Plane talking

Abbreviations
AFIS Aerodrome flight information MHz Megahertz
service
NM Nautical miles
AIP Aeronautical Information
NORDO Non radio-equipped
Publication
PTT Press to talk
ATC Air traffic control
QNH An altimeter sub-scale setting
ATIS Automatic terminal information to obtain elevation when on
service the ground

ATS Air traffic service RCCNZ Rescue Coordination Centre

New Zealand
AWIB Aerodrome and weather
information broadcast RTF Radiotelephony

CFZ Common frequency zone SARTIME Search and rescue time

FATO Final approach and take-off TLOF Touchdown and lift-off area
area (helicopter) (helicopter)

UNICOM Universal communication

FIS Flight information service
service
FISCOM Flight information service
VFR Visual flight rules
communication
VHF Very high frequency
GNSS Global navigation satellite
(30 – 300 MHz)
system
VMC Visual meteorological
IFR Instrument flight rules conditions

MBZ Mandatory broadcast zone VNC Visual navigation chart

 Plane talking 3

Contents
Abbreviations....................................... 2 AFIS aerodromes.......................................... 23
Area Flight Information Service (FIS)................. 24
Effective communication......................... 5
UNICOM...................................................... 25
Know your equipment..................................... 7
Transmitting technique.................................... 8 VFR flight plans and SARTIME.................. 26
Listen up!...................................................... 8
Weather............................................. 27
Four Ws........................................................ 9
Reading it back............................................ 10 Operating at unattended aerodromes........ 28
Collision avoidance....................................... 28
Standard phraseology........................... 11
Listen carefully............................................. 28
Letters........................................................ 11
Taxi and departure........................................ 28
Numbers.................................................... 12
Planning for arrival........................................ 29
Words and phrases........................................ 13
Joining and circuit........................................ 29
Examples.................................................... 15
Using a shorthand......................................... 16 Mixing with IFR traffic........................... 29
Common IFR radio calls.................................. 30
Enroute frequency selection................... 18
GNSS approach............................................ 31
119.1 MHz................................................... 18
FISCOM frequency......................................... 18 Communications failure......................... 32
MBZ........................................................... 18 Troubleshooting........................................... 32
CFZ............................................................ 18 Aircraft communications failure....................... 33
Special use airspace...................................... 18 ATS communications failure............................ 34

Air traffic service.................................. 19 Emergency procedures............................35

VFR in control areas....................................... 19 MAYDAY message.......................................... 35
Controlled aerodromes.................................. 20 PAN PAN message......................................... 35

Cover photo: iStock.com/jacoblund

See the CAA website for Civil Aviation Rules, advisory circulars, airworthiness directives, forms,
and more safety publications. Visit aviation.govt.nz.
Every effort is made to ensure the information in this booklet is accurate and up-to-date at the
time of publishing. But numerous changes can occur with time, especially in regard to airspace
and legislation. Readers are reminded to get appropriate up-to-date information.
 4
Photo: Andrena Davis

When a hand-held microphone is used,

make sure that the transmit button
is not accidentally pressed when it’s
stowed in the holder.
 Plane talking 5

Effective
communication
Good radio communication is vital to aviation
safety. Current and accurate information allows
orderly sequencing, adequate separation and
collision avoidance. In an emergency, clear and
timely communications help get the quickest
and most appropriate response.
This booklet is intended to be a handy guide to good radio operating practice.
It should be read in conjunction with Advisory Circular AC91-9 & AC172-1
Radiotelephony Manual and the New Zealand airspace booklet.

To be effective, all radio communications must be clear, concise, consistent,

and correct.

Clear
You need to speak into the microphone, at a slightly slower rate than normal
conversation, using standard phraseology.

Concise
Transmit only for the minimum time necessary. There are important
elements in a radio call – make sure you include them, without unneeded
information.

Most people don’t need to hear what your departure point or destination is,
unless it’s nearby and is relevant to your current position and direction of
flight. Think of the information you would like to hear from other aircraft.

Consistent
Be consistent, not only by using standard phraseology, but also by the order
in which you give the information.

Correct
The situational awareness of others is affected by the accuracy of your
radio calls – more specifically your position reporting. For instance, never
use the words “abeam” or “approaching” to describe your position, as they
are meaningless to anyone else. A precise description, such as “three miles
southwest of Rakaia” is much more useful.
6
 Plane talking 7

