AD-14 RT Procedures-11

CATC/ATM/2021/AD-14
AERODROME CONTROL COURSE
OPERATIONAL
PROCEDURES
Part 5 – Radiotelephony Procedures
Trainee’s Handout
March 2021
Version 1.01
Civil Aviation Training College Allahabad

Bamrauli, Prayagraj
Full Member of ICAO Trainair Plus ISO 9001:2015

© 2021 CATC, Allahabad, India
Contents of this document are proprietary of the
Civil Aviation Training College Allahabad, India. No
part of this document shall be reproduced without
prior written permission of the Executive Director,
CATC Allahabad.
Contact Details:
Head of Training & General Manager (ATM)

Airports Authority of India,
Civil Aviation Training College Allahabad,
Bamrauli, Pryagraj-211012 (INDIA)
Phone 0532 - 2580457, Fax-0532 - 2580452,
Email: gmatmcatc@aai.aero
Radio Telephony Procedure Civil Aviation Training College Allahabad
RECORD OF AMENDMENTS AND CORRIGENDA
AMENDMENTS
No. Section/Page No. Date entered Entered by
Page 1
Page 2
Course Objective
At the end of the module the trainee controller will be able to:
1. Use correct radiotelephony transmitting technique.
2. Demonstrate correct transmission of Letter and Numbers using

ICAO phonetics.
3. Use correct Aeronautical Stations Call-sign, Aircraft Stations call-

sign and ICAO Airline Designators and ICAO Aerodrome Location
Designators.
4. Use correct Radiotelephony test procedures.
5. Use proper Radiotelephony communication procedures.
6. Use Radiotelephony Distress and Urgency procedures.
7. Use Radiotelephony Communication Failure Procedures.
8. Describe SELCAL, Q Codes, Direction Finding, Fuel Dumping,
9. Describe NOTAM and Licensing requirements.
10. Use standard phraseology in normal and unusual situations.
11. Use Plain Language in RTF Communication in situations where

there is no standard phraseology.
Page 3
Page 4
TABLE OF CONTENETS
CHAPTER 1. GENERAL OPERATING PROCEDURES
CHAPTER 2. RADIOTELEPHONY COMMUNICATION

PROCEDURES
CHAPTER 3. DISTRESS, URGENCY & COMMUNICATION

FAILURE PROCEDURE
CHAPTER 4. GENERAL PHRASEOLOGY
CHAPTER 5. MISCELLANEOUS FLIGHT HANDLING-

PHRASEOLOGY
CHAPTER 6. MISCELLANEOUS TOPICS
Page 5
Page 6
FOREWORD
One of the most essential parts of air traffic control is
communication. It helps air traffic controllers and pilots operate the
plane and maintain safe and expeditious flight. Pilots and air traffic
controllers communicate by using the radiotelephony phraseology that
consists of a set of standardized words and phrases approved for the
radiotelephony communications by ICAO in all routine aircraft
situations. The communication is made possible due to their common
and work-related topics, especially because the situations they find
themselves in are highly predictable. Even if misunderstandings do
occur, they are rather easily dealt with since both parties engaged in the
conversation know what replies to expect from each other. Problems
arise in non-routine and emergency situations, when pilots and
controllers have to resort to plain English because the phraseology lacks
the communicative means for effective communication in unpredictable
situations such as medical emergencies, engine problems, fuel shortage,
hijack etc.
A study of the NASA Aviation Safety Reporting System database

has identified that lack of radiotelephony communication skills and
discipline by pilots and controllers is a causal or circumstantial factor in
80% of incidents or accidents. In today’s crowded airspace, it is
important that communication be performed in a standardized way by
all parties in Air Traffic Services. To maintain the highest level of safety
in aviation, International Civil Aviation Agency (ICAO) prescribes
phraseologies that govern communication between a pilot and controller.
The ICAO phraseologies are contained in Annex 10, Volume II-
Communication Procedures and Procedures for Air Navigation Services-
Air Traffic Management (PANS-ATM, Doc 4444) and are further
supplemented by States. Proper usage of radiotelephony phraseology
contributes to air traffic safety.
The information, instructions and clearances transmitted through RTF

are of vital importance in safe and expeditious operation of aircraft. The
use of non-standard procedures and phraseology can cause
misunderstanding. Many incidents and accidents have occurred in
Aviation where a contributing factor has been the misunderstanding
between pilot and controller caused by the use of non-standard
phraseology. Therefore, the importance of using standard procedures
and phraseology cannot be over-emphasized.
Page 7
Page 8
CHAPTER 1.
GENERAL
OPERATING
PROCEDURES
Page 9
1.1 INTRODUCTION:
1.1.1 Radiotelephony provides the means by which pilots of
aircraft and Air Traffic Controllers communicate with each other. To
ensure communications are clear and fully understood it is of vital
importance that transmissions by radiotelephony should comply with
internationally agreed procedures and phraseology. Incidents and
accidents have occurred in which a contributing factor has been the
misunderstanding caused by the use of non-standard phraseology and
not understanding the important elements of the message.
1.1.2 Air Traffic Services personnel should adhere to standard

Radiotelephony procedures and phraseologies in conformity with those
laid down in relevant documents of ICAO and AIP India as amended from
time to time.
1.1.3 Standard phraseologies are set of clear and concise

instructions/information to be used in Air Traffic Services. These are
designed to avoid all possible confusion when communications take
place among pilots and controllers of various nationalities.
1.1.4 Slang words and expressions in regional languages should

not be used under any circumstances as these can lead to unsafe
situations due to misunderstanding.
1.1.5 ICAO standardized phraseology shall be used in all

situations except where only standardized phraseology cannot serve an
intended communication, plain language shall be used. Discipline shall
be observed at all times by Pilots and Controllers.
1.1.6 The use of standard procedures and phraseology will avoid

misunderstanding and reduce the need for repeat transmissions.
1.1.7 When used properly, the clearances, instructions and

information transmitted will greatly assist in the safe and expeditious
operation of aircraft.
1.2 RTF TRANSMITTING TECHNIQUE:

The following transmitting techniques will assist in ensuring that
transmitted speech is clearly and satisfactorily received:
Page 10
a) Check that the receiver volume is set at the optimum level.

b) Before transmitting, listen out on the frequency to be used. It
ensures that there will be no interference with a transmission from
another station.
c) Use a normal conversational tone, speak clearly and distinctly.
d) Maintain an even rate of speech not exceeding 100 words per
minute. When it is known that elements of the message will be
written down by the recipient, speak at a slightly slower rate.
e) Maintain speaking volume at a constant level. To make the
transmission lively and emphatic, pitch can be varied wherever
necessary. Early dropping of voice at the end of the word/sentence
should be avoided.
f) Use a slight pause before and after numbers. It makes them easier
to understand.
g) Avoid using hesitation sounds such as “er” and “um”.
h) Avoid excessive use of courtesies and entering into non-
operational conversations.
i) Depress the transmit switch fully before speaking and do not
release it until the message is complete. This will ensure that the
entire message is transmitted. However, do not depress transmit
switch until ready to speak.
j) Be aware that the mother tongue of the person receiving the
message may not be English. Therefore, speak clearly and use
standard radiotelephony (RTF) words and phrases wherever
possible.
k) Messages should not normally contain more than three specific
phrases, comprising a clearance, instruction or pertinent
information.
l) The transmission of long messages should be interrupted
momentarily from time to time to permit the transmitting operator
to confirm that the frequency in use is clear and, if necessary, to
permit the receiving operator to request repetition of parts not
received
m) In cases of doubt, e.g. a foreign pilot having difficulty with the
English language or an inexperienced pilot unsure of the
procedures, the controller should reduce the number of items in a
message and if necessary message should be passed, and
acknowledged, singly.
n) Use correct and clear pronunciation. In case of words likely to be
misunderstood, they should be spelt in phonetics.
o) One of the most irritating and potentially dangerous situations in
radiotelephony is a “stuck” microphone button. Operators should
always ensure that the button is released after a transmission and
Page 11
the microphone is placed in an appropriate place that will ensure

that it will not inadvertently be switched on.
p) After a call has been made, a period of at least 10 seconds should
elapse before a second call is made. This should eliminate
unnecessary transmissions while the receiving station is getting
ready to reply to the initial call.
q) Below are the Good Microphone Operating Techniques to avoid
distortion of speech:
(i) Do not talk too close to the microphone;
(ii) Do not touch the microphone with the lips;
(iii) Do not hold the microphone or boom (of a combined
headset/microphone system).
(iv) Do not turn your head away from microphone whilst talking.
1.3 TRANSMISSION OF LETTERS

1.3.1 To expedite communications, the use of ICAO phonetics
should be dispensed with if there is no risk of this affecting correct
reception and intelligibility of the message.
1.3.2 With the exception of the radiotelephony designator and the

type of aircraft, each letter in the aircraft call sign shall be spoken
separately using the ICAO phonetics.
1.3.3 The phonetic words in the table below shall be used when
transmitting letters.
Page 12
Note: Syllables to be emphasized are underlined
Page 13
1.4 TRANSMISSION OF NUMBERS:

1.4.1 When the language used for communication is English,
numbers shall be transmitted using the following pronunciation:
Numeral or Numeral Element Pronunciation

