I've recently operated at both Bankstown and Archerfield and have been somewhat puzzled at what (at first) seemed to be different local procedures.

On calling at a VFR entry point for Bankstown (2RN) at the usual 1500ft, we were told to enter at 1500ft and track for a right base Runway 29. Subsequently on late downwind we were given a "make visual approach" instruction which allowed our descent from 1500. No problem with that - apart from the fact that it was given on late downwind for 29 which put us at an almost impossible height to land.

At Archerfield on the other hand we called at Park Ridge Tower and were told to join right base for runway 10 with no altitude instruction and no subsequent "make visual approach" instruction. We were expected to just descend as required - but we decided to query this with the tower just to be sure.

After some research through the educational material, I've discovered some fine print clarifying the situation [comments in square brackets are mine]:



In summary, if altitude is not an ATC requirement in your entry clearance you can descend in the circuit as required without a "make visual approach" instruction. What is not clear from the material I've looked at is any descent on this basis must only occur once the aircraft is within the Class D Control Zone.

Paul B: if I've misunderstood this please tell me!

G'day Peter,

You seem to have it fairly well sorted.

In the first instance into Bankstown you were cleared to TRACK to right base and instructed to maintain 1500. A visual approach instruction is needed for further descent. The magic word here is TRACK and the level is also a good hint that you can't descend!

As for being left high. Increasingly ATC seem to think that everything is a turbine. Had a similar situation recently going into Parafield (before it all changed), and was given descent late downwind and then she (ATC) requested a close approach. Took all my powers of tact to reply with just my callsign.

The second scenario without actually knowing what was said I assume that a clearance to JOIN right base was issued. The magic word here is JOIN. Also entering class D descent is permitted unless a height instruction is issued. The document references in AIP and Jepp are:

AIP
ENR 1.1-23 12.3.6

JEPPESEN
AIR TRAFFIC CONTROL
AU-706 1.10.3.6

The part that you have highlighted relates to abbreviated clearances.

Depending on what you said and subject to the controller an abbreviated clearance may have been used. That would require sufficent information such that the controller is satisfied that he/she has sufficient information and clearly understands the pilot's intentions. In that situation just a callsign will do.

E.G. Alice Tower DDU, Mooney, 45 miles 155 radial, 4500, Alice at 23, received Bravo. The track, level and intentions are known and the pilot is aware of the runway from the ATIS and would be expecting a right base. In this case ATC COULD just acknowledge DDU and the aircraft is cleared into class D. If DDU was at 6500 then a specific clearance is required because it would be class C.

The new stuff applies just to class D. Be careful outbound as well because the departure report is not required if leaving the control zone but is required if leaving the class D step.

This has not been the prettiest change and we were getting directives and instructions right up to the day before implementation contradicting some of the training material that had already been presented and sign off.

The training material on the CASA website is not too bad if a little broadbrush, and that along with a little time with the AIP would probably have you on the right track.

Regards,

Paul Baishont

Hi Paul,

Thanks for your excellent advice.

While it makes sense to expect a "Make visual approach" instruction if an altitude has been assigned by ATC, I have to admit I had no idea there was a significant difference between "Track" and "Join."

If I understand your explanation correctly, "Track" implies a "Make visual approach" instruction will be issued, but "Join" does not.

Am I making too much of this?? Please tell me I'm wrong... how our overseas trainee pilots are going to cope with this splitting of hairs I can't imagine!

Thanks mate!

Cheers
Peter

I dont go into Bankstown that often and made the mistake last year of not descending from 1500 ft on downwind/early base for RWY 29 till i could get my call in through rather chatty frequency congestion.
By then I was late base and had delayed the descent/getting the gear down, resulting in over shooting the centreline.

The subsequent lesson as I was advised , was that if you cant get the clearance to descend mid downwind,as a result of frequency congestion , one should do so anyway , and behave like every other aircraft in front of you!

However - I have never seen advice that in writing...