Know your equipment

A basic VHF aircraft radio will have the following Most aircraft are equipped with intercom
features as standard: systems, and these come in a variety of
configurations. You need to know how the
• A volume control, which may also
system in your aircraft works, as there are
incorporate the ON – OFF (power) switch.
several traps for the unwary.
• A squelch control, which may be a
Some intercom systems are voice-activated
simple press switch, or adjustable in a
(‘hot mike’), while others have a press-to-talk
similar manner to the volume control.
(PTT) button. Don’t confuse the intercom PTT
This feature permits reception of signals
with the radio transmit button – many of us have
above a predetermined strength. With
heard those embarrassing ‘long-range intercom’
the squelch off or disabled, you will hear
conversations over the airwaves.
continuous ‘white noise’, which can be
useful when setting the desired volume. Intercom systems can have their own separate
When reception is ‘broken’, the squelch volume and squelch controls, which may or
control can be adjusted so you can hear may not affect the radio volume heard in the
the full transmission. headset – it’s worth checking this before you
• A means of selecting (and indicating) the use the radio.
desired frequency. Some radios have an Audio selector panels are generally standard
‘Active’ and ‘Standby’ frequency selector, on IFR-equipped aircraft, and can also be found
enabling the next frequency to be set in on VFR aircraft, depending on the avionics
the ‘Standby’ window, ready to be toggled suite. The panel enables listening on individual
into the ‘Active’ window when required. COM or NAV radios, on either headset or
• And more often than not, a visual speaker, and has a transmit selector switch.
indication that the set is transmitting. The characteristics of these vary between
manufacturers, so some familiarisation may
Some glass cockpit displays have a ‘virtual’ be required when you encounter one you
radio panel as part of the display. The means haven’t used before.
of manipulating the radio controls may not be
If a hand-held microphone is provided as a
immediately obvious, so make sure you are
backup, take care to ensure that the transmit
familiar with these before you fly.
button is not accidentally depressed when
The ideal pilot-radio interface is a headset with the microphone is stowed in its holder.
a boom microphone, with the transmit button When transmitting, hold the microphone
located on the control column. the same distance from your lips as you
would set your boom microphone.
Your boom microphone should be positioned
to just touch your lips when they are pursed. Situational awareness can be enhanced with
With a headset, you will usually be able to hear two radios. This is especially useful with
‘sidetone’ when you transmit – that is, you hear increasing traffic and many airspace boundaries.
your own voice, which is useful for getting your The selection of appropriate frequencies needs
tone, speech volume and cadence right. to be planned in advance.
Photo courtesy of Airways

Some headsets are also equipped with a volume

control for the earphones – this needs to be
considered when adjusting the radio volume.
8

Transmitting technique
To ensure your message is received clearly,
use the following transmitting techniques:

• Before transmitting, check the receiver

volume is set at the optimum level. Listen
out on the frequency to be used to ensure
your transmission will not interfere with
a transmission from another station.

• Be familiar with microphone operating

techniques and do not turn your head
away from the microphone while
talking, or vary the distance between
it and your mouth. Severe distortion of
speech may arise from talking too close
to the microphone, or holding on to the
microphone or boom.

• Use a normal conversational tone,

speaking clearly and distinctly.

• Maintain an even rate of speech, slightly

slower than conversational speed. When
it’s known that elements of the message
will be written down by the recipient,
speak at a slightly slower rate.

• Maintain the speaking volume at a

constant level.

• A slight pause before and after numbers on someone else’s conversation. A good habit
will assist in making them easier to to develop is to use the second radio, where
understand. fitted, to listen out on the next frequency to
be used. Two or three minutes’ monitoring of
• Avoid using hesitation sounds such
the new frequency before you need to call can
as “um” or “er”.
give you an idea what and where the traffic is.
• Press the transmit switch fully before This builds situational awareness.
speaking and do not release it until the
If you do not have a ‘pilot’ selection on your
message is complete. This will ensure
intercom, to help you hear what is going on,
that the entire message is transmitted.
and listen effectively, it may help to ask your
Always remember to keep a good lookout passengers to keep quiet at certain points in
and maintain situational awareness. the flight. You can brief them on the ground
before you fly that when you hold up your
hand, you would like them to be quiet while
Listen up!
you listen to the radio. You can also ask them
Before transmitting, always listen out to make to keep quiet during the important parts
sure that you will not be butting in of the flight, like take-off and landing.
 Plane talking 9

Four Ws
The ‘Four Ws’ is a good guide to keeping your Not all calls fit the ‘Four Ws’ model.
radio calls structured and intelligible. Others Some examples:
expect to hear your calls in the right order:
• Circuit call – “XYZ downwind”. In this
Who you are calling – the name of the example, once you’ve established
station you are calling, for example initial contact with an air traffic control
“Christchurch Information”, “Feilding Traffic”, service, their call sign can be omitted
or “New Plymouth Tower”. in subsequent related transmissions.
Here, the ‘what you want’ element is
Who you are – your call sign, which will be
also omitted if your intention is to make
either your aircraft registration or the call sign
a normal landing.
from your flight plan. Prefixing the registration
with aircraft type on first contact can assist • A simple position update while you are
ATC and others in recognition and expected operating in an MBZ would not usually
performance. have the ‘what you want’ component.

Where you are – give an accurate position Another useful mnemonic for position
report, including your location and altitude. reporting, whether IFR or VFR, is ‘PTA-ETA’.
That is, Position – Time – Altitude – ETA,
What you want – what you are requesting
and intentions if applicable.
or what your intentions are. For example,
“joining overhead to land”, “request controlled
VFR on track Raglan Paeroa 3500 feet”,
or “request latest METAR Hokitika”.

Consider having a prearranged signal

to let your passenger(s) know when
the radio requires your full attention.
Photo: Andrena Davis
10

Reading it back
There is a range of ATC clearances, information The following exceptions are permitted:
and instructions that must be acknowledged
• When a VFR aircraft is cleared by ATC to
by a full readback, followed by the aircraft call
route via a published arrival or departure
sign. These are:
procedure that is identical to that initially
• ATC route, approach and departure requested by the pilot, there is no
clearances, and any amendments to these requirement for the pilot to read back
the clearance in full.
• clearances for VFR flights to operate within
controlled airspace, including entering • Instructions not requiring a full readback
or vacating the circuit are acknowledged by “WILCO”, which
clearly indicates they have been
• clearances (including conditional
understood and accepted.
clearances) to operate on the
manoeuvring area at a controlled
Messages that do not require a readback
aerodrome, including:
are acknowledged by transmitting the aircraft
- clearances to land on or take off from call sign.
the runway-in-use

- clearances to enter, cross, taxi on or What’s a conditional clearance?

backtrack on the runway-in-use Conditional clearances must be read back in
- instructions to remain on or hold clear full in all cases.
of the runway-in-use
A conditional clearance depends on another
- taxi instructions including a taxi route movement being completed before the
and holding position where specified clearance takes effect. Some typical examples
are:
• runway-in-use
• SSR codes • “XYZ, behind the Cessna coming from
your left, cross runway 20”
• level instructions
• “Mount Cook 941, behind the A320 on
• heading and speed instructions short final, line up runway 20 behind”
• altimeter settings, including if received • ABC, after the departing C172,
through ATIS; and line up behind.
• frequency, after frequency change
instructions.
 Plane talking 11

Standard phraseology
Letters are transmitted using the International Phonetic
Alphabet to avoid confusion between similar sounding
letters, such as M and N.

