QThai RADIOTELEPHONY BOOKLET 4. COMMUNICATIONS 0 CONTENT CONTENTS PAGE 4.1 GENERAL FORWORD 1 4.2 RADIO FREQUENCIES USED 2 4." GENERAL 2 2 USE OF VOR 2 3. USE OF DME 4.3 MORSE CODE 3 1.4 TRANSMISSION 4) LANGUAGE To BE USED 4 2. TRANSMITTING TECHNIQUE 4 3, MESSAGE TRANSMISSION 4 4. OPERATING TECHNIQUES ON HF 5 4.5 RESPONSIBILITIES IN FLIGHT DECK 1. VHF COMMUNICATIONS 6 2. GUARD OF AIRIGROUND CHANNELS. 6 1.6 FLIGHT DECK PROCEDURES 4) REGULAR FLIGHTS: 7 2: OTHER FLIGHTS. 7 3. WORD SPELLING a 4. TRANSMITTING NUMERALS AND TIME 8 5. REPETITIONS AND CORRECTIONS. 10 1.7 OPERATING PROCEDURES 1. ESTABLISHMENT AND SUSPENSION OF COMMUNICATIONS 1 2 CALLING 1 3 SELCAL 12 4. TEST TRANSMISSIONS AND FUNCTION CHECKS: 13 5. PREFLIGHT CHECK 14 6 ACKNOWLEDGMENT. 14 7. LOSS OF AIR-TO-GROUND COMMUNICATIONS 15 8 PILOT READBACK 16 9. THE 8.33 kHz CHANNEL SPACING 16 10. RT PHRASEOLOGY 7 4.8 COMPOSITION OF POSITION REPORTS 1)” GENERAL 20 2. INTERPILOT 20 3. TIME SIGNAL 20 ‘THAI AIRWAYS INTERNATIONAL PUBLIC CO. LTDQ Thai RADIOTELEPHONY BOOKLET 4. COMMUNICATIONS 0 CONTENT CONTENTS 4.9 EMERGENCY i 2 4 1 2 3 4 5. 6 7 8 1 Hl 2 3 4 1 1 PRIORITIES PRINCIPLES 40 DISTRESS GENERAL FREQUENCIES TO BE USED DISTRESS SIGNAL DISTRESS CALL-MESSAGE IMMEDIATE ACKNOWLEDGMENT OF RECEIPT AND CONTROL OF DISTRESS TRAFFIC IMPOSITION OF SILENCE ACTION BY ALL OTHER STATIONS IN A DISTRESS SITUATION CANCELLATION OF DISTRESS AND TERMINATION OF DISTRESS TRAFFIC 11 URGENCY GENERAL. FREQUENCIES TO BE USED URGENCY SIGNAL URGENCY CALL-MESSAGE 42 GENERAL PHRASEOLOGY. EXAMPLES OF DAILY OPERATING PROCEDURES ‘THAI AIRWAYS INTERNATIONAL PUBLIC CO. LTD 25 25 25 25 26QThai RADIOTELEPHONY BOOKLET age 4. COMMUNICATIONS 14.4 GENERAL FORWORD It has been quite sometime since most of us under took a communications class which is part of the basic pilot training course. Since then, the only references available have been either from the RM or FOM of which has rather limited information, emphasizing importance issues, while the basic information is omitted. This is the reason why this booklet has been prepared. It complies all the latest information from the ICAO manual (Doc 9432-AN/925), FOM and R. This booklet will not be revised on a regular basis, as the information and/or procedures may be outdated. Therefore, consult your latest ‘manual for information on current regulations and procedures. All professional pilots must agree that in order to achieve high standards, discipline in the flight deck is a must. We can see this discipline in many ways among ourselves in the flight deck but it is seen by the rest of the world in our communications. As one professional pilot once said: “It is easier to judge how one airline operates by listening to its radio contact than to sit in as its passenger’ This serves as a reminder that others are always listening to us, so: Be professional and stay professional. Bangkok, July 09". 2003 Thai Airways International Public, Co. Ltd. Capt. Udomchai N. Vice President ‘THAI AIRWAYS INTERNATIONAL PUBLIC CO. LTDQ Thai RADIOTELEPHONY BOOKLET Page 2 4. COMMUNICATIONS 1.2. RADIO FREQUENCIES USED (VHF NAV) 24 2.2. 