Global Aviation - RT Handbook (2014) PDF

PPL Radiotelephony Manual
Antonios Papadakis
VFR Communications Manual
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PUSH TO TALK
Chapter 1: Radio Theory
1.1 Producing a radio wave…………………………………………………1

1.2 Frequency and Wavelength………..…………………………………1
1.3 The frequency spectrum………………………………………………2-3
1.4 Adding information……………………………………………………..3-6
1.5 Cockpit equipment………………………………………………………6-7
1.6 Ground direction finding……………………………………………….8-9
1.7 Distress frequencies…………………………….………………………..9
Chapter 2: Aeronautical Mobile Service
Introduction……………………………………………………………………….12-13
2.1 Category of messages……..………………………………………...14
2.2 Distress calls….……………………………………….……………….14-18
2.3 Urgency messages……………………………………………………..19
2.4 Direction finding…………………………………………………..……20-21
2.5 Flight safety messages………………………………………………..21
2.6 Meteorological messages…………………………………………….22
2.7 Flight regularity messages…………………………………………..22
2.8 Aircraft communications failure…………………………………23-24
Chapter 3: Radio Techniques and Phraseology
Introduction………………………………….………………………………………27
3.1 Transmitting………….………………………………………………..27-28
3.2 Transmission of time……………………………………….………….28
3.3 Transmission of letters………………………………….…………….29
3.4 Transmission of numbers……………………………….……………30
3.5 Transmission of frequencies.……….……..……………………….31
3.6 Standard words and phrases……………………………………..32-33
3.7 Call signs…….……………………………………………………………34-36
3.8 Continuation of communications……….……………………....36-37
3.9 Transfer of communications…………………..…………………....38
3.10 Clearance issue and read back requirements………………..38-40
3.11 Test Transmissions……………………………………………………40-41
3.12 Routine position reports……………………………………………..42-43
3.13 Automatic terminal information service (ATIS)…………..…43-44
Chapter 4: Aerodrome Control of Aircraft
4.1 Pre-Start procedures………………………………………………….47-48

4.2 Taxi instructions………………………………………………………..48-49
4.3 Take-off procedures………………………………………………….49-53
4.4 In the cirquit……………………………………………………………..54-56
4.5 Final approach and landing…………………………………………57-58
4.6 Go around………………………………………………………………..58-59
4.7 After landing……………………………………………………………….60
Chapter 1
Radio Theory
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1.1 Producing a radio wave

To produce a radio wave we need an oscillating electrical current and
an aerial. The electrons moving backwards and forwards in the aerial
produce a changing electrical field which moves away from them at
the speed of light. We call this electrical field a wave.
1.2 Frequency and Wavelength

The number of cycles a wave performs in 1 second is called frequency
( f ) and is measured in Hertz (Hz).
The distance a wave travels during one cycle is called wavelength ( l )

and is measured in meters (m).
The relationship between frequency and wavelength is expressed by

the formula:
c=lxf
Where c = 3 x 10⁸ m/s the speed of light.
High frequencies have low wavelengths and vice versa.
Page | 1
1.3 The frequency spectrum
Aviation communications use the VHF band from 118MHz to

137MHz. Frequency spacing can be 25KHz or in most recent
transmitters 8.33KHz.
Factors affecting range include:
 Transmitter power
 Height of transmitter and
receiver
 Obstructions
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Maximum theoretical range of a VHF or UHF signal can be calculated

by the formula:
Max Theoretical Range = 1.23 √H1 + 1.23 √H2
Where H1 the height of the transmitter and H2 the height of the

receiver in feet measured AMSL and the range output expressed in
nautical miles.
1.4 Adding information

The frequency of the radio wave on its own is not audible. Even if it
was, it would only be heard as a monotone. Any information to be
transmitted must be laid on top of this wave, which now acts as a
carrier wave, before transmission and decoded by the receiver. This
is known as modulation and de-modulation.
 Amplitude Modulation
The simplest form of modulation is to vary the strength or the
amplitude of the carrier wave to transmit information. This is
called amplitude modulation (AM).
AM is cheap and simple to do. It is though venerable to static

noise and interference.
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 Frequency Modulation
As an alternative to varying the amplitude the frequency may
be varied. This is known as frequency modulation (FM).
FM is more complex but reduces static and interference.
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 Pulse modulation
Pulse modulation sends digital data or Morse.
Page | 5
1.5 Cockpit equipment

