CAA Revision Notes PDF

Tutorial Notes for the CAA Offshore Radio Operator Certificate of Competence
Tutorial Notes for the

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

Aircraft Callsigns UK
Units Of Measurement
Abbreviations
Tutorial Notes - AJN Training 2009-12
Page 1
Ver 14
Introduction
These notes are provided as study material for those being examined for the CAA
Aeronautical Offshore Radio Operators Certificate of Competence.
Much of the information in these notes is drawn from the following CAA Publications:
CAP452 Aeronautical Radio Station Operators 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 Operators 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
Page 2
Ver 14
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 resit 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.
Page 3
Ver 14
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
Aberdeen Information
Aberdeen Approach
Aberdeen Radar
Aberdeen Tower
Aberdeen Ground
Air Ground Communication Service

Flight Information Service (FIS)
Air Traffic Control (ATC) Service
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
installation/ship both stations must use their full callsigns e.g.
and
an
offshore
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.
Page 4
Ver 14
Examples of aircraft callsigns and their permitted abbreviations are shown below:
Full Callsign
GABCD
Bristow 64X
Bristow GABCD
Helicopter GABCD
N87876
N878GM
Abbreviation
GCD
(No abbreviation permitted)
Bristow CD
Helicopter CD
N876 (First letter and last 3 digits)
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
West Ellon Radio, GZZCD - Wilco
GZZCD, West Ellon Radio use

full callsign, similar callsign in
the area
GABCD is also informed and instructed to use full callsign:
West Ellon Radio, GABCD - Wilco
GABCD, West Ellon Radio

revert to full callsign, similar
callsign in the area
Page 5
Ver 14
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.
Page 6
Ver 14
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
QNH 1020
Helibow 914
FL 180
150 Degrees
13 Knots
Transmitted As
Q-N-H 1-0-2-0
Helibow 914
Flight Level One Eight Zero
One Five Zero Degrees
One Three Knots
Pronounced As
Q-N-H WUN ZERO TOO ZERO
Helibow NINER WUN FOWER
Flight Level WUN AIT ZERO
WUN FIFE ZERO Degrees
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
FL200
FL300
Flight Level One Hundred

Flight Level Two Hundred
Flight Level Three Hundred
Flight Level WUN HUNDRED

Flight Level TOO 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
100
2500
10000
12000
One Zero
One Hundred
Two Thousand Five Hundred
One Zero Thousand
One Two Thousand
WUN ZERO
WUN HUNDRED
TOO TOUSAND FIFE HUNDRED
WUN ZERO TOUSAND
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
120.375
131.300
118.000
Transmitted As
One Two Zero Decimal
Three Seven Five
One Three One Decimal
Three
One One Eight Decimal Zero
Pronounced As
WUN TOO ZERO DAY SEE MAL
TREE SEVEN FIFE
WUN TREE WUN DAY SEE MAL
TREE
WUN WUN AIT DAY SEE MAL ZERO
Page 7
Ver 14
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
0900
1130
Time to be Transmitted As
transmitted
0935
Normally Three Five but can
be Zero Nine Three Five
1247
One Two Four Seven
1530
1600
One Six Zero Zero
Pronounced As
TREE FIFE or ZERO
NINER TREE FIFE
WUN
TOO
FOWER
SEVEN
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
Page 8
Ver 14
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
1
2
3
4
5
Meaning
Unreadable
Readable now and then
Readable but with difficulty
Readable
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)
Page 9
Ver 14
Radio Coverage
Communications on the VHF radio band are Direct Wave/Line-of-Sight and at sealevel 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

Note: radio transmissions from aircraft will interfere with each other at much greater
range than those from ground stations.
Page 10
Ver 14
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)
As information I will send every word twice
Words 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
Page 11
Ver 14
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
aircrafts 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.
Page 12
Ver 14
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.
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
Page 13
Ver 14
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.
Page 14
Ver 14
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

