Radiotelephony manual pdf

IFR Flight A flight conducted in accordance with the instrument flight rules. Instrument Meteorological Conditions IMC Meteorological conditions expressed in terms of visibility, horizontal and vertical distance from cloud, less than the minima specified for visual meteorological conditions.

Known Traffic Traffic, the current flight details and intentions of which are known to the controller concerned through direct communication or co-ordination. Level A generic term relating to the vertical position of an aircraft in flight and meaning variously, height, altitude or flight level. Level Bust Any deviation from assigned altitude, height or flight level in excess of feet.

Missed Approach Point MAPt The point in an instrument approach procedure at or before which the prescribed missed approach procedure must be initiated in order to ensure that the minimum obstacle clearance is not infringed. Missed Approach Procedure The procedure to be followed if the approach cannot be continued.

Procedure Turn A manoeuvre in which a turn is made away from a designated track followed by a turn in the opposite direction to permit the aircraft to intercept and proceed along the reciprocal of the designated track. Radar Approach An approach, executed by an aircraft, under the direction of a radar controller. Radar Contact The situation which exists when the radar blip or radar position symbol of a particular aircraft is seen and identified on a radar display.

Radar Identification The process of correlating a particular radar blip or radar position symbol with a specific aircraft. Radar Vectoring Provision of navigational guidance to 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 an aircraft can be reported.

Runway A defined rectangular area on a land aerodrome prepared for the landing and take-off of aircraft. Runway Visual Range The range over which the pilot of an aircraft on the centre line of a runway can expect to see the runway surface markings, or the lights delineating the runway or identifying its centre line. Signal Area An area on an aerodrome used for the display of ground signals. Significant Point A specified geographical location used in defining an ATS route or the flight path of an aircraft and for other navigational and ATS purposes.

Special VFR Flight A flight made at any time in a control zone which is Class A airspace or is in any other control zone in IMC or at night, in respect of which the appropriate air traffic control unit has given permission for the flight to be made in accordance with special instructions given by that unit, instead of in accordance with the Instrument Flight Rules and in the course of which flight the aircraft complies with any instructions given by that unit and remains clear of cloud and in sight of the surface.

Terminal Control Area A control area normally established at the confluence of airways in the vicinity of one or more major aerodromes. Threshold The beginning of that portion of the runway useable for landing. VFR Flight A flight conducted in accordance with the visual flight rules. Visual Meteorological Conditions VMC Meteorological conditions expressed in terms of visibility, horizontal and vertical distance from cloud, equal to or better than specified minima.

If no format is defined, the abbreviation should be described using the phonetic alphabet. The remainder are normally spoken using the constituent letters rather than the spelling alphabet. Used properly, the information and instructions transmitted are of vital importance in assisting in the safe and expeditious operation of aircraft.

However, the use of non-standard procedures and phraseology can cause misunderstanding. Incidents and accidents have occurred in which a contributing factor has been the misunderstanding caused by the use of non-standard phraseology. The importance of using correct and precise standard phraseology cannot be over-emphasised.

When it is known that elements of the message will be written down by the recipients, speak at a slightly slower rate. This will ensure that the entire message is transmitted. However, do not depress transmit switch until ready to speak.

Therefore, speak clearly and use standard radiotelephony RTF words and phrases wherever possible. Operators should always ensure that the button is released after a transmission and the microphone placed in an appropriate place that will ensure that it will not inadvertently be switched on. This should eliminate unnecessary transmissions while the receiving station is getting ready to reply to the initial call. The syllables to be emphasised are underlined. Exceptionally, when the final two digits of the frequency are both zero, only the first four digits need be given.

Table 5 Frequency Transmitted as Pronounced as However, the hour should be included if there is any possibility of confusion. Time checks shall be given to the nearest minute.

Not to be used in any other context. No answer is normally expected. The correct version is Used only by pilots of single engine aircraft. Note: Only used in limited circumstances where no defined point exists e.

Note: No onward clearance to be assumed. The caller would normally re-establish contact if the delay is lengthy. Unable is normally followed by a reason. Please send every word twice. As Information: Since communication is difficult, every word in this message will be sent twice. The suffix indicates the type of service being provided. These operations come under the jurisdiction of the radio license holder, but are not regulated in any other way. It is just as important that this procedure is not relaxed for direct telephone lines because mistaken identity can occur when another line has been inadvertently left open from a previous call.

