PPL Radiotelephony Manual Antonios...

PPL Radiotelephony ManualAntonios Papadakis

VFR Communications Manual

Intentionally blank

PUSH TO TALK

Chapter 1: Radio Theory

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

1.2 Frequency and Wavelength………..…………………………………1

1.3 The frequency spectrum………………………………………………2-3

1.4 Adding information……………………………………………………..3-6

1.5 Cockpit equipment………………………………………………………6-7

1.6 Ground direction finding……………………………………………….8-9

1.7 Distress frequencies…………………………….………………………..9

Chapter 2: Aeronautical Mobile Service

Introduction……………………………………………………………………….12-13 2.1 Category of messages……..………………………………………...14 2.2 Distress calls….……………………………………….……………….14-18 2.3 Urgency messages……………………………………………………..19 2.4 Direction finding…………………………………………………..……20-21 2.5 Flight safety messages………………………………………………..21 2.6 Meteorological messages…………………………………………….22 2.7 Flight regularity messages…………………………………………..22 2.8 Aircraft communications failure…………………………………23-24 Chapter 3: Radio Techniques and Phraseology Introduction………………………………….………………………………………27 3.1 Transmitting………….………………………………………………..27-28 3.2 Transmission of time……………………………………….………….28 3.3 Transmission of letters………………………………….…………….29 3.4 Transmission of numbers……………………………….……………30 3.5 Transmission of frequencies.……….……..……………………….31

3.6 Standard words and phrases……………………………………..32-33 3.7 Call signs…….……………………………………………………………34-36 3.8 Continuation of communications……….……………………....36-37 3.9 Transfer of communications…………………..…………………....38 3.10 Clearance issue and read back requirements………………..38-40 3.11 Test Transmissions……………………………………………………40-41 3.12 Routine position reports……………………………………………..42-43 3.13 Automatic terminal information service (ATIS)…………..…43-44 Chapter 4: Aerodrome Control of Aircraft 4.1 Pre-Start procedures………………………………………………….47-48 4.2 Taxi instructions………………………………………………………..48-49 4.3 Take-off procedures………………………………………………….49-53 4.4 In the cirquit……………………………………………………………..54-56 4.5 Final approach and landing…………………………………………57-58 4.6 Go around………………………………………………………………..58-59 4.7 After landing……………………………………………………………….60


Page | 0

Chapter 1

Radio Theory


Intentionally blank


Page | 1

1.1 Producing a radio wave

To produce a radio wave we need an oscillating electrical current and

an aerial. The electrons moving backwards and forwards in the aerial

produce a changing electrical field which moves away from them at

the speed of light. We call this electrical field a wave.

1.2 Frequency and Wavelength

The number of cycles a wave performs in 1 second is called frequency

( f ) and is measured in Hertz (Hz).

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

and is measured in meters (m).

The relationship between frequency and wavelength is expressed by

the formula:

c = l x f

Where c = 3 x 10⁸ m/s the speed of light.

High frequencies have low wavelengths and vice versa.


Page | 2

1.3 The frequency spectrum

Aviation communications use the VHF band from 118MHz to

137MHz. Frequency spacing can be 25KHz or in most recent

transmitters 8.33KHz.

Factors affecting range include:

Transmitter power

Height of transmitter and

receiver

Obstructions


Page | 3

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

by the formula:

Max Theoretical Range = 1.23 √H1 + 1.23 √H2

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

receiver in feet measured AMSL and the range output expressed in

nautical miles.

1.4 Adding information

The frequency of the radio wave on its own is not audible. Even if it

was, it would only be heard as a monotone. Any information to be

transmitted must be laid on top of this wave, which now acts as a

carrier wave, before transmission and decoded by the receiver. This

is known as modulation and de-modulation.

Amplitude Modulation

The simplest form of modulation is to vary the strength or the

amplitude of the carrier wave to transmit information. This is

called amplitude modulation (AM).

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

noise and interference.


Page | 4

Frequency Modulation

As an alternative to varying the amplitude the frequency may

be varied. This is known as frequency modulation (FM).

FM is more complex but reduces static and interference.


Page | 5

Pulse modulation

Pulse modulation sends digital data or Morse.


Page | 6

1.5 Cockpit equipment

The panel used to select witch transceiver we use and to control

intercom, is called audio box.


