KCAA Flight Radio Telephony Operator Licence (FRTOL) cheat sheet

Standard readback items: ATC clearances, runway-in-use, hold-short instructions, altitudes/heights, headings, speeds, frequencies and SSR codes must be read back; 'roger' is not a substitute for a readback.

Call sign format: aircraft type or registration plus the last two characters of the registration may be used after initial contact; ATC may shorten to the first and last characters only if no confusion exists.

Numbers are transmitted digit by digit except whole hundreds/thousands of feet, headings (three digits), flight levels (FL plus three digits) and frequencies (each digit separately with 'decimal').

'Standby' means wait and the caller will re-establish contact; it does not authorise any action and requires no acknowledgement beyond the call sign.

'Wilco' means I have received your message, understand it and will comply; it is used only when compliance is intended, never as a general acknowledgement.

'Say again' requests repetition of the whole message; 'say again all before/after ...' requests a portion; 'correction' precedes a corrected version of a transmission already made.

Initial contact to a ground station contains: station called, own call sign, position, altitude/level, and intentions or request; the reply begins with the calling station's call sign.

When two stations transmit simultaneously, both say 'station calling, say again' and the station with lower priority (usually the aircraft) transmits second after ATC's call.

VHF airband spans 117.975-137.000 MHz with 8.33 kHz channel spacing in much of the world; 25 kHz spacing remains on some assignments, so channel-to-frequency conversion must be checked.

VHF is line-of-sight: reception range approximates 1.23 x sqrt(height in feet) nautical miles per antenna, so range rises with altitude, not with transmitter power.

121.500 MHz is the international aeronautical emergency frequency; 123.450 MHz is a common air-to-air frequency; 243.000 MHz is the military emergency frequency.

Squelch set too high removes weak but usable signals; set it just above the point where background noise disappears.

Frequency change procedure: obtain clearance to change, acknowledge with the new frequency, then set and check the new frequency before transmitting.

Emergency frequency 121.5 must be monitored where the equipment permits and where the State requires it; inadvertent transmissions on 121.5 must be terminated at once.

Readback of a frequency uses digits individually, e.g. 'one one eight decimal seven' for 118.700 MHz; the word 'decimal' separates MHz from kHz.

Portable/handheld transceivers have reduced range and should use the aircraft's external antenna where a connector is provided; battery state must be checked before flight.

ATS units: aerodrome control (tower) issues clearances for traffic in the aerodrome traffic circuit and on the manoeuvring area; approach control handles arriving/departing IFR and controlled VFR; area control handles en-route.

Clearance delivery issues ATC clearances before start-up; ground control issues taxi clearances and is separate from tower at larger aerodromes.

ATIS provides current aerodrome information on a discrete VHF frequency or voice feature; the phonetic letter identifies the version and must be stated on first contact with the approach or tower.

METAR is a routine aerodrome observation issued typically hourly; SPECI is a special report issued on significant change; TAF is an aerodrome forecast valid for a stated period, typically 9, 24 or 30 hours.

Wind is reported in degrees magnetic and speed in knots; gusts are given after 'gusting'; wind varying by 60 degrees or more and 3 kt or more is reported with the two extreme directions.

QNH is the pressure setting that makes the altimeter read elevation when on the ground; QFE makes it read zero at the reference point; QNE is standard pressure 1013.25 hPa used above transition altitude.

RVR is reported in metres and, when reported, is controlling for take-off and landing minima if the procedure specifies it; visibility is reported in metres or kilometres.

Aerodrome information from AIP, NOTAM and ATIS must be checked before flight; NOTAMs supersede published static data and a NOTAM number is quoted when querying ATC.

If a two-way radio failure occurs in VMC, the pilot should continue in VMC, land at the nearest suitable aerodrome and report arrival by the most expeditious means.

If in IMC or unable to maintain VMC, the pilot follows the last acknowledged clearance and the published communication failure procedure for the route, including the designated comms-failure level.

Squawk 7600 for radio failure; 7500 for unlawful interference; 7700 for general emergency. These are distinct and must not be interchanged.

In controlled airspace, transmit blind on the current frequency at the assigned position reports, stating 'transmitting blind due to radio failure', then attempt contact on the appropriate alternative frequency.

After landing following a comms failure, the pilot must report to ATC without delay; the aerodrome may already have initiated overdue-aircraft action.

A receiver failure may allow continued transmission; a transmitter failure may allow continued reception. The distinction determines whether blind transmissions or listening watch is the appropriate action.

Light signals from tower: steady green = cleared to land/cleared for take-off; flashing green = cleared to taxi; steady red = stop/give way; flashing red = taxi clear of runway in use.

Light signals (continued): flashing white = return to starting point; steady red to an aircraft in flight = give way and continue circling; alternating red and green = exercise extreme caution.

MAYDAY (spoken three times) prefixes a distress message: grave and imminent danger requiring immediate assistance. PAN PAN (three times) prefixes an urgency message concerning safety but not immediate danger.

Distress message order: MAYDAY x3, call sign, nature of distress, intentions, position, level, other useful information; the message is repeated as necessary.

The station in distress controls the frequency; other stations must maintain silence until the distress traffic is concluded or the controlling station authorises resumption.

If the distress station cannot transmit, any station aware of the distress may transmit the message on its behalf, using MAYDAY RELAY.

Cancellation of distress is signalled by MAYDAY CANCEL (or 'distress traffic ended'); urgency traffic is cancelled with PAN PAN CANCEL.

Squawk 7700 for emergency; select it when able without delaying higher-priority actions. Squawk 7600 for radio failure and 7500 for unlawful interference.

Emergency descent: transmit 'emergency descent' with call sign and level leaving; the phrase warns other traffic to expect a rapid descent.

On 121.5 MHz an emergency transmission should be brief and include position, nature of emergency, intentions and assistance required; the frequency must be released promptly.

The radio station on board an aircraft is licensed by the State of registry; the operator is responsible for its use in accordance with the licence conditions and the applicable national regulations.

The Flight Radio Telephony Operator Licence (FRTOL) authorises the holder to operate radio equipment on board an aircraft; it is issued after examination and, where required, a practical test.

Licence holders must be able to produce the licence on request by an authorised officer; operating without a valid licence is an offence under national law.

ICAO Annex 10 Volume II contains the Standards and Recommended Practices for voice communication procedures; national AIP and regulations supplement it.

Radio discipline: listen before transmitting, use standard phraseology, keep transmissions brief, never transmit on a frequency without a stated reason, and never use a frequency for private conversation.

Profane, offensive or unnecessary transmissions are prohibited; the station licence may be suspended or revoked for breaches.

The phonetic alphabet uses ICAO standard words (Alfa, Bravo, Charlie ... Zulu); pronunciation must follow the standard, not local variants, to preserve intelligibility.

Records: the operator must keep the licence and any required radio log or documentation accessible on board; frequency and equipment details must match the licence.