Letters

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

Some abbreviations are transmitted without

using the phonetic alphabet, and common
examples are:

DME, ETA, ETD, FIR, GPS, IFR, ILS, MBZ, NDB,

QNH, RVR, VFR, VHF, and VOR.

Some other common abbreviations are

transmitted as spoken words, for example:

ACAS (A-cas), ATIS, METAR, SIGMET, SPECI,

STAR, and T-VASIS (TEE-va-zee).
 12

Numbers

0 ZE-RO 6 SIX

1 WUN 7 SEV-en

2 TOO 8 AIT

3 TREE 9 NIN-er

4 FOW-er hundred HUN-dred

5 FIFE decimal DAY-SEE-MAL

thousand TOU-SAND
Photos: Andrena Davis

Your boom microphone should be positioned

to just touch your lips when they are pursed.
 Plane talking 13

Words and phrases

A number of set phrases are used to avoid ambiguity and minimise transmission time.
In many cases, one word replaces a lengthy phrase or sentence.

ACKNOWLEDGE Let me know 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)
 14

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 READBACK or a direct
answer in the affirmative (AFFIRM) or negative (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; (b) as information

Photo: ©istock.com/southerlycourse
 Plane talking 15

Examples

Application Example Transmitted as

Aircraft call sign QFA 355 Qantas three five five

RLK 582 Link five eight two
XYZ X-ray Yankee Zulu

Altitude 300 ft three hundred feet

(and cloud height) 1500 ft one thousand five hundred feet
10,500 ft one zero thousand five hundred feet
13,000 ft one three thousand feet

Flight levels FL 180 flight level one eight zero

FL 200 flight level two hundred

Headings 150 heading one five zero

080 heading zero eight zero
300 heading three zero zero

Wind direction and speed 080/25 wind zero eight zero degrees two five knots
100/18 wind one zero zero degrees one eight knots
210/25G40 wind two one zero degrees two five knots
gusting four zero knots

Runway designator 19 runway one nine

06 runway zero six
23L runway two three left

Mach number 0.84 Mach decimal eight four

Altimeter setting 984 hPa QNH nine eight four

1000 hPa QNH one thousand
1027 hPa QNH one zero two seven

Time 1634 three four or one six three four

(include hour if possibility of confusion)
0803 zero three or zero eight zero three
1300 one three zero zero

Visibility 200 m two hundred metres

1500 m one thousand five hundred metres
3000 m three thousand metres
10 km one zero kilometres

Runway visual range 700 m RVR seven hundred metres

1600 m RVR one thousand six hundred metres

Frequencies 128.3 MHz one two eight decimal three

135.75 MHz one three five decimal seven five
16

Using a shorthand
You may find it helpful to write down a
clearance or instruction, especially if you have
to read it back. Most transmissions have a
fixed order which will help you anticipate what Report R
comes next.
Reporting point REP
Here are some examples of shorthand you
could use, either in planning a radio call, Climb to (eg 5000 feet) 50
or writing a clearance.
Contact CTC

Above Cross X
ABV

Above (eg 7000 ft) Cruise

70
-

Advise Descend to (eg 7000 ft) 70

ADV

After <
Direct DCT

Altitude 3000 – 7000 ft 30-70 Enter control area

ATC clears or cleared C Final F

Before > Flight planned route FPR

Below BLW From FM

Below (eg 7000 ft) -

70 Right turn after take-off

Cleared to land L Runway (number) RWY18

Heading H Squawk SQ

Left/right hand LH/RH Take-off (direction) (N)

Left turn after take-off Tower TWR

Maintain or magnetic M Until U

Out of (leave) control area Until further advised UFA

Remain well to left side Via VIA

LS

Remain well to right side RS While in control area

 Plane talking 17

When writing a clearance, and you miss

or don’t fully understand any element,
it’s important that you clarify the relevant
points before reading it back.
Photos: Andrena Davis (top) and ©istock.com/blackred (bottom)
Use the phrase “SAY AGAIN” if you want the
whole message repeated. If only one element
was unclear use “say again (eg, altitude)”.
If the last part of the message was missed
use “say again all after …”.

If you cannot comply with a clearance, say

“UNABLE” and give the reason, eg, “rate of
climb too low”, so an alternative can be given.

If you are not ready to copy a clearance or

other information, do not be afraid to say
“STANDBY”. Conversely, when you are asked
to “STANDBY”, do not acknowledge, but wait
until you are asked to transmit.
18

Enroute frequency selection

Pre-plan which frequencies to use in uncontrolled airspace.

