Air Navigation Regulations (Amendment) (Cth)
STATUTORY RULES.
REGULATION UNDER THE AIR NAVIGATION ACT 1920-1936.*
I, THE GOVERNOR-GENERAL in and over the
Commonwealth of Australia, acting with the advice of the Federal Executive
Council, hereby make the following Regulation under the
Dated this first day of June , 1937.
Governor-General.
By His Excellency’s Command,
Minister of State for Defence.
AMENDMENT OF AIR NAVIGATION REGULATIONS,
The First Schedule to the Air Navigation Regulations is repealed and the following Schedule inserted in its stead:—
THE FIRST SCHEDULE.
Regulation 64.
RULES AS TO LIGHTS AND SIGNALS AND RULES FOR AIR TRAFFIC.
Part I.—Preliminary.
1.— (1.) In this Schedule, unless the contrary intention appears—
“by day” means between sunrise and sunset;
“by night” means between sunset and sunrise;
“landing” includes alighting on water and “to land” has a corresponding meaning;
“landing area” means that part of an aerodrome which is reserved for the departure and landing of aircraft;
“plane of symmetry” in relation to an aircraft, means the plane of symmetry passing through the longitudinal axis of the aircraft;
“rule” means a rule contained in this Schedule;
“visible”, in relation to lights, means visible on a dark night with a clear atmosphere.
(2.) For the purposes of this Schedule, an aircraft shall be deemed to be—
(
а ) “on the surface of the water” when any part of the aircraft is in contact with the water;(
b ) “under way” if, being in the air or on the surface of the water, it is not moored to the ground or to any fixed object on the land or in the water;(
c ) “making way” if, being under way in the air or on the surface of the water, it has a velocity relative to the air or the water, as the case may be; and(
d ) not “under control” when it is unable to manœuvre as required by the rules contained in this Schedule or by the regulations for preventing collisions at sea.
*
Notified in the
Statutory Rules 1936, No. 156, as amended by Statutory Rules 1936, No. 161, and Statutory Rules 1937, No. 41.
2361.—10/20.5.1937.—Price 8d.
(3.) In this Schedule, unless the contrary intention appears, the prescribed angular limits, as shown in the sketch plan of lights hereunder, shall be determined when the aircraft is in its normal attitude for flying on a rectilinear horizontal course.
SKETCH PLAN OF LIGHTS
(4.) Where any rule in this Schedule contains a provision similar to a provision contained in a rule contained in Annex D to the Convention, but a distance which in the lastmentioned rule is expressed in kilometres, metres or centimetres (as the case may be) is in the firstmentioned rule expressed in miles, feet or inches, an aircraft which, in respect of that distance, complies with the rule in Annex D shall also be deemed to comply with the rule contained in this Schedule.
Part II.—Rules as to Lights and Visual Signals to be Displayed by Aircraft and Sound Signals to be Made by Aircraft.
2.— (1.) The provisions of these rules with respect to lights to be displayed by aircraft shall be complied with in all weathers during the period from sunset to sunrise.
(2.) During such period, no other lights shall be displayed which may be mistaken for the lights required to be displayed in pursuance of this Part.
(3.) The lights required to be displayed shall not be dazzling.
3.— (1.) In the event of the failure of any light which is required by the rules of this Part to be displayed by aircraft in flight, the aircraft concerned shall, if the light cannot immediately be repaired or replaced, land as soon as it can do so without danger.
(2.) Where, owing to the difficulty of producing lamps to meet the requirements of the rules of this Part as regards sector lights, an overlap of these lights is unavoidable, the overlap shall be kept as small as possible, and a light shall be visible in every sector.
4.— (1.) Nothing in the rules contained in this Part shall interfere with the operation of any special rules made by any Contracting State with respect to the additional signal or station lights for military aircraft or aircraft exclusively employed in services such as posts, customs and police of a Contracting State, or aircraft in group formation, or with the exhibition of recognition signals adopted by owners of aircraft, which have been authorized by their respective Governments, and published as required by rule 3 in Annex D to the Convention.
(2) The Minister may, subject to such conditions as lie may stipulate, authorize the carriage of these additional lights on Australian aircraft. The authorization of any such lights shall be published in Notices to Airmen issued by the Board.
5.— (1.) Every mechanically-driven aerodyne, whether in the air or on the landing area of a land aerodrome, shall display lights as prescribed by this rule.
(2.) The aerodyne shall display, on the right side, a green light, fixed so as to show an unbroken light visible at a distance of at least 5 miles throughout a dihedral angle of 110° formed by two vertical planes, one of which is parallel to the plane of symmetry and directed dead ahead, and the other is directed to the right.
(3.) The aerodyne shall display, on the left side, a red light, fixed so as to show an unbroken light visible at a distance of at least 5 miles throughout a dihedral angle of 110° formed by two vertical planes one of which is parallel to the plane of symmetry and directed dead ahead and the other is directed to the left.
(4.) The aerodyne shall display, at the rear, a white light, fixed so as to show astern an unbroken light visible at a distance of at least 3¼ miles throughout a dihedral angle of 140° formed by two vertical planes and bisected by the plane of symmetry.
