Vol.15 Communications
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Table o/Conlenls PART 1 - GENERAL CHAPTER 1. Glossary Definitions ..................................................................................................................................................1-1 Common Abbreviations ................................ ................... ................... ........... ........................................... 1-4 CHAPTER 2. Principles of VHF Propagation and the Allocation of Frequencies The Radio Spectrum .................................................................................................................................2-1 VHF Aliocation .. . ................. ....... .............. ..................... .................. .................... .......................... 2-1 Propagation Characteristics.. ............ ... ..................... ............................ ..... ................. 2-1 HF (High Frequency) Communicalion ....... ..................... ................................................................2-2 Emergency Locator Transmitter (EL T) ..........................................................................................................2-2 False ELT alarms ................... .................. ............... .............................................. 2-3 Radio Interference .................................. ................... ........................ ....................... ........................ 2-3 CHAPTER 3. Categories of Message Introduction ......... ...... ..... ........ ..........................................................................3-1 Distress Calls, Distress Messages and Distress Traffic ......... ....................................................................3-1 Urgency Messages, Including Messages Preceded by the Medical Transports Signal .............................. 3-1 Communications Rel ating to Direction Finding. .......... ................................................................3-1 Flight Safety Messages .............................................................................................................................3-2 Meteorological Messages .................. ......................................................................... ........................ . .... 3-2 Flight Regularity Messages..... .... ........................................................................................................3-2 CHAPTER 4. General Operating Procedures Introduction. ............... ............................................... .4-1 Transmitting Technique ..................... ........................ ............................................. .4-1 Transmission of Letters .............................. ...........................................................................................4-2 Phonetic Alphabet ................................... ....... ...... ..................................................................................... .4-2 Transmission of Numbers .. .. .. ................ .......................... ....................... . .............................4-3 Transmission of Time ........ ........ ............................................................................................................... .4-6 Standard Words and Phrases ........... .... ........................................... .............. ....... ....... ............... ... .4-7 Radiotelephony Calisigns for Aircraft ........................... ..... ... ............................................ ............... ..4-8 Calisigns for Aeronautical Stations ......... ................ ....................... ................................ .............. .4-9 CHAPTER 5. Relevant Weather Information Contents of Reports .................. ................. ........................ .................................................................5-1 Weather Broadcasts. ...... .................................................................................. 5-2 ~IS ...........................................................................................................................................................~ VOLMET ............................ ....... .............. ......................... ............................................. 5-3 SIGMET ............................... .................. .................... .................... ............... ................... ... 5-4 AIRMET ........................................................................................................................... ...... .................... 5-4 Commun ications vii Table o/Conlenls PART 2 - VFR COMMUNICATIONS CHAPTER 6. General Establishment and Continuation of Communication ................................................................................... 6-1 ................................... 6-1 Ground to Air....... ............................... ................................................... Ai r to Ground ........ .............................. ......................................................... .................................... 6-1 Abbreviation of Callsign .... ..................... .................... ................................ ........ ........ ................... .... 6-2 All Stations ............................................................................. ......... .................................... ............. 6-2 Ground Station ... ....... ....... ............................ .......... ............ ...... .. ............. ...... .... .... ................................... 6-2 Ai rcraft.. .................... ....... . ........ ............................................................................ ........................... 6-3 Say Again ....................... .... .................................... ............ ........ ... .......... ..... ....... ............................. 6-3 Correction s....................... ........ ............................................................................. ............... ............. . 6-4 CHAPTER 7. Aerodrome Control Introduction ....................... ........................................................... ......... .... .................. .. . ................... 7-1 Departure Information and Engine Starting Procedures......................................... ... ....... 7-1 Taxi Instru ctions.......... . ............................................................................................................ 7-3 .......... 7-7 Take-off Procedures.......... ................ .......................................... ..... ....... .. .. ....... .............. Conditional Clearances .......................... ...................................... ..................................... 7-10 ............................... 7-14 Aerodrome Traffic Circuit ............................................................ JOining th e circuit ........................................................................... .................. ......................................... 7-15 Final Approach and Landing ........................................................ ........................ ................................... 7-18 Visual Inspection ........ ... ... ..... .... ....... .. ... .......... ..... ... ........ ............. ...... .................................. ..... ...... 7-19 Touch and Go. ... ... ................... .............................................................. ... ....... .. .... 7-20 Go Arou nd ............ .......... ...... ................... ..... ................................................................................ 7-21 After Landing . .... ...... ....... ........... ...... ... ... ... .... ................................................................................. 7-22 Essential Aerodrome Information ...................... ............................................................. ................... 7-22 CHAPTERS. Approach Control VFR Departures ...... .. ...... ........................................................................... .. .. ..................... ....................... 8-1 VFR Arrivals ................ ...... ..................................... ...... .. .................... ............................ .......... .......... 8-1 Transfer of Communications ............... ............. .... ..... .. ..................... ................ ........... 8-3 Test Procedures ........................ ........................ ............. .. ............................................................... 8-3 Issue of Clearance and Readback Requirements ...................... ... ................................................ 8-4 CHAPTER 9. General Radar Phraseology Introduction ...................... ....................... .......................... ....................................................... Radar Identification and Vectoring ....................................................................................................... ... .... Radar Vectoring ......................................................................................................................................... Traffic Information and Avoid ing Action ............................................. .... .. ................................................ Secondary Surveillance Radar (SSR) Procedures ...................... ............. ..... ........ .................... ........ VIll 9-1 9-1 9-4 9-6 9-8 Commu nications --------- ---------------------------------------------------------------------------------------Table o/Contents CHAPTER 10. Communications Failure Initial Actio ns ... ... ........................................................................................................ ......... 10-1 Air to Ground ........................................................................................................................................ .. ... 10-1 Rece iver Fa ilure ............ .... ................................ Ground to Air .............. ................. . ..10- 1 ..................................... .................................. . .................. 10-2 CHAPTER 11. Distress and Urgency Procedures Introduction. .. .. ......... ............ .............. Distress Procedures ....... ........................ ... Urgency Proced ures . ................... .. ........... ....... .... .... . .................... ................ 11-1 ............. . ............ 11-2 ...................................................... ..... ................. 11-4 .................. 11-5 . ..................... .... ........ .... .... ......... Imposition of Silence .. ..................... ........ 11-5 Termination of Distress and Silence . ........................... .. ...... .. ... .... ..... ................................................................ 11-5 Eme rgen cy Desce nt ................ ................................................. .. 11-6 Medical Tra nsports ............................. .. .............................. ............................... ................ 11-6 Unlawful Interference .. PART 3 -IFR COMMUNICATIONS CHAPTER 12. Introduction ............. 12-1 ................. 12-1 Assumptions .............. .. Definitions .. CHAPTER 13. Aerodrome Control .... .. . .................. .......................... .................. 13-1 Runway Visual Range .. Departure Information and Engine Starting Procedures . .......... .... ........................................ ... ........ ... ...... 13-1 Push back .... ....................................... . . . .................................. ......... 13-2 CHAPTER 14. Approach Control IFR Departures IFR Arrivals .. Holding Procedures ..... ........ ......................................................................... 1~1 ....................................... ............................ .... ............. 14-3 ......... ........ ............................ .................................. .................... 14-9 CHAPTER 15. Area Control Introduction ....................... ................... ....................... ..................................... .............. . ..... 15-1 Position Reporting ......... ..... . .... . .......... ......... .......................... .......................................... 15-3 Level Information ........ ...... .. ... .. ................................................ ................ . ....... 15-5 Flights Joining Airways ......... .... ................................. ......................................... .............. .......... 15-7 Flights Leaving Airways. ..................... ............ ... ... 15-8 Flights Crossing Airways ........................................................................................................... .. .. ............ 