• MYFIELD TRAFFIC, PAPA-XRAY-INDIA, TAXIING TOO FIFE

• MYFIELD TRAFFIC, PAPA-XRAY-INDIA LINING UP TOO FIFE, CIRCUITS circuits
• MYFIELD TRAFFIC, PAPA-XRAY-INDIA LINING UP TOO FIFE, VACATING TO THE NORTH vacating

• MYFIELD TRAFFIC, PAPA-XRAY-INDIA 8 MILES SOUTHWEST, ONE THOUSAND SEVEN FEET, WILL JOIN OVERHEAD

• MYFIELD TRAFFIC, PAPA-XRAY-INDIA OVERHEAD ONE THOUSAND FIFE HUNDRED, WILL JOIN LEFT HAND DOWNWIND TOO FIFE It is not necessary to say “letting down on the non-traffic side” as this is part of the standard procedure.

• MYFIELD TRAFFIC, PAPA-XRAY-INDIA LEFT HAND DOWNWIND TOO FIFE FOR FULL STOP

• MYFIELD TRAFFIC, PAPA-XRAY-INDIA FINALS TOO FIFE FOR FULL STOP

When broadcasting to traffic at an unattended airfield or in a Mandatory Broadcast Zone or Common Frequency Zone, it is important to identify who you are addressing at the start of each transmission. Common frequencies such as 119.1 MHz apply to many different airfields and it becomes very important to confirm which destination stations are being called.

When broadcasting to traffic at an unattended airfield or in a Mandatory Broadcast Zone or Common Frequency Zone, it is important to identify who you are addressing at teh start of each transmission. Common frequencies such as 119.1 MHz apply to many different airfields and it becomes very important to confirm which destination stations are being called.

• MYFIELD TRAFFIC, ALPHA BRAVO CHARLIE DOWNWIND FOR TOUCH AND GO RUNWAY 36

• MYFIELD TOWER, MICROLIGHT ALPHA-BRAVO-CHARLIE Initial call
• ALPHA-BRAVO-CHARLIE, MYFIELD TOWER Response

• ALPHA-BRAVO-CHARLIE 15 MILES NORTH OF FIELD AT ONE THOUSAND, REQUEST OVERHEAD REJOIN

• ALPHA-BRAVO-CHARLIE 15 MILES...CORRECTION 10 MILES NORTH AT ONE THOUSAND...

• MYFIELD TRAFFIC, ALPHA BRAVO CHARLIE DOWNWIND FOR TOUCH AND GO RUNWAY 36, MYFIELD TRAFFIC

• Aircraft Type and Registration Letters The aircraft type followed by the last 3 letters of it's registration. eg Tecnam PXI

After the initial communication, you may drop the type and just use the 3 registration letters.

• MYFIELD TOWER, MICROLIGHT ALPHA-BETA-CHARLIE Initial call

An ELT may be tested for correct operation by manual activation within the first 5 minutes of the hour. The actual test method will depend on your particular model, but most involve pressing a TEST button with the results shown on a test indicator light. Be careful with this test, as during the test sequence the beacon will transmit on 121.5MHz. You may face an embarrassing telephone call and/or rescue bill. If in doubt- take it to an approved person for testing.

• 9:15 am is 0915. Spoken as WUN FIFE (or ZE-RO NIN-er WUN FIFE)
• 1:00 pm is 1300. Spoken as WUN TREE ZE-RO ZE-RO
• 6:20 pm is 1820. Spoken as TOO ZE-RO (or WUN AIT TOO ZE-RO)

For aviation we use the 24 hour clock, with the day beginning at 0000 hours and ending 24 hours later at 2400 hours.

3.3 Time

When transmitting time we generally only say the minutes of the hour. However, if there is any possibility of a possible misunderstanding, then the hour should also be transmitted. For aviation we use the 24 hour clock, with the day beginning at 0000 hours and ending 24 hours later at 2400 hours. For example: 9:15 am is 0915. Spoken as WUN FIFE (or ZE-RO NIN-er WUN FIFE) 1:00 pm is 1300. Spoken as WUN TREE ZE-RO ZE-RO 6:20 pm is 1820. Spoken as TOO ZE-RO (or WUN AIT TOO ZE-RO)

• Be a hand held PLB (Personal Locator Beacon)

An ELT currently operates on 121.5 and 243MHz but soon all ELTs will have to operate on 406 MHz and 121.5 MHz. ELTs can be manually activated or automatically activated on impact. If accidentally activated you must switch it off and notify the nearest ATC station immediately.

Whatever type of ELT your have, it is important you understand how to activate it. Read the manual on your ELT and be sure you know how.

An ELT contains batteries which will deplete over time. Your ELT will require battery replacement every 2-3 years. Refer to your ELT manual or take it to an approved person for battery replacement. ELTs will require periodic maintenance checks by a appropriately qualified persons. The definitive detail of these requirements will be notified by CAA before the effective date in the form of an AC (Advisory Circular).

• filing a flight plan, either with ATC, or on the notice board of your club, or by informing an associate of your plans.

• Carry an ELT(Emergency Locator Transmitter) These can be attached to the aircraft or:
• Be a hand held device - an PLB (Personal Locator Beacon)

An ELT currently operates on 121.5 and 243MHz but soon all ELTs will have to operate on 406 MHz. They can be manually activated or automatically activated on impact. If accidentally activated you must switch it off and notify the nearest ATC station immediately. It you wish to test your ELT. Switch your radio to 121.5 and activate your ELT ONLY IN THE FIRST 5 MINUTES OF ANY HOUR AND ONLY FOR 3 CYCLES. This should only be carried out inside a hangar or other radio signal shielded area. You should hear the signal on your radio.

With effect from 1 July 2008, all microlight aircraft flying more than 10NM from the airfield must be fitted with a 406MHz ELT. The ELT may be a unit permanently fitted to the aircraft, or a PLB carried by the pilot.

Digital 406 MHz technology is vastly superior to the old anologue 121.5 MHz system. A 406 signal can be picked up in a mtter of minutes by a fleet of new satellites. Another important advantage of the 406 MHz beacon technology is that the 406 MHz beacon transmits a digital message containing the country code and a unique identity code for the beacon. The country code indicates the country where details of the beacon registration are held. This unique code can also identify the aircraft that the ELT is installed in, or in the case of a PLB the name and contact details of the person carrying the PLB. It is essential that the unique code entered in the ELT or PLB, together with the name and emergency contact details of the aircraft operator or owner is registered with the Rescue Coordination Centre of New Zealand (RCCNZ), and that any change in these details is also notified to RCCNZ.

• Some ELTs include a GPS receiver, and also transmit the GPS coordinates on 406 MHz to the satellite. With these ELTs the RCCNZ knows immediately WHERE the aircraft is down.
• All ELTs transmit a beacon signal on 121.5 MHz. In the case of non-GPS ELTs, this beacon signal is used by satellites to locate the downed aircraft. This location process is less accurate than GPS, and can take up to 40 minutes.

• ELTs installed in the aircraft are normally automatically activated on impact. They can also be activated manually by either a remote switch on the panel, or an activation switch on the unit itself.

Just prior to shutdown after each flight, make a point of briefly scanning 121.5 MHz on your VHF radio in case your ELT has been activated by a hard landing. If so, switch the ELT off and advise the RCCNZ of the accidental activation.

The above text has been written specifically for the microlight pilot who usually flies outside controlled airspace. The following text is intended to highlight the additional knowledge required to fly in controlled airspace.

Certain areas of controlled airspace 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 dialing a requested frequency is called ‘SQUAWKING’.

You must become familiar with your AIPNZ and it's use for any flights away from your home base.

New Zealand is segregated in to FISCOM areas. Each area has a specific frequency and on that frequency it is possible to receive VHF signals for the flight information service for that area. Best coverage is attained over 4000ft. These area charts can be found in the AIP GEN 3.4 Figure 2. Information on services provided can be found in AIP GEN 3.3-3.3.1, but any pilot IFR or VFR, controlled or uncontrolled, may use the service for any on route information and position reporting.

If you lose the use of your radio while flying VFR in uncontrolled airspace it may not be a great problem, but if it is lost in controlled airspace ATC may interpret this as a problem with your craft and instigate emergency procedures. If your radio is faulty and you are in controlled airspace you must keep away from busy areas, divert to the nearest landing point, clear of controlled airspace and inform ATC as soon as possible. If you have a cell phone, use it. Remember that you will be on radar as well and if you disappear from that ATC will be convinced you have a problem and call in emergency services.

Flight in controlled airspace or operating from controlled and uncontrolled registered airfields can be made much simpler with the use of radio- in fact you may be refused permission to enter controlled airspace without a radio. Mandatory Broadcast Zones (MBZs) and Common Frequency Zones (CFZs) also require the pilot to broadcast position and intentions to other traffic in the zone. Being in direct communication with Air Traffic Controllers, Information Units, Ground stations and other aircraft helps ensure flight safety and efficient use of airspace.

Remember to always keep a good listening watch on the radio, as this not only keeps you informed of other airspace users movements, but also helps to ensure that you respond promptly when called by an ATS Unit.

• ALPHA-BETA-CHARLIE 15 MILES NORTH OF FIELD AT ONE THOUSAND, REQUEST OVERHEAD REJOIN

• ALPHA-BETA-CHARLIE 15 MILES...CORRECTION 10 MILES NORTH AT ONE THOUSAND...

• your position and altitude ie. overhead a town or some feature

VFR flight plans are only required if your flight will take you more than 50NM from land, or if the pilot in command requires an alerting service. But you can submit a VFR flight plan for any flight if you wish.

MAYDAY,MAYDAY,

PAN,PAN,

This call,PAN,PAN, should be transmitted three times.

With effect from 1 July 2008, all microlight aircraft flying more than 10NM from the airfield must be fitted with a 406MHz ELT. The ELT may be an EPIRB permanently fitted to the aircraft, or a PLB carried by the pilot.

An important advantage of the 406 MHz beacon technology is that the 406 MHz beacon transmits a digital message containing the country code and a unique identity code for the beacon. The country code indicates the country where details of the beacon registration are held. In the case of an ELT the unique code can also identify the aircraft that the ELT is installed in. It is essential that the unique code entered in the ELT together with the name and emergency contact details of the aircraft operator or owner is registered with the Rescue Coordination Centre of New Zealand (RCCNZ), and that any change in these details is also notified to RCCNZ. A PLB or EPIRB carried by a person or installed in a New Zealand registered aircraft must be coded with the New Zealand country code, a unique code to identify the PLB or EPIRB, and be registered with RCCNZ.

• EPIRBs installed in the aircraft are normally automatically activated on impact. They can also be activated manually by either a remote switch on the panel, or an activation switch on the unit itself.

Just prior to shutdown after each flight, make a point of briefly scanning 121.5 MHz on your VHF radio in case your EPIRB has been activated by a hard landing. If so, switch the EPIRB off and advise the RCCNZ of the accidental activation.

With effect from 1 July 2008, all microlight aircraft flying more than 10NM from the airfield must be fitted with a 406MHz ELT. The ELT may be an ELT permanently fitted to the aircraft, or a Personal Locater Beacon (PLB) carried by the pilot.

An important advantage of the 406 MHz beacon technology is that the 406 MHz beacon transmits a digital message containing the country code and a unique identity code for the beacon. The country code indicates the country where details of the beacon registration are held. In the case of an ELT the unique code can also identify the aircraft that the ELT is installed in. It is essential that the unique code entered in the ELT together with the name and emergency contact details of the aircraft operator or owner is registered with the Rescue Coordination Centre of New Zealand (RCCNZ), and that any change in these details is also notified to RCCNZ. A PLB carried by a person or ELT installed in a New Zealand registered aircraft must be coded with the New Zealand country code, a unique code to identify the PLB or ELT, and be registered with RCCNZ.

