FRTOL

Selcal:- In international aviation, SELCAL or Sel Cal is a selective-calling radio system that can alert an
aircraft's crew that a ground radio station wishes to communicate with the aircraft.

All RTF communications are to be conducted on the allocated frequency For licensed aerodromes, allocated
frequencies are promulgated in the AIP Pilots declaring an emergency should use the following RTF
phraseology “MAYDAY, MAYDAY, MAYDAY” or “MAYDAY, MAYDAY, MAYDAY FUEL” and controllers shall
provide such aircraft with flight priority category A (ICAO Annex 6).

Ex:-
MAYDAY MAYDAY MAYDAY FUEL
(name of station addressed where
appropriate and time permits) VT-AAS

Outer Marker (OM) The outer Marker is located 3.5 to 6 NM from the runway’s Threshold.
The signal is Modulated at a frequency of 400Hz, made up by a Morse code – a group of two dots per second.
On the aircraft, the signal is received by a 75 MFz marker receiver.

Middle Marker (MM)

The middle marker is located about 0.5 to 0.8 NM (926 to 1482M) from the runway’s threshold. And audio
signal is Two dashes or six dots per second. The frequency of the identification tone is 1300 Hz. Visual
indication amber (yellow) colour .

Inner Marker (IM)

The inner marker modulated freq. of 3000 Hz. And identification signal is SIX dots per second . the beacon is
located 60m in front of the runway’s threshold.

The International Telecommunication Union (ITU) is an agency of the United Nations (UN) whose purpose
is to coordinate telecommunication operations and services throughout the world. Originally founded in 1865.
ITU headquarters are in Geneva, Switzerland.
Automatic Terminal Information Service, or ATIS, is a continuous broadcast of recorded aeronautical
information in busier airports. ATIS broadcasts contain essential information, such as weather information,
active runways, available approaches, NOTAM, and any other information required by the pilots
Runway visual range (RVR) is in aviation meteorology the distance over which a pilot of an aircraft on the
centreline of the runway can see the runway surface markings delineating the runway or identifying its centre
line. RVR is normally expressed in feet or meters.
Radiotelephony A form of radio communication primarily intended for the exchange of information in the
form of speech.
Runway A defined rectangular area on a land aerodrome prepared for the landing and take-off of aircraft.
Special VFR Flight A VFR flight cleared by air traffic control to operate within a control zone in
meteorological conditions below VMC.
Visual Meteorological Conditions (VMC) Meteorological conditions expressed in terms of visibility, distance
from cloud, and ceiling, equal to or better than specified minima

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What is the Range of frequencies ?

CATEGORIES OF MESSAGES AND ORDER OF PRIORITY

According to ICAO, Annex 10, Chapter 5 all the communication between pilots and air traffic controllers can
be categorised into 6 categories of messages depending on the priority of information being transmitted.

DISTRESS CALLS, DISTRESS MESSAGES, AND DISTRESS TRAFFIC

1. URGENCY MESSAGES
2. DIRECTION FINDING MESSAGE/COMMUNICATION RELATING TO DIRECTION FINDING
3. FLIGHT SAFETY MESSAGES
4. METEOROLOGICAL MESSAGES
5. FLIGHT REGULARITY MESSAGES
6. STATE TELEGRAM

1. DISTRESS CALLS, DISTRESS MESSAGES, AND DISTRESS TRAFFIC (poruka nevolje) - A condition
of being threatened by serious and /or imminent danger and of requiring immediate assistance (MAYDAY –
radiotelephony signal)

2. URGENCY MESSAGES, including messages preceded by the medical transports signal – (poruka hitnosti) -
A condition concerning the safety of an aircraft but does not require immediate assistance (PAN,PAN or PAN,
PAN MEDICAL – radiotelephony signal)

- Medical transport – “any means of transportation by land, water, or air, whether military or civilian,
permanent or temporary, assigned exclusively to medical transportation and under the control of a competent
authority of a Party to the conflict”

3. DIRECTION FINDING MESSAGE/COMMUNICATION RELATING TO DIRECTION FINDING (poruke

radiogoniometrijskog smjera) - VDF using Q codes, radar vectors

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4. FLIGHT SAFETY MESSAGES (poruke o sigurnosti leta) - 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 (individually
communicated or for broadcast); - other messages concerning aircraft in flight or about to depart.