15-9 Commun ications IX DEFINITIONS Aerodrome Control Service - Air traffic control service for aerodrome traffic Aerodrome Traffic - All traffic on the manoeuvring area of an aerodrome and all traffi c flying in the vicinity of an aerodrome Note: An aircraft is in the vicinity of an aerodrome when it is in , entering , or leaving an aerodrome traffic ci rcuit. Aerodrome Traffic Circuit vicinity of an aerodrome The specified palh to be flown by an aircraft operating in the Aeronautical Mobile Service - A mobile service between aeronautical stations and aircraft stations, or between aircraft stations, in which survival craft stations may participate; emergency position-indicating radio beacon stations may also participate in this service on designated distress and emergency frequencies Aeronautical Station - A land station in the aeronautical mobile service. In certain instances, an aeronautical station may be located, for example, on board ship or on a platform at sea Air-Ground Communication - Two-way communication between aircraft and stations or locations on the surface of the earth Air Traffic - All aircraft in flight or operating on the manoeuvring area of an aerodrome Air Traffic Control Clearance - Authorisation for an aircraft to proceed under conditions specified by an air traffic control unit Air Traffic Service - A generic term meaning variously, flight information service, alerting service, air traffic advisory service, air traffic control service, area control service, approach control service, or aerodrome control service Air Traffic Services Unit - A generic term meaning variously, air traffic control unit, flight information centre, or air traffic services reporting office Airway - A control area or portion thereof established in the form of a corridor equipped with radio navigation aids Altitude - The vertical distance of a level, a point, or an object considered as a point measured from mean sea level (MSL) , Approach Control Service - ATe service for arriving or departing controlled flights Apron - A defined area , on a land aerodrome, intended to accommodate aircraft for the purposes of loading or unloading passengers, mail or cargo, fuelling, parking , or maintenance Communications 1-1 Chapter I Part 1- Glossary Area Control Centre - A unit established to provide Air Traffic Control Service to controlled flights in control areas under its juri sdiction Automatic Terminal Information Service - The provision of current, routine information to arriving and departing aircraft by means of a continuous and repetitive broadcast throughout the day or a specifi ed portion of the day Blind Transmission A transmission from one station to another station in circumstances where two-way communication cannot be established but where it is believed the called station is able to receive the transmission Broadcast - A transmission of inform ation relating to air navigation that is not addressed to a specifi c station or stations Clearance Limit - The point to which an ai rcraft is granted an Air Traffic Control Clearance Controlled Airspace - An airspace of defi ned dimensions within which Air Traffic Control Service is provided to IFR flights and to VFR flights in accordance with the airspace classification Control Zone - A controlled airspace extending upwards from the surface of the ea rth to a specified upper limit Expected Approach Time - The time at wh ich ATC expects that an arriving aircraft, following a delay, wil l leave the holding point to complete its approach for a landing Flight Information Centre service A unit established to provide fli ght inform ation service and alerting Flight Plan - Specified information provided to Air Traffi c Services Units, relati ve to an intended flight or porti on of a flight of an aircraft Heading - The direction in which the longitudi nal axis of an aircraft is pointed , usual ly expressed in degrees from North (true, magnetic, compass, or grid) Holding Point - A specified location, identified by visual or other means, in the vicinity of which the position of an aircraft in fli ght is maintained in accordance with ATC clearances Holding Procedure - A pre-determined manoeuvre which keeps an aircraft within a specified airspace while awaiting furth er clearance IFR Flight - A flight conducted in accordance with instrument fli ght rules Instrument Meteorological Conditions - Meteorol og ical conditions expressed in terms of visibility, distance from cloud , and ceiling, less than the minima specified for visual meteorologica l conditions Level - A generic term relating to the verti ca l position of an aircraft in fli ght and meaning va riously, height, altitude, or fli ght level Manoeuvring Area - That part of an aerodrome to be used for the take-off, landing, and taxiing of aircraft, excluding aprons Missed Approach Procedure continued The procedure to be fo llowed if the approach cannot be Movement Area - That part of an aerodrome to be used for the take-off, landing, and taxiing of aircraft, consisting of the manoeuvrin g area and the aprons 1-2 Commun icati ons Chapter I Part I-Glossary Q-Code - A combination of three letters, the first being the letter Q , which has a specific meaning relating to aeronautical information or procedures. The Q-code was formu lated when wireless telegraphy (WfT) using Morse code was predominant. When used in RTF, the individual letters are pronounced as per the alphabet ie. QNH is 'q uew-eun-aitch ,' never "Quebec Novemeber Hotel." Radar Approach - An approach in which the final approach phase is executed under the direction of a radar controller Radar Identification - The situation which exists when the radar position of a particular aircraft is seen on a radar display and positively identified by the ATe controller Radar Vectoring - Provision of navigational guidance to aircraft in the form of specific headings , based on the use of radar Reporting Point - A specified geographical location in relation to which the position of an aircraft can be reported Runway Visual Range (RVR) - The range over which the pilot of an aircraft, on the centre line of a runway, can see the runway surface markings or the lights delineating the runway or identifying its centre line Touchdown - The point where the nominal glide path intercepts the runway Track - The projection on the earth's surface of the path of an aircraft, the direction of which path at any point is usually expressed in degrees from North (true, magnetic, or grid) VFR Flight - A flight conducted in accordance with the visual flight rules Visual Approach - An approach by an IFR flight when either part or all of an instrument approach procedure is not completed and the approach is executed in visua l reference to terrain Visual Meteorological Conditions - Meteorological condilions expressed in terms of visibility, distance from cloud, and ceiling equal to or better than the specified minima Communications 1-3 Chapter I Part 1- Glossary COMMON ABBREVIATIONS The abbreviations listed below are norm ally spoken using the constituent letters , rather than the spelling alphabet, except that those indicated by an asterisk are normally spoken as complete words ABBREVIATION ACC - Area control centre or area control AOF - Automatic direction finding equipment AOR - Advisory route AFIS - Aerodrome flight information service AGL - Above ground level AlP - MEANING Aeronautical information publication AIRAC" AIS - Aeronautical information regulation and control Aeronautical information service AMSL - Above mean sea level ATC - Air traffic control (in general) A TO - Actual time of departure A TIS" - Automatic terminal information service ATS - Air traffi c service A TZ - Air traffic zone CAVOK" - Visibility, cloud and present weather better than prescribed values or conditions CTR - Control zone OME - Distance measuring equipment EET - Estimated elapsed time ETA - Estimated time of arrival or estimating arrival ETO - Estimated time of departure or estimating departure FIC - Flight information centre FIR - Flight information region FIS - Flight information service GCA - 1-4 Ground controlled approach system or ground controlled approach Communications Part l-G lossary Chapter I H24- Continuous day and nigHt service HF - High frequency (3 - 30 MHz) HJ - Sunrise to sunset HN - Sunset to sunrise HS - Service available during hours of scheduled operation HX - No specific hours IFR - Instrument fiight rules ILS - Instrument landing system Instrument meteorological conditions IMC - Information INFO* INS - Inertial navigation system LORAN* - Meteorological or meteorology MET* MLS - Long range navigation system Microwave landing system Minimum navigation performance specifications MNPS NDB - Non-directional beacon NIL * - None or I have nothing to send you NOTAM* A notice distributed by means of telecommunication containing information concerning the establishment, condition, or change in any aeronautical facility, service, procedure, or hazard, the timely knowledge of which is essential to personnel concerned with flight operations Precision approach path indicator PAPI QFE - Atmospheric pressure at aerodrome elevation (or at runway threshold) QNH - Altimeter sub-scale setting to obtain elevation when on the ground RCC - Rescue co-ordination centre RNAV* RVR - Area navigation Runway visual range SELCAL * A system which permits the selective calling of individual aircraft over radiotelephone channels linking a ground station with the aircraft. SID* - Standard instrument departure Communications 1-5 Chapter I Part I- Glossary SIGMET* - Information concerning en-route weather phenomena which may affect the safety of aircraft operations SNOWTAM* - A special series of NOTAM notifying the presence or removal of hazardous conditions due to snow, slush and ice on the movement area , by means of a specific format SPECIAL* - Special meteorological report (in abbreviated plain language) SSR - Secondary surveillance radar SST - Supersonic transport STAR* - Standard (instrument) arrival TACAN* - UHF tactical air navigation aid TAF* - Aerodrome forecast TMA - Terminal control area UHF - Ultra-high frequency (300 - 3000 MHz) UIR - Upper fiight information region UTA - Upper control area UTC - Co-ordinated universal time VASIS* - Visual approach slope indicator system VDF - VHF direction finding station VFR - Visual fiight rules VHF - Very high frequency (30 - 300 MHz) VIP - Very important person VMC - Visual meteorological conditions VOLMET* VOR - VHF omnidirectional beacon VORTAC* - 1-6 Meteorological information for aircraft in fiight VOR and TACAN combined Communications piE::; !.)j Iffi? Pr!JpEJYEJjj!JfJ :Jf)!.I jJ:J Uf' !fEJ1j!J:fJ !)j ? r:J!i!J:ifI!:j:i~ THE RAD IO SPECTRUM Frequency Coverage Freq uency Band Very Low Freq uency Low Frequency Medium Frequency High Frequency Very High Frequency Ultra High Frequency Super High Frequency Extremely High Frequency VLF LF MF HF VHF UHF SHF EHF <30 KHz 30 - 300 KHz 300 KHz - 3 MHz 3 - 30 MHz 30 - 300 MHz 300 MHz - 3 GHz 3 - 30 GHz 30 - 300 GHz VHF ALLOCATION The range of frequencies allocated to aviation is 117.975 to 137 MHz. The separation between consecutive frequencies is 8.33 kHz PROPAGATION CHARACTERISTICS VHF is a line of sight communication system and can be affected by the fo llowing: ~ ~ ~ ~ ~ Transmission power of both the aircraft and ground station The height of the transmitter and receiver Obstacles at or near the transmission site will block or scatter the signals \Any obstructi on in the line of sig ht between the ai rcraft and the ground station will block or scatter signals In certain circumstances both a direcl and ground refiected wave may be received which can cause fading Because the signals are used over such a short range there is a negligible problem from static. Communications 2-1 Chapter 2 Principles of VHF Propagation and the Allocation of Frequencies The theoretical maximum range between the transmitting and receiving VHF station can be calculated by the following formula. Where: HT is the height of the transmitter in feet HR is the height of the receiver in feet Range is in nautical miles The formula below is a rough calculation which can be used in the air. Range (nm) =..J1.5 X Altitude in feet HF (HIGH FREQUENCY) COMMUNICATION HF communications provide the main air to ground communications in areas where VHF is not practical (e.g. on North Atlantic Tracks (NAT)) across a large body of water. The HF aviation frequency bands in use are 2850 to 22 000 KHz. Communications over long distances are possible with HF radio, because of the longer transmission range. HF transmitters have higher power outputs than VHF transmitters. The design of aerials used with HF communication systems, vary with the size and shape of the aircraft. High speed aircraft have specially designed aerials installed in the vertical stabiliser. EMERGENCY LOCATOR TRANSMITTER (ELT) Emergency locator transmitters are self-contained, self-powered radio transmitters, designed to transmit a signal on the international distress bands of 121 .5 MHz (civilian) and 243 MHz (military). New ELTs will transmit on 406 MHz so that the signal can be picked up by the Search and Rescue satellite network. Operation is automatic on impact. A remote switch in the cockpit or a switch integral with the unit may also activate the transmitter. If the "G" force switch in the transmitter is activated by impact, it can be turned off only with the switch on the case. The transmitter may be located anywhere within the aircraft, but the ideal loca tion is, as far aft as possible but just forward of the vertical fin. It must be accessible to permit monitoring the replacement date of the battery and for arming or disarming of the unit. A remote con trol arm/disarm switch may be installed in the cockpit. The EL T external antenna must be installed as far as practicable from other aerials , to prevent interference from other avionics systems. EL T batteries are the power supply for emergency locator transmitters. When activated , the battery must be capable of furnishing power for signal transmission for at least 48 hours. The useful life of the battery is the length of time that the battery may be stored without losing its ability to continuously operate the ELT for 48 hours. The battery manufacturer establishes this useful life. Batteries must be changed or recharged as required, at 50 percent of the battery's useful life. This gives rea sonable assurance that the EL T will operate if activated. The battery replacement date must be marked on the outside of the transmitter. This time is computed from the date of manufacture of the battery. 