Communications

Communications
ATPL GROUNd TRAINING

Definitions Chapter 1
CHAPTER ONE
DEFINITIONS
Contents
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
TRANSMISSION OF LETTERS AND NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . 3
DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
SOME PRINCIPAL TERMS USED IN THE MANUAL . . . . . . . . . . . . . . . . . . . . . . . 6
ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
CATEGORIES OF MESSAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
VHF RANGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
APPENDIX 1A - ABBREVIATIONS USED IN AIS PUBLICATIONS . . . . . . . . . . . . . . . 13
1
Chapter 1 Definitions
2
INTRODUCTION
The standard for aeronautical operations was laid down by International Civil Aviation
Organization(ICAO) in its 1944 Chicago convention. Most of the standards for Communication
(equipment, standards and procedures) are laid down in Annex 10 Vol.2 to the convention.
The UK guidance to pilots is the CAA publication CAP 413 which you should have in your
possession.
The JAR-FCL Communications examination is divided into two half hour sections, VFR and
IFR. It is not possible to separate entirely VFR and IFR communications because much of the
detail is equally valid to both phases of flight. In the initial lessons we will concentrate on those
sections that can be placed solely on the VFR section. Please note that what you learn in the VFR
section may be tested again by similar (if not identical) questions in the IFR exam.
Note: The JAR-FCL standard for the exam is ICAO. Most of CAP 413 is valid for the exam but it
differs especially in the use of R/T for take-off and for altitude instructions. These notes are based only
on ICAO.
TRANSMISSION OF LETTERS AND NUMBERS
In some circumstances it could be difficult to hear clearly what is said over the radio. Perhaps
the aircraft is noisy, or the reception poor, or there may be words that sound similar and could
be confused. For example, the letter ‘A’ could be confused with the number ‘8’, or the letter ‘C
(see) which sounds like ‘D’(dee) or ‘V’(vee). To help overcome these problems a standard way
of saying letters, spellings, numbers and so on has been devised. You must know these.
Letters
The standard alphabet has a phonetic pronunciation for each letter. The sound should be the
same whatever the speaker’s natural language! A word should be spelt whenever its meaning
is not clear technically or when using proper names, service abbreviations and words of which
the spelling is doubtful. The phonetic alphabet is shown in below.
A Alpha Al FAH B Bravo BRAH VOH

C Charlie CHAR LEE D Delta DELL TAH
E Echo ECK OH F Foxtrot FOKS TROT
G Golf GOLF H Hotel HOH TELL
I India IN DEE AH J Juliet JEW LEE ETT
K Kilo KEY LOH L Lima LEE MAH
M Mike MIKE N November NO VEM BER
O Oscar OSS CAR P Papa PAH PAH
Q Quebec KEE BECK R Romeo ROW ME OH
S Sierra SEE AIR RAH T Tango TANG GO
U Uniform YOU NEE FORM V Victor VIK TAH
W Whiskey WISS KEY X X-Ray ECKS RAY
Y Yankee YANG KEY Z Zulu ZOO LOO
3
Numbers
Similarly numbers must also be said precisely especially when discussing height, altitudes
or flight levels. Any confusion could easily be deadly! See below for the pronunciation of
numbers:
0 ZERO
1 WUN
2 TOO
3 TREE
4 FOW-ER
5 FIFE
6 SIX
7 SEVEN
8 AIT
9 NIN-ER
DECIMAL: DAY-SEE-MAL
HUNDRED: HUN-DRED
THOUSAND: TOU-SAND
Combinations
When transmitting messages containing call signs, altimeter settings, flight levels, altitudes,
wind velocity, frequencies etc. etc. each letter and digit is pronounced. Shown below is an
example of a message with a combination of letters and numbers.
4
Exceptions
Numbers used to describe Altitude, Height, Visibility, and Runway Visual Range (RVR) which
contain whole HUNDREDS or THOUSANDS use “Hundred” and “Thousand”, otherwise
single digits e.g. Squawk 6500 - “Squawk six fife zero zero”.
10 WUN ZERO
100 WUN HUNDRED
2500 TOO TOUSAND FIFE HUNDRED
11,000 WUN WUN TOUSAND
25,000 TWO FIFE TOUSAND
Courtesy of Airbus Industrie

Courtesy of Airbus Industrie
Figure 1.5
VHF Frequencies and Channel Spacing
The bandwidth allocated to VHF frequencies is at present, for the most part, 25 KHz; that is, the
spacing between one channel and another. However, in many busy types of airspace, designated
by the authorities, the spacing between channels has been reduced to 8.33 KHz (one third of 25
KHz) thus creating many more channels.
Channels which are spaced by 25 KHz require 5 digits, not more than 2 digits after the decimal
point, whereas channels spaced by 8.33 KHz require 6 digits, 3 digits after the decimal point.
However, ICAO has now set a standard that requires all 6 digits of communications frequencies
be passed in RTF instructions. This means that VHF channels will include 6 digits irrespective
of whether the channel is 25 KHz or 8.33 KHz spaced. The only exception to this is where the
final two digits are both zero, in which case only the first four digits need to be transmitted.
When using a 5 digit radio, (25 KHz spacing), only the first 5 digits of the given frequency need
be set on the radio.
5
DEFINITIONS
We have prepared a list of definitions which must be learned. Sadly there is no easy way to do
it. However, some definitions may not be obvious to you so the following additional notes may
help to clarify them.
Station
A station is simply a piece of equipment which is used to transmit or receive aeronautical
information. It could be a radio in an aircraft or on the ground, or even a network of teleprinters
or computers used by controllers, or operations departments.
Aeronautical Fixed Telecommunication Network

This is a network of fixed local based stations used to send information such as NOTAMS,
WEATHER, FLIGHT PLANS, DEPARTURE & ARRIVAL INFORMATION etc. Formerly this
was mostly teleprinter information but now it is increasingly a digital (computer) network
usually called AFTN.
Aeronautical Mobile Service

This is the service that you will use whenever you use your radio. It is all stations on the ground
or in the air involved in the day-to-day operations of the aircraft.
Blind Transmission
In this case one station is receiving no reply; it could be just his own receiver is not working. So
he transmits ‘blind’, hoping that Control can hear him.
ICAO DEFINITION. A transmission from one station to another in circumstances

where two- way communication cannot be established but where it is believed that the
called station is able to receive the transmission.
Read Back
Some important instructions or information must be readback to confirm or to check accuracy
of reception.
SOME PRINCIPAL TERMS USED IN THE MANUAL
Note: Definitions of other terms will be found in appropriate ICAO documents.
Aerodrome control service. Air traffic control service to aerodrome traffic.
Aerodrome traffic. All traffic on the manoeuvring area of an aerodrome and all aircraft flying
in the vicinity of an aerodrome.
Note: An aircraft is in the vicinity of an aerodrome when it is on, entering or leaving a traffic
circuit.
Aerodrome traffic circuit. The specified path to be flown by aircraft operating in the vicinity of
an aerodrome.
Aeronautical mobile service. A mobile service between aeronautical stations and aircraft
stations; or between aircraft stations, in which survival craft stations may participate; emergency
position-indicating radio beacon stations may also participate in this service on designated
distress and emergency frequencies.
Aeronautical station. A land station in the aeronautical mobile service. In certain instances, an
aeronautical station may be located on board ship or on a platform at sea.
6
Air-ground communication. Two-way communication between aircraft and stations or

locations on the surface of the earth.
Air-ground control clearance. Authorisation for an aircraft to proceed under conditions

specified by air traffic control service.
Air traffic service. A generic term meaning, variously, air traffic control unit, flight information
service, alerting service, air traffic advisory service, air traffic control service, approach control
service or aerodrome control service.
Air traffic services unit. A generic term meaning variously, air traffic control unit, flight
information centre or air traffic services reporting office.
Airway. A control area or portion thereof established in the form of a corridor equipped with
radio navigational aids.
Altitude. The vertical distance of a level, a point or an object considered as a point, measured
from mean sea level.
Approach control service. Air traffic control service for arriving and departing controlled
flights.
Apron. A defined area, on a land aerodrome, intended to accommodate aircraft for purposes of
loading and unloading passengers, Mail or cargo, fuelling, parking or maintenance.
Area control centre. A unit established to provide air traffic control service to controlled flights
in control under its jurisdiction.
Automatic terminal information service. The provision of current, routine information to

arriving and departing aircraft by means of continuous and repetitive broadcasts throughout
the day or a specified portion of the day.
Blind transmission. A transmission from one station to another station in circumstances where
the communication cannot be established but where it is believed that the called station is able
to receive the transmission.
Broadcast. A transmission of information relating to air navigation that is not addressed to a

specific station or stations.
Clearance limit. The point to which an aircraft is granted an air traffic control clearance.
Control Area. A controlled airspace extending upwards from a specified limit above the
surface of the earth.
Controlled airspace. An airspace of defined dimensions within which air traffic control service
is provided for controlled flights.
Control Zone. A controlled airspace extending upwards from the surface to a specified upper
level.
Estimated time of arrival (ETA). The time at which the pilot estimates that the aircraft will be
over a specified location.
Expected approach time (EAT). The time at which ATC expects that an arriving aircraft,
following a delay will arrive at the holding point to complete its approach for a landing.
7
Flight plan. Specified information provided to air traffic services units, relative to an intended
flight or path of a flight of an aircraft.
Heading. The direction in which the longitudinal axis of an aircraft is pointed, usually expressed
in degrees North (true, magnetic, compass or grid).
Holding Point. A specified location, identified by visual or other means, in the vicinity of which
the point of an aircraft in flight is maintained in accordance with air traffic control clearances.
Holding procedure. A predetermined manoeuvre which keeps an aircraft which a specified

airspace whilst awaiting further clearance.
IFR flight. A flight conducted in accordance with instrument flight rules.
Instrument meteorological conditions. Meteorological conditions expressed in terms of

visibility, distance, cloud and ceiling, less than the minima specified for visual meteorological
conditions.
Level. A generic term relating to the vertical position of an aircraft in flight and meaning
variously, height or flight level.
Manoeuvring area. That part of an aerodrome to be used for the take-off, landing and taxiing
of an aircraft excluding aprons.
Missed approach procedure. The procedure to be followed if the approach cannot be

continued.
Movement area. That part of the aerodrome to be used for the take-off, landing and taxiing of
aircraft, on the manoeuvring area and the apron(s).
Radar approach. An approach, executed by an aircraft, under the direction of a radar

controller.
Radar identification. The process of correlating a particular radar blip of radar position symbol
with a specific aircraft.
Radar vectoring. Provision of navigational guidance to aircraft in the form of specific headings,
based on the use of radar.
Reporting point. A specified geographical location in relation to which the position of the
aircraft can be reported.
Runway visual range. The range over which the pilot of an aircraft on the centre line of a
runway can see the runway surface markings or the lights delineating the runway or identifying
its centre line.
Threshold. The beginning of that portion of the runway useable for landing.
Touchdown. The point where the nominal glide path intercepts the runway.
Track. The projection on the earth’s surface of the path of an aircraft, the direction of which path
at any point is visually expressed in degrees from North (true, magnetic or grid).
VFR flight. A flight conducted in accordance with visual flight rules.
Visual meteorological conditions. Meteorological conditions expressed in terms of visibility,

distance form cloud and ceiling, equal to or better than specified minima.
8
ABBREVIATIONS
Here are some commonly used abbreviations which you will meet many times in your career.
They must be learned for exams.
Note: - the abbreviations listed below are normally spoken using the constituent letters, rather
than the spelling alphabet, except those indicated by an asterisk which are normally spoken as
complete words.
ACC Area control centre or area control.

ADF Automatic direction-finding equipment.
ADR Advisory route.
AFIS* Aerodrome flight information service.
AGL Above ground level.
AIP Aeronautical information publication.
AIRAC* Aeronautical information regulation and control.
AIS Aeronautical information services.
AMSL Above mean sea level.
ATC Air traffic control (in general).
ATD Actual time of departure.
ATIS* Automatic terminal information service.
ATS Air traffic services.
ATZ Aerodrome traffic zone.
CAVOK* Visibility, cloud and present weather better than prescribed values or
conditions.
CTR Control Zone.
DME Distance measuring equipment.
EET Estimated elapsed time.
ETA Estimated time of arrival or estimating arrival.
ETD Estimated time of departure or estimating departure.
FIC Flight information centre.
FIR Flight information region.
FIS Flight information service.
GCA Ground controlled approach system or ground controlled approach.
HF High frequency (3 to 30 MHz).
H24 Continuous day and night service.
IFR Instrument flight rules.
ILS Instrument landing system.
IMC Instrument meteorological conditions.
INFO* Information.
INS Inertial navigational system.
LORAN* LORAN (long range air navigation system).
MET* Meteorological or meteorology.
MLS Microwave landing system.
MNPS Minimum navigation performance specifications.
NDB Non-directional radio beacon.
NIL* None or I have nothing to send you.
NOTAM* A notice 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.
PAPIs* Precision Approach Path Indicators
QFE Atmospheric pressure at aerodrome elevation (or at runway threshold).
QNH Altimeter sub-scale setting to obtain elevation when on the ground.
RCC Rescue co-ordination centre.
9
RNAV* Area navigation.

RVR Runway visual range.
SELCAL* A system which permits the selective calling of individual aircraft over
radiotelephone channels linking a ground station with the aircraft.
SID* Standard instrument departure.
SIGMET* Information concerning en-route weather phenomena which may affect the
safety of aircraft operations.
SNOWTAM* A special series NOTAM notifying the presence or removal of hazardous
conditions due to snow, ice, slush or standing water associated with snow,
slush and ice on the movement area, by means of a specific format.
SPECIAL* Special meteorological report (in abbreviated plain language).
SSR Secondary surveillance radar.
SST Supersonic transport.
STAR* Standard (instrument) arrival.
TACAN* UHF tactical air navigational aid.
TAF* Aerodrome forecast.
TMA Terminal control area.
UHF Ultra high frequency (300 to 3000 MHz).
UIR Upper flight information region.
UTA Upper control area.
UTC Co-ordinated universal time.
VASIS* Visual approach slope indicator system.
VDF Very high frequency direction-finding system.
VFR Visual flight rules.
VHF Very high frequency (30 to 300 MHz).
VIP Very important person.
VMC Visual meteorological conditions.
VOLMET* Meteorological information for aircraft in flight.
VOR VHF omnidirectional radio range.
VORTAC* VOR and TACAN combination.
10
CATEGORIES OF MESSAGES
By convention, messages are placed into categories so that if several need to be sent, the highest
priority messages are sent first. This also applies to normal radio communications; for example,
an aircraft emergency call takes priority over a request for landing. The messages have the
following order of priority:
 Distress. (MAYDAY) A condition of being threatened by serious and/or imminent

danger and of requiring immediate assistance.
 Urgency.(PAN PAN) A condition concerning the safety of an aircraft etc but does not
require immediate assistance, including messages preceded by the medical transports
signal – PAN PAN MEDICAL (see Chapter 5).
 Direction Finding. Communications relating to Direction Finding
 Flight Safety. Messages of immediate concern to an aircraft in flight. Meteorological

advice of immediate concern to aircraft in flight or about to depart. Other messages to
aircraft in flight or about to depart.
 Meteorological Messages. Reports, forecasts and warnings.
 Flight Regularity Messages regarding - operation or maintenance of facilities servicing

changes in requirements for passengers and crew non routine landings aircraft parts or
materials changes in aircraft operating schedules
Figure 1.6.
11
VHF RANGE
Finally, you need to know a little about the range that you can get with your VHF radio. This is
covered in the radio propagation theory in the Electrics book. The range of VHF radio in nm is
about 1.25 times the square-root of the aircraft height in feet. Roughly this works out about 12
times the square-root of the flight level.
The full formula which also takes into account the height of the transmitting aerial when other
than at mean sea level isFigure
as follows:
1.7. Vhf Range
__ __
Range = 1.25 x ( √h¹ + √h² )
where: h¹ is the height of the ground aerial (feet AMSL)
h² is the aircraft altitude (feet AMSL)
See chapter 7 for a fuller explanation.
12
APPENDIX 1A - ABBREVIATIONS USED IN AIS PUBLICATIONS
Abbreviations which differ from the ICAO abbreviations are shown in italics below.
† When radiotelephony is used, the abbreviations and terms are transmitted as spoken
words.
‡ When radiotelephony is used, the abbreviations and terms are transmitted using the
individual letters in non-phonetic form.
A Amber
AAA (or AAB, AAC... etc, in sequence) Amended meteorological message (message
type designator)
A/A Air-to-air
AAL Above Aerodrome Level
ABM Abeam
ABN Aerodrome Beacon
ABT About
ABV Above
AC Altocumulus
ACARS Aircraft Communications Addressing And Reporting System
ACAS Airborne Collision Avoidance Systems
ACC‡ Area Control Centre OR Area Control
ACCID Notification of an Aircraft Accident
ACFT Aircraft
AFS Aeronautical Fixed Service
AFT After... (time or place)
AFTN‡ AeronauticalFixed Telecommunication Network
A/G Air-to-Ground
AGA Aerodromes, Air Routes and Ground Aids
AGL Above Ground Level
AGN Again
AGNIS Azimuth Guidance for Nose-In Stand
AIAA Area of Intense Air Activity
AIC Aeronautical Information Circular
AIM ATFM Information Message
AIP Aeronautical Information Publication
AIRAC Aeronautical Information Regulation and Control
AIREP† Air-Report
AIS Aeronautical Information Services
ALA Alighting Area
ACH Asymmetric Committed Height
ACK Acknowledge
ALERF Alert Phase
ACL Altimeter Check Location
ACN Aircraft Classification Number
ACP Acceptance (message type designator)
ACPT Accept OR Accepted
ACT Active OR Activated OR Activity
AD Aerodrome
ADA Advisory Area
ADDN Addition OR Additional
ADF‡ Automatic Direction-Finding Equipment
ADGE Air Defence Ground Environment
13
ADIZ† (to be pronounced ‘AY-DIZ’) Air Defence Identification Code

ADJ Adjacent
ADR Advisory Route
ADS Automatic Dependent Surveillance
ADSU Automatic Dependent Surveillance Unit
ADT Approved Departure Time
ADVS Advisory Service
ADZ Advise
AES Aircraft Earth Station
AFIL Flight Plan Filed in the Air
AFIS Aerodrome Flight information Service
AFM Yes OR Affirm OR Affirmative OR That is Correct
ALR Alerting (message type designator)
ALRS Alerting Service
ALS Approach Lighting System
ALT Altitude
ALTN Alternate OR Alternating (Light alternates in colour)
ALTN Alternate (Aerodrome)
AMA Area Minimum Altitude
AMD Amend OR Amended (used to indicate amended meteorological message;
message type designator)
AMDT Amendment (AIP Amendment)
AMS Aeronautical Mobile Service
AMSL Above Mean Sea Level
AMSS Aeronautical Mobile Satellite Service
ANM ATFM Notification Message
ANS Answer
AO Aircraft Operators
AOC Aerodrome Obstacle Chart
AOC Air Operator Certificate
AOD Above Ordnance Datum (Newlyn)
AOM Aerodrome Operating Minima
AP Airport
APAPI Abbreviated Precision Approach Path Indicator
APCH Approach
APHAZ Aircraft Proximity Hazzard
APIS Aircraft Positioning and Information System
APP Approach Control Office OR Approach Control OR Approach Control Service
APR April
APRX Approximate OR Approximately
APSG After Passing
APV Approve OR Approved OR Approval
ARFOR Area Forecast (In aeronautical Meteorological Code)
ARNG Arrange
ARO Air Traffic Services Reporting Office
ARP Aerodrome Reference Point
ARP Air-Report (message type designator)
ARQ Automatic Error Correction
ARR Arrive OR Arrival
ARR Arrival (message type designator)
ARS Special Air-Report (message type designator)
ARST Arresting (Specify (part of) Aircraft Arresting Equipment)
AS Altostratus
ASC Ascent to OR Ascending to
ASDA Accelerate-Stop Distance Available
14
ASPH Asphalt
AT... At (followed by time at which weather change is forecast to occur)
ATA‡ Actual Time of Arrival
ATC‡ Air Traffic Control (in general)
ATD‡ Actual Time of Departure
ATFM Air Traffic Flow Management
ATIS† Automatic Terminal Information Service
ATM Air Traffic Management
ATN Aeronautical Telecommunication Network
ATOTN Air Traffic Operation Telephone Network
ATP At...(time or place)
ATS Air Traffic Service
ATSU Air Traffic Service Unit
ATTN Attention
ATZ Aerodrome Traffic Zone
AUG August
AUTH Authorised OR Authorisation
AUW All up Weight
AUX Auxiliary
AVASIS Abbreviated Visual Approach Slope Indicator System
AVBL Available OR Availability
AVG Average
AVGAS Aviation Gasoline
AVTUR Aviation Turbine Fuel
AWTA Advise at What Time Available
AWY Airway
AZM Azimuth
B Blue
BA Braking Action
BAA British Airports Authority plc
BASE† Cloud Base
BCFG Fog Patches
BCN Beacon (Aeronautical ground light)
BCST Broadcast
BDRY Boundary
BECMG Becoming
BFR Before
BKN Broken
BL... Blowing (followed by DU = Dust, SA = Sand or SN = Snow)
BLDG Building
BLO Below Clouds
BLW Below
BOMB Bombing
BR Mist
BRF Short (used to indicate the type of approach desired or required)
BRG Bearing
BRKG Braking
B- RNAV† Basic - (To be pronounced ‘AR-NAV’) Area Navigation
BS Commercial Broadcasting Station
BTL Between Layers
BTN Between
15
C Centre (runway identification)

