COMMUNICATIONS

Done by: Aloysius Goh

 Concepts
Abbreviations (To memorize)
INS Inertial Navigation System

MSAW Minimum Safe Altitude Warning

PAPI Precision Approach Path Indicator

ACARS Aircraft Communications Addressing and Reporting System

SID Standard Instrument Departure

STAR Standard Instrument Arrival

SAR Search and Rescue

RVR Runway Visual Range

RNAV Area Navigation

VFR Visual Flight Rules

TMA Terminal Control Area

CTR Control Zone

AFIS Aerodrome Flight Information Service

FIR Flight Information Region

VMC Visual Meteorological Conditions

IMC Instrument Meteorological Conditions

SSR Secondary Surveillance Radar

MLS Microwave Landing System

ATIS Automatic Terminal Information Service

AIS Aeronautical Information Services

SELCAL A system which permits the selective calling of individual aircraft over
radiotelephone channels linking a ground station with the aircraft

Aeronautical Station A station in the aeronautical mobile service located on land or, in certain
instances, on board of a ship or on a platform at sea

Significant Point A specified geographical location used in defining an ATS route or the
flight path of an aircraft and for other navigation and ATS purposes

APV Approach Procedure with Vertical Guidance. It is an instrument procedure

which utilizes lateral and vertical guidance but does not meet the
requirements established for precision approach and landing operations

Blind Transmission A transmission from one station to another station in circumstances where
two-way communication cannot be established but it is believed that the
called station is able to receive the transmision
 EAT Estimated Approach Time: Time at which ATC expects that an arriving
aircraft, following a delay, will leave the holding point to complete its
approach for a landing

Broadcast A transmission of information relating to air navigation that is not

addressed to a specific station or stations

Waypoint A specified geographical position used to define an area navigation route or

the flight path of an aircraft employing area navigation

Clearance Limit Point to which aircraft is granted an air traffic control clearance

Instrument Approach Maneuver Beginning of a defined arrival route to a point from which a landing can be
completed and thereafter, if a landing is NO completed, to a position at
which holding or en-route obstacle clearance criteria apply

Visual Approach An approach by an IFR flight when either part or all of an instrument
approach procedure is not completed and the approach is executed in
visual reference to terrain

Q Codes Magnetic
QDM: Magnetic Heading (zero wind) TO a station
QDR: Magnetic Heading (zero wind) FROM a station

True
QUJ: True Heading (zero wind) TO a station
QTE: TrueHeading (zero wind) FROM a station

ICAO Aerodrome Ops Hours HJ: Sunrise to Sunset

HN: Sunset to Sunrise
HX: No specific working hours
H24: Continuous day and night service (no 24 in the answer)
HS: Service available during hours of scheduled operations
Types Of Communications
Air-Ground: Two-way communication between aircraft and stations or locations on the surface of the Earth
Ground-Air: Two-way communication from a station on the ground to an aircraft
Simplex: a method in which telecommunication between two stations takes place in one direction at a time
Duplex: a method in which telecommunication between two stations can take place in both directions simultaneously

Categories of Messages (In order of priority)

DISTRESS CALLS Message concerning an aircraft benign threatened by grave and
imminent danger, requiring immediate assistance
MAYDAY

URGENCY PAN PAN or PAN, PAN, MEDICAL

Flight Direction

Flight Safety ● Movement and control messages

● ATS control messages
● Anything mentioned by ATS (clearances, instructions)
● From aircraft operating agency of immediate concern to
aircraft in flight or preparing to depart
● SIGMET, AIRMET, PIREP, ASHTAM
● “Turn left heading 060”

Meteorological

Flight Regulatory Messages ● Operation messages concerning non-routine landings

● Messages concerning the aircraft servicing
● Parts and materials urgently required
● Changes in aircraft operating schedules

HELL NO! “Please call a taxi for us. We will arrive on schedule at 10:45”
● No, because the individual requirements of passengers or
crew shall NOT be included in this type of message
(Flight Regularity Message)
● An unauthorized message

Request Holding Procedure (Sequence) NLT-DTC

● Name of fix, Level (optional), inbound Track (optional), Direction of turn (optional), Time of leg (optional), expected
approach clearance Time
● I” Request Holding Instructions”