2-2 Communications Principles of VHF Propagation and the A /location of Frequencies Chapter 2 FALSE EL T ALARMS False alarms have caused many of the problems with ELT's. Battery failures with resulting corrosion of the unit result in either a complete failure or an unwanted transmission . Another type of unwanted transmission is the result of ca reless hand ling by the operators of the aircraft. RADIO INTERFERENCE An aircraft flying in clouds or precipitation will accu mulate electri cal charges as a result of frictional contact with the liquid or other solid particl es in the atmosphere. The problem has increased in proportion to the complexity of both the electrical system and the electronic equipment. Almost every component of the aircraft is a possible sou rce of radio interference. Radio interference of any kind deteriorates the performance and reliability of the radio and electronic systems. Aircraft become highly charged with static electricity while in flight. If the metal parts of the aircraft are improperly bonded, there will be a difference in charge (volta ge). Where different voltage potentials exist, arcing can occur between them due to vibration or control surface movement causing noise (crackling) in the radio rece iver. Bonding provides the necessary electrical connection between metallic parts of an aircraft. Bonding leads and clamps are the norm al methods of equalising voltage potential throughout the airframe. Bonding also helps to provide the low resistance return path for single wire electri cal systems. All avionic equipment is bonded to the airframe to provide a low impedance path for both static vo ltage and induced voltages to be discharged to ground , thereby reducing radio interference. Unlike the lower frequency bands , VHF is virtually free from atmospheric and precipitati on static. Static dischargers (wicks) are installed on aircraft to redu ce the buildup of static charge on the airframe and radio receiver interference. Static dischargers, normally mounted on the trailing edges of the control surfaces, wing tips, and vertical stabiliser, discharge precipitation static at points a maximum distance away from radio aerials to avoid coupling of the static into the radio aerial. Communications 2-3 ------------------------------------------------------------------------------- INTRODUCTION The Aeronautical Mobile Service handles messages in the following order of priority. Message Category and Order of Priority Radiotelephony Signal 1. MAYDAY Distress calls, distress messages and distress traffic Urgency messages, including messages preceded by the medical transports signal 3. Communications relating to direction finding 4. Flight safety messages 5. Meteorological messages 6. Flight regularity messages 2. PAN PAN or PAN PAN MEDICAL DISTRESS CALLS, DISTRESS MESSAGES, AND DISTRESS TRAFFIC See the Distress and Urgency procedures - Chapter 11 . URGENCY MESSAGES, INCLUDING MESSAGES PRECEDED BY THE MEDICAL TRANSPORTS SIGNAL See the Distress and Urgency procedures - Chapter 11 . COMMUNICATIONS RELATING TO DIRECTION FINDING Aircraft normally make the request for a bearing, heading, or position from an aeronautical station. This is achieved by using the appropriate Q code (see definition). QDM QDR QTE QUJ Communications Aircraft's Aircraft's Aircraft's Aircraft's magnetic heading to steer in zero wind to reach the station magnetic bearing from the station true bearing from the station true track to the station 3- 1 Chapter 3 Categories of Messages FLIGHT SAFETY MESSAGES The following are classed as flight safety messages: :» :» :» :» Movement and control messages (clearances and position reports) Messages originated by an aircraft operating agency or by an aircraft, of immediate concern to an aircraft in flight Meteorological advice of immediate concern to an aircraft in flight or about to depart (individually communicated or for broadcast) Other messages concerning aircraft in flight or about to depart METEOROLOGICAL MESSAGES Meteorological messages are comprised of meteorological information to or from aircraft, other than the above case. FLIGHT REGULARITY MESSAGES These comprise of: :» :» :» Messages regarding the operation or maintenance of facilities essential for the safety or regularity of aircraft operation Messages concerning the servicing of aircraft Instructions to aircraft operating agency representatives concerning changes in requirements for passengers and crew caused by unavoidable deviations from normal operating schedules. Note: Individual requirements of passengers or crew are not admissible in this type of message. :» :» :» Messages concerning non-routine landings to be made by the aircraft Messages concerning aircraft parts and materials urgently required Messages concerning changes in aircraft operating schedules ATSUs will only handle flight regularity messages provided that: :» :» 3-2 There is no interference to their primary role , and No other frequency is available for the handling of these messages Communications INTRODUCTION The radio provides the means by which pilots communicate with other radio stations . If used properly radio communications assist in the safe and efficient operation of the aircraft. If used badly, using the wrong terminology, poor English etc, then misunderstanding occurs . Poor communications procedures have and will continue to be a major cause of both incidents and accidents . This manual is designed to help you understand the terminology for both VFR and IFR communications . TRANSMITTING TECHNIQUE The following technique is a guide to good radio practice : ~ Before transmitting : ~ ~ ~ Check that the receiver volume is set at an optimum level Listen out on the frequency to be used. This stops you transm itting over other users. Know how to operate your microphone: ~ ~ ~ ~ ~ ~ Speak in a normal voice (shouting distorts the transmitted signal) Speak with an even rate of speech Maintain a constant volume Don't hesitate, know what you are going to say Make sure you press the transmit switch full y Do not release the transmit switch until you have finished speaking, a term known as "clipping" Boom Microphones Keep the microphone at a constant distance from your lips (a simple guide is to pucker your lips so that they are just touching the microphone) Hand Held Microphones ~ Do not turn your head while speaking ~ Keep the distance between your ,mouth and the microphone constant (more difficult than when using a boom microphone) Finally, always ensure that you have fully released the transmit button after transmitting . Communications 4- 1 Chap /er4 General Operating Procedures TRANSMISSION OF LETTERS International radio communications use the phonetic alphabet. Phonetic spelling is on ly used if there is a chance of misunderstanding. When using an aircraft callsign , each letter is spoken separately. The phonetic alphabet is not used for Q-codes. PHONETIC ALPHABET Letter Word Pronunciation A B C D E F G H I J K L M N 0 P Q R S T U V W X Y Z ALPHA BRAVO CHARLIE DELTA ECHO FOXTROT GOLF HOTEL INDIA JULIEn KILO LIMA MIKE NOVEMBER OSCAR PAPA QUEBEC ROMEO SIERRA TANGO UNIFORM VICTOR WHISKY X-RAY YANKEE ZULU AL FAH BRAH VOH CHAR LEE or SHAR LEE DELL TAH ECKOH FOKS TROT GOLF HOH TELL IN DEEAH JEW LEE En KEY LOH LEE MAH MIKE NO VEM BER OSS CAH PAH PAH KEH BECK ROWMEOH SEE AIR RAH TANG GO YOU NEE FORM or 00 NEE FORM VIK TAH WISS KEY ECKS RAY YANG KEY ZOO LOO Note: Syllables to be emphasized are underlinec. 4-2 Communications Chapter 4 General Operating Procedures TRANSMISSION OF NUMBERS When using the English language, numbers are transmitted using the following pronunciation. Numeral or Numeral Element Pronunciation 0 ZE-RO WUN TOO TREE FOW-er FIFE SIX SEV-en AIT NIN-er DAY-SEE-MAL HUN-dred TOU-SAND 1 2 3 4 5 6 7 8 9 Decimal Hundred Thousand Note: The syllables in capital letters are to be stressed. Communications 4-3 Chapter 4 General Operating Procedures The table below gives illustrations of transmission numbers for callsigns, fiight levels , headings , wind direction and speed , transponder codes, runway, and altimeter settings. Number Transmitted as Aircraft Callsign CCA238 Air China two three eight OAL 242 Olympic two four two Flight Levels FL 50 Flight level five zero FL 100 Flight level one hundred FL 180 Flight level one eight zero FL 200 Flight level two zero zero Headings 1000 Heading one zero zero 0800 Heading zero eight zero Wind Direction and Speed 200170KT wind two zero zero degrees seven zero knots 160/18G30KT wind one six zero degrees one eight knots gusting three zero Transponder Codes 2400 Squawk two four zero zero 4203 Squawk four two zero three Runway 27 Runway two seven 30 Runway three zero Altimeter Setting QNH 1010 QNH one zero one zero QFE 1000 QFE one zero zero zero The exceptions to the above rule are whole hundreds , whole thousands , or combinations of thousands and whole hundreds. Whole hundreds and thousands are transmitted by pronouncing each digit in the number of hundreds and thousands followed by the word HUN-dred or TOUSAND as appropriate. Combinations are transmitted by pronouncing each digit in the numbers of thousands followed by the word TOU-SAND and then the numbers of hundreds followed by the word HUN-dred. 4-4 Communications General Operating Procedures Chapter 4 Examples are given in the table below: Number Transmitted as Pronounced as 10 75 100 583 2500 5000 11 000 25000 38143 ONE ZERO SEVEN FIVE ONE HUNDRED FIVE EIGHT THREE TWO THOUSAND FIVE HUNDRED FIVE THOUSAND ONE ONE THOUSAND TWO FIVE THOUSAND THREE EIGHT ONE FOUR THREE WUN ZE-RO SEV-en FIFE WUN HUN-dred FIFE AIT TREE TOO TaU-SAND FIFE HUND-red FIFE TaU-SAND WUN WUN TOUSAND TOO FIFE TOU-SAND TREE AIT WUN FOW-er TREE The transmissions for altitude, cloud height, visibility, and RVR information use the transmission rules for whole hundreds and thousands as shown below: Number Altitude 800 3400 12000 Cloud Height 2200 4300 Visibility 1000 700 Runway Visual Range 600 1700 Transmitted as Eight hundred Three thousand four hundred One two thousand Two thousand two hundred Four thousand three hundred Visibil ity one thousand Visibility seven hundred RVR six hundred RVR one thousand seven hundred If a number contains a decimal point, insert the word DAY -SEE-MAL at the appropriate point as shown below: Number Transmitted as Pronounced as 118,1 120.375 ONE ONE EIGHT DECIMAL ONE ONE TWO ZERO DECIMAL THREE SEVEN WUN WUN AIT DAY-SEE-MAL WUN WUN TOO ZE-RO DAY-SEE-MAL TREE SEV-en Note: The second frequency is in reality 120.375 . Only two decimal places are transmitted when identifyi ng VHF frequencies. Communications 4-5 Chap ter 4 General Operating Procedures TRANSMISSION OF TIME When transmitting the time only the minutes of the hour are normally requ ired. If there is a possibility of confusion include the hour as well. TIME TRANSMITTED AS Pronounced as 0803 ZERO THREE or ZERO EIGHT ZERO THREE ONE THREE ZERO ZERO FIVE SEVEN or TWO ZERO FIVE SEVEN ZE-RO TREE or ZE-RO AIT ZE-RO TREE WUN TREE ZE-RO ZE-RO FIFE SEV-en or TOO ZE-RO FIFE SEV-en 1300 2057 4-6 Communicati ons General Operating Procedures ChoprGr 4 STANDARD WORDS AND PHRASES The following words used in radio telecommunications have the specific meanings given below: Word/Phrase Meaning ACKNOWLEDGE Let me know that you have received and understood this message AFFIRM Yes APPROVED Permission for proposed action granted BREAK CANCEL I hereby indicate the separation between portions of the message (To be used where there is no clear distinction between the text and other portions of the message) I hereby indicate the separation between messages transmitted to different aircraft in a very busy environment Annul the previously transmitted message CHECK Examine a system or procedure (No answer is normally expected ) CLEARED Authorised to proceed under the conditions specified CONFIRM CONTACT Have I correctly received the following ... ? or Did you correctly receive this messa~e? Establish radio contact with ..... CORRECT That is correct CORRECTION An error has been made in this transmission (or message indicated). The correct version is .... Consider that transmission as not sent BREAK BREAK DISREGARD GO AHEAD HOW DO YOU READ I SAY AGAIN , i Proceed with your message This message is not normally used in surface movement communications What is the readability of my transmission I repeat for clarity or emphasis MONITOR Listen out on (frequency) NEGATIVE No or Permission not granted or That is not correct OUT REPORT This exchange of transmissions is ended and no response is expected This word is not normally used in VHF communications My transmission is ended and I expect a response from you This word is not normally used in VHF communications Repeat all, or the specified part, of this message back to me exactly as received A change has been made to your last clearance and this new clearance I supersedes your previous clearance or part thereof Pass me the following information REQUEST I should like to know ... , or I wish to obtain .. ROGER I have received all of your last transmission Never to be used in reply to a question requiring READ BA CK or a direct answer in the affirmative (AFFIRM) or neC/ative (NEGA TlVE) Repeat all, or the following part, of your last transmission OVER READBACK RECLEARED SAY AGAIN Communications I 4 -1 Chapler 4 General Operating Procedures , Word/Phrase Meaning SPEAK SLOWER Reduce your rate of speech STANDBY Wait and I will call you VERIFY Check and confirm with originator WILCO Abbreviation for "Will Comply". I understood your message and will comply with it