My introduction to using an aeronautical radio was a disaster! I had spent a short time trying to master a Cessna without much success, and as I taxied out on about the 4th lesson, the Instructor informed me that from now on I was doing the radio work.

My God, all my attention was being concentrated on trying to prevent this uncooperative aeroplane from running into something, and the additional strain of talking to God and broadcasting my nervousness to the world was just too much.

My first transmission was garbage. The instructor intervened part way through and transmitted the call himself. "Haven’t you been listening to what the calls are?" he asked. What a bloody silly question. All the transmissions I had heard so far had been made by people who hadn’t learned to speak English and, apart from the odd word, I hadn’t been able to understand a thing.

The lesson was a disaster and the thought of having to do battle with the radio prevented me from flying again for about three months. Hopefully, this may ease the pain for those starting out.

It is a good idea for all new pilots to visit a control tower to see what happens from their side. In my experience, Controllers are pleased to explain what goes on, and you will probably discover, as I did, that their job is a very complex one with a large percentage of their work load dealing with traffic that is not in the circuit. They are professional and tolerant and ready to help with any problems a pilot may have, and some confidence and a reasonable standard of radio procedure on your part will make their job a little easier.

The phraseology used seems strange at first but it has been very carefully designed to keep Radio Traffic to a bare minimum, while ensuring that everything is clearly understood. It is frustrating waiting to make a call while some prat waffles on with extraneous dribble, so some effort is helpful to all.

In the body of the pamphlet I have used the Napier Control Zone and my own aircraft’s registration as a call sign. For practice substitute examples that are suited to your own situation. Also, I refer to the Controller as a man. My humble apologies to the many lady Controllers. I blame my chauvinistic upbringing and the fact that his/her throughout the text doesn’t help the flow of things. No offence meant.

I would like to take this opportunity to thank Kerry Rusbridge and the Napier ATC unit for all their assistance. I Owe You One.

NOTE: Legal penalties can be imposed for breaches of the foregoing regulations.

Tele Communication; Any transmission, emission or reception of signs, signals, writing, images and sounds or intelligence of any nature by wire, radio, visual or other electromagnetic systems.

Air-Ground Communication; Two-way communication between aircraft and stations or locations on the surface of the Earth.

Blind Transmission; A transmission from one station to another to another station in circumstances where two way communication cannot be established, but where it is believed that the called station is able to receive the transmission.

Broadcast; A transmission of information relating to air navigation that is not addressed to a specific station or stations.

Radiotelephony Network; A group of radiotelephony aeronautical stations which operate on and guard frequencies from the same family and which support each other in a defined manner to ensure maximum dependability of air - ground communications and dissemination or air - ground traffic.

Read Back; A procedure whereby the receiving station repeats a received message or an appropriate part thereof back to the transmitting station so as to obtain confirmation of correct reception.

Aeronautical Fixed Telecommunication Network (AFTN); An integrated world - wide system of aeronautical fixed circuits provided as part of the aeronautical fixed service, for the exchange of messages between aeronautical Fixed stations within the network.

Aeronautical Mobile Service; A radio communication service between aircraft stations and aeronautical stations or between aircraft stations.

Aeronautical Telecommunication Service; A telecommunication service provided for any aeronautical purpose.

Aeronautical Station: A land station in the aeronautical mobile service. In certain instances an aeronautical station may be placed on board a ship or an Earth Satellite.

Aeronautical Telecommunication Station: A station in the aeronautical telecommunication service.

Aircraft Station; A mobile station in the aeronautical mobile service on board an aircraft or an airspace vehicle.

Air-Ground Control Radio Station; An aeronautical telecommunication station having primary responsibility for handling communications pertaining to the operation and control or aircraft in a given area.

VHF TRANSCEIVER CONTROLS. Most radios have universal controls to enable the operator to select a frequency, adjust volume, turn the radio ON/OFF, and to adjust the sensitivity of the receiver. On some radios each function has a separate control while on other they have multiple functions.

Frequency selector - Most modern radios have 720 channels spaced at 25kHz intervals throughout the VHF range.

ON/OFF switch - provides power to the radio. Note that the radio should not be left on while the engine is being cranked by the starter motor. This is because transistor failure can occur if the voltage drops below 10 volts.

