) MTOW occupying Apn or Twy.
433; airfield@thevale.com.au. All fixed wing Acft to use idle pwr for move-
06/24 4265′ GRASS. Unrated. ments on the Apn with the exception of break-
PPR from AD Operator. away thrust to initiate taxi. Acft that cannot
CAUTION: Due to high trees, high ground and comply with this restriction must advise the AD
possible wind sheer on both approaches. Opr priorto departure.
Severe Turb Btwn Rwy and Mt Roland with Avoid flying over mine to SE blw 3000' (914m)
southerly wind blowing. AGL.
Animal hazard exists. Rwy 07/25: all fixed wing Acft must make Max
4' (1.2m) fence at the end of each Rwy. radius turns at Min speed at all Rwy ends to
avoid Sfc damage.
Preferred landing direction Rwy 24.
Jet A-1.
Theodore
560′ YTDR TDR +10:00 S24 59.2 E150 05.6
AUSTRALIA
Tibooburra Aerodrome Lighting available outside tower

584′ YTIB TYB +10:00* S29 27.1 E142 03.5 hours, fixed lighting settings outside tower
Apt Administration 02 6883 5400. ARO 0419 hours. For Aerodrome Lighting outside tower
283 663; Fax 02 6884 2067. AWOS H24 hours, contact base fire on 119.7 at 30NM
(AWIS) 02 9353 6454. Ground Services 08 Tindal or on tax. Ambient light detector deter-
8091 3310. mines day/evening/night modes. Setting for
day/evening/night modes are changed with ref
02/20 3202′ ASPH/SLD. Unrated. TODA 02
to long term seasonal conditions.
3399′. TODA 20 3399′. RL.
Civil Apron not Avbl to Acft above 55,116 lbs
(25,000 kg) MTOW. Code B Acft.
5223′. TODA 33 5223′.
Twy E not Avbl to Acft above 55,116 lbs
Animal hazard exists. New animal proof fence
(25,000 kg) MTOW.
erected.
Twy V2 not Avblto KC-30B, B737 Wedgetail,
Beware of unserviceable strips located 1NM
B737 BBJ and P-8.
NW and SE of town.
Twy A (14L/32R), Twy R (09/27) and Twy S
Phone to check fuel availability.
(18/36) are marked and can be lit as Rwys.
F-4, Jet A-1. Only Avbl for use as a Rwy byAcft unable to
Tindal divert due fuel or with declared emergency and
when Rwy 14/32 not Avbl.
443′ YPTN KTR +09:30 S14 31.3 E132 22.7
Twy V and U not Avbl for runway entrance.
Apt Administration H24 Air Base Command
Post: 08 8973 6888; On Call Air Base Com- Twy's E of Twy A not Avbl tocivil Acft.
mand Post: 0428 264 175; airport@katherineci- All aircraft departing Rwy 14 are to taxi to dis-
vilairport.com.au. ARO On Call 0499 878 633. placed threshold and commence take-off roll at
ATC 0408 221 783, 08 8973 6705. ATIS H24 displaced threshold marking to prevent jet blast
08 7978 2183. AWOS H24 (AWIS) 08 7922 orprop wash.
2514. Ground Services 0467 778 606, askrefu- Perm marked, Temp DThr in use when Mil Acft
elling@outlook.com. are Prk in ORP at ends of Rwy 14/32. For
14/32 8996′ ASPHALT. PCN 60/F/C/ declared distances refer to RDS NOTAM. Ltd to
1930 (280 PSI)/T. TORA 14 8018′. TORA 32 SR-SS, VMC and when ATC manned. Full Tkof
8018′. LDA 14 8018′. LDA 32 8018′. TODA 14 Lgth Avbl for Civ Acft up to Code 3C. All Civ
8494′. TODA 32 8215′. ASDA 14 8018′. ASDA Acft must Ldg at DThr. PAPI not Avbl Acft Req
32 8018′. HIRL. PORT-RL. HIALS 14. full lgth for Ldg must notify ATC on firstCtc.
Rwy 14 Right-Hand Circuit. This AD is a Security Controlled Airport.
Declared distances: Refer to NOTAM. To preserve RWY grooving, ACFT with MTOW
ATND SKD Military: Mon-Thu 2200-0700Z, Fri of 55,116 lbs (25,000 kg) or more require 180
2200-0500Z, O/T 72hr PNR. Civil: Mon-Fri DEG turns on RWY, must execute turns at THR
2100-0900Z (Exc PH). Customs: PNR. ends of RWY (beyond grooved section) unless
directed by ATC or NOTAM. ACFT require to
24 hrs PNR for parking of all aircraft above
use MAX radius turns.
5700 kg (12,566 lbs) - phone 08 8972 5500.
Circuits: JET 2000' AMSL. PROP and HEL
Animal and bird hazard exists. Notify all sight-
1500' AMSL.
ings to Tindal ATC when active. At all other
times notify Tindal Base Fire on 119.7.
AUSTRALIA
Ultra light operations from Maude Creek Home- Glider and tugs circuits to N or W,other ACFT
stead, 142218.00S 1322454.00E, 2NM NE of circuits to S or E. Other Acft must not infringe
Katherine Gorge Airstrip. glider/ultralight circuits below 1500' AGL.
F-4, Jet A-1. Gliders/tugs right hand circuits Rwys 18R and
Fire 6 Mon-Fri except holiday during home 27R.
base Mil jet operations and 72hr PN, O/T CAT F-4.
4.
Tooradin
Tocumwal 10′ YTDN +10:00* S38 12.9 E145 25.4
372′ YTOC TCW +10:00* S35 48.6 E145 Apt Administration 03 5998 3722. AWOS H24
36.2 (AWIS) 03 5991 9598.
Apt Administration 03 5888 5100; Mobile 0408 04/22 3130′ ASPHALT.
233 922. Ground Services 0413 003 808. Rwy 04 Right-Hand Circuit.
09/27 3937′ ASPHALT. TODA 09 4134′. TODA PPR. ATND SKD 0900-1700LT.
Restricted Ops. PPR from AD Opr via website.
Additional permission required from AD Opr for
18/36 4177′ ASPHALT. TORA 18 4176′. TORA Ops on Grass Rwy 04/22.
36 4176′. LDA 18 4176′. LDA 36 4176′. TODA
Do not overfly to the north side of Rwy 04/22.
18 4373′. TODA 36 4790′. ASDA 18 4176′.
Join circuits upwind or downwind.
ASDA 36 4176′.
F-4.
CAUTION: Transient OBST up to 15.1 ft above Toowoomba
and 397 ft (121 m) W of RWS end hasnot been 2087′ YTWB TWB +10:00 S27 32.5 E151
taken into account in calculating TODA GRAD 54.7
and STODA. Model Acft Opr within 0.6NM Apt Administration 07 4688 6624; On Call 0497
radius of Psn 355649.6S 1454207.3E Brg 138 099 111; aerodrome@tr.qld.gov.au. AWOS
Mag 9.6NM from ARP, sunrise to sunset. Opr H24 (AWIS) 07 3564 3742. Ground Services 07
will maintain CTAF. Opr Ctc Tel: 0429 239 308. 4659 0600; Mobile 0410 348 880, 0437 697
Sfc to 2000' AGL. 952.
Where possible Acft should conform to estab- 06/24 2165′ GRASS. TODA 06 2264′. TODA 24
lished Rwy direction in use. Join circuit in down- 2264′.
wind position or upwind along Rwy 09R/27L or
11/29 4006′ ASPHALT. PCN 10/F/B/
18L/36R. In summary, powered Acft operate to
1250 (181 PSI)/T. TODA 11 4203′. TODA 29
the S of Rwy 09/27 and to the E of Rwy 18/36.
Animals and birds in vicinity of Apt.
ATND SKD Mon - Fri, 1900-0700Z. 1hr PNR.
Gliding OPS sunrise to sunset. Simultaneous
CAUTION: Rwy 11/29 - Acft on opposite ends
OPS from parallel Rwys.
of Rwy may be out of sight from eachother.
Gliders and tugs use separate Rwy 09L/27R Qantas Group Pilot Academy operates from
and Rwy 18R/36L, marked by orange gable YBWW. Increased flight trainingraffic YTWB cir-
markers.Also available for tailskid-equipped cuit and adjacent areas extending to Leyburn,
Acft. Millmerran and Cecil Plains. Due to mechanical
AUSTRALIA
turbulence, secondary wind indicator may give Acft to use Rwy 11/29 turning nodes when back
erroneous readings. tracking Rwy.
Bird hazard exists on/in vicinity of AD extending Rwy 06/24 restricted to fixed wing Acft Blw
to CBD, racecourse and near landfill (BRG 011 4,409 lbs (2,000 kg) MTOW.
MAG 2.0NM from ARP) and within circuit area. Due to single lane and obstructed V, all Tfcus-
European hare hazard exists. Flying fox hazard ing Twy and/or taxilane B or C to check for
exists after last light. oncoming Acft and Bcst intentions.
Pavement concessions required for ACNs Due to Rwy crest Acft MUST Bcst intentions on
greater than 10, Ctc AD Opr during BH. the CTAF before OPR on Rwy 11/29.
Access Avblin accordance with Toowoomba Clearance through R654A only normally Avbl
Region Aerodromes. Conditions of Access and via TWB-MESED-Q237 or Q303 at or Abv
Use. See website. A050.
Itinerant Apn restricted to Acft Blw 12,566 lbs Dep W and SW from Toowoomba will be
(5,700 kg) MTOW. restricted to not Abv 10,000' when R639 is
Itinerant Apn parking not available Sep to Nov active. Diversion route YTWB-MESED-Q237 or
due Queensland Fire and EmergencyServices Q303 with climb to higher levels Avbl.
(Firebombers) operations. Main Apn available When Oakey airspace is active arrivals from W
at Itinerant Apn rates track MATVI LUKEY BIVAT. R639 may be
Twy A - from A1 to A2 - Sealed, Code A, width active.
33' (10m) restricted to Acft with OMGWS less When Oakey airspace active, Brisbane Centre
than 18' (5.5m). From A2 to A3 - Sealed, Code and Oakey will coordinate Apch request
B, restricted to Acft with wingspan of 66' (20m) through Oakey airspace for RNP Rwy 11. Freq
or less. switch from Brisbane Centre to Oakey App will
Twy A1 - Sealed, Code A, width 33' (10m). be advised by ATC. Known traffic will be
TwyA2 - Sealed, Code B, width 72' (22m). passed to Acft through ATC. Oakey App will
Twy A3 - Sealed, Code B, width 33' transfer to CTAF Approx 2NM from TWBWF.
(10m),restricted to Acft with wingspan of 66' ATC will coordinate any requirements with
(20m) or less. AMBERLEY when R625B or R625C are active
Twy B - Sealed, Code B, width 33' (10m). to allow start of RNP Rwy 29 instrument proce-
dure in restricted airspace.
Twy C - Sealed, Code B, width 36' (11m).
Jet Acft to use turning nodes to bypass Thr for
Twy C1 and C2 - Unsealed, Code A, width 36'
U-turn to commence Tkof from Thr. Jet Acft
(11m).
Must commence Tkof from Thr.
Taxilane B - Sealed Code B, width 33' (10m).
From Twy B to end Restricted Class B. Restric-
ted to Acft with wingspan of 59' (18m) orless. 1. AD Curfewapplies. AD Avbl 1900-1300Z.
After hours, AD only Avbl to Acft on MED flight,
Taxilane C - Sealed Code B, width 36' (11m).
Emerg and Mil use.
Highway with route lightingrunning parallel to
2. Compliance with the following Noise Abate-
Rwy 11/29, Approx 492' (150m) N of RCL, may
ment Procedures does not affect a pilot's
be mistaken forRwy. Confirm Rwy identification
responsibility to operate in accordance with civil
by Rwy markings/lights/RTIL.
aviation legislation and procedures.
AUSTRALIA
a. Noise sensitive area N of the AD (housing H24 07 4752 1216. AWOS H24 (AWIS) 07
estates). Pilots are requested to avoid the area 3564 3743. Ground Services CIV: 0420 896
if possible, circuits or transit not Blw 1000' AGL. 241, CIV: 07 4779 2109, MIL: 07 4752 1888;
b. Acft Arr YTWB 5NM Straight in Apch prefer- H24 CIV: 0412 777 160; Mobile MIL: 0418 405
red. 948; Fax CIV: 0407 167 346, CIV: 4725 2660.
c. Acft Dep Rwy 11 to the S or SW recommend 01/19 7999′ ASPHALT. PCN 71/F/C/
right turn at 3NM or 1500' AGL. 1750(254PSI)/T. TODA 01 8661′. TODA 19
d. Simulated Eng failure after Tkof in single Eng 8661′. MIRL. PORT-RL. Pilot Controlled Light-
Acft preferred on Rwy 29 or otherwise inside ing.
ADBdry. Rwy 01 hookable arrestor system not Avbl
e. Simulated asymmetric Ops not permitted. (locked down) Exc with 2hr PN during cable
party Opr hr and 24hr PN outside of Opr hr. Ctc
3. For Rwy 29 Dep, when practicable, please
Air Base Command Post tel 07 4752 1888.
enter at Twy A2 and back-track.
Rwy 19 hookable arrestor system not Avbl
4. Run-ups for Rwy 29 are to be carried out at
(cable removed).
the designated run-up zone E of the Main Apn
on Twy A. No run-ups permitted on the Itinerant 07/25 3609′ ASPHALT. PCN 20/F/C/
Apn. 1050(152PSI)/U. TODA 07 3806′. TODA 25
3806′. PORT-RL.
Rwy 07/25 surveyed to 295' (90 m) wide inner
All aircraft are required to be secured if left
edge.
unattended.
2000-1200Z. CTAF Proc apply AH. AH ATS
VFR transits of Oakey Control Zone via WAR-
Avbl subject staffing. Require 48hr PN for
REGO VFR ROUTE.
approval. ATND SKD Mon-Fri 1830-0930Z, Sat
F-4, Jet A. 1845-0800Z, Sun 1845-0830Z, O/T PNR 1hr.
ABN. Customs: 2000-1200Z. CTAF Proc apply AH.
AH ATS Avbl subject staffing. Require 48hr PN
Tottenham
for approval.
793′ YTOT +10:00* S32 15.4 E147 22.1
Bird and animal hazards at AD up to 3,000'
Apt Administration 02 6895 1900; On Call 0428 (914m), with high risk during Dec-May seasonal
924 129. period at dawn and dusk (+/-1hr). Increased
03/21 3950′ ASPHALT. numbers of the following species are expected
11/29 2313′ GRAS/CLAY. Unrated. during the specified periods:
Significant animal hazard exists. a. Magpie geese and various duck species
Rwy 03/21 transitional slope is infringed by pose a hazard in proximity to the Rwy strip fol-
trees on west side. lowing rain events especially from Dec-Mar.
b. Black kites are present year round but can
Townsville (Townsville Intl) Apt of Entry be found inhigher numbers from Feb-May when
18′ YBTL TSV +10:00 S19 15.1 E146 45.9 they may be attracted to the airfield during
Apt Administration 07 4727 3211; Fax 07 4779 mowing Ops.
1843; aviation@tsvairport.com.au. 07 4775 c. Bush-stone curlews pose a bird strike risk on
7311; On Call 07 3229 1854. ARO 0418 771 the airfield during the night.
999; On Call 0417 723 692. ATC 07 4752 1205,
07 4752 1207; tvl.atc@defence.gov.au. ATIS
AUSTRALIA
d. Flying foxes are a seasonal risk at dawn and Twy S, T, U, V, W and Z limited to fast jets no
dusk on the approaches to the Rwy (on and off larger than F18F/G.
airfield). Peak risk period is Aug-Dec although Twy A N of Twy D reduce to 49' (15m) width.
potential risk exists year round. RAAF C-17 and P8 permitted.
e. Nankeen kestrels are present in higher num- After Hours ATS Avbl subject staffing. PNR 48
bers forDec-May. hr.
For current information refer to NOTAMs and Acft DepRwy 01 or Rwy 07 on a visual Dep
TAPL Bird Watch Reports. (including VFR) shall remain at least 1969'
All unscheduled movements require 48 HR PN (600m) Clr of Pallarenda built up to areas when
stating Opr and technical requirements. Blw A020 unless directed by ATC for Opr rea-
General: sons.
Wide bodied Acft Lndg Rwy 01 require to roll This may be achieved as follows:
through and turn on Nend, then back-track to A. YBCS/YPAM Dep maintain upwind until over
Twy D2 or A1. Wide body Acft restricted to: water then remain over water at least 1969'
Twy D2, TwyA1, Twy A2, Twy A3 and Twy K. (600m) Clr of Pallarenda.
Civil Restrictions: B. W Dep conduct left turn remaining at least
Twy A N of Twy D not Avbl to Acft with wing- 1969' (600m) S of Pallarenda ormaintain
span greater than 118' (36m) or wheel base upwind over water then remain over water at
greater than 59' (18m). least 1969' (600m) Clr of Pallarenda and con-
Twy B not Avbl to Acft with wingspan greater duct left turn N of VFR waypoint RDRS (Radar
than 118' (36m) or wheel base greater than 59' Site) or when AbvA020.
(18m). Slippery when wet right of CL Btwn Thr Rwy 25
Twy D1 not Avbl to Acft with wingspan greater and 1312' (400m).
than 118' (36m). Opr will need to submit an air activity request to
Twy E1 not Avbl to Acft with wingspan greater the range control officers by email to
than 95' (29m). tfta.rc@defence.gov.au for ops within R751,
R752, R736 and R739 in addition to atc appro-
Twy F notAvbl to Acft with wingspan greater
val.
than 95' (29m).
All survey ACFT, ACFT conducting awk within
Twy G1 not Avbl to Acft with wingspan greater
TVL CTR (including circuit area) or instrument
than 118' (36m) or wheel base greater than 59'
approach training (IAT) must contact ATC for
(18m).
approval and slot time. Opr are to email awk
Twy C not Avbl to Acft with MTOW greater than maps to tvl.atc@defence.gov.au seven working
12566lbs (5700kg). days before the planned activity prior to con-
Twy J not Avbl except as directed by ATC. tacting atc on 07 4752 1207 (forsvy/iat) or 07
Twy L not Avbl to Acft with wingspan greater 4752 1205 (for ctr awk). Opr will need to submit
than 118' (36m) or wheel base greater than 59' an air activityrequest to the range control offi-
(18m). cers by email to tfta.rc@defence.gov.au for ops
Military Restrictions: within R751, R752, R736 and R739 in addition
Twy B W of Twy L limited to no larger than C27. to atc approval.
Twy E2 limited to no larger than C130/P3. This AD is a Security Controlled Airport.
P8and E7 require pavement concessions. Airport is joint use with RAAF.
AUSTRALIA
TheApt operator does not provide an Acft mar- All Acft to make max radius turns at minimum
shalling service. All request for marshalling speed to avoid surface damage.
should be directed to airlines or FBO (if applica-
ble). Troughton I
All pilots and operators must possess and dis- 27′ YTTI +08:00 S13 45.1 E126 08.9
play a current Aviation Security Identification Apt Administration 08 9161 4235; general.man-
Card (ASIC) when in all areas airside unless ager@mtairbase.com.au.
under escort. 14/32 3222′ GRAVEL. AUW-13/0.7000 MPa.
F-4, Jet A-1. Oxygen. TODA 14 3419′. TODA 32 3419′. RL.
Fire 7. Restricted Ops PPR.
Significant bird hazard present at all times.
Trepell Seagulls, Terns and assorted migratory sea-
891′ YTEE TQP +10:00 S21 50.1 E140 53.3 birds may be present on all area of the runway,
ARO On Call 0439 760 954. AWOS H24 atany time of the day. Significant increase in
(AWIS) 07 3564 3744. Apt Manager 0407 032 bird activity from late afternoon to early morn-
488, 07 4747 4300. ing.
14/32 5905′ ASPHALT. PCN 10/F/D/
Truscott-Mungalalu
1050 (152PSI) /U. TODA 14 6102′. TODA 32
6102′. RL. PORT-RL. 181′ YTST TTX +08:00 S14 05.4 E126 22.8
Rwy 14 Right-Hand Circuit. Apt Administration 08 9161 4004; general.man-
ager@mtairbase.com.au.
PPR for all Ops.
12/30 5906′ ASPHALT. PCN 5/F/A/
All Pilots without PPR are required to refrain
730 (106PSI)/U. TORA 12 5905′. TORA 30
from overflying the mine site.
5905′. LDA 12 5905′. LDA 30 5905′. TODA 12
Max radius turns required for Acft on Rwy 14/32 6102′. TODA 30 6102′. ASDA 12 5905′. ASDA
Thr. 30 5905′. RL. PORT-RL. Pilot Controlled Light-
Tropicana ing.
1104′ YTRA +08:00 S29 11.2 E124 33.0 ATND SKD Fuel Ltd supply, PPR Ctc AD Opr.
Apt Administration 08 9265 2000. ARO 0409 PPR.
310 718, 08 9265 2321. AWOS H24 (AWIS) 08 Bird and animal hazard exists.
6216 2639. Apt Manager 08 9265 2300, 08 South east Apn maximum wingspan 66'
9265 2345. (20m)for Bays 3 and 4.
09/27 6890′ ASPHALT. PCN 25/F/A/ Model Acft activity within 984' (300m) radius of
1000(145PSI)/U. TODA 09 7087′. TODA 27 Rwy 12/30 up to 400' (122m) AGL. Opr will
7087′. RL. PORT-RL. Pilot Controlled Lighting. monitor CTAF and vacate Rwy if Acft approach
Restricted ops. PPR from AD operator. or departure. Ctc Opr.On Ldg, roll through and