3. GENERAL, ‘The PF (Pilot Flying) shall handle VHF NAV himself or give clear orders which station(s) shall be selected, Do not change to other stations without PF's order or consent. PF shall always in good time inform PNF (Pilot Not Flying) how the system(s) shall be selected for the intended procedures. ‘When PF is going to use a VHF NAV selected by PNF, he shall make sure that correct frequency is selected by checking the frequency selector and make sure that correct VOR radial / ILS heading is selected PNF shall inform PF that the station call sign has been checked and also about any abnormal behavior of the receiver or station. ‘The VHF NAV shall be monitored frequently by listening to the station identification signal and watching for ‘warning flag(s) to appear. USE OF VOR Takeoff When applicable the system(s) shall be selected to VOR stations suitable for track guidance and cross bearing prior to takeoff, En route When using VOR systems for tracking guidance, tune both VHF NAV receivers continuously for tracking For necessary cross-bearing, retune one of the sets as appropriate USE OF DME Identification of DME: A DME station transmits an identification signal modulated at 1350 Hz (as against 1020 Hz for a VORVILS identification signal) normally once every 30 seconds in one of the following forms: ~ An independent identifcation code is employed wherever a DME is not specifically associated with a VORIILS facility - An associated identification code is employed wherever a DME is specifically associated with a VORIILS facility. This code is identical to that of the VHF facility of co-location and is synchronized, normally n the ratio of one to three. ‘The synchronous transmission of DME/VOR identifications may be omitted if the VOR and DME antennas are not located on the same vertical axis but separated by a distance not exceeding 600 meters. ‘THAI AIRWAYS INTERNATIONAL PUBLIC CO, LTDQThai RADIOTELEPHONY BOOKLET page 3 1, COMMUNICATIONS 1.3. MORSE CODE =Z- AC -TOmmMIOD>Y N Gon SQUAWK (code) Mode A Code Selected on the Aircrafts |§° SGUAWKING (code). Transponder | 3. SQUAWK IDENT, 6. Toleauest the Operation of the IDENT | } SQUAWK LOW: 6. SQUAWE NORA | 7. To Request Temporary Suspension of ‘Transponder Operation SQUAWK STANBY 8. To Request Emergency Code SQUAWK MAYDAY 9. Tp Request Termination of Transponder STOP SQUAWK 10. Hs Transmission of Pressure SQUAWK CHARLIE 11, To Request Pressure Setting Check and CHECK ALTIMETER SETTING AND CONFIRM Conteraton of Love ever 12 Te Request Termination of Pressure, | STOP SQUAWK CHARLIE WRONG INDIGATION i Operation VERIFY (level) 13. To Request Altitude Check THAI AIRWAYS INTERNATIONAL PUBLIC CO, LTD@QThai 1. 17 RADIOTELEPHONY BOOKLET COMMUNICATIONS OPERATING PROCEDURE Page 10.2 10.3 TCAS phraseologies Level changes, reports and rates 1. after modifying vertical speed to comply with an TCAS resolution advisory TCAS CLIMB (or DESCENT) 2. after TCAS *Clear of conflict’ is annunciated 3. when unable to comply with a clearance because of an TCAS resolution advisory RETURNING TO ... UNABLE, TCAS RESOLUTION ADVISORY Special airspace requirement phraseologies 1. To request the capability of the 8.33 ADVISE EIGHT POINT THREE THREE within RVSM airspace after equipment or weather related contingencies equipment EQUIPPED 2. Toindicate 6.33 capability AFIRM EIGHT POINT THREE THREE 3, To indicate lack of 8.33 capability NEGATIVE EIGHT POINT THREE THREE CONTACT (unit call sign) CHANNEL (name) 4 uct ctesbiciediorchecnet CONTACT (unit call sign) CHANNEL (name) cr MONITOR (unit call sign) CHANNEL (name) MONITOR (unit call sign) CHANNEL (name) 5. Fora controller to ascertain the RVSM Fer sconce! ascertain (call sign) CONFIRM RVSM APPROVED 6. Toreport RVSM approved status AFFIRM RVSM 7. When severe turbulence affectthe | aircraf's capability to