CAA ROCC Course Notes

CAA Offshore Radio Operators
Delegates Course Notes
CAA ROCC
1 Introduction
1.1 This publication is intended as a guide for persons who operate or wish to operate aeronautical radio stations.
1.2 It is based on International Standards and Recommended Practices contained in relevant ICAO Annexes. The
United Kingdom complies as far as is practicable with these standards but differs from the ICAO requirements in
respect of the experience required for an aeronautical station operator licence as detailed in Annex 1, 4.7.1.4. 1.3
CAP 452 is a reference document for air/ground communication service radio station operators, offshore
communication service radio station operators and radio operators at other locations where a radio operator's
certificate of competence is required. If there is doubt as to the level of service that is appropriate or whether an
Aeronautical Radio Station Operator's Certificate of Competence is needed, please contact the CAA ATS
Standards Dept. (tel 01293 573355 or e-mail ats.licensing@srg.caa .co.uk).
2 Gender In the interests of simplicity, any reference to the masculine gender can be taken to mean either male or
female.
3 Clarity and Readability In this document the following protocol is used:

(a) The words must or shall indicate that compliance is compulsory;
(b) The word should indicate a recommendation;
(c) The word may indicate an option;
(d) The word will is used to express the future.
Page 1
Contact Us
info@survivex.com | +44 (0) 1224 794800
CHAPTER 1 COMMUNICATIONS TECHNIQUE

1 Introduction
1.1 The procedures and phraseology in this section have been laid down with the object of ensuring uniformity in
RTF communications with persons of diverse nationalities and languages.
1.2 The importance of the correct use of accurate and precise phraseology cannot he over-emphasised. On
occasions, however, it may be necessary to extend or modify the phraseology but care should he taken not to
confuse or prejudice basic meanings or intentions.
2 Speech Technique
Correct enunciation of words, spoken at a uniform rate in a voice pitched somewhat higher than normal but
preserving the rhythm of ordinary conversation will do much to assist satisfactory reception of radio messages. To
avoid clipped transmissions, it is important to depress the transmit switch fully before speech is
commenced and to avoid releasing it before the transmission is completed . Radio operators should
endeavour to use clear, concise sentences and to eradicate such obvious faults as hesitation sounds, verbosity,
lowering of voice and blurring of consonants. This will ensure maximum efficiency and prevent the need for irritating
repetitions. Speak directly into the microphone and avoid touching the microphone in any way as this may
introduce distortion.
3 Word Spelling Alphabet

The ICAO word spelling alphabet is given overleaf with the pronunciation in parenthesis for each letter and the
syllables requiring emphasis are underlined. The alphabet is to be used at all times when it is required to indicate
letters except for particular letter groups which, by every-day use, have become unmistakable, e.g. QFE, ETA, etc.
PHONETIC SPELLING
A Alfa (AL FAH), B Bravo (BRAH VOH) , C Charlie (CHAR LEE), D Delta (DEL TAH) , E Echo (ECK OH)
F Foxtrot (FOKS TROT) , G Golf (GOLF) , H Hotel (HOH TELL), I India (IN DEE AH) , J Juliett (JEW LEE ETT)
K Kilo (KEY LOH), L Lima (LEE MAH), M Mike (MIKE), N November (NO VEM BER), O Oscar (OSS CAH)
P Papa (PAH PAH), Q Quebec (KEH BECK), R Romeo) (ROW ME OH), S Sierra (SEE AlR RAH),
T Tango (TANG GO), U Uniform (YOU NEE FORM), V Victor (VlK TAH) , W Whiskey (WISS KEY)
X X Ray (ECKS RAY), Y Yankee (YANG KEY), Z Zulu (ZOO LOO)
Page 2
Contact Us
4 Numerals
Numeral or numeral element Latin alphabet representation
0:ZERO,1:WUN, 2:TOO, 3:TREE, 4:FOWER, 5:FIFE, 6:SIX, 7:SEVEN, 8:AIT, 9:NINER

Hundred: HUN DRED, Thousand: TOU SAND, Decimal: DAY SEE MAL
4.1 When transmitting messages containing altimeter settings, aircraft callsigns, flight levels (with the exception of
FL 100, 200, Etc. which are expressed as 'Flight Level(number) HUN DRED), headings, wind direction and speed,
pressure settings, frequencies, transponder codes and aircraft speeds, each digit shall be transmitted separately.
4.2 All numbers used in the transmission of altitude, cloud height 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’.
Examples are:
900 feet Niner Hundred feet
2500 feet Too Tousand Fife Hundred feet
11,000 feet Wun Wun Tousand feet.
5 Time
5.1 UTC and the 24-hour clock will be used at all times. 5.2 When speaking a time value, normally only the
minutes of the hour are required; each figure being pronounced separately. However, if there is any possibility of
confusion the full four-figure group will be spoken.
6 Standard Speech Abbreviations

