CAA Revision Notes.pdf

Tutorial Notes for the CAA Offshore Radio Operator Certificate of Competence

Tutorial Notes - ©AJN Training 2009-12 Ver 14


Produced by

AJN Training

[email protected] Page Contents 2 Introduction Radio Station Licence, Callsign and Radio Operator Examinations 3 Written Test Paper Practical Communications Test Examination Details and Guidance to Candidates 4 Offshore Communications Service Callsigns For Ground Stations Callsigns For Aircraft 6 Flight Watch Categories of Message Communications Technique 7 Transmitting Letters, Numbers and Radio Frequencies 8 Transmitting Time Test Transmissions and Readability 10 Radio Coverage and Horizon 11 Standard Words and Phrases 12 Altimetry, Pressure Settings and Vertical Distance 13 Transfer of Communications Routine Relayed Messages 14 Helicopter Terminology Omitting Words 15 Emergency Phraseology Distress and Urgency Communications States of Emergency Emergency Communications ‘Mayday’ and ‘Pan Pan’ Messages 16 Imposition of Radio Silence Relayed Emergency Messages 17 Termination of Distress and Urgency Communications Termination of Radio Silence Maritime Search and Rescue (UK) 18 Offshore Phraseology – Helicopter Arriving/Departing Installation/Ship 21 Offshore Phraseology – Communications With A Ship Appendix A Phonetic Alphabet/Transmission of Letters and Numbers Appendix B Aircraft Callsigns UK Appendix C Units Of Measurement Appendix D Abbreviations



Introduction These notes are provided as study material for those being examined for the CAA Aeronautical Offshore Radio Operator’s Certificate of Competence. Much of the information in these notes is drawn from the following CAA Publications: CAP452 Aeronautical Radio Station Operator’s Guide, and CAP413 Radiotelephony Manual The notes should be read in conjunction with these two publications which are available as free downloads from the UK Civil Aviation Authority Website: www.caa.co.uk/docs/33/CAP452.PDF www.caa.co.uk/docs/33/CAP413.PDF These notes are not a substitute for the above publications but are intended as an aid to understanding, with particular emphasis on the Offshore Communications Service.

If you are taking the short-course in advance of the examination, be aware that the course is very intensive and covers a lot of material – in order to maximise your chances of success, pre-course learning is absolutely essential, particularly the phonetic alphabet and number pronunciation. (Appendix A), the list of Standard Phrases (Page 9) and Emergency Communication procedures (pages 16-18) You can expect to be tested on these subjects very early on the course.

Radio Station Licence, Callsign and Radio Operator Examinations Aeronautical Radio Stations are licensed by the appropriate authority in the country of operation or the Flag State of a ship. Radio Stations are allocated a ‘Callsign’ for identification purposes. In the UK, the licensing agency is ‘Ofcom’ (Office of Communications) and Radio Callsigns for Aeronautical use are issued by the CAA (Civil Aviation Authority) Persons providing an ‘Air-Ground Communication Service’ – which includes any aeronautical service provided from an offshore installation or ship – must hold an appropriate Radio Operator’s Certificate of Competence. The CAA controls the examination process for UK-issued Certificates of Competence. The examination consists of: A written test paper and, A practical communications exercise Both are conducted in the English Language and the pass mark is 70%. No reference material is permitted during the exam. (notes, dictionaries, translators etc) Both exams are derived from the parts of CAP413 and CAP452 concerned with providing an ‘Offshore Communications Service’. Note: Both CAP publications document all aspects of ground-air communications – these notes and the course concentrate only on those parts required for an ‘Offshore Communications Service’



Written Test Paper (Procedures and Regulations) The written test paper includes questions on:

Communications technique

Standard phraseology

Distress and Urgency procedures (Mayday/Pan)

Effect of aircraft height on range

Typical abbreviations used in Radio communications (CAP413)

Use of relevant aeronautical terms (Glossary sections CAP 413/452)

Practical Communications Exercise For this test, the candidate assumes the role of a radio operator on an offshore installation or ship whilst the examiner will take the role of one or more aircraft and other agencies. You may be expected to perform some or all of the following:

Establish communications with an approaching helicopter and/or one about to depart from your installation/ship

Exchange readability reports

Give appropriate information to the helicopter prior to departing from your installation/ship

Act correctly when aircraft with similar callsigns are ‘on-frequency’

Respond to telephone calls from other stations

Use the phonetic alphabet

Use standard RTF (Radiotelephony) phraseology appropriate to the Offshore Communications Service

Handle distress and/or urgency messages from an aircraft

Deal with unusual situation messages

Deal with requests to pass ‘company’ messages

Use relevant elements of the procedures and regulations tested in the written paper

Examination Details Information regarding examination (and re-sit in the event of an examination failure) arrangements are contained in CAP452 Appendix B. It is worth noting that any candidate who fails either part of the examination will not normally be allowed to ‘re-sit’ that part of the examination until 3 days have passed

Guidance to Candidates Further guidance provided in CAP452 (Appendix A) includes a list of topics that are considered to reflect the range of knowledge to be demonstrated in the examinations. The level of knowledge required is equivalent to that contained within the Offshore Communications Service sections of CAP452 and CAP413.