During VMC, Right hand circuits Rwy 27. use turning nodes at end of Rwy. Do not turn
on Rwy.
Jet A1 private installation. CTC AD Manager for
details. F-4, Jet A-1.
All Acft above 12,566lbs (5700 KG) must use Tumby Bay
turning nodes for 180 degree turns. 32′ YTBB +09:30* S34 21.7 E136 05.7
AUSTRALIA
Apt Administration 08 8688 2101; Fax 08 8688 ject to operations and Safety considerations, to
2639. ARO On Call 0427 882 074, 8688 2101. comply with preferred circuit direction.
15/33 3599′ ASPHALT. PCN 4/F/C/ Gliding Ops daily.
700 (102PSI)/U. TODA 15 3796′. TODA 33 Frequent Parachute Ops from FL140.
3796′. Manned balloon activities including launching
Tumut and landing occur on private land adjacent to
AD.
863′ YTMU TUM +10:00* S35 15.8 E148
14.4 The transitional slopes and Apch and Tkof
areas on both sides of and at both ends of the
Rwy are infringed by trees.
814 400, 0477 779 266; On Call 0427 470 555.
Ground Services 0418 862 100. Victoria River Downs
17/35 3478′ ASPHALT. TODA 17 3674′. TODA 291′ YVRD VCD +09:30 S16 24.2 E131 00.1
35 3674′. Apt Administration 08 8975 0795. ARO 08 8975
AD not available to Acft above 12,566lbs 0777. AWOS H24 (AWIS) 08 7922 2515.
(5,700kg) MTOW. 09/27 3589′ GRAVEL. RL.
Southeast Rwy shoulder from Twy not available ATND SKD PNR. AVBL only MAY-OCT.
for aircraft landing or takeoff.
ACFT blowing dust over station complex is pro-
Noise Abatement Procedures: Pilots are hibited.
encouraged to adopt fly neighbourly procedures
that are designed to minimise the effects of Acft
noise on rural, residential and populous areas. F-4.
Hang gliders operate HJ at AD and within 5NM, Wagga Wagga
below 5,000' AMSL. Ground base radio moni- 724′ YSWG WGA +10:00* S35 09.9 E147
tors CTAF during hang gliding Ops. 28.0
F-4, Jet A-1. ARO 02 6938 3161, 0409 771 895, 0417 658
Tyagarah 953. AWOS H24 (AWIS) 02 9353 6455. Apt
Manager 02 6926 9267; Mobile 0408 638 801.
10′ YTYH +10:00* S28 35.7 E153 33.1
Apt Operator Fax 6938 3146. Ground Services
Apt Administration 02 6685 9300; coun- 02 6922 7122; H24 0429 460 728; On Call
cil@byron.nsw.gov.au. 0427 227 122; admin@waggaaircentre.com,
05/23 3117′ GRAS/SAND. Unrated. waggaaviationfuels@gmail.com.
Rwy surface condition varies and is not consis- 05/23 5807′ ASPHALT. PCN 20/F/C/
tent. 1400 (203 PSI)/T. TODA 05 6004′. TODA 23
Rwy may be closed after rain. 6004′. RL. Pilot Controlled Lighting.
Rwy surface condition varies and is not consis- 12/30 2792′ GRAS/CLAY.
tent. MTOW-13/0.6000 MPa. TODA 12 2989′. TODA
Wildlife frequently observed within Rwy, pilots 30 3031′. PORT-RL.
take precaution. Birds in vicinity. ATND SKD H24.
All Acft are requiredto make themselves familiar Bird hazard exists. Galahs common from Aug
with YTYH Fly Neighbourly Procedure and sub- to Feb.
AUSTRALIA
Mil tarmac space restrictions apply, this may encroaches obstacle clearance limits to a clos-
necessitate larger Acft having to reverse into est point of approach distance of 30' (9m).
nominated parking area. This airport is a Security Controlled Airport.
Twy A and Twy B available to all code C Acft Weather balloon launch approximately 0515,
with a maximum Aircraft Classification Number 1115, 2315 from 1.1km Northwest of airport.
(ACN) of 20. Launches may occur at other times.
Twy G only available to military Acft via Twy A Model aircraft flying will take place within 3281'
and E only. (1000m) radius ofS35 11.2 E 147 16.4 (Approx
Twy D, E and L not available to Acft above 10NM W of Wagga Apt). SFC to 1000' AGL and
12,566lbs (5700kg).Parking on the RPT apron at Mt. Coreinbob, S35 16.8 E147 33.5 (Approx
Bays 1-4 is restricted to RPT Acft or Acft 8nm SE of Wagga Apt).
approved bythe AD manager or his delegate. Fire Watchroom Phone02 6937 4324, Emerg
No other Acft may park on the RPT apron other 02 6937 4333.
than for picking up or setting down of passen- Model Acft operate within 3281' (1000m) of
gers between RPT operations. position 351024.00S 1471624.00E Brg 254
Parking Bay 5 restricted to Air Ambulance Acft Mag 9.7NM from Wagga Wagga (YSWG) AD.
only. Sfcto 2000' AGL.
Parking Bay 6 restricted to Mil Acft or Acft F-4, Jet A-1.
approved by AD manager or his delegate. ABN. Fire 4 H24.
Bay 5 and 6 not Avbl for RPT Ops and Pax
movement during hr of darkness. Waikerie
Std Wing Tip clearance for Code C and D Acft 138′ YWKI +09:30 S34 11.0 E140 01.8
not Avbl along taxi route Btwn Twy C and Twy Apt Administration 08 8541 0700. ARO 0419
H. During such movements, Acft operators of 032 691, 0429 589 664.
Acft with a wingspan greater than 92' (28m) 02/20 2730′ GRAVEL. Unrated. TODA 02
must advise ADManagement of their intended 2926′. TODA 20 2926′. PORT-RL.
movements on AD: Acft type, date and time of 08/26 3150′ ASPH/SLD. TODA 08 3346′. TODA
intended movement. Before entering the RPT 26 3346′. RL. Pilot Controlled Lighting.
Apn, Acft are to call AD Operations (Safety 1)
AD not available to Acft over 12,566lbs
on CTAF (126.95) and hold on Twy C or H until
(5700kg).
Safety 1 is on site to provide wingtip clearance
assistance. Acft taking off from Rwy 20not visible from Thr
of Rwy 8 and Rwy 26.
From the Thr of Rwy 12, traffic on short final
and on the ground near the Thr of Rwy 23 can Glider operations SR-SS. Gliders operate
be hidden from view, depending on Acft size common circuit direction from separatestrips
and flight path. alongside RWS.
Low visability Ops with an RVR of less than F-4.
2625' (800m) not permitted. Walgett
Ngt Ops Ltd to Lit Apn, Twy and Rwy only. 439′ YWLG WGE +10:00* S30 02.0 E148
Mil Acft utilising Twy G are to use CAUTION 07.5
due to a fence paralleling the Twy to the N that Apt Administration 02 6828 6100; On Call 0419
995 062, 0428 420 588; Fax 02 6828 1608.
AUSTRALIA
AWOS (AWIS) 02 9353 6456. Ground Services 18/36 5216′ ASPHALT. PCN 10/F/A/
0418 259 165, 0484 002 073. 1000 (145PSI)/U. TODA 18 5413′. TODA 36
05/23 5335′ ASPHALT. PCN 13/F/B/ 5413′. RL. Pilot Controlled Lighting.
580 (84 PSI)/T. TODA 05 5531′. TODA 23 ATND SKD PNR.
5531′. RL. Pilot Controlled Lighting. F-4, Jet A-1.
TODA 36 3980′. Warnervale
656 ft (200m) sealed. 25′ YWVA +10:00 S33 14.4 E151 25.8
After rain deep water puddles. Rwy 05/23: Air- Apt Administration 02 4350 5555; landingre-
craft 12,566lbs (5,700kg) and above confine quest@centralcoast.nsw.gov.au. ARO 02 4392
taxiing to Rwy center and turn only on Rwy end 4741. Ground Services 02 4392 5174.
turning nodes. 02/20 3914′ ASPH/SLD. AUW-13.
Animal and bird hazard exists. ATND SKD 2130-0600Z.
All aerodrome operations restricted to hard sur- CAUTION: standing water or soft movement
faces only. areas after rain.
This AD is a Security Controlled Airport. Curfew applies no movements permitted
F-4. between 1200-2030Z.
Back tracking on the Rwy not permitted (except
Wangaratta for line-up Rwy 02) and pilots should vacate the
504′ YWGT WGT +10:00* S36 24.9 E146 Rwy as soon as practicable after landing.
18.4 Straight-in approaches are not permitted.
Apt Administration H24 03 5722 0747. ARO Preferred Rwy 20 with light and variable wind or
0408 574 569; On Call 0418 340 157. AWOS direct crosswind.
(AWIS) 03 8470 3222. Ground Services 0417 Pilots are requested, where possible to avoid a
780 280, 0418 862 100. noise sensitive areas (Watanobbi) to the SSE
09/27 1739′ GRASS. TODA 09 1837′. TODA 27 of AD.
1837′. Kangaroo and bird hazard exists.
18/36 5381′ ASPHALT. PCN 12/F/B/ Broadcast with intentions turning base is
800 (116 PSI)/T. TODA 18 5577′. TODA 36 required.
Carriage and use of radio is required by the AD
Aviation and related events will periodically be Opr.
conducted here. Pilots are advised to check
Pilots should limit radiotransmissions in the cir-
NOTAM and the CTAF for information on these
cuit to those necessary to provide traffic infor-
activities.
mation and separation.
Bird and animal hazard may exist.
Flight training by RA and GA aircraft.
F-4, Jet A-1.
F-4.
Warburton
Warracknabeal
1510′ YWBR +08:00 S26 07.7 E126 35.0
397′ YWKB WKB +10:00* S36 19.3 E142
Apt Administration 08 8956 7642, 08 8956 25.2
7700. AWOS (AWIS) 08 6216 2640. Ground
Services 08 8954 0016.
AUSTRALIA
Apt Administration 03 5398 0100; On Call 0427 13/31 4501′ ASPHALT. PCN 6/F/B/
511 550; Fax 03 5394 1802. ARO 03 5398 750(109PSI)/U. TODA 13 4698′. TODA 31
0111, 03 5398 0134. AWOS H24 (AWIS) 03 4698′. RL. Pilot Controlled Lighting.
8470 3223. Ground Services H24 0428 504 ATND SKD H24.
009, 0428 991 203, 0481 003 999. PPR for aircraft above 12566lbs (5700kg).
08/26 4501′ ASPHALT. PCN 6/F/B/ Due to grades on RWY 13/31 and RWY 04/22
600 (87PSI)/U. TODA 08 4698′. TODA 26 the opposite ends of the RWY are not visible
4698′. RL. Pilot Controlled Lighting. when taking off.
17/35 2503′ TURF. TODA 17 2700′. TODA 35 The first 66' (20m) of concrete pad at threshold
2700′. of RWY 13 not available for aircraft operations.
CAUTION: RWY 08/26 Side transitions Bird hazard exists.
infringed.
Wildlife in vicinity of the airport.
F-4, Jet A-1.
F-4.
Warwick
Warren
1527′ YWCK WAZ +10:00* S28 09.0 E151
669′ YWRN QRR +10:00* S31 44.0 E147 56.6
48.1
Apt Administration 07 4661 0300;
Apt Administration 6847 6600. ARO 0419 409 mail@sdrc.qld.gov.au. ARO On Call 0437 636
330, 0428 249 645. Apt Manager 0428 249 788, 0497 010 777. Ground Services 1300 697
645. 372.
03/21 3447′ GRAVEL. Unrated. TORA 03 09/27 5381′ ASPH/SLD. PCN 10/F/B/
3445′. TORA 21 3445′. LDA 03 3445′. LDA 21 580(84PSI)/U. TODA 09 5577′. TODA 27 5577′.
3445′. TODA 03 3642′. TODA 21 3698′. ASDA RL. Pilot Controlled Lighting.
03 3445′. ASDA 21 3445′.
ATND SKD H24.
09/27 3900′ ASPHALT. Unrated. TODA 09
Gliding operations, Sunrise-Sunset.
Lighting. Model Acft operate within 1640' (500m) radius
of Psn 281518.00S 1520254.00E Brg 129 Mag
Rwy 09/27 not available for Acft above 12,566
8.7NM from Warwick AD (YWCK) surface to
lbs (5,700 kg).
1500' AGL.
Warrnambool F-4.
242′ YWBL WMB +10:00* S38 17.7 E142
Wave Hill
26.8
658′ YWAV WAV +08:00 S17 23.7 E131
07.1
988 659; contact@warrnambool.vic.gov.au.
ARO 0417 338 162, 0437 693 811. AWOS H24 Apt Administration 08 8975 0787.
(AWIS) 03 8470 3224. Ground Services 0407 14/32 3806′ UNKNOWN.
921 023; info@warrnamboolaviation.com.au.
Weipa
04/22 3507′ ASPHALT. PCN 4/F/B/
63′ YBWP WEI +10:00 S12 40.7 E141 55.5
5700/655(95PSI)/T. TODA 04 3704′. TODA 22
3704′. Apt Administration weiairport@amsaustra-
lia.com. ARO 0458 033 160. AWOS H24
AUSTRALIA
(AWIS) 07 3564 3745. Apt Manager 0458 033 When conducting circuit training operations,
934; brad.fowler@riotinto.com. Ground Serv- pilots should, where safe and consistent with
ices 07 4069 7318; Mobile 0428 197 873; expected training outcomes, climb at best rate
weipa@oznorthservices.com.au. to circuit height.
12/30 5397′ ASPHALT. PCN 27/F/B/ Pilots should avoid overflying Wentworth town-
1400(203PSI)/T. TODA 12 5594′. TODA 30 ship.
5594′. RL. PORT-RL. Pilot Controlled Lighting. Animal hazard exists. Increased number of kan-
ATND SKD Mon-Fri 0800-1600LT, call-outs garoos, birds of preyand pelicans may be
Avbl Mon-Fri 1hr PNR (call out fee applies). present in vicinity of AD.
Bird hazard may exist overhead the AD particu- All engine run-ups must be carried out on Twy
larly late afternoon until dark. A, bypass pad east of Rwy 17/35.Heli access
Overnight parking on the RPT apron 48hr PNR maximum rotor diameter of 11m (36ft). Helitaxi
to the AD Manager. via Twy B only.
Any itinerant Acft wishing to use the RPT apron F-4, Jet A-1.
is to Ctc the AD Manager 48hr prior to Arr at
West Angelas
Weipa for bay Nr allocation.
2346′ YANG WLP +08:00 S23 08.1 E118
42.4
Wx balloon launch Approx 2315 from 1640'
(500m) W ARP. Launches may occur at O/T.
0447 897 667. AWOS H24 (AWIS) 08 6332
F-4, Jet A-1. 8175. Apt Manager westangairport@amsaus-
Wentworth tralia.com. Ground Services 0427 574 127.
120′ YWTO +10:00 S34 05.3 E141 53.5 04/22 6234′ ASPHALT. PCN 44/F/A/
1480(215PSI)/T. TORA 04 6037′. LDA 04
6037′. LDA 22 6037′. TODA 22 6430′. ASDA 04
5000. ARO H24 0429 952 796. Ground Serv-
ices 1300 457 467.
08/26 4593′ BITU/SLD. PCN 10/F/D/
800(116PSI)/T. TODA 08 4790′. TODA 26 PPR.
4790′. RL. Pilot Controlled Lighting. Restricted operations PPR.
Rwy 26 Right-Hand Circuit. Due terrain no circling to North West.
17/35 3071′ SLD. PCN 10/F/D/800(116PSI)/T. CAT C circling not authorised.
TODA 17 3268′. TODA 35 3268′. RL. Pilot Con- ACFT over 12566 lbs (5,700 kg) to turn at
trolled Lighting. runway ends only.
Rwy 17 Right-Hand Circuit. JET A1 Pvt installation. Ctc AD Manager.
ATND SKD H24. Jet A-1.
Circuit training is permitted only between the
West Sale
following hours:
93′ YWSL SXE +10:00* S38 05.5 E146 57.9
a. Mon-Sat 0700- 2100 Lcl
b. Sun and PH 0900 - 1700 Lcl.
3501. ARO 1300 366 244. ATIS 03 5169 7488.
No more than four Acft are permittedto conduct AWOS H24 (AWIS) 03 8470 3206. Ground
circuit training any one time. Services 0458 411 599.
AUSTRALIA
05/23 1640′ GRAS/CLAY. TODA 05 1837′. Kangaroo hazard exists on and around Rwy
TODA 23 1837′. 09/27 and Rwy 04/22 H24.
Rwy 05 Right-Hand Circuit. Rwy 04/22 not Avbl to Acft Abv 12566lbs
09/27 5915′ ASPHALT. PCN 9/F/D/ (5,700KG) MTOW.
1062(154PSI)/T. TODA 09 6112′. TODA 27 This AD is a Security Controlled Airport.
6112′. RL. Pilot Controlled Lighting. Sunrise to sunset. Model Acft Opr atPsn S33
Rwy 09 Right-Hand Circuit. 49.6 E147 18.3 Brg 029 Mag 8.8NM from West
14/32 2293′ GRAS/CLAY. TODA 14 2490′. Wyalong AD (YWWL). Opr will monitor Freq
TODA 32 2490′. 126.7. Opr Ctc Tel 0413 588 720. Sfc up to
Rwy 14 Right-Hand Circuit. 2000' AGL.
Bird hazard exists. White Cliffs
When R359 active, ATS provided by East Sale 536′ YWHC +10:00* S30 51.1 E143 04.4
Mil ATC. Awy Clr is required. When R359 Apt Administration 08 8083 8900, council@cen-
active, drivers of vehicles must Ctc East Sale traldarling.nsw.gov.au; On Call 0429 915 992.
ACD andadvise any requirements to enter the ARO H24 0429 916 710. AWOS H24 (AWIS)
Rwy or flight strip. Entry remains at driver dis- 02 9353 6458. Ground Services H24 08 8091
cretion. Drivers are to advise ACD when they 6606.
have vacated the Rwy or flight strip.
Acft DEP from West Sale shall ascertain the TODA 20 3045′.
status of R359 prior to planned DEP. ATIS
12/30 3540′ ASPHALT. PCN 10/F/B/
information Avbl on ES NDB (350 kHz).
580(84PSI)/U. TODA 12 3737′. TODA 30 3737′.
24hr AVGAS & JET A1 self service bowsers. RL. Pilot Controlled Lighting.
Call out fee may apply for JET A1 Tanker serv-
Bird and kangaroo hazard exists.
ice.
F-3, F-4.
Model Acft Opr Sfc to 400' AGL within 1640'
(500m) radius of S38 05.6 E147 03.1 Approx White Gum
Brg 070 Mag 4NM from AD. 1000′ YWGM +08:00 S31 52.0 E116 56.3
F-4, Jet A-1. Apt Administration Mobile 0400 246 906.
West Wyalong 09/27 2461′ GRAVEL. Unrated.
859′ YWWL WWY +10:00* S33 56.2 E147 14/32 4593′ SAND. Unrated.
11.5 Days.
Apt Administration 02 6972 2266; Fax 6972 CAUTION: ultralight flight training Ops.
2145. ARO 0407 011 801, 0427 952 835, 0428 Strict fly neighbourly procedures apply. Avoid
116 700, 0447 090 158. AWOS H24 (AWIS) 02 overfly residence in the adjacent northern prop-
9353 6457. erty.
04/22 2559′ CLAY. UNRATED. TODA 04 2756′. F-6.
TODA 22 2756′.
09/27 5200′ ASPHALT. PCN 8/F/A/ Whitsunday Coast see Proserpine
850 (123 PSI)/U. TODA 09 5397′. TODA 27
Bird hazard exists.
AUSTRALIA
Whyalla PPR.
41′ YWHA WYA +09:30* S33 03.5 E137 Beware of birds on Rwy.
30.9 Ctc ARO for strip condition.
Apt Administration 08 8640 3444; air- F-4, Jet A-1.
port.ops@whyalla.sa.gov.au. AWOS H24
(AWIS) 08 8150 3819. Apt Operator H24 0417 Williamson
842 459. Ground Services 0417 842 459. 104′ YWIS +10:00 S22 28.4 E150 10.7
05/23 4921′ SLD. PCN 10/F/B/820(119PSI)/T. Apt Administration 07 4935 5000; Fax 07 4935
TODA 05 5604′. TODA 23 5118′. 5024. AWOS H24 (AWIS) 07 3564 3747.
17/35 5531′ ASPHALT. PCN 8/F/A/ 14/32 5905′ ASPH/SLD. PCN 33/F/C/
1100 (160 PSI)/T. TODA 17 5732′. TODA 35 1100(160 PSI)/T. TODA 14 6102′. TODA 32
6024′. RL. Pilot Controlled Lighting. 6102′.
All Acft except regular public transport Acft ATND SKD PPR.
must park in the light Acft area to S of regular PPR.
public transport Apn. Contact range control on 07 4935 5000 prior to
Animals and bird hazard exists. departure to confirm Freq requirements.
This AD is a Security Controlled Airport. CAUTION: This aerodrome is not subject to
F-4, Jet A-1. routine serviceability inspection or NOTAM
ABN. advice of unserviceabilities. Additional aero-
drome data is available from the contact tele-
Wilcannia phone numbers or for Mil aircrew: http://
313′ YWCA WIO +10:00* S31 31.2 E143 drnet.defence.gov.au/ARMY/FORCOMD/Head-
22.9 quarters/AviationBranch/AvnAwDir/Pages/
Apt Administration 08 8083 8900; council@cen- OPAW.aspx.
traldarling.nsw.gov.au. ARO 0416 250 781, Apn Prk Avbl E of middle of Rwy 14/32. Prk
0448 641 504, 0482 537 321. AWOS H24 area unsealed and ill defined. Accessin wet
(AWIS) 02 9353 6459. weather may be restricted due to flooding of
03/21 3054′ PAVED. PCN 10/F/B/ taxiways.
580(84PSI)/U. TODA 03 3251′. TODA 21 3251′. Max Rad 180 Deg turns MUST be taken at
RL. Pilot Controlled Lighting. turning nodes with back-and-fill turns (3 point
09/27 3599′ GRVL/GRAS. Unrated. TODA 09 turns) being taken across WID of Rwy.
3796′. TODA 27 3796′. Apn access requires movement over concrete
Possibility of birds and kangaroos on move- culverts with grades of more than 2 Deg. Apn
ment area. access is not Avbl for C17 Acft.
AD not suitable for gliding OPS. Restriction: C-17 Acft not permitted to conduct
180 Deg turns on Rwy, Acft shall conductSTAR
William Creek turns at turning nodes only.
300′ YWMC +09:30* S28 54.4 E136 20.5 Kangaroo hazard exists, particularly around
ARO 08 8670 7962. Apt Operator info@wright- dawn and dusk.
sair.com.au. Ground Services 0434 777 930.
11/29 3937′ SLD.
Rwy 11/29 solar lights H24.
AUSTRALIA
Williamtown Apt of Entry Windshear hazard exists on Rwy 12 when wind

