enr 1.1 general rules and procedures

ENR 1.1 - 1AIP New Zealand

© Civil Aviation Authority

ENR 1.1 GENERAL RULES AND PROCEDURES

1 GENERAL RULES

1.1 CAR Part 91

1.1.1 General operating and flight rules for the operation of civil aircraftare prescribed in CAR Part 91.

1.2 Abbreviated Aircraft Callsigns

1.2.1 In accordance with ICAO Annex 10 Vol II, after satisfactorycommunication has been established, and provided that no confusion islikely to occur, operators of foreign registered aircraft may use anabbreviated callsign consisting of:

(a) the first and at least the last two characters of the aircraftregistration — e.g. N57826 may be abbreviated to N26 or N826;(Note: Either the name of the aircraft manufacturer or of the aircraftmodel may be used in place of the first character CESSNA FABCDmay be abbreviated to CESSNA CD or CESSNA BCD).

(b) the telephony designator of the aircraft operating agency, followedby at least the last two characters of the callsign e.g. VARIG PVMAmay be abbreviated to VARIG MA or VARIG VMA.

1.2.2 There is no abbreviated form of the telephony designator of theaircraft operating agency, when followed by the flight identification.

2 COMMUNICATION PROCEDURES — AUCKLAND OCEANIC FIR

2.1 General

2.1.1 Aircraft operating within the Auckland OCA/A, and aircraft operatingIFR within the Auckland Oceanic FIR, are required to maintain a continuouslistening watch with the appropriate Air/Ground radio station or ATC sectoras advised. This can be achieved by the use of direct speech VHF RTF, HFvoice, or datalink. The requirement to maintain a continuous listeningwatch using HF can be met by the use of SELCAL.

2.1.2 On reaching the New Zealand FIR boundary, or when instructed byOceanic Control, aircraft entering the New Zealand FIR must establishcontact on VHF RTF with the appropriate area control centre. Aircraftvacating the New Zealand FIR must transfer communications as instructedby ATC.

Effective: 14 SEP 17

ENR 1.1 - 2 AIP New Zealand


3 COMMUNICATIONS PROCEDURES — NEW ZEALAND FIR

3.1 General

IFR

3.1.1 During flight, aircraft operating under IFR must maintain listeningwatch as required by the appropriate authority and must not cease watch,except for safety reasons, without informing the aeronautical station(s)concerned. When operating as a controlled flight, aircraft must not changefrequency until instructed to or authorised by ATC.

VFR

3.1.2 The pilot of an aircraft operating VFR is required to contact ATS foran ATC clearance:

(a) prior to operating on the manoeuvring area of a controlledaerodrome; and

(b) prior to entering class C or D airspace.

3.1.3 The pilot of an aircraft operating VFR is required to contact ATS:

(a) before entering a restricted area or military operating area whereATC is the administering authority for the area;

(b) before entering a general aviation area where that area requiresprior notification to, or approval from ATC, to activate the area; and

(c) to cancel or amend a SARTIME before the time expires.

3.1.4 It is recommended that the pilot of an aircraft operating VFR contactATS if:

(a) an ATC service may be of use; and

(b) NOTAM or weather information is required.

Flight Information Service Communications (FISCOM)

3.1.5 When operating under VFR in Class G airspace, the pilot of anenroute aircraft should communicate with the nearest FIC or ATS unit. If,because of intervening terrain, or for any other reason, this is not possible,the following alternatives are suggested:

(a) Try to establish communication with any ATS unit, selecting LRGfrequencies (as per the FISCOM charts in Figures GEN 3.4-2 andGEN 3.4-3).

(b) Increase altitude if practicable.

(c) Request another aircraft to relay your report.

(d) Transmit the report blind in the hope that someone may hear.




ELT

3.1.6 The carriage of an emergency locator transmitter (ELT) ismandatory within New Zealand territory. For this reason, in accordancewith ICAO Standards and Recommended Practices, aircraft are required tocontinuously guard the international emergency frequency 121.5 MHz. Thisrequirement does not apply when aircraft are carrying out communicationson other VHF channels, or when airborne equipment limitations or cockpitduties do not permit simultaneous guarding of two channels.

4 POSITION REPORTING IN AUCKLAND OCEANIC FIR

4.1 General

4.1.1 When on ATS routes in the Auckland Oceanic FIR, aircraft mustreport position at compulsory reporting points and waypoints. Aircraft mustalso report position at intersection waypoints where these are used in theroute field of the flight plan.

4.1.2 When on uncharted (random) routes, aircraft are to report positionat intervals of 5° or 10° of latitude or longitude (latitude if the track ispredominantly north–south, longitude if east–west). If the aircrafttraverses 10° in 1 hour and 20 minutes or less, 10° is to be used. Aircrafton diagonal tracks are to report at intervals not exceeding 1 hour and 20minutes.

4.1.3 Where an aircraft is flying a company generated uncharted route(user preferred random route), all waypoints published for these routes arecompulsory reporting points except where these waypoints coincide withpublished non-compulsory reporting points or waypoints on an ATS route.

4.1.4 Aircraft that have deviated off track are to report abeam anyreporting point or waypoint.

4.1.5 Additional position reports are to be transmitted as requested byATC.

4.1.6 When reporting using Voice or CPDLC the “Position” and “NextPosition” shall only contain compulsory reporting points or waypointsunless requested otherwise by ATC. The “Ensuing Significant Point” may beeither the compulsory or non-compulsory reporting point or waypoint afterthe “Next Position”.

Effective: 29 MAR 18



4.2 Using Voice

4.2.1 When reporting using Voice the AIREP form of report is to be used.Refer Table ENR 1.1-2 for format.

4.2.2 When on ATS routes, aircraft must transmit section 1 of the AIREPat compulsory reporting points, designated compulsory MET reportingpoints and waypoints. Section 3 of the AIREP is required at compulsoryMET reporting points by aircraft using CPDLC only.

4.2.3 When on uncharted routes, aircraft must transmit section 1 of theAIREP at all fixes defining the route.

4.3 Using CPDLC

4.3.1 When reporting using CPDLC, aircraft are required to downlink aCPDLC position report:

(a) after an initial CPDLC connection when inbound from an area notproviding CPDLC services; and

(b) after the completion of a CPDLC connection transfer; and

(c) at the FIR boundary on entry to the Auckland Oceanic FIR (includesoutbound from New Zealand); and

(d) at compulsory reporting points; and

(e) when requested by ATC.

4.4 Using ADS-C

4.4.1 Aircraft reporting position via ADS-C are not required to downlinkCPDLC position reports or report position using voice except:

(a) that a CPDLC position report is required at the FIR boundary onentry to the Auckland Oceanic FIR (includes outbound from NewZealand); and

(b) when requested by ATC.

4.5 Variation in True Airspeed

4.5.1 In order to support cost index or economic speeds and maintainATC separation spacing, pilots will use the following procedures in theNZZO FIR.

4.5.2 A pilot will inform ATS via voice or CPDLC each time the cruisingMach number varies or is expected to vary by a value equal to or greaterthan 0.02 Mach from:

(a) the Mach number at FIR entry, or

(b) any subsequent speed change notified to ATS in flight.




4.6 Revision to Estimates

4.6.1 Except when reporting position via ADS-C, pilots must reportimmediately to ATC a corrected estimate for the next significant point atany time it becomes apparent that an estimate previously submitted is inerror in excess of two minutes.

5 POSITION REPORTING UNDER IFR IN NEW ZEALAND FIR

5.1 General

5.1.1 The pilot of an aircraft flying in accordance with IFR must complywith the position reporting procedures detailed in the following paragraphs.

5.1.2 After any frequency change, when no position report is required inaccordance with the following procedures, pilots must advise callsign andcruise level, or callsign and level climbing/descending to.