6.1 The following selected words and phrases shall be used whenever applicable and shall have the meaning
given below.
Word/Phrase Meaning
ACKNOWLEDGE Let me know that you have received and understood this message
AFFIRM Yes
BREAK Indicates a separation in messageas to the same station
BREAK BREAK Indicates the separation between messages to different stations.
CHANGING TO I intend to call (unit) on (frequency).
Examine a system or procedure. (Not to be used in any other context. No
CHECK
answer is normally expected.)
CONFIRM I request verification of: (clearance, instruction, action, information)
CONTACT Establish communications with (your details have been passed).
CORRECT True or accurate
An error has been made in this transmission (or message indicated). The
CORRECTION
correct version is ...
DISREGARD Ignore.
HOW DO YOU READ What is the readability of my transmission.
I SAY AGAIN I repeat for clarity or emphasis.
Page 3
Contact Us
Word/Phrase Meaning
NEGATIVE No; or Permission not granted; or That is not correct; or Not capable.
OUT* My transmission is ended and I do not expect a response from you.
OVER* My transmission is ended and I expect a response from you.
PASS YOUR
Proceed with your message.
MESSAGE
Repeat all, or the specified part, of this message back to me exactly as
READ BACK
received.
REQUEST I should like to know ...or I wish to obtain ...
I have received all your last transmission. Note: Under no circumstances
ROGER to be used in reply to a question requiring 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.
Wait and I will call you. Note: No onward clearance to be assumed. The
STANDBY caller would normally re-establish contact if the delay is lengthy. STANDBY, is
not an approval or denial.
I cannot comply with your request, instruction or clearance. Unable is normally
UNABLE
followed by a reason.
I understand your message and will comply with it (abbreviation for will
WILCO
comply).
As a request: Communication is difficult. Please send every word twice. As
WORDS TWICE Information: Since communication is difficult, every word in this message will be
sent twice.
* Not normally used in VHF Communications
7 RTF Call-signs
The call-sign of an aerodrome air/ground communication service is 'RADIO normally preceded by name of the
aerodrome. Aircraft operating agencies normally use a call-sign which identifies the agency and offshore, the name
of the rig/platform/vessel is normally used.
8 Aircraft Call-signs
8.1 Aircraft are identified by one of the following types of call-signs: a) The registration of the aircraft, e.g.
GAVRM, N3598PA,N12345; b) The registration of the aircraft preceded by the approved radio telephony designator
of the operating company, e.g. Fairflight GBAOX; c) The registration of the aircraft preceded by the type of
aircraft, e.g. Beechcraft G ABCD; d) The flight identification or trip number, e.g. Bristow 65.
8.2 When satisfactory two-way communication with an aircraft has been established, radio operators are permitted
to abbreviate the call-sign but only to the extent shown in the table below.
Page 4
Contact Us
Full Call-sign Abbreviation Full Call-sign Abbreviation

Beechcraft GABCD Beechcraft CD
GAVRM G-RM
Fairflight GBAOX Fairflight OX
N37826 N826
N586PA N6PA
Bristow 65 No abbreviation
NOTE: *The name of either the aircraft manufacturer or name of aircraft model may be used as a prefix to the
call-sign.
8.3 A pilot may abbreviate the call-sign of his aircraft only after he has been addressed in this manner by
the aeronautical station.
8.4 The similarity of some aircraft call-signs can cause confusion and steps should be taken to avoid this,
e.g. GSB should not be accepted if both GASSB and GBTSB are on the frequency at the same time. Under
these circumstances, both aircraft should be informed of the situation and asked by the radio operator to
use their full call-sign.
8.5 The omission of the company designator when it is an integral part of a callsign can lead to confusion with
other information; e.g. levels, headings, reporting point designations etc. It may also negate the 'alerting effect on
the pilot of having his own company designator. Therefore, company designators should always be used when they
are part of a call-sign.
9 Establishment of Contact
9.1 Before transmitting, operators should ensure that the channel is clear and, where radio frequencies are shared,
take particular care not to cause harmful interference with another transmission.
9.2 The initial call made to establish contact should consist of the full RTF callsign of the station being called
followed by the full RTF call-sign of the station calling e.g:
(a) Aircraft call: Survivex Alpha Radio , G-BAOX over.

(b) Response G-BAOX, Survivex Alpha Radio pass your message over
10 Readability of Transmission
When checks are made, the following readability scale should be used:
Readability Scale 1 Unreadable 2 Readable now and then 3 Readable but with
difficulty 4 Readable 5 Perfectly readable
11 Continuation of Communications
11.1 After initial contact has been firmly established, the following abbreviated procedure may
be adopted provided that no ambiguity or confusion will result:
(a) the words 'over, 'roger, 'out may be omitted;

(b) the location of the ground station or the suffix or both may be omitted.
Page 5
Contact Us
For example:
Aircraft call:
Survivex Alpha Radio, G-BAOX, over
Response:
G-BAOX, Survivex Alpha Radio, pass your message, over
Aircraft call:
Survivex Alpha Radio, G-BAOX, ETA 3 minutes; is the deck available for landing?
Response:
G-OX, Survivex Alpha , affirm deck available, wind 274 eight knots, QNH 998 hectopascals.
11.2 Furthermore, provided that no ambiguity or confusion will result, the following
words may be omitted from transmissions: a) Surface and knots in relation to surface
wind speed and direction; b) Degrees in relation to surface wind direction; c) If
provided to flights, Visibility, cloud and height in meteorological reports; d)
Hectopascals when giving pressure settings of 1000 hectopascals and above.
11.3 Abbreviated procedures regarding ground station and suffix as in 11.1 (b) above should
not be used where the high level of radio frequency utilisation enables aircraft to hear ground
transmissions from two locations using the same frequency. In these circumstances care must
be taken to ensure that the origin of the messages is not mistaken.
12 Acknowledgement and Read-Back of Messages