The identity to be used is that of the function relative to the telephone extension being used. A pilot may only abbreviate the callsign of his aircraft if it has first been abbreviated by the aeronautical station. However, where there is a likelihood that confusion may occur because of similar callsigns, an aircraft may be instructed by an air traffic service unit ATSU to change the type of its callsign temporarily.

No reply is expected to such general calls unless individual stations are subsequently called upon to acknowledge receipt. Fastair contact Wrayton Control Wrayton Control Aircraft flying in controlled airspace must obtain permission from the controlling authority before changing frequency.

Fastair standby A clearance may vary in content from a detailed description of the route and levels to be flown to a brief standard instrument departure SID according to local procedures. Generally, controllers will avoid passing a clearance to a pilot engaged in complicated taxiing manoeuvres and on no occasion when the pilot is engaged in line up or take-off manoeuvres.

ATC route clearances shall always be read back unless otherwise authorised by the appropriate ATS authority in which case they shall be acknowledged in a positive manner. Read backs shall always include the aircraft callsign.

Climb boundary via route Echo. Report entering airspace, Wilco. If, for any reason, a pilot does not wish to comply with an instruction promptly, the pilot should advise the ATS unit and give an indication of when he intends to comply.

Use of the word 'now' indicates that the instruction should be complied with in accordance with normal aircraft operating procedures, but without undue delay. Use of the word 'immediately' indicates a further degree of urgency exists e. In such circumstances, the pilot should take action to comply with the instruction as soon as practicable, subject to the safety of the aircraft. Complete the checks of headset and radio installation appropriate to the aircraft.

If this attempt fails, the aircraft station shall attempt to establish communication with other aircraft or other aeronautical stations on frequencies appropriate to the route.

Listen out on the designated frequency for instructions. It should be possible to answer questions by use of the carrier wave if the microphone is not functioning see Chapter 8 paragraph 1.

The recurrence of such transmissions shall be kept to the minimum necessary for the test. If unable to do so, aircraft stations shall use any relay means available and appropriate to transmit messages to the ATSU. Aircraft should not cease to maintain a listening watch, except for reasons of safety, without informing the ATSU concerned. A time at which it is expected that the watch will be resumed must be stated. AFIS also have such equipment. Communications shall be concise and unambiguous, using standard phraseology for all situations for which it is specified.

Obviously, it is not practicable to detail phraseology examples suitable for every situation. However, if standard phrases are adhered to when composing a message, any possible ambiguity will be reduced to a minimum. Only when standard phraseology cannot serve an intended transmission, shall plain language be used.

More comprehensive phrases are contained in subsequent chapters in the context in which they are most commonly used. For example, levels may be reported as altitude, height or flight levels according to the phase of flight and the altimeter setting.

The word hundred must not be used for headings. For example, on a Standard Instrument Departure that involves a stepped climb profile, the initial climb level will be the first level specified in the profile. However, the format described in Paragraph 1. Fastair next report at Colinton Wilco Fastair Fastair omit position reports this Wilco Fastair frequency Fastair resume position Wilco Fastair reporting 1.

Position 2 Aircraft reports 'Late downwind' if it is on the downwind leg, has been unable to report 'Downwind' and has passed the downwind end of the runway. Position 3 Aircraft reports 'Base' leg if required. Clearance to land issued here. Position 5 Aircraft reports 'Long final' between 8 and 4 miles when aircraft is on a straight in approach.

It is not only the means by which instructions and information are passed but it also assists pilots in maintaining an awareness of other traffic in their vicinity, particularly in poor visibility conditions. Information in addition to that shown in the examples, e. In this section the examples are confined to those used by air traffic controllers. At certain aerodromes, along with the request, the pilot will state the location of the aircraft and acknowledge receipt of the departure ATIS broadcast identifying letter together with the QNH.

Stourton Ground Fastair Fastair Stourton Ground start up information Charlie QNH , approved, temperature -2 request start up or, Fastair Stourton Ground expect start up at time 35 or, Fastair Stourton Ground expect departure at time 49 start up at own discretion temperature -2 1.

Aircraft have to be pushed backwards by tugs before they can taxi for departure. Some aircraft also have the capability to reverse from a nose-in position to the terminal under their own power.

This procedure is known as powerback. Requests for pushback or powerback are made to ATC depending on the local procedures. Expect one minute delay due B taxiing behind 1. For departing aircraft, the clearance limit will normally be the holding point of the runway in use, but it may be any other position on the aerodrome depending on the prevailing traffic.

