Communications (CHAPTER 1 - RADIO THEORY es Paugutscy ax WaviLintii soem seth Prony Sram “pide moloton. = ‘Frenuony Movlation Prive Manon SEUCAL nce Coca Ear ~ SATCOM ano roa Bava Linas ~ REARS eens ‘Groonoccion Fn Disass FREQUEN (CHAPTER 2~THE AFRONAUTICAL MOBILE SERVICE... IyrRoDUcTON. CCarsconts or isaac “ton be en by an icra des. ‘tsb tan ey. Impostion of ston. ‘tonya ete sto. “Termination of cre commanication and of nce. ncn MESHES. “ton yan ere eoring an gen) conion ‘heaton aon rep - adi a arr jr air ‘Roce flle (ther chon dri cmmaniain fre adr ortoceoaca ith rector re Daseron Pn. ‘MarsonoLocicat messaois Pht Rrowtaaty Msaces [CHAPTER - RADIO TECHNIQUES AND PHRASEOLOGY eononennrnenennel “Tease, ao The "Sc icp Proamtron of oe Droamision of Ltrs Pramamion of Nbr StANDaRD WORDS AND PHMASIS. = Callsign for aeronautical aon. = Aer al a. (CHAPTER 4-VFR AND IFR COMMUNICATION PROCEDURES. Makin Conraer. "sermon Conanica ions [SSU6oF Cueananer ano Reaoack Rigs ‘Conditional Ceornce, ‘Communication issue 5 Contents 4‘TesrProctounss ° Posto. as = ‘io (Gevtna inaseocogs - - 0 eve nermucrons ~ 0 RoUtNt Poston ROR 13 ‘Merrorcuocica, Onsen 8 AERA 2 oon 14 ostine Met Oberon : ie Spec Obserton my horas dre Cl ie imtonot ica AN AtnobmOtt INnION PRONE TO AiR FL 16 Muon Trial formant Son 739). te vou. a SiG. - a Reporting uray Vial Range (7). 18 ‘Reporting Rurmay Condition an Brain ition é im ermonucron 7 nnn Prsinacns ae a “Yaxtinerscront oo = ‘Taxorr ProctDunis mh Inne incur = a7] Go Anon, ~ Rabun VEcTons Yo Fa ArwRoAi comes SinvrieLance RanaR Armmonch * A TRAPIC CONTROL ABBREVIATIONS 5 ‘Contents 2 Tesue 5 ‘CommunicationChapter 1 - Radio Theory Introduction here are two ATPL papers relating to Communication, 'VER Communications and IFR Communications. The papers are so similar that, for the purpose of the Course, we consider them as’one subject. Redio theory {s alao considered in two other subjects witk a slightly Giferent emphasis, in Radio Navigation and Aireraft General Knowledge. This chapter introduces you to the physics and theory behind ‘short range communications and looks at typical cockpit equipment. Later chapters consiter Radio ‘Telephony or R/T phraseology. Producing a radio wave To produce a radio wave all that is needed is an oscillating cledrical current. and. an aerial ‘The electors moving baciwards and forwards in the serial produce # changing clectrical fed which moves away from them at the speed of light. ‘Communication Tesne 5 14‘When this changing electrical fed passes over the electrons in 1 receiving aerial they are moved in sympathy producing a current identical to the one that was transmitted, Amplifiers tnd filters compensate for the power loss to make the signal Usable Frequency and Wavelength ‘The waves are referred to in terms of their frequency or ‘wavelength. The speed of light is constant (in a vacuum) at 300,000,000 or 3'x 104 metres per second. An alternating tcurrent that cycles once in a second will produce one wave in that time. At the end of the second the front of the wave is 3 x 10% metres away so the wave length is 3x 10% metres. As the ‘wave has eyeled once in a second itis said to have a frequency fone cycle a second or, to use the correct unit, one Hert (3). Doubling the frequency will halve the wavelengih. It will be useful Tater to also remember the speed of light as about 162,000 nautical miles per second, eng 1m tate Wowengn 15410 Radio frequencies can be very high, ranging from 300 Hz to '300,000,000,000 Fiz. By convention 1000 Hz is called a Kilohertz (KHz), 1,000,000 Hz a Megahertz (MHz) and 1,000,000,000 Hz a Gigaherts (GHz). 12 awe S| ‘Communication igh equencies wavelengths 000K: in a tz {000MN ina CHE‘The relationship between frequency and wavelength can be ‘expressed more correctly by the formula eee ~ where? is the wavelength, ¢ is the speed of light and fis the Frequency. The formula can be transposed to read and you can, ifyou wish, remember it using a triangle c F[k To find what frequency is, cover it up, e/is let, to find ‘wavelength cover it up, e/f let For the formula to work the correct units must be used Wavelength must be in metres, the frequency in Hz and the speed of light in metres per second. Using this formula the Hequency can be caleulated from the wavelength and vice Example: A radio signal has @ frequency of 2 KHz, find the wavelength. Solution: Using the formula, ho = ax108 | 3x 108 ‘The problem here is that the some calculators will not accept the figure 300,000,000 as they ‘only have an eight digit display. Ifyou have a calculator like this you must cancel some 2 = 300,000:000- 3,088 ‘Communication snus 13= 300,000 3 ‘This can now be entered into the calculator to produce the answer, 100,000 metres, which ‘would normally be expressed as 100 kim. Try fanother. xample: A. radio signal has a wavelength of 3.5 centimetres, What isthe frequency? Solution: 3.5 em is 0.035 m. Using the formula, f x10" ‘This can be entered into the calculator by dividing 3 by 0.095 and then multiplying the result by 10° or adding eight zeros, which is the same thing, or by entering something similar to 3 EXP 8 *0.035 85.7 x 108 He = B57 x10" He = 857GHe ‘The Frequency Spectrum ‘The radio spectrum is the part of the electromagnetic spectrum that has ‘fequencies from 3Khz to 300Ghz. Within these ‘bounds itis broken down into eight bands ranging from Very ‘Low Frequencies (VLF] to Extremely High Frequencies (EHF), Miltary agencies use the upper VIF and lower UHF bands for ‘comms. Civil agencies use the VHF band from 118 MHz to 137 Miz. VHF channel spacing is currently 25khnz in some airspace with 8.33Khz spacing introduced in upper airspace. Reception is usually good when in range, Factors which affect range include: ‘+ Transmiter power + Height of transmitter & receiver + Obstructions Civil comms is also conducted on HF frequencies between 2.8Mhz and 22.0Mhz. These frequencies give a long range, over ‘the horizon, capability 1 tss0e 5 ‘Communication VHF comme {137Iha higher Arequencios are sed in some JAKvory Lovely Maidens Usetut ‘Sewing Equipment Very Low | 3Khz-30Khz | 100 km- 10 km Frequency (Myrianetric) Low 30Knz - 300Khz |10 km. 1 km Frequency (Kilometric) ‘Medium 300Khz -3mhz |1 km - 100m Frequency (Hectometric) High ‘Mhz -30Mhz [100 m- 10m Frequency (Decametric) |omhz - 300mn2 | 10m -t m (Mtric) Ultra High |300Mnz-3Ghz 1m - 10cm Frequency (Decimetrie) ‘Super High |8Ghz-30Ghz 10. m-1em Frequency (Centimetric) Extremely High |30Ghz -300Ghz 1 om -1 mm Frequency (witlimatric) Figure 124-4 ‘The maximum theoretical range of a VHF or UHE signal can be ccleulated from the formula Max theoretical range =1.23 vy + 1.23\Mp Where Ht: is the height of the transmitter and 12 is the height fof the receiver both meagured in feet above mean sea level and ‘the range outputs in nautical miles, The formula gives a range ‘that equates to the line of sight plus an element of cucting. An alternative formula which gives the same result but assumes fone ofthe stations is at sea level i Max thoorotical range ~ 12 Flight Lovo! ‘Aviation transmissions on VHF within this