Com I

AVIATION COMMUNICATION
Aircraft Radiotelephony
Communication Procedures
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General Course Objective
• At the end of this course, you will be
able to:
• Use the standard ICAO phraseologies
• Efficiently communicate with air traffic
controllers for the safe conduct of
their flight

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Reference Material
• ICAO Radiotelephony Manual
• Annex 10 Volume II

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AVIATION COMMUNICATION
• Benefits of the course
– Career development benefits
• Eligibility for CAA pilot licence
• Will be a professional pilot
• Promotional opportunity
– Effective communication skill
• Safety of aircraft, crew and passengers
• Pilots peace of mind
• Efficient use of time and money like for fuel
• Avoidance of misunderstanding
• Obtaining assistance in case of emergency
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Topics to be Covered
• Basic Concepts of Aviation Communication
• Fundamental Principles of Radio
Communication
• ICAO Phonetic Alphabets and Pronunciation
Standards
• ICAO Standard Phraseologies and Designation
of Aeronautical Stations
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Topics to be Covered
• VFR Communication
– Ground Phase Communication
– Take off Procedures
– Arrival Procedures
– Operational Area Communication
– Cross-Country Communication

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Chapter One
Basic Background of Aviation Communication

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Lesson Objective
• At the end of the course trainees will be
able to:
• Explain the importance of aviation phraseologies
• Express the development of aviation
communication
• Illustrate the basic principle of radio waves and
various radio frequencies used for communication
and navigation

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Lesson Objective
• Demonstrate the proper use of microphones and
transceivers
• Depict ICAO standard phraseologies and proper
usage
• Portray the various communication phraseologies
and procedures in different phase of flight including
emergency communication

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INTRODUCTION
• Definition
– Communication is a process of sending
information from a transmitter to a receiver
using some means of transmission
• This could be ;
– a pilot to controller or
– a controller to a pilot
• Other possibilities also exist
– For example an airline flight crew could be
communicating with their company

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INTRODUCTION
• Language as you know,
– has great power
– It can convey impressions, communicate
knowledge and information
– It can transmit feelings and emotions, as well
– Depending on how it is used, can inspire,
enrage, inform, persuade, entertain, assure or
offend.
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Introduction to Communication
• Communication is of paramount
importance in aviation
– If communication is misunderstood,
incorrect or garbled, even the simplest
message can lead to a lapse in safety

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Development of Aviation
Communication
– Communication is one human element that is
receiving renewed attention in aviation
environment
– The information and instructions transmitted
are of vital importance in the safe and
expeditious operation of aircraft
– Aviation has its own language

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Development of Aviation
Communication
– Aviation communication consists of acronyms,
special vocabulary (phraseology) and a
particular short hand ways of saying things.
– The objective is to
• communicate a lot while saying little
– Radiotelephony (RTF) provides the means by
which pilots and ground personnel (ATC)
communicate with each other
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The Needs for Aviation
Communication
– The importance of using correct and precise
standardized phraseology cannot be
overemphasized.
– Safety experts are constantly seeking to
identify means of improving safety in order to
reduce the already low accidents rates.
– With mechanical failures featuring less
prominence in aircraft accidents ,more
attention has been focused in recent years on
human factors
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Radio contribute
Telephony
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Communication to accidents 15
Communication
– Several incidents and accidents have
occurred in which a contributing factor has
been; lack of language proficiency of pilots
and air traffic controllers and the use of non
standard procedures and phraseology
– Although the use of English as the language
of international air traffic control has no formal
legal status, it is in fact the lingua franca of
aviation communication
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Communication
– The emphasis in recent language teaching theory has
tended to be placed on ability to express oneself
adequately and appropriately in a given context
rather than on strict grammatical accuracy
– However, accuracy in the use of specific terminology
is, at least ,as important in air traffic communication
as general fluency
– As the medium of communication is radio, the
language skills needed are mainly oral and aural
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Purpose of Communication
• Safety
• Pilot's Peace of Mind
• Efficient use of time and money
• Avoiding confusion in Communication
• Fuel Economy
• Obtain Assistance in Emergency
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Methods of Communication
• Air-Ground Communication
• Air-To-Ground Communication
• Blind Transmission
• Broadcast
• Duplex
• Ground-To-Air Communication
• Non-Network Communication
• Radio Telephony Network
• Read back
• Simplex
• Telecom
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• Air-ground communication. Two-way
communication between aircraft and
stations or locations on the surface of the
earth.
• Air-to-ground communication. One-way
communication from aircraft to stations or
locations on the surface of the earth.
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• Blind transmission. A transmission from
one station to another station in
circumstances where two-way
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.
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• Duplex. A method in which
telecommunication between two stations
can take place in both directions
simultaneously.
• Ground-to-air communication. One-way
communication from stations or locations
on the surface of the earth to aircraft.

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• Interpilot air-to-air communication.
Two-way communication on the
designated air-to-air channel to enable
aircraft engaged in flights over remote and
oceanic areas out of range of VHF ground
stations to exchange necessary
operational information and to facilitate the
resolution of operational problems.
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• Non-network communications.
Radiotelephony communications conducted by a
station of the aeronautical mobile service, other
than those conducted as part of a
radiotelephony network.
• Radiotelephony network. A group of
radiotelephony aeronautical stations which
operate on and guard frequencies from the
same family and which support each other in a
defined manner to ensure maximum
dependability of air-ground communications and
dissemination of air-ground traffic.
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• Readback. A procedure whereby the
receiving station repeats a received
message or an appropriate part thereof
back to the transmitting station so as to
obtain confirmation of correct reception.
• Simplex. A method in which
telecommunication between two stations
takes place inRadio
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one direction at a time.
Telephony Communication 25
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• Telecommunication: Any transmission,
emission, or reception of signs, signals,
writing, images and sounds or intelligence
of any nature by wire, radio, optical or
other electromagnetic systems.

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Fundamentals of Radio
Communication
Radio Propagation

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Fundamentals of Radio
Communication
• Radio waves are simply a form of
electromagnetic radiation, like sunlight, X-
rays, cosmic rays, or infrared waves.
• The difference is that each has a different
frequency and therefore different
characteristics.

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Electromagnetic Waves
• What is a wave?
– A wave is a traveling disturbance that moves
energy from one location to another without
transferring a matter
– Oscillation in a medium or material create
mechanical waves that propagate away from
a location of the oscillation.