Transmitting Technique

1. Enunciate each word clearly and distinctly

2. Maintain an even rate of speech not exceeding 100 words per minute
3. Maintain the speaking volume at a constant level
4. Be familiar with the microphone operating techniques
5. Suspend speech temporarily if it becomes necessary to turn the head away from the microphone
 Transmission Standards

Telecommunication
1 Unreadable

2 Readable Now and Then

3 Readable but with difficulty

4 Readable

5 Perfectly Readable

Decorum
➢ If no response, recommended to wait at least 10 seconds before making the second call (also for Test Call)
○ First response: check that the frequency and the radio equipment are on and working
➢ Maintain the speaking volume at a constant level
➢ Use ICAO Phraseology, abbreviations or plain language
➢ Read back exactly as received
➢ Mandatory elements (position report) → Aircraft identification, position, time
➢ Words should be spelled out
○ When proper names, service abbreviations and words of which spelling is doubtful
➢ General Call: No response required
➢ Blind Transmission: transmit twice
➢ Before transmission
○ Listen out on the frequency to ensure no interference with another station already transmitting will occur

Phraseology (Application)
Intention Execution

Change frequency, establish communication and Contact Murdoch Radar on 134.870

continue under control of Murdoch Radar

Request movement from apron to fuel station Request air taxi to …

(Helicopter without wheels)

Request to turn right to a magnetic heading of 100 Request right turn, heading one-zero-zero (only alt say one hundred, omit “to”)
degrees

Radio Check on Dunham Tower Frequency 118.7, G-ABCD, Dunham Tower, Readability 5 (Own Callsign, Tower Callsign, Readability)
perfectly readable ● “One, two, three, four, Lille Approach”

Request QFE Normal speaking by using constituent letters (Not Quebec, Foxtrot, Echo) (refer to Non Phonetic
Table below)

Transfer communication to another aeronautical BIGJET 347, when reaching FL 120, contact Donlon Control 119.725 (Call sign, Condition,
ground station when reaching a specified flight level Action)

Fastair 345, contact Donlon Control 129.1 129.1, Fastair 345 (omit Donlong as 129.1 has already encompassed)

X-BC reporting position is 5 miles North of VOR X-BC, position 5 miles North of RKN (Callsign, Position)
RKN

Unserviceable transponder to issue reply to ATC Negative Transponder

instruction “SQUAWK 4515”

G-ABCD turn right heading 050, traffic in your 10 Monitoring TCAS, Turning right 050, G-ABCD (TCAS Action, Direction of turn, Call sign; Omit
o’clock from left to right. You have a TCAS Traffic Traffic Info)
Advisory
BIGJET 591, runway 09 cleared to land, wind calm Runway 09 cleared to land, BIGJET 591 (Clearance, Callsign, no need typical Met Info)

Due to degraded equipment function, aircraft does Gulfstream HTK Unable RNAV due Equipment
not meet the nav accuracy for RNAV procedure

Cleared for RNAV departure, ODEMI SIX VICTOR, Unable ODEMI SIX VICTOR departure due to RNAV Type
but don’t have the required Type of RNAV
equipment

Wish to obtain clearance from a controller on a Request change to one two zero decimal seven two five
different frequency

Listen on ATIS frequency 123.450 MONITORING 123.450

Flying South-westerly heading at 3500ft Heading two-two-five at three thousand five hundred feet (Heading in degrees, Altitude need not
spell individual digits)

ATC asks aircraft to standby Nil (no reply) required

Advise ground crew that they can begin push back Ready for pushback

Pilot does not see the corresponding traffic Negative Contact

Fastair 34 is requested to reselect assigned mode FASTAIR 345, RECYCLE/RESET SQUAWK 1240
and code 1240

How would Fastair 345 advise RADAR that it is not Negative eight point three three
8.33 KHz equipped

Fastbird, traffic approaching, 12 o’clock, 3 miles, Looking out, Fast Bird

600ft below, report when in sight”

ATC to ask for the capability of the SSR equipment Advise Transponder Capability
of an aircraft

Report transponder capability, altimeter setting, and Mode S, altimeter 1008, 2000 ft (as its altimeter setting, NO FL)
level

ATC’s CPDLC Failure All Stations CPDLC Failure, Revert to voice

Fastair 345 to descend from FL 100 to FL 80 Leaving flight level 100 descending to flight level 80, Fastair 345

