ATPL Communications

ATPL

Communications

ATPL Communications 28 October 2003 ii

© Atlantic Flight Training All rights reserved. No part of this manual may be reproduced or transmitted in any forms by any means, electronic or mechanical, including photocopying, recording or by any information storage and retrieval system, without permission from Atlantic Flight Training in writing.

ATPL Communications ©Atlantic Flight Training iii

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 Allocation ...................................................................................................................................2-1 Propagation Characteristics ...............................................................................................................2-1 HF (High Frequency) Communication................................................................................................2-2 Emergency Locator Transmitter (ELT) ...............................................................................................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 Relating to Direction Finding ..................................................................................3-1 Flight Safety Messages......................................................................................................................3-1 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 Radiotelephony Callsigns for Aircraft .................................................................................................4-8 Callsigns for Aeronautical Stations ....................................................................................................4-9

CHAPTER 5.

Relevant Weather Information Contents of Reports ...........................................................................................................................5-1 Weather Broadcasts...........................................................................................................................5-2 ATIS...................................................................................................................................................5-3 VOLMET ............................................................................................................................................5-4

ATPL Communications 28 October 2003 iv

PART 2 – VFR COMMUNICATIONS

CHAPTER 6.

General Establishment and Continuation of Communication...........................................................................6-1 Ground to Air......................................................................................................................................6-1 Air to Ground......................................................................................................................................6-1 Abbreviation of Callsign .....................................................................................................................6-2 All Stations .........................................................................................................................................6-2 Ground Station...................................................................................................................................6-2 Aircraft................................................................................................................................................6-3 Say Again...........................................................................................................................................6-3 Corrections.........................................................................................................................................6-4

CHAPTER 7.

Aerodrome Control Introduction ........................................................................................................................................7-1 Take-off Procedures...........................................................................................................................7-7 Conditional Clearances ....................................................................................................................7-10 Aerodrome Traffic Circuit .................................................................................................................7-14 Joining the circuit .............................................................................................................................7-15 Final Approach and Landing ............................................................................................................7-18 Visual Inspection..............................................................................................................................7-19 Touch and Go ..................................................................................................................................7-20 Go Around........................................................................................................................................7-21 After Landing....................................................................................................................................7-22 Essential Aerodrome Information.....................................................................................................7-22

CHAPTER 8.

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 ........................................................................................................................................9-1 Radar Identification and Vectoring .....................................................................................................9-1 Radar Vectoring .................................................................................................................................9-4 Traffic Information and Avoiding Action..............................................................................................9-6 Secondary Surveillance Radar (SSR) Procedures.............................................................................9-8

CHAPTER 10.

Communications Failure Initial Actions....................................................................................................................................10-1 Air to Ground....................................................................................................................................10-1 Receiver Failure...............................................................................................................................10-1

ATPL Communications ©Atlantic Flight Training v

Ground to Air....................................................................................................................................10-2

CHAPTER 11.

Distress and Urgency Procedures Introduction ......................................................................................................................................11-1 Distress Procedures.........................................................................................................................11-2 Urgency Procedures ........................................................................................................................11-3 Imposition of Silence........................................................................................................................11-4 Termination of Distress and Silence ................................................................................................11-4 Emergency Descent.........................................................................................................................11-5 Medical Transports...........................................................................................................................11-5 Unlawful Interference .......................................................................................................................11-6

ATPL Communications 28 October 2003 vi

PART 3 – IFR COMMUNICATIONS

CHAPTER 12.

Introduction Assumptions ....................................................................................................................................12-1 Definitions ........................................................................................................................................12-1

CHAPTER 13.

Aerodrome Control Runway Visual Range......................................................................................................................13-1 Departure Information and Engine Starting Procedures...................................................................13-1 Pushback .........................................................................................................................................13-2

CHAPTER 14.

Approach Control IFR Departures ................................................................................................................................14-1 IFR Arrivals ......................................................................................................................................14-3 Holding Procedures..........................................................................................................................14-9

CHAPTER 15.

Area Control Scenario 1........................................................................................................................................15-1 Position Reporting............................................................................................................................15-3 Level Information .............................................................................................................................15-5 Flights Joining Airways.....................................................................................................................15-8 Flights Leaving Airways ...................................................................................................................15-9

ATPL Communications ©Atlantic Flight Training 1-1

PART 1 – GENERAL

Chapter 1.

Glossary Definitions Aerodrome Control Service Air traffic control service for aerodrome traffic Aerodrome Traffic All traffic on the manoeuvring area of an aerodrome and all traffic 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 circuit.

Aerodrome Traffic Circuit The specified path to be flown by aircraft operating in the vicinity of an aerodrome 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 Authorization 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

ATPL Communications 28 October 2003 1-2

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 ATC 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 Area Control Centre A unit established to provide Air Traffic Control Service to controlled flights in control areas under its jurisdiction 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 specified 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 information relating to air navigation that is not addressed to a specific station or stations Clearance Limit The point to which an aircraft is granted an Air Traffic Control Clearance Controlled Airspace An airspace of defined 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 earth to a specified upper limit 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 Flight Information Centre A unit established to provide flight information service and alerting service Flight Plan Specified information provided to Air Traffic Services Units, relative to an intended flight or portion of a flight of an aircraft Heading The direction in which the longitudinal axis of an aircraft is pointed, usually 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 flight is maintained in accordance with ATC clearances Holding Procedure A pre-determined manoeuvre which keeps an aircraft within a specified airspace while awaiting further clearance IFR Flight A flight conducted in accordance with instrument flight rules Instrument Meteorological Conditions Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling, less than the minima specified for visual meteorological conditions Level A generic term relating to the vertical position of an aircraft in flight and meaning variously, height, altitude or flight 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 The procedure to be followed if the approach cannot be continued Movement Area That part of an aerodrome to be used for the take-off landing and taxiing of aircraft, consisting of the manoeuvring area and the aprons 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 ATC 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 visual reference to terrain Visual Meteorological Conditions Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling equal to or better than the specified minima Common Abbreviations The abbreviations listed below are normally spoken using the constituent letters, rather than the spelling alphabet, except that those indicated by an asterisk are normally spoken as complete words Abbreviation Meaning Abbreviation Meaning ACC ADF ADR AFIS AGL AIP AIRAC* AIS AMSL ATC ATD ATIS* ATS ATZ CAVOK* CTR DME EET ETA ETD FIC FIR FIS GCA H24 HF HJ HN HS HX IFR ILS IMC INFO* INS LORAN*