Hold position. He will, however, check that the aircraft is in possession of the latest QNH. This is to avoid any misunderstanding in the granting or acknowledgement of take-off clearances and the serious consequences that could result. Fastair contact Tower Fastair via holding point A1 line- Via holding point A1 line-up and wait up and wait runway 26, one aircraft runway 26, number two for to depart before you from holding departure, Fastair point A2 1.

Fastair cleared for immediate Cleared for immediate take-off take-off Fastair 1. Fastair line-up and wait — vehicle Line-up and wait Fastair crossing upwind end of runway Fastair cleared for take-off Cleared for take-off Fastair 1. Fastair runway 28 cleared for Runway 28 cleared for take-off. Fastair Fastair airborne Fastair contact Radar Conditional clearances are to relate to one movement only and, in the case of landing traffic, this must be the first aircraft on approach.

A conditional instruction shall be given as follows: a callsign; b the condition; c identification of subject of the condition; d the instruction. Fastair runway 09 left cleared Runway 09 left cleared for take-off for take-off Fastair 1.

Such instructions are normally given to ensure separation between aircraft operating in the vicinity of the aerodrome. Fastair Hold position, after Fastair Holding, after departure departure climb straight ahead to climb straight ahead to altitude altitude feet QNH before feet, QNH before turning right. Likewise, as soon as practicable, he should inform the tower of the reasons for abandoning take-off if applicable, and request further manoeuvring instructions.

Fastair stopping Fastair Fastair request backtrack for another departure Fastair backtrack approved 1. Where ATIS is established, receipt of the broadcast should be acknowledged in the initial call to an aerodrome. When the traffic circuit is a right-hand pattern it shall be specified. A left- hand pattern need not be specified although it is essential to do so when the circuit direction is variable.

NOTE: Aerodromes with overhead joins at variance to the above standard procedure will notify such differences. G-CD 1. On these occasions, the controller will delay landing clearance.

Responsibility for ensuring adequate separation rests with the pilot of the following aircraft. Fastair , runway 28, land after Land after the B Fastair the B, surface wind calm 1. Fastair request low approach Fastair cleared low approach for training runway 28 not below feet above threshold elevation report final Cleared low approach runway 28 not below feet above threshold elevation Wilco Fastair 1.

When a missed approach is initiated cockpit workload is inevitably high. Any transmissions to aircraft going around shall be brief and kept to a minimum.

Fastair go around I say again go Going around Fastair around acknowledge 1. Unless otherwise advised, pilots should remain on tower frequency until the runway is vacated. Fastair vacate left Vacate left Fastair Fastair when vacated contact When vacated Ground Essential Aerodrome Information is passed to aircraft whenever possible prior to start-up or taxi and prior to the commencement of final approach. Fastair caution construction work at the end of Stand Flight Information Service FIS provided at an aerodrome is a service to give information useful for the safe and efficient conduct of flights in the Aerodrome Traffic Zone.

From the information received pilots will be able to decide the appropriate course of action to be taken to ensure the safety of flight. Generally, the Flight Information Service Officer is not permitted to issue instructions or advice to pilots of his own volition. However, in granting or refusing permission under Rule 35 and 36 of the Rules of the Air, FISOs at aerodromes are permitted to pass instructions to vehicles and personnel operating on the manoeuvring area and information and instructions to aircraft moving on the apron and specific parts of the manoeuvring area.

Elsewhere on the manoeuvring area and at all times in the air, information only shall be passed to pilots. If they do so, they will include the name of the agency so that pilots will be aware that the message comes from a legitimate source, e.

They must ensure that the information given to pilots is distinct and unambiguous, as pilots will use this information for the safe and efficient conduct of their flights. These requests do not have the status of instructions, although it is expected that most pilots will comply. The aerodrome authority may decide that they will not permit an aircraft to land at their aerodrome and request that the FISO pass this message on. Table 1 Phraseology Taxi Instructions prior to take off, Aircraft callsign taxi holding point designation runway after landing and other ground designation via route , surface wind number degrees movement.

Aircraft callsign taxi to stand designation via route. Aircraft callsign taxi to location. When necessary, detailed taxiing instructions e. Aircraft callsign after the aircraft type passing e. Aircraft callsign follow the aircraft type position of aircraft. Aircraft callsign hold position. Note: FISOs are permitted to pass instructions to helicopters engaged in air taxiing. However, when the pilot reports ready to depart, the FISO shall pass information.