Page | 7

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

hear (e.g. COM1 or 2, NAV, ADF). The COM1MIC etc buttons allow us

to select the comm. we want to talk to. Usually by pressing a

COM_MIC button the upper selection is done automatically. There

are two knobs to control volume and sensitivity. The left knob is also

the ON/OFF knob.

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

Select frequency.

Swap standby and active frequency.

Volume and ON/OFF control (by pushing inwards you

cancel Squelch).


Page | 8

1.6 Ground Direction Finding

Some VHF radio stations are equipped with automatic direction

finding (VHF DF). Bearing information can be provided on request

expressed as either true or magnetic direction either to or from the

station. A Q code is used to avoid confusion.

QTE : true bearing from the station

QDR : Magnetic bearing from the station

QDM : Magnetic bearing to the station


Page | 9

Bearings are classified by their quality. There are four classes

according to the accuracy of the station.

Class A : ±2°

Class B : ±5° (the most common)

Class C : ±10°

Class D : more than 10°

1.7 Distress Frequencies

A number of specific radio frequencies are used as distress

frequencies.

121.500MHz (VHF) Aeronautical Emergency Frequency

243.0MHz (UHF) Military Emergency Frequency

500KHz (MF) International Distress Frequency

2182KHz (MF) International Distress Frequency


Intentionally blank


Page | 11

Chapter 2

Aeronautical Mobile

Service


Intentionally blank


Page | 12

The Aeronautical Mobile Service is the term for air to air or ground to

air communications. The rules for using the aeronautical mobile

network are laid out in ICAO Annex 10 Volume 2. Some general guide

lines are:

In all communications, the highest standard of discipline shall

be observed at all times. In all situations for which standard

radiotelephony phraseology is specified, it shall be used.

The transmission of messages on aeronautical mobile

frequencies, when the aeronautical fixed services are able to

serve the intended purpose, shall be avoided.

The consequences of human performance can affect

understanding of messages and should be taken into

consideration.

Except as otherwise provided, the responsibility of

establishing communication shall rest with the station having

traffic to transmit.

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

period of at least 10 seconds should elapse before a second

call is made. This should eliminate unnecessary transmissions

while the aeronautical station is getting ready to reply to the

initial call.


Page | 13

When an aeronautical station is called simultaneously by

several aircraft stations, the aeronautical station shall decide

the order in which aircraft shall communicate.

In communications between aircraft stations, the duration of

communication shall be controlled by the aircraft that is

receiving, subject to the intervention of an aeronautical

station. If such communications take place on an ATS

frequency, prior permission of the aeronautical station shall

be obtained. Such request or permission is not required for

brief exchanges.

Intentionally blank


Page | 14

2.1 Category of Messages

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

2.2 Distress Calls

A state of distress exists when being threatened by serious or

imminent danger and requiring immediate assistance.


Page | 15

Actions to be taken by an aircraft in distress

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

the last active frequency and should be preceded by the distress

signal MAYDAY spoken three times. The message should consist of as

many as possible of:

The name of the station addressed.

The identification of the aircraft.

The nature of the distress condition.

The intention of the person in command.

The present position, altitude and heading.

Actions to be taken in reply

The first station acknowledging the message should:

Immediately acknowledge the distress message.

Take control of the communications or specifically and

clearly transfer that responsibility, advising the aircraft

if a transfer is made.

Take immediate action to ensure that all necessary

information is made available, as soon as possible. To

the ATS and the aircraft operating agency.

Warn other stations as appropriate, in order to

prevent the transfer of traffic to the frequency of

distress communications.


Page | 16

Imposition of silence

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

be permitted to impose silence, either on all stations of the mobile

service in the area or any station that interferes with the distress

traffic. It shall address these instructions ‘’to all stations”, or to one

station only using the message ‘’STOP TRANSMITTING’’ and the

distress signal MAYDAY.


Page | 17

Actions by all other stations

The distress communications have absolute priority over all other

communications, and a station aware of it shall not transmit on the

frequency concerned unless:

The distress is cancelled or the distress traffic is

terminated

All distress traffic has been transferred to other

frequencies

The station controlling communication gives

permission

It is obliged to render assistance.


Page | 18

Termination of distress communication and of silence

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

distress.

The distress communication and silence shall be terminated by

transmitting a message using the words ‘’DISTRESS TRAFFIC ENDED’’.

Only the station controlling the communications can originate this

message.