Mayday Mayday Mayday or
Pan Pan, Pan Pan, Pan Pan
Sample message
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)
Other Useful Information
(i.e. number of persons onboard, endurance)
6 miles North-West of you, 2000feet,

heading 230 degrees
Mayday Mayday Mayday
17 Persons on Board(POB)
Page 15
Ver 14
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

Roger your relayed Mayday from GDEFG
Page 16
Ver 14
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 (MRCCs)
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.
Page 17
Ver 14
Offshore Phraseology Helicopter Arriving/Departing Installation/Ship

Word/Phrase
Meaning (followed by examples)
Take the flight watch

I have the flight watch
Helicopter asking you to maintain radio watch until watch

is taken by another station
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)
Page 18
Ver 14
Helicopter providing their Estimated Time of Arrival 23

minutes past the hour.
ETA
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
Page 19
Ver 14
Is the deck available for

landing?
Helicopter asking if the helideck is available, allowing it to

land.
Affirm deck available for Radio operator responding to say that the helideck is
landing
available for landing
is the deck available for landing?
Helicopter CD, (West Ellon Radio),
affirm, deck available for landing
OR:
Is the deck available for
landing?
Helicopter asking if the helideck is available, allowing it to

land.
Negative
deck Radio operator responding to say that the helideck is not
obstructed, expect ... available due to obstruction, or deck closed due to
minutes delay
(reason) in both cases the number of minutes delay
should be given, if known.
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
Page 20
Ver 14
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
watch
the
flight Helicopter telling the radio operator that they can close the
flight watch, for that helicopter, on that frequency.
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 ships 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 ships course and speed

Report Course and speed

Course and speed . (number)
degrees (number) knots
Page 21
Ver 14
Request relative wind
Helicopter asking for the wind direction in relation to the

ships heading

Report relative wind

Relative wind Port/Starboard (number)
degrees (number) knots
Maintain Course and
speed
Helicopter asking the ship to keep the same course and

speed

Maintain Course and speed

Roger
Alter course Port/Starboard

(number) degrees
Helicopter asking the ship to change course

Alter course 10 degrees to port
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

Change speed to (number) knots
Wilco
(then when speed changed)
Helicopter CD, (Maud Mariner Radio),
Speed (number) knots
Page 22
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
A
B
C
D
E
F
G
H
I
J
K
L
M
N
O
P
Q
R
S
T
U
V
W
X
Y
Z
Word
Alpha
Bravo
Charlie
Delta
Echo
Foxtrot
Golf
Hotel
India
Juliett
Kilo
Lima
Mike
November
Oscar
Papa
Quebec
Romeo
Sierra
Tango
Uniform
Victor
Whiskey
X-ray
Yankee
Zulu
To learn from scratch

make up some flip
cards with the
letter/number on one
side and the word and
pronunciation on the
other:
Phonetic pronunciation
AL FAH
BRAH VOH
CHAR LEE
DELL TAH
ECK OH
FOKS TROT
GOLF
HOH TELL
IN DEE AH
JEW LEE ETT
KEY LOH
LEE MAH
MIKE
NO VEM BER
OSS CAH
PAH PAH
KEH BECK
ROW ME OH
SEE AIR RAH
TANG GO
YOU NEE FORM
VIK TAH
WISS KEY
ECKS RAY
YANG KEE
ZOO LOO
Alpha
AL FAH
Transmitting Numbers
Number
0
1
2
3
4
5
6
7
8
9
Decimal
Hundred
Thousand
Phonetic Pronunciation
ZERO
WUN
TOO
TREE
FOWER
FIFE
SIX
SEVEN
AIT
NINER
DAY SEE MAL
HUN DRED
TOUSAND
Appendix A
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:
DGLNOOOYPH-
Germany
United Kingdom
Norway
Belgium
Denmark
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
Bristow (UK)
CHC-Scotia (UK)
CHC-Helikopter Services (Norway)
Bond (UK)
Radio Callsign
Bristow
Helibus
Helibus
Bond
3-letter
code
BHL
HKS
HKS
BND
Other aircraft callsigns likely to be encountered low-level in the UK North Sea

sectors include:
Watchdog
Rescue
Endurance
Coastguard
Fisheries protection and patrol aircraft