For all inbound helicopters, information shall be passed until they land or reach the hover prior to air taxiing to the parking area. Thereafter, instructions shall be given until the helicopter touches down. Aircraft at the holding point of Aircraft callsign hold position. Aircraft callsign traffic is traffic information take off at your discretion, surface wind number degrees number knots. Aircraft callsign report lining up. Report lining up. Instructions for crossing runway in Aircraft callsign cross runway designation at point of use crossing.

Report vacated. When airborne Aircraft callsign roger, report downwind or position. OR If aircraft has traffic ahead on final Aircraft callsign roger, number aircraft ahead on final. OR If the runway is occupied Aircraft callsign the runway is occupied traffic information.

Flight Information Service Service only. This section describes standard phraseology and procedures to address the different requirements for helicopter lifting, taxiing, taking-off, and landing including the approach and departure phases , particularly at aerodromes where rotary-wing and fixed-wing operations are integrated.

When standardised phraseology cannot serve an intended transmission, plain language should be used. The use of plain language may further assist when describing rotary- wing aircraft manoeuvres. Care should be exercised to ensure that all parties involved achieve clear understanding.

Phraseology examples for take-off and landing are specific to communications at aerodromes with ATC. Provision is made for the name of the aircraft manufacturer, or the aircraft model, to be used before the aircraft registration in full or abbreviated form. Phraseology and procedures for specific manouevring on the aerodrome, for example for training purposes, should be described in local procedures. When required, further instructions should subsequently be transmitted to permit the helicopter to proceed.

This could be required for a helicopter fitted with wheels, to reduce rotor downwash ICAO. NOTE 1:Air taxiing helicopters at aerodromes where ATC and AFIS are provided will be issued with detailed taxi routes and instructions as appropriate to prevent collisions with other aircraft and vehicles. NOTE 2:ATC and AFIS units will normally avoid issuing instructions that result in taxiing helicopters coming into close proximity with small aircraft or helicopters and will normally give consideration to the effect of turbulence from taxiing helicopters on arriving and departing light aircraft ICAO.

If required and whenever possible, control instructions from the next ATS unit will be relayed until the pilot is able to change frequency ICAO. With appropriate permission helicopters may take-off and land ay any location on the aerodrome. At aerodromes with an air traffic control service, all movements are subject to the permission of the ATC unit.

Relevant traffic information on other aircraft airborne or on the ground shall also be passed. A clearance to land leaves the pilot of a helicopter free to either enter a low hover, or to touch down, as appropriate.

Whenever possible the areas in which vehicles and aircraft operate are segregated. However, there are many occasions when vehicles need to move on the manoeuvring area either for maintenance purposes or in direct support of aircraft operations.

For all vehicles on the movement area, it is important that a continuous listening watch is maintained, not only in case of further instructions or information from the tower, but also so that drivers can be aware of the movements, and intended movements, of other traffic thereby reducing the risk of confliction. This means that the driver should wait until the controller calls back.

The driver shall not proceed until permission is given. This means that the driver shall not proceed until the controller calls back with permission. All other replies should contain a clearly defined point to which the driver may proceed; this may or may not be the intended destination.

If it is not the intended destination drivers must stop at this point and further permission shall be requested. Ground Tug 5 stand 21 request Tug 5 after the Fastair BAe on proceed to gate 26 your right has passed, proceed to stand 26, caution jet blast After the BAe has passed proceed stand 26, Tug 5 4.

Some aerodromes may have procedures that will allow vehicles to proceed to a holding point on the movement area and then request runway crossing instructions. Under no circumstances shall a driver cross a runway unless positive permission has been given and acknowledged. A runway vacated report should not be made until the vehicle and tow is clear of the designated runway area.

Works 21 vacate runway 27 take next Vacate next right, Wilco Works 21 right, report vacated Works 21 runway 27 vacated Works 21 4. Works 21 stop immediately aircraft Stopping Works 21 crossing ahead 4.

The performance and manoeuvrability of ground vehicles is obviously considerably reduced when towing aircraft and this is taken into account when instructions to such vehicles are issued. Therefore, in order to avoid any confusion, and as an aid to identification, drivers should state the type, and where applicable the operator, of the aircraft to be towed in the first call.

It is not only the means by which information is passed but it also assists pilots in maintaining an awareness of other traffic in their vicinity, particularly in poor visibility conditions. Phraseology for aerodrome air traffic controllers may be found in Chapter 4 paragraph 1 and that for FISOs in Chapter 4 paragraph 2.

Traffic information provided by an AGCS radio station operator is therefore based primarily on reports made by other pilots. They are permitted to do so in certain circumstances provided they hold a valid Certificate of Competence CA Therefore they must be careful not to lapse into providing an air traffic control service.

