PPL Radiotelephony Manual
Antonios Papadakis
VFR Communications Manual
Intentionally blank
PUSH TO TALK
Chapter 1: Radio Theory
1.1
1.2
1.3
1.4
1.5
1.6
1.7
Producing a radio wave…………………………………………………1
Frequency and Wavelength………..…………………………………1
The frequency spectrum………………………………………………2-3
Adding information……………………………………………………..3-6
Cockpit equipment………………………………………………………6-7
Ground direction finding……………………………………………….8-9
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
3.7
3.8
3.9
3.10
3.11
3.12
3.13
Standard words and phrases……………………………………..32-33
Call signs…….……………………………………………………………34-36
Continuation of communications……….……………………....36-37
Transfer of communications…………………..…………………....38
Clearance issue and read back requirements………………..38-40
Test Transmissions……………………………………………………40-41
Routine position reports……………………………………………..42-43
Automatic terminal information service (ATIS)…………..…43-44
Chapter 4: Aerodrome Control of Aircraft
4.1
4.2
4.3
4.4
4.5
4.6
4.7
Pre-Start procedures………………………………………………….47-48
Taxi instructions………………………………………………………..48-49
Take-off procedures………………………………………………….49-53
In the cirquit……………………………………………………………..54-56
Final approach and landing…………………………………………57-58
Go around………………………………………………………………..58-59
After landing……………………………………………………………….60
VFR Communications Manual
Chapter 1
Radio Theory
Page | 0
VFR Communications Manual
Intentionally blank
VFR Communications Manual
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=lxf
Where c = 3 x 10⁸ m/s the speed of light.
High frequencies have low wavelengths and vice versa.
Page | 1
VFR Communications Manual
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:



Page | 2
Transmitter power
Height of transmitter and
receiver
Obstructions
VFR Communications Manual
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 | 3
VFR Communications Manual
 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 | 4
VFR Communications Manual
 Pulse modulation
Pulse modulation sends digital data or Morse.
Page | 5
VFR Communications Manual
1.5 Cockpit equipment
The panel used to select witch transceiver we use and to control
intercom, is called audio box.
Page | 6
VFR Communications Manual
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 | 7
VFR Communications Manual
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 | 8
VFR Communications Manual
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
Page | 9
VFR Communications Manual
Intentionally blank
VFR Communications Manual
Chapter 2
Aeronautical Mobile
Service
Page | 11
VFR Communications Manual
Intentionally blank
VFR Communications Manual
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 | 12
VFR Communications Manual

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 | 13
VFR Communications Manual
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 | 14
VFR Communications Manual
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:




Page | 15
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.
VFR Communications Manual
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 | 16
VFR Communications Manual
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:




Page | 17
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.
VFR Communications Manual
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 | 18
VFR Communications Manual
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:





Page | 19
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
VFR Communications Manual
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 | 20
VFR Communications Manual
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 | 21
VFR Communications Manual
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 | 22
VFR Communications Manual
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 | 23
VFR Communications Manual
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.
Page | 24
VFR Communications Manual
Intentionally blank
VFR Communications Manual
Chapter 3
Radio Techniques and
Phraseology
Page | 26
VFR Communications Manual
Intentionally blank
VFR Communications Manual
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 | 27
VFR Communications Manual
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
0803
1300
2057
TRANSMITTED AS
ZERO THREE or
ZERO EIGHT ZERO
THREE
ONE THREE ZERO
ZERO
PRONOUNCED AS
ZE-RO TREE or
ZE-RO AIT ZE-RO TREE
FIVE SEVEN or
TWO ZERO FIVE
SEVEN
FIFE SEV-en or
TOO ZE-RO FIFE SEV-en
WUN TREE ZE-RO ZE-RO
Pilots may check the time with the appropriate ATS unit by
transmitting ‘’TIME CHECK’’.
Page | 28
VFR Communications Manual
3.3 Transmission of letters
Page | 29
VFR Communications Manual
3.4 Transmission of numbers
Page | 30
VFR Communications Manual
3.5 Transmission of frequencies
Frequency
Transmitted as
Pronounced a
118.125
One One Eight
Decimal One Two Five
119.050
One One Nine
Decimal Zero Five
Zero
WUN WUN AIT DAY
SEE MAL
WUN TOO FIFE
WUN WUN NINER
DAY SEE MAL
ZERO FIFE ZERO
122.500
One Two Two Decimal
Five
One One Eight
Decimal Zero
118.000
Page | 31
WUN TOO TOO DAY
SEE MAL FIFE
WUN WUN AIT DAY
SEE MAL
ZERO
VFR Communications Manual
3.6 Standard words & phrases
Page | 32
VFR Communications Manual
Page | 33
VFR Communications Manual
3.7 Call signs
Call signs for aeronautical stations
Service
Area Control
Radar (in general)
Approach Control
Aerodrome Control
Approach Control Radar
Arrival/Departure
Ground Movement Control
Military Traffic Zone (MATZ)
Crossing
Precision Approach Radar
Flight Information
Air/Ground Communication
Service
Clearance Delivery
Page | 34
Suffix
CONTROL
RADAR
APPROACH
TOWER
DIRECTOR/DEPARTURE (RADAR –
when tasks combined) ARRIVAL –
(when approved)
GROUND
ZONE
TALKDOWN
INFORMATION
RADIO
DELIVERY
VFR Communications Manual
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 | 35
VFR Communications Manual
Full Callsign
Abbreviation
GBFRM
Speedbird GBGDC
N31029
N573DA
Midland 640 (Type C
callsign)
G-RM
Speedbird DC
N029
N3DA
No abbreviation
Piper GBSZT
SX-ARD
Piper ZT
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 | 36
VFR Communications Manual
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 | 37
VFR Communications Manual
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 | 38
VFR Communications Manual
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 | 39
VFR Communications Manual
1)
2)
3)
4)
5)
6)
7)
8)
9)
10)
11)
12)
13)
14)
Taxi/Towing Instructions
Level Instructions
Heading Instructions
Speed Instructions
Airways or Route Clearances
Approach Clearances
Runway-in-Use
Clearance to Enter, Land On, Take-Off On, Backtrack, Cross, or
Hold Short of any Active Runway
SSR Operating Instructions
Altimeter Settings
VDF Information
Type of ATS Service
Frequency Changes
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 | 40
VFR Communications Manual
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
2
3
4
5
Unreadable
Readable now and then
Readable but with difficulty
Readable
Perfectly Readable
Page | 41
VFR Communications Manual
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 | 42
VFR Communications Manual
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:








Page | 43
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
VFR Communications Manual









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:



Page | 44
Visibility is 10 kilometers or more
There is no cloud of operational significance
No significant weather phenomena is present
VFR Communications Manual
Chapter 4
Aerodrome Control of
Aircraft
Page | 46
VFR Communications Manual
Intentionally blank
VFR Communications Manual
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 | 47
VFR Communications Manual
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 | 48
VFR Communications Manual
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 | 49
VFR Communications Manual
If an aircraft is cleared for an immediate take-off it is expected to
take-off without delay, a rolling
take-off.
Page | 50
VFR Communications Manual
Local departure instructions may also be given as part of the take-off
clearance.
Page | 51
VFR Communications Manual
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 | 52
VFR Communications Manual
If the take-off is abandoned by the pilot, the ATC should be informed
as soon as practicable by calling REJECTED TAKE-OFF.
Page | 53
VFR Communications Manual
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 | 54
VFR Communications Manual
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 | 55
VFR Communications Manual
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 | 56
VFR Communications Manual
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 | 57
VFR Communications Manual
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 | 58
VFR Communications Manual
If ATC require a go around they will use the instruction ‘’GO
AROUND’’ twice.
Page | 59
VFR Communications Manual
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.
Page | 60