maintain RVSM UNABLE RVSM DUE TURBULENCE Fequirements 8. Toreport RVSM equipment degrade below that required for fight within UNABLE RVSM DUE EQUIPMENT RVSM airspace 9. To report the ability to resume operations READY TO RESUME RVSM ‘THAI AIRWAYS INTERNATIONAL PUBLIC CO, LTO.QThai RADIOTELEPHONY BOOKLET Page 19 1. COMMUNICATIONS 1.7 OPERATING PROCEDURE Phrase Meaning ACKNOWLEDGE Let me know that you have received and understood this message", AFFIRM. ‘Yes" BREAK “thereby indicate the separation between potions of the message". (To be used where there is no clear distinct between the text and the other portions of the message) BREAK BREAK “| hereby indicate the separation between messages transmitted to different aircraft in a very busy environment’. CANCEL “Cancel the previously transmitted clearance” CHECK “Examine a system or procedure” CLEARED “Authorized to proceed under the conditions specified” Note: The use of the word “CLEAR” or “CLEARED” are restricted to: ‘Takeoff and landing clearances. ~ Approach instructions ATC route clearances CLIMB TO ‘Cleared to climb to specified level without awaiting further instructions" CONFIRM “Have | correctly received the following...2” or “Did you correctly received this message?” CORRECTION “An error has been made in this transmission (or message indicated) The correct version is.” DEPARTURE INFORMATION “Request Departure Information when no ATIS broadcast is available’. DESCEND TO “Cleared to descend to specified level without waiting further instructions”. DISREGARD “Consider that transmission are not sent’ GO AHEAD “Proceed with your message" GO AROUND “Missed approach procedure" HOLDING “To acknowledge “HOLD POSITION, CANCEL | SAY CANCEL T/0" HOW DO YOU READ “What is the readability of my transmission?” ISAY AGAIN repeat for clarity or emphasis” LOOKING OUT “To acknowledge traffic information” MONITOR “Listen out on frequency)” NEGATIVE “No or Permission not granted or That is not correct’ NEGATIVE CONTACT “To acknowledge traffic information’. NEGATIVE TRANSPONDER “Transponder not available or unserviceable" READ BACK “Repeat all, or the specified part, of this message back to me exactly as received’. RECLEARED "A change has been made to your last clearance and this new clearance supersedes your previous clearance or part thereof” REPORT “Pass me the following information” REQUEST “| should lke to kniow..., or | wish to obtain... RUNWAY VACATED “The word CLEAR/CLEARED must not be used’. SAY AGAIN “Repeat all, or the following part of your last transmission’. SPEAK SLOWER “Reduce your rate of speech STANDBY ‘Wait and | will call you bact STOPPING “To acknowledge STOP IMMEDIATELY” TRAFFIC IN SIGHT ‘To acknowledge traffic information’. UNABLE TO COMPLY “When the pilot is unable to comply with a clearance or instruction” VERIFY “Check and confirm with originator’ wico “Lunderstand your message your message and will comply with it’, Note: Words such as ROGER - OUT - OVER are no longer used in commercial aviation communication. ‘THAI AIRVIAYS INTERNATIONAL PUBLIC CO. LTD@Q Thai RADIOTELEPHONY BOOKLET rage 20 4. COMMUNICATIONS 4.8 COMPOSITION OF POSITION REPORTS. 