5.1.3 Except when aircraft are maintaining an ATC required speed, anyvariation of average true airspeed, between reporting points, of plus orminus five percent must be notified to ATC as soon as possible.

5.1.4 When it becomes apparent that an estimate previously submitted isin error by in excess of two minutes, pilots must immediately report toATC a corrected estimate for the next significant point. This does not applywhen reporting position via ADS-C.

5.2 Distance Reference

5.2.1 In all cases, where distance information is provided as part of aposition report, the distance reference is to be included. Examples are asfollows:

(a) “20 QUEENSTOWN DME”; or

(b) “31 GPS NAPIER VOR”; or

(c) “12 MILES FROM TOUCHDOWN” (if on ILS/DME or LOC/DMEapproach); or

(d) “3 MILES FROM FINAL APPROACH FIX” (if on RNAV approach).




5.3 Aircraft Equipped with an Operative Transponder

5.3.1 When identified, an IFR flight equipped with an operativetransponder may discontinue updates to ETA, and enroute positionreports:

(a) over designated reporting points and navigation aids;

(b) on reaching or leaving assigned levels;

(c) when transmitting full text reports after changing frequency to anew ATC unit or sector.

All other position reports are required.

5.3.2 Aircraft under control of the following Towers must make allrequired position reports:

Gisborne Napier New Plymouth NelsonDunedin Invercargill Queenstown

5.3.3 Aircraft without serviceable MODE C are required to carry out allstandard altitude reporting procedures.

5.4 Position Reporting on Departure

5.4.1 At aerodromes where approach control is provided by Auckland,Ohakea, Wellington or Christchurch Control pilots are required to reportairborne as soon as practicable after take-off. Airborne reports mustcontain the following information in the order listed:

(a) identification: report radio callsign; and

(b) altitude: report altitude to the nearest 100 ft, followed by thephrase “CLIMBING TO” followed by the cleared altitude or flightlevel of the initial portion of the flight.

5.4.2 At all other aerodromes pilots are required to make a departurereport as soon as practicable after take-off. Departure reports must containthe following information in the order listed:

(a) identification: report radio callsign;

(b) the estimated set heading time in minutes past the hour;

(c) the altitude to the nearest 100 ft, followed by the phrase“CLIMBING TO” followed by the cleared altitude or flight level of theinitial portion of the flight; and

(d) significant point/fix where the ATS route is joined: state significantpoint and ETO in minutes past the hour.

Effective: 5 FEB 15



5.5 Position and Altitude Reporting Enroute

5.5.1 Except when under radar control, pilots must report position:

(a) when over each designated compulsory reporting point andnavigation aid, or if the route is not defined by reporting points atintervals not exceeding 30 minutes;

(b) prior to entry into controlled airspace;

(c) on initial contact with each ATC unit or sector; and

(d) at other times when so requested by ATC.

5.5.2 In addition, pilots must report reaching and leaving assigned levels(selected levels if outside controlled airspace).

5.5.3 Position reports must contain the following information in the orderlisted:

(a) identification: report radio callsign;

(b) position:

(i) use the identification of the navigation aid or name ofreporting point over which the report is being made; or

(ii) report distance from the ATC nominated navigation aid orreporting point; or

(iii) prefix the name of the reporting point by the word “abeam”when not immediately overhead the reporting point; or

(iv) report bearing and distance from a significant geographicalfeature, navigation aid or reporting point; or

(v) if the position cannot be defined as above, report position inlatitude and longitude.

(c) time: report time in minutes past the hour. The time reported mustbe the actual time of the aircraft at the position and not the time oftransmission;

(d) FL or altitude: report FL or altitude to the nearest 100 ft. If thereported flight level or altitude is not in accordance with the table ofcruising levels (see Table ENR 1.7-2) prefix the level with“non standard”. In addition, if climbing or descending report“CLIMBING TO” or “DESCENDING TO” as appropriate and the levelthe aircraft is climbing or descending to;

(e) next position and time over: state the position at which the nextreport will be made and estimated time over the position in minutespast the hour; and

(f) ETA: when the route is outside controlled airspace and not definedby designated reporting points, include ETA at the aerodrome offirst intended landing, expressed in hours and minutes.

Effective: 5 FEB 15



5.6 Position Reporting When Holding in Controlled Airspace

5.6.1 Unless otherwise instructed by ATC, aircraft that have beeninstructed to hold must report:

(a) When first crossing the aid/fix to carry out an entry.

(b) When established in the holding pattern after carrying out a Sector1 or 2 entry.

(c) Training aircraft — when inbound in the holding pattern to theaid/fix and requesting an instrument approach or onwardsclearance.

(d) When crossing the aid/fix on vacating the holding pattern.

5.7 PositionReportingDuring aSTARand InstrumentApproachat aControlledAerodrome

5.7.1 Unless otherwise instructed by ATC, the pilot of an aircraft clearedfor a STAR and an instrument approach must report as applicable:

(a) At the significant point associated with the commencement of aSTAR.

(b) When overhead the navigation aid prior to commencing reversalturn.

(c) When overhead the navigation aid outbound for procedure/baseturn.

(d) When established on DME ARC.

(e) When crossing the Initial Approach Fix (IAF) on GNSS approach.

(f) When commencing procedure or base turn leading to final approach.

(g) When establishing on final approach from a DME ARC orprocedure/base turn.

(h) Following radar vectoring when established on final approach.

(i) When crossing the Intermediate Approach Fix (IF) on GNSSapproach.

(j) When crossing the Final Approach Fix unless the pilot has reportedvisual and received an acknowledgement from the Tower.

(k) When the ground or water becomes continually visible and flight byinstruments is no longer required.

(l) When commencing a missed approach procedure.

Effective: 5 FEB 15



5.7.2 The pilot of an aircraft making missed approach must report thefollowing information in the order listed:

(a) identification: report radio callsign; and

(b) altitude: the phrase “CLIMBING TO” followed by the cleared altitudeor flight level of the initial portion of the flight.

5.8 Position Report During Visual Approach at a Controlled Aerodrome

5.8.1 When changing frequency to aerodrome control, the pilot of anaircraft cleared to make a visual approach must report:

(a) identification: report radio callsign, followed by the phrase “VISUALAPPROACH”;

(b) position:

(i) distance and direction from aerodrome; or

(ii) distance and on final approach; or

(iii) position in the circuit; or

(iv) position relative to promulgated visual reporting point.

(c) altitude, and altitude descending to, if a restriction has beenimposed.

Effective: 5 FEB 15



6 POSITION REPORTING UNDER BOTH IFR AND VFR

6.1 Position Reporting at AFIS Aerodromes

6.1.1 Pilots of all aircraft operating outside controlled airspace below3000 ft AGL within a radius of 10 NM of an AFIS attended aerodrome arerequired to maintain a continuous listening watch on the frequency listedin the COM box on the aerodrome chart and make the inbound, in circuit,taking off, and in transit calls listed below.

(a) Inbound:

(i) overhead the navigation aid serving the aerodrome, orcommencing instrument approach, or when established on aDME arc; and

(ii) when established on final approach; and

(iii) at the termination of the instrument procedure, i.e. whenbreaking off from the procedure to proceed in VMC to theaerodrome; and

(iv) immediately before joining the aerodrome traffic circuit.

(b) In circuit: downwind when abeam the upwind end of the RWY.

(c) Taking off:

(i) when about to taxi to the take-off position; and

(ii) immediately before take-off. If leaving the aerodrome trafficcircuit, the direction of flight should be indicated.

(d) In transit: between 5–10 NM from the aerodrome.

