The cardinal directions of the earth;When talking about direction over the Earth’s surface, we use North, East, South, West. |  |
To indicate direction in aviation we use 360 degrees.North = 360° , East =90° South=180° West = 270° |
Archives: Theory Courses
6.2.2 Describe the general shape of the Earth.
6.2.2. Describe the general shape of the Earth.
The Earth is regarded as a sphere for navigation purposes, but it is really an oblate spheroid. Its diameter is less around the poles than around the equator. This flattening of the poles is known as ‘compression’.
What is the Difference Between True and Magnetic North?
In the Bay of Plenty area here in New Zealand, the difference is
20 degrees between True North and Magnetic North.
So iyou read off your paper map (True)
and then fly that heading in your Aircraft (Magnetic) .
There is a rule called the 1 in 60 Rule where in
short a 1-degree error means that you would be 1 nautical mile off track after 60
nautical miles.
So if you intend to fly to a destination
60 nautical mile away you will miss it by 20 nautical miles
In simple terms, a risk of becoming lost, so
what you are going to learn here will probably mean you won’t make this mistake and
others
Random Wind Triangle Examples
Example One.
You have measured a track off as 265°T, and Wind report of 150°T/20kts, Your aircraft TAS is 90kts.What is required Heading(°T) and Ground Speed?
Need to hold a heading of 253°T and should have a ground speed of 97kts
Example Two.
You have measured a track off as 200°T, and Wind report of 70°T/50kts, Your aircraft TAS is 175kts.What is required Heading(°T) and Ground Speed?
Need to hold a heading of 187°T and should have a ground speed of 203kts
Example Three.
You have measured a track off as 140°T, and Wind report of 140°T/5kts, Your aircraft TAS is 175kts.What is required Heading(°T) and Ground Speed?
Need to hold a heading of 140°T and should have a ground speed of 170kts
(h) Part 91.529.
Emergency locator transmitter
Under rule 91.529, a person must not operate a NZ Certificate of Registration
aircraft without an ELT(AF) unless it is:
1. When the aircraft is ferried to a place where the automatic ELT(AF) is to be installed provided no passengers are carried.
2. When the aircraft is to be ferried from a place where ELT repairs or replacement cannot be made to a place where they can be made provided no passengers are carried.
3. For a period of seven days when the automatic ELT is inoperative, and a portable ELT is accessible to each person on board the aircraft
This rule does not apply to the following aircraft:
1. An aircraft with no more than one seat if the pilot is equipped with an Emergency
Locator Transmitter (Survival) ELT(S) or Personal Locator Beacon (PLB).
2. A glider or microlight aircraft if at least one person carried in it is equipped with
an ELT(S) or PLB.
3. A glider or powered aircraft, including a microlight aircraft, that is equipped with
no more than two seats, if the glider or powered aircraft is operated not more than 10
nm from the aerodrome from which the glider or powered aircraft took off.
4. A manned free balloon.
(a) A person must not operate an aircraft without an ELT(AF) installed in
the aircraft except as provided in paragraphs (b), (d), and (e), rule
121.353(b), and rule 129.109.
(b) An aircraft may be operated without an ELT(AF) installed if:
(1) The operation is to ferry the aircraft from the place where the
operator takes possession of the aircraft to a place where an
ELT(AF) is to be installed; and
(2) the aircraft does not carry any passenger.
(c) Despite rule 91.501(4), an aircraft may be operated with an
inoperative ELT(AF) if;
(3) The operation is to ferry the aircraft from a place where repairs or
replacement of the ELT cannot be made to a place where the
repairs or replacement can be made; and
(4) The aircraft does not carry any passenger.
(d) Despite rule 91.501(4) and paragraph (a), an aircraft may be operated
without an operable ELT(AF) for a period of not more than 7 days if the
aircraft is equipped with an ELT(S) or PLB that is accessible to any person
on board the aircraft.
