RELTA Pilot Light Aircraft

Practice Listening Test—Answers and Transcripts

Answers are provided in bold.
A summary of answers is provided at the end of this document.

Section 1
Question 1
The Controller advised GGC that they …
• need to hurry because an inbound jet needed to use Lima in 10 minutes.
• should hurry to avoid delaying other aircraft.
• had to hold for 10 minutes for several aircraft to depart first.

Question 1 Transcript
GGC: Connor Ground, this is GGC at the light aircraft park, requesting taxi to Taxiway Lima for an
engine run.
Controller: GGC, hold position, give way to the inbound Cessna Citation—caution jet blast. Then taxi via
Whisky to Lima for the run-up. Report on completion.
GGC: Give way to the inbound Citation, taxi via Whisky to Lima, wilco, GGC.
Controller: GGC, can you please expedite your engine run as I have several departing aircraft which will
taxi on Lima for a Runway 34 departure in 10 minutes time?
GGC: I should only require approximately 3 minutes on Lima, GGC.

Question 2
The problem was that the …
• controller had initially given the pilot the wrong frequency.
• pilot was trying to contact ATC on an incorrect frequency.
• pilot was not successful contacting ATC on that frequency.

Question 2 Transcript
BMMZ: Tower, BMMZ for Pine Island, received information Foxtrot. Request taxi.
Controller: BMMZ, hold position. You need to contact Ground initially on 121.0. Also be advised
information Golf is now current.
BMMZ: Understood, however I’ve tried that frequency several times and did not receive a response,
BMMZ.
Controller: Standby, BMMZ.
Controller: BMMZ, that frequency doesn’t seem to be working. Standby and I’ll get back to you soon.

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Question 3
What did the Controller ask BYA to do?
• Adopt a new code and maintain their current level.
• Change to a different code and restate their level.
• Squawk code 3751 and report their present level.

Question 3 Transcript
BYA: Connor Departures, BYA, passing 800 feet, climbing to 2500 feet.
Controller: BYA, Connor Departures. Radar shows you squawking 3751, which is incorrect. Squawk 3651
and reconfirm your present level.
BYA: BYA, my apologies, now squawking 3651, passing 1400 feet.
Controller: BYA, you are identified.

Question 4
What must SGE do next?
• After climbing through 2000 feet, track to Corny Point.
• Climb to 2000 feet and then track via planned route.
• Fly direct to Corny Point now and then via planned route.

Question 4 Transcript
SGE: Connor Departures, SGE is continuing on runway heading, passing 900 feet, climbing to 4500
feet.
Controller: SGE, Connor Departures. You are identified. Upon reaching 2000 feet, you’re recleared direct
Corny Point, then via flight planned route.
SGE: Roger. Passing 2000 feet, recleared direct Corny Point, then flight planned route, SGE.

Question 5
What did the Controller advise Pine Air 145?
• The full length was not available due unplanned taxiway works.
• A safety officer would check a problem with the aircraft’s wing tip.
• They would be guided around the works site.

Question 5 Transcript
Controller: Pine Air 145, there are unscheduled taxiway works near the intersection of taxiway Alpha and
Lima just ahead. Are you able to taxi around that area for the full length? The alternative is an
intersection departure from Taxiway Kilo or a back-track to the full length, but with a delay.
PineAir145: Affirm, we should be able to taxi around the works. Is there a safety officer present to monitor
our wingtip clearance? Pine Air 145.
Controller: Pine Air 145, affirm. There is a safety officer present at the works site and will provide taxi
guidance around the closed off area.
PineAir145: Thanks, Pine Air 145.

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Question 6
Where was the other aircraft?
• Above and flying in a left circle.
• Flying in a circle to the left of the NKR.
• Coming directly towards NKT from the right.

Question 6 Transcript
Controller: NKR, track to join a left base Runway 34.
NKR: Track direct left base Runway 34, NKR.
Controller: NKR, do you have a glider in sight orbiting above you at about 2800 feet?
NKR: NKR, looking, is that traffic to the left or right of me?
Controller: NKR, that aircraft is above and to your right, currently turned away from you in a left-hand
orbit. He’s one of several gliders and tow aircraft operating south-west of the field, non-radio.
NKR: Glider traffic in sight, NKR.

Question 7
The Controller didn’t have any details for TJB because the pilot lodged a flight plan …
• for the wrong airport
• with a change to the normal route
• under another registration.