As a request - Communication is difficult. Please send every word or group of words twice As information - Since communication is difficult, every word or group of words in this message will be sent twice WORDS TWICE ,i i I I RADIOTELEPHONY CALLSIGNS FOR AIRCRAFT An aircraft callsign must follow one of the following rules: Type Example 1. The characters corresponding to the registration marking of the aircraft G-ABCD or Cessna G-ABCD 2. The telephony designator of the aircraft operating agency, followed by the last four characters of the registration marking of the aircraft Fastair ABCD 3. The telephony designator of the aircraft operating agency, followed by the flight identification Fastair 345 Once communication is established , provided that no confusion is likely, abbreviate the cal lsig n. Type Example 1. The first and at least the last two characters of the aircraft registration G-CD or Cessna G-CD 2. The telephony designator of the aircraft operating agency, followed by at least the last two characters of the registration marking of the aircraft Fastair CD 3. No abbreviated form - The pilot of an aircraft can only abbreviate the callsign after the relevant aeronautical station has first abbreviated it. No change of callsign is allowed during fiight except where there is a likelihood of confusion. In this case ATC will change the callsign temporarily. Aircraft classified as "HEAVY" in the wake turbulence categories must include the word "HEAVY" immediately after the callsign in the initial call to an ATSU. 4-8 Communications Chapter 4 General Operating Procedures CALLSIGNS FOR AERONAUTICAL STATIONS Aeronautical stations are identified by the name of the location followed by a suffix. The suffix indicates the type of unit or service being provided : Unit or Service Callsign Suffix Area control centre Radar (in general) Approach control Approach control radar arrivals Approach control radar departures Aerodrome control Surface movement control Clearance delivery Precision approach radar Direction finding station Flight information service Apron control/management service Company dispatch Aeronautical station CONTROL RADAR APPROACH ARRIVAL DEPARTURE TOWER GROUND DELIVERY PRECISION HOMER INFORMATION APRON DISPATCH RADIO Once satisfactory communications are established, and there is no likelihood of confusion , omit the name of the location or the callsign suffix. Communications 4-9 General Operating Procedures Chapter 4 To assist in understanding the con text in which phrases are used specific situations are built into the following text. The following symbols represent the aircraft or ground station transmitti ng . Numbers represent the order of the text. Meaning Picture " zat1f. ~~ '6 ,; • 1 ci fi G·ABCD G·CDAB Atlantic 345 Tower '\~/ 4- 10 Approach Radar Communications CONTENTS OF REPORTS Routine, special, and selected weather reports contain the information listed below in the order indicated. » » » » Identification of the type of report Location indicator Time of the observation Surface wind and speed » » Direction in °T to the nearest 10° Wind speed can be given in three different units. After the last two digits, letters will be used to indicate the units being used » » » » KT MPS KMH Knots Metres per second Kilometres per hour Visibility » Metres or kilometres depending on the value » RVR when applicable » Metres » » » Present weather Standard codes are used throughout ICAO and are listed in the meteorological notes Cloud amount (type on ly for cumulonimbus and towering cumulus clouds at or in the vicinity of an aerodrome) and height of the base » » » » » FEW SCT BKN OVC The layers » » » » Communications Scattered Broken Overcast reported are First Group Second Group Third Group Additional Group 1-20ktas 3-40ktas 5-70ktas 80ktas Lowest individual layer of any amount Next individual layer of more than 2 oktas Next layer of more than 4 oktas Significant convective cloud not reported 5-1 Chapter 5 ~ Relevant Weather Information CAVOK - When the following conditions occur simultaneously at the time of observation , then the term CAVOK replaces information on visibility, RVR, present weather, and cloud observations ~ ~ ~ Visibility 10 km or more No cloud below 5000 ft or below the highest MSA whichever is greater, and no cumulonimbus No significant weather phenomenon at or in the vicinity of the aerodrome ~ Air temperature and dew-point temperature ~ Degrees Celsius ~ QNH when applicable , QFE (QFE is included in reports disseminated locally at an aerodrome under agreements between the meteorological office , Air Traffic Services, and operators concerned) ~ Hectopascals ~ Supplementary information The units of measurement used for each item depend on the country in which a pilot is operating. WEATHER BROADCASTS In addition to the pre-fiight meteorological documentation, information to aircraft in-flight is available from the following sources : ~ ~ ~ ~ ~ ~ Automatic Terminal Information Service (ATIS) Voice Weather Broadcast (VOLMET) Data link VOLMET (D-VOLMET) SIGMET AIRMET Air Traffic Control at an aerodrome if there is no ATIS ATIS ATIS messages are broadcast to pass routine arrival/departure information on a discrete RTF frequency or on an appropriate VOR frequency. 5-2 Inbound Pilots On first contact with an ATSU the pilot acknowledges receipt of current information by quoting the code letter of the broadcast. Outbound Pilots Outbound aircraft are not normally required to acknowledge receipt of departure ATIS except when requested on the actual ATIS broadcast. Communications Chapter 5 Relevant Weather Information An ATIS broadcast should last no longer than 30 seconds and will include the fo llowing: » » » Message Identification (e.g.: This is Coventry Information Alpha). Each change of message is consecutively coded using the phonetic alphabet. Time of origin of the weather report Weather report » » » » » » » » Rapidly changing situations may not be reported on the ATIS The highest cloud base reported is 10 000 ft Significant changes w ill be given by the ATSU until a new ATIS broadcast is recorded RVR is not included, IRVR may be available where approved Runway.in use Short term AIS information (e.g. , unserviceability of navigation aids, etc.) Any other routine inform ation useful to pilots A trend may be included in an ATIS broadcast This is Coventry Information Alpha. 0850 hours weather. 2400 12 knots . 10 km. Intermittent slight rain . 3 oktas 1000 ft, 8 oktas 1800 ft. Temperature +12. Dew point +9 . QNH 1021. Landing runway 23. Report information Alpha received on first contact w ith Coventry VOLMET Meteorological aerodrome reports for certain aerodromes are broadcast on specified frequencies , either HF or VHF. The content of a VOLMET broadcast is as follows: » » » » » » » » » » Aerodrome identification Surface wind Visibility RVR if applicable Weather Cloud Temperature Dew point QNH Trend if applicable Communications 5-3 Chapter 5 Relevant Weather Information SIGMET Where significant weather hazards exist, a meteorological watch office will issue a SIGMET to be broadcast to all aircraft in the area of concern. AIRMET A meteorological watch office will issue an AIRMET when conditions of specified enroute weather phenomena likely to affect the safety of low level aircraft exist, or are expected. 5-4 Communi cati ons ESTABLISHMENT AND CONTINUATION OF COMMUNICATION When establishing communications, an aircraft should use the full callsign of both the aircraft and the aeronautical station . 1. Coventry Tower, G-ABCD 2. G-ABCD, Coventry Tower go ahead The placement of the callsigns of both aircraft and the ground station should be as follows: GROUND TO AIR Aircraft callsign - message or reply AIR TO GROUND ~ ~ Initiation of new information/request etc - Aircraft callsign then message Repl y - Repeat of the information/readbackiacknowledgement then aircraft callsign After contact is established, continuous communication may be performed without further identification or callsign until termination of the contact. This is provided that no confusion or ambiguity wi ll result. Communications 6-1 Chapler 6 ParI 2-VFR Communications ABBREVIATION OF CALLSIGN 1. G-ABCD request descent 2. G-CD descend FL40 3. Descend FL40 G-CD 1 ALL STATIONS A general call to broadcast information . No reply is expected to this type of call unless an acknowledgement is requested . GROUND STATION When a ground station wishes to broadcast information, the message should be prefaced by the call "ALL STATIONS". ALL STATIONS, Coventry ~~ ~~==:>,A_p_p_ro_a_c_h,~I_Ls__no_w__se_~__ic/ea~b_le--~ 6-2 Communication s · - - ---------- - -- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Part 2-VFR Communications Chapter 6 AIRCRAFT When an aircraft wishes to broadcast information , the message should be prefaced with the call "ALL STATIONS". ALL STATIONS, G-ABCD 10 miles west of Coventry, 2000 feet, heading southbound SAY AGAIN If there is doubt that a message has been correctly recei ved, a repetition of the message shall be requested either in full or in part. Phrase Meaning Say Again Say again .... (item) Say again all before ... (the first word satisfactorily received) Say again all after ... (the last word satisfactorily received) Say again all between ... and ... Repeat entire message Repeat specific item 2. Station calling Coventry Tower SAY AGAIN your callsign 1 Communications 1. Coventry Tower .......... 345 3. Coventry Tower Atlan tic 345 6-3 Chapter 6 Pari 2- VFR Communications CORRECTIONS Where a correction can best be made by repeating the entire message, the tran smitter of the message shall use the phrase CORRECTION I SAY AGAIN before transmitting the message a second time. Coventry Tower, G-ABCD Ryton 2500 feet, engine losing power, I SAY AGAIN Ryton 2500 feet, engine losing power " 6-4 - = Communications INTRODUCTION As stated before, concise and unambiguous phraseology is vita l to the safe and efficient operation of an aerodrome. Remember, it is not only the means by which controllers pass instructions and information , but it is also the mea ns by which pilots maintain an awareness of what is happening around them. To help the pilot, controllers should not transmit to an aircraft during the busy times of fiight unless there are safety reasons for doing so. Controllers should not make transmissions during: ;, ;, ;, Take-off The last part of the final approach The landing roll Local procedures do vary from aerodrome to aerodrome. These notes cover the basic phraseology necessary for the safe operation of aircraft. DEPARTURE INFORMATION AND ENGINE STARTING PROCEDURES Where no ATIS is available, the pilot may ask for the current aerodrome information before requesting start-up. Coventry Ground, G-ABCD request departure information 2. G-ABCD Coventry Ground , departure runway 23 , wind 290/4, QNH 1008, temperature -2 , dewpoint -3, RVR 700 metres Requests to start engines are normally made to help ATC plan the departure of aircraft. The added bonus to the pilot is that less fuel is wasted if there are delays on the ground. At some aerodromes the position of the aircraft is made with this ca ll. If the aerodrome has an ATIS broadcast then acknowledgement of the ATIS broadcast letter is made at this time if requested in the broadcast. If any delay to departure is expected, the con troller will normally indicate a time to start-up. Communications 7-1 Chapter 7 Aerodrome Contro! 1. Coventry Ground, G-ABCD stand 24, request start-up information bravo 2. G-ABCD startup approved, QNH 1009 Other replies that may be received by the aircraft are: 2. G-ABCD start-up at 35, QNH 1009 1 2. G-ABCD expect startup at 35, QNH 1009 2. G-ABCD expect departure 49, start-up at own discretion , QNH 1009 1 1 Once ATC approval is received , the pilot starts the engines as necessary. 7-2 Communications Aerodrome Control Chapter 7 1. Ready to Start-up 2. Start number one 3. Starting number one TAXI INSTRUCTIONS Any taxi instruction always contains a clearance limit. This is the point at which an aircraft must stop until permission to proceed is given by the controller. Normally for a departing aircraft this limit is the holding point for the runway in use. Other positions may be used depending on the traffic conditions. 2. G-ABCD taxi via taxiway Charlie to holding point runway 23 , wind 230/3, QNH 1010, time two four 1. Coventry Tower, G-ABCD at the south side of hangar 7 request taxi for local VFR 1 Communications 7-3 Chapter 7 Aerodrome Control If another runway is requested , other than the one given in the clearance, it may cause delays 4. G-CD recleared holding point runway 05, taxi behind the Electra taxiing from your left 3. G-ABCD QNH 1010, request runway 05 " 5. G-CD holding point runway 05 traffic in sight " - Other styles of taxi call may include any of the following: 7-4 Communications Chapter 7 Aerodrome Control Scenario 1 1. Coventry tower, G-ABCD C172 at the fuel station, VFR to Sywell request taxi 2. G-ABCD runway 05 wind 080/10, QN H 1012, taxi via taxiway alpha to holding point runwav 05 4. G-CD approved taxi v ia bravo backtrack and line up runway 05 3. Runway 05, QN H 1012 request taxiway bravo and backtrack G-ABCD 1 5 . Bravo and backtrack runway 05 G-CD 6. G-CD expedite taxi , traffic on fin~1 nJnw~v 2~ 1 = '1i!Uii 7. G-CD expediting 8. G-CD Ready departure Communications 7-5 Chapter 7 Aerodrome Control Scenario 2 1. Coventry tower, G-ABCD , C 172 at the fuel station request taxi to fiying club 2. G-ABCD taxi via taxiway Charlie to holding point runway 23 3. Via Charlie, holding point runway 23, G-ABCD ,. J§lif 4. G-CD approaching holding point request cross runway 23 ,. - 5. G-CD hold short runway 23 ~ 7. G-CD cross runway 23 report vacated, continue to fiying club 6. G-CD holding short ,. - 10. G-CD roger ,. 