CAA Civil Aviation Authority
CANP Civil Aircraft Notification Procedure
CAP Civil Aviation Publication
CAS Calibrated Airspeed
CAT Category
CAT Clear Air Turbulence
CATZ Combined Aerodrome Traffic Zone
CAVOK† (To be pronounced ‘KAV-OH-KAY’)
Visibility, cloud and present weather better than prescribed values or
conditions
CB‡ (To be pronounced ‘CEE BEE’) Cumulonimbus
CBR Cloud Base Recorder (ceilometer)
CC Counter Clockwise
CC Cirrocumulus
CCA (Or CCB, CCC...etc, in sequence) Corrected meteorological message (message
type designator)
CD Candela
CDN Co-ordination (message type designator)
CDR Conditional Rout
CEU Central Executive Unit
CF Change frequency to...
CFMU Central Flow Management Unit (Europe)
CGL Circling Guidance Light(s)
CHAPI Compact Helicopter Approach Path Indicator
CH Channel
CHG Modification (message type designator)
CI Cirrus
CIDIN† Common ICAO Data Interchange Network
CIT Near OR over large towns
CIV Civil
CK Check
CL Centre-Line
CLA Clear Type of Ice Formation
CLBR Calibration
CLD Cloud
CLG Calling
CLR Clear(s) OR Cleared to... OR Clearance
CLSD Close OR Closed OR Closing
CM Centimetre
CMB Climb to OR Climbing to
CMN Control Motion Noise
CMPL Completion OR Completed OR Complete
CNL Cancel OR Cancelled
CNL Flight Plan Cancellation (message type designator)
CNS Communications, Navigation and Surveillance
Coded Centre-line lights of approach light system are coded
COL Column (in tables and text)
Colour Runway centre-line lights are coloured red over the final 300 m and
Coded alternately red/white in the penultimate 600 m.
COM Communications
CONC Concrete
COND Condition
16
CONS Continuous
CONST Construction OR Constructed
CONT Continue(s) OR Continued
COOR Co-ordinate OR Co-ordination
CO-ORD Geographical Co-ordinates
COP Change-Over Point
COR Correct OR Correction OR Corrected (Used to indicate corrected
meteorological
COSPA S message; message type designator) Cosmos Rescue System (USSR)
COT At the Coast
COV Cover OR Covered OR Covering
CPL Current Flight Plan (message type designator)
CRM Collision Risk Model
CRZ Cruise
CS Cirrostratus
CTA Control Area
CTAM Climb to and Maintain
CTC Contact
CTL Control
CTMO Central Traffic Management Organisation
CTN Caution
CTOT Calculated Take-off Time
CTR Control Zone
CU Cumulus
CUF Cumuliform
CUST Customs
CW Continuous Wave
CWY Clearway
D... DME Range (prefix used in graphics)

D DME Frequency pairing (used in graphics as a suffix to a VOR/ILS frequency)
D... Danger Area (Followed by Identification)
D Downward (tendency in RVR during previous 10 minutes)
DA Decision Altitude
DAAIS Danger Area Activity Information Service
DACS Danger Area Crossing Service
DBC Comecon Data Bank
DBE Eurocontrol Data Bank
DCD Double Channel Duplex
DCKG Docking
DCS Double Channel Simplex
DCT Direct (In relation to flight path clearances and type of approach)
DDM Difference in Depth of Modulation
DEC December
DECR Decrease
DEG Degrees
DENEB Fog Dispersal Operations
DEP Depart OR Departure
DEP Departure (message type designator)
DER Departure End of Runway
DES Descend to OR Descending to
DEST Destination
DETR Department of the Environment, Transport and the Regions (UK)
17
DETRESFA† Distress Phase

DEV Deviation OR Deviating
DF Direction Finding
DFR Departure Flow Regulator
DFTI Distance from touchdown Indicator
DH Decision Height
DIF Diffuse
DIST Distance
DIV Divert OR Diverting
DLA Delay OR Delayed
DME‡ Distance Measuring Equipment
DNG Danger OR Dangerous
DOC Designated Operational Coverage
DOM Domestic
DP Dew Point Temperature
DPT Depth
DR Dead Reckoning
DR... Low Drifting (followed by DU = Dust, SA = Sand or SN = Snow)
DRG During
DS Duststorm
DSB Double Sideband
DTAM Descend to and Maintain
DTG Date-Time Group
DTRT Deteriorate OR Deteriorating
DTW Dual Tandem Wheels
DU Dust
DUA Dedicated User Area
DUC Dense upper Cloud
DUR Duration
DVOR Doppler VOR
DW Dual Wheels
DZ Drizzle
E East OR Eastern Longitude

EAT Expected Approach Time
EB Eastbound
ECAC European Civil Aviation Conference
ED Emergency Distance (AD 1.1.1)
EDT Estimated Departure Time
EET Estimated Elapsed Time
EFC Expected Further Clearance
EFIS Electronic Flight Instrument System
EHF Extremely High Frequency (30000 to 300000 MHz)
ELBA† Emergency Location Beacon - Aircraft
ELEV Elevation
ELR Extra Long Range
ELT Emergency Locator Transmitter (GEN 3.6.6)
EM Emission
EMBD Embedded in a Layer (To indicate cumulonimbus embedded in layers of other
clouds)
EMERG Emergency
END Stop-end (related to RVR)
ENE East North East
18
ENG Engine
ENRT En-Route
EOA Engine Out Allowance
EOBT Estimated Off-Block Time
EPIRB Emergency Position Indicating Radio Beacon
EQPT Equipment
ER Here...OR Herewith
ESE East South East
EST Estimate OR Estimated OR Estimate (message type designator)
ETA‡ Estimated Time of Arrival OR Estimating Arrival
ETD‡ Estimated Time of Departure OR Estimating Departure
ETO Estimated Time Over Significant Point
ETOPS Extended Twin-jet Operations
EV Every
EXC Except
EXER Exercises OR Exercising OR To Exercise
EXP Expect OR Expected OR Expecting
EXTD Extend OR Extending
F Fixed
FA Area Forecast (ARFOR)
FAC Facilities
FAF Final Approach Fix
FAL Facilitation of International Air Transport
FAP Final Approach Point
FAT Final Approach Track
FATO Final Approach and Take-off Area
FAX Facsimile Transmission
FBL Light (Used to indicated the intensity of weather phenomena, interference or
static reports, e.g. FBL RA = Light rain)
FBU Flight Briefing Unit
FC Funnel Cloud (tornado or water spout)
FCST Forecast
FCT Friction Coefficient
FEB February
FG Fog
FIC Flight Information Centre
FIR‡ Flight Information Region
FIS Flight Information Service
FISA Automated Flight Information Service
FL Flight Level
FLAS Flight Level Allocation Scheme
FLD Field
FLG Flashing
FLR Flares
FLT Flight
FLTCK Flight Check
FLUC Fluctuating OR Fluctuation OR Fluctuated
FLW Follow(s) OR Following
FLY Fly OR Flying
FM From
FM... From (followed by time weather change is forecast to begin)
FMS Flight Management System
19
FMU Flow Management Unit

FMP Flow Management Position
FNA Final Approach
FOQNH Forecast Regional QNH
FPL Filed Flight Plan (message type designator)
FPM Feet Per Minute
FPR Flight Plan Route
FR Fuel Remaining
FREQ Frequency
FRI Friday
FRNG Firing
FRONT† Front (Relating to Weather)
HLDG Holding
HN Sunset to Sunrise
FRQ Frequent
FSL Full Stop Landing
FSS Flight Service Station
FST First
FT Feet (Dimensional Unit)
FTT Flight Technical Tolerance
FU Smoke
FZ Freezing
FZDZ Freezing Drizzle
FZFG Freezing Fog
FZRA Freezing Rain
G Green
G/A Ground-to-Air
G/A/G Ground-to-Air and Air-to-Ground
GAT General Air Traffic
Gauge Indicates distance between two rows of runway lights
GCA‡ Ground Controlled Approach System OR Ground Controlled Approach
GEN General
GEN Generally
GEO Geographic OR True
GES Ground Earth Station
GLD Glider
GND Ground
GNDCK Ground Check
GNSS Global Navigation Satellite System
GP Glide Path
GR Hail
GRASS Grass Landing Area
GRID Processed Meteorological Data in the Form of Grid Point Values (In
Aeronautical Meteorological Code)
GRVL Gravel
GS Ground Speed
GS Small hail and/or snow pellets
GVS Gas Venting Site
20
H24 Continuous Day and Night Service

H Helicopter
HAPI Helicopter Approach Path Indicator
HBN Hazard Beacon
HDF High Frequency Direction-Finding Station
HDG Heading
HEL Helicopter
HF‡ High Frequency (3000 to 30000 kHz)
HGT Height OR Height Above
HIAL Highlands and Islands Airports Ltd
HI High Intensity directional lights
HIRTA High Intensity Radio Transmission Area
HJ Sunrise to sunset
HL Height Loss
HN Sunset to Sunrise
HO Service available to meet operational requirements
HOL Holiday
HOPA Helicopter Operational Area
HORIZ Horizontal
HOSP Hospital Aircraft
HPA Hectopascal
HR Hours
HS Service Available During Hours of Scheduled Operations
HT High Tension (power)
HTA Helicopter Training Area
HURCN Hurricane
HVDF High and Very High Frequency Direction Finding Stations (At the Same
Location)
HVY Heavy
HVY Heavy (used to indicate the intensity of weather phenomena, e.g. HVY RA =
Heavy rain)
HX No Specific Working Hours
HYR Higher
HZ Dust Haze
Hz Hertz (Cycle Per Second)
IAC Instrument Approach Chart

IAF Initial Approach Fix
IAO In and Out of Clouds
IAP Instrument Approach Procedure
IAR Intersection of Air Routes
IAS Indicated Air Speed
IBN Identification Beacon
IC Diamond Dust (very small ice crystals in suspension)
ICE Icing
ID Identifier OR Identify
IDENT† Identification
IF Intermediate Approach Fix
IFF Identification Friend/Foe
IFR‡ Instrument Flight Rules
IGA International General Aviation
21
ILS‡ Instrument Landing System

IM Inner Marker
IMC‡ Instrument Meteorological Condition
IMG Immigration
IMPR Improve OR Improving
IMT Immediate OR Immediately
INA Initial Approach
INBD Inbound
INC In Cloud
INCR Increase
INCERFA† Uncertainty Phase
INCL Included OR Including OR Inclusive
INFO† Information
INOP Inoperative
INP If Not Possible
INPR In Progress
INS Inertial Navigation System
INSTL Install OR Installed OR Installation
INSTR Instrument
INT Intersection
INTL International
INTRG Interrogator
INTRP Interrupt OR Interruption OR Interrupted
INTSF Intensify or Intensifying
INTST Intensity
IR Ice on Runway
ISA International Standard Atmosphere
ISB Independent Sideband
ISOL Isolated
JAN January
JTST Jet Stream
JUL July
JUN June
KG Kilogrammes
kHz Kilohertz
KM Kilometres
KMH Kilometres per Hour
KPA Kilopascal
KT Knots
KW Kilowatts
L Left (Runway Identification)

L Locator (NDB with published approach procedure, See LM, LO)
LAM Logical Acknowledgement (message type designator)
LAN Inland
LARS Lower Airspace Radar Advisory Service
22
LAT Latitude
LATCC London Area and Terminal Control Centre
LDA Landing Distance Available
LDAH Landing Distance Available, Helicopter
LDG Landing
LDI Landing Direction Indicator
LEN Length
LF Low Frequency (30 to 300 kHz)
LFA Low Flying Area
LFZ Low Flying Zone
LGT Light or Lighting
LGTD Lighted
LHA Lowest Holding Altitude
LHS Left Hand Side
LI Low Intensity omni-directional lights
LIH Light Intensity High
LIL Light Intensity Low
LIM Light Intensity Medium
LITAS Low Intensity Two Colour Approach Slope Indicators at .... and .... metres
from threshold bracketing approach angle of degrees
LLIZ Localizer
LM Locator, Middle
LMT Local Mean Time
LNG Long (Used to Indicate the type of approach desired or required)
LO Locator, outer
LOC Local OR Locally OR Location OR Located
LONG Longitude
LORAN† LORAN (Long Range Air Navigation System)
LRG Long Range
LSQ Line Squall
LTD Limited
LTT Landline teletypewriter
LUT Local User Terminal
LV Light and Variable (Relating to Wind)
LVE Leave OR Leaving
LVL Level
LVP Low Visibility Procedures
LYR Layer OR Layered
M Mach Number (Followed by figures)

M Metres (Preceded by figures)
MAA Maximum Authorised Altitude
MAG Magnetic
MAINT Maintenance
MAP Aeronautical maps and charts
MAPt Missed Approach Point
MAR At sea
MAR March
MAS Manual A1 Simplex
MATZ Military Aerodrome Traffic Zone
MAX Maximum
MAY May
MB Millibars
23
MCA Minimum Crossing Altitude

MCW Modulated Continuous Wave
MDA Minimum Descent Altitude
MDF Medium Frequency Direction Finding Station
MDH Minimum Descent Height
MEA Minimum En-route Altitude
MEDA Military Emergency Diversion Aerodrome
MVDF Medium and Very High Frequency Direction Finding Stations (At the same
location)
MEHT Minimum Eye Height over Threshold (For VASIS and PAPI)
MWARA Major World Air Route Area
MET† Meteorological OR Meteorology
METAR† Aviation routine weather report (in aeronautical meteorological code)
MF Medium Frequency (300 to 3000 kHz)
MHDF Medium and High Frequency Direction Finding Stations (At the same
location)
MHVDF Medium, High and Very High Frequency Direction Finding Stations (At the
same location)
MHz Megahertz
MID Mid-point (related to RVR)
MIFG Shallow fog
MIL Military
MIN Minutes
MKR Marker radio beacon
MLWA Maximum Landing Weight Authorised
MLS‡ Microwave Landing System
MM Middle Marker
MNM Minimum
MNPS Minimum Navigation Performance Specifications
MNT Monitor OR Monitoring OR Monitored
MNTN Maintain
MOA Military Operating Area
MOC minimum Obstacle Clearance (required)
MOD Moderate (Used to indicated the intensity of weather phenomena, interference
or static reports, e.g. MOD RA = Moderate rain)
MOGAS Motor Gasoline
MON Above Mountains
MON Monday
MOTNE Meteorological Operational Telecommunications Network Europe
MOV Move OR Moving OR Movement
MPH Statute Miles Per Hour
MPS Metres Per Second
MRA Minimum Reception Altitude
MRG Medium Range
MRP ATS/MET Reporting Point
MS Minus
MSA Minimum Sector Altitude
MSD Minimum Separation Distance (Mil)
MSG Message
MSL Mean Sea Level
MT Mountain
MTOW Maximum Take-off Weight
MTRA Military Temporary Reserved Airspace
MTU Metric Units
MTW Mountain Waves
24
MTWA Maximum Total Weight Authorised

MWO Meteorological Watch Office
MX Mixed type of ice formation (white and clear)
N North OR Northern latitude

N no distinct tendency (in RVR during previous 10 minutes)
NAT North Atlantic
NATFMS National Air Traffic Flow Management System
NAV Navigation
NB Northbound
NBFR Not Before
NC No Change
NDB‡ Non-Directional Radio Beacon
NDS Non-deviating Status
NE North East
NEB North Eastbound
NEG No OR Negative OR Permission not granted OR That is not correct
NGT Night
NIL*† None OR I Have nothing to send you
NM Nautical Miles
NML Normal
NNE North North East
NNW North North West
NOF International NOTAM Office
NOSIG† No Significant Change (Used in trend-type landing forecasts)
NOTAM† A notice 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
NOV November
NR Number
NRH No Reply Heard
NS Nimbostratus
NSC Nil Significant Cloud
NSW Nil Significant Weather
NW North West
NWB North Westbound
NXT Next
OAC Oceanic Area Control Centre

OAS Obstacle Assessment Surface
OAT Operational Air Traffic
Obs Obstacle lights
OBS Observe OR Observed OR Observation
OBSC Obscure OR Obscured OR Obscuring
OBST Obstacle
OCA Obstacle Clearance Altitude
OCC Occulting (light)
OCH Obstacle Clearance Height
OCNL Occasional OR Occasionally
OCS Obstacle Clearance Surface
25
OCT October
OHD Overhead
OIS Obstacle Identification Surface
OLR Off-load Routes
OM Outer Marker
OPA Opaque, white type of ice formation
OPC The control indicated is operational control
OPMET† Operational Meteorological (information)
OPN Open OR Opening OR Opened
OPR Operator OR Operate OR Operative OR Operating OR Operational
OPS† Operations
O/R On Request
ORCAM Originator Region Code and Mode
ORD Indication of an order
OSV Ocean Station Vessel
OTLK Outlook (used in SIGMET messages for volcanic ash and tropical cyclones)
OTP On Top
OTS Organised Track System
OUBD Outbound
OVC Overcast
P... Prohibited area (Followed by identification)

PALS Precision Approach Lighting System (Specify category)
PANS Procedures for Air Navigation Services
PAPA Parallax Aircraft Parking Aid
PAPI† Precision Approach Path Indicator
PAR‡ Precision Approach Radar
PARL Parallel
PAX Passenger(s)
PCD Proceed OR Proceeding
PCN Pavement Classification Number
PDG Procedure Design Gradient
PE Ice pellets
PEC Pressure Error Correction
PER Performance
PERM Permanent
PH Public Holiday
PIB Pre-flight Information Bulletin
PJE Parachute Jumping Exercise
PLA Practice Low Approach
PLN Flight Plan
PLS Passenger Load Supplement
PLVL Present Level
PN Prior Notice required
PndB Perceived Noise Decibels
PNR Point of No Return
PO Dust Devils
POB Persons on Board
POSS Possible
PPI Plan Position Indicator
PPR Prior Permission Required
PPSN Present Position
PRI Primary
26
PRKG Parking
PRM Preferred Route Message
PROB† Probability
PROC Procedure
PROV Provisional
PS Plus
PSG Passing
PSN Position
PSP Pierced Steel Plan
PTN Procedure Turn
PTS Polar Track Structure
PWR Power
QBI Compulsory IFR flight

QDM‡ Magnetic Heading (zero wind)
QDR Magnetic Bearing
QFA Meteorological Forecast
QFE‡ Atmospheric pressure at aerodrome elevation (OR at runway threshold)
QFU Magnetic orientation of runway
QNH‡ Altimeter sub-scale setting to obtain elevation when on the ground
QTE True bearing
QUAD Quadrant
R Red
R... Restricted Area (followed by identification)
R... Radial (prefix for use in graphics)
R Right (runway identification)
R Rate of Turn
RA Rain
RA Resolution Advisory/Advisories (ACAS)
RAC Rules of the Air and Air Traffic Services
RAD Radar Approach Aid
RAD Radius
RAF Royal Air Force
RAFC Regional Area Forecast Centre
RAG Ragged
RAG Runway Arresting Gear
RAI Runway Alignment Indicator
RAL Runway alignment beacon at distance from Beacon threshold indicated
RAS Radar Advisory Service
RB Rescue boat
RCA Reach Cruising Altitude
RCC Rescue Co-ordination Centre
RCF Radio Communication Failure (message type designator)
RCH Reach OR Reaching
RCL Runway Centre Line
RCLL Runway Centre Line Light(s)
RCLR Recleared
RDH Reference Datum Height (For ILS)
RDL Radial
27
RDT Requested Departure Time

RDO Radio
RE... Recent (Used to qualify weather phenomena, eg RERA = recent rain)
REC Receive OR Receiver
REDL Runway Edge Light(s)
REF Reference to ...OR Refer to...
REG Registration
RENL Runway End Light(s)
REP Report OR Reporting OR Reporting Point
REQ Request OR Requested
RERTE Re-route
RESA Runway End Safety Area
RET Rapid Exit Taxiway
RFF Fire and Rescue Equipment
RG Range (lights)
RHS Right hand side
RIF Reclearance in Flight
RIS Radar Information Service
RITE Right (Direction of Turn)
RIV Rapid Intervention Vehicle
RL Report Leaving
RLA Relay to
RLCE Request Level Change En-route
RLLS Runway Lead-in Lighting System
RLNA Requested Level Not Available
RMK Remark
RN Royal Navy
RNAV† (To be pronounced ‘AR-NAV’) Area Navigation
RNG Radio Range
RNP Required Navigation Performance
ROBEX† Regional OPMET Bulletin Exchange (Scheme)
ROC Rate of Climb
ROD Rate of Descent
ROFOR Route Forecast (in aeronautical meteorological code)
RON Receiving Only
RPL Repetitive Flight Plan
RPLC Replace OR Replaced
RPS Radar Position Symbol
RQMNT Requirements
RQP Request flight plan (message type designator)
RQS Request supplementary flight plan (message type designator)
RR Report Reaching
RRA (OR RRB, RRC...etc, in sequence) Delayed meteorological message (message
type designator)
RSC Rescue Sub-Centre
RSCD Runway Surface Condition
RSP Responder beacon
RSR En-Route Surveillance Radar
RSS Route Sum Square
RTD Delayed (used to indicate delayed meteorological message; massage type
designator)
RTE Route
RTF Radiotelephone
RTG Radiotelegraph
RTHL Runway threshold light(s)
28
RTN Return OR Returned OR Returning