6.1.2 Example: “MILFORD FLIGHT SERVICE CHIEFTAIN PAPA KILOCHARLIE DOWNWIND ONE THOUSAND FEET LANDING RUNWAY TWONINE”.

6.1.3 The first aircraft call is to be preceded by the name of theaerodrome followed by the words “FLIGHT SERVICE”.

6.2 Position Reporting at Unattended Aerodromes

6.2.1 Unattended aerodromes include controlled or AFIS aerodromesoutside the hours of attendance.

6.2.2 Pilots of all aircraft operating outside controlled airspace below3000 ft AGL within a radius of 10 NM of an unattended aerodrome shouldmaintain a continuous listening watch on the frequency listed in the COMbox on the aerodrome chart, or on 119.1 MHz if there is no such chart.

Effective: 9 FEB 12



6.2.3 For the benefit of other traffic, pilots should broadcast their position,altitude and intentions as listed below:

(a) Inbound:

(i) overhead the radio aid serving the aerodrome, orcommencing instrument approach, or when established on aDME arc; and

(ii) when established on final approach; and

(iii) at the termination of the instrument procedure, i.e. whenbreaking off from the procedure to proceed in VMC to theaerodrome; and

(iv) immediately before joining the aerodrome traffic circuit.

(b) In circuit: downwind when abeam the upwind end of the RWY.

(c) Taking off:

(i) when about to taxi to the take-off position; and

(ii) immediately before take-off; if leaving the aerodrome trafficcircuit, the direction of flight should be indicated.

(d) In transit: between 5–10 NM from the aerodrome.

6.2.4 Each aircraft transmission is to be preceded by the name of theaerodrome, followed by the word: “TRAFFIC”.

6.2.5 Example: “TIMARU TRAFFIC CESSNA FOUR ZERO TWO ALFA BRAVOCHARLIE DOWNWIND ONE THOUSAND FEET LANDING RUNWAY TWOZERO”.

7 POSITION REPORTING UNDER VFR IN NEW ZEALAND FIR

7.1 Position Reports Required

7.1.1 The pilot of an aircraft operating under VFR is required to reportposition:

(a) when requesting clearance to enter Class C and D airspace;

(b) when requested by ATC when operating within Class C and Dairspace;

(c) prior to entry, at specified interval while operating within, andexiting a MBZ; and

(d) prior to entry into a restricted area or military operating area whereATC is the administering authority for that area.

Effective: 21 JUL 16



7.2 Position Reports Recommended

7.2.1 The pilot of an aircraft operating under VFR is recommended toreport position at regular intervals:

(a) when on a cross country flight; and

(b) to the TWR when on a local flight.

7.3 Content of Visual Position Reports

7.3.1 Visual position reports should contain those elements of thefollowing as applicable to the reason for the report:

(a) identification;

(b) SSR code (if on discrete code);

(c) position;

(d) time;

(e) altitude;

(f) intended route;

(g) next landing point; and

(h) ETA at next landing point.

8 ATC CLEARANCES

8.1 General

8.1.1 CAR 91.245 and 91.247 prescribe that airspace in which an ATCclearance is required. Rule 91.225 prescribes the requirements for ATCclearances when operating at an aerodrome where ATC is in attendance.

8.1.2 Clearances (and compliance with them) are required by:

(a) all aircraft, helicopters, vehicles, equipment and pedestrians tooperate on the manoeuvring area at a controlled aerodrome whenATC is in attendance;

(b) IFR flights in Class C or D airspace; and

(c) VFR flights in Class C or D airspace.

8.1.3 A clearance that requires a readback (see 8.2.1) is not deemed tobe in effect until it has been read back correctly.

8.1.4 Where a clearance is delivered using CPDLC, if the instruction isunderstood and will be complied with the Air Traffic Services Unit (ATSU)will receive a downlink “WILCO” message. Where the terms of theclearance or instruction cannot be complied with the ATSU will receive adownlink “UNABLE” message.

Effective: 4 FEB 16



8.1.5 A successful DCL transaction meets the requirements for clearancedelivery and readback.”

8.1.6 An ATC clearance is an authorisation for an aircraft to proceed underconditions specified by ATC and only in so far as controlled airspace andknown air traffic is concerned.

8.1.7 An ATC instruction is a directive issued by ATC for the purpose ofrequiring a pilot to take specific action. For the purposes of AIP NewZealand, “clearance” and “instruction” will have the same meaning.

8.1.8 ATC clearances are issued only when an ATC service is beingprovided and do not absolve the pilot from compliance with Civil AviationRules, or any procedures established for ensuring safety of flight, or forany other purpose. If a pilot requests a clearance which appears tocontravene a Civil Aviation Rule then ATC will:

(a) pass all known information relative to the safety of the flight; and

(b) issue a clearance based on ATM; and

(c) log an airspace incident report.

8.1.9 The issuance of a transponder (squawk) code, by itself, does notconstitute a clearance to enter controlled airspace.

8.1.10 For safety reasons ATC may suspend one or all VFR (includingSVFR) operations within a control zone or at a controlled aerodrome.

8.1.11 An ATC clearance may not be withheld except:

(a) for traffic reasons (applies to IFR and VFR flights); or

(b) where ATC cannot accommodate traffic additional to that alreadyaccepted due to limitations of equipment, procedures,environmental conditions, or other similar factors; or

(c) for non-payment of Airways dues (this will only apply for adeparting aircraft to taxi onto a manoeuvring area of a controlledaerodrome).

8.1.12 If an ATC clearance is not acceptable to the pilot, an alternativeclearance may be requested.

8.1.13 CAR 91.245 requires that an ATC clearance be obtained prior tooperating an IFR flight, or a portion of an IFR flight, in controlled airspace.Such a clearance must be requested following the submission of a flightplan to an ATS unit.

Effective: 4 FEB 16



8.2 Clearance Readback Requirements

8.2.1 Except as indicated in 8.2.2, a pilot is required to acknowledgereceipt of the following ATC clearances, information or instructions, whichare transmitted by voice, by a full readback followed by the aircraftcallsign:

(a) ATC route, approach and departure clearances including anyamendment thereof;

(b) clearances to VFR flights to operate within controlled airspace,including entering or vacating the circuit;

(c) clearances and instructions (including conditional clearances) tooperate on the manoeuvring area at a controlled aerodromeincluding:

(i) clearances and instructions to land on or take-off from anyrunway;

(ii) clearances and instructions to enter, cross, taxi on, orbacktrack on any runway;

(iii) instructions to remain on or hold clear of any runway;

(iv) taxi instructions including a taxi route and holding positionwhere specified.

(d) runway-in-use;

(e) SSR codes;

(f) level instructions;

(g) heading and speed instructions;

(h) altimeter settings; and

(i) frequency, after frequency change instructions.

8.2.2 The following exceptions are permitted (although it should be notedthat in all cases conditional clearances must be read back in full):

(a) Aircraft waiting to cross a runway may acknowledge an instructionto cross with the phrase “CROSSING (callsign)”.

(b) When a VFR aircraft is cleared by ATC to route via a publishedarrival or departure procedure that is identical to that initiallyrequested by the pilot, there is no requirement for the pilot toreadback the clearance in full. The aircraft must transmit its callsignas an acknowledgement.

8.2.3 Where a route clearance is passed to another ATS unit or aircraftfor relay, a readback must be made by the receiver to the originator ofthe clearance.




8.2.4 ATC will listen to the read back to ascertain that the clearance orinstruction has been correctly acknowledged by the flight crew and willtake immediate action to correct any discrepancies revealed by thereadback.

8.2.5 When instructions are received that do not require a full readbackthey must be acknowledged in a manner which clearly indicates that theyhave been understood and accepted. “WILCO” will generally suffice in thiscase.

8.2.6 Messages that do not require a readback must be acknowledged bythe aircraft transmitting its callsign.

8.2.7 Where there is difficulty in reading a transmission, a readbackshould be made or requested to verify the content.

Acknowledgement of Traffic Information

8.2.8 Within Class C or D airspace traffic information is to beacknowledged by the phrase “COPIED THE TRAFFIC (callsign)” or “TRAFFICIN SIGHT (callsign)” as appropriate.

