Published date: 18 July 2019

1.       INTRODUCTION

1.1     Radiotelephony (RTF) provides the means by which pilots and air traffic services personnel communicate with each other. Used properly, the information and instructions transmitted are of vital importance in assisting in the safe and expeditious operation of aircraft. However, the use of non-standard procedures and phraseology can cause misunderstanding. Incidents and accidents have occurred in which a contributing factor has been the misunderstanding caused by the use of non-standard phraseology. The importance of using correct and precise standard phraseology cannot be over-emphasised.

1.2     The following phraseology has been established for the purpose of ensuring uniformity in RTF communications. Obviously, it is not practicable to detail phraseology examples suitable for every situation which may occur. However, if standard phrases are adhered to when composing a message, any possible ambiguity will be reduced to a minimum. Concise and unambiguous phraseology used at the correct time is vital to the safe and expeditious operation of air traffic.

1.3     Some abbreviations, which by their common usage have become part of aviation terminology, may be spoken using their constituent letters rather than the phonetic alphabet, for example, ILS, QNH. Relevant definitions and abbreviations can be found in Civil Aviation Rules, Part 1 Definitions and Abbreviations. Pronunciation of some abbreviations is included in AIPNZ GEN 2.2 section 1.

1.4     The following words may be omitted from transmissions provided that no confusion or ambiguity will result:

(a) “SURFACE” in relation to surface wind direction and speed

(b) “DEGREES” in relation to radar headings

(c) “VISIBILITY”, “CLOUD”, and “HEIGHT” in MET reports

(d) “HECTOPASCALS” when giving pressure settings.

1.5     The use of courtesies should be avoided.

1.6     The word “IMMEDIATELY” should only be used when immediate action is required for safety reasons.

2.       GLOSSARY

2.1     Relevant definitions and abbreviations can be found in Civil Aviation Rules, Part 1 Definitions and Abbreviations.


3.       KEY

Figure 3.1a

Symbol

Meaning

AIRCRAFT
(includes aeroplanes, helicopters, gliders, balloons, microlights).

Guidance Material for remotely piloted aircraft, unmanned aircraft when using voice communications.

AIR TRAFFIC SERVICES
(air traffic control, flight information service, aerodrome flight information service)

3.1     In the examples, the aircraft or ground station transmitting is identified by the symbols shown above.

3.2     Aircraft in this advisory circular may be further identified by the call sign examples; FASTAIR representing an airliner, PQR an IFR aircraft, and XYZ a VFR aircraft. It must be remembered that these are just examples and that in many cases the aircraft involved could be any of these.

3.3     In this advisory circular the title of the ground station addressed is generally omitted, such as Christchurch Ground, Christchurch Tower, Christchurch Control, Christchurch Information etc.

4.       GENERAL PROCEDURES AND PHRASEOLOGY

4.1     Transmittingtechnique

4.1.1  The following transmitting techniques will assist in ensuring that transmitted speech is clearly and satisfactorily received.

(a) Before transmitting check that the receiver volume is set at the optimum level and listen out on the frequency to be used to ensure that your transmission will not interfere with a transmission from another station.

(b) Be familiar with microphone operating techniques and do not turn your head away from the microphone whilst talking, or vary the distance between it and your mouth. Severe distortion of speech may arise from talking too close to the microphone, touching the microphone with the lips, or holding on to the microphone or boom (of a combined headset/microphone system).

(c) Use a normal conversation tone, speak clearly and distinctly.

(d) Maintain an even rate of speech, slightly slower than conversational speed. When it is known that elements of the message will be written down by the recipient, speak at a slightly slower rate.

(e) Maintain the speaking volume at a constant level.

(f) A slight pause before and after numbers will assist in making them easier to understand.

(g) Avoid using hesitation sounds such as “er”.

(h) Depress the transmit switch fully before speaking and do not release it until the message is complete. This will ensure that the entire message is transmitted. However, do not depress the transmit switch until ready to speak.

(i) It is important to speak slowly and clearly and use standard words and phrases as much as possible – remember that English may be a second language for some.

4.1.2  One of the most irritating and potentially dangerous situations in radiotelephony is a ‘stuck’ microphone button. Always ensure the button is released after a transmission and the microphone is placed in an appropriate place to ensure it cannot inadvertently be activated.

4.2     Phoneticalphabet

4.2.1  The following table lists the phonetic alphabet for transmitting letters and the corresponding Morse Code identifier. Syllables to be emphasised are in upper case.

Figure 4.2.1a

A

ALFA

AL fah

· -

N

NOVEMBER

no VEM ber

- ·

B

BRAVO

BRAH voh

- · · ·

O

OSCAR

OSS cah

- - -

C

CHARLIE

CHAR lee
or
SHAR lee

- · - ·

P

PAPA

pah PAH

· - - ·

D

DELTA

DELL tah

- · ·

Q

QUEBEC

keh BECK

- - · -

E

ECHO

ECK oh

·

R

ROMEO

ROW me oh

· - ·

F

FOXTROT

FOKS trot

· · - ·

S

SIERRA

see AIR rah

· · ·

G

GOLF

GOLF

- - ·

T

TANGO

TANG go

-

H

HOTEL

ho TELL

· · · ·

U

UNIFORM

YOU nee form
or
OO nee form

· · -

I

INDIA

IN dee ah

· ·

V

VICTOR

VIK tah

· · · -

J

JULIETT

JEW lee ETT

· - - -

W

WHISKEY

WISS key

· - -

K

KILO

KEY loh

- · -

X

X-RAY

ECKS ray

- · · -

L

LIMA

LEE mah

· - · ·

Y

YANKEE

YANG key

- · - -

M

MIKE

MIKE

- -

Z

ZULU

ZOO loo

- - · ·

4.3     Pronunciation ofnumbers

4.3.1  The following table lists the phonetic spelling of numbers and number terms, and the corresponding Morse Code identifier. Syllables to be emphasised are in upper case.

Figure 4.3.1a

0

ZE-RO

- - - - -

5

FIFE

· · · · ·

1

WUN

· - - - -

6

SIX

- · · · ·

2

TOO

· · - - -

7

SEV-en

- - · · ·

3

TREE

· · · - -

8

AIT

- - - · ·

4

FOW-er

· · · · -

9

NIN-er

- - - - ·

Decimal

DAY-SEE-MAL

Hundred

HUN-dred

Thousand

TOU-SAND


4.3.2. All numbers, except as prescribed in paragraphs 4.3.3 to 4.3.6 of this advisory circular, must be transmitted by pronouncing each digit separately. The following examples indicate the application of this procedure.

Figure 4.3.2a

Aircraft call sign

QFA 355

Qantas three five five

Qantas TREE FIFE FIFE

RLK 238

Link two three eight

Link TOO TREE AIT

Headings

150

heading one five zero

heading WUN FIFE ZE-RO

080

heading zero eight zero

heading ZERO AIT ZE-RO

300

heading three zero zero

heading TREE ZE-RO
 ZE-RO

Wind direction and speed

020 degrees
70 knots

wind zero two zero degrees seven zero knots

wind ZE-RO TOO ZE-RO degrees SEVen ZE-RO knots

100 degrees
18 knots

wind one zero zero degrees one eight knots

wind WUN ZE-RO ZE-RO degrees WUN AIT knots

210 degrees 18 knots gusting
30 knots

wind two one zero degrees one eight knots gusting three zero knots

wind TOO WUN ZE-RO degrees WUN AIT knots gusting TREE ZE-RO knots

Runway designator

19

runway one nine

runway WUN NIN-er

06

runway zero six

runway ZE-RO SIX

23L

runway two three left

runway TOO TREE left

Mach number

0.84

Mach decimal eight four

Mach DAY SEE MAL AIT FOW-er

Frequencies

128.3 MHz

one two eight decimal three

WUN TOO AIT DAY SEE MAL TREE

135.75 MHz

one three five decimal seven five

WUN TREE FIFE DAY SEE MAL SEV-en FIFE

5643 kHz

five six four three

FIFE SIX FOW-er TREE

4.3.3  Flight levels are transmitted by pronouncing each digit separately except for the case of flight levels in whole hundreds, which are transmitted by pronouncing the digit of the whole hundred followed by the word HUNDRED.

Figure 4.3.3a

Flight levels

FL 180

flight level one eight zero

flight level WUN AIT ZERO

FL 200

flight level two hundred

flight level TOO HUN dred

4.3.4 The altimeter setting is transmitted by pronouncing each digit separately except for the case of a setting of 1000 hPa which is transmitted as ONE THOUSAND.

Figure 4.3.4a

Altimeter setting

984 hPa

QNH nine eight four

QNH NINer AIT FOW-er

1000 hPa

QNH one thousand

QNH WUN TOU SAND

1027 hPa

QNH one zero two seven

QNH WUN ZE-RO TOO SEV-en

29.95 inches

QNH two nine decimal nine five

QNH TOO NIN-er DAY SEE MAL NIN-er FIFE

4.3.5 All numbers used in the transmission of transponder codes are transmitted by pronouncing each digit separately except that, when the transponder codes contain whole thousands only, the information is transmitted by pronouncing the digit in the number of thousands followed by the word THOUSAND.

Figure 4.3.5a

Transponder codes

2400

Squawk two four zero zero

Squawk TOO FOW-er ZE-RO ZE-RO

1000

Squawk one thousand

Squawk WUN TOU SAND

3766

Squawk three seven six six

Squawk TREE SEV-en SIX SIX

2000

Squawk two thousand

Squawk TOO TOU SAND

4.3.6 All numbers used in the transmission of altitude, visibility, cloud height, and runway visual range (RVR) information must be transmitted by pronouncing each digit separately, except that those numbers which contain whole hundreds and/or whole thousands only must be transmitted by pronouncing each digit of the hundreds or thousands followed by the word HUNDRED or THOUSAND as appropriate. Combinations of whole hundreds and thousands must be transmitted by pronouncing each digit in the number of thousands followed by the word THOUSAND followed by the number of hundreds followed by the word HUNDRED.

Figure 4.3.6a

Application

Example

Transmitted as

Pronounced as

Altitude

300 ft

three hundred feet

TREE HUN dred feet

1145 ft

one one four five feet

WUN WUN FOW-er FIFE feet

1500 ft

one thousand five hundred feet

WUN TOU SAND FIFE
HUN dred feet

10,500 ft

one zero thousand five hundred feet

WUN ZE-RO TOU SAND FIFE HUN dred feet

13,000 ft

one three thousand feet

WUN TREE TOU SAND feet

Visibility

200 m

two hundred metres

TOO HUN dred metres

1500 m

one thousand five hundred metres

WUN TOU SAND FIFE
HUN dred metres

3000 m

three thousand metres

TREE TOU SAND metres

10 km

one zero kilometres

WUN ZE-RO kilometres

Cloud height

800 ft

eight hundred feet

AIT HUN dred feet

2200 ft

two thousand two hundred feet

TOO TOU SAND TOO
HUN dred feet

4300 ft

four thousand three hundred feet

FOW-er TOU SAND TREE
HUN dred feet

Runway visual range

700 m

RVR seven hundred metres

RVR SEV-en HUN dred metres

1600 m

RVR one thousand six hundred metres

RVR WUN TOU SAND SIX
HUN dred metres

4.4     Transmission oftime

4.4.1  When transmitting time, each digit should be pronounced separately. Only the minutes of the hour are normally required. However, the hour should be included if there is any possibility of confusion. (For this reason, transmission of a SARTIME should always include the hour.)

Figure 4.4.1a

Time

Transmitted as

Pronounced as

0803

zero three or zero eight zero three

ZE-RO TREE or ZE-RO AIT ZE-RO TREE

1300

one three zero zero

WUN TREE ZE-RO ZE-RO

2057

five seven or two zero five seven

FIFE SEV-en or TOO ZE-RO FIFE SEV-en

Note: Co-ordinated universal time (UTC) must be used.

4.4.2  Pilots may check the time with the appropriate ATS unit. Time checks must be given to the nearest half minute.

FASTAIR 345 REQUEST TIME CHECK

FASTAIR 345 TIME 0611

or

FASTAIR 345 TIME 0715 AND A HALF


4.5     Standard words andphrases

4.5.1  The following words and phrases must be used in radiotelephony communications as appropriate and when used have the meaning given below.

Figure 4.5.1a

ACKNOWLEDGE

Let me know that you have received and understood this message

AFFIRM

Yes

APPROVED

Permission for proposed action granted

BREAK

I hereby indicate the separation between portions of the message (to be used where there is no clear distinction between the text and other portions of the message)

BREAK BREAK

I hereby indicate separation between messages transmitted to different aircraft in a very busy environment

CANCEL

Annul the previously transmitted clearance

CHECK

Examine a system or procedure (not to be used in any other context – no answer is normally expected)

CLEARED

Authorised to proceed under the conditions specified

CONFIRM

I request verification of: (clearance, instruction, action, information)

CONTACT

Establish communications with …

CORRECT

True or Accurate

CORRECTION

An error has been made in this transmission (or message indicated) the correct version is …

DISREGARD

Ignore

HOW DO YOU READ

What is the readability of my transmission?

I SAY AGAIN

I repeat for clarity or emphasis

MAINTAIN

Continue in accordance with the condition(s) specified, or in its literal sense, eg. “Maintain VFR”

MONITOR

Listen out on (frequency)

NEGATIVE

No or Permission is not granted or That is not correct or Not capable

OVER

My transmission is ended and I expect a response from you (not normally used in VHF communication)

OUT

My transmission is ended and I expect no response from you (not normally used in VHF communication)

READ BACK

Repeat all, or the specified part, of this message back to me exactly as received

RECLEARED

A change has been made to your last clearance and this new clearance supersedes your previous clearance or part thereof

REPORT

Pass me the following information

REQUEST

I should like to know or I wish to obtain

ROGER

I have received all of your last transmission (under NO circumstances to be used in reply to a question requiring READ BACK or a direct answer in the affirmative or negative)

SAY AGAIN

Repeat all, or the following part, of your last transmission

SPEAK SLOWER

Reduce your rate of speech

STANDBY

Wait and I will call you

UNABLE

I cannot comply with your request, instruction or clearance (normally followed by a reason)

WILCO

I understand your message and will comply with it

WORDS TWICE

(a) as a request

Communication is difficult. Please send every word or group of words twice

(b) as information

Since communication is difficult every word group of words in this message will be sent twice


4.6     Call sign

4.6.1  Ground station call signs

4.6.1.1 Ground stations are identified by the name of the location followed by the service available as follows:

Figure 4.6.1.1a

CONTROL

Area control (procedural or surveillance)

APPROACH

Approach control (procedural or surveillance)

ARRIVAL

Approach control radar arrivals (where provided as separate service)

DEPARTURE

Approach control radar departures (where provided as a separate service)

TOWER

Aerodrome control, or aerodrome/approach control where combined

GROUND

Surface movement control

RADAR

Area or approach surveillance service on a discrete frequency

FLIGHT SERVICE

Aerodrome flight information service (AFIS)

INFORMATION

Area flight information service

DELIVERY

Clearance delivery

RADIO

Aeronautical station (air-ground communications)

APRON

Apron management service

UNICOM

Universal Communications (air-ground communications if approved)

4.6.1.2 The name of the location or the service may be omitted after satisfactory communications have been established.

4.6.2  Aircraft call signs

4.6.2.1 Information on aircraft call signs for operations within New Zealand are contained in Part 91.

Relevant definitions and abbreviations can be found in Civil Aviation Rules, Part 1 Definitions and Abbreviations.