Area control centre or area control Automatic direction finding equipment Advisory route Aerodrome flight information service Above ground level Aeronautical information publication Aeronautical information regulation and control Aeronautical information service Above mean sea level Air traffic control (in general) Actual time of departure Automatic terminal information service Air traffic service Air traffic zone Visibility, cloud and present weather better than prescribed values or conditions Control zone Distance measuring equipment Estimated elapsed time Estimated time of arrival or estimating arrival Estimated time of departure or estimating departure Flight information centre Flight information region Flight information service Ground controlled approach system or ground controlled approach Continuous day and night service High frequency (3 – 30 MHz) Sunrise to sunset Sunset to sunrise Service available during hours of scheduled operation No specific hours Instrument flight rules Instrument landing system Instrument meteorological conditions Information Inertial navigation system Long range navigation system

NOTAM* QFE QNH RCC RNAV* RVR SELCAL* SID* SIGMET* SNOWTAM* SPECIAL* SSR SST STAR* TACAN* TAF* TMA UHF UIR UTA UTC VASIS* VDF VFR VHF

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 Atmospheric pressure at aerodrome elevation (or at runway threshold) Altimeter sub-scale setting to obtain elevation when on the ground Rescue co-ordination centre Area navigation Runway visual range A system which permits the selective calling of individual aircraft over radiotelephone channels linking a ground station with the aircraft Standard instrument departure Information concerning en-route weather phenomena which may affect the safety of aircraft operations 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 meteorological report (in abbreviated plain language) Secondary surveillance radar Supersonic transport Standard (instrument) arrival UHF tactical air navigation aid Aerodrome forecast Terminal control area Ultra-high frequency (300 – 3000 MHz) Upper flight information region Upper control area Co-ordinated universal time Visual approach slope indicator system VHF direction finding station Visual flight rules Very high frequency (30 – 300 MHz)


MET* MLS MNPS NDB NIL*

Meteorological or meteorology Microwave landing system Minimum navigation performance specifications Non-directional beacon None or I have nothing to send you

VIP VMC VOLMET* VOR VORTAC*

Very important person Visual meteorological conditions Meteorological information for aircraft in flight VHF omnidirectional beacon VOR and TACAN combined


Intentionally Left Blank


Chapter 2.

Principles of VHF Propagation and the Allocation of Frequencies

The Radio Spectrum

Frequency Band Frequency Coverage Very Low Frequency 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 following:

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 obstruction in the line of sight between the aircraft and the ground station will

block or scatter signals In certain circumstances both a direct and ground reflected 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. The Theoretical maximum range between the transmitting and receiving VHF station can be calculated by the following formula.

Range = 1.25(HT + HR) 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) = 1.5 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 22000 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 antennas used with HF communication systems, vary with the size and shape of the aircraft. Aircraft that cruise below 280 knots generally use a long wire antenna. Higher speed aircraft have specially designed antenna probes 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 ELT’s 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 location 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 control arm/disarm switch may be installed in the cockpit. The ELT external antenna must be installed as far as practicable from other antennas, to prevent interference from other avionics systems. ELT 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 reasonable assurance that the ELT 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.


False ELT 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 careless handling by the operators of the aircraft. Radio Interference An aircraft flying in clouds or precipitation will accumulate electric charges as a result of frictional contact with the liquid or other solid particles 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 source of radio interference. Radio interference of any kind, deteriorates the performance and reliability of the radio and electronic systems. An aircraft can become highly charged with static electricity while in flight. If the aircraft is improperly bonded, all metal parts will not have the same amount of charge. A difference of potential will exist between various metal surfaces. The neutralisation of the charges flowing in paths of variable resistance, due to such causes as intermittent contact from vibration or the movement of the control surfaces, will produce electrical disturbances (noise) in the radio receiver. Bonding provides the necessary electrical connection between metallic parts of an aircraft. Bonding jumpers and bonding clamps are examples of bonding connectors. Bonding also provides the low resistance return path for single wire electrical systems. Bonding radio equipment to the airframe will provide a low impedance ground return and minimise radio interference from static electricity charges. Unlike the lower frequency bands, VHF is almost virtually free from atmospheric and precipitation static. Static dischargers (wicks) are installed on aircraft to reduce radio receiver interference. Static dischargers, normally mounted on the trailing edges of the control surfaces, wing tips, and vertical stabiliser, discharge the precipitation static at points a critical length away from the wing and tail extremities, where there is little or no coupling of the static into the radio antenna.




Chapter 3.

Categories of Message Introduction The Aeronautical Mobile Service handles messages in the following order of priority. Message Category and Order of Priority Radiotelephony Signal 1. Distress calls, distress messages and distress

traffic 2. 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

MAYDAY PAN PAN or PAN PAN MEDICAL

Distress Calls, Distress Messages and Distress Traffic See the Distress and Urgency procedures. Urgency Messages, Including Messages Preceded by the Medical Transports Signal See the Distress and Urgency procedures. 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.

QDM Aircraft’s magnetic heading to steer in zero wind to reach the station QDR Aircraft’s magnetic bearing from the station QTE Aircraft’s true bearing from the station QUJ Aircraft’s true track to the station

Flight Safety Messages The following are classed as flight safety messages:

Movement and control messages


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 comprise 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:

There is no interference to their primary role, and No other frequency is available for the handling of these messages


Chapter 4.

General Operating Procedures 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 transmitting 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 fully 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 Transmission of Letters International radio communications use the phonetic alphabet. Phonetic spelling is only used if there is a chance of misunderstanding. When using an aircraft callsign then each letter must be spoken separately. Phonetic Alphabet Letter Word Pronunciation A B C D E F G H I J K L M N O P Q R S T U V W X Y Z

ALPHA BRAVO CHARLIE DELTA ECHO FOXTROT GOLF HOTEL INDIA JULIETT 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 ECK OH FOKS TROT GOLF HOH TELL IN DEE AH JEW LEE ETT KEY LOH LEE MAH MIKE NO VEM BER OSS CAH PAH PAH KEH BECK ROW ME OH SEE AIR RAH TANG GO YOU NEE FORM or OO NEE FORM VIK TAH WISS KEY ECKS RAY YANG KEY ZOO LOO

Note: Syllables to be emphasized are underlined.