(5.) In the case where, in order to fulfil the above conditions, the single light has to be replaced by several lights, the field of visibility of each of these lights shall be so limited that only one can be seen at a time.
(6.) In the case of an aerodyne with a maximum span of less than 65 feet, the lights prescribed in this rule may be combined in one or more lamps placed centrally, provided that the requirements of this rule as to color and visibility are fulfilled.
6.— (1.) Every mechanically-driven aerodyne under way on the surface of the water shall display lights as prescribed by this rule.
(2.) If the aerodyne is under control, and is not being towed, the aerodyne shall display the lights as specified in rule 5 and in addition, forward, a white light fixed so as to show forward an unbroken light visible at a distance of at least 3¼ miles throughout a dihedral angle of 220° formed by two vertical planes and bisected by the plane of symmetry.
(3.) If the aerodyne is being towed, the aerodyne shall display the lights specified in rule 5.
(4.) If the aerodyne is not under control, the aerodyne shall display two red lights, placed where they can best be seen, one vertically over the other not less than 3 1/2 feet apart and both visible so far as practicable all round the horizon at a distance of at least 2 miles and, in addition—
(
a ) if it is making way, the lights specified in rule 5; or(
b ) if it is not making way, the light specified in sub-rule (4.) of rule 5.
(5.) If the aerodyne is towing another aerodyne, the towing aerodyne shall display the lights specified in rule 5 and in addition, forward, two white lights placed where they can best be seen, one vertically over the other, not less than 6 feet apart, and visible at a distance of at least 3¼ miles throughout a dihedral angle of 220° formed by two vertical planes and bisected by the plane of symmetry.
7.—(1.) Every mechanically-driven aerodyne, whether at anchor or moored on the surface of the water, shall display lights as prescribed by this rule.
(2.) In every case, the aerodyne shall display, forward centrally where it can best be seen, a white light, visible all round the horizon at a distance of at least 1¼ miles.
(3.) If the aircraft is 147 feet or upwards in length, the aircraft shall display a white light at or near its stern at a lower height than the forward light, and visible all round the horizon at a distance of at least 1¼ miles.
(4.) If the maximum lateral dimension of the aircraft is 147 feet or more, the aircraft shall display, in addition to any other lights required by this rule, a white light on each side placed in such a manner as to demarcate the maximum lateral dimension of the aircraft, and visible so far as practicable all round the horizon at a distance of at least 1¼ miles.
8. In all cases in which, under the rules contained in this Part mechanically driven aerodynes are required to display lights, gliders shall display a red light visible so far as practicable in all directions.
9. A free balloon shall display a red light placed at least 16½ and at most 32 feet below the basket and visible, so far as practicable in all directions, at a distance of at least 2½ miles.
10.— (1.) A captive balloon or a kite, when flown at an altitude exceeding 196 feet above the ground, or at any altitude if it is less than 3 miles from an aerodrome or from a recognized air route, shall display a white light placed 13 feet vertically above a red light, these lights being visible so far as practicable in all directions at a distance of at least 2½ miles. The white fight shall be placed at least 16½ and at most 32 feet below the basket or, if there is no basket, below the lowest part of the balloon or kite.
(2.) In addition to the lights specified in sub-rule (1.) of this rule, there shall be displayed, from the mooring cable, at intervals of 1,000 feet measured from the group of two lights prescribed in that sub-rule, similar groups of two lights, white and red. If the lowest group of lights is obscured by clouds, one additional group shall be displayed below the cloud base.
(3.) The position of the object to which the balloon or kite is moored on the ground shall in addition be marked by a group of three flashing lights arranged on a horizontal plane at the apexes of a triangle approximately equilateral and measuring at least 83 feet on each side. The side of this triangle, perpendicular to the horizontal projection of the cable, shall be delimited by two red lights; the third light shall be a green light placed opposite the direction of the cable.
(4.) By day, the mooring cable of a captive balloon shall have attached to it at intervals of not more than 650 feet measured from the basket or, if there is no basket, from the lowest part of the balloon, tubular streamers not less than 16 inches in diameter and 7 feet long, and marked with alternate bands of white and red, 20 inches in width.
(5.) By day, the mooring cable of a kite shall be marked—
(
a ) in the manner prescribed in the last preceding sub-rule for the mooring cable of a captive balloon; or(
b ) by streamers of stout paper at intervals of 330 feet measured from the lowest part of the kite, the streamers being at least 32 inches long and at least one foot wide at their widest part and marked with alternate bands, 4 inches in width, of white and red.
(6.) By way of exception to the provisions of this rule, the Board may authorize captive balloons and kites used for meteorological observations, which, owing to their insufficient static lift, cannot display the lights and signals prescribed in this rule, to be flown, but only over areas which are notified as danger areas in Notices to Airmen issued by the Board. In every case the position of the object to which the balloon or kite is moored to the ground shall be marked as provided for in sub-rule (3.) of this rule.
11.—(1.) Except as provided in rule 12, an airship when under way shall display lights as prescribed by this rule.
