Com 1-4

CHAPTER I
COMMUNICATIONS PROCEDURES AND PHRASEOLOGY
Introduction
Communications with aircraft in accordance with standard procedures and phraseology is mandatory
for safe, orderly, and expeditious movement of traffic. Air traffic control is a precise art and the
consequences of misunderstanding between pilots and air traffic controllers can be serious.
A lexicon based on the English language is used; as agreed to by ICAO. This provides for a world-
wide standard which is available at all International airports. Other languages may be used locally.
1.1 The ICAO Phonetic Alphabet

In order to assure understandable radio communications, a phonetic alphabet was developed
where a word is assigned to each letter of the alphabet. The language basis of this alphabet
is English, using a Latin pronunciation. This phonetic alphabet must be committed to memory.
Letter Word Approximate pronunciation

A Alfa AL FHA
B Bravo BRAH VOH
C Charlie CHAR LEE
D Delta DELL THA
E Echo ECK OH
F Foxtrot FOKS TROT
G Golf GOLF
H Hotel HOH TELL
I India IN DEE AH
J Juliett JEW LEE ETT
K Kilo KEY LHO
L Lima LEE MAH
M Mike MIKE
N November NO VEM BER
O Oscar OSS CAH
P Papa PAH PAH
Q Quebec KEH BECK
R Romeo ROW ME OH
S Sierra SEE AIR RHA
T Tango TANG GO
U Uniform YOU NEE FO/OO NEE FOR
V Victor VIK TAH
W Whiskey WISS KEY
X X-ray ECKS RAY
Y Yankee YANG KEY
Z Zulu ZOO LOO
© COM’s Teaching Team First-Ed, Dec 2013 page 1 of 47

Note: Underlined syllables are emphasised in pronunciation.
When proper names, service abbreviations and words of which the spelling is doubtful are
spelled out in radiotelephony, the phonetic alphabet shall be used.
A useful means of learning the phonetic alphabet is to mentally (or out loud if in a group of
students) assign the correct words to car number plates or other collections of letters seen in
everyday life.
1.2. Pronunciation of Numbers
1.2.1 Numeral/Element pronunciation

When the language used for communication is English, numbers shall be transmitted using
the following pronunciation:
Numeral/Element Pronunciation
0 ZE-RO
1 WUN
2 TOO
3 TREE
4 FOW-ER
5 FIFE
6 SIX
7 SEV-EN
8 AIT
9 NIN-ER
Decimal DAY SEE MAL
Hundered HUN DRED
Thousand TOU-SAND
Note: The syllables to be emphasized are underlined.
Numbers containing a decimal point shall be transmitted with the decimal point in appropriate
sequence by the word DECIMAL.
Examples:
118.1 transmitted as One One Eight Decimal One
125.3 transmitted as One Two Five Decimal Three
121.5 transmitted as One Two One Decimal Five

1.2.2 Transmission numbers in radiotelephony
Transmission numbers in radiotelephony shall be transmitted by pronouncing each digit

separately only for transmission of the elements of aircraft call sign, flight level, wind direction and
speed, transponder code, runway and altimeter setting.
Examples:
Elements Transmitted as
Aircraft call sign GIA506 Indonesia Five Zero Six

MAS234 Malaysian Two Three Four
Flight level F310 Flight Level Three One Zero

F130 Flight Level One Three Zero
Heading 120 degrees Heading One Two Zero

245 degrees Heading Two Four Five
Wind direction and 190 degrees 15 knots Wind One Nine Zero Degrees, One
speed Five Knots
305 degrees 07 knots Wind Three Zero Five Degrees,
Zero Seven Knots
Transponder code 4321 Squawk Four Three Two One

6702 Squawk Six Seven Zero Two
Runway 34 Runway Three Four

07 Runway Zero Seven
Altimeter setting 1007 QNH One Zero Zero Seven

1011 QNH one zero one one
Numbers 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.
Combination 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. The application of its procedures used in the
transmission of altitude, cloud height, visibility and Runway Visual Range (RVR).
Examples:
Elements Transmitted as
Altitude 7000 Seven thousand

11000 One one thousand
Cloud height 1500 One thousand five hundred

2100 Ftwo thousand one hundred
Visibility 2000 Visibility two thousand

500 Visibility five hundred
Runway Visual Range 600 RVR six hundred

(RVR) 1400 RVR one thousand four hundred

1.2.3. Transmitting Technique
General rules
Each written message should be read prior to transmission in order to eliminate unnecessary
delays in communication.
Transmissions shall be conducted concisely in a normal conversational tone; full use shall
be made of standard phraseologies wherever these are prescribed.
Speech technique should be such that the highest possible intelligibility is incorporated in
each transmission. Fulfilment of this aim requires controllers to:
a. enunciate each word clearly and distinctly.
b. maintain an even rate of speech not exceeding 100 words per minute. When a message is
transmitted to an aircraft and its contents need to be recorded the speaking rate should be
slower to allow for the writing process. A slight pause preceding and following numerals
makes them easier to understand.
c. maintain the speaking volume at a constant level.
d. do not yell as it will cause over-modulation of the signal causing distortion.
e. be familiar with the microphone operating techniques particularly in relation to the

maintenance of a constant distance from the microphone if a modulator with a constant
level is not used.
f. ensure that the transmit switch is fully depressed before starting to speak and stop
speaking before releasing the transmit switch.
g. suspend speech temporarily if it becomes necessary to turn the head away from the
microphone.
h. avoid the use of hesitation syllables i.e. "um" "er” "ah" etc.
Messages shall be transmitted in plain language or approved phrases without altering the
sense of the message in any way. Approved abbreviations contained in the text should be
converted to the unabbreviated words or phrases which they represent, except for those
which, owing to frequent and common use, are understood by aeronautical personnel.
To expedite communication, avoid congestion and, when communication conditions are

known to be good, the use of phonetic spelling may be dispensed with if there is no risk of
this affecting correct reception and intelligibility of the message.
When transmitting long messages, the carrier should be interrupted momentarily during
pauses in speech. This will permit the transmitting operator to ascertain whether the channel
is clear before continuing the transmission.
The following words and phrases shall be used in radiotelephony as appropriate and shall
have the meaning ascribed below:
Phrase Meaning
ACKNOWLEDGE "Let me know that you have received and understood this
message"
AFFIRM “Yes”
APPROVED "Permission for the proposed action granted"

Phrase Meaning
BREAK “I hereby indicate the separation between portions of the

message"
BREAK BREAK “I hereby indicate the separation between messages

transmitted to different aircraft" (Done when in a very busy
environment)
CANCEL "Annul the previously transmitted clearance"
CHECK "Examine a system or procedure" (No response is normally

expected)
CLEARED "Authorised to proceed under the conditions specified"
CONFIRM "Have I correctly received the following?" or "Did you

correctly receive this message?”
CONTACT "Establish radio contact with...”
CORRECT "That is correct
CORRECTION "An error has been made in this transmission." (or message)
"The correct version is..."
DISREGARD "Consider that transmission as not sent"
GO AHEAD "Proceed with your message"
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”
OVER "My transmission is ended, and I expect a response from

you" (Not normally used)
OUT "This exchange of transmissions is ended and no response is

expected" (Not normally used)
READ BACK "Repeat all, or a specified part of this message back to me

exactly as received"
RECLEARED "A change has been made to your last clearance and this
new clearance supersedes your previous clearance or part
thereof”
REPORT "Pass me the following information"
REQUEST “I should like to know" or “I wish to obtain”
ROGER “I have received all of your last transmission" Note: Under no

circumstances to be used in reply to a question requiring
READBACK or a direct answer in the affirmative (AFFIRM)
or negative (NEGATIVE)
SAY AGAIN "Repeat all, or the following part of your last transmission"

Phrase Meaning
SPEAK SLOWER "Reduce your rate of speech"
STANDBY "Wait and I will call you"
VERIFY "Check and confirm with originator"
WILCO “I understand your message and will comply with it”
WORDS TWICE As a request: "Communication is difficult. Please send every

word or group of words twice" As information: "Since
communication is difficult, every word, or group of words will
be sent twice"
1.4. Calling Phraseology for Aircraft
1.4.1 Composition of messages

Messages handled entirely by the aeronautical mobile service shall comprise the following
parts in the order stated:
1) call indicating the addressee and the originator
2) text
Examples:
call "GANDER RADIO AIR FRANCE ZERO ZERO ONE"
text "POSITION REPORT…”
or
call "AIR CANADA EIGHT FIVE TWO, KINGSTON TOWER"
text “CONTACT DEPARTURE ON ONE THREE TWO DECIMAL TWO”
Note: When the text of a message to be transmitted by an aeronautical station to an aircraft in flight contains
approved ICAO abbreviations, these abbreviations should normally be converted during transmission
into the unabbreviated words or phrases which the abbreviations represent in the language used,
except for those which owing to frequent or common practice, are generally understood by aeronautical
personnel.
Abbreviations which constitute the exceptions to the above are specifically identified in the
encode sections of Doc. 8400.
Aeronautical stations shall be identified by:
a) The name of the location, and
b) The unit or service available

The unit or service shall be identified in accordance with the table below except that the name
of the location/unit/service may be omitted provided satisfactory communication has been
established.
Unit/Service Call Sign
Area control centre CONTROL
Approach control APPROACH
Approach radar/arrivals ARRIVAL
Approach radar/departures DEPARTURE
Aerodrome control TOWER
After contact has been established, continuous two-way communication shall be permitted
without further identification or call until termination of contact.
In order to avoid confusion, when issuing ATC clearances and reading back such clearances,
controllers and pilots shall always add the call sign of the aircraft to which the clearance
applies.
1.4.2 Radiotelephony Call Sign for Aircraft
a. Full call sign
a) The character corresponding to the registration marking of the aircraft

b) The radiotelephony designator of the aircraft operating agency, followed by the flight
identification.
c) The radiotelephony designator of the aircraft agency followed by the last four character or
the registration marking of the aircraft.
b. Abbreviated call signs

Once communications have been established, call signs may be abbreviated to facilitate
communication between stations.
Use abbreviated call signs in the following manner:
a) The first character of the registration and AT LEAST the last two characters of the call
sign.
b) The telephony designator of the aircraft operating agency followed by AT LEAST the
last two characters of the call sign.
Note: Either the name of the aircraft manufacturer or the aircraft model may be used in place of the first character in
(a) above.

