CHIMES AVIATION AVADEMY 2

1.1 3 BASIC RULES OF RADIO TELEPHONY:

1. Clarity: Transmit with clear tone and using proper phonetic pronunciations &
avoid using slang,

2. Brevity: A transmission should not be longer than 30 seconds. To avoid a long

transmission, use proper RT terminology. Transmit facts rather than
grammar,

3. Timely: Report your present position within two (2) minutes for VFR and one (1)
minute for IFR. All clearances are to be complied with within 1 minute.

1.2 RADIO TRANSMISSION STRUCTURE:

Radio calls by the ATC are divided into three (3) different parts:
• Clearances
• Instructions
• Information

CLEARANCE: All clearances must be read back. A clearance is usually prefixed with the
word “Cleared”

ENROUTE, DEPARTURES / ARRIVALS:

• Visual or Radio Aid Fixes,

• Altitude,
• Heading,
• Directions Left / Right
• Numerical Sequence (e.g.: Taxying No. 2)

TAKEOFF / APPROACH:

• Takeoff,
• Landing,
• Go-Around,
• Instrument Approach Clearance

INSTRUCTIONS: There are two (2) types: a) To be read back

b) Just to be acknowledged.

a) READ BACK INSTRUCTIONS: - A non routine / abnormal instruction.

b) ACKNOWLEDGEMENT: e.g.: Roger, Call sign or Wilco

- An understood routine / normal instruction or procedure

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INFORMATION: There are two (2) types: a) Mandatory read back

b) Acknowledgement

a) MANDATORY READ BACK: - Runway in use,

- QNH
- Radio Frequencies including the transponder.

b) ACKNOWLEDGEMENT: e.g.: Call sign, Copied or Roger

- Traffic information,
- Weather information,
- Runway surface condition.

1.3 REGULARLY USED PHRASEOLOGY AND TERMS:

Commonly used terms and their meanings are:

Affirm: Yes or Correct

Break: "I hereby indicate separation between portions of the message" - Normally used
when there is no clear distinction between portions of the message.

Break Break: "I hereby indicate separation between messages transmitted to different aircraft in a
very busy environment.

Note: Your finger is not removed from the transmit button.

Correction: "An error has been made in this transmission and the correct version is …"

Negative: No

Roger: "I have received all you last transmission" – This term is not to be used in reply to a
question requiring a read-back or a direct answer to a yes or no.

Standby: "Wait and I will call you" This means that the other person is to wait until you are
ready to call them. This call normally need not be acknowledged.

Wilco: "I understand your message and will comply with it" This reply is given to routine
instructions. It is not at anytime to be used to acknowledge a clearance.

Say again: "I did not understand or receive all of your last transmission, please say again"
If you received the majority of the message but missed for example the QNH, then
read back what you have received and append "Say again QNH"

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1.4 REPORTING CORRECT NUMBER PHRASEOLOGY:

To ensure no misunderstanding or ambiguity when reporting numbers the following pronunciation

of numbers is to be used.

Phonetic Alphabet/Morse Code

Phonic
Character Morse Code Telephony
(Pronunciation)
A ·y Alfa (AL-FAH)
B y··· Bravo (BRAH-VOH)
C y·y· Charlie (CHAR-LEE) or
(SHAR-LEE)
D y·· Delta (DELL-TAH)
E · Echo (ECK-OH)
F ··y· Foxtrot (FOKS-TROT)
G yy· Golf (GOLF)
H ···· Hotel (HOH-TEL)
I ·· India (IN-DEE-AH)
J ·yyy Juliett (JEW-LEE-ETT)
K y·y Kilo (KEY-LOH)
L ·y·· Lima (LEE-MAH)
M yy Mike (MIKE)
N y· November (NO-VEM-BER)
O yyy Oscar (OSS-CAH)
P ·yy· Papa (PAH-PAH)
Q yy·y Quebec (KEH-BECK)
R ·y· Romeo (ROW-ME-OH)
S ··· Sierra (SEE-AIR-RAH)
T y Tango (TANG-GO)
U ··y Uniform (YOU-NEE-FORM) or
(OO-NEE-FORM)
V ···y Victor (VIK-TAH)
W ·yy Whiskey (WISS-KEY)
X y··y Xray (ECKS-RAY)
Y y·yy Yankee (YANG-KEY)
Z yy·· Zulu (ZOO-LOO)
1 ·yyyy One (WUN)
2 ··yyy Two (TOO)
3 ···yy Three (TREE)
4 ····y Four (FOW-ER)
5 ····· Five (FIFE)
6 y···· Six (SIX)
7 yy··· Seven (SEV-EN)
8 yyy·· Eight (AIT)
9 yyyy· Nine (NIN-ER)
0 yyyyy Zero (ZEE-RO)

NOTE: y Stands for - (Dash)

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1.5 REPORTING OF ALTITUDE:

Altitude reporting is to be made in whole thousands and hundreds of feet. The word feet is always
to be said. The only exception is if you are flying as per the Flight Level system

Eg: 1500' = "Wun tousand, fife hundred feet."