range ace Hkely to bbe received Communication Css 45‘Adding information ‘The frequency of the radio wave on its own is not audible. Even Modulation the if it was, it would only be heard as a monotone, Any sition of Information to be transmitted must be laid on top of the carrier wave before transmission and decoded by the receiver. Thi Jnown as modiilation and demodulation, — |HANHAAH Figure 124-5 ‘The simplest form of modulation is to vary the strength or the amplitude of the carrier wave to transmit information. Frequency Modulation ‘As an alternative to varying the amplitude of a wave the frequency may be varied. The resulting signal is frequency modulated (EM) 16 ©5 CommunicationFM ie more, ‘complex but reduces state cre INAAAAMIMAAAAYL, VUOTMT TY Figure 12.4.6 Although an FM receiver will pick up just the same Interference and static with the signal as an AM reodver it has, the capability to ‘clip! the signal to remove any extraneous variations in amplitude. The variations in frequeacy which | carry the intelligence are unaffected. Thus an FM audio signal ‘will produce a high fidelity reproduction of the origical without Interference from static == HI Static Interference, AM and FM Figure 1247 ‘Communication Tesue 5 17Finally, information such as morse signals can be transmitted Pulse modulation by interrupting the carrier wave to send a series of dots and sends digital data ashes, More complex systems can send digitised information or morse {na binary code. This is how computers communicate. Se ele (oleae a i ith Figure 124-8 ‘SELCAL Large aireraft have equipment fitted that allows the pilots to be contacted on the radios without continuously monitoring the frequency. This is particularly needed for long oceanic legs using HF frequencies. SELCAL, short for selective calling, ‘operates on either HF or VHF radios. [Each airframe ha a SELCAL code allocated to it made up of The SELCAL code four letters, for example SHKM, which is notified to the ATC goes in tom 48 of ‘agency on the light plan and once more on fist R/T contact, the Might plan ‘The ATC agency can transmit coded tones corresponding to the letter code that activates a flashing light and an audio tone in the cockpit, Once ealled the crew can put their headsets on ‘and respond on the appropriate radi. The SELEAL must ‘The SELCAL must be checked with the ATC agency before the fet contact with crew remove their headsets and go from a listening watch on ssehmew apency the frequency concerned to a SELCAL watch. In practice this 'SELCAL check is carried out on first contact with each new ‘agency, even if the SELCAL has already been checked on the same frequency with the previous agency. 18 Tesue 5 ‘Communication@ Cockpit Equipment ‘The Communications syllabus does not requiee familiarity with the cockpit equipment, this section is for informatior only. Separate controls are used to select the frequencies used and tw control transmission and reception. Shown in figare 12-1-9 fs the VHF and HF comms controler from an A320, Figure 124 ‘The selectors marked VHF1, VHF2, VHR3, HF and HF2 are pressed to display the selected frequency in the actve window And the standby frequency in the right hand window. The standby frequency can be tuned with the concentric knobs below the window and frequencies can be switched from standby to active by pressing the transfer key, he double fren arrow. Normal ‘uning of nav aids is automatic. The bottom row of buttons are for manual reversion Each flight deck station has a comms box, calleé an Audio Control Panel, which is used to select which radios are listened to.and to selec the radio on which to transmit. chown in figure 12-1-10 is the Audio Control Panel fom an ‘A320, the Boeing ones are very similar. The top row of buttons, ‘mostly with “CALL’ written on them, are used to select the ‘radio on which to transmit. Only one button can be pushed in Gata time. The CALL light ashes amber and a buzzer sounds When the SELCAL is activated on that radio, Communication ———~sIssusFigure 12.410 ‘The knobs underneath the CALL lights and those on the bottom row control which facilities are Histened to. To select radio or nav facility press and release the knob 80 it pops out ‘and then tur to adjust the audio volume. Several can be selected at once, ‘The toggle switch on the left ofthe panel can be selected up to talk on the intercom, left at the central position to deactivate the boom mikes and held in the RAD position to talk on the selected radio. There is also a press to transmit switch on the side stick. This overrides the one on the ACP. Satellite Tinks can be used to pass data, voice messages or jetures to and from aircraft’ and ground stations. ‘The tellites are operated by INMARSAT, the International Maritime Satellite Organisation, ‘The satellites maintain an orbit around the equator about 30,000 km above the earth's surface. As this orbit has the same period as the earth's rotation they remain stationary ‘above the surface. It is known as a geostationary or ‘earth stationary” orbit, Four satelites are able to provide coverage at all longitudes and between 3U"N and 80'S. ‘Transmissions are in the UHF band, relying on line of sight, ‘wansmission. All signals are digitised, 110 ‘Communication ‘operated by mameansar Coverage is 80° wore.data ink between operator and ‘The Aircraft Communications Addressing and Reporting System is a VHF data link used by operators to send and receive messages to alreraft in Might using the alert radios, ‘usually VHF 3, number 3 VHF radio. Modern FMS systems and flight data recorders will automatically paes information on ‘engine and airframe parameters and navigational data. ACARS ‘can also be used to send company messages about passenger loads, timings and aircraft movements, Ground Direction Finding Some VHF ground radio stations are equipped with automatic rection finding (VHF DF}. Miltary stations may provide VHF DF or UBF DF. Figure 12.4644 Bearing information can be provided on request expressed as, either @ magnetic or true direction either to or from the station, [Bearings from two DF stations can provide a fx. The pre-war Q code is used to avoid confusion, QTE True bearing from the station QDR Magnetic bearing from the station QDM Magnetic bearing to the station ‘Communication eesMnemonics can help remember the meanings of these codes. The letter Q at the start ofthe cade was an indieator fo a morse ‘operator that a code was being sent, the subsequent leters are the important ones, Te js true emanation’ DR js direction rai DM is ‘direction magnetic, but ‘direction to! because a radial is a ‘direction frm Bearings are classified by their quality, Class A bearings are £10” and Class D outside 10°. Ground DF stations can decline tw give a bearing if accuracy is poor. Distress Frequencies ‘A number of specific radio frequencies are used as distress frequencies. They are 121.5MHz(VHF) Aeronautical Emergency Frequency 243.0MHz(UHF) Military Emergency Frequency 500 KHz (MF) International Distress Frequency 2182 KHz (MF) International Distress Frequency ‘The frequency of 2182 