In, Out and Around

Milford
Milford Sound is world-famous for its
scenery, and this is reflected in the many
tourists who visit each year by foot, by
road or by air. The airfield and surrounding
topography pose a special challenge for
pilots. This booklet covers points a pilot
should consider before planning a flight to
Milford, and should be read in conjunction
with In, Out and Around Queenstown.
A current Visual Navigation Chart (VNC)
C10 or C14 is an essential reference while
reading the booklet.
Note: Some infrastructure changes and earthworks in the vicinity
of the aerodrome have been completed since the photos on the
cover, and pages 12 and 16, were taken.

CAA Web Site

See the CAA web site for Civil Aviation Rules,
Advisory Circulars, Airworthiness Directives,
forms, and more safety publications.

Every effort is made to ensure that the information in this booklet is accurate and up to date at the time of
publishing, but numerous changes can occur with time, especially in regard to airspace and legislation.
Readers are reminded to obtain appropriate up-to-date information.
W ith the sheer lower face of Mt
Christina off our right wingtip,
we peered ahead for any sign of clearing
weather. The pass ahead was invisible in the
cloud, and snow was beginning to fall on
the windscreen. It was time to turn around.
As we turned back we could see that the
layers of cloud around The Divide and in
the Hollyford and Eglinton Valleys were
constantly changing.
Upper Hollyford looking towards Homer - not looking good.
be able to get all the way there, but we
wanted to be able to show you how
menacing and changeable mountain
weather can be. (Needless to say, our crew
included a pilot experienced in Milford
operations.)
On other days the decision is not so clear-
cut. The Milford weather may appear
suitable, but getting there can be a problem,
and always there is the possibility
of rapid weather change.
The location, on the southwest
coast of the South Island,
combined with the
surrounding mountainous
terrain and sea, can create
unusual climatic conditions,
and on occasions it can
deteriorate markedly in less
than 30 minutes.
Even an invitingly clear day
can harbour trouble, in the
form of violent turbulence
below the tops.

The head of the Caples Valley,

where we had crossed only
ten minutes earlier, was now
clouded over. We followed
the Greenstone Valley to Elfin
Bay and back to the sun at
Queenstown.
On this day the decision was
easy our research team knew
before leaving Queenstown that
the weather at Milford Sound
was bad and that we would not Turnback time.

3
 Magnificent Milford
Milford Sound aerodrome is surrounded by
some of the most majestic and beautiful
scenery in the world.
The nature of this rugged mountain terrain
can create conditions which, for the aviator,
can range from challenging to downright
frightening. The names of features in the
surrounding area reflect the difficulties of
exploring this part of New Zealand Danger
Mountain, Terror Peak, Mt Isolation, Lake
Never Never.
The unspoiled beauty makes Milford a
drawcard for tourists.
Milford Sound is only 40 NM from
Looking up the Caples Valley.
Queenstown, but the well-known and very
marked differences between east coast and Milford Sound aerodrome is situated at sea
west coast weather are certainly evident in level at the head of the Sound but is
this area. One cannot forget that the main surrounded by mountains, again with
divide has a dominating effect on the South descriptive names, Barren Peak rising to over
Island weather, a fact which often poses 5000 feet to the east and Sheerdown Peak
problems for pilots. to more than 6000 feet less than a mile to
the south. There are at least ten
more peaks exceeding 6000 feet
within a five-mile radius.

Tourist Flights
On a typical summers day, there
can be up to 140 movements at
Milford aerodrome, with up to 15
aeroplanes and 5 helicopters in the
area around the peak times of 1000
and 1500. Most tourist arrivals and
The Caples River mouth, just north of Elfin Bay, with the departures are geared to Milford
entrance to the Greenstone Valley around to the left, obscured
by cloud. Sound cruise schedules, so there is