Turning maneuver to delay the time of arrival Three sixty turns left for sequencing
 Readback /Response
Request fly left, heading 240o Left heading two four zero (degrees), CALL SIGN (Direction of turn + Heading)

Must be Read Back (Flight Safety 1. Descend to (altitude) 3000ft

Messages) 2. Reduce speed to 160 knots (Speed Instructions)
3. Squawk 1723 (SSR Codes)
4. Taxi clearances
5. Climb to XXXX ft (level Instructions)
6. Runway XX in use
7. Altimeter Settings
8. Heading instructions
9. ATC Route Clearance
10. QNH
11. Airway clearances

Excluded from Readback 1. Traffic Information

2. Wind Information

The time is 09:20am. There is no Two zero

possibility of confusion about this hour

The time is 18:15. There is a possibility One eight one five

of confusion about this hour

Standby for Mudpark precision this Remain silent and wait for a different controller to call on the current frequency in use
frequency (wait for another service to
take over)
 Phraseology/ Call Signs
ATSU

CONTROL Area control service without radar

ARRIVAL Aeronautical ground station indicating approach control radar arrivals

APPROACH Arrival and departure/Approach control service (no radar service)

TOWER Aerodrome Control Service (take off, landing, aircraft in CTR)/ Unit providing flight information service

GROUND Air traffic control on the Movement area / Manoeuvring area

RADAR Aeronautical station providing radar service (In general)

DEPARTURE Aeronautical station indicating approach control radar departures

ARRIVAL Aeronautical station indicating approach control radar arrivals

APRON Aircraft guidance on the apron by airport operator

INFORMATION Aeronautical station providing flight information service

CLEARANCE

DELIVERY Transmission of en-route clearance / Clearance delivery / Provides information prior to the flight

DISPATCH Transmission of flight regularity messages of aircraft operating agencies (Not an ATS unit)

FINAL Distance 4NM or less

LONG FINAL More than 4NM but less than 8NM (15 and 7 km)

CANCEL Annul the previously transmitted clearance

UNABLE TO COMPLY Instruction from ATC which can not be carried out

CORRECTION An error has been made in a transmission and the correct version is …

APPROVED Permission for proposed action granted

TAKE OFF (PILOT) Acknowledge take off clearance Only (ATC) aircraft cleared to take off or when cancelling a take off

VACATE Leave the runway

REQUEST BACKTRACK ON Asking for permission to taxi on a runway in the opposite direction to that in use
RUNWAY

COMMAND AND ACTION

ORBIT Right Make 360o turns to the right

CONTACT Establish radio contact with

GOING AROUND Initiating a missed approach procedure

STOPPING Abandon the take-off manoeuvre

HOLDING SHORT Holding short of the runway-in-use

READY Prepared to take off

REPORT Pass me the following information

REPORT FLIGHT CONDITIONS Whether you are flying in IMC or in VMC

MONITOR Listen out on (Frequency)

READ BACK Repeat all, or the specified part, of the message back to me exactly as received

RADIO CHECK Request a readability check in flight

SPEECH

DISREGARD Consider that transmission as not sent

I SAY AGAIN To repeat for clarity or emphasis / repetition of the entire message is required

WORDS TWICE Send every word or group of word TWICE

BREAK Indicate the separation between parts of a message

BREAK BREAK Indicates separation between messages transmitted to different aircraft in a very busy environment

CONFIRM Request verification of (clearance, instruction, action, information)

VERIFY Check and confirm with the originator

CHECK Examine a system or procedure

OVER and OUT Irregular terms in VHF

CLEARED Giving authorization to proceed under specified conditions

RECLEARED Change has been made to your last clearance and this new clearance supersedes your previous clearance or part
thereof

REQUEST Would like to know / Wish to obtain

STANDBY Wait and I will call you

GO AHEAD Proceed with your message

ROGER I have received all of your last transmission

WILCO I understand your message and will comply with it (one tier higher than Roger)

NEGATIVE That is not correct

ACKNOWLEDGE Let me know that you have received and understood this message

DECIMAL Can NEVER be ommitted

HOW DO YOU READ Asking for the readability of a transmission

Non-Phonetic Table
VOR QFE
 Abbreviations
Conditions Can only be used after satisfactory communication has been established and provided no confusion likely to arise
● Aircraft shall use the abbreviated call sign only after it has been addressed in this manner by ATS

