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for GPS, thence parallelling track to abeam the destination and
converging by a semicircle of 30NM (RNAV) or 7NM (GPS)
centred on the destination.
3.10 For Aircraft Flown at Night Under the VFR: the area to be
considered must be:
a. the area specified in para 3.8 or 3.9 for aircraft navigated by
means of a radio navigation system; or
b. within a radius of 10NM from any point along the aircraft’s
nominal track.
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However, the pilot of an aircraft who has positively determined by
visual fix that a critical obstruction has been passed may
nevertheless descend immediately to a lower altitude, provided
that the required obstacle clearance above significant
obstructions ahead of the aircraft is maintained.
3.11 An aircraft must not be flown at night under the VFR, lower than the
published lowest safe altitude or the lowest safe altitude calculated
in accordance with this section except:
a. during take-off and climb in the vicinity of the departure
aerodrome;
b. when the destination aerodrome is in sight and descent can be
made within the prescribed circling area of 3NM radius of the
destination; or
c. when being radar vectored.
4. CONTINGENCY PROCEDURES – AIR TRAFFIC SERVICES
TEMPORARILY NOT AVAILABLE
4.1 Introduction
4.1.1 When Air Traffic Services are temporarily not available in a given
airspace, the procedures contained in the following paragraphs
may be authorised. Operators/pilots are responsible for obtaining
any required changes to their Air Operator’s Certificate (AOC) for
operations in the classes and types of airspace addressed in the
following paragraphs.
4.1.2 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.
4.2 Airspace Over the High Seas Reclassified as Class G
4.2.1 When airspace over the high seas is reclassified as Class G
airspace, the following special procedures apply:
a. To facilitate the integration and segregation of aircraft
operating in this area, a limited ATS route structure will be
notified by NOTAM. Operations must be in accordance with the
published Table of Cruising Levels shown in ICAO Annex 2 and
ENR 1.7, Section 5.
b. Pilots of aircraft fitted with TCAS and transponder equipment
must select the equipment on at all times.
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GEN (GENERAL) A/L 45 effective 24 NOV 05
c. Traffic Information Broadcast by Aircraft (TIBA) procedures
shown in Section 5. must be used to facilitate the exchange of
relevant traffic information.
d. Position reports should be made on the HF frequency
appropriate to the area. This will assist to establish aircraft
positions during recovery from the contingency and the return
to the provision of normal Air Traffic Services.
4.3 Other airspace
4.3.1 Procedures for Class D airspace, existing Class G airspace, and
GAAP Control Zones will be notified either by AIP Supplement or
NOTAM.
4.4 Restricted Airspace Terminal Area
4.4.1 When Class C airspace is designated as restricted airspace
terminal area, approval to operate in this airspace is required from
the administering authority, Airservices Australia.
4.4.2 Entry into restricted airspace terminal areas is subject to receipt of
a slot time from the Contingency Coordinating Committee (CCC).
Telephone and facsimile numbers for the CCC will be promulgated
by NOTAM.
4.4.3 Priority will be given to international operations, scheduled jet
commercial air transport operations, military flights (except
training flights) and other commercial air transport operations.
Operators involved in non-scheduled commercial air transport
operations, general aviation and training flights will not normally be
permitted entry.
4.4.4 Mercy flights and aircraft engaged in SAR, MED, HOSP, FFR or
POLAIR operations that wish to operate within these restricted
areas should contact the CCC.
4.4.5 To facilitate the integration and segregation of departing and
arriving traffic, specific contingency tracking details will be
advised. These tracks are not designed to provide separation;
this is a pilot responsibility. Pilots must comply with route climb
requirements, DME steps and MSA as depicted on the DAP (East
and West) to ensure terrain and obstacle clearance.
4.4.6 Within terminal areas, segregation between arriving and departing
aircraft depends on strict compliance with both scheduled slot
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