(2.) The airship shall display, forward, a white light, fixed so as to show forward an unbroken light visible at a distance of at least 5 miles throughout a dihedral angle of 220 formed by two vertical planes and bisected by the plane of symmetry.
(3.) The airship shall display, on the right side, a green light, fixed so as to show an unbroken light visible at a distance of at least 5 miles throughout a dihedral angle of 110 formed by two vertical planes, one of which planes is parallel to the plane of symmetry and directed dead ahead, and the other is directed to the right.
(4.) On the left side, the airship shall display a red light, fixed so as to show an unbroken light visible at a distance of at least 5 miles throughout a dihedral angle of 110° formed by two vertical planes, one of which planes is parallel to the plane of symmetry, and directed dead ahead, and the other is directed to the left.
(5.) At the rear, the airship shall display a white light fixed so as to show astern an unbroken light visible at a distance of at least 3¼ miles throughout a dihedral angle of 140 formed by two vertical planes and bisected by the plane of symmetry.
(6.). In the case where, in order to fulfil the requirements of this rule, the single light has to be replaced by several lights, the field of visibility of each of these lights shall be so limited that only one can be seen at a time.
12.— (1.) An airship which is under way, and which is not under control, or which has voluntarily stopped its engines, or which is being towed, shall display the forward and rear lights specified in sub-rules (2.) and (5.) of rule 11 and, in addition, below the airship, two red lights placed one vertically below the
other, 13 feet apart, the top light being 26 feet below the control car and both visible, so far as practicable, in all directions at a distance of not less than 2½ miles.
(2.) In addition to the lights specified in the last preceding sub-rule, the airship shall, if making way, but not otherwise, display the side lights specified in sub-rules (3.) and (4.) of rule 11.
(3.) By day, the airship shall display two black balls or shapes, each at least 24 inches in diameter placed one vertically below the other 13 feet apart, the upper one being 26 feet below the control car, and both visible so far as practicable in all directions. Where necessary to comply with these conditions, these signals may be duplicated.
13.— (1.) An airship when moored to a mooring mast shall display at or near the rear a white light visible so far as practicable in all directions at a distance of at least 3¼ miles.
(2.) Every airship moored to the ground or the surface of the water by a cable shall display forward the white light specified in sub-rule (2.) of rule 11, and at the rear, the white light specified in sub-rule (5.) of rule 11. In addition, the airship and the mooring cable shall be lighted or marked in accordance with the requirements of rule 10 for a captive balloon.
(3.) An airship while picking up its moorings shall, although under way and not being under control, display only the lights specified in rule 11, until it is finally made fast.
14. In fog, mist, falling snow or heavy rainstorm, whether by day or night, an aircraft on the water shall make the following sound signals:—
(
a ) If not anchored or moored, a sound at intervals of not more than two minutes, consisting of two blasts of about five seconds’ duration with an interval of about one second between them; or(
b ) If at anchor or moored, the rapid ringing of an efficient bell or gong for about five seconds, at intervals of not more than one minute.
Part III.—Rules as to Ground Markings and Signalling.
15. The ground markings, lights and signals mentioned ill this Part shall not be used to indicate any fact other than those mentioned in this Part.
16. At every land aerodrome open to public use, the following requirements shall be complied with:—
(1) The boundaries of the landing area shall, by means of suitable markings, be rendered clearly visible both to aircraft in the air and to aircraft manœuvring on the landing area.
(2) A marking in the form of a circle shall be placed oil or near the centre of the landing area.
(3) All obstructions existing on the landing area shall be clearly marked.
(4) In the event of any part of the marked landing area becoming unfit for use, the part unfit for use shall be delimited by clearly visible ground markings or flags.
17. At every aerodrome open to public use the following requirements shall be complied with:—
(1) The direction of the wind at the landing area shall be clearly indicated by one or more of the following methods, namely, a landing T, conical streamer (wind sleeve) or smudge fire indicating wind direction.
(2) If there is a landing T—
(
a ) it shall indicate the compulsory direction for landing and taking-off, even should such direction not correspond to the direction of the wind;(
b ) normally, the landing T shall be so placed that the shaft of the T lies along the direction of the wind, with the cross arm set at that end of the shaft from which the wind is blowing;(
c ) in the event of there being no wind or a slight irregular wind, the landing T may be fixed in the direction in which landing or departure is to be made, and the fact that it is fixed shall be signalled by the presence of a ball, mounted on a mast on the signal area and clearly visible both to aircraft in flight and to those manœuvring on the landing area.(3) When, by way of exception, at certain aerodromes the landing area is, with the approval of the Board, to be regarded as divided into two approximately equal zones, one for departure and the other for landing, as provided for in rule 57 of this Schedule, this special arrangement shall be indicated by a full star of five points (constituted by a regular non-convex pentagon which could be inscribed in a circle of not less than 50 feet diameter) as illustrated below—
(4) When, in conformity with rule 49 of this Schedule, the Board, in respect of any specified aerodrome, temporarily suspends, either wholly or in part, the application of the rules contained in Part VI. of this Schedule, such suspension shall be indicated by a red square panel, placed horizontally, each side of which measures at least ten feet, as illustrated below—
(5) If, during this temporary suspension of the rules it is prescribed in addition that circuits outside the landing area and those for taking off and landing, which are referred to in rule 51 and rule 55 of this Schedule, must be right-handed, the red square panel, prescribed in paragraph (4) of this rule shall, along two of its sides be bordered by a red rectangular panel at least 3½ feet in width, separated from the central panel by at least 3½ feet. At the extremity of one of the rectangular panels shall be placed a red triangle so as to indicate that the direction of the circuit must be right-handed, as illustrated below—
Provided that if the only object of this temporary suspension of the rules is that the circuits outside the landing area and those for taking off and landing must be right-handed, the red square panel shall not be displayed.