Page | 19

2.3 Urgency messages

A state of urgency is a condition concerning the safety of an aircraft

or other vehicle, or of some person on board or within sight, but

which does not require immediate assistance.

Action by an aircraft reporting urgency conditions

Urgency messages are preceded by the phrase PAN PAN preferably

spoken three times. The message should consist:

The name of the station addressed

The identification of the aircraft

The position and altitude of the aircraft

The nature of the urgency condition

The intention of the person in command


Page | 20

2.4 Direction Finding

A bearing may be requested using the Q code or in plain English

speaking ‘’TRUE BEARING’’ twice at the beginning of the message. By

convention the Q codes are used for magnetic bearings to and from

the station and plain English is used to request a true bearing from

the station.The aeronautical stations that offer VDF services are listed

in the AIP AD.VDF bearings will be given when conditions are

satisfactory and radio bearing fall within calibrated limits of the

station


Page | 21

2.5 Flight Safety Messages

Flight safety messages are the following:

Movement and control messages.

Messages originated by an aircraft operating agency or by an

aircraft of immediate concern to an aircraft in flight.

Meteorological advice of immediate concern to an aircraft in

flight or about to depart.

Other messages concerning aircraft in flight or about to

depart.

Most communications between ATC and aircraft falls into this

category.


Page | 22

2.6 Meteorological Messages

Are messages to or from aircraft containing meteorological

information other than that listed as a flight safety message.

2.7 Flight Regularity Messages

The class of messages labeled as flight regularity messages contains

the following:

Messages concerning the operation or maintenance of

facilities essential for the safety or regularity of aircraft

operation.

Messages concerning the servicing of aircraft.

Instructions to aircraft operating agency representatives

concerning changes in requirements for passengers and crew,

caused by unavoidable deviations from normal operating

schedules.

Messages concerning non-routine landings to be made by

aircraft.

Messages concerning aircraft parts and materials urgently

required.

Messages concerning changes in aircraft operating schedules.


Page | 23

2.8 Aircraft Communications Failure

When an aircraft station fails to establish contact with the

aeronautical station on the designated frequency, it shall attempt

to establish contact on another frequency appropriate to the

route. If this attempt fails the aircraft shall attempt to establish

communication with another aircraft or other aeronautical

stations appropriate to the route. In addition, an aircraft

operating within a network shall monitor the appropriate VHF

frequency for calls from nearby aircraft.

If the attempts specified above fail the aircraft station shall

transmit its message twice on the designated frequency,

preceded by the phrase ‘’TRANSMITING BLIND’’. Blind

transmissions should be transmitted twice on both primary and

secondary frequencies. Before changing frequency the aircraft

should announce the frequency to which it is changing.

Receiver Failure

When an aircraft is unable to communicate due to receiver

failure, it shall transmit reports on scheduled times or positions,

on the frequency in use, preceded by the phrase ‘’TRANSMITTING

BLIND DUE TO RECEIVER FAILURE’’.

The aircraft station shall transmit the intended message, following

this by a complete repetition. During this procedure the aircraft

shall also advise the time of its next intended transmission.


Page | 24

When an aircraft is unable to establish communication due to

airborne equipment failure it shall, when so equipped, select the

appropriate SSR code to indicate radio failure. The transponder

code selected in this situation is 7600.

In addition the aircraft, when forming part of a controlled

aerodrome traffic, shall keep watch for such instructions as may

be issued by visual signs. (The type of these signs are mentioned

in Air Law.)

Other actions during communication failure

When flying VFR in the event of communications failure and, if

the aircraft can maintain VMC, land at the nearest suitable

aerodrome and report arrival as expeditiously as possible.

Approaching an airport the pilot should fly overhead at an altitude

higher than the traffic altitude. Make visual signs to the airport

control by switching lights on and off and by swinging the aircrafts

wings. During this time the direction of wind and the runway in

use could be available to the pilot by monitoring other traffic on

the circuit. Always look out for visual signs by the airport that

notice you it is safe to land.


Intentionally blank


Page | 26

Chapter 3

Radio Techniques and

Phraseology


Intentionally blank


Page | 27

Standardized R/T procedures are essential in aviation. Many

accidents have been caused because operators did not follow the

standard procedures and radio messages where misunderstood or

missed.

3.1 Transmitting

Your transmissions are more likely to be understood if you follow

some simple rules:

Before transmitting listen out to the frequency to ensure

there will be no interference with a transmission from

another station.