5. METEOROLOGICAL MESSAGES (meteorološka poruka) - reports, forecasts, warnings); comprise

meteorological information to or from aircraft.

6. FLIGHT REGULARITY MESSAGES (letačko operativna poruka) - messages regarding 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 the aircraft; - messages concerning aircraft parts or
materials urgently required; - messages concerning changes in aircraft operating schedules.

What is QNH ?
QNH = The pressure measured at station then reduced down to mean sea level pressure. When set on your
altimeter it will read your ALTITUDE. Sat on the tarmac at your airfield the altimeter will display the airfields
elevation above mean sea level (AMSL).
QFE = Is mean sea level pressure corrected for temperature, adjusted for a specific site or datum like an airfield,
being the most obvious example. When this is set on your altimeter, it will read your HEIGHT not altitude. It
will read zero at airfield elevation and after take off will read your HEIGHT above that specific airfield. If you
fly to another airfield of different elevation and/or different QFE pressure, you will have to ensure you reset that
particular airfields QFE if you want your altimeter to read zero on touchdown.
QNE = the Internation Standard Atmosphere (ISA). It is the average mean sea level pressure around the
globe. It is planet earths mean atmospheric pressure at sea level basically. This pressure setting is refered to as
STANDARD in aviation. STANDARD is set from QNH when climbing up through the "Transition Level".
Your altimeter will then read your FLIGHT LEVEL. A reading of 25,000ft is FL250. 5,000ft = FL050.
13,500ft = FL135.

Summary
QNH = Altitude (AMSL)
QNE = Flight Level (FL)
QFE = Height (AGL)
QFF = Not used for altimeter settings
In reality, QNH and STANDARD are the 2 most commonly used pressure settings. The other 2 - QFE is good
for very local aerial work such as circuits at a specific airfield but not much use for wide area flight. QFF is
used in meteorological weather charts.

RESTRICTED EXAMINATION: The Flight Radio Telephone Operator’s Licence (Restricted) examination
is restricted upto Private Pilot’s Licence (PPL) level only.
Restricted means you can operate only aero mobile .
1. The holder of SPL and PPL licence will be eligible to appear in the examination .
2. The examination conducted in two parts : part 1 written and part 2 oral
3. Knowledge of the candidates in Handling Radio Transmitter / Recevier.

INTRODUCTION
The standard for aeronautical operations was laid down by International Civil Aviation
Organization(ICAO) in its 1944 Chicago convention. Most of the standards for Communication
(equipment, standards and procedures) are laid down in Annex 10 Vol.2.

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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 teleprinters
or computers used by controllers, or operations departments.
ATC procedures
For arrivals to India, Air Traffic Control (ATC) provides an Air Defense Clearance (ADC) confirmation
number, allowing you to proceed to your destination once you enter the Indian flight information region (FIR).
This is in addition to any flight plan filed via AFTN. Once your flight plan is given to ATC two confirmation
numbers are provided – the ADC number and a Flight Information Center (FIC) number. Be mindful that the
pilot in command (PIC) may be asked to reconfirm both ADCs and FICs prior to obtaining clearance.
ADC is a security clearance number that informs authorities your aircraft is cleared to land. This has validity of
plus one hour. FIC is the confirmation that your flight plan has been filed, that your flight plan is authentic, and
that you’re approved to depart. An FIC is generally valid for as long as your flight plan, usually one hour. If you
revise departure time the FIC number remains the same.

Flight Plan Specified information provided to air traffic services units, relative to an intended flight or portion
of a flight of an aircraft

Aeronautical Fixed Telecommunication Network (AFTN)

This is a network of fixed local based stations used to send information such as NOTAMS,

WEATHER, FLIGHT PLANS, DEPARTURE & ARRIVAL INFORMATION etc. Formerly this
was mostly teleprinter information but now it is increasingly a digital (computer) network
usually called AFTN.
Aeronautical Mobile Service
This is the service that you will use whenever you use your radio. It is all stations on the ground
or in the air involved in the day-to-day operations of the aircraft.
Backtrack To taxi on a runway-in-use, in the opposite direction to the aircraft’s take- off or landing direction
Blind Transmission
In this case one station is receiving no reply; it could be just his own receiver is not working. So
he transmits ‘blind’, hoping that Control can hear him.
ICAO DEFINITION. A transmission from one station to another in circumstances
where two- way communication cannot be established but where it is believed that the
called station is able to receive the transmission.