4
usually a mass arrival and departure
respectively, at these times.
Operators from Queenstown normally
depart Queenstown via Arthurs Point and
Lake Luna and then route via the Caples,
The Divide area, along the Milford Road
(upper Hollyford Valley) past Mt Christina
(Monkey Flat), and over the Gertrude or
Homer Saddles, into Milford.
Lake Fergus (foreground) and Lake Gunn in the Eglinton
Valley, from The Divide area.
Another commonly used route is from
Lake Luna to Harris Saddle (requires 5500
feet amsl), and then the Adelaide or
Donne Saddles.
When the cloudbase is low the
Greenstone Valley, having the lowest
saddle, is possibly the best option.
Caution, however, must be exercised for
the inexperienced, as there are fewer
escape options associated with low cloud.
Generally this requires continuing down
the Hollyford Valley to enter Milford via
the mouth of the sound. This could be a
useful route on a good day for those
inexperienced in the area, as it is easy
navigation and clear of the typical flight
paths of the tourist traffic.
Always have due respect for the weather
have more than one escape route. If the
Greenstone Valley is the only possible route
in, then it is also the only one out. This
produces problems of opposing traffic
and the possibility of the escape route
closing. On those days the safe option is
to stay home.
The preferred route out is via Lake
Ada, the Arthur River (around Green
Valley and Sutherland Falls), Balloon
Pass, Clinton River, and across to
Elfin Bay.
If weather conditions prevent
routing via the eastern passes or
Balloon Pass, the low-level route
out is up the coast to Martins Bay,
then via Lake McKerrow, Hollyford
Valley to The Divide area, then the
Caples or Greenstone Valleys to Elfin
Bay or down the Eglinton Valley to Te Anau.
(An altitude of 3500 feet is required to get
Looking down the Hollyford Valley with Lake McKerrow
in the distance.
5

Homer Saddle and the Milford entrance to the road
tunnel below.
from the Hollyford into the Eglinton or
Greenstone Valleys.) Another possible route
is via Park Pass, leading to Rock Burn and
into the Dart Valley. (Park Pass requires 4500
feet and is often the last pass to close.)
If this low-level choice is necessary, pilots
must be aware that the weather conditions
around all these passes will also be
worsening, and the situation ahead and
behind needs to be monitored closely.
It may become necessary to return to
Milford which also could have deteriorated
further. Remaining at Milford in the first
place may be more prudent.
Accurate judgement of all these factors
can only come with experience.
Pilots working for the regular operators
undergo substantial training before taking
passengers into Milford. They build up
experience in judging the vagaries of
6
weather patterns in the area and gain
knowledge of the best routes for the
prevailing conditions.
Private Flights
Pilots unfamiliar with the area should
consider flying to Milford only in favourable
conditions. Knowledge of the routes used
by the regular operators is important,
however, for reasons of collision avoidance,
and for suitable escape routes should the
weather change unexpectedly and block
your planned route.
The Milford Sound aerodrome information
(in AIP New Zealand Vol 4) states that pilots
who have no previous or recent (within the
last six months) operating experience at
Milford Sound should receive a briefing
from a pilot currently experienced with
operations to and from the aerodrome.
Recognising when to go or not to go, and
what training, experience and knowledge
are necessary beforehand, is not easy.
Before considering flying anywhere in this
area, a pilot should have undergone
mountain-flying training and have had a
reasonable amount of experience in
mountainous terrain. (For background
information on mountain flying, refer to
the GAP booklet and associated DVD
Mountain Flying. See also the GAP
booklet Survival.
You should be skilled in map reading, this
being essential in mountainous terrain, as
a single heading is not possible unless you
are flying at high altitude. (And there are
too many corners necessary for you to
abandon eyeball navigation and rely
only on that GPS you might have.)
With the onset of deteriorating weather
and an accompanying lowering cloud base,
the return journey may be markedly
different from a high-altitude inbound flight.
You must be thoroughly prepared for this
eventuality.
Gertrude Saddle, heading into Milford.
conditions an overflight may be the only
option anyway, because of severe
turbulence below the tops.)
If a landing is planned, however, preparation
must be more thorough.
Pre-flight Planning
Obtain a good briefing from a local operator.
It is always a good idea to tap local
knowledge regarding conditions, local
procedures, etc, wherever you
go, but this is especially so in
mountainous areas.
A check flight into Milford
with an experienced Milford pilot
is the best option if this is
practicable. The cost of an
instructor can be well worth it.
It may mean being able to
continue when you would not
have done so alone, and the

A Flight to Milford
It is of course possible to view the
spectacular scenery of Fiordland without
making a landing at Milford. All the general
mountain-flying points in the GAP booklet
Mountain Flying are relevant, as are the
relevant reporting procedures and collision
avoidance measures, but an overflight, with
a less demanding workload for the pilot,
is a simpler option. At the higher altitude
navigation is easier, and the air is smoother
After crossing Gertrude Saddle, Milford Sound beyond
above the mountain tops. (Indeed, in some (Note seasonal difference from previous photo.)