Offshore Communications Service (OCS) The aeronautical radio service provided from an offshore installation or ship is a type of ‘Air-Ground Communications Service’ and will be allocated a Callsign with the

suffix ‘Radio’ e.g.: ‘West Ellon Radio’ The full callsign (Ground Station name and suffix ‘radio’) must always be used when responding to an initial call from an aircraft and on any other occasions when there may be doubt about the service being provided. NOTE: The callsign suffix ‘LOG’ shall be used in place of ‘Radio’ to denote the communication of Logistics messages. Once satisfactory two-way communications have been established – and provided it will not be confusing – the location name or the callsign suffix may be omitted.

Callsigns for Ground Stations You may hear aircraft calling other ground stations and should be aware of the type of service being provided according to the callsign being used by the ground station. Here are some examples with the location being ‘Aberdeen’ Callsign (Location name and suffix) Service being provided

Aberdeen Radio Air Ground Communication Service Aberdeen Information Flight Information Service (FIS) Aberdeen Approach Air Traffic Control (ATC) Service Aberdeen Radar “ “ Aberdeen Tower “ “ Aberdeen Ground “ “ It is essential that persons providing an ‘Air-Ground Communications Service – including operators onboard offshore installations and ships must avoid using callsigns, language or procedures that could be interpreted by a pilot as coming from an Air Traffic Control Service or a Flight Information Service.

Callsigns for Aircraft (More details of aircraft callsigns in the UK North Sea Area are found in Appendix B) When establishing communications between an aircraft and an offshore installation/ship both stations must use their full callsigns – e.g.

‘West Ellon Radio, GABCD’

‘GABCD, West Ellon Radio – pass your message’

Once satisfactory two-way communication has been established – and provided that no confusion is likely to occur – the ground station may abbreviate callsigns. A pilot should only abbreviate the aircraft callsign after it has first been abbreviated by the ground station.



Examples of aircraft callsigns and their permitted abbreviations are shown below:

Full Callsign Abbreviation

GABCD GCD

Bristow 64X (No abbreviation permitted)

Bristow GABCD Bristow CD

Helicopter GABCD Helicopter CD

N87876 N876 (First letter and last 3 digits)

N878GM N8GM (first letter and last 3 digits)

If aircraft with similar callsigns are in the area then both should be instructed to use full callsigns – e.g. West Ellon Radio is already in contact with GABCD and has abbreviated the callsign to GCD when another aircraft – GZZCD appears on frequency and is informed of the clash and instructed to use full callsign GABCD is also informed and instructed to use full callsign:

‘GZZCD, West Ellon Radio – use full callsign, similar callsign in the area’

‘GABCD, West Ellon Radio – revert to full callsign, similar callsign in the area’

West Ellon Radio, GZZCD - Wilco

West Ellon Radio, GABCD - Wilco



Flight Watch A primary role of an Offshore Radio Operator is to provide a ‘Flight Watch’ to aircraft that request that service. Agreeing to provide a Flight Watch places a responsibility on the radio operator to continuously monitor or listen to the relevant frequency until such time as all aircraft on that frequency have requested that the radio operator ‘Closes down the Flight Watch’. The continuous monitoring is essential in order for an immediate response in the event of an emergency situation developing – if the radio operator is unable to provide continuous monitoring of the radio frequency then they should either not agree to provide a Flight Watch, or if already providing a Flight Watch to one or more aircraft then those aircraft should be informed that the Flight Watch is closing. Note: A Flight Watch can be provided to more than one aircraft simultaneously.

Categories of Message Messages in the aeronautical mobile service are given the following order of priority: Distress messages (CAP413 Chapter 8) } Distress and Urgency messages take Urgency messages (CAP413 Chapter 8) } priority over all other types of message Message relating to Direction Finding (DF) (CAP413 Chapter 6 para 1.7) Flight Safety messages (CAP413 Chapter 9 para 1.6) Meteorological messages (CAP413 Chapter 4 para 7) Flight Regularity messages (CAP413 Chapter 9 para 1.6)

Communications Technique A helideck is normally subject to considerable noise including wind noise and it is important to use proper speech techniques to ensure good communication:

Before speaking, check that the receiver is switched on, that the volume is at a suitable level and that the frequency is not being used by another station.

