Offshore Aeronautical Radio Operators

Offshore Aeronautical Radio Operators (2016)
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CONTENTS
Explanatory Note
Introduction ................................................................ 1
Foreword
Introduction ................................................................ 2
Gender ...................................................................... 2
Clarity and Readability ................................................... 2
Chapter 1
Communications Techniques
Introduction ................................................................ 3
Speech Technique ......................................................... 3
Word Spelling Alphabet .................................................. 4
Numerals.................................................................... 4
Time ........................................................................ 5
Standard Speech Abbreviations ......................................... 5
RTF Call-signs .............................................................. 6
Aircraft Call-signs ......................................................... 6
Establishment of Contact ................................................ 7
Readability of Transmission ............................................. 8
Continuation of Communications ....................................... 8
Acknowledgement and Read-back of Messages ....................... 9
Transfer of Communications ............................................ 9
Frequencies .............................................................. 10
Interference .............................................................. 10
Chapter 1 Progress Test .............................................. 11
Chapter 2
Aeronautical Radio Stations

Introduction .............................................................. 12
Identification ............................................................ 12
Transmission of Messages .............................................. 12
Categories of Messages ................................................. 13
Documentation .......................................................... 13
Radio Operators Certificate of Competence ....................... 14
Offshore Certificate of Competence ................................. 14
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Chapter 3
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Operational Control Communications

Introduction .............................................................. 16
Limitations ............................................................... 16
Content of Transmissions .............................................. 16
Chapter 4
Offshore Communication Service

Introduction .............................................................. 18
Identification ............................................................ 18
Phraseology .............................................................. 18
Helideck Movement ..................................................... 20
Chapter 5
Distress & Urgency Procedures

Introduction .............................................................. 22
Distress Messages ........................................................ 23
Urgency Messages ....................................................... 24
RTF Phraseology Distress and Urgency ............................. 24
The VHF Emergency Service ........................................... 25
Appendix A
Syllabus and Arrangements for the Examinations for the

Issue of a Certificate of Competence.27
Appendix B
Examination Details29
Appendix C
Abbreviations..31
Appendix D
Glossary of Aeronautical Terms..33
Appendix E
Units of Measurement ...37
Appendix F
Pressure Settings ..38
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EXPLANATORY NOTE
1
Introduction
1.1
The CAA has made many of the documents that it publishes available
electronically.
1.2
This is a living document and will be revised at intervals to take account of

changes in regulations, feedback from industry, and recognised best
practice.
PLEASE NOTE:
TEXT MARKED WITH A GREY TONE BOX
AROUND THEM MEANS YOU MUST LEARN
AND KNOW THIS BEFORE COMING ON
THE COURSE.
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FOREWORD
1
Introduction
1.1
This publication is intended as a guide for persons who operate or wish to

operate aeronautical radio stations.
1.2
It is based on International Standards and Recommended Practices

contained in relevant ICAO Annexes. The United Kingdom complies as far as
is practicable with these standards but differs from the ICAO requirements
in respect of the experience required for an aeronautical station operator
licence as detailed in Annex 1, 4.7.1.4.
1.3
CAP 452 is a reference document for air/ground communication service

radio station operators, offshore communication service radio station
operators and radio operators at other locations where a radio operator's
certificate of competence is required. If there is doubt as to the level of
service that is appropriate or whether an Aeronautical Radio Station
Operator's Certificate of Competence is needed, please contact the CAA ATS
Standards Dept. (tel 01293 573355 or e-mail ats.licensing@srg.caa .co.uk).
Gender
In the interests of simplicity, any reference to the masculine gender can be
taken to mean either male or female.
Clarity and Readability

In this document the following protocol is used:
a)
The words must or shall indicate that compliance is compulsory;
b)
The word should indicate a recommendation;
c)
The word may indicate an option;
d)
The word will is used to express the future.
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CHAPTER 1
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COMMUNICATIONS TECHNIQUE
Introduction
1.1
The procedures and phraseology in this section have been laid down with
the object of ensuring uniformity in RTF communications with persons of
diverse nationalities and languages.
1.2
The importance of the correct use of accurate and precise phraseology

cannot he over-emphasised. On occasions, however, it may be necessary to
extend or modify the phraseology but care should he taken not to confuse or
prejudice basic meanings or intentions.
Speech Technique
Correct enunciation of words, spoken at a uniform rate in a voice pitched
somewhat higher than normal but preserving the rhythm of ordinary
conversation will do much to assist satisfactory reception of radio messages.
To avoid clipped transmissions, it is important to depress the transmit
switch fully before speech is commenced and to avoid releasing it before
the transmission is completed. Radio operators should endeavour to use
clear, concise sentences and to eradicate such obvious faults as hesitation
sounds, verbosity, lowering of voice and blurring of consonants. This will
ensure maximum efficiency and prevent the need for irritating repetitions.
Speak directly into the microphone and avoid touching the microphone in
any way as this may introduce distortion.
Word Spelling Alphabet

The ICAO word spelling alphabet is given overleaf with the pronunciation in
parenthesis for each letter and the syllables requiring emphasis are
underlined. The alphabet is to be used at all times when it is required to
indicate letters except for particular letter groups which, by every-day use,
have become unmistakable, e.g. QFE, ETA, etc.
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MUST KNOW PHONIC SPELLING

A
B
C
D
E
F
G
H
I
J
K
L
M
Alfa
Bravo
Charlie
Delta
Echo
Foxtrot
Golf
Hotel
India
Juliett
Kilo
Lima
Mike
(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)
N
O
P
Q
R
S
T
U
V
W
X
Y
Z
November
Oscar
Papa
Quebec
Romeo
Sierra
Tango
Uniform
Victor
Whiskey
X Ray
Yankee
Zulu
(NO VEM BER)

(OSS CAH)
(PAH PAH)
(KEH BECK)
(ROW ME OH)
(SEE AlR RAH)
(TANG GO)
(YOU NEE FORM)
(VlK TAH)
(WISS KEY)
(ECKS RAY)
(YANG KEY)
(ZOO LOO)
Numerals
4.1
The phonetic representations of figures and associated words are:

O ZE-RO
1 WUN
2 TOO
3 TREE
4 FOWER
Hundred
Thousand
Decimal
5 FIFE
6 SIX
7 SEVEN
8 AIT
9 NINER
HUN DRED
TOU SAND
DAY SEE MAL
4.2
When transmitting messages containing altimeter settings, aircraft callsigns, flight levels (with the exception of FL 100, 200, Etc. which are
expressed as 'Flight Level(number) HUN DRED), headings, wind direction and
speed, pressure settings, frequencies, transponder codes and aircraft
speeds, each digit shall be transmitted separately.
4.3
All numbers used in the transmission of altitude, cloud height and runway
visual range (RVR) information, which contain whole hundreds and whole
thousands, shall be transmitted by pronouncing each digit in the number of
hundreds or thousands followed by the word Hundred or 'Thousand as
appropriate. Combinations of thousands and whole hundreds shall be
transmitted by pronouncing each digit in the number of thousands followed
by the word Thousand followed by the number of hundreds followed by the
word 'Hundred.
Examples are:
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900 feet
2500 feet
11,000 feet
Niner Hundred feet

Too Tousand Fife Hundred feet
Wun Wun Tousand feet
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Time
5.1
UTC and the 24-hour clock will be used at all times.
5.2
When speaking a time value, normally only the minutes of the hour are
required; each figure being pronounced separately. However, if there is any
possibility of confusion the full four-figure group will be spoken.
Standard Speech Abbreviations
6.1
The following selected words and phrases shall be used whenever applicable
and shall have the meaning given below.
Word/Phrase
Meaning
ACKNOWLEDGE
Let me know that you have received and understood

this message
AFFIRM
Yes.
BREAK
Indicates the separation between messages.
BREAK BREAK
Indicates the separation between messages

transmitted to different aircraft in a busy
environment.
CHANGING TO
I intend to call (unit) on (frequency).
CHECK
Examine a system or procedure. (Not to be used in

any other context. No answer is normally expected.)
CONFIRM
I request verification of: (clearance, instruction,

action, information).
CONTACT
Establish communications with (your details have

been passed).
CORRECT
True or accurate.
CORRECTION
An error has been made in this transmission (or

message indicated). The correct version is ...
DISREGARD
Ignore.
HOW DO YOU READ
What is the readability of my transmission.
I SAY AGAIN
I repeat for clarity or emphasis.
MONITOR
Listen out on (frequency).
NEGATIVE
No; or Permission not granted; or That is not

correct; or Not capable.
OUT*
My transmission is ended and I do not expect a

response from you.
OVER*
My transmission is ended and I expect a response

from you.
PASS YOUR
MESSAGE
Proceed with your message.
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Word/Phrase
Meaning
READ BACK
Repeat all, or the specified part, of this message

back to me exactly as received.
REQUEST
I should like to know ...or I wish to obtain ...
ROGER
I have received all your last transmission.

Note: Under no circumstances to be used in reply
to a question requiring a direct answer in the
affirmative (AFFIRM) or negative (NEGATIVE).
SAY AGAIN
Repeat all, or the following part of your last

transmission.
SPEAK SLOWER
Reduce your rate of speech.
STANDBY
Wait and I will call you.

Note: No onward clearance to be assumed. The
caller would normally re-establish contact if the
delay is lengthy. STANDBY, is not an approval or
denial.
UNABLE
I cannot comply with your request, instruction or

clearance. Unable is normally followed by a reason.
WILCO
I understand your message and will comply with it

(abbreviation for will comply).
WORDS TWICE
As a request: Communication is difficult. Please send

every word twice.
As Information: Since communication is difficult,
every word in this message will be sent twice.
* Not normally used in VHF Communications

7
RTF Call-signs
The call-sign of an aerodrome air/ground communication service is 'RADIO
normally preceded by name of the aerodrome. Aircraft operating agencies
normally use a call-sign which identifies the agency and offshore, the name
of the rig/platform/vessel is normally used.
Aircraft Call-signs
8.1
Aircraft are identified by one of the following types of call-signs:

a)
The registration of the aircraft, e.g. GAVRM, N598PA;
b)
The registration of the aircraft preceded by the approved radio

telephony designator of the operating company, e.g. Fairflight GBAOX;
c)
The registration of the aircraft preceded by the type of aircraft, e.g.

Beechcraft G ABCD;
d)
The flight identification or trip number, e.g. Bristow 65.
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8.2
When satisfactory two-way communication with an aircraft has been

established, radio operators are permitted to abbreviate the call-sign but
only to the extent shown in the table below.
Full Call-sign
Abbreviation
*Beechcraft GABCD
Beechcraft CD
GAVRM
G-RM
Fairflight GBAOX
Fairflight OX
N37826
N826
N586PA
N6PA
Bristow 65
No abbreviation
NOTE: *The name of either the aircraft manufacturer or name of aircraft

model may be used as a prefix to the call-sign.
8.3
A pilot may abbreviate the call-sign of his aircraft only after he has been
addressed in this manner by the aeronautical station.
8.4
The similarity of some aircraft call-signs can cause confusion and steps
should be taken to avoid this, e.g. GSB should not be accepted if both
GASSB and GBTSB are on the frequency at the same time. Under these
circumstances, both aircraft should be informed of the situation and asked
by the radio operator to use their full call-sign.
8.5
The omission of the company designator when it is an integral part of a callsign can lead to confusion with other information; e.g. levels, headings,
reporting point designations etc. It may also negate the 'alerting effect on
the pilot of having his own company designator. Therefore, company
designators should always be used when they are part of a call-sign.
Establishment of Contact
9.1
Before transmitting, operators should ensure that the channel is clear and,
where radio frequencies are shared, take particular care not to cause
harmful interference with another transmission.
9.2
The initial call made to establish contact should consist of the full RTF callsign of the station being called followed by the full RTF call-sign of the
station calling e.g.:
Aircraft call
Piper Bravo Radio GBAOX over
Response
GBAOX Piper Bravo Radio pass your message over
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Readability of Transmission
When checks are made, the following readability scale should be used:
Readability Scale
1
Unreadable
Readable now and then
Readable but with difficulty
Readable
Perfectly readable
11
Continuation of Communications
11.1
After initial contact has been firmly established, the following abbreviated
procedure may be adopted provided that no ambiguity or confusion will
result:
a)
the words 'over, 'roger, 'out may be omitted;
b)
the location of the ground station or the suffix or both may be omitted.
For example:
Aircraft call: Piper Bravo Radio GBAOX over
Response: GBAOX Piper Bravo Radio pass your message over
Aircraft call: Piper Bravo Radio GBAOX ETA 3 minutes; is the deck available
for landing?
Response: G-OX Piper Bravo, affirm deck available, wind 274 eight knots,
QNH 998 hectopascals.
11.2
11.3
Furthermore, provided that no ambiguity or confusion will result, the