The panel used to select witch transceiver we use and to control
intercom, is called audio box.
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The upper line of buttons allows us to select the source we want to

hear (e.g. COM1 or 2, NAV, ADF). The COM1MIC etc buttons allow us
to select the comm. we want to talk to. Usually by pressing a
COM_MIC button the upper selection is done automatically. There
are two knobs to control volume and sensitivity. The left knob is also
the ON/OFF knob.
We select the frequency we want to use from the transceiver box.
Select frequency.
Swap standby and active frequency.
Volume and ON/OFF control (by pushing inwards you

cancel Squelch).
Page | 7
1.6 Ground Direction Finding
Some VHF radio stations are equipped with automatic direction

finding (VHF DF). Bearing information can be provided on request
expressed as either true or magnetic direction either to or from the
station. A Q code is used to avoid confusion.
QTE : true bearing from the station
QDR : Magnetic bearing from the station
QDM : Magnetic bearing to the station
Page | 8
Bearings are classified by their quality. There are four classes

according to the accuracy of the station.
 Class A : ±2°
 Class B : ±5° (the most common)
 Class C : ±10°
 Class D : more than 10°
1.7 Distress Frequencies

A number of specific radio frequencies are used as distress
frequencies.
121.500MHz (VHF) Aeronautical Emergency Frequency
243.0MHz (UHF) Military Emergency Frequency
500KHz (MF) International Distress Frequency
2182KHz (MF) International Distress Frequency
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Chapter 2
Aeronautical Mobile
Service
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The Aeronautical Mobile Service is the term for air to air or ground to
air communications. The rules for using the aeronautical mobile
network are laid out in ICAO Annex 10 Volume 2. Some general guide
lines are:
 In all communications, the highest standard of discipline shall

be observed at all times. In all situations for which standard
radiotelephony phraseology is specified, it shall be used.
 The transmission of messages on aeronautical mobile

frequencies, when the aeronautical fixed services are able to
serve the intended purpose, shall be avoided.
 The consequences of human performance can affect

understanding of messages and should be taken into
consideration.
 Except as otherwise provided, the responsibility of

establishing communication shall rest with the station having
traffic to transmit.
 After a call has been made to the aeronautical station, a

period of at least 10 seconds should elapse before a second
call is made. This should eliminate unnecessary transmissions
while the aeronautical station is getting ready to reply to the
initial call.
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 When an aeronautical station is called simultaneously by

several aircraft stations, the aeronautical station shall decide
the order in which aircraft shall communicate.
 In communications between aircraft stations, the duration of

communication shall be controlled by the aircraft that is
receiving, subject to the intervention of an aeronautical
station. If such communications take place on an ATS
frequency, prior permission of the aeronautical station shall
be obtained. Such request or permission is not required for
brief exchanges.
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2.1 Category of Messages

The categories of messages and the order they shall be dealt with are:
2.2 Distress Calls

A state of distress exists when being threatened by serious or
imminent danger and requiring immediate assistance.
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Actions to be taken by an aircraft in distress
The distress message sent by an aircraft in distress should be sent on

the last active frequency and should be preceded by the distress
signal MAYDAY spoken three times. The message should consist of as
many as possible of:
 The name of the station addressed.

 The identification of the aircraft.
 The nature of the distress condition.
 The intention of the person in command.
 The present position, altitude and heading.
Actions to be taken in reply
The first station acknowledging the message should:
 Immediately acknowledge the distress message.

 Take control of the communications or specifically and
clearly transfer that responsibility, advising the aircraft
if a transfer is made.
 Take immediate action to ensure that all necessary
information is made available, as soon as possible. To
the ATS and the aircraft operating agency.
 Warn other stations as appropriate, in order to
prevent the transfer of traffic to the frequency of
distress communications.
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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 any station that interferes with the distress
traffic. It shall address these instructions ‘’to all stations”, or to one
station only using the message ‘’STOP TRANSMITTING’’ and the
distress signal MAYDAY.
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Actions by all other stations
The distress communications have absolute priority over all other

communications, and a station aware of it shall not transmit on the
frequency concerned unless:
 The distress is cancelled or the distress traffic is

terminated
 All distress traffic has been transferred to other
frequencies
 The station controlling communication gives
permission
 It is obliged to render assistance.
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Termination of distress communication and of silence
When an aircraft is no longer in a distress condition it can cancel the

distress.
The distress communication and silence shall be terminated by

transmitting a message using the words ‘’DISTRESS TRAFFIC ENDED’’.
Only the station controlling the communications can originate this
message.
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2.3 Urgency messages