KHlz lies in the MF band but can be selected on most HF radios. Emergency Locator Transmitters (ELTS) operate on 121.5MHz ‘and 406MH2 and must be able to operate on battery power for ‘48hours. Some old style dinghy radios operate on 500 KHz and are powered with a hand crank, some military BLTs operate on 2aabiie aaa tsa ‘A bearing snccuracy of 35°18 ‘and-can be lass Io not givenIntroduction he Aeronautical Mobile Service is the ICAO term for air I to air or ground to air communications. ‘The full definition is "Communication between aeronautical Stations and aircraft stations, or between aircraft stations, in which survival craft stations may participate Emergency position-indieating radio beacon stations may also participate in this service on designated distress and emergency frequencies" The rules for using the aeronautical mobile network are laid out in ICAO Annex 10 Volume 2, There sre some general guidelines: + In all communications, the highest standard of discipline shall be observed at all times. In all situations. {or which standard radiotelephony phraseology is, ‘specified, it shall be used. + The transmission of messages on aeronautical mobile frequencies, when the aeronautical fied services are able to serve the intended purpose, shall be avoided. + The consequences of human performance can affect the understanding of messages and should be -aken into + Bxeept as otherwise provided, the resporsiblity of ‘establishing communication shall rest with the station, having traffic to transmit, + After a call has been made to the aeronautics! station, @ period of at least 10 seconds should elapse before & Second call is made, This should eliminate unnecessary 2Atransmissions while the aeronautical station is getting ready to reply tothe initial call. When an aeronautical station is called simultaneously by several aieraft stations, the aeronautical station shall decide the order in which aircraft” shall In communications between aireraft stations, the uration of communication shall be controlled by the fircraft station ‘which is receiving, subject 0. the communications take place on an ATS frequeney, prior permission of the aeronautical station shall be obtained, Such request for permission is not required for brief exchanges, Categories of Messages ‘The categories of messages handled by the aeronautical mobile service and the order of priority in which they wil be dealt with is set out in the table below, the highest priority messages are at the top, Distress cals, distress messages and stress tac MayDAY Urgency messages, including messages preceded by the medical transports sql PAN, PAN or PAN PAN MEDICAL Communications relating to direction finding Fright safety messages Meteorological messages Fright regularly messages ‘CommunicationA slate of Distress exists when being threatened by serious ‘andor imminent danger and requiring immediate assistance. ‘Actions to be taken by an aircraft in distress ‘The distress message to be sent by an aircraft in distress should be preceded by the radiotelephony distress. signal MAYDAY, preferably spoken three times and be en the air- ‘round frequency in use at the time. Only use 121.5Mhz or ther distress frequencies if unable to contact the aeronautical Station on the frequency in use. When under racar control ‘maintain the allocated SSR code unless instructed to change to 7700. ‘The MAYDAY message should consist of as many as possible of the following elements spoken distinctly and, if possible, inthe following order: + the name ofthe station addressed (time and circumstances permitting) the identifeation ofthe aircraft the nature of the distress condition the intention of the person in command the present position the level or altitude the aireraft heading Figure 1224 ‘Actions to be taken in reply ‘he first station acknowledging the distress message shoul: + immediately acknowledge the distress message + take contro! of the communications or speefically and clearly transfer that responsiblity, advising the aircraft ita transfer is made ‘Communication iaeue+ take immediate action to ensure that all necessary information is made available, as soon as possible, to: vo the ATS unit concerned + the aircraft operating agency concemed, or its representative, in accordance with pre-established arrangements + warn other stations, as appropriate, in order to prevent the ‘transfer of trafic to the frequency of the distress ‘communication Imposition of silence ‘The station in distress, or the station in control of distress traifie, shall be permitted to impose silence, either on all stations of the mobile service n the area or on any station that erferes with the distress ‘traffic. It shall address these instructions "to all stations, or to one station only, according, tocircumstances, In either case, it shall use = STOP TRANSMITTING land the radiotelephony distress s Figure 12:22 ‘Action by all other stations ‘The distress communications have absolute priority over al other communications, and a station aware of them shall not transmit on the frequency concerned, unless: + the distress is cancelled or the distress trafic is terminated + all distress tratic has been transferred to other Frequencies + the station controlling communications gives permission + itis obliged to render assistance. aaTermination of distress communications and of silence When an aircraft is no longer in distress, it shall transmit a message cancelling the distress condition ‘The distress communication and silence conditions shall be terminated by transmitting a message, including the words, "DISTRESS TRAFFIC ENDED, on the frequency or frequencies being used for the distress trate - s Figure 122-4 Only the station controlling the communications can originate this message Urgency Messages A state of Urgency is @ condition concerning the sxfety of an aircraft or other vehicle, or of some person on boar or within, sight, but which does not require immediate assistance. ‘The PAN message is also used by medical transports. The term, ‘medical transports’ is defined in the 1949 Geneva Conventions and Additional Protocols and refers to any means fof transportation by land, water, of air; whether military or Civilian, permanent or temporary, assigned excusively to ‘medieal transportation and tinder the control of a competent authority ofa party tothe conflict ‘Communication‘Action by an aircraft reporting an urgency condition ‘The urgency message is preceded by the phrase PAN PAN preferably spoken three times. Pan is pronounced as the French word "panne’. The message to be sent by an aircraft reporting an Urgency condition shall be on the air-ground frequency in use ai the time and consist of aa many a3 required of the following elements spoken distinctly and, if possible, in the following order the name of the station addressed the identification ofthe airera the nature ofthe urgency condition the intention of the person in command Taaue 5 ‘Communication‘The action taken In reply The actions by the fret station acknowledging the urgency message should be to + acknowledge the urgency message + take immediate action to enstire that all necessary Information is made available, aa soon as possible, to + the ATS unit concerned + the alrerat operating agency concernsd, or its representative, in accordance with pre-established arrangements + stnecessary, exercise control of communications Urgency communications have priority over all other ‘communications, except distress, and all stations should take ‘care not to interfere with the transmission of urgency traffic ‘Action by an aircraft used for medical transports For the purpose of announcing and identiffing aircraft used for medical’ transports, a transmission of the raditelephony lurgeney signal PAN PAN, preferably spoken three tines, shall, be followed by the radiotelephony signal for medical trangports MAY-DEE-CAL, pronounced as in the French "medical ‘The use of the signals described above indicates that the message which follows concerns a protected medical transport, pursuant to the 1949 Geneva Conventions and Additional Protocols. The message shall convey the following data: + the callsign or other recognised means ofidertifeation of the medical transports the position of the medical transports the number and type of medical transports the intended route the estimated time en route and of departure and arrival, a8 appropriate + any other information such as fight altitude, radio frequencies guarded, languages used, and seomdary surveillance radar modes and codes Aircraft Communications Failure When an aircraft station fails to establish contact with the aeronautical station on the designated frequency, it shall fattempt to establish contact on another frequency sppropriate to the route. If thie attempt fals, the aircraft station shall attempt to establish communication with other aircraft or other aeronautical stations on frequencies approprate to the route oF 121.5 MH. In addition, an aircraft operating within a Communication anetwork shall monitor the appropriate VHF frequency for calls from nearby aircraft If the attempts specified above fail, the aircraft station shall transmit its message twice on the designated frequency(s), preceded by the phrase "TRANSMITTING BLIND’ and if necessary, include the addressee(s) for which the message is intended. In network operation, message that is transmitted blind should be transmitted twice on both primary and secondary Requencies, Before changing frequency the alferam station should announce the frequency to which its changing. Receiver failure When an sircraft station is unable to establish communication due to receiver failure, it shall transmit reports at the scheduled times, or positions, on the frequency in use, preceded. by the phrase "TRANSMITTING BLIND DUE TO RECEIVER FAILURE’ ‘The aircraft station shall transmit the intended message, following this by a complete repetition. During this procedure, the aircraft shall also ‘advise the time of iis next Intended An aircraft which is provided with aie traffic control or advisory ervice shall, in addition to complying with the procedure fabove, transmit information regarding. the intention of the pilotin-command with respect to the continuation of the ight, of the aireraf. When an aircraft is unable to establish communication due to airborne equipment failure it shall, when so equipped, select the appropriate SSR code to indicate radio failure (A7600) 1m addition, the aircraft, when forming part of the aerodrome traffic at a controlled aerodrame, shall keep wateh for such instructions as may be issued by visual signals Other actions during communication failure comply with prescribed procedures and, if VMC can be maintained, land at the nearest suitable aerodrome and report arrival as expeditiously as possible In IMC or if under IFR the sireraft must squawk Mode A, Code 7600 with height reporting and then, if radar is not being used for the provision of Air Traffic Control, in other words a procedural environment: 28 Tesue 5 ‘Communication‘+ Maintain the last assigned speed and level, 0: the ‘minimus fight altitude i higher, fora period of 20, ‘minutes then proceed according tothe Might plan, In a radar environment: ‘+ Maintain last assigned speed and level, oF minimum safe altitude, if this higher, for a period of 7 minutes, The period of 7 minutes starts from the point when the transponder is set to 7600, the last assigned level reached or the time the sircraltInled to make the last compulsory position report, whichever is late. © When being radar vectored, or having been directed by ATC to proceed offset without a specified lim, rejoin the current flight plan in the most direct manner ‘possible and no later than the next significart point. In both cases: + Follow the fight plan to destination and enter the hold at the designated navigation aid, Commence the ‘approach as close as possible to the last acknowledged. ‘expected approach time (EAT). Ifno EAT has been received and acknowledged then commence the approach as close as possible to Flight plan BTA. + Complete a normal instrument approach. ‘+ Ifpossible land within 30 minutes of the latest EAT oF Flight Plan ETA, whichever Radar assistance to aircraft with recelver failure When a controller suspects that an aircraft is able to receive but not transmit messages, the radar may be used to contirm that the plot has received instructions. ‘Communication issue 6 29Direction Finding ‘The aeronauitical stations that offer @ VHF Direction Finding (DF) service are listed in the AIP AD. Some VDF stations stipulate that the service is not available for en-route ‘navigation purposes (except in emergency). VDF bearings will ‘only be given when conditions are satisfactory and. radio bearings fall within calibrated limite of the station. Ifa radio bearing can not be given the pilot will be told ofthe reason, A bearing may be requested using the appropriate Q code or in plain English. By convention Q codes are used for magnetic bearing to and from the station and plain English is used to request a true bearing from the station. The request rust end \with the aircraft callsign. The response will include the class of, bearing and, possibly, the time of observation. In both request ‘and response by convention the Q codes do. not use the phonetic alphabet, Thus QDM is pronounced KEW-DEE-EM, ba a= 2a0 Tasue S| ‘Communication‘category of Fight Setoty Messages Flight Safety Messages Flight safety messages are the following: + movement and contro! messages + messages originated by an aircraft operating agency oF by an airerat, of immediate concern to an aireraft in fight + meteorological advice of immediate concern toan sireraft in fight oF about to depart (indiiaually ‘communicated or for broadeast) + other messages concerning aircraft in flight or about to depart. Note that most comms between ATC and aircraft fas into this, category. Meteorological messages ‘Are messages to or from aircraft containing meteorological information other than that listed as a flight safety message. Flight Regularity Messages ‘The class of messages Inbelled flight regularity messages contains the following: + messages