0 ZE-RO
1 WUN
2 TOO
3 TREE
4 FOW-er
5 FIFE
6 SIX
7 SEV-en
8 AIT
9 NIN-er
Decimal DAY-SEE-MAL
Hundred HUN-dred
Thousand TOU-SAND
Note: The syllables printed in capital letters are to be stressed; for

example, the two syllables in ZE-RO are given equal emphasis,
whereas the first syllable of FOW-er is given more emphasis.
Note: Syllables to be emphasized are underlined.
1.4.1 All numbers except as prescribed in para 1.4.2, 1.4.3, 1.4.4

shall be transmitted by pronouncing each digit separately. The following
examples illustrate the application of the procedure:
Page 14
1.4.2 All numbers used in the transmissions of altitude, cloud

height, visibility and runway visual range (RVR) information, which
contain whole hundreds and whole thousands, shall be transmitted by
pronouncing each digit in the number of hundreds or thousands followed
by the word HUNDRED or THOUSAND as appropriate. Combinations of
thousands and whole hundreds shall be transmitted by pronouncing
each digit in the number of thousands followed by the word THOUSAND
followed by the number of hundreds followed by the word HUNDRED.
The following examples illustrate the application of the procedure:
1.4.3 Flight levels shall be transmitted by pronouncing each digit

separately except for the case of flight levels in whole hundreds, which
shall be transmitted by pronouncing the digit of the whole hundred
followed by the word HUNDRED.
Example-
Flight levels Transmitted as
FL180 Flight level ONE EIGHT ZERO
FL200 Flight level TWO HUNDRED
Page 15
1.4.4 The altimeter setting shall be transmitted by pronouncing

each digit separately except for the case of a setting of 1000 hPa which
shall be transmitted as ONE THOUSAND.
Example-
Altimeter setting Transmitted as
1009 QNH ONE ZERO ZERO NINE
1000 QNH ONE THOUSAND
999 QNH NINE NINE NINE
1.4.5 All numbers used in the transmission of transponder codes

shall be transmitted by pronouncing each digit separately except that,
when the transponder codes contain whole thousands only, the
information shall be transmitted by pronouncing the digit in the number
of thousands followed by the word THOUSAND.
Example-
Transponder code Transmitted As
2400 TWO FOUR ZERO ZERO
1000 ONE THOUSAND
2000 TWO THOUSAND
1.4.6 When providing information regarding relative bearing to an

object or to conflicting traffic in terms of the 12-hour clock, the
information shall be given pronouncing the double digit as TEN,
ELEVEN, or TWELEVE (O’ CLOCK)
1.4.7 Numbers containing a decimal point shall be transmitted as

prescribed above with the decimal point being indicated by the word
decimal.
Page 16
Number Transmitted As
100.1 ONE ZERO ZERO DECIMAL ONE
1234.5 ONE TWO THREE FOUR DECIMAL FIVE
1.5 TRANSMISSION OF TIME

1.5.1 When transmitting time, only the minutes of the hour
should normally be required. Each digit should be pronounced
separately. However, the hour should be included when any possibility
of confusion is likely to result.
Note: The following example illustrates the application of this

procedure:
Time Transmitted as
0220 (2:20 A.M.) ZERO NINE TWO ZERO or TWO ZERO

1959 (7:49 P.M.) ONE NINE FIVE NINE or FIVE NINE
0100 (01:00 A.M.) ZERO ONE ZERO ZERO or ON THE HOUR
1.5.2 Pilots may check the time with the appropriate ATS unit.
Time checks shall be given to the nearest half minute.
Example:
Cambay Ground, AIC123: Request time check
AIC123, Cambay Ground: Time 0210 or 0210 and A HALF
1.6 TRANSMISSION OF FREQUENCY

1.6.1 All six digits of VHF frequency should be used to identify the
transmitting channel in VHF radiotelephony communications, except in
the case of both the fifth and sixth digits being zeros, in which case only
the first four digits should be used.
Note: The following examples illustrate the application of the

procedure in 1.6.1
Page 17
Channel Transmitted as
118.000 ONE ONE EIGHT DECIMAL ZERO
118.005 ONE ONE EIGHT DECIMAL ZERO ZERO FIVE
118.010 ONE ONE EIGHT DECIMAL ZERO ONE ZERO
118.100 ONE ONE EIGHT DECIMAL ONE
1.6.2 In airspace where all VHF voice communications channels

are separated by 25 kHz or more and the use of six digits as in 1.6.1 is
not substantiated by the operational requirement determined by the
appropriate authorities, the first five digits of the numerical designator
should be used, except in the case of both the fifth and sixth digits being
zeros, in which case only the first four digits should be used.
1.7. CALL-SIGN FOR AERONAUTICAL STATIONS

1.7.1 Aeronautical ground stations are identified by the name of
the geographical location of the station followed by a suffix denoting the
type of unit or service provided.
Page 18
1.7.2 When satisfactory communication has been established,

and provided that it will not be confusing, the name of the location or
call-sign suffix may be omitted.
1.8 CALL-SIGN for aircraft stations:

1.8.1 An aircraft radiotelephony call sign shall be one of the
following types:
Type Example
a) The Characters corresponding to the VT-EJP or
registration marking of the aircraft CESSNA VTEJP
b) The radiotelephony designator of the aircraft
operating agency, followed by the last four AIRINDIA TEPJ
characters of the registration marking of the
aircraft
c) The radiotelephony designator of the aircraft AIRINDIA 123
operating agency, followed by the flight
identification number
1.8.2 After satisfactory communication has been established, and

provided that no confusion is likely to occur, aircraft call signs specified
in 1.8.1 may be abbreviated as follows:
Type Example
a) The first and at least the last two characters of VJP or
the registration; CESSNA VJP
b) The radiotelephony designator of the aircraft
operating agency, followed by at least the last two AIRINDIA PJ
characters of the aircraft registration;
c) No abbreviated form -
1.8.3 An aircraft shall use its abbreviated call sign only after it has
been addressed in this manner by the aeronautical ground station.
1.8.4 An aircraft shall not change its call sign during the flight
except when confusion is likely to occur due to similar call signs; in such
Page 19
cases, an aircraft may be instructed by an air traffic control unit to

change the type of its call sign temporarily.
1.8.5 Aircraft of the heavy/super wake turbulence category shall

include the word “HEAVY”/”SUPER” immediately after the aircraft call
sign in the initial contact between such aircraft and ATS units.
1.9 ICAO AIRLINE DESIGNATOR
1.9.1 The ICAO radiotelephony airline designator is a code

assigned by the International Civil Aviation Organization (ICAO) to
aircraft operating agencies, aeronautical authorities and services. The
codes are unique and different from the IATA airline codes.
1.9.2 Each aircraft operating agency, aeronautical authority and

service related to International Aviation is allocated both a three-letter
Alpha-numeric designator and a Radiotelephony designator. Designators
for Aircraft Operating Agencies, Aeronautical Authorities and Services
are listed in ICAO Document 8585.
EXAMPLE:
Operator - Inter globe Aviation (IndiGo)
ICAO Three-letter designator - IGO
ICAO Radiotelephony designator – IFLY
Operator- Air India Ltd.
ICAO Three letter designator- AIC
ICAO Radiotelephony designator- AIR INDIA
1.9.3 Certain combinations of letters are not allocated to avoid

confusion with other systems (for example SOS). Other designators
particularly those starting with Y and Z are reserved for government
organizations.
1.9.4 Designator YYY is used for operators that do not have a code
allocated.
Page 20
1.9.5 Following list is non-exhaustive and for reference only:
ICAO Airline or company Country Call sign

Code
AAL American Airline USA AMERICAN
ABY Air Arabia UAE ARABIA
ACA Air Canada Canada AIR CANADA
AFG Ariana Afghan Afghanistan ARIANA
Airlines
AIC Air India Limited India AIRINDIA
ALK Sri Lankan Airlines Sri Lanka SRILANKAN
AXB Air India Express India EXPRESS
INDIA
AZA Alitalia Italy ALITALIA
BAW British Airways UK SPEEDBIRD
BBC Biman Bangladesh Bangladesh BANGLADESH
Airlines
BDA Blue Dart Aviation India BLUE DART
CAL China Airlines Taiwan DYNASTY
CES China Eastern China CHINA
Airlines EASTERN
CLX Cargolux Luxembourg CARGOLUX
CPA Cathay Pacific Hong Kong CATHAY
DAL Delta Air Lines USA DELTA
ETD Etihad Airways UAE ETIHAD
ETH Ethiopian Airlines Ethiopia ETHIOPIAN
FIN Finnair Finland FINNAIR
GFA Gulf Air Oman GULF AIR
GOW Go Air India GOAIR
HVN Hang Khong Vietnam VIETNAM
Vietnam AIRLINES
IGO Inter globe India IFLY
Aviation(IndiGo)
IRA Iran Air Iran IRANAIR
JAI Jet Airways India JET AIRWAYS
JAL Japan Airlines Japan JAPANAIR
Page 21
JAZ JAL ways Japan JAVAVIA