RTOAA Rejected Take-off Area Available
RTODA Rejected Take-off Distance Available,
RTR Radar Termination Range
RTS Return to Service
RTT Radioteletypewriter
RTZL Runway Touchdown Zone Light(s)
RUT Standard regional route transmitting frequencies
RV Rescue Vessel
RVA Radar Vectoring Area
RVR‡ Runway Visual Range
RVSM Reduced Vertical Separation Minimum
RWY Runway
S South OR Southern Latitude

SA Sand
SALS Simple Approach Lighting System
SAN Sanitary
SAP As soon as possible
SAR Search and Rescue
SARPS Standards and Recommended Practices (ICAO)
SARSAT Search and Rescue Satellite Aided Tracking System
SAT Saturday
SATCOM† Satellite Communication
SB Southbound
SC Stratocumulus
SCN Slot Cancellation Message
SCT Scattered
SDBY Stand by
SDF Step Down Fix
SE South East
SPECIAL† Special meteorological report (In abbreviated plain language
SEB South Eastbound
SEC Seconds
SECT Sector
SPI Special Position Indicator
SPL Supplementary flight plan (message type designator)
SELCA L† Selective calling system
SPOT† Spot wind
SQ Squall
SEP September
SER Service OR Servicing OR Served
SH... Showers (followed by RA = Rain, SN = Sow, PL = Ice pellets, GR = Hail, GS
= Small hail and/or snow pellets or combinations thereof, eg SHRASN =
showers of rain and snow)
SHF Super High Frequency (3000 to 30000 MHz)
SEV Severe (Used eg to qualify icing and turbulence reports)
SFC Surface
SFLOC Synoptic report of the location of sources of atmospherics
SG Snow Grains
SGL Signal
SR Sunrise
SRA Surveillance Radar Approach
29
SRE Surveillance Radar Element of precision approach radar system

SRG Short range
SRP Slot Reference Point
SRQ Slot Request Message
SRR Search and Rescue Region
SRY Secondary
SS Sandstorm
SS Sunset
SSB Single Sideband
SSE South South East
SSR‡ Secondary Surveillance Radar
SST Supersonic transport
SHINGALS Supplementary High Intensity Narrow Gauge Approach Lighting System
SID† Standard instrument Departure
SIF Selective Identification Feature
STA Straight in approach
STAR† Standard instrument arrival
SIGMET† Information concerning en-route weather phenomena which may affect the
safety of aircraft operations
STD Standard
STF Stratiform
STN Station
STNR Stationary
SIGWX Significant weather
SIMUL Simultaneous OR Simultaneously
SIWL Single Isolate Wheel Load
SKC Sky Clear
SKED Schedule OR Scheduled
SLAP Slot Allocation Procedure
SLP Speed Limiting Point
SLT Slot Allocation Message
SLW Slow
SMB Side Marker Boards
SMC Surface Movement Control
SMR Surface Movement Radar
SN Snow
SNOWTAM† A Special series NOTAM notifying the presence or removal of hazardous
conditions due to snow, ice, slush or standing water associated with snow,
slush and ice on the movement area, by means of a specific format
SOC Start of Climb
Sodium Box. Sodium approach lights arranged in box formation
SPECI† Aviation selected special weather report (In aeronautical meteorological code)
SPECIAL† Aviation selected special weather report (In abbreviated plain language)
SSW South South West
ST Stratus
STOL Short Take-Off and Landing
STS Status
STWL Stopway light(s)
SUBJ Subject to
SUN Sunday
SUP Supplement (AIP Supplement)
SUPPS Regional supplementary procedures
SVC Service message
SVCBL Serviceable
SVCE Service
30
SVFR Special Visual Flight Rules

SW South West
SWB South Westbound
SWY Stopway
T Temperature
TA Transition Altitude
TACAN† UHF Tactical Air Navigation Aid
TAF† Aerodrome forecast
TAIL† Tail wind
TAR Terminal Area Surveillance Radar
TAS True Airspeed
TAX Taxiing OR Taxi
TBC Tactical Booking Cell
TC Tropical Cyclone
TCU Towering Cumulus
TDA Temporary Danger Area
TDO Tornado
TDZ Touch Down Zone
TECR Technical Reason
TEL Telephone
TEMPO† Temporary OR Temporarily
TFC Traffic
TGL Touch-and-Go Landing
TGS Taxiing Guidance System
THR Threshold
THRU Through
THU Thursday
TIL† Until
TIP Until past... (place)
TKOF Take-off
TL... Till (followed by time by which weather change is forecast to end)
TLOF Touchdown and Lift-off Area
TMA‡ Terminal Control Area
TNA Turn Altitude
TNH Turn Height
TO To... (place)
TOC Top of Climb
TODA Take-off Distance Available
TODAH Take-off Distance Available, Helicopter
TOP† Cloud Top
TORA Take-off Run Available
TOS Traffic Orientation Scheme
TOSA Take-off Space Available
TP Turning Point
TR Track
TRA Temporary Reserved Airspace
TRA Temporary Restricted Area
TRANS Transmits OR Transmitter
TRL Transition Level
TROP Tropopause
TS Thunderstorm (in aerodrome reports and forecasts TS used alone means
thunder heard but no precipitation at the aerodrome)
31
TS... Thunderstorm (followed by RA = Rain, SN = Snow, PL = Ice pellets, GR = Hail,

GS = Small hail and/or snow pellets or combinations thereof, eg TSRASN =
thunderstorm with rain and snow)
TT Teletypewriter
TTA Tactical Training Areas
TTT Template Training Technique
TUE Tuesday
TURB Turbulence
TVOR Terminal VOR
TWIL Twilight (Civil)
TWR Aerodrome control tower OR aerodrome control
TWY Taxiway
TWYL Taxiway-Link
TYP Type of Aircraft
TYPH Typhoon
U Upward (tendency in RVR during previous 10 minutes)

UA Air Report (AIREP)
UAB Until Advised By....
UAC Upper Area Control Centre
UAR Upper Air Route
UDF Ultra High Frequency Direction Finding Station

UFN Until Further Notice
UHDT Unable Higher Due Traffic
UHF‡ Ultra High Frequency (300 to 3000 MHz)
UIC Upper Information Centre
UIR‡ Upper Flight Information Region
UKLFS United Kingdom Low Flying System
ULR Ultra Long Range
UNA Unable
UNAP Unable to Approve
UNL Unlimited
UNREL Unreliable
U/S Unserviceable
UTA Upper Control Area
UTC‡ Co-ordinated Universal Time
VA Volcanic Ash
VAC Visual Approach Chart
VAL In Valleys
VAN Runway Control Van
VAR Magnetic Variation
VAR Visual-aural radio range
VASIS† Visual Approach Slope Indicator System
VC Vicinity of aerodrome (followed by FG = Fog, FC = Funnel cloud, SH =
Showers, PO = Dust/sand whirls, BLDU = Blowing dust, BLSA = Blowing sand
or BLSN = Blowing snow, eg VC FG = Vicinity fog)
VCY Vicinity
VDF Very High Frequency Direction Finding Station
32
VER Vertical
VFR‡ Visual Flight Rules
VHF‡ Very High Frequency (30 to 300 MHz)
VIP‡ Very Important Person
VIS Visibility
VLF Very Low Frequency (3 to 30 KHz)
VLR Very Long Range
VMC‡ Visual Meteorological Conditions
VM(C) Visual Manoeuvring (Circling)
VOLMET† Meteorological information for aircraft in flight
VOR‡ Very High Frequency Omnidirectional Radio Range
VORTAC† VOR and TACAN combination
VOT VOR airborne equipment test facility
VRB Variable
VRP Visual Reference Point
VSA By visual reference to the ground
VSP Vertical speed
VSTOL Very Short Take-Off and Landing
VTOL Vertical Take-Off and Landing
W West or Western longitude

W White
WAC World Aeronautical Chart - ICAO 1:1,000,000 (1 mil)
WAFC World Area Forecast Centre
WB Westbound
WBAR Wing bar lights
WDI Wing Direction Indicator
WDSPR Widespread
WED Wednesday
WEF With Effect From OR Effective From
WI Within
WID Width
WIE With Immediate Effect OR Effective Immediately
WILCO† Will comply
WINTEM Forecast upper wind and temperature for aviation
WIP Work in Progress
WKN Weaken or Weakening
WNW Wet North West
WO Without
WPT Way-point
WRDA Weapon Range Danger Area
WRNG Warning
WS Windshear
WSW West South West
WT Weight
WTSPT Waterspout
WX Weather
33
X Cross
XBAR Crossbar (of approach lighting system)
XNG Crossing
XS Atmospheres
Y Yellow
YCZ Yellow caution zone (runway lighting)
YR Your
Z Co-ordinated Universal Time (in meteorological messages)
34
General Operating Procedures Chapter 2
CHAPTER TWO
GENERAL OPERATING PROCEDURES
Contents
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
TECHNIQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
TRANSMISSION OF TIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
STANDARD WORDS AND PHRASES . . . . . . . . . . . . . . . . . . . . . 38
CALL SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
DIRECTION FINDING (DF) . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
RADIO TEST PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
TRANSFER OF COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . 44
READBACK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
RADAR PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
CONDITIONAL CLEARANCES . . . . . . . . . . . . . . . . . . . . . . . . . 47
35
Chapter 2 General Operating Procedures
36
INTRODUCTION
The use of correct and precise standard phraseology in communications between pilots
and ground personnel is vitally important. Incidents and accidents have occurred in which
a contributing factor has been the misunderstanding caused by the use of non-standard
phraseology.
Therefore we need to ensure that we use the correct:
 Technique
 Phonetic sounds for letters and numbers
 Format for time
 Phraseology
 Callsigns.
This chapter also covers procedures relating to radio test, transfer of communications, readback,
the radar environment and conditional clearances.
TECHNIQUE
 Listen
Before transmitting check that the receiver volume is set and listen to make sure you do
not interrupt another transmission.
 Microphone
Be familiar with your microphone. Do not turn your head or vary the distance from
the microphone. Distortion will result from:
• talking too close to the microphone

• touching the mike with the lips
• holding the boom of the microphone
 Voice
Use a normal conversational tone, speak clearly and enunciate each word. Maintain the
speaking volume at a constant level.
Note: You should depress transit switch before speaking and do not release it until after
you finish. A common fault is to release the button too soon.
 Rate of Speech The correct rate of speech is about 100 words per minute, but if it is
known that the information needs to be written down, speak slower. ATC controllers
can be very bad at this.
 Hesitation ... avoid hesitation sounds such as er and um!
 Abbreviations Some abbreviations, which by common and frequent use are

understood, need not be spelled out e.g.ILS, VOR, NDB, TACAN, GPS, SELCAL,
Q-CODES (QFE, QNH, QDR, )
 Long Messages If you have a long message pause occasionally. This allows time
to check that the frequency is still clear and gives time for receiver to request repetition
or clarification of parts not received.
37
TRANSMISSION OF TIME
All time references should be made in Co-ordinated Universal Time (UTC) and using the 24
hour clock. This time zone is sometimes referred to as Zulu (Z). 2400 is midnight and 0001
begins the new day.
When transmitting time, only the minutes of the hour are normally required. However, the
hour should be included if there is any possibility of confusion.
TIME TRANSMITTED AS PRONOUNCED AS
ZERO THREE or ZE-RO TREE or

0803
ZERO EIGHT ZERO THREE ZE-RO AIT ZE-RO TREE
1300 ONE THREE ZERO ZERO WUN TREE ZE-RO ZE-RO
FIVE SEVEN or FIFE SEVen or

2057
TWO ZERO FIVE SEVEN TOO ZE-RO FIFE SEVen
Pilots may check the time with the appropriate ATS unit. Time checks shall be given to the
nearest half minute.
STANDARD WORDS AND PHRASES
Whenever possible use standard words and phrases. Here is a list of commonly used words
and phrases which should be used in radiotelephony communications as appropriate and shall
have the meaning shown.
WORD/PHRASE MEANING
Acknowledge Let me know that you have received and understood this message.
Affirm Yes.
Approved Permission for proposed action granted.
Break I hereby indicate the separation between portions of the message. (To
be used where there is no clear distinction between the text and other
portions of the message).
Break Break I hereby indicate the separation between messages transmitted to

different aircraft in a very busy environment.
Cancel Annul the previously transmitted clearance.
Check Examine a system or procedure. (No answer is normally expecte d).
Cleared Authorised to proceed under the conditions specified.
Confirm Have I correctly received the following...? or

Did you correctly receive the message?
Correct That is correct.
38
Contact Establish radio contact with .....
Correction An error has been made in this transmission (or message indicated).
The correct version is....
Disregard Ignore
Go ahead Proceed with your message.
How do you read What is the readability of my transmission?
I say again I repeat for clarity or emphasis.
Maintain Continue in accordance with the condition(s) specified.
Monitor Listen out on (frequency).
Negative No or Permission not granted or That is not correct.
Out This exchange of transmissions is ended and no response is expected.
Over My transmission is ended and I expect a response from you. Note: The
word “OVER” is not normally used in VHF communications.
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 the following information.
Request I should like to know... or I wish to obtain.
Roger I have received all of your last transmission. 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).
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.
Unable I cannot comply with your request, instruction or clearance.
Wilco (Abbreviation for “will comply”). I understand your message and will
comply with it.
Words twice As a request: Communication is difficult. Please send every word or

groups of words twice.
As information: Since communication is difficult, every word or group

of words in this message will be sent twice.

39
CALL SIGNS
Aeronautical Station For aeronautical stations there are of two parts:
 Location name
 Suffix denoting unit or type of service
For example: Brize Radar or Oxford Tower
The suffix indicates the type of unit or service provided as shown in the list below.
CALL SIGN
UNIT OR SERVICE
SUFFIX
Area control centre CONTROL
Radar (in general) RADAR
Approach control APPROACH

Approach control
ARRIVAL
radar arrivals
Approach control
DEPARTURES
radar departures
Aerodrome Control TOWER
Surface movement control GROUND
Clearance delivery DELIVERY
Precision approach radar PRECISION
Direction finding station HOMER
Flight information service INFORMATION

Apron control/management
APRON
service
Company dispatch DISPATCH
Aeronautical station RADIO
When satisfactory communication has been established, and provided that it will not be
confusing, the name of the location or the call sign suffix may be omitted.
Initial Contact
On initial contact use the full call sign of the station you are speaking to, followed by your full
call sign.
40
Aircraft full call sign

An aircraft callsign shall be one of the following types:
 Type A aircraft registration marking e.g. G-BTRY ( Note: this my be prefixed by the
name of the aircraft manufacturer or aircraft model Piper G-BTRY or Seneca G-BTRY)
 Type B operating agency designator plus last 4 characters of the registration:
SPEEDBIRD ABCD
 Type C operating agency designator plus flight number
SCANDINAVIAN 937
Aircraft Abbreviated Call Sign

Abbreviated call signs shall be used only after satisfactory communications have been established
and provided no confusion is likely to arise.
Only air traffic control may initiate abbreviation of aircraft call signs. Thereafter the pilots
may use abbreviations but must use full call signs if changing to another station. The call signs
would be abbreviated as follows:
 Type A The first character plus at least two last characters
“G- BTRY” becomes “G-RY” or “G-TRY”.
Note: either the name of the aircraft manufacturer or the aircraft model may be used in place of
the first character: “Piper G-BTRY” becomes “Piper RY” or “Piper TRY”.
 Type B The operating agency designator followed by at least two last characters:
”SPEEDBIRD ABCD” becomes “SPEEDBIRD CD” or “SPEEDBIRD BCD”.
 Type C No abbreviation.
41
Examples of Full and Abbreviated Call signs
Call Sign Type A Type B Type C
Full
N57826 CESSNA CITATION VARIG SCANDINAVIAN
FABCD FABCD PVMA 937
Abbreviated
N26 CESSNA CITATION VARIG (No abbreviated
CD CD MA form)
or or
N826 CESSNA CITATION VARIG
BCD BCD VMA
DIRECTION FINDING (DF)
Q Codes Q-codes were used extensively when much of the communication work (especially
HF-long range) was done in morse code. 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.! Today some Q-codes are still widely used
because they are useful abbreviations. They are spoken in plain English not phonetically.
Commonly used Q codes are listed below.
Q CODE MEANING
QFE Atmospheric pressure at aerodrome elevation

QNH Altimeter sub-scale setting to obtain altitude above mean sea level
QDM Magnetic direction towards facility
QDR Magnetic bearing (radial) from a facility
QTE True bearing from a facility
QUJ True bearing to a facility
VHF DF (VDF)
Most air traffic control units (usually on Approach Frequency) are able to give pilots bearing
or direction information based upon the pilot’s transmission. The direction finding equipment
can give a “steer”(QDM) towards the aerodrome or the pilot’s true (or magneti c) bearing
from the airfield (QTE or QDR).
The pilot in this case could also request a steer e.g.
“QDM QDM QDM Oxford Approach G-BODA request QDM G-BODA”
the transmission ends with the aircraft call sign repeated.
NOTE: The heading takes no account of wind effects (drift).
42
Figure 2.1. Ground Equipment for VHF Direction Finding.
Ground Equipment for VHF Direction Finding.
Class of Bearing
The class of bearing refers to the accuracy of the bearing information as follows:
Class A within ± 2°
Class B within ± 5°
Class C within ± 10°
Class D less accurate than Class C
RADIO TEST PROCEDURES
Before flight, it is wise to ensure that your radios will transmit and receive properly. In
order to do this a standard procedure is followed for each radio requiring a test. The
meaning of this scale is as follows:
Readability Scale Meaning
1 Unreadable
2 Readable now and then
3 Readable but with difficulty
4 Readable
5 Perfectly readable
43
The form of a test transmission should be as follows:
1 The identification of the station being called

2 The aircraft identification
3 The words ‘Radio Check’
4 The frequency being used
TRANSFER OF COMMUNICATIONS
An aircraft will normally be advised by the appropriate aeronautical station to change from one
frequency to another.
“Fastair 345 contact Wrayton control 129.1”
“Wrayton control 129.1 Fastair 345”
Pilot’s Choice. If the pilot wishes to change frequency he should notify the change as
appropriate.
“Oxford Approach, G-BODA changing to Brize Radar 134.3”
The ICAO Annex10 also has the following advice. “When establishing initial contact, or
when leaving, a VHF frequency, an aircraft station shall transmit such information as may be
prescribed by the appropriate authority”.
After a call has been made to an aeronautical station, a period of at least 10 seconds should
elapse before a second call is made.
Stations having a requirement to transmit information to all stations likely to intercept the call
should preface the transmission with general call ‘ALL STATIONS’, followed by the identification
of the calling station. No reply is expected unless individual stations are subsequently called to
acknowledge receipt.
READBACK
Readback of Clearances
A clearance may vary from a detailed description of a route and levels to be flown or it could
be the name of a standard route such as a Standard Instrument Departure (known as “SID”).
Clearances should be passed slowly to enable pilots to write down the information. If possible
a clearance is passed before start up and certainly not when a pilot is engaged in manoeuvring
his aircraft; of course, multi-crew aircraft do not have a problem here.
Messages to Readback
The ATC messages listed here must be read back in full by the pilot.
Level Instructions
Heading Instructions
Speed Instructions
ATC Route Clearances
Runway in use
Clearance to:
Enter, Land on, Take-off, Back-track, Cross, Hold Short of active runway
44
SSR operating Instructions

VDF information
Frequency changes
Type of radar service
Altimeter settings
If the controller does not receive a readback, he will instruct the pilot to do so. If the
pilot does not understand the message he is expected to request that messages are
repeated or clarified.
A route clearance is not a clearance to enter an active runway or to take off. The
words:
“TAKE OFF” are only used when an aircraft is cleared to take-off or when canceling
a take off clearance;
at other times the words
‘DEPARTURE’ and ‘AIRBOURNE’ are used. ATC route clearances shall always be
read back unless otherwise authorised by the appropriate ATS authority.
Clearances and Readbacks always include the aircraft call sign.
In a readback the last thing you say is your callsign.
The JAR FCL makes particular mention of the need to read back the following
clearances:
 ATC route clearances

 Clearances related to runway in use
 Other clearances such as conditional clearances.
 Data such as runway, altimeter settings, SSR codes etc.
RADAR PROCEDURES
Radar Identification and Vectoring