44 12 13 134 1.32 GENERAL Contents and Composition of Position Reports. ‘The contents of position reports have been standardized by ICAO for worldwide use. The standard position report (AIREP) consists of three sections, as follows: SECTION 1: Position and altitude information, giving ATC up-to-the minute information of the position of the aircraft for traffic control purposes. Example: “THAI 950 CALCUTTA 12, FL 370, DOPID 37, (BEPDA NEXT)” Example2: "THAI 628 BUTRA 15, FL 370, PAPRA 24, MACH DECIMAL 85” SECTION 2: Operational information, providing the Company with flight progress information required by flight dispatch and other company operations offices. (Not required in THAI), Example: “SCAND! 878 ESTIMATE CPH 0605, ENDURANCE 5 HOURS 35 MINUTES” SECTION 3: Meteorological information, giving MET important information on weather conditions encountered in flight. Example: “.... TEMPERATURE MINUS 48, WIND 210 DEGREES 70 KNOTS’. ".. TEMPERATURE MINUS 48, WIND 210 DEGREES 140 KMH’. In routine reports section 1 is mandatory. Section 2 and 3 shall be added only as specified in the FPR, or appropriate reporting procedure (e.g. North Atlantic Region (NAT)). In special reports section 1 is also mandatory-to which appropriate parts of section 3 shall be added - When encountering moderate or severe aircraft icing, moderate or severe turbulence or other meteorological conditions which, in the opinion of the Pilot-in-Command, are likely to affect the safety of other aircraft - When requested, before or during fight, to report specified MET data. \TERPILOT AIR-TO-AIR COMMUNICATION ‘A.VHE communication channel has been designated to enable aircraft engaged in flight 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. ‘Communications may be established on either a direct call to a specific fight or a general call, keeping in mind to include the air-to-air frequency and/pr the channel identification “INTERPILOT”. (128.95 Mhz) Example: “THAI 971 /ANY AIRCRAFT VICINITY OF “BETNO", THAI 950 - INTER- PILOT 128.95", TIME SIGNALS A tick every second is audible. The 29" and 59" second tick are omitted. Beginning of every minute is identified by 0.8 second long 1,000 Hz tone, beginning of each full hour 0.8 second long 1,500 Hz tone. A 600 Hz tone follows until minute plus 45 seconds. During the following 15 seconds, time announcement in voice (UTC) is made (for more details refer to the Route Manual) THAI AIRWAYS INTERNATIONAL PUBLIC CO. LTDQThai RADIOTELEPHONY BOOKLET Page 21 4. COMMUNICATIONS 1.9 EMERGENCY 1A 12 13 24 22 PRIORITIES ‘There are two classifications of aircraft emergency message: DISTRESS and URGENCY. DISTRESS: A condition of being threatened by serious and/or imminent danger of requiring immediate assistance. It has the highest priority. URGENCY: ‘A condition concerning the safety of an aircraft or other vehicle, or some person on board or within sight, but which does not require immediate assistance. It has second priority. It should be noted that aircraft having distress or urgency communication to transmit are entitled to interrupt, at any time, any transmission which is of lower priority DISTRESS AND URGENCY: DISTRESS and URGENCY communication procedures shall be initiated only on the authority of the person in command of the aircraft PRINCIPLES In some emergency situations, urgency communications can be considered as a preliminary procedure for distress communications, but this is not the case in many other situations. The more important difference between distress and urgency communications is not the degree of urgency, all of them are always very Urgent, The main difference is that distress implies the need of immediate assistance and urgency does not, consequently, distress procedures call for some special provisions, whilst urgency