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1.  Phonetics
 Phraseology
 Call signs for Aeronautical Stations
 Annexure
 Basic definition
 Abbreviations
 Readability checks
 Urgency & Distress
 Emergency Squawk codes
 Q-Codes
 Location Indicators
 Transmitting Technique
 Important transmissions
 VOR & NDB

2. Flight radio telephony operating license.
 Why is FRTOL required?
To operate the Radio in the aircraft.
 What is the difference between FRTOL & RTR(A)
FRTOL is the license required to operate the radio in the
aircraft and RTR is the license issued from the WPC to
communicate wireless on the Radio frequency.

3.  A Alpha AL FAH
 B Bravo BRAH VOH
 C Charlie CHAR LEE or SHAR LEE
 D Delta DELL TAH
 E Echo ECK OH
 F Foxtrot FOKS TROT
 G Golf GOLF
 H Hotel HO TELL
 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 AIR RAH
 T Tango TANG GO
 U Uniform YOU NEE FORM or OO
NEE FORM
 V Victor VIK TAH
 W Whiskey WISS KEY
 X X-ray ECKS RAY
 Y Yankee YANG KEE
 Z Zulu ZOO LOO

4.  0 ZERO
 1 WUN
 2 TOO
 3 TREE
 4 FOWER
 5 FIFE
 6 SIX
 7 SEVEN
 8 AIT
 9 NINER
 Decimal
DAYSEEMAL
 Hundred HUN
DRED
 Thousand
TOUSAND

13. Call signs for Aeronautical Stations

15. There are three main categories of aeronautical communications service:
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Air Traffic Control Service (ATC) : which can only be provided by licensed
Air Traffic Control Officers who are closely regulated by the relevant regulatory
authority.
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Flight Information Service at aerodromes can be provided only by licensed
Flight Information Service Officers (FISOs), who are also regulated by the CAA.
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Aerodrome Air/Ground Communication Service (AGCS) which can be provided
by Radio Operators who are not licensed but have obtained a certificate of
competency to operate radio equipment on aviation frequencies from the CAA.
These operations come under the jurisdiction of the radio licence holder, but are not
regulated in any other way.
Other categories of aeronautical communications service include VOLMET, SIGMET,
Automatic Terminal Information Service (ATIS) or Aeronautical Information Services
(AIS).

17. Important annexes related to telecommunication are
*Annex 10,11,14,2,7,19,12

19. Refer the text book….
Certain important definitions :
(i) Aircraft : Any machine which can derive support in the atmosphere from the
reactions of the air other than reactions of the air against the earth’s surface.
(ii) Controlled Airspace : Airspace of defined dimensions within which air traffic
control service is provided in accordance with the airspace classification.
NOTE: Controlled airspace is a generic term which covers ATS airspace Classes
A, B, C, D and E.
(iii) Flight level: A surface of constant atmospheric pressure, which is related
to a Specific pressure datum, 1013.2 hPa, and is separated from other
such surfaces by specific pressure intervals
(iv) Movement area : That part of an aerodrome to be used for the take-off,
landing and taxiing of aircraft ,consisting of the maneuvering area
and the apron.

20. (v)Manoeuvring area : That part of an aerodrome to be used for the take-off,
landing and taxiing of aircraft , excluding aprons.
(vi)Danger Area(D..): An airspace of defined dimensions within which
activities dangerous to the flight of aircraft may exist at specified times.
(vii)Prohibited Area : An airspace of defined dimensions ,above the land area
or territorial waters of a state, within which the flight of aircraft is prohibited.
(viii)Restricted Area : An air space of defined dimensions, above the land area
or territorial waters of a state, within which the flight of aircraft is restricted
in accordance with certain specified conditions.
(ix)Transition Altitude(TA): The altitude at or below which the vertical
positions of an aircraft is controlled by reference to altitudes.
(x)Transition Level: The lowest flight level available for use above the
transition altitude.

29. 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:
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the call sign of the aeronautical station being called;
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the aircraft identification’;
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the words ‘RADIO CHECK’;
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the frequency’ being used;

30. 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 together with a comment on the nature of any
abnormality noted (i.e. excessive noise) using the following format:
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‘the aircraft identification’;
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‘the call sign’ of the aeronautical station replying;
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‘READABILITY x’ (where ‘x’ is a number taken from Table 12);
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‘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’.