Volume control - is self explanatory as it adjusts the gain on the output side of the receiver to the headphones or speaker.

Squelch control - Is primarily to cut out the hissing noise you normally hear in your receiver when no signal is being received. Some radio equipment will have a separate 'Squelch ON/OFF' switch. Other may have an adjustable control and still others may have an automatic adjustment.

Quite a few pilots don't understand how the squelch control really functions so here's how.

The squelch controls the strength at which a received signal must be before it is passed to the audio amplifier.

For maximum reception sensitivity you would ordinarily turn the squelch control all the way clockwise at which point you will hear a hissing sound from your receiver. This setting, with the squelch open, allows you to receive the weakest signals.

As you turn the squelch control anti-clockwise, there will be a point where the hissing noise disappears. This is the correct setting for your squelch control.

your voice. Some radio setups don’t allow you to hear what you are saying properly and this may take a little getting used to, but remember, don’t shout.

Speak at a normal rate or a little slower if transmission is difficult. Fast speech is very hard to copy at the other end. Remember to keep the microphone as close to your lips as possible. This helps to prevent picking up background noise.

LISTEN BEFORE TRANSMITTING. This is very important. An aircraft which is out of range to you may be transmitting, and just because you don’t hear anything doesn’t mean the frequency is clear. Wait at least 30 seconds before transmitting.

REMEMBER YOUR CALL SIGN. This traps a lot, including yours truly. If you fly different aircraft, be careful. Don’t taxi as one call sign and call downwind another. It could confuse the situation and be dangerous if the incorrect call sign used is also flying. The call sign is normally the aircraft's registration letters which are normally marked on or near the instrument panel.

BATTERIES. Radios operating on NICAD batteries give little warning when the batteries are going flat. Suddenly you will lose the power to transmit, which can be a problem in some situations, so make sure before you start that your batteries are charged enough. Most radios have a claimed operation battery life of about 4 hours, but my experience has shown this to be very generous. Recharging NICAD batteries before they are completely discharged may result in reduced capacity so check with an expert on the care of your battery to get the best from it.

Something we must all learn. I practice by reading the letters on car licence plates while driving. Probably not a good idea from the police point of view but a great way to learn

The syllables to be emphasised are in CAPITALS

A ALFA ALfah

B BRAVO BRAH VOH

C CHARLIE CHARlee

D DELTA DELLtah

E ECHO ECKoh

F FOXTROT FOKStrot

G GOLF GOLF

H HOTEL hohTELL

I INDIA IN de ah

J JULIETT JEWleeETT

K KILO KEYloh

L LIMA LEEmah

M MIKE MIKE

N NOVEMBER noVEMber

O OSCAR OSScah

P PAPA pahPAH

Q QUEBEC keyBECK

R ROMEO ROW me oh

S SIERRA seeAIRRAH

T TANGO TANGgo

U UNIFORM YOU ne form

V VICTOR VIKtah

W WHISKEY WISSkey

X X-RAY ECKS RAY

Y YANKEE YANGkee

Z ZULU ZOOloo

To add to our problems, aviation circles have adopted UNIVERSAL CO-ORDINATED TIME (UTC) which must be used on all flight plans etc.

It is exactly 12 hours out from NZ STANDARD TIME and when used with the 24 hour clock, we have the big numbers in the morning and the small numbers in the afternoon.

10.00 am NZST = 2200hrs UTC

07.30am NZST = 1930hrs UTC

01.30pm NZST = 0130hrs UTC

06.30pm NZST = 0630hrs UTC

The introduction of NZ DAYLIGHT SAVING TIME will further confuse things so be careful. UTC does NOT have daylight saving.

When transmitting times when there will be no confusion with hours, only the minutes are given. E.G.. "ESTIMATE TAUPO AT THREE FIVE."

I will be there at 35 minutes past………

When the tower is off watch an "OFF WATCH" message is transmitted.

e.g.

This "OFF WATCH" message is handy for finding out what time the controller will commence duties. If you have started flying before his hours of attendance, when the controller announces that control has commenced if you are inside his controlled airspace, give a position report and tell him what you are doing so he can get a picture of the traffic in his area.