• ELTs installed in the aircraft are normally automatically activated on impact. They can also be activated manually by either a remote switch on the panel, or an activation switch on the unit itself.

Just prior to shutdown after each flight, make a point of briefly scanning 121.5 MHz on your VHF radio in case your ELT has been activated by a hard landing. If so, switch the ELT off and advise the RCCNZ of the accidental activation.

15.1 MAYDAY
15.2 PAN,PAN\\

16.1 Operating an ELT
16.2 Checking an ELT activation
16.3 Testing an ELT
16.4 ELT maintenance\\

17.1 Transponders
17.2 Radio Frequencies
17.3 Information
17.4 AFIS
17.5 UNICOM
17.6 FISCOM
17.7 Loss of Radio
17.8 Communication Problems
17.9 Responsibilties

[#pan]]

TABLE OF CONTENTS

1 INTRODUCTION
2 THE BASICS
2.1 How your VHF radio works
2.2 HF High Frequency Radio
2.3 VHF Radio Controls and indicators
2.4 Microphones, headsets, push-to-talk and intercoms
3 THE PHONETIC ALPHABET AND USAGE
3.1 The Alphabet
3.2 Numerals and Altitudes
3.3 Time and SARTIME
3.4 Common words and phrases
4 WHAT IS THE RADIO USED FOR?
5 AIRCRAFT CALLSIGNS
6 BASIC CALL STRUCTURE.
7 READBACK
8 READABILITY
9 LISTENING ON THE RADIO
10 POSITION REPORTING
11 TYPICAL RADIO CALLS- Uncontrolled airfield
12 RADIO SERVICES
12.1 ATIS
13 TYPICAL RADIO CALLS- Controlled airfield
14 FLIGHT PLANS AND SARWATCH
14.1 Flight Plans
14.2 SARWATCH. (Search and Rescue Watch)
15 EMERGENCY RADIO PROCEDURES
16 EMERGENCY LOCATER TRANSMITTERS (ELTs)
17 OTHER THINGS YOU SHOULD KNOW.

• MYFIELD TRAFFIC, PAPA-XRAY-INDIA LINING UP TOO FIFE, VACATING TO THE NORTH, MYFIELD TRAFFIC vacating

• MYFIELD TRAFFIC, PAPA-XRAY-INDIA OVERHEAD ONE THOUSAND FIFE HUNDRED, WILL JOIN LEFT HAND DOWNWIND TOO FIFE, MYFIELD TRAFFIC It is not necessary to say “letting down on the non-traffic side” as this is part of the standard procedure.

• MYFIELD TRAFFIC, PAPA-XRAY-INDIA LEFT HAND DOWNWIND TOO FIFE FOR FULL STOP, MYFIELD TRAFFIC

This is important when operating in controlled airspace, where you need to accurately repeat (readback) the instructions from the controller.

• PAPA-XRAY-INDIA CLEARED FOR OVERHEAD REJOIN, REPORT OVERHEAD clearance given
• CLEARED FOR OVERHEAD REJOIN, REPORT OVERHEAD, PAPA XRAY INDIA readback

• PAPA-XRAY-INDIA, SAY AGAIN

• RANGIORA TRAFFIC, PAPA-XRAY-INDIA, 15 MILES NORTH EAST OF RANGIORA, WUN TOUSAND FIFE HUNDRED FEET, OVERHEAD REJOIN ETA 25.

Taxying

• MYFIELD TRAFFIC, PAPA-XRAY-INDIA, TAXIING TOO FIFE, MYFIELD TRAFFIC

At runway, about to roll

• MYFIELD TRAFFIC, PAPA-XRAY-INDIA LINING UP TOO FIFE, CIRCUITS, MYFIELD TRAFFIC circuits
• MYFIELD TRAFFIC, PAPA-XRAY-INDIA LINING UP TOO FIFE, VACATING TO THE NORTH vacating

About to return to field

• MYFIELD TRAFFIC, PAPA-XRAY-INDIA 8 MILES SOUTHWEST, ONE THOUSAND SEVEN FEET, WILL JOIN OVERHEAD, MYFIELD TRAFFIC

Overhead

• MYFIELD TRAFFIC, PAPA-XRAY-INDIA OVERHEAD ONE THOUSAND FIFE HUNDRED, WILL JOIN LEFT HAND DOWNWIND TOO FIFE, MYFIELD TRAFFIC

Joining

• MYFIELD TRAFFIC, PAPA-XRAY-INDIA LEFT HAND DOWNWIND TOO FIFE FOR FULL STOP, MYFIELD TRAFFIC It is not necessary to say “letting down on the non-traffic side” as this is part of the standard procedure.

Finals

• MYFIELD TRAFFIC, PAPA-XRAY-INDIA FINALS TOO FIFE FOR FULL STOP, MYFIELD TRAFFIC

Note. Do not ask “Any traffic?” NORDO aircraft can not reply, others may not or, if several aircraft present, may all try to speak at once.

On the other hand, for those already in the circuit, it is good practice to report your position when you hear an aircraft joining – this gives them a heads-up on the runway in use and potential traffic.''

You will notice that once communication is established with the ground station it is not necessary to include the ground station callsign in subsequent transmission. Since all communications are between the ground station and an aircraft, the ground station is assumed to be a party to the communication, and the aircraft callsign confirms which aircraft the communication relates to.

When broadcasting to traffic at an unattended airfield, it is good practice to repeat the destination station call sign at the end of transmission. As the destination call sign is the first to be spoken it is sometimes missed by the receiver. Common frequencies such as 119.1 MHz apply to many different airfields and it becomes very important to confirm which destination stations are being called.

Initial calls to attended ATS stations always start with the destination station, followed by the calling station identification.

Calling an attended station example

• MYFIELD TOWER, ALPHA-BETA-CHARLIE Initial call
• ALPHA-BETA-CHARLIE, MYFIELD TOWER Response

You then reply with your message starting with your callsign.

• ALPHA-BETA-CHARLIE 10 MILES NORTH OF FIELD AT ONE THOUSAND, REQUEST OVERHEAD REJOIN

• ALPHA-BETA-CHARLIE 10 MILES...CORRECTION 5 MILES NORTH AT ONE THOUSAND...

You will notice that once communication is established with the ground station it is not necessary to include the ground station callsign in subsequent transmission. Since all communications are between the ground station and an aircarft, the ground station is assumed to be a party to the communication, and the aircraft callsign confirms which aircraft the communication relates to.

When broadcasting to traffic at an unattended airfield, it is good practice to repeat the destination station call sign at teh end of transmission. As the destination call sign is the first to be spoken it is sometimes missed by the receiver. Common frequencies such as 119.1 MHz apply to many different airfields and it becomes very important to confirm which destination stations are being called.

• MYFIELD TRAFFIC, ALPHA BETA CHARLIE DOWNWIND FOR TOUCH AND GO RUNWAY 36, MYFIELD TRAFFIC

8 READABILITY

• Aircraft radios operate on the VHF (Very High Frequency) band 30 MHz-300 MHz

Calls from stations always start with the destination station, followed by the calling station identification

• Calling aerodrome traffic- MYFIELD TRAFFIC, ALPHA BETA CHARLIE...
• Calling ATS tower- MYFIELD TOWER, ...

If the station is manned your reply will be

• ALPHA BETA CHARLIE, MYFIELD TOWER

• SBY- STANDBY mode, the unit is on but will not transmit information if interrogated
• ON- Transponder will send the dialed up 4 digit code data only to ground station. Mode A.
• ALT- Transponder will send code data and altitude data to ground station. Mode C.
• TST- Selects a self test mode.

The IDENT button will cause you image on the radar screen to flash. It must only be used when instructed by ATC.

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 dialing a requested frequency is called ‘SQUAWKING’.

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

When dialing 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.

It is good practice to keep your transponder on in Mode C even when outside controlled or Transponder Mandatory airspace. This is because many commercial aircraft are fitted with TCAS systems which alert them to transponder equipped aircraft in the vicinity. This is good aviation practice, and helps with safety and separation.

16 EMERGENCY LOCATER TRANSMITTERS (ELTs)

With effect from 1 July 2008, all microlight aircraft flying more than 10NM from the airfield must be fitted with a 406MHz ELT. The ELT may be an EPIRB permanently fitted to the aircraft, or a PLB carried by the pilot.

An important advantage of the 406 MHz beacon technology is that the 406 MHz beacon transmits a digital message containing the country code and a unique identity code for the beacon. The country code indicates the country where details of the beacon registration are held. In the case of an ELT the unique code can also identify the aircraft that the ELT is installed in. It is essential that the unique code entered in the ELT together with the name and emergency contact details of the aircraft operator or owner is registered with the Rescue Coordination Centre of New Zealand (RCCNZ), and that any change in these details is also notified to RCCNZ. A PLB or EPIRB carried by a person or installed in a New Zealand registered aircraft must be coded with the New Zealand country code, a unique code to identify the PLB or EPIRB, and be registered with RCCNZ.

• All ELTs transmit the emergency code on 406 MHz, as well as a beacon signal on 121.5 MHz. The 406 MHz signal is immediately received by satellite and routed to the national rescue coordination centre (RCCNZ for NZ coded ELTs). The RCCNZ knows immediately WHO is in trouble.
• Some ELTs include a GPS receiver, and also transmit the GPS coordinates on 406 MHz to the satellite. With these ELTs the RCCNZ also knows immediately WHERE the aircraft is down.
• All ELTs transmit a beacon signal on 121.5 MHz. In the case on non-GPS ELTs, this beacon signal is used by satellites to locate the downed aircraft. This location process is less accurate than GPS, and can take up to 40 minutes.
• The 121.5 MHz beacon is also useful for checking for accidental beacon activation after each flight.

16.1 Operating an ELT

Whatever type of ELT your have, it is important you understand how to activate it. Read the manual on your beacon and be sure you know how.

• EPIRBs installed in the aircraft are normally automatically activated on impact. They can also be activated manually by either a remote switch on the panel, or an activation switch on the unit itself.
• PLBs carried by the pilot must be manually activated- usually by pulling a tab which unfurls the antenna and activates the beacon.

16.2 Checking an ELT activation

Just prior to shutdown after each flight, make a point of briefly scanning 121.5 MHz on your VHF radio in case your EPIRB has been activated by a hard landing. If so, switch the EPIRB off and advise the RCCNZ of the accidental activation.

16.3 Testing an ELT

An ELT may be tested for correct operation by manual activation within the first 5 minutes of the hour, and provided it does not continue for more than three cycles (usually shown by an indicator light on the beacon). Be careful with this test- otherwise you may face an embarassing telephone call and/or rescue bill. If in doubt- take it to an approved person for testing.

16.4 ELT maintenance

An ELT contains batteries which will deplete over time. Your ELT will require battery replacement every 2-3 years. Refer to your ELT manual or take it to an approved person for battery replacement.

17 OTHER THINGS YOU SHOULD KNOW.

17.1 Transponders

17.2 Radio Frequencies

17.3 Information

17.4 AFIS

17.5 UNICOM

17.6 FISCOM

17.7 Loss of Radio

17.8 Communication Problems

17.9 Responsibilties

8 READIBILITY

16 OTHER THINGS YOU SHOULD KNOW.

References

Flight in controlled airspace or operating from controlled and uncontrolled registered airfields can be made much simpler with the use of radio- in fact you may be refused permission to enter controlled airspace without a radio. Mandatory Broadcast Zones (MBZs) and Common Frequency Zones (CFZs) also require the pilot to broadcast position and intentions to other traffic in the zone. Being in direct communication with Air Traffic Controllers, Information Units,Ground stations and other aircraft helps ensure efficient use of airspace.