Question 7 Transcript
TJB: Connor Clearance Delivery, TJB for Pine Island, 3 POB, request airways clearance.
Controller: TJB, Clearance Delivery, we do not have a plan in the system for you. Could it be under a
different callsign?
TJB: TJB, my apologies, the flight plan was filed for TJC, but we have changed aircraft due to an
unserviceability.
Controller: TJB, copied, I will change the details for you. You are cleared to Pine Island via the Lighthouse,
planned route. Maintain 3500 feet, squawk 7145.

Question 8
On landing, what exit off the runway was available for ESQ?
• Taxiway Echo or Runway 08 to the right.
• Runway 08 to the right or Taxiway Bravo.
• Only Runway 08 to the right.

Question 8 Transcript
ESQ: Connor Tower, good morning, ESQ.
Controller: ESQ, good morning, Connor Tower. Taxiways Bravo and Charlie closed at the northern end of
Runway 34 due taxiway maintenance works. Taxiway Echo is available and the last available
exit from Runway 34 is Runway 08 to the right. Wind 330 degrees, 12 knots, Runway 34
cleared to land.
ESQ: ESQ, copied the works. Cleared to land Runway 34.

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Question 9
VXA should now track …
• to the Grain Silos then direct to Connor.
• via the Grain Silos and call the Controller when nearly there.
• via and amended route direct to Connor at 4500 feet.

Question 9 Transcript
VXA: Connor Approach, VXA. Currently 45 nautical miles to the east of Connor, maintaining 4500
feet, request airways clearance.
Controller: VXA, Connor Approach. A clearance direct Connor is not available at this time due traffic.
Remain outside controlled airspace. Expect clearance via the Grain Silos. If able, track via that
amended route. Contact me again approaching the Grain Silos for airways clearance.
VXA: Remain outside controlled airspace, wilco, and contact you again approaching the Grain Silos,
VXA.

Question 10
What information is correct for information Yankee?
• Runway 16/34 is not available due works in progress.
• The crosswind on Runway 08 is at least 10 knots.
• Three taxiways are closed due to maintenance.

Question 10 Transcript
Connor Terminal Information Yankee, at time 0720 Zulu
Runway 08 for arrivals and departures
Wind—040 degrees 12 to 15 knots. Maximum crosswind 10 knots
CAVOK
Temperature—23
Dew point—8
QNH—1018
Caution—taxiway works and men with hand tools operating to the southern edge of Runway 08. Taxiways Mike,
November and Echo west of Runway 16/34 closed due works in progress.
On first contact with Connor Ground or Approach, notify receipt of Yankee.

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Section 2
Example
Centre requests:
flight category confirmation
FMW confirms:
VFR and does not have
night rating

Example Transcript
FMW: Nelson Centre, FMW.
Centre: FMW.
FMW: FMW, we’re 73 GPS to the north of Nelson at 8500 feet. However, the headwind is much
stronger than planned and, ah, I don’t think we’ll make Nelson before last light.
Centre: FMW, copied, identified. Are you only capable of VFR by day?
FMW: FMW, affirm. I am only VFR. I do not hold a night rating.
Centre: FMW, standby.

Question 1
Centre informs Bantex44:
opposite direction traffic 8500 feet
position now at
12 o’clock at 30 miles

Question 1 Transcript
Centre: Bantex 44, additional traffic for your descent is FMW. A VFR Piper Cherokee, opposite
direction maintaining 8500 feet, currently 12 o’clock at 30 miles.
Bantex44: Copied traffic, leaving FL190, Bantex 44.
Centre: FMW, there is possible opposite direction traffic for you—Bantex 44, a Dash 8, on descent
from flight levels above, currently 12 o’clock, and now at 28 miles, and I expect they will still be
well above you when you pass. When able, advise your estimate for Nelson.
FMW: FMW, copied, standby.

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Question 2
Controller informs:
last light 2110
Controller offers:
diversion to …
alternate aerodrome
FMW responds:
negative

Question 2 Transcript
FMW: FMW, estimate Nelson 2118.
Centre: FMW copied. I show last light at 2110. Would you prefer to divert to an alternate aerodrome?
FMW: Ah, negative. There is nothing close enough that we’re familiar with and we mightn’t even
reach the closest alternate before last light either. We’d prefer to continue to Nelson if possible,
FMW.