Examples of abbreviated call signs:
Full c/s Abbrev. c/s
N57826 “N26" or “N826"
Cessna PKBCD "CESSNA CD” or” CESSNA BCD"
GARUDA 937 No abbreviated form allowed
Note: With the exception of telephony designators and aircraft type/names, each character in the call sign shall
be spoken separately using the phonetic alphabet.
Example:
"PAPA KILO FOXTROT MIKE DELTA"
1.4.3 General calls

When the requirement exists to transmit information to all stations on a particular frequency,
the general call "ALL STATIONS" followed by the identification of the calling station shall be
used.
No reply is expected to such general calls unless individual stations are subsequently called
to acknowledge receipt.
1.4.4 Replies to radiotelephony calls

A reply to a call is made be stating the call sign of the calling station followed by the station
being called, and the phrase "GO AHEAD”.
Examples:
"MIAMI ARRIVAL, SPEEDBIRD 624, GO AHEAD”
“LUFTHANSA 451, NAIROBI TOWER, GO AHEAD”
When a station is being called but is uncertain of the calling station, a reply should be made
using the following format:
"STATION CALLING (station called), SAY AGAIN YOUR CALL SIGN”
Example:
"STATION CALLING SEAHORSE TOWER, SAY AGAIN YOUR CALL SIGN”
Indication of frequency
As an aeronautical station may guard more than one frequency, the call should be followed
by an indication of the frequency used, if required, unless other suitable means to identify the
frequency are used.
When no confusion is likely to exist, only the first two digits of the HF frequency (in Khz) need
be used to identify the transmitting channel.
Example:
Air France 154 calling Kingston on 8871 Khz
“KINGSTON, AIR FRANCE 154 ON EIGHT EIGHT”

Whenever VHF channels are separated by 25Khz, only the first 5 digits should be used to
identify the transmitting frequency.
Examples:
Toronto Tower requesting Eastern 744 to contact Toronto Departure on 131.000Mhz
"EASTERN 744 CONTACT TORONTO DEPARTURE ON ONE THREE ONE DECIMAL

ZERO ZERO”
Toronto Departure requesting Eastern 744 to contact Toronto Control on 132.675Mhz
"EASTERN 744 CONTACT TORONTO CONTROL ON ONE THREE TWO DECIMAL SIX
SEVEN”
1.4.5 The Readability Scale

A scale for advising of the readability of transmissions has been created. This scale consists
of the following elements:
Readability Remarks
“1” Unreadable
“2” Readable now and then
“3” Readable but with difficulty
“4” Readable
“5” Perfectly readable
When a station requests a radio check to determine readability, the following format is used:
a) Identification of station being called.
b) Calling station identification.
c) The words "RADIO CHECK”.
d) The frequency being used
Example:
"CAPETOWN TOWER, SPEEDBIRD FOUR ONE ONE, RADIO CHECK ON ONE TWO
ZERO DECIMAL ZERO ZERO"
With reference to the previous readability scale, the following reply would be made to this call:
Example:
“SPEEDBIRD FOUR ONE ONE CAPETOWN TOWER, READING YOU FIVE"

1.5 Exchange of Communications - Procedures
Communications shall be concise and unambiguous, using standard phraseology whenever
available. Abbreviated procedures should only be used after initial contact has been
established and where no confusion is likely to arise.
The receiving station shall ensure that a message has been received correctly before
acknowledging receipt. When transmitted by an aircraft station, the acknowledgement of
receipt of a message shall comprise the call sign of that aircraft.
An aircraft should acknowledge receipt of important air traffic control messages by reading
them back and terminating the readback with its radio call sign. Air traffic control clearances,
instructions, and information requiring readback are specified in Doc. 4444 (Rules of the Air
and Air Traffic Services).
Exchange of communications/Example:
Call -
Station: "BOURAQ NINE TWO ZERO, BALI DEPARTURE”
Reply -
Aircraft: “CURUG DEPARTURE, CROSSAIR NINE TWO ZERO, GO AHEAD”
Message -
Station: “INDONESIA NINE TWO ZERO TO CLIMB TO EIGHT THOUSAND FEET”
Acknowledgement -
Aircraft: “CLEARED TO CLIMB TO EIGHT THOUSAND FEET, MERPATI NINE TWO ZERO”
Readback response-
Station: “MEDAN”
An aeronautical station should acknowledge position reports and other flight progress reports
by reading back the report and terminating the readback by its call sign, except when
congestion on the receiving channel may require suspension of the readback procedure.
Controllers should be careful to ensure the readback information is correct before

acknowledging the readback. If there is any doubt in the mind of the controller, the pilot
should be requested to repeat the readback. Controllers should NEVER ASSUME a garbled
or distorted readback was correct.
If both position reports and other information (weather reports) are received in the same
message, the information should be acknowledged with the words "WEATHER RECEIVED"
after the position report has been read back.
1.5.1 End of transmission

A radiotelephone conversation shall be terminated by the receiving station using its own call
sign.
1.5.2 Corrections and repetitions

When an error has been made in transmission, the word "CORRECTION” shall be spoken,
the last correct group or phrase repeated, and the correct version transmitted.

If a correction is best made by repeating the entire message, the sender shall use the phrase
"CORRECTION, I SAY AGAIN” before transmitting the message a second time.
If the receiving station is in doubt as to the correctness of the message received, they shall
request repetition of the message, either in full or in part.
If repetition of an entire message is required, the words "SAY AGAIN” shall be used. If a
portion of a message is to be repeated, the words "SAY AGAIN ALL BEFORE … (first word
received)" or "SAY AGAIN ALL AFTER (last word received)".
When possible, specific items should be requested such as, "SAY AGAIN ALTIMETER" or
"SAY AGAIN WIND.”
When checking the correctness of a readback, the controller shall respond to an incorrect
reply by stating "NEGATIVE, I SAY AGAIN .... (repetition of correct items)".
1.5.3 Assurance of communications

During flight, aircraft stations shall monitor radio frequencies as required by the appropriate
Authority and shall not cease watch, except for reasons of safety, without informing the
aeronautical station(s) concerned.
Aircraft on long over-water flights, or on flights where emergency locator beacons is required,
shall monitor 121.5Mhz (emergency freq.) except when conducting communications on other
VHF channels or when equipment limitations or cockpit duties do not allow simultaneous
monitoring of two channels.
Aircraft shall continuously monitor 121.5Mhz in areas or over routes where the possibility of
interception of the aircraft or other hazardous situations exist, and a requirement has been
established by the appropriate Authority. It is recommended that all aircraft monitor 121.5Mhz
at all times on flights (besides the above) to the extent possible.
Aeronautical stations shall maintain watch as required by the appropriate Authority. Listening
watch on 121.5Mhz shall also be maintained during the hours of service of the units at which
it is installed.
When it is necessary for any aeronautical station (aircraft/ground) to suspend operation for
any reason, it shall if possible, so inform other stations concerned. Time for resumption of
service shall be provided. If an extension to the shutdown is necessary, a revised time for the
return to service shall be relayed, if possible, to other concerned stations. When operations
are resumed, other stations concerned shall be informed.
1.5.4 Transfer of HF communications

An aircraft should be advised by the appropriate aeronautical station to transfer from one
radio frequency or network to another. In the absence of such advice, the aircraft should
notify the appropriate station(s) before such a transfer is made.
An aircraft which has transferred from one radio frequency to another, shall when required by
the appropriate ATS authority, inform the station concerned that communications watch on
the new frequency has been established.
1.5.5 Transfer of VHF communications

An aircraft shall be advised by the appropriate station to transfer from one frequency to
another in accordance with agreed procedures. In the absence of such advice, the aircraft
shall notify the appropriate station before such a transfer takes place.
When establishing initial contact on, or when leaving a VHF frequency, an aircraft shall
transmit such information as may be prescribed by the appropriate Authority.

1.6 Communication Failure Procedures
1.6.1 Air-ground communication failure
When an aircraft station fails to establish contact with the aeronautical station on the
designated channel, it shall attempt to establish contact on the previous channel used or
another channel appropriate to the route. If the attempts fail the aircraft station shall attempt
to establish communication with other aeronautical stations or other aircraft using all available
means.
If the attempts specified above fail, the aircraft station shall transmit its message twice on the
designated channel(s), preceeded by the phrase “TRANSMITTING BLIND” nad include the
addressee(s) for which the message is intended.
1.6.2. Receiver failure by aircraft in flight
When an aircraft station is unable to establish communication due to receiver failure, it shall
transmit reports at the scheduled times, or positions, on the channel in use, preceeded by
the phrase “TRANSMITTING BLIND DUE TO RECEIVER FAILURE” if necessary shall
transmit the intended message by a complete repetition and advise the time of the next
intended transmission.
1.6.3 Ground-to-air communication failure
When an aeronautical station has been unable to establish contact with an aircraft station
after calls on the frequencies on which the aircraft is believed to be listening, it shall:
a. Request other aeronautical stations to render assistance by calling the aircrfat and
relaying traffic.
b. Request aircraft on the route to attempt to establish communication with the aircraft and
relay traffic
When an expected communication from an aircraft has not been received within a time period
such that the occurence of a communication failure is suspected.
Blind transmission of Air Traffic Control clearance shall not to be made to aircraft, except at
the specific of the originator.
The air-ground control radio station shall notify the appropriate air traffic services unit and the
aircraft operating agency, as soon as possible, of any failure in air-ground communication.
1.7 Selective Calling Procedures
The selective calling system known as SELCAL, could replaced the voice calling by the
transmission of coded tones to the aircraft over the radiotelephony channels. A single
selective call consists of a combination of four pre-selected audio tines whose transmission
requires approximately 2 seconds.
The tones are generated in the aeronautical station coder and are received by a decoder
connected to the audio output of the airborne receiver. Receipt of the assigned tone code
(SELCAL code) activates a cockpit call system in the form of light and/or chime signals.