Be familiar with good microphone operating techniques.

Use a normal conversational tone.

Maintain an even rate of speech. (About 100 words/min.)

When it is known that the recipient will write down the

message, speak a little slower.

A slight pause before and after numbers make them easier

to understand.

Avoid using hesitation sounds.

Press the push to talk button fully before speaking and

don’t release it until the message is complete.


Page | 28

The stuck microphone

An irritating and potentially dangerous situation in R/T is a stuck

microphone button. If the transmission button is held or stuck down

the frequency becomes unusable by other traffic. For this reason

always ensure that the button is released and the transmission is

stopped. On most radio stations a sign with the letter ‘’T’’ is

appearing when the radio transmits. This is a good way to check you

are not in a stuck microphone situation.

3.2 Transmission of time

When transmitting time only the minutes of the hour are normally

transmitted, unless there is any possibility of confusion. Coordinated

Universal Time (UTC) shall be used.

TIME TRANSMITTED AS PRONOUNCED AS

0803 ZERO THREE or ZERO EIGHT ZERO THREE

ZE-RO TREE or ZE-RO AIT ZE-RO TREE

1300 ONE THREE ZERO ZERO

WUN TREE ZE-RO ZE-RO

2057 FIVE SEVEN or TWO ZERO FIVE SEVEN

FIFE SEV-en or TOO ZE-RO FIFE SEV-en

Pilots may check the time with the appropriate ATS unit by

transmitting ‘’TIME CHECK’’.


Page | 29

3.3 Transmission of letters


Page | 30

3.4 Transmission of numbers


Page | 31

3.5 Transmission of frequencies

Frequency Transmitted as Pronounced a 118.125 One One Eight

Decimal One Two Five

WUN WUN AIT DAY SEE MAL

WUN TOO FIFE

119.050

One One Nine Decimal Zero Five

Zero

WUN WUN NINER DAY SEE MAL

ZERO FIFE ZERO

122.500 One Two Two Decimal Five

WUN TOO TOO DAY SEE MAL FIFE

118.000

One One Eight Decimal Zero

WUN WUN AIT DAY SEE MAL

ZERO


Page | 32

3.6 Standard words & phrases


Page | 33


Page | 34

3.7 Call signs

Call signs for aeronautical stations

Service Suffix Area Control CONTROL

Radar (in general) RADAR

Approach Control APPROACH

Aerodrome Control TOWER

Approach Control Radar Arrival/Departure

DIRECTOR/DEPARTURE (RADAR – when tasks combined) ARRIVAL – (when approved)

Ground Movement Control GROUND

Military Traffic Zone (MATZ) Crossing

ZONE

Precision Approach Radar TALKDOWN

Flight Information INFORMATION

Air/Ground Communication Service

RADIO

Clearance Delivery DELIVERY


Page | 35

Call signs for aircraft

When establishing communication, an aircraft shall use the full

callsigns of both stations.

After satisfactory communication has been established and provided

that no confusion is likely to occur, the ground station may abbreviate

callsigns (see table below). The pilot may only abbreviate the callsign

of his aircraft if it has first been abbreviated by the aeronautical

station.


Page | 36

Full Callsign Abbreviation

GBFRM G-RM

Speedbird GBGDC Speedbird DC

N31029 N029

N573DA N3DA

Midland 640 (Type C callsign)

No abbreviation

Piper GBSZT Piper ZT

SX-ARD S-RD

3.8 Continuation of communications

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

message;

b) Reply – Repeat of pertinent information/readback/acknowledgement then aircraft callsign.


Page | 37

When it is considered that reception is likely to be difficult, important elements of the message should be spoken twice. If there is a doubt that a message has been correctly received, a repetition of the message shall be requested either in full or in part using the phrase “SAY AGAIN”.


Page | 38

3.9 Transfer of communications

To transfer communications with an aircraft to another unit, controllers shall pass instructions giving: a) The identity of the unit to be contacted; b) The frequency to be used for contact. Transfer of communication instructions should be passed in a single message. Items which require a read-back should normally be passed in a separate transmission before transfer. If no further communication is received from the pilot after an acknowledgement, satisfactory transfer of communication may be assumed. An aircraft will normally be advised by the appropriate aeronautical station to change from one radio frequency to another in accordance with agreed procedures. In the absence of such advice, the aircraft shall notify the aeronautical station before such a change takes place. Aircraft flying in controlled airspace must obtain permission from the controlling authority before changing frequency.