7
knowledge and experience of your guide
will enable you to safely extend your own
experience and capabilities.
Adelaide Saddle in foreground, with Milford Sound beyond.
A current VNC C10 or C14 is essential it has
the reporting points marked and ensures you
have up-to-date detail of the airspace. Note
particularly that all Queenstown controlled
airspace is transponder mandatory.
National Park maps can be a useful
additional reference to make the flight more
educational and interesting but beware of
the METRIC HEIGHTS used on these.
There is a restricted area, NZR701 Homer
Tunnel, from surface to 8000 feet amsl,
centred on the Homer tunnel. This is
8
associated with avalanche bombing to
protect the tunnel and is activated by
NOTAM when necessary (more likely in
winter months).
Milford Sound aerodrome has an
Aerodrome Flight Information
Service (AFIS). Make sure you
understand how AFIS differs from
an ATC service. (Refer to AIP New
Zealand and the GAP booklet Plane
Talking). AFIS is not the same as
UNICOM AFIS is able to provide
traffic information. Pilots have the
responsibility of assessing a
situation based on information
passed to them, then advising their
intentions.
Plan your route carefully
(including alternatives). The
extra time spent on the ground
doing this has its pay-off when
the pressure comes on in the air.
Plan fuel requirements carefully.
An unexpected diversion
because of weather can easily
add an extra 30 to 40 minutes
to your flight.
Study the reporting points carefully
before you go.
Study all of the Milford Sound aerodrome
pages carefully. They cover all arrival
and departure procedures in detail and
radio procedures for collision avoidance.
Note the times of intense traffic activity
and plan to avoid them.
Weather
Flying conditions in the mountains are
generally better in the morning, with the
likelihood of less cloud, turbulence, and
wind.
Study the weather pattern carefully. Look
at the general weather situation and the
appropriate aerodrome forecasts and
reports. Look at the Invercargill weather,
for instance, as a deterioration from the
south will show up there first.
If you can, plan to start your Milford flight
from Queenstown (or nearby airfields).
This enables you to check the latest reports
for Milford and to seek local knowledge to
augment the reports.
If there is overcast coastal cloud at 3000
Greenstone Valley is it clear around the corner?
Be prepared to turn back.
9
feet at Milford, it may be possible to get
there, but it can often mean that conditions
will go downhill fast at Milford.
The passage of a southerly front generally
brings clearing weather on the West Coast.
At Milford, although the sky may have
cleared, conditions may still not be suitable
for landing until the southerly dies down.
If the surface wind is southeasterly, 120 to
150 degrees magnetic at 10 knots, check
if any of the regular operators are going.
The wind strength may sound okay, but
local knowledge would tell you that at
Milford this wind direction creates hazards.
In these conditions, there may be a clear
blue sky, but turbulence at lower levels
makes the flight unpleasant and a landing
at Milford difficult. See details below under
Circuit, but generally southeasterly
conditions are not suitable for inexperienced
pilots. An overflight, remaining above the
mountain tops, can be okay.
Greenstone Valley around the corner, it opens
up with Lake McKellar ahead.
Aircraft Performance collision avoidance frequency 119.2 MHz
and maintain a listening watch. This
Check the aircraft performance graphs
frequency is for air-to-air communications
for the expected conditions and for the
to enable pilots in the area to be aware of
possible worst scenario. In some conditions
the presence and position of other aircraft.
at Milford, it may be preferable to take
Accurate position reports are vital.
off downwind check your aircrafts
Reports should include position, level and
performance for this situation before
direction of flight (and further intentions
going in.
if necessary).
Understand how to get the best performance
Queenstown Information is available on
out of your aircraft. Remember you must
128.9 MHz within the Queenstown Flight
be able to cope with the problems associated
Information area. If you do not have two
with mountains, such as terrain clearance,
radios, try to make your position reports
updraughts, downdraughts, windshear and
to Queenstown Information at a position
the lack of a well-defined horizon.
where there is less likelihood of missing
Understand how density altitude affects
your aircraft performance.
For further information see the GAP booklet
Takeoff and Landing Performance.

