Revision
Worked from the ground up — start with the alphabet, build to a full flight, and finish with the emergencies.
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Listen to the revision audiobook
Revise in the car or away from a screen — with lock-screen controls.
Met Office codes
Searchable A–Z to decode any METAR or TAF — BKN, CAVOK, FZRA and the rest.
Saying letters & numbers
Phonetic alphabet
Numbers
Numbers are normally spoken digit by digit — e.g. 120.375 is “WUN TOO ZE-RO DAY-SEE-MAL TREE SEV-en FIFE”. Round figures may be grouped, e.g. 3000 ft as “TREE TOUSAND”.
Quick quiz — name the letter
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Morse code
You don't talk in Morse, but you'll hear it: navigation aids (VOR, NDB, ILS) constantly transmit their identifier in Morse. Before using one, listen and confirm the ident matches the one on your chart — that proves you've tuned the right station and it's serviceable.
Initial contact — ADDPAA
Your opening message to a station, after their name and your callsign. A memory aid for what to include — not a phrase to recite mechanically, and not every item fits every call.
- AAircraft type
- DDeparture (where you came from)
- DDestination (where you're going)
- PPosition
- AAltitude
- AAdditional information — a request or the service you want
Norwich Approach, G-ABCD, Cessna 152, from Beccles to Norwich, overhead Bungay, 2000FT, request Basic Service
Pass your message — CARPAI
The fuller report you give when a unit answers your initial call with “pass your message”. It repeats your callsign and adds route, altitude with the pressure setting, and your intentions.
- CCallsign
- AAircraft type
- RRoute (departure → destination)
- PPosition
- AAltitude & QNH
- IIntentions / info (VFR, routing, request)
G-ABCD, Cessna 152, Leicester to East Midlands, overhead Syston, 1900FT, QNH 1000, VFR routing via Shepshed Lane
Position reports — CPTANE
A procedural position report, given en route or when ATC asks for one. Often shortened — pass what the controller actually needs.
- CCallsign
- PPosition
- TTime
- AAltitude / level
- NNext reporting point
- EETA at the next point
G-ABCD, BUNGAY, 25, 2000FT, DISS, 35
Callsigns — placement, abbreviation & STUDENT
- Use your FULL callsign (every letter, phonetically) on first contact with a station.
- Abbreviation is led by ATC: only once the controller shortens your callsign — first letter plus the last two, e.g. G-ABCD → “G-CD” — may you use the short form. Never abbreviate first, and never drop the callsign entirely.
- Placement: on an initial call the callsign follows the station name (“<station>, <callsign>”); on a read-back it may go at the start or the end.
- Solo student pilots prefix the callsign with “STUDENT” on initial contact with a unit (CAP 413 §2.35); once acknowledged it need not be repeated.
FRTOL & the radio licences
- Flight Radiotelephony Operator's Licence (FRTOL): licenses YOU to operate an aircraft radio. You need it to transmit on aeronautical frequencies as pilot in command.
- It is gained by a practical RT test (with the written exam), assessed against CAP 413 — the UK radiotelephony manual.
- OFCOM Aircraft Radio Licence: a separate licence for the aircraft's radio EQUIPMENT. The FRTOL covers you, the operator; the OFCOM licence covers the installation.
Who's who on the radio
Tower (ATC)
Controls the airfield — issues clearances and instructions (taxi, line-up, take-off, landing). Use “request taxi”.
Approach / Radar
A radar service (Basic, Traffic or Deconfliction). Free-call “inbound” for joining instructions.
“Radio” (Air/Ground, AGCS)
Information only — no instructions or clearances; you stay responsible for your decisions. Use “request taxi information”.
“Information” (FIS, e.g. London Information)
A Flight Information / Basic Service for en-route VFR traffic.
“Ground” (Ground Movement Control)
Controls aircraft and vehicles taxiing on the manoeuvring area — issues taxi instructions and clearances. Found at busier ATC aerodromes; suffix “Ground”.
“Delivery” (Clearance Delivery)
Passes your departure / route clearance before you taxi, to keep the Ground and Tower frequencies clear. Busier aerodromes only; suffix “Delivery”.
Station types — ATC, AFIS & AGCS
ATC — Tower / Approach / Radar
A control service: issues clearances and instructions you must comply with and read back (and provides the agreed service, e.g. separation in controlled airspace).