As you are flying around, keep half an ear open to the transmissions of other traffic. Often you will only be able to hear one side of the conversation (if a transmission can be referred to as such) because one station is out of range to you but you will still (with a bit of practice) be able to get a good picture of the traffic in your area. Remember that there may also be NORDO (Non Radio Equipped) traffic around so never let up on your lookout. A reasonable picture of what is going on is always a great help.

If at any time you are not sure that your radio is operating correctly, you can request a "Radio Check" from the controller as follows:-

You must give the frequency that you are transmitting on because the Controller is monitoring several frequencies.

The controller will reply:-

FOXTROT TANGO INDIA RECEIVING YOU READABILITY FIVE (Or any number from 1 to 5 explained below).

5 Perfectly readable

4 Readable

3 Readable with difficulty

2 Readable now and then

1 Unreadable

Use this if it is necessary but don’t do it too often or you may wear out your welcome.

AFFIRM Yes

APPROVED Permission granted

BOUND I am en-route to

CANCEL Annul the previous clearance

CHECK Examine a system or procedure

CLEARED Authorised to proceed under conditions specified

CONTACT Establish Radio Contact with…………..

CORRECT That is correct.

CORRECTION An error has been made. The correct version is……….

DISREGARD Consider that transmission as not sent.

GO AHEAD Proceed with your message.

IN BOUND I an en-route to your location.

I SAY AGAIN I repeat.

MONITOR Listen out on frequency.

NEGATIVE No - Permission not granted - That is not correct.

OVER My transmission has ended. I expect a response.

OUT My transmission has ended. I expect No Response.

READ BACK Repeat back exactly as received.

RE CLEARED A change has been made to your last clearance and

This new clearance supersedes the last.

REPORT Pass me the following information.

REQUEST I should like to know - I wish to obtain.

ROGER I have received all of your last transmission.

SAY AGAIN. Repeat your last transmission.

STAND BY Wait and I will call you.

VACATING I am leaving.

TRANSIT I wish to pass through.

VERIFY Check and confirm.

VIA My route is.

WILCO I understand and will comply.

TERMS USED TO DESCRIBE YOUR POSITION IN THE LANDING SEQUENCE.

YOU ARE NUMBER ONE

You are first in the landing sequence, but because the runway is obstructed another aircraft may be taxing across or taking off you cannot be given clearance to land. Clearance to land will come later.

YOU ARE NO 2 or 3 or 4 etc.

This is your position in the landing sequence. Locate the aircraft positioned before you (and the others if there are any) and slot yourself in. The Controller may direct how he wants you to achieve this.

Remember "Murphy’s Law" Whatever can go wrong will do so, and at the worst possible time.

If your radio should fail at any time during a flight here are some guide lines.

RADIO FAILS OUTSIDE CONTROLLED AIRSPACE.

DON’T enter controlled airspace. (Especially a Zone).

Land out and ring the Controller and arrange to enter NORDO.

RADIO FAILS INSIDE THE ZONE BUT OUTSIDE THE CIRCUIT.

Continue approach and make a "Standard Overhead Re-join and wait for lights. Remember, because you are NORDO you must use the designated circuit direction for your runway.

RADIO FAILS IN THE CIRCUIT.

This is a tricky one.

Continue your approach and land. Watch out for lights. These may not come so be especially careful.

If your radio fails inside controlled airspace remember that just because you cannot hear does not mean your transmitter is faulty, so continue to transmit your intentions prefixed by "TRANSMITTING BLIND", and keep a lookout for lights.

If you are on a flight plan and your radio fails, remember your calls. SEARCH AND RESCUE is a bit drastic for just a radio failure so land as soon as possible and RING UP.

When requesting taxi clearance for a local flight, just saying "Local" is not sufficient. The controller must know where in the local area you intend to go, so plan your flight before you leave and let him know the route you wish to take.

If you decide to deviate from your plan, let him know.

Often when you are flying within a zone the controller will call you requesting a "Position Report"

e.g. FOXTROT TANGO INDIA REPORT POSITION.