Transmission of Numbers When the English language is used, numbers shall be transmitted using the following pronunciation.

Numeral or Numeral Element Pronunciation 0 1 2 3 4 5 6 7 8 9 Decimal Hundred Thousand

ZE-RO WUN TOO TREE FOW-er FIFE SIX SEV-en AIT NIN-er DAY-SEE-MAL HUN-dred TOU-SAND

Note: The syllables in capital letters are to be stressed. All numbers are transmitted by pronouncing each digit separately.


The table below gives illustrations of how numbers are transmitted for callsigns, flight levels, headings, wind direction and speed, transponder codes, runway and altimeter settings.

Number Transmitted as Aircraft Callsign CCA 238 Air China two three eight OAL 242 Olympic two four two Flight Levels FL 180 Flight level one eight zero FL 200 Flight level two zero zero Headings 100º Heading one zero zero 080º Heading zero eight zero Wind Direction and Speed 200/70KT 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 is 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 TOU-SAND 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.


Examples are given in the table below: Number Transmitted as Pronounced as 10 75 100 583 2500 5000 11 000 25 000 38 143

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 TOU-SAND FIFE HUND-red FIFE TOU-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 in the next table.

Number Transmitted as Altitude 800 3400 12 000 Cloud Height 2200 4300 Visibility 1000 700 Runway Visual Range 600 1700

Eight hundred Three thousand four hundred One two thousand Two thousand two hundred Four thousand three hundred Visibility one thousand Visibility seven hundred RVR six hundred RVR one thousand seven hundred

If a number contains a decimal point then the word DAY-SEE-MAL is inserted 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. However, only two decimal places are transmitted when identifying VHF frequencies.


Transmission of Time When transmitting the time only the minutes of the hour are normally required. If there is a possibility of confusion then the hour should be included as well.

Time Transmitted as Pronounced as

0803 1300 2057

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


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 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)

BREAK BREAK I hereby indicate the separation between messages transmitted to different aircraft in a very busy environment

CANCEL Annul the previously transmitted message

CHECK Examine a system or procedure (No answer is normally expected)

CLEARED Authorized to proceed under the conditions specified

CONFIRM Have I correctly received the following …? or Did you correctly receive this message?

CONTACT Establish radio contact with …..

CORRECT That is correct

CORRECTION An error has been made in this transmission (or message indicated). The correct version is ….

DISREGARD Consider that transmission as not sent

GO AHEAD Proceed with your message This message is not normally used in surface movement

communications HOW DO YOU READ

What is the readability of my transmission

I SAY AGAIN I repeat for clarity or emphasis

MONITOR Listen out on (frequency)

NEGATIVE No or Permission not granted or That is not correct

OUT This exchange of transmissions is ended and no response is expected This word is not normally used in VHF communications

OVER My transmission is ended and I expect a response from you This word is not normally used in VHF communications

READBACK Repeat all, or the specified part, of this message back to me exactly as received

RECLEARED A change has been made to your last clearance and this new clearance supersedes your previous clearance or part thereof

REPORT 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 BACK or a direct answer in the affirmative (AFFIRM) or negative (NEGATIVE)


Word/Phrase Meaning SAY AGAIN Repeat all, or the following part, of your last transmission

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

WORDS TWICE 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

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 has been established, and provided that no confusion is likely, the callsign may be abbreviated. 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 flight 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. 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 have been established, and there is no likelihood of confusion, the name of the location or the callsign suffix may be omitted. To assist in understanding the context in which phrases are used specific situations are built into the following text. The following symbols will represent the aircraft or ground station transmitting. Numbers represent the order of the text.


Picture Meaning G-ABCD

G-CDAB

Atlantic 345

Tower

Approach

Radar


Chapter 5.

Relevant Weather Information 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 ºT to the nearest 10º 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 Knots MPS Metres per second KMH 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 only for cumulonimbus and towering cumulus clouds at or in

the vicinity of an aerodrome) and height of the base

FEW 1-2 Oktas SCT Scattered 3-4 Oktas BKN Broken 5-7 Oktas OVC Overcast 8 Oktas The layers reported are


First Group Lowest individual layer of any amount Second Group Next individual layer of more than 2 oktas Third Group Next layer of more than 4 oktas Additional Group Significant convective cloud not reported

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-flight 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.

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

An ATIS broadcast should last no longer than 30 seconds and will include the following:

Message Identification eg 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 will 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 eg unserviceability of navigation aids etc Any other routine information useful to pilots A trend may be included in an ATIS broadcast

This is Coventry Information Alpha. 0850 hours weather. 240º 12 knots. 10 km. Intermittent slight rain. 3 octas 1000 ft, 8 oktas 1800 ft. Temperature +12. Dew point +9. QNH 1021. Landing runway 23. Report information Alpha received on first contact with 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


PART 2 – VFR COMMUNICATIONS

Chapter 6.

General Establishment and Continuation of Communication When establishing communications, an aircraft should use the full callsign of both the aircraft and the aeronautical station.

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 Reply – Repeat of the information/readback/acknowledgement then aircraft

callsign After contact has been established, continuous communication may be performed without further identification or callsign until termination of the contact. This is provided that no confusion or ambiguity will result.

1. Coventry Tower G-ABCD

2. G-ABCD Coventry Tower go ahead


Abbreviation of Callsign

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”.

2. G-CD descend FL40

3. Descend FL40 G-CD

1. G-ABCD request descent

ALL STATIONS Coventry Approach, ILS now Serviceable


Aircraft Also when an aircraft wishes to broadcast information, the message should be prefaced by the call “ALL STATIONS”.

Say Again If there is doubt that a message has been correctly received, 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

ALL STATIONS G-ABCD 10 miles west of Coventry, 2000 feet heading southbound

1. Coventry Tower ………. 345

2. Station calling Coventry Tower SAY AGAIN your callsign

3. Coventry Tower Atlantic 345


Corrections Where a correction can best be made by repeating the entire message, the transmitter 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


Chapter 7.