AFIS — “Information”
Aerodrome Flight Information Service: information and aerodrome instructions, but NOT clearances or separation — decisions and responsibility stay with the pilot.
AGCS — “Radio”
Air/Ground Communication Service: information only (runway in use, known traffic, weather). It cannot issue instructions or clearances — you act at your own discretion.
Types of service you can request
Outside controlled airspace you ask for one of four UK Flight Information Services (CAP 774). Whichever you get, you stay responsible for collision avoidance unless told otherwise.
Basic Service
General information for any phase of flight (e.g. weather, changes of serviceability). Traffic information only if the controller happens to have it. You remain entirely responsible for your own collision avoidance, terrain clearance and navigation.
Traffic Service
A surveillance (radar) service: the controller passes traffic information on relevant conflicting traffic. You decide on and take your own avoiding action — no avoiding advice is given.
Deconfliction Service
A surveillance service giving traffic information AND deconfliction advice (headings and/or levels) to keep you clear of other traffic — usually IFR/IMC. You may accept it or not, but if you don't comply you take responsibility for your own separation.
Procedural Service
A non-surveillance service: instructions are based on reported positions (no radar). Deconfliction advice is given against other procedural traffic; traffic information where possible.
Common requests & what they mean
- Request radio checkConfirm your transmissions are readable (you'll get a readability 1–5).
- Request taxi / taxi informationTo taxi for departure — “taxi” at an ATC field, “taxi information” at an Air/Ground field.
- Request Basic / Traffic / Deconfliction ServiceTo receive that air traffic service (see above).
- Request MATZ penetrationTo cross a Military Aerodrome Traffic Zone (see below).
- Request zone transitTo cross a control zone / CTR.
- Request Special VFRA clearance to fly VFR in a control zone when conditions are below the normal VFR minima.
- Request joining instructionsHow to join the circuit at your destination.
- Request change to <station> <freq>To change to another frequency (a mandatory readback).
- Request climb / descent to <level>A level change (read back the level instruction).
Responding to traffic information
Acknowledge a traffic call promptly with your sighting status. Under a Traffic Service you still take your own avoiding action.
Zone transit & Special VFR
- You can't enter controlled airspace (a control zone or area) without a clearance. Call the controlling unit and request a zone transit, then pass your details when asked.
- The clearance may be a Special VFR (SVFR) clearance — permission to fly in the zone, usually with a route and a level restriction.
- Read back the clearance, the route and any level restriction — they are mandatory readbacks.
- If you're not cleared, remain clear of the zone.
“… cleared to the zone boundary, route via Whiskey, Special VFR not above altitude 1500 feet” → readback: “Cleared to the zone boundary, route via Whiskey, Special VFR not above altitude 1500 feet, G-ABCD”
MATZ penetration
A MATZ is a Military Aerodrome Traffic Zone. Crossing one isn't compulsory for civil flights, but you should request penetration so the military controller knows you're there and can pass traffic information.
- Call the controlling military unit (the “Zone” or “Radar”) and request MATZ penetration.
- On “pass your message”, give aircraft type, position, heading, altitude with the pressure setting, and your routing.
- Read back any squawk, the pressure setting (often the aerodrome QFE for the stub) and any instructions.
Wattisham Zone, G-ABCD, Cessna 152, 5 miles east of Wattisham, heading 270, altitude 2000 feet QNH 1013, VFR routing to Cambridge, request MATZ penetration.
RMZ & TMZ (mandatory zones)
RMZ — Radio Mandatory Zone
You must ESTABLISH two-way radio contact with the notified unit BEFORE you enter. Two-way is achieved only once you've passed your callsign, aircraft type, position, level, flight rules and intentions AND received an acknowledgement. If you can't make contact, stay outside. Marked “RMZ” on the chart.
TMZ — Transponder Mandatory Zone
You must have a serviceable transponder operating with the correct mode (Mode S / Mode C — “squawk Charlie”). If you can't comply (no transponder or a failure), get permission from the controlling unit first, otherwise remain outside. Marked “TMZ” on the chart.
Squawk (SSR) codes
Select Mode C (altitude reporting — “squawk Charlie”) unless told otherwise. A frequency-monitoring code (“listening squawk”) is a discrete code you set while just listening out on a unit's frequency, so they know you're monitoring without calling. Always read SSR instructions back, e.g. “squawk 6171” → “6171, G-ABCD”.
