RADIO OPERATOR CERTIFICATION
                                                                                       STUDY GUIDE 
                                                                            FOR BASE OPERATIONS

                                                                      
                                                                       www.talkingradio.net

Introduction
Have you ever considered what the purpose of Ground Base Operations is? In communication we need a process that permits two or more parties the ability to communicate with each other on a *Transceiver radio, while tuned to either a Very High Frequency (VHF) or a High Frequency (HF), for the purposes of passing/relaying and/or receiving of pertinent information. This process ensures a reliable means with which to share operational information and maintain a safe operation. The privileges of communication in Ground Base Operations must not be compared to that of a license held by an Air Traffic Controller or Pilot, as the Base radio communications are specifically for the purpose of communicating with:
a) an aircraft whilst operating on the ground as well as when in flight.
b) vehicles
c) foot patrols.
So to summarise, Base Operations radio operator certification facilitates multiple disciplines with respect to communication, and liaison on frequency  between:
a)  'ground to ground'  AND
b) 'ground to air'. 

NOTE:
a) Base Operations does not include 'air to ground' communications, and in this instance the radio licensing aspect that will permit one to communicate on frequency from 'air to ground' is managed under a different category. (Go to `www.talkingradio.net/collections/all` for further review of the various training products available).
b) *The term 'transceiver' refers to a radio device that is equipped to both transmit and receive.
c) All references to Base Operator requirements have been extracted from the International Civil Aviation Organisation (ICAO) Annex 1.

Additional Information:
1: A Pilot speaking from Air to Ground via a radio device is licensed to do so under the regulations for that country within which they reside, and which pertain to the communication requirements for a pilot’s license.

2: It is not compulsory for a Pilot to complete any courses related to this certification based on their qualifications that they have already obtained, unless deemed as otherwise by their local Authority.

3: Not all States issue a Base Operator license signed by their Authority following the individuals successful completion of this course and subsequent application thereof. So to explain further, the applicant may on successful completion of this course, be issued with a Radio Operator Certificate that is signed by the Designated facilitator/examiner. This will be in accordance with, and on behalf of that State’s Regulator. In either instance the role of Base Operations ensures that communication can take place on an assigned frequency in a structured manner between two, (or more) parties.

The processes applied for Base Operations meet the Standard Operating Procedures (SOP’s) as defined by the International Civil Aviation Organisation (ICAO). The issuing of an Aeronautical Station Base Operations approval for an individual to be permitted to speak on an Aeronautical VHF or HF Radio, is issued in accordance with that States published requirements. ICAO Annex 1 outlines the processes to be adopted to facilitate the training needs of this particular radio discipline: (Extracts from ICAO Annex 1 / Personnel Licensing which have been selected to support this follow…) re: ICAO Annex 1 4.6.1 Requirements for the issue of the Aeronautical Station Operator License.

Item 4.6.1.1 Before issuing an Aeronautical Station Operator License, a Contracting State shall require the applicant to meet the requirements of ICAO Annex 4.6.1 Unlicensed Individuals may operate as Aeronautical Station Operators on the condition that the State from which they operate from permits them to do so, In this instance they will then also need to ensure that they meet the same requirements as a licensed Base Operator.

Item 4.6.1.5 The applicant shall demonstrate, or have demonstrated competency in: a) Operating the telecommunication equipment in use; b) Transmitting and receiving radiotelephony messages with efficiency and accuracy. * These extracts pertain to those countries that subscribe to ICAO however should the country in which you wish to practice this privilege not be part of this Global Organization please consult with your local Regulatory Authority in order to determine which procedures you need to follow in order to be certified/licensed as a Base Station Operator for VHF or HF communications within your State.

So as to ensure that all parties remain current with Aeronautical Station Base Operator privileges it is suggested that all practising Base Operator staff members undergo refresher training as arranged by their company every 24 months (or as designated). The regulatory authority is however aware that it is not always practicable for all companies to meet this proposal due to staff shortages in the workplace for example. It is therefore in everyone’s best interest to check the ICAO website regularly in order to identify whether there have been any updates released by these offices pertaining to Aeronautical Base Operations that require implementation.