(6) When special circumstances call for a prohibition to land liable to be prolonged, the fact shall be indicated by a red square panel, placed horizontally, each side of which measures at least 10 feet and the diagonals of which are covered by yellow strips at least 20 inches in width, arranged in the form of an X, as illustrated below—
(7) When the bad state of the landing area or any other reason calls for the observance of certain precautions in landing, that fact may be indicated by a red square panel, placed horizontally, each side of which measures at least 10 feet and one of the diagonals of which is covered by a yellow strip at least 20 inches in width, as illustrated below—
(8) When a landing by means of a radioelectric guide is taking place, that fact may be signalled by hoisting on a mast a yellow triangular equilateral pyramid, each side of which measures at least 7 feet, as illustrated below—
(9) The use of the signals provided for in paragraphs (6), (7) and (8) of this rule is optional.
(10). The signals mentioned in this rule shall be placed, so far as practicable, in a special part of the aerodrome selected as a signal area; by way of exception, the wind indicators and the landing T referred to in paragraphs (1) and (2) of this rule may be located elsewhere on the aerodrome.
18. At every aerodrome open to public use during periods of poor visibility, the lights existing on the landing area for night lighting shall be operated by day whenever possible and in so far as necessary.
19. At every aerodrome open to public use and used for night flying, the following provisions shall apply during the working hours of the night service:—
(
а ) As to dangerous lights—Lights, which might endanger the safety of aircraft, whether by reason of glare, or by causing confusion with or preventing clear visual reception of the lights or signals prescribed in this Schedule, shall not be exhibited at or in the neighborhood of an aerodrome.
(
b ) As to aerodrome beacon—The position of the aerodrome may be indicated by a luminous beacon.
20. At every land aerodrome open to public use and used for night flying, the following provisions shall apply during the working hours of the night service: —
(
а ) As to lighting or obstructions—Fixed red lights shall be exhibited—
(i) on all obstructions within the landing area which constitute a danger to aircraft moving on the landing area;
(ii) as far as possible, on all obstructions within 1,100 yards of the boundary of the landing area and constituting a danger to aircraft approaching or leaving the aerodrome in a normal manner. Where it is not possible to exhibit fixed red lights on such obstructions, the horizontal projection and the centre of the obstruction shall, as far as possible, be clearly indicated by synchronized red flashing or occulting lights, placed on a level with or near to the ground.
(
b ) As to lighting of landing T and of wind indicators—The landing T, if used, and at least one of the wind indicators, shall be illuminated with fixed lighting, preferably white.
(
c ) As to lighting of signals—The signals displayed in the signal area shall be suitably illuminated.
(
d ) As to lighting of landing area—The landing area or the part of the landing area on which landings should be made shall be illuminated during landing manœuvres either by—
(i) a floodlight or floodlight system; or
(ii) one of the following methods: —
First method.—A line of lights spaced 55 yards apart shall be placed on the ground, consisting of a central section of six white lights to indicate that landings should be made on the adjacent portion of the landing area and on either side of this line. Two green lights shall be placed at one end and two red lights at the other end of the line of white lights to indicate that landings should be made from the direction of the green lights towards the red lights.
Second method.—Lights shall be placed on the ground in the form of a T, the shaft of which shall be composed of at least four lights in a line not less than shall, length. The light at the foot of the T shall indicate the place where the aerodyne should first make contact with the ground and the cross arm of the T shall indicate the place where it should finish its run. Landings may be made on either side of the long arm of the T, but always parallel to that arm: Provided that, in the event of the area situated on either side of the shaft of the T becoming obstructed the light indicating the cross arm of the T on that side shall be removed and landing shall be effected on the opposite side.
The direction of landing and take-off shall be given by the two alternative methods referred to above. The landing T shall not therefore, be used.
(
e ) As to approach lighting—The most favorable sectors of approach to the landing area may be indicated by green lights.
(
f ) As to boundary lighting—The boundary of the landing area shall be marked by fixed yellow orange lights, normally laid out 110 yards apart:
Provided that—
(i) when there are obstructions on the boundary of the landing area, the lights serving to mark such obstructions may take the place of boundary lights;
(ii) when the boundary lights are in the form of strips the colour may be red;
(iii) when local conditions render unavoidable the use of gas boundary lights they may be given an intermittent character;
(iv) when the boundary of the landing area cannot be marked, only the extremities of such landing area between which aircraft may move without danger shall be indicated by fixed yellow-orange lights.