3000' = "Tree tousand feet."

500' = "Fife hundred feet."

FL290 = "Flight level two niner zero."

FL300 = “Flight level tree hundred”

1.6 REPORTING RADIO FREQUENCIES:

When reporting the decimal point in a radio frequency, the word decimal is to be used and
is spoken as "day see mal".

1.7 REPORTING DME DISTANCE:

When reporting distance using the DME always round the distance displayed to the nearest
whole number / mile depending on if you are tracking to or from the station.
Note: You can either report the numerical distance as DME or miles.

ATC: VAD, Report distance from touchdown/ Report distance (From any point)

Aircraft: 5 miles or 5 DME, VAD

1.8 ALTITUDE CHANGES:

When you are in controlled airspace, separation from other traffic is being provided by
ATC. If you want to climb or descend to another altitude, then an ATC clearance is required. What
this means is that you have to ask for a climb / descent clearance. E.g.:

Aircraft: VAD, request climb 2000 feet

ATC: VAD, Cleared 2000 feet

Aircraft: Cleared 2000 feet, VAD

If it appears that you will enter cloud by maintaining you present altitude, then your call is:

Aircraft: VAD, unable to maintain VMC, request descent 2000 feet due cloud.

ATC: VAD, Cleared descent 2000 feet

Aircraft: Cleared 2000 feet, VAD

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When you are in uncontrolled airspace (G), no separation control is being provided by ATC
but known traffic information is provided at the pilot’s request. ATC will advise you of known
traffic but cannot clear you to maintain a specific altitude. When in Class G airspace at any
altitude, no clearance is required to change altitude but an advisory to ATC requesting traffic
information is required.

Aircraft: VAD, climbing 3000 feet, request traffic information.

ATC: No reported traffic at 3000 feet.

NOTE:

It is still the pilot’s responsibility to ensure separation

from traffic at all times.

However, when approaching controlled airspace, ATC may clear you to an altitude in
preparation for entering their airspace. Again, if you are unable to comply due to cloud or
visibility, then ask for an alternative altitude.

1.9 INITIAL CONTACT:

When you are in Class G airspace, initial contact with ATC is always to be made before
transmitting your message. This is especially applicable to navigation position reports because on
occasion you will transmit a long and involved message and ATC may not hear you and all you
have done is jam the frequency. For this reason it is important to establish two-way contact first
and then transmit your message.

When you are in controlled airspace, there is no need to get into initial contact after making
the first contact. There is also no need to preface your message with the name of the ATC unit for
every call.

NOTE:

Whenever you contact an ATC unit for the first time

whether in controlled or uncontrolled airspace there is a
requirement to report what frequency you are transmitting
on.

1.10 SALUTATIONS:

The use of salutations with ATC on first contact while being polite can in some instances
of heavy ATC workload become an unnecessary burden. It is therefore recommended by CAA and
ATC that salutations be avoided during the use of the RT.

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1.11 TIME CHECK:

Pilots can ask for a time check from ATC. The number will be given as a 2 figure group.
Aircraft are to reply with their call sign.

Aircraft: VAD, Request Time Check

ATC: Time 42

Aircraft: VAD

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CHAPTER II:
GROUND OPERATIONS

This section guides you through the ‘Request Taxy’ call from dispersal to the holding point
and then onto the active runway / taxiway / backtrack for line-up.
At some airports, so as to co-ordinate with ground traffic and arrivals especially at peak
times a Start Up call is required. This is especially so at Bhopal and Jabalpur etc. A Start Up call is
not normally required at Dhana.

Certain aerodromes provide an ATIS (Automatic Terminal Information Service) on a

selected "receive only" frequency giving a report of the current weather and any manoeuvring area
hazards. If this service is available, you are required to tune in to that frequency and make a note of
the aerodrome information and the identifier code which will be used later. There is no ATIS
provided at Dhana. When returning to Dhana, aerodrome weather can be obtained by requesting
current landing conditions on Dhana Tower 122.6.