Depress the Push-to-Talk (PTT) switch firmly and pause slightly before speaking

Do not release the PTT switch until you have finished talking

Speak directly into the microphone – but do not put your lips directly onto the ‘mic’ nor hold the ‘mic’ boom (where provided)

Speak clearly and distinctly at a normal rate. A short pause before transmitting numbers can make them easier to understand.

Failure to hold down the PTT switch or releasing it too soon, can result in ‘clipped transmissions – where the beginning or end (or both) of the transmission is missing, making it difficult for the receiving station to understand the message. Note: the PTT Switch is only ‘on’ when it is pressed – as soon as it is released the transmission ceases.



Transmitting Letters The International Phonetic Alphabet is used when transmitting letters. This alphabet is contained in CAP413 Chapter 2 Para 1.3 and is reproduced as Appendix A to these notes – it also shows which syllables are to be emphasised.

Transmitting Numbers CAP413 Chapter 2 para 1.4 explains how the numbers should be spoken and which syllables are to be emphasised and the information is also to be found in Appendix A to these notes. When transmitting numbers – each number is normally spoken separately. Number Transmitted As Pronounced As

QNH 1020 Q-N-H 1-0-2-0 Q-N-H WUN ZERO TOO ZERO

Helibow 914 Helibow 914 Helibow NINER WUN FOWER

FL 180 Flight Level One Eight Zero Flight Level WUN AIT ZERO

150 Degrees One Five Zero Degrees WUN FIFE ZERO Degrees

13 Knots One Three Knots WUN TREE Knots

In the UK, when Flight Levels of round hundreds are transmitted, instead of each number individually, the flight level can be transmitted as:

FL100 Flight Level One Hundred Flight Level WUN HUNDRED

FL200 Flight Level Two Hundred Flight Level TOO HUNDRED

FL300 Flight Level Three Hundred Flight Level TREE HUNDRED

Numbers used when transmitting Altitude, Height, Cloud Height/Altitude, Visibility and Visual Range information only and which contain whole hundreds/thousands shall be transmitted as follows:

10 One Zero WUN ZERO

100 One Hundred WUN HUNDRED

2500 Two Thousand Five Hundred TOO TOUSAND FIFE HUNDRED

10000 One Zero Thousand WUN ZERO TOUSAND

12000 One Two Thousand WUN TOO TOUSAND

Aeronautical VHF radio frequencies each contain six numbers – three numbers (always beginning with ‘1’) followed by a decimal point and then three more numbers. All six figures shall be used when identifying frequencies except where the final two digits of the frequency are both ‘Zero’ when only the first four digits need be spoken:

Frequency Transmitted As Pronounced As

120.375 One Two Zero Decimal Three Seven Five

WUN TOO ZERO DAY SEE MAL TREE SEVEN FIFE

131.300 One Three One Decimal Three

WUN TREE WUN DAY SEE MAL TREE

118.000 One One Eight Decimal Zero WUN WUN AIT DAY SEE MAL ZERO



Transmitting Time When transmitting time, it is normal to transmit only the minutes of the hour. The hour should be included where there is any possibility of confusion - e.g. where the time being transmitted is more than one hour ahead or where the time is an ‘exact’ hour (with zero minutes). The International Time Standard (Co-ordinated Universal Time or UTC) is used worldwide for aviation and uses the 24 hour clock. In the UK UTC is for practical purposes the same as GMT, which means that during the summer months (when British Summer Time is in use) the aviation environment is one-hour ‘behind’ local time. As with other numbers, each figure in the time is transmitted separately. Night is defined as the period from half an hour after sunset until half an hour before sunrise. Sunset and sunrise are both measured at surface level.

Current Time

Time to be transmitted

Transmitted As Pronounced As

0900 0935 Normally ‘Three Five’ but can be ‘Zero Nine Three Five’

TREE FIFE or ZERO NINER TREE FIFE

1130 1247 One Two Four Seven WUN TOO FOWER SEVEN

1530 1600 One Six Zero Zero WUN SIX ZERO ZERO

For Example:

‘West Ellon Radio, Helicopter GABCD - ETA time TREE FIFE’ (this is Helicopter GABCD giving an Estimated Time of Arrival (ETA) of 35 minutes past the hour.)

‘Helicopter GABCD, West Ellon Radio, roger’ (The installation West Ellon acknowledges receipt of the message)

Test Transmissions & Readability Reports Occasionally an aircraft or Offshore Radio Operator may make a test transmission to verify that the transmitter is working correctly. 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/installation identification'

the words 'RADIO CHECK'

'the frequency' being used’



The operator of the aeronautical radio station being called will assess the transmission and will advise the aircraft/installation making the test transmission in terms of the readability scale (see 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 the readability scale)

'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) UNREADABLE'.