Enroute Reporting Points

Pilots should route to and from the Milford
Sound aerodrome via one or more of the
reporting points that are shown on the
current chart. Study these carefully before
setting off.

Communications Position
Reporting
The Fiordland Common Frequency Zone (CFZ)
extends from Queenstown to Milford Sound
over the area of intensive tourist aircraft
activity. A collision avoidance frequency of
119.2 MHz is used in this area. In the Milford
Sound CFZ communications are with Milford
Flight Service on 118.2 MHz.
Within the Fiordland CFZ, aircraft should
make frequent position reports on the Looking down the Cleddau Valley towards Milford
having just crossed Homer Saddle.

10
Looking back towards
the aerodrome from the
Arthur Valley.
crucial collision-avoidance calls on 119.2
Photo: Julianne Kramer
MHz.
Aircraft should call Milford Flight Service
on 118.2 MHz before entering the Milford
Sound CFZ. To the east, the boundary is a 5
NM radius from Milford Sound aerodrome
(this is in effect along the eastern passes).
To the northwest it extends out to 25 NM
from the aerodrome in a 10-mile-wide band
centred along the Sound. This area
encompasses the main arrival and departure
routes, including the mouth of the Sound,
where traffic arriving from different
aerodromes may be merging.
If operating outside the hours of Milford
Flight Service attendance, pilots are to carry
out standard unattended aerodrome Milford Sound aerodrome.
procedures on that frequency.
Airmanship
Other Collision-Avoidance Good airmanship involves careful
Measures compliance with all the relevant procedures
Landing lights should be used at all times in and the good sense to have studied them
the Milford Sound area and in the Arthur all carefully before takeoff.
Valley especially if any inbound traffic is
Once in the vicinity of Milford it all happens
conflicting with the main traffic outflow.
very quickly. The need to aviate, navigate
It is a good idea to have your landing
and communicate, keep a good lookout, plan
light on throughout the Fiordland CFZ as
your descent, complete necessary checks,
well, particularly in the busy tourist season.
etc, adds up to a considerable workload.
If everyone makes their aircraft as visible
as possible, the observation workload is There is not time to study the chart and
eased for all concerned. procedures in detail at this point this must
be done before the flight, with a further
Above all, maintain a good lookout at all
self-briefing refresher, if possible, while still
times. This is not easy in unfamiliar terrain,
en route.
with the need to constantly refer to the
map keep your eyes out of the cockpit as There may also be the peculiar added
much as possible. problems on one of our research flights,
we had left Queenstown in the rain, and on
arrival at Milford in clear cold air, the trim

