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.
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(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.
(d) AWIB.
Aerodrome and Weather Information Broadcasts (AWIB)
A -Aerodrome
W -Weather
I -Information
B -Broadcasts
AWIB relays Information on meteorological and
operational conditions that are obtained from automatic sensors
and manual observations, which include:
(a) Preferred runway in use;
(b) Other operational information;
(c) Wind direction and strength;
(d) Visibility;
(e) Cloud cover;
(f) Temperature;
(g) QNH (if from a CAR Part 174 certificated source) or mean sea
level pressure.
An AWIB is an automated broadcast on a specified frequency at
some unattended aerodromes. It relays information on meteorological
and operational conditions that are obtained from automatic sensors
and manual observations.
An AWIB is not provided by an Air Traffic Service and is
therefore not required to have the same standard of accuracy as an
ATIS does.
The following information (which may be obtained
from automatic sensors, manual observations, or a combination of
both, and may vary with location) may be broadcast by an AWIB:
(a) Preferred runway in use;
(b) Other operational information;
(c) Wind direction and strength;
(d) Visibility;
(e) Cloud cover;
(f) Temperature;
(g) QNH (if from a CAR Part 174 certificated source) or mean sea
level pressure.
(b) Other operational information;
(c) Wind direction and strength;
(d) Visibility;
(e) Cloud cover;
(f) Temperature;
(g) QNH (if from a CAR Part 174 certificated source) or mean sea
level pressure.
Pilots should note that MET information may not necessarily
be representative of the conditions in the vicinity of the runway
because of the siting of the AWS and the area of scan.
Frequencies and hours of operation for AWIB are provided in
GEN 3.7-1.
(c) AFRU;
Aerodrome Frequency Response Unit (AFRU)
An AFRU is a unit that provides confirmation to
pilots that they have selected the correct aerodrome
frequency, and that their aircraft radio is operating
correctly. It may operate as a supplementary device to
a ground facility (UNICOM) operating on the aerodrome
frequency, or it may be the
sole ground communications device.
If an aircraft operating within radio range of
the AFRU makes a transmission on the aerodrome frequency,
the AFRU will detect the transmission and automatically
respond on the frequency with either:
(a) A pre-recorded voice message, (normally the aerodrome
location and frequency) if no aircraft transmissions have
been received in the period (typically 5 minutes) preceding
the transmission; or
(b) A short tone burst if any transmissions have been
received in the preceding period.
(b) ATIS;
Automatic Terminal Information Service (ATIS)
ATIS is a continuous broadcast of the operational information
If a particular aerodrome has ATIS the Aerodrome Chart will indicate this with the appropriate frequency
Items normally included in the ATIS are:
– Name of Aerodrome Terminal Information
– Code letter of the Transmission
– Time Issued
– Expected type of Approach
– Runway in use
– Surface Conditions
– any other Operational Information
– Surface Wind in M and Knots
– Visibility
– Present Weather
– Cloud
– Temperature and Dew Point
– QNH
– 2000 ft wind
– Statement – ” on first contact with …tower / approach control notify receipt of Information (Bravo, Charlie etc)
(a) UNICOM;
Universal Communication (UNICOM) Services
UNICOM is not an air traffic service. UNICOM is an
air/ground communications facility providing an information
service at aerodromes with no aerodrome control or aerodrome
flight information service.
UNICOM is provided at:
(a) Ardmore aerodrome by Ardmore Airport Limited; and
(b) Mount Cook aerodrome by Aoraki Mount Cook Ski Planes Ltd.
UNICOM Information provided may include:
(a) Current aerodrome information and conditions;
(b) Basic weather information such as:
(i) Wind direction and strength;
(ii) Visibility;
(iii) Cloud cover;
(iv) Temperature; and
(v) QNH (if from a CAR Part 174 certificated source) or
mean sea level pressure.
(c) Meteorological reports (subject to certification under
Civil Aviation Rules Part 174);
(d) Aerodrome and Weather Information Broadcasts (AWIB).
The UNICOM operator may also provide other ancillary
services.
(l) Listening out;
Maintain a continuous listening watch on the appropriate frequency just prior to commencing to taxi for a flight and through the flight until the aircraft is brought to a stop in the parking position at flight completion.
Frequencies for listening watch are:
– Frequency for Air Traffic Control unit responsible for the controlled airspace
– Frequency for Air Traffic Control unit providing the aerodrome service at controlled aerodromes
– Frequency for the Flight Service Station providing the aerodrome flight information service
– Frequency for the ATS unit providing Flight Information Service for operations outside controlled airspace
– Frequency for the Unicom service associated with Mandatory Broadcast Zones
– 119.1 MHz or specified frequency for operations at and in vicinity of uncontrolled aerodromes
(k) Corrections and repetition tests;
If there is doubt that a message has been correctly received,
a repetition of the message should be requested in full or in part.
a repetition of the message should be requested in full or in part.
| SAY AGAIN | Repeat entire message |
| SAY AGAIN (item) | Repeat specific item |
| SAY AGAIN ALL BEFORE (the first word satisfactorily received) | Repeat part of message |
| SAY AGAIN ALL AFTER | |
| SAY AGAIN ALL BETWEEN AND |