Class E Airspace in Australia.

[APenNameAndThatA]

Are RAAus aircraft allowed?

[Flightrite]

yep but there are a few'shoulds'. Class E is usually designed for corridor protection of IFR operators. It can be a higher risk class of airspace.

[Downunder]

Yes, below 10 000...

May need to be trandsponder equiped....

[Yenn]

Will need to be transponder equipped.

[Jase T]

AIP ENR 1.1

 

 

 

Class E airspace services

In Class E airspace, the following traffic services are provided by ATC:

• IFR flights provided with an ATC service are separated from other IFR flights
  
• IFR flights receive information about VFR flights as far as practicable
  
• VFR flights receive SIS where available on request and
  
• Hazard alerts will be directed to pilots of known VFR flights.
  

Traffic information services provided by ATC do not relieve pilots of their responsibilities for continued vigilance to see and avoid other aircraft.

VFR flights in Class E airspace

VFR flights entering Class E airspace do not require a clearance. VFR flights entering and operating in Class E airspace should:

• avoid published IFR routes, where possible
  
• monitor the appropriate Class E frequency and announce if in potential conflict
  
• take appropriate action to avoid potential conflict and
  
• avoid IFR holding patterns.
  

[Flightrite]

AIP ENR 1.1

 

 

 

Class E airspace services

In Class E airspace, the following traffic services are provided by ATC:

• IFR flights provided with an ATC service are separated from other IFR flights
  
• IFR flights receive information about VFR flights as far as practicable
  
• VFR flights receive SIS where available on request and
  
• Hazard alerts will be directed to pilots of known VFR flights.
  

Traffic information services provided by ATC do not relieve pilots of their responsibilities for continued vigilance to see and avoid other aircraft.

VFR flights in Class E airspace

VFR flights entering Class E airspace do not require a clearance. VFR flights entering and operating in Class E airspace should:

• avoid published IFR routes, where possible
  
• monitor the appropriate Class E frequency and announce if in potential conflict
  
• take appropriate action to avoid potential conflict and
  
• avoid IFR holding patterns.
  

 

Like I said lots of 'shoulds' but TX not required.

[Jase T]

Like I said lots of 'shoulds' but TX not required.

Will have to have a look and happy to be proven wrong but I am sure class E is generally above 5000 surrounding Class D and C. Therefore would need a radio and Xpdr.

[Flightrite]

I had to go look it up seeing as my memory is fading?

TX required unless there's no elect system in the A/C, kinda crazy?

Radio obvioisly TX yes for most A/C, I stand corrected?

[Jerry_Atrick]

Pardon my ignorance (which all of you are already aware ;-)), but what is SIS? Googled it and nothing relevant came up...

[Flightrite]

surveillance information service, flight following?

[Jerry_Atrick]

thanks

[Downunder]

AIP ENR 1.1

 

 

 

Class E airspace services

In Class E airspace, the following traffic services are provided by ATC:

• IFR flights provided with an ATC service are separated from other IFR flights
  
• IFR flights receive information about VFR flights as far as practicable
  
• VFR flights receive SIS where available on request and
  
• Hazard alerts will be directed to pilots of known VFR flights.
  

Traffic information services provided by ATC do not relieve pilots of their responsibilities for continued vigilance to see and avoid other aircraft.

VFR flights in Class E airspace

VFR flights entering Class E airspace do not require a clearance. VFR flights entering and operating in Class E airspace should:

• avoid published IFR routes, where possible
  
• monitor the appropriate Class E frequency and announce if in potential conflict
  
• take appropriate action to avoid potential conflict and
  
• avoid IFR holding patterns.
  

I guess that applies to above 10 000 also?

I always thought contact had to be made with atc to go over 10 000 into flight levels.

Perhaps it's just being polite to give them a radio call and let them know what your doing, but not compulsory?

Anyone here flying above 10 000 privately, Vfr?

[coljones]

But remember RAAus Tech Manual SECTION 12.4

 

INSTRUMENT & TRANSPONDER CHECKS

1 AIRCRAFT OPERATING IN CONTROLLED AIRSPACE (CTA) –

CLASS C, D, E,

1.1 Aircraft that are currently legally permitted to fly in Controlled Airspace

(CTA) as detailed in provisions of CAO 95.10, 95.32 or 95.55, must have

their instruments maintained in accordance with the provisions of CAO

100.5. The checks are only available through a LAME with specialised

calibrated equipment and appropriate licence ratings.

 

And

 

3 TRANSPONDERS

3.1 All transponders must be maintained in accordance with CAO 100.5.

 

Has any one any advise about the costs that a LAME might charge?

Edited June 15, 2020 by coljones

[Flightrite]

But remember RAAus Tech Manual SECTION 12.4

 

INSTRUMENT & TRANSPONDER CHECKS

1 AIRCRAFT OPERATING IN CONTROLLED AIRSPACE (CTA) –

CLASS C, D, E,

1.1 Aircraft that are currently legally permitted to fly in Controlled Airspace

(CTA) as detailed in provisions of CAO 95.10, 95.32 or 95.55, must have

their instruments maintained in accordance with the provisions of CAO

100.5. The checks are only available through a LAME with specialised

calibrated equipment and appropriate licence ratings.

 

And

 

3 TRANSPONDERS

3.1 All transponders must be maintained in accordance with CAO 100.5.

 

Has any one any advise about the costs that a LAME might charge?

 

Had my TX & Inst's certified, cost $660 inc GST

[Downunder]

Avionics tech checked my mode S/adsb-out TX for about $150 I think.....

Got a certificate for my maint log book. Valid for 2 years.

I was with him and helped to some degree. Very interesting to watch how it's done ( for me anyway...)

[KRviator]

Just make sure they know what they're doing if you have a Dynon/Garmin EFIS. There's been several cases where they haven't been put into the relevant mode and, on the LAME doing their "normal" pitot/static or transponder test, have severely screwed up the ADAHRS. Simply reducing static pressure without a corresponding change in acceleration or position is catered for on these systems, but you can't just give it to the LAME and say "Call me when you're done!"

[Downunder]

Done by the Aussie Dynon dealer...so I suspect it should be good.

ATC not given me any grief over it, unlike the aircraft the other day that was at 1800 (below the step)......atc seeing them at 18 000, near a major international airport!

[Student Pilot]

Should be like the States and have uncontrolled over major airfields, all the traffic is approaching or taking off so at a lot lower level than 18,0000.