 This study guide has been developed for application within multiple Base Operator disciplines and a sample exercise of the Radio Telephony details for each discipline is highlighted in Chapter 14 of this guide. Please note that this document must not be viewed as a substitute for attending an approved Aeronautical Station Operator course that is presented by either your Company; Academy or Local organization. Instead it should rather be utilised as a handy reference guide that will assist you in improving the necessary knowledge and skills needed to maintain professional VHF/HF Base Operator communications within the working environment.

Objective 
• To conduct Base Operator Competency in a Professional manner on frequency.

Outcome 
• To develop the knowledge and skills of all participants in order that they may have a better understanding with respect to the Base Operator syllabus and its content.
 • To ensure that all participants are able to apply the correct Radio Telephony procedures within their working environment. 
• To be able to work in accordance with the published requirements with respect to Base Operations for that State where they intend practising this privilege.

Base Operator Disciplines: 

 • Scheduled Airline Staff - This section includes all personnel working Airside at an Airport.
 • Private Charter Operations - This section focuses on all personnel working Airside at an Airport.

Syllabus 
- Introduction 
1. Technical Application of a VHF & HF Aeronautical Radio 
2. Phonetic alphabet 
3. Transmission of numbers 
4. Transmission of time 
5. Transmitting techniques 
6. Standard words and phrases 
7. Weather table 
8. Radio test procedures 
9. Radio unserviceabilities 
10. Aeronautical distress frequencies  
11. Mayday signal 
12. Pan signal 
13. Answers to RT quizzes from Study Guide 
14. Extracts from RT scenarios related to each discipline

In Flight   
a) The people in Ground to Air Communications and vica versa cannot see each other. 
b) Noises cannot always be pro-actively identified and solved as they may be technically related and therefore require external facilitation. 
c) The person in flight is reliant on their headset for effective communications and may not always have a spare one readily available to replace the existing faulty one.

VHF and HF Aeronautical transceivers therefore need to be technically developed, designed and tested to ensure that they meet the communication output criteria that is going to be anticipated by the user.

When comparing VHF and HF Aeronautical Transceivers, please note that the VHF communication band offers a more reliable communication when compared to those frequencies in the higher bands (i.e. HF). The range of a VHF transmission is determined by Line-of-Sight reference.

The quality of the VHF band is affected by a number of factors such as: 
 The transmission power both at the aircraft and ground station, 
 The height of the transmitter antenna, 
 The height of the receiver antenna, 
 Obstacles at or near the transmission site which block the signals or scatter them with inevitable attenuation, 
 Any upstanding obstruction in the line of sight between the aircraft and the ground station that will also block the signals and cause background noise, (referred to as clutter).

In certain circumstances the aircraft may receive both direct and ground reflected waves which may cause fading or even a short-term loss of communication. 

1) High frequency (HF) = Operates in the 03 – 30 MHz frequency band. (Generally used by Base Operators that are required to communicate with Long-Haul commercial flights).

 2) Very High Frequency (VHF) = Operates in the 30 - 300 MHz frequency band.

HF / VHF Comparisons

HF communication is considered to be more superior to VHF for the following reasons: a) Aerials are longer and less expensive to install. 
b) By using sky waves day and night, very long ranges are obtained for relatively less power. 
c) Higher frequencies suffer less attenuation in the ionosphere.
  d) Efficiency is further increased by beaming the radiation in the direction of the receiver.

Depending on your companies operational requirements you will utilise at least one, or both of these radio types to facilitate the relevant communications as required.