Aerodrome Control Introduction As stated before, concise and unambiguous phraseology is vital 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 means by which a pilot maintains an awareness of what is happening around him. To help the pilot, controllers should not transmit to an aircraft during the busy times of flight unless there are safety reasons for doing so. Transmissions should not be made by the controller during:

Take-off The last part of the final approach, or The landing roll

Local procedures do vary from aerodrome to aerodrome. These notes cover the basic phraseology which are necessary for the safe operation of aircraft. Departure Information and Engine Starting Procedures Where no ATIS is available then the pilot may ask for the current aerodrome information before requesting start-up.

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 must be made with this call. 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 then the controller will normally indicate a time to start-up.

1. 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


Other replies that may be received by the aircraft are:

Once ATC approval has been received, the pilot starts the engines as necessary.

2. G-ABCD start-up at 35, QNH 1009

2. G-ABCD expect start-up at 35, QNH 1009

2. G-ABCD expect departure 49, start-up at own discretion, QNH 1009

1. Coventry Ground G-ABCD, stand 24 request start-up information bravo

2. G-ABCD start-up approved QNH 1009


Taxi Instructions Any taxi instruction will always contain 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.

1. Ready to Start-up

2. Start number one

3. Starting number one

1. Coventry Tower G-ABCD at the south side of hangar 7 request taxi for local VFR flight

2. G-ABCD taxi via taxiway charlie to holding point runway 23, wind 230/3 QNH 1010 time two four


A different runway to the one given in the clearance may be requested, however, this may incur delays.

Other styles of taxi call may include any of the following:

3. G-ABCD QNH 1010, request runway 05

4. G-CD recleared holding point runway 05, taxi behind the Electra taxiing from your left

5. G-CD holding point runway 05 traffic in sight


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 QNH 1012 taxi via taxiway alpha to holding point runway 05

3. Runway 05, QNH 1012 request taxiway bravo and backtrack G-ABCD

4. G-CD approved taxi via bravo backtrack and line up runway 05

5. Bravo and backtrack runway 05 G-CD

6. G-CD expedite taxi, traffic on final runway 23

7. G-CD expediting

8. G-CD Ready departure


Scenario 2

1. Coventry tower G-ABCD, C172 at the fuel station request taxi to flying club

2. G-ABCD taxi via taxiway charlie to holding point runway 23

3. Via charlie holding point runway 23 G-ABCD

4. G-CD approaching holding point request cross runway 23

5. G-CD hold short runway 23

6. G-CD holding short

7. G-CD cross runway 23 report vacated continue to flying club

8. G-CD crossing

9. G-CD runway vacated

10. G-CD roger


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.

Take-off Procedures At busy aerodromes there are usually separate GROUND and TOWER frequencies. A taxiing aircraft will usually be 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. Care must be taken to ensure that any phraseology used during the taxi cannot be mis-interpreted as a take-off clearance. Some aircraft may have to carry out pre take-off checks prior to departure and are not always ready for take-off when they reach the holding point.

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


Controllers should not transmit to an aircraft in the process of taking-off, or in the early stages of climb, except in cases of emergency.

2. G-CD wilco 1. G-CD report when READY FOR DEPARTURE

3. G-CD READY FOR DEPARTURE 4. G-CD line up

5. G-CD lining up

6. G-CD cleared for take-off

7. Cleared for take-off G-CD


For traffic reasons it is possible that the controller will ask an aircraft to take-off immediately after lining up.

2. G-CD affirm

1. G-CD are you ready for immediate departure

4. G-CD lining up

3. G-CD line up be ready for immediate departure

5. G-CD cleared for take-off

6. Cleared for take-off G-CD


In conditions of poor visibility the controller may ask the pilot to report when airborne.

Conditional Clearances A conditional clearance is not used for movements affecting an active runway except when the aircraft or vehicles concerned can be seen by 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 then it may be necessary to add a description such as company, colour etc. Conditional clearances are given in the following order:

Callsign The condition The clearance

2. Cleared for take-off, wilco, G-CD

1. G-CD cleared for take-off report airborne

3. G-CD airborne 4. G-CD contact departure 121.75

5. 121.75 G-CD


If more than one runway is in use and there is a possibility that the pilot may be confused, then the runway number should be stated in the take-off clearance.

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.

1. G-CD report the Electra on final in sight

2. G-CD Electra in sight

3. G-CD after the landing Electra has passed, line up and hold

4. After the Electra, line up and hold, G-CD

2. Cleared for take-off runway 05 G-CD

1. G-CD cleared for take-off runway 05

2. Straight ahead 2500 feet, right turn, cleared for take-off G-CD

1. G-CD climb straight ahead until 2500 feet before turning right, cleared for take-off


Clearances can also be requested before departure.

Where 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, the aircraft should be instructed to stop immediately with the instruction and callsign being repeated.

1. G-CD request right turn when airborne

2. G-CD right turn approved, cleared for take-off

3. Cleared for take-off, right turn G-CD

2. G-CD Stopping

1. G-CD stop immediately, G-CD stop immediately, vehicle crossing runway


If the pilot abandons a take-off manoeuvre then the control tower should be informed as soon as it is safe to do so. Assistance or taxi instructions should be requested as required.

1. G-CD stopping 2. G-CD roger

3. G-CD request return to apron

4. G-CD take next right, return to apron contact Ground 118.35

5. Next right 118.35, G-CD


Aerodrome Traffic Circuit A request to join the circuit should be made in good time to allow for a planned entry taking other aircraft into account. Where the traffic circuit uses a right hand pattern then it 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.

FINAL

DOWN WIND LEG

1. Downwind call2. Base leg call3. Final call

1

2

3

Base Leg


Joining the circuit If an ATIS is available then the receipt of the latest broadcast should be acknowledged in the initial call to the aerodrome.

1. Coventry Tower G-ABCD C172 10 miles north, 2500 feet for landing

2. G-CD join downwind runway 23, wind 240/10, QNH 1014

3. Join downwind, runway 23, QNH 1014, G-CD

1. Coventry Tower G-ABCD C172 10 miles north 2500 feet, information bravo, for landing

2. G-CD join downwind right hand runway 23, wind 240/10, QNH 1014

3. Join downwind right hand runway 23, QNH 1014, G-CD


If the aircraft is arriving from a suitable direction it may be possible to give a straight in approach.