31′ YWLM NTL Mil. +10:00* S32 47.7 E151 velocity 030-090 Deg Abv 10 kts, and on Rwy
50.1 30 when wind velocity 270-330 Deg Abv 15 kts,
Apt Administration 02 4034 5888; Fax 4034 due jet blast wall.
7881; wlm.abcp@defence.gov.au. AWOS H24 Twy A may be visually dominant in certain wet
(AWIS) 02 9353 6460. Gen Aviation 02 4928 weather conditions and may be mistaken for
9810, 04 1728 1866; Fax 02 4965 1556; opera- the Rwy.
tions2@newcastleairport.com.au. Ground Serv- Acft operating at weights of 55116 lbs (25,000
ices 02 4034 7214, 0404 484 053; kg) or less are permitted to conduct180 Deg
shane@austrs.com, wlm.26sqnam- turn on Rwy. All other Acft must execute 180
sops@defence.gov.au. Deg turns on concrete Thr.All Acft must use
12/30 10033′ ASPH/CONC. PCN 45/F/B/ maximum radius turns on Rwy.
1930(280PSI)/U. TODA 12 10230′. TODA 30 During ATS hr, priorities are applied IAW AIP
10230′. HIRL. PORT-RL. HIALS. Pilot Control- ENR 1.4, except military activities may be given
led Lighting. priority over other traffic.
Rwy 12 Right-Hand Circuit. Priorities between conflicting military activities
2000-1200Z and NOTAM. CIV: PPR. Customs: will be managed as per FIHA AD2 SUPP
24hr, PNR. YWLM. Locally based Air Combat Group (ACG)
AD not Avbl for general use - Mil control. PPR Acft will typically receive priority over other MIL
for all civil operations and visiting Mil. Acft.
CAUTION: Uncontrolled vehicle crossings on Priorities may be amended by AIP SUP or
Twy B, C1, C2, D, H, J, M. MIL Twy and Apn NOTAM during periods of increased operational
not visible to ATC. Vehicles and pedestrians tempo.
may operate N of Twy A without ATC clear- All taxiways and aprons NE of Twy A restricted
ance. ATC will advise taxiing Acft about other to military and RAAF - approved civil Acft only.
taxiing Acft and Acft under tow. Gas flare loca- In event of emergency, declare the emergency
ted at S32 48 41.82 E151 43 51.98 Brg 247Deg to Brisbane Centre Freq 125.7. Additionally
MAG 5.3NM M ARP. Model Acft operate at when within 10NM of WLM, advise details to
Hexham bridge surface to 400' AGL 234°/ WILLY FIRE on CTAF Freq 118.3.
7.1NM from airport and at Oyster Cove 057°/ Flying foxes are a seasonal risk at dawn and
7.2NM from Apt. Acft not approved to trample dusk on approach to the Rwy (on andoff the
hookcables are recommended to operate Afld), particularly in the area along Tilligerry
between cables during CTAF hr. Creek, Brg 070 Mag Approx 4NM to 8NM from
Flying foxes are a seasonal risk at dawn and ARP. Peak risk period is Dec-Feb although
dusk on approach to the Rwy (on and off the potential risk exists all year round.
Afld), particularly in the area along Tilligerry New (taller, eastern) ATC Twr not yet commis-
Creek, Brg 070 Mag Approx 4-8NM from ARP. sioned. If ATC light signals are Rqd, look to old
Peak risk period is Dec-Feb although potential (shorter, western) Twr.
risk exists allyear round. This AD is a Security Controlled airport.
82' (25 m) ground firing range approx 040 Williamtown circuit area defined as 5NM radius
Deg /0.5 NM from ARP. Limits 400' in all direc- of Williamtown ARP, overland, surface to 1500'
tions. Active on display of red flags. AMSL.
AUSTRALIA
Circuit heights: Non-jet from Acft with MTOW Night operations - emergency only unless PPR
more than 15432 lbs (7,000 kg) and all jet from by AD OPR.
Acft- 1,500' AMSL; Non-jet from Acft with All Acft must use the yellow lead in lines when
MTOW of 15432 lbs (7,000 kg) or less - 1,000' entering or exiting the Twy.
AMSL; rotary wing Acft - 500' AMSL. All Acft to use designated Turning Nodes at end
VFR Acft Opr in the circuit area willnot receive of Rwy 15/33.
directed traffic information regarding VFR Acft This AD is a Security Controlled Airport.
Opr in the Adj Coastal Route.
Intermittent blasting - Btwn Mag Brg059 and
VFR Acft Ops in the circuit area will not be sep- 094 located 0.8NM to 1.3NM from AD, for
arated from IFR local military operations. details Ctc Blast Controller - 08 6242 2600.
Civil circuit training is only AVBL to authorised
ACFT. PPR. Contact ATC for approval and slot Windarling
time, phone 02 4034 6912. 1502′ YWDG +08:00 S30 01.9 E119 23.2
Civil VFR aircraft must contact Willy Delivery Apt Administration 08 9329 3700, 08 9963
130.35 to advise flight details and obtain SSR 8600; windarling.aerodrome@mrl.com.au. ARO
code before entering WLM Restricted areas. 0419 326 117; On Call 0417 451 395, 0439 375
VFR Acft should submit flight plan toreduce 646.
delays in Acft processing. 10/28 6069′ ASPH/SLD. PCN 8/F/A/
Weather balloon launch Approx 2315UTC 522(76PSI)/T. TODA 10 6266′. TODA 28 6266′.
(daily), Psn Brg 054 Mag 755' (230m) from Arp. PORT-RL.
Launches may occur at other times. CAUTION: Check blasting times with AD Opr.
Unauthorised Remotely Piloted Aircraft Sys- Restricted OPS: PPR.
tems operations are a known risk in vicinity of From Twy holding point Acft at Thr Rwy 28 may
Stockton Beach and Raymond Terrace in the not be visible.
approach and departure paths ofRwy 12/30 and
Acft at Thr 10 and 28 may not be visible to each
along the coastal VFR route. ATC will issue a
other.
hazard alert on anyknown unauthorised
Remotely Piloted Aircraft Systems operations. All acft must complete landing roll to Rwy Thr
Pilots may request alternate tracking or holding and use turning nodes at each end of Rwy on
to avoid the hazard. Arr and Dep.
Fire 6 2000-1200Z (1HR earlier Daylight saving Obstacle Vegetation 3ft AGL PSN 164ft (50m)
time), O/T Cat 4. N RCL for entire length of Rwy 10/28 infringes
transitional SFC.
Wiluna
Windorah
1653′ YWLU WUN +08:00 S26 37.7 E120
13.2 452′ YWDH WNR +10:00* S25 24.8 E142
40.0
AWOS H24 (AWIS) 08 6216 2641. Apt Man-
ager 0428 463 606. Apt Operator 08 9981 Apt Administration 07 4658 6900. ARO 0459
8000; reception@wiluna.wa.gov.au. 892 185, 07 4656 3000. Apt Manager On Call
0424 791 449. Ground Services H24 07 4656
15/33 5942′ ASPH/SLD. PCN 8/F/A/
3178.
931(135PSI)/T. TODA 15 6138′. TODA 33
After hr PPR required from AD operator.
AUSTRALIA
04/22 4508′ ASPH/SLD. PCN 15/F/A/ Bay 2 Acft less than 66'(20m) wingspanonly
860(125PSI)/U. TODA 04 4705′. TODA 22 (MAX E120). Bay 1 Acft less than 97'(29.5m)
4705′. RL. Pilot Controlled Lighting. wingspan only (MAX F100).
Bird and animal hazard exists. Limited fuel supply - contact ARO.
This AD is a Security Controlled Airport. Blasting scheduled daily however occurs inter-
Fuel: JA1 Avbl by appointment only. mittently. Approval must be obtained from ARO
F-4, Jet A-1. or AD Manager prior to blasting.
Rwy strip not maintained for aircraft operations.
Winton Jet A-1.
638′ YWTN WIN +10:00 S22 21.8 E143 05.1
Apt Administration 07 4657 1195, 07 4657 Woomera
2666. ARO 0428 349 159, 0487 280 909; H24 549′ YPWR UMR Mil. +09:30* S31
0427 570 189, 0448 002 338. Ground Services 08.6 E136 49.0
0427 966 516, 07 4657 1195. Apt Administration H24 08 8674 3448. AWOS
05/23 2920′ CLAY. TODA 05 3117′. TODA 23 H24 (AWIS) 08 8150 3820. Apt Operator H24
3117′. 08 8674 3370 (Airspace Enquires). Ground
14/32 4600′ ASPH/SLD. PCN 16/F/B/ Services 08 8674 3448.
900 (131PSI)/T. TODA 14 4797′. TODA 32 18/36 7782′ ASPHALT. PCN 46/F/B/
4797′. RL. PORT-RL. Pilot Controlled Lighting. 1750 (254PSI)/U. TODA 18 8766′. TODA 36
Bird hazard may exists. 8766′. MIRL. Pilot Controlled Lighting.
This AD is a Security Controlled Airport. Rwy 36 Right-Hand Circuit.
Perimeter security fencing. ATND SKD Mon-Thu 2200-0700Z, Fri
2200-0230Z. 24hr PNR. O/T call out fee
F-4, Jet A-1.
applies.
Wodgina see Port Hedland WARNING: Whilst Woomera Restricted Areas
(WRX) are active, military operationsconducted
Woodie Woodie within, pose a significant flight safety risk to
887′ YWWI WWI +08:00 S21 38.7 E121 other aircraft. Operations may include weapon
11.5 and/or flare release, supersonic flight, laser
Apt Administration 08 9460 7095. ARO 08 9460 emissions, large scale explosive trials or rocket
7037. firings. Operations occur within thevertical and
14/32 6562′ ASPHALT. PCN 31/F/A/ horizontal limits of the Woomera Restricted
1000(145PSI)/T. TODA 14 6758′. TODA 32 Areas (WRX), for the duration of the activation
6758′. PORT-RL. period. No aircraft is to enter Woomera Restric-
Restricted Ops: PPR from AD Opr. ted Areas (WRX) without prior landing and/or
airspace approval and an ATC clearance.
All Acft above 12,566 lb (5700 kg) MTOW must
use turning nodes for 180 degree turns at maxi- PPR from AD operator for all Acft conducting
mum radius, minimum speed. aerial work in the confines of R222F at all
times.
Day Ops only.
Required to quote landing approval. Number
Acft must follow lead-in lines.
obtained from Aerodrome Operator.
AUSTRALIA
Acft not to proceed to hangar area until cleared 08/26 2356′ GRAS/CLAY. Unrated. TODA 08
to do so. PPR 48hr PN. Service available 2552′. TODA 26 2552′.
during hours of scheduled operations as per 17/35 3386′ GRAS/CLAY. Unrated. TODA 17
NOTAM. 3583′. TODA 35 3583′.
Wyndham
Pilots of large Acft to be aware that jet blast
may cause aforeign object damage (FOD) 15′ YWYM WYN +08:00 S15 30.7 E128 09.2
hazard when Acft access air movements Apn Apt Administration 08 9168 4100; air-
via Twy A. Pilots shall Req foreign object clear- ports@swek.wa.gov.au. ARO 0400 990 204;
ance of Thr 36 and Twy A prior to Dep. Fax 08 9161 1172. AWOS H24 (AWIS) 08 6216
Military exclusive aerodrome - no public 2642. Apt Manager 08 9166 2501.
access. 12/30 5272′ ASPH/SLD. PCN 8/F/C/
Turning node for Rwy 18 located west of 450 (65PSI)/U. TODA 12 5469′. TODA 30
threshold. Unmarked pad. PCN 42. 5469′. RL. Pilot Controlled Lighting.
Weather balloon launch approximately 2315 Rwy 12 Right-Hand Circuit.
from 5577ft (1.7KM) SW ARP. Launches may Hang glider OPS are conducted from Mt. Bas-
occur at other times. tion/Five Rivers Lookout, 4NM NW of Wynd-
Refuelling fees apply. ham. Hang gliders to remain at least 1NM FM
extended runway centerline of RWY12/30.
F-4, JP-8.
ABN. Wynyard
65′ YWYY BWT +10:00* S40 59.9 E145
Wudinna
43.9
310′ YWUD WUD +09:30* S33 02.6 E135
26.8
369 404; Mobile 0408 551 440; Fax 03 6442
Apt Administration 08 8680 2002. AWOS H24 4017; admin@burnieairport.com.au. AWOS
(AWIS) 08 8150 3821. Apt Manager (Emer- H24 (AWIS) 03 6283 8608. Ground Services
gency) 0427 802 358. Ground Services 0412 0418 504 359.
602 447.
05/23 2713′ ASPHALT. PCN 9/F/A/
07/25 3081′ GRAVEL. Unrated. TODA 07 600 (87 PSI)/T. LDA 05 2549′. LDA 23 2516′.
3278′. TODA 25 3278′. PORT-RL. TODA 05 2812′. TODA 23 2812′.
14/32 4954′ PAVED. Unrated. TODA 14 5151′. Rwy 23 Right-Hand Circuit.
TODA 32 5151′. RL. PORT-RL. Pilot Controlled
09/27 5413′ ASPHALT. PCN 20/F/A/
Lighting.
1250 (181 PSI)/T. TODA 09 5610′. TODA 27
Central 59ft (18m) sealed. 5610′. RL. Pilot Controlled Lighting.
ATND SKD H24. Rwy 27 Right-Hand Circuit.
100 octane. Caution: Bird hazard exists June to February.
Wycheproof Caution: Old RWY 08 now East/West taxiway,
350′ YWYF +10:00* S36 03.5 E143 14.6 can be mistaken for RWY 09.
Apt Administration 1300 520 520; Fax 03 5493 RWY 05/23 limited to ACFT below 12566lb
7395. (5700kg).
AUSTRALIA
Pilots departing RWY 23 in strong SW winds 05/23 3576′ GRASS. TODA 05 3773′. TODA 23
can expect downdrafts and moderate to severe 3773′.
turbulence. 09/27 2480′ GRAVEL. TODA 09 2677′. TODA
This AD is a Security Controlled Airport 27 2677′. RL. Pilot Controlled Lighting.
AH 60 MIN PN. AH callout fees apply ATND SKD H24.
1800-0600. Acft at opposite ends of Rwy 05/23 may not be
F-4, Jet A-1. visible to each other.
Right hand circuit required for night Ops Rwy
Yamarna
09.
1449′ YYRN +08:00 S28 09.3 E123 40.5
Turbulence and wind shear hazard exists on
Apt Administration 08 9200 1600; mea- Rwy 27 when NW wind Abv 10kt.
kinsa@hotmail.com. ARO 08 6245 4213. Apt
Turbulence and wind shear hazard exists on
Manager H24 08 6245 4213.
Rwy 09 when NE wind Abv 10kt.
12/30 4859′ GRAVEL. PCN 15/F/B/
Bird hazard exists.
900(131PSI)/U. TODA 12 5056′. TODA 30
5056′. PORT-RL. Ultralight Acft movements at AD.
Sun-Thu, 2300-0900Z days only, O/T Exc for AVGAS Avbl 24 hr only via 'IOR FUEL-
Emergy. CHARGE' mobile phone app, refer IOR aviation
tel 1800 414 012.
PPR 120Min PN, Ctc ARO.
F-4.
Day VMC Ops only.
Apn and Twy Avbl to single Acft Abv12566 lb Yarrawonga
(5,700 kg) MTOW when no other Acft present. 424′ YYWG +10:00* S36 01.8 E146 01.7
No other Acft allowed in Acft Abv 12566 lb Apt Administration 1300 369 966; Fax 03 5872
(5,700 kg) MTOW occupying Apn or Twy. 1567. ARO 0428 752 274. Apt Manager 0428
Acft Abv 12566 lb (5,700 kg) MTOW to use pri-752 274. Ground Services 0415 406 413, 1300
mary or secondary lead in lines partially marked
457 467.
on concrete pad. 01/19 3947′ ASPH/SLD. PCN 9/F/B/
All fixed wing Acft to use idle power for move-
700(102 PSI)/T. TORA 01 3750′. LDA 01 3750′.
ments on the Apn with the exception of break-LDA 19 3691′. TODA 19 4144′. ASDA 01 3750′.
away thrust to initiate taxi. Acft that cannot
comply with this restriction must advise the AD
05/23 1463′ TURF. MTOW-7. TODA 05 1562′.
Opr prior to departure. TODA 23 1562′.
RWY 12/30: all fixed wing Acft must make Max ATND SKD H24.
Rad turns at Mim speed at all Rwy ends to CAUTION: R363 Mulwala (1.15 NM radius/
avoid surface damage. 2000' centered on 35 58 40S 145 58 44E,
Yarram H24).
60′ YYRM +10:00 S38 34.0 E146 45.3 Displaced threshold Rwy 19 due obstacle clear-
ance approach gradients.
3501. ARO 03 5182 5266, 0429 825 266. Twysouth west of Twy C Max 39' (12m) wing-
AWOS H24 (AWIS) 03 8470 3225. Ground span.
Services 1800 414 012. Northern half of Twy E Max 39'(12m) wingspan.
AUSTRALIA
Twy F Max 39'(12m) wingspan.