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• Two major classifications of waves
– Transverse wave
• Created by shaking a string or rope up and down
• Although the string is moved up and down, the
energy from the oscillation moves perpendicular
and away from the vibrating source
– Longitudinal waves
• The oscillation don't vibrate perpendicular to the
direction the wave is traveling
• Oscillates in the same1 direction the wave is moving
• Longitudinal waves
– The medium in longitudinal waves pushes
close together at some points (compression)
and separates from each other immediately
after (rarefaction).
– The best example of longitudinal waves are
sound waves
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• Sound waves
– A series of back and forth, longitudinal
oscillations of air molecules that compress
and rarefact in a medium such as air of water.
– The velocity of a wave depends upon the
material or medium in which it is traveling
– The dense and more elastic the medium, the
faster the wave will travel
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• Frequency, wavelength and velocity
– As long as a wave remains in one medium, the speed of a wave will
remain constant
• the only variable that could change would be the frequency and the wave
length
– The equation for wave length is
• Velocity=frequency x wave length
– Frequency is how many cycles of a vibration occur per second
– Period is the amount of time it takes a wave to vibrate one full cycle
– These two terms are inversely proportional to each other
• T=1/f

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• What is electromagnetic wave?

– Electromagnetic waves are a special type of
transverse waves
– They consist of two perpendicular transverse
waves
• One component of the wave being a vibrating
electric field
• The other component is a corresponding magnetic
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– All electromagnetic waves travel at the speed of light
– Do not need a medium such as air or water to travel
through
– The particular type of EMWs can be defined by its
frequency or wave length
– Electromagnetic waves are created by moving
charges in atoms, which create an electric field that in
turn creates a corresponding magnetic field
– Light, radio, and x-rays are all examples of
electromagnetic waves
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Electromagnetic Spectrum
• Radio waves have the longest wave lengths,
ranging to tens of kilometers
• Gamma waves are the very shortest, being less
than a billionth of a centimeter
• Visible light, as the name implies, is the only
portion the spectrum we can see
• We often refer to visible light as white light since
it appears “white” in color
• White light is an array of colors
• Each color corresponds to a specific wave
length
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Radio Waves
• Although radios are often used to listen to music,
the wave that is transmitted to the radio is an
electromagnetic wave
• Radio waves are not sound waves
• Sound waves do carry information to radio to
produce sound waves
• Sound waves are longitudinal waves and are
created by compression and rarefaction in air
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Radio Waves
• Radio transmissions are a combination of two
kinds of waves:
– Audio frequency waves that represent the sound
being transmitted
– Radio frequency waves that carry the audio
information
– All waves have wave length, an amplitude and a
frequency
• These properties allow it to be modified to carry sound
information
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Radio Waves
• The information signal can rarely be
transmitted as is, it must be processed.
• In order to use electromagnetic
transmission, it must first be converted
from audio into an electric signal.
• The conversion is accomplished by a
transducer. After conversion it is used to
modulate a carrier
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signal.
Radio Telephony Communication 39
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Radio Waves
• Modulation
– A process that places information on a carrier signal
– The process of modulation means to systematically
use the information signal (what you want to transmit)
to vary some parameter of the carrier signal. The
carrier signal is usually just a simple, single-frequency
sinusoid (varies in time like a sine wave).
• Amplitude modulation (AM)
– If we change the amplitude, or strength, of a signal in
a way corresponding to the information we are trying
to send, we are using amplitude modulation
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Radio Waves
• Amplitude modulation (AM)
– In this modulation system the transmitter carrier
frequency is amplitude (or level) modulated with the
voice signal
– The amplitude of the combined audio frequency and
radio frequency waves varies to match the audio
signal
– At any instant the amplitude of the carrier represents
the amplitude of the voice or modulating signal and
the rate of change of the carrier amplitude represents
the frequency of the modulating signal
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Radio Waves
• Amplitude Modulation (AM)
– Sound waves are longitudinal waves and are created
by compressions and rarefactions by changing or
modulating the amplitude of the radio wave that is
emitted
• To represent a compression, a high amplitude radio
wave is created
• To represent a rarefaction, a low amplitude radio wave
is emitted.
• The radio receiver measures the difference in the
amplitude and sends the information to the speakers to
emit the appropriate sound wave.
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Radio Waves
• Amplitude modulation of an RF (radio frequency)
carrier results in three output frequencies:
– The carrier plus the modulating frequency
– The carrier
– The carrier minus the modulating frequency
• Since all of the required information is contained
in either the upper or lower side band, this
system is wasteful of frequency spectrum and
power.
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Radio Waves
• All aircraft AM communications take place

between 118.3MHZ and 136MHZ on 720
present frequencies
• At these frequencies signal ranges follow
a “line of sight” rule

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Radio Waves
• FM (Frequency Modulation)
– In frequency modulation radio transmissions, the
frequency of the combined waves changes to
reproduce the audio signal
– FM radio waves represent the compressions and
rarefactions that the speaker must emit through slight
variations in the frequency of the radio wave
• In order to represent a compression, the frequency of
the wave is increased slightly, while to represent a
rarefaction from the speaker, the frequency of the wave
is slightly decreased
• Higher frequency is associated with the peak amplitude
in the audio wave
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Radio Waves
• SSB Modulation
– Used primarily on HF transceivers operating at high
power levels
– is a refinement of the technique of amplitude
modulation designed to be more efficient in its use of
electrical power and bandwidth
– Standard amplitude modulation produces a
modulated output signal that has twice the bandwidth
of the baseband signal.
– Single-sideband modulation avoids this bandwidth
doubling, and the power wasted on a carrier, at the
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cost of device complexity.
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Frequency Ranges
• Common frequency bands and some typical uses:-
• Band Frequency Typical uses
– MF (Medium Frequency) 300 kHz - 3.0 MHz
• AM broadcast stations, Direction beacons
– HF (High Frequency) 3.0 MHz - 30 MHz
• Single sideband transmissions.
– VHF (Very high Frequency) 30MHz -- 300 MHz
• VHF-TV and FM broadcasts, portable & mobile VHF-FM
radios. Aircraft communications 118.00 - 136 MHz AM.
– UHF (Ultra high frequency) 300MHz - 3.0 GHz
• UHF-TV broadcasts, portable and mobile UHF-FM radios.
Cellular telephones, satellite telephone systems.
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Radio Waves
– Interesting thing about radio waves in the 10 to 30
Mega Hertz (MHz) range.
– Often, instead of zooming off into space, they are
reflected back to earth by layers of ionized particles in
our atmosphere, 200 or so miles up.
– Appropriately these layers are called the ionisphere.
– This reflection process is often called "skip".
– The energy to ionize atoms in these layers comes
from the sun.
– That is why you can hear the BBC London in North
America or hear WLW Cincinnati, Ohio in California at
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Radio Waves
– Above 30 MHz radio communication is usually face
line of site problem.
– Radio signals at these frequencies and above are
usually not reflected off of the ionosphere
– Line of site means the distance to the horizon, about
30 miles from ground level in flat terrain such as
Kansas.
– From the top of a 500 foot radio transmitting tower the
horizon is a hundred or so miles away.
– This explains why you rarely get FM or TV reception
beyond 100 miles away, unless you have cable, or
unless there are some exceptional radio propagation
conditions, such as sporadic E skip.
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The Ionosphere and Radio Wave
Propagation
• The ionosphere is important for AM radio waves
propagation
– Ionosphere is composed of the D, E, and F layers
– The D layer is good at absorbing AM radio waves
– D layer disappears at night, and the E and F layers
bounce the wave back to the earth
– This explains why radio stations adjust their power
output at sunset and sunrise

