MOORABBIN CLASS D RADIO PHRASEOLOGY AND PROCEDURES

Safety

24/08/2016


MOORABBIN CLASS D RADIO PHRASEOLOGY AND PROCEDURES

Important notes

  1. The information in this document does not contain all relevant details for operation in Moorabbin class D airspace. Refer to AIP/Jeppesen, ERSA, aeronautical charts and NOTAMs for detailed operational information.
  2. Class D ATC do not provide a separation service for VFR aircraft. ATC provides traffic information and sequencing instructions to manage the high-volume traffic flow into and out of the control zone.
  3. The Pilot in Command of a VFR aircraft is responsible for separation from other aircraft, that is, to see and avoid other aircraft. Special provisions apply to approved Special VFR flights in conditions of reduced visibility.

Moorabbin frequencies:

ATIS Moorabbin ATIS 120.9 (or 398 ADF)
SMC Moorabbin Ground  119.9 (Re-transmitted on 135.7 outside tower hours)
TWR Moorabbin Tower (East) 118.1
TWR Moorabbin Tower (West) 123.0
Beyond 3 nm from Moorabbin: 135.7 (FIA – Melbourne Centre)

 
 
 
 
 
Departures
Requesting start approval and taxi clearance
Start clearance is required for circuit operations and non-standard operations within the Moorabbin control zone. See ERSA. Circuit booking system is available, to book circuit operations. See www.vic.bookawk.com
Listen to ATIS before commencing taxi.
Maintain listening watch on Moorabbin ground frequency when operating on the manoeuvring and apron areas. See chart for manoeuvring and apron areas.
Clearance is required to enter the manoeuvring area. Obtain a taxi clearance if taxiway A is required to be used to taxi to the run-up bays. See chart for manoeuvring area
An explicit directed clearance is required to: cross, enter, line-up, backtrack, hold or take-off from a runway.
Give way to aircraft on an approach to land when taxiing through the undershoot area of a runway.
Give way to aircraft as required by CAR 160 – 166E.
Do not accept right of way if a risk of collision exists.
Look out in both directions before entering a runway and do not enter or cross a runway if a risk of collision exists.
Display strobe lights before entering a runway.

Ready report
Stop short of the holding point and gable markers of the runway until issued with a clearance to line-up or take-off.
Position the aircraft to afford a clear view of the approach path.
Do not enter the runway if a risk of collision exists.
Squawk code 3000 on mode C (ALT). CONFIRM CORRECT FREQUENCY SET
Pilot reporting ready for departure: “Moorabbin tower, [call-sign] (circuit leg for departure) for the training area/circuits/via 1st tracking point, (student solo), ready (holding point designator) runway (number left/right)”

If the runway number left/right is included in a clearance or instruction it must be included in the pilot’s readback.
Display strobe lights before entering the runway.
Do not hold on the runway before take-off unless approved to by ATC.
Do not back-track on the runway before take-off unless approved to by ATC.
Depart on the nominated leg of the circuit and climb to 2000 feet or higher, cloud permitting. Do not climb above 2500 within 3 nm of Moorabbin. See ERSA. Advise “oblique (departure leg)” if required.
Comply with the ERSA upwind departure procedure for 17 right. Turn slightly left south of Woodland Golf Course to parallel the coast, remaining over land, until abeam Carrum to avoid inbound traffic and runway 17 left departures.
Depart on crosswind for runway 17 left to avoid conflict with 17 right departures.
Depart on extended downwind (over water) for runway 35 left.
Comply with noise abatement procedures. Maintain upwind runway 17 right until South of Woodland Golf Course departing to the North or to the West. Maintain upwind runway 31 left until over the Kingston Centre. See ERSA.
At 6 nm Squawk code 1200 on mode C (ALT.) (Please note this is APTA recommended procedure only)
Maintain listening watch on Moorabbin Tower frequency until 6 nm. Maintain listening watch on Melbourne Centre 135.7 as early as is practical.
Avoid departure tracks that conflict with VFR approach and reporting points.
 
Arrivals
Inbound report
Proceed to recommended VFR reporting point at 1500 feet, cloud permitting. Squawk code 3000 on mode C (ALT)
If special VFR is required, include “request special VFR due cloud/visibility/cloud and visibility” in the inbound report.
Comply with the special joining procedures from Carrum when runway 17 or 35 is active. Remain over water until established in the western circuit. See ERSA.
Pilots must give a down-wind report when starting down-wind leg. The down-wind report should normally be given in the position where an aircraft would normally turn onto down-wind during circuit operations. AIP ENR 1.1 14.4
If frequency congestion prevents the downwind report from being made starting downwind leg, you must report mid-downwind or late-downwind as appropriate.
Join oblique down-wind requires an aircraft to fly from its present position direct to the end of the normal down-wind leg for the runway instructed to join.