Question 3
Centre advises:
weather conditions
plenty of …
ambient light
from city will help

Question 3 Transcript
Centre: FMW, there is broken overcast cloud here at Nelson, at around FL110. You should have a fair
amount of ambient light from the city, which should assist. Providing the wind stays light, I’ll
sequence you for a long final Runway 13 Left, so that you don’t lose sight of the city inside of
30 miles.
FMW: Many thanks. I have completed a couple of night flights as part of my night rating training, but
still have many hours to go, FMW.
Centre: FMW, roger.

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Question 4
Centre advises:
not many aircraft tonight
unrestricted arrival …
minimal or no delay

Question 4 Transcript
Centre: FMW and Bantex 44, radar shows you just passing now. Break-Break, FMW, for information
the Dash 8 is still 3000 feet above.
Bantex44: Roger, thanks, Bantex 44.
FMW: Copied and affirm, we sighted the Dash 8 go overhead just now, FMW.
Centre: FMW, I’ll speak with the Approach controller and see what priority we’re able to give you.
FMW: Much appreciated, FMW.
Centre: FMW, there is not a lot of traffic this evening around your ETA, so we are able to give you a
clear run in, with minimal or no delay.
FMW: FMW, thanks.

Question 5
Centre issues clearance:
enter control area
track from current position to Nelson

Question 5 Transcript
Centre: Bantex 44, contact Centre 133.4 with your estimate for the circuit Jonestown.
Bantex44: Contact Centre 133.4, wilco, Bantex 44.
Centre: FMW, confirming you will be for Runway 13 Left. You currently have 59 track miles to run.
Advise descent point.
FMW: Descent point will be 40 miles Nelson, FMW.
Centre: FMW, roger. Clearance, enter control area, tracking present position direct Nelson, maintain
8500 feet.
FMW: Track direct Nelson, 8500 feet, FMW.

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Question 6
Centre instructs:
head 250 and change descent
Centre advises:
remain with Centre controller …
until closer to the city

Question 6 Transcript
Centre: FMW, when ready descend to 5000 feet, QNH 1015.
FMW: When ready descend to 5000 feet on a QNH of 1015, FMW.
Centre: FMW, I do have jet traffic now from the west, which I was hoping to have well in front of you.
However, it is also slower than expected. I will need to vector you away from the city and this
will cause you to lose another few minutes. I’ll be able to give you a southerly heading again
though before it gets too dark. Is that acceptable?
FMW: Affirm. The sun is just going below the horizon now, otherwise the visibility towards the west
would have made it very difficult, so the vector will be fine, FMW.
Centre: FMW, thanks, turn right heading 250, amend descent. When ready, descend to and maintain
6000 feet. The Approach controller is busy just finishing up a sequence with a few other aircraft
at the moment, so I’ll keep you on this frequency until closer to the city.
FMW: Right heading 250, and we’re leaving 8500 feet now for amended 6000 feet, and thanks, FMW.

Question 7
FMW requests:
location of towers
Centre confirms:
a short distance to the …
northern side of the lake

Question 7 Transcript
FMW: FMW, request landmarks in the area.
Centre: FMW, the Mt Bella TV towers should be visible in your 9 o’clock position at 10 miles, report
sighting.
FMW: Is that the 3 towers close together just north of the lake? FMW.
Centre: FMW, affirm, that’s correct, just a few miles to the northern side of the lake.
FMW: OK, yes, we have the lights of the towers visual now, FMW.
Centre: FMW, position 36 miles north-west of Nelson. Cancel radar heading and track direct to the Mt
Bella towers, clearance limit Mt Bella. Report approaching the towers, expect vectors from
there to join a long final Runway 13 Left.
FMW: Cancel radar heading, track direct Mt Bella, with a clearance limit of Mt Bella, FMW.

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Question 8
FMW requests:
onward clearance
Centre advises:
heading from towers
will track along …
main highway
meet the extended centreline in 10 miles

Question 8 Transcript
FMW: FMW is approaching the Mt Bella TV towers, request onward clearance.
Centre: FMW, clearance. Depart the Mt Bella TV towers heading 150. This will track you down almost
over the main highway, and you can expect to intercept the extended centreline of Runway 13
Left in about 10 miles. The airport is at your 10 o’clock position at 25 miles; however, I doubt
you’ll see that yet.
FMW: Depart the towers heading 150, and we do have the main highway clearly in sight, FMW.