Seasonal bird hazard (masked lapwings/plov-
ers and large flock of corellas) at AD.
Mobile agricultural irrigator may be in vicinity of
Apch to Rwy 19.
F-4, Jet A-1.
Yorke Island
10′ YYKI OKR +10:00 S09 45.2 E143 24.3
282 846; Fax 4069 1868. ARO 0487 282 846,
07 4083 2752.
12/30 3281′ CONCRETE. Unrated. LDA 12
3084′. LDA 30 3084′.
PPR.
Restricted Ops: PPR from AD Opr.
Young
1267′ YYNG NGA +10:00* S34 15.3 E148
14.9
6382 4181; Fax 02 6380 1299. AWOS H24
6041 1599, 0428 693 365.
01/19 4003′ ASPH/SLD. PCN 9/F/A/
1000(145PSI)/T. TODA 01 4199′. TODA 19
CAUTION: Bird and animal hazard exists.
F-4.
EAST & CENTRAL AUSTRALIA
Adelaide (Adelaide Intl) Apt of Entry ENG starting involving the use of more than idle
20′ YPAD ADL +09:30* S34 56.7 E138 31.8 powerrequire ATC clearance. Remotely control-
Apt Administration 08 8308 9211; H24 8154 led pushback tractors in use for domestic oper-
9444; Fax 08 8308 9311. ATS 03 9235 2012. ations from Terminal 1 Apron. Unit will remain
AWOS H24 (AWIS) 08 8150 3800. Ground in place on TWY T until after the ACFT has
Services 0447 238 327; H24 08 8234 4677, 08 taxied. Operating personnel may be in the vicin-
8234 4844; On Call 0455 430 638; Mobile 0410 ity of the unit.T1 Apron - all code C ACFT are
566 059, 0418 121 221; Fax 08 8234 3617, 08 required to push back in E direction only.
8234 4741. The following taxi restrictions apply to Code C
05/23 10171′ ASPH/CONC. PCN 89/F/D/ aircraft and below pushed back from Terminal
1600 (232 PSI)/T. TORA 05 10170′. TORA 23 1: TWY B1 not available from Bays 15 to 27,
10170′. LDA 05 9678′. LDA 23 10170′. TODA TWY B1 and L not available from Bays 22 to
05 10512′. TODA 23 10512′. ASDA 05 10367′. 27.
ASDA 23 10367′. HIRL. ALS 23. Aircraft landing RWY 05 first available TWY is
12/30 5420′ ASPHALT. PCN 70/F/D/ E2 unless otherwise advised by ATC.
1600 (232 PSI)/T. TODA 12 6010′. TODA 30 TWY H and F1 restricted to MAX Code C
6010′. MIRL. ACFT.
Customs. TWY R restricted to MAX 59' (18M) wingspan
Noise abatement procedure on 10-4. ACFT.
Helicopter landing site not available for helicop- The Pelican Point Power Station near thecon-
ter above 19842lbs (9000KG). tainer terminal to the NW of Torrens Island
emits a continuous plume of hightemperature
TWY F4 not available to aircraft above Code D.
and high velocity gas discharges. Remain clear
TWY D1, E1 and E2 not available to aircraft at all times.
above Code C.
Bird hazard exists. Pigeon flocks concentrate
TWY A2 NE of TWY G1 restricted to MAX on Rwy 23 and Rwy 30 approaches. Pelican
Code C (B737) aircraft. activity on Rwy 05 approach.
Special approval - B767 and EA30aircraft may This AD is a Security Controlled Airport.
use RWY 12/30 for landing if RWY 05/23 is
The following flights must book online via
operationally unsuitable. RWY 12/30 may then
www.sa.bookawk.com. If access to the booking
be vacated by TWY G and D2 if necessary.
page is not AVBL contact theAdelaide Terminal
ACFT above Code Cto execute 180° turns at Control Unit Supervisor Btwn Mon-Fri, 0800
RWY 23 THR, 05 TWY end and adjacent TWY and 1800 except public holiday:
F5.
(i) Survey and aerial work (non-training) flights
RWY 12/30not available to ACFT above Code planning to operate in CTA within 36NM Ade-
C (take-off) and Code D (landing). laide;
ACFT aboveCode D to use TWY A3 to A6, B, (ii) Acft planning to transit AD CTR via the
F2 to F6 except F4, T1 to T3, K and L only. coast. If transit is required in both directions as
Allaircraft must provide their parked position/ part of the one flight, two slots should be
gate number to ATC on acknowledgement of booked; and
airways clearance.
(iii) Parachuting flights planning to drop within 08R/26L 3255′ ASPH/SLD. TODA 08R 3451′.
Adelaide CTR. Two slots (1 hour) must be TODA 26L 3451′.
booked per drop. Rwy 08R Right-Hand Circuit.
For survey flights, operators must email maps Rwy 08R/26L clsd SS-SR.
to: adelaide.tcu@airservicesaustralia.com and CAUTION: Helicopters arriving and/or departing
call Adelaide TCU Supervisor on phone to dis- Helipad East may operate in close proximity to
cuss their planned operations prior to becoming Twy F.
airborne each day.
VFR HJ: Do not plan to transit or over-fly the
When tower Inop, Rwy 08R/26L available SR-
Adelaide CTR below 6,000FT where an
SS only and Rwy 03L/21R is the preferred
alternate route is Avbl. Where an alternative runway.
route is not Avbl, plan:
Right hand circuit Rwy 08R and 21R when twr
a. Coastal from OHB to PNL or inop.
b. Coastal PNL to OHB or ABN not available outside Tower hours.
c. Hope Valley VFR ROUTE. Rwy 03L/21R, Twy F, Twy a north of Twy A5,
VFR HJ: Departures from Adelaide to Parafield, Twy A5 and Twy B not available to Acft above
Aerial Work training flights plan via OHB. Other 19842 LBS (9000 KG) MTOW.
Acft plan via PAL. Remainder of AD not available to aircraft
Model Acft Opr SR-SS within 1640' (500m) above12,566 LBS (5700 KG) MTOW.
radius of Psn 352609.95S 1385502.80E Brg Helicopters arriving and/or departing must be
141 Mag 34.0NM from AD (YPAD), Sfc 1600' parallel to the duty Rwy unless otherwise speci-
AGL. fied by ATC.
F-4, Jet A-1, Jet A-1+. Noise abatement procedures:
ABN. Fire 8 2015-1345Z, Cat 5 1345-2015Z. 1. Circuit training is permitted only between the
1hr earlier during hours of daylight savings following hours:
(HDS).
a. MON-FRI 2130-1330 UTC (HDS 2030-1230
Adelaide (Parafield) UTC) - 0700-2300 LMT.
57′ YPPF +09:30* S34 47.6 E138 38.0 b. SAT 2130-1130 UTC (HDS 2030-1030 UTC)
Apt Administration 08 8307 5700; Fax 08 8281 - 0700-2100 LMT.
5006. AWOS H24 (AWIS) 08 8150 3813. c. SUN 2300-1130 UTC (HDS 2200-1030 UTC)
Ground Services 08 8281 0499; H24 0412 602 - 0830-2100 LMT.
447; Mobile 0419 722 797; Fax 08 8281 9302. d. Christmas Day - No circuit training.
03L/21R 4429′ ASPH/SLD. TODA 03L 4626′. e. New Years Day - No circuit training.
TODA 21R 4626′. RL. f. Anzac Day - 2330-1330 UTC - 0900-2300
Rwy 21R Right-Hand Circuit. LMT.
03R/21L 4196′ GRVL/SLD. TODA 03R 4393′. 2. Outside TWR hours, preferred RWY, 03L/
TODA 21L 4393′. 21R.
08L/26R 3143′ ASPH/SLD. TODA 08L 3340′. 3. Circuit Training Operations HN: a. Rwy 03L:
TODA 26R 3340′. Left Hand CCTS
Rwy 08L/26R clsd when twr inop. b. Rwy 21R: Right Hand CCTS
When helicoptercircuit operations are included Twy D not Avbl to Acft with wingspan greater
on the ATIS, fixed wing aircraft must extend than 49'(15m).
atleast 1NM from the upwind Thr from the nom- Intersection Dep Rwy 07 permitted from Twy E,
inated Rwy before turning crosswind, or join refer to RDS.
final outside 1NM from the Thr of the nominated AWIS requires 1 sec TX to activate.
Rwy, unless otherwise advised by ATC.
This AD is a Security Controlled Airport. All
For landing at Adelaide, aircraft not involved in pilots and operators must possessand display a
AWK/training may plan via PAL. current Aviation Security Identification Card
ATC may restrict circuit operations. (ASIC) when airside, and wear a high visibility
This AD is a Security Controlled Airport. safety vest while on apron area.
F-4, Jet A-1. Model Acft operating days within 1640' (500m)
ABN. radius Ettamogah Brg 355 Mag 3.85NM from
AD up to 400'(122m) AGL.
Albury All Acft Avb 12,566lbs (5,700kg) must only con-
539′ YMAY ABX +10:00* S36 04.1 E146 duct 180 Deg turnsat Rwy 07/25 Thr or turning
57.5 nodes.
Apt Administration npolitis@alburyc- Training circuits not permitted Mon-Sun
ity.nsw.gov.au. ARO 0418 691 776, 0428 691 1100-2100Z (1HR earlier HDS).
801. AWOS H24 (AWIS) 02 9353 6400. Apt Simulation of engine failure after Tkof Rwy 25
Manager 02 6043 5866, 0439 655 976. Ground must only be initiated:
Services 1300 030 906; H24 0413 003 808,
A. In SR - SS only
0428 567 599; admin@aerorefuellers.com.au,
alburyaviationfuels@gmail.com, contact@sure- B. Not below 1500' (457m) AMSL
firesg.com.au. All Acft planning practice instrument Apch
07/25 6234′ ASPHALT. PCN 29/F/C/ during Twr hr require prior ATC approval. Pilots
1400 (203 PSI)/T. TODA 07 6529′. TODA 25 book a slot online at www.nsw.bookawk.com.
6529′. MIRL. PORT-RL. Pilot Controlled Light- F-4, Jet A-1.
ing. ABN.
Alice Springs
ATND SKD H24. Manned Sun-Thu
1789′ YBAS ASP +09:30 S23 48.5 E133
2200-0700Z, Fri-Sat 2200-0200Z.
54.0
CAUTION: Sections of Twy C not fully visible to
the control Twr.
5046; operationsASP2@ntairports.com.au.
Wildlife hazard exists. Most common species: ARO H24 0402 088 154. AWOS H24 (AWIS)
galahs, ibis and ducks. 08 7922 2500. Ground Services 0417 644 965,
Low visibility departure on Rwy 07/25 not Avbl 08 8952 1120, 08 8955 5335; On Call 0438 897
below 1804' (550m) visibility. 002, 08 8952 4281; Fax 08 8955 5083.
Twy A, B, C, E, F and J Avbl to Acft Abv 12, 12/30 7999′ ASPHALT. PCN 60/F/B/
566 lbs (5,700KG). 1750 (254 PSI)/U. TODA 12 8983′. TODA 30
Twy D and G not Avbl to Acft Abv 12,566lbs 8983′. MIRL. PORT-RL. HIALS 12.
(5,700KG).
17/35 3717′ ASPHALT. PCN 4/F/B/ Animal and bird hazard exists. Bird hazard
750(109PSI)/U. TODA 17 3914′. TODA 35 reduced on very hot summer days with
3914′. PORT-RL. increased bird hazard May-Aug daily and in
Unscheduled ops diverting into Alice Springs months after increased average rainfall.
PNR to the RFFS and Airport Management. Occasional feral animals present and seasonal
All acft for the Airpark are to contact influx of migratory birds. Animal hazard man-
www.apas.com.au for arrival and departure pro- aged to minimal risk during daily airport busi-
cedures. ness hours.
To minimise the effect of jet blast, all jet acft Sealed drag strip located 0.5nm (1km) W of
must taxi away from apron parking positions AD, aligned parallel with Rwy 17/35 may be
using minimum breakaway thrust. mistaken for Rwy. Confirm Rwy identification by
Twy E btwnTwy A and Rwy 12/30 not avbl to Rwy markings/lights.
acft abv B737. All Acft must taxi away from RPT Apn Prk posi-
Twy E btwn Twy A and commuter apn not avbl tions in accordance with the taxi lead-out lines.
to acft abv Dash 8-300. Pilots are advised that IFR training and circuit
Twy E avbl to acft PCN 45/F/B/1450/T. training should be conducted before 0000Z,
Simultaneous use of Twy C and Twy D restric- between 0400-0600Z and after 0730Z. Delays
ted to max code E acft. may be expected for training flights at all other
times. Pilots are to contact twr with training
Twy A btwn Twy C and Twy P restricted to acft
details at least 15 min prior to commencement.
with wingspan max 66' (20m) when Bay 9 occu-
pied by B767-300 and abv. Apch Lgts up to 3.6'(1m) high within Cwy.
Access via Twy A btwn Twy C and D not avbl This AD is a Security Controlled airport.
when Bay 26 or 28 occupied. Access to GA refueling restricted toacft with
Twy A W of RPT apn, Twy B and Twy M not wingspan max 41' (12.5 m).
avbl to acft abv code B (Metro 23). Manned balloon activity in the vicinity of the cir-
Twy N, Twy P max wingspan 66' (20m). cuit area at sunrise and early morning.
GA apn RFDS taxi lines restricted to acft with Weather balloon launch approx 0515, 2315
max 54' (16.6m) wingspan. from 0.8nm (1.4km) WNW arp. Launches may
Access to the GA apn via Twy A, N and P only.
Rwy 12/30: Acft above 176,370 lbs (80000 kg)
RESTRICTION: Use of Twy L for acft under tow
MTOW use nodes for 180° turns.
only. Acft 176,370lb (80,000kg) and abv must
use Rwy 12/30 thr turning nodes. Acft turn star- F-4, Jet A-1.
board 180°. Line designed to accommodate Fire 7 Mon-Fri 2200-0930Z, Sat 2200-0500Z,
B777-300ER/A340-600 normal turn radius. All Sun 2345-0930Z.
acft touse minimum speed and max radius
Alpha
turns to avoid pavement damage. Acft code D
(B767) and abv must execute over steer turns 1255′ YAPH ABH +10:00 S23 38.8 E146
from Rwy 12/30 onto Twys C or D due insuffi- 35.0
cient twy edge clearance. Apt Administration 07 4985 1166; On Call 0428
Departing acft which have not submitted flight 683 465.
notification to Airservices are to contact Alice
Twr at least 5 min prior to requesting clearance.
18/36 4777′ ASPHALT. PCN 5/F/B/ a monthly basis to email address adf-
580 (84PSI)/U. TODA 18 4974′. TODA 36 ces@drn.mil.au.
4974′. RL. PORT-RL. Pilot Controlled Lighting. In the event of an Emerg, Acft Opr at AMB
Possibility of animals on AD. during CTAF periods are to declare the Emerg
on the area RIS Freq. Additionally when within
Amberley (Amberley Military) 10 NM of AMB, Mil Acft are to advise details to
91′ YAMB Mil. +10:00 S27 38.4 E152 42.7 RFFS watch attendant callsign "Base Fire", on
AWOS H24 (AWIS) 07 3564 3700. Apt Opera- Freq 118.3.
tor 0438 173 642, 0438 717 829, 07 5361 2888; Twy J restricted to 118' (36 m) MAX wingspan.
amb.abcp@defence.gov.au. Twr will not provide the status of Arrestor Sys-
04/22 4997′ ASPH/CONC. PCN 47/F/C/ tems with Ldg and Tkof clearance when they
1750(254PSI)/T. TODA 04 5194′. TODA 22 are in the normal operating Psn.
5194′. MIRL. PORT-RL. Pilot Controlled Light- Operational Readiness Platform (ORP) within
ing. Rwy strip W of Thr Rwy 15/33 may contain
15/33 9997′ ASPH/CONC. PCN 73/F/C/ vehicles or Acft at any time. Acft with wingspan
1750 (254 PSI)/T. TODA 15 10194′. TODA 33 of 133' (40.5 m) or less permitted to takeoff and
10194′. HIRL. PORT-RL. HIALS 15. Pilot Con- land with either ORP in use. Twr will advise vis-
trolled Lighting. iting arriving Acft through the phraseology
Rwy 15 Right-Hand Circuit. 'approach and/or departure end ORP in use'.
2230-1300Z Mon-Thu, 2200-0700Z Fri. O/T Visiting departing Acft will be advised when the
48hr PPR. Customs: 24hr PNR. DEP end ORP is in use.
Caution: C17 aircrew should be mindful of the Due to night vision googles Ops all Rwys are to
additional effective weight of the Acft during be treated as active, regardless of Lgt status.
Ops using engine reverse thrust. Mil Acft Opr at ILS Critical Area not protected outside Twr hr.
high speed, conduct non-standard circuits, and NAPs
may be difficult to sight. Therefore non-partici- The following restrictions apply within the
pating pilots should remain clear of Mil ADs by Amberley CTR:
at least 5NM or overfly not below 2,500' when
1. High Speed Low Level Flt. No AD attacks or
the Twr is inactive.
high speed (>350KIAS), low level Flt Blw 1,500'
AD not Opn for public use. Civ Ops requesting AGL within 10NM YAMB without prior approval
air, Ldg and/or Gnd Ops AMB require 48hr PN from SADFO Amberley or OC 82WG. Acft are
to Amberley Air Base Command Post (ABCP) not to overfly the base built-up area Blw 1,500'
by written Req via email AGL at high speed.
amb.abcp@defence.gov.au. Note comments in
2. Pilots are to avoid overflying Ipswich Hospital
"Flt Proc".
(055/2.4).
Visiting Mil Acft planning to conduct IAP or cir-
Bird and Animal hazard exists on AD H24.
cuit training at YAMB - 24hr PNR to obtain prior
approval to allow coordination with Lcl Ops. Ctc Fruit Bat hazard may exist in circuit area. Main
Opr. Phone ABCP 07 5361 2888, 0438 717 activity period one hr after last light.
829. Written Reqs may be required. D645. Mil fast jet Acft may Opr VFR for transit
All Ops with an AUW Abv 471,788lbs Btwn R625, R638 and R639. Acft shall monitor
(214,000kg) are to be recorded and notified on Brisbane Centre Freq.
Central Apn restricted to Code C Acft only.
Twy A4 lead in linedisplaced from centre. Exer- 07/25 3150′ TURF.

