Nz Caa Frto cheat sheet

Standard readback items: ATC route clearance (including any level/altitude), runway-in-use, holding instructions, SSR code, altimeter setting, frequency, and any instruction to hold short or cross a runway.

Aircraft callsign is stated first when initiating a call, but ATC places the callsign at the end of an instruction; the readback then leads with the callsign.

Use "ROGER" for acknowledgement only, "WILCO" for compliance, "AFFIRM" for yes, "NEGATIVE" for no; "OVER" and "OUT" are not used on VHF aeronautical channels.

Position report format: callsign, position, time, level, next position and ETA, significant weather or remarks - e.g. "ABC, overhead Karapiro, 25, 4500 feet, proceeding Waiouru, next 35".

When a transmission is garbled, use "SAY AGAIN" (optionally "SAY AGAIN ALL AFTER ..."); to confirm receipt of a readback use "READBACK CORRECT" or "NEGATIVE, I SAY AGAIN".

Numbers in levels and headings are transmitted digit by digit; flight levels as "FLIGHT LEVEL" plus digits (FL 150 = "flight level one five zero"), headings as three digits ("heading zero nine zero").

Altimeter settings are passed as "QNH" plus four digits ("QNH one zero one three"); when below transition altitude, use QNH; at or above, use standard pressure 1013.2 hPa with "FLIGHT LEVEL".

Initial call to a new unit: callsign of the station called, own callsign, position and level ("Christchurch Approach, ZK-ABC, ...").

VHF airband spans 118.000–136.975 MHz in 8.33 kHz or 25 kHz channel spacing; emergency frequency is 121.5 MHz, and 243.0 MHz is the military UHF equivalent.

NZ flight service and enroute information is provided on the 118–136 MHz band; UNICOM and private frequencies must not be used for ATC clearances.

Ground and tower frequencies are listed in the NZ AIP and on aerodrome charts; a frequency change is normally read back with the new frequency digits.

121.5 MHz is monitored for distress; transmitting on it for non-emergency purposes is prohibited. Test transmissions use a shielded dummy load or a discrete frequency.

HF frequencies are used for oceanic and remote areas; SELCAL is used to reduce watch-keeping on HF.

8.33 kHz channel spacing means channel designators differ from the actual frequency (e.g. 118.005, 118.010, 118.015); the displayed frequency is the channel, not necessarily the exact carrier.

Before transmitting, listen out on the frequency to avoid blocking an ongoing exchange; a stuck microphone blocks the channel and is treated as a communications failure.

Frequency coverage and service hours for NZ ATS units are published in AIP New Zealand Vol 4 (AD) and the Enroute Supplement.

Radio failure in VMC: continue in VMC, land at the nearest suitable aerodrome, and report arrival to ATS by the most expeditious means.

Radio failure in IMC (or IMC encountered): maintain the last assigned level for 7 minutes, then climb to the last acknowledged minimum safe altitude, then follow the flight plan route to destination and commence descent at the expected approach time.

Squawk 7600 for radio failure, 7700 for emergency, 7500 for unlawful interference; these codes are set without awaiting acknowledgement.

Transponder failure: advise ATS; ATC will apply non-transponder separation if able, or the flight may be restricted to airspace where a service can be provided.

If two-way communication is lost but the aircraft has a serviceable receiver, continue to listen out on the assigned frequency and squawk 7600.

A communication failure is presumed when repeated attempts on the assigned and backup frequencies fail; try the previous frequency, then the emergency frequency 121.5 MHz.

In NZ, ATC may relay instructions via other aircraft or via the flight information service if direct communication is lost.

After landing following a radio failure, contact ATS by telephone to close the flight plan and confirm safe arrival.

Classes of airspace in NZ: A (all IFR, positive control), C (IFR and VFR, ATC clearance required for all), D (IFR and VFR, ATC clearance required for all, with traffic info), E (IFR controlled, VFR not requiring clearance), G (uncontrolled).

Class C and D require an ATC clearance for both IFR and VFR; Class E requires clearance for IFR only; Class G is uncontrolled and no clearance is required.