12
control froze. Being well prepared for the
expected can make it easier to cope with
the unexpected!
As with any new area (Queenstown itself is
a case in point), a lack of local geographic
knowledge can make the task of sorting out
other traffic more difficult through not
recognising place names given in position
reports. Firstly, it is hard to pick up
unfamiliar place names on the radio, and
secondly, you dont know where the places
are anyway. Study the map for the main
features before your flight.
Make frequent position reports, and make
your aircraft conspicuous using strobe lights
and landing lights if fitted. Note also the
requirement to use landing lights, if possible,
within 10 NM of Queenstown.
Procedures at Milford
The Milford Procedures and Location chart
in the aerodrome pages clearly illustrates
how the aerodrome is restricted physically
by surrounding terrain. The notes on the
aerodrome chart include the requirement
to have serviceable radio equipment and
this, of course, means you should use it!
The cautionary notes point out some of the
hazards associated with operating at
Milford.
Arrival Procedures
As with any uncontrolled aerodrome, joining
traffic must observe other aerodrome
traffic for the purpose of avoiding collision
and conform with or avoid the aerodrome
13
traffic circuit formed by other aircraft
(rule 91.223).
An aircraft may join directly into the circuit,
only if:
joining intentions are advised to Milford
Flight Service (or to other traffic when
unattended);
the runway-in-use and aerodrome traffic
are properly ascertained;
when joining straight in, or directly onto
downwind or base leg, the aircraft is
sequenced to give priority to other
aircraft already in the circuit or joining
in accordance with the standard circuit
joining procedure; and
when entering or flying within the
circuit, all turns are made in the
appropriate circuit direction.
If you are unfamiliar with an aerodrome,
it is good airmanship to join overhead and
assess the situation. This is most definitely
a good idea for those new to Milford.
Looking toward the head of the Sound, with the
airfield in sight.
Photo: Julianne Kramer On final for Runway 29
It is important to see the constraints on
circuit traffic. A strictly standard rectangular
circuit pattern is not possible the
surrounding terrain necessitates some
bending of flight paths.
Any straight-in approach is always difficult
to judge accurately, and if a straight-in
approach to Milfords Runway 11 is
misjudged, an early decision to go around
is necessary because of the restricted flight
path, rising terrain, and possible
downdraughts in the go-around area.
When joining overhead, it is extremely
important to adhere strictly to an altitude
About to turn left base for Runway 11. Williamson
Point and underwater observatory just out of
picture to the right. Cruise boat at Dale Point
mid-right. St Anne Point obscured beyond.
15
of 1500 feet. There may be departing traffic
present up to 3000 feet, and there is the
possibility of arriving traffic above 3000
feet.
On approach to Runway 11.
From the Eastern Passes
Aircraft will normally approach Milford
from the passes to the east, which are only
about five miles from the aerodrome.
Consequently, there is a good deal of height
to lose to land at the sea-level aerodrome.
Arrival procedures require these aircraft to
maintain 3000 feet or above until northwest
of a line joining Williamson and Pater Points
and then to continue descent on the
northern side of the Sound towards Dale
Point. This procedure allows a gradual
descent, which is of benefit to passengers.
From Dale Point, you should fly on the
southern side of the Sound when inbound
towards the aerodrome, and report passing
Stirling Falls. Cross the line joining
Williamson and Pater Points at or below
1500 feet.
If Runway 11 is the preferred runway,
aircraft may join for a straight-in approach
provided there is no conflict with existing
traffic and provided Milford Flight Service
is on watch; otherwise position overhead
to join left-hand downwind at 1000 feet.
If Runway 29 is the preferred runway, join
left-hand downwind at 1000 feet.

From the Tutoko or Cleddau Valley

Areas
The procedures allow that, if Runway 29 is
the preferred runway, aircraft may join for
a straight-in approach provided that there
is no conflict with existing circuit traffic;
otherwise position overhead to join left-
hand downwind at 1000 feet.
This straight-in approach is not
recommended for the novice Milford pilot.

Milford Sound aerodrome, with the approach to

Photo: Julianne Kramer Runway 29 depicted.

Radio communication with Milford Flight

Service is lost when in the Tutoko or Cleddau
Valleys, and you then arrive at the junction
of the valleys, which is the late downwind
position for Runway 29, without other
aircraft knowing that you are there until
you are upon them.
Aircraft joining in this manner must keep a
careful watch for other aircraft and establish
radio contact as soon as possible.
If Runway 11 is the preferred runway, aircraft
may join left-hand downwind at 1000 feet
provided that there is no conflict with existing
traffic, especially Runway 29 departures.
The alternative is to maintain 3000 feet and
Late downwind for Runway 29 carry out an Eastern Passes arrival.

