RAC order

Question 1

Coordination between adjacent domestic sectors/units when:
RAC 3-2 1.1

Answer 1

• Procedural control service is being provided by one of the sectors/units;
   prior to an aircraft tracking within 10 NM of the coincident sector/unit boundary; or
   another distance or procedure as approved by Policy and Standards and specified in
  LOA/LUO

Question 2

Revision phraseology

Answer 2

Transferring Controller
“REVISION (aircraft callsign) (revised details)”
Accepting Controller
“(aircraft callsign) (revised details)”;
or, when the Coordination time criterion has passed,
Transferring Controller
“WILL YOU ACCEPT (aircraft callsign) (revised details)”
Accepting Controller
“AFFIRM (aircraft callsign) ACCEPTED (revised details)”
Transferring Controller
“REVISED”
or
Transferring Controller
“WILL YOU ACCEPT (aircraft callsign) (revised details)”
Accepting Controller
“NEGATIVE, WILL ACCEPT (aircraft callsign) (alternative details)”
Transferring Controller (to a negative response)
“REVISION (aircraft callsign) (alternative details)”.

Question 3

Approval request

Answer 3

Transferring controller
“APPROVAL REQUEST (aircraft callsign, level) VIA (significant point) (any other relevant
details)”
Accepting controller
“(aircraft callsign) (level) APPROVED [conditions/restrictions]”,
or
“(aircraft callsign) UNABLE TO APPROVE (alternative instructions/reasons)”

Question 4

An ATC clearance shall not be denied or withheld except:

Answer 4

• for traffic reasons, when ATC cannot accommodate traffic additional to that already accepted due to traffic congestion, limitations of equipment, procedures, weather or environmental conditions,
  emergencies, and other similar factors; or
• when instructed by the Head of Aerodrome Services or Head of Surveillance Services, provided
  that:
   a clearance shall not be withheld unless the aircraft is on the ground and the clearance is for entry onto the manoeuvring area.
   a normal ATC service shall be provided for any aircraft entering the manoeuvring area without
  an ATC clearance.

Question 5

Clearances for IFR flights leaving controlled airspace

(Multi-choice)

Answer 5

A clearance to leave controlled airspace while a flight is enroute shall only be issued:
* when it is intended that an aircraft leave controlled airspace on other than its currently cleared route; or
* when the aircraft will leave controlled airspace by a change in level.

Question 6

Instructions contained in an IFR flight shall:

Answer 6

• provide separation:
   where prescribed, between the aircraft concerned and other controlled flights; and
   from SUA and GAA as required by RAC 5; and
  A flight departing under surveillance control may be issued with initial track or level instructions which, while not providing separation for the entire route, will provide separation until it can be identified and instructed to climb under surveillance control.
• enable the flight to comply with the promulgated procedures for IFR flights published in the
  AIPNZ; and
• conform with the terms for acceptance of control by the next controlling authority; and
• conform, where possible, with the details requested in the flight plan and the Air Traffic
  Management route requirements as specified in the AIPNZ; and
• where the aircraft has flight planned for flight within controlled airspace, enable the aircraft to
  remain within controlled airspace, unless applying the criteria for direct routing on unevaluated
  routes.
  If a clearance would involve a significant delay, a pilot may be offered an alternative which would
  take the aircraft out of controlled airspace, provided that:
   the pilot is advised that the clearance will take the aircraft outside controlled airspace; and
   the pilot confirms acceptance of the clearance.

Question 7

Elements of a clearance

Answer 7

 Aircraft identification as shown on the flight plan, and
 If appropriate, notification and reason for unavailability of requested route and/or cruising level,
and
 Authorisation to operate in controlled airspace in accordance with instructions issued, and
 Clearance limit, and
 Route instructions, and
 Level instructions, and
 Any other instructions or information as required, i.e.
 departure and diversionary climb instructions;
 oceanic transition
 separation or reporting instructions;
 SSR code allocation;
 any special information;
 frequency change instructions;
 release instructions;
 delivery instructions.

Question 8

Unavailability of route and/or level

Answer 8

“(route and/or level) NOT AVAILABLE DUE (reason) [ALTERNATIVE(S) IS/ARE (route(s) and/or level(s)) ADVISE]”

Question 9

Departure and diversionary climb instructions
SID to higher DME limit T/F

Answer 9

Only ATC elements of a SID may be amended/cancelled. Any amendment or cancellation of a SID must
continue to enable the aircraft to remain within controlled airspace except where the aircraft is planned to vacate controlled airspace and meet obstacle clearance requirements.
Where published instrument departure procedures do not intercept the cleared route, instructions shall be issued to clearly define how the route is to be joined.