• The pilot must be the holder of a current Flight Radio Telephone Operator rating (FRTO). This rating can be gained by the pilot passing an exam based on the CAA approved syllabus, and a practical training exercise and assessment conducted by an Instructor. Approved bodies for holding these exams are ASL, SAC and RAANZ. Written test papers and syllabus for these organizations are assessed by CAA against AC61-3. Your nearest club or RAANZ can advise on the best procedure to gain a rating.
• Before a microlight pilot is flight tested for a Advanced National Certificate the pilot must hold an FRTO rating.

2 THE BASICS

2.1 How your VHF radio works

2.2 HF High Frequency Radio

2.3 VHF Radio Controls and indicators

Frequency Selection and Display - VHF radios transmit and receive in the 118.000 MHZ to 136.975 MHZ range and many can also receive-only from 108.000 MHZ to 117.975 MHZ. Modern 760 channel radios allow frequency selection in 0.025 MHZ increments while older 360 channel models can be selected in 0.05 MHZ increments. Some preset frequency VHF radios have a number of frequency crystals installed, typically 5 - 10, and these are the only frequencies available on the radio. Fixed frequency radios are often found as base stations and are less useful as operational aircraft radios.

Squelch control - This will be a graduated adjustment knob or an ON/OFF switch. Often it will be incorporated into the volume control as a pull push, a second adjusting rotary graduated control or as part of the on/off power switch. Normally your radio will be silent. ie no hissing or background noise. When another station transmits, carrier sense circuitry in your radio activates the audio output and you can hear the audio of the transmission. The squelch control modifies the threshold or bypasses the trigger circuit. This control is used to check the volume setting of your radio ( incoming transmission as audio volume ) , assist in attempting to receive weak signals that fade in and out or are broken , and in the case of variable adjustment control set the trigger level.

2.4 Microphones, headsets , push-to-talk and intercoms

2.5 Transponder Controls

2.6 Transponder Modes

3 THE PHONETIC ALPHABET AND USAGE

This must be learnt as it is the basic of all aviation communication.

3.1 The Alphabet

3.2 Numerals and Altitudes

When giving radio frequencies, the word "DECIMAL" (pronounced DAY-see-mal) must be used. eg: 118.1 - WUN WUN AIT DAY-see-mal WUN

3.3 Time and SARTIME

3.4 Common words and phrases

4 WHAT IS THE RADIO USED FOR?

5 AIRCRAFT CALLSIGNS

All stations have callsigns.

A call sign may be permanent or change such as a flight number of a passenger service flight.

There are three types used in New Zealand.

6 BASIC CALL STRUCTURE.

7 READBACK

80 READIBILITY

9 LISTENING ON THE RADIO

10 POSITION REPORTING

11 TYPICAL RADIO CALLS- Uncontrolled airfield

11.1 Pre take off

12 RADIO SERVICES

13 TYPICAL RADIO CALLS- Controlled airfield

14 FLIGHT PLANS AND SARWATCH

14.1 Flight Plans

14.2 SARWATCH. (Search and Rescue Watch)

15 EMERGENCY RADIO PROCEDURES

15.1 MAYDAY

15.2 PAN,PAN

16.0 OTHER THINGS YOU SHOULD KNOW.

16.1 Transponders

16.2 Radio Frequencies

16.3 Information

16.4 AFIS

16.5 UNICOM

16.6 FISCOM

16.7 Loss of Radio

16.8 Communication Problems

You respond by-

16.9 Responsibilties

• Standard phraseology must be used as detailed in AC172-1. Accurate and concise radio transmissions are an important element of good airmanship.

• Aircraft Registration Letters The last 3 letters of it's registration. eg ZK-PXI: PXI is used to call this aircraft and is said as PAPA-XRAY-INDIA
• Telephony Designator and registration letters The aircraft operator (Air New Zealand or Quantas)followed by the 3 registration letters spoken phonetically.
• Telephony Designator and Flight Identifier The aircraft operator followed by the 3 flight numbers or letters.

Only the first type is used in Microlight and aero-club type aircraft. Commercial operators use the other methods of identification.

++++++++++++++++++++++ turn-on, warm-up and standard codes to go in here ++++++++++++++++++++++

5.0 Aircraft Call Signs

All STATIONS have call signs A call sign may be permanent or change such as a flight number of a passenger service flight. There are three types used in New Zealand.

The last 3 letters of it's registration. eg ZK-PXI: PXI is used to call this aircraft and is said as PAPA-XRAY-INDIA

The aircraft operator followed by the 3 flight numbers or letters.

Only type 1 is used in Microlight and aero-club type aircraft. Commercial operators use the other methods of identification.

7.0 READBACK

8.0 Readibility

9.0 LISTENING ON THE RADIO

• Clearance request to ATC to enter or leave controlled airspace

VFR flight plans are only required if your flight will take you more than 50NM from land, or of the pilot in command requires an alerting service. But you can submit a VFR flight plan for any flight if you wish.

• Name and telephone contact details of the Pilot-in-Command.
• Name of aircraft owner or operator.

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

• filing a flight plan, either with ATC, or just on the notice board of your club or just tell someone

• OFF- Transponder is OFF

Information on airfield communications is defined in the AIPNZ(Aeronautical Information Publication NZ) This describes the area frequency, whether the station is manned or has radar and what approach and departure procedures are to be followed.

If you fly to or in the vicinity of a field with this you must report to it. Your AIP GEN 3.3-3.4 will give details.

Refer to AIP GEN 3.4-3.3.14

New Zealand is segregated in to FISCOM areas. Each area has a specific frequency and on that frequency it is possible to receive VHF signals for the flight information service for that area. Best coverage is attained over 4000ft. These area charts can be found in the AIP GEN 3.4 Figure 2. Information on services provided can be found in AIP GEN 3.3-3.3.1, but any pilot IFR or VFR controlled or uncontrolled may use the service for any on route information and position reporting.

15.9 Responsibilties

Some basic responsibilities you have as Pilot in Command.

• You as Pilot in Command are responsible for all radio transmissions from the aircraft.
• It is your responsibility to ensure that you can operate correctly the equipment in your aircraft or any other aircraft in which you are Pilot in Command.

Having a working frequency and a standby frequency is very useful as you can be prepared in advance to toggle between two frequencies. eg Swapping between Tower and ATIS , local traffic and en route information, ground and tower at a controlled airfield. Toggling minimises the time required to swap frequencies and reduces the possibility of setting the radio off the required frequency.

Understanding how your radio selects the 0.025 MHZ steps is important as inadvertently selecting a 0.025 step when not required is a common cause of being off the required frequency- particularly with the Delcom style radios.

Squawk Code This enables the transponder to be set to an assigned code.

• There are 4 digits that can be set in the range of 0 - 7 for each digit. This is the code that the transponder transmits to identify itself.
• The transponder should be set to Standby while selecting a new Squawk Code and returned to On or Alt once the desired code has been set. This is to prevent any accidental transmission with wrong or emergency codes as you dial up the new squawk code

On/Off Powers the unit on. Sometimes combined with the Mode Select.

• Off - Powers the unit OFF
• Standby - Transponder is ON but no transmission is made.
• On - Transponder is ON and transmits the selected squawk code (Mode A)
• Alt - Transponder is ON and transmits the selected squawk code and altitude (Mode C)
• Tst - Transponder is ON in a test mode

When giving radio frequencies, the word "DECIMAL" (pronounced DAY CE MAL) must be used. eg: 118.1 - WUN WUN AIT DAY-CE-MAL WUN

3.2 TIME AND SARTIME

+++++++++++++++++ More to go in here +++++++++++++++++

3.3 COMMON CALLING WORDS AND PHRASES.

• Aircraft may not enter controlled airspace without permission from ATC.
• Standard phraseology must eb used as detailed in AC172-1. Accurate and concise radio transmissions are an important element of good airmanship.

• AIP New Zealand Volumes 1 and 4 in printed form or via the web at www.aip.net.nz

Flight in controlled airspace or operating from controlled and uncontrolled registered airfields can be made much simpler with the use of radio- in fact you may be refused permission to enter controlled airspace without a radio. Mandatory Broadcast Zones (MBZs) and Common Frequency Zones (CFZs) also require the pilot to be in radio contact with other traffic in the zone. Being in direct communication with Air Traffic Controllers, Information Units,Ground stations and other aircraft helps ensure efficient use of airspace.

With a radio you can get clearance into or out of controlled airspace and airfields, obtain weather information en route, lodge or cancel flight plans, and maintain awareness of other radio equipped traffic in your general vicinity, etc.

Microlight aircraft do not require a radio by law but their use is strongly advised and the holding of a current FRTO rating is mandatory for Advanced National Certificate holders.

1. The pilot must be the holder of a current Flight Radio Telephone Operator rating (FRTO). This rating can be gained by the pilot passing an exam based on the CAA approved syllabus, and a practical training exercise and assessment conducted by an Instructor. Approved bodies for holding these exams are ASL, SAC and RAANZ. Written test papers and syllabus for these organizations are assessed by CAA against AC61-3. Your nearest club or RAANZ can advise on the best procedure to gain a rating.
2. Before a microlight pilot is flight tested for a Advanced National Certificate the pilot must hold an FRTO rating.

Note that 119.1 is NOT a chat channel- It is used as a common frequency for traffic at unattended airfields, and can get quite busy on fine weekends. Do not clutter this frequency with irrelevant chatter. Go to an unused frequency such as 133.375 for radio practice and general chatter.

References

• AIP New Zealand Volume 4 in printed form or via the web at www.aip.net.nz

• CAA Advisory Circular AC 172-1 Radiotelephone Manual (3.73 MB)

• CAA Rules available at www.caa.govt.nz/rules/rules.htm especially Rule 91

With a radio you can get clearance into or out of controlled airspace and airfields, obtain weather information en route, lodge or cancel flight plans etc.

This rating can be gained by the pilot passing an exam based on the CAA approved syllabus. Approved bodies for holding these exams are ASL, SAC and RAANZ. Written test papers and syllabus vary between organizations. Your nearest club or RAANZ can advise on the best procedure to gain a rating.

Remember to always keep a good listening watch on the radio, as this not only keeps you informed of other airspace users movements, but also helps to ensure that you immediately recognise when called by an ATS Unit.

• Before operating your radio, and especially before operating in controlled airspace, check what radio frequencies are in use and write them down where they can be easily referred to.

• Think about your message before you transmit, speak clearly and slowly.
• Turn your radio on after engine start and turn it off before engine stop - this protects the radio from electrical damage.

VHF transmissions will be affected by any object between the aerials of the two stations. In some installations transmissions in some directions may be blocked or degraded by:

• Electrical noise from ignition, alternator or other electrical or electronic equipment

Modern panel mount radios tend to have one or more rotary or push switches and a display panel, LCD or LED, that indicates the frequencies. Often they show a working frequency and a standby frequency and will have a switch or button to swap the working and standby. In this case the frequency selection switches will usually change the settings on the standby frequency.

Understanding how your radio selects the 0.025 MHZ steps is important as inadvertently selecting a 0.025 step when not required is a common cause of being off the required channel- particularly with the Delcom style radios.