(e) Paragraph (a) does not apply to the following aircraft:
(1) An aircraft that is equipped with no more than 1 seat if the pilot
is equipped with an ELT(S) or PLB:
(2) A glider or microlight aircraft if at least 1 person carried in the
glider or microlight aircraft is equipped with an ELT(S) or PLB
(3) A glider, or powered aircraft, including a microlight aircraft, that
is equipped with no more than 2 seats, if the glider or powered
aircraft is operated not more than 10 nm from the aerodrome
from which the glider or powered aircraft took off:
(4) a manned free balloon.
(f) A holder of a certificate of registration for a New Zealand registered
aircraft that is equipped with an ELT(AF), or carries an ELT(S), EPIRB, or
PLB that operates on 406 MHz must not operate the aircraft unless:
(1) For an ELT(AF) or ELT(S), the ELT is coded with the
International Telecommunication Union (ITU) country code for
New Zealand, and any of the following:
International Telecommunication Union (ITU) country code for
New Zealand, and any of the following:
(i) The ELT serial number:
(ii) The 24-bit aircraft address:
(iii) The ICAO aircraft operating agency designator and a
serial number allocated by the operator:
(iv) The aircraft nationality and registration marks; and
(ii) The 24-bit aircraft address:
(iii) The ICAO aircraft operating agency designator and a
serial number allocated by the operator:
(iv) The aircraft nationality and registration marks; and
(2) For an EPIRB or PLB, the EPIRB or PLB is coded with
(i) The International Telecommunication Union (ITU)
country code for New Zealand; and
(ii) a unique code to identify the EPIRB or PLB; and
(i) The International Telecommunication Union (ITU)
country code for New Zealand; and
(ii) a unique code to identify the EPIRB or PLB; and
(3) The holder of the certificate of registration has notified the
Rescue Coordination Centre New Zealand of:
(i) The code, in accordance with paragraph (f)(1) or (f)(2), for
each ELT, EPIRB, or PLB that is installed or carried in
the aircraft; and
(ii) The name and emergency contact details of the aircraft
operator.
Rescue Coordination Centre New Zealand of:
(i) The code, in accordance with paragraph (f)(1) or (f)(2), for
each ELT, EPIRB, or PLB that is installed or carried in
the aircraft; and
(ii) The name and emergency contact details of the aircraft
operator.
(g) A person must not operate a foreign aircraft in New Zealand that is
equipped with or carries an ELT that operates on 406 MHz unless the ELT
is coded with:
equipped with or carries an ELT that operates on 406 MHz unless the ELT
is coded with:
(1) The International Telecommunication Union (ITU) country code
of the State of registry; and
of the State of registry; and
(2) Any of the following:
(i) The ELT serial number
(ii) The 24-bit aircraft address
(iii) The ICAO aircraft operating agency designator and a
serial number allocated by the operator
(iv) The aircraft nationality and registration marks.
(i) The ELT serial number
(ii) The 24-bit aircraft address
(iii) The ICAO aircraft operating agency designator and a
serial number allocated by the operator
(iv) The aircraft nationality and registration marks.
(g) Part 91.515;
VFR Over Water
An aircraft operating under VFR over water, at a distance that is more than
30 minutes flying time from the nearest shore, must be equipped with:
30 minutes flying time from the nearest shore, must be equipped with:
(1) Communication equipment that
(i) Meets level 1 or 2 standards specified in Appendix A,
A.9; and
(ii) Is capable of providing continuous two-way
communications with an appropriate ATS unit or
aeronautical telecommunications facility; and
(i) Meets level 1 or 2 standards specified in Appendix A,
A.9; and
(ii) Is capable of providing continuous two-way
communications with an appropriate ATS unit or
aeronautical telecommunications facility; and
(2) navigation equipment that is capable of being used to navigate
the aircraft in accordance with the flight plan.
the aircraft in accordance with the flight plan.
2.10.10 Demonstrate a good working knowledge of the AIPNZ and AC172-
2.10.10 Demonstrate a good working knowledge of the AIPNZ and AC172-1 with regard to: (a) communication services; (b) communication aspects in the Search and Rescue section.
.