119.1 MHz To get clear reception on a FISCOM frequency,

you may need to be above 4000 feet,
Aerodromes with their details published in
depending on your location and the terrain.
AIP New Zealand will always have a designated
In some areas in the Southern Alps there are
unattended frequency (except where there
communication ‘shadows’, where you will
is a 24-hour ATC service). In some cases, this
need to be a lot higher to make radio contact.
frequency will be 119.1 MHz, as it will be with
Refer to AIP New Zealand, Figures GEN 3.4–2
most unpublished aerodromes. If unpublished
and 3.4–3 for more information.
aerodromes are located in an MBZ or CFZ,
expect the unattended frequency to be the
MBZ
same as the airspace.
In an MBZ, you must use the published
119.1 MHz is for unattended aerodromes that
frequency, as will all the other traffic in
do not have a designated frequency. It is for
the MBZ.
use within 10 NM of these aerodromes – use
outside this can compromise appropriate
joining and circuit communications.
CFZ
In a CFZ, all traffic in the area should be
FISCOM frequency on the published CFZ frequency.

This is your best option. You will hear traffic

broadcasting in your FISCOM area, and this
Special use airspace
can help keep you up-to-date with any relevant Be aware of any special use airspace and
information that the flight information officer associated frequency requirements on your
broadcasts. This is also the assured frequency route. This includes permanent and temporary
where, in the unlikely event of an emergency, danger or restricted areas. Temporary special
an immediate emergency response is use airspace is often active around events
generated. or emergencies. You must check the current
NOTAMs and AIP Supplements before flight.
If appropriate, you may address another
aircraft on the FISCOM frequency.
 Plane talking 19

Air traffic service

There are three main types of air traffic service (ATS)
units in New Zealand:
• Air traffic control (ATC) – which includes DELIVERY Clearance delivery
aerodrome control; approach control
RADIO Air–ground service
procedural; approach control surveillance;
area control procedural; and area control APRON Apron management
surveillance service
• Aerodrome flight information service UNICOM UNICOM (Universal
(AFIS) Communication)
• Area flight information service (FIS). service

The type of service is prefixed by the name When you are being provided with an air traffic
of the location, for example, Christchurch control service, your obligations are to:
Control, Gisborne Tower, Paraparaumu • comply with clearances and instructions
Flight Service.
• say when you are unable to comply with
Service Function any instructions or clearances

• keep a good lookout at all times

CONTROL Area control
(procedural or • tell ATC if you’re not flying IFR and are
surveillance) unable to remain in VMC. This is a must.

APPROACH Approach control When you are in controlled airspace, ATC will
(procedural or not automatically separate you from other
surveillance) traffic. It will depend on whether you are an
TOWER Aerodrome control, IFR or a VFR flight, and what type of airspace
or aerodrome and you are in. Regardless of the circumstances,
approach/area control when you are in VMC, the final responsibility
where these services for collision avoidance rests with you.
are provided from
an aerodrome control VFR in control areas
tower On occasions, ATC may not be able to provide
GROUND Surface movement you with a controlled VFR service, but will
control do when the workload or traffic allows it.
Sometimes the level of traffic simply does not
FLIGHT SERVICE Aerodrome flight allow them to accept you. If they can’t give you
information service a clearance, have a plan B that will keep you
(AFIS) outside the airspace.
INFORMATION Area flight information
service (FIS)
20

Controlled VFR flight gives you access to the If you are new to the aerodrome, it can be
airspace at the level and route you are cleared helpful to tell the Tower.
for. Once you have accepted the clearance, you
must not deviate from it without an amended ATIS
clearance to do so. For example, if it looks like
Controlled aerodromes have an automatic
you are going to enter cloud at your present
terminal information service giving the weather
heading and altitude, you must request an
and ground conditions at that aerodrome.
amendment from ATC to avoid the cloud
This is important information, because it gives
before you change heading or altitude.
you the local weather and QNH, and includes
If traffic levels increase you may be asked to relevant operational information, such as
leave controlled airspace, or accept a deviation runway-in-use, or wind shear on approach.
from track or altitude. Be prepared at all times
Before you make contact with the tower,
so that you can carry this out as requested.
copy down the ATIS, then give the identifier
You must be able to navigate visually at all
and QNH on first contact.
times.

To request a controlled VFR clearance, ATC will Before departure

need the following information – note this is
just a slightly more detailed version of the Make sure you are familiar with the AIP
four Ws call: New Zealand aerodrome chart and, if
applicable, departure charts. The three
• ATC unit call sign main international aerodromes (Auckland,
• your call sign Wellington, Christchurch) have comprehensive
ground movement charts and instruction
• wait for ATC acknowledgement THEN
pages, as well as detailed departure
• your call sign procedures. They also require VFR pilots to
• position – accurate distance and complete a local VFR flight notification via
bearing from a significant point IFIS before start up.

• altitude Some secondary aerodromes, particularly

those with a high level of IFR traffic, also have
• squawk code, if you have one
detailed departure procedures.
• requested type of clearance –
There may or may not be a Ground (surface
controlled VFR
movement control) frequency. Some
• requested track aerodromes also have a Delivery frequency,
• requested altitude. which is normally used for requesting and
issuing IFR clearances.
Remember to read back the clearance,
VFR flights do not usually need a clearance
including new squawk code and QNH if issued.
to start, but you will need one to taxi. Make
sure you have the aerodrome or ground
Controlled aerodromes movements chart handy, as it’s very easy to
Controlled aerodromes are those where an get lost on an aerodrome.
air traffic control service is being provided
Even though you are receiving an ATC clearance,
from a control tower. Operations at controlled
you still need to develop and maintain your
aerodromes require you to both request and
situational awareness (mental picture) of where
comply with clearances and instructions.
you are and where the other traffic is.
 Plane talking 21

Don’t forget to read back the correct elements If you can’t comply with the departure
of your clearance, and then follow it. instructions, for example if you can’t maintain
the rate of climb needed, then inform the
Departing tower and request an alternative. If you simply
don’t like them, that’s too bad. There will be a
Some aerodromes, particularly those with a
good reason for giving you that clearance or
high level of IFR traffic, also have detailed VFR
instruction, and usually that will involve other
departure procedures. These have individual
traffic.
identifiers, but it’s still possible to mistake one
for another. Be familiar with these departures
Arrival
and have the correct charts readily available.
Copy down the ATIS in advance and confirm
You may be given departure instructions
receipt (with identifier and QNH) on first
where there are no published procedures.
contact with Tower. You will need a clearance
These may be as simple as requiring you to
before you enter the control zone, so make
vacate the control zone via a specific reporting
sure you request this in plenty of time,
point. The tower should already know what
not when you arrive at the zone boundary.
your intentions are, as you will have informed
them by phone or IFIS before you went out to
the aircraft, or on the radio when about to taxi.