Your reply must contain Position and Altitude, (He should already know your heading and intentions because the details of your flight were given prior to take off)

Position is sometimes difficult unless you are overhead a prominent place. Terms like 'abeam' or 'approaching' are useless. They don’t give any indication of distance or accurate direction. Use a prominent feature in the vicinity (a village, well known hall, or small lake etc). Preferably a position shown on the VFR Navigation Chart because others may be using this if they are not familiar with the area. Work compass directions using this feature as a reference. The 8 points of the compass will be sufficient and a reasonable estimate of distance will give an accurate position.

Altitude is simple (Read from the altimeter) but remember that if you are climbing or descending let him know

E.G.:

FOXTROT TANGO INDIA IS THREE MILES SOUTH WEST OF RISSINGTON AT ONE THOUSAND FEET.

FOXTROT TANGO INDIA IS TWO MILES NORTH OF BAY VIEW AT ONE THOUSAND FIVE HUNDRED FEET, DESCENDING TO ONE THOUSAND FEET.

This method will ensure that you communicate your position briefly and accurately. If you are in an unfamiliar area use a chart and KEEP TRACK OF YOUR PROGRESS ON IT.

In unfamiliar country it can take some time to sort things out if the controller requests a position report and you do not know where you are. AT LEAST GIVE YOUR ALTITUDE AND "STAND BY". The Controller now knows if you are on the same level as other traffic and probably knows which direction you are in from the Airfield VDF.

DON’T TELL LIES. Apart from being stupid, each time you transmit the VDF in the tower will show the compass direction of your transmission and although this doesn’t give distance or altitude, the controller will know what you are up to.

VFR flight plans are only required if your flight will take you more than 50NM from land, But you can submit a VFR flight plan for any flight if you wish.

Identification Your call sign.

Position As covered in "Local Flights"

Time In minutes past the Hour

Altitude As covered in "Local Flights"

ETA At your destination or next landing point as appropriate.

Route To next significant position.

Remember you must give a position report and get clearance from ATC to enter or transit class C and D airspace and (class E airspace by night), and flights within that airspace must be in accordance with such a clearance.

SARWATCH. (search and rescue watch)

Sarwatch is an option pilots may choose when requiring an alerting service.

Sarwatch is available for flights both within controlled and class G airspace.

To request Sarwatch the following details must be provided.

To request SARWATCH just radio the nearest ATC unit.

".NAPIER TOWER, FOXTROT TANGO INDIA, REQUEST SARWATCH."

The Controller will then ask you for the above details.

Submiting a Flight Plan or Requesting a Sarwatch might cost you a few dollars (everything in aviation seems to these days), but they are available for your safety so don’t be frightened to use them.

If you realise that you will not arrive at your destination before or at your ETA, contact the nearest ATC unit and amend your Flight plan or Sartime.

REMEMBER!!!!! Both Flight plans and Sarwatch MUST be terminated, either by contacting an ATC unit by Radio or Telephone or if this is not possible ringing "The National Briefing Office" on 0800 626 756.

Failure to do this will cause a lot of people considerable annoyance and leave you with egg on your face which will be difficult to wash off.

Transponders allow the positive identification of aircraft by a system where your aircraft is sent a signal that prompts your transponder to transmit a ‘Squawk’ Code which establishes your position, altitude, heading, and speed. At the beginning of each flight, individual aircraft are instructed to dial in a code which will identify them for that flight.

Certain areas are classed as "Transponder Mandatory Airspace". These areas are depicted on the charts by the Category and Class being in reverse print. Refer to the Planning Manual, RAC section.

Before entering Transponder Mandatory Airspace you may be asked to dial up a specific code frequency by ATS. The action of dialling a requested frequency is called ‘SQUAWKING’.

Unless instructed otherwise by an ATS unit, all transponder equipped aircraft in Transponder Mandatory airspace must set a standard code as indicated below.

Taxiing and circuit flying Select "Stand By"

Powered aircraft in General Aviation Areas. Select 1400

Fixed wing aircraft Select 1200.

Emergency situations can be indicated to ATS by dialling your transponder to certain codes.

Code 7700 To indicate a state of emergency other than the following.

Code 7600 To indicate communication failure.