32. 1. Distress A condition of being threatened by serious and/or
imminent danger and of requiring immediate assistance.
Distress ‘MAYDAY, MAYDAY, MAYDAY’
2. Urgency A condition concerning the safety of an aircraft or
other vehicle, or of some person on board or within sight, but
does not require immediate assistance.
Urgency ‘PAN PAN, PAN PAN, PAN PAN’
3. Securite It is used by the coast stations and marine vessels
indicating an emergency situation but no immediate danger to
life or vessel.
Securite ‘SECURITE SECURITE SECURITE’

33. 1. Pilots should address their emergency calls on 121.5 MHz or
243.0MHz , Once two-way communication has been established,
pilots should not leave 121.5 MHz or 243.0 MHz without telling the
controller.
2. Using the international standard RTF prefix ‘MAYDAY, MAYDAY,
MAYDAY’ or ‘PAN PAN, PAN PAN, PAN PAN’ as appropriate.
3. If, however, the pilot is not in direct communication with an ATSU
and the aircraft is equipped with an SSR transponder it should be
switched, preferably before the emergency call is made, to
Emergency Code.
Hijack- 7700,
Radio failure- 7600
Distress - 7500
4. Priority attention is no longer required,
the emergency condition may be cancelled at the pilot’s
discretion.

34. The emergency message shall contain the following
information (time and circumstance permitting) and,
whenever possible, should be passed in the order given:
1. ‘MAYDAY/MAYDAY/MAYDAY’ (or ‘PAN PAN/PAN PAN/PAN PAN’);
2. Name of the station addressed (when appropriate and time and
circumstances permitting);
3. Callsign;
4. Type of aircraft;
5. Nature of the emergency;
6. Intention of the person-in-command;
7. Present or last known position, flight level/altitude and heading;
8. Pilot qualifications
a) Student pilots
b) No Instrument Qualification;
c) IMC Rating;
d) Full Instrument Rating.
9. Any other useful information e.g. endurance remaining, number
of people on board (POB), aircraft colour/markings, any survival
aids.

35. The Q-code is a standardised collection of three-letter codes that each start with
the letter "Q".
QNH- Regional or airfield pressure setting (QNH) is set
when flying by reference to altitude above mean sea level
below the transition level
QFE- Height. Altimeter pressure setting indicating
height above airfield or touchdown (QFE) is set when
approaching to land at airfield
QNE- Is a pressure setting of 29.92 inches or 1013 hPa that
will produce a standard atmosphere altitude and provides the
basis for flight levels.

36.  A four letter code group formulated in accordance with the
rules prepared by ICAO and assigned to the location of a
aeronautical Fixed station.
 ICAO has divided the whole world into non-over laping 22
AFSRA(Aeronautical Fixed Service Routing Area)
 It is assigned by states and supervised by ICAO.
Formation is as below
First alphabet identifies the AFSRA
Second alphabet identifies the state/country
Third and fourth alphabets identify the place/Station
EX:VIDP V……AFSRA, I…..INDIAN FIR, DP………..DELHI
OPKC O……AFSRA, P….PAKISTAN, KC……….KARACHI

37.  There are five flight information region in India, ie.
Delhi, Mumbai, Chennai, Kolkata and Guwahati.
 The Second alphabet assigned to INDIA are I,E,A,O
Bombay FIR(Western India)is identified by “A”
Calcutta FIR(Eastern India) “E”
Guwahati FIR(Eastern India) “E”
Delhi FIR(Northern India) “I”
Madras (Southern India) “O”

45. 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.

46. 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. Be aware that the mother tongue of the person receiving the
message may not be English. Therefore, speak clearly and use
standard radiotelephony (RTF) words and phrases wherever
possible.
11. Messages should not contain more than three specific
phrases, comprising a clearance, instruction or pertinent
information. In cases of doubt, e.g. a foreign pilot having difficulty
with the English language or an inexperienced pilot unsure of the
procedures, the controller should reduce the number of items and
if necessary these should be passed, and acknowledged, singly.