1. Coventry Tower G-ABCD C172 10 miles north 2500 feet for landing

2. G-CD make straight in approach runway 23, wind 240/10, QNH 1014

3. Straight in runway 23, QNH 1014, G-CD

4. G-CD Traffic, DC3 taking-off and Citation downwind

5. G-CD


Once a pilot joins the traffic circuit then certain routine reports have to be made.

1. G-CD downwind 2. G-CD number 2, follow the Citation on base

3. G-CD number 2, traffic in sight

4. G-CD base 5. G-CD report final

6. G-CD

7. G-CD final8. G-CD continue approach, wind 240/15


Where traffic co-ordination is required delaying or expediting instructions may be issued.

Final Approach and Landing There are two FINAL calls:

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 then a FINAL call is made at 4 nm from touchdown

4. G-CD orbiting right 3. G-CD make one orbit right due traffic on the runway, report again on final

6. Short approach G-CD

5. G-CD number 1, make short approach, Electra 6 miles final

1. G-CD extend downwind, number 2, follow Warrior 4 miles final 2. Number 2, Warrior

in sight, G-CD


Visual Inspection A pilot may fly past the control tower for the purpose of visual inspection from the ground.

1. G-CD long final

2. G-CD continue approach, wind 250/15

3. G-CD

4. G-CD final 5. G-CD cleared to land, wind 250/10

6. Cleared to land G-CD

1. G-AB request low pass unsafe left gear indication

2. G-AB cleared low pass runway 23 not below 500 feet report final

3. Runway 23, not below 500 feet G-AB


If the low pass is made for the purpose of observing the landing gear then 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.

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-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

1. G-CD request touch and go 2. G-CD cleared

touch and go

3. Cleared touch and go G-CD


Go Around The instruction to carry out a missed approach may be given for safety purposes. Transmissions will be brief and kept to a minimum as the cockpit workload is high.

For aircraft operating VFR circuit the aircraft will continue in the normal traffic circuit. IFR traffic will carry out the published missed approach procedure. Where a missed approach is initiated by a pilot then the phrase GOING AROUND is used.

1. G-CD go around aircraft on the runway 2. G-CD going

around


After Landing Taxi instructions should not be given to pilots until they have completed the landing roll. At aerodromes where there is both a Tower and Ground frequency, the pilot should remain on the Tower frequency until advised.

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 should be passed to pilots prior to start-up and taxi or prior to the final approach. Information includes:

2. G-CD 1. G-CD vacate left

3. G-CD take first right when vacated contact ground 118.35

4. First right 118.35, G-CD

5. Coventry Ground G-CD runway vacated

6. G-CD taxi to the apron via taxiway alpha

7. Taxiway alpha G-CD

2. G-CD report downwind

1. G-CD going around


Construction or maintenance work on, or immediately adjacent to the

manoeuvring area Rough or broken surfaces on a runway or a taxiway, whether marked or not Snow or ice on a runway or a taxiway Water on a runway 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




Chapter 8.

Approach Control VFR Departures A departing VFR flight being handled by approach control may be passed information on known relevant traffic. This information is passed so that the pilot can maintain a safe separation. Pilots should tell the approach control unit when leaving its area of jurisdiction.

If flying Special VFR the flight will be cleared to leave the CTR in accordance with laid down procedures.

VFR Arrivals Generally a pilot of an arriving VFR flight is expected to establish contact with the approach control unit and request instructions before entering its area of jurisdiction. If there is an ATIS broadcast available then the pilot should acknowledge that it has been received. If there is no ATIS broadcast then the approach controller will pass the aerodrome details.

1. Approach, G-CD passing the zone boundary

2. G-CD Contact London Information 125.47 for flight information

3. 125.47 G-CD

1. G-CD leave control zone VFR via route whiskey, 3000 feet or below, report whiskey one

2. Special VFR, route whiskey 3000 feet or below, will report whiskey one G-CD

3. G-CD


1. Coventry Approach G-ABCD

2. G-ABCD Coventry Approach

3. G-ABCD C172 VFR from Sywell to Coventry 2500 feet, zone boundary 52 Coventry information golf

4. G-CD cleared to Coventry VFR, QNH 1012, traffic southbound Electra 2000 feet VFR estimating zone boundary 52

5. Cleared to Coventry VFR, QNH 1012, traffic in sight G-CD

6. G-CD report aerodrome in sight

7. G-CD

8. G-CD aerodrome in sight

9. G-CD contact Tower 118.7

10. 118.7 G-CD


Transfer of Communications An aircraft will be advised by the appropriate ATC unit to change from one radio frequency to another. If no advice is given then the aircraft must notify ATC before changing frequency.

Test Procedures Any test transmission should take the following form:

The identification of the aeronautical station being called The aircraft callsign The words RADIO CHECK The frequency being 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. Unreadable 2. Readable now and then 3. Readable but with difficulty 4. Readable 5. Perfectly readable

1. G-ABCD contact Coventry Tower 129.1

2. 129.1 G-ABCD


If it is necessary for a ground station to make test signals then 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 clearance down. If possible route clearances are given before an aircraft starts up. Clearances should not be given 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 runway. The words take-off are 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 readback requirement is directly related to the possible 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 the pilot fails to readback any message then the controller will ask him to do so. If a message is not received in full, or is not understood, then the pilot must ask the controller to clarify the situation.

Level instructions Heading instructions Speed instructions Airways or route clearances

1. Coventry Tower G-ABCD radio check 118.7

2. Station calling Coventry tower you are unreadable, or

2a. G-ABCD Tower read you 3 loud background whistle


Runway in use 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 readback with the aircraft callsign

If the readback is incorrect then the controller will transmit the word NEGATIVE followed by the correct version

If there is a 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 receives an instruction or clearance that he cannot comply with then he should advise the controller immediately using the phrase “UNABLE TO COMPLY” and give the reasons.

1. Atlantic 345 cleared to Honiley via A1 FL280, Warwick 3 departure, Squawk 2358

2. Cleared to Honiley via A1 FL280, Warwick 3 departure, Squawk 2358 Atlantic 345

1. G-CD QNH 1003

2. QNH 1013 G-CD

3. G-CD NEGATIVE, QNH 1003 4. QNH

1003 G-CD


1. Atlantic 345 Coventry, cleared to Daventry FL 290 cross Wicken FL 150 or above

2. Coventry Atlantic 345 unable to comply, cannot cross Wicken FL 150 due weight


Chapter 9.