Question 9
Approach advises:
approaching centreline
Approach issues:
heading to intercept final
Approach informs:
approach lighting is on
report runway visual

Question 9 Transcript
Centre: FMW, continue descent to 3000 feet and contact Approach 126.0.
FMW: Descend to 3000 feet and contact Approach 126.0. Thanks for your help, FMW.
FMW: Nelson Approach, FMW, on descent to 3000 feet.
Approach: FMW, Approach. You’re coming up to the extended centreline now. Turn left heading 130 to
join long final Runway 13 Left. The approach lighting is on. Report when you have the runway
in sight.
FMW: Left heading 130, and we don’t have the airport, or runway, in sight yet, FMW.

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Question 10
Approach informs:
radar shows slightly right of centreline
there is …
a light southerly wind
that will help alignment

Question 10 Transcript
Approach: FMW, radar indicates you are now about 1 mile to the right of the centreline, but we have a
light southerly wind and this should cause you to gradually converge.
FMW: Roger, thanks, FMW.
FMW: FMW, we have the runway in sight now.
Approach: FMW, roger. Make visual approach straight in Runway 13 Left.
FMW: Visual approach, straight in Runway 13 Left, FMW.

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Section 3
Question 1
What lesson did Brian have yesterday?
• Some exercises with the chief flying instructor after lunch.
• A crosswind training session with Ken Williams.
• A lesson with Lucy in the morning followed by solo practice.

Question 2
What did Ken record about Brian’s flying skills?
• He was doing well but needed more landing practice.
• Ken’s training records were not up to date.
• Brian was able to land well in wind.

Questions 1 & 2 Transcript

Lucy: Hi there, Brian. Have you got time for a chat about your solo flying session after our lesson
together yesterday? I’m concerned that you got into difficulty practising stalls. Taking too long
to recover from a stall can be very risky with your relatively low level of experience, especially
with no instructor sitting beside you.
Brian: Yes, I realise that Lucy. It really gave me a fright.
Lucy: I’m sure it did. So, as the Chief Flying Instructor, I need to be clear on what happened. Now,
we flew a dual exercise together yesterday morning in the club’s Cessna 152, and then after
lunch you decided to get some solo practice repeating some of the morning’s lessons. Is that
right?
Brian: Yes, that’s correct.
Lucy: Your regular instructor, Ken Williams, who as you know was not at work yesterday due to
illness, has kept your training records up-to-date. So, it’s easy to see your training history and
it seems you’ve been doing very well. Ken commented that your skills were particularly good
with landing in quite windy conditions.
Brian: Um, yes, I’ve been feeling good about that. My experience yesterday with stalls gave me a
scare though.

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Question 3
Brian’s comments about doing stalls and spins show that he …
• felt confident that he could handle such situations.
• had practised them solo and felt quite safe.
• thought he needed more practice doing them.

Question 4
During the lesson, Brian and his instructor …
• did some tight circuits near the racecourse.
• practised an engine failure and then some tight turns.
• simulated engine failure training over the lake.

Questions 3 & 4 Transcript

Lucy: It says here that you’ve already been out with Ken three times practising stalls. It seems you
were clearly able to demonstrate proper recovery from spins and spiral dives, so practising
stalls on your own should have been quite safe.
Brian: Ken did spend a whole lesson on stalls that could go wrong, and I felt quite comfortable with
getting out of any spin or spiral dive situation.
Lucy: OK, so starting at the beginning, yesterday you did the pre-flight inspection, we both looked
over any maintenance issues that might be outstanding, and we then started up and headed
out for our lesson.
Brian: Yes. We then did one touch and go on Runway 24 followed by a simulated engine failure near
the racecourse, a few miles west of the airport.
Lucy: I think we then headed straight out to the southern training area, down over the lake, to refresh
you on some tight turns and also a couple more stalls. Was that right?

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Question 5
The lesson was only half an hour long because …
• Brian was meeting someone for lunch.
• another student needed the aircraft for solo practice.
• Lucy needed to get back early.

Question 6
Straight after lunch, Brian …
• flew direct to the northern training area.
• decided to wait for half an hour because it was too windy.
• practised landing in windy conditions.