Before an aircraft can be given a radar service, the controller must positively identify
which ‘blip’ on his screen is the aircraft requiring service. Usually this is done by
giving the aircraft an SSR (Secondary Surveillance Radar) code to squawk, however
if SSR is not available the controller will tell his ‘target’ to turn so that he may be
identified on the radar screen.
Note: Identification is not a service, the pilot is told when he has been identified
and has a radar service e.g. “Radar Control”, he then acknowledges receipt of the
service.
Radar Vectoring
Radar vectoring means that an aircraft may be told to fly specific headings by
the radar controller. Pilots may be told the reason for this, but not always. Pilots
may also request radar vectors in situations such as radar vectors to the ILS (final
approach), avoiding severe weather ahead or to the next position / airfield.
Headings
The controller may wish to keep an aircraft on its present heading for a short while
or change heading. Often the controller will ascertain the aircraft heading first.
“Oxford 30 turn left 300”
45
The clearance must be readback....
“Left 300 Oxford 30”
Vectoring Complete
When vectoring is no longer required by the controller, pilots will be instructed to resume
own navigation, and if necessary they will be given position and appropriate instructions as
necessary.
“Oxford 30, resume own navigation for Gloucester, position is 10 miles north of Brize
Norton”
“Wilco, Oxford 30”
SSR instructions
All SSR instructions must be followed and readback, for example:
“Oxford 34, squawk 6411 ident” “6411 ident, Oxford 34”
SSR phrases and their meanings are listed below:
Squawk (code) Set mode A code as instructed

Confirm squawk Confirm the mode A code set on the transponder
Reset (code) Reselect assigned mode A code
Squawk Ident Operate the special identification feature ie press the
ident button
Squawk Standby Switch to standby
Squawk Mayday Select emergency code (7700)
The communication failure code is 7600 and the hi-jack code is 7500
Orbit
Occasionally it is necessary to gain separation on an aircraft ahead by making a complete turn
through 360°. This is known as an orbit.
“G-CD, FOR SEPARATION, ONE ORBIT LEFT”
“ONE ORBIT LEFT, G-CD”.
Having completed the “orbit” the aircraft then resumes its original heading.
An instruction that simply says “ G-CD ORBIT RIGHT “ means that the aircraft is to continue
orbitting right until advised.
Traffic Information and Avoidance

Whenever traffic appears to be conflicting with the “target” aircraft, the controller should pass
information in the form:
 Relative Bearing using the clock code

 Range in miles (nm)
 Direction of flight closing, converging, diverging, parallel, same direction,
opposite direction, overtaking, crossing left to right or
right to left
 Relative speed if known
46
A typical “traffic information” report to a pilot would be:
“Oxford 94, unknown traffic 10 o’clock 6 miles, crossing left to right, height unknown fast
moving. If not sighted turn left heading 270"
“Left heading 270, Oxford 94".
Avoiding Action
Avoiding action to be taken by the pilot will be given whenever the controller considers that
there would be a collision risk if no action was taken.
“Oxford 94, avoiding action turn left immediately heading 270, traffic right 2 o’clock same level
converging”.
“Left heading 270, Oxford 94”
When the risk has passed
“Oxford 94, resume own navigation”
“Wilco, Oxford 94”.
CONDITIONAL CLEARANCES
Conditional clearances are given by ATC in the following format:
1. Call Sign
2. The Condition
3. The Clearance
4. The Condition
When the clearance involves an active runway, both the controller and the pilot must have seen
the aircraft or vehicle concerned.
Example of a conditional clearance:
“Oxford 95 behind the landing Airbus line up and wait behind”
The readback of a conditional clearance must follow the same pattern with the aircraft callsign
at the end.
“Behind the landing Airbus line up and wait behind, Oxford 95”
47
48
Chapter 3 Phraseology
CHAPTER THREE
PHRASEOLOGY
Contents
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
GENERAL PHRASEOLOGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
AREA CONTROL SERVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
APPROACH CONTROL SERVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
CO-ORDINATION BETWEEN ATS UNITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
RADAR IN APPROACH CONTROL SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
SURVEILLANCE RADAR APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
SSR PHRASEOLOGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
8.33 kHz PHRASEOLOGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
INITIAL MESSAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
49
50
INTRODUCTION
The standard words and phrases and their meanings are given in this chapter. They
cover general phraseology, co-ordination between units and various procedures as well
as the whole range of services available on area, approach, ground and radar control.
In order to get some idea of the use of correct phraseology let us consider a VFR (visual
flight rules) flight from Oxford to Gloucester with some radar assistance from Brize
Norton along the way. Remember, we are only talking about VFR communications here.
EVENT PILOT ATC
Prior to engine Broadcast message:

start, Oxford Departure information
select and Bravo at 0830 Zulu. Surface wind
listen to ATIS 210 degrees 10 knots. QNH 1019
broadcast QFE 1009. Brize Norton outside air
temp 15 dewpoint 14. Call 121.950
for taxi and report QNH and
information Bravo
After engine Oxford Ground. GBODA

start, on Radio check and request taxi
ground freq for (solo VFR to Gloucester).
(121.950) Information Bravo received
request for taxi QNH 1019
GDA Readability 4 Taxi to the
holding point runway 20
Holding point runway 20.

GDA
After pre-take- GDA to tower. Out.

off checks, taxi
to holding point
On tower freq Oxford Tower GBODA Ready

(118.875) for departure
GDA wind 220 10 knots
Clear take-off
Clear take-off GDA
After take-off GDA Airborne. To approach GDA Roger
On Approach Oxford Approach GBODA

freq (125.325) Departing VFR to Gloucester
GDA Roger Report passing 2500
feet
51
On passing GDA passing 2500 feet

2500’ GDA Roger Contact Brize Radar
134.3
Brize Radar 134.3 GDA
ON Brize freq Brize Radar GBODA Request

Radar Information Service
GBODA Pass your message
GBODA is a PA28 from
Oxford 5 miles NW of Oxford
Heading 270 at 3000 feet QNH
1019 Routing to Gloucester
GDA Roger Squawk 4311
Squawk 4311 GDA
Brize RIS GDA identified 8 miles north of

Oxford Traffic 12 o’clock 5 miles
closing rapidly
Traffic not sighted Request
avoiding action
GDA turn right 360 degrees
Right 360 degrees GDA
Radar vectors GDA request vectors for

Gloucester
GDA Roger Turn left 250 degrees
Left 250 degrees GDA
En route GDA 20 miles NE Gloucester

Squawk 7000 Contact Gloucester
Approach 125.650
Squawk 7000 Gloucester
125.650 GDA
VDF Bearing QDM QDM Gloucester

info Approach GBODA Request
QDM GBODA GBODA Gloucester Approach QDM
240 degrees Class Bravo
QDM 240 degrees Class Bravo

GBODA
52
Joining Gloucester Approach GBODA

GBODA Pass your message
GBODA is a PA28 from
Oxford 10 miles NE at 3000
feet Inbound to you Request
joining instructions GDA Join downwind runway 27
right hand circuit wind 240 degrees
10 knots QNH 1010 Report airfield
in sight
Join downwind runway 27

right hand circuit QNH 1010
Wilco GDA
Field in sight GDA Airfield in sight

GDA Contact Tower 122.9
Tower 122.9 GDA
On tower freq Gloucester Tower GBODA

request right base join for
runway 27
GDA right base join approved
Report final
Wilco GDA
Final approach GDA Final to land

GDA Continue
Continue GDA
GDA Clear to land Wind 260
degrees 20 knots
Clear to land GDA
On runway GDA Expedite vacating runway

Wilco GDA
Off runway Runway vacated GDA

GDA Roger
53
GENERAL PHRASEOLOGY
Circumstances Phraseologies
* Denotes pilot transmission
Description of levels FLIGHT LEVEL (number); or

(subsequently referred to as (number) METRES;
“(level”)) or (number) FEET.

Level changes, reports CLIMB (or DESCEND)
and rates. followed as necessary by:
TO (level);
TO REACH (level) AT (or BY) (time or

significant point)
REPORT LEAVING (or REACHING,

or PASSING) (level).
REPORT PASSING ODD (or EVEN)

LEVELS;
AT (number) METRES PER

SECOND (or FEET PER MINUTE)
[MINIMUM (or MAXIMUM)]
REPORT STARTING
ACCELERATION (or
DECELERATION)
STEP CLIMB (aircraft identification) ABOVE

(or BENEATH) YOU;
REQUEST LEVEL CHANGE FROM (name of

unit) AT (time or significant point).
STOP CLIMB (or DESCENT) TO (level);
CONTINUE CLIMB (or DESCENT) TO

(level);

EXPEDITE CLIMB (or DESCENT) [UNTIL
PASSING (level)];
WHEN READY CLIMB (or DESCEND) TO

(level);
EXPECT DESCENT AT (time)
REQUEST DESCENT AT (time);
.. . to require action at a specific IMMEDIATELY

time or place
AFTER PASSING (significant point)
54
AT (time or significant point)
...to require action when WHEN READY (instruction)

convenient
...to require an aircraft to climb MAINTAIN OWN SEPARATION AND VMC

[FROM (level)] or [to (level)];
or descend maintaining own
separation and VMC MAINTAIN OWN SEPARATION AND
VMC ABOVE (or BELOW, or TO) (level)
.. when there is doubt that IF NOT POSSIBLE (alternative instructions)

an aircraft can comply with AND ADVISE;
clearance or instruction.
.....when a pilot is unable to comply

with an ACAS resolution advisory * UNABLE TO COMPLY
(Pilot and controller interchange)
... after modifying vertical speed * TCAS CLIMB (or DESCENT)

to comply with an ACAS
resolution advisory (Pilot and (acknowledgement)
controller interchange).
* RETURNING TO (assigned clearance)
... after ACAS “Clear of Conflict” (acknowledgement)

is annunciated (Pilot and controller (or alternative instructions)
interchange)

.. after the response to an ACAS * TCAS CLIMB (or DESCENT), RETURNING
resolution advisory is completed TO (assigned clearance)
(Pilot and controller interchange)
(acknowledgement) (or alternative instructions)

... after returning to clearance * TCAS CLIMB (or DESCENT,)
after responding to an ACAS COMPLETED (assigned clearance)
resolution advisory (Pilot and
controller interchange) (acknowledgement) (or alternative instructions)
... when unable to comply with a * UNABLE TO COMPLY, TCAS

clearance because of an ACAS RESOLUTION ADVISORY
resolution advisory (Pilot and
controller interchange) (acknowledgement)
Transfer of control and/ CONTACT (unit call sign) (frequency);

or frequency change At (or OVER) (time or place) CONTACT
(unit call sign) (frequency)
Note: An aircraft may be requested to IF NO CONTACT (instructions)

“Stand By” on a frequency when it is
intended that the ATS unit will initiate STAND BY (frequency) FOR (unit call sign)
communications and to “MONITOR”
frequency when information is being REQUEST CHANGE TO (frequency)
broadcast thereon.
FREQUENCY CHANGE APPROVED
55
MONITOR (frequency)
MONITORING (frequency)
WHEN READY CONTACT (unit call sign)

(frequency)
REMAIN THIS FREQUENCY.
Change of call sign CHANGE YOUR CALL SIGN TO (new call

sign) [UNTIL FURTHER ADVISED];
.. To instruct an aircraft to REVERT TO FLIGHT PLAN CALL SIGN

change its type of call sign (call sign) [AT (significant point)]
Traffic information TRAFFIC (information)
... to pass traffic information NO REPORTED TRAFFIC
... to acknowledge traffic information LOOKING OUT
* TRAFFIC IN SIGHT
* NEGATIVE CONTACT [reasons]
[ADDITIONAL] TRAFFIC (direction) BOUND

(type of aircraft) (level) ESTIMATED (or OVER
(place) AT (time) REPORTED (level(s)) [or
LEVEL UNKNOWN] MOVING (direction)
(other pertinent information, if any)
Meteorological conditions WIND (number) DEGREES (number) (units);
WIND AT (height/altitude/flight level)

(number) DEGREES (number) (units);
Note:- Wind is always expressed by giving the

mean direction and speed and any significant
variations thereof;
VISIBILITY (distance) [direction]

RUNWAY VISUAL RANGE (or RVR)
[RUNWAY (number)] (distance)
... for multiple RVR observations RVR [RUNWAY (number)] (first position)
(distance), (second position)(distance), (third
position) (distance)
Note: MultipleRVR observations are always

representative of the touchdown zone, midpoint
zone and the roll-out /stop end zone respectively
56
.. In the event that RVR information RVR [RUNWAY (number)] (first position)
on any one position this information (distance), (second position) MISSING, (third
will be included in the appropriate position) (distance)
sequence
PRESENT WEATHER (details)

CLOUD (amount, [type] and height of base)
(or SKY CLEAR)
CAVOK;
Note:- CAVOK pronounced CAV-O-KAY
TEMPERATURE [MINUS] (number) (and/or

dew point) [MINUS] (number)
QNH (or QFE) (number) [units]
MODERATE (or SEVERE) ICING (or

TURBULENCE) [IN CLOUD] (area)
REPORT FLIGHT CONDITIONS
Position reporting NEXT REPORT AT (significant point)
.. to omit position reports until a OMIT POSITION REPORTS [UNTIL (specify)]

specified position
RESUME POSITION REPORTING.
Additional reports REPORT PASSING (significant point)
... to request a report at a specified REPORT (distance) FROM (name of

place or distance DME station) DME
REPORT PASSING (three digits) radial (name of

VOR) VOR
... to request a report of present REPORT DISTANCE FROM

position (significant point)
REPORT DISTANCE FROM (name of DME
station) DME
Aerodrome information RUNWAY (number) (condition)
LANDING SURFACE (condition)
CAUTION CONSTRUCTION WORK (location);
CAUTION (specify reasons) RIGHT (or LEFT),

(or BOTH SIDES) OF RUNWAY [number]
CAUTION WORK IN PROGRESS (or

OBSTRUCTION) (position and necessary advice)
57
RUNWAY REPORT AT (observation time) RUNWAY

(number) (type of precipitant) UP TO (depth of deposit)
MILLIMETRES. BRAKING ACTION GOOD
(or MEDIUM TO GOOD, or MEDIUM, or MEDIUM
TO POOR, or POOR, or UNRELIABLE) [(and/or)
BRAKING COEFFICIENT (equipment and number)]
BRAKING ACTION REPORTED BY (aircraft

type) AT (time) GOOD (or MEDIUM , or POOR)
RUNWAY (or TAXIWAY) WET [or DAMP, WATER

PATCHES, FLOODED (depth), or SNOW REMOVED
(length and width as applicable), or TREATED, or
COMPACTED SNOW, or SLUSH, or FROZEN
SLUSH, or ICE, or ICE UNDERNEATH, or ICE AND
SNOW, or SNOWDRIFTS, or FROZEN RUTS AND
RIDGES]
Operational status of visual (specify visual or non-visual aid)

and non-visual aids RUNWAY (number) (description of deficiency)
(type) LIGHTING (unserviceability)
MLS/ILS CATEGORY (category) (serviceability

state)
TAXIWAY LIGHTING (description of deficiency)
(type of visual approach slope indicator) RUNWAY

(number) (description of deficiency)
SECONDARY POWER SUPPLY NOT

AVAILABLE.
58
AREA CONTROL SERVICES
Issuance of a clearance (name of unit) CLEARS ( aircraft identification)
(aircraft) CLEARED TO
RECLEARED (amended route portion) TO

(significant point of original route)
ENTER CONTROL AREA (or ZONE) [via

(SIGNIFICANT POINT)] at (level) {AT (time)}

LEAVE CONTROL AREA (or ZONE) AT (level)
(or CLIMBING, or DESCENDING)
JOIN (specify) AT (significant point) AT (level)

[AT (time)]
Indication of route and FROM (place) TO (place)

clearance limit
TO (place);
Followed as necessary by:
DIRECT
VIA (route and/or reporting points)
VIA FLIGHT PLANNED ROUTE
Note:- Conditions associated with the use of

this phrase are in Part III, 12.2.
VIA (distance) ARC (direction) OF (name

of DME Station) DME
(level or route) NOT AVAILABLE DUE (reason)

ALTERNATIVE[S] IS/ARE (levels or routes)
ADVISE
Maintenance of specified levels MAINTAIN (level) [TO (significant point)]
MAINTAIN (level) UNTIL PASSING

(significant point)

MAINTAIN (level) UNTIL (time);
MAINTAIN (level) UNTIL ADVISED BY (name

of unit)
MAINTAIN (level) UNTIL FURTHER

ADVISED
MAINTAINED (level) WHILE IN

CONTROLLED AIRSPACE
59
MAINTAIN AT LEAST (number) METRES

(or FEET) ABOVE (or BELOW) (aircraft
identification)
Note:- the term “MAINTAIN” is not used in lieu of

“DESCEND” or “CLIMB” when instructing an
aircraft to change level
Specification of cruising levels CROSS (significant point) AT (or ABOVE, or

BELOW) (level)

CROSS (significant point) AT (time) OR LATER
(or BEFORE) AT (level) [MAINTAINING OWN
SEPARATION AND VMC]

CRUISE CLIMB BETWEEN (levels) (or
ABOVE (level)) CROSS (distance) (name of DME
station) DME AT (or ABOVE, or BELOW) (level)
Emergency descent * EMERGENCY DESCENT (intentions)
EMERGENCY DESCENT AT (significant point or

location) ALL AIRCRAFT BELOW(level)WITHIN
(distance) OF (significant point or navigation aid)
LEAVE IMMEDIATELY (followed as necessary by
specific instructions as to direction, heading or track
etc.)
If clearance cannot be issued EXPECT CLEARANCE AT (time);

immediately upon request
En-route absorption AT (time or position) DESCEND TO (level) FOR

of terminal delay EN-ROUTE DELAY OF (number) minutes.
Separation instructions CROSS (significant point) AT (time)
ADVISE IF ABLE TO CROSS (significant point)

AT (time);
MAINTAIN MACH (number)
60
APPROACH CONTROL SERVICES
Departure instructions AFTER DEPARTURE TURN RIGHT (or

LEFT)
HEADING (three digits)
TURN RIGHT (or LEFT) HEADING (three

digits)
TRACK (three digits) DEGREES

[MAGNETIC or TRUE] TO (or FROM)
(significant point) UNTIL (time, or
REACHING (fix or significant point or level))
[BEFORE SETTING HEADING];
SET HEADING AT (or BEFORE, or LATER

THAN) (time);
SET HEADING TO (or DIRECT) (significant

point) AT (or BEFORE, or LATER THAN) (time)
AFTER REACHING (or PASSING) (level or

significantpoint) SET HEADING [DIRECT]
(significant point);
CLEARED VIA (designation).
Note :- Conditions associated with the use of this

phrase are in Part III, 12.2.
Approach instructions CLEARED VIA (designation)
CLEARED TO (clearance limit) VIA

(designation)
CLEARED VIA (details of route to be

followed);
CLEARED (type of approach) APPROACH

[RUNWAY (number)]
CLEARED APPROACH [RUNWAY

(number)]
COMMENCE APPROACH [RUNWAY

(number)]
REQUEST STRAIGHT-IN APPROACH

[RUNWAY (number)]
COMMENCE APPROACH AT (time)
REPORT VISUAL
REPORT RUNWAY [LIGHTS] IN SIGHT
61
* REQUEST VISUAL APPROACH
CLEARED VISUAL APPROACH (number)

REPORT (significant point); [OUTBOUND, or
INBOUND]
REQUEST VMC DESCENT
MAINTAIN OWN SEPARATION
MAINTAIN VMC
ARE YOU FAMILIAR WITH (name)

APPROACH PROCEDURE
REPORT MLS CAPABILITY
* REQUEST (Type of approach) APPROACH

[RUNWAY (number)]
* REQUEST (MLS/RNAV plain language

designator)
REQUEST (MLS/RNAV plain language

designator)
Holding instructions HOLD VISUAL [OVER] (position), (or

...visual BETWEEN (two prominent landmarks))

... published holding procedure HOLD AT (significant point, name facility or

over a facility of fix fix) (level) EXPECT APPROACH (or
FURTHER CLEARANCE) AT (time)
... when a pilot requires an oral * REQUEST HOLDING INSTRUCTIONS

description of holding Procedure
based on a facility (VOR or NDB) HOLD AT (name of facility) (call sign and
frequency, if necessary) (level) INBOUND
TRACK (three digits) DEGREES RIGHT (or
LEFT) HAND PATTERN OUTBOUND
TIME (number) MINUTES (additional
instructions, if necessary)
HOLD ON THE (three digits) RADIAL OF THE

(name) VOR (call sign and frequency, if necessary)
At (distance) DME (or) BETWEEN (distance)
AND (distance) DME (level) INBOUND
TRACK (three digits) RIGHT (or LEFT) HAND
PATTERN (additional instructions, if necessary)
Expected approach time NO DELAY EXPECTED
EXPECTED APPROACH TIME (time)
REVISED EXPECTED APPROACH (time)
62
DELAY NOT DETERMINED (reasons)
Identification of aircraft SHOW LANDING LIGHT
Acknowledgement by visual ACKNOWLEDGE BY MOVING AILERONS

means (or RUDDER)
ACKNOWLEDGE BY ROCKING WINGS
ACKNOWLEDGE BY FLASHING LANDING

LIGHTS
STARTING PROCEDURES
... to request permission to start [aircraft location] REQUEST START UP

engines
[aircraft location ] REQUEST START UP,
INFORMATION (ATIS identification)
.. ATC replies START UP APPROVED
START UP AT (time)

EXPECT START UP AT (time);
START UP AT OWN DISCRETION
EXPECT DEPARTURE (time) START UP AT

OWN DISCRETION
Starting procedures [ARE YOU READY TO START UP?]