3.10 Clearance Issue and Read Back Requirements

Provisions governing clearances are contained in the PANS-ATM (ICAO Doc 4444). A clearance may vary in content from a detailed description of the route and levels to be flown to a brief standard instrument departure (SID) according to local procedures. Controllers will pass a clearance slowly and clearly since the pilot needs to write it down; wasteful repetition will thus be avoided. Whenever possible, a route clearance should be passed to an aircraft before start up and the aircraft’s full callsign will always be used. A route clearance and local departure instructions shall not be passed


Page | 39

in the same transmission. When a route clearance is passed subsequent to local departure instructions, or to an aircraft that is already airborne, tactical restrictions that remain in place shall be reiterated to ensure that the immediate profile to be flown by the pilot is unambiguous. Generally, controllers will avoid passing a clearance to a pilot engaged in complicated taxiing maneuvers and on no occasion when the pilot is engaged in line up or take-off maneuvers. An ATC route clearance is NOT an instruction to take-off or enter an active runway. The words 'TAKE-OFF' are used only when an aircraft is cleared for take-off. At all other times the word 'DEPARTURE' is used. The stringency of the read back requirement is directly related to the possible seriousness of a misunderstanding in the transmission and receipt of ATC clearance and instructions. ATC route clearances shall always be read back unless otherwise authorized by the appropriate ATS authority in which case they shall be acknowledged in a positive manner. Read backs shall always include the aircraft callsign. The ATS messages listed below are to be read back in full by the pilot/driver. If a readback is not received the pilot/driver will be asked to do so. Similarly, the pilot/driver is expected to request that instructions are repeated or clarified if any are not fully understood.


Page | 40

1) Taxi/Towing Instructions 2) Level Instructions 3) Heading Instructions 4) Speed Instructions 5) Airways or Route Clearances 6) Approach Clearances 7) Runway-in-Use 8) Clearance to Enter, Land On, Take-Off On, Backtrack, Cross, or

Hold Short of any Active Runway 9) SSR Operating Instructions 10) Altimeter Settings 11) VDF Information 12) Type of ATS Service 13) Frequency Changes 14) Transition Levels

If at any time a pilot receives a clearance or instruction with which he cannot comply, he should advise the controller using the phrase 'UNABLE' (COMPLY) and give the reason(s).

3.11 Test Transmissions

All radio transmissions for test purposes shall be of the minimum duration necessary for the test and shall not continue for more than 10 seconds. The recurrence of such transmissions shall be kept to the minimum necessary for the test. The nature of the test shall be such that it is identifiable as a test transmission and cannot be confused with other communications. To achieve this the following format shall be used: • The callsign of the aeronautical station being called; •The aircraft identification; • The words 'RADIO CHECK'; • The frequency being used;


Page | 41

The operator of the aeronautical radio station being called will assess the transmission and will advise the aircraft making the test transmission in terms of the readability scale (Table below), together with a comment on the nature of any abnormality noted (i.e. excessive noise) using the following format: • 'the aircraft identification'; • 'the callsign' of the aeronautical station replying; • 'READABILITY x' (where 'x' is a number taken from Table 11); • 'additional information' with respect to any noted abnormality; NOTE: For practical reasons it may be necessary for the operator of an aeronautical station to reply with 'STATION CALLING (frequency or 8.33 channel) UNREADABLE'.

Readability Scale Meaning 1 Unreadable

2 Readable now and then

3 Readable but with difficulty

4 Readable

5 Perfectly Readable


Page | 42

3.12 Routine Position Reports

Position reports, formally called AIREPs, are required unless either the AIP or the ATS unit permit the pilot to omit them. Position reports contain the following elements of information, except that the last three may be omitted when prescribed on the basis of regional air navigation agreements.

Aircraft identification

Position

Time

Level

Next position and time over

Ensuing significant point


Page | 43

When transmitting time, only the minutes should normally be required. Each digit should be pronounced separately. The hour should be included when any possibility of confusion is likely to arise.