following words may be omitted from transmissions:
a)
Surface and knots in relation to surface wind speed and direction;
b)
Degrees in relation to surface wind direction;
c)
If provided to flights, Visibility, cloud and height in meteorological

reports;
d)
Hectopascals when giving pressure settings of 1000 hectopascals and

above.
Abbreviated procedures regarding ground station and suffix as in 11.1 (b)

above should not be used where the high level of radio frequency utilisation
enables aircraft to hear ground transmissions from two locations using the
same frequency. In these circumstances care must be taken to ensure that
the origin of the messages is not mistaken.
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12
Acknowledgement and Read-Back of Messages
12.1
Radio telephony loading and traffic density will largely determine the
degree of read- back which is possible and/or desirable.
12.2
As a general principle, all messages should be acknowledged either by the

use of the word Roger or Wilco as appropriate plus the aircraft call-sign.
12. 3 It is to be expected that aircraft will always make a full read-back of

altimeter setting information and runway in use. Other instances of when a
read back is given, for example, clearances passed on behalf of an ATC unit
and frequency changes, are detailed elsewhere in this publication.
13
Transfer of Communications
13.1
Pilots receiving a radio communications service normally initiate a change

to another frequency. For example,
Piper Bravo Radio GBCDA two way with Aberdeen on 123.450
13.2
However, there are occasions when radio operators may have to transfer
aircraft to another unit.
13.3
To transfer communications with an aircraft to another unit, operators

should pass:
a) the identity of the unit to be contacted;
b) the frequency to be used for contact.
13.4
The acknowledgement should include a read-back of the frequency and

station to be contacted. If no further communication is received after
acknowledgement, satisfactory transfer of communication may be assumed.
13.5
For example,
G-RM (Piper Bravo) call Company 125.550
Call company 125.550 G-RM
13.6
A typical situation for this RTF exchange is an aircraft, which has been
passed a clearance on behalf of an ATC unit and is airborne to join
controlled airspace.
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Frequencies
14.1
Wherever VHF communications channels are separated by 25kHz, or 8.33kHz

all six digits should normally be used to identify the transmitting frequency
in radiotelephony communications. The exception being if the frequency
ends in two zeros. There must be one figure after the decimal place even if
this is a zero. The following examples illustrate the application of this
procedure:
a)
132.675 MHz transmitted as

ONE THREE TWO DECIMAL SIX SEVEN FIVE
b)
118.100 transmitted as
ONE ONE EIGHT DECIMAL ONE
c)
126,000 MHz transmitted as

ONE TWO SIX DECIMAL ZERO
15
Interference
With Very High Frequency (VHF) transmissions, communication is achieved
over the direct line path between aircraft and ground station aerials. The
radio horizon, like the visual horizon, will therefore increase as the
aircrafts height increases. For an aircraft flying at 3000 feet, the radio
horizon is 67 nautical miles, which means an aircraft transmitting at that
height can be heard by any ground station listening on the same frequency
and located within 67 nm of the aircrafts position. Sharing of frequencies is
often necessary. In order to reduce the possibility of interference, pilots
should be discouraged from calling an aerodrome at range / heights
exceeding 10 nm/3000 feet.
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Chapter One - Progress Test

1.
Spell phonetically A, B, F, T, W
2.
Spell phonetically 3, 4, 8, 100, 1000, decimal, 2500
3.
What do the initials UTC stand for?
4.
What do the following mean?

Affirm, Break , Read back, Wilco, Say again
5.
Which are the following are the correct abbreviations for aircraft call-signs?
Bristows 65A
65A
GMIUR
IUR
Lockheed GHURY
G-RY
GBFER
G-ER
SPEEDBIRD 321
SPEEDBIRD 321
N786HY
N6HY
6.
If an aircraft called and said Dunlin Alpha Radio GBFER over, what would
be your response?
7.
If in response to a radio check you were told your signal strength was 3.
What would this mean?
8.
When can call-signs be abbreviated?
9.
What words can be omitted from calls after establishing good two way
contact.
10.
What would a pilot say in response to the message:

G-BJ Dunlin Alpha call company 137.550
11.
What range could a pilot expect from his radio when flying at 1500ft.
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Chapter 2
Aeronautical Radio Stations
Introduction
1.1
Aeronautical radio stations are radio stations on the surface of the Earth,
which transmit or receive signals for the purpose of assisting aircraft.
1.2
It should be noted that an aeronautical radio station may not be established

or used unless it has been licensed by Ofcom. The conditions of that licence
must be observed in addition to the requirements of the service being
provided.
Identification
2.1
Aeronautical radio stations must identify themselves using call-signs

allocated by the Civil Aviation Authority. Certain station call-signs comprise
the location followed by a suffix to enable pilots to easily identify the type
of service they are receiving. The suffixes in general use in the United
Kingdom are:
.............................. control
................................. radar
............................ approach
................................ tower
............................... ground
2.2
Indicate that an air traffic control

service (ATC) is being provided
......................... information
Indicate that a flight information

service is being provided (eg FIS)
................................. radio
Indicates that an air-ground

communication service (A/G) is
being provided
Persons operating aeronautical radio stations must use the call-sign and,
where there is one, the correct suffix in response to the initial call from an
aircraft and on any other occasion that there is doubt. They must also
ensure that they do not give the impression that they are providing an air
traffic control or flight information service unless they have been
specifically authorised to do so.
2.3
It is an offence to use a call-sign for a purpose other than that for which it
has been notified.
Transmission of Messages
Radio frequencies assigned for use by aeronautical radio stations are shared
between a number of locations. It is necessary, therefore, to keep RTF
transmissions as short as possible.
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Categories of Messages
4.1
Distress and urgency messages take priority over all other messages and may
be transmitted and received on any frequency.
4.2
The categories of other messages which are permitted on a frequency will

depend on the type of service being provided.
4.3
Flight safety messages take precedence over flight regularity messages and
are the main content on ATC, FIS and air ground frequencies.
4.4
Certain flight safety messages may be transmitted on aircraft operating

agency frequencies (see Chapter 3) and, when no other channel is available,
aircraft operating agency messages may be handled on frequencies
allocated for air traffic control services provided they do not interfere with
the primary role of the service.
4.5
Public correspondence messages are not permitted on any of the VHF

frequencies in the aeronautical mobile service.
Documentation
5.1
International Radio Regulations require that all operators of radios utilising