2.1 PRIOR TO TAXY:

The first RT call required is to establish 2 way communications with Dhana Tower on
Comm. Radio 2.

Aircraft: Dhana Tower, VT-CAD Radio check

ATC: VT-CAD Readability 5

Aircraft: Readability 5 VAD

Now that two-way communication has been established, you may proceed with you request for
you flight.

Aircraft: Dhana Tower, VAD Request Taxi for training area / circuit & landing, 2 POB,
endurance 0330

ATC: VAD Runway 35, cleared taxi to holding point A, QNH 1009

Aircraft Cleared holding point A, 1009, VAD

START CLEARANCE

At Dhana you are not required to ask for start clearance, but at airports controlled by AAI you are
required to ask for start clearance before starting aircraft. Refer para 6.7 of Chapter VI for details
of start clearance.

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2.2 CAA HOLDING POINT:

Once the chocks are waved-off and the brakes check completed, the aircraft is taxied to the
‘A’ holding point. At holding point ‘A’ change over to Comm. Radio 1.

The radio call at the Holding Point is to establish 2 way communications with Dhana
Tower on Comm. Radio 1 and to give ATC an indication of where you are on the airfield.

Aircraft: Dhana Tower, VAD holding point A

ATC: VAD call when ready

2.3 LINE UP:

With the ‘Before Take-off’ checks complete, you are ready for takeoff. Entering the active
runway for the purpose of takeoff is known as Line-up; Remember, you have only received
clearance as far as the holding point. To enter the active runway, you need a Line-Up clearance. To
takeoff you need a Takeoff Clearance.

Before calling ready, check for other aircraft on close base / finals, because you will be told
to hold until that aircraft has landed. It is better to wait for the landing aircraft to clear the runway
so you can get a direct line-up clearance without unnecessary waiting and radio work. The ready
call is:

Aircraft: Dhana tower VAD ready for line up

ATC: VAD, line up/ backtrack runway 35/17 and wait.

Aircraft: line up/ backtrack runway 35/17 VAD

If you are asked to hold, then the call is:

Aircraft: Dhana tower VAD, ready for line up

ATC: VAD, hold position.

Aircraft: Holding, VAD

REMEMBER, A LINE UP CLEARANCE IS NOT A TAKEOFF CLEARANCE.

NOTE:

If a problem has been found during the Before-takeoff

checks and you want to taxy back to dispersal then the call
is:

Aircraft: Dhana tower VAD, request enter runway 35 exit via B taxi back to Dispersal

ATC: VAD clear enter runway 35 and exit via B

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2.4 TAKEOFF:

Once ready for take off give the following call

Aircraft: DhanaTower VAD ready for departure.

ATC: VAD cleared take off runway 35. Winds 230° 10 kts. After take-off Turn………&
climb to ……. OR after take off proceed to training area call established.

ATC may give additional instructions regarding height and/or heading and/or reporting point. If
there are no restrictions ATC would simply say “VAD Cleared for take-off”

Aircraft: Cleared take-off 35. After take off turn…….. Climb …….. (Winds are not to be
acknowledged)VAD

If while taxying to line-up ATC gives you takeoff clearance and you are not ready to read
back the clearance, then your reply is:

Aircraft: Standby, VAD

When you are subsequently ready for the Takeoff Clearance, your call is:

Aircraft: Dhana tower Go-ahead with clearance, VAD.

On occasion ATC will clear you for takeoff without first issuing a Line-Up Clearance.

Aircraft: VAD, ready

ATC: VAD cleared takeoff 35

Aircraft: Cleared take Off runway35, VAD

This clearance allows you to line up on the runway and complete your checks and Take
Off.

Dual Only: ATC may in the interests of traffic flow ask if you can accept an immediate
take-off. In this case the line up and takeoff is similar to being cleared to takeoff with no prior line-
up clearance.

ATC: VAD, are you able to accept an immediate takeoff?

Aircraft: Affirm, VAD

ATC: VAD, cleared for immediate takeoff runway35

Aircraft: Cleared immediate take-off runway35,VAD

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CHAPTER III:
CIRCUIT DIAGRAM
CROSSWIND

500 Ft AGL, Turn

Crosswind Level-Off at 1000 Ft
AGL or 2700 Ft on
Altimeter D
O
W
C N
H W
E I
C N
U K D
S
P C
A H
W F E
200 Ft AGL, +ve ROC, Flaps UP in Stages
I T Full Power C
E K
N R S
D TAKE F
OFF l
a
p
s
Safely Airborne, Brakes ON OFF 10