12.1 Radio telephony loading and traffic density will largely determine the degree of read- back
which is possible and/or desirable.
12.2 As a general principle, all messages should be acknowledged either by the use of the
word Roger or Wilco as appropriate plus the aircraft call-sign. 12. 3 It is to be expected that
aircraft will always make a full read-back of altimeter setting information and runway in use.
Other instances of when a read back is given, for example, clearances passed on behalf of an
ATC unit and frequency changes, are detailed elsewhere in this publication.
13 Transfer of Communications
13.1 Pilots receiving a radio communications service normally initiate a change to another
frequency. For example, Survivex Alpha Radio, G-BCDA two way with Aberdeen on 123.450
13.2 However, there are occasions when radio operators may have to transfer aircraft to
another unit.
13.3 To transfer communications with an aircraft to another unit, operators should pass:
(a) the identity of the unit to be contacted;
(b) the frequency to be used for contact.
Page 6
Contact Us
13.4 The acknowledgement should include a read-back of the frequency and station to be
contacted. If no further communication is received after acknowledgement, satisfactory transfer
of communication may be assumed.
13.5 For example, G-RM (Survivex Alpha ) call Company 125.550 Call company 125.550
G- RM
13.6 A typical situation for this RTF exchange is an aircraft, which has been passed a
clearance on behalf of an ATC unit and is airborne to join controlled airspace.
14 Frequencies
14.1 Wherever VHF communications channels are separated by 25kHz, or 8.33kHz all six digits
should normally be used to identify the transmitting frequency in radiotelephony
communications. The exception being if the frequency ends in two zeros. There must be one
figure after the decimal place even if this is a zero. The following examples illustrate the
application of this procedure:
(a) 132.675 MHz transmitted as ONE THREE TWO DECIMAL SIX SEVEN FIVE
(b) 118.100 transmitted as ONE ONE EIGHT DECIMAL ONE
(c) 126,000 MHz transmitted as ONE TWO SIX DECIMAL ZERO
15 Interference
With Very High Frequency (VHF) transmissions, communication is achieved over the direct line
path between aircraft and ground station aerials. The radio horizon, like the visual horizon, will
therefore increase as the aircraft’s height increases. For an aircraft flying at 3000 feet, the
radio horizon is 67 nautical miles, which means an aircraft transmitting at that height can be
heard by any ground station listening on the same frequency and located within 67 nm of the
aircraft’s position. Sharing of frequencies is often necessary. In order to reduce the possibility of
interference, pilots should be discouraged from calling an aerodrome at range / heights
exceeding 10 nm/3000 feet.
Page 7
Contact Us
Chapter 2 Aeronautical Radio Stations

1 Introduction
1.1 Aeronautical radio stations are radio stations on the surface of the Earth, which transmit or
receive signals for the purpose of assisting aircraft.
1.2 It should be noted that an aeronautical radio station may not be established or used unless
it has been licensed by Ofcom. The conditions of that licence must be observed in addition to
the requirements of the service being provided.
2 Identification
2.1 Aeronautical radio stations must identify themselves using call-signs allocated by the Civil
Aviation Authority. Certain station call-signs comprise the location followed by a suffix to enable
pilots to easily identify the type of service they are receiving. The suffixes in general use in the
United Kingdom are:
.............................. control
}
................................. radar Indicate that an Air Traffic control service (ATC) is provided
............................ approach
................................ tower
............................... ground
......................... information Indicate that a flight information service is being provided (FIS)
................................. radio Indicates that an Air- Ground communication service ids being
provided
2.2 Persons operating aeronautical radio stations must use the call-sign and, where there is
one, the correct suffix in response to the initial call from an aircraft and on any other occasion
that there is doubt. They must also ensure that they do not give the impression that they are
providing an air traffic control or flight information service unless they have been specifically
authorised to do so.
2.3 It is an offence to use a call-sign for a purpose other than that for which it has been notified.
3 Transmission of Messages
Radio frequencies assigned for use by aeronautical radio stations are shared between a
number of locations. It is necessary, therefore, to keep RTF transmissions as short as possible
4 Categories of Messages
4.1 Distress and urgency messages take priority over all other messages and may be
transmitted and received on any frequency.
4.2 The categories of other messages which are permitted on a frequency will depend on
the type of service being provided.
4.3 Flight safety messages take precedence over flight regularity messages and are the
main content on ATC, FIS and air ground frequencies.
Page 8
Contact Us
4.4 Certain flight safety messages may be transmitted on aircraft operating agency frequencies
and, when no other channel is available, aircraft operating agency messages may be handled
on frequencies allocated for air traffic control services provided they do not interfere with the
primary role of the service.
4.5 Public correspondence messages are not permitted on any of the VHF frequencies in the
aeronautical mobile service.
5 Documentation
5.1 International Radio Regulations require that all operators of radios utilising aeronautical
frequencies, except those used solely for company use for Operational Communications Control
(OPC), must be in possession of a qualification recognised by the relevant government.
5.2 For frequencies approved for use to provide an air ground service, the necessary
qualification is a Radio Operators Certificate of Competence (CA 1308). For offshore
operations, individuals must be in possession of an Offshore Radio Operators Certificate of
Competence (CA 2234).
5.3 In either case, the holder of the particular radio station licence, as issued by the Department
of Trade and Industry, is responsible for ensuring that all individuals using the radio are in
possession of the correct certificate (even when under training), and are competent in both the
operation of the equipment and local procedures.
5.4 When competence has been demonstrated, the radio station licensee must sign the
authorisation on the reverse of the operators’ certificate. When the radio operator is no longer
required to operate at the station, the licensee should cancel the authorisation on the operators’
certificate by signing and dating the expiry column of that radio station.
5.5 Radio operators should have access to Aeronautical Information Circulars where details of
new and changed procedures and requirements will be promulgated.
6 Radio Operators Certificate of Competence

6.1 Application for a certificate of competence should be made on form SRG 1413, and sent to
Air Traffic Services Standards Department, Safety Regulation Group, Civil Aviation Authority,
Aviation House, Gatwick Airport South, West Sussex, RH6 0YR.
6.2 The minimum age for the issue of a radio operator’s certificate of competence is 18 years
old.
6.3 A certificate will be issued if the applicant: a} holds a current CAA flight radiotelephony
operators licence; b) holds an air traffic controllers licence with a current certificate of
competence; c) holds a flight information service officer’s licence with a current validation; d)
holds an ATC certificate of competence issued to a member of HM Forces; OR e) passes a
written examination and RTF practical test associated with the air ground service.
Page 9
Contact Us
6.4 The UK CAA does not approve any training courses associated with the radio operators
certificate of competence.
6.5 A UK CAA medical certificate is not required for the holder of a radio operators certificate of
competence.
7 Offshore Certificate of Competence