3.13 Automatic Terminal Information Service

(ATIS)

To keep down the RT traffic at busy aerodromes routine arrival and departure information is broadcast on a dedicated frequency or on an appropriate VOR frequency. Pilots inbound or requesting departure are normally required on first contact to ensure the receipt of these messages by quoting the code letter of the broadcast. ATIS is usually updated every 30 minutes following the weather observations taken at 20 or 50 minutes past the hour.

ATIS will include the following:

Aerodrome name

ATIS identification letter (A to Z with ‘’A’’ being the first broadcast)

Time of weather observation

Type of approach to be expected and RWY in use

Runway condition, if appropriate

Holding delay, if appropriate

Transition level, if applicable

Other essential operational information


Page | 44

Surface wind in magnetic degrees and knots

Visibility and RVR if applicable in kilometers or meters

Present weather (e.g. Precipitation)

Cloud amount below 5000ft and height of cloud base in feet or CAVOK

Air and Dew Point temperature in degrees Celsius

QNH altimeter settings

Any available information on phenomena in the approach or climb out areas

Trend type forecast if available (e.g. NOSIG, TEMPO)

Specific ATIS instructions

The term CAVOK is used in terms of visibility, weather and cloud provided that:

Visibility is 10 kilometers or more

There is no cloud of operational significance

No significant weather phenomena is present


Page | 46

Chapter 4

Aerodrome Control of

Aircraft


Intentionally blank


Page | 47

4.1 Pre – Start Procedures

Where no ATIS is provided the pilot may ask for current aerodrome information before requesting start up.

It is normal to all but the smallest airports to request a Start-up clearance. Along with this request the location of the aircraft and ATIS information if available should be stated.


Page | 48

4.2 Taxi Instructions

Taxi instructions issued by a controller will always contain a clearance limit, which is the point at which the aircraft must stop until further permission to proceed is given.

When it is required to cross an active runway the aircraft is not permitted to cross unless it is cleared by the controller. When passing the runway the pilot should transmit ‘’CROSSING’’ and when the aircraft vacates the runway the pilot should transmit ‘’VACATED’’.


Page | 49

4.3 Take-Off Procedures

Since misunderstandings in the granting and acknowledgement of take-off clearances result in serious consequences, care should be taken to ensure that the phraseology employed during the taxi maneuvers cannot be interpreted as a take-off clearance. An aircraft should never transmit the phrase TAKE-OFF unless the controller issues a clearance for take-off for the particular aircraft. The word DEPARTURE should be used instead.


Page | 50

If an aircraft is cleared for an immediate take-off it is expected to take-off without delay, a rolling take-off.


Page | 51

Local departure instructions may also be given as part of the take-off clearance.


Page | 52

When the aircraft has started the take-off roll, and ATC consider it necessary for the aircraft to abandon take-off, the aircraft should be instructed to STOP IMMEDIATELLY twice. The aircraft should respond STOPPING.


Page | 53

If the take-off is abandoned by the pilot, the ATC should be informed as soon as practicable by calling REJECTED TAKE-OFF.


Page | 54

4.4 In the Circuit

Requests for circuit joining procedures should be made in sufficient time to allow for a planned entry into the circuit, taking other traffic into account. When the traffic circuit is a right-hand pattern, it should be specified either in the AIP or by the ATC.


Page | 55

Depending on the prevailing traffic and the direction from which an aircraft is arriving, it may be requested to execute a straight-in approach.


Page | 56

The pilot having joined the traffic circuit makes routine reports as required by local procedures.

It may be necessary to issue delaying or expediting instructions in order to co-ordinate traffic in the circuit.


Page | 57

4.5 Final Approach and Landing

A ‘’FINAL’’ report is made when an aircraft turns onto final within 4 NM from touchdown. If the aircraft is at a greater distance, a ‘’LONG FINAL’’ report is made at about 8 NM from touchdown.

Runway in use should always be read back after the landing clearance. In order to save taxiing time when flying training in the traffic circuit pilots may request to carry out a ‘’TOUCH AND GO’’ during which the aircraft lands, continues rolling and takes off, without stopping.


Page | 58

4.6 Go Around

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


Page | 59

If ATC require a go around they will use the instruction ‘’GO AROUND’’ twice.


Page | 60

4.7 After Landing

Unless absolutely necessary, controllers should not direct taxi instructions to pilots until the landing roll is complete. Pilots should remain on tower frequency when clear of runway unless otherwise advised.

PPL Radiotelephony Manual Antonios...

Documents

Transcript of PPL Radiotelephony Manual Antonios...