Question 10

Rate of climb provisos
List 4?

Answer 10

“ARE YOU ABLE TO CLIMB AT (the restricted rate) [AND ACHIEVE A (the stipulated percentage) CLIMB GRADIENT] [TO MSA (or (separation) level)]”
 for rates of climb from take-off, confirmation is obtained from both pilots that the specified rates of climb are acceptable and can be sustained to MSA. In all other cases, pilot readback may be taken as acceptance;
 an alternative method of separation can be applied in a timely manner, if required;
 at least 2000 ft exists between the aircraft at the commencement of the application;
 the specified rates will not allow separation to decrease below the minimum;
 separation is checked at intervals of not more than 5000 ft or 5 minutes, whichever is the more
frequent;
 forecast/observed/reported mountain wave activity or turbulence that might affect aircraft
performance is not present;
 the aircraft are at or below FL290

Question 11

Instructions to join a holding pattern

Answer 11

• instructions to join the holding pattern;
• identification of the holding pattern;
• level instructions (at or above the minimum holding level);
• maximum holding speed if required (e.g. for lateral separation or terrain).

Question 12

Expected approach times

Answer 12

Enable the pilot to determine whether to divert or hold,
Assist the pilot to position the aircraft to take advantage of an approach clearance,
Form the basis on which action will
be taken following communications failure.

Question 13

Approach clearances

Answer 13

• Aircraft callsign
• Authorisation to make the approach
• Type of approach
• Landing runway
• Circuit integration instructions, if required

Question 14

Circuit integration

Answer 14

• the reported or known cloud base is at least 1000 ft above the altitude specified in the descent
  restriction; and
• visibility is equal to or greater than 8 km; and
• the reason for the descent restriction is passed to the pilot.
  “WHEN VISUAL, MAINTAIN (level). TRAFFIC IN THE CIRCUIT.
  [REPORT SIGHTING (traffic to follow, etc)]”

Question 15

Instrument approaches - withholding clearances

Answer 15

A clearance for an instrument approach shall not be withheld due to observed weather conditions.

Question 16

Visual approach criteria

Answer 16

• by day; and
• visibility not less than 16 km; and
• ceiling not less than 1000 ft above the lower of:
   the minimum radar vectoring altitude; or
   the minimum instrument approach procedure commencement altitude applicable for the
  runway-in-use.

Question 17

Missed approach instructions

Answer 17

A pilot is required to carry out the published missed approach procedure if, at the specified missed approach point of a straight-in or circling approach, visual reference has not been established with any portion of the runway or any of the visual landing aids, with the required elements of aerodrome meteorological minima.

Question 18

Separation shall be provided

Answer 18

 between all flights in class A airspace;
 between IFR flights in class C and D airspaces,
except that separation is not provided during the hours of daylight in class D airspace when flights
have been cleared to climb or descend subject to maintaining own separation and remaining in
VMC;
 between IFR and VFR flights in class C airspace;
 between IFR flights and Special VFR flights;
 between Special VFR flights when the flight visibility is reported to be less than 5 km;
 between all flights taking-off and/or landing at controlled aerodromes to ensure runway and wake
turbulence minima are achieved;
 between an aircraft without an operable transponder and all other flights (IFR or VFR) known or
believed to be ACAS equipped, in addition to any separation required by airspace classification.
Separation can be achieved by:
 a minimum of 1000 ft vertical separation; or
 keeping the aircraft without an operable transponder on routes or in portions of airspace that
are separated from the ACAS aircraft (horizontal separation); or
 visual separation provided that pilot of the ACAS equipped aircraft is advised that the other
aircraft is without an operable transponder.
When an aircraft is without an operable transponder, the separation method ‘Flights Maintaining
Own Separation in VMC’ shall not be used.

Question 19

Vertical or horizontal (including radar) separation standards may be reduced under the following
circumstances:

Answer 19

• when visual (including composite visual) separation is applied; or
• when military separation is being applied – see “Reduction of separation to military aircraft”; or
• between aircraft in formation, providing prior notice of the formation flight has been given to
  ATC, or the formation flight consists of an aircraft in distress and its escort.

Question 20

Essential traffic

Answer 20

• The words “ESSENTIAL TRAFFIC”
• Direction of flight
• Type of aircraft and wake turbulence category (if relevant)
• Level information
• Position information.