Frequency monitoring codes (listening squawks)
Flying close to certain controlled airspace without wanting a service? Set that airfield's published frequency monitoring code (with Mode C if you have it) and listen outon the promulgated frequency. The code tells ATC you're on frequency — so if you look like you're about to infringe, they can call you and sort it before it happens.
- It is not an air traffic service — the code and Mode C are unvalidated and unverified, and navigation stays your responsibility.
- You still need clearance to enter controlled airspace and permission for an ATZ, exactly as normal.
- Lost near one of these airfields? Ask the radar unit for help — or squawk 0030 and call London Centre on 121.500.
Selection current at AIRAC 07/2026. The full list and each code's area live in UK AIP ENR 1.6 and the airfield's AD 2.22 — check before flight. See also CAP 1535 (the Skyway Code), UK Comms Info.
Getting a bearing (VDF)
A VDF (VHF Direction Finder) station fixes your bearing from your transmission. Ask: “<station>, <callsign>, request QDM, <callsign>” — repeat your callsign at the end of a VDF call. For a QTE, prefix with “true bearing, true bearing”. Each bearing comes with an accuracy class (A is best, down to D).
Mandatory readbacks
These must be read back word-perfect. Other information (e.g. readability) is acknowledged, not read back.
- ▸Runway in use
- ▸Altimeter settings (QNH / QFE) — add “hectopascals” when the QNH is below 1000
- ▸Clearances to enter, land on, take off from, line up on, hold short of, cross or backtrack a runway
- ▸Taxi instructions
- ▸SSR (squawk) codes
- ▸Level, heading and speed instructions
- ▸Frequency changes
- ▸Conditional clearances — repeat the condition and end with the condition word (e.g. “… behind the landing Cessna, behind”)
Readback trainer
The controller transmits — type back exactly what you’d say, then get marked on what must be read back.
“G-ABCD, taxi to holding point Alpha, runway 27, QNH 1013.”
Roger, Wilco & Report
These three are constantly confused. “Roger” only means received — use “Wilco” when you’ll act on an instruction, and answer a “report” request when you actually reach the point.
Roger
“I have received all of your last transmission.”
Acknowledges information only. It does NOT mean you will comply, it is never used where a readback is required, and it is never the answer to a question — use “Affirm” or “Negative” for that.
Wilco
“Will comply” — I understand your message and will comply with it.
Use to acknowledge an instruction you will act on, e.g. after “report final” → “Wilco, G-ABCD.”
Report …
An instruction to tell the controller when you reach a point or condition, e.g. “report final”, “report field in sight”, “report downwind”.
Acknowledge it now — “Wilco, G-ABCD” (or read back the report point) — then actually make the report when you get there.
Standard words & phrases
The standard words have precise meanings — using the right one (and not a casual substitute) is what keeps RT brief and unambiguous.
Affirm
Yes / that is correct.
Negative
No / not correct / permission not granted / not able.
Standby
Wait and I will call you. It is not an approval or a clearance.
Roger
I have received all of your last transmission. It does NOT mean “yes” and does NOT mean you will comply.
Wilco
“Will comply” — I understand your message and will comply with it.
Say again
Repeat all, or the following part, of your last transmission.
I say again
I am repeating my own transmission for clarity or emphasis.
Correction
An error has been made; the correct version is…
Disregard
Consider that transmission as not sent.
Acknowledge
Let me know you have received and understood this message.
Read back
Repeat all, or the specified part, of this message back to me exactly as received.
Unable
I cannot comply with your request or instruction (usually followed by the reason).
Approved
Permission for the proposed action is granted.
Over
My transmission is ended and I expect a reply (often omitted on VHF where it's obvious).
Out
My transmission is ended and no reply is expected (rarely needed on VHF).
Finding & reading a METAR
TowerTalk's Virtual ATC pulls live METARs for you. You can also read them at aviationweather.gov, or get a UK aviation weather briefing from the Met Office.
EGSH 121350Z 25012KT 9999 FEW035 14/09 Q1013
- EGSHStation — the airfield's ICAO code (here, Norwich).
- 121350ZDate & time — 12th of the month at 1350 UTC. The Z (“Zulu”) means UTC, never local time.