Radio with intercom - This type of installation can be thought of in four logical components. The radio, intercom, PTT switch and the headset. Some radios also provide an intercom function as a built in function. Many intercoms have a fail safe mode so that if they are powered off they behave like a headset directly connected to the radio- usually on the Pilot headset. Usually the intercom will have separate squelch and volume controls. Voice activation is usual and the intercom will be silent when there is no cockpit communication. In this installation the PTT button triggers the transmitter and enables the audio from the intercom through to the transmitter.

3.1 ALTITUDES AND NUMERALS

3.2 NUMBER SPOKEN AS

• 10 - WUN ZE RO

• 65 - SIX FIFE

• 300 - TREE HUNdred

• 783 - SEVen AIT TREE

• 4000 - FOWer TOUSAND

• 11000 - WUN WUN TOUSAND

• 25000 - TOO FIFE TOUSAND

• 25500 - TOO FIFE TOUSAND FIFE HUNdred

3.3 COMMON CALLING WORDS AND PHRASES.

5.0 Aircraft CallSigns

You will notice that once it is established what the ground station is ,it is not necessary to repeat the station callsign. It is very useful however to repeat the destination station call sign. As the destination call sign is the first to be spoken it is sometimes particularly missed by the receiver therefore it is good practice to repeat it at the end of the message. Sometimes areas of traffic calling to other traffic on the same frequency may be using different airfields and it becomes very important to define which destination station is being called as the other aircraft at the other airfield can hear all calls on that frequency.

For eample- Foxpine traffic, xray yankee zulu downwind for zero ait, Foxpine traffic.

Readback is used when you are required to confirm what a station has asked you to do.

As much microlight flying is carried out in VFR conditions in uncontrolled airspace (Class G Airspace) reporting of prominent ground features is very important.

"Note. Do not ask “Any traffic?” NORDO aircraft can not reply, others may not or, if several aircraft present, may all try to speak at once. On the other hand, for those already in the circuit, it is good practice to report your position when you hear an aircraft joining – this gives them a heads-up on the runway in use and potential traffic. Repeating the aerodrome name at the end of the call is not mandatory but should be done if there is a possibility of confusion."

11.5 On downwind leg

ATC:Alfa Bravo Charlie, your taxi clearance \\

ATC:Alfa Bravo Charlie your entry clearance\\

ATS:Alfa Bravo Charlie continue approach, number two your circuit clearance\\

ATC:Alfa Bravo Charlie cleared to land runway two seven your landing clearance\\

D0 NOT LAND WITHOUT CLEARENCE, if it has not been given by short final- ask for it!

ATC:Alfa Bravo Charlie your taxi clearance\\

• 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.

• Aircraft registration.

• Aircraft type.

• Route details including destination or standard plan identification.

• Persons on board.

• Nominated "Sartime" (The nominated time for search and rescue to be initiated if you do not arrive).

• Remarks including Pilot-in-Command.

REMEMBER that if the emergency is reduced or cancelled tell the station you called.

• filing a flight plan, either with SAR, or just on the notice board of your club or just tell someone

The above text has been written specifically for the microlight pilot who usually flies outside controlled airspace and while this suits most microlight pilots there are things to consider when traveling in controlled airspace.The following is intended to highlight the additional knowledge required to fly in controlled airspace.

• OFF- Transponder os OFF
• SBY- STANDBY MODE -unit is on but will not transmit information if interrogated
• ON- Transponder will send the dialed up 4 digit code data only to ground station
• ALT- Transponder will send code data and altitude data to ground station.

• 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 dialing 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)

If you lose the use of your radio while flying VFR in uncontrolled airspace it is not a great problem but if it is lost in controlled airspace ATC may interpret this as a problem with your craft and instigate emergency procedures. If your radio is faulty and you are in controlled airspace you must keep away from busy areas, divert to the nearest landing point clear of controlled airspace and inform ATC as soon as possible. If you have a cell phone, use it. Remember that you will be on radar as well and if you disappear from that ATC will be convinced you have a problem and call in emergency services.

(:notitle:)(:nofooter:)

1 INTRODUCTION

5.0 Aircraft CallSigns

6.0 BASIC CALL STRUCTURE.

7.0 Readback

8.0 Readability

9.0 Listening on the Radio

11.1Pre take off

11.2 At runway

11.3 or if leaving circuit to the north

11.4 On return to field and overhead field.

11.5 ON downwind leg

Taxying

Takeoff

Departing the zone

Entering the zone

Joining the circuit

Landing

Clearing the runway

15.0 OTHER THINGS YOU SHOULD KNOW.

15.1 TRANSPONDERS

15.2 Radio Frequencies

15.3 Information

15.4 AFIS

15.5 UNICOM

15.6 FISCOM

15.7 Loss of Radio

15.8 Communication Problems

15.9 Regulations

Exam questions can be found in the exam section

Remember to always keep a good listening watch on the radio, as this not only keeps you informed of other airspace users movements, but also helps to ensure that you immediately recognise when called by an A.T.S. Unit.

The following provides the basics of radio operations in aircraft. A deeper understanding of each bullet point is not a requirement but it is in the interests of the pilot to understand the basics further.

• Before operating your radio, and especially before operating in control airspace, check what radio frequencies are in use and write them down where they can be easily referred to.

• Turn your radio on after engine start and turn it off before engine stop - this protects radio .
• Generally aircraft do not enter controlled airspace without permission from ATC.

The VHF radio transmits and listens to transmissions that occur at the working frequency , the base frequency used in transmissions is known as the carrier . The transmitter takes audio from the microphone / intercom and superimposes it over the carrier, and this is transmitted through the aerial as radio wave energy. The receiver listens on the same working frequency and separates the incoming audio from the carrier making it available for the intercom / headset / speaker.

VHF transmissions will be effected by any object between the aerials of the two stations. In some installations transmissions in some directions may be blocked or degraded by:

• Parts of the airframe.

An incoming weak signal may often be successfully heard by adjusting the squelch control.

HF transmissions bounce off the higher atmospheric layers. They were used extensively for offshore operations and mountainous communication. The clarity of transmissions is more variable than VHF but the range in difficult conditions is much better. HF radios are becoming less common as satellite telephones and digital services have filled the role that was needed in the past.

Squelch control - This will be a graduated adjustment knob or an ON/OFF switch. Often it will be incorporated into the volume control as a pull push, a second adjusting rotary graduated control or as part of the on/off power switch. Normally your radio will be silent. ie no hissing or background noise. When another station transmits, carrier sense circuitry in your radio activates the audio output and you can hear the audio of the transmission. The squelch control modifies the threshold or bypasses the trigger circuit. This control is used to check the volume setting of your radio ( incoming transmission as audio volume ) , assist in attempting to receive week signals that fade in and out or are broken , and in the case of variable adjustment control set the trigger level.

Radio with intercom - This type of installation can be thought of in four logical components. The radio, intercom, PTT switch and the headset. Some radios also provide an intercom function as a built in function. Many intercoms have a fail safe mode so that if they are powered off they behave like a headset directly connected to the radio. Usually the intercom will have separate squelch and volume controls. Voice activation is usual and the intercom will be silent when there is no cockpit communication. In this installation the PTT button triggers the transmitter and enables the audio from the intercom through to the transmitter.

It is common for intercoms to manage several audio inputs. Multiple radios, other navigation aids, stereos and other devices.

Headsets It is important that the headset microphone is correctly positioned. Usually the microphone works most effectively when it is quite close to the bottom lip. Many headsets have a volume control for the earphones.

Ident Transmits an ident. This is done at the request of radar control personnel and shows on their screen. Idents should never be transmitted unless requested.

Other controls. Some transponders have additional features such as displaying the altitude encoder output and setting altitude alerts.

Mode A Selecting the transponder to the "On" position will cause the transponder to answer interrogations with the "squawk code". No altitude information is transmitted.

Mode C Selecting the transponder to the "Alt" position will cause the transponder to answer interrogations with the "squawk code" and send altitude information.

OVER - Not normally used in VHF communication.

READ BACK - Repeat all back to me as received.

• Comms with land based station

A CALL SIGN may be permanent or change such as a flight number of a passenger service flight.

Only No1 is commonly used in Microlight and aero-club type aircraft. Commercial operators use the other methods of identification.

ASHBURTON TRAFFIC - PAPA-XRAY-INDIA

PAPA-XRAY-INDIA - ASHBURTON TRAFFIC

Then you reply with your message starting with your callsign.The call may continue as follows

PAPA-XRAY-INDIA 10 MILES NORTH OF FIELD AT ONE THOUSAND, REQUEST OVERHEAD REJOIN

PAPA-XRAY-INDIA, CLEARED FOR OVERHEAD REJOIN, REPORT OVERHEAD.

This is important when operating in controlled airspace, where you need to accurately repeat (readback) the instructions from the controller. eg. CLEARED FOR OVERHEAD REJOIN, REPORT OVERHEAD. PAPA XRAY INDIA.

PAPA-XRAY-INDIA , SAY AGAIN

If you hear a station trying to communicate with another station unsuccessfully you may ask the calling station if you can be of assistance . The calling station may ask you to call the receiving station on his behalf, but keep in touch with the calling station.

• Clearance report to ATC to enter or leave controlled airspace

It is good practice to broadcast your position every 15 to 30 mins when on a cross country flight and when you enter an area of heavier traffic movements such as controlled and uncontrolled airfields. Let other aircraft know you are around, but make your calls short and give accurate information.

RANGIORA TRAFFIC, PAPA-XRAY-INDIA, 15 MILES NORTH EAST OF RANGIORA, WUN TOUSAND FIFE HUNDRED FEET, OVERHEAD REJOIN ETA 25.

RANGIORA TRAFFIC, PAPA-XRAY-INDIA, TAXIING ZERO TOO FIFE. RANGIORA TRAFFIC

RANGIORA TRAFFIC, PAPA-XRAY-INDIA, LINING UP TOO FIFE, LOCAL CIRCUIT. RANGIORA TRAFFIC

LINING UP TOO FIFE, VACATING TO THE NORTH

''Note. Do not ask “Any traffic?” NORDO aircraft can not reply, others may not or, if several aircraft present, may all try to speak at once. On the other hand, for those already in the circuit, it is good practice to report your position when you hear an aircraft joining – this gives them a heads-up on the runway in use and potential traffic. Repeating the aerodrome name at the end of the call is not mandatory but should be done if there is a possibility of confusion.''

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

RANGIORA TRAFFIC, PAPA-XRAY-INDIA ,TURNING DOWNWIND TOO FIFE,FULL STOP.

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

• if you cannot comply with your clearance then ask for an alternative you can comply with

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

The radio is an invaluable tool when you are in trouble. Alerting others to your problem and position will save time and resources if a search is required. There are two Degrees of Emergency

You must know the frequency for these areas and write them down before you enter the zone. YOU WILL NOT HAVE TIME TO LOOK FOR FREQUENCIES WHEN AN EMERGENCY OCCURS!

• location, height and heading

This call,PAN,PAN,PAN, should be transmitted three times.

• you are making an urgent course change to get to a safer position.

• fileing a flight plan ,either with SAR ,or just on the notice board of your club or just tell someone

• Carry an ELT(Emergency Locator Transmitter) These can be attached to the craft or be a hand held device. An ELT currently operates on 121.5 and 243MHz but soon all ELTs will have to operate on 406 MHz. They can be manually activated or automatically. If accidentally activated you must switch it off and notify the nearest ATC station immediately.

It you wish to test your ELT. Switch your radio to 121.5 and activate you ELT ONLY IN THE FIRST 5 MINUTES OF ANY HOUR AND ONLY FOR 3 CYCLES. This should only be carried out inside a hangar or other radio signal shielded area. You should hear the signal on your radio. Automatic activation of the ELT may result from a heavy landing . Always check it after any heavy landing.