(ground crew/cockpit)
STARTING NUMBER (engine number(s)
Note 1:- The ground crew should follow this

exchange by either a reply on the intercom or a
distinct visual signal to indicate that all is clear and
that the start-up as indicated may proceed
Note 2:- Unambiguous identification of the parties

concerned is essential in any communications
between ground crew and pilots
Push-back procedures Note: When local procedures so prescribe,

authorisation for pushback should be obtained from
the control tower
........ aircraft /ATC [aircraft location] REQUEST PUSHBACK;
PUSHBACK APPROVED
STAND BY
PUSHBACK AT OWN DISCRETION
63
EXPECT (number) minutes delay due (reason)

(Ground crew/cockpit)
ARE YOU READY FOR PUSHBACK?
* READY
CONFIRM BRAKES RELEASED
* BRAKES RELEASED
COMMENCING PUSHBACK
PUSHBACK COMPLETED
* STOP PUSHBACK
CONFIRM BRAKES SET
* BRAKES SET
* DISCONNECT
Towing procedures ** REQUEST TOW [company name] (aircraft

type) FROM (location) TO (location)
ATC response HOLD POSITION
STAND BY
** denotes transmission from aircraft/tow

vehicle combination
To request time check

and/or aerodrome data for departure * REQUEST TIME CHECK
TIME (minutes)
.....when no ATIS broadcast * REQUEST DEPARTURE INFORMATION

is available
RUNWAY (number), WIND (direction and
speed), QNH (detail), TEMPERATURE
(detail),
[VISIBILITY FOR TAKE-OFF (detail) (or RVR
detail)]
Taxi procedures
.. for departure * [aircraft type] [wake turbulence category if
“heavy”]
[aircraft location] REQUEST TAXI [intentions]
* [aircraft type] [wake turbulence category if

“heavy”]
[aircraft location] (flight rules) TO (aerodrome of
destination) REQUEST TAXI [intentions]
64
.... where detailed taxi instructions TAXI TO HOLDING POINT [number]

are required [RUNWAY (number)] TAXI [intentions]
* [aircraft type] [wake turbulence category if

“heavy”] REQUEST DETAILED TAXI
INSTRUCTIONS
TAXI VIA (specific routing to be followed) TO

POINT [number] [RUNWAY (number)] [TIME
(minutes)]
. where aerodrome information TAXI TO HOLDING POINT [number]

is not available from an alternative (followed by aerodrome information applicable)
source such as ATIS [TIME (minutes)]

TAKE (or TURN) FIRST (or SECOND) LEFT
(or RIGHT)
TAXI VIA (identification of taxiway)
TAXI VIA RUNWAY (number)
... for helicopter operations * REQUEST AIR-TAXIING FROM (or VIA) TO

(location or routing as appropriate)
AIR-TAXI TO (or VIA) (location or routing as

appropriate) [CAUTION (dust, blowing snow,
loose debris, taxiing light aircraft, personnel, etc.)]
AIR TAXI VIA (direct as requested, or specified

route) TO (location, heliport, operating or
movement area, active or inactive runway).
AVOID (aircraft or vehicles or personnel)
.... after landing * REQUEST BACKTRACK
BACKTRACK APPROVED
BACKTRACK RUNWAY (number)
... general * [aircraft location] REQUEST TAXI TO

(destination on aerodrome)
TAXI STRAIGHT AHEAD
TAXI WITH CAUTION
GIVE WAY TO (description and position of other

aircraft)
* GIVING WAY TO (traffic)
65
* TRAFFIC (or type of aircraft) IN SIGHT

FOLLOW (description of other aircraft or vehicle)
FOLLOW (description of other aircraft or vehicle)
VACATE RUNWAY
* RUNWAY VACATED
EXPEDITE TAXI [reason]

* EXPEDITING
[CAUTION] TAXI SLOWER [reason]
* SLOWING DOWN
Holding # HOLD (direction) OF (position, runway

number, etc.)
# HOLD POSITION
# HOLD (distance) FROM (position)
# HOLD SHORT OF (position)
* HOLDING
* HOLDING SHORT
# Requires specific acknowledgement from the

pilot
The procedure words ROGER and WILCO

are insufficient acknowledgement of the
instructions. HOLD, HOLD POSITION
and HOLD SHORT OF (position). In each
case the acknowledgement shall be by the
phraseology HOLDING or HOLDING SHORT,
as appropriate
To cross a runway * REQUEST CROSS RUNWAY (number)
Note 1- Unless otherwise specified by Note: If the control tower is unable to see the
ATC, a taxi instruction which crossing aircraft (night, low visibility, etc.), the
contains a taxi limit beyond a runway instruction should always be accompanied by a
includes permission to cross that request to report when the aircraft has vacated and
runway is clear of the runway

CROSS RUNWAY (number) [REPORT
VACATED]
66
Note 2;- The pilot shall, when EXPEDITE CROSSING RUNWAY (number)
requested, report TRAFFIC (aircraft type) (distance)
“RUNWAY VACATED” KILOMETRES (or MILES) FINAL
when the aircraft
is well clear of the runway.
Preparation for take-off UNABLE TO ISSUE (designator) DEPARTURE

(reasons)
REPORT WHEN READY [FOR DEPARTURE]
ARE YOU READY [FOR DEPARTURE]
ARE YOU READY FOR IMMEDIATE

DEPARTURE?
*READY
.. If unable to issue
take-off clearance WAIT [reason]
LINE UP
..clearance to enter runway Note: May be followed by phraseology

and await take-off clearance
# LINE UP RUNWAY (number)
LINE UP. BE READY FOR IMMEDIATE

DEPARTURE
.. conditional clearances ** (condition) LINE UP
..acknowledgement of a conditional * (condition) LINING UP;

Clearance
..confirmation of a conditional
clearance
.. Confirmation or otherwise of the [THAT IS] CORRECT or I SAY AGAIN

readback of conditional clearance ... (as appropriate)

# When there is the possibility of confusion during multiple runway operations
** Provisions concerning the use of

conditional clearances are contained on page
47.
Take off Clearance CLEARED FOR TAKE-OFF (REPORT

AIRBORNE)
When there is a possibility CLEARED FOR TAKE-OFF RUNWAY (number)

of confusion
TAKE-OFF IMMEDIATELY OR VACATE
RUNWAY
67
When take-off clearance has not TAKE-OFF IMMEDIATELY OR HOLD SHORT

been complied with OF RUNWAY

... to cancel a take-off HOLD POSITION, CANCEL, I SAY AGAIN
clearance CANCEL TAKE-OFF (reasons)
* HOLDING
.. To stop a take-off in STOP IMMEDIATELY (repeat aircraft call sign)
emergency conditions STOP IMMEDIATELY
* STOPPING
HOLDING and STOPPING are the procedural

responses to the above
CLEARED FOR TAKE-OFF FROM (present

position, taxiway, final approach and take-off area,
runway and number)
... for helicopter operations from * REQUEST DEPARTURE TURN RIGHT (or
other than the manoeuvring area LEFT, or CLIMB) (instructions as appropriate)

AFTER DEPARTURE TURN RIGHT or

LEFT, or CLIMB, (instructions as appropriate)
After take-off * REQUEST RIGHT (or LEFT) TURN

[WHEN AIRBORNE]
RIGHT (or LEFT) TURN APPROVED
WILL ADVISE LATER FOR RIGHT (or LEFT)

TURN
AIRBORNE (time)
AFTER PASSING (level) (instructions)
..... heading to be followed CONTINUE ON (magnetic direction of runway)

.. when a specific track is to be (instructions)
followed
TRACK (magnetic direction of runway)
(instructions)
CLIMB STRAIGHT AHEAD (instructions).
Entering an aerodrome * [aircraft type] (position) (level) FOR LANDING

traffic circuit
JOIN (position in circuit) (runway number)
[SURFACE] WIND (direction and speed)
[TEMPERATURE (degrees celsius)] QNH (or
QFE) (detail) [HECTOPASCALS] [TRAFFIC
(detail)]
68
MAKE STRAIGHT-IN APPROACH,

RUNWAY (number) [SURFACE] WIND
(direction and speed) [TEMPERATURE (degrees
celsius)] QNH (or QFE) (detail)
[HECTOPASCALS] [TRAFFIC (detail)]
when right hand traffic circuit JOIN RIGHT HAND (position in circuit)
in use (runway number) [SURFACE WIND (direction
and speed)] [TEMPERATURE (degrees celsius)]
QNH (or QFE) (detail) [HECTOPASCALS]
[TRAFFIC (detail)]
.. when ATIS information is * (aircraft type) (position) (level) information

(ATIS available identification) FOR LANDING
JOIN (position in circuit) RUNWAY

(number) QND (or QFE) (detail)
[HECTOPASCALS] (TRAFFIC) (detail)
In the circuit * (position in circuit, - DOWNWIND / FINAL)
NUMBER ... FOLLOW (aircraft type and

position)
[additional instructions if required]
Approach instructions MAKE SHORT APPROACH
Note : - The report “LONG FINAL” MAKE LONG APPROACH (or EXTEND
is made when aircraft turn on to DOWNWIND)
final approach at a distance greater
than 7 km (4 NM) from touchdown REPORT BASE (or FINAL, or LONG FINAL)
or when an aircraft on a straight- in
approach is 15 kn (8 NM) from CONTINUE APPROACH
. In both cases a report“FINAL
” is required at 7 km (4NM)
from touchdown.
Landing CLEARED TO LAND.
..multiple runway operations CLEARED TO LAND RUNWAY (number)
... special operations CLEARED TO TOUCH AND GO
MAKE FULL STOP
To make an approach along, or * REQUEST LOW APPROACH (Reasons)

parallel to a runway, descending
to an agreed minimum level CLEARED LOW APPROACH
[RUNWAY(number)][(Altitude restriction if
required) (go around restrictions)]
69
to fly past the control tower * REQUEST LOW PASS (reasons)

or other observation point for
the purpose of visual inspection CLEARED LOW PASS [as in f)]..
by persons on the ground * REQUEST STRAIGHT-IN (or CIRCLING
APPROACH, LEFT (or RIGHT) TURN TO
(location))
MAKE STRAIGHT-IN (or CIRCLING

APPROACH, LEFT (or RIGHT) TURN TO
(location, runway, taxiway, final approach and
take off area) [ARRIVAL (or ARRIVAL ROUTE)
(number, name, or code)] [HOLD SHORT OF
(active runway, extended runway centre line, other
helicopter or aircraft)]. [CAUTION (power
lines, unlighted obstructions, wake turbulence,
etc.)] CLEARED TO LAND
Delaying aircraft CIRCLE THE AERODROME
ORBIT (RIGHT, or LEFT) [FROM PRESENT

POSITION]
MAKE ANOTHER CIRCUIT
Missed approach LANDING GEAR APPEARS DOWN
RIGHT (or LEFT, or NOSE) WHEEL APPEARS

UP (or DOWN) WHEELS APPEAR UP
RIGHT (or LEFT, or NOSE) WHEEL DOES

NOT APPEAR UP (or DOWN)
...wake turbulence. CAUTION WAKE TURBULENCE
.. Jet blast on apron or taxiway CAUTION JET BLAST
.. Propeller-driven aircraft CAUTION SLIP STREAM

slipstream
After landing CONTACT GROUND (frequency)
WHEN VACATED CONTACT GROUND

(frequency)
EXPEDITE VACATING
YOUR STAND (or GATE) (designation)
TAKE (or TURN) FIRST (or SECOND, or

CONVENIENT) LEFT (or RIGHT) AND
CONTACT GROUND (frequency)
70
... for helicopter operations AIR- TAXI TO HELICOPTER STAND (or)

HELICOPTER PARKING POSITION (area)
AIR-TAXI TO (or VIA) (location or routing as

appropriate) [CAUTION (dust, blowing snow,
loose debris, taxiing light aircraft, personnel, etc.)]
AIR-TAXI VIA (direct, as requested, or specified

route) TO (location heliport, operating or
movement area, active or inactive runway).
AVOID (aircraft or vehicles or personnel)
CO-ORDINATION BETWEEN ATS UNITS
Estimates and revisions ESTIMATE [direction of flight] (aircraft call sign)

[SQUAWKING (SSR code)] (type)
ESTIMATING
(significant point) (time) (level) (or
DESCENDING FROM (level) TO (level)
[SPEED (filed TAS)] (route) [REMARKS]
... transmitting station ESTIMATE (significant point) ON (aircraft call

sign)
.. Receiving reply (if flight plan (Aircraft type) (destination) [SQUAWKING (SSR
details are available) Code) [ESTIMATING]
(significant point) (time) AT (level)
Note: in the event that flight plan details are

not available the receiving station shall reply NO
DETAILS and transmitting station shall pass
the full estimate as above.
ESTIMATE UNMANNED FREE BALLOON(S)

(identification and classification) ESTIMATED
OVER (place) AT (time)REPORTED FLIGHT
LEVEL(S) (figure or figures) [or FLIGHT
LEVEL UNKNOWN] MOVING (direction)
ESTIMATED GROUND SPEED (figure) (other
pertinent information, if any)
REVISION (aircraft call sign) (details as

necessary).
Transfer of control REQUEST RELEASE OF (aircraft call sign);
(aircraft call sign) RELEASED [AT (time)]

[conditions/restrictions],
71
IS (aircraft call sign) RELEASED [FOR

CLIMB or DESCENT)]?
(aircraft call sign) NOT RELEASED [UNTIL

(time or significant point)]
UNABLE RELEASE (aircraft call sign)

[TRAFFIC IS (details)]
Change of clearance MAY WE CHANGE CLEARANCE OF (aircraft

call sign) TO (details of alteration proposed)?
AGREED TO (alteration of clearance) OF (aircraft
call sign)
UNABLE TO APPROVE CHANGE TO

CLEARANCE OF (aircraft call sign)
UNABLE TO APPROVE (desired route, level etc.)
[OF aircraft call sign);DUE (reason)] (alternative
clearance proposed)
Approval request APPROVAL REQUEST (aircraft call sign)

ESTIMATED DEPARTURE FROM (significant
point) AT (time)
(aircraft call sign) REQUEST APPROVED

[(restriction if any)]
(aircraft call sign) UNABLE APPROVE

(alternative instructions)
Inbound release INBOUND RELEASE (aircraft call sign)

[SQUAWKING (SSR Code) FROM
(departure point) RELEASED AT (significant
point, or time, or level) CLEARED TO AND
ESTIMATING
(clearance limit) (time) AT (level) [EXPECTED
APPROACH TIME or DELAY EXPECTED]
CONTACT AT (time).
Radar handover RADAR HANDOVER (aircraft call sign)
[SQUAWKING (SSR Code)] POSITION
(aircraft position or significant point) (level)
Expedition of clearance EXPEDITE CLEARANCE (aircraft call sign)

EXPECTED DEPARTURE FROM (place) AT
(time)
EXPEDITE CLEARANCE (aircraft call sign)

[estimated] OVER (place) At (time) REQUESTS
(level or route etc.)
72
Note :- The following comprise phraseologies specifically applicable when radar is used in the
provision of air traffic services. The phraseologies detailed in the sections above for use in the
provision of air traffic services are also applicable, as appropriate, when radar is used.
GENERAL RADAR PHRASEOLOGIES
Identification of aircraft REPORT HEADING [AND FLIGHT LEVEL (or

ALTITUDE)]
FOR IDENTIFICATION TURN LEFT (or

RIGHT) HEADING (three digits)
TRANSMIT FOR IDENTIFICATION AND

REPORT HEADING
IDENTIFIED [position]
NOT IDENTIFIED [reason], [RESUME (or

CONTINUE) OWN NAVIGATION]
Position information POSITION (distance) (direction) OF (significant

point) or OVER or ABEAM (significant point).
Vectoring instructions LEAVE (significant point) HEADING (three

digits) [INBOUND] AT (time)
CONTINUE HEADING (three digits) AT

(time)
CONTINUE PRESENT HEADING
FLY HEADING (three digits)

TURN LEFT (or RIGHT) (number) DEGREES
(or HEADING (three digits) [reason]
STOP TURN HEADING (three digits)
FLY HEADING (three digits), WHEN ABLE
PROCEED DIRECT (name) (navaid or way-
point)
HEADING IS GOOD
Termination of radar vectoring RESUME OWN NAVIGATION

(position of aircraft) (specific instructions)
PRESUME OWN NAVIGATION [DIRECT]

(significant point) [MAGNETIC TRACK (three
digits) DISTANCE (number) KILOMETRES (or
MILES)]
Manoeuvres MAKE A THREE SIXTY TURN LEFT (or

RIGHT)[reason]
73
... (in case of unreliable directional ORBIT LEFT (or RIGHT) [reason]
Instruments on board aircraft)
MAKE ALL TURNS RATE ONE (or RATE
HALF,
or (number) DEGREES PER SECOND
EXECUTE INSTRUCTIONS IMMEDIATELY
UPON RECEIPT
TURN LEFT (or RIGHT) NOW
STOP TURN NOW
Note:- When it is necessary to specify a reason for radar vectoring or for the above
manoeuvres, the following phraseologies should be used:
DUE TRAFFIC
FOR SPACING
FOR DELAY
FOR DOWNWIND (or BASE, or FINAL)
Speed control * SPEED (number) KILOMETRES PER HOUR

(or KNOTS)
REPORT SPEED
MAINTAIN (number) KILOMETRES PER

HOUR (KNOTS)
MAINTAIN PRESENT SPEED;
INCREASE (or REDUCE) SPEED TO

(number) KILOMETRES PER HOUR (or
KNOTS)
INCREASE (or REDUCE) SPEED BY

(number) KILOMETRES PER HOUR (or
KNOTS)
RESUME NORMAL SPEED;
REDUCE TO MINIMUM APPROACH

SPEED;
REDUCE TO MINIMUM CLEAN SPEED;
NO [ATC] SPEED RESTRICTIONS
Position reporting
.. To omit position reports OMIT POSITION REPORTS [UNTIL (specify)]

when under radar control
NEXT REPORT AT (significant point)
REPORTS REQUIRED ONLY AT (location(s))
74
RESUME POSITION REPORTING.
Traffic information and TRAFFIC (number) O’CLOCK(distance)

avoiding action (direction of flight) [any other pertinent
information]

avoiding action
SLOW MOVING
FAST MOVING
CLOSING
OPPOSITE (or SAME ) DIRECTION
OVERTAKING
CROSSING LEFT TO RIGHT (or

RIGHT TO LEFT)
..............if known TYPE
LEVEL
... to request avoiding action CLIMBING (or DESCENDING)
* REQUEST VECTORS
when passing unknown traffic DO YOU WANT VECTORS?
... for avoiding action CLEAR OF TRAFFIC [appropriate instructions]
TURN LEFT (or RIGHT) IMMEDIATELY

(number) DEGREES] or [HEADING (three
digits)] TO AVOID [UNIDENTIFIED]
TRAFFIC (bearing by clock-reference and distance)
Communications and [IF] RADIO CONTACT LOST

loss of communications (instructions)
IF NO TRANSMISSIONS RECEIVED FOR

(number) MINUTES (or SECONDS)
(instructions)
REPLY NOT RECEIVED (instructions)
IF YOU READ [manoeuvre instructions or

SQUAWK (code or IDENT)]
manouevre (or SQUAWK) OBSERVED.