21. At every water aerodrome open to public use and used for night flying, the provisions of rule 20 of this Part shall apply, except in cases where compliance therewith is obviously impossible.
22. The following general provisions shall apply to all distress, urgency and safety signals:—
(
a ) The signals in this Division shall be transmitted only with the authorization of the commander or person responsible for the aircraft.(
b ) When these signals are sent by radiotelegraphy or radiotelephony, the group or spoken expression shall be sent three times and followed by the group DE and the call-sign, also sent three times, of the aircraft winch sends it. In the case of “safety” messages, the frequency to be employed is that for “distress” messages.
23. When an aircraft is threatened by grave and imminent danger and requests immediate assistance, the following signals shall be used or displayed, either together or separately, before the sending of a message:—
(
a ) By radiotelegraphy, the signal SOS (---— — — --- ).(When this signal is sent by radiotelegraphy on 500 kc/s (600 m.), it shall, when possible, in order to be received by automatic maritime apparatus, be followed by the automatic alarm signal consisting of a series of twelve dashes of four seconds each, separated by an interval of one second.)
(
b ) By radiotelephony, the spoken expression “Mayday” (corresponding to the French pronunciation of the expression “m’aider”).(
c ) By visual signalling—(i) The signal SOS (--- — — — ---) made with signaling apparatus;
(ii) A succession of red pyrotechnical lights fired at short intervals;
(iii) The two-flag signal corresponding to the letters NC of the International Code of Signals;
(iv) The distant signal, consisting of a square flag having, either above or below it, a ball or anything resembling a ball.
(
d ) By sound signalling—(i) The signal SOS (---— — — ---) made with any sound apparatus;
(ii) A continuous sounding with any sound apparatus.
The signals referred to in
sub-paragraphs (iii) and (iv) of paragraph (
24.— (1.) When an aircraft wishes to give notice of difficulties which compel it to land without requiring immediate assistance, the following signals shall be used, either together or separately, before the sending of a message:—
(
а ) By radiotelegraphy, the group PAN (-— —- -— —- ) sent with the letters well separated so that the signals A N may not be transformed into one signal P.(
b ) By radiotelephony:—(i) The spoken expression PAN (corresponding to the French pronunciation of the word “panne”);
(ii) in cases where, owing to the rapidity of the manœuvres to be credited, the aircraft is unable to transient the intended message by radiotelegraphy or radiotelephony, the signal PAN not followed by a message retains this meaning.
(
c ) By visual signalling—(i) by day, a succession of white pyrotechnical lights;
(ii) by night, a succession of white pyrotechnical lights or a succession of short and intermittent flashes with the navigation lights.
(2.) When an aircraft has a very urgent message to transmit concerning its own safety or that of an aircraft, ship or other vehicle, or the safety of any person on board or within sight the following signals, which as general rule should be addressed to a specific authority, shall be used, either together or separately, before the sending of the message:—
(
a ) By radiotelegraphy, the group XXX (—--— —--— —--— ) with the letters of each group and the successive groups clearly separated from each other;(
b ) By visual signalling, a succession of green pyrotechnical lights, or a succession of green flashes made with signalling apparatus.
25. When an aircraft is about to transmit a message concerning the safety of navigation or giving important meteorological warnings, the following signals shall be used, either together or separately, before the sending of a message:——
(
a ) By radiotelegraphy, the group TTT (— — —), with the letters of each group and the successive groups clearly separated from each other.(
b ) By radiotelephony, the French word “Securite” (corresponding to the English pronunciation of the syllables Say-cure-e-tay ).(
c ) By visual signalling, the International visual signalling procedure, by signalling apparatus or flags.
26.—(1.) At aerodromes open to public use, when there is an officer controlling the traffic, the provisions of this rule shall apply.
(2.) By day and by night the officer controlling the traffic shall except as permitted by sub-rule (3.) of this rule, use the following visual signals:—
(
a ) To authorize movement on the landing area, other than authorization to take-off, the officer controlling the traffic shall direct at the aircraft an intermittent white luminous beam;(
b ) To authorize taking off the officer controlling the traffic shall direct at the aircraft a continuous white luminous beam;(
c ) To prohibit taking off or any movement on the landing area the officer controlling the traffic shall direct at the aircraft an intermittent red luminous beam;(
d ) The signals referred to in paragraphs (a ), (b ) and (c ) of this sub-rule may be preceded by the last three letters of the registration group of the aircraft to which the signal is addressed; these three letters shall be sent in the International Morse Code, by using a luminous beam of the same colour as the signal which is to be sent.