General Radar Phraseology 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


5. G-AB identified 20 miles north west of Coventry continue present heading

6. G-AB

1. G-AB report your heading and level

2. G-AB heading 110 at 2500 feet

3. G-AB for identification turn left heading 080

4. Left heading 080 G-AB


If the aircraft is not identified.

If identification is lost, or about to be lost, the pilot should be advised and given appropriate instructions.

5a. G-AB not identified not yet within radar cover, resume own navigation

6a. G-AB

1. G-AB radar identification lost due to radar failure, contact Birmingham Radar on 128.75

2. 128.75 G-AB

1a. G-AB will shortly lose radar identification temporarily due fade area, remain this frequency

2a. G-AB


Radar Vectoring To establish lateral separation an aircraft may be asked to fly a specific radar vector.

In certain circumstances ATC may require to know the heading of an aircraft. Once the aircraft’s heading is known then lateral separation can be established, sometimes by asking the aircraft to continue on its existing heading. Any conflicting traffic can then be separated laterally.

1. Atlantic 345 report your heading

2. Atlantic 345 heading 050

3. Atlantic 345 roger, continue heading 050

4. Atlantic 345 wilco

1. Atlantic 345 turn left heading 050 for separation

2. Left 050 Atlantic 345


Once vectoring is complete then the pilot will be told to resume own navigation. Position information and appropriate instructions are given as necessary.

Or:

1. Atlantic 345 resume own navigation direct Coventry

2. Direct Coventry Atlantic 345

1a. Atlantic 345 resume own navigation direct Coventry, track 070 distance 27 miles

2a. 070 27 miles direct Coventry, Atlantic 345

1b. Atlantic 345 resume own navigation, position 15 miles south of Coventry

2b. 15 miles south of Coventry Atlantic 345


Occasionally an aircraft may be instructed to make an ORBIT (a complete turn of 360º) for delaying purposes or to achieve the required spacing behind preceding traffic.

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 eg

slow or fast Relative movement should be described by using one of the following terms as is applicable.

Closing Converging Parallel Same direction Opposite direction Diverging Overtaking Crossing left to right Crossing right to left

1. Atlantic 345 make a three sixty turn left for delaying action

2. Three sixty turn left Atlantic 345

2a. Orbit left Atlantic 345

1. Atlantic 345 make one orbit left for sequencing


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 245 unknown traffic 1 o’clock 3 miles opposite direction fast moving

2. Atlantic 345 looking

3. Atlantic 345 traffic in sight now passed clear

1. Atlantic 345 unknown traffic 11 o’clock 3 miles, crossing left to right, fast moving

2. Atlantic 345 negative contact, request vectors

3. Atlantic 345 turn left heading 050

4. Left 050 Atlantic 345

5. Atlantic 345 clear of traffic, resume own navigation direct Coventry

6. Direct Coventry Atlantic 345


Secondary Surveillance Radar (SSR) Procedures The phrases listed below, with their meanings, 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 ID squawk For a mode S equipped aircraft, check the setting of the aircraft identification feature

Specific codes in use are listed below:

Mode A 7700 Emergency Mode A 7600 Communications failure Mode A 7500 Unlawful Interference


SSR instructions require either an acknowledgement or readback.

1. Atlantic 345 squawk 6411

4. Atlantic 345 squawking 6411

2. 6411 Atlantic 345

3. Atlantic 345 confirm squawk

5. Atlantic 345 recycle 6411

6. Atlantic 345 recycling 6411


For a transponder unserviceability:

1. Atlantic 345 check altimeter setting and confirm level

2. Atlantic 345 altimeter 1013 Flight level 80

1. Atlantic 345 confirm transponder operating

2. Atlantic 345 negative, transponder unserviceable


Chapter 10.

Communications Failure Initial Actions Check the following points:

The radio is switched on and the volume is set The headset/microphone is plugged in The correct frequency is set The Station is not out of range (remember the line of sight formula) The Station is open

Air to Ground When an aircraft fails to establish contact with the ground station on the assigned frequency then an 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 then:

The aircraft transmits its message twice on the designated frequency preceded by the phrase “TRANSMITTING BLIND”

Receiver Failure When an aircraft is unable to establish communications due to a receiver failure:

Reports must be transmitted at scheduled times or positions on the frequency in use

The messages must be preceded by the phrase “TRANSMITTING BLIND DUE TO RECEIVER FAILURE”

As above, the complete message has to be transmitted twice The aircraft must advise when the next transmission is to be made

If an aircraft is unable to establish communication due to airborne equipment failure then the SSR must be selected to Mode A Code 7600. If a controller suspects that the aircraft is able


to receive but not transmit messages, then radar may be used to confirm that the pilot has received the instructions.

Ground to Air Where a ground station has been unable to contact an aircraft on the frequency an aircraft is supposed to be listening, then:

A request should be made to 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.

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


Chapter 11.

Distress and Urgency Procedures Introduction Distress and urgency conditions are defined as:

Distress A condition of being threatened by serious and/or imminent danger and of requiring immediate assistance Urgency A condition concerning the safety of an aircraft or other vehicle, or of some person on board or within sight, but which does not require immediate assistance.

The words to be spoken in the case of a distress or urgency condition are:

Distress MAYDAY To be spoken three times at the start of the initial distress call Urgency PAN PAN To be 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 repetition 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

means that the risk of a more serious situation developing can be avoided. A distress or urgency call should be made on the frequency in use. Further communications should still be 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 monitored by some ground stations. If not in radio contact with a ground station eg VFR flight away from any controlled airspace then this frequency can be used for assistance. If the station addressed in the initial emergency call does not answer then any other ground station or aircraft that hears the call should render assistance as necessary.


A station replying to an aircraft in distress or urgency should only provide the advice, information and instructions that are 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 then 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. The order shown should be used, 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 G-ABCD, engine on fire, making forced landing 20 miles south of Coventry passing 2500 feet heading 360

2. G-ABCD Coventry Tower roger MAYDAY


Or if a service is needed:

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 the call should be made on 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

3. Heading 160 G-ABCD

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 360 10, QNH 1008, you are number one

3. Cleared runway 23 QNH 1008 G-ABCD


Imposition of Silence Any aircraft in distress or a station in control of distress traffic may impose silence. This may be to 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.