POSITION (Position of aircraft). WILL
CONTINUE TO PASS INSTRUCTIONS
Termination of radar service RADAR CONTROL TERMINATED [DUE

(reason)]
75
RADAR SERVICE TERMINATED

(instructions)
WILL SHORTLY LOSE IDENTIFICATION

(appropriate instructions or information)
IDENTIFICATION LOST [reasons]

(instructions)
RADAR IN APPROACH CONTROL SERVICE
Vectoring for approach VECTORING FOR (type of pilot-interpreted aid)

APPROACH RUNWAY (number)
VECTORING FOR VISUAL APPROACH

RUNWAY (number) REPORT FIELD (or
RUNWAY) IN SIGHT
VECTORING FOR (positioning on the

circuit);
VECTORING FOR SURVEILLANCE RADAR

VECTORING FOR PRECISION APPROACH

RUNWAY (number) (type) APPROACH NOT
AVAILABLE DUE (reason) (alternative
instructions)
Vectoring for ILS and other POSITION (number) KILOMETRES (or MILES)
pilot-interpreted aids from (fix). TURN LEFT (or RIGHT) HEADING
(three digits)
YOU WILL INTERCEPT (radio aid or track

distance) FROM (significant point or
TOUCHDOWN);
... when a pilot wishes to be positioned

a specific distance from touchdown REQUEST (distance) FINAL;

CLEARED FOR (type) APPROACH RUNWAY
(number)
instructions and information
REPORT ESTABLISHED [ON MLS
APPROACH TRACK] or [ON ILS
(LOCALIZER) or (GLIDE PATH)]
CLOSING FROM LEFT (or RIGHT)

[REPORT ESTABLISHED]
TURN LEFT (or RIGHT) HEADING (three

digits) [TO INTERCEPT] or [REPORT
ESTABLISHED]
76
THIS TURN WILL TAKE YOU THROUGH

(aid) (reason)
TAKING YOU THROUGH (aid) (reason);
MAINTAIN (altitude) UNTIL GLIDE PATH

INTERCEPTION
REPORT ESTABLISHED ON GLIDE PATH;

INTERCEPT (radio aid) [REPORT
ESTABLISHED].
Manoeuvre during independent CLEARED FOR ILS (or MLS) APPROACH

and dependent parallel approaches RUNWAY (number) LEFT (or RIGHT);
YOU HAVE CROSSED THE LOCALIZER (or

MLS FINAL APPROACH TRACK). TURN
LEFT (or RIGHT) IMMEDIATELY AND
RETURN TO THE LOCALIZER (or MLS
FINAL APPROACH TRACK)
... for avoidance action when an
aircraft is observed penetrating
the ATZ.
ILS (or MLS) RUNWAY (number) LEFT (or
RIGHT) LOCALIZER (or MLS) FREQUENCY
Is (frequency).
TURN LEFT (or RIGHT) (number) DEGREES

(or HEADING) (three digits) IMMEDIATELY
TO AVOID TRAFFIC [DEVIATING FROM
ADJACENT APPROACH], CLIMB
77
SURVEILLANCE RADAR APPROACH
Provision of service THIS WILL BE A SURVEILLANCE RADAR

TERMINATING AT (distance) FROM
TOUCHDOWN, OBSTACLE CLEARANCE
ALTITUDE (or HEIGHT) (number) METRES
(or FEET) CHECK YOUR MINIMA [IN CASE
OF GO AROUND (instructions)]
APPROACH INSTRUCTIONS WILL BE

TERMINATED AT (distance) FROM
TOUCHDOWN
Elevation COMMENCE DESCENT NOW [TO

MAINTAIN A (number) DEGREE FLIGHT
PATH
distance) FROM TOUCHDOWN ALTITUDE

(or HEIGHT) SHOULD BE (numbers and units)
Position (distance) FROM TOUCHDOWN
Checks CHECK GEAR DOWN
PAR APPROACH
APPROACH COMPLETED [CONTACT
(unit)]
Provision of service THIS WILL BE A PRECISION RADAR

PRECISION APPROACH NOT AVAILABLE

DUE (reason) (alternative instructions)
IN CASE OF GO AROUND (instructions)
Communications DO NOT ACKNOWLEDGE FURTHER

TRANSMISSIONS
REPLY NOT RECEIVED WILL CONTINUE

INSTRUCTIONS
Azimuth CLOSING [SLOWLY (or QUICKLY)]

[FROM THE LEFT (or FROM THE RIGHT)]
HEADING IS GOOD
Completion of approach REPORT VISUAL
78
COMPLETED [CONTACT (unit)]
Missed approach CONTINUE VISUALLY OR GO AROUND

[missed approach instructions]
GO AROUND IMMEDIATELY [missed

approach instructions] (reason);
ARE YOU GOING AROUND?
IF GOING AROUND (appropriate instructions);
GOING AROUND.
Track ON TRACK
SLIGHTLY (or WELL, or GOING) LEFT, (or

RIGHT) OF TRACK
(number) METRES LEFT (or RIGHT) OF

TRACK.
Elevation APPROACHING GLIDE PATH
COMMENCE DESCENT NOW [AT

(number) FEET PER MINUTE (or
ESTABLISH A (number) DEGREE GLIDE
PATH)]
RATE OF DESCENT IS GOOD
ON GLIDE PATH
SLIGHTLY (or WELL, or GOING) ABOVE (or

BELOW) GLIDE PATH
[STILL] (number) METRES (or FEET) TOO

HIGH (or TOO LOW)
ADJUST RATE OF DESCENT;
COMING BACK [SLOWLY (or QUICKLY)] TO

THE GLIDE PATH;
RESUME NORMAL RATE OFDESCENT
ELEVATION ELEMENT UNSERVICEABLE

(to be followed by appropriate instructions)
(distance) FROM TOUCHDOWN. ALTITUDE

or HEIGHT) SHOULD BE (numbers and units)
Position (distance) FROM TOUCHDOWN
OVER APPROACH LIGHTS
79
OVER THRESHOLD
Checks CHECK GEAR DOWN AND LOCKED
CHECK DECISION ALTITUDE (or

HEIGHT)
Note: Other phraseologies for use in the area control radar service are given in the
section containing approach control radar service phraseologies.
SSR PHRASEOLOGY
To request the pilot to confirm CONFIRM SQUAWK (code);

the Mode A Code selected on the
aircraft’s transponder * SQUAWKING (code).
To request the operation SQUAWK IDENT

ofn the IDENT feature
LOW
SQUAWK NORMAL.
To request temporary SQUAWK STANDBY

suspension of transponder
operation
To request emergency code SQUAWK MAYDAY
To request termination STOP SQUAWK

of transponder operation
To request transmission SQUAWK CHARLIE

of pressure altitude
To request pressure setting CHECK ALTIMETER SETTING AND

check and confirmation of level CONFIRM LEVEL
To request termination STOP SQUAWK CHARLIE WRONG

of pressure altitude transmission INDICATION
because of faulty operation
To request altitude check VERIFY (level).
To request the capability ADVISE THE TYPE OF TRANSPONDER

of the SSR equipment
* TRANSPONDER (as shown in flight plan);
* NEGATIVE TRANSPONDER.
To instruct setting of
transponder FOR DEPARTURE SQUAWK (code);
SQUAWK (code);
80
To request the pilot to reselect RESET (mode) (code);

the assigned mode and code
* RESETTING(mode) (code).
To request reselection of RESET MODE S IDENTIFICATION

aircraft identification
The following phrases together with their meanings are listed again in the following
table and illustrations.
PHRASE MEANING
SQUAWK (code) Set the mode A as instructed.
Confirm code A code set on the

CONFIRM SQUAWK
transponder.
SQUAWK IDENT. Operate the “IDENT” feature.
SQUAWK MAYDAY Select emergency code.
SQUAWK STANDBY Select the standby feature.
Select pressure altitude transmission

SQUAWK CHARLIE
feature
CHECK ALTIMETER SETTING AND Check pressure setting and confirm

CONFIRM LEVEL present level.
STOP SQUAWK CHARLIE WRONG Deselect pressure altitude transmission

INDICATION feature because of faulty operation
*VERIFY LEVEL Check and confirm your level.
For a mode S equipped aircraft, check

CHECK ID SQUAWK the setting of the aircraft identification
feature.
* Used to verify the accuracy of the Mode C derived level information displayed to the
controller.
The pilot reply to SSR instructions is usually an acknowledgement or readback.
81
FASTAIR 345 ADVISE FASTAIR 345

TYPE OF TRANSPONDER TRANSPONDER CHARLIE

FASTAIR 345 SQUAWK 6411 6411 FASTAIR 345

FASTAIR 345 CONFIRM SQUAWK FASTAIR 345 SQUAWKING 6411

FASTAIR 345 RESET 6411 FASTAIR 345 RESETTING 6411

FASTAIR 345 CHECK ALTIMETER FASTAIR 345 ALTIMETER 1013
SETTING AND CONFIRM LEVEL FLIGHT LEVEL80

FASTAIR 345 CONFIRM FASTAIR 345 NEGATIVE
TRANSPONDER OPERATING TRANSPONDER UNSERVICEABLE

8.33 kHz PHRASEOLOGY
Phraseology
Circumstances
(*denotes pilot transmission)
To request confirmation of 8.33 kHz capability * Confirm Eight Point Three Three
To indicate 8.33 kHz capability * Affirm Eight Point Three Three
To indicate lack of 8.33 kHz capability * Negative Eight Point Three Three
To request UHF capability * Confirm UHF
To indicate lack of UHF capability * Negative UHF
To indicate UHF capability * Affirm UHF
Confirm Eight Point Three Three

To request the status in respect of exemption
Exempted
*Affirm Eight Point Three Three

To indicate 8.33 exempted status
Exempted
* Negative eight point three three

To indicate 8.33 kHz non-exempted status
exempted
82
INITIAL MESSAGE
When flying under VFR an aircraft may change frequency to establish communications
with an aeronautical station to obtain:
 some form of service (FIS, RIS) from an ATSU or

 clearance to penetrate a MATZ or
 clearance to enter controlled airspace under special VFR
The initial call should include the callsign and a request for the type of service required.
On receipt of the message ‘ GO AHEAD ‘ ( or ‘Pass your message’ in the UK) from the
ground station the initial message would be sent by the aircraft. The exact information
and the order in which it must be passed will vary with each unit and this is tabulated
below.
Information ATSU MATZ SVFR
Callsign   
Type   
Position  
Heading  
Level  
Intention   
Type of service ()*
ETA entry point 
* if not transmitted with initial call.
83
84
Chapter 4 Weather Information
CHAPTER FOUR
WEATHER INFORMATION
Contents
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
SOURCES OF WEATHER INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
SUPPLEMENTARY INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
85
86
INTRODUCTION
Knowledge of weather conditions likely to be encountered during flight is essential to the

safe operation of aircraft. However, weather conditions change and therefore a convenient
system to supply the latest information is required. To be effective these sources and the
terms used must be globally understood.
SOURCES OF WEATHER INFORMATION
Sources
A pilot in flight can gain weather information from several sources; the main sources
are:
ATC ATIS VOLMET

In all of these, standard met terms should be used and the information is transmitted
slowly and enunciated clearly so that the data can be written down by the flight crew.
Request from ATC

For example, when returning to Oxford from Cardiff, you might be receiving a radar
service from Brize Radar. In order to decide how you will approach Oxford you could
request the weather from Brize.
“Brize Radar, Oxford 94 request Oxford weather”
“Oxford 94, the Oxford 0950 weather, surface wind 360 degrees 5 knots, visibility 10 kms,
Nil weather, scattered 2500 feet. Runway 02 in use, QNH 1010”
ATIS(Automatic Terminal Information Service)

In order to reduce the workload on controllers, a recorded message is transmitted
continuously on a discrete VHF frequency or on a VOR frequency. Pilots are expected to
listen to the report before contacting the appropriate aerodrome controller. Every time
the data is changed a new code letter is allocated.
Oxford has its own ATIS on 121.950, a typical example sounds like this:
“Oxford Departure information Bravo at 0830 Zulu. Surface wind 210 degrees 10 knots.
QNH 1019 QFE 1009. Brize Norton outside air temp 15 dewpoint 14. Call 121.950 for taxi
and report QNH and information Bravo”
Information Code. On initial contact the pilot should state the information
code that he has received so that the controller can update the information if
necessary.

“Oxford Ground, GBODA with Information Bravo QNH 1019 request taxi”
87
Volmet
Frequencies for Volmet information can be found in the Aeronautical Information
Publication (AIP) or en-route booklets such as Aerad.
Each Volmet transmits a met information for a group of aerodromes at set times past the hour.
Contents of Volmet
Volmet broadcasts (and other Met transmissions) should follow a standard format. You should
study the information on Met Reports in UK AIP MET so that you are familiar with terms and
the units of measurement. A Volmet broadcast would include the following items and units of
measurement:
Aerodrome identification
Surface wind Degrees and knots e.g. 250 degrees 10 knots
Visibility Metres (below 5 km) or kilometers
Runway Visual range (RVR) Metres (only reported 50 - 1500m)
Weather No units e.g. rain
Cloud Few 1-2 octas ( octa = 1/8 )
Scattered 3-4 octas
Broken 5-7 octas
Overcast sky covered
Temperature Degrees Celsius
Dew point Degrees Celsius
QNH Hectopascals or millibars
Trend No units
Cavok. This is pronounced “CAV-O-KAY” and means a combination of conditions where the
visibility, cloud and present weather are better than prescribed valves, namely:
 Visibility is 10 km or more
 No cloud below 1500m (5,000 ft) or below MSA (minimum sector altitude) whichever
is greater and no cumulonimbus (CB)
 No significant weather i.e no precipitation, thunderstorm, shallow fog or low drifting
snow
Note: Surface wind is not included.
SUPPLEMENTARY INFORMATION
Some other information may also be included in reports, particularly with regard to runway
conditions:
 Standing water, e.g. damp, wet, water patches or flooded. Snow, slush, ice.
 Braking action - given for Touchdown Zone, Mid-Point, Stop End. (see table below)
 Other runway surface conditions (e.g. threshold displaced 1000ft due to work in
progress).
 Obstructions.
 Wind Shear warnings etc.
For example:
“Oxford 94, braking action medium due to heavy rain”
“Oxford 94".
88
Braking Action Code

From data collected from operations on compacted snow and ice, an assessment table has been
produced to relate to a measured braking co-efficient to an estimated braking action and hence
to a simple code for braking action. It must be borne in mind that the description “good” is a
comparative value and is intended to mean that aeroplanes should not experience directional
control or braking difficulties when landing, but conditions would not be as good as on a clean,
dry, runway.
The measured co-efficient may be reported as a 2 digit code without the decimal.
Measured Estimated
Code
Co-efficient Braking Action
0.40 and above Good 5
0.39 - 0.36 Medium to good 4
0.35 - 0.30 Medium 3
0.29 - 0.26 Medium to poor 2
0.25 and below Poor 1
89
90
Failures and Emergencies Chapter 5
CHAPTER FIVE
FAILURES AND EMERGENCIES
Contents
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
COMMUNICATIONS FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
EMERGENCIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
DISTRESS PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
URGENCY PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
MEDICAL TRANSPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
COMMUNICATIONS RELATED TO ACTS OF UNLAWFUL INTERFERENCE . . . . 98
91
Chapter 5 Failures and Emergencies
92
INTRODUCTION
As with any field of human endeavour flight operations do not always go according to plan.
In the worst case we may have to apply procedures designed to gain assistance in difficult
situations. In this chapter we will consider communications failure and emergency procedures.
COMMUNICATIONS FAILURE
Breakdown of communications
Occasionally (rarely) communication between aircraft and ground stations can break down. It
could be that either party has a partial failure (receiver failed, transmitter okay or vice versa) or
even a total failure of equipment. The breakdown may be caused by interference or by wrong
selection.
Actions
The most common reason for lack of communications is usually “finger trouble”. Therefore you
should check:
¾¾ Correct frequency selected
¾¾ Volume control not turned too low or squelch level too high
¾¾ Microphone/headset plugs fully home
¾¾ The aeronautical station is open for watch e.g. Military Training bases after 1700 hrs.
¾¾ You are within radio range
Radio Failure
It could be that your (or the other station) equipment’s malfunctioning. It is possible that
your receiver has failed but you are still transmitting satisfactorily.
In VMC and operating under VFR (visual flight rules) some aircraft still operate with no radio
fitted, therefore unless you need an ATC service there is no cause for concern! However, if you
do need a service (for example to join a traffic pattern to land) then you should follow the
GENERAL PROCEDURE outlined here:
¾¾ Attempt communication on another frequency.
¾¾ If these attempts fail, continue to transmit your message twice on the designated
requency.
¾¾ If you know that your receiver has failed, transmit reports (or positions) at the
scheduled times on the frequency n use.
Note: ICAO requirement states that “An aircraft which is receiving Air Traffic Control or Advisory
Service shall also transmit information regarding the intent on of the pilot-in-command with respect to
the continuation of the flight.”
Question How else could you inform ATC of your radio failure?
Answer SSR Code - squawk 7600 This code appearing on a radar screen informs the
controller that the aircraft concerned has radio problems
93
Rules of the Air

The Rules of the Air (Annex 2 to the ICAO convent on) says that in Visual Meteorological
Conditions (VMC) the aircraft with communications failure shall:
¾¾ Continue to fly in VMC ( keep clear of cloud).
¾¾ Land at nearest suitable aerodrome.
¾¾ Report arrival by the most expeditious means to the appropriate ATC unit (telephone
ATC).
Note 1: “In addition, the aircraft when forming part of the traffic pattern (i.e. in the circuit to land) at a
controlled aerodrome shall keep a watch for instructions as may be issued by visual signals”
Note 2: “Controlled VFR” is common in other countries and requires 2-way

communications.
EMERGENCIES
States of Emergency
The states of emergency are classified as follows:
DISTRESS - a condition of being threatened by serious and/or imminent danger and of

requiring immediate assistance.
URGENCY - a condition concerning the safety of an aircraft or other vehicle or of some person
on board or within sight, but does not require immediate assistance.
Emergency communications
Distress and urgency traffic shall normally be maintained on the frequency on which such traffic
was initiated until it is considered that better assistance can be provided by transferring that
traffic to another frequency.
Note: 121.5 MHz or alternative available VHF or HF frequencies may be used as appropriate. In cases of
distress and urgency communications, in general, the transmissions by radiotelephony shall
DISTRESS PROCEDURES
Distress Message
In addition to being preceded by the radiotelephony distress signal MAYDAY, preferably spoken
three times, the distress message to be sent by an aircraft in distress shall:
¾¾ be on the air-ground frequency in use at the time;
¾¾ consist of as many as possible of the following elements spoken distinctly and, if pos-
sible, in the following order:
•• name of the station addressed (time and circumstances permitting);
•• the identification of the aircraft;
•• the nature of the distress condition;
•• intention of the person in command;
•• present position, level (i.e. flight level, altitude, etc., as appropriate) and
heading.
94
Supplemental Measures
The foregoing provisions may be supplemented by the following measures:
¾¾ the distress message of an aircraft in distress being made on the emergency

frequency 121.5 MHz or another aeronautical mobile frequency, if considered necessary or
desirable. Not all aeronautical stations maintain a continuous guard on the emergency
frequency;
¾¾ the distress message of aircraft in distress being broadcast, if time and circumstances
make this course preferable;
¾¾ the aircraft transmitting on the maritime mobile service radiotelephony calling

frequencies;
¾¾ the aircraft using any means at its disposal to attract attention and make known its
conditions including the act vat on of the appropriate SSR mode and code (mode A
7700);
¾¾ any station taking any means at its disposal to assist an aircraft in distress;
¾¾ any variation on the elements listed in ii)* above when the transmitting station is
not itself in distress, provided that such circumstance is clearly stated in the distress
message.
Note: The station addressed will normally be that station communicating with the aircraft or in whose
areas of responsibility the aircraft is operating.
Action by the station addressed or the first station acknowledging the distress message
The station addressed by the aircraft in distress, or first station acknowledging the distress
message, shall;
¾¾ immediately acknowledge the distress message
¾¾ take control to the communications or specifically and clearly transfer that

responsibility, advising the aircraft if a transfer is made
¾¾ take immediate action to ensure that all necessary information is made available, as
soon as possible, to
•• the ATS unit concerned

•• the aircraft operating agency concerned, or its representative, in accordance
with pre-established arrangements
Note: The requirement to inform the aircraft operating agency concerned does not have priority over any
other action which involves the safety of the flight in distress, or of any other flight in the area, or which
might affect the progress of expected flights in the area.
¾¾ warn other stations, as appropriate, in order to prevent the transfer of traffic to the fre-
quency of the distress communication.
95
Imposition of Silence.
The station in distress, or the station in control of distress traffic, shall be permitted to impose
silence, either on all stations of the mobile service in the area or on any station which interferes
with the distress traffic. It shall address these instructions “to all stations”, or to one station
only, according to circumstances. In either case, it shall use:
‘STOP TRANSMITTING’
The radio distress signal ‘MAYDAY’. The use of the signals specified above shall be reserved for
the aircraft in distress and for the station controlling the distress traffic.
Action by all other stations

The distress communications have absolute priority over all other communications, and a station
aware of them shall not transmit on the frequency concerned, unless:
¾¾ the distress is cancelled or the distress traffic is terminated;
¾¾ all distress traffic has been transferred to other frequencies;
¾¾ the station controlling communications gives permission;
¾¾ it has itself to render assistance.
Any station which has knowledge of distress traffic, and which cannot itself assist the aircraft
in distress, shall nevertheless continue listening to such traffic until it is evident that assistance
is being provided.
Termination of Distress Communications and of Silence

When an aircraft is no longer in distress, it shall transmit a message cancelling the distress
condition.
When the station which has controlled the distress communication traffic becomes aware that
the distress condition is ended, it shall take immediate action to ensure that this information is
made available, as soon as possible, to:
¾¾ the ATS unit concerned
¾¾ the aircraft operating agency concerned, or its representative, in accordance with

pre-established arrangements. The distress communication and silence conditions shall
be terminated by transmitting a message, including the words:
“DISTRESS TRAFFIC ENDED”
on the frequency or frequencies being used for the distress traffic. This message shall be originated
only by the station controlling the communications when, after the reception of the message
cancelling the distress condition, it is authorised to do so by the appropriate authority.
96
URGENCY PROCEDURES
Action by the aircraft reporting the condition

(other than by an aircraft used for medical transports)
In addition to being preceded by the radiotelephony urgency signal PAN PAN preferably spoken
three times, the urgency message to be sent by an aircraft reporting an urgency condition shall:
¾¾ be on the air-ground frequency in use at the time
¾¾ consist of as many as required of the following elements spoken distinctly and, if

possible, in the following order:
•• the name of the station addressed

•• the identification of the aircraft
•• the nature of the urgency condition
•• the intent on of the person in command
•• present position, level (i.e. flight level, altitude, etc., as appropriate) and
•• heading
•• any other useful information
Note 1: The foregoing provisions are not intended to prevent an aircraft broadcasting an urgency message,
if time and circumstances make this course preferable.
Note 2: The station addressed will normally be that station communicating with the aircraft or in whose
area of responsibility the aircraft is operating.
Action by the station addressed or the first station acknowledging the urgency message
The station addressed by an aircraft reporting an urgency condition, or first station acknowledging
the urgency message, shall:
¾¾ acknowledge the urgency message;
¾¾ take immediate action to ensure that all necessary information is made available, as
soon as possible, to;
•• the ATS unit concerned;