47. W- Whom are you calling ?
W- Who are you?
W- Where are you?
W- What do you want?

48.  Mysore Twr – VTLIZ – Good morning
 VIZ Good morning Go Ahead
 VIZ Request Start Up for general flying 225/135
within 15NM from VOMY 5000ft,POB-2,END-
5Hrs,1Hr flight time
 ADC Num-XXX
 VIZ Mysore twr clrd for startup RWY27 QNH 1011
 Start up Apv qnh 1011

49.  Twr VIZ ready for taxi
 VIZ Taxi to Hldg point RWY 27 via L
 Taxi to Hldg point RWY 27 via L VIZ
Departure Call
• Twr VIZ Ready to copy Dep Clr
• VIZ Clr for Gen Flying on R225/135 with in 15NM from
mysore at 5000ft aft dep straight climb to 5000/1000
turn left continue climb 5000ft report establish on
RDL 225.
• Aft Dep Straight climb to 5000ft & take left turn and
report Establish on RDL 225/135

50. In order to assist in establishing separation, pilots
may be instructed to provide additional position
report info as well as routine report.
Position reports shall contain the following elements of
information:
 1. Aircraft identification
 2. Position
 3. Time
 4. Level or altitude
 5. Next position and ETA

51. Pilots shall give the following meteorological once in each FIR
along with position report at designated MET reporting points
on international and national ATS routes.
Air reports shall contain the following elements of information:
 Air Temperature
 Wind direction
 Wind speed
 Turbulence
 Aircraft icing
 Humidity(If available)

52. Aircraft shall make routine air reports at the designated MET reporting
points on designated ATS routes and special observation whenever
requested by a Met office for specific observation or whenever
encountered following weather phenomenon.
Special Air reports shall contain the following elements of
information:
 Moderate to severe turbulence,
 Severe icing
 Hail
 Cumulonimbus clouds,
 Low level wind shear
 Any metrological condition in the opinion of the pilot in command
is likely to affect aircraft operation.

55. Salient features of Mysore aerodrome
 Mysuru aerodrome ARP co-ordinates: N-12° 13’ 56.83” E-076° 39’
22.82”
 Runway Orientation: 09/27(PAPI lights to the left)
 Runway length: 1740 m/ 5709 ft
 Runway width: 30m/ 100 ft
 Runway elevation: 2394
 MSA in all sectors 4800 ft within 25 NM of MSR VOR
 Radio Nav aids available at Mysuru as per watch hours.
Highest obstacle on radial 021.5 deg / 4 NM –Chamundi hills
(3818 ft) N-12°16’22.99” E-76°40’36.3”
Prohibited area VO(P) 195 (on a radial of 356 deg/ 16NM from
Mysore VOR)
Area within a radius of 1 NM centred at (1230N0763750E)
From Ground to 5000 ft

59. In the context of radio waves the term propagation simply means how the radio
waves travel through the atmosphere.
FACTORS AFFECTING PROPAGATION
 Attenuation -Attenuation is the term given to the loss of signal strength in a radio wave as it
travels outward from the transmitter.
 Absorption -As the radio wave travels outwards from a transmitter the energy is absorbed
and scattered by the molecules of air and water vapour, dust particles, water droplets,
vegetation, the surface of the earth and the ionosphere. The effect of this absorption,
increases as frequency increases and is a very significant factor above about 1000 MHz.
 Static Interference-There is a large amount of static electricity generated in the atmosphere
by weather, human activity and geological activity. The effect of static interference is
greater at lower frequencies and at VHF and above the effect of interference is generally
negligible.
 Power- An increase in the power output of a transmitter will increase the range, within the
limits of the inverse square law.
 Receiver Sensitivity - If internal noise in a receiver can be reduced then the receiver will be
able to process weaker signals hence increasing the effective range at which a useable
signal can be received, however, this is an expensive process.
 Directivity - If the power output is concentrated into a narrow beam then there will be an
increase in range, or a reduction in power required for a given range. However the signal will
only be usable in the direction of the beam.

60.  There are five propagation paths of which four need to
be considered for aviation purposes:

61.  Ground wave - All waves other those refracted from atmosphere
are covered under ground wave propagation.
 Direct wave – A wave directly received at the receiver from the
transmitter is known as direct wave.
 Space wave - The space wave is made up of two paths, a
direct wave and a reflected wave.
 Surface wave –A wave which follows curvature of earth due
to bending caused by diffraction and attenuation is called
surface wave.
 Ground reflected wave – A wave received at the receiver
after a reflection from the ground.
 Duct Waves- Under some met conditions radio waves in the
VHF,UHF and SHF bands, which normally travel only in
straight lines, may behave similar to sky wave.