Quiz 1: True or False 
1. The range of a VHF transmission is determined by line of sight reference? ................... 2. VHF transmissions are propagated on the 30 – 300 KHz band? ……………………………....... 3. VHF transmissions cover a longer range than HF transmissions as the VHF waves are not affected by obstacles such as clouds or mountain ranges? ……………………………………………………………………………………

 2. THE PHONETIC ALPHABET 

Letter      Word         Pronunciation               Letter      Word         Pronunciation
  A  =       Alpha          AL FAH                                 P =        Papa          PAH PAH
 B   =      Bravo          BRAH VOH                          Q =        Quebec     KEY BECK
 C   =      Charlie        CHAR LEE                            R =       Romeo        ROW ME OH
 D  =     Delta           DELL TAH                             S  =        Sierra         SEE AIR RAH
 E  =      Echo             ECK OH                                T  =        Tango         TANG GO        
 F   =     Foxtrot        FOKS TROT                          U =        Uniform      YOU NEE FORM
  G =      Golf               GOLF                                     V  =        Victor           VIK TAH
 H  =     Hotel           HOH TELL                           W =       Whiskey      WISS KEY
  I    =     India           IN DEE AH                            X =        X-ray           ECKS RAY
 J    =     Juliet           JEW LEE ETT                        Y =        Yankee        YANG KEY
 K   =     Kilo              KEY LOH                                Z =        Zulu             ZOO LOO
 L   =      Lima            LEE MAH
 M  =     Mike            MIKE
 N  =    November   NO VEM BER
  O =     Oscar            OSS CAH

When it is necessary to verify the accurate reception of numbers, the person transmitting the message shall request the person receiving the message to read back the numbers. Should you wish to listen to the audio version of Alphabet and Numeral pronunciation please log onto:
http:www.talkingradio.co.za/product/aviation-english-proficiency-download-version/

 4. TRANSMISSION OF TIME 
When transmitting time, only the minutes of the hour are normally required. The hour should however be included if there is the slightest possibility of confusion occuring at any stage on frequency.

Time Transmitted as                                       Pronounced as
 0803 Zero Eight Zero Three                           ZE-RO AIT ZE-RO TREE OR ZE-RO TREE 
2037 Three Seven                                             TREE SEV-en or TOO ZE-RO TREE SEV -en

NOTE: For an ‘on the hour’ interpretation of time this can naturally only be applied using all four numbers. 1300       One Three Zero Zero pronounced WUN TREE ZE-RO ZE-RO

Time used in aviation is expressed as Co-ordinated Universal Time (UTC). Another name for UTC is Zulu Time which is Prime Meridian/Greenwich Mean Time indicated by the numeric zero on the World time zone chart. In Aviation Time plays a crucial role in factors that include:   
 Estimated times   
 Expected Time of Arrival   
 Departure times   
 Reporting times   
 Observation times, etc. 

In order to express Time as a common reference on a global scale, everything is referred back to Greenwich Mean Time (GMT). This is done in order to identify whether hours are added or subtracted, (as reflected in the World Time Zone Chart and based on your present location in accordance with the respective Time Zone that it is associated with), from the current Local time in order to express that calculated time in UTC. London is on GMT during the winter months (GMT + 0), When daylight saving time starts London transitions to ( GMT + 1).  

NOTE: THE MEANING OF THE TERM ‘LOCAL TIME’ IS THE ACTUAL TIME THAT IS INDICATING WHENEVER YOU LOOK AT THE TIME SHOWN ON YOUR WATCH…
 
 Example: If the local time in South Africa is 1600pm translate this time to GMT? 
 The local time in South Africa is 1600pm. 
 South Africa falls in the GMT+2 category on the World Time Zone Chart. 
 In order to revert to Zulu (Z) time (i.e. - GMT) we take the local time and subtract two hours from this time. To explain further the (+2) indicates 2 hours ahead of GMT. So basically everything always reverts back to zero in order to quantify Zulu time. 
 1600 Hours – 2 Hours = 1400 
 GMT is therefore 1400 Zulu.

Quiz 2: 
a) UTC TIME is referred to as? __________________ Time.

 b) If the time is 1700Z in Paris right now then what is the time indicating n Mexico (measured in Zulu) at that same instant? ______________________

5. TRANSMITTING TECHNIQUES

Every time you make contact on frequency with another radio operator, the effectiveness of your co- ordination will depend upon your; 
a) Competence in communications 
b) Application of radio procedures 
c) Understanding of Base Operator applications.