16
From the West Coast Area
Enter the Sound on the southern side at St
Anne Point, and proceed to join the circuit
for the preferred runway as for the arrivals
from the eastern passes.
From the Arthur Valley
Conduct arrival procedures as for the
eastern passes, or be at or below 1500 feet
on crossing Ada reporting point.
Join overhead at 1500 feet for left-hand
downwind Runway 29 or at 1000 feet for
left-hand downwind Runway 11.
There could be a number of aircraft from
Te Anau coming in from this direction.
Entrance to Milford Sound. (it can be easily missed
if flying at low level down the coast.)
17
Looking out into the mouth of the Sound. Stirling
Falls are on the right.
Circuit
An absolutely standard circuit pattern is
not possible the circuit is adjusted as
dictated by the surrounding terrain. Landing
and takeoff directions depend on the wind
conditions. Make normal position reports
in the circuit.
Wind Calm
If conditions are calm, landings are made
on Runway 11, regular operators making a
straight-in approach. If an overhead join is
made, the left-hand downwind and base
legs are shaped to suit the terrain.
Takeoffs are normally made on Runway 29.
Sea Breeze
In the afternoons, particularly in summer,
there is usually a sea breeze from the
northwest, with associated turbulence,
shear, lift and sink. Landings are then made
on Runway 29.
The approach for Runway 29 involves a
teardrop or reversal turn up the Cleddau
Valley. The downwind leg is extended into

Looking down Runway 11.
the Cleddau Valley (keeping close to the
base of Sheerdown Peak) up to the junction
with the Tutoko Valley. A left turn is then
made in the vicinity of the bridge over the
Tutoko River to come back on a curved final
The closeness and scale of Sheerdown Peak is
evident in this photo.
18
leg (ultimately requiring a right
turn onto the centreline) being
careful to watch for, and keep
clear of, aircraft on the extended
downwind leg.
Watch out for aircraft joining
directly from the Tutoko and
Cleddau Valleys.
There can be marked windshear
on the final approach, which
passes over high trees, the Arthur
River, and a stopbank at the aerodrome
boundary. Forewarned is forearmed.
There is generally a crosswind from the right
in these conditions.
Takeoffs are normally made on Runway 29,
unless the downwind component is
excessive. Takeoff on Runway 11 has a
restricted flight path into rising terrain and
downdraughts are a hazard. Takeoff in this
direction is not recommended.
Southeasterly
A southeasterly is the worst situation at
Milford. The term is used loosely to describe
any wind from a southerly quarter, the
direction of the upper wind and the
surrounding terrain having an effect on
which valley it will flow down.
The wind flow can split out of the Arthur
Valley; there can be very white water on
the threshold of 11, with marked windshear.
There may also be disturbed water off
Deepwater Basin at the mouth of the Arthur
River. It can be better to land on Runway
29 in this situation with its better go-around
option. The wind can be calm at the
 A critical factor to consider is that, although
it may be possible to land successfully,
conditions may not allow a safe takeoff.
The regular operators generally do not take
off on Runway 11 and will accept the
downwind component on Runway 29
(if performance requirements can be met)
otherwise they stay on the ground. The
downwind effect, plus marked windshear
after takeoff, results in very poor climb
performance.
If a takeoff is made on Runway 11, the
normal flight path would be into the
Cleddau-Tutoko basin to climb. Because of
downdraughts and the deceptive rising
terrain, however, a takeoff on Runway 11
is not recommended.

Takeoff, Runway 29.

threshold of Runway 29 allowing a settled

approach, but the windsock halfway up can
be straight out because of wind whistling
through the gap in the trees on the south
side of the runway. These conditions are
not for the novice Milford pilot.
If the wind is flowing more down the Tutoko
Valley, conditions are different, with more
tailwind and turbulence on the approach
to Runway 29. In these conditions, Runway
11 may be a better option for landing,
although there may be considerable sink
off the Footstool (the ridge off Mitre Peak).
Accuracy of approach is most important.
Again, not for the novice Milford pilot.
(By this stage you will have had such a rough Looking up the Arthur Valley. Although the route
appeared clear, Balloon Pass and Mackinnon Pass
ride you may wish you had stayed at home!) were in fact closed this day.

19
 Departure Procedures
Via the Eastern Sectors
After takeoff on Runway 29, turn
right to climb northwest along the
northern side of the Sound. There
can be strong ridge lift in sea breezes.
At or before Williamson Point, turn
left to overhead the aerodrome then
proceed en route. There will be some
Looking up Arthur Valley. Mt Pillans is the long flat ridge
circling required to reach the 5500 (middle). If you can see this ridge, then Mackinnon Pass is
normally open.
feet necessary to get over the
eastern passes only a few miles from the overhead the aerodrome and departing as
aerodrome. Watch for incoming traffic. above. In practice, takeoffs from Runway
11 are virtually non-existent, and are not
recommended because of the associated
hazards.
Photograph courtesy of Airways.