Enter the Moorabbin Control Zone, 3 nm Moorabbin, at 1000 feet altitude
You may not be given a clearance
If you cannot establish two-way communications with ATC, or you receive an instruction to remain outside class D airspace, do not enter the class D control zone until a clearance is received.

Overfly instruction

Maintain 1500, over-fly the centre of the field and report overhead on the frequency given.

Upwind join

Maintain 1500, Join upwind and report joining upwind. Caution: do not drift into the opposite circuit.

From overhead you will be Cleared Visual Approach and issued circuit joining instructions.
Do not commence descent until you have been Cleared Visual Approach.
Report joining downwind. If frequency congestion prevents the downwind report from being made mid-downwind you must report late-downwind as appropriate.

Abbreviated clearances
Acknowledgement by ATC with your call sign establishes two-way communication with ATC. This is a clearance to enter the control zone at circuit height and to join the appropriate leg of the circuit for an approach to land on the ATIS nominated runway in use.
Downwind report
Pilots must give a down-wind report if joining the circuit on down-wind leg. If frequency congestion prevents the downwind report from being made starting downwind leg, you must report mid-downwind or late-downwind as appropriate.

Landing clearance
Do not land unless you have been cleared to land.
If a landing clearance has not been issued or it is not safe to land, commence a go-round procedure at once.
Pilot initiated go-round

Accepting a go-round instruction or a landing clearance

If the runway number left/right is included in a clearance or instruction it must be included in the pilot’s readback.
A go-round requires the pilot to commence a climb immediately, track clear of other traffic, position the aircraft onto the live side and parallel to the runway and re-join the circuit from the up-wind leg.
After landing, promptly vacate the runway when it is safe to do so.
Do not hold on the runway after landing unless approved to by ATC.
Do not back-track on the runway after landing unless approved to by ATC.
A landing clearance is a clearance to land on a nominated runway and to cross any runways that intersect the landing runway.
Exiting the runway onto a non-active runway
Do not exit the active runway onto a non-active runway unless instructed or a request by a pilot to exit onto a non-active runway has been approved by ATC.

Obtaining a taxi clearance after landing to APTA parking
After landing, exit the runway on the first available taxiway after slowing to a safe speed, taxi clear of the runway, past the holding point lines and gable markers. Consider taxiing beyond the holding point line sufficient distance to permit following aircraft to taxi clear of the runway behind you.

If exiting onto a non-active runway

If a taxi limit is imposed

If no taxi limit is imposed

 Look out in both directions before entering a runway.
Do not enter or cross a runway if a risk of collision exists.
Display strobe lights before entering a runway.
 
Flying the Circuit
Report turning downwind with intentions. See ERSA.

If frequency congestion prevents the downwind report from being made starting downwind leg, you must report mid-downwind or late-downwind as appropriate.
 
Communication Difficulties
If you have not clearly received an instruction from ATC, request the controller to repeat the instruction. Include the phrase “more slowly” if required.

If you do not understand an ATC instruction or are unable to comply with an instruction, inform ATC immediately. Use the word “confirm” to seek clarification on an instruction. Use the word “unable” to indicate that you are unable to comply with an instruction.
If you have been given traffic to follow or to give way to, allow time to locate the traffic before reporting that it has not been sighted. Use the words “negative traffic” or “traffic not sighted” if you cannot see the traffic you have been instructed to follow or to give way to.
 
Resources and educational material available to pilots
Airservices Australia Homepage; Pilot and Airside Safety contains useful information.
 
Operating in Class D airspace
http://www.airservicesaustralia.com/wp-content/uploads/Safety-Net-Operating-in-Class-D-Airspace.pdf
 
Avoiding Runway Incursions
Pilots guide to runway safety booklet
http://www.airservicesaustralia.com/wp-content/uploads/Pilots_Guide_to_Runway_Safety.pdf
 
Tips to avoid runway incursions
http://www.airservicesaustralia.com/wp-content/uploads/Tips-to-avoid-runway-incursion.pdf
 
Moorabbin aerodrome runway incursion hot spots
http://www.airservicesaustralia.com/wp-content/uploads/runway_incursion_hotspots_moorabbin.pdf
 
Civil Aviation Safety Authority (CASA); Visual Pilot Guides, ON-Track
https://www.casa.gov.au/education/standard-page/ontrack
 

Guide Only – Not for Operational Use

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