The above text has been written specifically for the microlight pilot who flies outside controlled airspace and while this suits most microlight pilots there are things to consider when traveling in controlled airspace.The following is intended to highlight the additional knowledge required to fly in controlled airspace.

VHF transmission is relatively short range and is dependent on line of site. HF (High Frequency 3mHz -30Mhz) has a longer range as signals can 'bounce' off the surface of the Ionosphere and be reflected over a long range, however, bouncing does reduce signal strength and clarity.

Information on airfield communications is defined in the AIPNZ(AER0DROME INFORMATION PAMPHLET NZ) This describes the area frequency, whether the station is manned or has radar and what approach and departure procedures are to be followed.

If you loose the use of your radio while flying VFR in uncontrolled airspace it is not a great problem but if it is lost in controlled airspace ATC may interpret this as a problem with your craft and instigate emergency procedures. If your radio is faulty and you are in controlled airspace you must keep away from busy areas, divert to the nearest landing point clear of controlled airspace and inform ATC as soon as possible. If you have a cell phone, use it. Remember that you will be on radar as well and if you disappear form that ATC will be convinced you have a problem and call in emergency services. Make yourself visible, squawk 7600 if you have a transponder.

• It is your responsibility to ensure you are on the correct frequency for the area you are flying in. You must change frequencies as required by the FISCOM areas designated in your AIPNZ.

EXAM POOL QUESTIONS AND ANSWERS. 1) What is the preferred frequency band used in NZ

Very High Frequency

2) What is the normal range of frequencies used?

118 to 136.975 Mhz

3)What is a Transceiver?

a radio transmitter and receiver

4)VHF is basically a 'line of site 'communications system - True or false

True

5) The Lower your altitude the better your operation is. True or False

False

6)When you transmit you stop all others from transmitting. True or False.

True

7)When you transmit you should

a) Give as much information as possible in the shortest time

b) Give a short message clearly spoken at a slow rate

c) Give your position every time you transmit so that everyone knows where you are

d) Ask if ATC can confirm your position

(B)

8)ATC asks you to 'READBACK'.

a) You repeat what you have said to ATC before they asked for readback

b) You repeat the instruction that ATC has sent to you

c) You report your call sign, altitude and heading

d) You ask for clarification of instruction sent to you by ATC

(B)

9)ATC has asked you to report at the mouth of the Waimakariri River and you missed the instruction-What do you do?

a) Call ATC and say your call sign followed by 'Please repeat your last instruction'

b) Call sign followed by 'SAY AGAIN'

c) Call sign followed by 'Sorry, what was that I missed you last message'

d) Call sign followed by 'Unable to comply as I missed the message'

(B)

10)How do you report your call sign of PXI

a) PXI CALLING TOWER

b) This is PXI calling

c) Napier Tower, Papa-Xray-India

d) Napier Tower ,ZK-PXI calling.

(C)

11)You report to Napier Tower and include a time arrival, you say

a)Napier Traffic, PAPA-XRAY-INDIA expect to be overhead at TOO Thirty

b)Napier Traffic, PAPA-XRAY-INDIA should be at your strip by half past TOO

c)Napier Traffic, PAPA-XRAY-INDIA ETA Tree Zero

d)Napier Traffic, PAPA-XRAY-INDIA Overhead TOO Thirty

(C)

12)You are approaching a controlled air space and you wish to establish communications, you

a) Transmit'PXI CALLING TOWER HOW DO YOU READ'

b) Transmit'PXI wish to enter your airspace

c) Transmit'Christchurch Tower,Papa-Xray-India'

d) Transmit'Christchurch Tower this is PAPA-XRAY-INDIA

(C)

13)You have made a position call and designated 10 miles from your destination and find you are actually 30 miles out, you

a) Call' PXI ,SORRY TOWER I AM 30 MILES OUT NOT 10.

b) Call'PAPA-XRAY-INDIA ,POSITION CORRECTION Tree Zero miles

C) Call' Correction, Tree Zero Miles

D) Call' PAPA-XRAY-INDIA, TOWER THAT SHOULD READ TREE ZERO MILES.

(b)

14)You have a problem on board with your altimeter and are in controlled airspace and on FISCOM frequency for CHCH you should

a) Call 'MAYDAY,MAYDAY,MAYDAY, PAPA-XRAY -INDIA, CHCH Tower I have an altimeter fault

b) Call 'MAYDAY,MAYDAY,MAYDAY, PAPA-XRAY-INDIA, Altimeter fault what is my height?

c) Call PAN PAN,PAN PAN,PAN PAN, PAPA-XRAY-INDIA ,Have altimeter fault, leaving airspace,report Rangiora Tree Fife

d) Call CHCH TOWER, PXI, I have an altimeter problem and am diverting to Rangiora.

(C)

15)Your engine is missing and you are loosing altitude do you

a) Call'Mayday,Mayday,Mayday,and head for ask ATC for a course to the nearest field

b) Call 'Pan,Pan,Pan ,PAPA-XRAY-INDIA, REQUEST EMERGENCY LANDING AT YOUR FIELD.

c) Call 'Mayday,Mayday,Mayday,CHCH TOWER, PAPA-XRAY-INDIA, ENGINE FAILURE,LANDING IN FIELD, Tree Miles north east of Methven, Heading south at 2000 FEET.

d) Call ;Mayday,Mayday,mayday, PAPA-XRAY-INDIA, LANDING IN FIELD,WEST OF Rangiora.

C)

16)What frequency should you transmit a PAN,PAN,PAN call on?

a)121.5MhZ

b)What ever frequency you are on

c)What ever frequency you are on followed by 121.5MhZ

d)What ever frequency you are on followed by another you think is being monitored ,then 121.5Mhz

D)

17)When should you test an ELT?

a)5 minutes to the hour

b)5 minutes after the hour in a signal shielded place

c)5 minutes before the hour in a signal shielded place

d)any time as long as you inform ATC.

B)

18)Can your passenger who is not a qualified FRTO operator use the radio in any circumstances.

a) No

b)Yes

c)No but circumstances may require it.

d)Yes but only with the permission of the Pilot in Charge.

C)

19)ATC ask you to 'squawk ident' You

a)Call ATC and tell them who you are

b)Transmit your call sign

c)Push the 'IDENT 'button on your transponder.

d)nothing

C)

20)Write down the call sign for ZK-TCA

21)What do you say to inform others you are at 600 feet asl

a)six hundred feet above sea level

b)SIX HUNdred FEET

c)SIX HUNDRED FEET ASL

d)Six zero,zero feet.

B)

21)How do you report a height of 1500 feet

a)ONE THOUsand FIVE HUNdred Feet

b)WUN-THOU-sand FIFE HUN-dred FEET.

c)ONE FIVE zere,zero feet

d)WUN- THOU-sand FIVE Hundred

b)

22)How do you report your frequency of 119.2MhZ

a)Frequency ONE-ONE-NINE POINT TWO

b)WUN-WUN NINer DAY SEE MAL TOO

c)ONE Hundred and NINer point TWO

d)one hundreg and NINE DAY CEMAL TOO

B)

23)Report your arrival time at WAY point as 22 min past five

a)TOO TOO

b)22 min past five

c)five twenty two

d)five twenty too

A)

24)What do you call when 'you wish to obtain '

a)Request

b)'can you please tell me'

c)'is there or can I

d)please inform me

A)

25)'I SAY AGAIN' means

a)you repeat your transmission for emphasis to the receiver

b)the receiver asks you to repeat your message

c)That you want a transmission repeated

d)A third party asks you to repeat your message.

A)

26)'ACKNOWLEDGE' means

a)the transmitter station is asking you to call in you location

b)the transmitter is asking you to confirm that you have received and understood his message.

c)the transmitter is saying he has understood your message

B)

27)'ROGER' means

a)I have received your last message

b)I understand and will carry out your instructions

c)I will await your next call

A)

28)'WILCO'

a)I have received your message

b)Get back to me as soon as possible

c)I have received your message and will comply

d)I will come to your assistance.

C)

29)'OVER' means

a)I have received a message and will comply

b)I have finished my transmission and await your reply.

c)I have finished my transmission

d)Is not used.

(D)

30)Your transponder is set to 'ALT' will it transmit

a)height

b)height and code

c)speed and heading

d)heading and height.

B)

31)You have a MAYDAY situation and have a transponder, you set it to;

a)7500

b)0000

c)7700

d)7600

C)

32)Spell AIRCRAFT phonetically

33)Spell Sugar phonetically

34)Spell alphabet phonetically

35)What is the radio term for information you received but do not agree with

a)No

b)noway

c)negative

d)cannot comply

C)

36)Your PAN,PAN,PAN call has not been acknowledged ,you should

a)Keep calling

b)change to 121.5 and try again.

c)Turn off the radio as you are blocking the air way.

d)Wait a while and try again.

b)

37)During a flight in uncontrolled airspace you wish to communicate with Christchurch Flight Information Service. You should start your call by

a)Christchurch Information

b)Christchurch Control

c)Christchurch

d)Christchurch Information center.

A)

38)Christchurch Information replies that your 'readability is 5, you should

a)get your radio serviced

b)check with other stations

c)nothing

C)

39)Controlled airspace is

a)airspace under the control of a local airfield

b)airspace just for microlights

c)airspace just for jet aircraft

d)airspace under the control of Air Traffic Control

D)

40)STANDBY means;

a)wait and I will call you

b)go to an alternative frequency and I will call you

c)go to your alternative power supply system

d)go to your reserve tanks.

41) It is a good idea to check your ELT/PLT before shutdown. To do this

a) Turn on the ELT and if nothing is heard turn it off

b) Select 119.1 on your VHF radio and listen for an ELT signal

c) Select 121.5 on VHF radio and listen for a ELT signal

d) Select 243.0 and listen for a signal

42) Once contact with tower or control has been established can you make a transmission and pass a message with out first waiting for tower or control to answer.

a) No - on all occasions contact must be established by call and response.

b) Yes – when it is certain that the tower or control will receive the call or have instructed you to do so.

43) Your wrist watch shows the time of 1:45 pm daylight saving time, your ETA at Hamilton is 3:00pm local time. You would transmit your ETA to Christchurch Information as:

a) 0145 UTC

b) 0200 UTC

c) 0300 UTC

d) 1500 UTC

44) To make a correction or to repeat a message you would say respectively:

a) Rodger, Wilco

b) Correction I say again

c) Wilco, Rodger

d) I say again, correction

45) A correct position report from an aircraft overhead Drury at 1500 ft, wanting to request entry into Auckland’s control zone would consist of the following?

a) Tecnam ABC Drury 1500 ft, Request joining instructions Delta 1013

b) Tecnam ABC 1500ft Drury, Request joining instructions Delta 1013

c) Tecnam ABC Drury this time 1500, Request joining instructions Delta 1013

d) Tecnam ABC 1500 Drury this time, Request joining instructions Delta 1013

46) If you believe you heard a radio call for you but are unsure, what should you do?

a) Call ATC to see if they are calling you

b) Call “Aircraft calling ABC say again your call sign

c) Not reply until the call is repeated and is understood

d) Call “ say again”

47) You wish to check the serviceability of your ELT. How should you carry out this test.

a) Carry out the test while airborne to get the greatest range

b) Carry out the test in a shielded area in the last 5 minutes of the hour

c) Carry out the test vat any time provided ATC are advised afterwards

d) Carry out the test in a shielded area in the first 5 minutes of the hour

Questions from exams/911101101101 Topic VHF Carrier

Question Which answer best describes "carrier" in the context of VHF communication

Answer 1 The carrier is the attachment that holds the radio into the aircraft panel

Answer 2 The carrier is present only when the pilot talks

Answer 3 The carrier is present when the transmit button is pushed

Answer 4 The carrier is 0.025 khz separated from the working frequency

Questions from exams/911101101102 Topic VHF Transmission range

Question Which of the answers does not reduce transmission range

Answer 1 Damaged or faulty aerial

Answer 2 Mountain terrain between the two stations.