regarding the operation or maintensnce of Iaciltes essential for the safety or regularity ef aerate 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, Individual requirements of passengers or crew shall not be admissible inthis type of message, + messages concerning non-routine landings to be made by the aireral + messages concerning aircraft parts and materials, “urgently required, + messages concerning changes in aircraft operating schedules ‘Communication a seatIntentionally blanke 2aa 8 8 ‘Communicationsinasable Chapter 3 - Radio Techniques and Phraseology tandardised R/T procedures are essential in aviation, Many accidents have been caused because operators ‘did not follow the standard procedures and radio messages were misunderstood or missed. ‘Transmitting Your transmissions are more likely to be understood if you follow some simple rules: + Before transmitting, listen out on the frequency to be ‘used to ensure that there will be no interference with & transmission from another station, ‘+ Be familiar with good microphone operating techniques. + Use a normal conversational tone, speak clearly and distinctly + Maintain an even rate of speech not exceeding 100 ‘words per minute, + When it is known that the recipient will write down elements of the message, speak at a slightly slower rate. ‘+ Maintain the speaking volume at a constant level. + Aelight pause before and alter numbers will assist in faking them easier to understand + Avoid using hesitation sounds such as ‘er" + Depress the transmit switch fully before speaking and o-not release it until the message is competed. This ‘wirensure shat the entire message Is transmit. ‘The “Stuck” microphone: An invitating and potentially dangerous situation in radiotelephony is a "stuck" microphone button. Ifthe transmit, Dutton is held or stuek down the frequency becomes unusable by other trafic. ‘Communication Tues SSCSC*C«For this reason you should always ensure that the button is released ‘after @ transmission and that the microphone is placed in an appropriate place that will ensure that it can not be accidentally switched on. ‘Transmission of Time When transmitting time, only the minutes of the hour are normally required. However, the hour should be included if there is any possibility of confusion. Co-ordinated Universal Time (UTC) shall be used. Perey Sn ZERO THREE or 0803 ZERO TREE or ZERO EIGHT ZERO Eel ZERO AIT ZERO TREE 1200 | ONETHREE ZERO | WUNTREE ZERO ZERO ZERO FIVE SEVEN or FIFE SEV-en or 2057 | TWO ZERO FIVE woe ‘700 ZERO FIFE SEV-en Figure 123-1 Pilots may check the time with the appropriate ATS unit, Time checks shall be given to the nearest half-minute eon ‘Transmission of Letters With the exception of the telephony designator and the type of aireraft, each letter in the aircraft call sign shall be spoken separately using the phonetic spelling, 32 = ‘CommunicationOtherwise, to expedite communications, the use of phonetic spelling should be dispensed with if there is no rsk of this, affecting the correct reception and intelligibility of the message. Phonetic pronunciation is given below with the morse code ‘equivalent of each letter. Morse is not examined but must be included in the course. The syllables that should be emphasised are underlined, — . ‘Charlie ‘CHAR LEE or SHAR LEE a F Foxtrot | FOKS TROT 6 (Golf ‘GOLF ihe oe te + —[iie Hares « ‘Kilo ‘KEY LOH | November | NO: VEM BER . eS ee oe a ‘Quebec | KEH BECK R [Romeo | ROW ME OH [u_[umom | SSuNEEFERo i — fw x Xray ECKS RAY Fe Ss ‘eines ae‘Transmission of Numbers When the English language is used, numbers shall be ‘transmitted using the following pronunciation. The syllables printed in lower case are given less emphasis. a ZERO 2 Too 3 TREE 4 Fow-er 5 FIFE 6 ‘Sik 7 Seven @ ar @ NN Decimal DAY.SEE-MAL Hundred HUN-dres Thousand TOU-SAND Figure 12:34 AIL numbers except whole hundreds, whole thousands and combinations of thousands and." whole hundreds are transmitted by pronouncing each digit separately. The number 10's, for instance, transmitted as ONE ZERO. Whole bundreds and whole thousands are transmitted by pronouncing each digit in the nuraber of hundreds or ‘thousands followed by the werd HUNDRED or THOUSAND a3 appropriate. The number 100 is transmitted as ONE HUNDRED, Combinations of thousands and whole bundreds are ‘wansmitted by pronouncing each digit in the number of ‘thousands followed by the word THOUSAND and the number fof hundreds followed by the word HUNDRED. The correct transmission for 3500 would be THREE THOUSAND FIVE HUNDRED. Evy totioe nO [ONE ZERO 15 [sevEN FIVE Seven FFE 100 ‘ONE HUNDRED | WUNHUN-éred 580 FVE BIGHT TREE [FFE ATTIRE ‘zea [THO THOUSAND FE | T00 TOU-SANOFFE Aunone Tonos 11000 ONE ONE THOUDSAND | WUNWUN TOU-SAND_ 25000 [TWO FIVE THOUSAND | TOOFIFE ToU-aND feiss | THREEEIGHT ONE FOUR | TREE ATT WUN FOW-or THREE Tree awe 1235 Numbers containing a decimal point are transmitted with the decimal point in appropriate sequence being indicared by the ‘word DECIMAL. The frequency 119.100 is transmitted as ONE. (ONE NINE DECIMAL ONE. ‘Standard Words and Phrases ‘There are a number of standard words and phrases which should be used for clarity and brevity when the opportunity Let me know that you have ACKNOWLEDGE received and understood this message. AFFIRM Yes “APPROVED Si or ri ton | nereby indicate the separation between ports ofthe message, BREAK BREAK (To be used where there is no (wansmited to diferent airrat in | clear cistinetion batwosn the text, avery busy environmant) and other portions ofthe message) | hereby indicate the Ssoparation between messages, ‘Communication Tssue 5 38‘CANCEL ‘onal previous rans Examine a system o procedure. CHECK (No answer normally expected) CLEARED ‘Authorised to proceed under the conditions specie. Have | correctly recived the CONFIRM, folowing. a Dit you conetly receive this message? conTacT Establish rao contact with, ‘CORRECT That is correct. [An error has been mad in this transmission (or message eee indicated). The corect version Consider that transmission as pot DISREGARD co Proceed with your message. GO AHEAD tthe ae" AEA at Say eet ment 90 YOUREAD iat th adit of my SAY AGAIN | repeat for cary or emphasis MONITOR Liston auton (Fequency) ‘No or Permission not grantod oF Gees ‘Thats nat core. ‘This exchange of transmissions is fended and no response is our expect. en Te wr "OUT etre ad My transmission is ended and lexpect a response from over ae ve ue 8 ‘CommunicationREAD BACK Repeat ll or the speded par, ofthis message back me exactly a5 received, RECLEARED REPORT ‘A change has been made to your last clearance and thsnew Figure 125-48, 1m order to save taxung time when tiying training in the tate, ‘circuit pilots may request to carry out @ “TOUCH AND GO", ie the aircraft lands, continues rolling and takes-off, without stopping.a \eeens Figure 125-49 Go Around Instructions to carry out missed approach may be given to ‘avert an unsafe situation. When a missed approach is initiated ‘cockpit workload is inevitably high. Any transmissions to ‘ircraft going around, should be brief and kept to a