7.1 Application for a certificate of competence should be made on form SRG 1413, and sent to
Air Traffic Services Standards Department, Safety Regulation Group, Civil Aviation Authority,
Aviation House, Gatwick Airport South, West Sussex, RH6 0YR.
7.2 The minimum age for the issue of an offshore radio operator s certificate of competence is
18 years old.
7.3 The UK CAA does not approve any training courses associated with the offshore radio
operator’s certificate of competence. 7.4 AUK CAA medical certificate is not required for the
holder of an offshore radio operator s certificate of competence.
Page 10
Contact Us
Chapter 3 Operational Control Communications

1 Introduction
1.1 An aeronautical radio station which is licensed and established for company operational
control communications (OPC) shall be used only for communication with company aircraft or
aircraft for which the company is the operating agency.
1.2 The aeronautical radio station may not be established or used unless it has been
licensed by Ofcom.
1.3 A radio operator's certificate of competence issued by the UK CM is not required in order
to use an OPC radio station.
2 Limitations
2.1 Personnel authorised to use an aircraft operating agency radio must not hold themselves
out as providing an air traffic service of any sort i.e. they must not make transmissions to aircraft
which could be construed in any way to be an air traffic control service, Flight Information
service or Air/Ground Communication service.
2.2 Flight safety messages shall be confined to messages originated by the agency which are
of immediate concern to an aircraft in flight or just about to depart. This may include
meteorological information.
3 Content of Transmissions The main bulk of transmissions between operating agencies and
their aircraft will comprise flight regularity messages i.e.:
(a) Messages regarding the operation or maintenance of facilities essential for the safety or
regularity of aircraft operation.
(b) Messages concerning the servicing of aircraft.
(c) 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
ARE NOT ADMISSIBLE IN THIS TYPE OF MESSAGE.
(d) Messages concerning non-routine landings to be made by the aircraft.
(e) Messages concerning aircraft parts and materials urgently required.
(f) Messages concerning changes in aircraft operating schedules.
Page 11
Contact Us
Chapter 4 Offshore Communication Service

1 Aeronautical radio stations located offshore on rigs, platforms and vessels provide an air-
ground service to helicopters operating in the vicinity.
2 Offshore Station Identification Offshore radio stations must identify themselves using
the call-sign specified by the CAA in the approval document.
3 Offshore Phraseology ( Knowledge of these responses will greatly aid candidates when
sitting the Practical Examination) Actual communications will follow a pattern dictated by the
individual circumstances. However, in the interests of conformity and to avoid
misunderstandings, a selection is given of the types of messages a helicopter pilot may pass,
their meaning where necessary and the response which should be made.
Helicopter Response Response
(Offshore station call-sign) (Aircraft call-sign)

Take the Flight Watch (You are requested to (Aircraft call-sign) (Offshore station callsign) I
maintain radio watch until watch is taken by have the Flight Watch
another station)
(Offshore station call-sign) (Aircraft call-sign) (Aircraft call-sign) (Offshore station callsign)
position … Roger
(Aircraft call-sign) (Offshore station callsign)
Weather (State the following information as
appropriate) Surface Wind (number) degrees
(number) knots, Visibility (distance) kilometres/
metres, Weather (rain, snow, showers, etc.),
(Offshore station call-sign) (Aircraft call-sign) Cloud few/scattered etc., (number) feet
Report your weather estimated, Ambient temperature (number),
Helideck temperature (number), (Name of
Area) QNH (pressure) (hectopascals), QFE
(pressure) (hectopascals), Pitch (number)
degrees: Roll (number) degrees: Heave
(number) metres.
(Aircraft callsign) (Offshore station callsign)
(Offshore station call-sign) (Aircraft call-sign) Wilco NDB frequency (number) kHz ident
(letters) (if required)
ETA is (time) Roger
Page 12
Contact Us
Helicopter Response Response