Answer 3 Using a handheld microphone instead of a headset

Answer 4 Fault in aircraft electrical supply resulting in very low voltage.

Questions from exams/911101101103 Topic HF Radio transmissions

Question Which answer best describes HF transceivers when compared to VHF transceivers

Answer 1 VHF transmits line of sight , HF bounces but goes further

Answer 2 VHF uses more electricity than HF

Answer 3 HF is compatible with more intercoms than VHF

Answer 4 HF is becoming more widely used than VHF

Questions from exams/911111101101 Topic Receiving a week signal on VHF

Question You are tuned to a distant ATIS broadcast. The ATIS is only being partially received, in a broken patchy manner but is otherwise readable. Which control is most likely to improve reception.

Answer 1 Tune the receiver plus or minus 0.025 MHZ each side of the published frequency.

Answer 2 Transmit on the same frequency for short bursts and then listen

Answer 3 Adjust / use the squelch control so the radio produces continuously audio output.

Answer 4 Turn off as much of the aircrafts electrical equipment as possible

Questions from exams/911111101102 Topic Suspected stuck mike / continuous transmission

Question You are concerned because you have not heard any radio transmissions for a long period of time. You suspect that you may have a stuck mike. Which of the following answers would not be useful steps to resolve this concern.

Answer 1 Checking the transmit light / indicator on your radio and/or intercom.

Answer 2 Briefly changing to a known continuous transmission ( AWIB or ATIS ) and checking that you can receive.

Answer 3 Use the squelch to verify that your radio will output audio

Answer 4 Tune the radio to the emergency frequency 121.5 and listen.

Questions from exams/911111101103 Topic Radio transmission with no speech being heard

Question You are operating at an uncontrolled airfield with other aircraft in the circuit. The frequency is 119.1. From time to time you receive a silent radio transmission that has no speech. You have been receiving transmissions from other aircraft clearly. What action should you take.

Answer 1 Transmit a message stating "Aircraft transmitting on 119.1 carrier only received".

Answer 2 Adjust your squelch to better receive the silent transmission.

Answer 3 Turn your volume up to maximum.

Answer 4 Check for traffic directly behind you as this is a condition known as tail feather radio fade

Questions from exams/911111101104 Topic Unable to receive transmissions

Question You are attempting to call "Christchurch Ground" for taxi instructions for your departure after a brief stop to pick up a passenger. You have called several times and have heard no other transmissions on the frequency. You suspect that you are not receiving. Which answer would not help to resolve this concern.

Answer 1 Use the squelch control to verify you can hear your radio through your speaker / intercom / headset.

Answer 2 Check that your headset / microphone is correctly connected, and if you have an intercom that you can can talk to your passenger.

Answer 3 Check that the radio is turned on and that the volume is correctly set.

Answer 4 Transmit on the ground frequency "Christchurch ground , XYZ request radio check , suspect I am not able to receive. How do you read."

Questions from exams/911111101105 Topic Simultaneous Transmissions

Question You are operating at an uncontrolled airfield with other traffic known to be in the area. While you are down wind a transmission starts but changes from readable speech to a combination of squeals and unreadable noise. You suspect that two stations are transmitting at the same time. What action should you take.

Answer 1 Turn the volume of your radio down

Answer 2 Nothing, you are in the circuit and other radio traffic won't concern you

Answer 3 Adjust you squelch so that only correct transmissions are received.

Answer 4 Transmit a message as soon as possible stating "Two stations at once"

Questions from exams/911111111101

Topic Using headsets

Question Which answer best describes the correct setup of a headset.

Answer 1 The headset should cover the ears to seal out cockpit noise , the volume control , if fitted , should be adjusted so that audio can be clearly heard , the boom microphone should be position close the bottom lip.

Answer 2 The headset should be adjusted for comfort and the microphone should be just below the chin.

Answer 3 Headsets with volume controls should be adjusted so that the audio is less than the cockpit background noise and the boom microphone should be against the cheek.

Answer 4 Headset interfere with compass's and should only be worn during takeoff and landing

Questions from exams/911121101101 Topic Transponder controls

Question Choose the answer that correctly describes how you would set an assigned squawk code en-route.

Answer 1 Select Mode A (On) , Select the code , Select Mode C (Alt)

Answer 2 Press the ident , Select the code , Press the ident

Answer 3 Select Mode to Standby , Select the code , Select Mode C (Alt)

Answer 4 Turn the unit off , Press ident , select the code , Select Mode A (on)

Questions from exams/911121101102 Topic Transponder Controls

Question You are requested by the tower to squawk ident. Select the answer that correctly describes how you should manipulate the transponder

Answer 1 Select Mode A (On) , Press Ident

Answer 2 Press Ident

Answer 3 Select Standby , Press Ident

Answer 4 Press Ident , Select Mode A (On)

Exam questions have been move to exams

Before a microlight pilot is flight tested for a Advanced National Certificate the pilot must hold an FRTO rating.

41) It is a good idea to check your ELT/PLT before shutdown. To do this

a) Turn on the ELT and if nothing is heard turn it off

b) Select 119.1 on your VHF radio and listen for an ELT signal

c) Select 121.5 on VHF radio and listen for a ELT signal

d) Select 243.0 and listen for a signal

42) Once contact with tower or control has been established can you make a transmission and pass a message with out first waiting for tower or control to answer.

a) No - on all occasions contact must be established by call and response.

b) Yes – when it is certain that the tower or control will receive the call or have instructed you to do so.

43) Your wrist watch shows the time of 1:45 pm daylight saving time, your ETA at Hamilton is 3:00pm local time. You would transmit your ETA to Christchurch Information as:

a) 0145 UTC

b) 0200 UTC

c) 0300 UTC

d) 1500 UTC

44) To make a correction or to repeat a message you would say respectively:

a) Rodger, Wilco

b) Correction I say again

c) Wilco, Rodger

d) I say again, correction

45) A correct position report from an aircraft overhead Drury at 1500 ft, wanting to request entry into Auckland’s control zone would consist of the following?

a) Tecnam ABC Drury 1500 ft, Request joining instructions Delta 1013

b) Tecnam ABC 1500ft Drury, Request joining instructions Delta 1013

c) Tecnam ABC Drury this time 1500, Request joining instructions Delta 1013

d) Tecnam ABC 1500 Drury this time, Request joining instructions Delta 1013

46) If you believe you heard a radio call for you but are unsure, what should you do?

a) Call ATC to see if they are calling you

b) Call “Aircraft calling ABC say again your call sign

c) Not reply until the call is repeated and is understood

d) Call “ say again”

47) You wish to check the serviceability of your ELT. How should you carry out this test.

a) Carry out the test while airborne to get the greatest range

b) Carry out the test in a shielded area in the last 5 minutes of the hour

c) Carry out the test vat any time provided ATC are advised afterwards

d) Carry out the test in a shielded area in the first 5 minutes of the hour

11)You report to Napier Tower and include a time arrival, you say

a)Napier Traffic ,PAPA-XRAY-INDIA expect to be overhead at TOO Thirty

b)Napier Traffic ,PAPA-XRAY-INDIA should be at your strip by half past TOO

c)Napier Traffic ,PAPA-XRAY-INDIA ETA Tree Zero

d)Napier Traffic ,PAPA-XRAY-INDIA Overhead TOO Thirty

b) Transmit'PXI wish to enter your airspace

b) Call'PAPA-XRAY-INDIA ,POSITION CORRECTION Tree Zero miles

(b)

c) Call PAN PAN,PAN PAN,PAN PAN, PAPA-XRAY-INDIA ,Have altimeter fault, leaving

a)TOO TOO

d)Is not used.

(D)

b)change to 121.5 and try again.

118 to 136.975 Mhz

a/c:Alfa Bravo Charlie 5 miles west at wun tousand feet current position and altitude\\

ATS:Alfa Bravo Charlie continue approach, number two your clearance

ATC:Alfa Bravo Charlie cleared to land runway two seven your clearance

a/c:Alfa Bravo Charlie cleared to land your acknowledgment
D0 NOT LAND WITHOUT CLEARENCE, if it has not been given ask for confirmation.

Clearing the runway

SURFACE WIND 160 degrees, 10 KNOTS

All ATIS and AWIB transmisions give wind direction in magnetic.

RANGIORA TRAFFIC, PAPA-XRAY-INDIA, 8 MILES SOUTHWEST, 1700 FEET, JOINING OVERHEAD RANGIORA TRAFFIC

RANGIORA TRAFFIC, PAP-XRAY-INDIA, OVERHEAD, JOINING FOR RUNWAY TOO FIFE

RANGIORA TRAFFIC, XYZ, 8 MILES SOUTHWEST, 1700 FEET, JOINING OVERHEAD RANGIORA TRAFFIC

''Note. Do not ask “Any traffic?” NORDO aircraft can not reply, others may not or, if several aircraft present, may all try to speak at once. On the other hand, for those already in the circuit, it is good practice to report your position when you hear an aircraft joining – this gives them a heads-up on the runway in use and potential traffic. Repeating the aerodrome name at the end of the call is not mandatory but should be done if there is a possibility of confusion.''

RANGIORA TRAFFIC, XYZ, OVERHEAD, JOINING FOR RUNWAY TOO FIFE

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

Rangiora Traffic, PAPA-XRAY-INDIA ,TURNING DOWNWIND TOO FIFE,FULL STOP.

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

If you fly to or in the vicinity of a field with this you must report to it. Your AIP GEN 3.3-3.4 will give details. At the time of writing the last AFIS at Milford has closed.

15.5 UNICOM

Universal Communication (UNICOM) Services are at time of writing based at Ardmore Taupo and Mt Cook. They are not an Air Traffic Service. Information provided may include, current aerodrome information and conditions, basic weather and met reports. Aerodrome and Weather Information Broadcasts (AWIB) may also be provided. Refer to AIP GEN 3.4-3.3.14

15.6 FISCOM

New Zealand is segregated in to FISCOM areas. Each area has a specific frequency and on that frequency it is possible to receive VHF signals for the flight information service for that area. Best coverage is attained over 4000ft. These area charts can be found in the AIP GEN 3.4 Figure 2. Information on services provided can be found in AIP GEN 3.3 3.3.1, but any pilot IFR or VFR controlled or uncontrolled may use the service for any on route information and position reporting.