Questions 5 & 6 Transcript

Brian: Ah, yes, I believe we were only out for about half an hour because you had another briefing to
do before lunch.
Lucy: Yes, I’m sorry about that. I hope I didn’t rush you, but you were certainly flying quite well and
we only needed a shorter lesson anyway prior to you doing some solo practice.
Brian: No, that was OK. It’s always confidence building to go out on my own and I could really only
afford around an hour and a half in total. So, 30 minutes with you and an hour on my own
worked out really well.
Lucy: So, when we returned for my other briefing, did you go straight back out again?
Brian: No, I thought I’d have some lunch first, then I taxied back out at 2 o’clock. The wind had
picked up a little so I did half an hour in the circuit area practising crosswind landings on the
longer runway first, then I flew up to the northern training area.

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Question 7
Why did Brian use the northern training area?
• An instructor asked him to go there.
• He preferred it to the southern area.
• He wanted to join other aircraft to practise formation flying.

Question 8
After reaching 4000 feet, Brian did …
• three stalls and dives with routine recovery.
• two stalls with high engine power and full flap.
• two stalls successfully but almost lost control on the third.

Questions 7 & 8 Transcript

Lucy: Oh, the northern training area? We don’t often use that one. Why was that?
Brian: Well, as I was taxiing out an instructor in one of the other flying school’s aircraft responded to
my radio call and said he and a few students were practising formation flying in the southern
training area. He asked would I mind using the northern area.
Lucy: That was a good idea, particularly if you were going to be doing some upper air work with
stalls. What was your altitude when you started the stall practice?
Brian: I was at least 4000 feet as both you and Ken had recommended. The first two stalls were fine.
Both of these were in the landing configuration with flaps extended and idle power.
Lucy: Did you have any problems at all with recovery?
Brian: No, not at all on those two.
Lucy: So, what happened that scared you so much, Brian?
Brian: Well, the third time I had a higher engine RPM and full flap, and when the aircraft finally stalled,
I kept the nose up as high as possible until a wing dropped. The left wing dropped quite
severely and before I knew it the aircraft went into a spiral dive.

Page 14 of 17
Question 9
The spiral dive after the final stall made Brian feel …
• frightened looking down at the ground.
• confident because he reacted so quickly.
• comforted that he had managed the situation.

Question 10
After recovering from the spiral dive, Brian …
• returned directly to the airport.
• flew level for a while and then came back to the airport.
• resumed practice once the aircraft was stabilised.

Questions 9 & 10 Transcript

Lucy: It seems you didn’t react quickly enough.
Brian: Maybe, but I deliberately let it go on for what might have been too long. I was probably over
confident. I think I ended up doing one and a half turns, and pointing straight down at those
hills was really scary! I managed eventually to kick in plenty of right rudder and recovered OK,
but it was too close for comfort.
Lucy: I can imagine! With no instructor next to you and your limited experience, you would have been
quite anxious. Don’t worry too much though, Brian. You still recovered successfully and still
very early in the spiral dive, so I believe you handled the aircraft quite well.
Brian: Well, after that episode, I stabilised the aircraft and flew straight and level for a few minutes—
towards the coast actually, so it was quite scenic and smooth. I then returned to the airport. I
certainly didn’t feel like doing any more practice.
Lucy: A wise decision, I’m sure. Really though, you did the right thing and I’ve checked that the
aircraft has not suffered any stress. It is an Aerobat model so I certainly wasn’t expecting to
find any airframe stress issues. Anyhow, good luck with the rest of your training, Brian.
Brian: Thanks, Lucy.

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 RELTA Pilot Light Aircraft
Practice Listening Test—Summary of Answers

Section 1
1 should hurry to avoid delaying other aircraft.
2 pilot was not successful contacting ATC on that frequency.
3 Change to a different code and restate their level.
4 After climbing through 2000 feet, track to Corny Point.
5 They would be guided around the works site.
6 Above and flying in a left circle.
7 under another registration.
8 Taxiway Echo or Runway 08 to the right.
9 via the Grain Silos and call the Controller when nearly there.
10 Three taxiways are closed due to maintenance.

Section 2
1 12 o’clock at 30 miles
2 alternate aerodrome
3 ambient light
4 minimal or no delay
5 enter control area
6 until closer to the city
7 northern side of the lake
8 main highway
9 approach lighting is on
10 light southerly wind

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Section 3
1 A lesson with Lucy in the morning followed by solo practice.
2 Brian was able to land well in wind.
3 felt confident that he could handle such situations.
4 practised an engine failure and then some tight turns.
5 Lucy needed to get back early.
6 practised landing in windy conditions.
7 An instructor asked him to go there.
8 two stalls successfully but almost lost control on the third.
9 frightened to be looking down at the ground.
10 flew level for a while and then came back to the airport.

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