Readability Scale Meaning

1 Unreadable

2 Readable now and then

3 Readable but with difficulty

4 Readable

5 Perfectly readable

For Example:

‘West Ellon Radio, Helicopter GABCD – Radio Check WUN TWO TREE DAYSEEMAL FOWER’ (This is the helicopter asking for a readability report on frequency 123.400MHz)

‘Helicopter GABCD, West Ellon Radio – Readability FIFE’ (West Ellon Radio reports the transmission as perfectly readable)

Or

‘West Ellon Radio, Helicopter GABCD – Radio Check WUN TWO TREE DAYSEEMAL FOWER’ (This is the helicopter asking for a readability report on frequency 123.400MHz)

‘Helicopter GABCD, West Ellon Radio – Readability TREE, background crackle’ (West Ellon Radio reports the transmission as readable but with difficulty and there is a ‘crackling’ sound)

Another method of requesting a readability report is as follows:

‘West Ellon Radio, Helicopter GABCD - How do you read?’ (Helicopter GABCD is asking what is the readability of its transmission)

‘Helicopter GABCD, West Ellon Radio – Readability FIFE’ (West Ellon Radio reports the transmission as perfectly readable)



Radio Coverage Communications on the VHF radio band are ‘Direct Wave/Line-of-Sight’ and at sea-level are limited to just beyond the visual horizon. Aircraft whilst airborne can communicate at much greater distances than offshore installations or ships because of the greater height of their antennae. To avoid unnecessary interference, pilots are discouraged from calling a ground station, offshore installation or ship at distances of more than 10 miles and at a height above 3000ft. As a guide the approximate radio horizon from an aircraft to sea/ground level is:

39 nautical miles at 1000 feet



67 nautical miles at 3000 feet Note: radio transmissions from aircraft will interfere with each other at much greater range than those from ground stations.



Standard Words and Phrases Some standard words and phrases are appropriate for all aeronautical services but some are not to be used by Air-Ground Radio Services – those whose callsign ends with Radio including offshore installations and ships. Some of the more common words which may be used by Air-Ground Operators are listed below:

Standard Word/Phrase

Meaning

‘Pass Your Message’ I am ready to receive your message

‘Affirm’ Yes

‘Negative’ No

‘Roger’ I have received your message. (NOT to be confused with ‘Affirm’ and does NOT indicate a ‘yes’ or ‘no’ answer)

‘Acknowledge’ Let me know that you have received and understood this message

‘Confirm’ I request verification (of instruction or information provided)

‘Correct’ True or accurate

‘Wilco’ I understand your message and will comply

‘Unable’ I cannot comply with your request (followed by reason)

‘Standby’ Wait and I will call you (on this frequency)

‘Read Back’ Repeat all (or the specified part) of my message

‘Request’ I should like to know/I wish to obtain

How Do You Read’ What is the readability of my transmission

‘Correction’ Used by the speaker to correct mistake followed by the correct version.

‘Disregard’ Ignore

‘Say Again’ Repeat all or the following part of your last message

‘I Say Again’ I repeat for clarity or emphasis

‘Break’ Indicates the separation between messages

‘Speak Slower’ Reduce your rate of speech. (Used when communication is difficult)

‘Words Twice’ As information – I will send every word twice As a request – please send every word twice

‘Over’ ** Message completed – reply requested

‘Out’ ** Message completed – no response required

** The words ‘Over’ and ‘Out’ are not normally used in VHF aeronautical communications



Altimetry, Pressure Settings and How Aircraft Measure Their Vertical Distance From Objects (CAP452 Appendix D) A pilot normally assesses the vertical distance of his aircraft above obstacles by using an accurately set altimeter. It is imperative therefore that he is given correct pressure setting information and the read back from the pilot is checked as correct. An error of 1hPa will mean that the height shown on the aircraft’s altimeter will be approximately 30ft different from its actual height. Level A generic term relating to the vertical position of an aircraft in flight and meaning variously: height, altitude or flight level QFE Refers to the atmospheric pressure at aerodrome elevation (QFE aerodrome), runway threshold (QFE threshold) or helideck (QFE helideck) QNH Refers to the barometric pressure at mean sea level at the aerodrome or helideck. I.e. an altimeter on the ground or helideck with subscale set to the QNH would indicate height above mean sea level. Elevation The vertical distance of a point on the surface of the earth measured from mean sea level. Height The vertical distance of a point measured from a specified datum such as an airfield or a helideck. Altitude The vertical distance of a point measured from mean sea level All pressure readings in the UK are measured in hectopascals (hPa). (Other countries may use inches of mercury as their measurement). All altitudes, elevations and heights in the UK are measured in feet. Note1: You may hear the term Flight Level being used by a pilot. This means he is measuring his vertical distance above the standard pressure datum of 1013hPa and is expressed in hundreds of feet e.g. FL 60 is 6000ft above the 1013 datum. This would only happen in the North Sea area if the aircraft was above 3000ft. Note 2: You may occasionally hear a helicopter refer to its height being 300ft rad alt (or radio altimeter). This means that the height is not being measured using a pressure altimeter but instead a type of very accurate radar is calculating the precise distance to whatever surface is vertically under the helicopter.