15.7 Loss of Radio

15.8 Communication Problems

15.9 Regulations

AN INTRODUCTION

TO

RADIO

FOR THE VFR

PILOT

AUGUST 1991

Revised and Edited September 2001

E. F. Simmons

INDEX

Index 2

Introduction 3

License Requirements 4

Extracts from the Radio Regulations 4

Hints on Operating a Radio 6

Phonetic Alphabet 8

Transmission of Time 9

Altitudes and Numerals 9

ATIS 10

Read Back Requirements 11

Know your Frequencies 12

Language and Conversation 12

Listen To Other Traffic 12

Radio Checks 13

Commonly Used Standard Phrases 13

Radio Failures 14

Local Flights 15

Flight Plans and Sarwatch 16

Transponders 18

Distress Calls 18

Practical Radio Work

A Simple Circuit 22

Complicated Circuits 25

Vacating the Circuit 30

Entering Controlled Air Space 31

Transiting Controlled Air Space 33

Uncontrolled Airfields (Inbound) 35

Uncontrolled Airfields (Outbound) 36

En-Route Calls 37

Flight Information Regions 37

Summary 38

Reference Material:

To assist you with your study the following resources are recommended;

NZ Aeronautical Information Publication : Planning Manual (Comms & Ops Section)

Visual Flight Guide

Flying Training Manual K.E.Fenwick

Civil Aviation Rules Parts 1, 91 & 103

INTRODUCTION

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.

LICENCE REQUIREMENTS

To legally operate an aeronautical radio, unless you are under the supervision of an instructor, you must be the holder of either a FLIGHT RADIO TELEPHONE OPERATORS rating (FRTO) or a RESTRICTED RADIO TELEPHONE OPERATORS rating (R/RTOC).

Each aircraft, if fitted with a radio must have Radio Station Licence, and if you fly one, as a pilot in command, it is your responsibility to ensure that it is carried.

EXTRACTS FROM THE RADIO REGULATIONS 1970

34 Every licensee of a radio station shall faithfully observe and cause to be observed all the conditions and provisions of the license and of these regulations as far as they are applicable.

49 No person shall, by means of a radio station, impersonate any other person, or pass off that radio station to be any other radio station, or use the call sign of another radio station improperly, or without lawful justification.

50 No person shall transmit or cause or permit to be transmitted any radio communication of a false, fictitious, or misleading character and in particular but without prejudice to the foregoing, transmit or cause permit to be transmitted any false or deceptive distress signal or distress call.

51 No person shall transmit or cause or permit transmission of any radio communication of a seditious, profane, obscene, or libellous nature, of an offensive nature or meaning.

54 Every person who, by virtue of any radio station, has access to any radio communication not intended for his information, shall preserve the secrecy of that radio communication and any information whatsoever derived from it and shall not reproduce or cause or permit to be reproduced in a newspaper or elsewhere, or communicate to any third party, any such radio communication or any information derived therefrom, nor shall the fact of the existence of the radio communications be disclosed.

90 Stations of the aeronautical mobile service shall accept, with absolute priority, distress calls and distress messages regardless of their origin and the operator shall immediately convey any such calls and message to the captain or other person responsible for aircraft and take such other action in regard thereto as may be required.

91 No provision in these regulations shall be so constructed as to hinder an aircraft station in distress using any means at its disposal to attract attention, indicate its position and obtain assistance.

92 Except as provided in regulation 91 of these regulations, aircraft stations are authorised to communicate only with other stations of the aeronautical mobile service, or with stations of the maritime mobile service; provided that aircraft stations when communicating with stations of the maritime mobile service shall conform to those provisions of the International Radio Regulations which relate to the maritime mobile service. Provided also that aircraft stations shall exchange public correspondence with stations of the maritime mobile service only as indicated if so authorised in the aircraft station license.

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

DEFINITIONS

1. Communications Methods

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.

2. SERVICES

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.

3. STATIONS

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.

HINTS ON OPERATING A RADIO

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.

PHONETIC ALPHABET

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

Letter Identifying Word Spoken As

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

TRANSMISSION OF TIME

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.

EXAMPLE:

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………

ALTITUDES AND NUMERALS

There is an official format for the pronunciation of numerals when transmitting by RTF.

1 WUN 2 TOO

3 TREE 4 FOWer

5 FIFE 6 SIX

7 SEVen 8 AIT

9 NINer 0 ZE RO

DECIMAL say DAY - SEE- MAL

THOUSAND TOUSAND

HUNDRED HUNdred

The emphasis is placed on the capital letters. There is no need to go overboard with this but correct pronunciation does help.

FLIGHT LEVELS (altitudes) should be given as below.

In practice this is not always the case but if the correct format is used there should not be any misunderstanding.

Only the whole hundreds and thousands are given as HUNDRED or TOUSAND.

NUMBER SPOKEN AS

10 WUN ZE RO

65 SIX FIFE

300 TREE HUNdred

783 SEVen AIT TREE

4000 FOWer TOUSAND

11000 WUN WUN TOUSAND

25000 TOO FIFE TOUSAND

25500 TOO FIFE TOUSAND FIFE HUNdred

When giving radio frequencies, the word "DECIMAL" (pronounced DAY CE MAL) must be used.

E.G.: 118.1 WUN WUN AIT DAY-CE-MAL WUN

ATIS

Some Control Towers have an "ATIS" (Automatic Terminal Information Service) facility. This is a continuous tape of relevant weather and runway information which a pilot may tune to on a special radio frequency. (In the case of Napier, 121.8)

The human voice on these is soon to be replaced by the monotones of a computer so don’t think ET has contacted you

The Information is updated each time there is a change in the situation, and each change is given a letter of the alphabet as a title to enable the Controller to check that you are in receipt of the correct ATIS.

A TYPICAL ATIS IS :-

NAPIER TERMINAL INFORMATION ALFA ISSUED AT ................UTC

EXPECT VOR/DME APPROACH RUNWAY 16

(May be remarks about runway serviceability or work on the airfield)

SURFACE WIND 160 degrees MAGNETIC, 10 KNOTS

VISIBILITY 10 KILOMETRES, HAZE

CLOUD FEW 4 TOUSAND FEET

TEMPERATURE 14 DEW POINT 4

QNH 1013

FORECAST 2000FT WIND 140 MAGNETIC 20 KNOTS

ON FIRST CONTACT WITH NAPIER TOWER NOTIFY RECEIPT OF ALFA.

Remember when you confirm the receipt of a particular ATIS you must read back the QNH.

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

e.g.

NAPIER TOWER IS OFF WATCH

USE UNATTENDED PROCEDURES ON 118.1

TERMINATE FLIGHT PLANS ON 124.8

NAPIER TOWER WILL RE - OPEN WATCH AT ..................UTC

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.

READ BACK REQUIREMENTS

On receipt of a transmission from a controller, certain things must be read back to ensure that you have received the transmission correctly.

These are:-

A Runway in use.

B ATC route clearances.

C Flight level instructions.

D Heading and speed instruction.

E Altimeter settings (QNH).

F The frequency after frequency change instructions.

G Conditional clearances that involve Crossing, Back - tracking or lining

up on the runway.

A good rule is: WHEN IN DOUBT, READ IT BACK.

Also, if you are not sure you have received a transmission correctly, read it back. It could save a problem later.

KNOW YOUR FREQUENCIES

The frequency band for VHF Aeronautical communication radios is between 118.0 and 135.975 MHz.

The emergency VHF frequency is 121.5 MHz for both voice transmission and your ELT.

Before operating your radio, and especially before operating in control airspace, check the radio frequencies in use and write them down where they can be easily referred to.

The palm or back of your throttle hand is a good place. I use this handy reference spot often.

If you begin a flight before the hours of operation of the controller, you will use the unattended frequency for the airfield. (In the case of Napier 118.1), and after the tower comes on you must change to the control frequency (Napier 124.8). If you are in an unfamiliar area, don’t try and remember the frequencies. WRITE THEM DOWN.

LANGUAGE AND CONVERSATION

If you are flying using an intercom remember a small technical fault, or the inadvertent pressing of the prestle switch (the switch you press to transmit) you will broadcast the conversation to the world.

THIS DOES HAPPEN.

Imagine what broadcasting your desires for the lady controller or your feelings towards the club instructor will cost you.

LISTEN TO OTHER TRAFFIC

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.

RADIO CHECKS

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:-

NAPIER TOWER FOXTROT TANGO INDIA RADIO CHECK ONE TWO FOUR DECIMAL EIGHT.

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.

COMMONLY USED STANDARD PHRASES

ACKNOWLEDGE Let me know that you have received and understood this message.

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

CONFIRM Have I correctly received the following, or did you receive the message

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.

Not to be used as a read back or an answer in the AFFIRMATIVE or NEGATIVE.

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.

RADIO FAILURES

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.

LOCAL FLIGHTS

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.

Know your area or use a chart

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.

FLIGHT PLANS AND SARWATCH

FLIGHT PLANS

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.

VFR flights for which a flight plan has been filed must maintain a listening watch on the appropriate frequency. If the pilot wishes to report positions the report should contain the following elements (as appropriate)

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.

Aircraft registration.

Aircraft type.

Route details including destination or standard plan identification.

Persons on board.

Nominated "Sartime" (The nominated time for search and rescue to be initiated if you do not arrive).

Remarks including Pilot-in-Command.

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

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.

DISTRESS CALLS

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.

(1) NAME OF STATION BEING ADDRESSED.

(2) IDENTIFICATION OF AIRCRAFT.

(3) NATURE OF DISTRESS.

(4) INTENTION OF PERSON IN COMMAND.

(5) PRESENT POSITION HEIGHT AND HEADING.

e.g.

MAYDAY MAYDAY MAYDAY.

NAPIER TOWER.

FOXTROT TANGO INDIA.

HAS ENGINE ON FIRE UNABLE TO MAINTAIN HEIGHT.

MAKING FORCED LANDING.

PRESENTLY THREE MILES NORTH WHIRINAKI MILL AT THREE THOUSAND FEET HEADING SOUTH.

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;-

PAN PAN PAN PAN PAN PAN

(1) NAME OF STATION BEING ADDRESSED.

(2) IDENTIFICATION OF AIRCRAFT.

(3) NATURE OF URGENCY.

(4) INTENTIONS OF PERSON IN COMMAND.

(5) PRESENT POSITIONS HEIGHT AND HEADING.

e.g.

PAN PAN PAN PAN PAN PAN.

NAPIER TOWER.

FOXTROT TANGO INDIA.

HAVE PASSENGER WITH SUSPECTED HEART ATTACK.

RETURNING TO NAPIER REQUEST PRIORITY LANDING.

PRESENTLY OVERHEAD PUKETAPU AT ONE THOUSAND FEET RETURNING VIA PORAITI.

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;-

MAYDAY MAYDAY MAYDAY.

(or PAN PAN PAN PAN PAN PAN)

STATION BEING CALLED.

IDENTIFICATION OF AIRCRAFT.

POSITION HEIGHT AND HEADING.

NATURE OF DISTRESS OR URGENCY.

INTENTIONS OF PERSON IN COMMAND.

MAYDAY MAYDAY MAYDAY.

NAPIER TOWER.

FOXTROT TANGO INDIA IS OVERHEAD BAY VIEW AT ONE THOUSAND FEET HEADING SOUTH.

ENGINE ON FIRE.

MAKING EMERGENCY LANDING.

The essential elements you must convey are;-

Who you are.

Where you are.

What the problem is.

What you intend doing about it. (If time permits).

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.

JUST REMEMBER.

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!!!!!!!!!!

Notes:

NOW LET’S TRY SOME PRACTICAL RADIO WORK

A SIMPLE CIRCUIT

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.

TAXI TO HOLDING POINT XRAY FOR GRASS 34 FOXTROT TANGO INDIA

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.

FOXTROT TANGO INDIA IS READY.

FOXTROT TANGO INDIA LINE UP GRASS 34,CLEARED FOR TAKE OFF.

You must now confirm his take off clearance.

LINE UP GRASS 34, CLEARED FOR TAKE OFF. FOXTROT TANGO INDIA.

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.

FOXTROT TANGO INDIA IS RIGHT HAND DOWNWIND GRASS THREE FOUR, FULL STOP.

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.