A state of urgency is a condition concerning the safety of an aircraft
or other vehicle, or of some person on board or within sight, but
which does not require immediate assistance.
Action by an aircraft reporting urgency conditions
Urgency messages are preceded by the phrase PAN PAN preferably

spoken three times. The message should consist:
 The name of the station addressed

 The identification of the aircraft
 The position and altitude of the aircraft
 The nature of the urgency condition
 The intention of the person in command
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2.4 Direction Finding

A bearing may be requested using the Q code or in plain English
speaking ‘’TRUE BEARING’’ twice at the beginning of the message. By
convention the Q codes are used for magnetic bearings to and from
the station and plain English is used to request a true bearing from
the station.The aeronautical stations that offer VDF services are listed
in the AIP AD.VDF bearings will be given when conditions are
satisfactory and radio bearing fall within calibrated limits of the
station
Page | 20
2.5 Flight Safety Messages

Flight safety messages are the following:
 Movement and control messages.

 Messages originated by an aircraft operating agency or by an
aircraft of immediate concern to an aircraft in flight.
 Meteorological advice of immediate concern to an aircraft in
flight or about to depart.
 Other messages concerning aircraft in flight or about to
depart.
Most communications between ATC and aircraft falls into this

category.
Page | 21
2.6 Meteorological Messages

Are messages to or from aircraft containing meteorological
information other than that listed as a flight safety message.
2.7 Flight Regularity Messages

The class of messages labeled as flight regularity messages contains
the following:
 Messages concerning the operation or maintenance of

facilities essential for the safety or regularity of aircraft
operation.
 Messages concerning the servicing of aircraft.
 Instructions to aircraft operating agency representatives
concerning changes in requirements for passengers and crew,
caused by unavoidable deviations from normal operating
schedules.
 Messages concerning non-routine landings to be made by
aircraft.
 Messages concerning aircraft parts and materials urgently
required.
 Messages concerning changes in aircraft operating schedules.
Page | 22
2.8 Aircraft Communications Failure

When an aircraft station fails to establish contact with the
aeronautical station on the designated frequency, it shall attempt
to establish contact on another frequency appropriate to the
route. If this attempt fails the aircraft shall attempt to establish
communication with another aircraft or other aeronautical
stations appropriate to the route. In addition, an aircraft
operating within a network shall monitor the appropriate VHF
frequency for calls from nearby aircraft.
If the attempts specified above fail the aircraft station shall

transmit its message twice on the designated frequency,
preceded by the phrase ‘’TRANSMITING BLIND’’. Blind
transmissions should be transmitted twice on both primary and
secondary frequencies. Before changing frequency the aircraft
should announce the frequency to which it is changing.
Receiver Failure
When an aircraft is unable to communicate due to receiver

failure, it shall transmit reports on scheduled times or positions,
on the frequency in use, preceded by the phrase ‘’TRANSMITTING
BLIND DUE TO RECEIVER FAILURE’’.
The aircraft station shall transmit the intended message, following

this by a complete repetition. During this procedure the aircraft
shall also advise the time of its next intended transmission.
Page | 23
When an aircraft is unable to establish communication due to

airborne equipment failure it shall, when so equipped, select the
appropriate SSR code to indicate radio failure. The transponder
code selected in this situation is 7600.
In addition the aircraft, when forming part of a controlled

aerodrome traffic, shall keep watch for such instructions as may
be issued by visual signs. (The type of these signs are mentioned
in Air Law.)
Other actions during communication failure
When flying VFR in the event of communications failure and, if

the aircraft can maintain VMC, land at the nearest suitable
aerodrome and report arrival as expeditiously as possible.
Approaching an airport the pilot should fly overhead at an altitude