Code 7500 To indicate unlawful interference. (Hijack etc)

When dialling in a code into your transponder you MUST remember to switch to "Stand By" mode if passing through the 7000 series otherwise your transponder will lock on to 7500 and at your next stop you could get your tyres shot out. Also, do not operate the ‘IDENT’ feature unless instructed by ATC.

If you find yourself in a LIFE THREATENING situation during flight or observe another aircraft or ship etc in a similar situation, a "MAYDAY" call should be made to the appropriate ground station for the area. (Control Tower, or Flight Information Service).

There is an official ICAO format for distress calls which must be used in all examinations. (Failure to get emergency procedures correct, results in failing the exam).

It is as follows;-

MAYDAY MAYDAY MAYDAY.

(2) IDENTIFICATION OF AIRCRAFT.

(3) NATURE OF DISTRESS.

(4) INTENTION OF PERSON IN COMMAND.

(5) PRESENT POSITION HEIGHT AND HEADING.

e.g.

If you are in a situation of URGENCY and require assistance or priority, (passenger with a suspected heart attack or you are in extreme turbulence where control is very difficult to maintain etc) or you observe another aircraft, ship et in a similar situation a PAN call should be made.

Once again the official ICAO format is as follows;-

e.g.

The above examples are international format and although they must be used in the exam situation they are not ideal for most sport flying in New Zealand.

They are based on the assumption that the position height and heading of the aircraft is known (e.g. on Radar) which will not necessarily be the case here, therefore POSITION HEIGHT AND HEADING becomes one of the most essential elements of the call and should not be left until last in case your ability to transmit is cut short.

A more suited format for DISTRESS and URGENCY calls is;-

The essential elements you must convey are;-

If you hear another station broadcast a DISTRESS or URGENCY call maintain radio silence so you don’t hinder communications and be ready to give assistance if directed.

Listen after you hear the call to make sure that it has been acknowledged by someone. If not, acknowledge the message, and relay it to the nearest AIR TRAFFIC SERVICE UNIT as soon as possible.

KEEP CALM.

USE YOUR HEAD.

REMEMBER WHAT YOU HAVE BEEN TAUGHT.

IF ITS NOT YOU IN DANGER, ASSIST, BUT DON’T GET IN THE WAY.

DON’T ADD TO THE PROBLEMS BY TAKING UNNECESSARY RISKS.

LIVES ARE IMPORTANT.

AIRCRAFT AREN’T!!!!!!!!!!

Throughout the text of the radio calls unless otherwise specified.

Represents NAPIER TOWER.

Represents Aircraft FOXTROT TANGO INDIA.

Lets try a simple example on a controlled airfield (in this case NAPIER)

You wish to take a passenger up for 1 circuit.

FIRST, listen to the "ATIS" (available at Napier on frequency121.8) and take note of the weather and runway information given. You will have to read back the title of the current ATIS, e.g. Alpa or Bravo, or Charlie etc and the current QNH so take particular note of these. Write them on the back of your hand if necessary to save confusion in the heat of the moment later.

BEFORE starting to taxi, make contact with the Tower on the Control Frequency (in the case of Napier 124.8) to get taxi instructions and to allow the Controller to write out your flight strip.

To make contact, station being called FIRST then your callsign.

(The registration letters of your aircraft)

NAPIER TOWER FOXTROT TANGO INDIA.

Napier Tower’s reply will be.

FOXTROT TANGO INDIA NAPIER TOWER.

You have established contact, and he is now waiting for you to fill him in on your flight details. First your flight, which in this case is 1 circuit. Next the number of persons on board (POB), which, in this case is 2, and then inform him that you have listened to the current ATIS. (Remember the read back of the QNH.

For this example say ATIS Bravo QNH 1013

REQUEST TAXI FOR ONE CIRCUIT, TWO POB, HAVE BRAVO ONE ZERO ONE THREE.

The Controller is writing out your strip and will now instruct you to taxi to the holding point for the runway in use or the one he wishes you to use. He will confirm that you have the current ATIS and make you aware of any other traffic or obstacles in your taxi path, and give you the time (only the minutes) to allow you to check your watch. The time check does not have to read back.

TAXI TO HOLDING POINT XRAY FOR GRASS 34

BRAVO CONFIRMED.

TIME TWO FIVE.