Photo: Andrena Davis

22

The clearance may be direct or via a published Once you have acknowledged traffic in sight
VFR arrival procedure, and will usually be you are responsible for maintaining your
accompanied by joining instructions and separation. If you lose sight of the traffic,
traffic information where applicable. If VFR you must advise ATC accordingly or request
arrival procedures apply, have your charts to a traffic update.
hand and make sure you are familiar with the
procedures. Exiting the runway
Unless you request one specifically, your At the end of your landing roll, Tower will
arrival generally won’t be via an overhead join, give you taxi clearance, and if applicable,
although you may be cleared overhead the instructions to contact Ground.
field onto the downwind leg. The clearance
Where taxi instructions are likely to be detailed,
will usually be to join the circuit via either
ensure that you have your applicable aerodrome
downwind or on base leg. Remember you still
or ground movements chart to hand.
need to keep a good lookout, and it’s especially
important to make sure you identify any See AIP New Zealand AD 1.5 Aerodrome
aircraft ahead of you in the sequence. If, for Operations for more detailed information
example, you are told to join number three, on operations at controlled aerodromes.
clearly identify the two aircraft ahead of you
and sequence correctly behind them.
 Plane talking 23

AFIS aerodromes Collision avoidance

An aerodrome flight information service may Just as at uncontrolled aerodromes, making
be provided at aerodromes where the number sure you don’t hit anything is entirely your
of scheduled air transport operations is not responsibility at an AFIS aerodrome.
enough to justify an ATC service, but the
You retain the ultimate responsibility for
mix and number of movements is such that
where you put your aircraft to maintain
safety would be improved by having a flight
separation and sequencing with other traffic.
information service available. At the time
of publication of this booklet, an AFIS was A particular note – Paraparaumu is located
provided at Paraparaumu and Milford Sound. within the Paraparaumu Mandatory Broadcast
Zone. Pilots intending to transit the zone
An AFIS provides information useful to pilots
without landing must comply with MBZ
for the safe and efficient conduct of their
procedures and keep clear of the Paraparaumu
flights. It differs from an air traffic control
circuit area. There is scheduled IFR traffic
service in that pilots being provided with an
in and out of Paraparaumu most days.
AFIS are responsible for assessing a situation
based on information passed to them by the
Listen carefully
flight information officer and then advising
their intentions. Other pilots hearing these You still make the decisions about where
intentions and information make their own to place your aircraft at an AFIS aerodrome,
decisions and, in turn, state their intentions. so you need to listen carefully to the radio
traffic and plan your movements accordingly.
Not a control service
Before you speak, listen for a minute or two
The flight information officers cannot issue to hear what other traffic is doing, to form
clearances, although they can relay them from a mental picture of the traffic.
ATC. They will, however, inform you of other
When the frequency is busy, and to help
traffic in the area.
reduce radio congestion, you can acknowledge
The AFIS is there to help ensure you have the traffic and conditions you have already
all the information you need. It will provide heard.
weather, QNH, runway-in-use, significant
traffic, and pertinent operational information, Paraparaumu flight service
such as bird hazards. It will not limit your Photo: Andrena Davis

movements or direct you, and it certainly

does not provide separation.
24

Remember, the information you provide

Area Flight Information Service (FIS)
the AFIS is used to advise other traffic,
so it should be timely and clear. The area flight information service is provided to
give advice and information useful for the safe
Taxi and departure and efficient conduct of flights. It includes:

The AFIS aims to give you the most up-to- • SIGMET (significant meteorological
date traffic and conditions, and if you then information)
have an extended run-up or preparation • weather conditions reported or forecast,
time before you are ready to depart, the at departure, destination, and alternative
information could well be out-of-date, aerodromes
so may require another radio call to
• changes in the condition of aerodromes
update you.
and associated facilities

Arrival and joining • facility to file or amend flight plan details

and SARTIME
Plan well in advance of your arrival.
• traffic information
Do not arrive on frequency without having
• other activities likely to affect safety.
taken the time to listen to the traffic for a
few moments. It’s your responsibility to
Although you can ask for this information from
be aware of the other aircraft in the circuit
any ATC service, this will not be their primary
and sequence with them – not for them to
task and they might be busy doing other things.
give you their position reports.
You may be asked to stand by, or directed to
Generally, the standard overhead join Information to make your request.
procedure is not used at AFIS aerodromes
The VNCs show the FISCOM frequencies in
– AIP New Zealand AD 1.5 Aerodrome
specific areas of New Zealand. This information
Operations gives the option of joining
is based on VHF coverage at 4000 feet.
overhead or directly on downwind, base,
or long final, with the following provisos: There are benefits to using this service, and
you don’t have to file a VFR flight plan to use it.
• joining intentions are advised to AFIS You can receive up-to-date information, and it
if the aircraft is RTF equipped
provides a form of assurance that somebody
• the runway-in-use and aerodrome has an idea of where you are, as every call and
traffic are properly ascertained position report is logged.