higher than the traffic altitude. Make visual signs to the airport
control by switching lights on and off and by swinging the aircrafts
wings. During this time the direction of wind and the runway in
use could be available to the pilot by monitoring other traffic on
the circuit. Always look out for visual signs by the airport that
notice you it is safe to land.
Page | 24
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Chapter 3
Radio Techniques and
Phraseology
Page | 26
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Standardized R/T procedures are essential in aviation. Many

accidents have been caused because operators did not follow the
standard procedures and radio messages where misunderstood or
missed.
3.1 Transmitting
Your transmissions are more likely to be understood if you follow
some simple rules:
 Before transmitting listen out to the frequency to ensure

there will be no interference with a transmission from
another station.
 Be familiar with good microphone operating techniques.
 Use a normal conversational tone.
 Maintain an even rate of speech. (About 100 words/min.)
 When it is known that the recipient will write down the
message, speak a little slower.
 A slight pause before and after numbers make them easier
to understand.
 Avoid using hesitation sounds.
 Press the push to talk button fully before speaking and
don’t release it until the message is complete.
Page | 27
The stuck microphone
An irritating and potentially dangerous situation in R/T is a stuck

microphone button. If the transmission button is held or stuck down
the frequency becomes unusable by other traffic. For this reason
always ensure that the button is released and the transmission is
stopped. On most radio stations a sign with the letter ‘’T’’ is
appearing when the radio transmits. This is a good way to check you
are not in a stuck microphone situation.
3.2 Transmission of time

When transmitting time only the minutes of the hour are normally
transmitted, unless there is any possibility of confusion. Coordinated
Universal Time (UTC) shall be used.
TIME TRANSMITTED AS PRONOUNCED AS

0803 ZERO THREE or ZE-RO TREE or
ZERO EIGHT ZERO ZE-RO AIT ZE-RO TREE
THREE
1300 ONE THREE ZERO WUN TREE ZE-RO ZE-RO
ZERO
2057 FIVE SEVEN or FIFE SEV-en or
TWO ZERO FIVE TOO ZE-RO FIFE SEV-en
SEVEN
Pilots may check the time with the appropriate ATS unit by
transmitting ‘’TIME CHECK’’.
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3.3 Transmission of letters
Page | 29
3.4 Transmission of numbers
Page | 30
3.5 Transmission of frequencies
Frequency Transmitted as Pronounced a

118.125 One One Eight WUN WUN AIT DAY
Decimal One Two Five SEE MAL
WUN TOO FIFE
119.050 One One Nine WUN WUN NINER
Decimal Zero Five DAY SEE MAL
Zero ZERO FIFE ZERO
122.500 One Two Two Decimal WUN TOO TOO DAY

Five SEE MAL FIFE
118.000 One One Eight WUN WUN AIT DAY
Decimal Zero SEE MAL
ZERO
Page | 31
3.6 Standard words & phrases
Page | 32
Page | 33
3.7 Call signs

Call signs for aeronautical stations
Service Suffix
Area Control CONTROL
Radar (in general) RADAR
Approach Control APPROACH
Aerodrome Control TOWER
Approach Control Radar DIRECTOR/DEPARTURE (RADAR –
Arrival/Departure when tasks combined) ARRIVAL –
(when approved)
Ground Movement Control GROUND
Military Traffic Zone (MATZ) ZONE
Crossing
Precision Approach Radar TALKDOWN
Flight Information INFORMATION
Air/Ground Communication RADIO
Service
Clearance Delivery DELIVERY
Page | 34
Call signs for aircraft
When establishing communication, an aircraft shall use the full

callsigns of both stations.
After satisfactory communication has been established and provided

that no confusion is likely to occur, the ground station may abbreviate
callsigns (see table below). The pilot may only abbreviate the callsign
of his aircraft if it has first been abbreviated by the aeronautical
station.
Page | 35
Full Callsign Abbreviation

GBFRM G-RM
Speedbird GBGDC Speedbird DC
N31029 N029
N573DA N3DA
Midland 640 (Type C No abbreviation
callsign)
Piper GBSZT Piper ZT
SX-ARD S-RD
3.8 Continuation of communications

