COMMUNICATIONS / RADIOTELEPHONY

MOVEMENT CONTROL MESSAGES

The International Standards and recommended Practices for

Aeronautical Communication are contained in Annex 10 Vol. II.
Chapters 4 and 5

The information contained in these notes cover only the salient

points in the aforementioned Annex

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COMMUNICATION AND RADIOTELEPHONY

1.0 DEFINITIONS
When the following terms are used in these notes they have the meaning
prescribed here under

SERVICES
Aeronautical mobile service( AMS): A mobile service between aeronautical
stations and aircraft stations in which survival craft stations may participate;
Emergency positions indicating radio beacon stations may also participate in this
service on designated distress and emergency frequencies

Aeronautical fixed service (AFS): A telecommunication service between

specified fixed points provided primarily for the safety of air navigation and for the
regular efficient and economical operation of air services

Aeronautical broadcasting services: A broadcasting service intended for the

transmission of information relating to air navigation

Aeronautical radio navigation service: A radio navigation service intended for

the benefit and for the safe operation of aircraft

Aeronautical fixed telecommunications network (AFTN): A worldwide

system of aeronautical fixed circuits provided as part of the aeronautical fixed
service for the exchange of messages and/ or digital data between aeronautical
fixed stations having the same or compatible communications characteristics

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International telecommunications service: A telecommunications service
between offices or stations of different states, or between mobile stations which
are not in the same state or are subject to different states

Station: A station is simply a piece of equipment which is used to transmit or

receive aeronautical information. It could be a radio in an aircraft or on the ground
or even a network of tele printers or computers used by air traffic controllers or
operations departments.

Aerodrome control radio station: A station providing radio communication

between an aerodrome control tower and aircraft or mobile aeronautical station

Aeronautical fixed station: A station in the aeronautical fixed service

Aeronautical station: A land station in the aeronautical mobile service. In certain

instances, an aeronautical station may be located for example on board ship or on
a platform at sea

Aeronautical telecommunications station: A station in the aeronautical

telecommunications service

AFTN communications centre: An AFTN station whose primary function is the

relay or transmission of AFTN traffic from (or to) a number of other AFTN stations
connected to it
AFTN destination station: An AFTN station to which messages and/digital data
are addressed for processing for delivery to the addressee

AFTN origin station: An AFTN station to which messages and/digital data are
accepted for transmission over the AFTN

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AFTN station: A station forming part of the aeronautical fixed telecommunication
network (AFTN) and operating as such under the authority or control of a state

Air - ground control radio station: An aeronautical telecommunication station

having primary responsibility for handling communication pertaining to the
operation and control of aircraft in a given area

Aircraft station: A mobile station in the aeronautical mobile service; other than a
survival craft station located onboard an aircraft

Communication centre: An aeronautical fixed station which relays or transmits

telecommunication traffic from (or to) a number of other aeronautical fixed stations
directly connected to it

Mobile surface station: A station in the aeronautical telecommunication service

other than an aircraft station intended to be used while in motion or during halts at
unspecified points

Network station: An aeronautical station forming part of a radiotelephony

network Radio direction finding; A radio determination using the reception of
radio waves for the purpose of determining the direction of a station or object.

Radio direction finding station: A radio determination station using radio

direction finding

Regular station: A station selected from those forming an en-route air ground
radiotelephony network to communicate with or to intercept communications from
aircraft in normal conditions

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Tributary station: An aeronautical fixed station that may receive or transmit
messages and/or digital data but which does not relay messages except for the
purpose of serving similar stations connected through it to a communication centre

COMMUNICATION METHODS

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 on the surface of the earth.

Automatic Terminal Information Service (ATIS) The provision of current,

routine information to arriving and departing aircraft by means of a continuous and
repetitive broadcast throughout the day or a specific portion of the day.. This is in
form of an endless tape recording usually attached to a VOR at a major air field, to
provide current weather in the form of a Metar and other relevant information such
as Runway in use and Altimeter settings etc. Each report is identified by an
alphabetical letter.

Blind transmission: A transmission from one station to another in circumstances

where two way communications 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

Duplex: A method in which telecommunication between two stations can take

place in both directions simultaneously

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Ground - to air communication: One way communication from stations or
locations on the surface of the earth to aircraft

Inter-pilot air-to-air communication: Two way communications 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

Non-network communication: 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 guarded frequencies from the same family and which support each
other in a defined manner to ensure maximum dependability of air ground
communication of air-ground traffic

Read-back: 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

in one direction at a time

Telecommunication: Any transmission, emission or reception of signals, writing,

images and sounds or intelligence of any nature by wire, radio, optical or other
electromagnetic system

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DIRECTION FINDING

Homing: The procedure of using the direction finding equipment of one radio
station with the emissions of another radio station, where at least one of the
stations is mobile and whereby the mobile station proceeds continuously towards
the other station

Radio bearing: The angle between the apparent direction of a definite source of
emission of electromagnetic waves and a reference direction, as determined at a
radio direction finding station. A true radio bearing is one for which the reference is
that of true North. A magnetic radio bearing is one for which the reference
direction is that of magnetic North

AGENCIES
Aeronautical telecommunications agency: An agency responsible for
operating a station or stations in the aeronautical telecommunications service

Aircraft operating agency: The person, organization or enterprise engaged in,

or offering to engage in an aircraft operation

FREQUENCIES

Primary frequency: Radiotelephony frequency assigned to an aircraft as a first

choice for air ground communication in radiotelephony network

Secondary frequency: Radiotelephony frequency assigned to an aircraft as a

second choice for air ground communication in radiotelephony network

DATA LINK COMMUNICATION

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Controller-pilot data link communication (CPDLC): A means of
communication between controller and pilot using data link for ATC
communications

Current data authority: The designated ground system through which CPDLC
dialogue between the pilot and a controller currently responsible for the flight is
permitted to take place

Downstream data Authority: A designated ground system, different from the

current data authority, through which the pilot can contact an appropriate ATC unit
for the purposes of receiving a downstream clearance

Next data authority: The ground system so designated by the current data
authority through which an onward transfer of communication and control can take
place.