Most people have the ability to grasp the concept of learning radio procedures for any Aeronautical discipline, however they struggle with the application of Radio Telephony (RT) communications itself? The average user does not consider the processes associated with VHF communications and as a result they take their speaking and listening abilities for granted. This in turn results in conditions such as bad habits forming and a subsequent communication skill that is below the standard that is expected when applied over a VHF or HF radio. 

Communication is a two-way effort, and all Base Station radio operators should strive towards achieving a high level of competency during either VHF and/or HF radio communications. It is necessary, when transmitting, to use published RT procedures, since certain sounds can have a low intelligibility when mixed with the background of other noises. 
In this instance the standard phonetic alphabet identifies each letter of the alphabet with a word that is easily understood. These words are pronounced to make the message clear when individual letters are transmitted and ultimately assists in avoiding ambiguity or confusion. So, in other words, the Phonetic Alphabet is applied to spell out words for the listener that may be considered somewhat harder to understand on frequency.

Numbers are usually of extreme importance in radio messages and can also difficult to hear amongst other unplanned noises emanating from conditions such as a deterioration in the local weather which can affect the transmission itself, etc. The standard pronunciations used have been adopted because they have been found to be most intelligible. Numbers are transmitted by speaking each number separately. Aircraft identification numbers are spoken as individual letters or digits. Time is generally stated in four digits according to the 24- hour clock. (see Chapter 4 of this Guide).

In conclusion the words and phrases should be studied and practised until they are readily and easily used and clearly enunciated by the operator of the Aeronautical radio. Careless and incorrect use of the radio physically, as well as through transmission can cause both delay, ambiguity and confusion for all operators.

5.1 VOICE CONTROL
Words that can sound quite clear when spoken directly to another person, such as in a classroom environment, can be almost unreadable when heard on the radio. Ambient sounds such as the wind or the mechanics of an engine/air conditioner when switched on or workmen in the background can also have an effect on how the words are heard when spoken. In addition accents can also cause difficulty in the understanding of any words transmitted even though the person`s voice control is at an audible level.

Effective radiotelephony technique sounds self-conscious and unnatural when you practise it, both because the terminology is new and because you are habitually more concerned with what you are saying than how it sounds. Perfectly readable radio transmissions depend on factors such as Volume, Tempo and Pronunciation. 

Speaking loudly, without extreme effort or noticeably straining the voice, results in maximum readability. To be understood the spoken word sounds must be louder at the face of the microphone that you are speaking into than any of the possible surrounding noises. The microphone should therefore be held at a distance that is within close proximity of the person’s mouth when speaking on frequency. In so doing this person speaking on frequency must open their mouth in such a manner which will allow the tone to carry all the way to the microphone. For information a higher-pitch tone is easier to hear than that of a lower one. 

This will ensure that the entire message is transmitted clearly and will help to eliminate any confusion or ambiguity that may arise therefrom. 

6. STANDARD WORDS & PHRASES
The following words and phrases shall be used in radio telephony communications as appropriate in accordance with ICAO Document 4444. The word with a transmission example for each appears in alphabetical order in the itemised tables that follow:

TERMINOLOGY

AFFIRMATIVE
Yes, that is correct.
JOC – M12 this is JOC, are you in contact with Leader 3?
Vehicle - M12, AFFIRMATIVE
Notes:
a)  The term ‘Affirm’ is expressed on frequency by Operators as an abbreviated term for the term 'Affirmative' although this is not formally recognised by ICAO.
b) The term 'JOC', (pronounced JOCK) refers to the Joint Operations Command/Center

DETAIL
 Refers to the work that is going to, OR is about to, be conducted. 