• when making a straight-in approach, But you must be aware of the etiquette. One
or joining downwind or base leg, Flight Information Officer (FIO) will be working
the aircraft is sequenced in such 14 frequencies at one time, and you may not
a way as to give priority to aircraft be able to hear pilots transmitting on the other
already established in the circuit or frequencies, but you will hear the FIO. It’s
established in the standard overhead important to establish contact and wait to be
circuit joining pattern acknowledged before you transmit the whole
• when entering or flying within message, and be prepared to wait for the FIO
the circuit, all turns are made in to get back to you.
the direction appropriate to the They will not charge you if you call up wanting
runway-in-use. assistance – so use the service – they are there
to help.
 Plane talking 25

UNICOM
UNICOM is not an air traffic service – it’s a
non-certificated air-ground communications
facility providing an information service at
aerodromes with no aerodrome control
or aerodrome flight information service.

There is currently only one UNICOM in

New Zealand – at Ardmore aerodrome,
where the service is provided by the airport
company.

Information provided may include:

• current aerodrome information

and conditions

• basic weather information such as:

- wind direction and strength

- visibility

- cloud cover

- temperature

- QNH

• Aerodrome and Weather Information

Broadcasts (AWIB).

The UNICOM operator may also provide other

services. The operator is not permitted to
provide traffic information derived from
their own observations, but may relay specific
aircraft position reports, or make a general
broadcast to all aircraft (such as information
on inbound IFR traffic).
Photo courtesy of Airways
26

VFR flight plans

and SARTIME
It currently costs a few dollars to file a VFR flight plan,
and potentially millions of dollars to try and find
you if you go missing – and they will try to find you!
Comforting to know, but a lot more comforting when
they are looking in the right place.

Even if you don’t want to file a full flight plan you can
give ATS a SARTIME – this is a time at which ATS will
initiate a search for you if you haven’t made contact
with them. But make sure you cancel that SARTIME
when you arrive safely, because as soon as it’s reached,
alarms go off and ATS will start trying to find you. If
they haven’t spoken with you after about five minutes,
they start search action.

Remember that you can amend or update your flight

plan and SARTIME during flight to allow for stopovers.

On multi-leg flights you may nominate a SARTIME

relative to the first destination, but you must remember
to amend the SARTIME after each landing or take-off.
Recommended practice is to set your SARTIME to a
maximum of 30 minutes after your next landing, not the
time you expect to make your last landing of the day.
 Plane talking 27

Weather
Weather information is available from many • ATS – control tower or area controllers.
sources during flight:
• VOLMET – broadcasts selected
• Christchurch Information – you can find meteorological information on discrete
the frequency on the VNCs or the FISCOM HF frequencies.
charts in AIP New Zealand GEN 3.4. • Basic Weather Report (BWR) – usually
• ATIS – within line-of-sight of the aerodrome, reported by another pilot, and may be
you should receive the ATIS. The frequency disseminated as flight information by ATS.
is on the Vol 4 aerodrome chart.

• AWIB – aerodrome and weather

information broadcast. An automated
broadcast at some unattended
aerodromes. The frequency is on
the Vol 4 aerodrome chart.

onditions
ME TAR C gl)
Temp/
DP
QN H
Cloud (a
Wea ther
Visibility
T ime – Win d °T 1019
17/13
BKN 2100
Type lo cal
Place
//
290/12 21km NDV
o 1000 260V320 1019
TG Aut FEW 200
0 14/13
6 0 0
-SHRA OVC 2
15km NDV
1000 280/09
o 1017
RO Aut FEW 800 15/15
6000m -DZ BKN 1000
320/10 NDV 1012
Auto 1000 0 21/13
AP
// BKN 800
V
20km ND
330/10 d 1015
Auto 1000 No Clou 18/13
NR t e d
V // Detec
20km ND
1000 310/15
o
GS Aut
28

Operating at unattended
aerodromes
Flying at uncontrolled aerodromes has its challenges. Most
people think they are not as busy as controlled aerodromes.
They can be even busier, so you need to be prepared. There can
also be quite a mix of aircraft operating at the same time, like
gliders, helicopters, microlights, parachutes and IFR aircraft.
At an uncontrolled aerodrome you are Use your lights to enhance the ability of others
responsible for your own sequencing and to see you. If you become concerned that
collision avoidance. Lookout, ‘listenout’ and good another pilot has not seen you, a small banking
RTF are crucial for building situational awareness manoeuvre may expose a more visible view of
and ensuring safe separation. your aircraft.

The key to flying at uncontrolled aerodromes When it comes to sequencing and separation,
is to show as much courtesy to others as you a good rule of thumb is not to do anything that
would like them to show you. would cause or require another pilot to change
their flight path. Overall, be predictable.
Collision avoidance
Listen carefully
Making sure you don’t hit anything is entirely
up to you. Before you speak, listen for a minute or two to
hear what other traffic is doing, to form a mental
The best way to do this is to build, and then
picture of the traffic.
maintain, good situational awareness.
Use your eyes and ears. Ask your passengers
to speak up if they see other aircraft too.
Taxi and departure
While you are starting up and completing the
Don’t just rely on hearing the traffic in the circuit,
checks, keep a listening watch on the traffic.
as there are still plenty of NORDO aircraft out
Mentally plot their positions and try to anticipate
there, or others that aren’t on the frequency for
their movements, and listen for their intentions.
some reason.
When you have a good mental picture of what is
Give your position relative to published reporting
going on at the aerodrome, on the ground and
points, prominent geographical features, or
in the air, decide how you are going to fit into the
the aerodrome. Avoid using ‘local knowledge’
sequence, and make your radio call.
names, which could be meaningless to a non-
local pilot.
 Plane talking 29