3 Different Types of Callsigns 1. Registration number

2. Operator + Code
3. Operator + Registration Number

Speedbird ABCD Speedbird CD

SPEEDBIRD 165/Sunny Air 455 / Prohibited from being abbreviated (3rd type of callsign -see above- has no abbreviation)
BIGJET 234/ FASTAIR 2345 NAME + NUMBER = NOGO

Lufthansa D-AIFC Lufthansa FC

XY-ABC X-BC

XY-ABC call Stephenville TOWER Stephenville TOWER XY-ABC

on initial call ● First call: all characters of the aircraft registration marking + wake turbulence category

Cessna GBZTZ Cessna TZ

Relevant Weather Information

VOLMET Met information for aircraft in flight that broadcast TAF, SIGMET, SPECI and METAR reports on shortwave
frequencies
● Reports sent via automated voice transmissions to aircraft in flight
○ Met data from more than 1 aerodrome in advance (when a distance away)
● Includes aviation routine weather reports (METAR) of specific airports

Clouds Vertical Reference for Cloud Ceiling → Aerodrome Elevation

SVC If no clouds and no restriction on VV + CAVOK inappropriate

FEW 1 -2 Oktas

Scattered (SCT) 3 - 4 Oktas

Broken (BKN) 5 - 7 Oktas

Overcast (OVC) 8 Oktas (100%)

NSC No clouds below 1500m (5000ft) or highest MSA

No CB + restriction on VV
CAVOK & SVC inapplicable

CAVOK Visibility 10km or more

NSC below 5000ft
No weather of significance

Decoding Winds If it is received by voice: Magnetic heading

● ATIS
● Reported by the tower
Received by Text/Data link: True Heading
● METAR
METAR
Visibility reporting: Less than 800m: Steps of 50m
Between 800m and 5km: steps of 100m
Between 5km and 10km: steps in km

Wind Speed in m/s or kt

o
Temperature C

ATIS Routine information to arriving and departing aircraft by means of continuous and repetitive broadcast
● Provides pilots with information about weather, runway in use and approach type to be expected
Broadcasted: on a discrete VHF frequency or/and VOR

D-ATIS → Data link Automatic Terminal Information Service

Coefficient/ Braking Action

Measured or Calculated Coefficient Estimated Surface Friction

0.40 and Above Good (Brakes 5)

0.36 - 0.39 Medium / Good (Brakes 4)

0.30 - 0.35 Medium (Brakes 3)

0.26 - 0.29 Medium / Poor (Brakes 2)

0.25 and Below Poor (Brakes 1)

9 - Unreliable Unreliable (Brakes 9)

● Wet snow and Slush

Transmissions
ATC transmitting RVR RVR Runway Number, (first position)(Distance)(units), (second
position)(Distance)(units), (third position)(Distance)(units)
● RVR runway 16 touchdown … metres, mid-point … metres, stop-end … metres
VISIBILITY 1200 = 1200m

R14/ 1400 U RVR runway one-four 1400 meter upward tendency

 Voice Communication Failure
Comms Failure Procedure - Attempt to establish contact on the previous channel used or on another channel appropriate to the route
Radio ● If failed → aircraft station shall transmit its message twice on the designated channel (same freq) preceded
by the phrase “TRANSMITTING BLIND” + Advise time of the next intended transmission
○ Used by an aircraft station being aware of receiver failure
○ Frequency on which transmission made can be omitted
An Aircraft operating within a network → shall monitor the appropriate VHF channels for calls from nearby aircraft
Squawk 7600

Comms Failure Procedure -

Flight
VMC Continue to fly in VMC
Land at the nearest suitable aerodrome
Report its arrival by the most expeditious means to the appropriate ATSU
BUT
● If ADVISABLE, complete to fly IFR flight according to the flight plan until reaching the
destination

IMC ➔ Radar: maintain last assigned speed and level for 20 mins following failure to report position
and the adjust in accordance to flight plan
➔ No radar: maintain last assigned speed and level for 7 mins aft compulsory reporting point
➔ Rejoin current flight plan not later than the next significant point
◆ Taking into account the Applicable min flight altitude
➔ Hold over designated nav aid until the EAT last received and acknowledged
➔ Commence descent over designated Nav aid at, or as close to, the ETA resulting from the
current flight plan
➔ Approach not before EAT and no later than 30 mins after ETA
➔ Land within 30 mins after Estimated time of Arrival