Question 21

When requiring a pilot to sight another aircraft prior to the application of visual separation, controllers shall provide such of the following information that is available and appropriate to the situation:

Answer 21

 Aircraft type
 Position of the other aircraft relative to a navaid or prominent geographic feature, a procedure or
traffic circuit being flown, or a relative bearing (clock reference) and distance
 Level information, relative height, or Mode C readout
 Any other pertinent information such as direction of flight, company name, colour, intentions, etc.
in circumstances where there might be a possibility of error in sighting the correct aircraft.

Question 22

Geographical separation

Answer 22

Geographical separation may be established by:
 Requiring aircraft that are proceeding by visual reference to be on tracks which are not less than 3
NM apart. The tracks shall be defined geographically by reference to visual reporting points and/or prominent geographical features e.g. coastlines, rivers, major roads, railways.

 Requiring aircraft that are proceeding by visual reference to proceed within geographically separated sectors. Sectors are geographically separated when there is a buffer of an instrument sector or another sector between the two sectors involved.

 Requiring aircraft that are proceeding by visual reference to proceed relative to prominent
geographical features or visual reporting points that ATS Policy and Standards or a Part 173
certificate holder has determined are geographically separated from a particular IFR track or
procedure. The aircraft proceeding by visual reference shall be instructed to proceed to the side of
the feature or reporting point furthest away from the IFR track or procedure and hold if necessary.

 Requiring aircraft that are proceeding by visual reference to proceed within a promulgated sector
which is geographically separated from a particular IFR track or procedure.

An aircraft proceeding by visual reference and wishing to cross or operate within an instrument
sector occupied by an IFR aircraft may be cleared to cross or operate within the instrument sector
under the following conditions:
 It has been confirmed by tower radar or a report from the IFR aircraft that the IFR aircraft in
the instrument sector has passed abeam the position of the aircraft operating by visual reference
or the position via which the aircraft will be routing; and
 the aircraft proceeding by visual reference shall be instructed to pass behind the IFR aircraft.

Question 23

Time based departure separations

Answer 23

 T1 between take-offs if the leading aircraft is of the same or faster performance and they are to fly
on tracks diverging by at least 45° immediately after take-off. Where the leading aircraft is to turn
more than 90 action must be taken to ensure the departure track of the following aircraft does not
cross the departure track of the leading aircraft.
T1 may be used where the leading aircraft is slower provided the leading aircraft reports
established on a track that diverges by at least 45° from the track of the following, prior to the
following aircraft being cleared for take-off.
T1 shall not be used where both aircraft are to turn in the same direction and the angle of turn of
the following aircraft is greater than the angle of turn of the leading aircraft;
or
 T2 between take-offs when the leading aircraft will maintain a speed of 40 knots or more faster
than the following aircraft, and both aircraft propose to follow the same exact track or tracks that
diverge by less than 45º.
or
 T5 while vertical separation does not exist if a departing aircraft will be flown through the level of
a preceding departing aircraft and both propose to follow the same exact track or tracks that
diverge by less than 45. Action must be taken to ensure that T5 is maintained or increased while
vertical separation does not exist.

Question 24

Climb/descent same track

Answer 24

 OCAT15 while vertical separation does not exist;
or
 MNT Time Separation while vertical separation does not exist;
or
 T10 while vertical separation does not exist provided ground-based navigation aids or GNSS
permit frequent determination of position and speed;
or
 T5 while vertical separation does not exist, provided that:
 the level change is commenced within 10 minutes of the time the second aircraft has reported over
a common point derived from ground-based navigation aids or waypoint determined by GNSS.

Question 25

Opposite sides of a VOR or NDB

Answer 25

 T5 when aircraft are on opposite sides of an NDB or VOR at which both aircraft are required to report, provided:  one aircraft is in level flight and the other aircraft is climbing or descending to achieve vertical separation; and  the preceding aircraft has passed the NDB or VOR by at least 5 minutes; and  confirmation is obtained from the following aircraft that it has not yet reached the NDB or VOR.

Question 26

What are the restrictions on using DME distances for D seps, regarding slant range?