- 25012KTWind — from 250° at 12 knots. “G” adds a gust (25012G24KT); “VRB” = variable; “00000KT” = calm.
- 9999Visibility — 9999 means 10 km or more. Smaller figures are metres (e.g. 4000 = 4 km). “CAVOK” = clear & good.
- FEW035Cloud — FEW (1–2 oktas) at 3,500 ft. SCT = scattered, BKN = broken, OVC = overcast.
- 14/09Temperature / dew point — 14°C, dew point 9°C. An “M” means minus (e.g. M02 = −2°C).
- Q1013QNH — 1013 hectopascals. Set this on your altimeter. (The US uses A2992 = inches of mercury.)
Weather is added when present: RA rain, SHRA showers, TS thunderstorm, BR mist, FG fog; “-” light, “+” heavy; NSC = no significant cloud, NOSIG = no significant change expected.
Decode a live METAR
Pull the current weather at a UK airfield and see it broken down.
ATIS — listening to aerodrome information
An ATIS (Automatic Terminal Information Service) is a continuous recorded broadcast of an aerodrome's essential information, on its own frequency, so it doesn't tie up the controller.
- The information letter (Alfa, Bravo, Charlie…), changed at each update
- Runway(s) in use
- Surface wind
- Visibility, weather and cloud
- Temperature and dew point
- QNH (and QFE where given)
- Any operationally significant remarks
Listen before your first call. On contact, tell the unit you have the current letter — e.g. “… information Bravo”. If there's no ATIS, ask the station for the current aerodrome information.
Flight Information Regions
UK airspace is divided into two Flight Information Regions (FIRs): the London FIR (south) and the Scottish FIR (north).
Within each, a Flight Information Service — London Information or Scottish Information — gives a Basic Service to en-route VFR traffic: flight information, weather, and traffic information where available. Free-call them and “request Basic Service”.
The standard overhead join
- Overfly the aerodrome at 2000 ft above aerodrome elevation.
- If you don't already know it, determine the circuit direction from the signals square, other traffic or the windsock.
- Descend on the “dead side” to circuit height.
- Join by crossing the upwind end of the runway at circuit height, then position downwind.
Circuit instructions — orbit, land after, go-around
“… for spacing, orbit right”
“Orbit right, wilco, <callsign>” — a 360° turn to create spacing.
“… runway 27, land after the [traffic]”
“Runway 27, land after the [traffic], <callsign>” — you may land while the preceding aircraft is still on the runway, provided it will be clear, it's daylight, and you can see it. Read it back.
“… go around, I say again go around”
“Going around, <callsign>” — abandon the approach, climb away and rejoin.
Ways to join the circuit
Overhead join
The standard join where the procedure isn't otherwise notified: overfly at 2000 ft above aerodrome elevation, descend on the dead side, then cross the upwind end to position downwind.
Downwind join
Join directly onto the downwind leg at circuit height when advised/cleared, e.g. “join downwind runway 27”.
Base join
Join onto the base leg and turn final from there — when the traffic and controller allow it.
Crosswind join
Join on the crosswind leg (after the upwind end) to slot into the downwind leg.
Straight-in approach
Approach straight to the runway without flying the circuit, traffic permitting — report your range on final, e.g. “8 miles, straight-in approach runway 27”.
The join you use depends on the aerodrome, the traffic and the controller. At an ATC unit you're given joining instructions to read back; at an AGCS (“Radio”) field you choose, report your join and intentions, and make your own decisions.
SAFETYCOM & unattended aerodromes
- SAFETYCOM (135.480 MHz) is the common frequency for UK aerodromes that have NO notified air traffic service. There is no controller and no clearances.
- Use it within 10 NM of the aerodrome. If the aerodrome has its own notified frequency, use that instead.
- Identify the aerodrome by name suffixed “traffic”, e.g. “Sleap Traffic”. Keep transmissions correct and concise.
- Make blind calls of your position and intentions so others can build a picture — you make all your own decisions.
Sleap Traffic, G-ABCD, overhead 2000 feet, descending dead side to join downwind runway 36, Sleap Traffic
Flying the circuit
Exact circuit calls vary by airfield and service. At a controlled (Tower) field, read back clearances; at an Air/Ground (“Radio”) field you give your position and intentions and make your own decisions.