4.6.2.2 An aircraft call sign does not change during flight except for a temporary period on the instruction of ATC in the interests of safety.

Figure 4.6.2.2a

FASTAIR 345 CHANGE YOUR CALL SIGN TO FASTAIR ALFA TANGO MIKE

FASTAIR ALFA TANGO MIKE WILCO

FASTAIR ALFA TANGO MIKE REVERT TO YOUR FLIGHT PLAN CALL SIGN AT (TIME/REP)

FASTAIR ALFA TANGO MIKE WILCO

4.7     Establishment and continuation ofcommunications

4.7.1  The responsibility of establishing communications rests with the station having traffic to transmit. When establishing communications, an aircraft should use the full call sign of both the aircraft and the aeronautical station. Use of the name of the manufacturer, or of the aircraft model or type, is optional. (Pilots can assess whether aircraft type could be helpful to the recipient for recognition or sequencing purposes). The use of the calling station’s call sign and the receiving station’s call sign is considered an invitation to proceed with the transmission, the phrase GO AHEAD is not to be used.

Figure 4.7.1a

WHENUAPAI TOWER CESSNA XYZ

XYZ WHENUAPAI TOWER

4.7.2 For aircraft in the heavy or super wake turbulence categories the word “Heavy” or “Super” respectively is included immediately after the aircraft call sign in the initial radiotelephony contact between such aircraft and ATS units.

4.7.3  After contact has been established, continuous two-way communication is permitted without further identification or call sign until termination of the contact provided no mistake of identity is likely to occur.

4.7.4  When a ground station wishes to broadcast information, or an aircraft wishes to broadcast information to aircraft in its vicinity, the message should be prefaced by the call “ALL STATIONS” followed by the identification of the calling station.


Figure 4.7.4a

ALL STATIONS CHRISTCHURCH INFORMATION FUEL DUMPING COMPLETE

ALL STATIONS FASTAIR 689 WESTBOUND  WOODBOURNE VOR TO NELSON LEAVING FL150 NOW DESCENDING TO 10,000 FEET

4.7.5  No reply is expected to such general calls unless individual stations are subsequently called upon to acknowledge receipt.

4.7.6  If there is doubt that a message has been correctly received, a repetition of the message should be requested in full or in part.

Figure 4.7.6a

Phrase

Meaning

SAY AGAIN

Repeat entire message

SAY AGAIN … (item)

Repeat specific item

SAY AGAIN ALL BEFORE … (the first word satisfactorily received)
SAY AGAIN ALL AFTER …
SAY AGAIN ALL BETWEEN … AND …

Repeat part of message

4.7.7  When a station is called but is uncertain of the identity of the calling station, the calling station should be requested to repeat its call sign until the identity is established.

Figure 4.7.7a

CHRISTCHURCH TOWER       345

STATION CALLING CHRISTCHURCH TOWER

SAY AGAIN YOUR CALLSIGN

CHRISTCHURCH TOWER FASTAIR 345

4.7.8 When an error is made in a transmission, the word “CORRECTION” is used. The last correct group or phrase is repeated and then the correct version transmitted.

Figure 4.7.8a

FASTAIR 345 PAMSVILLE 47 FL330 BIGTOWN 07 CORRECTION BIGTOWN 57

 FASTAIR 345 ROGER

4.7.9  If a correction can best be made by repeating the entire message, the operator should use the phrase “CORRECTION I SAY AGAIN” before transmitting the message a second time.

4.7.10  When it is considered that reception is likely to be difficult, important elements of the message should be spoken twice.

Figure 4.7.10a

GEORGETOWN XYZ WORDS TWICE PAMSVILLE 2500 FEET, PAMSVILLE 2500 FEET, ENGINE LOSING POWER ENGINE LOSING POWER

4.7.11 Aircraft for which a flight plan – flight rules Z – has been filed, departing from an unattended aerodrome, should call nearest ATS unit as soon as practical to confirm activation of flight plan, advise flight rules, and provide an estimate for the point where flight rules change.

Figure 4.7.11a

PQR AIRBORNE DANNEVIRKE 40 ON FLIGHT RULES Z FLIGHT PLAN ESTIMATE WOODVILLE AT 52

PQR HAWKE BAY QNH 1028

QNH 1028 PQR


4.8     Transfer ofcommunications

4.8.1  When instructed, controlled flights must change frequency and contact the new ATS unit.

Figure 4.8.1a

FASTAIR 345 CONTACT WELLINGTON APPROACH 121.1

121.1 FASTAIR 345

FASTAIR 345 AT (TIME/REP) CONTACT AUCKLAND CONTROL 126.0

126.0 AT (TIME/REP) FASTAIR 345

4.9     Clearances

4.9.1  An ATC route clearance is not an instruction to take off or enter an active runway. The word “TAKE-OFF” is used only when an aircraft is cleared for take-off, or when cancelling a take-off clearance. At other times the word “DEPARTURE” or “AIRBORNE” is used.

Figure 4.9.1a

FASTAIR 345 CLEARED AUCKLAND ONE FL370 POLAX TWO PAPA DEPARTURE RUSIL TRANSITION SQUAWK 5501

CLEARED AUCKLAND ONE FL370POLAX TWO PAPA DEPARTURE RUSIL TRANSITION SQUAWK 5501 FASTAIR 345

- - - - - - - - - - - - - -

FASTAIR 692 CLEARED WELLINGTON TWO 11000 FEET LUSRA ONE QUEBEC DEPARTURE  SQUAWK 4041

CLEARED WELLINGTON TWO 11000 FEET LUSRA ONE QUEBEC DEPARTURE SQUAWK 4041 FASTAIR 692

- - - - - - - - - - - - - -

PQR CLEARED TO NEW PLYMOUTH VIA FLIGHT PLANNED ROUTE 8000 FEET BAVEM TWO PAPA DEPARTURE SQUAWK 4330

CLEARED TO NEW PLYMOUTH VIA FLIGHT PLANNED ROUTE 8000 FEET BAVEM TWO PAPA DEPARTURE SQUAWK 4330 PQR


4.9.2  If an aircraft read back of a clearance or instruction is incorrect, the controller will transmit the word “NEGATIVE” followed by the correct version.

Figure 4.9.2a

XYZ QNH 1003

QNH 1013 XYZ

NEGATIVE QNH 1003

QNH 1003 XYZ

4.9.3  If at any time a pilot receives a clearance or instruction which cannot be complied with, the pilot should advise the controller using the word “UNABLE” and give the reasons.

Figure 4.9.3a

FASTAIR 345 CROSS NELSON FL290 OR ABOVE

FASTAIR 345 UNABLE TO CROSS NELSON FL290 DUE WEIGHT

4.10   Reclearance

4.10.1  When an ATC route clearance is changed for ATC reasons or following an aircraft request, instructions will be passed in the form of a reclearance.

4.11   Conditionalclearances

4.11.1  Conditional phrases, such as “BEHIND LANDING AIRCRAFT”, or “AFTER DEPARTING AIRCRAFT” should not be used for movements affecting the active runway(s), except when the aircraft or vehicles concerned are seen by the controller and the pilot. The aircraft or vehicle causing the condition in the clearance should be the first aircraft/vehicle to pass in front of the aircraft receiving the conditional clearance.

4.11.2  In all cases a conditional clearance will be given in the following order and consist of:

(a) identification

(b) the condition

(c) the clearance

(d) brief reiteration of the condition.

For example:

”MOUNT COOK 941, BEHIND BOEING 737 ON SHORT FINAL, LINE UP BEHIND”

”QANTAS 357, AFTER DEPARTING AIRBUS, LINE UP BEHIND”

4.11.3  These require the aircraft receiving the conditional clearance to identify the aircraft or vehicle causing the condition and not accept the clearance until this is achieved.

4.12   Read backrequirements

4.12.1  A pilot is required to acknowledge receipt of the following ATC clearances, information or instructions, which are transmitted by voice, by a full read back followed by the aircraft call sign:

(a) ATC route, approach and departure clearances including any amendment thereof

(b) clearances to VFR flights to operate within controlled airspace, including entering or vacating the circuit

(c) clearances (including conditional clearances) to operate on the manoeuvring area at a controlled aerodrome including:

(1) clearances to land on or take off from any runway

(2) clearances to enter, cross, taxi or backtrack on any runway

(3) instructions to remain on or hold clear of any runway

(4) taxi instructions including a taxi route and holding point where specified

(d) runway-in-use

(e) SSR codes

(f) level instructions

(g) heading and speed instructions

(h) altimeter settings

(i) frequency, after frequency change instructions.

4.12.2              The following exceptions are permitted.

Note: in all cases conditional clearances must be read back in full.

(a) Aircraft waiting to cross a runway may acknowledge a clearance to cross with the phrase “CROSSING (call sign)”.

(b) When a VFR aircraft is cleared by ATC to route via a published VFR arrival or departure procedure that is identical to that INITIALLY requested by the pilot, there is no requirement for the pilot to read back the clearance in full. The aircraft must transmit its call sign as an acknowledgment.

4.12.3  Where a route clearance is passed to another ATS unit or aircraft for relay, a read back must be made by the receiver to the originator of the clearance.

4.12.4  ATC will listen to the read back to ascertain that the clearance or instruction has been correctly acknowledged by the flight crew and will take immediate action to correct any discrepancies revealed by the read back.

4.12.5  When instructions are received that do not require a full read back they must be acknowledged in a manner which clearly indicates that they have been understood and accepted. “WILCO” will generally suffice in this case.

4.12.6  Messages that do not require a read back must be acknowledged by the aircraft transmitting its call sign.

4.12.7  Where there is difficulty in reading a transmission a read back should be made or requested to verify the content.

4.13   Trafficinformation

4.13.1  Within class C or D airspace, traffic information is to be acknowledged by the phrase “COPIED THE TRAFFIC (call sign)” or ”TRAFFIC IN SIGHT (call sign)” as appropriate.

4.13.2  Traffic information passed to an IFR aircraft about another IFR aircraft in class G airspace is to be acknowledged as follows:

(a) where “NO REPORTED IFR TRAFFIC” is passed the pilot replies NIL TRAFFIC “(call sign)”

(b) where traffic information is passed the pilot replies ”COPIED THE TRAFFIC (call sign)”.

4.14   Essential traffic

4.14.1  Essential traffic is that controlled traffic to which the provision of separation by ATC is applicable, but which, in relation to a particular controlled flight is not, or will not be, separated from other controlled traffic by the appropriate separation minimum. Essential traffic includes flights which are maintaining own separation in VMC and flights affected as a result of an aircraft responding to an ACAS RA.

4.14.2  Essential traffic information will include:

(a) direction of flight of aircraft concerned

(b) type and wake turbulence category (if relevant) of aircraft concerned

(c) cruising level of aircraft concerned; and

(1) estimated time over the reporting point nearest to where the level will be crossed; or

(2) relative bearing of the aircraft concerned in terms of the 12-hour clock as well as distance from the actual or estimated position of the aircraft concerned; or

(3) actual or estimated position of the aircraft concerned.

4.14.3 Messages containing essential traffic information to IFR flights outside controlled airspace is preceded by “TRAFFIC IS” or “ADDITIONAL TRAFFIC IS”.

4.15   Radio test procedures                                                                                       

4.15.1  Test transmissions should take the following form:

(a) the identification of the station being called

(b) the aircraft call sign

(c) the words RADIO CHECK

(d) the frequency being used.

4.15.2  Replies to test transmissions should be as follows:

(a) the identification of the station calling

(b) the identification of the station replying

(c) information regarding the readability of the transmission.


4.15.3  The readability of the transmission should be classified in accordance with the following readability scale:

Figure 4.15.3a

1

Unreadable

2

Readable now and then

3

Readable but with difficulty

4

Readable

5

Perfectly readable

Figure 4.15.3b

AUCKLAND TOWER CESSNA XYZ RADIO CHECK 118.7

STATION CALLING AUCKLAND TOWER READABILITY TWO

or

XYZ TOWER READABILITY THREE LOUD BACKGROUND WHISTLE

or

XYZ TOWER READABILITY FIVE

4.15.4  When it is necessary for a ground station to make test signals, either for the adjustment of a transmitter before making a call or for the adjustment of a receiver, such signals must not continue for more than 10 seconds and must be composed of spoken numbers (ONE, TWO, THREE, etc) followed by the radio call sign of the station transmitting the test signals.

4.16   Level i nstructions

4.16.1 Only basic level instructions are detailed in this chapter. More comprehensive phrases are contained in subsequent chapters in the context in which they are most commonly used.

4.16.2  The precise phraseology used in the transmission and acknowledgement of climb and descent clearances will vary, depending upon the circumstances, traffic density, and nature of the flight operations. However, care must be taken to ensure that misunderstandings are not generated as a consequence of the phraseology employed during these phases of flight.

4.16.3  Level is a general term used when referring to altitude or flight level.

4.16.4  In the following examples the operations of climbing and descending are interchangeable and examples of only one form are given.

Figure 4.16.4a

PQR REPORT ( PRESENT) LEVEL

PQR PASSING FL150 (or PQR MAINTAINING 8000 FEET)

PQR REPORT PASSING FL180

REPORT PASSING FL180 PQR

PQR PASSING FL180

- - - - - - - - - - - - - -

PQR MAINTAIN 2500 FEET

MAINTAINING 2500 FEET PQR

- - - - - - - - - - - - - -

PQR CLIMB TO FL220 REPORT PASSING FL150

LEAVING 4000 FEET CLIMBING TO FL220 WILCO PQR

- - - - - - - - - - - - - -

PQR REQUEST DESCENT

PQR DESCEND TO FL160

LEAVING FL190 DESCENDING TO FL160 PQR

- - - - - - - - - - - - - -

FASTAIR 345 AFTER PASSING HAMILTON VOR DESCEND TO FL180

AFTER HAMILTON VOR DESCEND TO FL180 FASTAIR 345

FASTAIR 345 CLIMB (/DESCEND) AT 500 FEET PER MINUTE MINIMUM (/MAXIMUM)

CLIMB (/DESCEND) AT 500 FEET PER MINUTE MINIMUM (/MAXIMUM) FASTAIR 345

4.16.5  Once given an instruction to climb or descend, a further overriding instruction may be given to a pilot.

Figure 4.16.5a

FASTAIR 345 STOP DESCENT AT FL150

STOPPING DESCENT AT FL150 FASTAIR 345

FASTAIR 345 CLIMB TO FL160

CLIMBING TO FL160 FASTAIR 345

FASTAIR 345 CONTINUE CLIMB TO FL200

CONTINUING CLIMB TO FL200 FASTAIR 345

4.16.6  Occasionally, for traffic reasons, a higher than normal rate of climb or descent may be required.

Figure 4.16.6a

FASTAIR 345 EXPEDITE DESCENT TO FL180

EXPEDITING DESCENT TO FL180 FASTAIR 345

FASTAIR 345 CLIMB TO FL240 EXPEDITE UNTIL PASSING FL180

CLIMBING TO FL240 EXPEDITING UNTIL PASSING FL180 FASTAIR 345

4.17   Change from IFR to VFR flight rules

4.17.1  During a flight a pilot may change from IFR to VFR flight. Any changes to the flight plan are to be included in the message. Pilots are required to provide a SARTIME (in hours and minutes) for destination and aircraft registration if not already passed.