*Heli Ops – V93, continue with the recovery operation, report DETAIL complete,
 Vehicle – Continue with the recovery ops, report DETAIL complete, V93 
* Helicopter Operations

EXPEDITE 
Proceed with haste under instruction,
JOC – T09, EXPEDITE to rendezvous point, report on site 
Vehicle – Expediting to rendezvous point and will report on site, T09

PASS YOUR MESSAGE
Proceed with your message on frequency.

Vehicle - Ops this is Rescue 2
Ops - Rescue 2 this is OPS, PASS YOUR MESSAGE

HOLD YOUR POSITION / HOLDING POSITION
Remain in your current position and await further instructions / Your reply to being instructed to remain in your current position and await further instructions.

JOC - C30, HOLD YOUR POSITION
Vehicle - HOLDING POSITION, C30

I SAY AGAIN 
I repeat for clarity or emphasis. 

FootPatrol 1 – OPS, my ETA for location is 1020
Ops – FootPatrol 1 Say Again 
FootPatrol 1 – OPS, I SAY AGAIN my ETA for location is 1020 
Ops – FootPatrol 1 Copied ETA location 1020

NEGATIVE 
No, or permission not granted, OR, that is not correct.

Vehicle – Command, T23, confirm I can proceed to return to Base Command – T23, NEGATIVE, hold your position Vehicle – Copied, T23 Holding position

STANDBY / STANDINGBY 
I will reply to you shortly, please wait.

Vehicle– Ops this is Ambulance 1 
Ops – Ambulance 1 this is Ops, STANDBY 
Vehicle – Copied, STANDINGBY Ambulance 1

BREAK 
I am speaking to one party and passing them two pieces of information on frequency that is not necessarily related.
JOC – Chopper 1 the rescue team are at the mountain site BREAK standingby your co- ordinates.

BREAK BREAK
 (NOTE – This term can have two meanings when transmitted from Base Operations so it is important that you listen out and are familiar with the instruction for each scenario), 

MEANING 1 – The Base Operator is informing two parties or more that try to make contact with them at the same time to standby and the term `BREAK BREAK` is then used to signal which party they going to speak to first without de-selecting the microphone switch at any stage. 

Ops - Helicopter HAB Standby BREAK BREAK Rescue 2 go ahead

MEANING 2 - The Base Operator requires silence to be imposed while they prioritise who they will speaking to first.
 
Ops -  BREAK BREAK , All stations on frequency Standby SITREP update...
SITREP stands for Situation Report meaning an update on the current status .

The following related words as listed below can also be used on and off frequency during Base Operation communications and a suitable description is included for each.
METAR – Meteorological Report containing the local weather forecast for a limited period.

TAF – Terminal Aerodrome Forecast. A format for supplying forecasted weather information over a prescribed period and updated on period intervals. (Normally every six hours,

PORT – The left side (Indicated by a red light)

STARBOARD – The right side (Indicated by a green light)

SPECI – Special Weather Report (A weather report that is issued to highlight a significant weather phenomenon that is forecast to take place).

IMC - Instrument Meteorological Conditions 
 At an airfield with Air Traffic Control this is when the cloud base is below 1500 feet Above Ground Level (AGL) and the Horizontal visibility is less than 3 Nautical Miles.

VMC - Visual Meteorological Conditions (The opposite of IMC) 
 At an airfield with Air Traffic Control this is when the cloud base is 1500 Feet AGL or above and the Horizontal visibility is 3nm or Greater. 

On certain occasions a Base Operator will be requested to pass weather information to the receiving party about their local cloud cover conditions, or that of a specified location. This kind of information may appear to be overwhelming to you at first if you:

 a) Have never had any formal training in the relay of weather information, 
 b) Are not in the possession of a Met. Observer’s Certification.

Monitor – To listen out on frequency.