7-6 Commun ications Aerodrome Control Chapter 7 Where an aircraft acknowledges the receipt of an ATIS broadcast, the controller does not need to pass departure information to the pilot when passing taxi instructions. 1. Coventry Ground, G-ABCD request taxi, information Charlie 2. G-ABCD taxi to holding point runway 05 give way to DC6 passing left to right QNH 1019 3. G-ABCD holding point runway 05 QNH 1019 traffic in sight TAKE-OFF PROCEDURES At busy aerodromes there are usually separate GROUND and TOWER frequencies . Often , a taxiing aircraft is transferred to TOWER as the aircraft approaches the holding point. Misunderstanding in the granting and acknowledgement of take-off clearance was one of the causes of two B747 aircraft colliding on the runway at Tenerife. Take care to ensure that any phraseology used during the taxi cannot be misinterpreted as a take-off clearance . Some aircraft have to carry out pre-take-off checks prior to departure and are not always read y for take-off when they reach the holding point. Communications 7-7 Aerodrome Control Chapler 7 2. G-CD wilco 1. G-CD report when READY FOR DEPARTURE c::> = = " fat? 3. G-CD READY FOR DEPARTURE 4. G-CD line up 5. G-CD lining up == = 7. Cleared for take-off G-CD 6. G-CD cleared for take-off 1 Except in an emergency, controllers should not transmit to an aircraft in the process of taking off or in the early stages of climb. 7-8 Communications Chapter 7 Aerodrome Control For traffic reasons , a controller may ask an ai rcraft to take off immediately after lining up. 1. G-CD are you ready for immediate departure ~. G-~Da~r~ = = - 3. G-CD line up , be ready for immediate departure 4. G-CD lining up 6. Cleared for take-off G-CD 5. G-CD cleared for take-off 1 Communications 7-9 Chapter 7 Aerodrome Control In conditions of poor visibility the controller may ask the pilot to report when airborne. 1. G-CD cleared for take-off report airborne 2. Cleared for take-off, wilco, G-CD 4. G-CD contact departure 121 .75 5.121 .75 G-CD , - CONDITIONAL CLEARANCES A conditional clearance is not used for movements affecting an active runway except when the aircraft or vehicles concerned are visible to both the controller and pilot. If the clearance involves a departing and arriving aircraft then the departing aircraft must correctly identify the arriving aircraft on which the conditional clearance is based. If reference to the arriving aircraft is not clear, it may be necessary to add a description such as company, colour etc. Conditional clearances are given in the following order: ~ ~ ~ 7-10 Callsign The condition The clearance Communications Chapter i Aerodrome Control 1. G-CD report the Electra on final in sight 2. G-CD Electra in sight = 4. After the Electra, line up and hold , G-CD 3. G-CD after the landing Electra has passed , line uo and hold If more than one runway is in use and there is a possibility that the pilot might get confused , then state the runway number in the take-off clearance. 2. Cleared .for takeoff runway 05 G-CD 1. G-CD cleared for take-off runway 05 1 For VFR flights, local departure instructions may be given with a take-off clearance. These instructions are given to ensure that an aircraft does not conflict with other aircraft operating in the vicinity of the aerodrome. 2. Straight ahead 2500 feet, right turn, cleared for take-off G-CD Communications 1. G-CD climb straight ahead until 2500 feet before turning right, cleared for take-off 7-11 Chapter 7 Aerodrome Control Clearances can also be requested before departure. 1. G-C D request right turn when airborne , = = 3. Cleared for take-off, right turn G-CD 2. G-CD right turn approved , cleared for take-off 1 When an aircraft has commenced its take-off roll and it is necessary for the aircraft to abandon take-off in order to avert a dangerous situation , direct the aircraft to stop immediately, repeating the instruction and callsign . 2. G-CD Stopping 7-12 1. G-CD stop immediately, G-CD stop immediately, vehicle crossing runway Communicati ons Chapter 7 Aerodrome Control If the pilot abandons a take-off manoeuvre , inform the control tower as soon as it is safe to do so. Request assistance or taxi instructions as required. 1. G-CD stopping 3. G-CD request return to apron 4. G-CD take next right, return to apron contact Ground 11 8.35 5. Next right 118.35 G-CD \ J,.r Communicati ons 7- 13 Chapter 7 Aerodrome Control AERODROME TRAFFIC CIRCUIT Make a request to join the circuit in good time to allow for a planned entry, taking other aircraft into account. Traffic circuits using a right hand pattern will be specified. Left hand patterns need not be specified . To assist in the explanation of some of the terms used in this section , the circuit diagram below shows the position of the three main reporting points. o e e 7-14 Downwind call Base leg call Final call Communications Chopter 7 Aerodrome Control JOINING THE CIRCUIT 1. Coventry Tower, G-ABCD C172 10 miles north, 2500 feet for landing lII'Iiiiiiilii@liltJt = c=:::> 2. G-CD join downwind runway 23 , wind 240/10 , QNH 1014 1 3. Join downwind , runway 23 , QNH 1014 G-CD If an ATIS is available , acknowledge receipt of the latest broadcast in the initial call to the aerodrome. 2. G-CD join downwind right hand runway 23, wind 240/10 , QNH 1014 1. Coventry Tower, G-ABCD C 172 10 miles north 2500 feet, information bravo, for landing e, , --!ik.. =c:::::> = 1 3. Join downwind right hand runway 23, QNH 1014 G-CD Communicati ons 7-15 Chapter 7 Aerodrome Control If the aircraft is arriving from a suitable direction, it may be possible to give a straight-in approach. 1. Coventry Tower G-ABCD CI72 10 miles north 2500 feet for landing 2. G-CD make straight-in approach runway 23 , wind 240110, QN H 1014 = 3. Straight-in runway 23, QNH 1014, G-CD 7-16 4. G-CD Traffic, DC3 taking-off and Citation downwind Commun ications Aerodrome Control Chapter 7 Once a pilot joins the traffic circuit, certain routine reports are made . ~.G-C~~ 2. G-CD number 2, follow the Citation on base c=:::> = 3. G-CD number 2, traffic in sight 5. G-CD report final 8. G-CD continue approach, wind 240/15 " 2!iT Commun ications 1 7-1 7 Aerodrome Control Chapter 7 Oelaying or expediting instructions may be issued to help co-ordinate traffic. 2. Number 2, Warrior in sight, G-GO '. 1. G-GO extend downwind , number 2, follow Warrior 4 miles final 1 3. G-GO make one orbit right due traffic on the runway, report again on final = 6. Short approach G-GO 5. G-GO number 1, make short approach , Electra 6 miles final FINAL APPROACH AND LANDING There are two FINAL calls: » » 7-18 The FINAL call is made when an aircraft turns onto final within 4 nm from touchdown The LONG FINAL call is made at 8 nm from touchdown. If no landing clearance is given when this call is made, a FINAL call is made at 4 nm from touchdown. Communication s Chapter 7 Aerodrome Control 1. G-CD long final 2. G-CD continue approach , wind 250/15 1 5. G-CD cleared to land, wind 250/10 6. Cleared to land G-CD 1 VISUAL INSPECTION A pilot may fly past the control tower for the purpose of visual inspection from the ground. 1. G-AB requ est low pass unsafe left gear indication 2. G-AB clea red low pass runway 23 not below 500 feet report final 3. Runway 23, not below 500 feet G-AB Communications 7-1 9 Aerodrome Control Chapter 7 If the low pass is made for the purpose of observing the landing gear, one of the following replies can be used to describe its condition: ~ ~ ~ Landing gear appears down Right/Left/Nose wheel appears up (or down) Right/Left/Nose wheel does not appear up (or down) For training purposes, a pilot may request permission to make an approach along , or parallel to, the runway without landing. 1. G-AB request low approach runway 23 for training 2. G-AB cleared low approach runway 23 , not below 500 feet report final = 3. Runway 23, not below 500 feet G-AB TOUCH AND GO During training , pilots may request to carry out a TOUCH AND GO (where the aircraft lands, continues rolling and takes off without stopping). This type of approach saves taxiing time whilst training in the traffic circuit. 1. G-CD request touch and go 3. Cleared touch and go G-CD 7-20 2. G-CD cleared touch and go 1 Communications Aerodrome Control Chapter 7 GO AROUND The instruction to carry out a missed approach may be given for safety purposes. Transmissions are brief and kept to a minimum , as the cockpit workload is high. 2. G-CD going around 1. G-CD go around , aircraft on the runway 1 For aircraft operating VFR, the aircraft continues in the normal traffic circuit. IFR traffic carries out the published missed approach procedure. Where a missed approach is initiated by a pilot, the phrase GOING AROUND is used. 1. G-CD going around 2. G-CD report downwind <:::)= - 1 Communications 7-21 Chapler 7 Aerodrome Control AFTER LANDING Taxi instructions should not be given to pilots until they have completed the landing roll. At an aerodrome where there is both a Tower and Ground frequency, the pilot should remain on the Tower frequency until advised. 1. G-CD vacate left 4. First right 118.35, G-CD 3. G-CD take first right when vacated contact around 118.35 5. Coventry Ground G-CD runway vacated 6. G-CD taxi to the apron via taxiway alpha ~ == 7. Taxiway alpha G-CD 1 ESSENTIAL AERODROME INFORMATION Essential aerodrome information is information regarding the manoeuvring area and its associated facilities which is necessary to ensure the safe operation of aircraft. Aerodrome information is passed to pilots prior to start-up and taxi, or prior to the final approach . Information includes: ~ ~ ~ ~ ~ ~ ~ ~ 7-22 Construction or maintenance work on, or immediately adjacent to, the manoeuvring area Rough or broken surfaces on a runwa y or a taxiway, whether marked or not Snow or ice on a runway or a taxiway Water on a run way Snow banks or drifts adjacent to a runway or taxiway Other temporary hazards, including parked aircraft and birds on the ground or in the air Failure or irregular operation of part or all of the aerodrome lighting systems Any other pertinent information Communications VFR DEPARTURES A departing VFR flight being handled by approach control may be passed information on known relevant traffic so that the pilot can maintain a safe separation. Pilots should tell the approach control unit when leaving its area of jurisdiction. 2. G-CD Contact London Information 125.47 for flight information 1. Approach , G-CD passing the zone boundarY If flying Special VFR , the flight is cleared to leave the eTR in accordance with laid down procedures. 1. G-CD leave control zone VFR via route whiskey, 3000 feet or below, report 2. Special VFR, route whiskey 3000 feet or below, will report whiskey one G-CD whiskey one ~ ~ VFR ARRIVALS Generally a pilot of an arriving VFR flight is expecte,d to establish contact with the approach control unit and request instructions before entering its area of jurisdiction . If there is an ATIS broadcast available, the pilot should acknowledge that it was received. If there is no ATIS broadcast, the approach controller passes the aerodrome details. Communications 8-1 Approach Control Chapter 8 1. Coventry Approach G-ABCO 2. G-ABCO Coventry Approach 4. G-CO clea red to Coventry VFR, QNH 1012, traffic southbound Electra 2000 feet VFR estimating zone boundary 52 c=> == 3. G-ABCO C172 VFR from Sywell to Coventry 2500 feet , zone boundary 52 Coventry information golf 5. Cleared to Coventry VFR, QNH 1012, traffic in sight G-CO 6. G-CO report aerodrome in sight 9. G-CO contact Tower 118.7 8. G-CO aerodrome in sight c::> == = =c=::> 10.118.7 G-CO 8-2 Communications Approach Control Chapter 8 TRANSFER OF COMMUNICATIONS An aircraft is advised by the appropriate ATC unit to change from one radio freq uency to another. If no advice is given , the aircraft must notify ATC before changing frequ ency. 1. G-ABCD contact Coventry Tower 129.1 2. 129.1 G-ABCD TEST PROCEDURES Any test transmission should take the following form: ~ ~ ~ ~ The The The The identification of the aeronautical station being called aircraft callsign word s RADIO CHECK frequency used Reply transmissions should take the following format: ~ ~ ~ The identification of the station calling The identification of the station replying Information regarding the readability of the transmission The readability of a transmission is classified in accordance with the readability scale as follows: 1. 2. 3. 4. 