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 1008, Medical assistance requested

3. Runway 23, QNH 1008 Atlantic 345

1. Coventry Tower Atlantic 345 cancel distress, fire now extinguished

2. All stations, Coventry Tower distress traffic ended


Emergency Descent When an aircraft announces that it is making an emergency descent the controller will take all possible action to safeguard other aircraft.

Medical Transports A medical aircraft will announce 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 call sign 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

1. Atlantic 345 decompression emergency descent to 10 000 ft request QNH

2. Atlantic 345 descend 10 000 ft, QNH 1005

3.QNH 1005 Atlantic 345

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


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.


PART 3 – IFR COMMUNICATIONS

Chapter 12.

Introduction Assumptions The IFR Communications examination overlaps with the VFR Communications and therefore the communications manual as a whole should be studied for the IFR Communications examination. Definitions The following definitions are required for the approach and holding phases of IFR communications: Accepting Unit/Controller ATCU/ATC next to take control of an aircraft. Air Report A report from an aircraft in flight prepared in conformity with requirements for position, and operational and/or meteorological reporting. Air Traffic Control Instruction Directives issued by ATC for the purpose of requiring a pilot to take a specific action. Air Traffic Control Service A service provided for the purpose of:

Preventing collisions:

Between aircraft; On the manoeuvring area between aircraft and observations.

Expediting and maintaining an orderly flow of air traffic.

Base Turn A turn executed by the aircraft during the initial 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 controlled airspace extending upwards from a specific limit above the earth. Controlled Aerodrome An aerodrome at which air traffic control service is provided to aircraft.


Controlled Flight Any flight which is subject to an air traffic control clearance. Current Flight Plan The flight plan, including changes, if any, brought about by subsequent clearances. 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 reference 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 flight 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 The estimated time required to proceed from one significant point to another. Estimated Off-block Time The estimated time at which the aircraft will commence movement associated with departure. Estimated Time of Arrival For IFR flights, 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 flight 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:

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.

Flight Level A surface of constant atmospheric pressure which is related to a specific pressure datum, 1013.2 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 1013.2 hPa may be used to indicate 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, relative to an intended flight or portion of a flight of an aircraft. Flow Control Measures designed to adjust the flow of traffic into a given airspace, along a given route, or bound for a given aerodrome, so as to ensure the most effective utilization of the airspace. Holding Point A specified location, identified by visual or other means, in the vicinity of which the position of an aircraft in flight is maintained in accordance with ATC clearances. Holding Procedure A pre-determined manoeuvre which keeps an aircraft within 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 flight 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 which a landing can be completed and thereafter, if a landing is not completed to a position at which holding or en-route obstacle clearance criteria apply. Instrument Meteorological Conditions Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling, less than the minima specified for visual meteorological conditions.

Note: The specified minima for VMC are contained within these notes. 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 non-visual 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 range not less than 550 m.

Precision Approach Runway, Category II An instrument runway 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 An instrument runway served by ILS and/or MLS to and along the surface of the runway and:

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 which 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 point in an instrument approach procedure at or before which the prescribed missed approach procedure must be initiated in order to ensure that the minimum obstacle clearance is not infringed.

Missed Approach Procedure The procedure to be followed if the approach cannot be continued. No-transgression Zone (NTZ) In the context of independent parallel approaches, a corridor of airspace of defined dimensions located centrally between the two extended runway centre 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 (OCR) 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 referenced to the aerodrome elevation or to the threshold elevation if that is more than 2 m (7ft,) below the aerodrome elevation. A OCH for a circling approach is referenced to the aerodrome elevation.

Precision Approach Procedure An instrument approach procedure utilizing 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 flight or while descending, according to the circumstances of each individual procedure.

Radar Contact The situation which exists when the radar 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 define an area navigation route or the flight path of an aircraft employing area navigation.




Chapter 13.

Aerodrome Control 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 then the RVR value.

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 ATC planning and avoid excessive fuel wastage by aircraft delayed on the ground.

1. Atlantic 345 RVR runway 23 Touchdown 650 metres Mid point 700 metres Stop end 600 metres

2. Atlantic 345


Pushback 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 will have to push the aircraft backwards. Requests for pushback are made to ATC or the Apron Control depending upon the local procedure.

The phraseology to be used between the pilot and groundcrew to coordinate the pushback.

1. Coventry Ground Atlantic 345, IFR to Frankfurt request departure information

3. Runway 23, QNH 1022, will call for start up, Atlantic 345

2. Atlantic 345 departure runway 23, wind 250 15, QNH 1022, temperature minus 2, dewpoint minus 3, RVR 550 metres

1. Atlantic 345, stand 27 request pushback

2. Atlantic 345 pushback approved

2a. Atlantic 345 standby, expect short delay due B747 taxiing behind


1. Ready for pushback

2. Confirm brakes released

3. Brakes released

4. Commencing pushback

5. Pushback completed, confirm brakes set

6. Brakes set, disconnect

7. Disconnecting, standby for visual signal at your left 8. Roger




Chapter 14.

Approach Control 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 ATC 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).


1. Coventry departure Atlantic 345

2. Atlantic 345 turn right heading 040 until passing FL70 then direct Daventry

3. Right heading 040 until passing FL70 then direct Daventry, Atlantic 345

4. Atlantic 345 report passing FL70

5. Atlantic 345 wilco

6. Atlantic 345 passing FL70, Daventry at 1537

7. Atlantic 345 contact London Control 127.45

8. 127.45 Atlantic 345


IFR Arrivals Approach Control will normally advise the aircraft of the type of approach to be expected. Scenario 1

Scenario 2

1. Coventry Approach Atlantic 345 FL80 estimating Daventry 46 information delta

2. Atlantic 345 descend to 4000 feet expect ILS approach runway 23, QNH 1022

3. Descending 4000 feet, runway 23, QNH 1022, Atlantic 345

2. Runway 23, QNH 1014, request straight in approach on ILS Atlantic 345

1. Atlantic 345 expect ILS approach runway 23, QNH 1014

3. Atlantic 345 cleared straight in approach, report established

4. Atlantic 345

5. Atlantic 345 established, runway in sight


6. Atlantic 345 contact Tower 118.7

7. 118.7 Atlantic 345

8. Coventry Tower Atlantic 345

9. Atlantic 345 report outer marker 10. Atlantic 345

11. Atlantic 345 outer marker 12. Atlantic 345 cleared

to land, wind 280 15

13. Cleared to land Atlantic 345


Scenario 3

1. Coventry Approach G-CDAB

2. G-DCAB Coventry Approach

3. G-DCAB Cessna 301 from Luton IFR FL90 Coventry 55 information delta

4. G-AB cleared direct Coventry NDB FL 70, enter controlled airspace FL 80 or below, hold Coventry NDB FL 70, right hand pattern, expected approach time 59