Transmission twice :-every word tx. Twice

Read Back
Some important instructions or information must be readback to confirm or to check accuracy
of reception
Altitude. The vertical distance of a level, a point or an object considered as a point, measured
from mean sea level.
Air Traffic All aircraft in flight or operating on the manoeuvring area of an aerodrome
Automatic terminal information service (ATIS). The provision of current, routine information to
arriving and departing aircraft by means of continuous and repetitive broadcasts throughout the day or a
specified portion of the day.
Air Traffic Control Clearance Authorisation for an aircraft to proceed under conditions specified by an air
traffic control unit
Airway A control area or portion thereof established in the form of a corridor

Estimated time of arrival (ETA). The time at which the pilot estimates that the aircraft will be
over a specified location.

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Heading. The direction in which the longitudinal axis of an aircraft is pointed, usually expressed
in degrees North (true, magnetic, compass or grid).
Missed approach procedure. The procedure to be followed if the approach cannot be continued.
Threshold. The beginning of that portion of the runway useable for landing.
Touchdown. The point where the nominal glide path intercepts the runway.
Visual meteorological conditions (VMC). Meteorological conditions expressed in terms of visibility,distance
form cloud and ceiling, equal to or better than specified minima.
Transmitting Technique
The following transmitting techniques will assist in ensuring that transmitted speech is clearly and
satisfactorily received.
1. Before transmitting check that the receiver volume is set at the optimum level and listen out on the
frequency to be used to ensure that there will be no interference with a transmission from another
station.
2. Be familiar with microphone operating techniques and do not turn your head away from it whilst
talking or vary the distance between it and your mouth. Severe distortion of speech may arise from:
a) talking too close to the microphone;
b) touching the microphone with the lips; or
c) holding the microphone or boom (of a combined headset/ microphone system).
3. Use a normal conversation tone, speak clearly and distinctly.
4. 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 recipients, speak at a slightly slower rate.
5. Maintain the speaking volume at a constant level.
6. A slight pause before and after numbers will assist in making them easier to understand.
7. Avoid using hesitation sounds such as ‘er’.
8. Avoid excessive use of courtesies and entering into non-operational conversations.
9. Depress the transmit switch fully before speaking and do not release it until the message is complete.
This will ensure that the entire message is transmitted. However, do not depress transmit switch until
ready to speak.
10. One of the most irritating and potentially dangerous situations in radiotelephony is a ‘stuck’
microphone button. Operators should always ensure that the button is released after a transmission and
the microphone placed in an appropriate place that will ensure that it will not inadvertently be switched
on.
Long Messages If you have a long message pause occasionally. This allows time
to check that the frequency is still clear and gives time for receiver to request repetition
or clarification of parts not received.
TRANSMISSION OF TIME
All time references should be made in Co-ordinated Universal Time (UTC) and using the 24
hour clock. This time zone is sometimes referred to as Zulu (Z). 2400 is midnight and 0001
begins the new day.
When transmitting time, only the minutes of the hour are normally required.
Aircraft Abbreviated Call Sign
Abbreviated call signs shall be used only after satisfactory communications have been established
and provided no confusion is likely to arise.
Only air traffic control may initiate abbreviation of aircraft call signs. Thereafter the pilots
may use abbreviations but must use full call signs if changing to another station .
VT-ACK ,VCK
DISTRESS PROCEDURES
Distress Message :-
In addition to being preceded by the radiotelephony distress signal MAYDAY, preferably spoken
three times, the distress message to be sent by an aircraft in distress shall:

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 1. be on the air-ground frequency in use at the time;
2. consist of as many as possible of the following elements spoken distinctly and, if possible,
in the following order:
a. name of the station addressed (time and circumstances permitting);
b. the identification of the aircraft;
c. the nature of the distress condition;
d. intention of the person in command;
e. present position, level (i.e. flight level, altitude, etc., as appropriate) and
heading.
the distress message of an aircraft in distress being made on the emergency
frequency 121.5 MHz or another aeronautical mobile frequency, if considered necessary or
desirable.
STOP TRANSMITTING’
The radio distress signal ‘MAYDAY’. The use of the signals specified above shall be reserved for
the aircraft in distress and for the station controlling the distress traffic.
Action by all other stations
The distress communications have absolute priority over all other communications, and a station
aware of them shall not transmit on the frequency concerned, unless:
1. the distress is cancelled or the distress traffic is terminated;
2. all distress traffic has been transferred to other frequencies;
3. the station controlling communications gives permission;
4. it has itself to render assistance.
Any station which has knowledge of distress traffic, and which cannot itself assist the aircraft
in distress, shall nevertheless continue listening to such traffic until it is evident that assistance
is being provided.
URGENCY PROCEDURES
Action by the aircraft reporting the condition
(other than by an aircraft used for medical transports)
In addition to being preceded by the radiotelephony urgency signal PAN PAN preferably spoken
three times, the urgency message to be sent by an aircraft reporting an urgency condition shall:
1. be on the air-ground frequency in use at the time
2. consist of as many as required of the following elements spoken distinctly and, if
possible, in the following order:
a. the name of the station addressed
b. the identification of the aircraft
c. the nature of the urgency condition
d. the intent on of the person in command
e. present position, level (i.e. flight level, altitude, etc., as appropriate) and
heading
f. any other useful information

MEDICAL TRANSPORTS
Action by an aircraft used for medical transports
The use of the signal PAN PAN MEDICAL shall indicate that the message which follows
concerns a protected medical transport pursuant to the 1949 Geneva Conventions and Additional
Protocols.
For the purpose of announcing and identifying aircraft used for medical transports, a transmission
of the radiotelephony urgency signal PAN PAN, preferably spoken three times, shall be followed
by the radiotelephony signal for medical transports MAY-DEE- CAL, pronounced as in the
French “mèdical”. The use of the signals described above indicates that the message which
follows concerns a protected med cal transport. The message shall convey the following data:
1. the call sign or other recognised means of identification of the medical transports;
2. position of the medical transports;
3. number and type of medical transports;

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 4. intended route;
5. estimated time en route and of departure and arrival, as appropriate; and
6. any other information such as flight altitude, radio frequencies guarded, languages
used, and secondary surveillance radar modes and codes.
Action by the station addressed or by other stations receiving a medical transports message
The provisions of the above shall apply as appropriate to stations receiving a medical transports
message.

POSITION REPORTING
Compulsory position reports
Compulsory position reports may be required on some routes that may or may not
have designated significant points. These reports shall contain the following elements of
information, except that elements 4, 5 and 6 may be omitted under certain conditions:
1 callsign
2 position
3 time
4 level
5 next position and time
6 ensuing significant point.
VFR Communications Failure
1. Loss of Communications (Radio Failure)
1 . Radio failure procedure should not be considered in isolation and emergency action described in other
chapters should be applied if they are appropriate. For example, if an aircraft fails to make a report when
expected, overdue action may have to be taken at the same time, particularly if the aircraft cannot be tracked on
radar.
2 . Radio failure procedures shall be adopted when:
a) An aircraft is observed to have selected SSR Mode A, code 7600, and the pilot does not respond to ATC
communication;
b) Communication cannot be maintained with an aircraft on any flight which is being provided with an air
traffic control or advisory service;
c) Communication cannot be established with an aircraft operating, or intending to operate, on an IFR flight
plan within controlled or advisory airspace.

2. The pilot of an aircraft operating under VFR should:

(a) not enter controlled airspace, including control zones, unless complying with:
(i) a clearance already received and acknowledged; or
(ii) published COM failure procedures for that aerodrome.
(b) divert to an unattended aerodrome and report arrival to ATS as soon as possible;
(c) if unable to divert to an unattended aerodrome:
(i) continue to operate transponder on code 7600; and
(ii) enter the control zone via a published arrival procedure; or
(iii) approach the aerodrome side-on to the main runway or runway-in-use, and carry out a standard overhead
circuit joining procedure; and
(iv) contact ATS as soon as possible after landing.
(d) If an emergency condition exists switch transponder to emergency code 7700.