In this instance you may simply refer to the Cloud Cover Table as pictured below and relay the total cloud as an approximate measurement of the cloud measured in Octa`s. So to summarise the cloud cover table further for clarity purposes: (When viewed by an observer looking from the ground upwards), 

a) CAVOK - Clear Skies 
b) FEW – Light Cloud layers are visible 
c) SCATTERED – There is a mixture of cloud layers and sky visible 
d) BROKEN – More cloud layers than sky is visible 
e) OVERCAST – There is total cloud cover all around

CAVOK - Ceiling And Visibility OK
FEW - 1/8 to 2/8 cloud cover
SCATTERED - 3/8 to 4/8 cloud cover
BROKEN - 5/8 to 7/8 cloud cover
OVERCAST - 8/8 cloud cover

Quiz 3: Add one of the RT terms that follow to the correct transmission:

 1 – Confirm            2 – Correction      3 – Standby      4 – Go Ahead
 5 – Standingby    6 – Affirmative     7 – Negative     8 – Copied 
  T68, JOC, ………………………… I say again.                                                                                                                   (CLUE – An error has been made by the person receiving this message) 
  ABC, OPS ……………………, STANDINGBY.                                                                                                             
  (CLUE – I acknowledge) 
  JOC, FOOTPATROL 1………………………………. FOOTPATROL 2                                                                                   (CLUE – An error has been made by the person broadcasting this message)
  JOC, MISSION 2 ……………………the number of persons that were on board?                                                     (CLUE – I want to make sure of some vital information) 
 T68 this is H42. Reply: H42 this is RESCUE 1 …………………………………..                                                         
     (CLUE – Proceed with your message) 
 OPS, this is HELICOPTER ABC do you read this transmission? Reply: …………………………                      
  (CLUE – Another word meaning `Yes`) 
 VEHICLE1, CHOPPER 1, standby fuel figures
  Reply: VEHICLE 1 ………………………….... 
  (CLUE – I am waiting for your message when you ready) 
 JOC, Trailer 1 have Helicopter in sight, confirm their intentions                                                                    Reply: Trailer 1 ………………………… 
 CLUE – wait while I consider all options and varify)

 8. RADIO TEST PROCEDURES
The test transmission should take the following form: 
a. The identification of the aeronautical station being called; 
b. The aircraft callsign; 
c. The words “RADIO CHECK”; 
d. The frequency being used. 

Replies to test transmissions should be conducted as follows: 
a. The identification of the station calling; 
b. The identification of the station replying; 
c. The information regarding the readability of the transmission.

The readability of the transmission should be classified in accordance with the following:

                                                               Readability scale.

NOTE – THE USE OF TWO CLICKS IN RESPONSE TO A TRANSMISSION INSTEAD OF THE ACKNOWLEDGEMENT THEREOF WITH A TRANSMITTED REPLY, IS NOT AN ACCEPTABLE SUBSTITUTE FOR COMMUNICATIONS AND SHOULD BE RESERVED FOR EMERGENCY SITUATIONS ONLY.

                SAM this is Mandy
Mandy this is SAM pass your message
Radio check how do you read me
                                         Reading you strength Fife
                                        Copied strength Fife...SAM

Now replace the names (Sam/Joe), above with your work position in a Base       Operations scenario and repeat this RT test example again FOLLOWING the guideline table that follows.

 
………………………………………. This is ……………………………………..

 ………………………………………. This is …………………………………….. pass your message 
Radio check how do you read me? 
Reading you strength ………………………... 
 
Copied strength Fower ………………………..

NOTE:         Remember not to use the statement – `Radio check how do you read` as the reply from the receiving party could be ‘I  
                                                                       I read with my reading glasses on while sitting on a couch’ 

9. RADIO UNSERVICEABILITIES

Before you start communicating on the radio and, during your watch while on shift, it is important to be aware of your responsibilities with regards to radio operations and its practicalities. Here are a few examples: 

1. Make sure that the correct frequency is selected. 
2. Check that the volume is turned up to an audible level. 
3. Check that the 'squelch' (suppression of radio signal) has been set correctly. 
4. Look for any loose wiring and report any defects observed immediately. 
5. Conduct frequent radio checks if you find the frequency to be quiet for a prolonged period. 