Mixing with
IFR traffic
Aircraft doing IFR
approaches at uncontrolled
aerodromes can present
a hazard to VFR traffic
and vice versa. Their radio
calls may relate only to the
Planning for arrival procedure they are flying,
Plan well in advance of your arrival. The and not to anything a VFR
overhead join procedure should be sorted
out in your mind (if it’s the appropriate way
pilot might recognise.
to join at this particular aerodrome).
Generally, this is an issue only when
Do not arrive on frequency without having the weather is fine and the IFR aircraft
taken the time to listen to the traffic for a is training, or when the cloud base is
few moments. It’s your responsibility to look approximately 2000 feet above the
out and be aware of the other aircraft in the aerodrome.
circuit, and sequence with them – not for
If you are one of those IFR pilots, then
them to give you their position reports.
you should be giving additional radio calls
that allow a VFR pilot to be able to locate
Joining and circuit you. Using range bearing from the airfield
The standard overhead join procedure is or geographic references is easier for the
recommended, unless AIP New Zealand VFR pilot to interpret than points on an
specifies another way to join at the IFR approach or final approach fix/holds.
aerodrome. This could be due to a contrary
If you are a VFR pilot, you can get some
circuit – for helicopters or gliders, for
indication of where the approach may
example.
be from by looking at the VNC. There is
When using the procedure, orbit overhead a purple teardrop symbol on the charts,
until you have identified all of the traffic and giving the approximate direction of the
can safely sequence into the pattern. instrument approaches (both ground
navaid-based and GNSS-based) in relation
Make only the appropriate calls. There is
to the aerodrome.
usually no need for ‘rolling’, ‘crosswind’,
‘early downwind’, ‘final’ and ‘vacating’ calls – The symbol is located away from the
unless other aircraft are affecting your flight chart ‘clutter’ around the aerodrome,
and you need to alert them to your position. so the distance from the aerodrome is
not truly representative but it does give
Using standard calls will help to improve
you a quadrant in the sky in which to be
everyone’s situational awareness, while
concentrating your visual search.
cutting down on radio ‘clutter’.
30

Common IFR radio calls

For further information on radio calls and instrument approach procedures,

refer to AIP New Zealand ENR 1.1 and 1.5 respectively, and Advisory Circular AC91–9.

Overhead The aircraft is overhead the radio navigation aid (beacon) – as shown on
the aerodrome chart.

Commencing The aircraft is at the end of the outbound leg of the teardrop and is now
base turn turning back towards the aerodrome.

10 DME The aircraft is approximately 10 NM away from the beacon.

Circling The aircraft has established visual reference and is positioning for another
runway – usually the one that is into wind. This is still an IFR procedure.

Established The aircraft is following a racetrack pattern generally above the beacon
in the holding but can be up to 15 NM from the aerodrome.
pattern

Beacon The aircraft passed over the beacon (which may not be on the aerodrome)
outbound and is following the outbound leg of a teardrop approach, (normally) away
from the aerodrome.

Inbound The aircraft is established on the final track of the instrument approach
and is (usually) descending towards the runway.

Established on Some instrument approaches follow a flight path that keeps them up
the arc to 15 NM from the beacon until they intercept the final approach path.
This position puts the aircraft at a 10–15 NM radius tracking towards
the final approach path.

Missed approach The aircraft has abandoned the approach and is climbing and following
the missed approach procedure (which usually turns it back towards the
beacon).

Visual The pilot has the runway in sight and may now manoeuvre to intercept
final to land. This may be a continuation of the final approach path,
or may require the aircraft to circle for another runway.
 Plane talking 31

GNSS approach
Aircraft on a GNSS approach should be using It’s also very useful to know where the
the phraseology listed in the table, but might approach waypoints are, in general,
be reporting ranges to waypoints. These will on the approaches at your home aerodrome,
probably make no sense to the VFR pilot, or ones you visit frequently. You can find
but IFR pilots should also be making position this information on the approach charts
reports in ‘plain language’. If they’re not, ask in AIP New Zealand Vols 2 and 3, or you
them to. can ask your local instructors.
32

Communications failure
Troubleshooting If these don’t solve the problem, check the
following:
Sometimes it can seem like you are experiencing
a communications failure, but some simple • headset jacks in the correct socket
checks may resolve the problem. and fully inserted

Check these basic items: • headset volume

• PTT button – fully released after • headset batteries on noise attenuating

headsets, if fitted
transmitting

• squelch – set correctly • master switch is ON (including the

avionics switch if applicable)
• radio/intercom selector – in the correct
position – radio selected, not intercom
• alternator ammeter charge/discharge
indication
• radio – correct radio selected if there
are two radios
• fuses or circuit breakers

• radio – volume set to audible level • try another headset if there is one
available
• frequency – correct frequency set
and active.
• turn the aircraft 90 degrees to try
and get a better signal

• is the terrain in the way? VHF radio

waves work on ‘line of sight’.
 Plane talking 33

If you still can’t make contact, try the ‘speechless • If a mobile phone is available in the
technique’ detailed in AIP New Zealand ENR 1.15. aircraft, attempt to establish telephone
This applies when the transmit and receive communications with Christchurch
functions are serviceable, but the microphone Control or Christchurch Information on
input is unserviceable. When an unmodulated 0900 62 675 or (03) 358 1509, or the ATC
transmission is heard, the ATS operator will unit you should be communicating with
request the pilot to activate the transmitter (refer to GEN 3.3 for numbers).
(that is, press the PTT button) three times;
• If the destination is within an MBZ,
and if the pilot complies, the operator will ask
proceed to an alternate aerodrome
questions requiring YES or NO answers to
unless the risk in proceeding safely to
determine if the aircraft can continue visually
an alternate aerodrome is clearly greater
or can make an instrument approach. This and
than continuing, without communications,
any other information required will be obtained
to the planned destination. (Refer to s13A
by requiring the pilot to transmit:
of the Civil Aviation Act – beforehand, that
• once for YES or ROGER is; not when you have the problem!)