MISCELLANEOUS

Aeronautical fixed circuit: A circuit forming part of the aeronautical fixed service
(AFS)

Aeronautical fixed telecommunication network circuit: A circuit forming

part of the aeronautical fixed telecommunication network (AFTN)

Aeronautical communication log: A record of activities of an aeronautical

station Air- report: A report from an aircraft in flight prepared in conformity with
requirements for position, and operational and/or meteorological reporting

Altitude: The vertical distance of a level, a point or an object considered as a

point, measured from mean sea level (MSL)

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ATS direct speech circuit: An aeronautical fixed service (AFS) telephone circuit,
for direct exchange of information between air traffic services (ATS) unit

Automatic telecommunication log: A record of the activities of an aeronautical

telecommunication station recorded by electrical or mechanical means

Flight level: A surface of constant atmospheric pressure which is related to a

specific pressure datum, 1 013.2 hectopascals (hPa), and is separated from other
such surfaces by specific pressure intervals

Note:
• When a pressure type altimeter is set to a QNH altimeter setting it will
indicate altitude.
• When set to QFE it will indicate height above the QFE reference datum
• When set to a pressure 1 013.2 hPa may be used to indicate flight level

Frequency channel: A continuous portion of the frequency spectrum appropriate

for transmission utilizing a specific class of admission

Height: The vertical distance of a level, appoint or an object considered as a point

measured from a specified datum

Human Performance: Human capabilities and limitations which have an impact

on the safety and efficiency of aeronautical operations

Location indicator: A four letter code group formulated in accordance with rules
prescribed by ICAO and assigned to the location of an aeronautical fixed station.

Meteorological operational channel: A channel of the aeronautical fixed service

(AFS) for the exchange of aeronautical meteorological information

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Meteorological operational telecommunication network: An integrated
system of meteorological operational channels as part of the aeronautical fixed
service, for the exchange of aeronautical meteorological information between the
aeronautical fixed stations within the network

NOTAM: A notice distributed by means of telecommunication containing

information concerning the establishment, condition or change in any aeronautical
facility, service, procedure or hazard, the timely knowledge of which is essential to
personnel concerned with flight operations

Operational control communications; Communications required for the

exercise of authority over initiation, continuation, diversion or transmission of a
flight in the interest of the safety of the aircraft and the regularity and efficiency of
a flight (Normally used between aircraft and aircraft operating agencies)

Route segment: A route or portion of route flown without an intermediate stop

Route directory: A list in a communication centre indicating for each addressee

the outgoing circuit to be used

Snowtam: A special NOTAM notifying the presence or removal of hazardous

conditions due to snow, ice, slush or standing water associated with snow slush
and ice on the movement are, by means of a specific format

1.2 ABREVIATIONS
The abbreviations listed below are normally spoken using constituent letters
rather than the spelling alphabet .Those that have an asterisk are normally
spoken as complete words
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ADF - Automatic Direction Finder
AGL - Above Ground Level
AIP - Aeronautical Information Publication
AIS - Aeronautical Information Service
AMSL - Above Mean Sea Level
ATC - Air Traffic Control
ATD - Actual Departure Time
ATIS - Automatic Terminal Information Service
ATS - Air Traffic Services
DME - Distance Measuring Equipment
EET - Estimated Elapsed Time
ETA - Estimated Time of Arrival
ETD - Estimated Time of Departure
H24 - Continuous day and night service
HF - High frequency
HJ - Sunrise to sunset
HN - Sunset to sunrise
HS - Service available during hours of scheduled operation
HX - No specific hours
IFR - Instrument Flight Rules
ILS - Instrument Landing System
INFO - Information
NDB - Non Directional Beacon
PAPI - Precision Approach Path Indicator
QFE - Atmospheric pressure at aerodrome elevation
QNH - Altimeter sub setting scale to obtain elevation when on the ground
RVR - Runway Visual Range
SIGMET - Information concerning en route weather which may affect
safety
TAF - Aerodrome Forecast
UTC - Co-ordinated universal time
VASIS - Visual Approach Slope Indicator system
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 VFR - Visual Flight Rules
VHF - Very High Frequency
VIP - Very Important Person
VVIP - Very Very Important person
U/S - Unserviceable
ASAP – As soon as possible
WEF - With effect from
WX - Weather
CNL - Cancel
DIV - Diversion
MVT - Movement
COM – Communication
VIZ -Visibility
ALT - Altitude
OPS - Operations

1.3 The International Aeronautical Telecommunication Service is divided into the

following services
• Aeronautical fixed service
• Aeronautical mobile service
• Aeronautical radio navigation service
• Aeronautical broadcasting service

1.4 Each state is mandated to designating a suitable authority which will be

responsible for ensuring that the Aeronautical Telecommunications Service
(ATS) is conducted in accordance to acceptable procedures.
The State /Authority should ensure that there is no willful transmission of
unnecessary or anonymous messages or data by any other station within the
state.

The responsibility of establishing communication shall rest with the station

having a message to transmit. When an aeronautical station is called
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 simultaneously by several aircraft stations, the aeronautical station called
decides the order in which the aircraft communicates. When two aircraft are
communicating, the duration of the communication is normally controlled by
the aircraft receiving the communication. The inter-pilot air-to-air
communication comprises messages related to matters affecting safety and
regularity of flight only.

1.5 When a call has been made to an aeronautical station, a period of at least 10
seconds should elapse before a second call is made by other station.. This
duration is necessary so as to give the called station time to respond to the
first transmission

If a message has not been completely transmitted when instructions to cancel

are received the station transmitting the message should instruct the receiving
station to disregard the incomplete transmission and to copy the complete
message

1.6 In the air- ground radiotelephony, communications normally uses the

language used by the station on the ground. English language is otherwise the
official international aviation language.

The language normally used by the station on the ground may not necessarily
be the language of the state in which the state is located. When an aircraft
station and the station on the ground cannot use a common language,
arrangements should be made between the competent authority of the state
and the aircraft operating agency concerned for the provision of a competent
interpreter by the operator. When provided, such interpreters shall be
permitted to have access to and use of radiotelephony channels under the
supervision of the duty controller.

1.7.0 Categories of messages handled by Aeronautical Mobile Service

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1.7.1 Aeronautical mobile service (AMS):
A mobile service between aeronautical stations and aircraft stations in which
survival craft stations may participate; Emergency positions indicating radio
beacon stations may also participate in this service on designated distress
and emergency frequencies

1.7. 2. The categories of messages handled by the Aeronautical Mobile Service,

their order of priority in the establishment of communication and the
transmission of messages are in accordance with the following order:

(a) Distress calls, Distress Messages and Distress traffic

(MAYDAY)

These message categories comprise those messages sent by mobile

stations reporting that they are threatened by grave and eminent
danger and that immediate assistance is required.