Transfer of Communications If you require an aircraft to transfer communications to another ground station you should tell the aircraft:

Who they are to contact , and

The frequency on which they are to make contact The aircraft should read-back the station identity and frequency. If you hear nothing further form the aircraft you are allowed to assume that the transfer was completed satisfactorily.

‘Helicopter CD, West Ellon Radio,

contact East Ellon Radio on 125.550’

‘West Ellon Radio, Helicopter CD, East Ellon Radio, 125.550’

Routine Relayed Messages Occasionally you may be asked to relay a message either from an aircraft to another agency or from another agency to an aircraft.

‘Helicopter CD, West Ellon Radio,

I have a company message’

‘West Ellon Radio, Helicopter CD, pass your message’

‘Helicopter CD, Skyshot Operations request you contact them on 132.575’

‘West Ellon Radio, Helicopter CD, Roger’



Helicopter Specific Phraseology/Terminology LIFT – A manoeuvre where the helicopter gets airborne and enters a HOVER HOVER – A manoeuvre where the helicopter holds position above the ground or helideck waiting to proceed. TOUCH DOWN – means that the helicopter has come into physical contact with the

ground or helideck.

Omitting Words The following words may be omitted from communications once satisfactory two-way communication has been established and continuing: ‘Surface’, ‘Degrees’ and ‘Knots’ – in relation to surface wind speed and direction ‘Visibility’, ‘Cloud’ and ‘Height’ – in meteorological reports provided to pilots.

Communications Failure In the event of communications being lost with an aircraft, the radio operator should carry out checks of the ground equipment – is it switched on, the volume level and frequency set. Attempt a test transmission to an alternate station and if satisfactory request other stations to attempt to contact the aircraft which has failed to maintain contact. If still unable to establish communication, transmit messages addressed to the aircraft concerned by ‘blind transmission’ – the aircraft may be unable to transmit but still be able to receive. Such ‘blind transmissions’ should include but are not limited to, the availability of the helideck for landing, possible nearby alternate landing options and weather information.



Emergency Phraseology (CAP413 Chapter 8)

States of Emergency There are two ‘states’ of emergency which are classified as follows:

Distress A condition of being threatened by serious and/or imminent danger and

requiring immediate assistance. In a distress situation the pilot will use the call – ‘MAYDAY, MAYDAY, MAYDAY’

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. In this situation the pilot will use the call – ‘PAN PAN, PAN PAN, PAN PAN’

Emergency Communications In an emergency situation, pilots will normally make the appropriate call (Mayday or Pan Pan) on the frequency of the ground station that they are in communication with at the time. If no acknowledgement of the distress or urgency message is made by the station addressed by the aircraft, other stations shall render assistance. If the aircraft is not in communication with a Ground Station, then the pilot may make the appropriate emergency call on the International Aeronautical Distress Frequency – 121.5Mhz. Distress and Urgency Messages Distress and Urgency messages are identified by the appropriate prefix – either Mayday, Mayday, Mayday or Pan Pan, Pan Pan, Pan Pan. Both the ‘MAYDAY’ and ‘PAN PAN’ calls follow the same format:

Information provided by the pilot Sample message

‘Mayday Mayday Mayday’ or ‘Pan Pan, Pan Pan, Pan Pan’

‘Mayday Mayday Mayday’

Name of station addressed ‘West Ellon Radio’

Callsign and type of aircraft ‘GABCD, Super Puma’

Nature of emergency ‘Major fuel leak’

Intention of person in command ‘Intend to land on your deck’

Position (present or last known, plus level and heading)

‘6 miles North-West of you, 2000feet, heading 230 degrees’

Other Useful Information (i.e. number of persons onboard, endurance)

‘17 Persons on Board’(POB)



Imposition of radio silence Transmissions from aircraft in distress have priority over all other transmissions. On hearing a distress/urgency call, all stations must maintain radio silence on that frequency unless:

the distress is cancelled or the distress traffic is terminated

all distress traffic has been transferred to other frequencies

the station controlling communications gives permission

it has itself to render assistance

it finds itself in an distress or urgency situation

no other station acknowledges the distress/urgency call

Any station which has knowledge of distress or urgency traffic, and which cannot itself assist that station, shall nevertheless continue listening to such traffic until it is evident that assistance is being provided. Stations should take care not to interfere with the transmission of distress/urgency calls.