5. Unreadable Readable now and then Readable but wi th difficulty Readable Perfectly readable Communications 8-3 Chapter 8 1. Coventry Tower G-ABCD radio check 118.7 Approach Control 2a. G-ABCD Tower read you 3 loud background whistle 2. Station calling Coventry tower you are unreadable. or o 0 o 0 0 0 If it is necessary for a ground station to make test signals , the test will not last for more than 10 seconds. The format is composed of the spoken numbers ONE, TWO , THREE etc followed by the callsign of the station transmitting the test. ISSUE OF CLEARANCE AND READBACK REQUIREMENTS The provisions governing clearances are contained in Document 4444. A clearance may vary in content from a detailed description of the route and levels to be flown, to a brief landing clearance . Controllers should pass a clearance slowly and clearly since the pilot needs to write the information down. If possible, route clearances are given before an aircraft starts up. Do not give clearances when a pilot is engaged in complicated taxi movements. On no occasion should a controller pass a clearance when a pilot is engaged in line-up or take-off manoeuvres. Note: An ATC clearance is not an instruction to take-off or enter an active runwa y. The word take-off is only used when an aircraft is cleared for take-off, or when canceling a take-off clearance. At all other times, the words DEPARTURE and AIRBORNE are used. Readback requirements were introduced in the interests of flight safety. The strictness of the read back requirement is directly related to the potential seriousness of a misunderstanding. Strict adherence to readback procedures ensure that the clearance has been received correctly and as intended. Finally, the readback procedures ensure that the correct aircraft, and only that aircraft, will take action on the clearance given. The ATC messages listed below are to be read back in full. If pilots fail to read back any messages, the controller will ask them to do so. If a message is not received in full , or is not understood, the pilot must ask the contr911er to clarify the situation. ~ ~ ~ ~ ~ 8-4 Level instructions Heading instructions Speed instructions Airways or route clearances Runway in use Communications Approach Control » » » » » » Chapler8 Clearances to enter, land on, take-off on, backtrack, cross , or hold short of an active runway SSR operating procedures Altimeter settings VDF information Frequency change Type of radar service The pilot should terminate the read back with the aircraft callsign 2. Cleared to Honiley via A 1 FL280, Warwick 3 departure, Squawk 2358 Atlantic 345 1. Atlantic 345 cleared to Honiley via A 1 FL280, Warwick 3 departure , Squawk 2358 \nd If the readback is incorrect, the controller transmits the word NEGATIVE followed by the correct version. 1. G-CD QNH 1003 4. QNH 1003 G-CD 3. G-CD NEGATIVE , QNH 1003 If there is doubt as to whether a pilot can comply with an ATC instruction or clearance, the controller may follow the transmission with the phrase "IF NOT POSSIBLE ADVISE". If the pilot cannot comply with the instruction or clearance received , the pilot should advise the controller immediately using the phrase "UNABLE TO COMPLY" and give the reasons. Communications 8-5 Chapter 8 1. Atlantic 345 Coventry, cleared to Daventry FL 290 cross Wicken FL 150 or above 8-6 Approach Control 2. Coventry Atlantic 345 unable to comply, cannot cross Wicken FL 150 due weiqht Commun ications General Radar Phraseology Chapler9 INTRODUCTION The general radar phraseology used in this section is commonly used in communications between aircraft and all types of radar units. The phrase "UNDER RADAR CONTROL" is only used when a Radar Control Service is being provided . Normally the callsign suffix is sufficient to indicate the function of the unit being used. In the radar environment all heading information is in degrees magnetic. RADAR IDENTIFICATION AND VECTORING Radar vectors may be given to establish the identification of an aircraft. Other means available to the controller are: ,. ,. ,. ,. Position report information Requesting the aircraft to make turns The use of bearing and distance information from a radio beacon or geographical position SSR information Communications 9- 1 Chapter 9 General Radar Phraseology 2. G-AB heading 11 0 at 2500 feet 1. G-AB report your heading and level 4. Left heading 080 G-AB 3. G-AB for identification turn left heading 080 5. G-AB identified 20 miles northwest of Coventry continue present heading 9-2 Communications Chapter 9 General Radar Phraseology If the aircraft is not identified. 5a. G-AB not identified not yet within radar cover, resume own navigation If identification is lost, or about to be lost, the pilot is advised and given appropriate instructions. 1. G-AB radar identification lost due to radar failure, contact Birmingham Radar on 128.75 2. 128.75 G-AB ~ [6 1a. G-AB will shortly lose radar identification temporarily due fade area, remain this frequency Communications 9-3 Chapter 9 General Radar Phraseology RADAR VECTORING To establish lateral separation an aircraft may be asked to fiy a specific radar vector. 2. Left 050 Atlantic 345 1. Atlantic 345 turn left heading 050 for separation In certain circumstances, ATC may require to know the heading of an aircraft. Once the aircraft's heading is known, lateral separation can be established, sometimes by asking the aircraft to continue on its existing heading. Any confiicting traffic can then be separated laterally. 2. Atlantic 345 heading 050 report your heading \ao 3. Atlantic 345 4. Atlantic 345 wilco roger, continue heading 050 9-4 Communicati ons General Radar Phraseology Chapter 9 Once vectoring is complete, the pilot is told to resume ow n navigation . Position information and appropriate instructions are given as necessary. 1. Atlantic 345 resume own navigation direct Coventry 2. Direct Coventry Atlantic 345 o o ::::> C( ,:;:::;)~~-. . . . y--1a. Atlantic 345 resume own navigation direct Coventry, track 070 distance 27 miles 2a . 070 27 miles direct Coventry, Atlantic 345 Or: 1b. Atlantic 345 resume own navigation, position 15 miles south of Coventry Communications 2b. 15 miles south of Coventry Atlantic 345 9-5 Chapter 9 General Radar Phraseology Occasionally an aircraft may be instructed to make an ORBIT (a complete turn of 360°) fo r delaying purposes or to achieve the required spacing behind preceding traffic. 2. Three sixty turn left Atlantic 345 2a. Orbit left Atlantic 345 1. Atlantic 345 make a three sixty turn left for delaying action ~ ~~ tJ :::...-=) - - - . . , . , - - - - - - - - y.-------- 1a. Atlantic 345 make one orbit left for sequencing TRAFFIC INFORMATION AND AVOIDING ACTION Information regarding traffic on a conflicting path should be given in the following format: ~ ~ ~ ~ Relative bearing of the conflicting traffic in terms of the 12 hour clock Distance from the conflicting traffic Direction of flight of the conflicting traffic, and Level and type of aircraft or, if unknown , relative speed of the conflicting traffic (e.g. slow or fast) Relative movement is described by using one of the following terms as is applicable. ~ ~ ~ ~ ~ ~ ~ ~ ~ 9-6 Closing Converging Parallel Same direction Opposite direction Diverging Overtaking Crossing left to right Crossing right to left Communications Chapter 9 General Radar Phraseology 1. Atlantic 245 unknown traffic 1 o'clock 3 miles opposite direction fast moving 2. Atlantic 345 looking o b 3. Atlantic 345 traffic in sight now passed clear Depending on the circumstances, vectors may be offered or requested by the pilot. The controller will tell the pilot when the confliction no longer exists. 1. Atlantic 345 unknown traffic 11 o'clock 3 miles, crossing left to right, fast moving 2. Atlantic 345 negative contact, request vectors \'$ C> 4. Left 050 Atlantic 345 3. Atlantic 345 turn left heading 050 5. Atlantic 345 clear of traffic, resume own navigation direct Coventry 6. Direct Coventry Atlantic 345 \, $ Communications 9-7 Chapter 9 General Radar Phras eology SECONDARY SURVEILLANCE RADAR (SSR) PROCEDURES The phrases listed below may be given by controllers regarding the operation of SSR transponders. Phrase Meaning Squawk (Code) Set the mode A as instructed Confirm Squawk Confirm mode A code set on the transponder Recycle (Code) Reselect assigned mode A Squawk Ident Operate the "IDENT" feature Squawk Mayday Select emergency code Squawk Standby Select the standby feature Squawk Charlie Select pressure altitude transmission feature Check Altimeter Setting and Confirm Level Check pressure setting and confirm present level Stop Squawk Charlie wrong indication Deselect pressure altitude transmission feature because of faulty indication Verify Level Check and confirm your level Check 10 squawk For a mode S equipped aircraft, check the setting of the aircraft identification feature Specific codes in use are listed below: ? ? ? 9-8 Mode A 7700 Mode A 7600 Mode A 7500 Emergency Communications failure Unlawful Interference Communications General Radar Phraseology Chapter 9 SSR instructions require either an acknowledgement or readback. 1. Atlantic 345 squawk 6411 <::> o 2. 6411 Atlantic 345 o 3. Atlantic 345 confirm squawk 5. Atlantic 345 recycle 6411 Commun ications 4. Atlantic 345 squawking 6411 6. Atla ntic 345 recycling 64 11 9-9 Chapter 9 General Radar Phraseology For a transponder unserviceability: 1. Atlantic 345 check altimeter setting and confirm level 2. Atlantic 345 altimeter 101 3 Flight level 80 2. Atla ntic 345 negative, transponder unserviceable 1. Atlantic 345 confirm transponder operating 9-10 Communications -- - . . ....- ... ..... -~ .. I ll-A lh IJI , INITIAL ACTIONS Check the following points: ~ ~ ~ ~ ~ The The The The The radio is switched on and the volume is set headset/microphone is plugged in correct frequency is set Station is not out of range (remember the line of sight formula) Station is open AIR TO GROUND When an aircraft fails to establish contact with the ground station on the assigned frequency, the pilot should: ~ ~ ~ Attempt to establish contact on another frequency appropriate to the route . If this fails Attempt to establish communications with another aircraft or another ground station Monitor the VHF frequency for other aircraft calls If all attempts fail to establish contact: ~ The aircraft transmits its message twice on the designated frequency preceded by the phrase "TRANSMITIING BLIND" RECEIVER FAILURE When an aircraft is unable to establish communications due to a receiver failure , the pilot must: ~ ~ ~ ~ Transmit reports at scheduled times or positions on the frequency in use Precede each message with the phrase "TRANSMITIING BLIND DUE TO RECEIVER FAILURE" As above , transmit the complete message twice Advise when the next transmission will be made If an aircraft is unable to establish communication due to airborne equipment failure , select the SSR to Mode A Code 7600. If a controller suspects that the aircraft is able to receive, but not transmit messages, radar may be used to confirm that the pilot has received the instructions. Communications 10-1 Communications Failure Chapter 10 1. G-ABCD reply not received , if you read turn left heading 040 2. G-ABCD turn observed, position 5 miles south of Coventry will continue to pass instructions 1. Atlantic 345 reply not received , if you read squawk ident 2. Atlantic 345 ident observed will continue to pass instructions GROUND TO AIR Where a ground station is unable to contact an aircraft on the frequency to which an aircraft is supposed to be listening: ~ ~ Request other stations to help by calling the aircraft Request aircraft in the vicinity to attempt to establish communications An ATC clearance will not be made to an aircraft except at the specific request of the originator. 10-2 Communications INTRODUCTION Distress and urgency conditions are defined as: Distress A condition of being threatened by serious and/or imminent danger requiring immediate assistance Urgency A condition concerning the safety of an aircraft, another vehicle, or some person on board or within sight, which does not require immediate assistance . The words spoken in the case of a distress or urgency condition are: Distress MAYDAY Spoken three times at the start of the initial distress call Urgency PAN PAN Spoken three times at the start of the initial urgency call Distress messages have priority over all other transmissions. Urgency messages have priority over all transmissions except distress messages. Pilots should follow the following rules when transmitting a distress or urgency message : ~ ~ ~ Speak slowly and clearly so as to avoid any unnecessary repetiti on Adapt the phraseology indicated in the examples shown after this introduction, to the specific needs of the situation Seek assistance whenever there is any doubt as to the safety of the flight. This reduces the risk of having a more serious situation develop. Make a distress or urgency call on the frequency in use. Further communications should remain on the frequency in use unless it is considered that better assistance can be offered by changing to another frequency. The International Aeronautical Emergency Frequency (121 .500 MHz) is continuously mon itored by some ground stations . If not in radio contact with a ground station (e .g. VFR fl ight away from any controlled airspace) use this frequency for assistance . . If the station addressed in the initial emergency call does not answer, any other ground station or aircraft that hears the call should render assistance as necessary. Communications I I -I Chapter 11 Distress and Urgency Procedures A station replying to an aircraft in distress or urgency should only provide the advice, information and instructions necessary to help the pilot. Remember overload! Any aircraft that hears a distress or urgency call on the frequency that they are using shall: ~ ~ Refrain from using the frequency until the emergency is terminated , unless They are directly involved in helping the aircraft in the distress or urgency situation Where a distress or urgency call receives no reply, any aircraft that intercepts the signal should acknowledge the message and then broadcast it. DISTRESS PROCEDURES A distress message should contain as many of the following elements as possible. Use the order shown if possible, but remember, time may be short: ~ ~ ~ ~ ~ ~ Name of the station addressed Identification of the aircraft Nature of the distress condition Intention of the person in command Position , level and heading of the aircraft Any other useful information The provisions listed do not stop an aircraft using all means at its disposal to attract attention and making its condition known. It is expected that any station hearing a distress call will offer any assistance needed. 