The placement of the callsigns of both the aircraft and the ground
station within an established RTF exchange should be as follows:
Ground to Air: Aircraft callsign – message or reply.
Air to Ground:
a) Initiation of new information/request etc. – Aircraft callsign then
message;
b) Reply – Repeat of pertinent

information/readback/acknowledgement then aircraft callsign.
Page | 36
When it is considered that reception is likely to be difficult, important

elements of the message should be spoken twice. If there is a doubt
that a message has been correctly received, a repetition of the
message shall be requested either in full or in part using the phrase
“SAY AGAIN”.
Page | 37
3.9 Transfer of communications

To transfer communications with an aircraft to another unit,
controllers shall pass instructions giving:
a) The identity of the unit to be contacted;
b) The frequency to be used for contact.
Transfer of communication instructions should be passed in a single

message. Items which require a read-back should normally be passed
in a separate transmission before transfer. If no further
communication is received from the pilot after an acknowledgement,
satisfactory transfer of communication may be assumed.
An aircraft will normally be advised by the appropriate aeronautical
station to change from one radio frequency to another in accordance
with agreed procedures. In the absence of such advice, the aircraft
shall notify the aeronautical station before such a change takes
place. Aircraft flying in controlled airspace must obtain permission
from the controlling authority before changing frequency .
3.10 Clearance Issue and Read Back Requirements

Provisions governing clearances are contained in the PANS-ATM
(ICAO Doc 4444). 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.
Controllers will pass a clearance slowly and clearly since the pilot
needs to write it down; wasteful repetition will thus be avoided.
Whenever possible, a route clearance should be passed to an aircraft
before start up and the aircraft’s full callsign will always be used. A
route clearance and local departure instructions shall not be passed
Page | 38
in the same transmission. When a route clearance is passed

subsequent to local departure instructions, or to an aircraft that is
already airborne, tactical restrictions that remain in place shall be
reiterated to ensure that the immediate profile to be flown by the
pilot is unambiguous. Generally, controllers will avoid passing a
clearance to a pilot engaged in complicated taxiing maneuvers and
on no occasion when the pilot is engaged in line up or take-off
maneuvers.
An ATC route clearance is NOT an instruction to take-off or enter an

active runway.
The words 'TAKE-OFF' are used only when an aircraft is cleared for
take-off.
At all other times the word 'DEPARTURE' is used.
The stringency of the read back requirement is directly related to the

possible seriousness of a misunderstanding in the transmission and
receipt of ATC clearance and instructions.
ATC route clearances shall always be read back unless otherwise
authorized by the appropriate ATS authority in which case they shall
be acknowledged in a positive manner. Read backs shall always
include the aircraft callsign.
The ATS messages listed below are to be read back in full by the
pilot/driver. If a readback is not received the pilot/driver will be asked
to do so. Similarly, the pilot/driver is expected to request that
instructions are repeated or clarified if any are not fully understood.
Page | 39
1) Taxi/Towing Instructions
2) Level Instructions
3) Heading Instructions
4) Speed Instructions
5) Airways or Route Clearances
6) Approach Clearances
7) Runway-in-Use
8) Clearance to Enter, Land On, Take-Off On, Backtrack, Cross, or
Hold Short of any Active Runway
9) SSR Operating Instructions
10) Altimeter Settings
11) VDF Information
12) Type of ATS Service
13) Frequency Changes
14) Transition Levels
If at any time a pilot receives a clearance or instruction with which he
cannot comply, he should advise the controller using the phrase
'UNABLE' (COMPLY) and give the reason(s).
3.11 Test Transmissions

All radio transmissions for test purposes shall be of the minimum
duration necessary for the test and shall not continue for more than
10 seconds. The recurrence of such transmissions shall be kept to the
minimum necessary for the test.
The nature of the test shall be such that it is identifiable as a test

transmission and cannot be confused with other communications. To
achieve this the following format shall be used:
• The callsign of the aeronautical station being called;
•The aircraft identification;
• The words 'RADIO CHECK';
• The frequency being used;
Page | 40
The operator of the aeronautical radio station being called will assess
the transmission and will advise the aircraft making the test
transmission in terms of the readability scale (Table below), together
with a comment on the nature of any abnormality noted (i.e.
excessive noise) using the following format:
• 'the aircraft identification';
• 'the callsign' of the aeronautical station replying;
• 'READABILITY x' (where 'x' is a number taken from Table 11);
• 'additional information' with respect to any noted abnormality;
NOTE: For practical reasons it may be necessary for the operator of

an aeronautical station to reply with 'STATION CALLING (frequency or
8.33 channel) UNREADABLE'.
Readability Scale Meaning