In this example, Helicopter GABCD sends a ‘MAYDAY’ message to West Ellon Radio. The installation acknowledges receipt of the message then imposes radio silence on all other stations.

‘Mayday, Mayday, Mayday, West Ellon Radio, GABCD, Super Puma, we have a major fuel leak, intend landing on your deck, currently 6 miles North-West of you at 2000ft, heading 230 degrees, 17 POB’

‘GABCD, West Ellon Radio, Roger Mayday’ ‘Break’

‘All Stations, West Ellon Radio – Stop transmitting, Mayday’

Relayed Emergency Message Any aeronautical station or aircraft knowing of an emergency incident may transmit a distress message whenever such action is necessary to obtain assistance for the aircraft or vessel in distress. In such circumstances, it should be made clear that the aircraft transmitting is not itself in distress.

Helicopter CD relaying a ‘Mayday’ message on behalf GDEFG

‘West Ellon Radio, Helicopter CD – Have intercepted MAYDAY from GDEFG, I say Again, GDEFG, S92 engine fire, ditching 24 miles north of the East Ellon Platform, 14 Persons on Board, Over’

‘Helicopter CD, West Ellon Radio, Roger your relayed Mayday from GDEFG



Termination of Distress/Urgency Communications and of Radio Silence When the aircraft is no longer in distress/urgency, it will transmit a message cancelling the emergency condition. The ground station in control of communications will transmit a message indicating that normal working may be resumed on that frequency

Helicopter GABCD cancels distress. West Ellon Radio acknowledges receipt and transmits a message allowing normal working to resume.

‘West Ellon Radio, Helicopter CD – CANCEL MAYDAY, on deck engines shut down’

‘Helicopter CD, West Ellon Radio, Roger’

‘Break’ ‘All Station, West Ellon Radio, Distress traffic ended’

Maritime Search and Rescue (SAR) Organisation in the UK Maritime Search and Rescue (SAR) in the UK is the responsibility of two Government departments: Department for Transport (DfT) – through the Maritime and Coastguard Agency (MCA) provides a response and co-ordination service for maritime SAR, counter pollution and salvage. The SAR role is undertaken by HM Coastguard, which is responsible for the initiation and co-ordination of civil maritime SAR. Civil Aviation SAR is the responsibility of the Aviation Airspace Division which assigns operational and administrative responsibility for military and civil aviation SAR to the Ministry of Defence. Ministry of Defence (MoD) - The MoD has responsibility for providing SAR facilities for military operations, exercises and training within the UK and, (as noted above), by agreement, exercises responsibility for the co-ordination of civil aeronautical SAR on behalf of the DfT. The MCA operates a number of Maritime Rescue Co-ordination Centres (MRCC’s) around the UK which are responsible for organising and co-ordinating maritime SAR operations, whilst the MoD operates a single Aeronautical Rescue and Co-ordination Centre (ARCC, at RAF Kinloss, Scotland) which controls and co-ordinates all military SAR assets and, by agreement with MCA, HM Coastguard SAR Helicopters in incidents involving civil or military aircraft in distress.



Offshore Phraseology – Helicopter Arriving/Departing Installation/Ship

Word/Phrase Meaning (followed by examples) ‘Take the flight watch’ Helicopter asking you to maintain radio watch until watch

is taken by another station

‘I have the flight watch’’ Response from ship or installation

‘West Ellon Radio, Helicopter GABCD – take the flight watch’

‘Helicopter GABCD, West Ellon Radio – I have the flight watch’

‘Position’ Helicopter giving you is current position – distance and bearing; height and heading - to the installation/ship

‘West Ellon Radio, Helicopter GABCD – position, 5 miles West, 1500 feet, 040 degrees’

‘Helicopter CD, (West Ellon Radio) Roger’

‘Request your weather’ Helicopter asking for a weather report

‘West Ellon Radio, Helicopter GABCD – request your weather’

‘Helicopter CD, West Ellon Radio – *Surface Wind … (degrees) … (knots) *visibility … … kilometres/metres Weather …..(rain/snow/showers/mist etc) *Cloud…. (number OKTAS) Ambient temperature …. (number degrees C) Helideck Temperature …. (number degrees C) QNH …. (pressure in hectopascals) QFE …. (pressure in hectopascals) In addition, for ships and mobile installations :- Pitch …. (number of degrees up/down) Roll …. (number of degrees left/right) Heave …. (number of metres, vertically, between the lowest and highest points of helideck movement) * Note: the words ‘surface’ ‘degrees’ and ‘knots’ can be omitted as can ‘visibility’ and ‘cloud’

‘West Ellon Radio, Helicopter CD, QNH …. QFE ….’ (The helicopter ‘reads back’ the altimeter setting information)



‘ETA’ Helicopter providing their Estimated Time of Arrival – 23 minutes past the hour.