aeronautical frequencies, except those used solely for company use for
Operational Communications Control (OPC), must be in possession of a
qualification recognised by the relevant government.
5.2
For frequencies approved for use to provide an air ground service, the
necessary qualification is a Radio Operators Certificate of Competence (CA
1308). For offshore operations, individuals must be in possession of an
Offshore Radio Operators Certificate of Competence (CA 2234).
5.3
In either case, the holder of the particular radio station licence, as issued
by the Department of Trade and Industry, is responsible for ensuring that all
individuals using the radio are in possession of the correct certificate (even
when under training), and are competent in both the operation of the
equipment and local procedures.
5.4
When competence has been demonstrated, the radio station licensee must
sign the authorisation on the reverse of the operators certificate. When the
radio operator is no longer required to operate at the station, the licensee
should cancel the authorisation on the operators certificate by signing and
dating the expiry column of that radio station.
5.5
Radio operators should have access to Aeronautical Information Circulars

where details of new and changed procedures and requirements will be
promulgated.
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Radio Operators Certificate of Competence
6.1
Application for a certificate of competence should be made on form

SRG 1413, and sent to Air Traffic Services Standards Department, Safety
Regulation Group, Civil Aviation Authority, Aviation House, Gatwick Airport
South, West Sussex, RH6 0YR.
6.2
The minimum age for the issue of a radio operators certificate of

competence is 18 years old.
6.3
A certificate will be issued if the applicant:

a}
b)
c)
d)
e)
holds a current CAA flight radiotelephony operators licence;

holds an air traffic controllers licence with a current certificate of
competence;
holds a flight information service officers licence with a current
validation;
holds an ATC certificate of competence issued to a member of HM
Forces; OR
passes a written examination and RTF practical test associated with the
air ground service.
6.4
The UK CAA does not approve any training courses associated with the radio
operator s certificate of competence.
6.5
A UK CAA medical certificate is not required for the holder of a radio

operator s certificate of competence.
Offshore Certificate of Competence
7.1
Application for a certificate of competence should be made on form

SRG 1413, and sent to Air Traffic Services Standards Department, Safety
Regulation Group, Civil Aviation Authority, Aviation House, Gatwick Airport
South, West Sussex, RH6 0YR.
7.2
The minimum age for the issue of an offshore radio operator s certificate of
competence is 18 years old.
7.3
The UK CAA does not approve any training courses associated with the
offshore radio operators certificate of competence.
7.4
AUK CAA medical certificate is not required for the holder of an offshore
radio operator s certificate of competence.
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Chapter Two - Progress Test
1.
What type of air traffic service is provided by the following:.............................. control

............................ approach
......................... information
................................. radio
................................ tower
2.
Who are the issuing authorities for radio stations and call signs
3.
When can the word hectopascals be dropped from the transmission?
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Chapter 3
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Introduction
1.1
An aeronautical radio station which is licensed and established for company

operational control communications (OPC) shall be used only for
communication with company aircraft or aircraft for which the company is
the operating agency.
1.2
The aeronautical radio station may not be established or used unless it has
been licensed by Ofcom.
1.3
A radio operator's certificate of competence issued by the UK CM is not

required in order to use an OPC radio station.
Limitations
2.1
Personnel authorised to use an aircraft operating agency radio must not hold
themselves out as providing an air traffic service of any sort i.e. they must
not make transmissions to aircraft which could be construed in any way to
be an air traffic control service, Flight Information service or Air/Ground
Communication service.
2.2
Flight safety messages shall be confined to messages originated by the

agency which are of immediate concern to an aircraft in flight or just about
to depart. This may include meteorological information.
Content of Transmissions
The main bulk of transmissions between operating agencies and their
aircraft will comprise flight regularity messages i.e.:
a)
Messages regarding the operation or maintenance of facilities essential

for the safety or regularity of aircraft operation.
b)
Messages concerning the servicing of aircraft.
c)
Instructions to aircraft operating agency representatives concerning

changes in requirements for passengers and crew caused by unavoidable
deviations from normal operating schedules. INDIVIDUAL REQUIREMENTS
OF PASSENGERS OR CREW ARE NOT ADMISSIBLE IN THIS TYPE OF
MESSAGE.
d)
Messages concerning non-routine landings to be made by the aircraft.
e)
Messages concerning aircraft parts and materials urgently required.
f)
Messages concerning changes in aircraft operating schedules.
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Chapter Three - Progress Test
1.
What do the initials OPC stand for?
2.
What must radio operators onboard vessels not do?
3.
What type of radio traffic may radio operators pass?
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Chapter 4
1
Offshore Communication Service
Introduction
Aeronautical radio stations located offshore on rigs, platforms and vessels
provide an air-ground service to helicopters operating in the vicinity.
Offshore Station Identification

Offshore radio stations must identify themselves using the call-sign specified
by the CAA in the approval document.
Offshore Phraseology ( Knowledge of these responses will greatly aid

candidates when sitting the Practical Examination)
Actual communications will follow a pattern dictated by the individual
circumstances. However, in the interests of conformity and to avoid
misunderstandings, a selection is given of the types of messages a helicopter
pilot may pass, their meaning where necessary and the response which
should be made.
Helicopter
Response
(Offshore station call-sign) (Aircraft

call-sign) Take the Flight Watch (You
are requested to maintain radio
watch until watch is taken by
another station)
(Aircraft call-sign) (Offshore station callsign) I have the Flight Watch

call-sign) position
(Aircraft call-sign) (Offshore station callsign) Roger

call-sign) Report your weather
(Aircraft call-sign) (Offshore station callsign) Weather (State the following

information as appropriate)
Surface Wind (number) degrees (number)
knots,
Visibility (distance) kilometres/
metres, Weather (rain, snow, showers,
etc.),
Cloud few/scattered etc., (number) feet
estimated,
Ambient temperature (number), Helideck
temperature (number),
(Name of Area) QNH (pressure)
(hectopascals),
QFE (pressure) (hectopascals),
Pitch (number) degrees: Roll (number)
degrees: Heave (number) metres.