You now have to read back any instructions given to confirm that you have received them correctly, which in this case is the runway holding point you are instructed to proceed to and then acknowledge the call with your callsign.

Now taxi to holding point Xray for grass 34 via the NORMAL route. If you wish to get there via any other route this must be requested and approved by the Controller.

At the holding point do your checks and when finished let the Tower know you are ready for take off. As you have already established contact with the Tower and he knows you are there, so there is no initial contact call.

You must now confirm his take off clearance.

Away you go.

Your next call is your down wind call which should be made abeam the upwind end of the runway. If you are unable to make your down wind call at this point due to the frequency being busy, report the position you are at when you make the call.

( e.g. mid down wind, late down wind,.)

When you are abeam the upwind end of your runway call the tower and give the controller your position. It is a good idea to identify the circuit you are flying and the runway you are circuiting for. If there are a number of aircraft in the circuit or a number of circuits in use it will make it easier for the Controller to find and identify you. Also you must tell the Controller if you are making a "Full Stop" landing or a "Touch and Go"

As before, contact is already established with the Tower.

The Controller will now give you instructions to join the landing sequence.

FOXTROT TANGO INDIA GRASS 34. CLEARED TO LAND.

Once again you must confirm the clearance.

You can now continue your approach as normal and land.

Often the Controller will be too busy to give you taxi instructions to return to your hanger and if there is nothing in your path he may omit these. If you wish to taxi to a different location you must get clearance from the controller.

NOW LETS TRY A FEW MORE CIRCUITS WITH SOME PROBLEMS THROWN IN.

You will go by yourself this time for 30min circuit practice.

First listen to the ATIS and make contact with the tower as per the previous example.

A lot has been thrown at you this time.

First the QNH has changed recently and the Controller has not had time to alter the ATIS yet. Remember to read back the new QNH. Next, to get to the holding point for grass 16 you must cross grass 10-28 and at present this is active, therefore, the Controller wants to hold short of crossing this vector. He will give you clearance to cross the vector later. You must now acknowledge the taxi clearance so far and the new QNH.

Now taxi there via the usual route. Stop short of crossing Vector 10-28 and notify the Controller that you are there.

When the vector is clear the Controller will give you clearance to continue to the holding point grass 16.

FOXTROT TANGO INDIA CLEARED TO HOLDING POINT ALPHA FOR GRASS ONE SIX.

Once again acknowledge the clearance.

You can now taxi to the holding point, complete your pre take-off checks, and when ready notify the controller as before.

You have decided to circuit to the right so you don’t have to fly over a built up area and to save having to climb to 1000ft on the downwind leg you want to fly low level circuits. Now is the time to request this.

FOXTROT TANGO INDIA IS READY, REQUEST LOW LEVEL

RIGHT HAND CIRCUITS.

FOXTROT TANGO INDIA HOLD POSITION.

Your vector is required for other traffic, usually landing, which has priority and the Controller wants you to hold. Again you must acknowledge the instruction.

When the vector is clear the Controller will give you clearance to take off.

You have the necessary clearances for your low level right hand circuits but because of other traffic the Controller wants you to circuit to the left first circuit. (Remember the little catch, first circuit left then the rest right.) Once again acknowledge the clearance and instruction.

Takeoff now and prepare for your downwind call

The Controller wants you to extend your downwind leg to allow a Cessna on long final to land before you. You must now acknowledge the Tower’s instruction.

If you do not have the Cessna in sight your acknowledgement would be,

When you have the Cessna in sight,

Now continue on your downwind leg until the Cessna passes your wing tip before you turn onto your base leg.

The Controller cannot clear you to touch and go until the Cessna has cleared the runway so continue your approach and keep an eye on the Cessna’s progress

FOXTROT TANGO INDIA CLEARED TOUCH AND GO GRASS 16.

Now acknowledge the clearance. It is not required but it is a good idea to remind

The Controller at this point that your future circuits will be right hand. He has probably had a great deal to contend with since the original clearance was given and this may help to keep things up to date.

Do your touch and go and begin your right hand circuit and prepare for your next downwind call.

FOXTROT TANGO INDIA IS RIGHT HAND DOWNWIND GRASS 16 TOUCH AND GO.