(3.) By day, when there is an officer controlling the traffic, he may use the following signals:—
(
a ) To authorize movement on the landing area, other than authorization to take off, he shall wave a small white flag in the direction to be followed, as shown in the diagram below:—(
b ) To authorize taking off, he shall lower a small white flag in the direction of taking off, as shown in the diagram below:—(
c ) To prohibit taking-off or movement towards the taking-off point, he shall raise a small red flag as shown in the diagram below:—(
d ) To prohibit landing, he shall wave a small red flag vertically above his head, as shown in the diagram below:—
27.— (1.) At aerodromes open to public use and having a ground control, an aircraft wishing to land at night, without being compelled to do so shall, before landing, ask permission to land by a signal made either by radiotelegraphy or radiotelephony or by means of a lamp or a projector. The use of the navigation lights for this purpose is not permitted.
(2.) If the permission to land is requested by visual signal, the signal shall consist of the last three letters of the registration group of the aircraft sent by International Morse Code and repeated for as long as may be necessary.
(3.) The reply from the aerodrome to a request sent by visual signal shall be given by visual signal consisting of a repetition of the same three-letter sign made with the signalling lights of the aerodrome. Green signalling lights shall be used to denote permission to land and red signalling lights to prohibit landing.
(4.) The signalling lights of the aerodrome shall be constituted either by a group of lights arranged on a horizontal plane at the apexes of an equilateral triangle, each side of which measures from three to ten feet, or by a luminous beam directed at the aircraft.
28.— (1.) At every aerodrome, the firing of a red pyrotechnical light or the display of a red flare from the ground, whether by day or by night and notwithstanding any previous permission, shall be taken as an instruction to aircraft in flight that they are not to land for the moment and to aircraft manœuvring on the landing area that they are to stop moving.
(2.) At aerodromes provided with the triangular device specified in sub-rule (4.) of rule 27, the emission by such device of intermittent red lights shall, whether by day or by night and notwithstanding any previous permission, instruct aircraft in flight that they are not to land for the moment.
29.— (1.) To require an aircraft to land, the following signals shall be used:—
(
а ) By day, a series of projectiles discharged at intervals of ten seconds, each showing on bursting black smoke.(
b ) By night, a series of projectiles discharged at intervals of ten seconds, showing on bursting white lights or stars.
(2.) In addition to the signals specified in the last preceding sub-rule, if it is necessary to distinguish amongst several the aircraft which is to land, an intermittent white luminous beam shall be directed at that aircraft which is to land:
Provided that, when the authority who desires to give the order to land is able to establish a radioelectric communication with the aircraft, this order may be given by using radioelectric means of communication.
30. The following signals, when used, shall indicate that an aircraft is in the vicinity of a prohibited area and should change its course: —
(
а ) By day, a series of projectiles discharged at intervals of ten seconds, each showing on bursting orange smoke;(
b ) By night, a series of projectiles discharged at intervals of ten seconds, showing on bursting orange lights or stars:
Provided that, when the authority who desires to prescribe the change of course referred to in this rule is able to establish a radioelectric communication with the aircraft, this order may be given by using radioelectric means of communication.
Part IV.—General Rules foe Air Traffic.
31. Subject to the provisions of rules 38 and 45 of this Schedule, mechanically driven aerodynes shall always give way to non-mechanically-driven aerodynes and to aerostats, and mechanically-driven aerostats to non-mechanically-driven aerostats and to aerodynes.
32. An airship which is under way and which is not under control or which has voluntarily stopped its engines shall, for the purposes of the application of the rules contained in this Part, be classed as a free balloon.
33.— (1.) Risk of collision with another aircraft may, when circumstances permit, be ascertained by carefully watching the successive compass bearings and angles of elevation of the latter aircraft, if neither the bearing nor the angle of elevation appreciably change and if the distance between the two aircraft diminishes, risk of collision shall be deemed to exist.
(2.) The term “risk of collision” shall include all risk of accident due to undue proximity of other aircraft.
34. Every aircraft which is required by rules 31, 32 and 33 of this Part to give way to another aircraft to avoid collision, shall keep a safe distance, having regard to the circumstances of the case.
35. While observing the rules regarding risk of collision contained in rules 33 and 34. a mechanically-driven aircraft shall always manœuvre according to the rules contained in rules 38 to 40 of this Part, as soon as it is apparent that, if it pursued its course, it would not pass clear of another aircraft.
36. When two mechanically-driven aircraft are meeting end on or nearly end on, each shall, without prejudice to the application of rule 31, alter its course to the right.
37. Subject to the application of the provisions of rules 31 and 47, when two mechanically-driven aircraft are on courses which cross, the aircraft which has the other on its own right side shall keep out of the way of the other.
38.—(1.) An aircraft overtaking another aircraft shall keep out of the way of the overtaken aircraft by altering its own course to the right, and shall not pass by diving.
(2.) Every aircraft coming up with another aircraft from any direction more than 110 degrees from ahead of the latter, that is to say, in such a position with reference to the aircraft which it is overtaking that at night it would be unable to see either of that aircraft’s side lights, shall be deemed to be an overtaking aircraft, and no subsequent alteration of the bearing between the two aircraft shall make the overtaking aircraft a crossing aircraft within the meaning of these rules, or relieve it of the duty of keeping clear of the overtaken aircraft until it is finally past and clear.