call-sign)
(Aircraft callsign) (Offshore station callsign) Wilco NDB frequency (number) kHz
ident (letters) (if required)

call-sign) ETA is (time)
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Helicopter
Response

call-sign) Landing in (number)
minutes

call-sign) overhead

call-sign) Beacon outbound (this
indicates the pilot is using the NDB
as a navigational aid to take him
from overhead to a point where he
can safely descend below cloud and
return under visual conditions to
the helideck)

call-sign) Is the deck available for
landing?
(Aircraft call-sign) (Offshore station callsign) Affirm Deck available (for landing)
or Deck obstructed, expect (number)
minutes delay, or Deck closed due to
(reason), expect (number) minutes delay;
Note: Transmission of 'for landing' is
optional

call-sign) Ready for departure
(Aircraft call-sign) (Offshore station callsign) Roger (or pass relevant

information)

call-sign) Departing

call-sign) Switch off the NDB
(Aircraft call-sign) (Offshore station callsign) Wilco

call-sign) Radio contact with (ATS
Unit), close down the Flight Watch
(Aircraft call-sign) (Offshore station callsign) Closing down Flight Watch
Additionally the following are applicable to vessels:

(Vessel call-sign) (Aircraft call-sign)
Report position
(Aircraft call-sign) (Vessel call-sign)

Position (lat/long)

Report course and speed

Course and speed (number) degrees
(number) knots

Report relative wind (Relative to the
ships heading)

Relative wind Port/Starboard (number)
degrees (number) knots

Maintain course and speed

Roger

Alter course Port/Starboard
(number) degrees

Standby. Course now (number) degrees

Change speed to (number) knots

Standby. Speed now (number) knots
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NOTE: 1
The phrase 'Deck available (for landing)' replaces the previously used
phrase, 'Deck is clear for landing', in order to avoid any possible
confusion with a landing clearance that may be issued by an Air Traffic
Control unit. For operational purposes, the two terms should be
considered to have the same meaning.
NOTE: 2
The radio operator must be prepared to volunteer information which

may affect the safety of helicopter operations, e.g. caution the flare
is out and venting gas or we are shipping light/heavy spray across the
deck.
Helideck Movement
4.1
Helicopter crews must be provided with accurate information regarding the

pitch, roll and heave of the helideck. Reports on pitch and roll should
include values, in degrees, about both axes of the true vertical datum (i.e.
relative to the true horizon) and be expressed in relation to the vessel's
heading.
4.2
Pitch should be expressed in terms of up' and down' and roll should be
expressed in terms of left' and right'. Heave should be reported in a single
figure, being the total heave motion of the helideck rounded up to the
nearest metre. Heave is taken to be the vertical difference between the
highest and lowest points of the helideck movement.
4.3
A standard radio message should be passed to the pilot containing the

information on the helideck movement in an unambiguous format. Should
the crew require other motion information or amplification of the standard
message, they will request it.
4.4
An example of the standard message would be: (Pitch, roll and heave).
Pitch two degrees up, two degrees down; Roll one degree left and two
degrees right; Heave two metres.
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Chapter Four - Progress Test
1.
What response would you give to a pilot who invites you to take the flight
watch.
2.
What information do you pass to a pilot when he declares that he is ready

for lift off?
3.
What is your response to the instruction switch off your NDB?
4.
What does the term Beacon Outbound mean?
5.
What information should you pass to a pilot when asked for vessels
movement?
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Chapter 5
1
1.1
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Distress and Urgency Procedures
Introduction
Distress and urgency conditions are defined as:
a)
Distress: A condition of being threatened by serious and/or imminent

danger and of requiring immediate assistance.
b)
Urgency: A condition concerning the safety of an aircraft or other

vehicle, or of some person on board or within sight, but which does not
require immediate assistance.
1.2
The word 'MAYDAY spoken at the start identifies a distress message, and the
words 'PAN PAN spoken at the start identify urgency message.
1.3
Distress messages have priority over all other transmissions, and urgency
messages ~" have priority over all transmissions except distress messages.
1.4
A distress or urgency call will normally be made on the frequency in use at

the time. Distress communications should be continued on this frequency
unless it is considered that better assistance can be provided by changing to
another frequency. The frequency 121.5 MHz has been designated the
international aeronautical emergency frequency although not all
aeronautical stations maintain a continuous watch on that frequency. This is
not intended to prevent the use of any other communications frequency if
considered necessary or desirable, including the maritime mobile service
RTF calling frequencies.
1.5
If the ground station called by the aircraft in distress or urgency does not
reply, then any other ground station or aircraft may reply and give whatever
assistance possible.
1.6
A station replying (or originating a reply) to an aircraft in distress or urgency

should provide only such advice and information as is necessary to assist the
pilot. Superfluous transmissions may be distracting at a time when the pilot
already has his hands full.
1.7
Aeronautical stations must refrain from further use of a frequency on which

distress or urgency messages are heard, unless directly involved in rendering
of assistance or until the emergency messages have ceased.
1.8
When a distress message which apparently receives no acknowledgement

has been intercepted by an aircraft, the aircraft intercepting the message
will, if time and circumstances seem appropriate, acknowledge the message
and then broadcast it.
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Distress Messages
2.1
A distress message transmitted by an aircraft should contain the following

elements , in the order shown:
'MAYDAY, preferably spoken three times.
a) Name of the station addressed.
b) Call-sign and type of the aircraft.
c) Nature of the distress condition.
d) Intention of the person in command.
e) Position, level and heading of the aircraft.
f) As much other information as time permits, for example, souls on board.
2.2
The station addressed will normally be that station communicating with the
aircraft. It must acknowledge the distress message; take control of
communications or specifically and clearly transfer that responsibility to
another agency.
2.3
Imposition of Silence
An aircraft in distress or a station in control of distress communications may
impose silence, either on all aircraft on the frequency or on any station
which interferes with the distress traffic. Aircraft or stations so instructed
will maintain radio silence until advised that the distress communications
have ended. The message to be used is shown in paragraph 4.
2.4
Action by Other Stations

Distress communications have absolute priority over all other
communications and a station aware of them must not transmit on the
frequency concerned unless:
2.5
a)
The distress is cancelled or the distress communications terminated.
b)
All distress communications have been transferred to other frequencies.
c)
The station controlling communications gives permission.
d)
It has itself to render assistance.
Termination of Distress and Silence

When an aircraft is no longer in distress it will transmit a message cancelling
the distress condition. When the ground station controlling the distress
communications is aware that the aircraft is no longer in distress it will
terminate the distress communication and silence condition.
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3
Urgency Messages
3.1
An urgency message transmitted by an aircraft will normally comprise of:

'PAN PAN preferably spoken three times.
a)
The name of the station addressed.
b)
Call sign and type of the aircraft.
c)
The nature of the urgency condition.
d)
The intention of the person in command.
e)
Position, level and heading of the aircraft.
f)
As much other useful information as time permits.
3.2
The station addressed must acknowledge the urgency message and take
control of communications or, specifically and clearly, transfer that
responsibility to another agency.
3.3
Urgency messages have priority over all communications except distress and
all' stations must take care not to interfere with the transmission of urgency
traffic.
RTF Phraseology Distress and Urgency

Phraseology
Acknowledgement of Distress
(Aircraft call-sign), (aeronautical radio

call-sign e.g. Seaton Radio) Roger, Mayday.
Imposition of silence in a Distress

situation
All stations (or aircraft call sign) (aeronautica

radio call sign) stop transmitting, Mayday.
Cancellation of distress
All stations (aeronautical radio call sign).