QUICK PARAGRAPH REGARING PINK PAGES IN AIP
AND AIP LINKS/
(f) Part 91.513;
VFR communication equipment
(a) Unless authorised by ATC to operate under VFR without radio
communication, an aircraft operating under VFR in controlled
airspace classified under Part 71 as Class B, C, D, or in Class E
airspace at night, must be equipped with radio communications
equipment that;
(1) Meets level 1 or 2 standards specified in Appendix A, A.9; and
(2) Is capable of providing continuous two-way communications
with an appropriate ATC unit.
(b) An aircraft operating under VFR outside controlled airspace
must be equipped with radio communications equipment that meets
level 1 or 2 standards specified in Appendix A, A.9 if the equipment is to be used
for communication with any ATS unit.
2.10.8 AIPNZ demonstrate a good working knowledge of the phraseolog
2.10.8 AIPNZ demonstrate a good working knowledge of the phraseology used for, and by, VFR aircraft.
Radio – Phraseology and Procedures
The Pilot is required to listen to the ATIS if one is available.
The ATIS normally includes the following:
– Name of aerodrome
– Code letter of transmission
– Issue time
– Type of approach to be expected
– Runway in use
– Surface conditions
– Other operational information (as applicable)
– Surface wind
– Visibility
– Present weather
– Cloud
– QNH
– 2,000ft wind
– The Statement (on first contact with…… notify receipt of information (code of information)
(b) Taxi, take-off, approach and landing at controlled aerodromes, Flight Service
aerodromes, aerodromes served by UNICOM, and uncontrolled aerodromes; and
when on the ground you need to complete the following:
aerodromes, aerodromes served by UNICOM, and uncontrolled aerodromes; and
when on the ground you need to complete the following:
– In all cases the pilot of the departing aircraft must state the
location of the aircraft when requesting to
either start engines, push back, or when requesting taxi clearance.
– Taxi instructions given by a controller will always have a limit,
such as a holding point, these may include a taxi route
In all cases pilots of departing aircraft must state the
location of the aircraft when requesting to
either start engines, push back, or when requesting taxi clearance.
When an aircraft wishes to operate off a non-duty runway,
IFR flights must make this request prior to starting, and VFR
IFR flights must make this request prior to starting, and VFR
aircraft must include this in the request for taxi clearance.
When an aircraft requires a reduced length for take-off, or
a backtrack from a runway entry point, this request must be included
a backtrack from a runway entry point, this request must be included
in the request for taxi clearance, along with any other intentions of a pilot
which are significant to ATC.
which are significant to ATC.
Taxi instructions issued by a controller will always contain
a clearance limit, which is the point at which the aircraft must
stop unless further permission to proceed is given.
a clearance limit, which is the point at which the aircraft must
stop unless further permission to proceed is given.
The clearance limit may not necessarily be a position from which an aircraft can
enter the runway for departure, or enter the apron, but may be some
other position on the aerodrome depending on prevailing circumstances. Taxi instructions may
also include a taxi route.
enter the runway for departure, or enter the apron, but may be some
other position on the aerodrome depending on prevailing circumstances. Taxi instructions may
also include a taxi route.
A pilot is required to acknowledge receipt of the following
ATC clearances, information or instructions, which are transmitted
by voice, by a full readback followed by the aircraft callsign:
ATC clearances, information or instructions, which are transmitted
by voice, by a full readback followed by the aircraft callsign:
– ATC route, approach and departure clearances including any
amendment thereof;
– Clearances to VFR flights to operate within controlled airspace,
amendment thereof;
– Clearances to VFR flights to operate within controlled airspace,
including entering or vacating the
circuit;
– Clearances (including conditional clearances) to operate on the
manoeuvring area at a controlled aerodrome including:
circuit;
– Clearances (including conditional clearances) to operate on the
manoeuvring area at a controlled aerodrome including:
o Clearances to land on or take off from the runway-in-use;
o Clearances to enter, cross, or backtrack on the runway-in-use;
o Instructions to remain on or hold clear of the runway-in-use;
o Taxi instructions including a taxi route and holding point where
specified, including:
o Clearances to enter, cross, or backtrack on the runway-in-use;
o Instructions to remain on or hold clear of the runway-in-use;
o Taxi instructions including a taxi route and holding point where
specified, including:
– Runway-in-use;
– SSR codes;
– Level instructions;
– Heading and speed instructions;
– Altimeter settings; and
– Frequency, after frequency change instructions.
