FRTOL Training.pptx

frtol

1. FRTOL TRAINING 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. What is FRTOL?

3. Transmission of Letters The words in the table below shall be used when individual letters are required to be transmitted. The syllables to be emphasised are in bold. 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. Transmission of Numbers The syllables to be emphasised are in bold. 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

5. Number Pron0unciation

6. Number Pron0unciation

7. Pron0unciation of Frequency & Time

8. Pron0unciation of Frequency & Time

9. Standard Words and Phrases

10. Call signs for Aeronautical Stations

11. There are three main categories of aeronautical communications service: ƒƒAir Traffic Control Service (ATC) : which can only be provided by licensed Air Traffic Control Officers who are closely regulated by the relevant regulatory authority. ƒƒFlight Information Service at aerodromes can be provided only by licensed Flight Information Service Officers (FISOs), who are also regulated by the CAA. ƒƒAerodrome 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).

12. ICAO STANDARD ANNEXURE

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

14. ICAO DOCUMENTS

15. Basic Definition Refer the text book…. Certain important definitions : 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.

16. (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.

17. R/T Log Abbrevations

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

19. RADIO CHECK : 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: ƒ ƒ‘the aircraft identification’; ƒƒ ‘the call sign’ of the aeronautical station replying; ƒƒ ‘READABILITY x’ (where ‘x’ is a number taken from Table 12); ƒƒ ‘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’.

20. Readability Scale

21. States of Emergency 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 ’

22. UHF and VHF Emergency Service – General Procedures 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. Using the international standard RTF prefix ‘MAYDAY, MAYDAY, MAYDAY’ or ‘PAN PAN , PAN PAN , PAN PAN ’ as appropriate. 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.

23. Contents of Emergency Message 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.

24. Q-Codes 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.

25. 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 Location Indicators

26. 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” FIVE FIR'S

27. Location Indicators CHEENAI FIR

28. DELHI FIR

29. KOLKATA FIR

30. MUMBAI FIR

31. 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. Transmitting Technique

32. 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.

33. Remember four "Ws" before transmitting W - Whom are you calling ? W- Who are you? W- Where are you? W- What do you want?

34. 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 Important transmission Start up call:

35. 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 Taxi Call

36. Position report 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

37. 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) Routine Air reports :

38. 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. Special Air Reports

39. Example

40. Mysore aerodrome INFO 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

41. RADIO PROPAGATION THEORY 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.

42. There are five propagation paths of which four need to be considered for aviation purposes: PROPAGATION PATHS

43. 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. NON-IONOSPHERIC PROPAGATION

44. 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. IONOSPHERIC PROPAGATION

45. 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. VOR – VHF Omni Range

46. THE PRINCIPLE OF OPERATION 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.

47. 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. VOR AIRBORNE EQUIPMENT

48. THE FACTORS AFFECTING OPERATIONAL RANGE OF VOR 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°.

49. 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.

50. 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 VOR SUMMARY

51. 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