(b) Urgency messages, including messages preceded by the

Medical transport signal (PANPAN)

These are messages concerning the safety of a ship, aircraft or other

vehicle or some person on board or within sight but does not require
immediate assistance

(c) Communication relating to direction finding

Aircraft normally make request for heading, bearing or position from an
aeronautical station. This is achieved by the use of an appropriate Q code
as follows:

QDM - Magnetic direction towards station

QDR - Aircrafts magnetic beating from station
QTE - Aircrafts true bearing from station

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 QUJ - Aircrafts true bearing to the station
QNH - Altimeter sub setting to obtain altitude above mean sea level
QFE - Atmospheric pressure at aerodrome elevation
-
(d) Flight Safety messages -
These are messages that comprise of the following
 Movement control messages i.e. delay, arrival and departure
 Co-ordination messages i.e. estimates, current flight plans etc.
 Messages originated by an aircraft operating agency which are
of immediate concern to aircraft in flight or preparing to depart
 Metrological messages restricted to significant meteorological
information (SIGMET), special air-reps, AIRMET messages,
Volcanic ash, tropical cyclones, advisory information and
amended forecasts

(e) Meteorological messages

This group of messages shall comprise of

• Messages concerning forecasts, e.g. terminal aerodrome
forecasts (TAF), area and route forecasts.
• Messages concerning observations and reports e.g. METAR and
SPECI

(f) Flight regulatory messages

These types of messages comprise of the following;
• Aircraft load messages required for weight and balance
• Changes in aircraft operating schedule
• Messages concerning aircraft servicing
• Messages concerning changes in requirements for passenger,
crew, and cargo occasioned by changes in normal operating
schedules
• Messages concerning non-route landings

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 • Pre- flight arrangements and operational services for non-
scheduled aircraft
• Messages originated by aircraft operating agency reporting an
aircraft arrival or departure
• Parts and materials urgently required for repair and operation
of aircraft

2.0 General operating procedures

The procedures and phraseology in this instruction have been laid down with
the objective of ensuring uniformity in Radio Telephony (R/T)
communication with persons of diverse nationalities and languages. Air
Traffic Controllers
(ATCOs) and other communicators’ in the aviation industry will however note
that in the course of their duties, it will often be necessary to extend or
modify the phraseology but should take care not to confuse or prejudice
basic meanings or intentions

In order to achieve the required level of communication an aircraft controller

should ensure that the correct use of the following

• Proper techniques
• Phonetic sounds for letter and numbers
• Correct time format
• Correct use of standard words and phrases
• Proper use of call signs

2.1 Transmitting technique

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The following transmitting techniques will assist in ensuring that transmitted
speech is clear and satisfactorily received.

(a) Before transmitting,

 Check that the receiver volume is set at an optimum level
 Listen out on the frequency to be used to ensure that there will
be no interference with a transmission from another station

(b) Be familiar with good microphone operating techniques, particularly in

relation to the maintenance of a constant distance from the microphone if
a modulator with a constant level is not used.

(c) Use normal conversational tone, and speak clearly and distinctly

(d) Maintain an even rate of speech not exceeding 100 words per minute.
When it is known that elements of the message will be written down by
the message recipient, speak at a slightly slower rate.

(e) Maintain the speaking volume at a constant level

(f) A slight pause before and after numbers will assist in making them easier
to understand

(g) Avoid using hesitation sounds such as “er” (plan your communication in
advance

(h) Suspend speech temporarily if it becomes necessary to turn the head

away from the microphone

(i) Depress the transmit switch fully before speaking and do not release it
until the message is completed to avoid clipping. This will ensure that the
entire message is transmitted.
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 (j) The transmission of long messages should be interrupted momentarily
from time to time to allow the transmitting operator to confirm that the
frequency in use is clear and if necessary to permit the receiving operator
to request repetition of parts not received.

2.2 Transmission of letters

The ICAO word spelling alphabet given below should be used always to
expedite communication. Their use however should be dispensed with if
there is no risk of this affecting correct reception and intelligibility of the
message.

These alphabets shall be used when it is required to indicate letters except

for particular letter groups which by everyday use in the aviation industry
have become unmistakable e.g. ILS, QNH, QFE,QDM, RVR,ETA etc.

The syllables requiring emphasis are underlined

LETTER WORD PRONOUNCIATION

A ALPHA AL PHA
B BRAVO BRAH VOH
C CHARLIE CHAR LEE
D DELTA DELL TAH
E ECHO ECK OH
F FOXTROT FOKS TROT
G GOLF GOLF
H HOTEL HOH TELL

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 I INDIA IN DEE AH
J JULIETT JEW LEE ETT
K KILO KEY LOH
L LIMA LEE MAH
M MIKE MIKE
N NOVEMBER NO VEM BER
O OSCAR OSS CAH
P PAPA PAH PAH
Q QUEBEC KEH BECK
R ROMEO ROW ME OH
S SIERRA SEE AIRRAH
T TANGO TANG GO
U UNIFORM YOU NEE FORM
V VICTOR VIK TAH
W WHISKEY WISS KEY
X XRAY ECKS RAY
Y YANKEE YANG KEY
Z ZULU ZOO LOO

2.3 Transmission of numbers

The phonetic representations of figures and associated words are given

below. Syllables requiring emphasis are printed in capitals

1 WUN
2 TOO
3 TREE
4 FOW-er
5. FIFE
6. SIX

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 7. SEV-en
8. AIT
9. NIN-er
0 ZE-RO

DECIMAL pronounced as DAY-SEE-MAL

HUNDRED pronounced as HUN-dred

THOUSAND pronounced as TOU-SAND

All numbers, except those which are whole thousands, shall be spoken by
pronouncing each figure separately. Combinations of thousand and whole hundreds
shall be transmitted by pronouncing each digit in the number of thousands followed
by the word THOUSAND followed by the number of hundreds followed by the word
HUNDRED

Decimals will be indicated where necessary

Following are some examples

Number Transmitted as Pronounced as

10 ONE ZERO WUN ZE-RO
75 SEVEN FIVE SEV-en FIFE
100 ONE ZERO ZERO WUN ZERO ZERO
583 FIVE EIGHT THREE FIFE AIT TREE
2500 TWO FIVE ZERO ZERO TOO FIFE ZERO ZERO
5000 FIVE THOUSAND FIFE TOUSAND
11000 ONE ONE THOUSAND WUN WUN TOUSAND
25003 TWO FIVE ZERO ZERO THREE TOO FIFE ZERO ZERO TREE
121.6 ONE TWO ONE DECIMAL SIX WUN TOO WUN DAY-SEE-MAL SIX

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3200 THREE TWO ZERO ZERO TREE TOO ZERO ZERO

Aircraft call signs

KQA 238 Kenya two three eight

OAL 242 Olympic two four two
Flight levels

FL 180 Flight level one eight zero

FL 200 Flight level two zero zero
Heading

100 degrees Heading one zero zero

080 degrees Heading zero eight zero
Wind direction and
speed

200 degrees 70 Wind two zero zero degrees seven zero knots
knots.