A flight, start to finish
- 1
Get the weather first
Listen to the ATIS if the field broadcasts one, or ask the station for airfield information. Note the information letter, the runway in use and the QNH.
- 2
Set up
Set your altimeter to that QNH and note the active runway.
- 3
Initial call & taxi
Tune the aerodrome frequency. Make your first call with your FULL callsign and request a radio check + taxi (ATC: “request taxi”; AGCS: “request taxi information”).
- 4
Read back
Read back the taxi instructions, runway and QNH.
- 5
Departure
At the holding point, when cleared, read back the line-up / take-off clearance (and any conditional clearance, ending with “behind”).
- 6
Leaving the zone
Request a frequency change to your next service.
- 7
New frequency
Make your initial call; when told “pass your message”, give your details using CARPAI.
- 8
En route
Give position reports using CPTANE when asked or at reporting points.
- 9
Arrival
Nearing your destination, free-call the approach/radar unit “inbound”, pass your details, and get joining instructions.
- 10
Join & land
Change to Tower, report as instructed, join the circuit and land — reading back the landing clearance.
- 11
If it goes wrong
Use PAN-PAN (urgency) or MAYDAY (distress), each spoken three times, then the message content.
Emergency frequencies & message priority
The international aeronautical emergency frequency is 121.5 MHz (civil); military aircraft also guard 243.0 MHz (UHF). Address a MAYDAY or PAN to the unit you're already working, or to 121.5 MHz if you need to.
Order of priority
- Distress messages (MAYDAY)
- Urgency messages (PAN-PAN), including medical transports
- Direction-finding messages
- Flight safety messages
- Meteorological messages
- Flight regularity messages
Emergency calls
PAN-PAN, PAN-PAN, PAN-PAN
Urgency. A serious situation but no immediate danger — e.g. a rough-running engine, getting lost, a sick passenger.
MAYDAY, MAYDAY, MAYDAY
Distress. Grave and imminent danger needing immediate help — e.g. engine failure, fire.
Message content (after the prefix):
- Station addressed
- Your callsign
- Aircraft type
- Nature of the emergency
- Your intentions
- Position, level/altitude and heading
- Persons on board (POB)
- Any other useful information (e.g. your qualifications)
When it's resolved, cancel it: “<callsign>, cancel PAN-PAN / MAYDAY …” so ATC can release any priority handling.
Who's listening on 121.5 — Distress & Diversion (D&D)
The emergency frequency 121.500 is guarded continuously by the Distress & Diversion cell — military controllers at NATS Swanwick, callsign “London Centre” — with coverage over most of the UK above about 3,000 ft.
- In an emergency, call the unit you're already talking to first — they know where you are. Not in contact with anyone? Call on 121.5. You don't need to address any particular station: the D&D controller answers the MAYDAY or PAN PAN wherever it comes from.
- Squawk 7700 alongside the call so every radar unit in the area sees the emergency (7600 for radio failure).
- Lost, but not yet an emergency? Squawk 0030 and call London Centre on 121.5 for navigational help.
- Once the initial exchange is done and you need to fly the aircraft, “MAYDAY out”tells the controller you don't need a further reply.
- You can rehearse this for real: CAP 413 sets out a Practice PANprocedure for making a practice urgency call to D&D on 121.5 — check the current manual for the exact call before trying one, and expect to stand by if the frequency is busy with a real emergency.
Sources: UK AIP GEN 3.4/3.6 (AIRAC 07/2026), CAP 413 Ed 24, CAA Safety Sense 02 (Radiotelephony).
Forced landing (engine failure)
An engine failure leading to a forced landing is a distress situation — declare a MAYDAY. But fly the aircraft first: best glide speed and choose a field, THEN make the call. Don't get drawn into a long conversation.
- MAYDAY, MAYDAY, MAYDAY
- Station addressed — the one you're working, or “any station” / 121.500 if not in contact with anyone
- Your callsign and aircraft type
- Nature: “engine failure, carrying out a forced landing”
- Your intentions and the field/area you're aiming for
- Position, heading and altitude
- Persons on board
- Squawk 7700
Priority order: Aviate → Navigate → Communicate. The radio call comes AFTER flying the aircraft and picking your field. Don't expect a reply — pass what you can.