Congestion
There is intensive air transport activity
generated by the scenic tour operators at
the aerodrome between 10 am and 3 pm
local time. In summer, the activity is more
intense and lasts until late afternoon. There
Milford Flight Service.
can be typically up to 20 aircraft operating
into Milford on a regular basis. Aircraft
Via the West Coast
Photograph courtesy of Airways NZ.

After takeoff on Runway 29, veer right to

climb northwest along the northern side of
the Sound, not above 1500 feet until west
of Stirling Falls, then proceed en route.
Report passing Stirling Falls.

Takeoff Runway 11
The procedures give a departure route after
takeoff on Runway 11 of departing direct
via the eastern passes, or of returning
Parking at Milford Sound aerodrome can be limited.
Pilots of visiting aircraft should avoid peak
movement periods.

20
Balloon Pass (closed).
parking space at Milford is limited. It would
be prudent to check with Queenstown or
Milford (FIS or local operators) on the
current days activity before getting
airborne.
To avoid congestion both on the ground
and in the air, it is recommended that private
flights operate outside these hours. For
those inexperienced in the area this is good
advice the workload is a lot easier if there
are not 20 or so other aircraft in the vicinity
to keep an eye out for and avoid.
The mass arrivals and departures of the
tourist aircraft at Milford arise because the
After crossing Mackinnon Pass heading down the
west branch of the Clinton River looking towards
Clinton Forks.
21
Mackinnon Pass on left, Lake Quill and Sutherland
Falls on right looking from the Aurthur Valley.
passengers are normally booked on launch
cruises in the Sound. In the summer, extra
cruises are scheduled. On some tours,
passengers bus in and fly out.
Once on the ground at Milford, be careful
to brief your passengers before allowing
them to alight, due to the limited apron
space and proximity of the runway. Allowing
unsupervised passengers near operating
aircraft is an unacceptable risk.
Noise Abatement
Be a good neighbour and apply noise
abatement procedures. Remember that noise
can be accentuated in an area of mountains
and valleys, and there are other National
Park users on the ground trying to enjoy
the beauty and serenity of the area.
Please maximise your height over the
popular walking tracks (Milford, Hollyford,
Caples, Greenstone and Routeburn).
Weather permitting, allow at least 1000 feet
clearance over the popular climbing saddles.
In particular, remain well clear of

From Clinton Forks looking back up the north
branch of the Clifton River leading towards Balloon
Pass (around the corner to the left). Marshall Pass
around to the right.
Mackinnon Pass (ie, above 5000 feet amsl)
local users use Balloon Pass in preference,
when possible, to avoid overflying Milford
Track walkers.
Looking towards Billy Burn (to the right of the
island) and further on towards Te Anau.
22
Summary
Think carefully about whether you are
suitably equipped, experienced and
capable of tackling a flight into Milford.
A full briefing is essential but a check
flight with an experienced Milford pilot
is preferable if at all practicable.
An overflight is a safer option
for the inexperienced.
Plan, plan, plan. Do your homework.
Consider all the necessary factors.
Mornings are generally better weather-
wise. Also, plan to arrive either before
or after the main influx of tourist aircraft.
Don't be overwhelmed by the
magnificent scenery keep a good
lookout at all times, and pay attention
to navigation and communications.
Maintain weather awareness.
Don't stay too long weather awareness
again. If the sky is clear blue as far as
can see before landing, it may just stay
that way during your stopover.
Remember, however, you cant see bad
weather approaching, and weather
conditions can deteriorate very quickly.
If there is perfect weather and low traffic
density, applying normal mountain-flying
considerations, adhering to the special
procedures and being alert for other traffic
should suffice for a safe flight
if sea breeze or southeasterly conditions
are present, then added hazards will be
present for takeoff and landing.
Looking towards the mouth of the Sound.
 P O Box 3555
Wellington 6140
Tel: +64 4 560 9400
Fax: +64 4 569 2024
Email: info@caa.govt.nz

In, Out and Around Milford was revised in September 2012.

See our web site, www.caa.govt.nz, for details of more CAA safety publications.