SELCAL should be utilized by suitably equipped stations for ground-to-air selective calling on
the en-route HF and VHF radio channels. An aircraft equipped with SELCAL, the pilot is still
able to keep a conventional listening watch.
The aircraft opearting agency and the aircraft have responsibility to ensure that all
aeronautical stations with which the aircraft would normally communicate during a particular
flight, know the SELCAL code associated with its radiotelephony call sign.
When an aeronautical station initiates a call by SELCAL, the aircraft replies with its radio call
sign, followed by the phrase “GO AHEAD”.
1.8 Radiotelephony Distress Communication Procedures
Distress and urgency traffic shall comprise all radiotelephony messages relative to the
distress and urgency conditions respectively. Distress and urgency conditions are defined as:
a. Distress condition: a condition of being threatened by serious and/or imminent danger and
or requiring immediate assistance.
b. Urgency condition: as 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.
At the commencement of the first distress or urgency communication the radiotelephony

distress signal MAYDAY and the radiotelephony signal PANPAN shall be used.
Distress and urgency traffic shall normally be maintained on the frequency on which such
traffic was initiated until it is considered that better assistance can be provided by transferring
that traffic to another frequency.
In cases of distress and urgency communications, in general, the transmission by

radiotelephony shall be made slowly and distinctly, each word being clearly pronounced to
faciltate transcription.
1.8.1 Distress communication by the aircraft
A distress message transmitted by the aircraft in distress shall preceeded by the

radiotelephony distress signal MAYDAY, preferable spoken three times, be on the air-ground
frequency in use at the time. The distress message to be sent by an aircraft in distress shall
consist of as may as possible of the following elements spoken distinctly and if possible, in
the following order:
1. name of the station addressed
2. the identification of the aircraft
3. the nature of the distress condition
4. intention of the person in command
5. present position, level and heading
The station addressed will normally be that station communicating with the aircraft or in
whose area of responsibility the aircraft is operating. The station adressed by aircraft in
distress of first station acknowledging the distress message shall:
a. immediately acknowledge the distress message
b. take control of the communication or specifically and clearly transfer that responsibility,
advising the aircraft if a transfer is made

c. take immediate action to ensure that all necessary information is made available, as soon
as possible to:
1) the ATS unit concerned
2) the aircraft operating agency concerned or its representative
d. warn other station, as appropriate, in order to prevent the transfer of traffic to the
frequency of the distress communication.
1.8.2 Imposition of silence
The station in distress or the station in control of distress traffic, shall be permitted to impose
silence, either on all stations or on any station of the mobile service which may interferes with
the distress traffic. It shall address these instruction “to ALL STATIONS”, or to one station
only, and shall use the word:
- STOP TRANSMITTING
- The radiotelephony distress signal MAYDAY
The distress communication have absolute priority over all other communications and a
station aware of then, shall not transmit on the frequency concerned.
Any station which has knowledge of distress traffic and which cannot assist the station in
distress shall continue listening to such traffic until it is evident that assistance is being
provided.
1.8.2 Termination of distress communication and of silence
When an aircraft is no longer in distress or when the station which has controlled the distress
communication traffic becomes aware that the distress condition is ended, it shall take
immediate action to ensure that this information is made available, as soon as possible to:
1. The ATS unit concerned
2. The aircraft operating agency concerned or its representative.
The distress communication and silence conditions shall be terminated by transmitting a

message, including tis messaghe words “DISTRESS TRAFFIC ENDED”, on the frequency or
frequencies being used. This message shall be originated only by the station controlling the
communication when after the reception of the message that an aircraft is no longer in
distress.

CHAPTER II
COMMUNICATION FACILITIES
Introduction
It is essential for the control tower to be able to communicate with aircraft and vehicles. In order for
this communication to be effective it must be direct, rapid, continuous, and static-free. Various types
of equipment help to achieve this requirement. There should also be a system of standby facilities in
the event of a failure of part or all of the primary communications equipment.
2.1 Aeronautical Mobile Service Facilities

For aerodrome control service, air-ground communication facilities shall enable direct, rapid,
continuous and static-free two-way communications to take place between an aerodrome
control tower and appropriately equipped aircraft operating at any distance within 45km
(25NM) of the aerodrome concerned.
Where conditions warrant, separate communication channels should be provided for the
control of traffic operating on the manoeuvring area, (ground control).
When direct pilot-controller radio telephony or digital data interchange is used for the
provision of air traffic control service, recording facilities shall be provided on all such air-
ground communications channels.
Communications for the control of vehicles (apron control) other than aircraft on the
manoeuvring area at controlled aerodromes require that two-way communication shall be
provided for. The exception is where communications are provided for by a system of visual
signals that is deemed to be adequate i.e. - traffic lights.
Radio frequencies
There are three blocks of frequencies allotted for tower use:
1) 118 - 121.4Mhz inclusive for International and National mobile service. These
frequencies are for tower to aircraft communications.
2) 121.5Mhz is the international emergency frequency and shall be used for genuine
emergency purposes. This frequency shall be provided at all towers, area control
centres, flight information centres, approach control units, and any additional location
designated by the appropriate ATS authority.
3) 121.6 - 121.975Mhz is utilised by International and National aerodromes for surface

communications for ground movement, pre-flight checking (radio checks), air traffic
services clearances (clearance delivery), and associated operations. (i.e. ramp control)
Antenna sites
Transmitter antennas are normally located on the roof of the control tower. The receiver
antennas are normally located within the confines of the airport property. This arrangement
may vary from airport to airport.

Secondary/Backup facilities
A battery powered backup transceiver is located in the tower in the event of a power or radio
failure. A further backup in the form of a light gun is available in the control tower to supply
visual signals to airport traffic.
Note: Transmitter and/or receiver range may be reduced when using backup equipment.
2.2 Aeronautical Fixed Service Facilities
Introduction
Previously we looked at the aeronautical mobile service available at the aerodrome control
tower. This time we will consider the aeronautical fixed services available at the aerodrome
control tower.
There are many types of communications systems in use in air traffic control. Each of these
has primary purposes or uses and they also act as back-up for each other. There are many
different types of messages that a controller passes on to other agencies and different
procedures for them.
Reliable and quick intra unit communications is as important to an orderly operation as is

radio controller/pilot communications.
For the electronic transfer of information computers are rapidly taking over as the primary
source of data transfer.
The Aeronautical fixed service comprises all types and systems of point-to-point
communications in the international aeronautical telecommunications service. - Annex 10,
Vol 11, Ch. 4.1
2.2.1 Communications between the control tower and other air traffic services units (Annex 11,
6.2.1.1)
An aerodrome control tower shall have facilities for communications with:
a. flight information centre providing a service within its area of responsibility,
b. an area control centre providing a service within its area of responsibility;
c. an approach control office when associated;
d. the associated air traffic services reporting office, when separately established.
2.2.2 Communications between the control tower and other units (Annex 11, Ch. 6.2.1.2)
An aerodrome control tower shall have facilities for communications with the following
units providing a service within their respective area of responsibility:
a. appropriate military units;
b. rescue and emergency services (including ambulance, fire, etc.)
c. the meteorological office serving the unit concerned

d. the aeronautical telecommunications station serving the unit concerned;
e. the unit providing apron management service, when separately established.
2.2.3 Communications facilities for military units
The communications facilities required for military units, rescue and emergency services
and meteorological office shall include provision for:
a. communications by direct speech, whereby for the purposes of transfer of radar

control the communications can be established instantaneously and for other
purposes the communications can normally be established within fifteen seconds;
and
b. printed communications, when a written record is required. the message transit time
for such communications being no longer than five minutes.
The communications required for military units shall include provisions for rapid and
reliable communications between the air traffic services unit concerned and military
unit(s) responsible for control of interception operations within the area of responsibility of
the air traffic services unit.
In all cases not covered by the above, the communication facilities should include
provision for:
a. communications by direct speech, whereby the communications can normally be

established within fifteen seconds; and
b. printed communications, when a written record is required; the message transit time for
such communications being no longer than five minutes.
In all cases where automatic transfer of data to and/or from air traffic services computers
is required, suitable facilities for automatic recordings should be provided.
The control tower communications should be supplemented, as and where necessary, by

facilities for other forms of visual or audio communications, e.g. closed circuit television or
separate information processing systems.
The communications facilities required for military units, rescue and emergency services
and meteorological office shall include provision for communications by direct speech
arranged for conference communications.
The communications facilities required for the communications with the aeronautical
telecommunications station(s) should include provision for communications by direct
speech arranged for conference communications, whereby the communications can
normally be established within fifteen seconds.
All facilities for direct-speech communications between the control tower and appropriate
military units shall be provided with automatic recording.
All facilities for direct-speech communications from the control tower and not otherwise
covered by the above should be provided with automatic recording.
The four aeronautical fixed communications systems available to a tower controller are:
1)ATC INTERPHONE - for IFR and CVFR movement and control messages;
2) Aeronautical Mobile Information Service (AMIS) INTERPHONE - for DVFR and VFR
movement messages and for co-ordinating airspace reservations and other military

messages;
3) Aeronautical Fixed Information Service (AFIS) TELETYPE - for VFR movement

messages;
4) ALTERNATE - Using one of the above communication systems or long distance

telephone to communicate if the primary communication's system is congested or
not available.
Note: Not all four systems may be available at all control towers.
The control tower is connected through the area control centre via the ATC and AMIS
interphone system which is a network of circuits radiating from each area control centre.
These circuits permit rapid communications between the centre and appropriate units.
This includes appropriate transport facilities, military, bordering countries and air carrier
operational offices.
The circuits available in the control tower may be of the following types:
1) manual signalling - the dialling of a number(s) or activation of a specific button or

key to connect to a specific location or to connect systems together to contact a unit
beyond the local network
Note: When a signal is received by a unit, specific lights and buzzers are set in operation, and this
operation continues until the call is answered. More than one manual signal therefore serves no
useful purpose.
2) voice signalling - the calling on an open line (sometimes referred to as a 'hot line' ) to
communicate with a specific location or have lines connected to contact a unit
beyond the local network;
Note: The possible cause of the delay in answering is that the called station personnel are engaged in
duties that cannot be interrupted immediately.
On completion of communication, the unit/sector responsible for having the circuits

connected shall ensure that the circuits are disconnected, either manually or
automatically.
2.2.4 Failure of communications (Annex 10, Vol. 11, Ch. 4.4.1.5)
Should communications on any fixed service circuit fail, the station concerned shall
attempt to re-establish contact as soon as possible.
If contact cannot not be re-established within a reasonable period on the normal fixed
service circuit, an appropriate alternative circuit should be used. If possible, attempts
should be made to establish communications on any authorised fixed service circuit
available.
If these attempts fail, use of any available air-ground frequency shall be permitted only as
an exceptional and temporary measure when no interference to aircraft in flight is ensured
(in other words do what ever you have to do to get priority message through).