Distress traffic ended.
Cancellation of Urgency
All stations (aeronautical radio call sign).

Urgency traffic ended.
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5
The VHF Emergency Service
5.1
Within the United Kingdom there are Distress and Diversion (D & D) Cells at
the London and Scottish Area Control Centres (LATCC & Sac). These are
assisted by suitably equipped civil and military ATS units in the provision of
an emergency service on the VHF international Aeronautical Emergency
Frequency, 121.5 MHz. The service is continuously available to pilots in
distress or in urgent need of assistance, and to those who experience
difficulties, which could lead to a state of emergency.
5.2
The D & D Cells provide an emergency aid and fixer service and, in respect
of the latter, they rely on information obtained by telephone from VDF
stations operating on 121.5 MHz. The accuracy of VDF bearings and hence
the quality of fixes depends on unobstructed line of sight between the
aircraft and the VDF stations. Consequently, the service is limited below
3000 feet amsl and, under such circumstances, the ability to assist a pilot
who is unsure of his position will depend on the amount and accuracy of the
information which can be given to the Emergency Controller regarding
routeing and observed land marks.
5.3
Additional information is published in the UK AlP, GEN section.
Examples of distress and urgency communications.

DISTRESS
URGENCY
MAYDAY, MAYDAY, MAYDAY
Pan Pan, Pan Pan, Pan Pan
Ground station call sign
Ground station call sign
Aircraft call sign
Aircraft call sign
Aircraft type
Aircraft type
Nature of Distress
Nature of Urgency
Action to be taken
Action to be taken
Position , Level , Heading
Position , Level , Heading
Useful information
Useful information
Over
Over
Response from the Ground station
Response from the Ground station
Aircraft call sign, Ground station call sign
Aircraft call sign, Ground station call sign
Roger Mayday
Roger Pan Pan
Break Break
Break Break
All Stations, Ground station call sign
All Stations, Ground station call signs
Stop transmitting Mayday
Stop transmitting Pan Pan
Transmission to lift radio silence
Transmission to lift radio silence
All stations, Ground station call sign
All stations, Ground station call signs
Distress traffic ended
Urgency traffic ended
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Chapter Five - Progress Test
1.
Define distress
2.
Define urgency
3.
How does a ship station receipt for distress from an aircraft?
4.
What does a radio operator say to impose silence on a distress frequency?
5.
What does a radio operator say to cancel an urgency situation?
6.
Give an example of a distress call made by an aircraft
7.
What is QNH?
8.
What is QFE?
9.
What is meant by the term level?
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Appendix A
Syllabus for the Examinations for the Issue of a
Certificate of Competence
Section A
Practical Communications Test
Candidates will be required to have a knowledge of standard phraseology and

procedures and to carry out typical RTF communications including the following:
Use of RTF phonetic alphabet.
Giving information to aircraft prior to departure.
Typical standard RTF phraseology appropriate to the service being provided

as contained in CAP 413 Radiotelephony Manual.
Relevant elements of the procedures and regulations tested in the written

paper.
Distress and Urgency procedures.
Section B
Procedures and Regulations (Written Paper)
The examination will include questions on the following:
Communication technique.
Standard phraseology.
Distress and Urgency procedures.
Effect of aircraft height on range.
Typical abbreviations used in RTF communications (as described in CAP 413

Radiotelephony Manual).
Use of relevant aeronautical terms (as described in the Glossary to this

document and to CAP 413 Radiotelephony Manual).
Guidance to Candidates
As an aid to candidates for the examinations for the issue of a Certificate of
Competence, the topics listed below are considered to reflect the range of
knowledge expected to be demonstrated in the examinations. The level of
knowledge required is equivalent to that contained in this document and CAP 413
Radiotelephony Manual.
Speech technique
ICAO word spelling alphabet
Transmission of numerals
Transmission of time
Standard speech abbreviations and phraseology used in the AGCS or OCS

(as appropriate)
Identification of radio stations and aircraft
Establishment of RTF contact
Readability of transmissions
Continuation of transmissions
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Acknowledgement and read-back of messages
Transfer of communications
Transmission of frequency information
Potential for interference between radio stations
Categories of messages
Content of messages
Qualifications required by ground radio station operators
Emergency procedures (including distress and urgency messages, imposition

and termination of radio silence, actions by other stations in the event of an
emergency, the VHF Emergency Service)
Typical abbreviations and terminology used in the AGCS or OCS (as

appropriate)
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Appendix B
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Examination Details
Examination Arrangements
1.1
Candidates may enter the examination leading to the issue of either an

Aeronautical Radio Station Operator's Certificate of Competence or an
Offshore Aeronautical Radio Station Operator's Certificate of Competence.
The practical communications test and written paper leading to the issue of
a radio operator's certificate of competence must, at all times, be
conducted by an examiner approved by the CM. Details of approved
examiners can be found on the CAA website (www.caa.co.uk) or by
contacting the CAA A TS Standards Department (telephone 01293 573355 or
e- mail ats.licensing@srg.caa.co.uk).
1.2
Applicants should make their own arrangements with the approved

examiner. It is recommended that providers of courses preparing candidates
for the practical and written examinations should make arrangements with
approved examiners in good time to ensure that they will be available to
conduct the examinations.
1.3
The written test takes the form of a test paper of approximately 25

questions to which the candidate provides a written answer. The time
allowed for the written paper is one hour and the pass mark is 70%.
1.4
The practical test takes the form of simulated exchanges of communication

between the candidate acting as an AGCS radio station operator at an
aerodrome or an OCS radio station operator at an offshore installation and
the examiner acting as aircraft stations (and other agencies). The test is
normally split into a number of sections in which various scenarios are
simulated. The result of the test is PASS or FAIL.
1.5
The written and practical examinations will be conducted in the English