Note: This is not a termination of flight plan but merely a change of flight rules.

Figure 4.17.1a

PQR CANCELLING IFR FLIGHT REQUEST DESCENT TO TRACK VIA LAKE DUNSTAN AND CROMWELL TO ALEXANDRA

PQR IFR FLIGHT CANCELLED AT 47 LEAVE CONTROLLED AIRSPACE DESCENDING VIA LAKE DUNSTAN REPORT PASSING 9500 FEET REQUEST SARTIME FOR ALEXANDRA

LEAVE CONTROLLED AIRSPACE DESCENDING VIA LAKE DUNSTAN WILCO SARTIME 0320 PQR

PQR SARTIME 0320


4.18   Position reporting — IFR

4.18.1  Position reporting procedures are set out in AIP New Zealand ENR 1.1, section 5.

Figure 4.18.1a

FASTAIR 167 POLAX THREE ROMEO DEPARTURE, PASSING 1500 FEET CLIMBING VIA SID TO FL330

- - - - - - - - - - - - - -

FASTAIR 512 SET HEADING AT 18 PASSING 4000 FEET CLIMBING TO FL170 KELSO AT 33

- - - - - - - - - - - - - -

FASTAIR 345 NEW PLYMOUTH 14 FL340 NELSON 33

FASTAIR 345 ROGER

4.18.2  Where distance information is provided in a position report, the distance reference is to be included.

Figure 4.18.2a

FASTAIR 262 20 DME FROM QUEENSTOWN

- - - - - - - - - - - - - -

FASTAIR 394 31 GPS FROM NAPIER VOR  …

- - - - - - - - - - - - - -

FASTAIR 991 3 MILES FROM APINU …

- - - - - - - - - - - - - -

FASTAIR 549  12 MILES FROM TOUCHDOWN  …

- - - - - - - - - - - - - -

FASTAIR  387 3 MILES FROM FINAL APPROACH FIX  …

- - - - - - - - - - - - - -

FASTAIR 345 ROGER


4.19   Position reporting — VFR

4.19.1  Visual position reports should contain the appropriate elements of those listed in AIP New Zealand ENR 1.1 section 7 as applicable to the report.

Figure 4.19.1a

Information

XYZ 10 MILES EAST TAUPO AT 35 MAINTAINING 6500 FEET ESTIMATING HASTINGS AT 58

XYZ HAWKE BAY QNH 1024

QNH 1024 XYZ

- - - - - - - - - - - - - -

XYZ AIRBORNE WHAKATANE AT 2244 ON FLIGHT PLAN TO TAUPO ESTIMATING TAUPO AT 2325 AMEND SARTIME TO 2355

XYZ THERMAL QNH 1014 SARTIME NOW 2355

QNH 1014 XYZ

- - - - - - - - - - - - - -

XYZ OVERHEAD HAWERA TERMINATE FLIGHT PLAN

XYZ FLIGHT PLAN TERMINATED

Figure 4.19.1b

Control

XYZ SQUAWKING 4321 PAEKAKARIKI 2500 FEET REQUESTING VFR TO CAPE CAMPBELL 4500 FEET

XYZ IDENTIFIED, 4500 FEET NOT AVAILABLE,  ENTER CONTROLLED AIRSPACE ON TRACK PAEKAKARIKI, OHAU POINT TO CAPE CAMPBELL AT 4000 FEET VFR QNH 1010

ENTER CONTROLLED AIRSPACE ON TRACK PAEKAKARIKI OHAU POINT TO CAPE CAMPBELL AT 4000 FEET VFR QNH1010 XYZ


Figure 4.19.1c

Tower

XYZ KATI KATI 1500 FEET REQUEST CLEARANCE TO ENTER CONTROL ZONE FOR TOUCH AND GO THEN ONWARDS TO ROTORUA  POB 2

XYZ ENTER CONTROL ZONE AT1500 FEET TRACK TO MOUNT HARBOUR ENTRANCE  REPORT AT MOUNT HARBOUR ENTRANCE QNH 1018 TRAFFIC IS . . .

ENTER CONTROL ZONE AT 1500 FEET TRACK TO MOUNT HARBOUR ENTRANCE WILCO 1018 COPIED THE TRAFFIC XYZ

4.20   Transponder reporting

4.20.1  Pilots are required to operate a transponder when in transponder-mandatory airspace (all controlled airspace in New Zealand and when designated in special use airspace) unless otherwise authorised by ATC. Refer to paragraph 6.7 of this advisory circular for transponder operating phrases.

4.20.2  Pilots who wish to operate in transponder mandatory controlled airspace without an operative transponder are expected to obtain specific ATC approval prior to commencing the flight. Following ATC approval pilots reiterate “NEGATIVE TRANSPONDER” when requesting a clearance to enter transponder mandatory controlled airspace. Refer to section 6.7 for transponder operating phrases.

Figure 4.20.2a

XYZ THE NED 2500 FEET FOR LANDING AT OMAKA POB 1 NEGATIVE TRANSPONDER

XYZ ENTER CONTROL ZONE VIA MAXWELL SECTOR 2500 FEET OR BELOW HOLD AT TAYLOR DAM REPORT SIGHTING …

4.20.3  A pilot-in-command of an aircraft operating in transponder mandatory airspace must immediately advise the ATC unit having jurisdiction over the relevant airspace of any failure or partial failure of the transponder equipment. ATC may request confirmation of transponder operation.

Figure 4.20.3a

FASTAIR 345 CONFIRM TRANSPONDER OPERATING

FASTAIR 345 NEGATIVE, TRANSPONDER UNSERVICEABLE

4.21   Runway designator

4.21.1  At controlled aerodromes the phraseology “RUNWAY (number)” will be used.  

4.21.2  Where there are two parallel runways with different surfaces (paved and unpaved) and the runway designators are the same:

(a) the phraseology “GRASS (number)” will be used to describe the unpaved or partially paved runway, and either

(b) the phraseology “SEAL (number)” will be used to describe the paved runway; or

(c) the phraseology “RUNWAY (number)”is used to describe the paved runway if the aircraft in question is not capable of landing on the unpaved parallel runway.

Figure 4.21.2a

XYZ LINE UP GRASS 20

LINE UP GRASS 20 XYZ

4.22   Minimum fuel

4.22.1  A declaration from a pilot of "MINIMUM FUEL" informs ATC that all planned aerodrome options have been reduced to a specific aerodrome of intended landing and any change to the existing clearance may result in landing with less than planned final reserve fuel. This is not an emergency situation but an indication that an emergency situation is possible should any delay occur. 

4.22.2  When a pilot reports a state of minimum fuel, the controller must inform the pilot as soon as practicable of any anticipated delays or that no delays are expected. Any change to expected delays will be passed to the aircraft as soon as practicable.

4.22.3  No priority will be provided to aircraft that have declared minimum fuel. If there is a fuel situation that is an emergency then an emergency call in accordance with part 13 of the advisory circular must be used.

Figure 4.22.3a

INVERCARGILL TOWER FASTAIR 345 MINIMUM FUEL

FASTAIR 345 ROGER MINIMUM FUEL (NO DELAY EXPECTED or EXPECT delay information)" 

5.       AERODROME CONTROL

5.1     General

5.1.1  Except for reasons of safety, controllers should not transmit to an aircraft in the process of taking off or in the final stages of an approach and landing.

5.2     Departure information and engine startingprocedures

5.2.1  Where ATIS is not available the pilot may ask for current aerodrome information before requesting start up.

Figure 5.2.1a

INVERCARGILL TOWER FASTAIR 345 REQUEST DEPARTURE INFORMATION

FASTAIR 345 RUNWAY 22 WIND 290 DEGREES 14 KNOTS TEMPERATURE 2 QNH 1022 TIME 27

RUNWAY 22, QNH 1022 FASTAIR 345

5.2.2  Requests to start engines are normally made to facilitate ATC planning and to avoid fuel wastage by aircraft delayed on the ground. Along with the request, the pilot will state  the location of the aircraft and acknowledges receipt of the ATIS broadcast.

Figure 5.2.2a

CHRISTCHURCH GROUND FASTAIR 345 STAND  (OR GATE) 4 REQUEST STARTUP FL260 DUNEDIN INFORMATION BRAVO

FASTAIR 345 START UP APPROVED BRAVO QNH 1019

QNH 1019 FASTAIR 345

5.2.3 For efficiency, pilots will often include the readback of the QNH included in the ATIS broadcast at the same time they acknowledge receipt of the ATIS broadcast.

Figure 5.2.3a

CHRISTCHURCH GROUND FASTAIR 345 STAND  (OR GATE) 4 REQUEST STARTUP FL260 DUNEDIN INFORMATION BRAVO QNH 1019

FASTAIR 345 START UP APPROVED

FASTAIR 345

5.2.4  During busy periods the normal response to a start request is “standby”. ATC internal coordination follows. Maintain a listening watch for your start approval or update.

FASTAIR 345 STAND (OR GATE) 8 REQUEST START UP

FASTAIR 345 STANDBY

FASTAIR 345 START UP AT 35

FASTAIR 345

or

FASTAIR 345 EXPECT START UP AT 35

 FASTAIR 345

or

FASTAIR 345 EXPECT DEPARTURE AT 49 START UP AT OWN DISCRETION

FASTAIR 345

5.3     Pushback

5.3.1  At some aerodromes aircraft are parked nose-in to the terminal and have to be pushed backwards by tugs before they can taxi for departure. Requests for pushback are to be made according to local procedures.

FASTAIR 345 STAND (OR GATE) 2 REQUEST PUSHBACK

FASTAIR 345 PUSHBACK APPROVED

or

FASTAIR 345 STANDBY, EXPECT ONE MINUTE DELAY DUE 747 TAXIING BEHIND

5.4     Taxiinstructions

5.4.1  In all cases pilots of departing aircraft must state the location of the aircraft when requesting to either start engines, push back, or when requesting taxi clearance.

5.4.2  When an aircraft wishes to operate off a non-duty runway, IFR flights must make this request prior to starting, and VFR aircraft must include this in the request for taxi clearance.

5.4.3  When an aircraft requires a reduced length for take-off, or backtrack from a runway entry point, this request must be included in the request for taxi clearance, along with any other intentions of a pilot which are significant to ATC.

5.4.4  Taxi instructions issued by a controller will always contain a clearance limit, which is the point at which the aircraft must stop unless further permission to proceed is given. The clearance limit may not necessarily be a position from which an aircraft can enter the runway for departure, or enter the apron, but may be some other position on the aerodrome depending on prevailing circumstances. Taxi instructions may also include a taxi route.

5.4.5  A taxi clearance containing a limit beyond a runway will contain an explicit clearance to cross that runway or an instruction to hold short of that runway. This will include unlit runways at night and runways that are promulgated as closed or not available .

5.4.6  A clearance to cross must be requested if one has not been given.


5.4.7  When issuing clearances to aircraft to cross a runway ATC may require an aircraft to report when it has vacated and is clear of the runway.

Figure 5.4.7a

NELSON TOWER C172 XYZ SOUTH SIDE OF HANGARS REQUEST TAXI 20 MINUTES CIRCUITS POB 2 INFORMATION BRAVO QNH 1010

XYZ TAXI TO HOLDING POINT ALFA FIVE TIME 16

XYZ REQUEST RUNWAY 24

XYZ BEHIND THE SENECA COMING FROM YOUR LEFT RECLEARED TO HOLDING POINT RUNWAY 24 CROSS RUNWAY 20

BEHIND THE SENECA TAXI TO HOLDING POINT RUNWAY 24 CROSS RUNWAY 20 XYZ

- - - - - - - - - - - - - - -

FASTAIR 345 (STAND OR GATE) 2 REQUEST TAXI POB 25 INFORMATION CHARLIE QNH 1011

FASTAIR 345 TIME 23 TAXI TO HOLDING POINT GOLF ONE VIA ALFA HOLD SHORT OF RUNWAY 14

FASTAIR 345 REQUEST TAXIWAY BRAVO AND BACKTRACK

FASTAIR 345 ROGER TAXI VIA BRAVO BACKTRACK AND LINE UP RUNWAY 06

BRAVO BACKTRACK AND LINE UP RUNWAY 06 FASTAIR 345

- - - - - - - - - - - - - - -

PQR EXPEDITE TAXI TRAFFIC ON FINAL RUNWAY 14,

REPORT RUNWAY 14 VACATED

EXPEDITING PQR

PQR RUNWAY 14 VACATED

- - - - - - - - - - - - - - -

BIGTOWN TOWER XYZ AT STAND (OR GATE) 9 REQUEST TAXI TO AERO CLUB

XYZ ROGER TAXI TO HOLDING POINT ALFA ONE VIA CHARLIE

HOLDING POINT ALFA ONE  VIA CHARLIE  XYZ

XYZ APPROACHING HOLDING POINT ALFA ONE REQUEST CROSS RUNWAY 33

XYZ HOLD SHORT OF RUNWAY 33

HOLDING SHORT RUNWAY 33 XYZ

XYZ CROSS RUNWAY 33 REPORT VACATED CONTINUE TO AERO CLUB

CROSSING, WILCO XYZ

XYZ ROGER

XYZ RUNWAY VACATED

5.4.8  Where an aircraft acknowledges receipt of the ATIS broadcast or acknowledges receipt of conditions just recently broadcast to other aircraft, the controller does not need to pass departure information to the pilot when giving taxi instructions.

Figure 5.4.8a

CHRISTCHURCH GROUND FASTAIR 345 STAND (OR GATE) 6 REQUEST TAXI INFORMATION DELTA QNH 1019 POB 128

FASTAIR 345 GIVE WAY TO 747 PASSING LEFT TO RIGHT TAXI TO HOLDING POINT ALFA ONE CROSS RUNWAY 29 TIME 19

HOLDING POINT ALFA ONE CROSS RUNWAY 29 TRAFFIC IN SIGHT FASTAIR 345

5.5     Pre-departuremanoeuvring

5.5.1  At busy aerodromes with separate surface movement control (GROUND) and aerodrome control (TOWER), aircraft are usually transferred to the aerodrome control at or approaching the runway holding point. Since misunderstandings in the granting and acknowledgement of take-off clearances can result in serious consequences, meticulous care has been taken to ensure that the phraseology which is to be employed during the pre-departure manoeuvres cannot be interpreted as a take-off clearance.