Light signals
If you can't use the radio (e.g. a radio failure), the tower can direct you with light signals. The meaning differs depending on whether you're in the air or on the ground.
| Signal | In flight | On the ground |
|---|---|---|
| Steady green | Cleared to land | Cleared for take-off |
| Steady red | Give way to other aircraft and continue circling | Stop |
| Green flashes | Return for landing (a steady green will follow) | Cleared to taxi |
| Red flashes | Aerodrome unsafe — do not land | Taxi clear of the landing area in use |
| White flashes | Land at this aerodrome and proceed to the apron (after a steady green) | Return to your starting point on the aerodrome |
A red pyrotechnic / red flare means “do not land for the time being”. Acknowledge a signal by day by rocking your wings, and by night by flashing your landing/navigation lights. These are standard signals — verify against the current UK Rules of the Air / SERA.
Radio failure & MAYDAY relay
If the radio fails, keep flying the aircraft and squawk 7600 (or 7700 if it's part of a wider emergency). What you do next depends on which part has failed.
Receiver failed (you can still transmit)
Transmit your messages “blind”, prefixed “transmitting blind”, at the points you'd normally report, stating your intentions.
Transmitter failed (you can still receive)
Listen out and comply with instructions; acknowledge by an agreed means — press IDENT, or by day rock your wings and by night flash your lights.
Complete failure
Squawk 7600, follow your last clearance or the expected procedure, and look out for light signals from the tower.
MAYDAY RELAY: if you hear a distress call the controlling station hasn't acknowledged, or you need to pass one on behalf of an aircraft that can't, transmit “MAYDAY RELAY” (×3) and relay the distress message you heard.
Unsure of your position? Don't leave it too late — ask for help early: request a position fix or a QDM, or call for a Basic/Traffic Service. If you become genuinely lost or short of options it becomes an urgency (PAN-PAN), or a distress (MAYDAY) if you're in real difficulty.
The radio in the aircraft
SRG1171 1.1 · 1.2 · 1.3 · 1.4 · 1.6 · 1.8
- ▸Nothing transmits until the set has power — on most light aircraft that means master switch, then avionics master, then the set itself. The exact order is aircraft-specific: follow the checklist for YOUR aircraft, not a generic one.
- ▸Most sets hold two frequencies: ACTIVE (what you're on) and STANDBY (what you'll use next). Tune the standby, check it, then swap. You can set up the next frequency long before you need it.
- ▸VOLUME sets how loud the receiver is. SQUELCH mutes the constant background hiss until a signal is strong enough to break through — open it briefly to prove the set is alive, then close it until the hiss just stops.
- ▸The audio panel (intercom / station-selection box) chooses which radio you HEAR and which you TRANSMIT on. Selecting a box to listen to is not the same as selecting it to transmit on — a classic cause of 'nobody can hear me'.
- ▸Silent radio? Check in order: power on → volume up → squelch set → correct box selected → correct frequency ACTIVE (not sitting in standby). Most 'failures' are one of these.
- ▸The aircraft's radio installation needs its own OFCOM licence, separate from your FRTOL — your licence covers the operator, that one covers the equipment.
Draft — not yet verified against CAP 413
Treat the wording below as indicative only until it's confirmed against the current manual. Always defer to CAP 413 and your instructor.
Transmitting technique (CAP 413 guidance — verify wording)
DRAFT: press the PTT fully before speaking and hold it until after the last word, or the start/end of the call is clipped; speak at an even rate; think out the whole call before transmitting; listen out before transmitting so you don't cut across another station.
OFCOM licence Schedule (verify current requirements)
DRAFT: the licence Schedule lists the equipment covered; owner to verify current OFCOM requirements on validity and carriage before this is taught as fact.
Active
124.600
Standby
118.825
Receiving 124.600. Ready to transmit.
Fault-finding drill
The set is misconfigured at random. Work out which control is wrong and put it right — that's the diagnosis the practical test asks for.
Departure at a controlled aerodrome
SRG1171 3.2 · 3.4 · 3.6 · 3.9
- ▸Bigger aerodromes split the ground stations: you may work Delivery (clearance), then Ground (taxi), then Tower (take-off) — each handover is a normal frequency change, told to you by the controller.
- ▸Listen to the ATIS before first contact and quote its letter — it saves the controller passing the whole aerodrome picture to you.
- ▸A departure clearance is not a take-off clearance. It tells you what to expect after departure; only Tower clears you onto the runway and into the air.