GRASS 34 CLEARED TO LAND FOXTROT TANGO INDIA.

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.

COMPLICATED CIRCUITS

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.

NAPIER TOWER FOXTROT TANGO INDIA.

FOXTROT TANGO INDIA NAPIER TOWER.

REQUEST TAXI FOR THREE ZERO MINUTES CIRCUITS ONE POB HAVE BRAVO ONE ZERO ONE THREE.

TAXI TO HOLDING POINT WHISKEY.

QNH NOW ONE ZERO ONE FOUR.

TIME FOUR FIVE.

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.

HOLD AT HOLDING POINT WHISKEY.

QNH ONE ZERO ONE FOUR FOXTROT TANGO INDIA

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

FOXTROT TANGO INDIA IS HOLDING AT WHISKEY.

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.

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

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.

FOXTROT TANGO INDIA IS HOLDING.

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

FOXTROT TANGO INDIA LINE UP GRASS 16, RIGHT HAND LOW LEVEL CIRCUITS APPROVED BUT MAKE FIRST CIRCUIT LEFT HAND. CLEARED FOR TAKEOFF.

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.

LINE UP GRASS 16 LOW LEVEL RIGHT HAND CIRCUITS APPROVED FIRST CIRCUIT LEFT HAND CLEARED FOR TAKEOFF, FOXTROT TANGO INDIA.

Takeoff now and prepare for your downwind call

FOXTROT TANGO INDIA IS LEFT HAND DOWNWIND GRASS ONE SIX TOUCH AND GO.

FOXTROT TANGO INDIA EXTEND DOWNWIND NUMBER TWO TO CESSNA ON LONG FINAL GRASS ONE SIX.

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.

EXTEND DOWNWIND, NUMBER TWO, TRAFFIC IN SIGHT

FOXTROT TANGO INDIA.

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

EXTEND DOWNWIND, NUMBER TWO, LOOKING, FOXTROT TANGO INDIA.

When you have the Cessna in sight,

TRAFFIC IN SIGHT, FOXTROT TANGO INDIA.

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.

CLEARED TOUCH AND GO GRASS 16. RIGHT HAND CIRCUIT FOXTROT TANGO INDIA.

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.)

CONTINUE APPROACH NUMBER TWO TRAFFIC IN SIGHT

FOXTROT TANGO INDIA.

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.

FOXTROT TANGO INDIA IS RIGHT HAND DOWNWIND

GRASS ONE SIX FULL STOP.

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.

CONTINUE APPROACH NUMBER ONE FOXTROT TANGO INDIA.

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.

VACATING THE CIRCUIT

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.

FOXTROT TANGO INDIA NAPIER TOWER.

REQUEST TAXI VACATING TO THE SOUTH VIA FERNHILL

(A small town on the edge of the zone) ONE POB HAVE GOLF ONE ZERO TWO ZERO.

(If you wish you can also tell him that you will be returning later in the afternoon).

TAXI TO HOLDING POINT XRAY FOR GRASS THREE FOUR, GOLF

Now read back the instructions as previously covered.

TAXI HOLDING POINT XRAY, GRASS THREE FOUR, FOXTROT TANGO INDIA.

Taxi and do your checks as before.

Because you are heading south and taking off on Vector 34, a left turn after takeoff is the most convenient path out. The circuit for this runway is right hand therefore you must request the left turn.

FOXTROT TANGO INDIA IS READY REQUEST LEFT TURN OUT.

FOXTROT TANGO INDIA LINE UP GRASS 34, CLEARED SOUTH VIA FERNHILL ONE THOUSAND FEET OR BELOW, LEFT TURN APPROVED, CLEARED FOR TAKEOFF.

You have now been cleared for your intended flight with the instruction not to exceed 1000ft until clearing the zone.

LINE UP GRASS 34, TRACK SOUTH VIA FERNHILL ONE THOUSAND FEET OR BELOW, LEFT TURN APPROVED, CLEARED FOR TAKEOFF, FOXTROT TANGO INDIA.

Ok takeoff, turn left, and fly to Fernhill below 1000ft. At Fernhill contact the tower and give him your position and flight level. You will have to make initial contact with the Tower again.

NAPIER TOWER FOXTROT TANGO INDIA.

FOXTROT TANGO INDIA NAPIER TOWER.

FOXTROT TANGO INDIA IS OVERHEAD FERNHILL ONE

THOUSAND FEET, CLEAR OF THE ZONE.

FOXTROT TANGO INDIA.

You are now clear to continue to your friend’s farm.

ENTERING CONTROLLED AIRSPACE

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.

NAPIER TOWER, FOXTROT TANGO INDIA.

FOXTROT TANGO INDIA NAPIER TOWER.

FOXTROT TANGO INDIA IS 5NM SOUTH, ONE THOUSAND FEET ONE POB INBOUND NAPIER.

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.

FOXTROT TANGO INDIA ENTER THE CONTROL ZONE ON TRACK TO NAPIER VIA PUKETAPU, ONE THOUSAND FIVE HUNDRED FEET OR BELOW, SURFACE WIND THREE THREE ZERO FIVE KNOTS QNH ONE ZERO TWO ONE CALL AGAIN PUKETAPU.

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.

CLEARED TO NAPIER VIA PUKETAPU, ONE THOUSAND FIVE HUNDRED FEET, OR BELOW, CALL AGAIN PUKETAPU QNH ONE ZERO TWO ONE FOXTROT TANGO INDIA.

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.

JOIN LEFT BASE GRASS THREE FOUR, COPY THE TRAFFIC

FOXTROT TANGO INDIA.

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.

FOXTROT TANGO INDIA IS JOINING LEFT BASE GRASS THREE FOUR FULL STOP.

FOXTROT TANGO INDIA CONTINUE APPROACH NUMBER TWO BEHIND THE CESSNA ON SHORT FINAL.

NUMBER TWO CESSNA IN SIGHT FOXTROT TANGO INDIA.

You are now back in the familiar circuit pattern again.

TRANSITING CONTROLLED AIRSPACE.

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.

NAPIER TOWER FOXTROT TANGO INDIA

.

FOXTROT TANGO INDIA NAPIER TOWER.

FOXTROT TANGO INDIA IS 5NM SOUTH AT ONE THOUSAND FIVE HUNDRED FEET BOUND WAIROA REQUEST CLEARANCE THROUGH THE ZONE.

FOXTROT TANGO INDIA CLEARED THROUGH THE ZONE TRACK TO WAIROA, ONE THOUSAND FIVE HUNDRED FEET OR BELOW, REPORT ABEAM NAPIER.

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.

CLEARED ON TRACK TO WAIROA, ONE THOUSAND FIVE HUNDRED FEET OR BELOW, WILCO, FOXTROT TANGO INDIA.

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.

CLEARED VIA PUKETAPU, BAYVIEW, TWO THOUSAND FEET OR BELOW WILCO, FOXTROT TANGO INDIA.

FOXTROT TANGO INDIA IS CLEAR OF THE ZONE TO THE NORTH.

FOXTROT TANGO INDIA.

UNCONTROLLED AIRFIELDS

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.

NAPIER TRAFFIC FOXTROT TANGO INDIA IS OVERHEAD WAIPATAKI BEACH AT ONE THOUSAND FIVE HUNDRED FEET INBOUND NAPIER.

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.

NAPIER TRAFFIC FOXTROT TANGO INDIA IS OVERHEAD BAYVIEW ONE THOUSAND FEET JOINING RIGHT HAND DOWNWIND GRASS THREE FOUR.

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.

NAPIER TRAFFIC FOXTROT TANGO INDIA IS RIGHT HAND DOWNWIND GRASS THREE FOUR FULL STOP.

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.

NAPIER TRAFFIC FOXTROT TANGO INDIA IS FINAL GRASS THREE FOUR FULL STOP.

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.

NAPIER TRAFFIC FOXTROT TANGO INDIA IS TAXING TO HOLDING POINT GRASS THREE FOUR.

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.

NAPIER TRAFFIC FOXTROT TANGO INDIA IS ROLLING ON GRASS THREE FOUR, VACATING TO THE SOUTH, TURNING LEFT AFTER TAKEOFF.

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

After approx. 5 minutes give a position report.

NAPIER TRAFFIC FOXTROT TANGO INDIA IS ONE MILE SOUTH EAST OF PUKETAPU AT ONE THOUSAND FEET HEADING SOUTH.

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.

WAIPUKARAU TRAFFIC FOXTROT TANGO INDIA IS THREE MILES NORTH WEST OF WAIPAWA AT ONE THOUSAND FIVE HUNDRED FEET HEADING SOUTH.

FLIGHT INFORMATION REGIONS.

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."

CHRISTCHURCH INFORMATION FOXTROT TANGO INDIA.

FOXTROT TANGO INDIA CHRISTCHURCH INFORMATION.

CHRISTCHURCH INFORMATION FOXTROT TANGO INDIA IS THREE MILES SOUTH OF RANGATIKI AT FIVE THOUSAND FIVE HUNDRED

FEET …………………….

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.

SUMMARY

After a bit of practise, using a radio is not the daunting task it first seems. IT WILL SOON BECOME YOUR FRIEND.

Just remember, especially in congested airspace, if others know you are there they probably won’t bang into you and it's better to call too often than too late.

Controllers are your friends who will help you if necessary and they would rather receive too much information than not enough. Before a flight (especially a cross country) plan things. What frequencies you will use and when.

In many cases the first impression you will give to others will be the competence of your radio work.

REMEMBER THE 6 GOLDEN "P"s

PROPER PREPARATION PREVENTS PISS POOR PERFORMANCE.

I hope that this has been a help in sorting out the unfamiliar world of RADIO and will provide a reference for you to get practice at home before you have the additional problem of an aeroplane. If you don’t find things easy at first, remember you are in good company and only a fool will make fun if you are nervous. Most other Pilots will remember their own first efforts.

GOOD LUCK……SAFE FLYING.

CAA Advisory Circular AC 172-1 Radiotelephone Manual (3.73 MB)

You should refer to your owners manual for instructions on how to adjust frequencies and other operational parameters of the radios you operate.

Microlight aircraft do not require a radio by law but their use is strongly advised and the holding of a current FRTO licence is mandatory for Advanced National Certificate holders.

This rating can be gained by the pilot passing an exam based upon a CAA approved syllabus. Approved bodies for holding these exams are ASL, SAC and RAANZ. Written test papers and syllabus vary between organizations. Your nearest club or RAANZ can advise on the best procedure to gain a rating. Before a microlight pilot is flight tested for a Advanced National Certificate the pilot he must hold an FRTO rating.

• Your radio is a transmitter and receiver( Transceiver)

• When you transmit on that frequency -NO ONE ELSE CAN

VHF signals are line of sight and don't tend to bend around objects like mountains. They do travel for a long distances even when the transmitter is a low power unit like a hand-held , ie 0.6 watts. Quality of the transmission and distance transmitted are largely dependent on quality of the installation especially the aerial setup and quality of the microphone / intercom interface to the radio.

VHF transmissions will be effected by any object between the aerials of the two stations. In some installations transmissions in some directions may be blocked or degraded by parts of the airframe.

• The quality and the strength of the transmitted signal
• What is between the two stations such as airframe parts, terrain, meteorological interference.

HF transmissions bounce off the higher atmospheric layers. They were used extensively for offshore operations and mountainous communication. The clarity of transmissions is more variable than VHF but the range in difficult conditions is much better. HF radios are becoming less common as satellite telephones and digital services have filled the role they have filled in the past.

Transmit Button - Blocks the receiver , livens the mike / intercom and transmits.