(3.) As by day the overtaking aircraft cannot always know with certainty whether it is forward or abaft the direction mentioned in the last preceding sub-rule, from the other aircraft, the aircraft shall, if in doubt, assume that it is all overtaking aircraft and keep out of the way.
39. Every aircraft which is required by these rules to keep out of the way of another aircraft shall, if the circumstances of the case admit, avoid passing over or under the other aircraft or crossing ahead of it.
40.— (1.) Where, by any of these rules, one of two aircraft is to keep out of the way, the other shall keep its course and speed.
(2.) When, however, in consequence of thick weather or other causes, the aircraft having the right of way finds itself so close that collision cannot be avoided by the action of the giving-way aircraft alone, it shall take such action as will best aid to avert collision.
41.— (1.) Every aircraft in a cloud, fog, mist or other conditions of bad visibility shall proceed with caution, having careful regard to the existing circumstances.
(2.) Every aircraft when flying beneath clouds shall always do so, so far as it is safe and practicable, at such a distance below the clouds as will enable it readily to see and be seen.
42.— (1.) In order to obviate the increased risk of collision which exists on air traffic routes, the following rules shall be observed by aerodynes and airships when flying on or in the vicinity of such routes:—
(
a ) Every aircraft when flying by compass along the straight line (rhumb line) joining two points on an air traffic route in common use, shall keep such line at least 1,100 yards on its left;(
b ) Every aircraft following either an air traffic route, which has been officially recognized, or a route frequented by aircraft and indicated on the ground by a line of landmarks such as a road, railway, river, canal or coastline, or the like, shall keep such route at least 350 yards on its left;
(
c ) An aircraft shall not fly keeping any of the lines or routes referred to in this rule on its right, except at a distance therefrom sufficient to avoid aircraft following such lines or routes in accordance with the provisions of this rule;(
d ) When crossing one of the lines or routes referred to in this rule, an aircraft shall cross it at right angles as rapidly as possible; and(
e ) In the case of pre-arranged flights in group formation, the aircraft of the leader of the group shall lead the flight in such a manner that every aircraft in the group complies with the provisions of this rule.
(2.) The Board may from time to time determine that certain air traffic routes shall be officially recognized and the Board's determination and particulars of such routes shall be published in Notices to Airmen.
43. To facilitate the application of the rules for air traffic contained in this Schedule, the pilot of a mechanically-driven aerodyne shall, save in exceptional circumstances, be placed either in the plane of symmetry of the aerodyne or on the left-hand side of such plane.
Part V.—Special Rules for Air Traffic on and in the Vicinity of all Aerodromes.
44. The rules contained in this Part shall apply on and in the vicinity of all aerodromes.
45. Aircraft about to land on an aerodrome shall be given free way.
46. An aircraft about to take off shall not attempt to do so until there is no risk of collision with another aircraft.
47. In the ease of two mechanically-driven aerodynes approaching an aerodrome for the purpose of landing, the aerodyne flying at the greater height shall be responsible for avoiding the aerodyne at the lower height, but the latter shall, if the contingency arises, comply with the provisions of rule 38 of this Schedule.
Part VI.—Special Rules for Air Traffic on and in the Vicinity of Aerodromes Open to Public Use.
48.—(1.) The rules contained in this Part apply on and in the vicinity of land and water aerodromes open to public use for mechanically-driven aerodynes (which are referred to in this Part by the single term "aerodynes”).
(2.) Non-mechanically-driven aerodynes on and in the vicinity of aerodromes open to public use shall comply with the rules of this Part as far as possible.
49.— (1.) The Board may, in respect of any specified aerodrome, temporarily suspend, either wholly or in part, the application of the rules contained in this Part.
(2.) Every such suspension shall be indicated by the use of the signal specified in paragraph (4) of rule 17.
50.— (1.) At land aerodromes along the perimeter and at the approaches to the hangars, a neutral zone shall be set apart for aircraft manœuvring on the ground.
(2.) The neutral zone, if not marked, shall be deemed to extend for a distance of 60 yards from the perimeter of the aerodrome.
51.— (1.) An aerodyne shall not, except when departing or landing, fly over an aerodrome at a lower height than 2,300 feet.
(2.) Every aerodyne flying outside the landing area at a distance of less than 1¼ miles from the nearest point of such area shall, unless it is flying at a greater height than 2,300 feet, keep the landing area on its left.
52. Aerodynes shall not engage in aerial acrobatics in the vicinity of aerodromes, at a distance of less than 2½ miles from the nearest point or the perimeter of the aerodrome, unless they are flying at a greater height than 6,600 feet.
53.When an aerodyne is about to land by means of a radioelectric guide, other aerodynes, in order to avoid collision, must conform to any rules made by the proprietor of the aerodrome, approved by the Board and published in Notices to Airmen. In default of any such rules other aerodynes shall fly as low as possible below the clouds.
54. Except with the authority of the Board first obtained, a fixed balloon or kite shall not be elevated within the vicinity of an aerodrome.