procedures, in general, use the standard provisions for radiotelephone communications. There are also cases in which a distress or urgency condition, real or apparent, may be reported by 2 station not itself in a distress or urgency condition ‘THAI AIRWAYS INTERNATIONAL PUBLIC CO. LTDQ Thai RADIOTELEPHONY BOOKLET page 22 1. COMMUNICATIONS 4.410 DISTRESS 14 12 13 24 22 23 24 25 GENERAL ‘The provisions for distress communications procedures include: - Frequencies to be used - _ Distress signal - Distress call-message - Immediate acknowledgment of receipt and control of distress traffic = Imposition of silence - Action by all other stations becoming aware of a distress and termination of distress traffic and of silence. Ina distress situation, the person in command of the aircraft should direct appropriate action as follows: ~ Activate the transponder on Mode A code 7700 - Transmit the distress call-message = Impose silence, if necessary The procedures outlined below shall not prevent the use by an aircraft in distress of any means at its disposal to attract attention, make known its position and obtain help. FREQUENCIES TO BE USED ‘The first transmission of the distress call and message by the aircraft station shall be on the designated air/ground route frequency in use at the time, If the aircraft station is unable to establish communication on the designated air/ground route frequency, any other available frequency shall be used in an effort to establish contact with any land, mobile or direction finding station. The following recommendations concerning use of available frequencies in case of a distress call should apply in THAI aircraft - Use the air/ground route frequency in use at the time. = IFunable to contact: Try on 121.5 Mcis and if stil unable: try any other available air/ground frequency. Not Prior to changing frequency, and if time permits, the aircraft should announce the frequency to ‘which it intends to change. ‘Transmission on the international VHF emergency frequency 121.5 Mcis shall be reserved for use jin the following conditions: - By an aircraft in emergency when the normal channels are unsuitable due to traffic congestion - By an aircraft when unable to established communication with an aerodrome ATS unit or normal channels, - By an aircraft taking part in SAR operations, for communication with rescue aircraft or vessels or surface units as directed by ATS. - By aircraft experiencing failure of the airborne equipment which prevents the use of normal frequencies ~ By aircraft requiting to communicate with an Ocean Station Vessel and contact cannot be established on other VHF or HF frequencies. Guard on the international VHF emergency frequency 121.5 Mc/s shall be kept continuously in the following situations: - When directed by ATS to participate in SAR operation. - To monitor movements of other aircraft in the vicinity during SAR operations, = For aircraft to aircraft relay during poor HF propagation conditions unless another frequency is specified for this purpose in the appropriate RAR. - When more than one system is available, one system should always be set to 121.5 Mc/s when not needed for other communications. Note 1: The emergency portable VHF transceiver on 121.5 Me/s and or 243 Mc/s will last for 48 hours after activation. ‘THAI AIRWAYS INTERNATIONAL PUBLIC CO. LTDThai RADIOTELEPHONY BOOKLET Page 23 4. COMMUNICATIONS 4.10 DISTRESS 61 52 64 62 74 Note 2: Please be advises that emergency