language. The use of reference material such as notes, dictionaries and
translators is not permitted during either of the examinations.
1.6
The written and practical examinations are designed to test candidates

knowledge and understanding of the appropriate contents of CAP 452
Aeronautical Radio Station Operator's Guide and CAP 413 Radiotelephony
Manual only.
1.7
Unsatisfactory conduct during the examination may result in the candidate

being disqualified.
1.8
Applicants who are claiming exemption from the written and/or practical
tests should submit details of their licence to the CM ATS Standards
Department. Holders of military certificates of competence should submit a
copy of the complete certificate to the CM ATS Standards Department.
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Examination Failures: Resit Arrangements
2.1
Candidates must pass both the written and practical examination for the
issue of a radio operator's Certificate of Competence. A re-sit examination
may be taken if the candidate fails the written examination, practical test,
or both.
2.2
In order to allow for additional training or instruction and, subject to

examiner availability, at least three days should elapse before a candidate
retakes the written or practical test. However, in exceptional circumstances
and at the discretion of the approved examiner, candidates may be allowed
to resit the examinations within this period.
2.3
Failure in six sittings will result in a one year exclusion from the
examinations leading to the issue of a radio operator's certificate of
competence. A sitting is any attempt at the written examination and
practical test, either taken together or singly, depending on the individual
circumstances.
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Appendix C
Abbreviations
AAIB
Air Accident Investigation Branch
aal
Above Aerodrome Level
ACC
Area Control Centre
AFTN
Aeronautical Fixed Telecommunications Network
A/G
Air-ground Communications
agl
Above Ground Level
AIS
Aeronautical Information Service
Amsl
Above Mean Sea Level
ARCC
Aeronautical Rescue Co-ordination Centre
ATA
Actual Time of Arrival
ATC
Air Traffic Control
ATD
Actual Time of Departure
ATS
Air Traffic Service
ATSU
Air Traffic Service Unit
ATZ
Aerodrome Traffic Zone
CAA
Civil Aviation Authority
c/s
Call-sign
D/F
Direction Finding
EAT
Expected Approach Time
ETA
Estimated Time of Arrival
ETD
Estimated Time of Departure
FIR
Flight Information Region
FIS
Flight Information Service
FISO
Flight Information Service Officer
FL
Flight Level
H/F
High Frequency
ICAO
International Civil Aviation Organisation
Ilc
In charge
IFR
Instrument Flight Rules
ILS
Instrument Landing System
IMC
Instrument Meteorological Conditions
MOR
Mandatory Occurrence Report
MRCC
Maritime Rescue Co-ordination Centre
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NATS
National Air Traffic Services
NDB
Non-Directional Beacon
OPC
RVR
Runway Visual Range
RTF
Radiotelephone
SAR
Search and Rescue
UTC
Co-ordinated Universal Time
VDF
VHF Direction Finding
VFR
Visual Flight Rules
VHF
Very High Frequency
VMC
Visual Meteorological Conditions
VOR
VHF Omni-directional
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Appendix D
Petrofac
Glossary of Aeronautical Terms
This list is limited to terms which have a specific meaning in Civil Aviation.
Terms annotated (A) are defined fully in The Air Navigation Order. Those annotated
(ICAO) have been taken from ICAO documents and those annotated (8) have a
different interpretation to ICAO. Those which have not been annotated are terms
which are frequently used which it is considered require clarification or
explanation.
NOTE:
Definitions marked with * are not required for the offshore certificate of
competence written examination and those marked ** are not required
for the air ground examination.
AERODROME
Any area of land or water designed,

equipped, set apart or commonly used for
affording facilities for the landing and
departure of aircraft. (A)
AERODROME ELEVATION
The elevation of the highest point of the

landing area. (ICAO)
AERODROME TRAFFIC ZONE
Airspace of defined dimensions established

around an aerodrome for the protection of
aerodrome traffic. (ICAO)
AERONAUTICAL RADIO STATION
A radio station on the surface which

transmits or receives signals for the purpose
of assisting aircraft. (A)
AIR-GROUND COMMUNICATIONS
Two way communications between aircraft

and stations or locations on the surface of
the earth. (ICAO)
AIR TRAFFIC
All aircraft in flight or operating on the

manoeuvring areas of aerodromes. (lCAO)
AIR TRAFFIC CONTROL CLEARANCE
Authorisation for an aircraft to proceed

under conditions specified by an air traffic
control unit. (lCAO)
AIRWAY
A control area or part of a control area

established in the form of a corridor. (lCAO)
ALTERNATE AERODROME
An aerodrome specified in the flight plan to

which a flight may proceed when it becomes
inadvisable to land at the aerodrome of
intended landing. (ICAO)
ALTITUDE
The vertical distance of a level, a point or

object considered as a point, measured from
mean sea level. (lCAO)
APRON
The part of an aerodrome provided for the

stationing of aircraft for the embarkation
and disembarkation of passengers, loading
and unloading of cargo, refuelling and for
parking. (8)
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AREA CONTROL CENTRE
A unit established to provide air traffic

control services to controlled flights in
control areas under its jurisdiction. (lCAOl
*CLEARWAY
A rectangular area of land at the end of the

take-off run available, selected or prepared
as a suitable area over which an aircraft may
make a part of its initial climb to a specified
height. (ICAO)
CLOUD CEILING
In relation to an aerodrome, means the

vertical distance from the elevation of the
aerodrome to the lowest part of any cloud
visible from the aerodrome which is
sufficient to obscure more than one half of
the sky so visible. (A)
CONTROLLED AIRSPACE
An airspace of defined dimensions within

which air traffic control service is provided
in accordance with the airspace
classification. (ICAO).
CONTROL AREA
A controlled airspace extending upwards

from a specified limit above the surface of
the earth. (ICAO).
CONTROL ZONE
A controlled airspace extending upwards

from the surface of the earth to a specified
upper limit. (ICAO)
CRUISING LEVEL
A level maintained during a significant

portion of a flight. (ICAO)
ELEVATION
The vertical distance of a point or level on,

or affixed to the surface of the earth,
measured from mean sea level. (ICAO)
ESTIMATED TIME OF ARRIVAL
The time at which the pilot estimates that

the aircraft will be over a specified location.
FLIGHT INFORMATION SERVICE
A service provided for the purpose of giving

advice and information useful for the safe
and efficient conduct of flights. (ICAO)
FLIGHT LEVEL
A surface of constant atmospheric pressure,