Offshore station call-sign) (Aircraft call-sign) (Aircraft call-sign) (Offshore station callsign)
Landing in (number) minutes Roger
overhead Roger
(Offshore station call-sign) (Aircraft call- (Aircraft call-sign) (Offshore station
sign) Beacon outbound (this indicates the callsign) Roger
pilot is using the NDB as a navigational aid
to take him from overhead to a point where
he can safely descend below cloud and
return under visual conditions to the
helideck)
(Offshore station call-sign) (Aircraft call-sign) (Aircraft call-sign) (Offshore station
Is the deck available for landing? callsign) Affirm Deck available (for landing)
or Deck obstructed, expect (number)
minutes delay, or Deck closed due to
(reason), expect (number) minutes delay;
Note: Transmission of 'for landing' is optional
Ready for departure Roger (or pass relevant information)
Departing Roger
Switch off the NDB Wilco
Radio contact with (ATS Unit), close down the Closing down Flight Watch
Flight Watch
Additionally the following are applicable to vessels:
(Vessel call-sign) (Aircraft call-sign) Report (Aircraft call-sign) (Vessel call-sign) Position
position (lat/long)
(Vessel call-sign) (Aircraft call-sign) Report (Aircraft call-sign) (Vessel call-sign) Course
course and speed and speed (number) degrees (number) knots
(Vessel call-sign) (Aircraft call-sign) Report (Aircraft call-sign) (Vessel call-sign) Relative
relative wind (Relative to the ship’s heading) wind Port/Starboard (number) degrees
(number) knots
(Vessel call-sign) (Aircraft call-sign) Maintain (Aircraft call-sign) (Vessel call-sign) Roger
course and speed
(Vessel call-sign) (Aircraft call-sign) Alter (Aircraft call-sign) (Vessel call-sign) Standby.
course Port/Starboard (number) degrees Course now (number) degrees
(Vessel call-sign) (Aircraft call-sign) Change (Aircraft call-sign) (Vessel call-sign) Standby.
speed to (number) knots Speed now (number) knots
Page 13
Contact Us
NOTE: 1 The phrase 'Deck available (for landing)' replaces the previously used phrase, 'Deck
is clear for landing', in order to avoid any possible confusion with a landing clearance that may
be issued by an Air Traffic Control unit. For operational purposes, the two terms should be
considered to have the same meaning.
NOTE: 2 The radio operator must be prepared to volunteer information which may affect
the safety of helicopter operations, e.g. caution the flare is out and venting gas or we are
shipping light/heavy spray across the deck. 4 Helideck Movement 4.1 Helicopter crews must
be provided with accurate information regarding the pitch, roll and heave of the helideck.
Reports on pitch and roll should include values, in degrees, about both axes of the true vertical
datum (i.e. relative to the true horizon) and be expressed in relation to the vessel's heading.
4.2 Pitch should be expressed in terms of up' and down' and roll should be expressed in
terms of left' and right'. Heave should be reported in a single figure, being the total heave
motion of the helideck rounded up to the nearest metre. Heave is taken to be the vertical
difference between the highest and lowest points of the helideck movement.
4.3 A standard radio message should be passed to the pilot containing the information on the
helideck movement in an unambiguous format. Should the crew require other motion
information or amplification of the standard message, they will request it.
4.4 An example of the standard message would be: (Pitch, roll and heave). Pitch two
degrees up, two degrees down; Roll one degree left and two degrees right; Heave two
metres.
Page 14
Contact Us
Chapter 5 Distress and Urgency Procedures
1 Introduction
1.1 Distress and urgency 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.
1.2 The word 'MAYDAY spoken at the start identifies a distress message, and the words
'PAN PAN spoken at the start identify urgency message.
1.3 Distress messages have priority over all other transmissions, and urgency messages ~"
have priority over all transmissions except distress messages.
1.4 A distress or urgency call will normally be made on the frequency in use at the time.
Distress communications should be continued on this frequency unless 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. This is not intended
to prevent the use of any other communications frequency if considered necessary or desirable,
including the maritime mobile service RTF calling frequencies.
1.5 If the ground station called by the aircraft in distress or urgency does not reply, then any
other ground station or aircraft may reply and give whatever assistance possible.
1.6 A station replying (or originating a reply) to an aircraft in distress or urgency should provide
only such advice and information as is necessary to assist the pilot. Superfluous transmissions
may be distracting at a time when the pilot already has his hands full.
1.7 Aeronautical stations must refrain from further use of a frequency on which distress or
urgency messages are heard, unless directly involved in rendering of assistance or until the
emergency messages have ceased.
1.8 When a distress message which apparently receives no acknowledgement has been
intercepted by an aircraft, the aircraft intercepting the message will, if time and circumstances
seem appropriate, acknowledge the message and then broadcast it.
Page 15
Contact Us
2 Distress Messages
2.1 A distress message transmitted by an aircraft should contain the following elements
, in the order shown: 'MAYDAY’, preferably spoken three times.
(a) Name of the station addressed.
(b) Call-sign and type of the aircraft.
(c) Nature of the distress condition.
(d) Intention of the person in command.
(e) Position, level and heading of the aircraft.
(f) As much other information as time permits, for example, souls on board.
2.2 The station addressed will normally be that station communicating with the aircraft. It must
acknowledge the distress message; take control of communications or specifically and clearly
transfer that responsibility to another agency.
2.3 Imposition of Silence

An aircraft in distress or a station in control of distress communications may impose silence,
either on all aircraft on the frequency or on any station which interferes with the distress traffic.
Aircraft or stations so instructed will maintain radio silence until advised that the distress
communications have ended. The message to be used is shown in paragraph 4.
2.4 Action by Other Stations

Distress communications have absolute priority over all other communications and a station
aware of them must not transmit on the frequency concerned unless:
(a) The distress is cancelled or the distress communications terminated.
(b) All distress communications have been transferred to other frequencies.
(c) The station controlling communications gives permission.
(d) It has itself to render assistance.
2.5 Termination of Distress and Silence

When an aircraft is no longer in distress it will transmit a message cancelling the distress
condition. When the ground station controlling the distress communications is aware that the
aircraft is no longer in distress it will terminate the distress communication and silence condition.
3 Urgency Messages
3.1 An urgency message transmitted by an aircraft will normally comprise of: 'PAN PAN
preferably spoken three times.
(a) The name of the station addressed.
(b) Call sign and type of the aircraft.
(c) The nature of the urgency condition.
(d) The intention of the person in command.
(e) Position, level and heading of the aircraft.
(f) As much other useful information as time permits.
Page 16
Contact Us
3.2 The station addressed must acknowledge the urgency message and take control of
communications or, specifically and clearly, transfer that responsibility to another agency.
3.3 Urgency messages have priority over all communications except distress and all' stations
must take care not to interfere with the transmission of urgency traffic.
4 RTF Phraseology Distress and Urgency
Phraseology
(Aircraft call-sign e.g. G- ABCD),
Acknowledgement of Distress (aeronautical radio call-sign e.g. Survivex
Radio) Roger, Mayday.
All stations (or aircraft call sign)
Imposition of silence in a Distress situation (aeronautical radio call sign) stop
transmitting, Mayday.
All stations (aeronautical radio call sign).
Cancellation of distress
Distress traffic ended.
All stations (aeronautical radio call sign).
Cancellation of Urgency
Urgency traffic ended.
5 The VHF Emergency Service