cise caution when entering and exiting Rwy due
main landing gear proximity to outer edges of Ararat
sealed Sfc and Rwy edge length. 1008′ YARA ARY +10:00* S37 18.6 E142
Acft Parking Position 9 MAX wingspan 213' 59.3
(64.9 m) code E Acft. Apt Administration 03 5355 0905; Mobile 0428
Acft Parking Position10-16 MAX wingspan 171' 552 800.
(52 m) code D Acft. 04/22 2165′ GRASS. Unrated. TODA 04 2362′.
Where practicable, Acft should only perform TODA 22 2362′. PORT-RL.
180 Deg turns on the concrete thresholds of 12/30 4068′ ASPHALT. PCN 12/F/B/
Rwy 15/33 and Rwy 04/22 to preserve Rwy 500 (73PSI)/U. TODA 12 4265′. TODA 30
grooving. 4265′. RL. PORT-RL. Pilot Controlled Lighting.
Circuit altitudes: Jet and large turbo-prop - Gliding Ops HJ. Gliders Opr within Rwys.
1,500' AMSL. Light Acft and helicopter - 1,000' Winch and wire launching. Rwy 04/22 will be
AMSL.Agricultural Opr operating in QLD and closed during winch launching (closure desig-
NSW, S of Rockhampton and N of Newcastle nated by white crosses in linewith the MOS).
are encouraged to provide details of their areas Model Acft operating within 3281' (1000m) from
of OPS to assist with separation. The sortie ARP up to 2000' (610m) AGL. Opr will monitor
details provided will be passed to local squad- CTAF 126.7. Opr Tel 0417 514 438.
rons operating from AMB. Contact operator.
Archerfield see Brisbane
Due to terrain shielding and possible communi-
cations limitations, taxiing Acft and/or ground Armidale
vehicles at one end of the airfield cannot see or 3556′ YARM ARM +10:00* S30 31.7 E151
hear Acft and/or ground vehicles at the other 37.0
end of the airfield.
Apt Administration H24 1300 136 833; Fax
On CTAF Acft must taxi for DEP via Twy A2 6772 9275. ARO 0412 513 093. AWOS H24
and backtrack for Rwy 15 or 33. Acft with multi- (AWIS) 02 9353 6401. Ground Services 0427
ple antennae must use upper antennae in pref- 399 690.
erence.
05/23 5702′ ASPHALT. PCN 20/F/C/
Service vehicles may be Opr on AD. 700 (101 PSI)/T. TODA 05 5899′. TODA 23
Military Radar Opr at Psn Brg 280 Deg 2 NM 5899′. MIRL. Pilot Controlled Lighting.
from Apt. Possible avionics interruptions and 09/27 3661′ GRAVEL. TODA 09 3858′. TODA
errors within 492' (150m) of radar site below 27 3858′.
500' AMSL.
ATND SKD Mon-Fri 1900-0300Z, 2hr PNR.
Jet A-1. Oxygen.
This AD is a Security Controlled Airport. Pilots
Fire 6 2200-1300Z, CAT 4 O/T. Higher RFFS and crew must display a valid ASIC when air-
CAT Avbl 72hr PNR though ABCP. CAT 8 Avbl side.
subjec to staffing.
F-4, Jet A-1.
Andamooka
Atherton
250′ YAMK ADO +09:30* S30 26.3 E137
2460′ YATN +10:00 S17 15.7 E145 30.9
08.2
Apt Administration 1300 362 242; aero- 8470 3200. Ground Services 03 5227 9470; On
dromes@trc.qld.gov.au. ARO 1300 362 242. Call 03 5227 9150.
Ground Services 0438 398 002. 18/36 10000′ ASPHALT. PCN 80/F/C/
15/33 3819′ GRASS. 1750(254PSI)/T. TODA 18 11001′. TODA 36
Rwy 33 Right-Hand Circuit. 10797′. ASDA 18 10197′. ASDA 36 10197′.
Extreme pilot caution advised during periods of MIRL. Pilot Controlled Lighting.
wet weather as runway surface can become Concrete ends Rwy 18 and 36.
soft and hazardous. ATND SKD 1830-1330Z. Customs.
Bird and animal hazard exists. PPR from AD Opr for all non-training flights and
Aircraft departing Atherton for Cairns that have use of AD as an alternate. Contact AD Opr.
obtained a Landing Slot Time from ATC will be Bird Hazard exists. Expect increased activity of
processed more expeditiously. juvenile magpies near midpoint of Rwy during
North East Air Fuel Distributors: AVGAS AVBL, months Aug to Dec.
self service bowser with Credit Card all hours. Pilots of widebody Acft are required to apply
Agricultural operations within 10NM radius up min power when taxiing to prevent damage to
to 500FT AGL. Twy shoulders.
Ultralight operations from unmarked private air- Acft which operationally require speeds greater
fields within 5NM. than 250KT must advise ATC.
F-4. Code E and F Acft must be under tow from
intersection of Twy A and Twy B when access-
Aurukun ing the hangar precinct. H24 PNR required.
29′ YAUR AUU +10:00 S13 21.2 E141 43.2 Contact AD Opr.
Apt Administration 07 4060 6811. ARO H24 Code F Acft are not permitted to free move on
0428 743 874. Twy B past the passenger terminal when code
16/34 4134′ SLD. PCN 6/F/B/850(123 PSI)/U. C, D or E Acft are parked at the terminal. Wing
TODA 16 4331′. TODA 34 4331′. RL. PORT- tip clearances cannot be met for code F Acft
RL. Pilot Controlled Lighting. inthis situation - code F Acft under tow only.
Bird hazard exists. For CASA approved operators, low visibility
This AD is a Security Controlled Airport. departure on Rwy 18/36 not Avbl below 1804'
(550m) visibility.
JET A1 Avbl for RPT Acft or Emerg use.
Underwing refueling only. Twy ARestriction: Twy A past Twy D not Avbl to
code C Acft (or larger) when a code CAcft (or
All Acft turns to be conducted at Rwy Thr ends
larger) is holding on Twy D.
only.
Acft Ops in visibility below 2625' (800m) not
Twy A Code C width 59'(18m) bitumen seal.
supported when ATC not Avbl. Prior arrange-
Jet A-1. ment only, Contact AD Opr.
Avalon Apt of Entry Pilot must notify ATC if a "follow me" service is
35′ YMAV AVV +10:00* S38 02.4 E144 28.2 required.
Apt Administration 03 5227 9100; On Call 03 No circling west of Rwy18/36.
5227 9150; enquiries@avalonairport.com.au. Outside Twr hr Acft parked on Northern Apron
ARO 03 5227 9470. AWOS H24 (AWIS) 03 Bay 1 must pushback E only.
All Acft are required to make entry to circuit, seas airport require minimum 7 day notice; all
inbound and taxi calls in addition to the manda- others require 24 hr noticeby Email or FAX.
tory calls. Due to work in progress on and in the All regular public transport and fixed base oper-
vicinity of Rwy and Twy outside of Twr hr. ators contactaerodrome operator for details.
This AD is a Security Controlled Airport. Non-residential pilots wishing to visit Ayers
180 Deg turns on Rwy 18/36 not permitted for Rock/Connellan are required to call the
Acft code C and above. CA/GRS to gain an awareness of local pat-
Model aircraft operate within 3281' (1000m) terns, busy periods and local weather info. Con-
radius of Psn S37 45 12.00 E144 1400.00 Brg tact CA/GRS on 08 8956 3668.
315 Mag 20.5NM from Avalon AD (YMAV), sur- Sealed Twys B and D available only to aircraft
face to 1800' (549m)AGL. below 12,566 lbs (5,700kg) MTOW.
Instrument approach training: all Acft planning During RPT Ops hrs as advised by NOTAM.
practice instrument Apch (Avbl 2000-1200Z), 1 Bird and animal hazard exists. Confirmedha-
hr earlier during hours of daylight saving) zards advised via NOTAM.
require prior ATC approval. Pilots must book a Delicensed AD 2 km NE of Ayers Rock has
slot online at www.bookawk.com. ceased to exist as a landing area.
Jet A-1. Oxygen. Hazardous conditions exist for light aircraft
ABN. Fire U By NOTAM. when landing on Rwy 13 with an E crosswind,
due to close proximity of sand dunes alongside
Ayers Rock (Connellan)
the Rwys at the N end. Windshear in both
1626′ YAYE AYQ +09:30 S25 11.2 E130 speed and direction can exist. To minimise the
58.5 hazard pilots should aim to achieve touch down
Apt Administration 08 8956 2020; Fax 08 8956 either in the first 1312' (400m) of the Rwy or
2545; airport@voyages.com.au. AWOS H24 beyond 2625' (800m) from the threshold. Pilots
(AWIS) 08 7922 2516. Ground Services Mobile should also be aware that dust devils are prev-
0417 632 763; yularaaviation@dunnings- alent around the AD throughout the year.
fuel.com.au. This aerodrome is a Security Controlled Airport.
13/31 8527′ ASPHALT. PCN 43/F/A/ All pilots and operators must possess and dis-
1400(203PSI)/T. TODA 13 8724′. TODA 31 play a valid AUS/AYQ ASIC when airside.
8724′. RL. Pilot Controlled Lighting. Motor Gliders with a wing span greater than 49'
Rwy 31 Right-Hand Circuit. (15m) required to give Apt 72hr notice to
ATND SKD 2200-0800Z. O/T PNR before arrange parking, and should also fold wings
0730Z same day. prior to entering the general aviation apron and
PPR from AD Opr if ACN at maximum Acft Opr parking area.
weight is greater than PCN or tyre pressure is Acft Abv 50,045 lbs (22,700 kg) must use turn
greater than listed value. Five working days PN pads for 180 deg turns.
is required to AD Oprfor pavement conces- F-4, Jet A-1.
sions. Fire 6 Mon-Thu, Sat 2230-0730Z; Fri, Sun
All aircraft operating into Ayers Rock aero- 2230-0630Z.
drome arerequired to give at least 24hr prior
notice. All aircraft arriving directly from over-
Bairnsdale 2060′. TODA 31 2060′. ASDA 13 1863′. ASDA

165′ YBNS BSJ +10:00* S37 53.2 E147 31 1863′.
34.1 Rwy 13 Right-Hand Circuit.
ARO 0438 497 697, 0447 132 980. AWOS H24 18/36 4085′ ASPHALT. PCN 6/F/B/
(AWIS) 03 8470 3201. 450(65PSI)/U. TODA 18 4281′. TODA 36 4281′.
04/22 3602′ ASPH/SLD. PCN 11/F/B/ RL. Pilot Controlled Lighting.
560(81PSI)/T. TODA 04 3799′. TODA 22 3799′. Rwy 18 Right-Hand Circuit.
RL. Pilot Controlled Lighting. ATND SKD H24.
13/31 2795′ ASPH/SLD. PCN 11/F/B/ Apt restricted to Acft below 12,566lbs (5700kg).
550(80PSI)/T. TODA 13 2992′. TODA 31 2992′. Acft above 12,566lbs (5700kg) and/or
ATND SKD H24. 450kPa(65PSI) tire pressure ctc AD Opr for
CAUTION: Model Acft Opr sunrise to sunset approval.
within 3281' (1000m) radius of Psn S37 56.5 In NIL wind conditions use Rwy 18.
E147 32.0 Brg 192 Mag 3.7NM from ARP, sur- Bird hazard exists.
face to 1500' AGL. Twy D Max wing span is 49' (15m).
Wildlife activity birds (magpies and cockatoos) Rwy gradients may inhibit visibility from all
and kangaroos located in vicinity of Rwy thresholds and pilots must confirm that both
andTwy. runways are clear before landing or Tkof.
In ground tie down points Avbl at secondary Glider operations SR-SS within runway strip.
Apn, Ctc ARO for info. 656' (200M) displaced Thr will be placed when
AWIS Req one-second pulse to activate. AWIS gliding operations are RWS 18/36 or RWS
will transmit for 90 Sec. 05/23. tugs towing gliders to remain east of
Ultralight Acft Ops at AD. Rwy 18/36 centreline until glider release.
Increased Heli Ops during summer season for Model Acft operating to 3000' at 5.8NM BRG
fire Emerg Acft operating Abv published 269° from ARP.
weights. CTC ARO for pavement concessions. Ballarat is a high density training Ad.Circuit
F-4, Jet A-1. training not permitted between 2300-0600LT.
Possible high ab initio training 0700-2300LT.
Ballarat
Visiting Acft are not to conduct circuit training at
1433′ YBLT +10:00* S37 30.7 E143 47.5
any time.
Training flights conducting practice instrument
5822. AWOS H24 (AWIS) 03 8470 3202. Aero-
approach should add 1,000'(305m) to all the
club 0438 508 576. Apt Operator 0409 869 368,
ALT prescribed in the Apch to reduce noise nui-
0418 137 784. Ground Services 03 5330 9330,
sance and interference with circuit traffic. Such
0438 508 576; On Call 0428 518 344; Fax 03
flights should BCST their intentions, includin-
5330 9333.
gALT limit of Ops when turning inbound. IMC
05/23 4150′ ASPHALT. PCN 6/F/B/ flights should remain as high as practicable
450(65PSI)/U. TODA 05 4347′. TODA 23 4347′. when encountering VMC and join the circuit in
PORT-RL. the standard manner.
13/31 1864′ TURF. TORA 13 1863′. TORA 31 F-4, Jet A-1.
1863′. LDA 13 1863′. LDA 31 1863′. TODA 13
Ballera ATND SKD 2100-0700Z (1hr earlier during hrs