KAC Kuwait Airways Kuwait KUWAITI
KAL Korean Air Republic of Korea KOREANAIR
MAU Air Mauritius Mauritius AIRMAURITIUS
MSR Egypt air Egypt EGYPTAIR
MPH Martin air Holland. Netherlands MARTINAIR
N.V.
PAL Philippines Airlines Philippines PHILIPPINES
Inc.
PIA Pakistan Pakistan PAKISTAN
International
Airlines
QTR Qatar Airways Qatar QATARI
RJA Royal Jordanian Jordan JORDANIAN
RNA Nepal Airlines Nepal ROYAL NEPAL
SAS Scandinavian Swe-Den-Nor SCANDINAVIAN
Airlines
SEJ Spice jet India SPICEJET
SIA Singapore Airlines Singapore SINGAPORE
SQC Singapore Airlines Singapore SINGCARGO
Cargo
SVA Saudi Arabian Saudi Arabia SAUDIA
Airlines
SWR Swiss International Switzerland SWISS
Air Lines
THA Thai Airways Thailand THAI
International
UAE Emirates Airline UAE EMIRATES
UAL United Airlines US UNITED
VIR Virgin Atlantic UK VIRGIN
Airways
Page 22
1.10 ICAO LOCATION DESIGNATOR
1.10.1 ICAO Location Indicator is a four-letter code designating

aerodromes around the world. These codes are defined by ICAO and
published in ICAO Document 7910.
1.10.2 ICAO codes are separate and different from IATA Codes. In
general, the first letter is allocated by continent/region and represents a
country or group of country within that continent/region. The second
letter generally represents a country in that region and the last two
letters are used to identify a particular airport at a location in the region.
1.10.3 India has been divided into four regions (corresponding to

Four Flight Information Regions) for the purpose of designating
Aerodrome Locations due to large geographical extensions. The first two
letters of Location Indicators in India are VA, VE, VI and VO representing
Mumbai Region, Kolkata Region, Delhi Region and Chennai Region
respectively.
Page 23
1.10.4 Following list is non-exhaustive and for reference only:
ICAO Country Name of Aerodrome ICAO Location

Region Indicator
VA MUMBAI REGION AHMEDABAD VAAH

(INDIA)
VA MUMBAI REGION C.S.I. MUMBAI VABB
(INDIA)
VA MUMBAI REGION BHOPAL VABP
(INDIA)
VA MUMBAI REGION JUHU(MUMBAI) VAJJ
(INDIA)
VA MUMBAI REGION DAMAN VADN
(INDIA)
VA MUMBAI REGION NAGPUR VANP
(I
NDIA)
VE KOLKATA REGION BHUBANESHWAR VEBS
(INDIA)
VE KOLKATA REGION NSCB INTL. VECC
(INDIA) KOLKATA
VE KOLKATA REGION GUWAHATI VEGT
(INDIA)
VE KOLKATA REGION GAYA VEGY
(INDIA)
VE KOLKATA REGION PATNA VEPT
(INDIA)
VE KOLKATA REGION RANCHI VERC
(INDIA)
VI DELHI REGION AGRA VIAG
(INDIA)
VI DELHI REGION I.G.I. AIRPORT VIDP
(INDIA) DELHI
VI DELHI REGION GWALIOR VIGR
(INDIA)
VI DELHI REGION JODHPUR VIJO
(INDIA)
Page 24
VI DELHI REGION JAIPUR VIJP

(INDIA)
VI DELHI REGION LUCKNOW VILK
(INDIA)
VO CHENNAI REGION BANGALORE INTL. VOBL
(INDIA) AIRPORT
VO CHENNAI REGION COCHIN VOCI
(INDIA) INTERNATIONAL
AIRPORT
VO CHENNAI REGION CHENNAI INTL. VOMM
(INDIA) AIRPORT
BANGLORE
VO CHENNAI REGION RAJIV GANDHI VOHS
(INDIA) INTL. AIRPORT
SHAMSHABAD
VO CHENNAI REGION TRIVANDRUM VOTV
(INDIA)
CY CANADA MONTREAL CYMX

INT.(MIRABEL)
CY CANADA MONTREAL CYUL
INT.(DORVAL)
EB BELGIUM BRUSSELS EBBR
ED GERMANY BERLIN- EDDB
SCHONEFELD
ED GERMANY FRANKFURT MAIN EDDF
ED GERMANY MUNCHEN EDDM
EG UNITED KINGDOM LONDON GATWICK EGKK
EG UNITED KINGDOM LONDON EGLL
HEATHROW
EH NETHERLANDS AMSTERDAM EHAM
/SCHIPHOL
FA SOUTH AFRICA DURBAN INTL. FADN
AIRPORT
FI MAURITIUS SIR SEEWOOSAGUR FIMP
RAMGOOLAM INTL.
FS SEYCHELLES SEYCHELLES INTL. FSIA
Page 25
LF FRANCE PARIS-CHARLES DE LFPG

GAULLE
LO AUSTRIA VIENNA (WIEN- LOWW
SCHWECHAT)
Page 26
CHAPTER 2.
RADIOTELEPHONY
COMMUNICATION
PROCEDURES
Page 27
2.1 RTF TEST PROCEDURES:

2.1.1 Radiotelephony is a vital element of Air Traffic Services,
hence all radiotelephony equipment must be in serviceable condition
during watch hours. This can be ensured by adopting a test procedure.
2.1.2 When radio checks are made, the following readability scale
is to be used to indicate the quality of the transmission:
Quality Scale
Unreadable 1
Readable now and then 2
Readable but with difficulty 3
Readable 4
Perfectly readable 5
2.1.3 Test transmissions should take the following form:
a) The identification of the aeronautical station being called;

b) The aircraft identification;
c) The words “RADIO CHECK”; and
d) The frequency being used.
E.g. CAMBAY TOWER AIRINDIA123 [HEAVY]: RADIO CHECK 118.1
2.1.4 Replies to test transmissions should be as follows:
a) The identification of the aeronautical station calling;

b) The identification of the aeronautical station replying;
c) Information regarding the readability of the transmission.
E.g. AIRINDIA123, CAMBAY TOWER: READABILITY 4
Page 28
2.1.5 When it is necessary for a ground station to ma ke test

signals, either for the adjustment of a transmitter before making a call
or for the adjustment of a receiver, such signals shall not continue for
more than 10 seconds and shall be composed of spoken numbers (ONE,
TWO, THREE, etc.) followed by the radio call sign of the station
transmitting the test signals.
2.2 ESTABLISHMENT AND COntinuation OF

COMMUNICATION:
2.2.1 In radiotelephony communications it is considered that the
communication has been established after the station being called has
answered the call being made by the station calling. After the initial call
only the aircraft call sign is used and the aeronautical station call sign
is omitted since there can be many aircraft under jurisdiction of the same
aeronautical station and communicating with it during a certain time.
2.2.2 The placement of the call-signs of both the aircraft and the
ground station within an established RTF exchange should be as follows:
A) Ground to Air:
Aircraft call-sign/ Message or Reply/Aeronautical Ground
Station Call-sign
B) Air to Ground:
Aeronautical ground station call-sign/Message or Reply/Aircraft
Call-sign
2.2.3 When establishing communications, an aircraft and a

ground station should use the full call sign of their own.
CAMBAY TOWER, VTEJP

VTEJP, CAMBAY TOWER
2.2.4 When a ground station wishes to broadcast information to

all, the message should be prefaced by the call “All Stations”.
ALL STATIONS, CAMBAY CONTROL: EMERGENCY TRAFFIC ENDED
Page 29
2.2.5 When an aircraft wishes to broadcast information to

aircrafts in its vicinity, the message should be prefaced by the call “ALL
STATIONS”
ALL STATIONS VT-EJP SOUTHBOUND BETWEEN BAMUL TO CAMBAY

VOR LEAVING F260 DESCENDING TO FL120 DUE PRESSURIZATION
FAILURE
2.2.6 No reply is expected to such general calls unless individual

stations are subsequently called upon to acknowledge receipt.
2.2.7 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.
2.2.8 When a station is called but is uncertain of the identity of

the calling station, the calling station should be requested to repeat its
call sign until identification is established.
STATION CALLING, CAMBAY GROUND -SAY AGAIN YOUR CALL SIGN

CAMBAY GROUND AIC101
2.2.9 When an error is made in a transmission, the word

“CORRECTION” shall be spoken and the last correct group or phrase
repeated then correct version transmitted.
Example:
AIC123, CAMBAY APP: DESCEND TO 2000 FT, TRANSITION LEVEL

FL55, QNH 1014, CORRECTION, TRANSITION LEVEL FL50
Page 30
2.2.10 If a correction can best be made by repeating the entire

message, the operator shall use the phrase “CORRECTION I SAY
AGAIN” before transmitting the message a second time.
2.2.10 When it is considered that reception is likely to be difficult,

important elements of the message should be spoken twice.
2.3 TRANSFER OF COMMUNICATION:

2.3.1 An aircraft will normally be advised by the appropriate
aeronautical station to change from one radio frequency to another in
accordance with agreed procedures.
2.3.2 In the absence of such advice, the aircraft shall notify the
aeronautical station before such a change takes place. Aircraft flying in
controlled airspace must obtain permission from the controlling
authority before changing frequency.
2.3.3 To transfer communications with an aircraft to another unit,

controllers shall pass instructions giving:
(i). the identity of the unit to be contacted;
(ii). the frequency to be used for contact.
AIC123, CONTACT APP 127.9
AIC123 REQUEST CHANGE TO AHAMEDABAD CONTROL
COTROL, AIC123 : IN CONTACT WITH AHEMDABAD CONTROL
AIC123, CONTROL: REMAIN THIS FREQUENCY