1 Unreadable
2 Readable now and then
3 Readable but with difficulty
4 Readable
5 Perfectly Readable
Page | 41
3.12 Routine Position Reports
Position reports, formally called AIREPs, are required unless either

the AIP or the ATS unit permit the pilot to omit them.
Position reports contain the following elements of information,
except that the last three may be omitted when prescribed on the
basis of regional air navigation agreements.
 Aircraft identification
 Position
 Time
 Level
 Next position and time over
 Ensuing significant point
Page | 42
When transmitting time, only the minutes should normally be

required. Each digit should be pronounced separately. The hour
should be included when any possibility of confusion is likely to
arise.
3.13 Automatic Terminal Information Service

(ATIS)
To keep down the RT traffic at busy aerodromes routine arrival

and departure information is broadcast on a dedicated frequency
or on an appropriate VOR frequency.
Pilots inbound or requesting departure are normally required on
first contact to ensure the receipt of these messages by quoting
the code letter of the broadcast.
ATIS is usually updated every 30 minutes following the weather
observations taken at 20 or 50 minutes past the hour.
ATIS will include the following:
 Aerodrome name
 ATIS identification letter (A to Z with ‘’A’’ being the
first broadcast)
 Time of weather observation
 Type of approach to be expected and RWY in use
 Runway condition, if appropriate
 Holding delay, if appropriate
 Transition level, if applicable
 Other essential operational information
Page | 43
 Surface wind in magnetic degrees and knots

 Visibility and RVR if applicable in kilometers or meters
 Present weather (e.g. Precipitation)
 Cloud amount below 5000ft and height of cloud base
in feet or CAVOK
 Air and Dew Point temperature in degrees Celsius
 QNH altimeter settings
 Any available information on phenomena in the
approach or climb out areas
 Trend type forecast if available (e.g. NOSIG, TEMPO)
 Specific ATIS instructions
The term CAVOK is used in terms of visibility, weather and cloud

provided that:
 Visibility is 10 kilometers or more

 There is no cloud of operational significance
 No significant weather phenomena is present
Page | 44
Chapter 4
Aerodrome Control of
Aircraft
Page | 46
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4.1 Pre – Start Procedures
Where no ATIS is provided the pilot may ask for current aerodrome
information before requesting start up.
It is normal to all but the smallest airports to request a Start-up

clearance. Along with this request the location of the aircraft and ATIS
information if available should be stated.
Page | 47
4.2 Taxi Instructions

Taxi instructions issued by a controller will always contain a clearance
limit, which is the point at which the aircraft must stop until further
permission to proceed is given.
When it is required to cross an active runway the aircraft is not

permitted to cross unless it is cleared by the controller. When passing
the runway the pilot should transmit ‘’CROSSING’’ and when the
aircraft vacates the runway the pilot should transmit ‘’VACATED’’.
Page | 48
4.3 Take-Off Procedures
Since misunderstandings in the granting and acknowledgement of

take-off clearances result in serious consequences, care should be
taken to ensure that the phraseology employed during the taxi
maneuvers cannot be interpreted as a take-off clearance.
An aircraft should never transmit the phrase TAKE-OFF unless the
controller issues a clearance for take-off for the particular aircraft.
The word DEPARTURE should be used instead.
Page | 49
If an aircraft is cleared for an immediate take-off it is expected to

take-off without delay, a rolling
take-off.
Page | 50
Local departure instructions may also be given as part of the take-off

clearance.
Page | 51
When the aircraft has started the take-off roll, and ATC consider it
necessary for the aircraft to abandon take-off, the aircraft should be
instructed to STOP IMMEDIATELLY twice. The aircraft should respond
STOPPING.
Page | 52
If the take-off is abandoned by the pilot, the ATC should be informed

as soon as practicable by calling REJECTED TAKE-OFF.
Page | 53
4.4 In the Circuit
Requests for circuit joining procedures should be made in sufficient

time to allow for a planned entry into the circuit, taking other traffic
into account. When the traffic circuit is a right-hand pattern, it should
be specified either in the AIP or by the ATC.
Page | 54
Depending on the prevailing traffic and the direction from which an

aircraft is arriving, it may be requested to execute a straight-in
approach.
Page | 55
The pilot having joined the traffic circuit makes routine reports as
required by local procedures.
It may be necessary to issue delaying or expediting instructions in

order to co-ordinate traffic in the circuit.
Page | 56
4.5 Final Approach and Landing
A ‘’FINAL’’ report is made when an aircraft turns onto final within 4