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Chapter Two
ICAO Phonetic Alphabets

&
Pronunciation Standards

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General Phraseology
• Aviation has its own languages

• Aviation communication consists of
acronyms, special vocabulary
(phraseology) and a particular short hand
ways of saying things.
– The objective of aviation communication is to
communicate a lot while saying a little.
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Phonetic Alphabets
• LETTER WORD PRONOUNCIATION
A ALPHA AL FAH
B BRAVO BRAH VOH
C CHARLIE CHAR LEE/SHAR LEE
D DELTA DELL TAH
E ECHO ECK OH
F FOXTROT FOKS TROT
G GOLF GOLF
H HOTEL HO TELL
I INDIA 1 IN DEE AH
Phonetic Alphabets
J JULIETT JEW LEE ETT
K KILLO KEY LOH
L LIMA LEE MAH
M MIKE MIKE
N NOVEMBER NO VEM BER
O OSCAR OSS CAH
P PAPA PAH PAH
Q QUEBEC KEY BECK
R
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Phonetic Alphabets
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
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Transmission of Numbers
• Numeral element Pronunciation
0 ZE-RO
1 WUN
2 TOO
3 TREE
4 FOW-er
5 FIFE
6 SIX
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Transmission of Numbers
• Numeral element Pronunciation
7 SEV-en
8 AIT
9 NIN-er
Decimal DAY-SEE-MAL
Hundred HUN-dred
Thousand TOU-SAND
Note:- Each number shall be transmitted by

pronouncing each digit separately except for
special descriptions to be given.
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Morse Code

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Morse Code

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Transmission of Time
• When transmitting time, only the
minutes of the hour should normally be
required
• Each digit Should be pronounced
separately.
• The Hour should be included when any
possibility of confusion is likely to
result
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Transmission of Time
• Example:-
Time Statement
0920(9:20 A.M.) TOO ZERO OR
ZERO NIN-ER TOO ZERO
1643(4:43 P.M.) FOW-er TREE OR

WUN SIX FOW-er TREE

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Pronunciation Examples
Aircraft call signs Transmitted as
CCA 238 Air China two three eight

OAL 242 Olympic two four two
Flight levels Transmitted as
FL 180 Flight level one eight zero
FL 200 Flight level two zero zero
Headings Transmitted as
100 degrees Heading one zero zero
080 degrees
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Wind direction and speed Transmitted as
200 degrees 70 knots Wind two zero zero degrees
seven zero knots
160 degrees 18 knots Wind one six zero degrees
gusting 30 knots one eight knots gusting
three zero knots
Transponder codes Transmitted as

2400 Squawk two four zero zero
4203 Squawk four two zero three
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Runways Transmitted as
27 Runway two seven
30 Runway three zero
Altimeter setting Transmitted as

1010 QNH one zero one zero
1020 QNH one zero two zero

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• All numbers in the transmission of
– altitude,
– cloud height,
– visibility and
– Runway Visual Range (RVR) information,
• which contain whole hundreds and whole
thousands,
• shall be transmitted by pronouncing each digits in
the number of hundreds or thousands followed by
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the word HUNDRED or THOUSAND as
appropriate 1
Altitude Transmitted as
800 Eight hundred
3400 Three thousand four hundred
12000 One two thousand
Cloud height Transmitted as
2200 two thousand two
4300 hundred
Four thousand three hundred
Visibility Transmitted as
1000
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Visibility one thousand
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700 Visibility seven hundred
Runway Visual Range Transmitted as
600 RVR six hundred
1700 RVR one thousand

Seven hundred

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Transmitting Channel in VHF
Radiotelephony Communications
• All the six digits of the numerical
designator should be used
• except in the case of both the fifth and
sixth digits being zeros, in which case only
the first four digits should be used.

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Transmitting Channel in VHF
Radiotelephony communications
Channel Transmitted as
118.000 one one eight decimal zero
118.005 one one eight decimal zero zero five
118.010 one one eight decimal zero one zero
118.025 one one eight decimal Zero two five
118.050 one one eight decimal Zero five Zero
118.100 one one eight decimal one

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Chapter Three
ICAO Standard Phraseologies &

Designation of Aeronautical Stations

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Standard Words and Phrases
• Word/Phrase Meaning
ACKNOWLEDGE Let me know that
you have received
and understood
this message
AFFIRM Yes
APPROVED permission for the
proposed action
granted
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• BREAK I hereby indicate the
separation between
portions of the message
• BREAK BREAK I hereby indicate the
separation between
messages transmitted
to different aircraft in a
very busy environment
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• CANCEL annul the previously
transmitted clearance
• CHECK examine a system or
procedure
• CLEARED authorized to proceed
under the conditions
specified
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• CONFIRM I request verification
• CONTACT Establish communication
with….
• CORRECT True or Accurate
• CORRECTION An error has been made
in this transmission or
(message indicated).
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Radio Telephony correct version is… 77
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• I SAY AGAIN I repeat for clarity or
emphasis
• MAINTAIN Continue in accordance
with the condition(s)
specified or in its literal
sense
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MONITOR “listen out on (frequency).”
NEGATIVE “No” or “permission not
granted” or “that is not
correct” or “not capable”
OUT “This exchange of
transmission is ended
and no response is
expected”
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• OVER “my transmission is
ended and I expect a
response from you”
• READ BACK “Repeat, all or the
specific part, of this
message back to me
exactly as received.”
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• DISREGARD ignore
• GO AHEAD Proceed with your
message
• HOW DO
YOU READ What is the readability
of my transmission
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• 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.”
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• REQUEST “I should like to
know…” or “I wish to
obtain.”
• ROGER “I have received all of
your last transmission.”
• SAY AGAIN “Repeat all, or the
following part, of
your last transmission.”
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• SPEAK
SLOWER “Reduce your rate of
speech.”
• STANDBY “wait and I will call you.”
• UNABLE “I can not comply with

your request, instruction,
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or clearance."
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• WILCO “I understand your
message and will
comply with it.”
• WORDS TWICE a) as a request
“ communication is difficult.
Please send every word or
group of words twice.”
b) as information
“ since communication is difficult,
every word or group of words in
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this message will be sent twice.”
Radio Telephony Communication
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85
Call Signs
• Call signs for aeronautical stations
– Aeronautical stations are identified by the
name of the location followed by a suffix
– The suffix indicates the type of units or service
provided
– 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
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Call signs for Aeronautical Stations
Unit or service Call sign suffix
 Radar (in general) RADAR
 Approach control APPROACH
 Radar arrivals ARRIVAL
 Radar departures DEPARTURE
 Aerodrome control TOWER
 Surface movement control GROUND