IIIIIIIIII DOWNWIND CALL

17

I
I
D I L D
E I I O
A I V W
D I E N
I
W
S I S I
I I I N
D I D D
E I E
I
I
35
IIIIIIII
Vat 65 Kts

F
I 300 Ft AGL, Clearance to Land Obtained,
N Select Flaps 30 (Optional), Speed 65-70 Kts

A
L
S

FINALS CALL

Power 1600-1800 RPM

Speed 75 Kts
Flaps 20
BASE LEG

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3.0 CIRCUITS: This section guides you through the calls required when in the vicinity of the
circuit. Consider from the previous example that you have taken off and have established in the
circuit. Circuit Pattern is given above for a clear understanding of various positions where you are
required to make radio calls.

3.1 DOWNWIND:

Once you are established in the downwind position (heading in the opposite direction to
takeoff). The downwind call is made abeam (opposite) the threshold of the other runway. If you
have joined the circuit from either a standard or non-standard direction then that direction is to be
included only for the first circuit. Standard direction of circuit for Runway 35 is Right Hand & for
runway 17 is Left hand. Subsequent circuits in the standard direction need not report the direction.
Subsequent circuits in the non-standard direction need to continue reporting the direction.

Aircraft: VAD, Downwind, Touch and Go / To Land. Or

Aircraft: VAD, Right downwind Runway 35, Touch and Go / To Land.

ATC: VAD, Call Finals Runway 35, Winds 230/10 Kts gusting to 15Kts

A touch and go, indicates that you wish to make a landing, and without stopping take-off
again. In this case ATC will make no reply. If the request is to Land, then you are indicating that
on this landing you will be stopping the aircraft and will be requesting to Taxy back to CAA or as
cleared. ATC will acknowledge your call as given above.
If you are abeam the control tower, when you make your downwind call, then prefix your
call with "Mid Downwind". If you are past the control tower, then you are late downwind.

Aircraft: VAD Mid-downwind/ Late-downwind, Touch and Go

On occasion, ATC may require you to extend downwind to facilitate an arriving / departing
aircraft. On these occasions, the call will be:

ATC: VAD, number 2 , follow the aircraft on Downwind / Base leg.

Aircraft: number 2, VAD

If you are unable to sight the traffic

Aircraft: Traffic not sighted VAD

ATC VAD traffic is on final

Aircraft Traffic sighted VAD.

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3.2 FINALS:

The finals call is made when you are established on finals with the aircraft nose pointing at
your aiming point. It is the RT call where you receive either your touch and go or landing
clearance or a go-around / continue approach clearance.

Aircraft: VAD, finals

ATC: VAD, cleared Touch and Go / To Land, Runway 35

Aircraft: Cleared touch and Go/cleared to land runway35, VAD

If there is another aircraft ahead of you in the sequence to use the runway, then the
clearance will be:

Aircraft: VAD, finals

ATC: VAD, continue approach

Aircraft: Continue Approach, VAD

Once the preceding aircraft has either taxied clear of the runway or has taken off again, you
will then receive your Touch and Go / Landing Clearance.

ATC: VAD, cleared Touch and Go / To Land

Aircraft: Cleared Touch and Go / To Land Runway 35, VAD

If no Touch and Go / Landing clearance is received before you get to 200 feet AGL,
then you MUST GO-AROUND.

The wind velocity is only given when you are on Downwind or at the pilot's request.
When a crosswind is suspected, the pilot can ask for a wind check at any stage. The call is:

Aircraft: Request wind check, VAD

ATC: VAD, 180° / 10 kts

Aircraft: VAD

Ask your instructor how to mentally calculate the crosswind to aid in determining what the
actual crosswind component is for the landing runway.

3.3 GO AROUND:

On occasion due to traffic congestion, ATC may not be able to give you a touch and go /
landing clearance and will require you to commence the go-around from base. In this case, Do Not
commence / continue the descent, but maintain / climb to circuit altitude and continue your go
around.

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If you are on finals, again ATC may require you to go-around. In each instance, the call will be:

ATC: VAD, go around

Aircraft: Going around, VAD

If the aircraft in front was doing Touch and Go, ATC might ask the aircraft to turn early

ATC: VAD make early right turn to join downwind

Aircraft Early right turn downwind VAD

If you have not received touch and go / landing clearance by 200 feet agl, then you are to
initiate the go-around.

If at any other time during the approach, you are not happy with the approach, then you can
also initiate the go-around.. The call being:

Aircraft: VAD Going around.