Controlled airspace in NZ is depicted on Visual Navigation Charts and IFR Enroute Charts; the lateral and vertical limits are published in AIP New Zealand Vol 1 (ENR).

Mandatory transponder airspace requires a serviceable Mode A/C or Mode S transponder; NZ requires transponders in most controlled airspace above specified levels.

Special Use Airspace includes restricted, danger, military operating areas, and parachute areas; entry requirements are published with each area.

The NZ Domestic FIR is bounded by the Auckland Oceanic FIR; the boundary and FIR details are in AIP NZ ENR 2.

Low Flying Zones and General Aviation Areas are published in AIP NZ; they do not remove the requirement to comply with the applicable airspace rules.

A clearance into controlled airspace is not implied by a flight plan; a pilot must obtain an explicit ATC clearance before entering Class C or D airspace.

ATS services: aerodrome control (Tower), approach control (Approach/Radar), area control (Centre), and flight information service (FIS); each has defined responsibility and frequencies.

A clearance is an authorisation to proceed under specified conditions; it does not authorise deviation from regulations or from an instruction to hold short.

Readback is mandatory for: route clearances, altitude/level instructions, headings, speed instructions, runway-in-use, SSR codes, altimeter settings, frequency changes, and hold-short or crossing instructions.

An ATC instruction must be read back and complied with; if a pilot cannot comply, they must advise ATC immediately ("UNABLE").

A "LINE UP AND WAIT" clearance permits entering the runway but not taking off; a take-off clearance is a separate instruction and must be read back.

Conditional clearances ("...after the landing Dash 8") must be read back in full, including the condition.

A "CLEARED FOR THE APPROACH" clearance and a "CLEARED TO LAND" clearance are distinct; each must be read back.

If a readback is incorrect, ATC will transmit "NEGATIVE, I SAY AGAIN" followed by the corrected instruction; the pilot must read back again.

AIP New Zealand is published in four volumes: GEN (general), ENR (enroute), AD (aerodromes), and SUP (supplements); amendments are issued by AIP Supplement and AIRAC cycle.

AIRAC cycles take effect every 28 days; changes affecting procedures, frequencies, or airspace are published in advance on the AIRAC cycle effective date.

NOTAMs are issued for temporary changes and are distributed via the NZ NOTAM office; they take precedence over published AIP text for the period stated.

Visual Navigation Charts (VNC) and IFR Enroute Charts depict airspace, frequencies, and navigation aids; charts are amended to align with AIRAC cycles.

AIP Supplements are used for temporary changes of long duration or significant operational impact; they remain in force until cancelled or incorporated into the AIP.

The Aeronautical Information Publication includes aerodrome data (runway dimensions, declared distances, lighting) and is the source for flight planning.

METAR and TAF are issued for NZ aerodromes; SPECI is issued when conditions change significantly, and trend forecasts may be appended.

Pilot reports (PIREP) of hazardous weather are passed to ATS and are used to update forecasts and warnings.

Distress call: "MAYDAY, MAYDAY, MAYDAY" followed by callsign, nature of distress, position, level, intentions, and persons on board; repeat until acknowledged.

Urgency call: "PAN PAN, PAN PAN, PAN PAN" for urgent but non-immediate danger; the same content format applies as for MAYDAY.

Squawk 7700 for emergency, 7600 for radio failure, 7500 for unlawful interference; set without awaiting acknowledgement.

On 121.5 MHz, transmit the distress message and, if time permits, activate the ELT; the ELT transmits on 406 MHz (COSPAS-SARSAT) and 121.5 MHz.

NZ CAA rules: Part 91 (general operating rules), Part 121/125/135 (air transport), Part 61 (licensing), Part 43/145 (maintenance); FRTO is examined under the radio telephony and ATS provisions of Part 91 and related advisory material.

The Civil Aviation Authority of New Zealand (CAA) is the regulator; the Transport Accident Investigation Commission (TAIC) investigates accidents and incidents independently.

Pilots must report accidents and incidents to the CAA and, where applicable, to TAIC; mandatory occurrence reporting is required under the Civil Aviation Act 1990.

Emergency descent and emergency communications take priority; ATC will clear airspace and provide assistance, and pilots must follow ATC instructions unless safety requires otherwise.