Figure 5.5.1a

FASTAIR 345 CONTACT TOWER 118.9

118.9 FASTAIR 345


5.5.2  Many types of aircraft carry out engine or other pre-take-off checks prior to departure and are not always ready for take-off when they reach the runway holding point.

Figure 5.5.2a

PQR REPORT WHEN READY FOR DEPARTURE

WILCO PQR

PQR READY

- - - - - - - - - - - - - - -

PQR LINE UP

LINING UP PQR

- - - - - - - - - - - - - - -

PQR LINE UP AND WAIT

LINE UP AND WAIT PQR

5.5.3  Conditional clearances affecting the active runway will only be used when both the pilot and the controller have the conflicting traffic in sight, and the traffic causing the conditional clearance is the first to pass the affected aircraft. When the conditional clearance involves a departing aircraft and an arriving aircraft or two departing aircraft, the clearance will be given as follows:

(a) call sign

(b) the condition

(c) the clearance

(d) a brief reiteration of the condition.

Figure 5.5.3a

FASTAIR 345 REPORT THE BLUE DASH 8 ON FINAL IN SIGHT

FASTAIR 345 BLUE DASH 8 IN SIGHT

FASTAIR 345 BEHIND THE LANDING DASH 8 ON SHORT FINAL LINE UP BEHIND

BEHIND THE LANDING DASH 8 LINE UP BEHIND FASTAIR 345

- - - - - - - - - - - - - - -

FASTAIR 345 AFTER DEPARTING 737 LINE UP BEHIND

AFTER DEPARTING 737 LINE UP BEHIND FASTAIR 345

5.5.4 Multiple line up clearances differ to conditional clearances.

5.5.5 Multiple line up clearances will only be used when the preceding aircraft concerned is seen by both the controller and the pilot of the succeeding aircraft.

5.5.6 The clearance will be given as follows:

(a) identification

(b) line up clearance

(c) runway

(d) runway entry point

(e) departure order number

(f) traffic information about other aircraft.

Figure 5.5.6a

ANZ123 LINE UP RUNWAY 23L AT ALFA FOUR, NUMBER ONE  FOR DEPARTURE AHEAD OF QANTAS B737 LINING UP AT ALFA ONE

LINING UP RUNWAY 23L AT ALFA FOUR, NUMBER ONE AHEAD OF QANTAS B737, ANZ123

QFA357, LINE UP AND WAIT RUNWAY 23L AT ALFA ONE, NUMBER TWO FOR DEPARTURE BEHIND AIR NEW ZEALAND A320 AT ALFA FOUR

LINING UP AND WAIT RUNWAY 23L AT ALFA ONE, NUMBER TWO BEHIND AIR NEW ZEALAND A320, QFA357

- - - - - - - - - - - - - - -


5.6     Take-offprocedures

5.6.1  If ATC is unable to issue a take-off clearance the reason will be given.

Figure 5.6.1a

PQR WAIT VEHICLE VACATING

or

 PQR WAIT AWAITING RADAR RELEASE

PQR

5.6.2  The take-off clearance will include the runway designator.

Figure 5.6.2a

FASTAIR 345 RUNWAY 09 CLEARED FOR TAKE-OFF

RUNWAY 09 CLEARED FOR TAKE-OFF FASTAIR 345

- - - - - - - - - - - - - - -

FASTAIR 345 RUNWAY 23 LEFT CLEARED FOR TAKE-OFF

RUNWAY 23 LEFT CLEARED FOR TAKE-OFF
FASTAIR 345

- - - - - - - - - - - - - - -

PQR GRASS 02 CLEARED FOR TAKE-OFF

GRASS 02 CLEARED FOR TAKE-OFF PQR


5.6.3  For traffic reasons it may be necessary for the aircraft to take-off immediately after lining up.

Figure 5.6.3a

FASTAIR 345 ARE YOU READY FOR IMMEDIATE DEPARTURE

FASTAIR 345 AFFIRM

FASTAIR 345 RUNWAY 27 CLEARED IMMEDIATE TAKE-OFF

RUNWAY 27 CLEARED IMMEDIATE TAKE-OFF   FASTAIR 345

- - - - - - - - - - - - - - -

FASTAIR 345 LINE UP BE READY FOR IMMEDIATE DEPARTURE

LINING UP FASTAIR 345

FASTAIR 345 RUNWAY 18 CLEARED IMMEDIATE TAKE-OFF

RUNWAY 18 CLEARED IMMEDIATE TAKE-OFF   FASTAIR 345

5.6.4  In poor visibility the controller may request the pilot to report when airborne.

Figure 5.6.4a

FASTAIR 345 RUNWAY 08 CLEARED FOR TAKE-OFF REPORT AIRBORNE

RUNWAY 08 CLEARED FOR TAKE-OFF WILCO  FASTAIR 345

FASTAIR 345 AIRBORNE 57

FASTAIR 345 CONTACT CONTROL 121.1

121.1 FASTAIR 345


5.6.5  Local departure instructions may be given with the take-off clearance. Such instructions are normally given to ensure separation between aircraft operating in the vicinity of the aerodrome.

Figure 5.6.5a

FASTAIR 345 CLIMB STRAIGHT AHEAD TO 3000 FEET BEFORE TURNING RIGHT RUNWAY 24 CLEARED FOR TAKE-OFF

STRAIGHT AHEAD TO 3000 FEET RIGHT TURN RUNWAY 24 CLEARED FOR TAKE-OFF FASTAIR 345

- - - - - - - - - - - - - - -

XYZ REQUEST RIGHT TURN WHEN AIRBORNE

XYZ RIGHT TURN APPROVED RUNWAY 03 CLEARED FOR TAKE-OFF

RUNWAY 03 CLEARED FOR TAKE-OFF RIGHT TURN XYZ

5.6.6  Due to unexpected traffic developments or a departing aircraft taking longer to take off than anticipated it is occasionally necessary to rescind the take-off clearance or quickly free the runway for landing traffic. In this situation the pilot must acknowledge the instruction with call sign and intentions.

Figure 5.6.6a

FASTAIR 345 TAKE-OFF IMMEDIATELY OR HOLD SHORT OF RUNWAY

HOLDING SHORT FASTAIR 345

- - - - - - - - - - - - - - -

FASTAIR 345 TAKE-OFF IMMEDIATELY OR VACATE RUNWAY

TAKING OFF FASTAIR 345

- - - - - - - - - - - - - - -

PQR HOLD POSITION

HOLDING PQR

PQR HOLD POSITION, CANCEL TAKE-OFF I SAY AGAIN CANCEL TAKE-OFF (reasons)

HOLDING PQR


5.6.7  When a perilous situation develops after an aircraft has commenced the take-off roll the pilot may be instructed to abandon the take-off. This instruction will only be used in extreme circumstances when an aircraft is in imminent danger. (The decision to abandon take-off remains with the pilot).

Figure 5.6.7a

FASTAIR 345 STOP IMMEDIATELY FASTAIR 345 STOP IMMEDIATELY TRUCK ENTERING THE RUNWAY

STOPPING FASTAIR 345

5.6.8  When a pilot abandons the take-off manoeuvre they should, as soon as practicable, inform the control tower they are doing so. Likewise, as soon as practicable, they should inform the control tower of the reasons for abandoning take-off, if applicable, and request further manoeuvring instructions.

Figure 5.6.8a

FASTAIR 345 STOPPING

FASTAIR 345 ROGER

FASTAIR 345 REQUEST RETURN TO APRON

FASTAIR 345 TAKE NEXT RIGHT RETURN TO APRON CONTACT GROUND 121.9

NEXT RIGHT RETURN TO APRON 121.9 FASTAIR 345

5.6.9  When reduced runway separation is being used, controllers will pass traffic information on the preceding aircraft.

Figure 5.6.9a

XYZ (TRAFFIC INFORMATION) RUNWAY 05 CLEARED FOR TAKE-OFF

RUNWAY 05 CLEARED FOR TAKE-OFF XYZ

5.7     VFRdepartures

5.7.1  Departure clearances may include a CTR Sector, a VFR departure procedure or plain language instructions. Aircraft must, on leaving the aerodrome traffic circuit, enter and remain within the lateral limits of any sector in the clearance, or follow the assigned route specified in the VFR departure procedure or the clearance. Altitude instructions are included in published VFR departure procedures.


Figure 5.7.1a

XYZ LEAVE CONTROL ZONE VIA WHANGANUI AT 1500 FEET VFR  REPORT TURAKINA

LEAVE CONTROL ZONE VIA WHANGANUI AT 1500 FEET VFR  WILCO XYZ

- - - - - - - - - - - - - - -

XYZ LEAVE CONTROL ZONE VIA SEAGROVE 2000 FEET OR BELOW REPORT SEAGROVE

LEAVE CONTROL ZONE VIA SEAGROVE 2000 FEET OR BELOW WILCO XYZ

- - - - - - - - - - - - - - -

XYZ LEAVE VIA SINCLAIR SECTOR SPECIAL VFR 1500 FEET OR BELOW

LEAVE VIA SINCLAIR SECTOR SPECIAL VFR 1500 FEET OR BELOW XYZ

- - - - - - - - - - - - - - -

XYZ CLEARED MANFEILD DEPARTURE

CLEARED MANFEILD DEPARTURE XYZ

5.8     VFRarrivals

5.8.1  The initial call to aerodrome control requesting clearance to enter a CTR must be made in sufficient time to allow the controller to assess the VFR and IFR traffic situation and issue a clearance prior to the aircraft reaching the CTR boundary. Pilots must request a Special VFR clearance when conditions are below VFR minima, and approval to operate in the CTR should not be assumed .

5.8.2  Arrival clearances may include a CTR Sector, a VFR arrival procedure, plain language instructions, or circuit joining instructions. Aircraft must remain within the lateral limits of any sector in the clearance, or follow the cleared VFR arrival procedure or route otherwise specified in the clearance, and comply with circuit joining and reporting instructions. Altitude instructions are included in published VFR arrival procedures.


Figure 5.8.2a

HAMILTON TOWER  XYZ

XYZ HAMILTON TOWER

XYZ C172 TE KOWHAI 2000 FEET FOR LANDING POB 2 INFORMATION DELTA QNH 1012

XYZ JOIN LEFT HAND DOWNWIND RUNWAY 36 2000 FEET OR BELOW REPORT RUKUHIA

LEFT HAND DOWNWIND RUNWAY 36 AT 2000 FEET OR BELOW WILCO XYZ

- - - - - - - - - - - - - - -

CHRISTCHURCH TOWER  XYZ

XYZ CHRISTCHURCH TOWER

XYZ DARFIELD 2500 FEET FOR LANDING INFORMATION BRAVO QNH 1014 POB 4

XYZ CLEARED 20 EYREWELL ARRIVAL RUNWAY 20

CLEARED 20 EYREWELL ARRIVAL RUNWAY 20 XYZ

- - - - - - - - - - - - - - -

WELLINGTON TOWER YYM

YYM WELLINGTON TOWER

YYM HAYWARDS 2500 FEET FOR LANDING INFORMATION TANGO QNH 1018 POB 3

YYM ENTER CONTROL ZONE VIA PETONE SECTOR 2000 FEET OR BELOW HOLD AT POINT HOWARD

ENTER CONTROL ZONE VIA PETONE SECTOR 2000 FEET OR BELOW HOLD AT POINT HOWARD YYM


5.9     Aerodrome trafficcircuit

5.9.1  Circuit joining instructions will be issued early enough to allow a pilot to sight other aircraft and position in a safe and orderly manner into the circuit.

Figure 5.9.1a

XYZ JOIN RIGHT HAND DOWNWIND RUNWAY 24 REPORT SIGHTING CESSNA 172  DOWNWIND

RIGHT HAND RUNWAY 24 CESSNA 172 IN SIGHT XYZ

XYZ NUMBER TWO FOLLOW THE CESSNA 172

NUMBER TWO WILCO XYZ

- - - - - - - - - - - - - - -

XYZ JOIN LEFT HAND DOWNWIND RUNWAY 09 NUMBER TWO FOLLOW TECNAM ON LEFT BASE

LEFT HAND DOWNWIND RUNWAY 09 NUMBER TWO XYZ

XYZ DOWNWIND TECNAM  IN SIGHT

XYZ ROGER

- - - - - - - - - - - - - - -

XYZ JOIN LEFT BASE RUNWAY 16 NUMBER TWO FOLLOW DASH-8 THREE MILE FINAL REPORT SIGHTING

LEFT BASE RUNWAY 16 NUMBER TWO DASH-8 IN SIGHT XYZ

XYZ ROGER

- - - - - - - - - - - - - - -

XYZ CROSS OVERHEAD THEN JOIN RIGHT HAND DOWNWIND RUNWAY 25

CROSS OVERHEAD RIGHT HAND RUNWAY 25 XYZ

- - - - - - - - - - - - - - -

XYZ MAKE STANDARD OVERHEAD JOIN LEFT TRAFFIC CIRCUIT RUNWAY 03

STANDARD OVERHEAD JOIN LEFT HAND RUNWAY 03 XYZ


5.9.2  The pilot having joined the traffic circuit makes routine reports as required.

Figure 5.9.2a

XYZ DOWNWIND

XYZ NUMBER TWO FOLLOW CHEROKEE ON BASE

NUMBER TWO TRAFFIC IN SIGHT XYZ

- - - - - - - - - - - - - - -

XYZ REPORT FINAL (or BASE or LONG FINAL)

XYZ WILCO

XYZ FINAL

XYZ CONTINUE APPROACH WIND 270 DEGREES 7 KNOTS

XYZ

5.9.3  It may be necessary in order to co-ordinate traffic in the circuit to issue delaying or expediting instructions.

Figure 5.9.3a

XYZ EXTEND DOWNWIND NUMBER TWO FOLLOW CHEROKEE 4 MILES FINAL

NUMBER TWO TRAFFIC IN SIGHT XYZ

- - - - - - - - - - - - - - -

XYZ ORBIT RIGHT REPORT COMPLETE, TRAFFIC ON RUNWAY

ORBITING RIGHT WILCO XYZ

- - - - - - - - - - - - - - -

XYZ NUMBER ONE MAKE * SHORT APPROACH CHEROKEE SIX MILES FINAL

SHORT APPROACH XYZ

Note: A low time student pilot is likely unable to make a short approach. ATC might first need to query a pilot whether able to accept a short approach prior to issuing this instruction.


5.10   Final approach andlanding

5.10.1  If requested a “final” report is made when an aircraft turns onto final approach. If the turn onto final is made at a distance greater than four miles from touchdown a “long final” report is made.

5.10.2  The landing clearance will include the runway designator.

Figure 5.10.2a

XYZ FINAL

XYZ WIND 270 DEGREES 7 KNOTS SEAL 02 CLEARED TO LAND

SEAL 02 CLEARED TO LAND XYZ

- - - - - - - - - - - - - - -

FASTAIR 345 LONG FINAL

FASTAIR 345 CONTINUE APPROACH WIND 260 DEGREES 18 KNOTS

FASTAIR 345

FASTAIR 345 FINAL

FASTAIR 345 WIND 240 DEGREES 20 KNOTS RUNWAY 02 CLEARED TO LAND

RUNWAY 02 CLEARED TO LAND FASTAIR 345

5.10.3  A pilot may request to fly past the control tower or other observation point for the purpose of visual inspection from the ground.