Answer 26

+ D20 is valid for any altitude/flight level + D10 is valid at or below FL290, provided that both aircraft are on the same side of a DME station + D10 is valid at or below FL150 when aircraft are on opposite sides of a DME station

Question 27

D10 prior

Answer 27

 D10 where the succeeding aircraft is instructed to reach separation level D10 prior to the last DME or GNSS distance report of the preceding aircraft from:  the same “on-track” DME station when both aircraft are utilizing DME, or  an “on track” DME station and a collocated waypoint when one aircraft is utilizing DME and the other is utilizing GNSS, or  the same waypoint when both aircraft are utilizing GNSS.

Question 28

Reciprocal tracks

Answer 28

 D10 Vertical separation shall be applied until it is positively established that the aircraft have passed each other by not less than 10 NM as determined by:  the same “on-track” DME station when both aircraft are utilizing DME, or  an “on track” DME station and a collocated waypoint when one aircraft is utilizing DME and the other is utilizing GNSS, or  the same waypoint when both aircraft are utilizing GNSS. This standard need not apply when it is confirmed that the aircraft have passed each other by:  both aircraft having reported crossing a common ground-based navigation aid; or  T1 after the second aircraft has reported crossing a common significant point; or  mutual sighting, provided that there is no possibility of incorrect identification; or  another separation standard.

Question 29

A following aircraft may be cleared for take-off provided that:

Answer 29

* Initial departure tracks diverge by 30° or more; and * One of the following is met: 1. Visual or surveillance observation by the aerodrome controller confirms that the leading aircraft has turned and is clear of the track of the following aircraft, and adequate separation will exist (A); * The aircraft tracks will continue to diverge by 30° or more until some other form of separation exists, and * Aircraft performance, including the radius of turn of the following aircraft, is taken into account when applying this separation; and * Meteorological conditions, including wind direction and strength, are taken into account when applying this separation; and * Where necessary, traffic information is passed to the following aircraft.

Question 30

Take off into departure area

Answer 30

* the departing aircraft sets heading at least 3 minutes before the arriving aircraft is estimated to be over the aerodrome boundary, and * instructions are issued, as necessary, to contain both aircraft in their respective areas until some other form of separation exists, and * the departure area is separated from the arrival area by 45 degrees. Where an initial approach has a procedure turn, the departure area is separated from the arrival area by 90 degrees on the side of the procedure turn, and * separation can be maintained in the event of a missed approach.

Question 31

Succeeding aircraft shall only be cleared for an instrument approach:

Answer 31

* When the preceding aircraft is in communication with and sighted by the aerodrome controller; and  reasonable assurance exists that a normal landing can be accomplished; and  the vertical spacing between aircraft shall never be less than the applicable vertical separation minima until visual separation can be applied; * When the preceding aircraft has reported that it is able to complete its approach by visual reference; and + the vertical spacing between aircraft shall never be less than the applicable vertical separation minima until visual separation can be applied; or * When the required surveillance separation from the preceding aircraft has been established and will be maintained.

Question 32

Simultaneous approach

Answer 32

Aircraft shall not be permitted to carry out simultaneous instrument approaches to the same or adjacent aerodromes unless separation can be assured throughout the procedures, including in the event of a missed approach.

Question 33

Lat sep DME arc

Answer 33

* at least 10 DME beyond the arc distance using the same DME; or * established on track outside a sector from 45 degrees beyond the radial through which the aircraft has passed to 45 degrees beyond the final approach track.

Question 34

Separation from a holding pattern

Answer 34

T5/T10 away from holding pattern T10/T15 towards holding pattern

Question 35

When it is known or believed that an aircraft is in a state of emergency or in need of assistance, ATS personnel shall:

Answer 35

 give priority to and render all possible assistance to the aircraft;  declare the appropriate emergency phase; and  take actions in accordance with guidance and instructions in:  the following RAC 7 sections;  the In-Flight Emergency Response Checklists - for airborne emergencies beyond the area of jurisdiction of;  the Aerodrome Emergency Plan - for aircraft emergencies at or in the vicinity of an aerodrome as described in the plan.

Question 36

Emergency phases

Answer 36

* Uncertainty Phase (INCERFA): When uncertainty exists as to the safety of an aircraft and its occupants. * Alert Phase (ALERFA): When apprehension exists as to the safety of an aircraft and its occupants. * Distress Phase (DETRESFA): When there is reasonable certainty that an aircraft and its occupants are threatened by grave and imminent danger and require immediate assistance.

Question 37

Sartime

Answer 37

SARTIME is the time at which Search And Rescue action is initiated if a SARTIME is not amended or cancelled, or a VFR flight plan for which a SARTIME has been nominated is not terminated.