Draft — not yet verified against CAP 413
Treat the wording below as indicative only until it's confirmed against the current manual. Always defer to CAP 413 and your instructor.
Request start (verify phraseology vs CAP 413)
DRAFT: at aerodromes where engine start needs approval: “<station>, <callsign>, <location>, request start” — with information letter where ATIS is in use. Owner to verify the exact form.
Ready for departure (verify phraseology vs CAP 413)
DRAFT: at the holding point, when ready: “<callsign>, ready for departure”. Do NOT say “ready for take-off” — the words take-off are reserved for the clearance itself. Owner to verify.
Holding points & runway incursion
SRG1171 3.3
- ▸A holding point is the last place to stop before the runway. Instructions to hold at, or hold short of, a point are mandatory readbacks.
- ▸Runway incursion — an aircraft, vehicle or person on a runway without clearance — is one of aviation's biggest ground risks, which is why runway-related instructions carry the strictest readback discipline.
- ▸Never cross a lit stop bar. If you are unsure of your position on the aerodrome, stop and tell the controller.
Extend, orbit & hold in the circuit
SRG1171 4.4
- ▸Controllers space circuit traffic three main ways: ORBIT (a 360° turn, usually stated left or right), EXTEND (continue a leg — usually downwind — until told or until a reference), and HOLD (stay at a stated position or point).
- ▸All three are instructions about where the aircraft goes, so acknowledge and comply — and if an instruction would put you somewhere unsafe, say unable and offer what you can do.
Draft — not yet verified against CAP 413
Treat the wording below as indicative only until it's confirmed against the current manual. Always defer to CAP 413 and your instructor.
Example calls (verify vs CAP 413)
DRAFT: “<callsign>, extend downwind, number 2 to a Cessna on final” → “Extending downwind, number 2, traffic in sight, <callsign>”. Owner to verify the exact readback expectations.
Danger Areas — DAAIS & DACS
SRG1171 5.10
- ▸Danger Areas (EG D-numbers on the chart) contain activities hazardous to flight — live firing, fast jets, drops. Some are active only at published times.
- ▸Two radio services exist around them, and the difference matters: a DACS (Danger Area Crossing Service) can give you a CROSSING — the unit controls or coordinates the activity. A DAAIS (Danger Area Activity Information Service) can only tell you what it KNOWS about activity — it cannot clear you through, and crossing on DAAIS information alone is your decision and your risk.
- ▸Which service exists for which area, and on what frequency, is published in the UK AIP (ENR section) — check before flight, not on the day over the radio.
Draft — not yet verified against CAP 413
Treat the wording below as indicative only until it's confirmed against the current manual. Always defer to CAP 413 and your instructor.
Example calls (verify vs CAP 413 / AIP)
DRAFT: DACS: “<station>, <callsign>, request Danger Area Crossing Service for EG D123”. DAAIS: “<station>, <callsign>, request Danger Area Activity Information for EG D123”. Owner to verify exact phraseology and current service names.
Entering an ATZ
SRG1171 5.5
- ▸An Aerodrome Traffic Zone protects the immediate circuit. You need permission (ATC) or information (AFIS/AGCS) before entering during its hours of watch — the rules differ by the type of unit at the aerodrome.
- ▸At an ATC aerodrome you need a clearance to enter; with AFIS you need to have obtained information; with AGCS you make blind-style calls and integrate yourself. The station's callsign suffix (Tower / Information / Radio) tells you which regime you're in.
- ▸MATZ (military) penetration is a separate, well-drilled procedure — see the MATZ topic. Don't conflate the two: a MATZ crossing does not deal with the civil ATZ that may sit inside it.
Practice PAN & Training Fix
SRG1171 6.9
- ▸You can rehearse emergency calls with Distress & Diversion on 121.5 without declaring a real emergency — that's the point of the practice procedures.
- ▸Always prefix such a call so nobody launches a real response, and be ready to be told the frequency is busy with real traffic.
Draft — not yet verified against CAP 413
Treat the wording below as indicative only until it's confirmed against the current manual. Always defer to CAP 413 and your instructor.
Exact calls (verify vs current CAP 413 — deliberately not asserted)
DRAFT: the exact wording for a Practice PAN and for requesting a Training Fix must be taken from the current CAP 413 — the existing D&D revision section already defers on this, and this topic should too until the owner confirms the current calls.