1. MAYDAY MAYDAY MAYDAY GABCD , engine on fire , making forced landing 20 miles south of Coventry passing 2500 feet heading 360 2. G-ABCD Coventry Tower roger MAYDAY 11-2 Communications Chapter II Distress and Urgency Procedures Or if a service is needed: 1. MAYDAY MAYDAY MAYDAY Coventry Tower G-ABCD C172, engine failure , will attempt to land your field 5 miles south 5000 feet heading 360 2. G-ABCD Coventry Tower, roger MAYDAY, cleared runway 23, wind 36010, QNH 1008, you are number one 3. Cleared runway 23 QNH 1008 G-ABCD Communicati ons I 1-3 Chapfer 11 Distress and Urgency Procedures URGENCY PROCEDURES An urgency message should contain as many of the elements of the distress message as are required by the circumstances. As with the distress message , make the calion the frequency in use. All other stations should take care not to interfere with the transmission of an urgency message. 1. PAN PAN PAN PAN PAN PAN Coventry Tower, G-ABCD C172 2000 feet heading 190 above cloud unsure of my position, request heading to Coventry 2. G-ABCD fly heading 160 1 1. PAN PAN PAN PAN PAN PAN Coventry Tower Atlantic 345 10 miles north at FL 150. Passenger with a suspected heart attack request priority landing 2. Atlantic 345 Coventry Tower number 1 runway 23, wind 220 10 QNH 3. Runway 23, QNH 1008 Atlantic 345 11-4 1008, Medical assistance requested Communicati ons Chapter 11 Distress and Urgency Procedures IMPOSITION OF SILENCE Any aircraft in distress or a station in control of distress traffic may impose silence, either on all aircraft on the frequency or on a particular aircraft interfering with the distress traffic. Radio silence is maintained until the distress traffic has ended. TERMINATION OF DISTRESS AND SILENCE When an aircraft is no longer in distress, a message must be transmitted cancelling the distress. 2. All stations, Coventry Tower distress traffic ended 1. Coventry Tower Atlantic 345 cancel distress, fire now extinguished f? EMERGENCY DESCENT 1 When an aircraft announces that it is making an emergency descent, the controller w ill take all possible action to safeguard other aircraft. 1. Atlantic 345 decompression emergency descent to 10 000 ft request ONH 'a6 3.0NH 1005 Atlantic 345 2. Atlantic 345 descend 10 000 ft, ONH 1005 4. All stations emergency descent between TRENT and SAPCO. All aircraft between 10 000 ft and FL 345 clear Alpha 2 to the east immediately Communications 11 -5 Chapter 11 Distress and Urgency Procedures MEDICAL TRANSPORTS A medical aircraft announces itself by using the call "PAN PAN PAN MAY -DEE-CAL". The use of this signal indicates that the message that follows concerns a protected medical transport. The message conveys the following information: >>>>>>- The callsign or other recognized means of identification Position of the medical transport Number and type of medical transport Intended route Estimated time en-route Any other information UNLAWFUL INTERFERENCE Any station addressed by an aircraft subject to unlawful interference will render all help as necessary. This includes the notification of all appropriate units and personnel. 11-6 Communications r · .. I! ffJ!JI)J!;E.I!J!JfJ:J ASSUMPTIONS The IFR Communications examination overlaps with the VFR Communications . Study the communications manual as a whole for the IFR Communications examination. DEFINITIONS The following definitions are com munications: Accepting Unit/Controller - required for the approach and holding phases of IFR ATC U/ATC next to take control of an aircraft. Air Report - A report from an aircraft in fiight prepared in conformity with requirements fo r position, and operational and/or meteorological reporting . Air Traffic Control Instruction take a specific action . Air Traffic Control Service ~ ~ Directi ves issued by ATC fo r the purpose of requiring a pilot to A service provided for the purpose of: Preventing coll isions: ~ Between aircraft; ~ On the manoeuvring area between aircraft and obstructions. Exped iting and maintaining an orderly flow of air traffic. Base Turn - A turn executed by the aircraft during the in itial approach between the end of the outbound track and the beginning of the intermediate or final approach track. The tracks are not reciprocal. Control Area - A con trolled airspace extending upward s from a specific limit above the earth . Controlled Aerodrome Controlled Flight - Any flight which is subject to an ai r traffic control clearance. Current Flight Plan clearances. Communications An aerodrome which provides air traffic control service to aircraft. The fiight plan , including changes, if any, brought about by subsequent 12-1 Chapter 12 fFR Communications Decision Altitude (DA) or Decision Height (DH) - A specified altitude or height in the precision approach at which a missed approach must be initiated if the required visual referen ce to continue the approach has not been established. Note: DA is referenced to mean sea level. DH is referenced to threshold elevation. Note: The required visual reference means that section of the visual aids or of the approach area which should have been in view for sufficient time for the pilot to have made an assessment of the aircraft position and rate of change of position , in relation to the desired fiight path. In Category III operations with a DH the required visual reference is that specified for the particular procedure and operation. Declared Parallel Approaches Simultaneous approaches to parallel or near-parallel instrument runways where radar separation minima between aircraft on adjacent extended runway centre lines are prescribed. Dependent Parallel Approaches - Simultaneous approaches to parallel or near parallel instrument runways where radar separation minima between aircraft on adjacent extended runway centre lines are prescribed. Estimated Elapsed Time another. The estimated time required to proceed from one significant point to Estimated Off-block Time associated with departure. The estimated time at which the aircraft will commence movement Estimated Time of Arrival - For IFR fiights, the time at which it is estimated that the aircraft will arrive over the designated point, defined by reference to navigation aids, from which it is intended that an instrument approach procedure will be commenced , or, if no navigation aid is associated with the aerodrome, the time at which the aircraft will arrive over the aerodrome. For VFR flights , the time at which it is estimated that the aircraft will arrive over the aerodrome. Expected Approach Time - The time at which ATC expects that an arriving aircraft, following a delay, will leave the holding point to complete its approach for a landing. Note: The actual time of leaving the holding point will depend upon the approach clearance. Filed Flight Plan - The fiight plan as filed with an ATS unit by the pilot or a designated representative, without any subsequent changes. Final Approach - That part of an instrument approach procedure which commences at the specified final approach fix or point, or where such a fix or point is not specified: ~ ~ ~ 12-2 At the end of the last procedure turn , base turn or inbound turn of a racetrack procedure , if specified, or At the point of interception of the last track specified in the approach procedure , and ends at a point in the vicinity of an aerodrome from which: ~ A landing can be made, or ~ A missed approach procedure is initiated. Communications IFR Communications Chapterl2 Flight Level - A surface of constant atmospheric pressure which is related to a specific pressure datum, 101 3.2 hectopascals (hPa) and is separated from other surfaces by specific pressure intervals . Note: >>>- A pressure type altimeter calibrated in accordance with the Standard Atmosphere : When set to a QNH altimeter setting , will indicate altitude. When set to a QFE altimeter setting , will indicate height, above the QFE reference datum. When set to a pressure of 101 3.2 hPa indicates flight levels. Note: The terms "height" and "altitude" used in the above note, indicate altimetric rather than geometric heights and altitudes. Flight Plan - Specified information provided to Air Traffic Services Units, relati ve to an intended fiight or portion of a flight of an aircraft. Flow Control - Measures designed to adjust the fiow of traffic into a given airspace , along a given route, or bound for a given aerodrome, so as to ensure the most effective utilisation of the airspace . Holding Point - A specified location , identified by visual or other means, in the vicin ity of which the position of an aircraft in fiight is maintained in accordance with ATC clea rances . Holding Procedure - A pre-determined manoeuvre which keeps an aircraft wi thin a specified airspace while awaiting further clearance. Initial Approach Segment - That segment of an instrument approach procedure between the initial approach fix and the intermediate approach fix or, where applicable, the final approach fix or point. Instrument Approach Procedure - A series of pre-determined manoeuvres by reference to fiight instruments with specified protection from obstacles from the initial approach fix, or where applicable, from the beginning of a defined arrival route to a point from wh ich a landing can be completed and thereafter, if a landing is not completed to a position at which holding or en-route obstacle clearance criteri a apply. Instrument Meteorological Conditions - Meteorological conditions expressed in terms of visibility, distance from cloud , and ceiling , less than the minima specified for visua l meteorological conditions. Note: The specified minima for VMC are contained within these notes . Communications 12-3 Chapter 12 IFR Communications Instrument Runway - One of the following types of runways intended for the operation of aircraft using instrument approach procedures: Non-Precision Approach Runway - An instrument runway served by visual aids and a nonvisual aid providing at least directional guidance adequate for a straight-in approach . Precision Approach Runway, Category I - An instrument runway served by ILS and/or MLS and visual aids intended for operations with a decision height not lower than 60 m (200 ft) and either a visibility not less than 800 m or a runway visual ran ge not less than 550 m. Precision Approach Runway, Category II - An instrument run way served by ILS and/or MLS and visual aids intended for operations with a decision height lower than 60 m (200 if) but not lower than 30 m (100 if) and a runway visual range not less than 350 m. Precision Approach Runway, Category III to and along the surfa ce of the runway and : An instrument runway served by ILS and/or MLS A Intended for operations with a decision height lower than 30 m (100 ft), or no decision height and a runway visual range not less than 200 m. B Intended for operations with a decision height lower than 15 m (50 ft) , or no decision height and a runway visual range less than 200 m but not less than 50 m. C Intended for operations with no decision height and no runway visual range limitations. Minimum Sector Altitude - The lowest altitude wh ich may be used which will provide a minimum clearance of 300 m (1000 ft) above all objects located in an area contained within a sector of a circle of 46 km (25 nm) radius centred on a radio aid to navigation. Missed Approach Point (MAPt) - That poi nt in an instrument approach procedure at or before which the prescribed missed approach procedure must be in itiated in order to ensure that the minimum obstacle clearance is not infringed . Missed Approach Procedure continued. 12-4 The procedure to be followed if the approach can not be Communicati ons IFR Communications Chapter 12 No-transgression Zone (NTZ) - In the context of independent parallel approa ches , a corridor of airspace of defined dimensions located centrally between the two extended runway cen tre lines, where a penetration by an aircraft requires a controller intervention to manoeuvre any threatened aircraft on the adjacent approach. Obstacle Clearance Altitude (OCA) or Obstacle Clearance Height (OCH) - The lowest altitude or the lowest height above the elevation of the relevant runway threshold or the aerodrome elevation , as applicable, used in establishing compliance with appropriate obstacle clearance criteria. Note: OCA is referenced to mean sea level and OCH is referen ced to the aerodrome elevation or to the threshold elevation if that is more than 2 m (7 ft,) below the aerodrome elevation. An OCH for a circling approach is referen ced to the aerodrome elevation. Precision Approach Procedure - An instrument approach procedure utilising azimuth and glide path information provided by ILS, MLS or PAR. Procedure Turn - A manoeuvre in which a turn is made away from a designated track followed by a turn in the opposite direction to permit the aircraft to intercept and proceed along the reciprocal of the designated track. Note: Procedure turns are designated "left" or "right" according to the direction of the initial turn. Note: Procedure turns may be designated as being made either in level fti ght or while descending, according to the circumstances of each individual procedu re . Radar Contact - The situation which exists when the rad ar position of a particular aircraft is seen and identified on a radar display. Radar Control - Term used to indicate that radar derived information is employed directly in the provision of ATC service. Way-Point - A specified geographical location used to defi ne an area navigation route or the ftight path of an aircraft employing area navigation. Communications 12-5 RUNWAY VISUAL RANGE When transmitting the RVR either abbreviation is used or the words "Runway Visual Range" followed by the runway number, the positions for multiple readings (if necessary), and finally the RVR value. 