Figure 5.10.3a

FASTAIR 345 REQUEST LOW PASS UNSAFE LEFT GEAR INDICATION

FASTAIR 345 CLEARED LOW PASS RUNWAY 27 REPORT FINAL

RUNWAY 27 FASTAIR 345

FASTAIR 345 LANDING GEAR APPEARS DOWN

FASTAIR 345

- - - - - - - - - - - - - - -

FASTAIR 345 RIGHT MAIN WHEELS APPEAR UP, LEFT MAIN WHEELS APPEAR DOWN

FASTAIR 345


5.10.4 For training purposes, a pilot may request permission to fly along the runway centre line without landing. However this is not approval for a stunt at low level and high speed.

Figure 5.10.4a

PQR REQUEST LOW APPROACH RUNWAY 09 FOR TRAINING

PQR CLEARED LOW APPROACH RUNWAY 09 REPORT FINAL

RUNWAY 09 FASTAIR 345

5.11   Simulated emergency and training manoeuvres

5.11.1  Simulat ed abandoned tak e- off:

(a) “(RUNWAY or GRASS or SEAL as appropriate) (number) EXERCISE APPROVED [REPO RT COMP LETE] , or

(b) “NOT AVAIL ABLE [reason]”.

Note: The controller should consider the possibility that the aircraft may inadvertently get airborne and apply judgement when approving abandoned take-offs.

5.11.2 Simulated engine failur e after t ake-off:

(a) “EXERCISE APPROVED REPO RT COMP LETE [take-off clearance]", or

(b) “NOT A VAILABLE [reason] [take-off clearance]”.

5.11.3 In order to save taxiing time when flying training in the traffic circuit pilots may request to carry out a “touch and go”, i.e. the aircraft lands, continues rolling and takes-off, without stopping.

5.11.4 The touch and go clearance will include the runway designator.

Figure 5.11.4a

XYZ REQUEST TOUCH AND GO

XYZ GRASS 02 CLEARED TOUCH AND GO

GRASS 02 CLEARED TOUCH AND GO XYZ

or

XYZ UNABLE TO APPROVE DUE TRAFFIC MAKE FULL STOP GRASS 02 CLEARED TO LAND

GRASS 02 CLEARED TO LAND FOR FULL STOP XYZ


5.11.5  When reduced runway separation is being used, controllers will pass traffic information on the preceding aircraft.

Figure 5.11.5a

XYZ (TRAFFIC INFORMATION) RUNWAY 07 CLEARED TO LAND

RUNWAY 07 (traffic) CLEARED TO LAND XYZ

5.12   Windshear and wake turbulence

5.12.1  When wind shear is forecast or is reported by aircraft, ATC will warn other aircraft until such time as aircraft report the phenomenon no longer exists.

Figure 5.12.1a

XYZ CAUTION WIND SHEAR REPORTED THREE MILE FINAL

XYZ

5.12.2  When wake turbulence is suspected or known to exist ATC will warn aircraft as appropriate.

Figure 5.12.2a

XYZ CAUTION WAKE TURBULENCE A320 LANDING AHEAD

XYZ


5.13   Goaround

5.13.1  If the runway is not available for landing, or to ensure ATC separation, or to avert an unsafe situation, this instruction will be given. Any transmissions to aircraft should be brief and kept to a minimum.

Figure 5.13.1a

FASTAIR 345 GO AROUND AIRCRAFT ON THE RUNWAY

GOING AROUND FASTAIR 345

5.13.2  In the event that this procedure is initiated by the pilot, the phrase “going around“ will be used.

Figure 5.13.2a

FASTAIR 345 GOING AROUND

FASTAIR 345 ROGER

5.14   Afterlanding

5.14.1  Except where normal operations for the aircraft type will necessitate a backtrack, arriving aircraft wishing to backtrack on the runway-in-use after landing should make that request to tower while on final approach. After landing, pilots must advise intended location on the aerodrome, and obtain a taxi clearance.

5.14.2  Remain on aerodrome control frequency until clear of the runway-in-use, then, unless otherwise instructed, contact surface movement control on the appropriate frequency for taxi instructions.


Figure 5.14.2a

FASTAIR 345 TAKE FIRST RIGHT

FIRST RIGHT FASTAIR 345

- - - - - - - - - - - - - - -

GROUND FASTAIR 345 RUNWAY VACATED REQUEST TAXI TO STAND (OR GATE) 7

FASTAIR 345 TAXI TO STAND 7 VIA TAXIWAY ALFA

STAND 7 VIA TAXIWAY ALFA FASTAIR 345

- - - - - - - - - - - - - - -

XYZ CONTINUE TO THE END REPORT VACATING LEFT

XYZ

XYZ RUNWAY VACATED

XYZ TAXI TO AERO CLUB VIA BRAVO

AERO CLUB VIA BRAVO XYZ

6.       GENERAL SURVEILLANCE PHRASEOLOGY

6.1     Introduction

6.1.1  This section contains general surveillance phraseology which is commonly used in communications between aircraft and all types of radar units.

6.1.2  Normally the call sign suffix used by the radar unit is sufficient to indicate its function.

6.1.3  In an ATS surveillance service environment heading information given by the pilot and heading instructions given by controllers are in degrees magnetic.

6.2     Surveillanceidentification

6.2.1  Occasionally aircraft will be required to make a turn for identification purposes.

Figure 6.2.1a

PQR REPORT HEADING AND LEVEL

PQR HEADING 110 AT 6000 FEET

PQR FOR IDENTIFICATION TURN LEFT HEADING 080

LEFT HEADING 080 PQR

PQR IDENTIFIED 20 MILES NORTH WEST OF WHANGANUI CONTINUE HEADING 080 VECTORING FOR ILS/DME APPROACH 34

PQR

PQR NOT IDENTIFIED RESUME OWN NAVIGATION

TO GULUT

ROGER, RESUMING OWN NAVIGATION TO GULUT PQR

6.2.2  The pilot should be warned if identification is lost, or about to be lost.

Figure 6.2.2a

XYZ IDENTIFICATION LOST IN RADAR OVERHEAD

XYZ

- - - - - - - - - - - - - - -

XYZ WILL SHORTLY LOSE IDENTIFICATION CONTACT CHRISTCHURCH INFORMATION 121.3

121.3 XYZ

6.3     Surveillancevectoring

6.3.1  Aircraft may be given specific vectors to fly in order to establish lateral separation. Unless it is self-evident, pilots should be informed of the reason why vectors are necessary.

Figure 6.3.1a

FASTAIR 345 TURN LEFT HEADING 050 FOR SEPARATION

LEFT HEADING 050 FASTAIR 345

- - - - - - - - - - - - - - -

FASTAIR 345 FLY HEADING 050

HEADING 050 FASTAIR 345

- - - - - - - - - - - - - - -

FASTAIR 345 CONTINUE PRESENT HEADING

 WILCO FASTAIR 345

- - - - - - - - - - - - - - -

FASTAIR 345 TURN LEFT 10 DEGREES REPORT NEW HEADING

NEW HEADING 350 DEGREES FASTAIR 345

- - - - - - - - - - - - - - -

FASTAIR 345 REPORT YOUR HEADING

FASTAIR 345 HEADING 050

FASTAIR 345 ROGER CONTINUE HEADING 050

WILCO FASTAIR 345


6.3.2  When vectoring is completed, pilots will be instructed to resume their own navigation and given position information and appropriate instructions as necessary.

Figure 6.3.2a

FASTAIR 345 RESUME OWN NAVIGATION DIRECT OHURA

DIRECT OHURA FASTAIR 345

- - - - - - - - - - - - - - -

FASTAIR 345 RESUME OWN NAVIGATION DIRECT OHURA TRACK 070 DISTANCE 27 MILES

DIRECT OHURA 070 27 MILES FASTAIR 345

- - - - - - - - - - - - - - -

XYZ RESUME OWN NAVIGATION POSITION 15 MILES SOUTHEAST OF WAVERLEY

WILCO XYZ

6.3.3  Occasionally an aircraft may be instructed to make a complete turn through 360 degrees for delaying purposes or to achieve a required spacing behind preceding traffic.

Figure 6.3.3a

FASTAIR 345 ORBIT LEFT FOR SEQUENCING

ORBIT LEFT FASTAIR 345


6.4     Traffic information and avoidingaction

Figure 6.4a

FASTAIR 345 UNKNOWN TRAFFIC 10 O’CLOCK 11 MILES CROSSING LEFT TO RIGHT FAST MOVING

FASTAIR 345 NEGATIVE CONTACT REQUEST VECTORS

FASTAIR 345 TURN LEFT HEADING 050

LEFT HEADING 050 FASTAIR 345

FASTAIR 345 CLEAR OF TRAFFIC RESUME OWN NAVIGATION DIRECT ROTORUA VOR

DIRECT ROTORUA VOR FASTAIR 345

- - - - - - - - - - - - - - -

PQR TRAFFIC 2 O’CLOCK 5 MILES NORTHBOUND CHEROKEE AT 2000 FEET

PQR LOOKING

PQR IF NO SIGHTING SUGGEST TURN LEFT 60 DEGREES

PQR TRAFFIC IN SIGHT

PQR ROGER

- - - - - - - - - - - - - - -

FASTAIR 345 UNKNOWN TRAFFIC 1 O’CLOCK 3 MILES OPPOSITE DIRECTION FAST MOVING

FASTAIR 345 LOOKING ... FASTAIR 345 TRAFFIC IN SIGHT NOW PASSED CLEARED

FASTAIR 345 ROGER

- - - - - - - - - - - - - - -

FASTAIR 345 TURN RIGHT IMMEDIATELY HEADING 110 TO AVOID TRAFFIC 12 O’CLOCK 4 MILES

RIGHT HEADING 110 FASTAIR 345

FASTAIR 345 NOW CLEAR OF TRAFFIC RESUME OWN NAVIGATION DIRECT ROTORUA VOR

DIRECT ROTORUA VOR FASTAIR 345

6.5     Vectors to finalapproach

6.5.1  Vectors are given to arriving flights to position them onto a pilot-interpreted final approach aid, or to a point from which a radar-assisted approach can be made. In the following example an identified aircraft is given vectors to the ILS/DME approach.


Figure 6.5.1a

WELLINGTON APPROACH FASTAIR 345 OMDOX 28 PASSING FL180 DESCENDING TO 7000 FEET AVKEX 32 INFORMATION CHARLIE QNH 1014

FASTAIR 345 WELLINGTON APPROACH EXPECT VECTORING FOR ILS/DME APPROACH RUNWAY 16 NO DELAY

ILS/DME RUNWAY 16 FASTAIR 345

FASTAIR 345 LEAVE AVKEX HEADING 050

LEAVE AVKEX HEADING 050 FASTAIR 345

FASTAIR 345 REPORT SPEED

FASTAIR 345 SPEED 250 KNOTS

FASTAIR 345 REDUCE SPEED TO 210 KNOTS

REDUCING TO 210 KNOTS FASTAIR 345

FASTAIR 345 DESCEND TO 4000 FEET NUMBER FOUR IN TRAFFIC

LEAVING FL150 DESCENDING TO 4000 FEET FASTAIR 345

FASTAIR 345 POSITION 20 MILES WEST OF WELLINGTON

FASTAIR 345

FASTAIR 345 TURN RIGHT HEADING 080 BASE LEG NO [ATC] SPEED RESTRICTIONS

HEADING 080 FASTAIR 345

FASTAIR 345 12 MILES FROM TOUCHDOWN TURN RIGHT HEADING 130 CLEARED FOR ILS/DME APPROACH RUNWAY 16

HEADING 130 ILS/DME RUNWAY 16 FASTAIR 345

FASTAIR 345 ESTABLISHED LOCALISER

FASTAIR 345 CONTACT WELLINGTON TOWER 118.1

118.1 FASTAIR 345

Note : The surveillance controller should advise the aircraft of its position at least once prior to turning onto final approach.

6.5.2  Pilots will be advised when a controller intends to vector an aircraft through the final approach track and of the reason for the track extension.

Figure 6.5.2a

FASTAIR 345 CONTINUE PRESENT HEADING TAKING YOU THROUGH THE LOCALISER FOR SEQUENCING

PRESENT HEADING FASTAIR 345

6.6     Surveillance assistance to aircraft with radio communicationsfailure

6.6.1  When a controller suspects that an aircraft is able to receive but not transmit messages, the ATS surveillance system may be used to confirm that the pilot has received instructions.

Figure 6.6.1a

XYZ REPLY NOT RECEIVED IF YOU READ TURN LEFT HEADING 040

XYZ TURN OBSERVED POSITION FIVE MILES SOUTH OF NELSON VOR WILL CONTINUE TO PASS INSTRUCTIONS

- - - - - - - - - - - - - - -

... if loss of communications suspected  FASTAIR 345 REPLY NOT RECEIVED IF YOU READ [manoeuvre instructions or SQUAWK (code or  SQUAWK IDENT

FASTAIR 345 SQUAWK (manoeuvre, SQUAWK or IDENT) OBSERVED. POSITION (position of aircraft). [(instructions)]


6.7     Secondary surveillanceradar

6.7.1  The following phrases together with their meanings are instructions which may be given by controllers to pilots regarding the operation of SSR transponders.

Figure 6.7.1a

Phrase

Meaning

SQUAWK (code)

Set code as instructed

CONFIRM SQUAWK (code)

Confirm the code set on the transponder

RESET SQUAWK (mode) (code)

Reselect assigned mode and/or code

SQUAWK (code and) IDENT

Operate the ‘ident’ feature

SQUAWK NORMAL

Return to normal transponder operation

STOP SQUAWK

Terminate transponder operation

SQUAWK MAYDAY

Operate on code 7700

SQUAWK STANDBY

Suspend transponder operation (Select the standby feature)

SQUAWK CHARLIE

Select pressure altitude transmission feature

CHECK ALTIMETER SETTING AND CONFIRM (level)

Check altimeter pressure setting and confirm present level (to nearest 100ft)

STOP SQUAWK CHARLIE WRONG INDICATION

Deselect pressure altitude feature because of faulty operation

CONFIRM [1] (level)

Check and confirm present level (to nearest 100ft)


6.7.2  The pilot reply to SSR instructions is usually either an acknowledgement or read back.

Figure 6.7.2a

FASTAIR 345 SQUAWK 6411

6411 FASTAIR 345

FASTAIR 345 CONFIRM SQUAWK 6411

SQUAWKING 6411 FASTAIR 345

FASTAIR 345 RESET ALFA 6411

RESETTING ALFA 6411 FASTAIR 345

- - - - - - - - - - - - - - -

FASTAIR 345 CHECK ALTIMETER SETTING AND CONFIRM LEVEL

ALTIMETER 1026 8000 FEET FASTAIR 345

- - - - - - - - - - - - - - -

FASTAIR 345 CONFIRM TRANSPONDER OPERATING

FASTAIR 345 NEGATIVE TRANSPONDER UNSERVICEABLE

- - - - - - - - - - - - - - -

FASTAIR 345 REPLY NOT RECEIVED IF YOU READ SQUAWK IDENT

FASTAIR 345 SQUAWK OBSERVED WILL CONTINUE TO PASS INSTRUCTIONS

6.7.3 Secondary surveillance radar (SSR) and ADS-B phraseologies

6.7.3.1 To request the capability of the SSR equipment:

(a) ADVISE TRANSPONDER CAPABILITY

(b) TRANSPONDER (as shown in the flight plan) [2]

(c) NEGATIVE TRANSPONDER

6.7.3.2 To request the capability of the ADS-B equipment:

(a) ADVISE ADS-B CAPABILITY

(b) ADS-B TRANSMITTER (data link) 2

(c) ADS-B RECEIVER (data link) 2

(d)  NEGATIVE ADS-B 2.