Keep watch for instructions via Visual Signals

● When the aircraft is forming part of the aerodrome traffic at a controlled aerodrome

Transponder Failure Before Departure: ATC will try to give you clearance where repair can be made
Shortly aft Departure: aircraft may be required to return
After Departure & Enroute: ATC will try to make flight to destination possible
*inform the competent ATCU immediately
 Distress and Urgency Procedures

Definitions Distress: a condition of being threatened by serious and/or imminent danger and of requiring immediate
assistance

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

Procedures
Context Procedure

Distress Procedure (Squawk 7700 How to Impose Silence

Code A) Preceded by distress signal MAYDAY spoken 3 times
● Callsign of unit calling can be omitted
● Message declared preferably on the current station which
the pilot is in contact with
OR ‘STOP TRANSMITTING’

How to End Silence

● ‘ DISTRESS TRAFFIC ENDED’
● ‘CANCEL DISTRESS’
Subsequent Obligations
a. Be on the Air-ground frequency in use at the time
b. Consist of as many of the following
i. Name of station addressed
ii. Identification of aircraft
iii. N.I.P.P.L.E

Urgency message PAN-PAN spoken 3 times

Name of station + aircraft identification
N-I-P-P-L-E
Nature
Intention
PP: Present Position
Level
Etc (level and heading …)

After distress call made (other AFT DISTRESS CALL

aircraft) a. Stop transmitting messages
b. Do not interfere with the communications

NO RESPONSE FROM ATC

1. Immediately acknowledge the distress message
2. Relay information to the appropriate ATSU
3. Take control of comms or specifically and clearly transfer
that responsibility, advising the aircraft if a transfer is made

RESUME COMMS
1. The distress is cancelled, or distress traffic terminated
2. Distress traffic transferred to other frequencies
3. The station in control of the communication has given
permission
4. To render assistance to the distress traffic

International Emergency Frequency Frequency: 121.500 MHz

 VHF Propagation and Allocation of Frequencies

Airband The spectrum of frequencies used for radio communication in aviation

● Often referred to the VHF Spectrum, in particular 108 - 137 MHz
○ 108 - 117.975 MHz: NAVIGATIONAL AIDS
○ 118 - 137 MHz: VOICE COMMS w Amp Modulation
● Channel Spacing
○ Has been 25 kHz
○ Changing to 8.33 kHz in ICAO European Region
○ If 8.33 is not present, pick 25
VHF Trivia
● Propagates as space waves (Line of sight)
● Attenuated due to → tropospheric conditions & atmospheric absorption
○ Including the Terrain and obstacles on the Earth Surface
● Attenuation: the weakening of the radiated waves
● Factors affecting Propagation
○ Curvature of the Earth
○ Line of Sight
○ Vehicles/obstacles parked close to the ground transmitter
○ Transmitter power
○ High air density + low wavelength = Increased attenuation
○ Lower Temp + Higher Freq = Increased Attenuation
○ Shielding by parts of the aircraft
○ Extend Range → Super refraction

Frequencies Very Low Minima Has Victor Using Safety Equipment

Very Low Frequency (VLF) 3 - 30 kHz

Low Frequency (LF) 30 - 300 kHz

Medium Frequency (MF) 300 - 3000 kHz

High Frequency (HF) 3 - 30 MHz

Very High Frequency 30 - 300 MHz

(VHF)

Ultra High Frequency 300 - 3000 MHz

(UHF)

Super High Frequency 3 - 30 GHz

(SHF)

Extremely High Frequency 30 - 300 GHz

(EHFR)

Formulas Power = Range2

Range = 1.23 (√h1 + √h2)

● Higher the height of transmitter = Higher range

Range ∝ 1/ Frequency
 Other Communications

Special Air Report Shall be made as soon as possible whenever the following are observed:
1. Mod - Sev turbulence
2. Mod - Sev Icing
3. Severe Mountain waves
4. Thunderstorms
5. Volcanic Eruption
6. Heavy Sandstorm

Special air Report takes precedences over routine air report → can omit the latter

Routine Air Report Aircraft not equipped with air-ground data link shall be exempted from making routine aircraft observations unless
specifically requested by ATC

Morse Code Identifier → combination of 2 - 4 letters which is unique to the station and made of a sequence of dots and dashes and space
between them