•• the aircraft operating agency concerned, or its representative, in accordance
with pre-established arrangements;
Note: The requirement to inform the aircraft operating agency concerned does not have priority over any
other action which involves the safety of the flight in distress, or of any other flight in the area, or which
might affect the progress of expected flights in the area.
¾¾ if necessary, exercise control of communications.
Action by all other stations

The urgency communications have priority over all other communications, except distress, and
all stations shall take care not to interfere with the transmission of urgency traffic.
97
MEDICAL TRANSPORTS
Action by an aircraft used for medical transports

The use of the signal PAN PAN MEDICAL shall indicate that the message which follows
concerns a protected medical transport pursuant to the 1949 Geneva Conventions and Additional
Protocols.
For the purpose of announcing and identifying aircraft used for medical transports, a transmission
of the radiotelephony urgency signal PAN PAN, preferably spoken three times, shall be followed
by the radiotelephony signal for medical transports MAY-DEE- CAL, pronounced as in the
French “mèdical”. The use of the signals described above indicates that the message which
follows concerns a protected med cal transport. The message shall convey the following data:
¾¾ the call sign or other recognised means of identification of the medical transports;
¾¾ position of the medical transports;
¾¾ number and type of medical transports;
¾¾ intended route;
¾¾ estimated time en route and of departure and arrival, as appropriate; and
¾¾ any other information such as flight altitude, radio frequencies guarded, languages
used, and secondary surveillance radar modes and codes.
Action by the station addressed or by other stations receiving a medical transports message
The provisions of the above shall apply as appropriate to stations receiving a medical transports
message.
COMMUNICATIONS RELATED TO ACTS OF UNLAWFUL INTERFERENCE
The station addressed by an aircraft being subjected to an act of unlawful interference, or first
station acknowledging a call from such an aircraft, shall render all possible assistance, including
notification of appropriate ATS units as well as any other station, agency or person in a position
to facilitate the flight.
98
Chapter 6 IFR
CHAPTER SIX
IFR
Contents
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
CALLSIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
LEVEL REPORTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
POSITION REPORTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
MET REPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
COMMUNICATION FAILURE UNDER IFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
NDB APPROACH PROFILES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
99
Chapter 6 IFR
100
Chapter 6 IFR
INTRODUCTION
The procedures for IFR and VFR are mostly identical but some words and procedures are
generally only used by large commercial aircraft; hence they appear in this section.
In this chapter we will discuss the remaining elements of communications which apply
to IFR flight rather than to both VFR and IFR.
CALLSIGNS
‘HEAVY’
Aircraft which are in the heavy wake turbulence category (mostly decided by aircraft
weight) must use the word ‘HEAVY’ in the initial call to an ATSU (Air Traffic Service
Unit).
“Brize Radar, Speedbird 213 Heavy, request radar advisory”
Change Call Sign

In the interests of safety an aeronautical station (ATC) may tell an aircraft to change call
sign temporarily. The aircraft station cannot do this! For example there may be two
aircraft on the same frequency with a similar sounding call sign: Speedbird 123 and
Birdseed 123
“Speedbird 123 change call sign to BA 123”
When this is no longer required (one aircraft has left frequency or the subject aircraft is
handed over to another agency for example) the aircraft is told to revert to his original
call sign.
“BA123 revert to flight plan call sign”
LEVEL REPORTING
Vertical Position
The reporting of vertical position aircraft depends upon the altimeter pressure setting in
use.
Standard Pressure Setting (SPS)

Its reading is based on sea level pressure in the standard atmosphere i.e.1013.2 hpa. The
altimeter reads FLIGHT LEVEL.
Note: SPS does not read height above sea level but merely above a standard datum.
QNH.
With this pressure setting the altimeter reads ALTITUDE above mean sea level for the
actual atmospheric conditions.
QFE
With this pressure setting the altimeter reads HEIGHT usually above the runway
threshold. (Commercial operations rarely use this pressure setting now.)
Levels may be reported as Altitude, Height or Flight Level according to the phase of flight
and the altimeter setting; with the SPS set, the words ‘Flight Level’ must be used prior to
the given level.
101
Chapter 6 IFR
Figure 6.1. Pressure Settings

Pressure Settings
Examples
In the following examples ‘climb’ or ‘descend’ are interchangeable.
Event ATC Pilot
Fastair 243 Descend to FL 120 Fastair

Flight Level change
Descend to FL 120 243
Fastair 243 Re-cleared FL 60 Fastair

Flight Level change
Re-cleared FL 60 243
Fastair 243 QNH 1003 Descend to

Altitude
Set QNH 1003 Descend to 3,000 ft 3,000 ft Fastair 243
Fastair 243 Fastair 243

Inability to climb
Expedite climb to FL 200 Unable due to weight
102
Chapter 6 IFR
POSITION REPORTING
Compulsory position reports

Compulsory position reports may be required on some routes that may or may not
have designated significant points. These reports shall contain the following elements of
information, except that elements 4, 5 and 6 may be omitted under certain conditions:
1 callsign
2 position
3 time
4 level
5 next position and time
6 ensuing significant point.
Note: 1, 2 and 3 may not be omitted.
Exemptions
Where adequate flight progress data is available from other sources, such as surveillance
radar, flights may exempted from compulsory position reports. Examples of messages
relating to such exemption include:
“ FASTAIR 345 NEXT REPORT COLINTON ”
“ FASTAIR 345 OMIT POSITION REPORTS UNTIL FIR BOUNDARY, NEXT REPORT
COLINTON ”
“ FASTAIR 345 RESUME POSITION REPORTING ”
The reply to such a message would be

“ FASTAIR 345 WILCO ”
MET REPORTS
Requirement
Occasionally aircraft meteorological observations are required. (In practice these are
rarely required in the UK, but in some areas where observations are difficult [e.g. Atlantic]
aircraft reports are valuable). The reports required are:
 routine aircraft observations during en-route and climb-out phases.
 special reports during any phase of flight.
The following flights are exempt from sending met reports:
 aircraft not equipped with RNAV ( area navigation )
 flight is less than 2 hours
 aircraft is less than 1 hour from next landing
 altitude of flight is less than 1500m (5,000 ft)

103
Chapter 6 IFR
Content of Routine Met Reports

The content of a routine report is combined with a routine position report as shown
below:
SECTION 1 ( POSITION )
Callsign, Position, Time, Level, Next Position & ETA
SECTION 2 ( OPERATIONAL INFO )
ETA (at destination), Endurance
SECTION 3 ( MET INFO )
Air Temp, Wind (direction and speed), Turbulence, Icing, Humidity
Special Met Reports

The content of a special met report includes:
SECTION 1 Callsign, Position, Time Level
SECTION 2 Special met condition
Special reports are reported in SPECIAL weather conditions such as Severe Turbulence,
Volcanic Ash, Pre-volcanic Eruption, Severe Icing, Heavy Dust / Sand Storm,
Thunderstorm, severe Mountain Wave.
Figure 6.2. Special Weather Conditions

Special Weather Conditions
104
Chapter 6 IFR
COMMUNICATION FAILURE UNDER IFR
IFR in VMC or IMC

In the event of a failure to establish or maintain communications, the initial actions are the
same as for VFR, in other words check equipment, transmit blind etc. The ICAO reference
really only considers “controlled flights” under VFR and IFR [In the UK controlled VFR
is uncommon except under special circumstances in Control Zones e.g. crossing Brize
Norton’s control zone].
The subsequent actions in the event of communication failure depend upon whether
the aircraft can maintain visual meteorological conditions (VMC) i.e. keep clear of cloud
during descent and landing or whether the aircraft cannot avoid flying in cloud i.e. in
instrument meteorological conditions (IMC).
IFR in VMC
The action for communication failure on a IFR flight in VMC is the same as the VFR
procedure. If an aircraft can maintain VMC then the pilot must follow this procedure:
 Continue to fly in VMC
 Land at the nearest suitable aerodrome; and
 Report arrival by most expeditious means to the appropriate ATSU.
IFR in IMC
If in IMC the aircraft shall:
 unless otherwise prescribed on the basis of a regional air navigation agreement,

in airspace where radar is not used in the provision of air traffic control, maintain
the last assigned speed and level, or minimum flight level if higher, for a period of
20 minutes following the aircraft’s failure to report its position over a compulsory
reporting point and thereafter adjust level in accordance with the filed flight plan;
or,
 in airspace where radar is used in the provision of air traffic control, maintain the
last speed and level, or minimum flight level if higher, for a period of 7 minutes
following:
• the time the last assigned level or minimum flight altitude is reached; or
• the time the transponder is set to code 7600; or
• the aircraft’s failure to report its position over a compulsory reporting
point;
which ever is later and thereafter adjust level and speed in accordance
with the filed flight plan;
 when being radar vectored or having been directed by ATC to proceed offset using
RNAV without a specified limit, proceed in the most direct manner possible to
rejoin the current flight plan route no later than the next significant point, taking
into consideration the applicable minimum flight altitude;
 proceed according to the current flight plan route to the appropriate designated
navigation aid or fix serving the destination aerodrome and, when required to
ensure compliance with 5) below, hold over this aid or fix until commencement
of descent;
105
Chapter 6 IFR
 commence descent from the navigation aid or fix specified in 4) at, or as close
possible to, the expected approach time (EAT) last received and acknowledged;
or, if no EAT has been received and acknowledged, at, or as close as possible to,
the estimated time of arrival resulting from the current flight plan;
 complete a normal instrument approach procedure as specified for the designated

navigation aid or fix; and
 land, if possible, within 30 minutes after the estimated time of arrival specified in
5 or the last acknowledged EAT, which is later.
SELCAL
SELCAL stands for selective calling, a system in which the voice calling is replaced by
the transmission of coded tones to the aircraft over the radiotelephony channels. This
means that the flight crew do not have to monitor the channel continuously - a very
useful feature particularly on long oceanic flights using HF communications.
A single selective call consists of a combination of four pre-selected audio tones whose
transmission requires about 2 seconds. Receipt of the assigned tone code (SELCAL code)
activates a cockpit call system in the form of light and/or chime signals.
The procedure for the use of SELCAL by a flight crew is as follows:
 include the SELCAL code in the flight plan and
 establish HF communications temporarily while still within VHF coverage

to ensure that the HF aeronautical station has the correct SELCAL code
information.
The aircraft station should also carry out a pre-flight SELCAL check and ,if necessary give
its SELCAL code.
IFR FLIGHT PROFILE

In order to put into practice some of the standard words and phrases from the list profiled
in Doc 4444 (or summarised in 9432) we will follow a typical IFR flight profile.
Some of the profile is imaginary in that there is no standard departure from Cardiff nor
is there an ILS at Oxford! However, the object is to fly IFR from Cardiff to Oxford with
an ILS approach.
The list of phrases used is not exhaustive and therefore some private study of all phrases
possible is essential.
106
Chapter 6 IFR
EVENT PILOT ATC / Groundcrew
Departure ATIS This is Cardiff Departure

Information Delta. Time 1115
Runway 30 Surface wind 290
degrees 15 knots Visibility 10
km Sky clear Temperature 15
Dew point 10 QNH 1009 For
start-up and taxi instructions
contact Ground on 124.0
Start-up on 124.0 Cardiff Ground Speedbird 123

(this is requested to avoid Stand 24 Information Delta
unnecessary fuel wastage by Request Start-up
delays on the ground. In case Speedbird 123 Start-up at 35
of a delay an expected start-up QNH 1009
time is given) or
Speedbird 123 Start-up
approved QNH 1009
Push-back Ground Speedbird 123

Request push-back
Speedbird 123 push-back
approved
On groundcrew intercomm Ready for push-back

Confirm brakes released
Brakes released
Commencing push-back
Push-back complete confirm

brakes set
Brakes set. Disconnect
Disconnecting. standby for
visual signal at your left
Roger
On Ground 124.0 Ground Speedbird 123

Request taxy
Speedbird 123 Taxy to holding
point D runway 30 Give way
to Boeing 747 on taxyway at C
Taxy to holding point D

runway 30 Wilco Speedbird123
107
Chapter 6 IFR
Clearances are passed by Speedbird 123 I have your

ground controllers when clearance
they have received them Ready to copy (or go ahead)
from Approach or Airways Speedbird 123
controller Speedbird 123 is cleared
for the Brecon 30 departure
climbing to FL80 Onward
clearance with Cardiff
Approach 125.850 Squawk
3312
Speedbird 123 is cleared
for the Brecon 30 departure
climbing to FL80 Onward
clearance with Cardiff
Approach 125.850 Squawk
3312 Speedbird 123
Readback correct Contact
tower 125.925
Tower 125.925 Speedbird 123
On tower freq 125.9 Cardiff tower Speedbird 123

Conditional clearance ready for departure
Speedbird 123 Behind
Take-off (when runway landing 747 line- up behind
vacated by B747) Behind landing 747 line-up
behind Speedbird 123
Speedbird 123 cleared for
take-off
Cleared for take-off
Speedbird 123
Departure Cardiff tower Speedbird

123 passing FL 50 for FL 80
Then Brecon 30 departure Climb
FL150 Speedbird 123
Speedbird 123 Roger
continue climb FL 150
Expedite climb until passing
FL120 Speedbird 123
Speedbird 123 Expedite climb
until passing FL120
108
Chapter 6 IFR
Joining Controlled London Control Speedbird

Airspace 123 maintaining FL150
Speedbird 123 is cleared to
enter controlled airspace
at Brecon FL 150 route to
Oxford via Golf 1 Leave
controlled airspace at Malby
Speedbird123 is cleared to
enter controlled airspace at
Brecon FL150 route to Oxford
via Golf 1 Leave controlled
airspace at Malby
Speedbird 123 readback
correct Report at Alvin
Wilco Speedbird123
Speedbird 123 Squawk 2156
Contact London Control
123.125 for airways clearance
Squawk 2156 Contact London
control 123.125 Speedbird 123
Position Reports: Callsign Speedbird 123 Alvin 25 FL150

Position, time FL Next posn, Wotan 30
time Speedbird123 Roger
Descent Speedbird123 Request leave

controlled airspace by descent
Negative Speedbird 123
Descend now to FL 120
Expect further descent when
clear of controlled airspace
Descend FL 120 Expect
further descent when clear of
controlled airspace Speedbird
123
IFR Arrival Oxford Approach Speedbird

123 FL80 Estimate Chalo 45
Information Delta
Speedbird 123 QNH 1001
Descend to 2,500 ft
QNH 1001 Descending 2,500 ft
Speedbird 123
Speedbird 123 turn right 020
degrees for separation
Right 020 degrees Speedbird
123
Speedbird 123 self position for
ILS runway 20 Report at Hey
Wilco Speedbird123
109
Chapter 6 IFR
ILS Approach Speedbird 123 Heavy 2,500 ft

(on Oxford Speedbird 123 turn right 180
Approach) closing localiser from the right
Report established
Right 180 Wilco Speedbird 123
Clearances Speedbird 123 Localiser

established
Speedbird 123 Roger Cleared
ILS approach runway 20
Report outer marker
Cleared ILS runway 20 Wilco
Speedbird123
Speedbird 123 Outer marker

Speedbird 123 contact tower
118.875
Tower 118.875 Speedbird 123
On tower 118.87 Oxford tower Speedbird 123

outer marker
Speedbird123 Oxford tower
Cleared to land runway 20
Cleared to land Speedbird 123
110
Chapter 6 IFR
NDB APPROACH PROFILES
EVENT PILOT ATC
NDB Approach Oxford Approach GBODA

Chalo 45 FL 80 Estimate OX at
50
GBODA Oxford Approach
hold OX at FL 45 Expect NDB
approach runway 20
Hold at OX FL 45 GBODA
GBODA OX FL 45 Entering the
hold
GBODA expected approach
time 55
Roger GBODA
Clearance GBODA Cleared for the NDB

approach to runway 20 Report
beacon outbound
Cleared for NDB approach
runway 20 Wilco GBODA
Beacon Outbound GBODA beacon outbound

GBODA report base turn
complete
Wilco GBODA
Base Turn GBODA base turn complete

GBODA contact tower 118.875
Tower 118.875 GBODA
Final Approach Oxford Tower GBODA long

final runway 20
GBODA Oxford tower Cleared
to land
Cleared to land GBODA
111
Chapter 6 IFR
112
Chapter 7 VHF Propagation
CHAPTER 7
VHF PROPAGATION
Contents
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
RADIO FREQUENCY BANDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
VHF FREQUENCY SPREAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
VHF FREQUENCY SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
VHF PROPAGATION CHARACTERISTICS . . . . . . . . . . . . . . . . . . . . . . . . 117
FACTORS AFFECTING VHF PROPAGATION . . . . . . . . . . . . . . . . . . . . . . 118
EFFECTIVE RANGE OF VHF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
FREAK PROPAGATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
113
114
INTRODUCTION
Radio Waves.
If an alternating current of suitably high frequency is fed to a transmitting aerial, the
energy is not confined to the metal of the aerial but radiates out into space in the form
of electro-magnetic waves (radio waves). This radiation of energy through space
comprises alternating electrical and magnetic fields at right angles to each other. The
amplitude of each field varies (oscillates) between zero and a maximum value, at the
same frequency as the alternating current in the aerial.
Polarization.
Figure 7.1. Vertical Polarization.

Vertical Polarization.
The term polarization is used to describe the direction or plane of oscillation of the
electrical field of an electro-magnetic wave. For instance a vertical transmitting aerial
produces (mainly) a vertically polarized radio wave, with the electrical field (E)
oscillations occurring in the vertical plane and the magnetic field (H) oscillations in the
horizontal plane. For efficient reception, the receiving aerial should also be vertical. If
the transmitting aerial is horizontal, the receiving aerial should also be horizontal.
The electric and magnetic fields oscillate at right angles to each other and both are at right
angles to the direction of propagation (or travel) of the radio wave. Figure 7.1. shows the
peak values E and H of the electric and magnetic fields of a vertically polarized wave.
Speed of Propagation.
Radio waves travel at the speed of light. The speed is virtually constant and is:-
300,000,000 metres per second,

or
162,000 nautical miles per second
Wavelength.
The wavelength of a radio wave can be defined as the distance travelled by the radio
signal during the transmission of one cycle. Wavelength is normally expressed in metres
unless it is less than one metre, when centimetres or millimetres are used.
115
Frequency Units.
Frequencies are expressed in Hertz (Hz). One Hertz equals one cycle per second. Radio frequencies
are high and for convenience the following units may be used:-
Kilo-Hertz (kHz) = 1,000 Hz = 103 Hz

Mega-Hertz (MHz) = 1,000,000 Hz = 106 Hz
Giga-Hertz (Ghz) = 109 Hz
Tera-Hertz (THz ) = 1012 Hz
RADIO FREQUENCY BANDS
Frequency Spectrum. The following table shows the division of radio frequencies into the various
bands. The bands used for radio communications are the VHF and the HF bands.
Frequencies Frequency Wavelength Facilities

Band
3-30 kHz VLF 100 km - 10 km Very long range

(Very Low Frequency) navigation
30-300 kHz LF 10 km - 1km NDB, Decca, Loran -C

(Low Frequency)
300-3,000 kHz MF 1 km - 100 metres NDB

(Medium Frequency)
3 - 30 MHz HF 100 metres-10 HF R/T

(High Frequency) metres
30 - 300 MHz VHF 10 metres -1 metre VHF R/T, VDF,

(Very High VOR, ILS.
Frequency) marker beacons,
300 - 3,000 UHF 1 metre -10 cm ILS Glidepath, DME,

MHz (Ultra High some Surveillance
Frequency) Radar.
3 - 30 Ghz SHF 10 cm -1 cm PAR, some Surveillance

(Super High Radar, Doppler Radar,
Frequency) Radio Altimeter .AWR
30 - 300 GHz EHF 1 cm -1 mm Airfield Surface

(Extremely High Movement Radar
Frequency)
116
VHF FREQUENCY SPREAD
The frequencies in the part of the VHF band that may be of concern to the pilot are as
follows:
88 to 107.95 MHz Broadcasting (FM)

108 to 117.95 MHz Radio Navigation (AM and FM)
118 to 136.975 MHz Radio Communication (AM)
This is the band that used for Aeronautical
Mobile Service voice communications
(AM stands for amplitude modulation and FM for frequency modulation)
VHF FREQUENCY SEPARATION
Sidebands and Bandwidth.