CHAPTER III
AFTN MESSAGES
Introduction
We have looked at the aeronautical mobile service, and realise how important radio communications
are in the performance of our task. We will now consider the aeronautical fixed telecommunications
network (AFTN). You will be using the world-wide AFTN network to receive, exchange and forward
flight information on everything from flight plans and NOTAMS to emergencies.
The Aeronautical Fixed Service (AFS) is a telecommunication service between specified fixed points
provided primarily for the safety of air navigation and for the regular, efficient and economical
operation of air services.
The Aeronautical Fixed Telecommunications Network (AFTN) is a world-wide system of

aeronautical fixed circuits. It is a part of the Aeronautical Fixed Service. The AFTN provides for the
exchange of messages and/or data between aeronautical fixed stations having the same or
compatible communications characteristics.
Each state shall designate the authority responsible for ensuring that the international aeronautical
telecommunications service is conducted in accordance with the procedures in ICAO Annex 10.
The State, through the designated telecommunication services, shall establish normal operating
hours for the service. It shall also ensure that there are no unnecessary or anonymous signals or
correspondence by any station within the state.
Although HF voice systems can be used in the AFTN, the prime systems are the teletypewriter and
computer-computer circuits. (HF voice is used mainly as a back-up or stand-by system)
3.1 Message Types
- ALR (Alerting messages)

When an air traffic services unit considers that an aircraft is in a state of emergency as
defined in Annex 11, chapter 5, an altering message shall be transmitted to any air traffic
services unit that may be concerned with the flight and to the associated rescue co-ordination
centres, containing such of the information specified in Appendix 3, Section 1, as is available
or can be obtained.
When so agreed between the air traffic services units concerned, a communication relating to
an emergency phase and originated by a unit employing automatic data-processing
equipment may take the form of a modification message, supplemented by a verbal message
giving the additional details prescribed for inclusion in an altering message.
-RCF (Radio communication failure messages)

When an air traffic services unit is aware that an aircraft in its area is experiencing radio
communication failure, an RCF message shall be transmitted to all subsequent ATS units

along the route of flight which have already received basic flight plan data (FPL or RPL) and
to the aerodrome control tower at the destination aerodrome, if basic flight plan data has been
previously sent.
If the next ATS unit has not yet received basic flight plan data because it would receive a
current flight plan message in the co-ordination process, then an RCF message and a CPL
message shall be transmitted to this ATS unit. In turn, this ATS unit shall transmit an RCF
message and a CPL message to the next ATS unit. The above process shall be repeated
progressively from centre to centre up to the first ATS unit along the remaining route of flight
to which basic flight plan data has already been sent.
Note: The various circumstances surrounding each known or suspected emergency situation preclude the
specification of standard message types to provide for emergency communications, except as described in
ALR and RCF messages.
-FPL (Filed flight plan messages)

Note: Messages concerning the intended or actual movement of aircraft shall be based on the latest information
furnished to air traffic services units by the pilot, the operator or his designated representative, or derived from ground-
based radar.
Unless repetitive flight plan procedures are being applied or current flight plan messages are
being employed, filed flight plan messages shall be transmitted for all flights for which a flight
plan has been submitted with the object of being provided with air traffic control service, flight
information service or alerting service along part or the whole of the route of flight.
A filed flight plan message shall be originated and addressed as follows by the air traffic
services unit serving the departure aerodrome or, when applicable, by the air traffic services
unit receiving a flight plan from an aircraft in flight:
a. an FPL message shall be sent to the area control centre or flight information centre
serving the control area or flight information region within which the departure aerodrome
is situated,
b. unless basic flight plan data are already available as a result of arrangements made for
repetitive flight plans, an FPL message shall be sent to all centres in charge of each flight
information region or upper flight information region along the route, which are unable to
process current data. In addition, an FPL message shall be sent to the aerodrome control
tower at the destination aerodrome. If so required, an FPL message shall also be sent to
flow management centres responsible for ATS units along the route;
c. when a potential reclearance in flight request (RIF) is indicated in the flight plan, the FPL
message shall be sent to the additional centres concerned and to the aerodrome control
tower of the revised destination aerodrome,
d. where it has been agreed to use CPL messages but where information is required for early
planning of traffic flow, an FPL message shall be transmitted to the area control centres
concerned;
e. for a flight along routes where flight information service and alerting service only are
provided, an FPL message shall be addressed to the centre in charge of each flight
information region or upper flight information region along the route and to the aerodrome
control tower at the destination aerodrome.
In the case of a flight through intermediate stops, where flight plans for each stage of the
flight are filed at the first departure aerodrome, the following procedure shall be applied:
a. the air traffic services reporting office at the first departure aerodrome shall:

1) transmit an FPL message for the first stage of flight in accordance with the above
directions
2) transmit a separate FPL message for each subsequent state of flight, addressed to
the air traffic services reporting office at the appropriate subsequent departure
aerodrome
b. the air traffic services reporting office at each subsequent departure aerodrome shall take
action on receipt of the FPL message as if the flight plan has been filed locally.
Note: Instructions for the transmission of an FPL message are contained in Appendix 2.
When so required by agreement between the appropriate ATS authorities to assist in the
identification of flights and thereby eliminate or reduce the need for interceptions in the event
of deviations from assigned track, FPL message for flights along specified routes or portions
of routes in close proximity to flight information region boundaries shall also be addressed to
the centres in charge of each flight information region or upper flight information region
adjacent to such routes or portions of routes.
FPL messages shall normally be transmitted immediately after the filing of the flight plan.
However, if a flight plan is filed more than 24 hours in advance of the estimated off-block time
of the flight to which it refers, that flight plan shall be held in abeyance until at most 24 hours
before the flight begins so as to avoid the need for the insertion of a date group into that flight
plan. In addition, if a flight plan is filed early and the provisions of Appendix 2, 4.2.2.2.2 (b) or
(e) or 4.2.2.2.3 apply, transmission of the FPL message may be withheld until one hour
before the estimated off-block time, provided that this will permit each air traffic services unit
concerned to receive the information at least 30 minutes before the time at which the aircraft
is estimated to enter its area of responsibility.
-DLA (Delay messages)

A DLA message shall be transmitted when the departure of an aircraft, for which basic flight
plan data (FPL or RPL) has been sent, is delayed by more than 30 minutes after the
estimated off-block time contained in the basic flight plan data. The DLA message shall be
transmitted by the air traffic services unit serving the departure aerodrome to all recipients of
basic flight plan data.
Note: Send a CDN message concerning notification of a delayed departure of an aircraft for which a CPL message
has been transmitted.
-CHG (Modification messages)

A CHG message shall be transmitted when any change is to be made to basic flight plan data
contained in previously transmitted FPL or RPL data. The CHG message shall be sent to
those recipients of basic flight plan data which are affected by the change.
Note: Send a CDN message concerning notification of a change to co-ordination data contained in a previously
transmitted current flight plan or estimate message.
-CNL (Flight plan cancellation messages)

A flight plan cancellation (CNL) message shall be transmitted when a flight, for which basic
flight plan data has been previously distributed, has been cancelled. The ATS unit serving the
departure aerodrome shall transmit the CNL message to ATS units which have received
basic flight plan data.

-DEP (Departure messages)
Unless otherwise prescribed on the basis of regional air navigation agreements, a DEP
message shall be transmitted immediately after the departure of an aircraft for which basic
flight plan data has been previously distributed. The DEP message shall be transmitted by the
ATS unit serving the departure aerodrome to all recipients of basic flight plan data.
Note: Send a CDN message concerning notification of the departure of an aircraft for which a CPL message has
been transmitted.
-ARR (Arrival messages)

When an arrival report is received by the ATS unit serving the arrival aerodrome, this unit
shall transmit an ARR message:
a. for a landing at the destination aerodrome:
i) to the area control centre or flight information centre in whose area the arrival
aerodrome is located, if required by that unit, and
ii) to the air traffic services unit, at the departure aerodrome, which originated the flight
plan message, if that message included a request for an ARR message,
a) for a landing at an alternate or other aerodrome;
i) to the area control centre or flight information centre in whose area the arrival
aerodrome is located; and
ii) to the aerodrome control tower at the destination aerodrome, and
iii) to the air traffic services reporting office at the departure aerodrome; and
iv) to the area control centre or flight information centre in charge of each flight
information region or upper flight information region through which the aircraft would
have passed according to the flight plan, had it not diverted.
When a controlled flight which has experienced failure of two-way communication has landed,
the aerodrome control tower at the arrival aerodrome shall transmit an ARR message:
i) for a landing at the destination aerodrome;
ii) to all air traffic services units concerned with the flight during the period of the
communication failure; and
iii) to all other air traffic services units which may have been alerted,
iv) for a landing at an aerodrome other than the destination aerodrome;
to the ATS unit serving the destination aerodrome; this unit shall then transmit an ARR
message to other ATS units concerned or alerted as in a) above.

-CPL (Current flight plan messages)
Unless basic flight plan data have already been distributed (FPL or RPL) which will be
supplemented by co-ordination data in the estimate message, a CPL message shall be
transmitted by each area control centre to the next area control centre and from the last area
control centre to the aerodrome control tower at the destination aerodrome for each
controlled flight, and for each flight provided with air traffic advisory service, along routes or
portions of routes where it has been determined by the appropriate ATS authority that
adequate point-to-point communications exist and that conditions are otherwise suitable for
forwarding current flight plan information.
When an aircraft traverses a very limited portion of a control area where, by agreement
between the appropriate ATS authorities concerned, co-ordination of air traffic through that
portion of the control area has been delegated to and is effected directly by the two centres
whose control areas are separated by that portion, CPLs shall be transmitted directly
between such units.
A CPL message shall be transmitted in sufficient time to permit each air traffic services unit
is estimated to pass the transfer of control point or boundary point at which it comes under
the control of such unit, unless other period of time has been prescribed by the appropriate
ATS authority. This procedure shall apply whether or not the ATS unit responsible for
origination of the message has assumed control of, or established contact with, the aircraft by
the time the transmission is to be effective.
When a CPL message is transmitted to a centre which is not using automatic data processing
equipment, the period of time specified in Appendix 2, 4.2.3.2.3 may be insufficient, in which
case an increased lead-time shall be agreed.
A CPL message shall include only information concerning the flight from the point of entry
into the next control area or advisory airspace to the destination aerodrome.
-EST (Estimate messages)

When basic flight plan data for a flight has been provided, an EST message shall be
transmitted by each area control centre or flight information centre to the next area control
centre or flight information centre along the route of flight.
An EST message shall be transmitted in sufficient time to permit the air traffic services unit
is estimated to pass the transfer of control point or boundary point at which it comes under
the control of such unit, unless another period of time has been prescribed by the appropriate
ATS authority. This procedure shall apply whether or not the area control centre or flight
information centre responsible for origination of the message has assumed control of, or
established contact with, the aircraft by the time the transmission is to be effected.
When an EST message is transmitted to a centre which is not using automatic data
processing equipment, the period of time specified in Appendix 2, 4.2.3.3.2 may be
insufficient, in which case an increased lead-time shall be agreed.
-CDN (Co-ordination messages)

A CDN message shall be transmitted during the co-ordination process by an accepting unit to
the transferring unit when the former wishes to propose a change to co-ordination data as
contained in a previously received CPL or EST message.