160 degrees 18 Wind one six zero degrees one eight knots
knots gusting gusting three zero knots
30 knots

Transponder codes

2400 Squawk two four zero zero

4 203 Squawk four two zero three
Runway

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 27 Runway two seven
30 Runway three zero

Altimeter setting

1 010 QNH one zero one zero

1 000 QNH one zero zero zero

All numbers used in transmission of altitude, cloud height, visibility and

runway visual range information, which contain whole hundreds and
whole thousands shall be transmitted by pronouncing each digit in the
number of hundreds or thousands followed by the words HUNDRED or
THOUSAND as appropriate

2.4 Transmission of Altitude, Cloud height, Visibility and Runway visual

range

Altitude
800 Eight hundred
3400 Three thousand four hundred
12000 One two thousand

Cloud Height

2 200 Three thousand two hundred

3 300 Four thousand three hindered

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 Visibility
1 000 Visibility one thousand
700 Visibility seven hundred

Runway Visual
Range

600 RVR six hundred

1 700 RVR one thousand seven hundred

If a number contains a decimal point, the word DAY-SEE-MAL is inserted at the

appropriate place. Each digit is transmitted by pronouncing each digit separately

121.6 - One two one decimal six

2.5 Transmission of Time

UTC and the 24 hour clock will be used at all times. When transmitting a
time value, normally only the minutes of the hour are required. Each figure
is pronounced separately. However, if there is any possibility of confusion,
the four figure group will be transmitted.
,
Examples
0920 TOO ZE-RO or ZE-RO NIN-er TOO ZE-RO
1643 FOW-er TREE or WUN SIX FOW-er TREE

2.6 Standard words and phrases

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The following words and phraseologies shall be used in radiotelephony
communication as appropriate and shall have the meaning given below

Word/Phrase Meaning

ACKNOWLEGDE Let me know that you have received and

understood this massage

AFFIRM Yes

APPROVED Permission for proposed action granted

BREAK I hereby indicate the separation between

portions of the message. (To be used
where there is no clear distinction between
the text and other portions of the message)

BREAK BREAK I hereby indicate the separation between

messages transmitted to different aircraft
in a very busy environment

CANCEL Annul the previously transmitted clearance

CHECK Examine a system or procedure (No answer

is normally expected)

CLEARED Authorized to proceed under the conditions

specified

CONFIRM Have I correctly received the following

…..? or Did you correctly receive this
message? or I request verification of i.e.
clearance, instructions, action, information

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 etc

CONTACT Establish radio contact with………..

CORRECT That is correct

CORRECTION An error has been made in this

transmission (or message indicated). The
correct version is……

DISREGARD Consider that transmission as not sent

HOW DO YOU READ What is the readability of my transmission?

I SAY AGAIN I repeat for clarity emphasis

MONITOR Listen out on (frequency)

NEGATIVE No or Permission not granted or that is not

correct

OVER My transmission is ended and I expect a

response from you.
This word is not normally used in VHF
communications

OUT This exchange of transmission is ended

and no response is expected.
This word is not normally used in VHF
communications

READ BACK Repeat all, or the specified part, of this

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 message back to me exactly as received

RECLEARED A change has been made to your last

clearance and this new clearance
supersedes your previous clearance or part
thereof

REPORT Pass me the following information

REQUEST I should like to know…, or I wish to

obtain…….

ROGER I have received all your last transmission

Note: Under no circumstances to be used
in reply to a question requiring “READ
BACK” or a direct answer in the
affirmative (AFFIRM) or (NEGATIVE)

SAY AGAIN Repeat all, or the following part, of your

last transmission

SPEAK SLOWER Reduce your rate of speech

STANDBY Wait and I will call you

The caller will normally re-establish contact
if the delay is lengthy. Standby is not an
approval or denial

UNABLE I cannot comply with your request,

instructions or clearance

VERIFY Check and confirm with originator

WILCO (Abbreviation for “will comply” I

understand your message and will comply
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 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 this message
will be send twice

2.7.0 CALL SIGNS

2. 7.1 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 unit or service provided.

Unit of service Call sign suffix

Area Control Centre CONTROL

Radar (in general) RADAR
Approach Control APPROACH
Approach Control Radar arrivals ARRIVAL
Approach Control Radar departures DEPARTURE
Aerodrome Control TOWER
Surface Movement Control GROUND
Clearance delivery DELIVERY
Precision Approach Radar PRECISION

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 Direction Finding Station HOMER
Flight Information Service INFORMATION
Apron Control APRON
Company Dispatch DISPATCH
Aeronautical Station RADIO

When satisfactory communication has been established, and provided that it

will not be confusing, the name of the location or the call sign suffix may be
omitted

2. 7.2 Aircraft call signs

Aircraft call signs shall be one of the following types:

Type Example

(a) The five- character call sign corresponding

to the registration marking of the aircraft G-ABCD

(b) The five character call sign referred to in (a)

above, preceded by the radiotelephony designator
of the aircraft operating agency
AIR CANADA CF-CAD

(c) The five character call sign referred to in (a)

above, preceded by the type of the aircraft
CESSNA G-ABCD

(d) The radiotelephony designator of the aircraft

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 Operating agency, followed by the flight
Identification AIR CANADA 725

(e) The characters corresponding to the

registration marking of the aircraft
N357826

2. 7.3 After satisfactory communication has been established, and provided that no
confusion is likely to occur, aircraft call signs specified above may be abbreviated
as follows:

Type Example

(a) The first letter or figure and the last two

letters of the call sign G-CD

(b) The radiotelephony designator of the aircraft

Operating agency followed by the last two
letters of the call sign AIR CANADA AD

(c) The type of the aircraft followed by the

last two letters of the call sign CESSNA CD

(d) No abbreviated form

(e) The first character and the last three

characters of the call sign N826

2. 7.3.1 When the call sign is made up of the RTF designator of the aircraft
operating agency followed d by the flight identification, e.g. Kenya 725, no
abbreviation is permitted. It is transmitted as Kenya seven two five.
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2. 7.3.2 An aircraft shall not change its call sign type during fight unless it is
instructed to do so by the controlling unit. Where there is a likelihood of
confusion because of similar call signs, an aircraft may be instructed by an
air traffic services unit to change the type of its call sign temporarily.