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 3. In the event of an apparent aircraft communication failure, the pilot of the aircraft should adopt the following
procedures:
(a) Maintain terrain clearance throughout all procedures.
(b) Switch transponder to code 7600.
(c) Try alternate then secondary published ATS frequencies for the sector or unit you should be in
communication with.
(d) Check aircraft communications equipment.
(e) Listen to ATIS (or FISB) if possible.
(f) Transmit position reports and intentions, assuming the aircraft transmitter is operating, and prefixing all
transmissions with “TRANSMITTING BLIND”.
(g) Turn on landing lights, beacons, and strobe lighting.
(h) If a mobile phone is available in the aircraft, attempt to establish telephone communications with:
Turn on and off landing lights, beacons, and strobe lighting and rocking the wing in front of ATC.
SEMI-CIRCULAR RULE:-
1 . The semi-circular rule is the basic rule for flight level or altitude selection in function of the aircraft heading
in order to ensure basic vertical separation.
Odd and even fight levels:-
For answering to the need of flight level separation between the same types of flight, flight levels have been
separated in two categories: the even and the odd flight level:
A. Even flight level: the last number before the final number 0 shall be even: FL 40, FL 60, FL 120…
B. Odd flight level: the last number before the final number 0 shall be odd: FL 50, FL 70, FL 130…
RVSM (RVSM definition = reduced vertical separation minimum)
This semi-circular defines the available flight levels in the conventional airspace and also in the reduced vertical
separation airspace (RVSM) when applicable between FL290 and FL410.
For IFR fights
The default worldwide semi-circular rule is the East/West orientation of the flight level parity:
Your aircraft has track between 0° and 179°, your flight level or altitude must be ODD.
Your aircraft has track between 180° and 359°, your flight level or altitude must be EVEN.
IN VFR FLIGHTS:- plus 500 minus 500 ,
IFR aircraft will limit possible conflicts between another aircraft coming in opposite direction with providing
1000ft separation between opposite west/east tracks.

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STARTUP:-

A/C- BHOPAL TOWER aircraft call sign (VT- TWR- GOOD …… GO AHEAD
ACK ) GOOD morning or …..

:- REQUEST STARTUP FOR (exercise name) :- startup approved QNH 1030 (then request in inches)
:- endurance 0430 QNH 29.30
:- duration 0100 hr. or less/more. ‘OR’
:- POB 02 or 01. :- stand by or startup after 5 mint
:- PIC name capt. Name
:- startup approved QNH 29.30 will call for TAXI
TAXI CALL:-

A/C:- BHOPAL TWR (aircraft call sign) request taxi TWR:- taxi to holding point RUNWAY 30 or 12 via ‘C
E’
:- taxi to holding point runway 30 or 12 via CE aircraft
call sign

VFR DEPARTURES :-

1. INITIAL CALL + TAXI (DEPARTURE) INSTRUCTIONS

2. ATC CLEARANCE
3. TAKE OFF CLEARANCE
4. AIRBORNE AND/OR POSITION REPORT
5. FREQUENCY CHANGE

VFR ARRIVALS :-

1. INITIAL CALL + POSITION REPORT

2. JOINING INSTRUCTIONS
3. JOINING TRAFFIC CIRCUIT
4. LANDING CLEARANCE (LOW PASS/LOW APPROACH/ TOUCH AND GO CLR.)
5. INSTRUCTION TO VACATE THE RUNWAY (OR INSTRUCTION WHAT TO DO AFTER LOW PASS/LOW
APPROACH/ TOUCH AND GO)

DEPARTURE INFORMATION
At the airports with no ATIS, departing aircraft will ask for departure information upon first
contact with the tower air traffic controller

A/C :- Bhopal twr aircraft call sign (IFR/VFR TWR :- DEPARTURE RUNWAY 30, WIND
flight TO DESTINATION), REQUEST 030/15kt, QNH29.30, TEMPERATURE 20, DEW
DEPARTURE INFORMATION POINT 15, RVR 5km , (VISIBILITY),
DEPARTURE SLOT (no.2),

BHOPAL TOWER, VT-ACK , VFR FLIGHT VT-ACK , DEPARTURE RWY 30, WIND 040
TO INDORE OR AS PER FLIGHT PLAN TO DEGREES 5 KNOTS, QNH1018,
INDORE OVER FLY KHANDWA , REQUEST TEMPERATURE 6, DEW POINT 5, VISIBILITY
DEPARTURE INFORMATION 6 KM, DEPARTURE SLOT 0705, CORRECT
TIME 0611.