5.1 Within the United Kingdom there are Distress and Diversion (D & D) Cells at the London
and Scottish Area Control Centres (LATCC & Sac). These are assisted by suitably equipped
civil and military ATS units in the provision of an emergency service on the VHF international
Aeronautical Emergency Frequency, 121.5 MHz. The service is continuously available to pilots
in distress or in urgent need of assistance, and to those who experience difficulties, which could
lead to a state of emergency.
5.2 The D & D Cells provide an emergency aid and fixer service and, in respect of the latter,
they rely on information obtained by telephone from VDF stations operating on 121.5 MHz. The
accuracy of VDF bearings and hence the quality of fixes depends on unobstructed line of sight
between the aircraft and the VDF stations. Consequently, the service is limited below 3000 feet
amsl and, under such circumstances, the ability to assist a pilot who is unsure of his position will
depend on the amount and accuracy of the information which can be given to the Emergency
Controller regarding routeing and observed land marks.
Page 17
Contact Us
5.3 Additional information is published in the UK AlP, GEN section.
Examples of distress and urgency communications:
DISTRESS: URGENCY:
MAYDAY, MAYDAY, MAYDAY Pan Pan, Pan Pan, Pan Pa
Ground station call sign Ground station call sign
Aircraft call sign Aircraft call sign
Aircraft type Aircraft type
Nature of Distress Nature of Urgency
Action to be taken Action to be taken
Position , Level , Heading Position , Level , Heading
Useful information Useful information
Over Over
Response from the Ground station: Response from the Ground station:
Aircraft call sign, Ground station call sign Aircraft call sign, Ground station call sign
Roger Mayday Roger Pan Pan
Break Break Break Break
All Stations, Ground station call sign All Stations, Ground station call sign
Stop transmitting Mayday Stop transmitting Pan Pan
Transmission to lift radio silence: Transmission to lift radio silence:

All stations, Ground station call sign All stations, Ground station call sign
Distress traffic ended Urgency traffic ended
Examination Details
1 Examination Arrangements
1.1 Candidates may enter the examination leading to the issue of either an Aeronautical Radio
Station Operator's Certificate of Competence or an Offshore Aeronautical Radio Station
Operator's Certificate of Competence. The practical communications test and written paper
leading to the issue of a radio operator's certificate of competence must, at all times, be
conducted by an examiner approved by the CM. Details of approved examiners can be found
on the CAA website (www.caa.co.uk) or by contacting the CAA A TS Standards Department
(telephone 01293 573355 or e- mail ats.licensing@srg.caa.co.uk).
1.2 Applicants should make their own arrangements with the approved examiner. It is
recommended that providers of courses preparing candidates for the practical and written
examinations should make arrangements with approved examiners in good time to ensure that
they will be available to conduct the examinations.
Page 18
Contact Us
1.3 The written test takes the form of a test paper of approximately 25 questions to which the
candidate provides a written answer. The time allowed for the written paper is one hour and the
pass mark is 75%.
1.4 The practical test takes the form of simulated exchanges of communication between the
candidate acting as an AGCS radio station operator at an aerodrome or an OCS radio station
operator at an offshore installation and the examiner acting as aircraft stations (and other
agencies). The test is normally split into a number of sections in which various scenarios are
simulated. The result of the test is PASS or FAIL.
1.5 The written and practical examinations will be conducted in the English language. The use
of reference material such as notes, dictionaries and translators is not permitted during either of
the examinations.
1.6 The written and practical examinations are designed to test candidates’ knowledge and
understanding of the appropriate contents of CAP 452 Aeronautical Radio Station Operator's
Guide and CAP 413 Radiotelephony Manual only. 1.7 Unsatisfactory conduct during the
examination may result in the candidate being disqualified.
1.8 Applicants who are claiming exemption from the written and/or practical tests should submit
details of their licence to the CM ATS Standards Department. Holders of military certificates of
competence should submit a copy of the complete certificate to the CM ATS Standards
Department.
2 Examination Failures: Resit Arrangements
2.1 Candidates must pass both the written and practical examination for the issue of a radio
operator's Certificate of Competence. A re-sit examination may be taken if the candidate fails
the written examination, practical test, or both.
2.2 In order to allow for additional training or instruction and, subject to examiner availability, at
least three days should elapse before a candidate retakes the written or practical test. However,
in exceptional circumstances and at the discretion of the approved examiner, candidates may
be allowed to resit the examinations within this period.
2.3 Failure in six sittings will result in a one year exclusion from the examinations leading to the
issue of a radio operator's certificate of competence. A sitting is any attempt at the written
examination and practical test, either taken together or singly, depending on the individual
circumstances.
Page 19
Contact Us
Abbreviations
AAIB Air Accident Investigation Branch

AAL Above Aerodrome Level
ACC Area Control Centre
AFTN Aeronautical Fixed Telecommunications Network
A/G Air-ground Communications
AGL Above Ground Level
AIS Aeronautical Information Service
AMSL Above Mean Sea Level
ARCC Aeronautical Rescue Co-ordination Centre
ATA Actual Time of Arrival
ATC Air Traffic Control
ATD Actual Time of Departure
ATS Air Traffic Service
ATSU Air Traffic Service Unit
CAA Civil Aviation Authority
C/S Call-sign
D/F Direction Finding
EAT Expected Approach Time
ETA Estimated Time of Arrival
ETD Estimated Time of Departure
FIR Flight Information Region
FIS Flight Information Service
FL Flight Level
ICAO International Civil Aviation Organisation
IFR Instrument Flight Rules
IMC Instrument Meteorological Conditions
MOR Mandatory Occurrence Report
MRCC Maritime Rescue Co-ordination Centre
NATS National Air Traffic Services
NDB Non-Directional Beacon
OPC Operational Control Communications
RTF Radiotelephone
SAR Search and Rescue
UTC Co-ordinated Universal Time
VDF VHF Direction Finding
VFR Visual Flight Rules
VHF Very High Frequency
VMC Visual Meteorological Conditions
Page 20
Contact Us
Glossary of Aeronautical Terms