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Call Signs for Aeronautical Stations
unit or service
Suffix Call sign
Clearance delivery DELIVERY
Precision Approach Radar PRECISION
Direction Finding Station HOMER
Flight Information Service INFORMATION
Apron Control APRON
Company Dispatch DISPATCH
Aeronautical Station 1 RADIO
Aircraft Call Signs
• An aircraft call sign shall be one of the following types:
Type Example
a) The characters corresponding to the G-ABCD or

registration marking of an aircraft Cessna
G-ABCD
b) The telephony designator of the aircraft FASTAIR
operating agency, followed by the last four DCAB
characters of the registration marking of the
aircraft 1
Aircraft Call Signs
Type Example
c) The telephony designator of the FASTAIR 345

aircraft operating agency, followed
by the flight identification

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Aircraft Call Signs
• After Satisfactory communication has been established,
and provided that no confusion is likely to occur, aircraft
call signs may be abbreviated as follows:
Type Example
a) The first and at least the last two G-CD or Cessna G-CD
Characters of the aircraft
registration
b) The telephony designator of an FASTAIR AB
aircraft operating agency followed
by at least the last two characters
of the aircraft registration
c) No abbreviated form 1 _
Aircraft Call Signs
• An aircraft shall use its abbreviated call sign only after it
has been addressed in this manner by the aeronautical
station.
• An aircraft shall not change its type of call sign during
flight except when there is a likelihood that confusion
may occur because of similar call signs
– In this case the call sign is changed temporarily
• Aircraft in the heavy wake turbulence category shall
include the word ”HEAVY” immediately after the aircraft
call sign in the initial call to the aerodrome control tower
and the approach control unit

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Transmitting Techniques
• Before transmitting listen out for interference
from another station
• Be familiar with good microphone operating
techniques
• Use a normal conversational tone
– Speak clearly and distinctly
• Maintain an even rate of speech not exceeding
100 words per minute
– For messages written down by the recipient, speak
at a slightly slower rate

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Transmitting Techniques
– Maintain the speaking volume at a constant
level
– A slight “Pause” before and after numbers is
helpful for better understanding
– Avoid using hesitation sounds such as “er”
and “ah”.
– Depress the transmit switch fully until the
message is completed.
– Speak clearly and use standard RTF words
and phrases wherever possible
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Good Radiotelephony Checklist
• KNOW CORRECT PROCEDURES
– Adjust equipment properly
– Use standard words and phrases
• MAINTAIN RADIO DESCIPLINE
– Think before speak
– Listen before you transmit
– Keep it short and precise
– Don't use slang
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Good Radiotelephony Checklist
• Use good Microphone Technique

– Hold microphone close to the mouth
– Speak clearly and distinctly
– Speak directly into microphone
– Don’t cut your transmission with the
microphone button

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VFR COMMUNICATION
• Ground Phase Communication
– Radio Test Procedures
• Test transmissions should take the
following form
a) The identification of the aeronautical station
being called
b) The aircraft identification
c) The words “RADIO CHECK”; and
d) The frequency being used

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VFR Communication
• Ground Phase Communication

– Radio Test Procedures
• Replies to test transmissions should be as
follows
– The identification of the station calling
– The identification of the station replying
– Information regarding the readability of the
transmission

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Ground Phase Communication
• Radio Test Procedures

• The readability of transmissions should be
classified in accordance with the following
readability scale:
1→Unreadable
2→ Readable now and then
3→ Readable but with difficulty
4→ Readable
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5→ Perfectly readable
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Establishment of Two Way
Communication
• When establishing communications, an
aircraft should use the full call sign of both
the aircraft and the aeronautical station
• Example:
A/C: “BOLE TOWER ETAHA”
TOWER : “ETAHA BOLE TOWER GO AHEAD”

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Communication
• When a ground station wishes to
broadcast information, the message
should be prefaced by the call “ALL
STATIONS”
• EXAMPLE:
“ALL STATIONS ALEXANDER CONTROL,
FUEL DUMPING COMPLETED”
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Communication
• When an aircraft wishes to broadcast
information to aircraft in its vicinity, the message
should be prefaced by the call “ALL STATIONS”.
• EXAMPLE:
– “ALL STATIONS G-CDAB WESTBOUND MARLOW
VOR TO STEPHENVILLE LEAVING FL 260
DESENDING TO FL150”
• No reply is expected to such general calls unless
individual stations are subsequently called upon to
acknowledge receipt

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Communication
• If there is doubt that a message has not

been received correctly,
– a repetition of the message shall be
requested either in full or in part

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Communication
Phrase Meaning
SAY AGAIN Repeat entire message
SAY AGAIN…(item) Repeat specific item

SAY AGAIN ALL BEFORE Repeat part of message
(the first word satisfactorily received)
SAY AGAIN ALL AFTER (The Repeat part of message
last word satisfactorily received)
SAY AGAIN ALL BETWEEN Repeat part of message

….AND….
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104
Communication
• When a station is called but is uncertain of the
identity of the calling station, the calling station
should be requested to repeat its call sign until
the identity is established
• Example
• a/c: “BOLE GROUND ETAHA”
• B.G: “STATION CALLING BOLE GROUND SAY AGAIN
YOUR CALL SIGN”
• a/c: “BOLE GROUND ETAHA”
1
Communication
• When an error is made in a transmission,
– The word “CORRECTION” shall be spoken,
– The last correct group or phrase repeated
– Then the correct version transmitted
Example:
A/C: “ETH 745 ASOLE 47 FL 330 GISHE 07
CORRECTION GISHE 57”
ACC: “ETH 745 ROGER”
NOTE: If a correction can best be made by repeating the entire

message, the operator shall use the phrase “CORRECTION I SAY
AGAIN” before transmitting the message a second time

1
Continuation of Communication
• After initial contact has been established

the following abbreviated procedures may
be adopted provided that no confusion or
ambiguity will result:
– a) the words “OVER”, “ROGER” and “OUT”
may be omitted.
– b) further identification or calling may be
omitted until termination of the communication
1
• the following words may be omitted from

transmissions provided that no confusion
or ambiguity will result:
– “SURFACE” in relation to surface wind and
direction
– “DEGREES” in relation to radar headings
– “VISIBILITY” “CLOUD” and “HEIGHT” IN
meteorological conditions
1
– “MILLIBARS” OR “HECTOPASCALS” when

given pressure settings
– The word “IMMEDIATELY” should only be
used when immediate action is required for
safety reasons
– The use of courtesies should be avoided