RWY DEPARTURE 05, QNH 1018, SLOT 0705,

VT-ACK
VT-ACK, CORRECT

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VFR ATC clearance should consist of the following:

CLEARED VFR FLIGHT TO clearance limit/point/FIR boundary, etc., WHEN AIRBORNE TURN
LEFT/RIGHT, PROCEED TO (instructions), LEVEL……. , SQUAWK……..

VFR FLIGHT TO INDORE

BPL TWR VT-ACK , VFR flight to INDORE, ready to
copy ATC clearance
VT-ACK, cleared VFR flight to INDORE, when airborne turn
left, proceed to INDORE, at 1500ft , squawk 0015
Cleared VFR flight to VT-ACK, when airborne to turn
left, to proceed to INDORE , at 1500ft, squawk 0015,
VT-ACK
VT-ACK clearance correct

VFR FLIGHT TO INDORE

VT-ACK, VFR flight to INDORE, ready to copy ATC
clearance
VT-ACK, cleared VFR flight to INDORE, when
airborne turn right, proceed to Rdl 350, (altitude) 3000ft,
squawk 0017
Cleared VFR flight to Sinj, when airborne to turn right,
to proceed to Rdl350, 3000ft, squawk 0017, VT-ACK
VT-ACK clearance, correct

RADIO CHECK

Test transmissions should consist of the following items:

1. the identification of the aeronautical station being called
2. the aircraft identification
3. the words "RADIO CHECK"
4. the frequency being used

Replies to test transmissions should be as follows:

1. the identification of the station calling
2. the identification of the station replying
3. information regarding the readability of transmission

Readability scale TABLE 01

Quality Scale
Unreadable 1

Readable now and then 2

Readable but with difficulty 3

Readable 4

Perfectly readable 5

Radio check procedure

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bhopal Tower, VT-ACK ,radio check ON 118,05 (table 1) 12345
54321 .
VT-ACK, Bhopal Tower, reading you five
‘Or’
VT-ACK, Bhopal Tower, reading you three, with a loud
background whistle
VT-ACK, Bhopal Tower, you are unreadable.

VFR FLIGHT TO INDORE – TAXI INSTRUCTIO

VT-ACK , general aviation apron, VFR flight to INDORE,

request taxi.
VT-ACK , taxi to holding point RWY30 via taxiway C E, wind
040º/5kt, QNH 1018,
To taxi to holding point RWY 30 via taxiway C E, QNH 1018,
VT-ACK
VT-ACK , correct
‘OR’
BPL TWR VT-ACK , request taxi clearance
VT-ACK, taxi via TWY C E to holding point RWY 30, report
approaching TWY C E
To taxi via TWY C E to holding point RWY 30, wilco, VT-ACK
VT-ACK, correct.
VT-ACK, approaching TWY C E .
VT-ACK, hold position.

Holding (position), VT-ACK.

VT-ACK, correct.

VT-ACK, approaching TWY C E

VT-ACK, roger, continue taxiing

AFTER LANDING INSTRUCTIONS TO VACATE THE RUNWAY

BPL TWR VT-ACK, request taxi instructions

VT-ACK, vacate the runway via taxiway Delta, taxi via
taxiway C E to the MPFC or FLYING CLUB , report runway
vacated
Via TWY Delta and C E to the MPFC, wilco, VT-ACK
VT-ACK, correct
VT-ACK, runway vacated
VT-ACK, roger
VT-ACK, expedite vacating the runway via taxiway Delta,
traffic on final RWY 30, report runway vacated
Expediting vacating via TWY Delta, wilco, VT-ACK
VT-ACK correct
BACKTRACKING

VT-ACK, backtrack RWY 30, expedite vacating the

runway via taxiway Charlie, traffic on final RWY 30,
report runway vacated
To backtrack RWY 30 and to expedite vacating the
runway via taxiway Charlie, wilco, VT-ACK
VT-ACK correct
VT-ACK, runway vacated
VT-ACK, roger
VT-ACK, request backtrack RWY 30
VT-ACK, backtrack RWY 30 approved