8.2.9 Traffic information passed to an IFR aircraft about another IFRaircraft in Class G airspace is to be acknowledged as follows:

(a) where NO REPORTED TRAFFIC is passed the reply is “NIL TRAFFIC(callsign)”; and

(b) where traffic information is passed the reply is “COPIED THETRAFFIC (callsign)”.

8.3 IFR Clearance Contents

8.3.1 ATC clearances based on IFR flight plans contain the following:

(a) radiotelephony call sign;

(b) clearance limit;

(c) route of flight;

(d) level(s) of flight for the entire route or part thereof and changes oflevels if required; and

(e) any necessary instructions or information on matters such asapproach or departure manoeuvres, communications, and the timeof expiry of the clearance.

Runway-in-use at:

O destination, or

O a controlled aerodrome adjacent to destination, or

O a controlled aerodrome adjacent to aerodrome of departure,

may be included as part of the route of the flight.




8.4 Standard Route Clearance Delivery System

8.4.1 Standard route clearances depicting designated routes betweenpairs of aerodromes servicing regular flights within the New Zealand FIRare published in AD 2, in the arrival/departure section of the departureaerodrome. These routes are:

(a) the ATS preferred route(s) between ADEP and ADES; and

(b) the most direct, commonly used route between ADEP and ADEStaking into account ATM requirements (primary designated route);or

(c) alternative routes between ADEP and ADES, taking into accountoperational requirements where flight is precluded on the primaryroute (secondary designated routes); or

(d) routes specified for special or restricted use.

8.4.2 The composition of a standard route clearance will be as follows:

Example: WNNR3

Where:

WN is the aerodrome of departure (ADEP): Wellington

NR is the destination aerodrome (ADES): Napier

3 is the plan validity number (1 thru 3 for the primaryroute, 4 thru 6 for the secondary route, and 7 thru 9for an extra route).

Any change of any element of the route field of astandard route clearance will necessitate a change inthe plan validity number.

8.4.3 The route field defines the route to be flown expressed as an ATSroute designator, and may include a significant point followed by a furtherATS route designator, and so on. Where the departure aerodrome is notlocated on or connected to the ATS route, the NAVAID or waypoint wherethe route is joined is listed, followed by the ATS route designator. Theroute field may terminate with the NAVAID or waypoint serving theinstrument approach to the ADES where the ADES is not connected to theATS route.

8.4.4 A standard route clearance may have more than one route option,being either:

(a) via defined ATS routes based on the runway-in-use at theaerodrome of departure, or

(b) via defined ATS routes based on the runway-in-use at a controlledaerodrome adjacent to the aerodrome of departure, or

(c) via defined ATS routes, or arrival procedures applicable to therunway-in-use at the aerodrome of destination, or a combination ofboth, or

(d) via defined ATS routes applicable to the runway-in-use at acontrolled aerodrome adjacent to the aerodrome of destination.

Effective: 26 MAY 16



8.4.5 When a standard route clearance with more than one route option isused, and the route option is based on the runway-in-use at ADES, theroute clearance issued will include either:

(a) The standard route clearance designator and runway-in-use atADES; or

(b) The standard route clearance designator and arrival procedure to beflown as per the runway-in-use at ADES; or

(c) The arrival procedure to be flown as per the runway-in-use at ADES.

8.4.6 Where a standard route clearance with more than one route optionis used, and the route option is based on the runway-in-use at ADEP, thepilot is to operate on the route applicable to the runway-in-use at ADEP.

8.4.7 For traffic management purposes, some route fields may containdiversionary climb requirements, ATC maintains, climb requirements, orhave altitude figures appended in brackets.

8.4.8 Altitude figures appended to the standard route clearance relate to:

(a) an MFA applicable to permanent special use airspace; or

(b) a MNM or MAX altitude applicable to the use of the standard routeclearance; or

(c) where two or more options are available they relate to high/lowlevel or primary/secondary options; or

(d) ATM requirements.

8.4.9 The clearance will normally be passed in response to a pilot advisinglevel and alternate requirements prior to start. The SID will normally beissued in conjunction with the clearance, but at some domestic aerodromesdeparture and separation instructions will be issued separately.

8.4.10 The departure aerodrome will not be included in the clearance, andif the level instructions involve an altitude, the word “AT” will be usedbetween the route instructions and the level instructions.

Examples:

Cleared Napier 3 FL170 Titahi Bay 2 departure Squawk 5330or

Cleared Nelson 3 at 10000 feet South 1 Foxtrot departureSquawk 5717

8.4.11 The clearance must be read back as issued.

8.4.12 When a pilot wishes to change the route details of a flight plannedon a designated route, a request detailing the route shall be made to ATSprior to start. There may be some delay involved in the issue of a clearancein such instances due to the extra coordination required within the ATCsystem. A full route clearance will be issued. It is the pilot’s responsibility(and not a designated agent) to give notification of such a change.




8.4.13 Alternatively a pilot can advise prior to starting of a change from thefiled standard route clearance to another standard route clearance. Ifacceptable to ATS the clearance will be issued using the new standardroute clearance to define the route.

8.4.14 Standard route clearances are available for use by all operators.

8.5 IFR Clearance Limit

8.5.1 The IFR clearance limit will be the aerodrome of first intendedlanding, a significant point, or airspace boundary.

8.5.2 An IFR clearance will normally be issued from aerodrome ofdeparture to the aerodrome of first intended landing except:

(a) where a pilot intends to carry out a number of instrumentapproaches at one or more aerodromes, the clearance limit will bethe aerodrome at which the first approach is to be made; or

(b) where a pilot intends to operate in an operational area, such as aMOA or GAA, the clearance limit will be specified as the operationalarea or other suitable point.

8.5.3 When a pilot intends to leave controlled airspace, or leave andsubsequently re-enter the same or other controlled airspace on the samecontinuous route, the IFR clearance limit will normally be the aerodrome offirst intended landing. Such a clearance, or revisions to it, will apply only tothose portions which are conducted in controlled airspace. Trafficinformation will be provided for those portions outside controlled airspace.

8.6 Route Instructions

8.6.1 The route to be followed will be described:

(a) by using a standard route clearance; or

(b) by using a standard route clearance and the arrival procedure ataerodrome of destination; or

(c) by using the arrival procedure for the aerodrome of destinationprovided that the arrival procedure commences at or adjacent to theaerodrome of departure; or

(d) by using the phrase “VIA FLIGHT PLANNED ROUTE” provided thatthe route to be followed is identical to that in the flight plan; or

(e) by using the word “VIA” followed by a detailed description of theroute, using reporting points, and/or ATS routes; or

(f) by using the word “VIA” followed by a detailed description of theroute up to and including the point at which the flight is to rejointhe route in the flight plan, followed by the phrase “THEN FLIGHTPLANNED ROUTE”.

Note: In this option the flight planned route can be a standard routeclearance.

Effective: 12 FEB 09



8.6.2 When a detailed description of the route is required, a full routeclearance will be issued using one, or a combination of, the followingmethods:

(a) by using the word “VIA” followed by all the reporting points neededto identify the route; or

(b) by using the word “VIA” followed by one or more route designators.

8.6.3 The phrase “VIA FLIGHT PLAN ROUTE” or any similar term will notbe used by ATS when:

(a) issuing a reclearance; or

(b) where there is any change to the route in the original filed flightplan; or

(c) where the pilot has requested, in any form, a change to the route;or

(d) where the pilot or ATS have doubts as to which route the aircraft isto take.