2.7.3.3 Aircraft in the heavy wake turbulence category shall include the word
“HEAVY” immediately after the aircraft call sign in the initial call to
aerodrome control prior to departure, or to approach control prior to
departure or arrival.

2.7.3.4 Air Traffic Controllers are warned that similarity of same aircraft call signs
may cause confusion on R/T channels. ATCOs are permitted to require
aircraft to modify their normal call signs if two aircraft on the same
frequency at the same time have similar call signs e.g.

(a) the same abridged call sign (5EN for both 5Y-BEN and 5Y-DEN) can be
remedied by requiring both aircraft to use their full call sign.

(b) similar company radiotelephony abbreviations with identical trip numbers

(Speed Bird 042 and Kenya 042) when one or both aircraft can be
required to use registration marks.

2.8 .1 Establishment of communication

The initial call made to establish Radiotelephony contact should take the
following form:

Full call sign of the station being called followed by the full call sign of the
calling station

30
 Example
Nairobi tower this is Kenya 123
Kenya 123, Nairobi Tower

With the exception of the telephony designators and the type of

aircraft, each character in the call sign shall be spoken separately. When
individual letters are spelled out, the radiotelephony spelling alphabet shall
be used.

Example: Kenya 123 is not transmitted as Kilo Echo etc. and Airbus 310 is
not transmitted as Alpha India etc.

Stations having a requirement to transmit information to all stations likely to

intercept should preface such transmissions by the general call ALL
STATIONS, followed by the identification of the calling station.

Example: All stations this is Ethiopian 354

The phrase Go ahead, which was used as an invitation to proceed with

transmission has been deleted from R/T communication due to the confusion
it might cause.

2.8.2 Continuation of R/T communication

Once two - way contact with an aircraft has been established ATCOs are
permitted to shorten the procedure providing no mistaken identity or
confusion is likely to arise

(i) It can be assumed that the aircraft is listening out and the ATCOs can
transmit messages without waiting for a reply from the aircraft

31
 (ii) Continuous two way conversation with the aircraft may be held without
further identification until the end of the conversation

(iii) Phrases such as “STANDBY, OVER, ROGER,THIS IS” may be omitted

in subsequent communication

2.8.3 Transfer of R/T communication

When an ATCO wishes an aircraft to contact other control units, he will

issue instructions giving the identity of the control unit to be called and the
frequency to be used for the contact.
If no further communication is received, from the aircraft after
acknowledgement of the instruction, it can be assumed that satisfactory
two-way communication has been established with the new control unit
.
Example: Kenya 123, contact Nairobi approach on frequency 118.5

2.8.0 Test procedures

2.8.1 The form of testing transmission shall be as follows

(a) identification of the station being called

(b) the aircraft identification
(c) the words “ Radio Check” and
(d) the frequency being used

2.8.2 Replies to test transmission should be as follows

(a) the identification of the station calling

(b) the identification of the station replying
32
 (c) information regarding the readability of the transmission

Example: An aircraft station (Kenya 212) is testing its radio using the
frequency of an aeronautical station (Nairobi Tower 118.7)

Nairobi tower, this is Kenya 212

Kenya 212, Nairobi tower
Nairobi tower, Kenya 212 Radio check on frequency 118.7
Kenya 212, Nairobi tower reading you (readability scale (1.2, 3, 4, 5)
Kenya 212 Roger

2.8.3 Readability of transmission

The readability of transmission should be classified in accordance with the
following readability scale

1. Unreadable
2. Readable now and then
3. Readable but with difficulty
4. Readable
5. Perfectly readable

2.8 .4 Acknowledgement of Reception

A receiving station will acknowledge reception by transmitting its own

identification followed, if required by the word “ROGER”

2.8.5 Repetition of transmissions

Items will not be repeated unless repetition is requested by the receiving

station. If reception is doubtful the following phrases will be used

Phrase Meaning

33
 SAY AGAIN Repeat entire message

SAY AGAIN………..…(item) Repeat specific item

SAY AGAIN ALL BEFORE………….

(the first word satisfactorily received) Repeat part of message

SAY AGAIN ALL AFTER………..….

(the last word satisfactorily received) Repeat part of message

SAY AGAIN ALL BETWEEN

…...…..and……….. .. Repeat part of message

2.8.6 Read back of ATC instructions

An aircraft station will acknowledge receipt of ATC instructions and altimeter

settings by reading them back and terminating the read back by its radio call
sign.
Messages not requiring read back are acknowledged by the aircraft call sign
only. ATC denotes accuracy of the read back by transmitting the station call
sign.

Example: Cleared to take off, QNH 1012, Kenya 123

Example: Kenya 123

4.0 DISTRESS AND URGENCY COMMUNICATION PROCEDURES

4.1. Distress and urgency conditions are defined as;

34
 (a) Distress : a condition of being threatened by serious and/or
eminent danger and of requiring immediate assistance

(b) Urgency : 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

4.2 The word “MAYDAY” spoken at the start of transmission identifies a distress
message and the words “PANPAN” spoken at the start identifies an urgency
message. The words MAYDAY or PANPAN as appropriate should preferably be
spoken three times at the start of the initial distress or urgency call.

Distress messages have priority over all other transmissions and urgency
messages have priority over all transmissions except distress messages

4.3 Pilots making distress or urgency calls should

i. Attempt to speak slowly and distinctly,

ii. Use the correct phraseology so as to avoid unnecessary repetitions.
iii. Whenever there is any doubt as to the safety of a flight, pilots should
seek assistance to pre empty a more serious situation developing.

4.4 A distress or urgency call should normally be made on the frequency in use at
the time. The communication 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 although not all aeronautical stations
maintain a continuous watch on the frequency. This provision does not however
prevent the use of another frequency in an emergency situation.

35
 If the ground station called by the aircraft in distress or urgency does not reply,
then 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 should provide such advice, information and
instructions as is necessary to assist the pilot.

Aeronautical stations should refrain from further use of a frequency on which

distress or urgency traffic is heard, unless directly involved in rendering
assistance or after the emergency traffic has be terminated.

When a distress message has been intercepted which apparently receives no

acknowledgement, the aircraft intercepting the message should if time and
circumstances seem appropriate acknowledge the message and then broadcast it.

