ppl_07_e2-2

Aerodromes and airfields come in many shapes and sizes, of course; they range from large aerodromes or airports, which handle jet airliners, to small, grass landing strips.

The type ofAirTraffic Service Unit (ATSU) established at an aerodrome will, generally, depend upon the number and frequency of take-offs and landings, often referred to as aircraft movements.

The three categories of aeronautical communication service provided to pilots which, in the case of VFR pilots, generally, but not exclusively, are provided by aerodrome ATSUs are:

1.Full Air Traffic Control Service.

2.Flight Information Service (also available on a Flight Information Region’s FIS frequency.)

3.Air-Ground Communications Service.

There are 3 categories of aeronautical

communications service:

•Full air traffic control.

•Flight Information Service.

•Air-Ground Communications service.

ATCUs

in CTRs usually, but

not always, have separate TOWER, APPROACH, and RADAR frequencies.

aircraft flying in the aerodrome circuit, and taxying on the manoeuvring area, as well as of those aircraft flying in the immediate vicinity of the aerodrome circuit.

Aerodromes with a CTR will also invariably exercise approach control over aircraft approaching the CTR from outside its boundaries, or aircraft having just departed from the CTR. Approach Control is identified by the call-sign APPROACH. (See

Chapter 5.) Sometimes approach control exists alongside zone and radar control.

Figure 4.2 Holzdorf Aerodrome (ETSH) in Germany has a Class D CTR and an ATCU providing a full air traffic control service. Note the aerodrome frequency TOWER (TWR) of 130.5. When operating at an aerodrome with an ATCU, the pilot of an aircraft will conduct his movements on the ground and in the air under the control of that ATCU. WHISKEY and ECHO are VRPs.

Figure 4.2 depicts the aerodrome of Holzdorf, in Germany, which has a Class D CTR. The fact that Holzdorf has an ATCU is revealed by the designation of its aerodrome frequency of 130.5 as TOWER (TWR). WHISKEY and ECHO are Visual Reference Points (VRPs).

Figure 4.3 depicts Bristol aerodrome, in England. Its frequency of 125.650 is not identified as TOWER, but the fact that Bristol has a Class D CTR confirms that the aerodrome also has an ATCU, providing full air traffic control. The Bristol frequency is also identified as providing a Lower Airspace Radar Service (LARS), another indication that the ATSU at Bristol is a full ATCU. Visual Reference Points, relative to which arriving and departing aircraft report their position, are marked by the letter VRP.

Fig 4.3 Aerodrome Flight Information Service.

An operator

providing an AFIS

can issue only information to aircraft in flight, though he may issue instructions to aircraft on the ground.

Figure 4.6 Haverfordwest has an ATZ provides an AIr/Ground Communications Service.

A e r o d r o m e F l i g h t In f o r m a t i o n S e r v i c e .

When receiving an Aerodrome Flight Information Service (AFIS) from an aerodrome, a pilot is not under air traffic control while he is airborne. It is the responsibility of the

Pilot-in-Command to decide the appropriate course of action to be taken to ensure the safe conduct of his flight and the safety of his aircraft when taking off, landing or flying in anATZ which provides anAFIS. AnAFIS-provider may not issue instructions or clearances to pilots.

A ground radio station operator providing an AFIS passes information only to aircraft which are flying in theATZ, or about to enter theATZ, though he may issue instructions to aircraft once they are on the ground.

An aerodrome at which an AFIS is provided will use the call-sign “INFORMATION”, after the aerodrome identifier.

Large

aerodromes have ATCUs

exercising full air traffic control, consisting of GROUND, TOWER, APPROACH and RADAR services.

Q u a l i f i c a t i o n s o f O p e r a t o r s o f G r o u n d P h r a s e o l o g y .

The personnel who provide either a full Air Traffic Control Service, an Aerodrome

Flight Information Service or an Air/Ground Communications Service hold very different qualifications.

The Air Traffic Controller is the most highly qualified individual and bears a heavy responsibility for the safely and expeditious operation for the aircraft under his control. An operator providing an Aerodrome Flight Information Service has a much lower level of qualification than an Air Traffic Controller, but is nevertheless licensed by the national aviation authority responsible for the aerodrome and airspace, in question.

TheAir-Ground Communications Operator is the lowest qualified of all; he is licensed operator of a ground radio installation who holds a Radio Operator’s Certificate of

Competence, but who has received no training for the national aviation authority.