‘West Ellon Radio, Helicopter CD – ETA 23’


‘Switch on the NDB’ Helicopter asking the installation/ship to switch on their Non-Directional Beacon (NDB). The radio operator gives the frequency of operation and the Identity letters being transmitted.

‘West Ellon Radio, Helicopter GABCD – switch on the NDB’

‘Helicopter CD, (West Ellon Radio), Wilco – NDB frequency … Ident …’

‘Overhead’ Helicopter directly above the helideck but helideck is obscured by cloud)

‘West Ellon Radio, Helicopter GABCD – overhead’


‘Beacon Outbound' Helicopter indicating that the pilot is using the NDB as a navigation aid to take him from overhead to a point where he can safely descend below cloud and return to the helideck under visual conditions.

‘West Ellon Radio, Helicopter GABCD – Beacon Outbound’


‘Landing in …. minutes’ Helicopter providing the number of minutes to landing – may also ask you to ‘pass your weather’ if not already received.

‘West Ellon Radio, Helicopter CD – Landing in 3 minutes’




‘Is the deck available for landing?’ ‘Affirm – deck available for landing’

Helicopter asking if the helideck is available, allowing it to land. Radio operator responding to say that the helideck is available for landing

‘West Ellon Radio, Helicopter CD – is the deck available for landing?’

‘Helicopter CD, (West Ellon Radio),

affirm, deck available for landing’

OR:

‘Is the deck available for landing?’ ‘Negative - deck obstructed, expect ..…. minutes delay

Helicopter asking if the helideck is available, allowing it to land. Radio operator responding to say that the helideck is not available due to obstruction, or deck closed due to (reason) – in both cases the number of minutes delay should be given, if known.

‘West Ellon Radio, Helicopter CD – is the deck available for landing?’

‘Helicopter CD, (West Ellon Radio), Negative – deck obstructed expect .. minutes delay’

‘Ready for Departure’ Helicopter indicating that they are ready to leave the helideck – radio operator should pass wind speed and direction without being asked.

‘West Ellon Radio, Helicopter CD – Ready for Departure’

‘Helicopter CD, (West Ellon Radio) Roger, wind … (degrees) ... (knots)’

‘Departing’ Helicopter leaving the helideck.

‘West Ellon Radio, Helicopter CD – departing for Aberdeen’




‘Switch off the NDB’ Helicopter indicating that the NDB is no longer required.

‘West Ellon Radio, Helicopter CD – switch off the NDB’

‘Helicopter CD, (West Ellon Radio) Wilco’

‘Close down the flight watch’

Helicopter telling the radio operator that they can close the flight watch, for that helicopter, on that frequency.

‘West Ellon Radio, Helicopter CD – in contact with Aberdeen, close down the flight watch’

‘Helicopter CD, (West Ellon Radio), closing down the flight watch’

The following are Phrases used in communications between helicopters and ships:

‘Report Position’

Helicopter asking for the ship’s current position.

‘Maud Mariner Radio, Helicopter GABCD – Report position’

‘Helicopter GABCD, (Maud Mariner Radio), Position …. (Lat/Long)

‘Report Course and speed’

Helicopter asking for the ship’s course and speed’

‘Maud Mariner Radio, Helicopter GABCD – Report Course and speed’

‘Helicopter GABCD, (Maud Mariner Radio), Course and speed …. (number) degrees … (number) knots’



‘Request relative wind’

Helicopter asking for the wind direction in relation to the ship’s heading’

‘Maud Mariner Radio, Helicopter GABCD – Report relative wind’

‘Helicopter GABCD, (Maud Mariner Radio), Relative wind Port/Starboard (number) degrees … (number) knots’

‘Maintain Course and speed’

Helicopter asking the ship to keep the same course and speed’

‘Maud Mariner Radio, Helicopter GABCD – Maintain Course and speed’

‘Helicopter GABCD, (Maud Mariner Radio), Roger’

‘Alter course Port/Starboard (number) degrees

Helicopter asking the ship to change course’

‘Maud Mariner Radio, Helicopter GABCD – Alter course 10 degrees to port’

‘Helicopter GABCD, (Maud Mariner Radio), Wilco’ (then when on new heading) Helicopter CD, (Maud Mariner Radio),

Now on heading … (number) degrees’

‘Change speed to (number) knots’

Helicopter asking the ship to alter speed’

‘Maud Mariner Radio, Helicopter GABCD – Change speed to … (number) knots

‘Helicopter GABCD, (Maud Mariner Radio), Wilco’ (then when speed changed) Helicopter CD, (Maud Mariner Radio), Speed … (number) knots’

Tutorial Notes - ©AJN Training 2009-12 Appendix A Ver 14

Appendix A - 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 underlined.