frequency 121.5 Mo/s can be used, in extreme cases, to relay position report. DISTRESS SIGNAL The radiotelephony distress signal MAYDAY (preferably spoken three times) shall be used at the commencement of the first distress communication and, if considered necessary, at the commencement of any subsequent communications. DISTRESS CALL-MESSAGE ‘The radiotelephony distress call-message should be sent in a continuous transmission and be addressed to a specific ground station. If time and circumstances do not permit addressing, the message should be broadcast. Normally, the distress message will be addressed to the station in whose area of responsibilty the aircraft is operating, IMMEDIATE ACKNOWLEDGMENT OF RECEIPT AND CONTROL OF DISTRESS TRAFFIC ‘The station addressed by the aircraft in distress shal! - 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: a. the ATS unit concerned the aircraft operating agency concerned, ~ _ warn other stations as appropriate in order to prevent the transfer of other traffic to the frequency of the distress communication, If no acknowledgment of the distress message is made by station addressed by the aircraft in distress other stations shall render assistance as prescribe in 5.1 Note: “Other stations" is intended to refer to any other station which has received the distress message and has become aware that it has not been acknowledged by the station addressed, IMPOSITION OF SILENCE The station in distress or the station in control of distress traffic, shall be permitted to impose silence either ‘on all the stations of the mobile service in the area, or any station which interferes with the distress traffic. It shall address these instructions ‘to all stations’, or to one station only according to the circumstances. In either case it shall send - STOP TRANSMITTING ~The radiotelephony distress signal MAYDAY. ‘The use of the signals specified above (para. 6.1) shall be reserved for the aircraft station in distress and for the station controlling the distress traffic. ACTION BY ALL OTHER STATIONS IN A DISTRESS SITUATION The distress communications have absolute priority over all other communications and a station aware of them shail not transmit on the frequency concerned, unless: = The distress is canceled or the distress traffic is terminated ~All distress traffic has been transferred to other frequencies ~The station controling communications gives permission = Ithas itself to render assistance. ‘THA AIRVIAYS INTERNATIONAL PUBLIC CO. LTDThai RADIOTELEPHONY BOOKLET Page 24 1. COMMUNICATIONS 1.40 DISTRESS 72 at 82 83 Any station which has knowledge of distress traffic and which cannot itself assist the station in distress, shall nevertheless continue listening to such traffic unti itis evident that assistance is being provided. CANCELLATION OF DISTRESS AND TERMINATION OF DISTRESS TRAFFIC AND OF SILENCE When an aircraft is no longer in distress it shall transmit a message canceling the distress condition ‘When the station which has controlled the distress communication traffic becomes aware that the distress condition is ended, it shall make immediate action to ensure that this information is made available, as soon as possible, to ~The ATS unit concerned ~The aircraft operating agency concerned. The distress communication and silence conditions shall be terminated by transmitting a message, including the word "DISTRESS TRAFFIC ENDED” on the frequency or frequencies being used for the distress traffic. This message shall be originated only by the station controlling the communications when after the reception of the message prescribed in paragraph 8.1., itis authorized to do so by the appropriate authority ‘THAI AIRWAYS INTERNATIONAL PUBLIC CO, LTD.QThai RADIOTELEPHONY BOOKLET Page 25 1. COMMUNICATIONS 4.11_URGENCY 1. 