OR
AIC123, CONTROL: FREQUENCY CHANGE APPROVED
2.3.4 When so prescribed by the appropriate ATS authority, the

initial call to an ATC unit after a change of air-ground voice
communication channel shall contain the following elements:
a) designation of the station being called;

b) call sign and, for aircraft in the heavy wake turbulence category,
the word “Heavy”;
Page 31
c) level, including passing and cleared levels if not maintaining the

cleared level;
d) speed, if assigned by ATC; and
e) additional elements, as required by the appropriate ATS
authority.
2.3.5 Transfer of communication instructions should be passed in

a single message. Items which require a read-back should normally be
passed in a separate transmission before transfer.
2.3.6 If no further communication is received from the pilot after

an acknowledgement, satisfactory transfer of communication may be
assumed.
2.3.7 An aircraft may be instructed to “stand by” on a frequency

when it is intended that the ATS unit will initiate communications soon,
and to “monitor” a frequency on which information is being broadcast.
AIC123, CAMBAY APP: STANDBY FOR CONTROL 125.9

STANDBY FOR 125.9 AIC123
AIC101 CAMBAY APP: MONITOR CONTROL 125.9
MONITORING 125.9 AIC123
2.3.8 The controller may instruct the pilot to contact another

agency on passing a specific point or when passing, leaving or reaching
a specified level.
AIC 123, CAMBAY APP: WHEN PASSING FL180, CONTACT

CONTROL 125.9
AIC123, CAMBAY CONTROL: AT BPL CONTACT AHAMEDABAD

CONTROL 123.5
AIC123, GIVE A CALL AT BPL, IF NO CONTACT, CONTACT VAAH

CONTROL 123.5
2.4 USE OF PLAIN LANGUAGE IN RADIOTELEPHONY
COMMUNICATION:
2.4.1 The use of language in radiotelephony communications is
governed by Standards and Recommended Practices (SARPs) and
Procedures for Air Navigation Services (PANS) contained in Annex 10 —
Aeronautical Telecommunications and the PANS-ATM. Specific language
proficiency requirements are contained in Annex 1 — Personnel
Page 32
Licensing. ICAO phraseologies are published in Annex 10, Volume II —

Communication Procedures and the PANS-ATM.
2.4.2 Phraseologies have evolved over time with periodic initiatives

by bodies responsible for codifying and standardizing their use. ICAO
phraseologies are developed to provide maximum clarity, brevity, and
unambiguity in communications. Phraseologies are applicable to most
routine situations; however, they are not intended to cover every
conceivable situation which may arise.
2.4.3 While ICAO phraseologies should always be used whenever

they are applicable, there also exists an inherent requirement that users
have sufficient “plain” language proficiency.
2.4.4 In the PANS-ATM, it is emphasized that the phraseologies

contained therein are not intended to be exhaustive, and when
circumstances differ, pilots, ATS personnel and other ground personnel
will be expected to use appropriate subsidiary phraseologies which
should be as clear and concise as possible and designed to avoid possible
confusion by those persons using a language other than one of their
national languages.
2.4.5 Appropriate subsidiary phraseologies” can either refer to the

use of plain language, or the use of regionally or locally adopted
phraseologies.
2.4.6 Subsidiary phraseologies should be used in the same

manner in which ICAO phraseologies are used. Only when standardized
phraseology cannot serve an intended transmission, Plain Language
shall be used.
2.4.7 Users should keep in mind that many of them will be using
English as a second or foreign language.
2.4.6 The use of plain language required when phraseologies are

not available should not be taken as license to chat, to joke or to degrade
in any way good radiotelephony techniques. All radiotelephony
communications should respect both formal and informal protocols
dictating clarity, brevity, and unambiguity.
Page 33
2.5 ISSUE OF CLEARANCE AND READ-BACK

REQUIREMENTS IN RADIOTELEPHONY:
2.5.1 Radiotelephony communications between pilots and ground

personnel will comprise one or more of the following elements in any
message transmitted
RTF ELEMENT COMPLIANCE GUIDANCE MATERIAL
Clearances transmitted by
Clearance Require strict
ground personnel (usually Air
compliance
Traffic Control) are to be strictly
complied with and the
clearance issued is to be read
back verbatim, e.g.
‘AIC123,cleared to London via
G473, at FL360, SULEM1
DEPARTURE CLIMB TO FL70
squawk 3301’
To be followed Instructions transmitted are to
Instructions
and carried out be complied with and, in most
where practically cases, should be read back to
possible and safe reduce the chance of any
to do so ambiguity or
misunderstanding, e.g. ‘VTEJP,
taxi to the holding point RWY26
via taxiway Delta’. However, if
the instruction is short, clear
and unambiguous,
acknowledgment of the
instruction using standard
phraseology such as ‘Roger’ (I
have received all your last
transmission) or ‘Wilco’ (I
understand your message and
will comply with it) is preferred
for the sake of brevity in the use
of radiotelephony transmission
time.
Exchanged Information is provided to
Information
between pilot assist the safe conduct of the
and ground flight and should not be read
personnel in the back, e.g. ‘VTEJP Wind 240
interests of degrees 15 knots’. If the
information is not understood,
Page 34
a request to repeat the

safety
information is sufficient
2.5.2 An ATC clearance may vary in content from a detailed

description of the route and levels to be flown to a brief landing clearance.
2.5.3 Controller should pass a clearance slowly and clearly since

the pilot needs to write it down and wasteful repetition will thus be
avoided. Whenever possible a route clearance should be passed to an
aircraft before Start Up. In any case controllers should avoid passing
clearance to a pilot engaged in complicated maneuvers and on no
occasion should a clearance be passed when pilot is engaged in line up
or take-off maneuvers.
2.5.4 An air traffic control (ATC) route clearance is not an

instruction to take off or enter an active runway. The word “TAKE OFF”
is used only when an aircraft is cleared for takeoff, or when canceling a
take-off clearance. At other times, the word “DEPARTURE” or
“AIRBORNE” is used.
2.5.5 Read back requirements have been introduced in the

interests of flight safety. The stringency of the read back requirement is
directly related to the possible seriousness of a misunderstanding in the
transmission and receipt of ATC clearances and instructions. Strict
adherence to read back procedures ensures not only that the clearance
has been received correctly but also that the clearance was transmitted
as intended. It also serves as a check that the right aircraft, and only
that aircraft, will take action on the clearance.
2.5.6 The flight crew shall read back to the air traffic controller
safety-related parts of the clearances and instructions which are
transmitted by voice.
2.5.7 The ATS messages listed below are to be read back in full
by the pilot. If a read back is not received, the pilot will be asked to do
so. Similarly, the pilot is expected to request that instructions are
repeated or clarified if any are not fully understood.
a) ATC route clearances;
Page 35
b) Clearances and instructions to enter, land on, take off from, hold short
of, cross and backtrack on any runway; and
c) Runway-in-use, altimeter settings, SSR codes, level instructions,
heading and speed instructions and, whether issued by the controller or
contained in ATIS broadcasts, transition levels.
2.5.8 Other clearances or instructions, including conditional

clearances, shall be read back or acknowledged in a manner to clearly
indicate that they have been understood and will be complied with.
AIC123, CAMBAY TOWER, CLEARED TO LFPG VIA G473 F320,

SULEM1 DEPARUTRE CLIMB TO FL70.
CLEARED TO LFPG VIA G473 F320, SULEM1 DEPARURE CLIMB TO

FL70
2.5.9 Other clearances or instructions, including conditional

clearances, shall be read back or acknowledged in a manner to clearly
indicate that they have been understood and will be complied with.
VTEJP, CAMBAY TOWER: WHEN AIRBORNE, TURN RIGHT, PROCEED

DIRECT TO MANDU, LEAVE CONTROL ZONE VIA ROUTE R416
RIGHT TURN VIA R416, VTEJP
2.5.10 An aircraft should terminate the read-back by its call

sign.
2.5.11 The controller shall listen to the read-back to

ascertain that the clearances has been correctly acknowledged by the
flight crew and shall take immediate action to correct any discrepancies
revealed by the read-back.
2.5.12 If an aircraft read-back of a clearance or instruction is

incorrect, the controller shall transmit the word “NEGATIVE I SAY
AGAIN” followed by the correct version.
VTEJP, CAMBAY TOWER: QNH 1003

QNH 1013, VTEJP
VJP, TOWER: NEGATIVE I SAY AGAIN, QNH1003
QNH 1003 VJP
Page 36
2.5.13 If there is a doubt as to whether a pilot can comply

with an ATC clearance or instruction, the controller may follow the
clearance or instruction by the phrase “if unable”, and subsequently
offer an alternative.
VTEJP, DESCEND TO REACH FL70 BY 15NM FROM CCB, IF UNABLE,

MAINTAIN FL100.
2.5.14 If at any time a pilot receives a clearance or instruction

which cannot be complied with, that pilot should advise the controller
using the phrase “UNABLE” and give the reasons.
VTEJP, DESCEND TO REACH FL70 BY 15NM FROM CCB
UNABLE, VJP
2.6 SIMULTANEOUS/BLOCKED TRANSMISSION:

2.6.1 Direct communications between pilots and ATSUs can be
adversely affected by simultaneous transmissions which, effectively,
block all or part of intended messages. Moreover, whilst the situation
may be apparent to the controller or another pilot, the individuals who
inadvertently make such transmissions may be unaware. On hearing a
simultaneous transmission it can be helpful for the controller (or another
pilot if it is the controller’s transmission which has been blocked) to draw
attention to the situation using the word ‘blocked’.
2.7 JAMMING OF THE CHANNEL:

2.7.1 When an ATS unit is suffering from the effects of jamming
or interference on a frequency or a radar, the phrases below may be used
to request the jamming or interference to be stopped. If the call-sign
causing the jamming is not known then the phrase “All Stations” can be
used or the phrase ‘Hooter’ can be used on the emergency frequency.
VTEJP, CEASE JAMMING
VTEJP, JAMMING CEASED [AT TIME….]
ALL STATIONS, CHECK YOUR PTT, CEASE JAMMING
Page 37
2.8 CALL SIGN CONFUSION:

2.8.1 Similar sounding call-signs of flights creat Call Sign
Confusion in the minds of Controllers and Pilots. This is global safety
concern in aviation.
2.8.2 Some of contributory factors to Call Sign Confusion are

listed below-
a) Accent
b) Speech Rate
c) Distraction
d) Expectation
e) High workload
f) Frequency Congestion
g) Blocked Transmission
2.8.3 Actions by Controller to avoid this problem:
a) Use correct RTF Phraseology

b) Observe RTF Discipline at all times.
c) Do not clip transmissions.
d) Do not use read-back time to execute other tasks
e) Monitor flight crew compliance
f) Take extra care when language difficulty exists
g) Warn pilots of aircraft having similar sounding call-signs.
Page 38
CHAPTER 3
DISTRESS,
URGENCY &
COMMUNICATION
FAILURE
PROCEDURES
Page 39
3.1 GENERAL
3.1.1 Emergency conditions are defined as:
a) Distress: a condition of being threatened by serious and/or

imminent danger and of requiring immediate assistance.
b) 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.
3.1.2 The pilot should start the emergency call with the
appropriate international RTF prefix as follows:
(a) Distress ‘MAYDAY, MAYDAY, MAYDAY’
(b) Urgency ‘PAN PAN, PAN PAN, PAN PAN’
3.1.3 Distress messages have priority over all other transmissions,

and urgency messages have priority over all transmissions except
distress messages.
3.1.4 Pilots are urged – in their own interests – to request

assistance from the emergency service as soon as there is any doubt
about the safe conduct of their flight. Even then, the provision of
assistance may be delayed if a pilot does not pass clear details of his
difficulties and requirements, using the international standard RTF
prefix ‘MAYDAY, MAYDAY, MAYDAY’ or ‘PAN PAN, PAN PAN, PAN PAN’
as appropriate. For example, a vague request from a pilot for
‘confirmation of position’ is unlikely to be accorded as much priority as
would be given to a statement that he is lost. If, subsequent to the
transmission of a ‘MAYDAY’ or ‘PAN’, a pilot considers the problem not
to be as serious as first thought and priority attention is no longer
required, the emergency condition may be cancelled at the pilot’s
discretion. It is invariably preferable for pilots believing themselves to be
facing emergency situations to declare them as early as possible and then
cancel later if they decide the situation allows.
3.1.5 Pilots making distress or urgency calls should attempt to

speak slowly and distinctly so as to avoid any unnecessary repetition.
3.1.6 If a pilot is already in communication with an ATSU, before

the emergency arises, assistance should be requested from the controller
Page 40
on the frequency in use. In this case, any SSR code setting previously
assigned by ATC (other than the Conspicuity Code 7700) may be retained
at the discretion of either the pilot or the controller.
3.1.7 A distress or urgency call should normally be made on the

frequency in use at the time. Distress communications should be
continued on this frequency until it is considered that better assistance
can be provided by changing to another frequency. The frequency 121.5
MHz has been designated the international aeronautical emergency
frequency although not all aeronautical stations maintain a continuous
watch on that frequency.
3.1.8 However, pilot has discretion to use any other means to draw
attention of the controller and make known of its condition including the
activation of the appropriate SSR code, 7700.
3.1.9 If, however, the pilot is not in direct communication with an

ATSU and the aircraft is equipped with an SSR transponder it should be
switched, preferably before the emergency call is made, to Emergency
Code 7700, with Mode C if available.
3.1.10 If the ground station called by the aircraft in distress or

urgency does not reply, then any other ground station or aircraft shall
reply and give whatever assistance possible.
3.1.11 A station replying (or originating a reply) to an aircraft in

distress or urgency should provide such advice, information and
instructions as is necessary to assist the pilot. Avoid
unnecessary/superfluous transmissions. Superfluous transmissions
may be distracting at a time when the pilot’s hands are already full.
3.1.12 Following the initial distress or urgency message, it is

permissible for pilots and controllers to use ‘MAYDAY’ and ‘PAN’ as a
call-sign prefix at their discretion, where it is judged that this would have
a beneficial effect on the outcome.
3.1.13 Aeronautical stations shall refrain from use of the frequency

on which distress or urgency traffic is heard, for any other traffic unless
the aircraft, directly involved in rendering assistance, may be kept on the
frequency till the emergency traffic has been terminated.
Page 41
3.1.14 When a distress message has been intercepted which

apparently receives no acknowledgement, the aircraft intercepting the
distress message should, if time and circumstances seem appropriate,
acknowledge the message and then broadcast it.
3.2 DISTRESS MESSAGE

3.2.1 The distress message shall contain the following information, if
circumstances permit and, whenever possible, should be passed in the
following order:
a) ‘MAYDAY/MAYDAY/MAYDAY’ (or ‘PAN PAN/PAN PAN/PAN PAN’);

b) Name of the station addressed;
c) Identification of the aircraft;
d) Type of aircraft;
e) Nature of the emergency;
f) Intention of the Pilot in command;
g) Present or last known position, flight level/altitude and heading;
h) Any other useful information e.g. endurance remaining, number of
people on board (POB), aircraft colour/markings, any survival
aids.
Examples:
MAYDAY MAYDAY MAYDAY; CAMBAY TOWER, AIC123 ; ENGINE

NUMBER 1 ON FIRE; MAKING FORCED LANDING; 20 MILES SOUTH
OF CAMBAY; PASSING 4000 FEET; HEADING 360
3.2.2 Any aeronautical station or aircraft knowing of an emergency

incident may transmit a distress message whenever such action is
necessary to obtain assistance for the aircraft or vessel in distress. In
such circumstances, it should be made clear that the aircraft
transmitting is not itself in distress.
MAYDAY, MAYDAY, MAYDAY; CAMBAY TOWER, AIC123 ; HAVE

INTERCEPTED MAYDAY FROM VTEJP, I SAY AGAIN VTEJP C172
ENGINE FAILURE, FORCED LANDING; 20 MILES SOUTH OF CAMBAY;
PASSING 3000 FEET; HEADING 120
AIC123, CAMABY TOWER: ROGER, YOUR RELAYED MAYDAY FROM

VTEJP
Page 42
3.3 URGENCY MESSAGES

3.3.1 An urgency message should contain as many of the elements
detailed in 3.2.1 as are required by the circumstances. The call should
be made on the frequency in use at the time, and the station addressed
will normally be that station communicating with the aircraft, or the
station in whose area of responsibility the aircraft is operating. All other
stations should take care not to interfere with the transmission of
urgency traffic.
PAN PAN, PAN PAN, PAN PAN; CAMBAY TOWER VTEJP; C172, 2000
FEET, HEADING 190, ABOVE CLOUD, UNSURE OF MY POSITION,
REQUEST HEADING TO CAMBAY
3.4 IMPOSITION OF SILENCE:

3.4.1 An aircraft in distress or an aeronautical station in control
of distress traffic may impose SILENCE, either on all aircraft on the
frequency or on a particular aircraft which interferes with the distress
traffic. Aircraft so requested will maintain radio silence until advised or
the distress traffic has ended.
3.4.2 On hearing a distress call, all stations must maintain radio

silence on that frequency unless the distress is cancelled or the distress
traffic is terminated; all distress traffic has been transferred to other
frequencies; the station, itself has to render assistance
3.4.3 Any station which has knowledge of distress traffic, and

which cannot itself assist the station in distress, shall nevertheless
continue listening to such traffic until it is evident that assistance is
being provided. Stations should take care not to interfere with the
transmission of urgency calls
Example:
ALL STATIONS CAMBAY TOWER; STOP TRANSMITTING, MAYDAY

AIC123 CAMBAY TOWER; STOP TRANSMITTING, MAYDAY.
3.5 TERMINATION OF DISTRESS AND RTF SILENCE

3.5.1 When an aircraft is no longer in distress, it shall transmit a
message cancelling the distress condition. When the ground station
Page 43
controlling the distress traffic is aware that the aircraft is no longer in

distress it shall terminate the distress communication and silence
condition.
Examples:
TOWER VTEJP: CANCEL MAYDAY, ENGINE RESTARTED, RWY IN

SIGHT, REQEST LANDING CLEARANCE.
3.5.2 When a distress incident has been resolved, the station

controlling the emergency traffic will transmit a message indicating that
normal working may be resumed.
ALL STATIONS, CAMBAY TOWER, DISTRESS TRAFFIC ENDED
3.6 EMERGENCY DESCEND:

3.6.1 When an emergency descent is in progress controllers may
BROADCAST an emergency message on appropriate frequencies to warn
other aircraft. The broadcast may include specific instructions,
clearances or traffic information as necessary.
Attention all aircraft in the vicinity of PJ, emergency descent in

progress from FL310 passing FL230, standby for instructions.
3.7 FULE SHORTAGE:

3.7.1 A pilot’s declaration of “MINIMUM FUEL” indicates that no
further fuel diversion options are available where the aircraft is
committed to land at the pilot’s nominated aerodrome of landing with not
less than ‘final reserve fuel’. However, “MINIMUM FUEL” RTF
phraseology is not universally used by every aircraft operator and pilot.
3.7.2 Controllers are not required to provide priority to pilots of

aircraft that have declared “MINIMUM FUEL” or that have indicated that
they are becoming short of fuel.
MINIMUM FUEL AIC123
3.7.3 Controllers shall respond to a pilot’s declaration of

“MINIMUM FUEL”
Page 44
(i) by confirming the estimated delay he can expect to receive expressed

in minutes if the pilot is en-route to, is joining, or is established in an
hold; or
(ii) by expressing the remaining track mileage from touchdown if the
aircraft is being vectored to an approach.
3.7.3 Controllers shall respond to a pilot who has indicated that

he is becoming short of fuel but has not declared “MINIMUM FUEL”, as
above but shall then ask the pilot if he wishes to declare an emergency.
3.7.4 Pilots declaring an emergency should use the following RTF

phraseology “MAYDAY, MAYDAY, MAYDAY” or “MAYDAY, MAYDAY,
MAYDAY FUEL” and controllers shall provide such aircraft with
assistance as in case of Emergency.
MAYDAY MAYDAY MAYDAY FUEL AIC123
3.8 RADIO COMMUNICATION FAILURE

Note.— General rules that are applicable in the event of communications
failure are contained in Annex 10, Volume II.
A-AIR TO GROUND FAILURE:
3.8.1 Check the following points:
a) The correct frequency has been selected for the route being flown.
b) The Aeronautical Station being called is open for watch
c) The aircraft is not out of radio range.
d) Receiver volume correctly set.
e) If the previous points are in order it may be that the aircraft equipment
is not functioning correctly. Complete the checks of headset and radio
installation appropriate to the aircraft.
3.8.2 When an aircraft station fails to establish contact with the

aeronautical station on the designated frequency, it shall attempt to
establish contact on another frequency appropriate to the route. If this
attempt fails, the aircraft shall attempt to establish communication with
other aircraft or other aeronautical stations on frequencies appropriate
to the route.
Page 45
3.8.3 If the attempts specified under 3.8.2 fail, the aircraft shall
transmit its message twice on the designated frequency, preceded by the
phrase “TRANSMITTING BLIND” and, if necessary, include the
addressee(s) for which the message is intended.
3.8.4 Where a transmitter failure is suspected, check or change

the microphone. Listen out on the designated frequency for instructions.
It should be possible to answer questions by use of the carrier wave if
the microphone is not functioning.
3.8.5 When an aircraft 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
shall transmit the intended message, following this by a complete
repetition. During this procedure, the aircraft shall also advise the time
of its next intended transmission.
3.8.6 An aircraft which is provided with air traffic control or

advisory service shall, in addition to complying with procedures in para
3.8.5 transmit information regarding the intention of the pilot-in-
command with respect to the continuation of the flight of the aircraft.
3.8.7 When an aircraft is unable to establish communication due

to airborne equipment failure, it shall, if so equipped, select the
appropriate SSR code 7600 to indicate radio failure.
B- GROUND TO AIR FAILURE:
3.8.8 When an aeronautical station has been unable to establish

contact with an aircraft after calls on the frequencies on which the
aircraft is believed to be listening, it shall:
a) Check the ground equipment (most airports have standby and

emergency communications equipment).
b) Request other aeronautical stations to render assistance by calling the

aircraft and relaying traffic, if necessary; and/or
c) Request aircraft on the route to attempt to establish communication

with the aircraft and relay messages, if necessary.
3.8.9 If the attempts specified in para 2.8.8 fail, the aeronautical

station should transmit messages addressed to the aircraft, other than
Page 46
messages containing air traffic control clearances, by blind transmission

on the frequency on which the aircraft is believed to be listening.
3.8.10 Blind transmission of air traffic control clearances shall

not be made to aircraft, except at the specific request of the originator.
Page 47
Page 48
CHAPTER 4.
GENERAL
PHRASEOLOGY
Page 49
4.1 GENERAL:
4.1.1 It is not practicable to detail phraseology examples suitable
for every situation which may occur. However, if standard phrases are
adhered to when composing a message, any possible ambiguity will be
reduced to a minimum.
4.1.2 Some abbreviations, which by their common usage have

become part of aviation terminology, may be spoken using their
constituent letters rather than the spelling alphabet, for example, ILS,
QNH, RVR.
4.1.3 The following words may be omitted from transmissions

provided that no confusion or ambiguity will result:
a) “SURFACE” in relation to surface wind direction and speed.
b) “DEGREES” in relation to radar headings.
c) “VISIBILITY”, “CLOUD” and “HEIGHT” in meteorological reports.
d) “HECTOPASCALS” when giving pressure settings.
4.1.4 The word “IMMEDIATELY” should only be used when

immediate action is required for safety reasons.
4.1.5 The word “EXPEDITE” should only be used when expeditious

action is required due to traffic.
4.1.6 In Chapter12 of DOC4444 the phraseologies are grouped

according to types of air traffic service for convenience of reference.
However, users shall be familiar with, and use as necessary,
phraseologies from groups other than those referring |specifically to the
type of air traffic service being provided.
I) Aerodrome Control Service Phraseology

Refer to PANS-ATM (DOC4444)
II) Approach Control Service Phraseology
III) Area Control Service Phraseology
IV) Surveillance Control Phraseology
Page 50
4.2 STANDARD WORDS AND PHRASES:

4.2.1 The following words and phrases shall be used in radiotelephony
communications as appropriate and shall have the meaning 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 portion 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 clearance.
CHECK Examine a system or procedure. {No answer is
normally expected.}
CLEARED Authorized to proceed under the conditions
specified.
CONFIRM I request verification of (clearance, instruction,
action, information)
CONTACT Establish communication with….
CORRECT True or Accurate
CORRECTION An error has been made in the transmission
(or message indicated). The correct version
is…
DISREGARD Ignore
HOW DO YOU READ? What is the readability of my transmission?

MAINTAIN Continue in accordance with the condition(s)
specified or in its literal sense, e.g. MAINTAIN
VFR
MONITOR Listen out on (frequency)
NEGATIVE “NO” or “Permission not granted” or “That is
not correct” or “Not capable”
OVER “My transmission is ended and I expect a
response from you”
Page 51
Note: Not normally used in VHF

communication
OUT “This exchange of transmission is ended and
no response is expected”
Note: Not normally used in VHF
communication
READ BACK “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 following information”
REQUEST “I should like to know…” or “I wish to
obtain….”
Note: Under no circumstances to be used in
reply to a question requiring “READ BACK” or
a direct answer in the affirmative (AFFIRM) or
negative (NEGATIVE)
ROGER “I have received all of your last transmission.”
Note: Under no circumstances to be used in
reply to a question requiring “READBACK” or
a direct answer in the affirmative (AFFIRM) or
negative (NEGATIVE).
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”
Note: The caller would normally re-establish
contact if delay is lengthy. STANDBY is not an
approval or denial.
UNABLE “I cannot comply with your request,
instruction, or clearance”
Note: UNABLE is normally followed by a
reason
WILCO (Abbreviation for “will comply“) “I understand
your message and will comply with it.”
WORDS TWICE a) As a request: “Communication is difficult.
Please send every word, or group of words
twice.”
Page 52
b) As information: “Since communication is

difficult, every word, or group of words, in this
message will be sent twice.”
GO AHEAD Proceed with your message.
Note: In DOC 9432 the phrase “GO AHEAD” has been deleted, in its
place the use of the calling aeronautical station’s call sign
followed by the answering aeronautical station’s call sign shall be
considered the invitation to proceed with transmission by the
station calling.
4.3 FLIGHT PLAN INFORMATION:

4.3.1 A pilot may file a flight plan with an ATS unit during flight,
although the use of busy air traffic control channels for this purpose
should be avoided. Details should be passed using the flight plan format.
MUMBAI INFORMATION, VTEJP: REQUEST FILE FLIGHT PLAN
VTEJP, MUMBAI INFORMATION: READY TO COPY
4.3.2 During a flight a pilot may change from IFR to VFR flight
CAMBAY CONTROL, VTEJP: CANCELLING MY IFR FLIGHT,

PROCEEDING VFR.
VTEJP, CAMBAY CONTROL: ROGER, IFR CANCELLED AT 44
4.3.3 When a pilot has expressed the intention to change from IFR
to VFR flight, the ATS unit should pass to the pilot any available
meteorological information which makes it likely that flight in VMC
cannot be maintained.
VJP CONTROL: INSTRUMENT METEOROLOGICAL CONDITIONS

REPORTED IN THE VICINITY OF PJ
ROGER, MAINTAINING IFR VJP
4.4 TRAFFIC INFORMATION:

4.4.1 Whenever practicable, information regarding traffic on a
conflicting path should be given in the following form:
Page 53
a) relative bearing of the conflicting traffic in terms of the 12 hour

clock;
b) distance from the conflicting traffic;
c) direction of the flight of the conflicting traffic; and
d) any other pertinent information such as: unknown, slow moving,

fast moving, closing, opposite (or same) direction, overtaking,
crossing left to right (or right to left), and if known, aircraft type
and level, climbing or descending.
AIC123, CAMBAY APP: TRAFFIC OPPOSITE DIRECTION B747

