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The following information was provided by Mr Peter Myers at Search and Rescue Section, Joint Rescue Coord Centre (JRCC), Canberra. A Beechcraft was overdue from a flight from country NSW to Gympie on the morning 14 March 2023 and the SAR effort went into its function of attempted location of the aircraft after its 15 minute ‘grace period’. I received the call from Peter (via the Club website contact) and referred him to Ray Gresham, at the airfield, who was able to identify that the aircraft had landed safely at around the time the pilot made his call to cancel Sartime, albeit very late. So, what happens if you fail to make your ‘cancel Sartime’ call or, crash en route? The aim of the JRCC is to locate your position as quickly as possible to give maximum chance for rescue services to save life. Your equipment and actions can speed their effort to save you and your passengers should that be necessary. They can activate fixed wing, rotary and on ground services of Police, military, SES and locals, like our aero club and coordinate the search. It is not their role to do a subsequent investigation into the cause. Another Use for ADSB Your fixed or portable ADSB transponder can be accessed by the JRCC to find your last known position. They don’t monitor your flight as such, but can access last known position. This can be an approximation as your altitude can determine whether you can be seen ‘to ground’. It cuts out about 1000’ AGL so may not identify you in the circuit or long distance low flying. This works IFR and VFR. Oz Runways The JRCC have an agreement with Oz to access your flight planning and en route track. Just as other Oz holders can so access, so can the JRCC. At this time Av Plan does not have such an agreement however, both parties are working towards such an agreement. Mobile Phone Before flight, fully charge your phone and leave it on normal function; do not put it on aeroplane mode. Your phone’s position can be traced so hopefully, you are with or near it. ELB Your electronic location beacon, when activated by you or your passenger, can be detected by satellites and your position passed to JRCC. However, if you have not activated it, the aerial is damaged, your plane is upside down, or burnt, it may not be reliable. Flight Plan All the detail, actual route, accurate timings, sartime. If you are delayed you can call and amend your sartime. Peter also provided the link below that offers additional information that should be of interest and benefit to all pilots and regular passengers who fly with you.


This paper is based on CASA’s regulatory materials (quoted at the end of paper) and guidelines for safe flying. It is hoped you already follow these procedures and are Club policy. Having taken off, enjoying your flight and getting home safely is probably a priority. Being understood on your radio and understanding other pilots helps. “See and avoid” is part of what we do but being heard and understood is part of it. Too many pilots mumble, race their call, assume that because they (think) they know what they are saying, so do we – but NO. Far too often, some give a poor call that we can’t understand and may have to ask a “say again clearly”. Often their location is garbled. Have you ever noticed this? Radios are compulsory in Class G airspace when at or above 5,000’, in the vicinity of (within 10nm) of certified and military airfields, (highly recommended near uncontrolled), below 3,000’ AMSL or 1,000’ AGL in reduced VMC (5km vis, clear of cloud and within sight of land or water). ERSA requires mandatory use of radios at Gympie. Most often the local CTAF frequency should be used or, when within a Broadcast area use that CTAF. Otherwise use the Area VHF – this should be monitored anyway to ensure mutual traffic awareness and can be best means of obtaining ATC assistance in an emergency. Couple of Basics · listen before you broadcast · check your volume, squelch and frequency are correct · think of what you want to say before transmitting · pause after you click the transmit button so you don’t clip your message and pause again before you release it · speak clearly and slowly using standard terms, not jargon · don’t clutter the airwaves with chit chat or long-winded stuff What to say Use standard phrases and words so others know what you mean. Think of what you want to say and in what sequence before you transmit. Wait a second or two after you press the button before you speak, then: · Location, traffic (eg: Gympie traffic) · Aircraft type (eg: Cessna 172) · Callsign (eg: Alpha Bravo Charlie) · Position/altitude/intentions (eg: 10 miles north inbound; on descent from 3,500, estimating circuit at one seven) · Location: Gympie So it sounds like; Gympie traffic, Cessna 172, Alpha Bravo Charlie, 10 miles north inbound, on descent from 3500, estimated circuit time one seven, Gympie. Other pilots Well, they are the hard ones. You got your call right so they know about you. If in doubt about what some other illiterate has said, your call is “aircraft just transmitting, say again your location and intentions” – sometimes they will and sometimes they won’t. If you want to avoid bumping into another, know what has just been said. ADSB may save you if the other one has it too. Your Oz Runways or Av Plan may help but the clear radio call is more certain. When you MUST In a potential conflict between you and another in the vicinity of a non-controlled aerodrome. It is your responsibility to transmit your aircraft type, callsign, position and intentions. CASR 91.630, PART 91 MOS SECT 21.04 When you SHOULD 1. before takeoff or during taxiing 2. inbound to an aerodrome, at least 10nm out (further if in high performance or it is busy) 3. overflying in the vicinity but not landing, at least 10nm out When it’s courteous and smart (if other traffic in vicinity) 1. leaving the holding point, entering a runway and back-tracking 2. when rolling for takeoff 3. after rotation when set on your track; your intentions, being climb to altitude and direction 4. joining the circuit 5. intending a straight-in approach (10nm out then 5 out and at least 3) but give way if there is other traffic in circuit unless you are certain of separation and clearance 6. turning on base leg (not compulsory but nice to do), especially if someone is about to takeoff 7. when clear of all runways, then indicate intentions. NB: you have ‘right of way’ when on final approach so listen for others who may wish to encroach by entering to back-track and tell them to get off – you do not have to do a go around but it may save a mishap. Summary Staying alive is popular. Most incidents are caused by dimwits who mumble, or don’t call at all. Know when to broadcast and what to say – expect the same from others. When unsure what was transmitted by another pilot, ask them to “say again clearly” An ADSB is a good investment; especially if the other guy has one too.


Advisory Circulars 91-10, 91-14


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