1
• When it is considered that reception is
likely to be difficult, important elements of
the message should be spoken twice
• Example:
– A/C: “GEOGETOWN,G-ABCD WALDEN 2500
FEET, I SAY AGAIN 2500FEET, ENGINE
LOSING POWER, ENGINE LOSING
POWER”
1
Taxi Instructions
• Example:
P. “BOLE GROUND GABCD AT ETHIOPIAN
HANGAR REQUEST TAXI FOR LOCAL
TRAINING FLIGHT”
C. “GABCD TAXI VIA TAXIWAYS BRAVO
FOXTHROAT ALPHA TO HOLDING
POINT RUNWAY 07R WIND 070 DEGREES
8 KNOTS QNH 1010 TIME 23:30
P. “GABCD QNH 1010 REQUEST RUNWAY

25L”
1
1
Taxi Instructions
C. “G-CD RECLEARED HOLDING POINT RUNWAY
25L,TAXI BEHIND SENECA COMING FROM 25
LEFT”
P. “ G-CD HOLDING POINT RUNWAY 25 TRAFFIC
IN SIGHT”
Example II
P. “BOLE GROUND ETAHA 2 PERSONS ON BOARD
ENDURANCE 0400HRS TRAINING AREA WEST
OF THE LAKE REQEST TAXI FOR TAKE OFF”
C. “ETAHA BOLE GROUND TAXI VIA BRAVO
FOXTHROAT BRAVO ONE TO HOLDING POINT
RUNWAY 07R WIND090/10KNOTS QNH1025”
P. “VIA BFB1 HOLDING POINT 07R QNH 1025,ETAHA”
1
Taxi Instructions
• A clearance may vary in content from a detailed
description of the route and levels to be flown to
a brief landing clearance.
• Taxi instructions issued by a controller will
always contain a clearance limit
• For departing aircraft, the clearance limit will
normally be the taxi-holding point of the runway
in use
– But it may be any other position on the aerodrome
depending on the prevailing traffic circumstances.

1
Taxi Instructions
• When a taxi clearance contains a taxi limit
beyond a runway, it shall contain an
explicit clearance to cross, or an
instruction to hold short of that runway.
• At busy aerodromes with separate
GROUND and TOWER functions, aircraft
are usually transferred to the TOWER at,
or when approaching, the taxi holding
point.
1
Transfer of Communications
• An aircraft shall 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.

1
• Example:
– C “FASTAIR 345 CONTACT ALEXANDER
CONTROL 129.1”
– P “129.1 FASTAIR 345”
– C “FASTAIR 345 WHEN PASSING FL 80
CONTACT ALEXANDER CONTROL 129.1”
– P “WHEN PASSING FL 80 129.1 FASTAIR
345”

1
• An aircraft may be instructed to “standby” on a
frequency when it is intended that the ATS unit
will initiate communications soon, and to monitor
a frequency on which information is being
broadcast.
– Example;
• C “ FASTAIR 345 STANDBY on 118.9 FOR TOWER”
• P “118.9 FASTAIR 345”
• C “FASTAIR 345 MONITOR ATIS 123.250”
• P “MONITORING 123.250 FASTAIR 345

1
Taxi Instructions
• Example:
C. “G-CD EXPEDITE TAXI TRAFFIC ON
FINAL RWY 24”
P. “G-CD EXPEDITING”
P. “G-CD RWY VACATED”
C. “G-CD ROGER”

1
Taxi Instructions
• Example:
P. “DURBAN TOWER G-ABCD AT THE
FUEL STATION REQUEST TAXI TO
FLYING CLUB”
C. “G-ABCD TAXI VIA TAXIWAY
CHARLIE TO HOLDING POINT 24”
P. “VIA TAXIWAY CHARLIE HOLDING
POINT 24 G-ABCD”
P. “G-CD APPROACHING HOLDING POINT
REQUEST CROSS RUNWAY24”
C. “G-CD HOLD SHORT RWY 24”
P. “G-CD HOLDING
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SHORT”
1
Taxi Instructions
• Example:
C. “G-CD CROSS RUNWAY 24 REPORT
VACATED CONTINUE TO FLYING CLUB”
P. “G-CD CROSSING”
P. “G-CD RUNWAY VACATED”
C. “G-CD ROGER”

1
Take-Off Procedures
• Misunderstanding in the granting and
acknowledgement of take-off clearances can
result in serious consequences
• Care should be taken to ensure that the
phraseology employed during the taxi
manoeuvres can not be interpreted as a
clearance to enter the runway or take-off
• Some aircraft may be required to carry out
checks prior to departure and are not always
ready for take-off when they reach the holding
point.
1
Take-Off Procedures
Backtrack and line up instructions
 P. STEPHENVILLE TOWER GABCD C172 AT THE
FUELSTATION VFR TO WALDEN REQUEST TAXI for take off
 C. “G-ABCD TAXI VIA TAXIWAY ALPHA TO
HOLDING
POINT RWY 06 WIND 0800/10 QNH 1012 TIME 04
 P. RUNWAY 06 QNH 1012 REQUEST TWY BRAVO AND
BACKTRACK G-ABCD”
 C. G-CD TAXI VIA BRAVO APPROVED, BACKTRACK and
LINEUP RWY 06
 P. BRAVO AND BACKTRACK RWY 06, G-CD”

1
Take-Off Procedures
• Examples:
T. “G-CD REPORT WHEN READY FOR
DEPARTURE”
P. “G-CD WILCO”
P. “G-CD READY”
T. “G-CD LINE UP AND WAIT”
P. “G-CD LINENING UP”
T. “G-CD CLEARED FOR TAKE-OFF”
P. “CLEARED FOR TAKE-OFF G-CD”
1
Take-Off Procedures
• controllers should not transmit to an
aircraft while it is:-
– rolling for taking off or
– during its early stage of climb except in case
of emergency.
• For traffic reasons, it may be necessary for
the aircraft to take off immediately after
lining up
1
Take-Off Procedures
• Examples:
C. “G-CD ARE YOU READY FOR
IMMEDIATE DEPARTURE”
P. “G-CD AFFIRM”
C. “G-CD LINEUP READY FOR IMMEDIATE
DEPARTURE”
P. “G-CD LINING UP”
C. “G-CD CLEARED FOR TAKE-OFF”
P. “CLEARED FOR TAKE-OFF G-CD”
1
DEPARTURE MESSAGE
• Departure message is normally transmitted:

– to the control tower and
– When the aircraft has considered to be safely
airborne
• Departure message include
– Airborne time
– Level passing
– Level climbing to
– Estimate next reporting points and ETA destination
1
DEPARTURE MESSAGE
• Departing VFR flights, when handled by

approach control unit may get information
on relevant known traffic in order to assist
the pilots in maintaining their own
separation
• Pilots should report when they are leaving
the area of jurisdiction of the approach
control unit
1
DEPARTURE MESSAGE
• Cross-country Departures
• Example
P. “Bole ground ETAPD 2 souls on board
endurance 0400 x-country flight request taxi
clearance for take off.
C. “PD Bole taxi holding point RWY 07R via
BFB wind calm QNH 1027”
p. “Holding point 07R via BFB, QNH 1027, PD”
1
TAKE OFF
• P. Bole TWR PD REQUEST LINE UP
AND TAKE-OFF
• C. ET-APD CLEARED LINE UP AND