44 42 GENERAL ‘The provisions for urgency communication procedures include: - Frequency to be used = Urgency signal - Action by station acknowledging receipt = Control of urgency traffic - Action by all other stations aware of an urgency condition, FREQUENCIES TO BE USED The urgency call-message should be transmitted on the air/ground frequency in use at that time and the urgency traffic should normally be maintained on this frequency until itis considered that better assistance can be provided by transferring that traffic to another frequency. URGENCY SIGNAL The radiotelephone urgency signal PAN shall be used at the commencement of the first urgency communication and if considered necessary, at the commencement of any subsequent communication. URGENCY CALL-MESSAGE ‘The radiotelephone urgency call-message should be sent in a continuous transmission and normally be addressed to the station communicating with the aircraft or in whose area of responsibilty the aircraft is operating. This provision is, however, not intended to prevent an aircraft broadcasting an urgency message, if time and circumstances make this course preferable. In addition to being preceded by the radiotelephony urgency signal PAN preferably spoken three times the urgency message to be sent by an aircraft reporting an urgency condition should consist of as many as required of the following elements spoken distinctly and, if possible, in the following order: - Name of station addressed - Identification of the aircraft ~ Nature of the urgency condition - Intention of the person in command - Present position, level (FL, altitude, etc., as appropriate) and heading - Any other useful information, TAL AIRWAYS INTERNATIONAL PUBLIC CO. LTDQThai RADIOTELEPHONY BOOKLET Page 26 4. COMMUNICATIONS 4.12 APPLICATIONS EXAMPLES OF DAILY OPERATING PROCEDURES a -BKK GROUND THAI 950 REQUEST DEPARTURE ‘ INFORMATION (When no ATIS broadcast is available) KTS, QNH 1008 Hpa, TEMPERATURE 28, DEWPOINT 20 z - THAI 908 DEPARTURE RUNWAY 21R, WIND 210 DEGREES 5 ¥ VISIBILITY 10 KM” - RUNWAY 21R, 1008, THAI 908 eS - BKK DELIVERY THAI 908, STAND 42, INFORMATION G, 5 MINUTES BEFORE START UP TO ZURICH. - THAI 908 CLEARED TO ZURICH VIA A1 FPR, FL 310, FRANK1 DEPARTURE, LIMLA TRANSITION SQUAWK 0715 - CLEARED TO ZURICH, VIA A1 FPR, FL 310, FRANK1 DEPARTURE, LIMLA TRANSITION, 0715, THAI 908 a - THAI 908 READ BACK IS CORRECT, CONTACT GROUND i 121.9 FOR START UP AND PUSH BACK - CONTACT GROUND (121.9) THAI 908 -BKK GROUND THAI 908 STAND 42 REQUEST PUSHBACK AND START UP - THAI 908 PUSHBACK AND START UP APPROVED ON TAXIWAY “C” FACING NORTH -PUSHBACK AND START UP APPROVED ON CHARLIE FACING NORTH THAI 908RADIOTELEPHONY BOOKLET Page 27 4. COMMUNICATIONS 4.12 APPLICATIONS = -GROUND, COCKPIT, READY FOR PUSHBACK AND START 7 UP ON CHARLIE FACING NORTH - CONFIRM BRAKES RELEASED? ==, - BRAKES RELEASED, READY TO START UP - COMMENCING PUSHBACK, START NUMBER THREE “=. - STARTING NUMBER THREE -PUSHBACK COMPLETED, CONFIRM BRAKES SET? - << - BRAKES SET, DISCONNECT - DISCONNECTING STANDBY FOR VISUAL SIGNAL ON YOUR LEFT SIDE - GOODBYE SIR -GOOD BYE -BKK GROUND THAI 908 REQUEST TAX! — THAI