FOXTROT TANGO INDIA MAKE 1 LEFT HAND ORBIT.

Because of the traffic situation the Controller wants you to orbit in the position you are in. Don’t make your orbit too tight. It should be approximately rate 1 to allow sufficient time for the traffic position to change. After completing your orbit the Controller will clear you to continue your approach, or, if necessary orbit again. In this situation try to ascertain the position of other traffic to get a picture of what is happening.

FOXTROT TANGO INDIA CONTINUE APPROACH NUMBER TWO TO CESSNA LEFT BASE GRASS ONE SIX.

Your reply. (Remember you should already know the position of the Cessna.)

After the Cessna has cleared the runway.

FOXTROT TANGO INDIA CLEARED TOUCH AND GO GRASS 16.

CLEARED TOUCH AND GO GRASS 16. FOXTROT TANGO INDIA.

Once again you are cleared to your downwind call.

You have decided to make this your last circuit and are requesting a "Full Stop" landing.

FOXTROT TANGO INDIA CONTINUE APPROACH NUMBER ONE.

This means that you are first in the landing sequence on Vector 16, but the Controller is going to clear another aircraft to take off before you land. Just continue as instructed and reply to the Tower in the usual manner.

When the Vector is clear.

FOXTROT TANGO INDIA CLEARED TO LAND GRASS 16.

CLEARED TO LAND GRASS 16 FOXTROT TANGO INDIA.

Continue now and land as normal.

If for some reason when you are on short final the runway is still obstructed, the Controller may instruct you to go "GO ROUND", this means you over fly the runway along the centre line, or just to one side to avoid flying over the obstruction, and climb to 500ft as after a takeoff and re-circuit.

This doesn’t happen often but always be ready just in case. If you are instructed to "GO ROUND" don’t muck about, climb away as soon as possible.

FOXTROT TANGO INDIA GO ROUND.

GOING ROUND FOXTROT TANGO INDIA.

You are leaving the airport for a flight south to a friends farm which is just outside controlled air space and you plan to return later that day. The ATIS "Golf" gives the wind at 310/10, QNH 1020.

NAPIER TOWER FOXTROT TANGO INDIA.

TAXI TO HOLDING POINT XRAY FOR GRASS THREE FOUR, GOLF

Any time you want to enter controlled airspace, whether it be to land at an airport, or transit to another destination, you must FIRST obtain clearance from the Controller. On the first contact you are required to give a position report, so prepare for this before your transmission. In an unfamiliar area use a chart. In busy airspace accurate reporting is vital. You must also give him the number of persons on board. (POB)

As a continuation of the previous scenario, you are returning from your friend’s farm to Napier Airport. Before entering the Zone at Fernhill (the settlement on the edge of the zone) you call Napier Tower. If you call at the boundary and the Controller cannot give you clearance at that time there is no time to orbit outside controlled airspace.

The controller will now give you the essential elements of the weather situation at the Airport, including the current QNH’ which you are required to read back so take particular note of this, plus instructions to approach the circuit.

The controller has cleared you into the zone to Napier via Puketapu (a village just short of the circuit) below 1500ft. The wind direction and strength tells you that you will probably be instructed to use grass Vector 34 and the QNH has changed since you left this morning so you will have to adjust your altimeter. As usual confirm receipt of the clearance and instruction.

Continue now to Puketapu as instructed and overhead call again.

NAPIER TOWER FOXTROT TANGO INDIA.

FOXTROT TANGO INDIA NAPIER TOWER.

FOXTROT TANGO INDIA IS OVERHEAD PUKETAPU ONE THOUSAND FEET REQUEST JOINING.

FOXTROT TANGO INDIA JOIN LEFT BASE GRASS 34 TRAFFIC IS A CESSNA LATE DOWNWIND GRASS 34.

You now have your instructions to join the circuit with a caution that a Cessna is late downwind therefore you will have to locate this aircraft before joining.

Acknowledge the Tower as usual.

This means that you understand his caution regarding the Cessna but you have not located the aircraft yet.

You now locate the Cessna and join the circuit on left base after it has passed. When you join the circuit at the instructed point you must inform the Tower.

You are now back in the familiar circuit pattern again.