8.6.4 In these cases a full route clearance should be requested and/orissued. When more than one route is available between departure anddestination, departure and/or route instructions will include sufficientinformation to ensure the pilot is aware of the route held by ATC in theflight plan.

Direct Routing

8.6.5 Details on Direct Routing are contained in ENR 1.6 section 4.11.

8.7 Level Instructions

8.7.1 Levels issued to IFR flights in an ATC clearance will enable the flightto be conducted at or above the MFA for each applicable route sector,except that:

(a) compliance with MEA or MRA is not required if the aircraft hasapproved enroute area navigation equipment (i.e. GNSS); and

(b) radar display contour levels may be used for aircraft under radarcontrol; and

(c) an approved area MSA may be used where the aircraft is expectedto be established enroute under radar control and no lateralseparation restrictions apply.

8.7.2 For aircraft on un-evaluated routes 8.7.1 (b) and (c) apply.

Effective: 9 APR 09



8.7.3 Level instructions may include when necessary:

(a) block levels, and if necessary, the point to which the clearance isvalid with regard to the level(s); and

(b) levels at which specific reporting points or waypoints are to becrossed; and

(c) the place or time for starting climb or descent; and

(d) the (minimum or maximum) rate of climb or descent; and

(e) detailed instructions concerning departure or approach levels.

8.7.4 When approving pilot requests for levels that are not in accordancewith the IFR table of cruising levels, ATC units will prefix the levelinstructions with “non-standard”.

Block Levels

8.7.5 A block level is defined as a section of airspace with specified lowerand upper limits on a specific track or within a defined portion of airspace.

8.7.6 An aircraft cleared to operate within a block level has completefreedom to change levels within the block level, at pilot discretion,providing the lower and upper limits are not exceeded.

8.7.7 Except when extreme weather or impaired aircraft operationconditions exist, block levels may be approved provided that other aircraftare not denied the use of part of that airspace contained in the block.

8.8 IFR Departure Instructions

8.8.1 Departure instructions will be included as part of the ATC clearance,and may consist of one or more of the following:

(a) depart via a published IFR departure procedure;

(b) depart climbing above the Enroute descent (Distance) orVORSEC/VORTAC chart steps;

(c) by day only, depart visually maintaining own terrain clearance toroute minimum safe altitude of the initial portion of the flight, or aspecified altitude or position (Visual Departure);

(d) climb on a specified track, radar heading or radar SID within anevaluated climb sector.

8.8.2 A SID or IFR departure procedure, apart from providing adequateterrain and obstruction clearance during the initial climb to route MSA, alsoprovides a means of vacating the aerodrome to a point clear of trafficwhere an aircraft can then intercept the cleared route. When the aircrafthas completed a departure procedure which does not terminate on theaircraft’s cleared route, the aircraft must regain track by making astandard 30_ intercept. The aircraft should turn in the direction that coversthe least track miles.

Effective: 11 FEB 10



8.8.3 Pilots not wishing to observe the departure instructions specified inthe clearance must advise ATC and nominate the procedure required.

8.8.4 Aircraft departing visually maintaining own terrain clearance mustintercept their cleared route or track as soon as practicable after take-off.

Departure Climbing on Track using Enroute Descent (Distance) orVORSEC/VORTAC Chart Steps

8.8.5 By day, when departing climbing on track above distance orVORSEC/VORTAC chart steps, the pilot must maintain terrain clearancevisually to the lowest step altitude. By night or in IMC a published IFRdeparture procedure must be followed until the lowest step altitude hasbeen attained. The climb performance of the aircraft must provideadequate clearance above subsequent steps without deviation from track.

8.8.6 Each step must be crossed not below the minimum altitudepublished against the subsequent step. Minimum safe altitude must beachieved prior to the last step.

8.8.7 DME failure prior to reaching minimum safe altitude will normallyinvolve a return towards the departure aid until minimum safe altitude isreached. ATC must be advised immediately.

8.8.8 GNSS is not to be used for this procedure unless the pilot has areadout of the distance from the reference point or facility on which thedescent step is based.

8.8.9 Where no departure procedures are promulgated for a route, thepilot must ensure that the aircraft climb performance is adequate forproviding terrain clearance prior to reaching minimum safe altitude.

8.9 IFR Departures from Aerodromes/Heliports in Uncontrolled Airspace

8.9.1 The pilot of an IFR aircraft departing from an aerodrome/heliport inuncontrolled airspace must obtain a clearance from ATC in sufficient timeto ensure that any conditions of entry into controlled airspace can be met.When making a request for clearance prior to departure, the pilot mustadvise the ETD.

8.9.2 Where the aerodrome/heliport is located adjacent to controlledairspace, departing aircraft must be integrated with traffic operating to andfrom aerodromes/heliports within the controlled airspace. To achieve thisintegration, ATC may:

(a) require the departing aircraft to remain outside controlled airspace,with ATC to advise when a route clearance will be available; or

(b) issue the aircraft with a route clearance that will only become validwhen specified by ATC. To assist ATC in specifying validity, pilotsmay be asked to report when ready.

8.9.3 The pilot of an aircraft must not enter controlled airspace unless avalid clearance has been issued by ATC, and any time, altitude, or trackingrequirements of the clearance have been met.

Effective: 9 APR 09



9 ATC SEPARATION

9.1 Separation Provided

9.1.1 Separation is provided by ATC:

(a) between IFR flights in Classes A, C, and D airspace; except thatseparation is not provided during hours of daylight in Class Dairspace when flights have been cleared to climb or descend subjectto maintaining own separation in VMC;

(b) between IFR and VFR flights in class C airspace;

(c) between IFR and SVFR flights;

(d) between SVFR flights when the flight visibility is reported to be lessthan 5 km; and

(e) at controlled aerodromes when defined runway and wake turbulenceseparations are applicable.Wake turbulence separations applicable to all phases of flight arelisted in AD 1.6.

9.2 Separation Not Provided

9.2.1 Separation is not provided:

(a) between IFR flights in Class G airspace;

(b) between IFR and VFR flights in Class G airspace; between IFR andVFR flights in Class D airspace; between an IFR flight at the lowestusable cruising level in Class C airspace and a VFR flight in Class Dairspace operating at the common airspace level;

(c) between SVFR flights when the flight visibility is reported to be 5kmor greater;

(d) between VFR flights, except at controlled aerodromes when definedrunway and wake turbulence separations are applicable. (Within thecircuit at controlled aerodromes, an aerodrome control service isprovided in which instructions, clearances and information areissued to VFR flights to prevent collisions and to achieve definedrunway and wake turbulence separation.)

(e) between a flight known to be responding to a TCAS RA, or a GPWSor TAWS alert, and other flights where separation is normallyprovided as listed above. When the pilot advises “Clear of conflict”,ATC will make every endeavour to restore standard separation andan orderly flow of traffic. ATC responsibility for maintainingseparation resumes from the time that separation is re-establishedbetween all aircraft involved in the manoeuvre.

Effective: 9 APR 09



9.3 Essential Traffic

9.3.1 Essential traffic is that controlled traffic to which the provision ofseparation is applicable, but which, in relation to a particular controlledflight, is not separated by the prescribed minima. Essential traffic includesflights which are maintaining own separation in VMC, and flights affectedas a result of an aircraft responding to a TCAS RA.

9.3.2 Essential traffic information, of the aircraft concerned, will include:

(a) the words “ESSENTIAL TRAFFIC”;

(b) direction of flight;

(c) type of aircraft;

(d) altitude; and

(e) position information.

9.3.3 Following the passing of essential traffic, or traffic information inClasses C and D airspace, pilots may request traffic avoidance advice. Theprovision of traffic avoidance advice is intended to assist pilots but doesnot absolve them of the responsibility to avoid collision with other aircraft.

9.3.4 The separation standards detailed in the following paragraphs arethe minimum and may be increased, at the request of the pilot or by ATC,if considered necessary in the interests of safety.