1. Atlantic Touchdown Mid point Stop end 345 RVR runway 23 650 metres 700 metres 600 metres 'as 1 DEPARTURE INFORMATION AND ENGINE STARTING PROCEDURES Where no ATIS is available, a pilot may ask for current information before requesting start-up . Requests to start engines are normally made to facilitate ATe planning and avoid excessive fuel wastage by aircraft delayed on the ground. Communications 13-1 Chapter 13 Aerodrome Control 1. Coventry Ground Atlantic 345, IFR to Frankfurt request departure 2. Atlantic 345 departure runway 23, wind 250 15, QNH 1022, temperature minus 2, dewpoint minus 3, RVR 550 metres 'as 3. Runway 23, QNH 1022, will call for start up , Atlantic 345 PUSH BACK Where large aircraft operate , it is easier to park them nose-in to the terminal building. This saves parking space. Therefore , before engine start and taxi, a tug pushes the aircraft backward s. Requests for pushback are made to ATC or the Apron Control depending upon the local procedure. 2. Atlantic 345 push back approved 1. Atlantic 345, stand 27 request push back 'as 13-2 2a. Atlantic 345 standby, expect short delay due B7 47 taxiing behind Communications A erodrome Control Chapter J3 The phraseology to be used between the pilot and groundcrew to coordinate the push back. 1. Ready for pushback 2. Confirm brakes released 'as ==c::> 3. Brakes released 4. Commencing pushback 5. Push back completed , confirm brakes set 6. Brakes set, disconnect ~o o o 7. Disconnecting , standby for visual signal at your left 8. Roger Communications 13-3 IFR DEPARTURES At many airports arrivals and departures are controlled by one unit. At larger airports , separate arrival and departure control units may be used. As well as the ATe route clearance , a departing IFR flight may be given departure instructions to facilitate separation. The instructions may be in plain language or in the form of a Standard Instrument Departure (SID). Communications 14- 1 Chapter 14 Approach Control 1. Coventry departure Atlantic 345 2. Atlantic 345 turn right heading 040 until passing FL70 then direct Daven try 3. Right heading 040 until passing FL70 then direct Daventry, Atlantic 345 4. Atlantic 345 report passing FL70 5. Atlantic 345 wilco 7. Atlantic 345 contact London Control 127.45 6. Atlantic 345 passing FL70, Daventry at 1537 8.127.45 Atlantic 345 14-2 Commun ications Approach Control Chapter 14 IFR ARRIVALS Approach Control normally advises the aircraft of the type of approach to be expected . Scenario 1 1. Coventry Approach Atlantic 345 FL80 estimating Daventry 46 , information delta 2. Atlantic 345 descend to 4000 feet, expect ILS approach ru nway 23 , QNH 1022 3. Descending 4000 feet, runway 23, QNH 1022, Atlantic 345 Scenario 2 2. Runway 23, QNH 1014, request straight in approach on ILS Atlantic 345 1. Atlantic 345 expect ILS approach runway 23 , QNH 1014 \~/ \n£ d ~ 3. Atlantic 345 cleared straight in approach, report established 4. Atlantic 345 \n£ 5. Atlantic 345 established , runway in sight Communications 14-3 Chapter 14 Approach Control 6. Atlantic 345 contact Tower 118.7 8. Coventry Tower Atlantic 345 10. Atlantic 345 11. Atlantic 345 outer marker 9. Atlantic 345 report outer marker 12. Atlantic 345 cleared to land , wind 280 15 13. Cleared to land Atlantic 345 14-4 Communicatio ns Chapter 14 Approach Conlrol Scenario 3 1. Coventry Approach G-COAB Coventry Approach 3. G-COAB Cessna 30 1 from Luton IFR FL90 Coventry 55 information delta 4. G-AB cleared direct Coventry NOB FL 70, enter controlled airspace FL 80 or below, hold Coventry NOB FL 70, ri ght hand pattern , expected approach time 59 Communications 14-5 Chapter 14 Approach Control 5. Cleared to Coventry NOB FL70, enter controlled airspace FL 80 or below, hold Coventry NOB FL70 right hand G-AB 6. G-AB expect ILS approach runway 23 7. Runway 23 G-AB 8. G-AB revised expected approach time 55 9. Roger G-AB 10. G-AB descend to 3500 feet QNH 1015 11 . Leaving FL 70 for 3500 feet QNH 1015 G-AB 12. G-AB roger 14. ILS runway 23 G-AB 13. G-AB cleared ILS approach runwa y 23 report crossing Coventry NOB outbou nd 15. G-AB Coventry outbound 16. G-AB report established on the loca liser 6 18. G-AB established localiser 14-6 Commun ications Approach Control Chapter 14 20 . G-AB o 19. G-AB report outer marker o \ tV 22. G-AB contact Tower 118.7 23.118.7 G-AB 25. G-AB cleared to land , wi nd 26022 24. Coventry Tower G-CDAB outer marker 26. Cleared to land G-AB An aircraft carrying out an instrument approach pro.cedure can requ est permission to make a visual approach . This request does not imply that the aircraft is flying in VMC but that the specified requirements for a visual approach are met and the pilot can maintain a visual referen ce to the terrain. Communications 14-7 Chapter 14 Approach Control 1. Coventry Approach G-COAB 2. G-COAB Coventry Approach 3. G-COAB estimating Coventry NOB at 18, FL70 4. G-AB cleared NOB approach runway 23 , descend to 3000 feet, QNH 1011 , no delay expected 5. NOB approach runway 23, leaving FL70 descend ing to 3000 feet, QNH 1011 , G-AB 7. G-AB cleared visual approach runway 23 con tact Tower 118.7 6. G-AB over Coventry NOB, 3000 feet field in sight, request visual approach 8. 118.7 G-AB 14-8 Commun icati ons Chapter 14 Approach Control HOLDING PROCEDURES Holding procedures should be published . If a pilot requires a detailed description of the holding procedure based on a facility, the fo llowing phraseology is used . To assist the pilot, controllers should pass the information in the fo llowing format. ~ ~ ~ ~ ~ Fix Level Inbound track Right or left turns Time of leg 1. Atlantic 345 hold at Coventry FL 100 2. Atlantic 345 request holding instructions 3. Atlan tic 345 hold at Coventry NDB FL 100, inbou nd track 230 degrees left hand pattern , outbound time 1 minute Conununications 14-9 INTRODUCTION Area control units vary in size and complexi ty. The scenarios given below are applicable to area control no matter what the unit size . Phraseology is of a general nature, however, some of the scenarios shown relate to specific non-radar situations. Scenario 1 1. Atlantic 345 request descent 2. Atlantic 345 maintain FL350, expect descent after Pole Hill \2$2 = c::::> \1;1" T 3. Maintaining FL 350 Atlantic 345 B ~ Scenario 2 2. Maintaining FL 350 Atlantic 345 1. Atlantic 345 maintain FL350 until further advised Communicati ons 15-1 Chapter 15 Area Control Scenario 3 1. Atlantic 345 descend to FL 130 cross Honiley FL 170 or above 2. Leaving FL280 for FL 130, cross Honiley FL 170 or above, Atlantic 345 Scenario 4 2. Atlantic 345 affirm 1. Atlantic 345 are you able to cross Honiley at 52 4. Cross Honiley at 52 or later Atlantic 345 '\ ~ /C) 'c! . 15-2 C) 3. Atlantic 345 cross Honiley at 52 or later Communications Area Control Chapter jj Scenario 5 2. Atlantic 345 affirm 1. Atlantic 345 landing delays at Amsterdam, can you lose time enroute Scenario 6 1. Atlantic 345 are you able to lose 10 minutes \. ~p i ~ ~ 2. Atlantic 345 negative only 8 minutes 4. Atlantic 345, Honiley 1256 ::-)----...,-r--______ 'c-___.. 3. Atlantic 345 report revised estimate for Honiley POSITION REPORTING Position reporting is used to assist in establishing separation. The contents of a position report are shown below. The last three items may be omitted when regional air navigation agreements allow. ~ ~ ~ ~ ~ ~ Aircraft identification Position Time Flight Level or Altitude Next position and time over Ensuing significant point Communications 15-3 Area Control Chapter 15 Scenario 1 2. Atlantic 345 1. Atlantic 345 report Daventry ~~ r= ~ ~:::;4;;;.~A'-tla-:~~~c-34-5-r-O-ger == = 3. Atlantic 345 Daven try 47 FL350, Trent 58 Scenario 2 2. Atlantic 345 1. Atlantic 345 report 25 miles Trent DME == = Scenario 3 2. Atlantic 345 1. Atlantic 345 report 25 miles DME radial 270 Honiley VOR 15-4 Communications Area Control Chapter 15 LEVEL INFORMATION Level information consists of: ~ Climb and descent clearances ~ Reports of leaving, reaching , and passing levels Whenever a level clearance or instruction is given , unless told to the contrary, the aircraft is expected to vacate that level as soon as practicable. Scenario 1 1. Atlantic 345 descend when ready to FL 180 2. Descend to FL 180, will report leaving FL350 Atlantic 345 Scenario 2 2. Leaving FL220 for FL 200, Atlantic 345 1. Atlantic 345 descend immediately to FL200 due traffic Scenario 3 2. Climbing to FL220 , will report FL 100, Atlantic 345 1. Atlantic 345 climb to FL220 report passing FL 100 'as Communications 15-5 Area Control Chapter 15 An aircraft may request permission to leave controlled airspace by descending. 2. Atlantic 345 cleared for descent report passing 5500 feet QNH 1015 1. Atlantic 345 request permission to leave controlled airspace by descent 3. Leaving 7000 feet will report passing 5500 feet QNH 1015, Atlantic 345 An aircraft may request a clearance to climb or descend whilst maintaining their own separation while in VMC. Any clearance will include information on essential traffic. 2. Atlantic 345 descend to FL60 , maintain own separation and VMC from FL 130 to FL 110, traffic DC6 westbound FL 120 estimating SAPCO at 07 1. Atlantic 345 request VMC descent to FL60 3. Leaving FL250 for FL60 maintain VMC FL 130 to FL 110 traffic at FL 120, Atlantic 345 15-6 Communicati ons ---------------- Area Control Chapter 15 FLIGHTS JOINING AIRWAYS An aircraft that wishes to join an airway must make the request to the appropriate ATS unit. If no flight plan was filed, the request must include the fili ng of an airb orne flight plan . If a flight plan was filed before departure, an abbrevia ted call ca n be made. 1. London Control Atlantic 345 2. Atlantic 345 go ahead 3. Atlantic 345 request clearance to join A2 at Lichfield 4. Atlantic 345 cleared to Prestwick flight planned route FL240, join A2 at Lichfield at FL240 5. Cleared to Prestwick via Lichfield flight planned route FL240, to enter controlled airspace at FL240, Atlantic 345 6. Atlantic 345 correct t Communications 15-7 A rea Control Chapter 15 A clearance may be delayed if the prevailing traffic conditions are busy. ----<"---,,---.,..-----. 1. Atlantic 345 remain outside controlled airspace, expect clearance at 55 2. Atlantic 345 remaining outside If the flight level requested is occupied by another aircraft, the controller should offer an alternative. 2. Atlantic 345 FL240 not available due traffic, alternative is FL220, advise 1. Atlantic 345 request FL240 3. Atlantic 345 accept FL220 FLIGHTS LEAVING AIRWAYS A flight leaving an airway is normally given a specific point at which to leave. 1. Atlantic 345 cleared to leave controlled area via Trent, maintain FL230 while in control area 15-8 2. Cleared to leave control area via Trent, maintain FL230 while in control area , Atlantic 345 Communication s Area Control Chapter 15 FLIGHTS CROSSING AIRWAYS An IFR aircraft needing to cross an airway should make the request to the appropriate ATS unit. 1. london Control Atlantic 345 2. G-OCAB london Control 4. Atlantic 345 is cleared to cross B1 at GOlES Fl90 6. Atlantic 345 report GOlES Communications 3. Atlantic 345 , DC6 30 miles north of GOlES Fl90, GOlES at 35 request clearance to cross airway B1 at GOlES 5. Cleared to cross B1 at GOlES Fl90, Atlantic 345 15-9 Communications Communication is an essential skill for every pilot. The accurate and concise use of the correct phraseology enhances safety and results in a more efficient flight. Nonetheless, communication by radio is often an area that is dreaded by the student pilot. Whilst these notes are intended specifically to prepare the prospective Airline Transport Pilot for the JAR ATPL (A) examinations, they also serve to demystify some of the tenninology that is encountered. This volume takes the student from the basic principles of VHF and HF communication to its application in the VFR and IFR environment. The learning objectives for the JAR ATPL (A) Communications examination cover all aspects of radio telephony phraseology in the aerodrome, approach, area, and radar control environment. The distress and urgency procedures as well as the procedures to follow in the event of a communications failure are a1so covered. Jeppesen and Atlantic Flight Training (AFT) have teamed to produce these ATPL training volumes. The philosophy of both Jeppesen and AFT is to train pilots to fly, not to simply pass the exams. Jeppesen was founded in 1934 by barnstormer and pioneer airmail pilot Elrey B. Jeppesen to provide accurate airport and airway information to the growing aviation industry. Since then, the company has become the world leader in navigation information and flight planning products. In the 1960s, Jeppesen emerged as the foremost creator of state-of-the-art flight training materials using the latest technologies. With offices in the United States, the United Kingdom, Gennany, Australia, China, and Russia, Jeppesen is committed to introducing a fully integrated of JM training products. 1~:~:!~Flight Training, based at Coventry Airport U.K., is an independent Joint Aviation Authority approved Flight Sj Organisation for professional training from a Private Pilots Licence to an Airline Transport Pilots Licence, [~~~:;~ Multi Crew Co·operation and Crew Resource Management. AFT has over twenty years experience in t« Commercial Pilots, including the conversion of ICAO to JAA Licences, and specialises in full time and tdist,rnc:e learning ground school (Aeroplane and Helicopter). at Jeppesen and Atlantic Flight Training wish you the best in your flying career, and hope that our materials IC(lDt:ril)Ulle to your understanding, safety, and success. : .JEPPESEN" IJe~)pesen IO~'LO~ '. Atlantic Flight Training Ltd GmbH rter Str. 233 Neu-Isenburg, Germany 61025070 ppesen.com JA31011S -000