This list is limited to terms which have a specific meaning in Civil Aviation. Terms annotated (A)
are defined fully in The Air Navigation Order. Those annotated (ICAO) have been taken from
ICAO documents and those annotated (8) have a different interpretation to ICAO. Those which
have not been annotated are terms which are frequently used which it is considered require
clarification or explanation.
NOTE: Definitions marked with * are not required for the offshore certificate of competence
written examination and those marked ** are not required for the air ground examination.
AERODROME Any area of land or water designed, equipped, set apart or commonly used for
affording facilities for the landing and departure of aircraft. (A)
AERODROME ELEVATION The elevation of the highest point of the landing area. (ICAO)
AERODROME TRAFFIC ZONE Airspace of defined dimensions established around an
aerodrome for the protection of aerodrome traffic. (ICAO)
AERONAUTICAL RADIO STATION A radio station on the surface which transmits or receives
signals for the purpose of assisting aircraft. (A)
AIR-GROUND COMMUNICATIONS Two way communications between aircraft and stations or
locations on the surface of the earth. (ICAO)
AIR TRAFFIC All aircraft in flight or operating on the manoeuvring areas of aerodromes.
(lCAO) AIR TRAFFIC CONTROL CLEARANCE Authorisation for an aircraft to proceed under
conditions specified by an air traffic control unit. (lCAO)
AIRWAY A control area or part of a control area established in the form of a corridor. (lCAO)
ALTERNATE AERODROME An aerodrome specified in the flight plan to which a flight may
proceed when it becomes inadvisable to land at the aerodrome of intended landing. (ICAO)
ALTITUDE The vertical distance of a level, a point or object considered as a point, measured
from mean sea level. (lCAO)
APRON The part of an aerodrome provided for the stationing of aircraft for the embarkation
and disembarkation of passengers, loading and unloading of cargo, refuelling and for parking.
(8)
AREA CONTROL CENTRE: A unit established to provide air traffic control services to
controlled flights in control areas under its jurisdiction. (lCAOl
*CLEARWAY: A rectangular area of land at the end of the take-off run available, selected or
prepared as a suitable area over which an aircraft may make a part of its initial climb to a
specified height. (ICAO)
CLOUD CEILING: In relation to an aerodrome, means the vertical distance from the elevation
of the aerodrome to the lowest part of any cloud visible from the aerodrome which is sufficient to
obscure more than one half of the sky so visible. (A)
CONTROLLED AIRSPACE: An airspace of defined dimensions within which air traffic contrl
service is provided in accordance with the airspace classification. (ICAO).
CONTROL AREA: A controlled airspace extending upwards from a specified limit above the
surface of the earth. (ICAO).
CONTROL ZONE : A controlled airspace extending upwards from the surface of the earth to a
specified upper limit. (ICAO)
CRUISING LEVEL: A level maintained during a significant portion of a flight. (ICAO)
Page 21
Contact Us
ELEVATION: The vertical distance of a point or level on, or affixed to the surface of the earth,
measured from mean sea level. (ICAO)
ESTIMATED TIME OF ARRIVAL: The time at which the pilot estimates that the aircraft will be
over a specified location.
FLIGHT INFORMATION SERVICE: A service provided for the purpose of giving advice and
information useful for the safe and efficient conduct of flights. (ICAO)
FLIGHT LEVEL: A surface of constant atmospheric pressure, which is related to a specific
pressure datum, 1013.2 hPa, and is separated from other such surfaces by specific pressure
intervals. (ICAO)
FLIGHT PLAN: Specified information provided to air traffic services units relative to an intended
flight or portion of a flight of an aircraft. (ICAO)
HEIGHT: The vertical distance of a level, a point, or an object considered as a point measured
from a specified datum. (ICAO)
HOVER: A manoeuvre where the helicopter holds position whilst airborne in ground
effect waiting to proceed.
INSTRUMENT METEOROLOGICAL CONDITIONS: Meteorological conditions expressed in the

terms visibility, horizontal and vertical distance from cloud, less than the minima specified for
visual meteorological conditions. (A)
KNOWN TRAFFIC: Traffic, the current flight details and intentions of which are known to the
radio operator concerned through direct communication or co-ordination.
LEVEL : A generic term relating to the vertical position of an aircraft in flight and
meaning variously height, altitude or flight level. (ICAO)
LIFT: A manoeuvre where the helicopter gets airborne and enters the hover.
LOCATION INDICATOR: A four letter code group formulated in accordance with rules
prescribed by ICAO and assigned to the location of an aeronautical fixed station. (ICAO)
MANOEUVRING AREA: That part of an aerodrome provided for the take off and landing of
aircraft and for the movement of aircraft on the surface. excluding the apron and any part of the
aerodrome provided for the maintenance of aircraft. (A)
NIGHT: The time between half an hour after sunset and half an hour before sunrise,
sunset and sunrise being determined at surface level. (B)
**OFFSHORE INSTALLATION: A structure that, will be or has been, used while standing in
relevant waters, or on the foreshore, for the exploitation of mineral resources by means of a
well; for the storage of gas; for the conveyance of things by means of a pipe or for the provision
of accommodation for persons who work Ion or from a similar structure.
OPERATIONAL CONTROL COMMUNICATIONS: Communications required for the exercise
of authority over the initiation, continuation, diversion or termination of a flight in the interest of
the safety of the aircraft and the regularity and efficiency of a flight. Note: Such
communications are normally required for the exchange of messages between aircraft and
aircraft operating agencies.
QUADRANTAL CRUISING LEVEL: Specified cruising levels determined in relation to
magnetic track within quadrants of the compass. (B)
Page 22
Contact Us
RADIAL: A magnetic bearing extending from VORNORTAC/TACAN. (8)