– SSR codes;
– Level instructions;
– Heading and speed instructions;
– Altimeter settings; and
– Frequency, after frequency change instructions.
The following exceptions are permitted: (Note: in all cases
conditional clearances must be read back in full.)
conditional clearances must be read back in full.)
Aircraft waiting to cross a runway may acknowledge a clearance to
cross with the phrase
“CROSSING (callsign)”
cross with the phrase
“CROSSING (callsign)”
When a VFR aircraft is cleared by ATC to route via a published
arrival or departure procedure that is identical to that INITIALLY
requested by the pilot, there is no requirement for the pilot to read
back the clearance in full. The aircraft must transmit its callsign
as an acknowledgment
arrival or departure procedure that is identical to that INITIALLY
requested by the pilot, there is no requirement for the pilot to read
back the clearance in full. The aircraft must transmit its callsign
as an acknowledgment
Where a route clearance is passed to another ATS unit or
aircraft for relay, a readback must be
made by the receiver to the originator of the clearance.
aircraft for relay, a readback must be
made by the receiver to the originator of the clearance.
ATC, or a relaying aircraft or ATS unit, will acknowledge
a correct readback of an ATC route
clearance to IFR and VFR aircraft.
a correct readback of an ATC route
clearance to IFR and VFR aircraft.
When instructions are received that do not require a full
readback, they must be acknowledged in a manner which clearly
indicates that they have been understood and accepted. “WILCO”
will generally suffice in this case.
readback, they must be acknowledged in a manner which clearly
indicates that they have been understood and accepted. “WILCO”
will generally suffice in this case.
Messages that do not require a readback must be acknowledged
by the aircraft transmitting its callsign.
by the aircraft transmitting its callsign.
Where there is difficulty in reading a transmission a readback
should be made or requested to verify the content.
should be made or requested to verify the content.
Within class C or D airspace, traffic information is to be
acknowledged by the phrase “COPIED THE TRAFFIC (callsign)”
acknowledged by the phrase “COPIED THE TRAFFIC (callsign)”
or “TRAFFIC IN SIGHT (callsign)” as appropriate.
Traffic information passed to an IFR aircraft about another
IFR aircraft in class G airspace is to be acknowledged as follows:
IFR aircraft in class G airspace is to be acknowledged as follows:
— where NO REPORTED TRAFFIC is passed the pilot replies
“NIL TRAFFIC (callsign)”
— where traffic information is passed the pilot replies
“COPIED THE TRAFFIC (callsign)”
“NIL TRAFFIC (callsign)”
— where traffic information is passed the pilot replies
“COPIED THE TRAFFIC (callsign)”
(e) Part 91.249 (a) and (b);
Aircraft callsigns
(a) If required to communicate by radiotelephony under the Civil
Aviation Rules, a pilot-in-command of a New Zealand registered
aircraft must use 1 of the following radiotelephony callsigns:
(1) The telephony designator of the aircraft operating agency as
approved by the Director, followed by the flight identification;
approved by the Director, followed by the flight identification;
(2) The telephony designator of the aircraft operating agency as
approved by the Director followed by the last 3 letters of the
aircraft registration marking; or
approved by the Director followed by the last 3 letters of the
aircraft registration marking; or
(3) The name of the aircraft manufacturer, or the aircraft model,
and the last 3 letters of the aircraft registration marking.
and the last 3 letters of the aircraft registration marking.
(b) Notwithstanding paragraph (a)(2), the pilot-in-command may,
after establishing two-way communication with an appropriate ATS
unit, use an abbreviated callsign consisting of the last 3 letters of the
aircraft registration marking.