If the transferring unit wishes to propose a change to the data contained in a CDN message
received from the accepting unit, a CDN message shall be transmitted to the accepting unit.
The process described above is repeated until the co-ordination process is completed by the
transmission of an acceptance (ACP) message by one of the two units concerned. Normally,
however, when a change is proposed to a CDN message, direct-speech circuits shall be used
to resolve this issue.
After the co-ordination process has been completed, if one of the two ATS units concerned
wishes to propose or notify any change in basic flight plan data or conditions of transfer, a
CDN message shall be transmitted to the other unit. This requires that the co-ordination
process must be repeated.
A repeated co-ordination process requires to be completed by the transmission of an ACP

message. Normally, in a repeated co-ordination process, direct-speech circuits shall be used.
-ACP (Acceptance messages)

Unless special arrangements have been made between the air traffic control units concerned
in accordance with Doc 4444 Part VIII, Chapter 4.2.5, an ACP message shall be transmitted
by an accepting unit to the transferring unit to indicate that data in a CPL or an EST message
is accepted.
Either the accepting unit or the transferring unit shall transmit an ACP message to indicate
that data received in a CDN message is accepted and that the co-ordination process is
completed.
-LAM (Logical acknowledgement messages)

A LAM message shall be used only between ATC computers. An ATC computer shall
transmit a LAM message in response to a CPL or EST or other appropriate message which is
received and processed up to the point where the operational content will be received by the
appropriate controller.
The transferring centre shall set an appropriate reaction time parameter when the CPL or
EST message is transmitted. If the LAM message is not received within the parameter time,
an operational warning shall be initiated and reversion to telephone and manual mode shall
ensue.
-RQP (Request flight plan messages)

A request flight plan (RQP) message shall be transmitted when an ATS unit wishes to obtain
flight plan data. This might occur upon receipt of a message concerning an aircraft for which
no corresponding basic flight plan data had been previously received. The RQP message
shall be transmitted to the transferring ATS unit which originated an EST message, or to the
centre which originated an update message for which no corresponding basic flight plan data
are available. If no message has been received at all, but an aircraft establishes RTF
communications and requires air traffic services, the RQP message shall be transmitted to
the previous ATS unit along the route of flight.

-RQS (Request supplementary flight plan messages)
A request supplementary flight plan (RQS) message shall be transmitted when an air traffic
services unit wishes to obtain supplementary flight plan data. The message shall be
transmitted to the air traffic services reporting office at the departure aerodrome, or in the
case of a flight plan submitted during flight, to the air traffic services unit specified in the flight
plan message.
-SPL (Supplementary flight plan messages)

An SPL message shall be transmitted by the air traffic services reporting office at the
departure aerodrome to air traffic services units requesting information additional to that
already transmitted in a CPL or FPL message. When transmitted by the AFTN, the message
shall be assigned the same priority indicator as that in the request message.
Note: Instructions for the transmission of an SPL are contained in Appendix 2.
3.2 Priority of AFTN Message
The order of priority for the transmission of messages in the AFTN shall be as follows:
1. SS;
2. DD, FF;
3. GG, KK.
Subject to the originating station accepting a message for transmission, the following
messages shall be handled by the aeronautical fixed telecommunication network. They are
classified in categories relating to their use by the air traffic services and providing an
approximate indication of their importance.
Note: The priority Indicator in parentheses after each type of message is that specified for application when the
message is transmitted on the AFTN.
3.2.1 Emergency messages

This category comprises.
a) distress messages and distress traffic, including alerting messages relating to a distress
phase (SS);
b) urgency messages, including alerting messages relating to an alert phase or to an

uncertainty phase (SS);
c) other messages concerning known or suspended emergencies which do not fall under a)
or b) above, and radio communication failure messages (FF or higher as required).
3.2.2 Movement and control messages:

This category comprises:
a. filed flight plan messages and associated update messages (FF) , including:
- filed flight plan messages
- delay messages

- modification messages
- flight plan cancellation messages
- departure messages
- arrival messages;
b. co-ordination messages (FF) , including:
- current flight plan messages
- estimated messages
- co-ordination messages
- acceptance messages
- logical acknowledgement messages
c. supplementary messages
- request flight plan messages
- request supplementary flight plan messages
- supplementary flight plan messages;
d. control messages (FF), including:
- clearance messages
- transfer of control messages
- flow control messages
- position report and air-report messages
3.3.3 Flight information messages

This category comprises:
a) messages containing traffic information (FF);
b) messages containing meteorological information (FF or GG);
c) messages containing the operation of aeronautical facilities (GG);
d) messages containing essential aerodrome information (GG).
The following is a complete list of categories of messages that can be transmitted on the
AFTN:
a) distress messages and distress traffic (SS)
b) urgency messages (SS)
c) flight safety messages (FF or GG);
d) meteorological messages (GG);

e) flight regularity messages (GG);
f) aeronautical administrative messages (GG);
g) NOTAM - Class 1 distribution (GG);
h) reservation messages (KK);
i) general aircraft operating agency messages (KK);
This includes.
- messages regarding the operation or maintenance of facilities essential for the safety or
regularity of aircraft operation;
- messages essential to the efficient functioning of aeronautical telecommunications

services.
- messages exchanged between government civil aviation authorities relating to aircraft

operation.
- service messages (as appropriate).
A full description of the above messages is found in Annex 10, Vol. 2, Ch 4.4.1.1.1 to
4.4.1.1.10, and is considered as nice to know.
Messages having the same priority indicator should be transmitted in the order in which they
are received for transmission.
When justified by the requirement for special handling, messages in the fixed service should
be assigned the priority indicator DD in place of the normal priority indicator.
When the priority indicator DD is used, the person authorising its use shall sign the message
to indicate responsibility for assigning the priority. This signature shall not be transmitted. The
priority indicator DD shall not be used for Reservation and General aircraft operating agency
messages.
Messages entitled to bear the priority indicator FF and which are originated by or addressed
to authorities other than air traffic services shall be assigned the lower priority GG if this lower
priority classification will serve the indicated purpose.
3.2.4 Message Addressing System

All communications shall be routed by the most expeditious route available to effect delivery
to the addressee.
Predetermined diversion routing arrangements shall be made, when necessary, to expedite

the movement of communication traffic. Each communication centre shall have the
appropriate diversion routing lists, agreed to by the Administration(s) operating the
communications centres affected and shall use them when necessary.
Diversion routing should be initiated:
1) in a fully-automatic communication centre:
a) immediately after detection of the circuit outage, when the traffic is to be diverted via a
fully automatic communication centre.
b) Within a 10-minute period after detection of the circuit outage, when the traffic is to be
diverted via a non fully-automatic communication centre.

2) in a non fully-automatic communication centre within a 10-minute period after detection of
the circuit outage.
Service message notification of the diversion requirements should be provided where no

bilateral or multilateral prearranged agreements exist.
Diversion routing shall ensure early transmission of messages bearing the priority indicator
GG or higher.
As soon as it is apparent that it will be impossible to dispose of the traffic over the
aeronautical fixed service within a reasonable period, and when the traffic is held at the
station where it was filed, the originator shall be consulted regarding further action to be
taken, unless:
a) otherwise agreed between the station concerned and the originator, or
b) arrangements exist whereby delayed traffic is automatically diverted to commercial

telecommunication services without reference to the originator.
Note: The expression "reasonable period" means a period of time such that it seems probable that the traffic will not
be delivered to the addressee within any fixed transit period applicable to the category of the traffic concerned,
or, alternatively, any predetermined period agreed between originators and the telecommunication station
concerned.
3.2.5 Use of the AFTN

Air traffic services messages to be transmitted via the AFTN shall contain:
a) information in respect of the priority with which it is to be transmitted and the addressees
to whom it is to be delivered, and an indication of the data and time at which it is filed
with the aeronautical fixed station concerned and of the Originator Indicator;
b) the air traffic services data, preceded if necessary by the supplementary address
information, and prepared in accordance with DOC 4444 Appendix 3. These data will be
transmitted as the text of the AFTN message.
3.3 AFTN Message Format
3.3.1 Heading
The heading of the AFTN messages shall comprise:
a. Start of message signal, the character of ZCZC
b. Transmission identification
c. An additional service information
3.3.2 Address
The address of the AFTN mesages shall comprise:
a. the ICAO four-letter Location Indicator assigned to the place of destination;
Note: A list of ICAO Location Indicators is contained in Doc 7910 - Location Indicators.

b. (i) the ICAO three-letter designator identifying the aeronautical authority, service or
aircraft operating agency addressed, or
(ii) in cases where no designator has been assigned, one of the following:
- “YXY” in the case where the addressee is a military service/organisation,
- “ZZZ” in the case where the addressee is an aircraft in flight,
- “YYY” in all other cases;
Note: A list of ICAO three-letter designators is contained in Doc 8585 - Designators for Aircraft Operating Agencies,
Aeronautical Authorities and Services.
c. (i) the letter X, or
(ii) the one-letter designator identifying the department or division of the organisation
addressed.
The following three-letter designators shall be used when addressing ATS messages to ATS
units:
Centre in charge of a Flight Information Region or an Upper flight Information Region

(whether ACC or FIC):
- if the message is relevant to an IFR flight ZQZ
- if the message is relevant to a VFR flight ZFZ
- Aerodrome Control Tower ZTZ
- Air Traffic Services Reporting Office ZPZ
Other three-letter designators for ATS units shall not be used for that purpose.
3.3.3 Origin
The origin of the AFTN mesages shall comprise:
a. the ICAO four-letter Location Indicator of the place at which the message is originated;
Note: A list of ICAO Location Indicators is contained in Doc 7910 - Location Indicators.
b. (i) the ICAO three-letter designator identifying the aeronautical authority, service or
aircraft operating agency which originated the message,
(ii) in cases where no three-letter designator has been assigned, shall be used one of the
following:
- “YXY” in the case where the originator is a military service/organisation,
- “ZZZ” in the case where the originator is an aircraft in flight,
- “YYY” in all other cases;
Note: A list of ICAO three-letter designators is contained in Doc 8585 - Designators for Aircraft Operating Agencies,
Aeronautical Authorities and Services.
c. (i) the letter X, or

(ii) the one-letter designator identifying the department or division of the originator.
3.3.3 Text
a. The text of the message entered by the AFTN origin station shall not exceed 1800
characters in length (Annex 10, vol. 2 4.4.5.7)
b. The text format of ATS message contain in Apeendix 3, Doc. 4444 ATM.501
3.3.3 Ending
The ending of AFTN messages shall comprise:
a. The page feed sequence consisting of 7 line feeds
b. The end of message signal, consisting of 4 letter N.
The following three-letter designators shall be used when addressing ATS message to ATS
unit: Centre in charge of a Flight Information Region or an Upper Flight Information Region
(whether ACC or FIC):
- If the message is relevant to an IFR flight ZQZ
- If the message is relevant to a VFR flight ZFZ
- Aerodrome Control Tower ZTZ
- Air Traffic Service Reporting Office ZPZ
- Approach Control Office ZAZ
- Flight Service Station ZFZ, YXY
- Aeronautical Station (Comm. Center) YFY
Other three-letter designators for ATS units shall not be used for that purpose.