REPORTING POINT: A specified geographical location in relation to which the position of an
aircraft can be reported. (ICAO)
RESCUE CO-ORDINATION CENTRES: A unit responsible for promoting efficient organisation
of search and rescue service and for co-ordinating the conduct of search and rescue operations
within a search and rescue region. (ICAO)
*RUNWAY: A defined rectangular area on a land aerodrome prepared for the landing and take-
off of aircraft. (ICAO)
*SIGNAL AREA: An area of an aerodrome used for the display of ground signals. (ICAO)
TAXIWAY HOLDING POSITION: A designated position at which taxiing aircraft and vehicles
may be required to hold in order to provide adequate clearance from a runway or another
taxiway.
(a) Runway Taxi Holding Position: A Taxi Holding Position intended to protect a runway.
(b) Intermediate Taxi Holding Position: A Taxi Holding Position intended to protect a priority
route.
*THRESHOLD: The beginning of that portion of the runway usable for landing. (CAO)
TOUCHDOWN: The term describes an aircraft of helicopter coming into contact with the
surface in accordance with normal operations.
VISIBILITY: The ability, as determined by atmospheric conditions and expressed in units of
distance, to see and identify prominent unlighted objects by day and prominent lighted objects
by night.
(a) Flight Visibility: The visibility forward from the flight deck of an aircraft in flight. (ICAO)
(b) Ground Visibility: The horizontal visibility at f'\ ground level. (B)
VISUAL METEOROLOGICAL CONDITIONS: Meteorological conditions expressed in terms
of visibility, horizontal and vertical distance from cloud equal to or better than specified minima.
Page 23
Contact Us
Units of Measurement
The units of measurement to be used in connection with aircraft are:
Measurement of Units
Nautical miles and tenths but spoken as
Distances used in navigation
miles
Altitude, elevation and heights Feet
Relatively short distances (e.g. runway
lengths, distances of obstructions from Metres
runway)
Depths of snow or slush Centimetres or millimetres
Horizontal speed including wind speed Knots
Wind direction (for landing or take-off) Degrees magnetic
Air temperature Degrees Celsius
Barometric pressure Hectopascals (hPa)
Visibility Metres / Kilometres
Cloud base Height in feet above aerodrome
Octas (eights) or few scattered, broken,
Cloud Cover
overcast
In relation to non-static, offshore locations:
Roll Degrees from vertical (left and right)
Pitch Degrees from vertical (up and down)
Heave Metres
Yaw Degrees
Heading Degrees magnetic
Sea state On scale 0 9
The standard international unit or barometric pressure is the hectopascal, the numerical value of
which is identical to that of the millibar (i.e. 1013.2 hectopascals equals 1013.2 millibars). The
UK will continue to use the millibar for the foreseeable future.
Pressure Settings
A pilot normally assesses the height of his aircraft above obstacles by using an accurately set
altimeter. It is imperative therefore that he is given the correct pressure setting and the read
back from the pilot is checked as correct.
Pressure settings may be expressed as QFE, QNH or QNE;
QFE: Refers to the atmospheric pressure at aerodrome elevation (QFE aerodrome),
runway threshold (QFE threshold) or helideck (QFE helideck).
QNH: Refers to the barometric pressure at mean sea level at the aerodrome, i.e. an
altimeter on the ground or helideck with subscale set to the QNH would indicate height
above mean sea level.
QNE: Altitude indicated on the ground (or helideck) with subscale set to 1013.2 hectopascals.
Page 24
Contact Us
Oil Pollution Reporting
Pilots sighting substantial patches of oil are requested to make reports by RTF to the ATSU with
whom they are in communication or the appropriate FIS in order that action can be taken.
The RTF reports should contain the following:
'OIL POLLUTION REPORT' or 'POLLUTION REPORT'

Time and date (if required) pollution was observed and identify of reporting aircraft.
Position and extent of pollution
Tide, windspeed and direction
Weather conditions and Sea state
Characteristics of pollution
Name and nationality or description, including any distinctive markings, of any vessel seen
discharging oil or other harmful substances; also estimated course and speed of vessel and if
pollution is observed ahead of the discharging ship and the estimated length of pollution in her
wake
Identity of any other vessels in the immediate vicinity
Whether photographs taken.
Page 25
Contact Us

CAA ROCC Course Notes

Uploaded by

Document Information

Original Description:

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

CAA ROCC Course Notes

Uploaded by

Copyright:

Available Formats

CAA Offshore Radio Operators

Delegates Course Notes

3 Clarity and Readability In this document the following protocol is used:

CHAPTER 1 COMMUNICATIONS TECHNIQUE

3 Word Spelling Alphabet

X X Ray (ECKS RAY), Y Yankee (YANG KEY), Z Zulu (ZOO LOO)

0:ZERO,1:WUN, 2:TOO, 3:TREE, 4:FOWER, 5:FIFE, 6:SIX, 7:SEVEN, 8:AIT, 9:NINER

6 Standard Speech Abbreviations

* Not normally used in VHF Communications

Full Call-sign Abbreviation Full Call-sign Abbreviation

(a) Aircraft call: Survivex Alpha Radio , G-BAOX over.

(a) the words 'over, 'roger, 'out may be omitted;

12 Acknowledgement and Read-Back of Messages

Chapter 2 Aeronautical Radio Stations

6 Radio Operators Certificate of Competence

7 Offshore Certificate of Competence

Chapter 3 Operational Control Communications

Chapter 4 Offshore Communication Service

Helicopter Response Response

(Offshore station call-sign) (Aircraft call-sign)

Helicopter Response Response

Chapter 5 Distress and Urgency Procedures

2.3 Imposition of Silence

2.4 Action by Other Stations

2.5 Termination of Distress and Silence

4 RTF Phraseology Distress and Urgency

5 The VHF Emergency Service

5.3 Additional information is published in the UK AlP, GEN section.

Examples of distress and urgency communications:

Transmission to lift radio silence: Transmission to lift radio silence:

2 Examination Failures: Resit Arrangements

AAIB Air Accident Investigation Branch

Glossary of Aeronautical Terms

INSTRUMENT METEOROLOGICAL CONDITIONS: Meteorological conditions expressed in the

RADIAL: A magnetic bearing extending from VORNORTAC/TACAN. (8)

Oil Pollution Reporting

'OIL POLLUTION REPORT' or 'POLLUTION REPORT'

You might also like