Letter Word Phonetic pronunciation

A Alpha AL FAH

B Bravo BRAH VOH

C Charlie CHAR LEE

D Delta DELL TAH

E Echo ECK OH

F Foxtrot FOKS TROT

G Golf GOLF

H Hotel HOH 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

V Victor VIK TAH

W Whiskey WISS KEY

X X-ray ECKS RAY

Y Yankee YANG KEE

Z Zulu ZOO LOO

To learn from scratch – make up some ‘flip cards’ with the letter/number on one side and the word and pronunciation on the other:

A

Alpha AL FAH

Transmitting Numbers

Number Phonetic Pronunciation

0 ZERO

1 WUN

2 TOO

3 TREE

4 FOWER

5 FIFE

6 SIX

7 SEVEN

8 AIT

9 NINER

Decimal DAY SEE MAL

Hundred HUN DRED

Thousand TOUSAND

Tutorial Notes - ©AJN Training 2009-12 Appendix B Ver 14

Appendix B Aircraft Callsigns – UK Aircraft Callsigns are allocated under International conventions and generally take one of two forms:

The aircraft registration or

A ‘Flight/trip number’ formed of the allocated company callsign plus a trip identifier (which may be a number or a mixture of numbers and letters)

Civil aircraft registrations are also allocated under international convention where each country is allocated a one or two letter ‘prefix’ This is followed by a sequence of letters or numbers which are allocated by the country of registration and usually separated from the country prefix by a ‘dash’. Examples of aircraft registration prefixes to be found in the North Sea Areas are: D- Germany G- United Kingdom LN- Norway OO- Belgium OY- Denmark PH- Netherlands Aircraft operator/company callsigns each have a three letter code allocated to them and generally (but not always) the radio callsign reflects the company name. Examples of Company Callsigns to be found in the North Sea Areas are:

Operator/Country Radio Callsign 3-letter code

Bristow (UK) ‘Bristow’ BHL

CHC-Scotia (UK) ‘Helibus’ HKS

CHC-Helikopter Services (Norway) ‘Helibus’ HKS

Bond (UK) ‘Bond’ BND

Other aircraft callsigns likely to be encountered low-level in the UK North Sea sectors include: ‘Watchdog’ Fisheries protection and patrol aircraft ‘Rescue’ Military Search and Rescue aircraft ‘Endurance’ Pollution patrol aircraft ‘Coastguard’ Coastguard Search and Rescue helicopter

Tutorial Notes - ©AJN Training 2009-12 Appendix C Ver 14

Appendix C Units of Measurement (CAP452 Appendix C) The Units of Measurement to be used in connection with aircraft in the UK are:

Measurement of Units

Distances used in Navigation Nautical Miles (and tenths) – spoken as ‘miles’

Altitude, elevation and heights Feet

Short distances (i.e. helideck dimensions)

Metres

Depths of snow and slush Centimetres/Millimetres

Horizontal speed (including wind speed) Knots

Wind direction Degrees Magnetic

Temperatures Degrees Celsius

Barometric Pressure HectoPascals

Visibility Metres/Kilometres

Cloud Base (height of lowest cloud above observers position)

Feet

Cloud Cover Oktas

In relation to non-fixed installations or ships:

Measurement of Units

Roll Degrees left and degrees right

Pitch Degrees up and degrees down

Heave (the vertical distance between the highest and lowest points of the helideck movement)

Metres

Yaw Degrees

Heading Degrees Magnetic

Sea State On scale of 0-9

Tutorial Notes - ©AJN Training 2009-12 Appendix D Ver 14

Appendix D Abbreviations (Selection from CAP413 Chapter 1 Para 1.2) AAIB - Air Accident Investigation Branch ACC - Area Control Centre AGCS - Air Ground Communication Service amsl - Above Mean Sea Level ATC - Air Traffic Control CAA - Civil Aviation Authority (UK) ETA - Estimated Time of Arrival ATA - Actual Time of Arrival ETD - Estimated Time of Departure ATD - Actual Time of Departure GNSS - Global Navigation Satellite System GPS - Global Positioning System hPa - Hectopascal (pressure measurement) IFR - Instrument Flight Rules IMC - Instrument Meteorological Conditions VFR - Visual Flight Rules VMC - Visual Meteorological Conditions KHz - Kilohertz (frequency measurement) MHz - Megahertz (frequency measurement) MRCC - Maritime Rescue Co-ordination Centre RCC - Rescue Co-ordination Centre SAR - Search And Rescue OPC - Operational Control Communications UTC - Coordinated Universal Time UHF - Ultra High Frequency VHF - Very High Frequency

CAA Revision Notes.pdf

Documents

Transcript of CAA Revision Notes.pdf