• twice for NO The pilot of an aircraft operating under VFR

• three times for SAY AGAIN should:

• four times for AT NOMINATED POSITION. • not enter controlled airspace, including
control zones, unless complying with:

Aircraft communications failure - a clearance already received and

acknowledged; or
If the troubleshooting checks are unsuccessful,
assume that you have a communications failure. - published COM failure procedures
The procedures are listed in AIP for that aerodrome.
New Zealand ENR 1.15: • divert to an unattended aerodrome and
• Maintain terrain clearance throughout report arrival to ATS as soon as possible.
all procedures. If unable to divert to an unattended aerodrome,
• Switch transponder to code 7600. the pilot of an aircraft should:

• Try alternate then secondary published • continue to operate transponder on code

ATS frequencies for the sector or unit 7600; and
you should be in communication with. • enter the control zone via a published
• Check aircraft communications arrival procedure; or
equipment. • approach the aerodrome side-on to the
• Listen to ATIS if possible. main runway or runway-in-use, and carry
out a standard overhead circuit joining
• Transmit position reports and intentions,
procedure; and
assuming the aircraft transmitter is
operating, and prefixing all transmissions • contact ATS as soon as possible after
Photo: ©istock.com/lbeaumont

with “TRANSMITTING BLIND”. landing.

• Turn on landing lights, beacons, and • If an emergency condition exists, switch

strobe lighting. transponder to emergency code 7700.
34

ATS communications failure

If there is a significant disruption to air traffic
or telecommunication services, ATS will, as far
as practicable, advise pilots when the level of
available communication is being reduced.
This advice will facilitate transition to either:

• alternative communications; or
• a TIBA (traffic information broadcasts
by aircraft) environment.

In the worst case, there will be no ATS available.

See AIP New Zealand ENR 1.15 for detailed
procedures.

If you have suffered a communications failure

and are landing at a controlled aerodrome,
the control tower will be able to give you
instructions by light signals.

Colour and type of signal To aircraft in flight To aircraft on the

aerodrome

Steady green Cleared to land Cleared for take-off

Steady red Give way to other aircraft Stop

and continue in the circuit

Series of green flashes Return for landing Cleared to taxi

Series of red flashes Aerodrome unsafe – Taxi clear of landing area

do not land in use

Series of white flashes Land at this aerodrome Return to starting point

and proceed to apron on aerodrome

Series of alternate red Danger – be on the alert Danger –

and green flashes be on the alert

Red pyrotechnic Notwithstanding any previous

instructions do not land for the
time being
 Plane talking 35

Emergency procedures
(AIPNZ, ENR 1.15)
In an emergency, do not be afraid to speak up, and do so
early. Making an early call frees you up to aviate and navigate;
increases the possibility of being received due to height; and
gives your ELT time to transmit a signal.

MAYDAY message • activate the ELT, and tracking system

alarm, if fitted
Distress is defined as a condition of being
threatened by serious and/or imminent danger • if the emergency situation is recovered,
and requiring immediate assistance. turn the ELT off and advise ATC or RCCNZ
as soon as possible
The pilot of an aircraft in distress must
• if the ELT is turned off and ATC or RCCNZ
transmit on the air-ground frequency in use
are not advised as soon as possible,
at the time of the distress, the distress signal
it will be assumed that the aircraft has
MAYDAY (spoken three times), followed by the
crashed and search planning will have
distress message.
started.
If on an unattended frequency, and it’s
considered that better assistance can be PAN PAN message
provided by transferring to another frequency,
the pilot should do so, after broadcasting this Urgency is defined as a condition concerning
intention on the original frequency. the safety of an aircraft, or of some person
on board or within sight, but which does not
The distress message should consist of as require immediate assistance.
many of the following elements spoken
distinctly and if possible, in the following order: The pilot of an aircraft reporting an urgency
condition must transmit on the air-ground
• name of station addressed (time and frequency in use at the time, the urgency
circumstances permitting) signal PAN PAN (spoken three times), followed
• identification of the aircraft by the urgency message.

• nature of the distress condition The urgency message should consist of as

many of the following elements spoken
• intention of the pilot
distinctly and if possible, in the following order:
• present position, flight level or altitude,
• name of station addressed
and heading.
• identification of the aircraft
The transmission of an accurate aircraft
• nature of the urgency condition
position may be critical to any subsequent
search and rescue action. • intention of the pilot

In addition, the pilot should switch the • present position, flight level or altitude,
transponder to the emergency code 7700, and heading
or emergency mode in the case of ADS-B • any other useful information.
equipped aircraft; and
36

See the CAA website for Civil Aviation Rules,

advisory circulars, airworthiness directives,
PO Box 3555 forms, and more safety publications.
Wellington 6140
To request publications such as GAPs and
Tel: +64 4 560 9400 posters email: [email protected].
Fax: +64 4 569 2024
aviation.govt.nz
Email: [email protected]
Plane talking
was revised in April 2021.