9.4 Vertical Separation

9.4.1 Vertical separation between controlled flights is 1000 ft belowFL290, or 2000 ft above FL290, except that this may be reduced to 1000 ftin RVSM airspace if both aircraft are RVSM approved. The 1000 ft standardmay be reduced to 500 ft within controlled airspace providing both aircraftare medium or light weight category aircraft, and the lower aircraft is VFRor SVFR operating at an altitude of 4500 ft or below.

9.4.2 Where vertical separation from Special Use Airspace is required,controlled flights will be required to fly at levels which ensure theseparation minima specified in Table ENR 1.1-1, above or below theairspace. Where no minimum is specified aircraft will be kept clear of theairspace.

Effective: 2 SEP 04

D



Table ENR 1.1-1Vertical Separation Minima from Special Use Airspace

Designated Airspace Upper/Lower limit of airspace

Below FL290 At or above FL290

Danger, Restricted or Military OperatingAreas established for aircraft activity inIMC or Special VFR

1000 ft 2000 ft

Danger, Restricted or Military OperatingAreas established for aircraft activity inVMC

500 ft 1000 ft

Danger, Restricted or Military OperatingAreas NOT established for aircraft activity

no minimum no minimum

Volcanic Hazard Zones no minimum no minimum

9.4.3 When climbing or descending in Classes A, C, and D airspace unlessATC has specified a climb/descent rate and/or time or place ofcommencement, pilots must initiate climb or descent promptly onacknowledgement of the clearance, or advise ATC so that separation fromother traffic will not be compromised. The change of level should be madeat an optimum rate consistent with the normal operating performance andconfiguration characteristics of the aircraft to 1000 ft above/below theassigned level, then reduced as appropriate until the assigned level isreached. At other times in climb or descent, pilots must advise ATC if theywish to level off at an interim level or substantially change the rate of climbor descent.

9.4.4 When a rate of climb or descent is specified by ATC, pilots mustcomply, or immediately advise ATC if they are unable to comply. When arate of climb is specified from departure, pilots should ensure that therequired rate of climb:

(a) can be sustained; and

(b) will ensure appropriate terrain clearance.

9.5 Horizontal Separation

9.5.1 Horizontal separation may consist of:

(a) longitudinal separation;

(b) lateral separation;

(c) radar separation;

(d) geographical separation.

Effective: 5 APR 12



Longitudinal Separation

9.5.2 Longitudinal separation of aircraft is applied so that the spacingbetween the estimated positions of the aircraft concerned is never lessthan the prescribed minimum. This minimum will be expressed as adistance or time.

9.5.3 Longitudinal separation is achieved by requiring aircraft:

(a) to depart at a specified time;

(b) to lose time to arrive over a specified location at a specified time;

(c) to hold at a specified location until a specified time; or

(d) by insuring that aircraft are never less than a specified distanceapart.

9.5.4 Aircraft on reciprocal tracks outside of radar cover may berequested to report sighting and passing other aircraft, by day or night, inorder to permit a reduction in longitudinal separation. It is the pilot’sresponsibility to ensure correct identification of other aircraft. If pilots areunwilling to accept the application of this separation standard, they shouldnot acknowledge the sighting and passing of other traffic.

Lateral Separation

9.5.5 Aircraft are considered to be laterally separated provided theirpositions along track are outside an area known as the area of conflict. Thearea of conflict is established by applying the navigation tolerance for thenavigation aid being used for track guidance, plus a buffer area, to the twotracks. The point at which the buffer areas cease to overlap is termed thelateral separation point and is normally expressed as a distance from anavigation aid or reference point.

9.5.6 If a distance reference is not available, entry to, or exit from anarea of conflict may be determined by radar, or by the passage of anaircraft over:

(a) a point beyond the lateral separation point determined by a radionavigation aid; or

(b) a point beyond the lateral separation point determined by visualreference. (Available during hours of daylight only.)

9.5.7 When two aircraft will enter an area of conflict, action will be takenby ATC in sufficient time to ensure that vertical or longitudinal separationexists before the second aircraft passes the lateral separation point on itsroute. Should doubt exist that an aircraft can reach its assigned altitudebefore lateral separation is lost, the pilot must confirm the ability to meetthe terms of their clearance.

Effective: 23 NOV 06



Radar Separation

9.5.8 Radar separation is detailed in ENR 1.6 paragraph 5.13. Waketurbulence separation is detailed in AD 1.6 paragraph 1.3.

Geographical Separation

9.5.9 Geographical separation is achieved by requiring one or moreaircraft, which are operating by visual reference, to follow tracks identifiedby prominent geographical features, landmarks or visual reporting points,or to remain within specified CTR/CTA sectors, which have beendetermined as being geographically separated from other tracks orprocedures. Geographical separation may be applied within terminal controlareas and CTR up to 6000 ft AMSL.

9.5.10 Navigating by visual reference in order to achieve geographicalseparation requires aircraft to use Visual Navigation Charts or an electronicequivalent. For flights when either a visual departure or visual approachmight be anticipated appropriate visual navigation charts or an electronicequivalent should be carried.

Use of DME and GNSS for Separation

9.5.11 ATC use of DME or GNSS to establish or maintain horizontalseparation is normally subject to direct speech between aircraft and theATC unit concerned.

9.6 Visual Separation (Reduced Separation)

Within Controlled Airspace Beyond the Vicinity of an Aerodrome

9.6.1 In Classes C and D airspace, vertical or horizontal separation maybe reduced by the application of visual separation provided that:

(a) such clearances will only be issued during hours of daylight; and

(b) a specific request is made by a pilot; and

(c) the pilots are in direct communication with the ATC unit on thesame frequency, except when under the control of adjacent radarpositions sharing common airspace; and

(d) both flights remain in VMC; and

(e) there is no possibility of incorrect identification; and

(f) each aircraft is continuously visible to the pilot of the other aircraft;and

(g) both pilots concur with the application of the procedure; or

(h) the pilot of the succeeding aircraft reports having the precedingaircraft in sight and can maintain visual separation.




In the Vicinity of Aerodromes

9.6.2 Vertical or horizontal separation may be reduced in the vicinity ofaerodromes if:

(a) adequate separation can be provided by the aerodrome controllerwhen each aircraft is continuously visible to that controller; or

(b) each aircraft is continuously visible to the pilot of the other aircraftconcerned and both pilots report that they can maintain visualseparation; or

(c) in the case of one aircraft following another, the pilot of thesucceeding aircraft reports the preceding aircraft in sight and canmaintain visual separation.

Composite Visual Separation

9.6.3 Composite visual separation is the application of visual separationby an aerodrome controller in circumstances where only one aircraft isvisible to the controller, but both the position and the track of a conflictingaircraft are known and the application of geographical separation is notpracticable.

9.6.4 Aerodrome control may use composite visual separation to separatean aircraft which is continuously in sight of the aerodrome controller andwithin 10 NM of the aerodrome, from an aircraft not in sight of theaerodrome controller provided that:

(a) the route and intentions of the aircraft which is not in sight areknown and its position can be confirmed by radar or other means;and

(b) instructions when required, are issued to the aircraft in sight whichwill ensure adequate separation.

Effective: 4 SEP 03



Visual Separation Conditions

9.6.5 A pilot’s acceptance of instructions to “FOLLOW” or “MAINTAINVISUAL SEPARATION FROM” another aircraft is an acknowledgement thatthe pilot will manoeuvre the aircraft as necessary to ensure adequateseparation from that aircraft, in the air or on the ground.

9.6.6 When a pilot has been instructed to “FOLLOW” or “MAINTAINVISUAL SEPARATION FROM” another aircraft, the pilot must advise ATC ifvisual contact with the other aircraft is lost or cannot be maintained, or ifthe pilot cannot accept the responsibility for separation for any reason.

