CTAF changes continue

o no longer be prohibited and to allow non-into wind runway use when the aircraft flight manual permits. To withdraw the requirement for an aircraft to be on final at the 500 metre mark, carriage of a serviceable VHF radio no longer required when conducting a straight in approach, at non-radio required airports and a reduction in the minimum distance for straight in approaches from 5 miles to not less than 3 miles. CASA is looking to mandate some radio work in the new proposals.

Given that the vast majority of regional airports are CTAFs, not CTAF(R)s these proposals have wide reaching ramifications. It is also apparent that the procedures at non-towered airports are going to be continually changed as the years roll on.

“If CTAF procedures are to be continually changed, how can one expect all pilots to be on top of the latest requirements?”

Four years have passed and one still hears pilots using the pre 11/2005 expression “All stations” as the introduction to their radio calls. If CTAF changes are to be continually changed how can one expect all pilots to be on top of the latest requirements, even if they are only recommended? Indeed it has got to the stage where sections of CASA have differing views of what is required. The AIP was updated on November 19 and the new issue of the Visual Flight Guide (VFG) was released on November 25. The AIP states that the CTAF circuit height for ultralight aircraft and helicopters is 500’. The previous and new on-line edition of the VFG both state that the circuit height for helicopters is 800’. That circuit height puts the helicopter pilot above what is know as dead mans curve, an area to be avoided in the case of an engine failure and subsequent autorotation landing. The VFG is supposed to be taken from the AIP which in turn is the bible for airmen to follow. The 800’ altitude seems the safer circuit height but it is not in the AIP.

Another anomaly is that of the CTAF non-standard circuit departure details. The AIP states one should make a non-standard turn (i.e. right hand) at least 1,500’ above the aerodrome while the VFG has the added requirement of at least 3 nm from the aerodrome. Which is right?

In looking at the proposed CTAF procedure changes it would appear that some are only to legalise what has been going on for years. One example being that it is not unknown for regionals to land down wind for time and turn-off considerations. This can be very confusing for inbound traffic to hear a certain runway in use, set up to land on that runway and then find it is down wind.

The base and final leg entry will create a problem for some. Do we expect the fellow joining on those legs to give way to the pilot conducting a normal circuit?

The changes, however brought in, will no doubt leave the non-professional pilot with a variety of procedures to ponder over. For instructors trying to impart this weeks changes one can only wish them good luck.

FLIGHT WATCH R.I.P.

The November issue of the ERSA book said it all in that the Flight Watch Flight Information Service (FIS) had, to all intents, gone forever. While the ERSA says that Flight Watch is still available on HF that is in reality only for the guys flying HF radio equipped aircraft, typically around the outback top end of the country.

It was convenient to be able to cancel or extend your sartime in the air, give diversion details or pick up weather data from Flight Watch. The requirement now is to pass or request those details from the local ATC centre using the buzz words Flight Watch except that a Sartime cancellation of a non-full reporting aircraft will normally be done by telephone. The service is not quite the same. Air Services points out that FIS is provided subject to normal ATC priorities and on a “first come-first served” basis. Experience would show that a VFR light aircraft, not being an IFR charter or RPT aircraft, will experience a lower level of service compared to the others.

Air Services gave us Flight Watch and said use it and don’t bother the boys on the centre frequencies. Then Air Services said we are dispensing with Flight Watch and you are now to use the centre frequencies. The never ending game of give and take continues and we as pilots are expected to just go with the ebb and flow of the changing tide.

Flight Watch. I knew it well. May it Rest in Peace.

Contact Dave by email at [email protected]