6.7.3.3 To instruct setting of the transponder:

(a) FOR DEPARTURE SQUAWK (code )

(b) SQUAWK (code).

6.7.3.4 To request the pilot to reselect the assigned mode and code:

(a) RESET SQUAWK [(mode)] (code )

(b) RESETTING (mode) (code ) 2 .

6.7.3.5 To request reselection of the aircraft identification:

          RE-ENTER FLIGHT IDENTIFICATION.

6.7.3.6 To request the pilot to confirm the code selected on the aircraft’s transponder:

(a) CONFIRM SQUAWK (code) ;

(b) SQUAWKING (code) 2 .

6.7.3.7 To request the operation of the Mode S or ADS-B ident feature:

(a) SQUAWK [(code)] [AND] IDENT

(b) SQUAWK LOW

(c) SQUAWK NORMAL

6.7.3.8 To request the temporary suspension of transponder operation:

          SQUAWK STANDBY.

6.7.3.9 To request emergency code:

          SQUAWK MAYDAY [CODE SEVEN-SEVEN-ZERO-ZERO].

6.7.3.10 To request aircraft switching to other transponder or termination of ADS-B transmitter operation:

Note: In many cases the ADS-B transmitter cannot be operated independently of the SSR transponder and switching off the ADS-B transmission would also switch off the SSR transponder operation.

(a) SWITCH TO OTHER TRANSPONDER

6.7.3.11 To request transmission of pressure-altitude:

(a) SQUAWK CHARLIE

6.7.3.12 To request setting check and confirmation of level:

          CHECK ALTIMETER SETTING AND CONFIRM (level).

6.7.3.13 To request termination of pressure-altitude transmission because of faulty operation:

Note: See Note to paragraph 6.7.3.10

(a) STOP SQUAWK CHARLIE WRONG INDICATION

4.2.6.7.3.14 To request level check

          CONFIRM (level).


7.       APPROACH CONTROL

7.1     IFR d epartures

7.1.1  At many airports both arrivals and departures are handled by a single controller on a single frequency. At busier airports arrivals and departures may be handled by separate controllers on separate frequencies.

7.1.2  In addition to the ATC route clearance, instructions for separation purposes may be issued prior to or after take-off.

Figure 7.1.2a

FASTAIR 345 CLEARED TO NADI VIA AVKEX OHURA FLIGHT PLANNED ROUTE FL290 WELLINGTON SOUTH ONE DEPARTURE CROSS TORY FL150 OR ABOVE

CLEARED TO NADI VIA AVKEX OHURA FLIGHT PLANNED ROUTE FL290 WELLINGTON SOUTH ONE DEPARTURE CROSS TORY FL150 OR ABOVE FASTAIR 345

- - - - - - - - - - - - - - -

FASTAIR 345 PASSING 300 FEET CLIMBING TO 4000 FEET

FASTAIR 345 CLIMB TO FL220 ON RADIAL 180 CHRISTCHURCH VOR UNTIL PASSING 9000 FEET THEN DIRECT OAMARU

CLIMBING TO FL220 180 RADIAL CHRISTCHURCH VOR UNTIL 9000 FEET THEN DIRECT OAMARU FASTAIR 345

- - - - - - - - - - - - - - -

PQR SET HEADING AT13 PASSING 2000 FEET CLIMBING TO 6000 FEET TORY AT 27

PQR AT (or AFTER) 25 DME NELSON CLIMB TO 9000 FEET

AT (or AFTER) 25 DME MILES NELSON CLIMB TO 9000 FEET PQR

7.1.3  Clearances on a standard instrument departure (SID)

7.1.3.1 Clearances to aircraft on a SID with published level and/or speed restrictions must indicate if such restrictions are to be followed or are cancelled.

Note: Level and/or speed restrictions for air traffic management are published in SID procedures along with level and/or speed constraints inherent in the design of SID procedures.  Controllers may amend or cancel only published ATC level and/or speed restrictions.

7.1.3.2 The phraseologies below have the following meaning.

(a) CLIMB VIA SID TO ( level):

(1) climb to the cleared level and comply with published level restrictions

(2) follow the lateral profile of the SID

(3) comply with published speed restrictions or ATC-issued speed control instructions as applicable.

(b) CLIMB VIA SID TO (level), CANCEL LEVEL RESTRICTION(S):

(1) climb to the cleared level, published level restrictions are cancelled

(2) follow the lateral profile of the SID

(3) comply with published speed restrictions or ATC-issued speed control instructions as applicable.

(c) CLIMB VIA SID TO (level), CANCEL LEVEL RESTRICTION(S) AT (point(s)):

(1) climb to the cleared level, published level restriction(s) at the specified point(s) are cancelled

(2) follow the lateral profile of the SID

(3) comply with published speed restrictions or ATC-issued speed control instructions as applicable.

(d) CLIMB VIA SID TO (level), CANCEL SPEED RESTRICTION(S):

(1) climb to the cleared level and comply with published level restrictions

(2) follow the lateral profile of the SID

(3) published speed restrictions and ATC-issued speed control instructions are cancelled.

(e) CLIMB VIA SID TO (level), CANCEL SPEED RESTRICTION(S) AT (point(s)):

(1) climb to the cleared level and comply with published level restrictions

(2) follow the lateral profile of the SID

(3) published speed restrictions are cancelled at the specified point(s).

(f) CLIMB UNRESTRICTED TO (level) or CLIMB TO (level), CANCEL LEVEL AND SPEED RESTRICTION(S):

(1) climb to the cleared level, published level restrictions are cancelled

(2) follow the lateral profile of the SID

(3) published speed restrictions and ATC-issued speed control instructions are cancelled.

7.1.3.3 When a departing aircraft is cleared to proceed direct to a published waypoint on the SID, the speed and level restrictions associated with the bypassed waypoints are cancelled. All remaining published speed and level restrictions remain applicable:

          CLEARED DIRECT (waypoint), CLIMB VIA SID TO (level)

7.1.3.4 When a departing aircraft is vectored or cleared to proceed direct to a waypoint not on the SID and advance notification to expect future instruction to re-join the SID is issued, the speed and level restrictions associated with the bypassed waypoints are cancelled. All remaining published speed and level restriction remain applicable:

(a) TURN RIGHT ( or LEFT) HEADING (three digits) DUE (reason), CLIMB TO (level), EXPECT TO REJOIN SID [(SID designator)] [AT (waypoint)]
then
REJOIN SID [(SID designator)] [AT (waypoint)], CLIMB VIA SID TO (level)

(b) CLEARED DIRECT (waypoint), CLIMB TO (level), EXPECT TO REJOIN SID [ (SID designator)] [AT (waypoint)]
then
REJOIN SID [( SID designator)] [AT ( waypoint)], CLIMB VIA SID TO (level)

Note 1: Reiteration of SID designator is optional.

Note 2: The pilot will retain the SID in the FMS for future re-join instructions.

7.1.3.5 When a departing aircraft is vectored or cleared to proceed direct to a waypoint not on the SID and no advance notification to expect future instruction to re-join the SID is issued, all published speed and level restrictions associated with the SID are cancelled.

(a) TURN RIGHT ( or LEFT) HEADING (three digits) DUE (reason), CLIMB TO (level)
then
REJOIN SID (SID designator) AT (waypoint)], CLIMB VIA SID TO (level)

(b) CLEARED DIRECT (waypoint), CLIMB TO (level)
then
REJOIN SID ( SID designator) AT ( waypoint)], CLIMB VIA SID TO (level).

Note: The pilot may not retain the SID in the FMS for future rejoin instructions.


7.2     IFRarrivals

7.2.1  Approach control will normally advise on initial contact the type of approach to be expected.

Figure 7.2.1a

INVERCARGILL TOWER FASTAIR 345 WEYDON 25 MAINTAINING 8000 FEET INVERCARGILL VOR 43 POB 36 INFORMATION BRAVO QNH 999

FASTAIR 345 INVERCARGILL TOWER ENTER CONTROLLED AIRSPACE ON TRACK INVERCARGILL VOR AT 8000 FEET EXPECT VOR APPROACH RUNWAY 22

ENTER CONTROLLED AIRSPACE ON TRACK INVERCARGILL VOR AT 8000 FEET EXPECT VOR APPROACH RUNWAY 22 FASTAIR 345

- - - - - - - - - - - - - - -

FASTAIR 345 REVISED EXPECTED APPROACH TIME 47

ROGER FASTAIR 345

FASTAIR 345 INVERCARGILL 42 MAINTAINING 8000 FEET HOLDING

FASTAIR 345 DESCEND TO 4000 FEET

LEAVING 8000 DESCENDING TO 4000 FEET FASTAIR 345

FASTAIR 345 DESCEND TO 2000 FEET CLEARED VOR APPROACH RUNWAY 22

DESCENDING TO 2000 FEET CLEARED VOR APPROACH RUNWAY 22 FASTAIR 345

FASTAIR 345 VOR OUTBOUND

FASTAIR 345

FASTAIR 345 COMMENCING BASE TURN

FASTAIR 345

FASTAIR 345 INBOUND

FASTAIR 345

FASTAIR 345 VISUAL 800 FEET

FASTAIR 345 RUNWAY 22 CLEARED TO LAND WIND 260 DEGREES 20 KNOTS

RUNWAY 22 CLEARED TO LAND FASTAIR 345

- - - - - - - - - - - - - - -

PQR DESCEND DISTANCE (or VORSEC/VORTAC CHART) STEPS TO 5000 FEET EXPECT ILS/DME APPROACH RUNWAY 25 NO DELAY

DESCENDING DISTANCE (or VORSEC/VORTAC CHART) STEPS TO 5000 FEET RUNWAY 25 PQR

PQR CLEARED VOR APPROACH RUNWAY 18 JOIN DME ARC

CLEARED VOR APPROACH RUNWAY 18 JOIN DME ARC PQR

7.2.2  Clearances on a standard instrument arrival (STAR)

7.2.2.1 Clearances to aircraft on a STAR with published level and/or speed restrictions must indicate if such restrictions are to be followed or are cancelled.

Note: Level and/or speed restrictions for air traffic management are published in STAR procedures along with level and/or speed constraints inherent in the design of STAR procedures. Controllers may amend or cancel only published ATC level and/or speed restrictions.

7.2.2.2 The phraseologies below have the following meaning.

(a) DESCEND VIA STAR TO (level):

(1) descend to the cleared level and comply with published level restrictions

(2) follow the lateral profile of the STAR

(3) comply with published speed restrictions or ATC-issued speed control instructions as applicable.

(b) DESCEND VIA STAR TO (level), CANCEL LEVEL RESTRICTION(S):

(1) descend to the cleared level, published level restrictions are cancelled

(2) follow the lateral profile of the STAR

(3) comply with published speed restrictions or ATC-issued speed control instructions as applicable.

(c) DESCEND VIA STAR TO (level), CANCEL LEVEL RESTRICTION(S) AT (point(s)):

(1) descend to the cleared level, published level restriction(s) at the specified point(s) are cancelled

(2) follow the lateral profile of the STAR

(3) comply with published speed restrictions or ATC-issued speed control instructions as applicable.

(d) DESCEND VIA STAR TO (level), CANCEL SPEED RESTRICTION(S):

(1) descend to the cleared level and comply with published level restrictions

(2) follow the lateral profile of the STAR

(3) published speed restrictions and ATC-issued speed control instructions are cancelled.

(e) DESCEND VIA STAR TO (level), CANCEL SPEED RESTRICTION(S) AT (point(s)):

(1) descend to the cleared level and comply with published level restrictions

(2) follow the lateral profile of the STAR

(3) published speed restrictions are cancelled at the specified point(s).

(f) DESCEND UNRESTRICTED TO (level) or DESCEND TO (level), CANCEL LEVEL AND SPEED RESTRICTION(S):

(1) descend to the cleared level, published level restrictions are cancelled

(2) follow the lateral profile of the STAR

(3) published speed restrictions and ATC-issued speed control instructions are cancelled.

7.2.2.3 When an arriving aircraft is cleared to proceed direct to a published waypoint on the STAR, the speed and level restrictions associated with the bypassed waypoints are cancelled. All remaining published speed and level restrictions remain applicable:

          CLEARED DIRECT (waypoint), DESCEND VIA STAR TO (level)

7.2.2.4 When an arriving aircraft is vectored or cleared to proceed direct to a waypoint not on the STAR and advance notification to expect future instruction to re-join the STAR is issued, all published speed and level restrictions associated with the bypassed waypoints are cancelled. All remaining published speed and level restrictions remain applicable.

(a) TURN RIGHT ( or LEFT) HEADING (three digits) DUE (reason), DESCEND TO (level), EXPECT TO REJOIN STAR [ (STAR designator)] AT (waypoint)
then
REJOIN STAR [ (STAR designator)] [AT (waypoint)], DESCEND VIA STAR TO (level)

(b) CLEARED DIRECT (waypoint), CLIMB TO (level), EXPECT TO REJOIN STAR [(STAR designator)] [AT (waypoint)]
then
REJOIN STAR [ (STAR designator)] [AT (waypoint)], DESCEND VIA STAR TO (level)

Note 1: Reiteration of STAR designator is optional.

Note 2: The pilot will retain the STAR in the FMS for future re-join instructions.

7.2.2.5 When an arriving aircraft is vectored or cleared to proceed direct to a waypoint not on the STAR and no advance notification to expect future instruction to re-join the STAR is issued, all published speed and level restrictions associated with the STAR are cancelled.

(a) TURN RIGHT ( or LEFT) HEADING (three digits) DUE (reason), DESCEND TO (level)
then
REJOIN STAR (STAR designator) AT (waypoint)], DESCEND VIA STAR TO (level)

(b) CLEARED DIRECT (waypoint), DESCEND TO (level)
then
REJOIN STAR ( STAR designator) AT ( waypoint)], DESCEND VIA STAR TO (level).

Note: The pilot may not retain the STAR in the FMS for future re-join instructions.


7.2.3 On occasions IFR aircraft do not complete the instrument approach procedure but request permission to make a visual approach. When the specific requirements for a visual approach have been met the pilot may make the request using the phrase “request visual approach”. Air traffic control will grant the request when traffic permits. When cleared by ATC for a visual approach further descent is unrestricted, except when a specific restriction is included with the clearance for a visual approach or a specific restriction is included in a subsequent clearance.