385′ YLLE BBL +10:00 S27 24.5 E141 48.5 of daylight saving), AH call out fee may apply.
Apt Administration 08 8116 5213. ARO 07 4646 PNR.
8103. AWOS H24 (AWIS) 07 3564 3702. Bird and animal hazards exist:
03/21 5906′ ASPH/SLD. PCN 30/F/A/ a. Flying fox, year round, peak activity Mar to
1130 (164 PSI)/T. TORA 03 5905′. TORA 21 May, transiting Rwy 06 Thr at dusk. Updated
5905′. LDA 03 5905′. LDA 21 5905′. TODA 03 activity is communicated via NOTAM.
6102′. TODA 21 6102′. ASDA 03 5905′. ASDA b. Ibis and cattle egret, year round, HJ, vicinity
21 5905′. RL. PORT-RL. Pilot Controlled Light- of AD.
ing. c. Flocks of small birds, HJ, on AD.
Rwy 03 Right-Hand Circuit. d. Increased bird activity following adverse
PPR. weather events.
Restricted Ops. PPR for all Ops. This AD is a Security Controlled airport.
CAUTION: High pressure gas discharge 5,249ft Prior to taxiing and entering, all Acft must
(1,600m) N of AD. ensure a visual check for any traffic that may
Bay 2 for all jet refuelling. already be on the Rwy. "Radio shadowing" of
Increased wildlife activity will be communicated transmissions may be experienced from Acft
via NOTAM. Pilots are encouraged as part of operating at the E end of the Rwy or lining up at
flight planning to require current information Thr 24.
from AD safety personnel. A320 and B737 Acft use Twy B as the preferred
No circling to the W ofAD. access for taxing into parking bays 3 and 4 on
the RPT Apron.
Fuel: JET A1 private facility.
The RPT apron is a Security Restricted Area.
Acft Abv 12,566 lbs (5,700 kg) must use Rwy
All non RPT Acft must obtain prior approval of
turning nodes for 180 Deg turns.
AD Opr to gain access to and from the RPT
Requirement for all Acft to taxi thru to turningn- apron.
odes and execute Max radius turns. Nov thru to
Access to GA apron area via pedestrian gate
Mar inclusive.
1A. GA access to terminal building not Avbl.
Jet A-1.
To avoid jet blast, aircraft must not taxi onto or
Ballina (Ballina/Byron Gateway) away FM apron Parking Position 1 behind a jet
7′ YBNA BNK +10:00* S28 50.0 E153 33.7 aircraft with its engines running on Parking
Position 2.
0414 482 584. AWOS H24 (AWIS) 02 9353 To minimise the effect ofjet blast, all jet aircraft
6402. Apt Operator 02 6681 1858. Ground must taxi onto and away from apron Parking
Services H24 0402 209 919. Positions using minimum breakaway thrust.
06/24 6234′ ASPHALT. PCN 15/F/A/ Circuit training only permitted between
780 (113psi)/T. TODA 06 6430′. TODA 24 2100-1200Z, 1hr earlier during hours of daylight
6430′. RL. Pilot Controlled Lighting. saving.
Rwy 06 Right-Hand Circuit. Helicopter Training:
a. During daylight hours and in VMC, helicopter
training will take place from the grassed training
areas, to the N and S of Rwy 06/24, clear of the
gable markers, andknown respectively as 2329′. TODA 26 2329′. ASDA 08 2133′. ASDA
Northern Grass and Southern Grass. 26 2133′. PORT-RL.
b. Helicopter trainingwithin the Ballina circuit 18/36 3888′ ASPHALT. PCN 9/F/B/
will conduct right hand circuits on Rwy 24 and 450(65PSI)/U. TODA 18 4085′. TODA 36 4085′.
nonstandard left hand circuits on Rwy 06. RL. PORT-RL. Pilot Controlled Lighting.
c. To facilitate the movement and OPS of other F-4.
ACFT, helicopters will approach, depart and
operate from the Northern or Southern Grass Bankstown see Sydney
areas, clear of the active runway. Baradine
d. Helicopters will broadcast when operating 990′ YBAD +10:00 S30 57.3 E149 05.5
clear of the Rwy 06/24 active Rwy.
e. When transiting to or from theNorthern and 1337. ARO 0427 112 813.
Southern Grass areas, hover operations near
11/29 5167′ DIRT. Unrated. RL. Pilot Controlled
the taxiways, RPT Apron and Fire Station
Lighting.
should be minimised in order to reduce noise
impact. PPR Phone ARO.
f. Helicopters should minimise OPS over or Acft must use turn pads at Rwy ends and at
near the housing areas to the E and W of the 2953' (900m) mark onApch Rwy 11 to make
Rwy so as to reduce noise impact. 180 Deg turns.
g. Helicopters approaching or departing S shall Bird and animal hazard.
conform to the normal circuit procedures. Barcaldine
BN CEN FIA 120.3 Avbl in circuit area. For on
880′ YBAR BCI +10:00 S23 33.9 E145 18.4
ground Comms use BN CEN 126.05.
Apt Operator 07 4651 5600; On Call 0428 683
All radius turns on the apron follow the lead-in/
465. Ground Services 0458 303 544, 07 4651
lead-out lines marked on the pavement. No 5177.
tight turns.
01/19 5584′ ASPHALT. PCN 16/F/B/
For Noise Abatement purposes, when depart- 1000 (145PSI) /T. TODA 01 5781′. TODA 19
ing Rwy 06, maintain Rwy heading until East of
coast.
Casino/Lismore/Ballina MBZ excludes the air-
3855′. TODA 32 3855′.
space within YB(R)-6 41A/B/E when
Rwy 14/32 Sealed 2461' (750m) NW end to 98'
YB(R)-641A/B/E are active.
(30m) width for first 906' (276m), then to 59'
F-4, Jet A-1. (18m) width for next 1555' (474m).
Fire 6 2015-1115Z. CAUTION: Bird and animal hazard exists.
Balranald Prior permision for all operations above
210′ YBRN BZD +10:00* S34 37.4 E143 44092lbs.
34.7 This airport is a security controlled airport.
Apt Administration 03 5020 1300. 0418 322 All aircraft turn at runway ends.
902. No minimum radius turns.
08/26 2132′ GRASS. TORA 08 2133′. TORA 26 F-4, Jet A-1.
2133′. LDA 08 2133′. LDA 26 2133′. TODA 08
Bathurst Bedourie
2435′ YBTH BHS +10:00* S33 24.6 E149 300′ YBIE BEU +10:00 S24 20.8 E139 27.6
Apt Administration 02 6333 6100; airport@bath- 035 184.
urst.nsw.gov.au. ARO 0408 639 075; Fax 6337 14/32 5938′ ASPH/SLD. PCN 9/F/A/
3429. AWOS H24 (AWIS) 02 9353 6404. 850(123PSI)/T. TODA 14 6135′. TODA 32
Ground Services 02 6337 3433, 02 9393 2787, 6135′. RL. Pilot Controlled Lighting.
0409 455 084, 0429 322 424. CAUTION: Severe turbulence possible on
08/26 4314′ ASPH/GRAS. TODA 08 4511′. approach. Bird hazard may exist. Speciesspe-
TODA 26 4511′. cific NOTAM will be raised during periods of
492'(150M) W end grass. increased activity.
17/35 5594′ ASPHALT. PCN 12/F/C/ This AD is a Security Controlled Airport.
650(94PSI)/T. TODA 17 5791′. TODA 35 5791′.
RL. Pilot Controlled Lighting. Benalla
Rwy 35 Right-Hand Circuit. 569′ YBLA BLN +10:00* S36 33.2 E146 00.5
Frequent mowing operations occur within Apt Administration 03 5760 2600; coun-
runway strips during summer. cil@benalla.vic.gov.au.
Birds in vicinity of airport. 08/26 3422′ ASPH/SLD. PCN 10/F/B/
450(65PSI)/U. TODA 08 3619′. TODA 26 3619′.
Occasional gliding operations during hours of
day light.
AD not avail sunset to sunrise except for medi-
cal emerg and other aircraft with PN to ARO 17/35 2356′ GRAS/CLAY.
0417 818 869 or police 0439 792 340 AUW-13/0.4000 MPa. TODA 17 2552′. TODA
35 2552′.
Significantly increased animal hazard (kanga-
roos) mainly at dawn and dusk. Rwy 17 Right-Hand Circuit.
This AD is a Security Controlled Airport. CAUTION: Restricted area for Benalla explo-
sive plant, R364 (1NM radius of S 36 29.3 E
Intensive glider OPS from Pipers Field, 7NM to
145 59.6, surface-2000') is between 2.8 and
west of YBTH AD.
4.8NM of aerodrome on RWY centerline for
F-4, Jet A-1. RWY 17/35. Aircraft should be at or above
Bathurst I 2000' (1450' AGL approximately) at 2.8NM N of
aerodrome.
67′ YBTI BRT +09:30 S11 46.1 E130 37.2
WHERE POSSIBLE ACFT SHOULD CON-
Apt Administration 08 8970 9500. Emergency:
FORM TO ESTABLISHED RUNWAY DIREC-
0427 451 735. ARO 0407 979 325.
TION IN USE. Join circuit in downwind position
15/33 4823′ ASPHALT. PCN 8/F/A/ or upwind along RWY08/26 or 17/35.
580(84PSI)/U. TODA 15 5020′. TODA 33 5020′.
If use of crossing RWY is operationally neces-
PORT-RL.
sary a wide circuit to join a long final clear of
Possibility of animals on aerodrome particularly established circuit traffic is advised. On depar-
at dawn and dusk. ture maintain RWY heading until clear of traffic.
This AD is a Security Controlled Airport. No provision for a straightin APCH to RWY 26
at night.
Animal hazard (kangaroos and birds) exist. AWIS requires one second pulse to activate.
This AD is a Security Controlled Airport. This AD is a Security Controlled Airport. A valid
Gliding operations HJ. Simultaneous operations ASIC must be displayed when airside.
from parallel glider strips. Acft engine run up on Twy A between Twy D
Gliders and tugs use separate glider strips and Twy E only.
08/26 and 17/35, marked by orange gable F-3, Jet A-1.
markers. Also available for tailskid equipped
aircraft. Bening Field
Glider/tug circuits to N or E, other aircraft cir- 1059′ YBEG Mil. +10:00 S19 39.2 E146 17.6
cuits to S or W. Other aircraft must not infringe 07/25 5610′ GRAVEL.
glider circuit below 2000' AGL. Righthand cir- Caution: Military troops and vehicles may be on
cuits RWYs 08 and 17. Gliders/tugs right hand airstrip. Animal hazard exist.
circuits RWYs 26 and 35.Manned balloon oper-
Birchip
ations may occur 3 hours following first light
and 2 hours preceding last light. 340′ YBIR +10:00* S36 00.0 E142 55.0
F-4, O/R. Jet A-1. Apt Manager 1300 520 520; Fax 03 5493 7395.
04/22 3422′ ASPHALT. LDA 22 3205′. TODA
Bendigo 04 3619′. TODA 22 3619′. RL. Pilot Controlled
710′ YBDG BXG +10:00* S36 44.3 E144 Lighting.
19.8 09/27 1719′ GRAS/SAND. Unrated. TODA 09
Apt Administration 03 5434 6000; air- 1916′. TODA 27 1916′.
port@bendigo.vic.gov.au. ARO 03 5434 6078;
Mobile 0499 700 128. AWOS H24 (AWIS) 03 Birdsville
8470 3203. Ground Services 0418 862 100; 159′ YBDV BVI +10:00 S25 53.8 E139 20.8
H24 03 5442 3743; On Call 0417 780 280. Apt Administration 07 4564 2093, 07 4746
05/23 2516′ ASPHALT. AUW-13/0.6000 MPa. 1600. ARO 0407 146 902, 07 4564 2093.
TODA 05 2713′. TODA 23 2713′. AWOS H24 (AWIS) 07 3564 3703. Ground
Rwy 05 Right-Hand Circuit. Services 07 4656 3244; Fax 4656 3262.
17/35 5249′ ASPHALT. PCN 21/F/D/ 03/21 2625′ CLAY. Unrated. TODA 03 2723′.
1400(203PSI)/T. TODA 17 5446′. TODA 35 TODA 21 2723′.
5446′. RL. Pilot Controlled Lighting. 14/32 5682′ ASPHALT. PCN 10/F/B/
Rwy 35 Right-Hand Circuit. 850 (123PSI) /U. TODA 14 5978′. TODA 32
ATND SKD H24.
ATND SKD 2100-0900Z, SR-SS 2hr PN.
PPR for all Parking on RPT Apron.
Bird hazard exists. Species specific NOTAM
Wildlife hazard exists. Refer to NOTAM for sea-
will be raised during periods of increased activ-
sonal info.
ity.
Code C Acft apron access via Twy D only. All
Due to Ltd Apn area, all hardstand Acft Prk is
other Twy 12566 lb (5700 kg) MTOW.
allocated by the AD Opr. Ctc ARO mobile.
All Code C Acft must roll through and use Rwy
turning nodes and MAX radius turns on Rwy
and apron. F-4, Jet A-1.
Blackall 02L/20R 4921′ ASPH/GRAS. AUW-44.