The RT phraseology which Air Traffic Controllers, Flight Information Service Officers and Air Ground Communication Service Operators are authorised to use in the exercise of their responsibilities differs to reflect the different competencies of each office-holder.

The phraseology used by Flight Information Service Officers and Air Ground

Communication Service Operators will be dealt with in the section of this book dealing with RT Communications in the United Kingdom.

This chapter deals with phraseologies used at an aerodrome with a full air traffic control service exercised by an ATCU. The speech patterns used by

ATCU tend to be the same for all countries.

THE AIR TRAFFIC CONTROL UNIT AND AERODROME CONTROL.

Many light aircraft pilots operate exclusively from small airfields and may find the prospect of visiting aerodromes within a CTR intimidating; but it would be a pity if any pilot were to be discouraged from landing at a major aerodrome or airport because of lack of familiarly with the correct RT phraseology.

All pilots must know the full vocabulary used for RT communications, simply because when communicating with an ATSU they are likely to be exposed to every aspect of the language of RT, and must be able to understand the radio calls they receive, and to reply to ATCU transmissions appropriately.

As we stated at the beginning of this chapter, Aerodrome Control at a large aerodrome, within a CTR or ATZ, is, typically, divided into the following services: GROUND, TOWER and APPROACH (and/or RADAR). Each service is normally contacted on its own frequency and has a call-sign composed of the name of the aerodrome plus the suffix, GROUND, TOWER, APPROACH or RADAR, respectively. Sometimes, when the aerodrome is not busy, Ground and Tower services may be provided by the same controller, as may Approach and Radar services.

ID: 3658

Customer: Oleg Ostapenko E-mail: ostapenko2002@yahoo.com

Customer: Oleg Ostapenko E-mail: ostapenko2002@yahoo.com

C H A P T ER

Figure 4.9 The principal elements of an aerodrome.

Initial calls from aircraft departing from the aerodrome, including requests for taxi clearance, and, at some aerodromes, start clearance, are made on the GROUND frequency. The pilot of a departing aircraft will normally remain on the GROUND frequency until he reaches the holding point of the runway-in-use.

Before first contact with GROUND, a pilot should select the Automatic Terminal Information Service (ATIS) frequency in order to obtain the latest weather and aerodrome information, including runway-in-use, wind and QNH. ATIS information is broadcast continuously and updated at least hourly. By listening out on the ATIS frequency before contacting GROUND, pilots can help ease the workload of controllers. ATIS information is identified by a letter of the alphabet (e.g. Mike,

November etc), in order that controllers may know immediately whether or not a pilot is reporting having obtained the latest information. When departing, the pilot advises the GROUND controller, on his initial call, which ATIS information he is in possession of.

The content of an ATIS broadcast is typically along the lines of the following message:

4 : A ER O DR O M

ATIS, the

Automatic Terminal

Information Service, continually transmits automated broadcasts containing aerodrome and weather information.

The clearance

limit in taxi instructions

is the point at which the aircraft must stop until the pilot receives further permission to proceed.

When

issuing taxi instructions, the clearance limit imposed

by the air traffic controller will normally, but not necessarily, be the holding point of the runway-in-use.

Notice that the pilot is required to readback only the runway-in-use and the QNH, as these are items essential to the safety of the flight, and the controller must be certain that the pilot has correctly understood the information.

En g i n e S t a r t i n g P r o c e d u r e s .

At certain aerodromes with a high intensity of aircraft operations, aircraft may be required to request engine start in order to facilitate ATC planning. At certain aerodromes, along with the request, the pilot will state the location of the aircraft and acknowledge receipt of the departure ATIS broadcast identifying letter together with the QNH.

Steerton Ground, G-ABCD, Light Aircraft Park, Request start up, Information Mike, QNH 1002.

G-ABCD, Steerton Ground, Start up approved.

Start up approved, G-ABCD.

When there is a delay to the departure of the aircraft, the controller will normally indicate a time to start up or expect to start up.

T a x i In s t r u c t i o n s .

When replying to a pilot’s request for taxi instructions, a controller will include a clearance limit, which is the point at which the aircraft must stop until further permission to proceed is given. For departing aircraft, the clearance limit will normally be the holding point of the runway-in-use.

Steerton Ground, G-ABCD, Cessna 172, At the light aircraft parking area, Request taxi for VFR local flight, Information Mike.