4.5 A distress / urgency message should contain as many as possible of the

following elements
(a) name of the station addressed

(b) identification of the aircraft

(c) nature of the distress condition

(d) intention of the person in command

(e) position, level and bearing of the aircraft

(f) any other useful information

Note:
The provisions listed above do not stop an aircraft from using all means at its
disposal to attract attention and making its condition known. It is expected that any
station hearing a distress call will offer any assistance needed

36
4.6 Action by the station addressed by aircraft in distress or the first
station acknowledging the distress message

The station addressed by aircraft in distress or the first station acknowledging the
distress message shall
i. Immediately acknowledge the distress message.
ii. Take control of the communications or specifically and clearly transfer that
responsibility, advising the aircraft if the transfer is made.
iii. Take immediate action to ensure that all necessary information is made
available as soon as possible to;
• The ATS unit concerned
• The aircraft operating agency concerned, or its representative, in
accordance with the established arrangements.
• Warn other stations, as appropriate, in order to prevent the
transfer of traffic to the frequency of the distress communication.

4.7.0 Imposition of silence

4.7.1 An aircraft in distress or a station in control of distress traffic may impose

silence 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.

The instructions “to all stations” or to one station only, shall use STOP
TRANSMITTING followed by the radiotelephony distress signal MAYDAY

4.7.2 Action by all other stations

A distress communications have absolute priority over all other
communications, and a station aware of them shall not transmit on the
frequency concerned unless
i. The distress condition is cancelled or terminated
37
 ii. All distress traffic has been transferred to other frequencies
iii. The station controlling communications gives permission
iv. It is the one rendering assistance

4.7.3 Termination of distress communication and silence

When an aircraft is no longer in distress, it shall transmit a message cancelling

the distress condition

3.0 COMMUNICATION FAILURE PROCEDURES

3.1 When an aircraft station fails to establish contact with the aeronautical station
on the designated frequency, it shall:
i. Attempt to establish contact on another frequency appropriate to the
route
ii. If this attempt fails, the aircraft shall attempt to establish
communication with other aircraft or other aeronautical stations on
frequencies appropriate to the route.
iii. If operating within a network, monitor the appropriate VHF frequency
for call from nearby aircraft.
iv. If attempts outlined above fails, the aircraft shall transmit its
message twice on the designated frequency (ies) preceded by the
phrase
“TRANSMITTING BLIND” and if necessary include the addresses
(s) for which the message is intended.

3.2 When an aircraft is unable to establish communication due to receiver failure, it

shall transmit reports at the scheduled times, or positions on the frequency in
use preceded by the phrase “TRANSMITTING BLIND DUE TO RECEIVER

38
 FAILURE”

The aircraft station shall transmit the indented message, following this by a
complete repetition. During this procedure the aircraft shall also advice the
time of its next indented transmission

when an aircraft is unable to establish communication due to airborne

equipment failure it shall, if so equipped, select the appropriate SSR code to
indicate radio failure normally SSR CODE 7600

3.3 When an aeronautical station has been unable to establish contact with an
aircraft after calls on the frequencies on which the aircraft is believed to be
listening, it shall;

(a) Request other aeronautical stations to render assistance by calling the

aircraft and relaying traffic or

(b) Request aircraft on the route to attempt to establish communication with

the aircraft and relay the messages

If the above attempts fail, the aeronautical station should transmit the
messages addressed to that particular aircraft, other than messages
containing air traffic control clearances, by blind transmission on the
frequency (ies ) on which the aircraft is believed to be listening.

Note;
Blind transmission of air traffic control clearances shall not be made to an
aircraft, except at the specific request of the originator

The air-ground control radio station shall notify the appropriate air traffic
service unit and the aircraft operating agency, as soon as possible, of any
failure in air - ground communication.
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5.0 AERONAUTICAL FIXED SERVICE (AFS)

5.1 Aeronautical Fixed Service means a telecommunication service between

specified points provided primarily for the safety of air navigation and for the
regular, efficient and economical operation of air services.

The aeronautical fixed service comprise of the following systems and

applications that are normally used for ground to ground communication in
the international aeronautical telecommunications service

(a) The common ICAO data interchange network (CIDIN

(b) Meteorological operational circuits and networks and broadcast systems
(c) The air Traffic services (ATS) message handling services (ATSMHS)
(d) The Inter Centre Communication (ICC)
(e) The aeronautical fixed telecommunications network (AFTN)

5.2 The common ICAO data interchange network (CIDIN) provides

communication services for ground to ground message exchange and is
based on international telegraph and telephone. The principal goals of CIDIN
are to improve the AFTN and support large message transmissions and more
demanding applications such as Operational Meteorological Information
(OPMET) between two or multiple ground systems.

40
5.3 The meteorological operations circuits, networks and broadcast systems
form a meteorological operational telecommunications network. This
network is an integrated system of meteorological operational channels, as
part of the aeronautical fixed service (AFS)

5.4 The Air Traffic Service (ATS) message handling service (ATSMHS) allows
ATS messages to be exchanged between users over the aeronautical
Telecommunications Network (ATN) and internet communication service (ICS)

5.5 The Inter – Centre Communication service enables the exchange of

information between Air Traffic Service units over the Aeronautical
Telecommunications Network Internet Communication Service (ICS) to
support critical ATS services.

5.6 The inter Centre Communication (ICC) is used to exchange Air Traffic
Service (ATS) messages between air traffic service units over the
Aeronautical Telecommunications Network (ATN). The service (I.C.C.)
enables exchange of information in support of the following operational
services.
 Flight notification
 Flight co-ordination
 Transfer of control and communication
 Flight planning
 Airspace management
 Air Traffic flow management

5.7 The first of the applications developed for the I.C.C. is the ATS Inter-facility
Data Communication (A.I.D.C.) which exchanges information between Air
Traffic units. It supports critical ATC functions such as notification of flights
approaching a flight information region (IFR) and transfer of control and

41
 communication authority. AIDC is purely an ATC application which supports
the following operational services like

5.8 The AFTN text message shall be drafted in plain language or in abbreviations
and codes to reduce the length of the text. Words and phrases which are not
essential, such as expressions of politeness shall not be used.