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Backtrack RWY 30 approved, VT-ACK
VT-ACK, correct
VARIOUS TAXI INSTRUCTIONS:

VT-ACK, expedite taxi (reason)

Expediting, VT-ACK.
VT-ACK, caution taxi slower (reason)
Slowing down, VT-ACK.
VT-ACK, vacate runway via taxiway C E
Vacating runway via taxiway C E , VT-ACK

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13
CALL SIGNS – AIRCRAFT
An aircraft call sign shall be one of the following types:
a) the characters corresponding to the registration marking of the aircraft
b) the telephony designator of the aircraft operating agency, followed by the last Three characters of the
registration marking of the aircraft; Cessna 152 VT-ACK;
Full radiotelephony call signs shall always be used when establishing communication (initial call).
After satisfactory communication has been established, and provided that no confusion is likely to occur, aircraft call sign may be
abbreviated as follows:
a) the first and at least the last two characters V-CK ;

STANDARD WORDS AND PHRASES

According to ICAO, Annex 10, Chapter 5 the following phrases and their meanings are to be used in
standard communication between the pilots and air traffic controllers. Phrases written in Italics are still to be
found in Croatian regulations (AIC A03/08) but have been excluded from the ICAO documents

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15
16
AMOUNT OF WATER ON THE RUNWAY
The runway conditions are very important for the aircraft landing and taking off from a certain airport. The controller shall inform
the pilot of the amount of water on the runway whenever possible. The terminology used is the following:

DAMP – the surface shows a change of colour due to moisture.

WET – the surface is soaked but there is no standing water.
WATER PATCHES – patches of standing water are visible on the runway.
FLOODED – extensive standing water is visible on the runway.

SKY COVERING IN OKTAS

Sky covering refers to the amount of sky being covered by clouds. The sky is divided into eight parts or oktas and
according to the number of oktas being covered by clouds, the following expressions are used:
1) FEW – Few 1/8 – 2/8
2) SCT – Scattered 3/8 – 4/8
3) BKN – Broken 5/8 – 7/8
4) OVC – Overcast 8/8
Other terms being used in connection to cloud cover are:
SKC – sky clear (0/8)NSC – nil significant clouds
CAVOK – clouds/ceiling, visibility and weather O.K.
AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS)
ORDER OF INSTRUCTIONS IN AERODROME CONTROL ENVIRONMENT
VFR DEPARTURES
1. INITIAL CALL + TAXI (DEPARTURE) INSTRUCTIONS
2. ATC CLEARANCE
3. TAKE OFF CLEARANCE
4. AIRBORNE AND/OR POSITION REPORT
5. FREQUENCY CHANGE

VFR ARRIVALS
1. INITIAL CALL + POSITION REPORT
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2. JOINING INSTRUCTIONS
3. JOINING TRAFFIC CIRCUIT
4. LANDING CLEARANCE (LOW PASS/LOW APPROACH/ TOUCH AND GO CLR.)
5. INSTRUCTION TO VACATE THE RUNWAY (OR INSTRUCTION WHAT TO DO AFTER LOW PASS/LOW
APPROACH/ TOUCH AND GO)

IFR DEPARTURES
1. INITIAL CALL + DEPARTURE INFORMATION
2. START UP CLEARANCE
3. TAXI INSTRUCTIONS
4. ATC CLEARANCE
5. TAKE OFF CLEARANCE
6. AIRBORNE
7. FREQUENCY CHANGE

IFR ARRIVALS
1. INITIAL CALL + POSITION REPORT
2. REPORT OUTER MARKER
3. LANDING CLEARANCE
4. INSTRUCTION TO VACATE THE RUNWAY

ENGINE STARTING PROCEDURES

Engine starting procedures also known as start up clearance are procedures when a pilot asks the controller for the
permission to start the engines. It is being done to save fuel in case there are delays at the aerodrome and the aircraft is
not allowed to depart immediately. In case the pilot has not requested departure information before start-up, departure
runway and QNH are to be given to the pilot together with the start-up clearance.

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