CHAPTER IV
FLIGHT PLANNING
Introduction
The prime reason for the filing of flight plans is to provide the flight in question with search and rescue
service should it be required. The planning process that occurs previous to flight plan filing however,
is also very important. It allows the aircrew to determine the exact routing, altitude, fuel requirements,
and other essential tasks prior to takeoff.
Once the flight plan has been submitted to the required ATS facility, airspace planning and special
requirements such as customs notification or Medivac priority handling can be initiated.
Flight planning allows all agencies and authorities to be informed to the extent required. This should
ensure a smooth and orderly flow of traffic.
4.1 General Rules
A flight plan shall be submitted before departure to an ATS reporting office or, during flight,
transmitted to the appropriate ATS unit or air-ground station, unless arrangements have been
made for submission of repetitive flight plans.
Unless otherwise prescribed by the appropriate ATS authority, a flight plan for a flight to be
provided with ATC service or air traffic advisory service shall be submitted at least sixty (60)
minutes before departure, or, if submitted during flight, at a time which will ensure its receipt
by the appropriate ATS unit at least ten (10) minutes before the aircraft is estimated to reach:
a) the intended point of entry into a control area or advisory area; or
b) the point of crossing an airway or advisory route
Definition: FLIGHT PLAN
Specified information provided to air traffic services units, relative to an intended flight or
portion of a flight of an aircraft.
Definition: FILED FLIGHT PLAN
The flight plan as filed with an ATS unit by the pilot or a designated representative, without
any subsequent changes.

Definition: REPETITIVE FLIGHT PLAN
A flight plan related to a series of frequently recurring, regularly operated individual flights with
identical basic features, submitted by an operator for retention and repetitive use by ATS
units.
4.2 Requirement to Submit a Flight Plan

Information relative to an intended flight or portion of a flight, to be provided to ATS units,
shall be in the form of a flight plan.
A flight plan shall be submitted prior to operating:
a) any flight or portion thereof to be provided with ATC service
b) any IFR flight within advisory airspace
c) any flight within or into designated areas, or along designated routes, when so required
by the appropriate ATS authority to facilitate the provision of flight information, alerting,
and search and rescue services
d) any flight within or into designated areas, or along designated routes, when so required
by the appropriate ATS authority to facilitate co-ordination with appropriate military units
or with ATS units in adjacent States in order to avoid the possible need for interception
for the purpose of identification
e) any flight across international borders
Note: Flight plan can mean full information on all items comprised in the flight plan description, covering the whole
route of flight, or limited information required when the purpose is to obtain a clearance for a minor portion of a
flight such as to cross an airway, or take off from or to land at a controlled aerodrome.
4.3 Flight Plan Filing
Prior to departure
Except when arrangements have been made for submission of repetitive flight plans, a flight
plan submitted prior to departure should be submitted in person or by telephone to the ATS
reporting office at the departure aerodrome. If no such unit exists at the departure
aerodrome, the flight plan should be submitted by telephone, or teletypewriter, or if these
means are not available, by radio to the unit serving or designated to serve the departure
aerodrome.
In the event of a delay of thirty (30) minutes in excess of the estimated off-block time for a
controlled flight or a delay of one (1) hour for an uncontrolled flight for which a flight plan has
been submitted, the flight plan should be amended or a new flight plan submitted and the old
flight plan cancelled, whichever is applicable.
During flight
A flight plan to be submitted during flight should normally be transmitted to the aeronautical
telecommunications station serving the ATS unit in charge of the flight information region,
control area, advisory area, or advisory route in or on which the aircraft is flying, or through
which the aircraft wishes to fly. When this is not practicable, it should be transmitted to
another aeronautical telecommunication station for retransmission as required to the
appropriate ATS unit.

Note: If the flight plan is submitted for the purpose of obtaining ATC service, the aircraft is required to wait for an
ATC clearance prior to proceeding under the conditions requiring compliance with ATC procedures. If the
flight plan is submitted for the purpose of obtaining air traffic advisory service, the aircraft is required to wait
for acknowledgement of receipt by the unit providing the service.
Acceptance of a flight plan

The first ATS unit receiving a flight plan, or change thereto shall:
a) check it for compliance with the format and data conventions
b) check it for completeness and, to the extent possible, for accuracy
c) take action, if necessary, to make it acceptable to ATS; and
d) indicate acceptance of the flight plan or change thereto, to the originator
4.4 Flight Plan Contents
ICAO flight plan form

A flight plan form based on the model in Doc4444, Appendix 2* should be provided for and
should be used by operators and ATS units for the purpose of completing flight plans.
ICAO flight plan form
Flight plan form - contents
A different form from the one shown previously may be provided for use in completing
repetitive flight plan listings.
Aircraft operators and ATS units should comply with the instructions for completion of a flight
plan form and a repetitive flight plan listing form given in Doc4444/Appendix 2.
A flight plan shall comprise information regarding such of the following items as are
considered relevant by the appropriate ATS authority:
- Aircraft identification
- Flight rules and type of flight
- Number and types(s) of aircraft and wake turbulence category
- Equipment
- Departure aerodrome (see note 1)
- Estimated off-block time (see note 2)
- Cruising speed(s)
- Route to be followed
- Destination aerodrome and total estimated elapsed time
- Alternate aerodrome(s)
- Other information
- Fuel endurance

- Total number of persons on board
- Emergency and survival equipment
Note 1: For flight plans submitted during flight, the departure aerodrome will be the location from which supplementary
concerning the flight can be obtained if required.
Note 2: For flight plans submitted during flight, the off-block time will be the time over the first point of the route to
which the flight plan relates.
Note 3: The term "aerodrome" used on a flight plan may also refer to other sites which may be used by certain aircraft
types i.e. helicopters/balloons etc.

Flight plan completion - general rules
Whatever the purpose for which it is submitted, a flight plan shall contain information, as
applicable, on relevant items up to and including alternate aerodrome(s), regarding the whole
route or the portion for which the flight plan is submitted.
It shall, in addition, contain information, as applicable, on all other items when so prescribed
by the appropriate ATS authority or when otherwise deemed necessary by the person
submitting the flight plan.
Changes to a flight plan

Unless there are inadvertent changes, all changes to a flight plan submitted for an IFR flight,
or a VFR flight operated as a controlled flight, shall be reported as soon as practicable to the
appropriate ATS unit. For other VFR flights, significant changes to a flight plan shall be
reported as soon as practicable to the appropriate ATS unit.
Note 1: Changes regarding fuel endurance or total number of persons on board constitute a significant change to a
flight plan and must be reported as such.
Note 2: Procedures for changes to repetitive flight plans are contained in Doc4444/Part II.
Instructions for Flight Plan Completion
General
i) Adhere closely to the prescribed formats and manner of specifying data.
ii) Commence inserting data in the first space provided. Where excess space is
available leave unused spaces blank.
iii) Insert all clock times in 4 figures UTC.
iv) Insert all estimated elapsed times in 4 figures (hours and minutes)
v) Shaded area preceding item 3 - to be completed by ATS/COM services, unless the

responsibility for originating flight plan messages has been delegated.
ATS Data - General

i) Complete items 7 - 18 as indicated below
ii) Complete item 19 as indicated when required by the appropriate ATS authority or
when deemed necessary
Note: Item numbers are NOT consecutive, as they correspond to Field Type numbers in ATS messages.
Flight Plan Completion by Item Number
ITEM 7 - Aircraft identification (Max. 7 characters)

Insert:
A) the registration of the aircraft (i.e. PKHMW, N4512C, DEMOR)

i) the call sign of this aircraft will consist of this identification alone or preceded by
the ICAO designator for the aircraft operating agency
ii) the aircraft is not equipped with radio
OR
B) the ICAO designator for the aircraft operating agency followed by the flight number or
identification (i.e. NGA213) when the call sign of the aircraft will consist of the ICAO
designator and flight identification (i.e. Nigeria 213)
Provisions for use of call signs are contained in Annex 10, VOL II, Chap 5. ICAO designators
are contained in Doc. 8585
ITEM 8 - Flight rules and Type of flight (1 or 2 characters)
Flight Rules
Insert: one of the following letters to denote category of flight
I - IFR
V - VFR
Y - IFR first OR Z - VFR first
(and specify in item 15 the point or points where a change in flight rules is planned)
Type of Flight
Insert: one of the following letter to denote the type of flight when so required by the
appropriate ATS authority
S - Scheduled air service
N - Non scheduled air transport (i.e. charter flight)
G - General aviation
M - Military
X - Other than above
Item 9 – Number/Type of Aircraft/Wake Turbulence Category
Number of Aircraft (1 or 2 characters)

Insert: the number of aircraft, if more than one
Type of Aircraft (2 to 4 characters)

Insert: the appropriate designator as specified in ICAO Doc8643; Aircraft Type Designators
OR
If no such designator has been assigned, or in case of formation flights comprising more than
one type,

Insert: ZZZZ and specify in item 18, the number(s) and type(s) of aircraft preceded by
“TYP/”
Wake Turbulence Category (1 character)

Insert: an oblique stroke followed by one of the following letters to indicate the wake
turbulence category:
H - Heavy (136,000kg or >)
M - Medium (>7000kg - <136,000kg)
L - Light ( 7000kg or <)
ITEM 10 - Equipment
a. Radio communication, Navigation, and Approach aid equipment

Insert: one letter as follows:
N no COM/NAV/APCH equipment for the route to be flown is carried, or, the

equipment is unserviceable,
OR
S if standard COM/NAV/APCH equipment for the route to be flown is carried

and serviceable (see Note 1)
AND/OR
Insert: one or more of the following letters to indicate COM/NAV/APCH equipment

available and serviceable
A – GBAS Landing System M1-M3 - ATCRTF (SATCOM,MTSAT,Iridium)
B – LPV (APV w/SBAS) O - VOR
C – LORAN C P1-P9 - Doppler
D – DME R – PBN Approved
E1-E3 – ACARS S – Standard Equipment
F – ADF T - TACAN
G - GNSS U - UHF Radio
H – HF Radio V - VHF Radio
I – INS W - RVSM
J1-J7 - CPDLC X - MNPS
K - MLS Y – VHF w/833 kHz spacing capability
L – ILS Z - Other equipment carried or other capabilities
Note 1: Standard equipment - VHF/VOR/ILS unless another combination is prescribed by the appropriate
ATS authority.