5.9 Materials permitted in AFS text messages

The following characters are allowed in text messages

Letters: ABCDEFGHIJKLMNOPQRSTUVWXYZ

Figures: 1234567890

Other signs:
- hyphen
? Question mark
: Colon
( Open bracket
) closed bracket
. Full stop, period or decimal point
, coma
‘ Apostrophe
= double hyphen/equal sign
/ Oblique
+ Plus sign

5.2.0 AERONAUTICAL FIXED TELECOMMUNICATIONS NETWORK (AFTN)

Aeronautical fixed telecommunications network (AFTN) is a worldwide

system of aeronautical fixed circuits provided as part of the aeronautical

42
 fixed service for the exchange of messages and/ or digital data between
aeronautical fixed stations having the same or compatible communications
characteristics

The network is used by civil aviation authorities, Airport authorities

Government departments, and other stake holders. In Kenya the network is
managed by the Kenya Civil Aviation Authority.

The network is used to send and receive information such as NOTAMs,

Weather, Flight Plans, Departure and arrival information etc

5.2.1 The AFTN Network handles the following type of messages

 Distress messages
 Urgency messages
 Flight safety messages
 Meteorological messages
 Flight regulatory messages
 Aeronautical Information Service messages
 Aeronautical Administrative messages
 Service messages

5.2.2 Distress calls, Distress

Messages and Distress traffic (MAYDAY)

These message categories comprise those messages sent by mobile

stations reporting that they are threatened by grave and eminent
danger and that immediate assistance is required.

5.2.3 Urgency messages, including messages preceded by the

43
 Medical transport signal (PANPAN)

These are messages concerning the safety of a ship, aircraft or other

vehicle or some person on board or within sight but does not require
immediate assistance

5.2.4
Flight Safety messages -
These are messages that comprise of the following
 Movement control messages i.e. delay, arrival and departure
 Co-ordination messages i.e. estimates, current flight plans etc.
 Messages originated by an aircraft operating agency which are
of immediate concern to aircraft in flight or preparing to depart
 Metrological messages restricted to significant meteorological
information (SIGMET), special air-reps, AIRMET messages,
Volcanic ash, tropical cyclones, advisory information and
amended forecasts

5.2.5 Meteorological messages

This group of messages shall comprise of

• Messages concerning forecasts, e.g. terminal aerodrome
forecasts (TAF), area and route forecasts.
• Messages concerning observations and reports e.g. METAR and
SPECI

5.2.6 Flight regulatory messages

These types of messages comprise of the following;
• Aircraft load messages required for weight and balance

44
 • Changes in aircraft operating schedule
• Messages concerning aircraft servicing
• Messages concerning changes in requirements for passenger,
crew, and cargo occasioned by changes in normal operating
schedules
• Messages concerning non-route landings
• Pre- flight arrangements and operational services for non-
scheduled aircraft
• Messages originated by aircraft operating agency reporting an
aircraft arrival or departure
• Parts and materials urgently required for repair and operation
of aircraft

5.2.7 Aeronautical Information service (AIS)

These groups of messages shall comprise of the following types of messages

(a) Messages concerning NOTAMS
(b) Messages concerning SNOWTAMS

5.2.8 Aeronautical Administrative messages

These messages comprise

(a) Messages regarding the operation or maintenance of facilities for the

safety or regularity of aircraft operation

(b) Messages concerning the functioning of aeronautical

telecommunication services

(c) Messages exchanged between civil aviation authorities relating to

aeronautical services
45
5.2.9 Service messages ( priority as appropriate)
These categories shall comprise messages originated by aeronautical fixes
stations to obtain information or verification concerning other messages which
appear to have been transmitted incorrectly by the aeronautical fixed service,
confirming channel sequence number etc.

Messages requesting information shall take the same priority indicator as the
category of message being requested except where a higher priority is
warranted for flight safety

5.3.1 AFTN MESSAGE FORMAT

An aeronautical Fixed Telecommunications Network (AFTN) message format

shall have the following parts in the order given below

 Heading
 Address
 Origin
 Text
 Ending

5.3.0 Message priorities

All messages shall be assigned an appropriate priority indicator. Messages

having the same priority indicator should be transmitted in the order in
which they are received for transmission.

The order of priority for the transmission of messages in the aeronautical fixed
telecommunications network shall be as follows
46
 Transmission Priority Priority
Indicator

1 SS
2 DD FF
3 GG KK

The copies of an AFTN messages transmitted by the origin station and

received by destination station shall de retained for a period of at least 30
days
The priority indicator shall consist of the two letter group which is assigned
by the originator and attached to the following message types as follows

a) Distress messages SS

b) Urgency messages DD

c) Flight safety messages FF

d) Meteorological messages GG
e) Flight regulatory messages GG
f) Aeronautical Information Service messages GG

g) Aeronautical Administrative messages KK

h) Service messages ( as appropriate )

5.3.2 Heading

The heading comprise of the following information

(a) Start of the message signal: ZCZC

47
 (b) Transmission identification comprising of

- Circuit identification (3 letters)

- Channel sequence number (3 digits)

Example: ZCZC ABC 019

The circuit identification consists of three letters selected and assigned by

the transmitting station

1st Letter - Identifying the transmitting station

2nd letter - Identifying the receiving end of the circuit

3rd letter - Channel identifier

Note: The heading is not a permanent part of an AFTN message as it is bound to

change every time it is re transmitted by another channel

The three digit channel sequence number is selected and allocated from
0001 with a new number starting daily at 0000 hours.

5.3.3 Address (where the message is to be sent)

The addressee indicator comprise of the following

(a) The ICAO four letter designator for airport ie HKMO

(b) The three letter designator identifying the organization/function i.e.

aeronautical authority, service, aircraft agency addressed
48
 In case where no designator has been assigned, one of the following
is used
- “ YXY” in case where the addressee is a military
service / organization
- “ZZZ” in case where the addressee is an aircraft in flight
- “YYY” in all other cases

(c) An additional letter representing department, division or process within

the organization ( If the letter is not required a filler letter X is used

NOTE

(a) When a message is to be addressed to an organization that has not

been allocated the three letter designator, the four (4) letter designator shall
be followed by the ICAO three letter YXY in case of a military service. This is
then followed by the filler letter X.