which is related to a specific pressure
datum, 1013.2 hPa, and is separated from
other such surfaces by specific pressure
intervals. (ICAO)
FLIGHT PLAN
Specified information provided to air traffic

services units relative to an intended flight
or portion of a flight of an aircraft. (ICAO)
HEIGHT
The vertical distance of a level, a point, or

an object considered as a point measured
from a specified datum. (ICAO)
HOVER
A manoeuvre where the helicopter holds

position whilst airborne in ground effect
waiting to proceed.
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INSTRUMENT METEOROLOGICAL
CONDITIONS
Meteorological conditions expressed in the

terms visibility, horizontal and vertical
distance from cloud, less than the minima
specified for visual meteorological
conditions. (A)
KNOWN TRAFFIC
Traffic, the current flight details and

intentions of which are known to the radio
operator concerned through direct
communication or co-ordination.
LEVEL
A generic term relating to the vertical

position of an aircraft in flight and meaning
variously height, altitude or flight level.
(ICAO)
LIFT
A manoeuvre where the helicopter gets

airborne and enters the hover.
LOCATION INDICATOR
A four letter code group formulated in

accordance with rules prescribed by ICAO
and assigned to the location of an
aeronautical fixed station. (ICAO)
MANOEUVRING AREA
That part of an aerodrome provided for the

take off and landing of aircraft and for the
movement of aircraft on the surface.
excluding the apron and any part of the
aerodrome provided for the maintenance of
aircraft. (A)
NIGHT
The time between half an hour after sunset

and half an hour before sunrise, sunset and
sunrise being determined at surface level.
(B)
**OFFSHORE INSTALLATION
A structure that, will be or has been, used

while standing in relevant waters, or on the
foreshore, for the exploitation of mineral
resources by means of a well; for the storage
of gas; for the conveyance of things by
means of a pipe or for the provision of
accommodation for persons who work Ion or
from a similar structure.
Communications required for the exercise of
authority over the initiation, continuation,
diversion or termination of a flight in the
interest of the safety of the aircraft and the
regularity and efficiency of a flight.
Note: Such communications are normally
required for the exchange of messages
between aircraft and aircraft operating
agencies.
OPERATIONAL CONTROL
COMMUNICATIONS
QUADRANTAL CRUISING LEVEL
Specified cruising levels determined in

relation to magnetic track within quadrants
of the compass. (B)
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RADIAL
A magnetic bearing extending from

VORNORTAC/TACAN. (8)
REPORTING POINT
A specified geographical location in relation

to which the position of an aircraft can be
reported. (ICAO)
RESCUE CO-ORDINATION CENTRES
A unit responsible for promoting efficient

organisation of search and rescue service
and for co-ordinating the conduct of search
and rescue operations within a search and
rescue region. (ICAO)
*RUNWAY
A defined rectangular area on a land

aerodrome prepared for the landing and
take-off of aircraft. (ICAO)
*SIGNAL AREA
An area of an aerodrome used for the display

of ground signals. (ICAO)
TAXIWAY HOLDING POSITION
A designated position at which taxiing

aircraft and vehicles may be required to hold
in order to provide adequate clearance from
a runway or another taxiway.
(a) Runway Taxi Holding Position: A Taxi
Holding Position intended to protect a
runway.
(b) Intermediate Taxi Holding Position: A
Taxi Holding Position intended to protect a
priority route.
*THRESHOLD
The beginning of that portion of the runway

usable for landing. (CAO)
TOUCHDOWN
The term describes an aircraft of helicopter

coming into contact with the surface in
accordance with normal operations.
VISIBILITY
The ability, as determined by atmospheric

conditions and expressed in units of
distance, to see and identify prominent
unlighted objects by day and prominent
lighted objects by night.
(a) Flight Visibility: The visibility forward
from the flight deck of an aircraft in flight.
(ICAO)
(b) Ground Visibility: The horizontal
visibility at f'\ ground level. (B)
VISUAL METEOROLOGICAL
CONDITIONS
Meteorological conditions expressed in terms

of visibility, horizontal and vertical distance
from cloud equal to or better than specified
minima.
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Appendix E
Units of Measurement
The units of measurement to be used in connection with aircraft are:

Measurement of
Units
Distances used in navigation
Nautical miles and tenths but spoken

as miles
Altitude, elevation and heights
Feet
Relatively short distances (e.g. runway

lengths, distances of obstructions from
runway)
Metres
Depths of snow or slush
Centimetres or millimetres
Horizontal speed including wind speed
Knots
Wind direction (for landing or take-off)
Degrees magnetic
Air temperature
Degrees Celsius
Barometric pressure
Hectopascals (hPa)
Visibility
Metres / Kilometres
Cloud base
Height in feet above aerodrome

elevation
Cloud cover
Octas (eighths) or few, scattered,

broken and overcast
In relation to non-static, offshore locations:

Roll
Degrees from vertical (left and right)
Pitch
Degrees from vertical (up and down)
Heave
Metres
Yaw
Degrees
Heading
Degrees magnetic
Sea state
On scale 0 9
The standard international unit or barometric pressure is the hectopascal, the

numerical value of which is identical to that of the millibar (i.e. 1013.2
hectopascals equals 1013.2 millibars). The UK will continue to use the millibar
for the foreseeable future.
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Appendix F
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Pressure Settings
A pilot normally assesses the height of his aircraft above obstacles by using
an accurately set altimeter. It is imperative therefore that he is given the
correct pressure setting and the read back from the pilot is checked as
correct.
Pressure settings may be expressed as QFE, QNH or QNE.
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, i.e. an altimeter on the ground or helideck with subscale
set to the QNH would indicate height above mean sea level.
QNE
Altitude indicated on the ground (or helideck) with subscale set to

1013.2 hectopascals.
Training Services
Page 42 of 44
Petrofac 2016
Petrofac
Appendix E & F - Progress Test

1.
What units of measurements are used for the following?
Altitude, elevation, and heights
Horizontal speed
Air temperature
Cloud base
Cloud cover
Roll
Pitch
Heave
2.
Define QNH
3.
Define QFE
4.
What information should be passed to a pilot when he asks for clearance to

lift
5.
At what range would you expect to contact an aircraft flying at 1500 feet?
6.
If you ask a pilot to contact a station ie G-BJ Contact Unst Tower on

125.755. What response would the pilot make?
Training Services
Page 43 of 44
Petrofac 2016
Training Services
Page 44 of 44
Petrofac
Petrofac 2016

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