Note 2: If letter Z is used, specify in Item 18 the other equipment carried preceded by "COM or NAV " as
appropriate.
b. SSR Equipments, ADS capabilities

Insert: one of the following letters to describe the serviceable SSR equipment and
ADS capabilities:
N No capabilities B1 ADS-B 1090 out
A Mode A B2 ADS-B in/out
C Mode A and Mode C U1 UAT out
X Mode S, no a/c id, no alt U2 UAT in/out
I Mode S, a/c id, no alt V1 VDL in
S Mode S, a/c id, alt V2 VDL in/out
P Mode S, no a/c id, alt D1 ADS-C FANS/1
E Mode S, a/c id, alt, squitter G1 ADS-C ATN
H Mode S, a/c id, alt, enh surv
L Mode S, a/c id, alt squitter, enh
ITEM 13 - Departure Aerodrome and Time (8 characters)

Insert: the ICAO four letter location identifier or the departure aerodrome
OR if no location identifier has been assigned;
Insert: ZZZZ and specify in item 18 the name of the aerodrome preceded by DEP/
OR if the flight plan is received from an aircraft in flight;
Insert: AFIL, and specify in item 18 the ICAO four letter location identifier of the location of
the ATS unit from which supplementary flight plan data can be obtained, preceded by DEP/
THEN WITHOUT A SPACE
Insert for a flight plan submitted before departure, the estimated off-block time
OR for a flight plan received from an aircraft in flight, the actual or estimated time over
the first point of the route to which the flight plan applies
ITEM 15 - Route
Insert: the first cruising speed as in (a) below and the first cruising level as in (b) below,
without a space between them
THEN
following the arrow, Insert the route description as in (c) below

(a) Cruising Speed (Max. 5 characters)
Insert: the True Air Speed for the first or the whole cruising portion of the flight in
terms of:
Kilometres per hour, expressed as K followed by 4 figures (i.e. K0750)
OR
Knots, expressed as N followed by 4 figures (i.e. N0350)
OR
Mach number, when so prescribed by the appropriate ATS authority, to the nearest
hundredth of Mach unit, expressed as M followed by 3 figures (i.e. M083)
(b) Cruising Level (Max. 5 characters)

Insert: the planned cruising level for the first or the whole portion of the route to be
flown, in terms of:
Flight level, expressed as F followed by 3 figures (i.e. F065, F350)
OR
Standard metric level* - in tens of metres, expressed as S followed by 4 figures (i.e.

S1130)
* when prescribed by the appropriate ATS authority
OR
Altitude in hundreds of feet, expressed as A followed by 3 figures (i.e. A045, A110)
OR
Altitude in tens of metres, expressed as M followed by 4 figures (i.e. M0840)
OR
for uncontrolled VFR flights, the letters VFR
(c) Route (including changes of speed, level, and/or flight rules)
Flights along designated ATS routes

Insert: if the departure aerodrome is located on, or connected to the ATS route, the
designator of the first ATS route
OR
if the departure aerodrome is not on, or connected to the ATS route, the letters DCT
followed by the point of joining the first ATS route, followed by the designator of the route
THEN
Insert: each point at which a change of speed or level, a change of ATS route,
and/or a change of flight rules is planned
Note: When a transition is planned between a lower and upper ATS route and the routes are oriented in
the same direction, the point of transition need not be inserted

FOLLOWED IN EACH CASE
by the designator of the next ATS route segment, even if the same as the previous one
OR
by DCT, if the flight to the next point will be outside a designated route, unless both points are
defined by geographical co-ordinates
Flights outside designated ATS routes

Insert: points normally not more than 30 minutes flying time or 370km (200NM) apart,
including each point at which a change of speed or level, a change of track, or a change of
flight rules is planned
OR
when required by appropriate ATS authorities
DEFINE
The track of flights operating predominantly in an East-West direction between 70°N and
70°S by reference to significant points formed by the intersections of half or whole degrees of
latitude with meridians spaced at intervals of 10 degrees of longitude. For flights operating in
areas outside those latitudes the track shall be defined by significant points formed by the
intersection of parallels of latitude with meridians normally spaced at 20 degrees of longitude.
The distance between significant points shall be established as deemed necessary.
For flights operating predominantly in a North-South direction, define tracks by reference to

significant points formed by the intersection of whole degrees of longitude with specified
parallels of latitude which are spaced at 5 degrees.
Insert: DCT between successive points unless both points are defined by geographical co-
ordinates or by bearing and distance
USE ONLY
the conventions in (1) to (5) below and SEPARATE each sub-item by a space
(1) ATS Route (2 to 7 characters)

The coded designator assigned to the route or route segment including, where appropriate,
the coded designator assigned to the standard departure or arrival route (i.e. BCN1, B1,
UB10, KODAP2A)
(2) Significant Point (2 to 11 characters)

The coded designator (2 to 5 characters) assigned to the point (i.e. LN, MAY, HADDY)
OR
if no coded designator has been assigned, one of the following methods:
Degrees only (7 characters):
2 figures describing latitude in degrees, followed by N (North) or S (South), followed by 3

figures describing longitude in degrees, followed by E (East) or W (West). Make up the
correct number of figures, where necessary, by insertion of zeros, (i.e. 46N078W)
Degrees and minutes (11 characters):

4 figures describing latitude in degrees and tens and units of minutes followed by N (North) or
S (South), followed by 5 figures describing longitude in degrees and tens and units of
minutes, followed by E (East) or W (West). Make up the correct number of figures, where
necessary, by insertion of zeros (i.e. 4620N07805W)
Bearing and distance from a navigation aid:
The identification of the Navaid (normally a VOR), in the form of 2 or 3 characters, THEN the
bearing form the aid in the form of 3 figures giving degrees magnetic, THEN the distance
from the aid in the form of 3 figures expressing nautical miles. Make up the correct number of
figures, where necessary, by insertion of zeros (i.e. a point at 180 degrees magnetic at a
distance of 40 nautical miles from the "DUB” VOR = DUB180040)
(3) Change of Speed or Level (Max. 21 characters)

The point at which a change of speed (5% TAS or 0.01 Mach or more) or a change of level is
planned, expressed exactly as in (2) above, followed by an oblique stroke and both the
cruising speed and the cruising level, expressed exactly as in (a) and (b) above, without a
space between them, EVEN WHEN ONLY ONE OF THESE QUANTITIES WILL BE
CHANGED.
Examples:
LN/N0284A045, MAY/N0305F180, HADDY/N0420F330,
4602N07805W/N0500F350, 46N078W/M082F330,
DUB180040/N0350M0840
(4) Change of Flight Rules (Max. 3 characters)

The point at which the change of flight rules is planned, expressed exactly as in (2) above or
(3) above as appropriate, followed by a space and one of the following:
VFR if from IFR to VFR
IFR if from VFR to IFR
Examples:
LN VFR, LN/N0284A050 IFR
(5) Cruise Climb (Max. 28 characters)

The letter C followed by an oblique stroke, THEN the point at which cruise climb is planned to
start, expressed exactly as in (2) above, followed by an oblique stroke, THEN the speed to be
maintained during cruise climb, expressed exactly as in (a) above, followed by the TWO
LEVELS defining the layer to be occupied during cruise climb, each level expressed exactly
as in (b) above, or the level above which cruise climb is planned followed by the letters PLUS,
without a space between them.
Examples:
C/48N050W/M082F290F350
C/48N050W/M082F290 PLUS
C/52N050W/M220F580F620

ITEM 16 - Destination Aerodrome and Total Estimated Elapsed Time,Alternate
Aerodrome(s)
Destination Aerodrome and Total Estimated Elapsed Time (8 characters)

Insert: the ICAO four letter location indicator of the destination aerodrome followed, without
a space, by the total estimated elapsed time
OR
if no location indicator has been assigned
Insert: ZZZZ followed without a space, by the total estimated elapsed time and specify in
item 18 the name of the aerodrome, preceded by DEST/
Note: For a flight plan received from an aircraft in flight, the total estimated elapsed time is the estimated time from
the first point of the route to which the flight plan applies
Alternate Aerodrome(s) (4 characters)

Insert: the ICAO four letter location indicator(s) of not more than two alternate aerodromes,
separated by a space
OR
if no location indicator has been assigned to the alternate aerodrome
Insert: ZZZZ and specify in item 18 the name of the aerodrome, preceded by ALTN/
ITEM 18 - Other Information

Date Of Flight/DOF; Five days (120 hour) Advance Flight Plan Lodgement
Nowadays enable Flight Plans to be lodged up to 5 days (120 hours) prior to the Estimated
Off Block Time (EOBT) for the flight a significant change from 24 hour requirement in the
existing provisions (Amandment-1, PANS-ATM DOC. 4444 15th Edition)
The extension of the filling period from 24 hours to 120 hours is expected to compound these
effects, particularly in respect to meteorology factors as change to the flight plan become
necessary on the basis of updated weather reports received within the 5 day period before
departure.
Date of Flight/DOF shall be insert to item 18, if departure is more than 24 hours but less than
120 hours from time of filling, use 6 digit with format: DOF/YYMMDD, for example:
DOF/131015.
For a flight which defined time before Estimated Off Block Time (EOBT), normally within 24
hours, DOF can be removed from stored flight plans. If the flight is in progress within 24
hours before EOBT; insert : -0 (dash zero), is placed for these messages.
It is now mandatory to insert in FPL Item-18 the Date Of Flight/DOF if the flight plan is filed
more than 24 hours. This also impact on associated flight plan update message:
- Modification message/CHG
- Cancellation of flight plan message/CNL
- Delay message/DLA

- Departure message/DEP
Insert: 0 (zero) if no other information
OR
any other necessary information in the preferred sequence shown below, in the form of the
appropriate indicator followed by an oblique stroke and the information to be recorded:
EET/ Significant points or FIR boundary designators and accumulated estimated elapsed
time to such points or FIR boundaries, when so prescribed on the basis of regional air
navigation agreements, or by the appropriate ATS authority
Examples:
EET/CAP0745 XYZ0830
EET/EINNO204
RIF/The route details to the revised destination aerodrome, followed by the ICAO four letter
location indicator of the aerodrome. The revised route is subject is subject to reclearance in
flight
Examples:
RIF/DTA HEC KLAX
RIF/ESP G94 CLA APPH
RIF/LEMD
REG/ The registration markings of the aircraft, if different from the identification in item 7
SEL/ SELCAL Code, if so prescribed by the appropriate ATS authority
OPR/ Name of the operator, if not obvious from the aircraft identification in item 7
STS/ Reason for special handling by ATS (i.e. Hospital aircraft, one engine inoperative - i.e.
STS/HOSP, STS/ONE ENG INOP.)
TYP/ Type(s) of aircraft, preceded if necessary by number(s) of aircraft if ZZZ is inserted
COM/ Significant data related to communication equipment as required by the appropriate