928′ YBCK BKQ +10:00 S24 25.7 E145 25.7 Sealed first 3609' (1,100m) northern end,
Apt Administration 07 4621 6600; Fax 07 4657 remaining 1312' (400m) grass. Gravel opera-
8855. ARO 0447 767 869. AWOS H24 (AWIS) tions due surface degradation.
07 3564 3704. Apt Manager H24 0488 574 703. 02R/20L 2953′ GRASS. AUW-4.
Ground Services 0417 624 422. Soft wet surface after heavy rain. 5 Deg slope
06/24 5538′ ASPHALT. PCN 16/F/B/ to E.
1000 (145 PSI)/T. TODA 06 5735′. TODA 24 ATND SKD with PN.
5735′. RL. PORT-RL. Pilot Controlled Lighting. PPR and AD information call Apt.
12/30 5259′ SAND/CLAY. TODA 12 5456′. AD used by helicopters, ultralights and model
TODA 30 5456′. PORT-RL. Acft.
Sun-Fri, 2230-0645Z. Acft greater than 11,023 lbs (5,000kg) must
CAUTION: Animal and birds hazard exists. stay to hardened Rwy and Twy.
This AD is a Security Controlled Airport Traffic pattern - Circuit join via upwind 1,600'
F-4, Jet A-1. preferred. Dead side always west. Maintain
tight circuit to east to avoid residential areas.
Blackwater Avoid overfly of isolated nearby homes.
658′ YBTR BLT +10:00 S23 36.2 E148 48.4 Model Acft activity within 1640' (500M) radius of
ARO 0439 668 368. Apt Manager 0406 600 YBLP AD BRG 283MAG 16NM from YBTL AD
821. PSN S 19 11 30 E 146 29 36E up o 400' AGL.
18/36 3816′ ASPHALT. PCN 7/F/B/ Model Acft club will monitor YBLP CTAF 126.7
580 (84 PSI)/U. TODA 18 4547′. TODA 36 and will vacate Rwy for manned Acft Ops. Con-
4012′. RL. tact 0458 704 656.
Sunrise-Sunset,. Training danger area D764 often used by mili-
Possibility of kangaroos on movement area. tary Ops and controlled/monitored by YBTL
Blasting takes place at various sites near AD, Approach.
SFC-2500' AGL. F-4, F-6.
Prior to operating at Blackwater all pilots should Borroloola
contact (07) 4980 5725 to confirm blasting
55′ YBRL BOX +09:00 S16 04.5 E136 18.1
activity. By prior arrangement no blasting
occurs one hour either side of regular public Apt Administration 08 8924 7202. ARO 08 8975
transport movements. 8799. AWOS H24 (AWIS) 08 7922 2502.
Ground Services 0411 055 039; Fax 08 8127
Airport not available except for medical opera-
9567; admin@basfuel.com.au.
tions aircraft.
02/20 3770′ GRAVEL.
This AD is not a Security Controlled Airport
Bird hazard exists.
Blue Water Park F-4, Jet A-1.
110′ YBLP +10:00* S19 11.5 E146 29.6
Boulia
Apt Administration admin@bluewaterair-
port.com. Apt Operator 0407 356 948, 0458 542′ YBOU BQL +10:00 S22 54.8 E139 54.0
704 656.
Apt Administration 07 4746 3188. ARO 0427 Sealed 696' (212m) West end.
163 773, 0428 725 580. Apt Operator On Call For noise abatement avoid unnecessary move-
0427 128 212. ments over township.
14/32 5909′ ASPHALT. PCN 6/F/A/ Wildlife hazards may exist. Species specific
730(106PSI)/U. TODA 14 6106′. TODA 32 NOTAM will be raised during periods of
6106′. RL. Pilot Controlled Lighting. increased activity.
Significant bird hazard (kite hawks) exists. Agricultural Ops take place sunrise to sunset
This AD is a Security Controlled Airport within 5NM up to 500' AGL.
Jet A1 by prior arrangement-drums only, 24hr ModelAcft operating within the airport locality.
PN required. Refuelling fees apply. F-4.
F-4, Jet A-1.
Brewarrina
Bourke 414′ YBRW BWQ +10:00* S29 58.4 E146
352′ YBKE BRK +10:00* S30 02.3 E145 49.0
Apt Administration 02 6830 8000; On Call 0419 768 585; On Call 0427 392 101.
722 055. AWOS H24 (AWIS) 02 9353 6405. 03/21 4547′ ASPHALT. PCN 16/F/A/
Ground Services 0448 821 146; Fax 02 6882 700 (102PSI)/T. TODA 03 4744′. TODA 21
7522. 4744′. RL.
05/23 6004′ ASPHALT. PCN 10/F/B/ Animal and bird hazard exists.
580 (84PSI)/U. TODA 05 6201′. TODA 23
6201′. RL. Pilot Controlled Lighting. Brisbane (Archerfield)
18/36 3281′ GRAVEL. AUW-13/0.6000 MPa. 65′ YBAF +10:00 S27 34.2 E153 00.5
TODA 18 3478′. TODA 36 3478′. Apt Administration 07 3275 8000; Fax 07 3275
ATND SKD H24. 8001. 0432 462 210; On Call 0414 233 903.
Animal and bird hazard exists. ATIS 07 3275 8201. AWOS H24 (AWIS) 07
3564 3701. Apt Operator aac@archerfieldair-
All aircraft except regular public transport, must
port.com.au. Ground Services 0402 797 071,
park in light aircraft area to west of taxiway and
0412 140 739, 07 3272 7775, 1300 359 552;
apron.
Mobile 0420 634 093; info@archerfieldjet-
This AD is a Security Controlled Airport. base.com.au.
F-4, Jet A-1. 04L/22R 4085′ SLD. Unrated. LDA 22R 3133′.
Bowen TODA 04L 4281′. TODA 22R 4281′.
26′ YBWN ZBO +10:00 S20 01.1 E148 12.9 04R/22L 3609′ SLD. Unrated. TODA 04R
3806′. TODA 22L 3806′.
235, 07 4945 5510. 10L/28R 5666′ ASPH/SLD. PCN 14/F/C/
1500(218PSI)/T. TORA 10L 5105′. TORA 28R
04/22 4291′ SLD. PCN 8/F/A/580(84PSI)/U.
5174′. LDA 10L 4613′. LDA 28R 4426′. TODA
LDA 22 4029′. TODA 04 4488′. TODA 22 4488′.
10L 5371′. ASDA 10L 5105′. ASDA 28R 5174′.
MIRL. Pilot Controlled Lighting.
12/30 2956′ GRAVEL. PCN 6/F/A/
10R/28L 3609′ SLD. MTOW-13. TODA 10R
350(51PSI)/U. TODA 12 3153′. TODA 30 3153′.
3806′. TODA 28L 3806′.
ATND SKD H24. abutting sealed central 59' (18m) for takeoff/
PPR for non VH Registered Acft. landing.
CAUTION: Helicopters operating within helicop- Pilots are advised to minimise engine running
ter circuit training areas (when active). Rwy adjacent to terminal parking.
10R/28L reduced to 59' (18m) sealedwidth with Acft to taxi only via sealed Twy or natural sur-
soft wet Sfc notification. Regular crane opera- face Twy marked by yellow cones.
tions btwn 128'(39m)- 192'(59m) AMSL Btwn Non-radio equipped vehicles operating on Twy
Brg 346 - 353 Deg Mag Btwn 2280'(695m) - A.
2641'(805m) from ARP. Infringe Rwy 04L/22R All Rwy are active at all times and during ATC
transitional Sfc Btwn 2' - 58', and inner horizon- hours require a clearance to enter, cross, taxi
tal surface Btwn 2'(0.5m) - 63'(19m). or backtrack, except as follows: Acft vacating
Pavement concession required for Acft above Rwy 10L/28R via Twy B4 are inside Rwy
12,566lbs (5700kg) MTOW, form Avbl from AD 04R/22L and should taxi clear of Rwy 04R/22L
operator or website. as soon as practicable. Once clear, an ATC
Pilots electing tocommence or terminate an IFR clearance is required to cross all other Rwys.
flight under the VFR should communicate such Terminal Acft Prk area and visitor parking bay
intention at the earliest possible time to ensure infringes Twy H strip by 5' (1.5m). Limited to
their arrival or departure is processed effi- Acft with wingspan less than 72' (22m).
ciently. Simulated asymmetric operations not permitted
Outside Twr hours, pilots requiring airways Rwys 04.
clearance on departure are to contact Brisbane Bird and animal hazards may be present on the
Centre 125.700 prior or phone 07 3866 3694, airfield.
immediately prior to engine start for an expect
When entering Rwy 28R via Twy B holding
clearance time and discrete transponder code.
point all Acft above 14991lbs (6800kg) are only
NOISE ABATEMENT PROCEDURES: permitted to use taxi speed untilthey reach
Outside Twr hours when operational conditions check point Z which is marked Approx 295'
permit, Rwy 28 must be used for takeoff. (90m) from start of Rwy 28R. Only then can
Low level helicopter training is notpermitted out- Tkof thrust be applied.
side Twr hours. Twy B1 is limited to Acft with a wingspan less
Low level circuits not permitted on Rwy 04/22. than 95'(29m).
Twy H1, J, J1 and K limited to Acft with wing- Holding on Twy B2, B3, B4, B5 and B6 is limi-
span less than 49' (15m). ted to Acftwith MAX length of 72'(22m).
All code C Twy limited to Acft with maximum Acft with a wingspan greater than 95'(29M) not
wingspan of 95' (29m). allowed to taxiing via B1. Acft must taxiing via
Twy E, Code B 34' (10.5m) wide, asphalt Twy B2, B6 and B8. For Rwy 28R departures,
sealed. Acft must taxiing via B2 and then backtrack via
For Acft taxiing for Rwy 22R, a clearance to Rwy 28R. For Rwy 10L departures, Acft must
cross Rwy 22L via Twy F1, G1 or H2 not Avbl. taxiing via B2 and then backtrack via Rwy 10L.
Acft must taxi via alternate route. This AD is a Security Controlled Airport.
Tail-skid equipped Acft using Rwy 10R/28L are F-4, Jet A-1.
to limit operations to Southern 20' (6m) of strip ABN.
Brisbane (Brisbane Intl) Apt of Entry All Acft must turn right at BRAVO1.
15′ YBBN BNE +10:00 S27 23.0 E153 07.0 B777-300, A340-600 and A380-800 OPS: Twy
Apt Administration H24 0435 271 993, 07 3406 associated with Rwy 01R/19L are 75'(23M)
3171; adm@bne.com.au, airport.dutyman- wide (AD REF code 4E). Due excessive Acft
ager@bne.com.au. 07 3229 1854; H24 Secur- wheelbase, normal Twy safety edge margin not
ity: 07 3406 3072; Fax Security: 07 3406 3116. Avbl. Pilots should apply judgemental oversteer
AWOS H24 (AWIS) 07 3564 3705. Apt Man- when negotiating Twy intersections at B/C9,
ager 07 3406 3000; Fax 07 3406 3101. Ground B/C10 and on INTL Apn. Pilots should request
Services 0418 718 238, 0438 753 572, 07 3860 marshalling assistance from a fixed base oper-
4844, 07 3860 5988, 07 3860 5996; Fax 07 ator (FBO) if Acft GND manoeuvring cameras
3860 4866, 07 3860 5949. are not Avbl.
01L/19R 10827′ ASPH/CONC. PCN 124/F/D/ A380 (Code F Acft) Ops using Intl Apn to use
1750 (254PSI)/T. TODA 01L 11023′. TODA Twy C9 and Twy C8 only to Intl Apn A380 com-
19R 11023′. HIRL. ALS. patible bays 71, 72, 73, 74, 75, 76. Twy C10
01R/19L 11680′ ASPH/CONC. PCN 108/F/D/ and Intl Apn taxilane not Avbl to A380 (Code F
1750(254PSI)/T. TORA 01R 11483′. LDA 01R Acft) Ops.
11483′. TODA 01R 11876′. TODA 19L 11876′. Turn movements to and from Twy L and Twy
HIRL. HIALS 01R. C13 restricted to MAX code C ACFT. AVBL for
ATND SKD H24. DH8D.
Acft transporting dangerous goods or Livestock Twy C3 Tango and APN Taxilane Btwn TWY
require 4 days notice and prior approval. C3 and TWY C4 AVBL to MAX ACFT B737/
A321.
Pilots to exercise CAUTION on Twy C12, L and
P due to lack of visibility from the control Twr. Twy C4 restricted toMax A330 Acft.
Significant bird hazard exists. Twy C6 restricted to Max B737/A321 (code C)
Acft.
a. Nankeen Kestrel (birds of prey), peak activity
on airfield expected Mar-Jul. Twy F3 not Avbl.
b. Australian White Ibis flocking on airfield HJ, Twy H2 not Avbl to Acft above following Max
increased numbers expected Feb-Jun. weight limitations: A330 317,466lb
(144,000KG), B777 434,311lb (197,000KG).
c. Straw necked ibis present on airfield HJ,
increased numbers expected Jul-Oct. Twy H2N and Twy H2S and Twy M east of the
perimeter road designated as Apn, are provided
d. Flying foxHN only.
for combined Acft and vehicle Tfc FM mainte-
e. Cattle egret present on airfield HJ, increased nance hangars. Vehicle Tfc under own obser-
numbers expected Nov-Mar. vation remaining well clear of all taxiing Acft.
f. Increased pelican and cormorant in vicinity of Twy H4 restricted to Max B737/A320 Acft
AD. (Code C Acft) Avbl for DASH 8.
Significant mud wasp activity within AD vicinity Twy H3 restricted to Max B777-300ER Acft
affecting pitot tubes. Pitot tube covers recom- (Code E Acft).
mended.
Twy M not Avbl to Acft Abv following max
All Twy: Outboard engines on B747 and A340 weight limiatations: A330 340,270 lbs (154,344
Acft to be operated at low powerto prevent Tws kg), A340 573,341 lbs (260,063 kg), A350
erosion and engine ingestion. 401,241 lbs (182,000 kg), A380 707,688 lbs
(321,002 kg), B737 174,165 lbs (79,000 kg), Twy J and logistics Apn not Avbl to Acft with
B747 739,960 lbs (335,640 kg), B767 312,891 wingspan Abv 118' (36m) Exc under tow.
lbs (141,925 kg), B777 401,775 lbs (182,242 Initiate tow by Twy L Intermediate Holding Point
kg), B787 357,149 lbs (162,000 kg). (IHP) prior to Twy C13.
Twy P reduced wing tip CLR to 25' (7.5m) on Twy L Btwn Twy C13 and Twy C12 not Avbl to
western side for A380 (code F) Acft. Acft with wingspan Abv 118' (36m) northbound,
Acft to use minimum power when entering, exit- Exc under tow.
ing and operating on all Apron. TwyF1 and Twy F2 not Avbl to Acft Abv
Acft vacating Rwy 19R onto Twy T7 are to con- 145,505 lbs (66,000 kg).
tinue south on Twy T unless otherwise instruc- Turning:
ted by ATC. a. Twy S - no right turn into Twy S2 or S5.
All Acft vacating Intl Apn Rqd continuous taxi b. Twy S2 - no left turn into Twy S.
on Twy C9 and Twy C10 using minimum Pwr.
c. Twy S2 - no right turn into Twy T, HN.
Twy A is designated to be used in the same
d. Twy S5 - no left turn into Twy S.
direction as the duty Rwy. Twy B is for use in
the opposite direction unless otherwise instruc- e. Twy S7- no entry from Twy S.
ted by ATC. f. Twy S13 - no right turn into Twy S.
When Rwy 19L is nominated, Twy A4 is not g. Twy S13 - no left turn into Twy T, HN.
available for arriving Acft unless directed by h. Twy T - no entry from Twy S7, T8 and T9.
ATC. i. Twy T Btwn Z and Twy S7 not Avbl north-
Twy Y is to be used in awesterly direction and bound Tfc.
Twy Z is to be used in a easterly direction j. Twy T5 and T10 not Avbl to Acft exiting Rwy
unless otherwise instructed by ATC. 01L/19R L. Twy T14 not Avbl to Acft exiting
Twy F4 not Avbl Exc for HJ access to helicopter Rwy 19R.
landingsite. k. Entry onto rapidexit taxiways from other than
Twy D Btwn Twy B and Twy E1 not Avbl. the Rwy not permitted.
Twy E Btwn Twy E1 and Twy D not Avbl. l. Twy T2 - no left turn into Twy T.
Twy E4 not Avbl. m. Twy H3 - no through access to Twy H4.
Twy P Btwn Twy C12 and Twy C13 not Avbl n. Twy H4 - no through access to Twy H3.
HN due parked Acft. For CASA approved Oprs, Rwy 01R/19L and
Twy P restricted to maximum code C Acft 01L/19R are capable of supporting take-offs
(B737, Q400 and A320) Avbl HJ undertow only. with an RVR of not less than 1148' (350m).
Following Twy not Avbl HN due parked Acft and Circling Apch Procto Rwy 01L/19R at night is
Avbl HJ under tow only: not permitted, MIRL not Avbl.
a. Twy G1 Btwn Twy E and Twy F1. Noise abatement procedure see charts 10-4.
b. Twy D Btwn Twy E4 and Twy E1. Turns from Twy L onto Twy C13, and Twy C13
c. Twy E Btwn Twy E4 and Twy E1. onto Twy L forAcft AD REF code D or above
d. Twy E1, Twy E2, Twy E3, Twy F3. (excluding DH8D) are not available due to
reduced fillet pavement. Turn around loop avail-
Twy C13 restricted to maximum code C Acft
able for Acft up to and including B747 on Logis-
(B737 and A320) under tow only.
tics APN.
GA Apn S Taxilane restricted to MAX 79'(24m). Coordination Centre (NCC) Phone: 1800 020
This AD is a Security Controlled Airport. 626.
Model Acft Opr within 1640' (500m) radius Psn Acft conducting a practice instrument approach
S 270842.00 E 1530136.00 Brg 330 Mag 15NM can expect to make a landing due to traffic
from Brisbane AD (YBBN) Sfc to 1,000' AGL. management requirements. Twr will advise if
Model Acft Opr 1640' (500m) radius Psn S traffic dispositionallows for a missed approach.
270948.00 E 1524754.00 Brg 297 Mag 21.8NM F-4, Jet A-1.
from Brisbane AD (YBBN) Sfc to 1500' AGL. ABN. Fire 9 H24.
B737 Acft and Abv not to execute 180 deg
Brisbane West Wellcamp Apt of Entry
turns on Rwy 01R/19L and 01L/19R.
1509′ YBWW WTB +10:00 S27 33.5 E151
Ground running of engines above idle requires
47.6
prior approval. Phone Ops.
Helicopter Ops:
998 060; admin@wellcampairport.com.au. ARO
a. Rotary wing Acft using General Aviation On Call 0498 998 060. AWOS H24 (AWIS) 07
apron CAUTION multiple lighted towers 100' 3564 3746. Ground Services 0498 998 060.
AGL on, and surrounding GA apron.
12/30 9416′ ASPHALT. PCN 64/F/B/
b. Helicopter Ops excluding maintenance and 1450 (210PSI)/T. TODA 12 9613′. TODA 30
rescue activities on Twy H system, to be con- 9613′. MIRL. Pilot Controlled Lighting.
ducted on the GA Apn or Logistics precinct
building Apn.
ATND SKD 1830-1230Z, after hr call required,
c. Helicopter touch down/lift on Twy F4 and Prk
60 Min PNR. Customs.
area on GA Apn commissioned.
CAUTION: Power lines beneath APCH to RWY
Training Flights:
12. Approximately 820ft (250m) from THR.
Jet and turboprop training and flight test opera- Proximity to Oakey (YBOK)and Amberley
tions not requiring Rwy or IAL procedures shall (YAMB) MIL controlled airspace. Proximity to
be flight planned in either. Low Performance GA, Charter, Warbird and training OPS (fixed
Area (LPA) - within the minor arc between 030 and rotary wing) Toowoomba Airport. Proximity
and 100 VOR between 15 and 30 DME; or High to danger area South of airport. Proximity to
Performance Area (HPA) - within Class C and OAKEY and AMBERLEY mil controlled and
Class A airspace within the minor arc between restricted areas. Flight Training Adelaide opera-
040 and 090 VOR between 40 and 100 DME tions out of YBWW 1900-1400Z.
BN.
The Main apron is a security restricted area and
Arriving Acft may request an IAL for training or is shared between RPT and non-RPT OPS. For
licence renewal. The request should bemade assistance with parking and access to the ter-
as early as possible, preferably at flight plan- minal for unscreened passengers and crew,
ning. contact the ARO on CTAF or 0498 998 060.
IAL (Instrument Approach and Landing) training Access to the Main apron for unscreened pas-
not available Mon-Fri, available Sat senger and crew can be arranged by contacting
0100-0900Z, Sun 2300-0600Z due to traffic. the ARO.
For other than arriving aircraft, IAL training
NOISE ABATEMENT PROCEDURES:
approval shall be obtained from the Network
1. During HR of 1900-1200Z Rwy12 preferred (AWIS) 02 9353 6406. Ground Services H24
for Ldg and Rwy 30 preferred for Tkof. 0408 728 605.
2. Where practicable, during the HR of 05/23 8241′ ASPHALT. PCN 15/F/A/
1200-1900Z, RWY 12 must be used for Ldg 690 (100 PSI)/T. TODA 05 8438′. TODA 23
and Rwy 30 must be used for Tkof. 8438′. RL. PORT-RL. Pilot Controlled Lighting.
3. Where practicable, minimise night move- 14/32 3281′ SAND. Unrated. TODA 14 3478′.
ments (Btwn 1200-1900Z), with preference to TODA 32 3478′. PORT-RL.
operation in day period (sunrise to sunset). 131'(40m) sealed each end of Rwy.
4. Where practicable, Btwn 1200-1900Z, avoid ATND SKD Mon-Fri 1700-0100Z. O/T by
use of reverse thrust after Ldg. arrangement.
5. Where practicable, minimise use of APUs Bird and animal hazard exists.
while parked on the RPT Apn. Where feasible, This AD is a Security Controlled Airport.
use rectifier or GPU.
AVGAS self serve.
6. Where practicable, avoid noise sensitive
F-4, Jet A-1.
areas as follows: Toowoomba cityARC BRG
063 MAG to 103 MAG 4 to 11NM from ARP, Bundaberg
Westbrook township BRG 114 MAG 4.9NM 107′ YBUD BDB +10:00 S24 54.2 E152 19.1
from ARP, Wyreema township BRG 139 MAG
6.8NM from ARP, Agricultural area BRG 291
699; airport@bundaberg.qld.gov.au. ARO H24
MAG 1.54NM from ARP, Agricultural area BRG
0418 796 991. AWOS H24 (AWIS) 07 3564
317 MAG 1.65NM from ARP.
3706. Ground Services H24 0415 499 441,
7. After Tkof RWY 30, climb on RWY heading 0418 782 875, 07 4155 1061; ahbrowne@big-
to MAX practicable altitude before turning topond.net.au.
establish outbound track.
07/25 3701′ TURF. Unrated. TODA 07 3898′.
High terrain in vicinity of the airport. TODA 25 3898′.
Bird andwildlife hazards exists: Magpies, 14/32 6562′ ASPHALT. PCN 45/F/C/
galahs, ibis and black kites in vicinity of AD.
1410(205PSI)/T. TODA 14 6857′. TODA 32
Increased bird activity at harvest time - Oct-Nov
and Mar-Apr. Rabbits, hares, foxes or feral cats
Increased flying fox activity in vicinity during twi-
may be on airfield. NOTAM will be issued for
light periods.
increased activities.
Preferred Rwy 32 for ARR, Rwy 14 for DEP.
Pilots are advised to check YBWW website for
additional info. If departure Rwy 32 required, full length of
Rwyto be used.
Security Controlled Airport.
Acft above 50,706 lbs (23,000kg) to execute
PJE operations by prior arrangement only.
180 Deg turns at Rwy ends.
F-4, Jet A-1.
Twy D Max 12,566 lbs (5,700kg).
Broken Hill RPT Apn limited to RPT Acft and other Acft
959′ YBHI BHQ +09:30* S32 00.1 E141 28.3 approved by the AD operator with 24hr PN for
Apt Administration 08 8080 3300; Fax 08 8080 bay allocation.
3423. ARO H24 0418 858 378. AWOS H24 RPT Apn parking restrictions apply - not Avbl
for General Aviation, helicopters or itinerant
Acft parking except RAAF and Government Acft Buronga (Mungo Lodge)
with PN. Other requests considered with 24hr 270′ YLMU +10:00* S33 44.7 E143 00.1
PN. Email approval for Acft that require RPT Apt Operator 03 5029 7297.
apron due to mass or wingspan limitations. Acft
parking and passenger fees apply.
General aviation Acft engine runs to be conduc-
ted in General Aviation area, clear of RPT PPR.
apron. Contact ARO for other location require- PPR before landing.
ments. Located near Mungo National Park, beware
Light Acft with tail skids to confine Ops to Rwy kangaroos, emus and other animals on strip.
07/25.
Cairns (Cairns Intl) Apt of Entry
Pilots, crew and operators must display a cur-
10′ YBCS CNS +10:00 S16 53.1 E145 45.3
rent ASIC when airside and have a bona fide
reason to be in the Security Restricted Area. Apt Administration H24 07 4080 6744; enqui-
ries@cairnsairport.com.au. 07 4052 3551, 07
4052 3552. ATC 07 3866 3533, 07 4050 5356,
Ultralight operations take place within 1NM 1300 353 170. ATIS H24 07 4050 5311. AWOS
radius Booyan (14NM NW Bundaberg) not H24 (AWIS) 07 3564 3708. Apt Operator 0412
above 1000' (305 m)AGL. 773 065; coords@cairnsairport.com.au. Ground
Glider flying operations from ELLIOTT field Services 07 4035 9872, 07 4046 2300; H24
200°M/10NM. Winch launch to A030. 0478 880 776, 07 4030 1859, 07 4035 9686;
Circuit training permitted 2000-0900Z. Mobile 0408 153 336, 0417 788 330, 0418 778
Night CCT training permitted 0900-1200Z for 956, 0429 142 922; Fax 07 4034 9238;
local Acft. Other Acft PPR. cairns@oznorthservices.com.au, cnsfbo@jeta-
F-3, Jet A-1. viation.com.
15/33 10486′ ASPHALT. PCN 110/F/D/
Burketown 1575(228PSI)/T. TORA 15 10354′. TORA 33
21′ YBKT BUC +10:00 S17 44.9 E139 32.1 10485′. LDA 15 10354′. LDA 33 10354′. TODA
Apt Administration 07 4745 5100; Fax 07 4745 15 10682′. TODA 33 10682′. ASDA 15 10354′.
5153. ARO 0437 724 479. AWOS H24 (AWIS) ASDA 33 10485′. HIRL. HIALS 15.
07 3564 3707. Ground Services 07 4745 5107; Rwy 33 Right-Hand Circuit.
On Call 0427 455 107. Customs.
03/21 4501′ ASPHALT. PCN 11/F/C/ CAUTION: High terrain 1195' AMSL W of RWY
827(120 PSI)/T. TODA 03 4698′. TODA 21 15/33. False Traffic advisories (may be gener-
4698′. RL. PORT-RL. Pilot Controlled Lighting. ated on TCAS equipment due to transponders
Animal activity. on naval vessels operating from HMAS Cairns
This AD is a Security Controlled Airport. (position approximately 3NM on extended RCL
Glider Ops during daylight hrs during the dry Rwy 15/33, SE of Cairns).
season; Winched or towed to 3000ft (914 m). Fixed wing Acft departing from a point within
Fuel not Avbl whilst RPT Acft on Apn. 100NM of Cairns for arrival at Cairns will be
processed more expeditiously if a specific land-
F-4, Jet A-1.
ing time has been obtained from ATC.
Bird hazard exists. Increased numbers of the Acft landing Rwy 15 require approval to vacate
following species are expected during the on Twy A2 and B2. Acft landing Rwy 33 require
specified times: approval to vacate on Twy Y and B5.
a. Jan-Apr Magpie Geese, Pied Imperial B777-300 pilots should be aware that normal
Pigeons. clearance to TWY edge may not be available
b. May-Sep Black Kites, White Faced Heron, during turns.
Straw Necked Ibis, Intermediate and Cattle Acft departing from YBCS shall obtain an
Egret. AWYs clearance from Cairns Ground prior to
c. Oct-Dec Pied Imperial Pigeons, White Faced taxi clearance request.
Heron,Straw Necked Ibis, Intermediate and Taxiways - outboard engine on four engine jet
Cattle Egret. aircraft to be operate at low power to prevent
d. Spectacled Flying fox and Little Red Flying erosion and engine damage.
fox can be a hazard at any time of the year When requesting taxi instructions, pilots must
depending on the activity at camps and location nominate intersection departure, or full runway
of attractants. length requirement.
Bird Watch Condition Reports and species spe- For Noise Abatement procedures see chart
cific NOTAM will be issued during periods of 10-4, 10-4a and 10-4b.
increased activity. This AD is a Security Controlled Airport.
Increased bird hazard severe bird watch condi- Fuel after hours PNR. Call out fee applies.
tion activated various species of high risk birds Water rescue service available.
within 6562' (2000 m) of Thr Rwy 15.
Intense parachuting activity occurs inthe
Restrictions apply for ground operations. Con- Edmonton parachuting area (D762) HJ. Jump
tact airport administration for details. aircraft broadcast on 126.1.
Acft marshalling is required for all charter and Acft with wingspan Abv 118' (36m) must use
visiting aircraft using the Domestic and Interna- turning nodes at Rwy ends. Acft to execute max
tional aprons. All aircraft using these aprons radius turns. Clockwise turn only.
must be facilitated through a Fixed BaseOpera-
All Acft using Rwy 15/33 turn pads are to use
tor or ground handler. Crew and passengers
max radius turns. All wide bodied Acft using
must be escorted to and from the Acft. The AD
Rwy 15/33 turning nodes are also requested to
operator does not provide a marshalling serv-
use minimum thrust.
ice.
F-4, Jet A-1, Jet A-1+.
Pavement restrictions - Twy A2 and A between
A2 and A3 not Avbl to Acft Abv 15,432 lbs ABN. Fire 8 H24.
(7,000 kg), Twy A4 not Avbl to Acft Abv Cambridge see Hobart
198,416 lbs (90,000 kg). Twy Y not Avbl to Acft
Abv 22,046 lbs (10,000 kg). Camden
Twy A3 not Avbl to Acft Abv 50,706 lbs (23,000 230′ YSCN CDU +10:00* S34 02.4 E150
kg). 41.2
Acft planning to enter the Cairns CTR between: Apt Administration 02 4655 8064, 02 8709
Mt Gorton, Cape Grafton and Upolo Cay at 9400; Fax 02 4655 9907. ARO 0408 233 917.
500', must contact Cairns Tower for airways AWOS H24 (AWIS) 02 9353 6407. Ground
clearance. Services 02 4657 1255, 0418 862 100.
06/24 4803′ ASPHALT. AUW-13/0.6000 MPa. At all times gider launch and landing areas are
LDA 24 3796′. TODA 06 5000′. TODA 24 5000′. S of Rwy 10/28, parallel to runways 06/24 and
RL. Pilot Controlled Lighting. 10/28.
10/28 2372′ GRAS/CLAY. Right Hand CCTS requires for gliders/tugs Opr
AUW-13/0.6000 MPa. TODA 10 2470′. TODA glider strips 06 and 10.
28 2470′. Simultaneous Ops from parallel glider strips.
Rwy 28 Right-Hand Circuit. Contra CCTS in operation at all times. There is
Mon-Sun, 2200-0800Z (1 HR earlier HDS). no dead side with contra CCTS.
AD not Avbl to Acft Abv 12566lbs (5,700kg) Glider/tug CCTS to S or SE, other Acft CCTS to
MTOW without prior permission from AD Opr. N or NW.
Acft Abv 12566lbs (5,700kg) MTOW must only Outside the lateral limits of CN CTR, gliders
use Twy D Btwn Rwy 06/24 and Twy F. operate throughout the surrounding and overly-
Acft overflying the AD should exercise caution ing ClassG airspace.
due Acft operating up to1800' within the lateral Gliders within the Camden CTR must conduct
limits of CN CTR. OPS on the TWR FREQ 120.1 during TWR HR
Wivenhoe Village and housing estates W of or the CTAF outside TWR HR. In Class G air-
Macquarie Grove Rd and S of Cobbitty Rd space, they may monitor the Twr Freq 120.1 or
(Approx Brg 033Deg Mag 0.9NM fromDER Rwy Area FREQ or 122.7.
06) are noise sensitive areas. Pilots should CAUTIONS:
avoid overflight of these areas where practica- a. Gliders landing on glider strip 24 cross Rwy
ble. 28 Thr.
Simulated engine failure after takeoff must not b. Acft Opr Rwy 10 are not visible to Acft
be conducted over noise sensitive areas. departing glider strip 06.
Simulated engine failure after takeoff is best c. Acft on Rwy 24 and on final for Rwy 24 are
simulated following a go-around from short final not visible toAcft on Rwy 28.
so that the subsequent descent is conducted d. Acft on Rwy 28 and on final for Rwy 28 are
over the Rwy not visible to Acft on Rwy 24.
When using Rwy 06 for takeoff, pilots should e. When Rwy 06 or 24 in use, gliders and tail
use the full length where practicable. wheel Acft may require strips 10 or 28 due to
Model Acft operate within 1640' (500 m) radius crosswind component.
of Psn S340518.00 E1504442.00 Brg 122 Mag f. Heli conduct low level Ops in SW corner of
4.2 NM from ARP. Surface to 1000' AGL. AD.
Model Acft operate within 1312' (400m) radius g. ALA at the VFR Approach Point, 'THK', Elev
of Psn S335931.60 E1504035.20 Brg 333 Mag 880'.
3.1 NM from ARP. Surface to 400' AGL. Parachute Ops not permitted within the lateral
Model Acft Opr within 0.5NM radius of Psn limits of CN CTR outside Twr hr.
341229.9S 1504636.1E (S of Appin township) F-4.
Brg 145 Mag 10.9NM from YSCN Opr monitor
ABN.
CTAF. Sfc 1767' AMSL.
Glider Ops daylight. Camooweal
780′ YCMW CML +10:00 S19 54.7 E138
07.5
Apt Administration 07 4747 3200; Fax 07 4747 Pavement Concessions request in advance
3209; city@mountisa.qld.gov.au. ARO 0407 from AD operator if ACN at MAX Acft opr
493 811. Apt Manager 0447 134 326. weight (MTOW) is greater than PCN or tyre
13/31 4062′ ASPHALT. 5700/740 (107PSI). pressure is greater than Rwy listed value.
TODA 13 4160′. TODA 31 4190′. 5 working days PNR to AD Opr forpavement
concessions.
Canberra Apt of Entry
Class C airspace may be reactivated for
1886′ YSCB CBR +10:00* S35 18.4 E149 RPT/VIP ACFT at any time. Check NOTAM and
11.7 ATIS for airspace status.
Apt Administration 02 6275 2222; info@canber- Heli Opr in CCT are parallel to and in close
raairport.com.au. ATC 02 6268 5850. AWOS proximity to Rwy final. Subject to ATC clear-
H24 (AWIS) 02 9353 6408. Ground Services 02 ance, Heli may expect landing and departure
6127 6344, 02 6248 6376, 02 6249 7044, 0402 clearance from Heli parking areas S of wy C.
167 265; H24 0400 774 012, 0466 335 330, ARR and DEP from the GA and RPT aprons
421 097 678; Fax 02 6127 6351, 02 6230 4050, not Avbl.
6248 6150; FBN34sqn.airsupportservi-
Twy K is suitable for Acft with wingspan less
ces@defence.gov.au, cmckay@qan-
than 79 ' (24m).
tas.com.au, fbo@corporate-air.com.au.
Twy C suitable for Acft ops at a ramp weight
12/30 5508′ ASPHALT. PCN 12/F/C/
below 30,865lbs (14000KG) & max wingspan
1050(152PSI)/T. LDA 30 5295′. TODA 12
less than 66' (20M).
5705′. TODA 30 5705′. MIRL. PORT-RL. Pilot
Controlled Lighting. All Acft with wingspan from 66'(20m) to
79'(24m) must enter and exit GA apron by Twy
CAUTION: Night operations Rwy 30 - high
K and cross or backtrack Rwy 12/30.
ground to right of approach path. Pilots unfami-
liar with local terrain should limit descent to GA Acft with wingspan Abv 79' (24M) or ramp
2400 ft until past lit mast on Disaster Hill. (BRG weight above 77162 lbs (35,000 kg.) and all
120/1 NM from RWY 30 THR). military aircraft not parked on 34SQN apron
must park on the Fairbairn Apron. PPR for all
17/35 10771′ ASPHALT. PCN 62/F/B/
parking on Fairbairn apron. All aircraft must
1500(218PSI)/T. TORA 17 9787′. LDA 17
park on a designated parking bay allocated by
9787′. LDA 35 8802′. TODA 17 10082′. TODA
safety officer and must obtain an ATC clear-
35 10968′. ASDA 17 9787′. HIRL. PORT-RL.
ance to enter a TWY before commencing
Pilot Controlled Lighting.
departure from parking bay.
Customs.
Eastern GA parking row adjacent Twy K, desig-
CAUTION: Acft Opr Btwn Black Mountain and nated for jet/turbo prop Acft with a wingspan
Canberra Airport may experience radiointerfer- 62'(19m) to 79'(24m). Please contact Safety
ence. Officer on 02 6275 2219 forparking bay alloca-
Bird hazards exist at AD. There is seasonal bird tion. ACFT exiting from this row must turn left
activity on andin the vicinity of the AD with an and exit via Twy K.
increase of galahs in summer, and an increa- Second row of GA park is designated for tur-
seof magpies in autumn each year. bine Acft with a MAX wingspanof 62'(19m).
Prior Approval from AD operator is required for
non-scheduled widebody Acft movements.
Third row of GA park is designated for twin Noise Abatement Area to avoid hazardous
engine ACFT with a MAX wingspan of weather; Acft that need to enter the Noise
56'(17m). Abatement Area due to operational require-
Remainder of GA park is designated for Acft ments;tower circuit training Acft; Acft that have
Blw 12,566lb(5700kg). made an unplanned missed approach and are
All Acft Ops are subject to the airport Condi- reprocessed via a circuit; aircraft that require a
tions of Use, Avbl on Req. departure on the reciprocal of the duty arrival
runway, if avoiding the Noise Abatement Area
Twy C suitable for maximum 213' (65m) (B777)
would cause significant delay to Acft Ops.
wingspan Acft Btwn Twy G to Twy K.
All wide body Acft with a wingspan of up to
Twy C suitable for maximum 49' (15m) wing-
MAX 213ft (65m) (B777) taxiing movements on
span Acft Blw 12566lbs (5,700kg) Btwn Twy C1
Twy GOLF are Req to use the over-steer turn
to Twy K and Twy B to Twy C5.
guidance markings.
GA apron entry and exit for Acft with49' (15m)
Outboard engines on four-engined wide body
to maximum 79' (24m) wingspan. Acft Abv
Acft when taxiing must Opr at low power to pre-
12566lbs (5,700kg) via Twy K only.
vent erosion and engine ingestion.
All wide bodied Acft with wingspan of up to
CanberraInternational Dragway aligned parallel
maximum 213ft (65m) taxiing movements at the
and to the left of Rwy 30 on final Apch,may be
intersection Btwn Twy B and C must use the
mistaken for Rwy 30. Confirm Rwy indentifica-
oversteer turn guidance markings.
tion by Rwy markings/lights.
All wide body Acft with wingspan of up to maxi-
Restrictions - Acft hot-refuelling prohibited.
mum 213ft (65m) (B777) taxiing movements on
34SQN Apn Avbl up to B747 Acft with PN.
Twy G are Req to use the B777 over-steer turn
guidance markings. F-4, Jet A-1. JASU. Oxygen.
Outboard engines on four-engine wide body ABN. Fire 7 HO as per current NOTAM.
Acft when taxiing must operate at low power to Capella
prevent erosion and engine ingestion.
827′ YCEL +10:00 S23 06.0 E148 00.0
During strong westerlywinds turbulence may be
Apt Administration 1300 242 686; Mobile 0408
experienced in touch down area landing Rwy
194 913; Fax 1300 242 687; air-
35.
port@chrc.qld.gov.au.
Pilots landing Rwy 12 in crosswinds should
18/36 3215′ GRASS.
note possible turbulence in northerly and north
easterly wind conditions. PPR. Day use only.
Code D and E Acft are limited to the use of Twy PPR. Day use only.
B, D, E (west), F (west), G, M, N and P. Wildlife in vicinity of the airport.
Full length of wy B Avbl for Code E Acft. Commercial and charter OPS not permitted.
Twy B north of Twy D west, E and F Avbl for Cardwell (Dallachy)
maximum Code E Acft.
47′ YCDW +10:00 S18 10.7 E145 57.0
Taxi alongRwy 12/30 not Avbl for Acft larger
than Dash 8.
763 903.
The Noise abatement Areas do not apply to:
14/32 3084′ GRAS/CLAY. TODA 14 3182′.
aircraft with priorities (Acft emergencies, medi-
TODA 32 3182′.
cal priorities etc); Acft that need to enter the
PPR. CTAF. Opr contact Tel: 0499 060 611 or 0428