TAKE OFF WIND 1200/12KTS
• P. CLEARED FOR TAKE OFF

1
DEPARTURE MESSAGE
• Cross-country Departures
• Example:
P. “BOLE HA DEPARTED AT 54
CROSSING 10000FT FOR FL 105
ESTIMATING GUDER AT 11:25 JIMMA
AT 1145 BACK TO ADDIS AT 1230”
C. HA ROGER REPORT LEAVING CONTROL
ZONE”
P. “ REPORT LEAVING CONTROL ZONE
4/22/2017 HA” Radio Telephony Communication 131
1
DEPARTURE MESSAGE
• OPERATIONAL AREA DEPARTURES

• Example
P. “BOLE PD DEPARTED AT 40 PASSING
8500 CLIMBING 10,000 PROCEEDING
WEST OF THE LAKE”
T. “PD BOLE ROGER REPORT REACHING
WEST OF THE LAKE”
P. “PD WILCO”
1
Operational Area Communication
Operations Normal Reporting
• Example:
– P. BOLE PD WEST OF THE LAKE MAINTAINING”
10000ft.
– C. PD BOLE REPORT OPERATIONS NORMAL
EVERY 30 MINUTES”
– P. PD WILCO

1
Operational Area Communication
• REPORTING OPERATIONS NORMAL;
• EXAMPLE:
– BOLE HA WEST OF THE LAKE 10,000FT
OPERATIONS NORMAL
– HA BOLE REPORT ANOTHER
OPERATIONS NORMAL AFTER 30
MINUTES
– HA WILCO or (WILCO HA)
1
Requesting Landing
• To return back from the operational area a pilot
shall request permission from the control tower.
• Example:
P. “BOLE TOWER PD W/L 10,000FT REQUEST
LANDING”
C. “PD,BOLE, RWY IN USE 07R WIND 0700/10
KNOTS QNH 1026 DESCEND TRAFFIC
PATTERN ALTITUDE REPORT RIGHT BASE.
P. “RWY O7R 1026 WILL REPORT RIGHT

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BASE ,PD” Radio Telephony Communication 135
1
• P. Bole PD Right base RW 07R
• C. PD, Report Final.

1
Operating in the Traffic Pattern
• Example:
• P. “PD, FINAL 07R FULL STOP”
• C. “PD WIND 070O/ 08 KNOTS CLEARED

TO LAND 07R”
P. “CLEARED TO LAND 07R PD”

1
Aerodrome Traffic Circuit
(Pattern) Operations
• Requests for instructions to join the traffic circuit
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 in a right hand pattern
this should be specified
• A left-hand pattern need not be specified
although it may be advisable to do so if there
has been a recent change where the circuit
direction is variable
1
• To make touch and go exercises in the traffic
pattern:
– Approval from the control tower must be obtained and
the traffic situation should be convenient
• Example:
P. BOLE GROUND HA 2 PERSONS ON BOARD
ENDURANCE 0300HRS TRAINING AREA IN THE
TRAFFIC PATTERN REQUEST TAXI FOR TAKE
OFF.
T. HA BOLE TAXI VIA BFB1HOLDING POINT

RWY 07R WIND 1100/10 KNOTS QNH 1023.
P. “VIA BFB1HOLDING POINT 07R QNH 1023, HA”

1
• While operating in the traffic circuit, the
pilot shall report joining every leg of the
traffic circuit.
• Example:
P. “HA JOINING LEFT HAND DOWNWIND RWY
07R”
C. “HA REPORT LEFT BASE RWY 07R”
P. “HA ROGER”
P. “HA LEFT BASE RWY 07R”
C. “HA REPORT FINAL RWY 07R”
P. “WILCO HA” Radio Telephony Communication
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1
• When an aircraft is reporting final, whether “to
make “touch and go” or “full stop landing” should
be clearly specified.
• Example:
P. “HA FINAL 07R TOUCH AND GO”
C. “HA WIND CALM CLEARED TOUCH AND GO
RUNWAY 07R”
P. “CLEARED TOUCH AND GO RWY 07R
HA”
1
• Example:
• P. “HA, FINAL 07R FULL STOP”
• C. “HA, WIND 070o/ 08 KNOTS cleared to LAND 07R”
• P. “CLEARED TO LAND 07R HA”

1
VFR ARRIVALS
• THE PILOT OF AN ARRIVING VFR FLIGHT
MAY BE REQUIRED:
• TO ESTABLISH CONTACT WITH THE APPROACH
CONTROL UNIT,AND
• REQUEST INSTRUCTIONS BEFORE ENTERING ITS
AREA OF JURISDICTION
• Where there is an ATIS broadcast:
• The pilot should acknowledge if it has been received
• Where no ATIS broadcast is provided
• The approach controller will pass the aerodrome data

1
VFR ARRIVALS
• Example:
P. “STEPHENVILLE APPROACH G-ABCD”
C. “G-ABCD STEPHENVILLE APPROACH”
P. “G-ABCD C-172 VFR FROM WALDEN TO
STEPHENVILLE 2500 FEET CONTROL
ZONE BOUNDRY 52 STEPHENVILLE 02
INFORMATION B”
C. “G-CD CLEARED TO STEPHENVILLE VFR QNH
1012 TRAFFIC SOUTHBOUND CHEROKEE
2000FT VFR ESTIMATING CONTROL ZONE
BOUNDARY 53”
P. “CLEARED TO STEPHENVILLE VFR QNH 1012
TRAFFIC IN SIGHT G-CD”
1
VFR ARRIVALS
• CONT’D
C. “G-CD REPORT AERODROME IN SIGHT”
P. “WILCO G-CD”
P. “G-CD AERODROME IN SIGHT”
C. “G-CD CONTACT TOWER 118.7”
P. “118.7 G-CD’

1
FINAL APPROACH AND LANDING
• A final report is made:
– when an aircraft turns onto final within7km (4 NM)
From touch down.
• When the turn onto final is made at a greater
distance:
– A long final report is made
• If the aircraft is making a straight-in-approach;
– A long final report is made at about 15km(8NM) from
touch down
– If no landing clearance is received at that time
• A final report is made at 7KM (4 NM) from touchdown

1
• A pilot may request to fly past the control
tower or other observation point for the
purpose of visual inspection from the
ground.
• For training purposes, a pilot may request
permission to make an approach along, or
parallel to the runway without landing.