minimum. Unless instructions are issued to the contrary, an aircraft on ‘an instrument approach will carry out the missed approach procedure and an aircraft operating VFR will continue in the formal traffic cireult t= Figure 12520 ICATC require @ go around they will use the instruction “GO AROUND". Ifthe pilot initiates the missed approach the phrase "GOING AROUND" is used, Figure 125.21 5.0 Tasue 5 CommunicationAfter Landing Unless absolutely necessary, controllers should not direct taxi instructions to pilots until the landing roll is compete. Pilots should remain on tower frequency when clear of the runway ‘unless otherwise advised. Figure 12522 tases BatIntentionally blank saz 5 ‘CommunicationChapter 6 - Radar Introduction his section contains the terms used between aircraft ‘and all types of radar Units, There are several different rridar services which you might be offered ‘The phrase "UNDER RADAR CONTROL” will only be used when, a radar control service is being provided. It means you must do What you are told by the radar unit and ATS assume responsibilty for separation and terrain avoidance. A Radar Advisory Service is only provided under instrument Flight Rules (UFR) regardless of met conditions. The pilot is provided with bearing, distance and height information on own conficting trafic together with advisory avoiding action, Ifthe avoiding action is not taken the pilot must advise ATC. ‘The pilot remains responsible for terrain avoidance. [A Radar Information Service (RIS) may be offered under IRR or VER. Information on conflicting traffic is provided without ‘avoiding action. The pilot is responsible for separation from other aiteraft and for terrain avoidance. ‘A Flight Information Service (FIS) is net a radar service Radar Identification and Vectoring Radar vectors may be given to establish the identifiation of an alreraft. The aircraft may also be identified usirg position Feport information, by requesting the aircraft to make turns, by reported bearing and distance information from a prominent object or radio aid and the by use of SSR. ‘The pilot should be advised if radar identification is lost, oF about to be lost, and appropriate instructions given. ‘Communication oaIn a radar environment, heading information given by the pilot and heading instructions given by controllers are in degrees magnetic ‘Traffic Information and Avoiding Action Whenever practicable, information regarding traffic on @ conflicting path should be given in the following form: ‘= relative bearing of the coniiting traffic in terms of the 12-hour elock ‘© distance from the conflicting traffic ‘+ direction offght ofthe conflicting traffic ‘+ level and type of eircraft or, if unknown, relative speed of the conflicting traffic, e.g slow oF fast Relative movement should be described by using whichever is appropriate ofthe following terms: closing converging parallel ‘same direction opposite direction aiverging overtaking crossing left to right crossing right to le. Depending on the level of service, vectors may be offered by the controller or requested by the’ pilot. The controller should inform the pilot when the conflict no longer exists. Radar Vectoring Aircraft may be given specific vectors to fy to establish Iateral separation. Unless it is self-evident, pilots should be informed of the reasons why radar vectors are necessary. When vectoring is completed, pilots shall be instructed to resume their own navigation and given position information ‘and appropriate instruction as necessary. Occasionally an aircraft may be instructed to make a complete tuum (known as an orbit or a 360 degree tum), for delaying purposes or to achieve a required spacing behind preceding traffic. 62 Tess 8 ‘CommunicationSecondary Surveillance Radar (SSR) ‘The following phrases together with their meanings! are instructions that may be given by controllers to pilots regarding the operation of SSR transponders. 'SUUAWIK (2080) | Rais cnr Squaw asim male A code stone RECYCLE (cts) ie cr hs SaUAWIIDENT pete he DENT etre SQUAW MAYDAY Sov ones eae SQUAT STANDBY Selec stand etre SOUAWK CHARLIE Sel pressure ai CHECK ALTIMETER SETTING | Check pressure setting and ‘AND CONFIRM LEVEL confirm present level Dessloct pressure aide transmission feature bscause of faulty operation For a mode S equipped areraf (CHECK I SQUAWK check the seting ofthe aircraft ientication STOP SQUAWK CHARLIE WRONG INDICATION VERIFY LEVEL Ustad eeccrey atte tse | Check and conf your level The pilot's reply to SSR instructions is usually either an acknowledgement or readback, Pilots nut ins direct evumuunivativn wil ATC slwvld set de applicable special purpose code, "preferably before any ‘emergency transmission is made, if the aircraft is equipped ‘with an SSR transponder 7700 Emergency 7500 Radio faire 7500 Hijack or unlavul interference ‘CommunicationPilots in an emergency situation in contact with ATC and receiving a secondary service should maintain the code in use tunlese otherwise instructed, ‘The individual county's AIP will contain information of other ‘special purpose SSR codes, if any. ACASITCAS Phraseology TTCAS, sometimes referred to as ACAS, is an item of aireraft ‘equipment, mandatory on large aircraft, which interrogates the ‘wansponders of nearby aircraft, assesses the risk of collision fand issues voice commands, called Resolution Advisories (RAs), to the pilots to avoid potential collisions. TCAS only Issues commands in the pitching plane, examples would be ‘DESCEND, DESCEND’ or ‘CLIMB, CLIMB’. When a TCAS, ‘command is received the pilot must comply, even when itis in ‘conflict with an ATC instruction, Pilots must report TCAS manoeuvres without delay gh FASTA 2 TEAS CoN Figure 1264 [ATC must be advised when the conflict has passed. Figure 1262 Im some circumstances TCAS will give the command MONITOR VERTICAL SPEED which, in level Night, advises the pilot that a climb or descent may bring the aireraft into conflict with other traffic. If this conflicts with an ATC instruction the pilot must a ‘Communicationnotify ATC that he or she is unable to comply with that af, EEE. Figure 1263 Approach Control \VER Departures Departing VFR flights, when handled by approach control, may ‘be passed information on relevant known traffic under a Radar Information Service in order to assist the pilots in maintaining ‘their own separation. Pilots should report leaving the area of jurisdiction of the ‘approach contral unit. eg | Figure 126-4 ‘Aerodromes may permit Special VFR arrivals and departures SSVFR procedures wil be published in the AIC Figure 12.65, ‘Communication ry asIFR Departures, [At many alrports, a single approach control unit handles both farrivals and departures, At busier airports, departures and arrivals may be handled separately by specific arrival and departure control units Im addition to the ATC route clearance, departing IFR fights may be given departure instructions by Departure Control ‘These may be given in plain language or in the form of a Standard Instrument Departure (SID) a 4 Figure 126.6 ‘VER Arrivals. Depending on the procedures in use, the