9.6.7 Acceptance of a clearance for a visual approach to “FOLLOW” apreceding aircraft is an acknowledgement that the pilot will establish a safelanding interval behind the preceding aircraft and accept responsibility forcompliance with published noise abatement procedures and waketurbulence separation.

9.6.8 As part of the responsibility of establishing a safe landing interval apilot, having been told of the aircraft type to follow, must:

(a) recognise or request the approach characteristics of that aircraft;

(b) establish the aircraft in a configuration and speed that will preservethe required approach spacing;

(c) manoeuvre the aircraft on a direct path to the aerodrome trafficcircuit and not deviate from the final approach or runway centrelinetrack without specific approval from ATC.

9.6.9 The acceptance of a taxi clearance to “FOLLOW” a preceding aircraftis an acknowledgement that the pilot will establish a safe taxiing intervalbehind a nominated aircraft, particularly when the aircraft is not visible tothe aerodrome/ground controller.

9.6.10 At night visual separation will only be applied on or within thevicinity of aerodromes.

9.6.11 The word “continuously” means that the controller or the pilot mustbe able to sight the aircraft in question at any time when they require to doso.

9.6.12 The term “adequate separation” means the spacing required tomaintain the safe operation of aircraft, or to achieve runway separation,without the need for sudden or violent manoeuvres.

Effective: 4 SEP 03



9.7 Flights Maintaining Own Separation in VMC

9.7.1 In Class D airspace, an IFR flight may be cleared to maintain ownseparation from one other IFR flight and remain in VMC provided that:

(a) the clearance is in response to a specific request from the pilot ofthe aircraft; and

(b) the flight is during the day; and

(c) a radar control service is not available; and

(d) the clearance is for a specified portion of the flight at or below10,000 ft AMSL during climb or descent to a clearly definedseparation level, position or time; and

(e) the pilot of the other IFR flight agrees with application of theprocedure; and

(f) essential traffic information is passed; and

(g) the flights concerned are on the same ATC frequency.

9.7.2 If there is a possibility that flight under VMC may becomeimpracticable, the IFR flight will be provided with alternative instructions tobe complied with in the event that flight in VMC cannot be maintained forthe term of the clearance. If alternative instructions are not available thisclearance will not be issued.

9.7.3 On observing that conditions are deteriorating and considering thatoperations in VMC will become impossible, the pilot of the IFR flight mustinform ATC and receive alternative instructions before entering IMC andthen proceed in accordance with the alternative instructions given.

9.7.4 A clearance will be withheld where it is considered that other flightsmay be adversely affected or an orderly flow of traffic prejudiced.

9.8 Separation of IFR Flights Outside Controlled Airspace

9.8.1 When a flight is being conducted under IFR outside controlledairspace, the pilot is responsible for maintaining separation from othertraffic.

9.8.2 To assist pilots in providing their own separation from other traffic,the appropriate ATS unit will, in addition to passing collision hazardinformation as part of a FIS, on request from the pilot pass information onthe movement of other IFR flights in the area:

(a) prior to departure;

(b) prior to level change;

(c) prior to vacating controlled airspace;

(d) enroute as required; and

(e) prior to commencing an instrument approach.

Effective: 29 MAY 14



9.8.3 The phrase “NO REPORTED IFR TRAFFIC” will be used when no IFRflights are known to be in the area.

9.8.4 Pilots departing from unattended aerodromes are to obtain trafficinformation either by telephone from the nearest ATS unit, or by RTF if it isknown that two-way communication can be established with ATS prior todeparture or prior to entering IMC.

9.8.5 The pilot of an IFR flight operating outside controlled airspace isrequired to:

(a) maintain a listening watch on the appropriate radio frequency; and

(b) establish two-way communication as necessary with the ATS unitproviding flight information; and

(c) report:

(i) departure time as soon as practicable after departure froman unattended aerodrome;

(ii) position enroute at intervals not exceeding 30 minutes;

(iii) when changing level;

(iv) prior to entering controlled airspace; and

(v) prior to commencing an instrument approach at anunattended aerodrome.

9.8.6 Information on the movement of other IFR flights will includeinformation on IFR flights operating in the vicinity of the track of theaircraft concerned at the same level or at the level through which theaircraft will pass.

9.9 Separation Within CTR When Only Aerodrome Control is Provided

9.9.1 Where an aerodrome control service only is being provided within aCTR, and no approach control service is being provided within that CTR andits associated CTA, the separations as listed below are available toAerodrome Control.

9.9.2 Where an aerodrome control service only is being provided within astand-alone CTR, the separations as listed below are available toAerodrome Control except that flights that are being separated must beable to navigate by visual reference at all times. If an aircraft is not able tonavigate by visual reference, only one aircraft at a time is permitted withinthe CTR.

9.9.3 The separations that can be used by Aerodrome Control are:

(a) Runway; or

(b) Geographical; or

(c) Vertical; or

(d) Visual (in the vicinity of an aerodrome only).




9.10 Aerobatics in Controlled Airspace

9.10.1 A specific clearance is required to conduct aerobatics wholly orpartially within controlled airspace. When requesting a clearance, a pilotmust specify the lateral, upper and lower limits of the proposed operation.These limits must take into account the containment area for theaerobatics plus a buffer for error tolerance, aircraft and pilot performance,altimetry etc.

9.10.2 ATC will provide a minimum of 1000 ft vertical separation above and2000 ft vertical separation below between controlled flights and thedeclared vertical limits of the aerobatics operation, or ATC will keepcontrolled flights laterally clear of the aerobatics operation.

9.10.3 Pilots of aerobatic aircraft are cautioned that other aircraft may beoperating in uncontrolled airspace closer to their operation than theseparation criteria listed above.

10 TRAFFIC PRIORITIES

10.1 Priorities Applied by ATC

10.1.1 Providing safety is not jeopardised, ATC units will apply thefollowing traffic priorities:

(a) an aircraft known or believed to be in a state of emergency orimpaired operation has priority over all other aircraft (Note:Impaired operation includes an aircraft subject to unlawfulinterference, a multi-engined aircraft which has had an enginefailure, whether or not an emergency has been declared, and anaircraft with radio communication failure); and

(b) an aircraft landing, or in the final stages of an approach to land, haspriority over a departing aircraft; and

(c) an aircraft landing or taking off has priority over taxiing aircraft.

10.1.2 Where practicable, following a request from the pilot, aircraftinvolved in, or positioning for, the following activities will be grantedpriority:

(a) Ambulance or mercy missions.

(b) Search and rescue.

(c) Civil defence or police emergencies.

(d) Carriage of heads-of-state, heads of government, or equivalentdignitaries.

Effective: 3 JUN 10



10.2 Procedures when Requesting Priority

10.2.1 The pilot of an IFR flight requesting special priority must do so byusing the Field 18 STS/options in the IFR flight plan, and also via RTF tothe ATS unit on departure or to the applicable ATC unit when requestingclearance to enter controlled airspace.

10.2.2 The pilot of a VFR flight must request special priority via VHF toeach ATC unit responsible for the airspace within which it is intended tooperate. The request must be made coincident with a request to entercontrolled airspace.

10.2.3 If it is necessary for a civil ambulance or mercy flight to operate intoa military aerodrome, the prior permission of the RNZAF authority is notspecifically required. The ATS unit or RNZAF Duty Officer at the locationmust be advised as early as possible.

10.2.4 The ordering of an ambulance to meet a flight is the responsibility ofthe hospitals involved; however, ATS will relay any specific requests fromthe pilot to the hospital or ambulance authority.

10.2.5 The attention of pilots of ambulance and mercy flights is drawn tothe Civil Aviation Act sections 13 and 13A relating to emergency flights.