1
• If the low pass is made for the purpose of
observing the undercarriage;
– One of the following replies could be used to
describe its condition:
• LANDING GEAR APPEARS DOWN
• RIGHT (or LEFT, or NOSE) WHEEL APPEARS
UP (or DOWN)
• WHEELS APPEAR UP
• RIGHT (or LEFT, or NOSE) WHEEL DOESNOT
APPEAR UP (or DOWN)
1
• Example:
P. “FASTAIR 345 LONG FINAL”
C. “FASTAIR 345 CONTINUE APPROACH
WIND 260 DEGREES 18 KNOTS”
P. “FASTAIR 345”
P. “FASTAIR 345 FINAL”
C. “FASTAIR 345 CLEARED TO LAND
RUNWAY 27 WIND 270o/ 20 knots
P. “RUNWAY 27 CLEARED TO LAND
FASTAIR 345”
1
• Example:
P. “FASTAIR 345 REQUEST LOW PASS
UNSAFE LEFT GEAR INDICATION”
C. “FASTAIR 345 CLEARED LOW PASS
RUNWAY 27, NOT BELOW 500 FEET
REPORT FINAL”
P. “RUNWAY 27 NOT BELOW 500 FEET
FASTAIR 345”
1
• Example:
P. “FASTAIR 345 REQUEST LOW
APPROACH RUNWAY 09 FOR
TRAINING”
C. “FASTAIR 345 CLEARED LOW PASS
RUNWAY 09 NOT BELOW 250 FEET
RPORT FINAL”
P. “RUNWAY 09 NOT BELOW 250 FEET
FASTAIR 345”
1
• In order to save taxiing time when training
in the traffic circuit;
– Pilots may request to carry out a touch and go
– i.e., the aircraft lands, continues rolling and
take-off, without stopping
– Example:
P. “G-CD REQUEST TOUCH AND GO”
C. “G-CD CLEARED TOUCH AND GO”
P. CLEARED TOUCH AND GO G-CD”

1
• Example:
P. “G-CD REQUEST TOUCH AND GO”
C. “G-CD UNABLE TO APPROVE DUE TO
TRAFFIC CONGESTION MAKE FULL STOP
CLEARED TO LAND”
P. “CLEARED TO LAND FOR FULL STOP
G-CD”
OR
C. “G-CD MAKE ANOTHER CIRCUIT REPORT
DOWNWIND”
P. “G-CD WILCO”
1
• GO AROUND:
• INSTRUCTIONS TO CARRY OUT A MISSED
APPROACH MAY BE GIVEN TO AVERT AN
UNSAFE SITUATION
• 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
1
• GO AROUND
– EXAMPLE:
C. “FASTAIR 345 GO AROUND AIRCRAFT ON
THE RUNWAY”
P. “FASTAIR 345 GOING AROUND”
– UNLESS INSTRUCTIONS ARE ISSUED TO THE CONTRARY
• AN AIRCRFAT ON INSTRUMENT APPROACH WILL
CARRY OUT THE MISSED APPROACH PROCEDURES,
AND
• AN AIRCRAFT OPERATING VFR WILL CONTINUE IN THE
NORMAL TRAFFIC CIRCUIT
– IN THE EVENT THAT THE MISSED APPROACH IS INITIATED
BY THE PILOT THE PHRASE “GOING AROUND”SHALL BE
USED
1
AFTER LANDING COMMUNICATION
• UNLESS ABSOLUTELY NECESSARY:
– CONTROLLERS SHOULD NOT GIVE TAXI
INSTRUCTIONS TO PILOTS UNTIL THE
LANDING ROLL IS COMPLETED
• UNLESS OTHERWISE ADVISED:
– PILOTS SHOULD REMAIN ON TOWER
FREQUENCY UNTIL THE RUNWAY IS
VACATED
1
AFTER LANDING COMMUNICATION
• EXAMPLE:
C. “FASTAIR 345 TAKE FIRST RIGHT
WHEN VACATED CONTACT GROUND
118.35”
P. “FIRST RIGHT 118.35 FASTAIR 345”
P. “GEORGE TOWN GROUND FASTAIR
345 RUNWAY VACATED”
c. “FASTAIR 345 TAXI TO STAND 27 VIA
TAXIWAY A”
P. “TAXIWAY A FASTAIR 345”
1
EMERGENCY COMMUNICATION
DISTRESS AND URGENCY RADIOTELEPHONY
COMMUNICATION PROCEDURES:
– Distress is a condition of being threatened by serious
and/or imminent danger and of requiring immediate
assistance
– 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

1
– The words “MAYDAY” spoken at the
start identifies a distress message
– The words “PAN PAN” spoken at the
start identifies an urgency message
– The words “MAYDAY” or “PAN PAN”, as
appropriate, should preferably be
spoken three times at the start of the
initial distress or urgency call
1
• Distress messages have priority over all

other transmissions
• Urgency messages have priority over all
transmissions except distress messages
• Pilots making distress or urgency calls
should attempt to speak slowly and
distinctly so as to avoid any unnecessary
repetition.
1
• Pilots should adapt the phraseology procedures
in this chapter to their specific needs and to the
time available.
• Pilots should seek assistance whenever there is
any doubt as to a safety of a flight
– In this way the risk of a more serious situation
developing can often be avoided.
• A distress or urgency call should normally be
made on the frequency in use at the time.
1
• Distress communications should be
continued on this frequency;
– Until it is considered that better assistance
can be provided by changing to another
frequency
• The frequency 121.5 MHz has been
designated the international aeronautical
emergency frequency
1
• Any other communication frequency
considered necessary or desirable can
also be used
• This may include maritime mobile service
RTF calling frequencies

1
• If the ground station called by the aircraft in
distress or urgency does not reply
– Any other ground station or aircraft shall reply and give
whatever assistance possible
• A station replying (or originating a reply) to an
aircraft in distress or urgency:
– The necessary advice assistance
– The necessary information and instruction
• Superfluous transmissions may be distracting at a
time when the pilot's hands are already full.

1
• Aeronautical stations shall refrain from
further use of a frequency on which
distress or urgency traffic is heard.
– Unless directly involved in rendering
assistance or
– until after the emergency traffic has been
terminated

1
• When a distress message has been

intercepted which apparently receives no
acknowledgement:
– The aircraft intercepting the distress message
should, if time and circumstances seem
appropriate, acknowledge the message and
then broadcast it

1
• Distress messages
– A distress message should contain as many
as possible of the following elements, and, if
possible in the order shown:
• Name of the station addressed
• Identification of the aircraft
• Nature of the distress condition
• Intention of the person in command
• Position, level and heading of the aircraft; and
• Any other useful information
1
• Variation on the elements listed is
permissible;
– When the transmitting station is it self in distress,
– Provided that such circumstance is clearly stated
• The station addressed will normally be:
– The station communicating with the aircraft, or
– The station in whose area of responsibility the
aircraft is operating