Traffic is a Cessna information reported left base Roger. However, in the interests of conformity and to avoid misunderstandings, a selection is given of the types of messages a helicopter pilot may pass, their meaning where necessary and the response which should be made. Speed Change speed to number knots now number knots NOTE: 1 The phrase 'Deck available for landing ' replaces the previously used phrase, 'Deck is clear for landing', in order to avoid any possible confusion with a landing clearance that may be issued by an Air Traffic Control unit.

For operational purposes, the two terms should be considered to have the same meaning. NOTE: 2 Procedures for certain messages e. These messages are not air traffic service messages and are not reproduced in this document.

Reports on pitch and roll should include values, in degrees, about both axes of the true vertical datum i. Heave should be reported in a single figure, being the total heave motion of the helideck rounded up to the nearest metre. Heave is taken to be the vertical difference between the highest and lowest points of the helideck movement.

Should the crew require other motion information or amplification of the standard message, they will request it. A common frequency In order to improve the safety of these aerodrome operations, pilots should broadcast information on their intentions to other aircraft that may be operating on, or in the vicinity, of the aerodrome. No reply to an unattended aerodrome report shall be transmitted.

This procedure will allow pilots to determine the runway in use and to orientate themselves with the circuit direction and other traffic. As specific joining and circuit procedures exist for some aerodromes, pilots should refer to the UKAIP to establish the procedure to be followed. Optional calls illustrated in paragraph 6. Pilots shall comply at all times with the Rules of the Air Regulations, in particular the rules for avoiding aerial collisions.

Transmissions must be correct and concise. Maintain ft above aerodrome elevation or ft above promulagated circuit level based on QNH 1 from the nearest available source , and observe windsock and traffic.

Keep aerodrome a suitable distance on the left of the aircraft. Include the appropriate runway if determined. If unable to ascertain the runway in use continue circling overhead. When runway and circuit direction are ascertained begin letting down on the dead side. Standard meteorological abbreviations and terms should be used and the information should be transmitted slowly and enunciated clearly in order that the recipient may record such data as is necessary.

RVR runway 27, metres. The runway designator may be omitted if there is no possibility of confusion. Essentially, this means that a pilot may not descend below 1, feet above the aerodrome when these conditions exist.

What are your intentions? NOTE: This area may differ slightly from one runway to another but will approximate to the central two-thirds of the width of the runway extending longitudinally from a point m before the aiming point to m beyond the aiming point for the reciprocal runway. NOTE: Reports that the runway is dry are not normally to be passed to pilots. If no runway surface report is passed, pilots should assume the surface to be dry. DAMP The surface shows a change of colour due to moisture.

WET The surface is soaked but no significant patches of standing water are visible. NOTE: Standing water is considered to exist when water on the runway surface is deeper than 3mm.

In this case, the runway surface conditions will be advised using a single term for the entire runway. Fastair Unofficial observation based on pilot report.

Why did her sister always go out of her way to be so damn difficult. She was confined to the life you thought she should live. Gwo Manman did not want to be in the States. Her life was here in Puits Blain.

Everything she was familiar with was right here. He reflected bitterly that he would not so soon find another receptacle with a convenient size for him. The space below is provided to keep a record of such amendments. Date Entered by No.

Date Entered by. The purpose of this manual is to provide examples of the radiotelephony phraseology found in those two documents.

While the procedures and phraseology specifically reflect the situation in an environment where very high frequency VHF is in use, they are equally applicable in those areas where high frequency HF is used. ICAO phraseologies are developed to provide efficient, clear, concise, and unambiguous communications, and constant attention should be given to the correct use of ICAO phraseologies in all instances in which they are applicable. Failure to use standard phraseology can lead to misunderstanding, breakdown of the communication process and eventually to loss of separation.

Actual minimum separation was approximately 0. Air Ground Communication Content source: If you wish to contribute or participate in the discussions about articles you are invited to join SKYbrary as a registered user. Ambiguous or non-standard phraseology is a frequent causal or contributory factor in aircraft accidents and incidents.

Also, controllers from ATC Units in States which have not begun using the new procedures themselves should be aware that pilots from other States which have done so are likely to use them.

Fenrirn Yes, in the US. Thanks for any feedback. Manual of Radiotelephony Doc Our policy towards the use of cookies Techstreet, a Clarivate Analytics brand, uses cookies to improve your online experience. Customers are encouraged to use credit cards MasterCard, Visa or American Express to avoid delivery delays.