Figure 7.2.3a

PQR VOR OUTBOUND LEAVING 3500 FEET

PQR ROGER

PQR REQUEST VISUAL APPROACH

PQR CLEARED VISUAL APPROACH MAINTAIN 2000 FEET REPORT SIGHTING ATR 4 MILE FINAL

CLEARED VISUAL APPROACH MAINTAINING 2000 FEET WILCO PQR

PQR ATR IN SIGHT

PQR NUMBER TWO FOLLOW THE ATR DESCENT UNRESTRICTED, CAUTION WAKE TURBULENCE

NUMBER 2 DESCENDING UNRESTRICTED PQR

- - - - - - - - - - - - - - -

PQR MAINTAINING 2000 FEET REQUEST VISUAL APPROACH

PQR CLEARED VISUAL APPROACH

CLEARED VISUAL APPROACH PQR

PQR CONTACT WELLINGTON TOWER 118.8

118.8 PQR

- - - - - - - - - - - - - - -

PQR DESCENDING TO 5000 FEET REQUEST VISUAL APPROACH

PQR NEGATIVE NUMBER FIVE IN TRAFFIC

PQR

7.2.4  Details of joining and holding procedures are contained in AIP New Zealand ENR  1.5 section 3. If there is more than one holding pattern over the significant point or NAVAID, the pattern must be identified by specifying either the runway or the instrument approach procedure identifier, or, for enroute holding patterns, the term ENROUTE, for example:

§"HOLD AT GISBORNE. ENTER THE RUNWAY 32 HOLDING PATTERN..."

§"HOLD AT ROTORUA. ENTER THE VOR DME ALFA HOLDING PATTERN..."

§"HOLD AT WOODBOURNE. ENTER THE ENROUTE HOLDING PATTERN..."


Figure 7.2.4a

FASTAIR 345 HOLD AT POKOM FL150 EXPECT FURTHER CLEARANCE AT 24

HOLD AT POKOM FL150 FASTAIR 345

FASTAIR 345 HOLD AT GISBORNE ENTER THE … (procedure, position or name of pattern) HOLDING PATTERN

HOLD AT GISBORNE ENTER THE … (procedure, position or name of pattern) HOLDING PATTERN FASTAIR 345

XYZ HOLD AT WOODBOURNE ENTER THE LUTKA INITIAL APPROACH FIX HOLDING PATTERN

HOLD AT WOODBOURNE ENTER THE LUTKA INITIAL APPROACH FIX HOLD ING PATTERN XYZ

ORION 69 HOLD AT OHAKEA ILS/DME RWY 09 INITIAL APPROACH FIX

HOLD AT OHAKEA ILS/DME RWY 09 INITIAL APPROACH FIX ORION 69

- - - - - - - - - - - - - - -

BOEING 7781 HOLD ON THE WHENUAPAI 080 RADIAL BETWEEN 35 AND 40 MILES WP FL150 LEFT HAND PATTERN EXPECT FURTHER CLEARANCE AT 05

HOLD ON THE WHENUAPAI 080 RADIAL BETWEEN 35 AND 40 MILES WP FL150 LEFT HAND PATTERN BOEING 7781

- - - - - - - - - - - - - - -

XYZ HOLD AT ROTORUA ENTER THE ALFA HOLD ING PATTERN 4000 FEET EXPECTED APPROACH TIME 17

HOLD AT ROTORUA ENTER THE ALFA HOLD 4000 FEET XYZ

- - - - - - - - - - - - - - -

FASTAIR 345 DESCEND TO 13 , 000 FEET HOLD AT WARDS EXPECT FURTHER CLEARANCE AT 52

DESCENDING TO 13 , 000 FEET HOLD AT WARDS FASTAIR 345

FASTAIR 345 CANCEL HOLD AT WARDS

CANCEL HOLD AT WARDS FASTAIR 345

- - - - - - - - - - - - - - -

XYZ REQUEST CLEARANCE LEFT(/RIGHT) OF TRACK TO ESTABLISH 230 DEGREES INBOUND TO ROTORUA FOR THE VOR/DME ALFA APPROACH

XYZ CLEARED AS REQUESTED, REPORT COMMENCING VOR/DME ALFA APPROACH
or
XYZ NEGATIVE, HOLD AT ROTORUA VOR EXPECT APPROACH AT 17

8.       AREA CONTROL

8.1     General

8.1.1  Much of the phraseology used in area control is of a general nature. However, many instructions used in area control (particularly where radar is not available) are related to specific conditions in order to maintain aircraft separation.

8.1.2  The following examples provide a cross-section of phraseology used in area control. They may be varied, or added to, by combining their component parts according to the requirements of the prevailing traffic situation.

Figure 8.1.2a

FASTAIR 345 REQUEST DESCENT

FASTAIR 345 MAINTAIN FL350 EXPECT DESCENT AFTER NELSON

MAINTAINING FL350 FASTAIR 345

- - - - - - - - - - - - - - -

FASTAIR 345 DESCEND TO FL150 CROSS TAUPO FL170 OR ABOVE

DESCENDING TO FL150 CROSS TAUPO FL170 OR ABOVE FASTAIR 345

- - - - - - - - - - - - - - -

FASTAIR 345 ARE YOU ABLE TO CROSS NELSON AT 54

FASTAIR 345 AFFIRM

FASTAIR 345 CROSS NELSON AT 54 OR LATER

CROSS NELSON AT 54 OR LATER FASTAIR 345

8.2     Position information

8.2.1  In order to assist in establishing separation, pilots may be instructed to provide additional position report information as well as routing reports.

Figure 8.2.1a

FASTAIR 345 REPORT 25 DME FROM AUCKLAND

WILCO FASTAIR 345

- - - - - - - - - - - - - - -

FASTAIR 345 REPORT DISTANCE FROM GISBORNE

FASTAIR 345 IS 37 DME FROM GISBORNE

- - - - - - - - - - - - - - -

FASTAIR 345 REPORT PASSING 270 RADIAL ROTORUA VOR

WILCO FASTAIR 345

8.3     Levelinformation

8.3.1  Level information consists of climb and descent clearances or instructions and reports of leaving, reaching and passing levels (as detailed in paragraph 4.1.6 of this advisory circular). Unless advice is received to the contrary, the aircraft is expected to vacate the level as soon as practicable. Under exceptional circumstances, if instant descent is required the word “immediately” is used.

Figure 8.3.1a

FASTAIR 345 WHEN READY DESCEND TO FL180

WHEN READY DESCEND TO FL180 FASTAIR 345

FASTAIR 345 LEAVING FL350

- - - - - - - - - - - - - - -

FASTAIR 345 DESCEND TO FL180 REPORT PASSING EVEN LEVELS

LEAVING FL350 FOR FL180 WILCO FASTAIR 345

- - - - - - - - - - - - - - -

FASTAIR 345 DESCEND IMMEDIATELY TO FL200 DUE TRAFFIC

LEAVING FL220 FOR FL200 FASTAIR 345

- - - - - - - - - - - - - - -

FASTAIR 345 REQUEST BLOCK LEVEL FL160 TO FL180

FASTAIR 345 MAINTAIN BLOCK FL160 TO FL180

MAINTAIN BLOCK FL160 TO FL180 FASTAIR 345

- - - - - - - - - - - - - - -

FASTAIR 345 REPORT YOUR LEVEL

FASTAIR 345 FL160

FASTAIR 345 CANCEL BLOCK CLEARANCE CLIMB TO (/DESCEND TO/MAINTAIN) ALTITUDE/ (FLIGHT LEVEL)

CLIMBING TO (/DESCENDING TO/ MAINTAINING)  …  FASTAIR 345


8.3.2  An aircraft may request a clearance to climb or descend maintaining own separation while in VMC (available in class D airspace only). The clearance will include information on essential traffic.

Figure 8.3.2a

FASTAIR 345 REQUEST MAINTAIN OWN SEPARATION AND  VMC

FASTAIR 345 DESCEND TO 6000 FEET MAINTAIN OWN SEPARATION AND VMC FROM …TO … TRAFFIC IS … . (position and altitude)

LEAVING … FOR 6000 FEET MAINTAIN OWN SEPARATION AND  VMC …TO … TRAFFIC AT (position and altitude) FASTAIR 345

8.3.3 ATC providing a surveillance service will receive an alert when the selected level entered into the mode control panel/flight control unit of an enhanced surveillance (EHS) Mode-S equipped aircraft does not match the cleared level issued by the controller or intermediate level contained in the standard route clearance. ATC will advise the aircraft of the discrepancy:

“FASTAIR 345 CHECK SELECTED LEVEL, CLEARED LEVEL IS 10,000 FEET”

8.4     Flights entering controlledairspace

8.4.1  IFR or VFR aircraft requiring to enter controlled airspace should make their request to the appropriate ATS unit in sufficient time to allow ATC to assess the traffic situation and issue a clearance prior to the aircraft reaching controlled airspace.

Figure 8.4.1a

CHRISTCHURCH CONTROL PQR

PQR CHRISTCHURCH CONTROL

PQR ESTIMATING ASHBURTON 45 MAINTAINING 9000 FEET REQUEST CLEARANCE

PQR ENTER CONTROL AREA AT ASHBURTON CLEARED TO WHANGANUI VIA CHRISTCHURCH VOR AND FLIGHT PLANNED ROUTE 9000 FEET SQUAWK 5472 QNH 1014

ENTER CONTROL AREA AT ASHBURTON CLEARED TO WHANGANUI VIA CHRISTCHURCH VOR AND FLIGHT PLANNED ROUTE 9000 FEET SQUAWK 5472 QNH 1014 PQR

- - - - - - - - - - - - - - -

OHAKEA CONTROL XYZ

XYZ OHAKEA CONTROL

XYZ HUNTERVILLE 4500 FEET REQUEST CLEARANCE TO ENTER CONTROLLED AIRSPACE ON TRACK PARAPARAUMU

XYZ ENTER CONTROLLED AIRSPACE VIA HUNTERVILLE ON TRACK PARAPARAUMU AT 4000 FEET VFR QNH 997

ENTER CONTROLLED AIRSPACE VIA HUNTERVILLE ON TRACK PARAPARAUMU AT 4000 FEET VFR QNH 997 XYZ

8.4.2  It may be that because of the prevailing traffic situation a clearance cannot be issued immediately. A transponder (squawk) code may be issued to assist ATC in assessing the traffic situation. This does not constitute a clearance to enter controlled airspace.

Figure 8.4.2a

PQR REMAIN OUTSIDE CONTROLLED AIRSPACE EXPECT CLEARANCE AT 55

REMAINING OUTSIDE PQR

- - - - - - - - - - - - - - -

XYZ REMAIN OUTSIDE CONTROLLED AIRSPACE REMAIN THIS FREQUENCY SQUAWK 4503

REMAINING OUTSIDE SQUAWK 4503 WILCO XYZ

8.5     Flights leaving controlledairspace

8.5.1  Flights leaving controlled airspace will normally be given a track or specific point by which to leave, together with any other relevant instructions necessary to ensure separation.

Figure 8.5.1a

FASTAIR 345 NELSON 17 FL160 WESTPORT 33

FASTAIR 345 LEAVE CONTROLLED AIRSPACE ON TRACK WESTPORT AT FL160 IFR TRAFFIC IS …

LEAVE CONTROLLED AIRSPACE ON TRACK WESTPORT AT FL160 COPY THE TRAFFIC FASTAIR 345


8.5.2  An aircraft may be cleared to leave controlled airspace on descent.

Figure 8.5.2a

FASTAIR 345 LEAVE CONTROLLED AIRSPACE DESCENDING REPORT PASSING 9500 FEET QNH 1014 NO REPORTED TRAFFIC

LEAVING FL160 WILCO QNH 1014 FASTAIR 345

Note : In the above example the base of controlled airspace is 9500 feet.

8.6     RVSM operations

8.6.1  The following phraseologies should be used for controller-pilot communications.

Figure 8.6.1a

FASTAIR 345 CONFIRM RVSM APPROVED

NEGATIVE RVSM FASTAIR 345

or

AFFIRM RVSM  FASTAIR 345

- - - - - - - - - - - - - - -

FASTAIR 345 UNABLE CLEARANCE INTO RVSM AIRSPACE, MAINTAIN (or DESCEND TO, or CLIMB TO) FL (number)

- - - - - - - - - - - - - - -

FASTAIR 345  UNABLE RVSM DUE TURBULENCE

or

UNABLE RVSM DUE EQUIPMENT

- - - - - - - - - - - - - - -

FASTAIR 345 REPORT ABLE TO RESUME RVSM

READY TO RESUME RVSM  FASTAIR 345

8.6.2  During operations in or vertical transit through RVSM airspace within the New Zealand FIR, pilots of allNON-RVSM approved aircraft are to insert the phrase “NEGATIVE RVSM” into radio calls when:

(a) requesting a level that is within or above RVSM airspace

(b) requesting a level change where that level is within or requires transit through RVSM airspace

(c) in read-backs of level clearances

(d) as part of the initial call when changing frequency.

9.       AERODROME FLIGHT INFORMATION SERVICE

9.1     AFIS in New Zealand

At the time of publication, aerodrome flight information service in New Zealand is provided at Milford Sound and Paraparaumu. The examples given are indicative of the phraseology at an AFIS aerodrome.