ATS authority (i.e. COM/UHF only)
NAV/ Significant data related to navigation equipment as required by the appropriate ATS
authority (i.e. NAV/INS)
DEP/ Name of the departure aerodrome if ZZZZ is inserted in item 13, or the ICAO four letter
location indicator of the location of the ATS unit from which supplementary flight plan data
can be obtained, if AFIL is inserted in item 13
DEST/ Name of destination aerodrome, if ZZZZ is inserted in item 16
ALTN/ Name of alternate aerodrome(s), if ZZZZ is inserted in item 16
RMK/ Any other remarks when required or deemed necessary

ITEM 19 - Supplementary Information
Endurance
After E/ Insert - a 4 figure group giving the full endurance in hours and minutes
Persons on Board
After P/ Insert - the total number of persons (passengers + crew) on board, when
required by the appropriate ATS authority. Insert TBN (to be notified) if the total number of
persons is not known as the time of filing
Emergency and Survival Equipment

R/ (Radio) - Cross out U if UHF frequency 243.0Mhz is not available. Cross out V if VHF
frequency 121.5Mhz is not available. Cross out E if emergency locator beacon -
aircraft (ELBA) is not available
S/ (Survival Equipment) - Cross out all indicators if survival equipment is NOT carried.
Cross out P if polar survival equipment is not carried. Cross out D if desert survival
equipment is not carried. Cross out M if maritime survival equipment is not carried.
Cross out J if jungle survival equipment is not carried
J/ (Jackets) - Cross out all indicators if life jackets are not carried. Cross out L if life
jackets are not equipped with lights. Cross out F if life jackets are not equipped with
fluorescein. Cross out U or V or both as in R/ above to indicate radio capability of
jackets, if any
D/ (Dinghies) - Cross out indicators D and C if no dinghies are carried, or Insert number
of dinghies carried;
and
(Capacity) - Insert total capacity, in number of persons, of all dinghies carried
and
(Cover) - Cross out indicator C if dinghies are not covered
and
(Colour) - Insert colour of dinghies if carried
A/ (Aircraft colour) - Insert colour of aircraft and significant markings
N/ (Remarks) - Cross out indicator N if no remarks, or Indicate any other survival

equipment carried and any other remarks regarding survival equipment
C/ (Pilot) - Insert name of pilot-in -command
Filed By
Insert the name of the unit, agency, or person filing the flight plan
Acceptance of the flight plan
Indicate acceptance of the flight plan in the manner prescribed by the appropriate ATS
authority

Instructions for insertion of COM data
Complete the top two shaded lines of the flight plan form, and complete the third shaded line
only when necessary, in accordance with the provisions in PANS-RAC, Part III, 2.1.2 unless
ATS prescribes otherwise.
Use of repetitive flight plans (RPLs)
General
RPLs shall not be used for flights other than IFR flight operated regularly on the same day(s)
of consecutive weeks and on at least ten occasions or every other day over a period of at
least ten consecutive day. The elements of each flight plan shall have a high degree of
stability.
RPLs shall cover the entire flight from the departure aerodrome to the destination aerodrome.
RPL procedures shall be applied only when all ATS authorities concerned with the flights
have agreed to accept RPLs.
The use by States of RPLs for international flight shall be subject to the provision that the
affected adjacent States either use RPLs or will use them at the same time. The procedures
for use between States shall be the subject of bilateral, multilateral, or regional air navigation
agreement as appropriate.
Procedures for submission of RPLs
Conditions governing submission, notification of changes, or cancellation of RPLs shall be the

subject of appropriate arrangements between operators and the ATS authority concerned or
of regional air navigation agreements.
An RPL shall comprise information regarding such of the following items as are considered
relevant by the appropriate ATS authority:
- validity period of the flight plan
- days of operation
- aircraft identification
- aircraft type and wake turbulence category
- departure aerodrome
- off-block time
- cruising speed(s)
- cruising level(s)
- route to be followed
- destination aerodrome
- total estimated elapsed time
- indication of the location where the following information may be obtained immediately
upon request:

o alternate aerodromes
o fuel endurance
o total number of persons on board
o emergency equipment
o other information
Submission of total listings

RPLs shall be submitted in the form of listings containing the required flight plan data using
an RPL listing form specifically designed for the purpose or by means of other media suitable
for electronic data processing. The method of submission shall be determined by local or
regional agreement.
Initial submission of RPL listings and any subsequent seasonal resubmission of complete
listings shall be made in sufficient time to permit the data to be properly assimilated by the
ATS organisation. The minimum lead time required for such listings shall be established by
the administrations concerned and published in their AIPs. This lead time shall be at least two
(2) weeks.
Operators shall submit listings to the designated agency for distribution to the appropriate
ATS units.
The information to be normally provided shall be that listed above except that administrations
may also require the provision of estimate information for FIR boundaries and the primary
alternate aerodrome. If so required, such information shall be provided as indicated on an
RPL form specifically designed for that purpose.
Information regarding alternate aerodrome(s) and supplementary flight plan data (item 19 -
ICAO form) shall be kept readily available by the operator, so that, on request by ATS units, it
can be supplied without delay. The name of the office from which the information can be
obtained shall be recorded on the RPL listing form.
Changes to RPL listings
Permanent changes
Changes of a permanent nature involving inclusion of new flights and/or deletion and
modification of currently listed flights shall be submitted in the form of amendment listings.
These shall reach the ATS agency concerned AT LEAST seven (7) days prior to changes
becoming effective.
Temporary changes
Changes of a temporary, non-recurring nature concerning aircraft type and wake turbulence
category, speed and/or cruising level, shall be submitted for each INDIVIDUAL flight as early
as possible and NOT LATER THAN thirty (30) minutes prior to departure to the ATS. office
responsible for the departure aerodrome. A change of cruising level only may be made by
radio on initial contact with the ATS departure unit.
In the case of changes in the aircraft identification, departure aerodrome, or, route and/or
destination aerodrome, the RPL shall be cancelled for that day and an individual flight plan
shall be filed.
Whenever a specific RPL flight expects a departure delay of thirty (30) minutes or more, from
the off-block time, the ATS unit concerned shall be notified immediately.

Note: Due to requirements of flow control, failure by operators to comply with the above procedure may result in the
automatic cancellation of the RPL for that specific flight at one or more of the ATS units concerned.
Whenever it is known by the operator that any RPL flight is to be cancelled, the ATS
departure unit shall be notified.
Operator/pilot liaison
The operator shall ensure that the latest flight plan information pertaining to a particular RPL
flight is made available to the pilot-in-command.
RPL procedures for ATS units

The procedures for handling RPLs are applicable regardless of whether automatic data
processing equipment is utilised or whether flight plan data is handled manually.
Flight plan closure requirements

Unless otherwise prescribed by ATS, a report of arrival shall be made either in person or by
radio at the earliest possible moment after landing, to the responsible ATS unit at the arrival
aerodrome, by any flight for which a flight plan has been submitted covering the entire flight or
the remaining portion of a flight to the destination aerodrome.
When a flight plan has been submitted for only a portion of a flight, other than the remaining
portion of a flight to destination, it shall when required, be closed by reporting to the relevant
ATS unit.
When no ATS unit exists at the arrival aerodrome, the arrival report, when required shall be
made as soon as practicable after landing and by the quickest means available to the nearest
ATS unit.
When communications facilities at the arrival aerodrome are known to be inadequate and
alternate arrangements for handling of arrival reports are not available, the following actions
shall be taken:
Immediately prior to landing the aircraft shall transmit to an appropriate ATS unit, a message
comparable to an arrival report, where such a report is required.
This transmission shall normally be made to the aeronautical station serving the ATS unit in
charge of the FIR in which the aircraft is operated.
Arrival report contents

Arrival reports made by aircraft shall contain the following:
a) aircraft identification
b) departure aerodrome
c) destination aerodrome (only in case of diversionary landing)
d) arrival aerodrome
e) time of arrival
Note: Whenever an arrival report is required, failure to comply with these provisions may cause serious disruption
in ATS and incur great expense in carrying out unnecessary SAR operations.

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CHAPTER I

COMMUNICATIONS PROCEDURES AND PHRASEOLOGY

1.1 The ICAO Phonetic Alphabet

Letter Word Approximate pronunciation

© COM’s Teaching Team First-Ed, Dec 2013 page 1 of 47

1.2. Pronunciation of Numbers

1.2.1 Numeral/Element pronunciation

Decimal DAY SEE MAL

Hundered HUN DRED

Note: The syllables to be emphasized are underlined.

118.1 transmitted as One One Eight Decimal One

125.3 transmitted as One Two Five Decimal Three

121.5 transmitted as One Two One Decimal Five

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Transmission numbers in radiotelephony shall be transmitted by pronouncing each digit

Aircraft call sign GIA506 Indonesia Five Zero Six

Flight level F310 Flight Level Three One Zero

Heading 120 degrees Heading One Two Zero

Transponder code 4321 Squawk Four Three Two One

Runway 34 Runway Three Four

Altimeter setting 1007 QNH One Zero Zero Seven

Altitude 7000 Seven thousand

Cloud height 1500 One thousand five hundred

Visibility 2000 Visibility two thousand

Runway Visual Range 600 RVR six hundred

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a. enunciate each word clearly and distinctly.

c. maintain the speaking volume at a constant level.

d. do not yell as it will cause over-modulation of the signal causing distortion.

e. be familiar with the microphone operating techniques particularly in relation to the

To expedite communication, avoid congestion and, when communication conditions are

APPROVED "Permission for the proposed action granted"

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BREAK “I hereby indicate the separation between portions of the

BREAK BREAK “I hereby indicate the separation between messages

CANCEL "Annul the previously transmitted clearance"

CHECK "Examine a system or procedure" (No response is normally

CLEARED "Authorised to proceed under the conditions specified"

CONFIRM "Have I correctly received the following?" or "Did you

CONTACT "Establish radio contact with...”

CORRECT "That is correct

DISREGARD "Consider that transmission as not sent"

GO AHEAD "Proceed with your message"

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”

OVER "My transmission is ended, and I expect a response from

OUT "This exchange of transmissions is ended and no response is

READ BACK "Repeat all, or a specified part of this message back to me

REPORT "Pass me the following information"

REQUEST “I should like to know" or “I wish to obtain”

ROGER “I have received all of your last transmission" Note: Under no

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SPEAK SLOWER "Reduce your rate of speech"

STANDBY "Wait and I will call you"

VERIFY "Check and confirm with originator"

WILCO “I understand your message and will comply with it”

WORDS TWICE As a request: "Communication is difficult. Please send every