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• a separate glider runway strip parallel to and spaced away from the existing runway
strip (parallel runways), using contra-circuit procedures.
Details of the gliding operation are published in the ERSA entry for the aerodrome.
When procedures are changed for intensive short-term activity, a NOTAM will be
issued.
Where dual or parallel runways are established, the glider runway strip will conform
to normal movement area standards, but will be marked by conspicuous markers of a
colour other than white. Glider runway strips must not be used except by gliders, tug
aircraft and other authorised aircraft.
Where a single runway is established and gliders operate within the runway strip, the
runway strip markers may be moved outwards to incorporate the glider runway strip.
Glider movement and parking areas are established outside of the runway strips.
When the glider runway strip is occupied by a tug aircraft or glider, the runway is
deemed to be occupied. Aircraft using the runway may, however, commence their
take-off run from a position ahead of a stationary glider or tug aircraft.
Except for gliders approaching to land, powered aircraft have priority in the use of
runways, taxiways and aprons where a single runway or dual runway operation is
established.
At the locations where parallel runways exist and contra-circuit procedures apply,
operations on the two parallel runways by aircraft below 5,700KG MTOW may be
conducted independently in VMC by day. Aircraft must not operate within the
opposing circuit area below 1,500FT AGL, but should join their circuit upwind over the
runway at 1,500FT or downwind at 1000FT. Aircraft should ascertain the runway
direction in use as early as possible and conform to that pattern.
A crossing runway should only be used when operationally necessary, and traffic using
the crossing runway should avoid conflicting with the established circuit;
eg, by remaining below it, or using a long final, or not turning after take-off until well
clear.
At aerodromes other than for which contra-circuits are prescribed, gliders are generally
required to conform to the established circuit direction. However, unforeseen
circumstances may occasionally compel a glider to execute a non-standard pattern,
including use of the opposite circuit direction in extreme cases.
268
Civil Aviation Safety Authority Australia
OPERATIONS
09/2001
3
GLIDING
SECTION
AERIAL SPORTING AND
RECREATIONAL ACTIVITIES
At licensed aerodromes a VHF listening watch on the MBZ frequency or CTAF is
maintained during aerotow launching by the tug pilot, and during wire launching by
the winch or tow-vehicle driver. The tug pilot or winch/car driver may be able to advise
glider traffic information to inbound or taxiing aircraft.
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 taxis, 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 associated vehicle, whenever the cable is deployed.
Gliders are not permitted to perform aerobatics, including spin training, within 2NM of
a licensed aerodrome below 2,000FT AGL. Gliders are not permitted to perform
continuous 360 degree turns nor to use thermal lift on the live side of a common
circuit area (including the circuit area being used by known traffic on a crossing
runway) unless they monitor the MBZ frequency or CTAF and give way to maintain
adequate separation from other traffic in the circuit area.
PARACHUTING OPERATIONS
GENERAL
Parachutists must not be dropped if descent will result in their entry into cloud.
A broadcast advising the intention to drop parachutists must be made from the drop
aircraft not less than two (2) minutes prior to parachutists exiting the aircraft.
This requirement applies to both relevant frequencies when the landing area is located
in a CTAF or MBZ, or when parachutists descend from controlled airspace into
underlying Class G airspace.
Parachuting Operations in Classes C and D airspace.
Parachutists must not be permitted to exit the aircraft until the pilot has received
a clearance from ATC authorising the descent. This will be phrased as
“[callsign] CLEAR TO DROP”.
Where parachutists will leave classes C or D airspace on descent, the pilot of the
aircraft must broadcast the intention to drop, at least two (2) minutes prior to exit,
on the relevant CTAF, Area VHF or MBZ frequency. Notwithstanding that a drop
clearance may have been issued, the drop must not proceed if replies to this broadcast
(or visual observation) indicate that there is conflicting traffic beneath the CTA. The
　
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