10.3 Granting of Priorities

10.3.1 Priority will be given to the aircraft first able to use the airspace ormanoeuvring area; except:

(a) where a more orderly flow or a significant economic benefit for anumber of other aircraft would result by deferring this priority;

(b) where a significantly greater economic penalty to another aircraftwould result e.g. by permitting a light aircraft to operate ahead ofa large jet aircraft;

(c) aircraft operating in the normal pattern will be given priority overaircraft desiring to operate in conflicting patterns;

(d) where a training instrument approach has been approved, normalpriority will be given to the aircraft from the time it commences finalapproach; and

(e) where prior arrangement has been made for flight inspection checksand a priority has been predetermined.

(f) where PBN has been implemented, priority may be given to PBNoperations over non-PBN operations.

Effective: 9 NOV 17



10.4 Auckland, Bay Sector, Wellington, Christchurch Controlled Airspace

10.4.1 Within the Auckland CTA/C and CTR/C, the Hamilton CTA/D andCTR/D, the Rotorua CTA/D and CTR/D, the Tauranga CTR/D, theWellington CTA/C and CTR/C, the Woodbourne CTA/D, and theChristchurch CTA/C and CTR/C, priorities may be applied as follows:

(a) Commercial flights operating within these airspaces for the purposeof arriving or departing the principal airport will be afforded greaterpriority than other aircraft.

(b) Aircraft of lower priority may be held or delayed to enable service toaircraft of higher priority.

(c) ATC may vary the departure or arrival order of aircraft within thesame priority group in order to achieve best runway and airspaceutilisation.

Arriving Aircraft

10.4.2 The following priorities shall apply to arriving aircraft:

(a) Priority 1: Regular passenger transport flights which are able to flythe MNM speeds of 190 kt at 10 NM final, and 140 kt at 4 NM final.

(b) Priority 2: All other flights, excluding training, which are able to flythe MNM speeds of 190 kt at 10 NM final, and 140 kt at 4 NM final.

(c) Priority 3: Flights not able to comply with priorities 1 or 2.

Departing Aircraft

10.4.3 The following priorities shall apply to departing aircraft:

(a) Priority 1: Regular passenger transport flights which are able tomaintain a rate of climb not less than 1500 ft per minute to 4000 ft.

(b) Priority 2: All other flights, excluding training, not able to complywith priority 1.

(c) Priority 3: Training flights.

Arriving Versus Departing Aircraft

10.4.4 ATS will space arriving traffic in order to achieve the best runwayutilisation rate. This will be dependent on aircraft type, performance andthe arrival/departure demand rate.

Effective: 4 APR 13



10.5 Comment on Priorities

10.5.1 Any comment on the application of priorities should be made, oncompletion of the flight, to the Manager of the ATS unit providing the ATCservice in the airspace or on the aerodrome concerned.

11 FUEL STATUS ADVICE

11.1 Minimum Fuel

11.1.1 The pilot-in-command shall advise ATC of a minimum fuel state bydeclaring “MINIMUM FUEL” which informs ATC that all planned aerodromeoptions have been reduced to a specific aerodrome of intended landing andany change to the existing clearance may result in landing with less thanplanned final reserve fuel.

11.1.2 This is not an emergency situation but an indication that anemergency situation is possible should any delay occur.

Effective: 4 APR 13



Table ENR 1.1-2AIREP Format

Routine air-reports

Section 1 is obligatory.

Section 2 must be added only when requested by the operator or deemed necessarySection 2 must be added only when requested by the operator or deemed necessaryby the pilot-in-command.

Section 3 must be added, by CPDLC aircraft only, at designated compulsory METSection 3 must be added, by CPDLC aircraft only, at designated compulsory METreporting points, and when requested by ATC or MET, and must include items 9–13,and item 14 if available.

Special air-reports

To be made whenever any of the phenomena listed under item 15 are observed orencountered. Items 1–4 and the appropriate phenomena specified in item 15 arethe minimum required.

Detailed reporting instructions

Item 1 – Use aircraft callsign as per flight plan or as requested by ATC.

Item 3 – Time must be the actual time of the aircraft at the position, not the timeof the message. Time shall be expressed in hours and minutes UTC.

Item 4 – Aircraft on a block level, or climb, or descent clearance are to reportactual flight level or altitude at the position plus level climbing/descending to.

Item 5 – ’Next position’ shall only be a compulsory reporting point or waypoint,unless otherwise requested by ATC. Time shall be expressed in hoursand minutes UTC.

Item 6 – ’Ensuing significant point’ shall be the next compulsory ornon-compulsory reporting point or waypoint after the ’Next position’.

Item 10 – Wind direction is reported in three numerics and degrees true.

Item 12 – The following specifications apply:

Light – Changes to accelerometer readings less than 0.5 g at theaircraft’s centre of gravity.

Moderate – Changes to accelerometer readings of between 0.5 g and1.0 g at the aircraft’s centre of gravity. Moderate changes toaircraft attitude and/or altitude may occur but aircraftremains under positive control. Usually small changes inairspeed. Difficulty in walking. Loose objects move about.

Severe – Changes to accelerometer readings greater than 1.0 g atthe aircraft’s centre of gravity. Abrupt changes to aircraftattitude and/or altitude may occur; aircraft may be out ofcontrol for short periods. Usually large changes ofairspeed. Loose objects tossed about.

Item 13 – The following specifications apply:

Light – Conditions less than moderate.

Moderate – Conditions in which a change of heading and/or altitudemay be considered desirable.

Severe – Conditions in which immediate change of heading and/oraltitude is considered essential.

Item 14 – Report as percentage in 3 numerics.

Item 15 – MOUNTAINWAVE SEVERE means conditions in which the downdraft is600 ft/min or more and/or severe turbulence is encountered.

Effective: 4 APR 13



ITEM PARAMETER TRANSMIT IN TELEPHONY as appropriate

Message type designator:S routine air-reportS special air-report

[AIREP][AIREP] SPECIAL

1 Aircraft identification (aircraft identification)

2 Position POSITION (latitude and longitude) orOVER (significant point) orABEAM (significant point) or(significant point) (bearing) (distance)

n1 3 Time (time)

Section

4 Flight level or altitude FLIGHT LEVEL (number) or (number) FEETCLIMBING TO (number) or (number) FEETDESCENDING TO (number) or (number)FEET

5 Next position and estimatedtime over

(position) (time)

6 Ensuing significant point (position) NEXT

ion2 7 Estimated time of arrival (aerodrome) (time)

Sectio

8 Endurance ENDURANCE (hours and minutes)

9 Air temperature TEMPERATURE PLUS (degrees Celsius)TEMPERATURE MINUS (degrees Celsius)

10 Wind direction WIND (number) DEGREESor CALM

11 Wind speed (number) KNOTSor CALM

12 Turbulence TURBULENCE LIGHTTURBULENCE MODERATETURBULENCE SEVERE

13 Aircraft icing ICING LIGHTICING MODERATEICING SEVERE

3

14 Humidity (if available) HUMIDITY (percent)

Section3

15 Phenomenon encounteredor observed prompting aspecial air-report:O Severe turbulence TURBULENCE SEVEREO Severe icing ICING SEVEREO Severe mountainwave MOUNTAINWAVE SEVEREO Thunderstorms without hail THUNDERSTORMSO Thunderstorms with hail THUNDERSTORMS WITH HAILO Heavy dust/sandstorm DUSTSTORM HEAVY or SANDSTORM HEAVYO Volcanic ash cloud VOLCANIC ASH CLOUDO Pre-eruption volcanicactivity or volcaniceruption

PRE-ERUPTION VOLCANIC ACTIVITY orVOLCANIC ERUPTION

Effective: 4 APR 13

enr 1.1 general rules and procedures

Documents