Wildlife (wallaby and bird) hazard exists. Vary- 153 309.
ing engine power may help to move animals off Jet A-1.
Rwy.
Casterton
Model Acft Ops are approved on Sun btwn
521′ YCTN +10:00* S37 36.8 E141 21.7
1400-1830LT and Wed btwn 1500-1830LT and
restricted to below 400' AGL in an area 1640' x
542 756 (after hours).
984' (500m x 300m) directly E of Rwy 14/32.
The Opr will maintain a radio watch with all Acft
on the CTAF Freq132.9 and cease Ops during
PPR. Daylight OPS only. Firebombing OPS
departing and inbound Acft Ops. during summer periods.
Carrapateena Approaches RWYs16, 34 & 27 infringed by
trees.
672′ YCPT +09:30* S31 18.5 E137 26.6
Kangaroo hazard exists.
Apt Administration 0428 067 362; rob-
ert.stack@ozminerals.com. Rwy 09/27 not available.
01/19 5249′ ASPH/SLD. PCN 26/F/C/ Ceduna
1140(165PSI)/T. TODA 01 5446′. TODA 19 77′ YCDU CED +09:30* S32 07.8 E133 42.6
ARO On Call 0419 862 195. AWOS H24
H24. (AWIS) 08 8150 3801. Apt Manager 0417 535
Restricted Ops, PPR. 237. Ground Services On Call 0419 862 195.
Casino 11/29 5709′ ASPHALT. PCN 10/F/A/
750 (110 PSI) T. TODA 11 5905′. TODA 29
86′ YCAS CSI +10:00* S28 53.0 E153 04.0
17/35 3327′ GRAVEL. UNRATED, GRAVEL.
162 750; Fax 02 6662 5198. AWOS H24
TODA 17 3524′. TODA 35 3524′. PORT-RL.
(AWIS) 02 9353 6409.
Bird hazard exists, particularly between Aug
10/28 3609′ ASPHALT. PCN 14/F/D/
and Feb.
580(84 PSI)/T.
Due to the possibility of Acft at opposite ends of
the Rwy not being visible toeach other, in NIL- For fuel call out fees apply. Ctc ARO.
wind conditions, operations should be confined F-4, Jet A-1.
to Rwy 10.
Century Mine
Fruit bat hazard may exist in circuit area. Main
416′ YCNY +10:00 S18 45.2 E138 42.4
activity from last light to 1,5 hr after last light
between December and end of February. ARO 0477 347 998. AWOS H24 (AWIS) 07
3564 3709.
Gliding operations sunrise to sunset. Gliders/
tugs operate from gliding strip within RWS. 14/32 5741′ ASPH/SLD. PCN 20/F/B/
1200(174PSI)/T. LDA 32 4626′. TODA 14
Powered para gliders operate from aerodrome.
5938′. TODA 32 5938′. RL. PORT-RL.
From sunrise to sunsetmodel Acft Opr within
3281' (1000 m) radius of Psn 285258S
1530401E, Sfc to 2000' AGL. Opr will maintain Days only (2000-0800Z), 60 Min PN. Emerg
use only nights (0800-2000Z).
Restricted Ops. PPR for all operations. Charleville

Bird hazard (Kites). 1003′ YBCV CTL +10:00 S26 24.8 E146
Twy A - Code C, width 57'(17.5m) sealed. 15.7
Cessnock 343 633. AWOS H24 (AWIS) 07 35643710.
210′ YCNK CES +10:00* S32 47.2 E151 Ground Services 07 4654 3030, 07 4654 3033;
20.5 On Call 4654 3186; fuel@swas.net.au.
Apt Administration H24 02 4993 4228; air- 12/30 5000′ ASPH/SLD. PCN 19/F/A/
port@cessnock.nsw.gov.au. AWOS H24 1500(217PSI)/T. TODA 12 5499′. TODA 30
(AWIS) 02 9353 6410. Ground Services 02 5499′. RL. Pilot Controlled Lighting.
4991 2323, 02 9791 0599, 0418 862 100, 0428 18/36 3501′ ASPH/SLD. PCN 9/F/A/
431 193; Mobile 0428 431 193. 800(116PSI)/T. TODA 18 3697′. TODA 36
17/35 3599′ ASPHALT. AUW-13/0.4000 MPa. 3697′.
TODA 17 3796′. TODA 35 3796′. RL. Pilot Con- Twy B not Avbl to Acft Abv 44,092lbs
trolled Lighting. (20,000kg) MTOW.
Wildlife hazard (Kangaroos) exists during dusk Twy C and Twy D not Avblto Acft Abv
and dawn. 16,535lbs (7500kg) MTOW.
Right hand circuits required Rwy 35 HN (left Apn taxilane NW section not Avbl to Acft Abv
hand circuits daylight HR). 44,092lbs (20,000kg) MTOW.
Preferred Rwy 35 NIL or L/Vwind or direct Bird and animal hazard exists.
crosswind.
Circuit training restricted between 0800-2200
Weather balloon launch approximately2315
Local Time.
from 2165ft (660m) W ARP. Launches may
Fixed wing grass take off and landings are not occur at other times.
permitted.
F-4, Jet A-1.
Circuit Ops tobe conducted within 2NM Rad
due to terrain and noise abatement. Charters Towers
Pilots should limit radio transmissions in the cir- 955′ YCHT CXT +10:00 S20 02.6 E146 16.3
cuit to those necessary to provide traffic infor- ARO 0428 440 143. Ground Services 0400 276
mation and separation. Broadcast with inten- 211.
tions turning base is recommended. 01/19 3297′ BITU/GRVL. PCN 6/F/A/
Back tracking on the Rwy is not permitted 350(51PSI)/U. TODA 01 3494′. TODA 19 3494′.
during daylight hours unless Outer Main Gear THR bitumen seal, remainder gravel.
Wheel Span (OMGWS) is greater than 15'
06/24 5696′ ASPHALT. PCN 8/F/B/
(4.5m).
830(120PSI)/T. TORA 06 5695′. TORA 24
Ultralight circuit operations at 500' AAL. 5695′. LDA 06 5695′. LDA 24 5695′. TODA 06
Jet A1 heli refuel parking grass only. 5892′. TODA 24 5892′. ASDA 06 5695′. ASDA
Heli circuit operations at 500' AAL. 24 5695′. RL. PORT-RL. Pilot Controlled Light-
Heli operations from Eastern Apron. ing.
Heli training S/W corner of AD. Bird and animal hazard exists.
F-3, Jet A-1.
Due to grades on Rwy 06/24, the opposite ends 4150′. ASDA 14 3953′. ASDA 32 3953′. RL.
of the Rwy are not visibile when take-off. Man- Pilot Controlled Lighting.
datory CTAF broadcast required before opera- ATND SKD H24.
tions on Rwy. Bird and animal hazards exist.
From the Twy holding point, Acft at Thr Rwy 24 All Acft to turn on Rwy 14/32 on Rwy and APN
may not bevisible. with max radius turns. Rwy 14/32 Acft above
Gliding Ops HJ Saturday, Sunday and public 12566LBS (5700KG) to turn on nodes only with
holiday - Winch launched to 3000' (914 m). maximum radius turns.
Model Acft Opr within the AD locality. Sealed stopways unrated pavement for emer-
Fence, height 6' (1.8 m) , on both sides of Rwy. gency useonly. Not available for takeoff or land-
BTN 492' (150 m) and 3117' (950 m) from Thr ing operations.
24. Infringes 14.3% transitional surface. Perimeter security fencing.
F-4, Jet A-1. F-4, Jet A-1.
Chillagoe Clare Valley
1123′ YCGO LLG +10:00 S17 08.4 E144 1120′ YCVA +09:30 S33 42.5 E138 35.0
31.7 Apt Administration 0418 891 205; Mobile 0407
Apt Administration 1300 308 461; aero- 829 584; cvfg@clarevalleyaerodrome.com.au.
dromes@msc.qld.gov.au. ARO 0417 774 633. Ground Services 0412 602 447.
Apt Operator Emergency: 0417 774 633; Fax 09/27 1969′ GRASS.
Emergency: 07 4092 5138. Ground Services 07
17/35 4101′ ASPH/SLD. RL. Pilot Controlled
4094 7108.

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Pacific: Airway Manual

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PACIFIC

Issue Date 17 NOV 22

Regions covered in the E-AWM Pacific coverage are:

AUSTRALIA LAOS SOLOMON IS

NAVDATA CHANGE NOTICES

ENROUTE DATA - PACIFIC

ENROUTE DATA - CHINA

RADIO DATA - AUSTRALIA

RADIO DATA - AUSTRALASIA

RADIO DATA - FAR EAST

Navigation Aids — Vietnam.................................................................................................. 548

METEOROLOGY DATA - FAR EAST

TABLES AND CODES

AIR TRAFFIC CONTROL

ATS Surveillance Services and Procedures....................................................................... 1058

STATE RULES AND PROCEDURES - PACIFIC

STATE RULES AND PROCEDURES - FAR EAST

Entry, Transit and Departure of Passengers and Crew...................................................... 1449

STATE RULES AND PROCEDURES - PACIFIC

STATE RULES AND PROCEDURES - FAR EAST

EMERGENCY PROCEDURES - PACIFIC

STATE RULES AND PROCEDURES - PACIFIC

EMERGENCY PROCEDURES - FAR EAST

STATE RULES AND PROCEDURES - FAR EAST

AIRPORT DATA - AUSTRALIA

AIRPORT DATA - PACIFIC

AIRPORT DATA - FAR EAST

DME/GNSS Arrival Procedures.......................................................................................... 2518

Chart Change Notices

ENROUTE CHARTS TEMPORARY FIRING EXERCISES by the

CAMBODIA VOR 183°/(003°), 29 NM. FE H/L-1, FE H/

HAWAII OMBES RNAV CRP (N02 16.7 E100 10.5)

DANGER AREA NZ(D)-024 withdrawn (NE part NIUE

CENTRAL-SOUTH: Encompassing the Cen- SW of Clark (CIA) VOR . Altitudes:

KHABAROVSK CTA lower limit 9500' (N62 SOLOMON IS

W26 ISBEL renamed KADAV (N16 E098). Eff TONGA

JAPAN Batam, Indonesia, (Hang Nadim), (10-3A) Pro-

ENROUTE CHARTS TEMPORARY FIRING EXERCISES by the

N507 withdrawn HAMND to RNDER (N48 AUSTRALIA

RESTRICTED AREA YM(R)-502 redesig 1500-2500. A circle of 30 NM centered on

HAWAII OMBES RNAV CRP (N02 16.7 E100 10.5)

DANGER AREA NZ(D)-024 withdrawn (NE part NIUE

CENTRAL-SOUTH: Encompassing the Cen- SW of Clark (CIA) VOR . Altitudes:

KHABAROVSK CTA lower limit 9500' (N62 SOLOMON IS

W26 ISBEL renamed KADAV (N16 E098). Eff TONGA

ENROUTE GRAPHIC CHART CHANGE NOTICES PACIFIC

ENROUTE CHARTS G459 ATERA renamed SOVRO (S10 E140).

TEMPL HLDG withdrawn (S37 E144). YMML. BRISBANE FIR

Forecast Terminal QNH should read MDA(H)

NavData Change Notices

FOR NavData BASE

GENERAL PATTANI Pattani (PT) NDB 201 KHz remains

JAPAN (WWT) due to unserviceability of Tsuiki

KOREA RKTH, Pohang Aero

From 1501UTC 10 MAR 2022 to 2259UTC 27 VTUK, Khon Kaen

FOR NavData BASE

NAVAID (2132m), ASDA 6796' (2072m), LDA 6478'

MALAYSIA ODOGA 1 [ODOGA1], RUKVI 1 [RUKVI1],

PAPUA NEW GUINEA

Enroute Data - General

REMOTE GROUND STATIONS

REMOTE GROUND STATIONS

DRB Derby, Australia MD Manado (Ratulangi), Indonesia UP Makassar (Sultan Hasanuddin),