9.2     VFRdepartures

Figure 9.2a

XYZ AT AERO CLUB ABOUT TO TAXI VFR TO NELSON POB 2

XYZ PREFERRED RUNWAY 29 WIND 280 DEGREES 20 KNOTS QNH 1014 TIME 42 CHEROKEE TAXIING ON YOUR RIGHT

XYZ TAXIING HOLDING POINT RUNWAY 29 (or as pilot selects) QNH 1014

XYZ SKIPPER ON BASE TWO CHEROKEES DOWNWIND

XYZ TRAFFIC IN SIGHT TAKING OFF

XYZ


9.3     VFRarrivals

Figure 9.3a

XYZ 10 MILES NORTH 2000 FEET ESTIMATING PAMSVILLE 42 POB 4

XYZ PREFERRED RUNWAY 29 WIND 270 DEGREES 20 KNOTS QNH 1014 CHEROKEE DEPARTING NORTH ALONG THE COAST REPORT WAVETOWN

XYZ ROGER RUNWAY 29 (or as pilot selects) QNH 1014

XYZ WAVETOWN

XYZ SKIPPER ON FINAL, TWO CHEROKEES DOWNWIND IN THE CIRCUIT

XYZ WILL JOIN OVERHEAD FOR RIGHT CIRCUIT

XYZ

XYZ JOINING OVERHEAD

XYZ ONE CHEROKEE ON BASE, ONE ON FINAL

XYZ TRAFFIC IN SIGHT

XYZ DOWNWIND

XYZ

XYZ BASE

XYZ

XYZ FINAL

XYZ WIND GUSTING 30 KNOTS

XYZ ROGER

XYZ VACATING RUNWAY NEXT LEFT

XYZ


9.4     IFRdepartures

Figure 9.4a

PQR AT STAND (OR GATE) 1 ABOUT TO TAXI IFR TO AUCKLAND POB 5

PQR PREFERRED RUNWAY 34 WIND 320 DEGREES 15 KNOTS QNH 1014 TIME 42 CESSNA VACATING RUNWAY

PQR ROGER QNH 1014 TAXIING HOLDING POINT RUNWAY 34 (or as pilot selects)

PQR CLEARANCE AVAILABLE

PQR READY TO COPY

WELLINGTON APPROACH CLEARS PQR TO AUCKLAND FLIGHT PLANNED ROUTE FL210

WELLINGTON APPROACH CLEARS PQR TO AUCKLAND FLIGHT PLANNED ROUTE FL210

PQR TRAFFIC IS AN ATR 10 MILES NORTH ESTIMATING PAMSVILLE 50 FOR NDB APPROACH RUNWAY 34

PQR ROGER

PQR READY TO LINE UP

PQR AIRTOURER TURNING FINAL C172 MID DOWNWIND

PQR TRAFFIC IN SIGHT TAKING OFF

PQR


9.5     IFRarrivals

Figure 9.5a

TOURISTOWN FLIGHT SERVICE PQR

PQR TOURISTOWN FLIGHT SERVICE

PQR PASSING 8000 DESCENDING TO 3500 FEET TOURISTOWN 42 POB 21

PQR PREFERRED RUNWAY 18 WIND 210 DEGREES 20 KNOTS 15 KMS CLOUD BROKEN 2000 TEMPERATURE 18 QNH 1014 1 CHEROKEE IN THE CIRCUIT

PQR QNH 1014 WILL REPORT BEACON OUTBOUND FOR NDB APPROACH RUNWAY 18 (or as pilot selects)

PQR

PQR BEACON OUTBOUND LEAVING 5000 FEET

PQR

PQR COMMENCING BASE TURN

PQR INBOUND

PQR CHEROKEE ON BASE

PQR

PQR VISUAL JOINING DOWNWIND RIGHT HAND TRAFFIC IN SIGHT

PQR

PQR BASE

PQR

PQR VACATING RUNWAY

- - - - - - - - - - - - - - -

PQR MISSED APPROACH WILL REPORT BEACON OUTBOUND FOR NDB APPROACH

PQR


10.     MANDATORY BROADCAST ZONES

10.1   Broadcast

10.1.1  Position, altitude and intentions should be broadcast on entry and at regular intervals (time interval is indicated on charts). An AWIB service is available at some aerodromes providing weather and operational conditions.

Figure 10.1.1a

KAIKOURA TRAFFIC XYZ HAPUKU 3000 FEET TRACKING SOUTH VIA THE COAST

KAIKOURA TRAFFIC XYZ KAIKOURA TOWNSHIP 3000 FEET TRACKING SOUTH WILL PASS TO THE EAST OF THE AERODROME

KAIKOURA TRAFFIC XYZ CONWAY RIVER MOUTH 3000 FEET TRACKING SOUTH

- - - - - - - - - - - - - -


TAUPO TRAFFIC XYZ MISSION BAY 5500 FEET DESCENDING ESTIMATING  TAUPO 35

TAUPO TRAFFIC XYZ WHITE CLIFFS 2900 FEET JOINING DOWNWIND RUNWAY 17

- - - - - - - - - - - - - -

ARDMORE TRAFFIC PIPER CHEROKEE XYZ DRURY 1600 FEET TRACKING DIRECT TO JOIN OVERHEAD FOR RUNWAY 21

or

ARDMORE TRAFFIC PIPER CHEROKEE XYZ DRURY 1600 FEET DESCENDING 1100 FEET JOINING RIGHT BASE  RUNWAY 03 VIA PAPAKURA

10.2   High activity areas

10.2.1  In busy areas, such as those with high tourist scenic aircraft activity (eg, Southern Alps MBZ, Tarawera MBZ) keep position reports brief (position, altitude and direction of travel i.e. intentions).

Figure 10.2.1a

XYZ HEAD OF THE TASMAN 9500 FEET WESTBOUND

or

XYZ OVER THE UPPER FRANZ GLACIER 9500 FEET ORBITING LEFT THEN HEADING SOUTH

10.3   Universal communications (UNICOM)

10.3.1  Where a UNICOM station is present and on watch (operators often have other duties and may not be listening all the time), it may pass on limited information on request. For instance, a pilot may ask for surface wind conditions to ascertain a preferred runway – UNICOM operators will not designate the runway-in-use. (Information on meteorological and operational conditions may also be obtained from the AWIB).

Figure 10.3a

UNICOM

TAUPO UNICOM XYZ  REQUEST SURFACE WIND CONDITIONS

XYZ TAUPO UNICOM SURFACE WIND 360 DEGREES  15 KNOTS

XYZ

10.3.2  On request UNICOM may relay information on the general location of aircraft known to it and must not interpret that information. UNICOM is not an air traffic service and may not provide traffic information – the information given is not traffic information but known aircraft.

Figure 10.3.2a

UNICOM

REPORTED TRAFFIC IS XRAY YANKEE ZULU  WHO AT 1105 REPORTED 10 MILES SOUTH AT 1500 FT JOINING

A LIGHT AIRCRAFT IS OBSERVED APPROXIMATELY 3 MILES NORTH AT LOW LEVEL

A TOPDRESSER IS REPORTED TO BE OPERATING LOW LEVEL 8 MILES TO THE EAST

11.    COMMON FREQUENCY ZONES

11.1   General

11.1.1  Although not mandatory, pilots are encouraged to establish communications in these areas. Keep radio calls concise and use standard phraseology as much as possible. Avoid verbose accounts of your intentions as these will only cause frequency congestion. In many parts of the country there may be several adjacent areas and aerodromes using the same frequency.

Figure 11.1.1a

CANTERBURY TRAFFIC XYZ OKUKU 2500 FEET TRACKING TO OXFORD

- - - - - - - - - - - - - -

FIORDLAND TRAFFIC XYZ SOUTH MAVORA LAKE 5500 FEET TRACKING NORTHEAST VIA THE VON


11.2   Aircraft training

11.2.1  Aircraft carrying out training may wish to indicate their operating range by altitude and by type of exercise.

Figure 11.2.1a

CANTERBURY TRAFFIC XYZ 4 MILES SOUTHWEST OF OXFORD OPERATING BETWEEN 3000 AND 4000 FEET

CANTERBURY TRAFFIC XYZ 5 MILES NORTHWEST OF DARFIELD 3500 FEET FORCED LANDING EXERCISE

12.     UNATTENDED AERODROMES

12.1   General

12.1.1  Keep radio calls concise and use standard phraseology. Avoid verbose accounts of your intentions.

12.2   Arrival

Figure 12.2a

RANGIORA TRAFFIC XYZ 8 MILES SOUTHWEST 1700 FEET JOINING OVERHEAD

Note. Do not ask “Any traffic?”  NORDO aircraft cannot reply, others may not or, if several aircraft present, may all try to speak at once.
On the other hand, for those already in the circuit, it is good practice to report position when you hear an aircraft joining – this gives
awareness of runway in use and potential traffic.

RANGIORA TRAFFIC XYZ OVERHEAD JOINING FOR RUNWAY 07

Note. It is not necessary to say “letting down on the non-traffic side” as this is part of the standard procedure.

RANGIORA TRAFFIC XYZ TURNING DOWNWIND RUNWAY 07

Note. A further call on base or final may be advisable depending on other traffic.

TIMARU TRAFFIC FASTAIR 345 10 MILES NORTH PASSING 5000 DESCENDING 3000 TIMARU 42 POB 10

TIMARU TRAFFIC FASTAIR 345 BEACON OUTBOUND FOR NDB/DME APPROACH RWY 02

TIMARU TRAFFIC FASTAIR 345 COMMENCING BASE TURN

TIMARU TRAFFIC FASTAIR 345 ESTABLISHED FINAL APPROACH RUNWAY 02

TIMARU TRAFFIC FASTAIR 345 VISUAL TRAFFIC IN SIGHT

TIMARU TRAFFIC FASTAIR 345 VACATING RUNWAY


12.3   Departure

Figure 12.3a

RANGIORA TRAFFIC XYZ TAXIING FOR RUNWAY 07

RANGIORA TRAFFIC XYZ LINING UP RUNWAY 07

RANGIORA TRAFFIC XYZ ROLLING RUNWAY 07 DEPARTING TO THE NORTH

or

DEPARTING OVERHEAD TO THE SOUTH

Note. In the second case another call vacating overhead, may be appropriate .

- - - - - - - - - - - - - -

TIMARU TRAFFIC FASTAIR 345 TAXIING FOR RUNWAY 02 MOANA ONE DEPARTURE

TIMARU TRAFFIC FASTAIR 345 LINING UP RUNWAY 02

TIMARU TRAFFIC FASTAIR 345 PASSING 4800 TO THE NORTH CHANGING CONTROL …

13.     DISTRESS AND URGENCY PHRASEOLOGY

Emergency procedures are contained in AIP New Zealand, ENR 1.15, sections 1 and 2 for these messages.

13.1   Distressmessages

Figure 13.1a

MAYDAY MAYDAY MAYDAY XYZ ENGINE ON FIRE UNABLE TO MAINTAIN HEIGHT MAKING FORCED LANDING POSITION 20 MILES SOUTH OF OAMARU PASSING 3000 FEET HEADING 360

XYZ DUNEDIN TOWER ROGER MAYDAY

- - - - - - - - - - - - - - -

MAYDAY MAYDAY MAYDAY GISBORNE TOWER XYZ ENGINE FAILED WILL ATTEMPT TO LAND AT GISBORNE, POSITION 10 MILES NORTH OF GISBORNE AT 8000 FEET HEADING 180

XYZ GISBORNE TOWER ROGER MAYDAY CLEARED STRAIGHT-IN RUNWAY 14 WIND 150 DEGREES 10 KNOTS QNH 1008 YOU ARE NUMBER ONE

CLEARED STRAIGHT-IN RUNWAY 14 QNH 1008 XYZ


13.1.1  Imposition of silence when MAYDAY in progress.

13.1.1.1 The station in distress is permitted to impose silence, either to all stations or any station which interferes with the distress traffic.

Figure 13.1.1.1a

ALL STATIONS OR XXX (being any one station), XYZ, STOP TRANSMITTING

MAYDAY

Or;

13.1.1.2 The station in control of distress traffic is permitted to impose silence, either to all stations or any station which interferes with the distress traffic.

Figure 13.1.1.2a

ALL STATIONS OR XXX (being any one station), GISBORNE TOWER, STOP TRANSMITTING

MAYDAY

13.1.1.3 Radio silence should be observed by other stations until:

(a) distress traffic is transferred to another frequency, or

(b) controlling station gives permission, or

(c) it has itself to render assistance, or

(d) the distress is cancelled/terminated.

13.1.1.4 When PIC of the distress aircraft considers the emergency complete s/he will cancel the distress; controlling station will then transmit a message on the frequency used for the distress traffic.

Figure 13.1.1.4a

XYZ MAYDAY CANCELLED (FURTHER INTENTIONS ETC)

ALL STATIONS DISTRESS TRAFFIC ENDED


13.2   Urgencymessages

Figure 13.2a

PAN PAN – PAN PAN – PAN PAN  CHRISTCHURCH INFORMATION XYZ HAVING DIFFICULTY MAINTAINING VMC REQUEST ASSISTANCE FOR LANDING AT WELLINGTON POSITION 15 MILES WEST OF WELLINGTON 2000 FEET HEADING 180

XYZ CHRISTCHURCH INFORMATION ROGER PAN FOR RADAR ASSISTANCE CONTACT WELLINGTON APPROACH 121.1 SQUAWK 7700

121.1 XYZ

- - - - - - - - - - - - - - -

PAN PAN – PAN PAN – PAN PAN ROTORUA TOWER XYZ PASSENGER WITH SUSPECTED HEART ATTACK REQUEST PRIORITY LANDING POSITION FIVE MILES EAST OF ROTORUA HEADING 270 LEAVING 3000 FEET

XYZ ROTORUA TOWER ROGER PAN, NUMBER ONE JOIN LEFT BASE RUNWAY 18 WIND 180 DEGREES 10 KNOTS QNH 1008

RUNWAY 18 QNH 1008 XYZ

13.3   Emergencydescent

13.3.1 When an aircraft announces that it is making an emergency descent, the controller will take all possible action to safeguard other aircraft.

Figure 13.3.1a

FASTAIR 345 EMERGENCY DESCENT HEADING 335

FASTAIR 345 ROGER

ALL STATIONS EMERGENCY DESCENT AT PARAPARAUMU NORTH ALL AIRCRAFT BETWEEN PARAPARAUMU AND WHANGANUI BELOW FL200 FLY HEADING 250 IMMEDIATELY

FASTAIR 345 EMERGENCY DESCENT TO 7000 FEET REQUEST QNH

FASTAIR 345 8000 FEET AVAILABLE QNH 1015 ADVISE

FASTAIR 345 ROGER WILL BE ABLE TO MAINTAIN 8000 FEET QNH 1015


13.4  Airborne collision avoidance system (ACAS)

Refer to AIP ENR 1.6 Section 3 and AD 1.5 Section 9

13.4.1 When operating within, or entering a controlled aerodrome traffic circuit, pilots are advised to operate an ACAS (such as TCAS) on Traffic Advisory (TA) mode. This is to avoid unnecessary Resolution Advisory (RA) manoeuvres using appropriate displacement not considered by an ACAS where parameters are set for enroute airspace rather than aerodrome operation. This advice also applies when operating in proximity to uncontrolled aerodromes.

Figure 13.4.1a

{After commencing a deviation from an ATC clearance or instruction in order to comply with an ACAS RA}

FASTAIR 345 TCAS RA

FASTAIR 345 ROGER

{Note: this new phraseology may limit awareness of the direction of movement of the aircraft responding to the RA}

{After completing the response to an ACAS RA and initiating a return to the ATC clearance or instruction.}

FASTAIR 345 CLEAR OF CONFLICT RETURNING TO (assigned clearance)

FASTAIR 345 ROGER (or alternative instructions)

{After completing the response to an ACAS RA and resuming the assigned ATC clearance or instruction.}

FASTAIR 345 CLEAR OF CONFLICT (assigned clearance) RESUMED

FASTAIR 345 ROGER (or alternative instructions )

{After receiving an ATC clearance or instruction contradictory to the ACAS RA; the pilot will follow the RA and inform ATC directly.}

FASTAIR 345 UNABLE TCAS RA

FASTAIR 345 ROGER

13.5   Traffic information broadcasts by aircraft (TIBA)

13.5.1 TIBA are reports and information transmitted by pilots for the information of pilots of other aircraft in the vicinity following a significant disruption to air traffic or aeronautical telecommunication s services. For further information and phraseology examples see AIP New Zealand, ENR 1.15 Sections 4, 5 and 8.


[1] Used to verify the accuracy of the Mode C derived level information displayed to the controller.

[2] Denotes pilot transmission