62.  Sky wave - A wave received at receiver after getting refracted
from atmosphere.
 Skip distance - Distance from transmitter to a point where
first sky wave return is received.
 Dead space – Distance between limit of surface wave to the
point where first sky wave return is received. In dead space
there is no signal available either from ground wave or from
the sky wave.
 Angle of Incidence-The angle which a radio wave forms with
normal at transmitter is called angle of incidence.
 Critical Angle – The angle of incidence at which first sky wave
is received on earth.
 Fading – Due to the disturbance created by the waves, some
variations can be seen in signal strength at the receiver end.

64.  The VHF Omni-directional Range (VOR) was adopted
as the standard short range navigation aid in 1960 by
ICAO. It produces 360 radials/tracks at 1° spacing
which are aligned in relation to magnetic north at the
VOR location.
VOR has the following uses:
 Marking the beginning, the end and centre-line of
airways or sections of airways.
 As a let-down aid at airfields using published
procedures.
 As a holding point for aircraft.
 As a source of en-route navigational position lines.

65. VOR bearing is obtained by phase comparison:
An aircraft's VOR receiver measures the phase difference
(angular difference) between two signals from the VOR
transmitter:
30Hz frequency modulated omni-directional, reference signal
which produces constant phase regardless of a receiver's
bearing from the VOR, and
30Hz amplitude modulated variable phase (directional) signal
created by the rotating transmission pattern (limaçon).
The 30Hz FM reference signal is synchronised with the 30
revs/sec rotating directional
AM signal (limaçon) such that:
The two 30Hz modulations are in phase to an aircraft's VOR
receiver when it is due magnetic north of the VOR beacon,
and
the phase difference measured at any other point will equate
to the aircraft's magnetic bearing from the VOR.

66.  There are 3 main components of the VOR equipment in the
aircraft, namely:
 The aerial. For slower aircraft the aerial is a whip type fitted
on the fuselage and for high speed aircraft it is a blade type
or is flush mounted on either side of the vertical fin.
 The receiver. This is a box fitted in the avionics bay.
 The indicator. Information derived from the VOR signal
received at the aircraft may be fed to a flight director
system or to the more simple displays such as the CDI
(course deviation indicator) or the RMI (radio magnetic
indicator). These are described below.

69.  Maximum theoretical reception range (nm) =
1.25 x (•
/H1 + •
/H2)
where: H1 =Receiver height in feet amsl, and
H2 = Transmitter height in feet amsl.
FACTORS AFFECTING VOR BEACON ACCURACY
 Site error
 Propagation error
 Airborne equipment errors
The above errors are aggregate errors to give a total error of + 5°.

70.  DOPPLER VOR (DVOR)
 Doppler VORs are second generation VORs. Although their
transmission frequencies are the
 same, the transmitted bearing accuracy is improved as the
transmissions are less sensitive to
 site error.
 The transmission differences are:
 ¾¾ The reference signal is AM.
 ¾¾ The variable phase directional signal is FM.
 ¾¾ To maintain the phase relationships which exist in conventional
VOR transmissions, the
 (apparent or simulated) rotation of the directional signal is anti-
clockwise. As a result
 the same airborne VOR equipment can be used with either CVOR or
DVOR beacons.

71.  Characteristics: Magnetic bearings, valid day and night
 Frequency: 108 to 117.95 MHz; 160 channels
 Uses: Airways; Airfield let-downs; Holding points; En-route navigation
 Principle of Op: Phase comparison of two 30 Hz signals
 Identification: 3 letter aural Morse or Voice every 10 s, continuous tone for VOT (also
ATIS using AM on voice)
 Monitoring: Automatic site monitor +/- 1°
 Ident suppressed when standby transmitter initially switched on
 Types:
CVOR - reference signal is FM; variphase signal is AM- Limacon polar diagram rotating
clockwise
DVOR - more accurate than CVOR due to less site error
- reference signal is AM; variphase signal is FM
- simulated anticlockwise rotation of aerial
TVOR - low power Tx at airfields
VOT - Test VOR giving 180 radial- aircraft should have < +/- 4° error

72. Operational range: Transmitter power
Line of sight
DOC valid day and night
Accuracy affected by: Site error (less with DVOR)
propagation error
Scalloping (bending due to reflections from terrain)
Airborne equipment error (+/- 3°)
Cone of confusion: OFF flag may appear; TO / FROM display and bearings
fluctuate
Airborne equip: Aerial, Receiver, Display (CDI / RMI)
CDI: 2° per dot; max 10°; relationship between indication and
aircraft position RMI: arrowhead gives QDM; tail gives QDR;
Use magnetic variation at station
In Flight procedures: Radial interceptions; Track keeping; Station passage