(b) When a message is addressed to an aircraft in flight, the location

indicator of the aeronautical station which is to relay the message to the
aircraft shall be followed by designator Z Z Z followed by the filler letter X

Example 1

(i) HKMOZTZX Aerodromes control tower Moi airport Mombasa

(ii) HKMOYMYF Addressed to section F of the Meteorological office YMY

at Moi airport Mombasa HKMO

(iii) HKMOKQAN Addressed to Department N of KQA at Moi airport

(iv) HKMOYYYX This message is addressed to the aircraft operating

49
 agency which appears in the beginning of the message
text and whose offices location is served at Moi airport
Mombasa HKMO

5.3.4 Origin

The origin of the message consists of two items:

(b) Date and time of filling group

(b) Originators address

• The filling time consists of the six-digit of date and time

• The originators address comprise of the following

(a) The four letter location indicator of the place at which the message is
originated

(b) The three letter designator identifying the organization/function,

service or aircraft

(c) The filler letter X

Example 2

Message addressed to Kenya airways at Dar re Salaam HTDA by the

passenger handling office of the same airline at London Heathrow
EGLLYYYX

Address : GG HTDAYYYX
Origin : 200930 EGLLYYYX

50
 Text : KQ FLT 123 CANCELLED

(Heading and ending not shown)

Example 3
Message addressed to aircraft with registration 5Y-CAD via aeronautical
station HKMO Mombasa from the area control centre at HKNW (Wilson
Airport)

Address : FF HKMOZZZX
Origin : 121630 HKNWXGZX
Text : 5Y-CAD CLEARED 5000FT

5.3.5 Text
The text shall be entered as appropriate and shall not exceed 1800 character

5.3.6 Ending

The ending of the message consist of the letter N appearing 4 times NNNN

Example 4
Heading : ZCZC LPG 039
Address : GG HECAKQAN FLLSBAWC
Origin : 272215 EGLLBAWW
Text : As appropriate
Ending : NNNN

6.0 SITA

6.1 SITA is a French acronym for Societe Internationale Telecommunication

Aeronautique. The company was established in 1049 by 11 airlines from Europe
51
and America. Among the pioneer airlines are the British airways, KLM, South
American airways, Sabena etc. The initial headquarters was established in1952 in
Rome Italy

The eleven airlines came together because it had become difficult to pass urgent
information between them since the airline industry had advanced very rapidly. The
telephone, the Fax and even the AFTN network were too slow to serve the industry
that was acquiring new, fast and efficient aircraft. To operate an airline profitably
and economically required efficient communication and good networking. When
SITA was therefore established the member airlines were able to pass information
among them in an efficient manner thereby increasing their profitability

Today SITA is mainly used by airlines but due to its efficiency, airport authorities,
aviation organizations, passenger and cargo handlers, tour operators are
increasingly using it.

SITA is today the largest airline telecommunication company in the world serving
over 550 airlines from over 299 countries. The company accounts for over 90% of
the world’s airline business.
The network

The company has interests in

 Aeronautical communication
 Air communication (Air com)
 Airport services
 Passenger and travel solutions
 Flight operations

6.2 SITA message format

There are six component parts of a SITA message signal

 Priority
52
  Address
 Originators codes
 Date and time group
 Text
 End of message signal

6.3 SITA message priority levels

A SITA message format has four main priority levels

 QU - Urgent : Charged double the normal rate

 QN - Normal: Charged normal rate
 QD - Differed : Charged at half the normal rate
 QS - Aircraft accidents /incidents

6.4 Types of messages handled by SITA

Movement control messages

Following are examples of common aircraft movement control messages handled

by SITA
 Departure
 Departure including delay information
 Arrival
 Delay
 Delayed take off
 Return to ramp
 Return from airborne
 Revised ETA
 Arrival taxi time variance
 Diversion message

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Appendix

i. Examples of airports four and three letter codes used in AFTN and
SITA messages
ii. Examples of the three and two letter codes for airlines
iii. Three letter suffix codes for AFTN addresses
iv. Identifiers and Abbreviations used in SITA message formats

(i) Examples of airports four and three letter codes used in AFTN and
SITA messages

London Heathrow - United Kingdom EGLL LHR

Manchester - United Kingdom EGCC MAN
London Gatwick - United Kingdom EGKK LGW
Frankfurt - Germany EDDF FRA
Munich - Germany EDDM MUC
Paris (CDG) - France LFFG CDG
Paris (Orly) - France LFFO ORY
Athens - Greece) LGAT ATH
Rome - Italy) LIRF FCO
Geneva - Switzerland LSGG GVA
Zurich - Switzerland LSZH ZRH
Nairobi - Kenya HKNA NBO
Mombasa - Kenya HKMO MSA
Lilongwe - Malawi) FWKI LLW
Lusaka - Zambia FLLS LUN
Entebbe - Uganda HUEN EBB
Dar-es-Salaam - Tanzania HTDA DAR
Cairo - Egypt HECA CAI
Khartoum - Sudan HSSS KRT
NDjamena - Chad FTTJ NDJ
New York - USA KJFK JFK
Chicago - USA KORD ORD
Los Angeles - USA KLAX LAX
Mumbai - India VABB BOM
Addis Ababa Ethiopia HAAB ADD
Lagos Nigeria DNMM LOS
Johannesburg South Africa FAJS JNB
Djibouti Djibouti HDAM JIB
Kinshasa DRC FZAA FIH
Dubai UAE OMDB DBX
54
Hongkong VHHH HKG

(ii) Examples of the three and two letter codes for airlines

British Airways BAW BA

Air France AFR AF
KLM KLM KL
Swissair SWR SR
Lufthansa DLH DH
Alitalia AZA AZ
Olympic OAL OA
Kenya Airways KQA KQ
Uganda Airlines UGA UG
American Airlines AAL AA

(iii) Three letter suffix codes for AFTN addresses

YAY Government Civil Aviation Authority

YCY Rescue coordination centre
YOY Aerodromes Authority
YLY Aircraft accident authority
YMY Meteorological Office
YNY International NOTAM Office
YSY Aeronautical station
YTY Telecommunications Authority
ZAZ Approach control office
ZBR Departure Flight plans
ZPZ Flight control for air traffic
ZGZ Air Traffic (General)
ZIZ Flight Information centre
ZQZ Area Control Centre
ZTZ Aerodrome control tower
ZYZ Aerodrome Security service
YOY Aeronautical Information service (AIS) unit

55
(iv) Identifiers and Abbreviations used in SITA message formats

AD - Departure identifier
EA - Estimated arrival time
DL - Delay
ETA - Estimated time of arrival
PAX - Passengers
SI - Supplementary information
NI - Next information
AA - Arrival
ED - Estimated departure time
RR - Return to ramp
FR - Forced return
EB - Estimated blocks
DIV - Diversion
DR - Delay reason
ETD - Estimated time of departure
EO - Estimated takeoff time
EB - Estimated block time

By
Patrick Musembi

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