pilot of an arriving VBR fight may be required to establish contact with the approach control unit and request instructions before entering ea of jurisdiction, ae Figure 1267 66 Tesue 5 ‘CommunicationWhere there is an ATIS broadcast, the pilot should acknowledge iit has been received. Where no ATIS broadcast Js provided the approach controller will pass the aerodrome data. IER Arrivals. Approach contol will normally advise, on initial contact, the ‘ype of approach to be expected, roms: Occasionally IFR sircraft do not complete the instrument ‘approach procedure but request permission to make a visual approach. A request for a visual approach does not imply that the aircraft is fying in VMC but only that the specified requirements for a visual approach have been met and that the pilot can maintain visual reference to the terrain, Normally a holding procedure should be published. However, ‘when the pilot requires a detailed description of the holding procedure based on a facility, the information should be passed in the following order: Fix Level Inbound track Right or left turns ‘Time of eg if necessary) Radar Vectors to Final Approach Radar vectors are given to arriving fights to position them onto 4 pilot interpreted final approach aid, or to a point from which 4 radar-assisted approach can be made, or to a point from Which a visual approach can be made. ‘Communication TaaueS a7Im the following example an identified aircraft inbound to Bristol is given radar vectors tothe ILS, — In the example in figure 12-6-9 the approach speed of the airerat is reduced in order to ensure adequate separation from a preceding aireraft. Speed adjustment can often reduce the need for heading changes to establish separation from aircraft fn the approach Surveillance Radar Approach On a surwillance radar approach (SRA) the pilot is given distances from touchdown, advisory altitude or height, Information and azimuth instructions, so as to be able to carry out an approach. In the following example it is presupposed That the sireraft has been vectored to intercept the final approach track st & NM fram touchdown at 2000 ft QFE. Advisory leigh solute «3 deyice glide pals ‘CommunicationFigure 126-10Where an SRA procedure terminates at 2 miles from touchdown, the distance from touchdown and advisory altitude cheeks are normally passed at 1 mile intervals. Where the SRA terminates at less than 2 miles from touchdown, such checks are given each half mile. Aircraft replies are expected to all transmissions. When the ‘SRA terminates at lees than 2 miles from touchdown aircraft replies are not expected once the aireraft is within 4 miles from touchdown and the controllers transmissions will not be broken by intervals of more than seconds. When the pilot reports, runway in sight during an SRA the SRA may be terminated. Precision Radar Approach In a precision radar approach (PAR), the controller, in addition to providing heading instructions during the continuous talle down, provides information on altitudes relative to the glide ‘slope, together with instructions on corrective action inthe ‘event that the alreraft is to0 high oF t00 low. ‘When the radar returns on the elevation element of the PAR, indicate that the pilot may be making a missed approach, the radar controller shall, when there is sufficient time to obtain a reply from the pilot, pass the aircraft's height above the glide ‘path and ask the pilot ifa missed approach is intended. Im similar circumstances, but when there is not sufficient time to obtain a reply from the pilot, the controller should continue the precision approsch emphasising the aircraft's isplacement. If it becomes apparent that the pilot is making a tnissed approach, ether before or after the normal termination point, the radar controller shall pass missed approach Tews 5 ‘CommunicationChapter 7 - Definitions and Terms he following list of definitions and terms may prove ‘useful. You should also read the Introdueton © the Jeppesen Mantal pages 110 45, ‘Aerodrome control service. Air trafic control service for rerodrome trafic ‘Aerodrome control radio station. A station providing radio communication. between an aerodrome control tower and aireraft or mobile aeronautical stations, ‘Acrodrome traffic. All trafic on the manoeuvring area of an aerodrome and all aircraft fying in the vicinty of an ‘aerodrome, Acrodrome traffic circuit. The specified path to be flown by aireraft operating in the vicinity of an aerodrome. Acronautical fixed service. A telecommunication service between specified fixed points provided primarily forthe safety of air navigation and for the regular, efficient and economical operation of air services. Aeronautical fixed telecommunication network (APTN). world-wide system of aeronautical fixed circuits provided, as part of the aeronautical fixed service, for the exchange of ‘messages and/or digital data between acronavical fixed {infioen hrvine the name ar rampatinie eomransaicatona, characteristics. Aeronautical mobile service. A mobile service between ‘eronautical stations and alreraft stations, or between aircraft Stations, in which survival craft stations may partiipate; ‘emergency position-indicating radio beacon stationt may also participate "in this service on designated disvess and emergency frequencies ‘Communication ues 7A‘Aeronautical station. A land station in the seronauitical ‘mobile service. In certain instances, an aeronautical station ‘may be located, for example, on board ship or on a platform at ‘Airground communiestion. Two-way _ communication between aircraft and stations or locations on the surface of the earth, Air to ground communication. One-way communication from fasrerart to stations or locations on the surface of earth. Air traffic. All aircraft in fight or operating on the ‘manoeuvring area of an aerodrome. Air traffic control clearance. Authorisation for an aircraft to proceed under conditions specified by an air traffic controt Air traffic service. A generic term meaning variously, ight Information service, alerting service, ar trafic advisory service, sir trafic control service, area control sevice, approach control ‘service or aerodrome control service, Air traffic services unit. A generic term meaning variously, air trafic control unit, ight information centre oF air trafic Services reporting office. Airway. A control area or portion thereof established in the orm of a corridor equipped with radio navigational aids, Altitude. The vertical distance of a level, a point or an object ‘considered as a point, measured from mean sea level Approach control service. Air traffic control service for ‘arriving or departing controlled fights. Apron. A defined area, on a land aerodrome, intended to ‘accommodate aircraft for purposes of loading ‘or unloading passengers, mail or cargo, fueling, parking or maintenance ‘Area control centre. A unit established to provide air trafic control service to controled flights in control areas under its jurisdiction. current, routine information, to arriving and departing aircraft by means of continuous and repetitive