If you wish to pass through controlled airspace during any part of a flight you must get clearance from the Air Traffic Control unit for the area on the appropriate frequency.

You are flying from Waipukarau to Wairoa and wish to pass through the Napier Control Zone.

BEFORE entering the zone you would call Napier Tower.

You have been cleared through the zone on track to Wairoa.

(remember, if you want to deviate from this path you must get clearance) and you have been instructed to call the Tower when you are abeam (at your closest point) to Napier Airport.

You reply in the normal manner.

Another example would be……..

THOUSAND FEET OR BELOW, VIA PUKETAPU, BAYVIEW, REPORT LEAVING THE ZONE TO THE NORTH.

In this example you are cleared through the zone via a certain route with altitude restrictions. Reply in the normal manner.

VFR flights in uncontrolled airspace and within 10 nautical miles of an airfield, and this includes airports serviced by Flight Information Service and controlled by Air Traffic Control before the hours of attendance, are required to listen on the appropriate radio frequency and let other traffic know their position and intentions.

This is required for obvious reasons.

In uncontrolled airspace your calls are made to all other traffic in the area and there will not be a reply to your transmission.

(1) INBOUND

You are flying to Napier Airport and will arrive before the controller’s hours of attendance.

At approximately 10 miles out you would make your first call of position report and intentions.

Other traffic in the area will now know where you are and what you are going to do.

If your ETA in the circuit is more than 5 minutes away it is a good idea to give another traffic call midway to the Airport.

Remember, there will not be a reply to your call. You should have an idea or other traffic in the area through their traffic calls but keep a special lookout and always remember that there may be NORDO traffic around.

Now slot yourself into the traffic and call joining the downwind leg.

Although not required I like giving a call on final. There are 8 runways at Napier and in calm weather this may help prevent 2 aircraft landing on conflicting runways.

Remember to turn left after landing.

(2) OUTBOUND.

As before all calls are traffic calls and there will not be a reply.

You are leaving Napier Airport heading South before the controller’s hours of attendance.

You first call prior to taxing to the holding point of your intended runway.

Next call is just prior to takeoff. You wish to head south and the most convenient way out is a left turn after climb out. The circuit for grass 34 at Napier is to the right therefore you must broadcast your left turn to inform other traffic that you are not turning with the circuit.

Now takeoff, climb and turn left and when clear of the circuit set your heading south.

After approx. 5 minutes give a position report.

If you are still within 10 nautical miles from the airport after another 5 minutes give another position report.

(3) EN-ROUTE CALLS.

(Basically for Cross Country flying.)

If you are on a cross country flight and your route takes you within 10 nautical miles of an uncontrolled airfield you should listen out on the appropriate frequency and if other traffic is around a position report is a good idea.

Uncontrolled airspace in New Zealand is covered by CHRISTCHURCH FLIGHT INFORMATION.

The region provides radio coverage for the whole of the uncontrolled airspace below 9500ft.(above 9500ft is the UTA which is a whole new world that VFR Pilots seldom stray into.)

Various regions are covered by different frequencies so check a Visual Flight Guide etc. when planning your flight.

The VFR Navigation Chart will show you the areas covered by each region.

Your en-route calls are made to "CHRISTCHURCH INFORMATION."

The reference point used in your position report must be a position shown on the VFR Navigation Chart because the FIR's are large areas and he will be using a chart to establish your position.

You can request weather information, area QNH or any other information you require. If you are on a flight plan you would make your 30 min calls to them.

FOXTROT TANGO INDIA ……………………

Remember to acknowledge their call.

If you are on a Flight Plan, Christchurch information will have been given your details and have been expecting your call.

Any information you may need en-route regarding weather changes etc can be requested from a FIR. They are there to provide a safety and information service and you should call them if problems occur rather than wait until things become serious.

If you get lost, start to lose visibility, or any of the multitude of things that can strike, if you call them they will help you. Because of difficulties in terrain, coverage by normal means is not possible in all areas. Some sectors of FIR's are covered by other means. (eg. an area north of Napier is covered by Napier Tower). Also different sectors of the FIR are covered by different frequencies.

If you are not sure check with a Control Tower to find out the FIR frequencies and coverage for your flight.