DESCENDING TO FL120, PASSING FL210 ESTIMATED TO CROSS AT
0111.
4.5 METEOROLOGICAL INFORMATION:

4.5.1 Meteorological information in the form of reports, forecasts
or warnings is made available to pilots using the aeronautical mobile
service either by broadcast (e.g. VOLMET) or by means of specific
transmissions from ground personnel to pilots. Standard meteorological
abbreviations and terms should be used and the information should be
transmitted slowly and enunciated clearly in order that the recipient may
record such data as necessary.
4.5.2 Meteorological information should include the following in

the order given below:
(a) Surface wind direction and speed including significant variation

(b) Visibility and when applicable RVR
(c) Present weather
(d) Cloud below 1500 m or below the highest minimum sector
altitude, whichever is greater, Cumulonimbus; if the sky is
obscured, vertical visibility when available.
(e) Air temperature
(f) Dew point temperature
(g) Altimeter setting(s)
(h) Any available information on significant meteorological
phenomena in the approach/take off area
(i) Trend type when available
VTEJP, CAMBAY TOWER: WIND 360 DEGREES 5 KNOTS VISIBILITY

6 KILOMETRES HAZE FEW CLOUDS 500 FEET T 290 C DP 190C QNH
1008
Page 54
4.6 AERODROME INFORMATION:

4.6.1 Essential aerodrome information is information regarding
the movement area and its associated facilities which is necessary to
ensure the safe operation of aircraft. Aerodrome information should be
passed to aircraft whenever possible prior to start-up or taxi and prior
to the commencement of final approach, except when it is known that
the aircraft has received all or part of the information from other sources.
It includes information regarding the following:
(a) construction or maintenance work on, or immediately adjacent to

the movement area;
(b) rough or broken surfaces on a runway, a taxiway or an apron,
whether marked or not;
(c) snow, slush or ice on a runway, a taxiway or an apron;
(d) water on a runway, a taxiway or an apron;
(e) snow banks or drifts adjacent to a runway, a taxiway or an apron;
(f) other temporary hazards, including parked aircraft and birds on
the ground or in the air;
(g) failure or irregular operation of part or all of the aerodrome lighting
systems; and
(h) any other pertinent information.
AIC123, CAMBAY TOWER: CAUTION, WORK IN PROGRESS NORTH

SIDE OF RWY09
VTEJP, CAMBAY GROUND: CAUTION, CENTRELINE TAXIWAY LIGHT

UNSERVICEABLE
AIC123, CAMBAY TOWER: CAUTION, LARGE FLOCK OF BIRDS

OBSERVED IN TAKE-OFF PATH RWY27
4.7 RUNWAY VISUAL RANGE (RVR):

4.7.1 When transmitting the runway visual range, the words
“RUNWAY VISUAL RANGE” or the abbreviation RVR should be used
followed by the runway number, the positions for multiple readings if
necessary, and the RVR value(s)
4.7.2 Where multiple RVR observations are available, they are

always transmitted commencing with the reading for the touchdown zone
followed by the mid-point zone and ending with the roll-out/stop end
Page 55
zone report. Where reports for three locations are given, these locations
may be omitted provided that the reports are passed in that order.
AIC123, TOWER: RVR RUNWAY 27 TOUCHDOWN 650 METRES

MIDPOINT 700 METRES STOP END 600 METRES
4.8 RUNWAY SURFACE CONDITION:

4.8.1 Procedures for the measurement and reporting of runway
surface conditions are detailed in Annex 14.
4.8.2 Reports from pilots may be retransmitted by a controller

when it is felt that the information may prove useful to other aircraft:
“BRAKING ACTION REPORTED BY (aircraft type) AT (time) (assessment

of braking action)”.
4.8.3 Whenever a controller deems it necessary, information that

water is on a runway shall be passed to aircraft using the terms “DAMP”,
“WET”, “WATER PATCHES” or “FLOODED” according to the amount of
water present.
 DAMP — the surface shows a change of colour due to moisture.
 WET — the surface is soaked but there is no standing water.
 STANDING WATER- For aeroplane performance purposes, a

runway where more than 25 percent of the runway surface area
(whether in isolated areas or not) within the required length and
width being used is covered by water more than 3 mm deep.
4.8.4 Other runway surface conditions which may be of concern to
a pilot shall be transmitted at an appropriate time.
AIC123 RUNWAY SURFACE WET, BRAKING ACTION REPORTED BY

B737 AT TIME 0111 MEDIUM.
AIC123 THRESHOLD RUNWAY 26 DISPLACED 500 FEET DUE

BROKEN SURFACE.
4.9 WAKE TURBULANCE:

4.9.1 ATC will provide the appropriate wake separation between
IFR flights. When instructions are issued to regain wake turbulence
Page 56
separation, the controller shall use the following phraseology to make

this apparent to the pilot.
VTEJP, TOWER: DUE WAKE TURBULENCE SEPARATION, TURN LEFT

HEADING 270.
4.9.2 If an aircraft elects to execute a visual approach, or is

arriving as a VFR flight, it is Pilot’s (Not Controller’s) responsibility to
ensure wake separation from the preceding aircraft, although ATC will
pass the appropriate Distance.
VTEJP, TOWER: CAUTION WAKE TURBULENCE B747 AIRBORNE 44

TURNING RIGHT.
4.9.3 For departing flights ATC will issue take-off clearance when
the required wake turbulence separation minima will be achieved.
VTEJP, TOWER: HOLD POSITON, 02 MINUTES DELAY DUE WAKE

TURBULENCE.
4.10 WIND SHEAR:

4.10.1 When wind shear is forecast or is reported by aircraft, ATC
will warn other aircraft until such time as aircraft reports the
phenomenon no longer exists.
VTEJP, CAMBAY TOWER “CAUTION MEDIUM WIND SHEAR

REPORTED AT 1200 FEET, 4 MILES FINAL RUNWAY 26”.
Page 57
Page 58
CHAPTER 5
MISCELLANEOUS
FLIGHT
HANDLING-
PHRASEOLOGY
Page 59
5.1 SELCAL (SELECTIVE CALLING):

5.1.1 SELCAL is a system by which voice calling is replaced by the
transmission of coded tones on the frequency in use. Receipt of the
assigned SELCAL code activates a calling system in the cockpit, and the
need for a continuous listening watch by the pilot is obviated. Detailed
SELCAL procedures may be found in Annex 10, Volume II.
5.1.2 For a flight during which it is anticipated that SELCAL will

be used, the SELCAL code shall be included in the flight plan. However,
if there is doubt that the ground station has the information, the pilot
shall include the code of the aircraft SELCAL in the initial call using the
phrase “SELCAL (code number)”. If the SELCAL equipment is or becomes
inoperative, the phrase “INOPERATIVE SELCAL” should be used.
CHENNAI RADIO AIC 123: REQUEST SELCAL CHECK

AIC123 CHENNAI RADIO: WILCO
(Transmits SELCAL code as applicable)
AIC123 SELCAL OK
OR
AIC123 NEGATIVE SELCAL TRY AGAIN
5.2 Q CODES:
5.2.1 The Q code is a standardized collection of three-letter
message encodings, all starting with the letter "Q", initially developed for
commercial radiotelegraph communication, and later adopted by other
radio services, especially amateur radio. Although Q codes were created
when radio used Morse code exclusively, they continued to be employed
after the introduction of voice transmissions. To avoid confusion,
transmitter call signs have often been limited to restrict ones starting
with "Q" or having an embedded three-letter Q sequence. The codes in
the range QAA-QNZ are reserved for aeronautical use; QOA-QOZ for
maritime use, and QRA-QUZ for all other services.
5.2.2 Q codes were used extensively in aviation when much of the

communication work (especially HF-long range) was done in Morse code.
For example, QNH was quicker to “key-in” than A.L.T.I.M.E.T.E.R.
S.E.T.T.I.N.G S.E.A. L.E.V.E.L. P.R.E.S.S.U.R.E.
5.2.3 Today some Q-codes are still widely used because they are
useful abbreviations. They are spoken in plain English, not phonetically.
For Example- QNH, QFE etc
Page 60
CAMBAY TOWER, AIC123: REQUEST QNH
AIC123, CAMBAY TOWER: QNH 1004
5.3 DIRECTION FINDING:

5.3.1 An aircraft may request its direction from a direction finding
station in terms of a bearing or heading. Radio bearing is the angle
between the apparent direction of a definite source of emission of electro-
magnetic waves and a reference direction, as determined at a radio
direction finding station. A true radio bearing is one for which the
reference direction is that of True North. A magnetic radio bearing is one
for which the reference direction is that of Magnetic North.
5.3.2 The direction-finding station will reply in the following

manner:
1) The appropriate phrase;
2) The bearing or heading in degrees in relation to the direction-finding

station.
CAMBAY TOWER, VTEJP: REQUEST HEADING TO CAMBAY
VTEJP, CAMBAY TOWER: HEADING TO CAMBAY TOWER 090

DEGREES
TOWER, VJP: REQUEST QDM
VJP TOWER: QDM 090 DEGREES
5.4 FUEL DUMPING:

5.4.1 When an aircraft has informed an ATS unit that it intends to
dump fuel, the ATS unit will coordinate with the flight crew the route to
be flown, the level to be used and the duration of the fuel dumping. Other
known traffic will be separated from the aircraft dumping fuel with
specified minima. For non-controlled traffic a warning will be broadcast.
Page 61
ALL STATIONS, APP: B777 DUMPING FUEL FL 90 BETWEEN 30 TO

70 MILES SOUTH OF CAMBAY ON TRACK 180. AVOID FLIGHT
BETWEEN FL 60 AND FL 100 WITHIN 50 MILES BEHIND, 10 MILES
AHEAD OF THE AIRCRAFT AND WITHIN 10 NM TO THE SIDES OF
FUEL DUMPING TRACK
ALL STATIONS APP FUEL DUMPING COMPLETED
5.5 ACAS MANOEUVRES:

5.5.1 When a pilot reports a manoeuvre induced by an ACAS
resolution advisory (RA), the controller shall not attempt to modify the
aircraft flight path until the pilot reports returning to the terms of the
current ATC clearance or instruction, but the controller shall provide
traffic information as appropriate.
5.5.2 The controller ceases to be responsible for providing

separation between that aircraft and any other aircraft affected as a
direct consequence of the manoeuvre induced by the RA
5.5.3 The controller resumes responsibility for providing

separation for all the affected aircraft when the controller acknowledges
a report from the flight crew that the aircraft has resumed the current
clearance or the controller acknowledges a report from the flight crew
that the aircraft is resuming the current clearance and issues an
alternative clearance which is acknowledged by the flight crew.
CAMBAY CONTROL AIC123: TCAS RA
AIC123, CAMBAY CONTROL: ROGER
CLEAR OF CONFLICT, RETURNING TO THE CLEARANCE, NOW

MAINTAINING FL350
Page 62
CHAPTER 6
MISCELLANEOUS
TOPICS
Page 63
6.1 NOTAM (NOTICE TO AIRMEN)

6.1.1 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.
6.1.2 IN India NOTAMs are originated by the International NOTAM

Office Mumbai, Kolkata, Delhi and Chennai. NOTAMs are distributed in
five series identified by the letters A, B, C, D and G.
6.1.3 NOTAM should not remain in force for more than 3 months.
If the circumstances notified exceed 3 months, then a new or
replacement NOTAM should be issued.
6.2 LICENSING REQUIREMENTS:

6.2.1 Pilots, Air Traffic Services Personnel, Aeronautical Station
Operators, Flight Engineers and Flight Navigators shall have the ability
to speak and understand the English language used for radiotelephony
communications to the level of proficiency specified by the Director
General as per Clause 6A of Section a of Schedule II and Clause 10 of
Section A Schedule III of the Aircraft Rules, 1937.
6.2.2 To meet the English language proficiency requirements, an

applicant for a license or a license holder shall demonstrate, in a manner
acceptable to the licensing authority (DGCA), compliance with the
descriptors specified by ICAO and with the ICAO Operational Level (Level
4) of the ICAO Language Proficiency Rating Scale.
6.2.3 ICAO language proficiency requirements apply to speaking

and listening proficiency only and do not address the ability to read or
write. In assessing a person’s language proficiency, it is necessary to
analyses individual categories of that person’s language use, as well as
assess the person’s overall ability to communicate in a relevant context.
6.2.4 Standardized ICAO phraseology retains its importance and

should always be used when applicable. However, a finite list of
phraseology cannot cover every conceivable situation and thus must be
augmented by plain language, especially to describe unusual events or
for when clarification or explanation is required
Page 64
6.2.5 Utilization of privileges of his/her license without the

minimum operational level (4) rating endorsement his/her license in may
render the individuals licence for necessary enforcement action as per
the laid down regulations.
6.2.6 The Certificate of English Language Proficiency issued by

other organizations recognized by ICAO or by member contracting States
of ICAO, shall also be accepted. If Contracting state has not endorsed
ICAO rating scale, in such cases Operational Level (Level 4) shall be
endorsed on the Indian License.
6.2.7 Holistic descriptors
Proficient speakers shall:
(a) Communicate effectively in voice-only (telephone/radiotelephone)

and in face-to-face situations;
(b) Communicate on common, concrete and work-related topics with
accuracy and clarity;
(c) Use appropriate communicative strategies to exchange messages
and to recognize and resolve misunderstandings (e.g. to check,
confirm, or clarify information) in a general or work-related
context;
(d) Handle successfully and with relative ease the linguistic challenges
presented by a complication or unexpected turn of events that
occurs within the context of a routine work situation or
communicative task with which they are otherwise familiar; and
(e) Use a dialect or accent which is intelligible to the aeronautical
community.
6.2.8 ICAO LANGUAGE PROFICIENCY RATING SCALE:
Following language proficiency rating scale has been defined by ICAO.

1- EXPERT LEVEL 6
2- EXTENDED LEVEL 5
3- OPERATIONAL LEVEL 4
4- PRE-OPERATIONAL LEVEL 3
5- ELEMENTARY LEVEL 2
6- PRE-ELEMENTARY LEVEL 1
Note: The Operational Level (Level 4) is the minimum required

proficiency level for radiotelephony communication. Levels 1
through 3 describe Pre-elementary, Elementary, and
Page 65
Preoperational levels of language proficiency, respectively, all of

which describe a level of proficiency below the ICAO language
proficiency requirement. Levels 5 and 6 describe Extended and
Expert levels, at levels of proficiency more advanced than the
minimum required Standard. As a whole, the scale will serve as
benchmarks for training and testing, and in assisting candidates
to attain the ICAO Operational Level (Level 4).
6.3 REFERENCES:
1. ICAO Annex 10 –Aeronautical Telecommunications
2. ICAO Doc 4444 – PANS ATM
3. ICAO Doc 7910 – ICAO Location Indicator
4. ICAO Doc 8400 – Abbreviations and Codes
5. ICAO Doc 8585 – ICAO Airline Designator, Aeronautical
Authorities and Services
6. ICAO Doc 8643 – ICAO Aircraft Type Designator
7. ICAO Doc 9432 – Manual of Radio Telephony
8. AIP INDIA V2.0
Page 66

AD-14 RT Procedures-11

Uploaded by

Copyright:

Available Formats

You might also like

AD-14 RT Procedures-11

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

AD-14 RT Procedures-11

Uploaded by

Copyright:

Available Formats

CATC/ATM/2021/AD-14

AERODROME CONTROL COURSE

Civil Aviation Training College Allahabad

Full Member of ICAO Trainair Plus ISO 9001:2015

Head of Training & General Manager (ATM)

RECORD OF AMENDMENTS AND CORRIGENDA

No. Section/Page No. Date entered Entered by

1. Use correct radiotelephony transmitting technique.

2. Demonstrate correct transmission of Letter and Numbers using

3. Use correct Aeronautical Stations Call-sign, Aircraft Stations call-

4. Use correct Radiotelephony test procedures.

5. Use proper Radiotelephony communication procedures.

6. Use Radiotelephony Distress and Urgency procedures.

7. Use Radiotelephony Communication Failure Procedures.

8. Describe SELCAL, Q Codes, Direction Finding, Fuel Dumping,

9. Describe NOTAM and Licensing requirements.

10. Use standard phraseology in normal and unusual situations.

11. Use Plain Language in RTF Communication in situations where

CHAPTER 1. GENERAL OPERATING PROCEDURES

CHAPTER 2. RADIOTELEPHONY COMMUNICATION

CHAPTER 3. DISTRESS, URGENCY & COMMUNICATION

CHAPTER 4. GENERAL PHRASEOLOGY

CHAPTER 5. MISCELLANEOUS FLIGHT HANDLING-

CHAPTER 6. MISCELLANEOUS TOPICS

A study of the NASA Aviation Safety Reporting System database

The information, instructions and clearances transmitted through RTF

1.1.2 Air Traffic Services personnel should adhere to standard

1.1.3 Standard phraseologies are set of clear and concise

1.1.4 Slang words and expressions in regional languages should

1.1.5 ICAO standardized phraseology shall be used in all

1.1.6 The use of standard procedures and phraseology will avoid

1.1.7 When used properly, the clearances, instructions and

1.2 RTF TRANSMITTING TECHNIQUE:

a) Check that the receiver volume is set at the optimum level.

the microphone is placed in an appropriate place that will ensure

1.3 TRANSMISSION OF LETTERS

1.3.2 With the exception of the radiotelephony designator and the

Note: Syllables to be emphasized are underlined

1.4 TRANSMISSION OF NUMBERS:

Numeral or Numeral Element Pronunciation

Note: The syllables printed in capital letters are to be stressed; for

Note: Syllables to be emphasized are underlined.

1.4.1 All numbers except as prescribed in para 1.4.2, 1.4.3, 1.4.4

1.4.2 All numbers used in the transmissions of altitude, cloud

1.4.3 Flight levels shall be transmitted by pronouncing each digit

Flight levels Transmitted as

FL180 Flight level ONE EIGHT ZERO

FL200 Flight level TWO HUNDRED

1.4.4 The altimeter setting shall be transmitted by pronouncing

Altimeter setting Transmitted as

1009 QNH ONE ZERO ZERO NINE

1000 QNH ONE THOUSAND

999 QNH NINE NINE NINE

1.4.5 All numbers used in the transmission of transponder codes

Transponder code Transmitted As

2400 TWO FOUR ZERO ZERO

1000 ONE THOUSAND

2000 TWO THOUSAND

1.4.6 When providing information regarding relative bearing to an