broadeasts throughout ‘the day or a specified portion ofthe day. Blind transmission. A transmission from one station to another station” in” circumstances where two-way 72 ‘Communication‘communication cannot he established but where itis believed that 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 ‘whol alr tafe contiol service i provided to contsalied Aight, Control! zone. A controlled airspace extending upwards from the surface of the earth toa speeified upper limit. Expected approach time (EAT). The time at which ATC expects that an arriving aircraf, following a delay, will lave the holding point to complete its approach fora land ng. Flight information centre, A vnit established to provide fight information service and alerting service. Flight level. A surface of constant atmospheric pressure which is related toa specific pressure datum, 1013.2 HPa, and Js separated from other such surfaces by specific preseure intervals A pressure type altimeter calibrated in accordance with the Standard Atmosphere: + when set to a QNH altimeter setting, will indicate sittude; + when set t0 QFE altimeter setting, will indicate height ‘shove the QFE reference datum: + when set 1 a pressure of 1013.2 HPa, may be used to indicate fight levels Flight plan. Specified information provided to air traffic services units, relative to an intended flight or po-tions of @ 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 oF er) Holding point. A specified location, identified by visual or other means, in the viinity of which the position ofan aircraft in Might is maintained, in accordance with air trate control clearances. ‘Communication 73Holding procedure, A predetermined manoeuvre which keeps an aircraft within a specified airspace whilst awaiting further clearance. TR fight. A flight conducted in accordance with the Instrument fight rules. Instrument meteorological conditions. Meteorological conditions expressed in terms of visibility, distance from cloud, fand 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 fight level Manoewvring 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 alrcraft, consisting of the ‘manoeuvring area and the aprons}. Radar approach. An approach, executed by an aircraft, under the direction ofa radar controler. Radar identification. The process of correlating a particular radar blip or radar position symbol with a specific aircraft. Radar vectoring. Provision of navigational guidance to alreratt in the form of specific headings, based on the use of radar. Readback. A procedure whereby the receiving station repeats a received message or appropriate part thereof back to the transmitting station so as to obtain confirmation of correct reception. Reporting point. A specified geographical location in relation to which the position of an aircraft can be reported, Runway visual range. The range over which the pilot of an aireraft'on the centre line of a runway, can see the runway Surface markings or the lights delineating the runway or Identifying its centre fine, ‘Telecommunieation. Any transmission, emission or reception of signs, signals, writing, images and sounds or intelligence of fany nature by wire, radio, optical or other electromagnetic systems 74 wwe 5 Communication|‘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 gi). ‘VER flight. A fight conducted in accordance with the visual flight rules. Visual approach. An approach by an IFR flight when either pat or all of a instuuient appioach proceduse ie not Completed and the approach is executed in Visual reference 10 Visual meteorological conditions. Meteorological conditions expressed in terms of visibility, distance from doud, and ceiling, equal to or better than specified minima. Air Traffic Control 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, AL Above Airport Level ace ‘Area control centze or area control ‘ADF Automatic direction-finding equipment ‘ADR Advisory route ARIS* ‘Aerodrome Might information service AGL Above ground level AIP Acronautical information publication ‘eronautial information regulation and control als ‘Aeronautical information services AMSL ‘Above mean sea level are Ar trafic contro (in general) arD Actual time of departure aTis* ‘Automatic terminal information service ars, Air traffic services at, Aerodrome traffic zone CAVOK* (Ceiling and Visibility OK) Visibility, cloud and present weather better than prescrised values fr conditions cr Control zone DME Distance measuring equipment EET BTA Estimated time of arrival or estimating arrival ETD Estimated time of departure or estimating departure FI Flight information centre 78FIR FIs Gea HE 24 Hy HN HO FR Ls. INFO" Ins LORAN" ‘MET’ METAR MLS MNPS: NDB NILY NOTAM* ore Qn Ree RNAV’ RVR SELCAL* sip SIGMET* SNOWTAM* SPECIAL! SSR sst STAR ‘TACAN® 78 Flight information region Flight information service Ground controlled approach system or ‘ground controlled approach High frequency strictly 3 to 20 MH) Continuous day and night service Sunrise to sunset Sunset to sunrise By operational requirements Instrument ght rules Instrument landing system Instrument meteorological conditions information Inertial navigation gystem LORAN (long-range air navigation system) Meteorological or meteorology Meteorological Aerodrome Report Microwave landing system Minimum navigation performance specifications Non-directional radio beacon, None or Ihave nothing to send you ‘A notice containing information concerning the establishment, condition or change in fany aeronautical facility, service, procedure or hazard, the timely knowledge bf which is essential to personnel concerned with flight operations [Atmospheric pressure at aerodrome elevation (or at ranway threshold) Alimeter sub-scale setting to obtain tlevation when on the ground Rescue co-ordination centre Area navigation Runway visual range A system which permits the selective calling of individual aircraft over radio, telephone channels linking a ground station with the aireraft Standard instrument departure Information concerning en-route ‘operations weather phenomena which may affect the safety of aircraft {A special series NOTAM notifying the presence oF removal of hazardous conditions Sue to snow, ice, shush or standing water associated with snow, slush and ice on the ovement area, by means of specific format Special meteoralogical report (in abbreviated plain language) Secondary surveillance radar Supersonic transport Standard {instrument} arzival UHP tactical air navigation aid Teawe 5 ‘Communicationare ™MA, UH UR ura ure vasis* VER VHF VDF vie vOLMEr* vor VORTAC* Communication ———~—Ssaue 5 Acrodrome forecast ‘Terminal control area. Ultra-high frequency (200 to 3.000 MH) Upper Might information region Upper control area Co-ordinated universal time Visual approach slope indicator system Visual flight rules Very high frequency Very high frequency direction-finding station (80 to 300 ME), Very important person Visual meteorological conditions ‘Meteorological information for airera: in flight VHF omni-directional radio range VOR and TACAN combinationIntentionally blank Teaue S| ‘Communication