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direction must be determined as follows:
• where runway RIGHT is nominated the circuit is right-hand; and
• where runway LEFT is nominated the circuit direction is left hand.
When ATIS is not available, terminal information will be provided by ATC.
This will include runway, traffic patterns and QNH. Landing information may
be requested with the inbound report. ATIS proforma is located on page 224,
and may be photocopied for use.
ALTITUDE
Each GAAP aerodrome has specific procedures relating to the entry altitudes.
The information regarding individual aerodromes may be found in ERSA and the
appropriate VPG.
It is important to ensure you are entering at the correct level as
exiting aircraft may pose a collision hazard.
TRACKING REQUIREMENTS
Visual Terminal Charts (VTC) show the correct track into the GAAP aerodrome.
The VTC arrows represent tracks, so wind must be taken into account when flying the
inbound and outbound tracks. The Visual Pilot Guide for the specific aerodrome shows
graphically how to enter the circuit pattern for landing.
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INBOUND
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GAAP PROCEDURES
INBOUND REPORTING POINTS
Inbound reporting points are placed at various positions near a GAAP CTR to allow an
orderly entry into the CTR without undue delays. It is important to track via an
inbound reporting point unless operational conditions will not allow this.
Entry to the CTR must be in accordance with the procedures specified in ERSA for the
particular GAAP aerodrome.
INBOUND REPORT
An inbound report must be given to the tower upon passing overhead the inbound
reporting point. As a GAAP aerodrome is generally a busy one, patience is needed to
effectively negotiate the inbound report.
The pilot in command must report to the tower at a GAAP aerodrome
approach point, advising:
• callsign;
• aircraft type;
• position;
• level;
• ATIS code received; and
• Intention
Pilot: “Archer Tower, Zulu Foxtrot Romeo, Cessna 172, Target, 1500,
Received Delta, inbound”
Tower: “Zulu Foxtrot Romeo, track to join downwind, runway one zero
right.”
Pilot: “Runway one zero right, Zulu Foxtrot Romeo”
ENTRY TO THE CIRCUIT
Aircraft must not enter a GAAP CTR until in receipt of a circuit entry or zone transit
instruction.
If you have not received your circuit joining instruction before the GAAP CTR
boundary, then you are required to turn outbound and fly clear of the inbound
reporting point, before trying again.
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INBOUND
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GAAP PROCEDURES
A circuit entry instruction constitutes a clearance to descend, where applicable,
to the circuit altitude specified in ERSA, except where:
• ATC issues an “OVERFLY AT (level)” or “JOIN UPWIND AT (level)” instruction; or
• an alternative procedure is specified in ERSA.
“OVERFLY AT (level)” is an ATC instruction which:
• authorises entry into the CTR at the altitude specified by ATC;
• requires the pilot to overfly the aerodrome maintaining this altitude; and
• is used by ATC to direct aircraft overhead the aerodrome clear of circuit traffic, and
where parallel circuits are in use, authorises the aircraft to enter airspace associated
with the opposite circuit.
ATC will issue a separate circuit entry or sequencing instruction to authorise descent.
“JOIN UPWIND AT (level)” is an instruction which:
• Authorises entry into the CTR at the altitude specified by ATC;
• Requires circuit entry tracking upwind over the runway centre-line, clear of the
opposite circuit airspace where parallel runways are in use; and
• Is used to position aircraft in the circuit overhead the runway from the approach
point associated with the inbound call.
ATC will issue a sequence instruction to authorise descent from the upwind leg to join
the circuit. An ATC sequencing instruction cancels any altitude restrictions associated
with the UPWIND or OVERFLY instructions.
ATC may issue a sequencing instruction with a take-off or touch-and-go clearance.
When issued with a sequencing instruction, a pilot must follow the preceding aircraft.
Unless otherwise instructed by ATC, a pilot must report DOWNWIND when starting
the downwind leg, and must advise aircraft type, callsign and intentions (ie, full stop or
touch-and-go). If frequency congestion prevents the call being made in this position,
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