1
• Example 1:
P. “MAYDAY MAYDAY MAYDAY
WALDEN TOWER G-ABCD ENGINE ON
FIRE MAKING FORCED LANDING 20
MILES SOUTH OF WALDEN, PASSING
3000FT HEADING 360”
C. “G-ABCD WALDEN TOWER ROGER
MAYDAY WIND AT WALDEN 3500/
10KNOTS,QNH 1008”
1
• EXAMPLE 2:
P. “MAYDAY MAYDAY MAYDAY WALDEN TOWER G-
ABCD ENGINE FAILED.WILL ATTEMPT TO LAND YOUR
FIELD, FIVE MILES SOUTH, 4000FT HEADING 360”
C. “G-ABCD WALDEN TOWER ROGER MAYDAY
CLEARED STRAIGHT-IN-APPROACH RWY 35
WIND 3500/10KNOTS, QNH 1008, YOU ARE
NUMBER ONE”
P. “CLEARED STRAIGHT-IN-APPROACH RWY 35
QNH 1008 G-ABCD”
1
• These provisions are not intended to
prevent:
– the aircraft from using any means at its
disposal to attract attention and make known
its condition
– Any station from using any means at its
disposal to assist an aircraft in distress

1
• Imposition of silence:
– An aircraft in distress or a station in control of
distress traffic may impose silence
– The imposition can be either:
• On all aircraft on the frequency, or
• On a particular aircraft which interferes with the
distress traffic
– Aircraft so requested will maintain radio
silence until advised that the distress traffic
has ended
1
• Imposing Silence:
– Example:
• ALL STATIONS WALDEN TOWER STOP
TRANSMITTING.MAYDAY
or
FASTAIR 345 STOP TRANSMITTING, MAYDAY

1
• Termination of Distress and Silence

– When an aircraft is no longer in distress:
• The traffic shall transmit a message
canceling the distress condition, or
• The ground station shall terminate the
distress communication and silence
condition
1
• EXAMPLE:
P. “WALDEN TOWER G-CD CANCEL
DISTRESS. ENGINE SERVICEABLE,
RUNWAY IN SIGHT. REQUEST
LANDING”
C. “G-CD CLEARED TO LAND” RUNWAY35
WIND 3500/ 8 KNOTS,
P. CLEARED TO LAND “RUNWAY 35 G-CD”
C. “ALL STATIONS WALDEN TOWER
DISTRESS TRAFFIC ENDED”
1
• Urgency messages:
– An urgency message should contain as many of the
elements of the distress message
– The call should be made on the frequency in use at
the time
– The station addressed will normally be:
• The station communicating with the aircraft, or
• The station in whose area of responsibility the aircraft is
operating
– All other stations should take care not to interfere with
4/22/2017the transmission ofTelephony
Radio urgency traffic
Communication 176
1
– Example 1:
P. “PAN PAN, PAN PAN, WALDEN
TOWER G-ABCD C-172 2000FT HEADING
190 ABOVE CLOUD UNSURE OF MY
POSITION REQUEST HEADING TO WALDEN”
C. G-ABCD WALDEN TOWER FLY HEADING
160”
P. “HEADING 160 G-ABCD”
1
– Example 2:
P. “PAN PAN, PAN WALDEN
TOWER G-ABCD 10 MILES NORTH AT
2000FT. PASSENGER WITH SUSPECTED
HEART ATTACK REQUEST PRIORITY
LANDING”
C. “G-CD WALDEN TOWER NUMBER 1; CLEARED

STRAIGHT-IN-APPROACH RUNWAY 17 WIND
1800/10 KNOTS QNH 1008 AMBULANCE ALERTED”
P. CLEARED STRAIGHT-IN-APPROACH RUNWAY

17 QNH 1008 G-CD”
1
• Emergency descent:
– When an aircraft announces that it is making
an emergency descent:
• The controller will take all possible action to
safeguard other aircraft
• The general broadcast to warn aircraft of an
emergency descent should be followed, as
necessary, by specific instructions

1
• Emergency descent:
– Example:
P. “FASTAIR 345 POSITION NORTH CROSS
EMERGENCY DESCENT TO FLIGHT LEVEL
100 DUE TO DECOMPRESSION”
C. “ATTENTION ALL AIRCRAFT IN THE

VICINITY OF NORTH CROSS, EMERGENCY
DESCENT IN PROGRESS FROM FL 350 TO
FL 100, LEAVE A1 TO THE NORTH
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• Aircraft radio 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
• Attempt to establish communication with other
aircraft or other aeronautical stations on
frequencies appropriate to the route
1
– If the attempts to establish communication
fail:
• The aircraft shall transmit its message twice on
the designated frequency
– Such transmission shall be preceded by the
phrase “TRANSMITTING BLIND”
– If necessary, the addressee for which the
message is intended may be included
1

– If the problem is due to receiver failure:
• Transmit reports at the scheduled times, or
positions, on the frequency in use,
• Such transmission shall be preceded by the
phrase “transmitting blind due to receiver failure”
• The aircraft 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.
1
– An aircraft which is provided with ATC or
advisory service shall also blind transmit the
information regarding the intention of the pilot
in command with respect to the continuation
of the flight of the aircraft
– When an aircraft is unable to establish
communication due to airborne equipment
failure:
• Select SSR code 7600 to indicate radio failure
1
– When an aeronautical station has been
unable to establish contact after calls on the
frequencies on which the aircraft is believed
to be listening, it shall:
• Request other aeronautical stations to render
assistance by calling the aircraft and relaying traffic
• Request aircraft on the route to attempt to
establish communication with the aircraft and relay
messages, if necessary EMERGENCY
COMMUNICATION
1
– If the attempts specified above fail:
• The aeronautical station should transmit messages
addressed to the aircraft other than messages
containing ATC clearances by blind transmission
on the frequency on which the aircraft is believed
to be listening
– Blind transmission of ATC clearances, shall
not be made to aircraft;
• Except at the specific request of the originator
Aircraft radio communications failure:
1
THE END
God Bless You

1

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AVIATION COMMUNICATION

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Basic Background of Aviation Communication

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• What is electromagnetic wave?

• All aircraft AM communications take place

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ICAO Phonetic Alphabets

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• Aviation has its own languages

Note:- Each number shall be transmitted by

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1643(4:43 P.M.) FOW-er TREE OR

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CCA 238 Air China two three eight

Transponder codes Transmitted as

Altimeter setting Transmitted as

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1700 RVR one thousand

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ICAO Standard Phraseologies &

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• UNABLE “I can not comply with

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a) The characters corresponding to the G-ABCD or

c) The telephony designator of the FASTAIR 345

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• Use good Microphone Technique

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• Ground Phase Communication

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• Radio Test Procedures

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• If there is doubt that a message has not

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SAY AGAIN…(item) Repeat specific item

SAY AGAIN ALL BETWEEN Repeat part of message

NOTE: If a correction can best be made by repeating the entire

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• After initial contact has been established

• the following words may be omitted from