55. If an aerodyne starting from or about to land on an aerodrome makes a circuit or partial circuit, the turning shall be made clear of the landing area and shall be left-handed (anti-clockwise) so that during the circuit the landing area shall always be on the left of the aerodyne:
Provided that when the signal indicated in paragraph (5) of rule 17 of this Schedule is displayed, the turning shall be right-handed (clock-wise).
56.— (1.) Every aerodyne taking off from or landing at an aerodrome shall do so upwind, except when the natural conditions of the aerodrome do not permit. If, however, there is a landing T, the aerodyne shall take off or land in the direction indicated by this T (i.e., by following the direction of the shaft of the T towards the cross arm of that T).
(2.) Landings shall be preceded by a descent in a straight line, commencing at least 330 yards outside the perimeter of the landing area.
(3.) Every aerodyne landing at an aerodrome shall leave clear on its left any aerodyne which has already landed or is already landing, or which is taking off or about to take off.
(4.) Every aerodyne taking off from an aerodrome shall leave clear on its left any aerodyne which is already taking off.
(5.) In observing the requirements of this rule, every aerodyne, when landing or taking off, shall leave a reasonable space on its right for other aerodynes to land or take off.
(6.) Two or more aerodynes shall not take off from or land at an aerodrome simultaneously unless by pre-arrangement.
(7.) For the purposes of this rule, two or more aerodynes taking off or landing simultaneously by pre-arrangement shall be regarded as a single aerodyne.
57.— (1.) By way of exception, at such aerodromes as may be approved by the Board and marked as provided for in paragraph (3) of rule 17 of this Schedule, the landing area shall be regarded as divided into two approximately equal zones by a vertical plane bearing in the direction of departure and landing defined in sub-rule (1.) of rule 56. For an observer facing in the direction towards which departures and landings are to be made, the zone on the right will be the one reserved for landings and the zone on the left the one reserved for departures.
(2.) Every aerodyne landing at one of these aerodromes shall do so in conformity with the provisions of sub-rules (1.) and (2.) of rule 56, as far as possible to the left in the zone reserved for that purpose, but leaving clear on its left any other aerodyne which has already landed or which is landing.
(3.) Every aerodyne taking off from one of these aerodromes shall do so in conformity with the provisions of sub-rule (1.) of rule 56, as far as possible to the left in the zone reserved for that purpose, but leaving clear on its left any other aerodynes which are already taking off.
58.
At land aerodromes having a ground control, an aerodyne, after having proceeded
on to the landing area with the intention of taking off, shall not take off
until it has received permission to do so by the signal prescribed in paragraph
(6) of sub-rule (2.) of rule 26 or paragraph (
58. Every aerodyne moving on the ground in the landing area of a land aerodrome shall normally do so in the direction of landing:
Provided that, at aerodromes having a ground control, an aerodyne may, subject to any directions of the officer controlling the traffic, in order to shorten
its course, cross the landing area to reach its point of taking off or the boundary, if in the course of such movement turns are always made to the left, that the aerodyne gives free way to every aircraft landing or taking off, and that the aerodyne conforms to the air traffic rules 36, 37, 38, 39 and 40 of this Schedule.
60. The requirements of rule 59 shall be complied with by aerodynes moving on the surface of water aerodromes subject to the provisions of rule 62 of this Schedule.
61. At aerodromes
having a ground control, in addition to complying with rules 59 and 60 of this
Schedule, an aerodyne shall not proceed on to the landing area until it has
received permission to do so by the signal prescribed in paragraph (
Part VII.—Rules Relating to Aircraft on the Surface of the Water.
62.—(1.) Every aircraft manœuvring under its own power on the water shall conform to the Regulations for Preventing Collisions at Sea.
(2.)
For the purposes of those Regulations, the aircraft shall be deemed to be a
steam-vessel, but the aircraft shall carry only the lights specified in the
rules contained in Part II. of this Schedule, and not those specified for steam
vessels in the Regulations for Preventing Collisions at Sea, and shall not use,
except as specified in rule 14 and paragraph (
(3.) In conforming with the Regulations for Preventing Collisions at Sea, due regard shall be had to the fact that steam vessels in narrow channels are not able to manœuvre so as to avoid collisions with aircraft.
Part VIII.—Miscellaneous Provisions.
63. No ballast other than fine sand or water shall be dropped from aircraft in the air.
64. In conforming with the rules contained in Parts IV., V. and VI. of this Schedule, due regard shall be had to all dangers of navigation and collision and to any special circumstances which may render a departure from these rules necessary in order to avoid immediate danger.
65. Nothing in this Schedule shall exonerate any aircraft, or the owner, pilot or crew thereof, from the consequences of any neglect in the use of lights or signals, or of any neglect to keep a proper lookout, or of the neglect of any precaution required by the ordinary practice of the air, or by the special circumstances of the case.
66. When an Australian aircraft is in the territory of a non-contracting State, the rules of this Schedule shall apply to that aircraft only in so far as such rules do not conflict with the laws of the country over whose territory the aircraft is flying.
By Authority: L. F. Johnston, Commonwealth Government Printer, Canberra.
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