Filing Flight Plans - By Dean Arpel

[Tony Forrest]

 Filing flight plans

Post by NBL5273G Dean Arpel on Fri 14 Aug 2009 - 9:29
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HI All,

3 important points to consider here ....

Firstly, it seems there has been some confusion over receiving clearances for IFR flights filed domestically in NZ.

Here is an excerpt from the VATNZ material regarding clearance terminology.

The use of the phrase FLIGHT PLANNED ROUTE should be limited to:


    • Oceanic flights

    • Flights which have filed a long or complicated route

    • Flights which have filed Latitude/Longitude coordinates within their route


For the above cases, issue routing instructions using the phraseology:

“…VIA FLIGHT PLANNED ROUTE…”

An aircraft may be issued with an
amended route, described using the word VIA, until the point at which
the aircraft is to rejoin their flight planned route. In this case, use
the phraseology:

“…VIA (amended route) THEN FLIGHT PLAN ROUTE…”

As you all know, there has been a fairly liberal interpretation of this in the past. Its easier and quicker for the controller to readback "via planned route" than to readback the full list of waypoints/airways

Some of you will have / or will in the future, notice that I will read back the plan "literally" .. ie if its filed as "H372- TULMI- H436" then thats what you will be cleared via AND be expected to read back . The only exceptions when using the term "FPR" are the points annotated above.

If pilots want to expedite their readbacks I would suggest where the plan is a standard route clearance within NZ domestic airspace, then you file accordingly using the assigned route desiginator ie "AACH3" (Christchurch 3) etc. Its perfectly ok to show the route in the SB plan with the designator in brackets afterwards ie

H384 NP H252 NS V288 YW H309 (AACH3) in this case the clearance would simply be read as "NBL *callsign* you are cleared Christchurch 3, FL , etc etc" ....saving a lengthy reply .

ALL std routes(where available) can be found at the aip website in the charts page for the departure airport.

The second point to note is : You are expected to read back a clearance EXACTLY as its read to you , no omissions, no skipping bits out that you deem unimportant or you forgot! Of course we arent going to hammer you if you make a genuine error but thinking you can remember what is told and then fumble thru a readback is unacceptable. Have a pen and paper handy and WRITE the clearance down so you can understand it and read it back! For a controller there is nothing more frustrating than having to second guess whether or not a pilot has all the information necessary to clear him into the air. If you dont understand ask ! If you cant comply then say so ! We will help you ! Laziness isnt an excuse for poor communication. As we are expected to follow the procedures so we expect the same from you as a pilot.

Finally , with the introduction of the new S1 ground/clearance delivery rating, its worth mentioning here that a "groundie" CANNOT give you take off clearance. His job is to clear you to your destination and marshall movement of aircraft on the ground. YOu will normally be told to taxi to the hold and then contact the next controller above to get your takeoff clearance. If there is no app/centre/twr controller then it will be unicom 122.80. Do NOT enter the runway until either contacting control/tower/app OR going to unicom and ascertaining it is safe and clear to do so . If in doubt announce your intentions on the unicom txt channel and if someone is inbound they SHOULD tell you .

Its not my intention to be pedantic via this thread, its the way I was taught and its the VATNZ correct procedure. Hopefully it will lessen any confusion at the pilots end.

Feel free to post any questions or seek clarification with Ray, Phil or me here or in in TS .

Bottom line is the faster we can get you guys cleared and away the better for all ! Smile

Cheers
Deano


Last edited by NBL5273G Dean Arpel on Fri 14 Aug 2009 - 11:02; edited 2 times in total (Reason for editing : error)