ATC: VAD

In all cases of executing a go-around, your first priority is to fly the aircraft. ATC will
acknowledge your call, with the understanding that you will continue in the normal circuit for
another landing. Under no circumstances are you to accept or initiate an orbit on base or
finals.

3.4 CIRCUIT MODIFICATIONS:

If during the climb-out you feel that you may be too close to the preceding aircraft, you can
ask to extend upwind so as to provide more spacing between you and the other aircraft. To ask for
this modification, the call is:

Aircraft: Extending upwind,( for separation), VAD

ATC: VAD, Approved.

During your training, you will have to demonstrate a flapless approach and a glide
approach. Flying a flapless approach requires a modification of the circuit, i.e. a lengthening of the
downwind leg; this can inconvenience other aircraft in the circuit. So as to keep these other aircraft
and ATC informed of what you are doing, make the following addition to the downwind call.

Aircraft: VAD, downwind, Flapless, Touch and Go.

ATC: VAD, Call Finals Runway 35, Winds 230/10 Kts gusting to 15Kts

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When planning to do a glide approach, again this requires a modification of the circuit by
shortening the downwind leg. In this case, you have to ensure that you do not cut the aircraft ahead
of you off. (Turn inside him) If unsure, continue with a normal approach. The call to keep ATC
and the other aircraft in the circuit informed of what you are doing is:

Aircraft: VAD, downwind, request Glide touch and go

ATC: VAD, Cleared Glide approach, Call Finals Runway 35, Winds 230/10 Kts
gusting to 15Kts

If due to traffic you cannot commence the glide approach and need to convert the approach
into a normal approach from the downwind position. The call is:

Aircraft: VAD resuming normal circuit.

3.5 EFATO:

The EFATO (Engine Failure After Take Off) is conducted during dual sorties only. The
instructor will normally begin this exercise at or below 700' AGL after a takeoff. Also when ATC
sees an aircraft suddenly descending after takeoff it would like to know if this is just an exercise.
The call is:

Aircraft: VAD, fan stop, will call climbing

ATC: VAD.

On conclusion of the exercise, and the aircraft is again climbing away normally, the RT call
to indicate that the exercise is complete is:

Aircraft: VAD, climbing.

ATC: VAD.

NOTE:
SOLO STUDENTS ARE NOT PERMITTED TO CARRY OUT
EFATO DRILL
The EFATO calls therefore will normally be made by the
instructor. Thereafter continue with the normal circuit,
making all necessary circuit RT calls as discussed above.

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3.6 PFL OVERHEAD:

A PFL (Practice Force Landing) can be conducted from overhead the airfield at 3700 Feet
or above. Refer to the SE SOP for aircraft positioning.

ATC will clear you to the Dead Side of the airfield at your requested altitude if possible
and ask you to report when you are either overhead or on the Dead Side before clearing you to
commence the PFL.

So as to ensure adequate time to finish the RT call, position the aircraft overhead, reduce
power and report that you are commencing. The overhead call is made when you are approaching
the runway. The call is:

Aircraft: VAD, overhead 3700 feet

ATC: VAD, cleared commence PFL Runway 35/17, no circuit traffic, report
commencing.

Aircraft: Cleared PFL, VAD

ATC will advise you how many other aircraft are in the circuit along with their position.
Only if there is traffic in the circuit do you need to reply with "Copy Traffic" If there is no traffic,
there is no need to reply as above. As you fly overhead and reduce power to commence, the call is:

Aircraft: VAD, commencing PFL.

ATC: VAD.
NOTE:

You are outside / above the circuit, which means the

aircraft already in the circuit have right of way. You have
to ensure that you are able to slot into the circuit traffic
without cutting another aircraft off. If unable to
commence the PFL due to traffic, advise ATC that you are
orbiting overhead the airfield. (Going round in circles /
practicing your medium turns). The call is:

Aircraft: VAD, holding overhead.

ATC: VAD, report commencing.

Aircraft: VAD

After commencing your PFL and at the downwind position you are mostly likely to be
above any circuit traffic that is why you add the word ‘High’ in your downwind call. The call to
inform ATC and other circuit traffic is:

Aircraft: VAD, downwind High runway 35, Touch and Go / To Land.

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3.7 CANCELLATION OF PFL:

If you are on your way back from the training area, or at any time before you reach the
overhead position and decide that you cannot continue with the PFL, then your call is:

Aircraft: VAD, cancelling PFL and request join ______ (to land / circuits)

ATC: VAD, cleared to descend ………. feet, join right downwind runway35, report
downwind.

Aircraft: Descending 2700 feet to join right downwind runway 35, VAD

Radio Guide March 2008