Military Search and Rescue aircraft
Pollution patrol aircraft
Coastguard Search and Rescue helicopter
Appendix B
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
Appendix C
Ver 14
Appendix D
Abbreviations (Selection from CAP413 Chapter 1 Para 1.2)
AAIB
ACC
AGCS
amsl
ATC
CAA
ETA
ATA
ETD
ATD
GNSS
GPS
hPa
IFR
IMC
VFR
VMC
KHz
MHz
MRCC
RCC
SAR
OPC
UTC
UHF
VHF
Air Accident Investigation Branch

Area Control Centre
Air Ground Communication Service
Above Mean Sea Level
Air Traffic Control
Civil Aviation Authority (UK)
Estimated Time of Arrival
Actual Time of Arrival
Estimated Time of Departure
Actual Time of Departure
Global Navigation Satellite System
Global Positioning System
Hectopascal (pressure measurement)
Instrument Flight Rules
Instrument Meteorological Conditions
Visual Flight Rules
Visual Meteorological Conditions
Kilohertz (frequency measurement)
Megahertz (frequency measurement)
Maritime Rescue Co-ordination Centre
Rescue Co-ordination Centre
Search And Rescue
Operational Control Communications
Coordinated Universal Time
Ultra High Frequency
Very High Frequency
Appendix D
Ver 14

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Tutorial Notes for the CAA Offshore Radio Operator Certificate of Competence

Tutorial Notes for the

Phonetic Alphabet/Transmission of Letters and Numbers

Tutorial Notes - AJN Training 2009-12

If you are taking the short-course in advance of the examination, be aware

Written Test Paper (Procedures and Regulations)

Practical Communications Exercise

Establish communications with an approaching helicopter and/or one about to

Tutorial Notes - AJN Training 2009-12

Offshore Communications Service (OCS)

Callsigns for Ground Stations

Service being provided

Air Ground Communication Service

It is essential that persons providing an Air-Ground Communications Service

Callsigns for Aircraft

West Ellon Radio, GABCD

GABCD, West Ellon Radio pass your message

Tutorial Notes - AJN Training 2009-12

West Ellon Radio, GZZCD - Wilco

GZZCD, West Ellon Radio use

GABCD is also informed and instructed to use full callsign:

West Ellon Radio, GABCD - Wilco

GABCD, West Ellon Radio

Tutorial Notes - AJN Training 2009-12

Tutorial Notes - AJN Training 2009-12

Flight Level One Hundred

Flight Level WUN HUNDRED

Tutorial Notes - AJN Training 2009-12

One Six Zero Zero

Test Transmissions & Readability Reports

the callsign of the aeronautical station being called

Tutorial Notes - AJN Training 2009-12

'the aircraft identification

Tutorial Notes - AJN Training 2009-12

39 nautical miles at 1000 feet

Tutorial Notes - AJN Training 2009-12

Standard Words and Phrases

Pass Your Message

I am ready to receive your message

I have received your message. (NOT to be confused with

Let me know that you have received and understood this

I request verification (of instruction or information provided)

I understand your message and will comply

I cannot comply with your request (followed by reason)

Wait and I will call you (on this frequency)

Repeat all (or the specified part) of my message

I should like to know/I wish to obtain

How Do You Read

What is the readability of my transmission

Used by the speaker to correct mistake followed by the

Repeat all or the following part of your last message

I repeat for clarity or emphasis

Indicates the separation between messages

Reduce your rate of speech. (Used when communication is

Message completed reply requested

Message completed no response required

Tutorial Notes - AJN Training 2009-12

Altimetry, Pressure Settings and How Aircraft Measure Their Vertical

Tutorial Notes - AJN Training 2009-12

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

Routine Relayed Messages

West Ellon Radio, Helicopter CD, pass your message