AIRWAYS INTERNATIONAL PUBLIC C0. LTDQThai RADIOTELEPHONY BOOKLET page 28 1. COMMUNICATIONS 4.42_ APPLICATIONS TAXIWAY CHARLIE GIVE WAY TO B747 PASSING RIGHT TO r - THAI 908 TAXI TO HOLDING POSITION RUNWAY 21R VIA LEFT QNH 1009 - TAXI TO HOLDING POSITION RWY 21R VIA CHARLIE, QNH 1009, GIVE WAY TO B747, TRAFFIC IN SIGHT, THAI 908 ¥ - THAI 908, WHEN READY CONTACT BKK TOWER ON 118.17 - CONTACT BKK TOWER (118.1), THAI 908 -BKK TOWER, THAI 908 HEAVY ON CHARLIE P - THAI 908 BEHIND LANDING MD11 ON FINAL LINE UP RWY 21R BEHIND AND WAIT - -BEHIND LANDING MD11 ON FINAL LINE UP RWY 21R BEHIND AND WAIT, THAI 908 TAKEOFF RWY 21R CONTACT APPROACH 119.1 WHEN ¥ - THAI 908, WIND 210 DEGREES 12 KNOTS, CLEARED FOR i AIRBORNE - CLEARED FOR TAKEOFF RWY 21R, CONTACT APPROACH SEE th (119.1) WHEN AIRBORNED, THAI 908 - BKK APPROACH, THAI 908 HEAVY AIRBORNE y - THAI 908 CLIMB TO 11,000 FEET, DIRECT LIMLA ©, - CLIMB TO 11,000 FEET, DIRECT LIMLA, THAI 908 — rawarrwas inrernaTionat pustic co, ero. ————@Q Thai RADIOTELEPHONY BOOKLET page 29 4. COMMUNICATIONS 1.42_ APPLICATIONS Yt - THAI 908, CONTACT BKK CONTROL 128.1 __~CONTACT BKK CONTROL (128.1) THAI 908 say. -BKK CONTROL, THAI 908 - 9,400 FEET - CLIMBING TO 11,000 FEET, DIRECT LIMLA - THAI 908 RADAR CONTACT, CLIMB TO FL 310, TURN RIGHT HEADING 330 UNTIL PASSING FL 200 THEN DIRECT LIMLA, REPORT PASSING FL 200 a - CLIMB TO FL 310, TURN RIGHT HDG 330, UNTIL PASSING FL 200, THEN DIRECT LIMLA, REPORT FL 200, THAI 908 -BKK CONTROL THAI 908, FL 200 CLIMBING = - THAI 908 REPORT MAINTAINING FL 310 nn] oan) - THAI 908 — - BANGKOK CONTROL THAI 908 FL 310 I - BKK CONTROL an a5m -BKK CONTROL THAI 908 LIMLA 45, FL 310, ARATO 50, BGO NEXT - THAI 908 SQUAWK 5000, CONTACT YANGON ON 6556 aan PRIMARY, 10066 SECONDARY - 5000, CONTACT YANGOON ON 65 PRIMARY, 10 SECONDARY THAI 908 - YANGON RADIO, YANGON RADIO THAI 908 ON 65 ‘THAI AIRWAYS INTERNATIONAL PUBLIC CO. LTDThai RADIOTELEPHONY BOOKLET age 30 4. COMMUNICATIONS 142 APPLICATIONS oe THAI 908, YANGON RADIO, GO AHEAD - THAI 908 LIMLA 45, FL 310 ARATO 50, BGO NEXT SELCAL ed ELCH (After transmitting applicable SELCAL code) “THA/ 908 SELCAL OK’ or “THAI 908 NEGATIVE SELCAL, TRY AGAIN” - THAI 908, MUNCHEN RADAR, DESCEND TO FL 200 aa] /aam) - -LEAVING FL 390 FOR FL 200, THAI 908 (When rate of descent > 500 fpm) - THAI 908, CONTACT ZURICH APPROACH ON 119.9 - CONTACT ZURICH APPROACH (119.9) THAI 908 - ZURICH APPROACH, THAI 908 HEAVY, INFORMATION VICTOR, APPROACHING FL 200 - THAI 908, DESCEND TO FL 80, EXPECT RADAR VECTORING FOR ILS APPROACH RWY 14 - DESCEND TO FL 80, THAI 908 FOR ILS APPROACH RWY 14, CONTACT TOWER 118.9 - THAI 908, DESCEND TO 3,000 FEET, QNH 1020, CLEARED WHEN ESTABLISHED” THAI AIRWAYS INTERNATIONAL PUBLIC CO. LTDQThai RADIOTELEPHONY BOOKLET Page 31 4. COMMUNICATIONS 142 APPLICATIONS .. ~DESCEND TO 3,000 FEET, QNH 1020, CLEARED FOR ILS ’ APPROACH RWY 14, CONTACT TOWER (118.9), THA! 908 - ZURICH TWR, THAI 908 HEAVY ESTABLISHED ILS RWY 14 - THAI 908, CONTINUE APPROACH, MAINTAIN SPEED 180 KNOTS UNTIL OUTER MARKER” we, - SPEED 180 KNOTS UNTIL OUTER MARKER, THAI 908 ¥ - THAI 908, CLEARED TO LAND RWY 14, WIND CALM. “sae - CLEARED TO LAND RUNWAY 14, THAI 908 - THAI 908, LANDED AT 08, CROSS RUNWAY 20, CONTACT GROUND ON 121.8 w= ~-€ROSS RUNWAY 20, CONTACT GROUND (121.8), THAI 908 * -ZURICH GROUND, THAI 908, RUNWAY VACATED. T - THAI 908, TAXI TO STAND B36, VIA OUTER TAXIWAY” « -TAXI TO STAND B36, VIA OUTER TAXIWAY, THAI 908 — THAI AIRWAYS INTERNATIONAL PUBLIC CO. LTD