5. Cleared to Coventry NDB FL70, enter controlled airspace FL 80 or below, hold Coventry NDB 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 FL70 for 3500 feet QNH 1015 G-AB

12. G-AB roger

13. G-AB cleared ILS approach runway 23 report crossing Coventry NDB outbound

14. ILS runway 23 G-AB

16. G-AB report established on the localiser

15. G-AB Coventry outbound

17. G-AB

18. G-AB established localiser


An aircraft carrying out an instrument approach procedure can request 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 have been met and the pilot can maintain a visual reference to the terrain.

19. G-AB report outer marker

21. G-AB outer marker

22. G-AB contact Tower 118.7

23. 118.7 G-AB

24. Coventry Tower G-CDAB outer marker

25. G-AB cleared to land, wind 260 22

26. Cleared to land G-AB

20. G-AB


1. Coventry Approach G-CDAB 2. G-CDAB Coventry

Approach

3. G-CDAB estimating Coventry NDB at 18, FL70

4. G-AB cleared NDB approach runway 23, descend to 3000 feet, QNH 1011, no delay expected

5. NDB approach runway 23, leaving FL70 descending to 3000 feet, QNH 1011, G-AB

7. G-AB cleared visual approach runway 23 contact Tower 118.7

6. G-AB over Coventry NDB, 3000 feet field in sight, request visual approach

8. 118.7 G-AB


Holding Procedures Holding procedures should be published. If a pilot requires a detailed description of the holding procedure based on a facility, the following phraseology should be used. To assist the pilot controllers should pass the information in the following format.

Fix Level Inbound track Right or left turns Time of leg

1. Atlantic 345 hold at Coventry FL100

2. Atlantic 345 request holding instructions

3. Atlantic 345 hold at Coventry NDB FL100, inbound track 230 degrees left hand pattern, outbound time 1 minute




Chapter 15.

Area Control Introduction Area control units vary in size and complexity. 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

Scenario 2

1. Atlantic 345 request descent

2. Atlantic 345 maintain FL350, expect descent after Pole Hill

3. Maintaining FL 350 Atlantic 345

1. Atlantic 345 maintain FL350 until further advised

2. Maintaining FL 350 Atlantic 345


Scenario 3

Scenario 4

1. Atlantic 345 are you able to cross Honiley at 52

2. Atlantic 345 affirm

3. Atlantic 345 cross Honiley at 52 or later

4. Cross Honiley at 52 or later Atlantic 345

1. Atlantic 345 descend to FL130 cross Honiley FL170 or above

2. Leaving FL280 for FL130, cross Honiley FL170 or above, Atlantic 345


Scenario 5

Scenario 6

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

1. Atlantic 345 landing delays at Amsterdam, can you lose time en-route

2. Atlantic 345 affirm

1. Atlantic 345 are you able to lose 10 minutes

2. Atlantic 345 negative only 8 minutes

3. Atlantic 345 report revised estimate for Honiley

4. Atlantic 345, Honiley 1256


Flight Level or Altitude Next position and time over Ensuing significant point

Scenario 1

Scenario 2

1. Atlantic 345 report Daventry

2. Atlantic 345

3. Atlantic 345 Daventry 47 FL350, Trent 58

4. Atlantic 345 roger

1. Atlantic 345 report 25 miles Trent DME

2. Atlantic 345


Scenario 3

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 FL180

2. Descend to FL180, will report leaving FL350 Atlantic 345

1. Atlantic 345 report 25 miles DME radial 270 Honiley VOR

2. Atlantic 345


Scenario 2

Scenario 3

1. Atlantic 345 climb to FL220 report passing FL100

2. Climbing to FL220, will report FL100, Atlantic 345

1. Atlantic 345 descend immediately to FL200 due traffic

2. Leaving FL220 for FL 200, Atlantic 345


An aircraft may request permission to leave controlled airspace by descending.

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 FL130 to FL110, traffic DC6 westbound FL120 estimating SAPCO at 07

1. Atlantic 345 request VMC descent to FL60

3. Leaving FL250 for FL60 maintain VMC FL130 to FL110 traffic at FL120, Atlantic 345

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


Flights Joining Airways An aircraft that wishes to join an airway must make the request to the appropriate ATS unit. If no flight plan has been filed then the request must include the filing of an airborne flight plan. If a flight plan was filed before departure then an abbreviated call can be made.

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

1. London Control Atlantic 345

5. Cleared to Prestwick via Lichfield flight planned route FL240, to enter controlled airspace at FL240, Atlantic 345

6. Atlantic 345 correct


A clearance may be delayed if the prevailing traffic conditions are busy.

If the flight level requested is occupied by another aircraft then the controller should offer an alternative.

Flights Leaving Airways A flight leaving an airway will normally be given a specific point at which to leave.

1. Atlantic 345 cleared to leave controlled area via Trent, maintain FL230 while in control area

2. Cleared to leave control area via Trent, maintain FL230 while in control area, Atlantic 345

2. Atlantic 345 FL240 not available due traffic, alternative is FL220, advise

1. Atlantic 345 request FL240

3. Atlantic 345 accept FL220

1. Atlantic 345 remain outside controlled airspace, expect clearance at 55

2. Atlantic 345 remaining outside


Flights Crossing Airways An IFR aircraft needing to cross an airway should make the request to the appropriate ATS unit.

2. G-DCAB London Control

1. London Control Atlantic 345

4. Atlantic 345 is cleared to cross B1 at GOLES FL90

3. Atlantic 345, DC6 30 miles north of GOLES FL90, GOLES at 35 request clearance to cross airway B1 at GOLES

6. Atlantic 345 report GOLES

5. Cleared to cross B1 at GOLES FL90, Atlantic 345

Documents

ATPL Communications