NM from touchdown. If the aircraft is at a greater distance, a ‘’LONG
FINAL’’ report is made at about 8 NM from touchdown.
Runway in use should always be read back after the landing

clearance.
In order to save taxiing time when flying training in the traffic circuit
pilots may request to carry out a ‘’TOUCH AND GO’’ during which the
aircraft lands, continues rolling and takes off, without stopping.
Page | 57
4.6 Go Around
When a missed approach is initiated cockpit workload is inevitably

high. Any transmissions to aircraft going around should be brief and
kept to a minimum.
Unless otherwise instructed an aircraft operating VFR will continue in
the normal traffic circuit.
If the pilot initiates the missed approach the phrase ‘’GOING

AROUND’’ is used.
Page | 58
If ATC require a go around they will use the instruction ‘’GO

AROUND’’ twice.
Page | 59
4.7 After Landing
Unless absolutely necessary, controllers should not direct taxi

instructions to pilots until the landing roll is complete. Pilots should
remain on tower frequency when clear of runway unless otherwise
advised.
Page | 60

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PPL Radiotelephony Manual

1.1 Producing a radio wave…………………………………………………1

Chapter 2: Aeronautical Mobile Service

Chapter 3: Radio Techniques and Phraseology

Chapter 4: Aerodrome Control of Aircraft

4.1 Pre-Start procedures………………………………………………….47-48

1.1 Producing a radio wave

1.2 Frequency and Wavelength

The distance a wave travels during one cycle is called wavelength ( l )

The relationship between frequency and wavelength is expressed by

High frequencies have low wavelengths and vice versa.

1.3 The frequency spectrum

Aviation communications use the VHF band from 118MHz to

Factors affecting range include:

Maximum theoretical range of a VHF or UHF signal can be calculated

Max Theoretical Range = 1.23 √H1 + 1.23 √H2

Where H1 the height of the transmitter and H2 the height of the

1.4 Adding information

AM is cheap and simple to do. It is though venerable to static

1.5 Cockpit equipment

The upper line of buttons allows us to select the source we want to

We select the frequency we want to use from the transceiver box.

Swap standby and active frequency.

Volume and ON/OFF control (by pushing inwards you

1.6 Ground Direction Finding

Some VHF radio stations are equipped with automatic direction

QTE : true bearing from the station

QDR : Magnetic bearing from the station

QDM : Magnetic bearing to the station

Bearings are classified by their quality. There are four classes

1.7 Distress Frequencies

121.500MHz (VHF) Aeronautical Emergency Frequency

243.0MHz (UHF) Military Emergency Frequency

500KHz (MF) International Distress Frequency

2182KHz (MF) International Distress Frequency

 In all communications, the highest standard of discipline shall

 The transmission of messages on aeronautical mobile

 The consequences of human performance can affect

 Except as otherwise provided, the responsibility of

 After a call has been made to the aeronautical station, a

 When an aeronautical station is called simultaneously by

 In communications between aircraft stations, the duration of

2.1 Category of Messages

2.2 Distress Calls

Actions to be taken by an aircraft in distress

The distress message sent by an aircraft in distress should be sent on

 The name of the station addressed.

Actions to be taken in reply

The first station acknowledging the message should:

 Immediately acknowledge the distress message.

The station in distress or the station in control of distress traffic, shall

Actions by all other stations

The distress communications have absolute priority over all other

 The distress is cancelled or the distress traffic is

Termination of distress communication and of silence

When an aircraft is no longer in a distress condition it can cancel the

The distress communication and silence shall be terminated by

2.3 Urgency messages

Action by an aircraft reporting urgency conditions

Urgency messages are preceded by the phrase PAN PAN preferably

 The name of the station addressed

2.4 Direction Finding

2.5 Flight Safety Messages