The spread of side frequencies above and below the carrier frequency are known
respectively as the upper and lower sidebands. The total spread of frequencies in
the modulated emission is known as the Bandwidth of the signal. A voice (or music)
transmission consists of many different audio frequencies, up to at least 5 kHz, impressed
on the carrier wave. Consequently many side frequencies exist in the modulated signal,
which may have a bandwidth of at least 10 kHz. Such a signal is classified as an A3E
emission; an example is VHF R/T.
VHF Bandwidth
The bandwidth allocated to VHF frequencies is at present for the most part 25kHz or
0.025mHz i.e. the spacing between one channel and another. Wherever channels are
separated by 25kHz, only the first five digits should be used, not more than 2 significant
digits after the decimal point. In the case of these being 2 zeros, a single zero is considered
significant.
118.0 transmitted as ONE ONE EIGHT DECIMAL ZERO

118.025 transmitted as ONE ONE EIGHT DECIMAL ZERO TWO
However, this is being reduced to 8.33kHz (one third of 25kHz) and is already mandatory
for aircraft using the upper airspace over Europe under Eurocontrol. Wherever VHF
channels are separated by 8.33kHz, all 6 digits of the numerical designator should be
used to identify the transmitting channel. Three digits after the decimal are used for all
channels.
118.005 transmitted as ONE ONE EIGHT DECIMAL ZERO ZERO FIVE
VHF PROPAGATION CHARACTERISTICS
Propagation Paths.
The path of a radio wave from a transmitter to a receiver many miles away is not
necessarily direct. The following paragraphs describe the various paths a radio signal
can follow. In many cases, the signal may be reaching the receiver by more than one path
at the same time, and because of the different path lengths there will be phase differences
between the signals. Such phase differences affect the resultant signal strength. For
instance, if two waves from the same transmitter travel by different paths and arrive 180°
117
out of phase, they will cancel each other if their amplitudes are the same. The resultant
signal strength will be zero, so no signal will be received. Changes in phase difference
will cause changes in signal strength so producing the effect known as ‘fading’.
Direct and Ground-reflected Waves.
A signal which travels in a straight line between transmitter and receiver is called the
direct wave. In addition to this, there is normally a signal arriving at the receiver after
reflection at the earth’s surface. This is the ground-reflected wave. These two waves are
jointly known as the Space Wave. (In this and other diagrams, the abbreviation Tx is
used for transmitter and Rx for Receiver.)

Space
Figure 7.2. Wave.Wave.
Space
Since the direct and reflected waves follow different paths they may arrive at the receiver
with large phase differences. The situation is further complicated by a change in phase
which occurs at the point of reflection of the ground-reflected wave. The net result is that,
for instance, an aircraft flying towards a ground station may suffer fading or temporary
loss of VHF communications with that station. The range at which this occurs depends
on ground aerial height above the surface, aircraft altitude, and frequency. For instance,
with VHF R/T, except in freak conditions, the curvature of the earth gives protection from
mutual interference between stations using a common frequency provided they are well-
separated geographically.
FACTORS AFFECTING VHF PROPAGATION
Attenuation.
The term attenuation means the loss in strength of a radio signal as range from the
transmitter increases. The signal strength received is inversely proportional to the
distance from the transmitter. A wave becomes attenuated as range increases because:-
 The radio energy available is spread over a greater area.
 Radio energy is lost to the earth, the atmosphere, and sometimes to the ionised
layers above the earth.
One factor on which the operational range of a radio emission depends is the transmitter
power. The range obtainable is proportional to the square root of the power; in other
words if the range is to be doubled, the transmitter power must be quadrupled.
118
Refraction.
As a general rule, radio signals travel in straight lines, that is, they follow great circle paths over
the surface of the earth. Under certain circumstances, however, the path of a signal may change
direction. This change of direction is known as refraction. The amount of refraction varies
considerably, depending on conditions and on frequency. In the VHF range of frequencies there
is negligible refraction.
EFFECTIVE RANGE OF VHF
Line of Sight Range

The curvature of the earth limits the use of the direct wave. It can be seen that the aircraft
‘below the horizon’ cannot use the direct wave for communications.
The lowest direct wave is just tangential to the surface and is known as the ‘horizon ray’. It
will be appreciated that direct wave communications for the aircraft could be restored by either
raising the height of the ground aerial or increasing the aircraft’s altitude.
Line Line
Figure 7.3. of Sight.
of Sight.
A formula used for calculating the maximum range of direct wave reception is:-
Range (nm) = 1.25 ( √h1 + √h2)
Where h1 = height of ground aerial (feet AMSL)
h2 = aircraft altitude (feet AMSL)
This formula allows for a small amount of refraction in the lower layers of the atmosphere,
which gives a slightly better range than would be obtained if the direct wave followed a
perfectly straight path without any downward refraction. Under normal conditions, the space
wave provides the only propagation path for frequencies above about 30 MHz.
Therefore, except on fairly rare occasions, communications in the VHF and higher bands suffer
from line of sight transmission with range limited by the curvature of the earth and any high
ground which interrupts the line of sight. Note that the range limitation imposed by Line of
sight transmission is useful when there is a shortage of available frequencies.
119
FREAK PROPAGATION
It has been stated that for frequencies above about 30 MHz, transmission is normally ‘line of
sight’ so that propagation is by means of the space wave. Under certain conditions of freak
or ‘anomalous’ propagation, however, ranges much greater than line of sight ranges can be
achieved by means of duct propagation and scatter propagation.
Duct Propagation.
This effect, also called ‘super-refraction, is associated with a temperature inversion and a rapid
decrease in humidity with height. Such meteorological conditions are most often found at the
surface over land in high pressure conditions at night and in the early morning. A warm air
mass over a cold sea can also produce the effect. It can also occur at higher levels.
FigureDuct
7.4 Duct Propagation.
Propagation
The way in which radio signals can be ‘trapped’ in a duct of cold air is shown above. This
process sometimes permits reception of signals at the surface hundreds of miles beyond the
horizon. The effect is most common in the SHF and UHF bands, but is also encountered in the
VHF band if the duct is sufficiently deep (say, 500 ft). Duct propagation can cause annoying
interference between control towers using the same R/T frequency, and false range indications
on ground radar screens.
Scatter Propagation.
The E-layer sometimes contains areas of very high ionisation density which can produce weak
sky waves (known as ‘Sporadic-E’ reflections) in the VHF band. The effect is unpredictable
and the sky waves are scattered at random in the forward direction from the transmitter. With
specially designed aerials, scatter propagation can sometimes be used to provide intermittent
extended range VHF R/T but it is not a reliable means of communication. Scatter propagation
can cause mutual interference between VHF radio aids sharing a frequency and normally
protected from interference by line of sight transmission. Television programmes also suffer
from interference due to this effect.
120
Revision Questions Chapter 8
CHAPTER EIGHT
REVISION QUESTIONS
Contents
SPECIMEN QUESTIONS - VFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
ANSWERS - VFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
SPECIMEN QUESTIONS – IFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
ANSWERS - IFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
121
Chapter 8 Revision Questions
122
SPECIMEN QUESTIONS - VFR
1 The abbreviation for the callsign CHEROKEE XY-ABC would be:
a. XY- BC
b. CHEROKEE XY-BC
c. CHEROKEE BC
d. ABC
2 The Q code for TRUE BEARING from a station is:
a. QDR
b. QFE
c. QUJ
d. QTE
3 The definition of the DISTRESS condition is that:
a. there is concern for the safety of the aircraft or a person on board or other vehicle
but there is no need for immediate assistance
b. the aircraft is in imminent danger and requires immediate assistance
c. the aircraft has crashed
d. the aircraft is being hi-jacked
4 The words preceding an URGENCY message should be:
a. Urgency Urgency Urgency

b. Pan Pan Pan Pan Pan Pan
c. Pan Pan Pan
d. Mayday Mayday Mayday
5 The Q code on which height is based on:
a. QNH
b. QFF
c. QFE
d. QUJ
6 The frequency on which ATIS can be found is
a. Discrete VHF or VOR frequency

b. Discrete VHF only
c. VOR frequency only
d. any ATC frequency
7 The call from an aircraft for a missed approach is:
a. OVERSHOOTING
b. TOUCH AND GO
c. GOING AROUND
d. ABORTING
123
8 When asking for a repeat of a message, you should say:
a. WORDS TWICE
b. REPEAT MESSAGE
c. SPEAK SLOWER
d. SAY AGAIN
9 When reporting a frequency the use of the word “DECIMAL” can be omitted:
a. When there is no likelihood of confusion

b. After the initial call
c. Never
d. By the ground station only
10 The selection of the code 7600 on a transponder indicates:
a. loss of comms
b. distress
c. urgency
d. hi-jacking
11 Your action in response to the instruction from ATC to “RESET SQUAWK” is to:
a. set the numbers to 7000

b. reselect the numbers on the control unit
c. switch to standby and back to ON
d. press the IDENT button
12 If you are unable to contact a station on a designated frequency you should:
a. try a another appropriate frequency

b. start transmitting blind
c. land at the nearest suitable aerodrome
d. transmit words twice
13 The minimum content of a readback of the message from ATC “X-CD CHANGE
FREQUENCY TO STEPHENVILLE TOWER 118.7” is:
a. 118.7
b. CHANGING FREQUENCY X-CD
c. TO STEPHENVILLE X-CD
d. 118.7 X-CD
14 The best signals for VHF communications are obtained when the position of the
aircraft is at:
a. high altitude at long range

b. high altitude and in the vicinity of the aerodrome
c. low altitude and short range
d. low level and long range
124
15 The Q code for the magnetic bearing from a station is:
a. QDM
b. QDR
c. QTE
d. QNH
16 The abbreviation for a control zone is:
a. CTR
b. CTZ
c. ATZ
d. CTA
17 The condition that defines the state of an aircraft in imminent danger is:
a. Mayday
b. Distress
c. Pan Pan
d. Urgency
18 The callsign of a station controlling surface vehicles in the manoeuvring area would
be:
a. TOWER
b. CLEARANCE
c. GROUND
d. APRON
19 The instruction “ORBIT” from ATC means that the aircraft should:
a. carry out a go around

b. continue with 360 degree turns
c. carry out one 360 degree turn only
d. reverse the direction of the turn
20 The time given in aeronautical communications is:
a. Local mean time

b. in minutes only
c. UTC
d. daylight saving time
21 In order to make message effective you should:
a. use words twice

b. speak slower
c. repeat the message
d. speak at a constant volume
125
22 When making a blind transmission you should:
a. transmit the message twice

b. transmit each word twice
c. repeat the message on 121.5 MHz
d. wait for visual signals
23 The abbreviation AFIS stands for:
a. Aerodrome flight information service

b. Automatic flight information service
c. Aircraft fire indication system
d. Automatic flight instrument system
24 The full range of VHF frequencies used for communications is:
a. 3 to 30 MHz
b. 88 to 108 MHz
c. 108.0 to 139.95 MHz
d. 118.0 to 136.975 MHz
25 The message “READABILITY 3” means:
a. Readable now and then

b. Unreadable
c. Readable
d. Readable but with difficulty
26 The phrase to use when you want to say “yes” is:
a. AFFIRMATIVE
b. ROGER
c. WILCO
d. AFFIRM
27 The definition of the phrase “STANDBY” is:
a. consider the transmission as not sent

b. proceed with your message
c. wait and I will call you
d. hold your present position
28 The correct readback of the frequency 123.725 on 25 kHz spacing is:
a. 123.725
b. 123.7
c. 12372
d. 123.72
29 The correct reply to the instruction “HOLD SHORT AT RUNWAY” is:
a. WILCO
b. ROGER
c. HOLDING SHORT
d. UNDERSTOOD
126
30 The priority of the message “LINE UP” is:
a. greater than “REQUEST QDM”

b. less than “CLEAR TO LAND”
c. same as “TAXI TO HOLDING POINT RUNWAY 20”
d. same as “WORK IN PROGRESS ON TAXIWAY”

127
ANSWERS - VFR
1 C 16 A
2 D 17 B
3 B 18 C
4 B 19 B
5 C 20 C
6 A 21 D
7 C 22 A
8 D 23 A
9 C 24 D
10 A 25 D
11 B 26 D
12 A 27 C
13 D 28 A
14 B 29 C
15 B 30 C
128
SPECIMEN QUESTIONS – IFR
1 Clearance limit is defined as:
a. the flight level to which an aircraft is granted ATC clearance

b. the time at which the ATC clearance expires
c. the point to which aircraft is granted ATC clearance
d. the height below which you will hit the first obstacle
2 The instruction from ATC to an aircraft to abandon its take off includes the phrase:
a. CANCEL TAKE-OFF
b. STOP IMMEDIATELY
c. ABORT ABORT
d. YOU WONT LIKE THIS
3 The term “DISREGARD” means:
a. Ignore
b. Cancel the last clearance
c. You have not been cleared
d. Pay no attention to what I say
4 The message “CHECK” to an aircraft means that you should:
a. confirm the you received and understood the last message

b. pass the required information to ATC
c. stay where you are
d. examine a system or procedure
5 The callsign suffix of a station providing clearance delivery would be:
a. CLEARANCE
b. GROUND
c. DELIVERY
d. PRESTO
6 The term “CORRECTION” is used when:
a. the readback of a message is incorrect

b. the readback of a message is correct
c. the message has to be deleted
d. an error has been made in the transmission and the correct version is ...
7 The state of urgency is defined as a condition:
a. of being threatened by serious and/or imminent danger and of requiring

immediate assistance
b. concerning the safety of an aircraft or other vehicle or of some person on board
but does not require immediate assistance
c. where an aircraft requires an immediate take-off
d. where the aircraft needs to land immediately because the crew are running out
of duty time
129
8 The response to general call from ATC is for the aircraft to:
a. respond in alphabetic order

b. respond in numerical order
c. give no response
d. request a repeat of the message
9 If a transponder is unserviceable before an IFR departure, then the pilot:
a. has to cancel the flight

b. may proceed with the flight with ATC permission
c. has to fly low level only
d. should fly for another company
10 Following a communications failure the time at which the aircraft should aim to leave
the hold is:
a. within 10 minutes of the EAT or ETA

b. within 30 minutes of the EAT or ETA
c. EAT or ETA
d. before it runs out of fuel
11 The call “PAN PAN MEDICAL” indicates that:
a. the flight is concerning a protected medical transport pursuant to 1949 Geneva

Convention
b. there is concern about the safety of the aircraft or other vehicle or a person on
board but does not require immediate assistance
c. one of the flight crew has taken ill
d. the crew require medical aid on the pan
12 An urgency message should include the following information:
a. name of station addressed, aircraft callsign, nature of urgency condition,

intention of commander, position, level, heading
b. callsign, position, route, destination, endurance
c. name of station addressed, callsign, present position, level, ETA destination
d. captains number, rank and name
13 Readability 2 means that your transmission is:
a. readable but with difficulty

b. readable
c. readable now and then
d. two way communications have been established
14 How does ATC report RVR?
a. In kilometres along the final approach

b. In metres at touchdown, mid-point and stop-end of runway
c. In nautical miles along the runway
d. In feet and inches
130
15. The procedure to be followed in the event of communications failure after departure for
an aircraft receiving radar vectors is to:
a. maintain the last cleared level and speed for 20 minutes and then continue with
the flight plan
b. hold cleared level for 7 minutes and then continue in accordance with the
current flight plan
c. land at the nearest suitable aerodrome
d. make a ninety degree turn and depart controlled airspace
16 An altitude of 13,500 feet would be spoken as:
a. THIRTEEN THOUSAND FIVE HUNDRED FEET

b. ONE THREE THOUSAND FIVE ZERO ZERO FEET
c. ONE THREE THOUSAND FIVE HUNDRED FEET
d. ANGELS THIRTEEN POINT FIVE
17 What cannot be left out from a position report?
a. Callsign Flight level and Time

b. Callsign, Position and Time
c. Position, Time, Flight level, Next position and ETA
d. Your signature
18 The callsign suffix for an airfield without radar would be:
a. APPROACH
b. CENTRE
c. INFORMATION
d. RADIO
19 The definition of the instruction “MONITOR …” is:
a. listen out on frequency

b. establish communications on frequency
c. watch out for visual signals on frequency
d. you are being watched
20 The phrase “BRAKING CO-EFFICIENT 20” from ATC means that the braking action
is:
a. poor
b. medium to poor
c. medium
d. slippery
21 Your reply to the message “REPORT FLIGHT CONDITIONS” should be:
a. VFR / IFR
b. SMOOTH / TURBULENT
c. NOT BAD / SO SO
d. VMC / IMC
131
22 A waypoint is:
a. a designated reporting point

b. a geographical point at which a change of level takes place
c. a geographical location relating to area navigation (RNAV)
d. a visual sign pointing the way
23 If you are repeating a word or a message for clarity then you should use the phrase:
a. WORDS TWICE
b. I REPEAT
c. I SAY AGAIN
d. DITTO
24 The condition that describes the state of an aircraft in serious and/or imminent danger
and requiring immediate assistance is:
a. Urgency
b. Flight safety
c. Hopeless
d. Distress
25 If you make a mistake in transmission you should use the phrase:
a. CORRECTION
b. CORRECT
c. I SAY AGAIN
d. SORRY
26 An example of a general call is:
a. STOP IMMEDIATELY I SAY AGAIN STOP IMMEDIATELY

b. BRAKING ACTION UNRELIABLE
c. ALL STATIONS
d. GOOD DAY
27 The frequency 121.5 MHz is the:
a. international flight safety frequency

b. one way air to ground emergency frequency
c. international emergency frequency
d. air to air chat frequency
28 The ATC message “DISTRESS TRAFFIC ENDED” signifies that:
a. all aircraft are to end their transmissions

b. all aircraft on the frequency are to change to another frequency
c. normal ATC is resumed after an emergency
d. ATC is shutting shop
132
29 The phrase used to separate portions of a message is:
a. BREAK BREAK
b. I SAY AGAIN
c. BREAK
d. UMM
30 The term “RECLEARED” means that:
a. your last clearance is confirmed

b. your last clearance has been cancelled
c. you may proceed as you please
d. a change has been made to your last clearance and this new clearance supersedes
your previous clearance
133
ANSWERS - IFR
1 C 16 C
2 B 17 B
3 A 18 A
4 D 19 A
5 C 20 A
6 D 21 D
7 B 22 C
8 C 23 C
9 B 24 D
10 C 25 A
11 A 26 C
12 A 27 C
13 C 28 C
14 B 29 C
15 B 30 D
134

Communications

Uploaded by

Copyright:

Available Formats

Communications

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

Communications

Uploaded by

Copyright:

Available Formats

What are the main topics covered in the document?

What are the main topics covered in the document?

How are letters and numbers transmitted for clarity over radio?

How are letters and numbers transmitted for clarity over radio?

Communications

ATPL GROUNd TRAINING

TRANSMISSION OF LETTERS AND NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . 3

SOME PRINCIPAL TERMS USED IN THE MANUAL . . . . . . . . . . . . . . . . . . . . . . . 6

APPENDIX 1A - ABBREVIATIONS USED IN AIS PUBLICATIONS . . . . . . . . . . . . . . . 13

TRANSMISSION OF LETTERS AND NUMBERS

A Alpha Al FAH B Bravo BRAH VOH

Courtesy of Airbus Industrie

Aeronautical Fixed Telecommunication Network

Aeronautical Mobile Service

ICAO DEFINITION. A transmission from one station to another in circumstances

SOME PRINCIPAL TERMS USED IN THE MANUAL

Note: Definitions of other terms will be found in appropriate ICAO documents.

Aerodrome control service. Air traffic control service to aerodrome traffic.

Air-ground communication. Two-way communication between aircraft and stations or

Air-ground control clearance. Authorisation for an aircraft to proceed under conditions

Automatic terminal information service. The provision of current, routine information to

Broadcast. A transmission of information relating to air navigation that is not addressed to a

Holding procedure. A predetermined manoeuvre which keeps an aircraft which a specified

IFR flight. A flight conducted in accordance with instrument flight rules.

Instrument meteorological conditions. Meteorological conditions expressed in terms of

Missed approach procedure. The procedure to be followed if the approach cannot be

Radar approach. An approach, executed by an aircraft, under the direction of a radar

VFR flight. A flight conducted in accordance with visual flight rules.

Visual meteorological conditions. Meteorological conditions expressed in terms of visibility,

ACC Area control centre or area control.

RNAV* Area navigation.

 Distress. (MAYDAY) A condition of being threatened by serious and/or imminent

 Direction Finding. Communications relating to Direction Finding

 Flight Safety. Messages of immediate concern to an aircraft in flight. Meteorological

 Meteorological Messages. Reports, forecasts and warnings.

 Flight Regularity Messages regarding - operation or maintenance of facilities servicing

where: h¹ is the height of the ground aerial (feet AMSL)

h² is the aircraft altitude (feet AMSL)

See chapter 7 for a fuller explanation.

APPENDIX 1A - ABBREVIATIONS USED IN AIS PUBLICATIONS

ADIZ† (to be pronounced ‘AY-DIZ’) Air Defence Identification Code

C Centre (runway identification)

D... DME Range (prefix used in graphics)

DETRESFA† Distress Phase

E East OR Eastern Longitude

FMU Flow Management Unit

H24 Continuous Day and Night Service

IAC Instrument Approach Chart

ILS‡ Instrument Landing System

L Left (Runway Identification)

M Mach Number (Followed by figures)

MCA Minimum Crossing Altitude

MTWA Maximum Total Weight Authorised

N North OR Northern latitude

OAC Oceanic Area Control Centre

P... Prohibited area (Followed by identification)

QBI Compulsory IFR flight

RDT Requested Departure Time

RTN Return OR Returned OR Returning