10. AERONAUTICAL DISTRESS FREQUENCIES

The International Distress VHF/HF Emergency Frequencies for Aviation are as follows: 
 121.5 MHz (VHF) Voice or with Morse Code relay = … _ _ _ … (S O S) 
  2182 kHz (HF)

Although not all Base Stations globally have an additional Aeronautical VHF transceiver radio to act as a standby frequency for emergency monitoring, it is suggested that this equipment be added as an operational resource where possible. The International emergency frequency serves a dual purpose role as it:

A) Is able to transmit the SOS Morse code signal on a repetitive loop cycle via this emergency frequency to all Stations monitoring 121.5, ` once activated by that Operator experiencing that emergency.

12. PAN SIGNAL (MEDICAL CONDITION)
This signal typically indicates that a health problem has been identified that requires urgent medical assistance/guidance.

Example of a Pan signal
“Pan-Pan, Pan-Pan, Pan-Pan, Future 913 has a passenger onboard that is experiencing a heart attack, Caucasian male in his 40`s, ambulance requested to be standingby on arrival, ETA 0918

Note – With reference to both of these emergencies as demonstrated on the previous page in simulated mode, the Base Operator will in most instances primarily be managing their associated duties and responsibilities, while ATC facilitate these emergency communications. They proceed in turn to keep the Base Operator for that Flight Operation updated at regular intervals. It is vitally important that emergency communications and procedures are listed in that companies Standard Operating Procedure (SOP) for all related VHF and HF frequencies.

            A BRIEF OVERVIEW OF SEARCH AND RESCUE PARTIES INVOLVED WITHIN                                                                             AN EMERGENCY OPERATION FOLLOWS:

Ground Rescue Operations – This includes support services both at land and sea who co-ordinate their rescue efforts to the Search Mission Co-ordinator. 
Joint Operations Command (JOC) – This is the nerve centre of the Search and Rescue Operation and is made up of a number of key personnel who co-ordinate the search using joint resources and effort. 
Military Operations – They are always on standby to facilitate a Search and Rescue jointly through their Headquarters, as assigned, with all Civilian Operations. 
Search Mission Co-ordinator (SMC) – This person as designated is tasked to manage the Search and Rescue on-site with all the search parties involved and in turn communicate all updates and efforts to the JOC and vica versa. 
Voluntary Search Parties – These are additional parties with limited resources that are able to assist in a Search and Rescue operation on a voluntary basis. 
Air Traffic Service Supplier – This is the air traffic services operator that could be tasked by the ARCC / JOC to serve as a sub-center for the Search and rescue Operation. They will continue with their primary ATC duties while also facilitating their services during the Search and Rescue. 
Air Rescue Co-ordination Center (ARCC) – This center works in conjunction with the JOC to co-ordinate the Search and Rescue Operation and report back to the Minister of Transport and related government departments.

 13. ANSWERS TO STUDY GUIDE RT QUIZZES

Quiz 1: True or False 
1. The range of a VHF transmission is determined by line of sight reference? True 
2. VHF transmissions are propagated on the 30 – 300 KHz band? False
 3. VHF transmissions cover a longer range than HF transmissions as the VHF waves are not affected by Obstacles such as clouds or mountain ranges? False

Quiz 2: Fill in the missing word 
a) UTC TIME is referred to as Zulu Time. 
b) If the time is 1700Z in Paris right now then what is the Zulu time in Mexico at that same moment? 1700Z

Quiz 3: Add the following RT terms to the correct sentence that appears below by entering the corresponding number that matches: 
 T68, JOC, NEGATIVE say again. 
 ABC, OPS COPIED, STANDINGBY. 
 JOC, FOOTPATROL 1 CORRECTION FOOTPATROL 2 
JOC, MISSION 2 CONFIRM the number of persons that were on board? 
 T68 this is H42. Reply: H42 this is RESCUE 1 pass your message
 OPS, this is HELICOPTER ABC do you read this transmission? Reply: AFFIRM (NOTE: The Helicopter in this example is only asking Ops if they can read their Transmission, not what is the serviceability strength of their transmission is... 
 VEHICLE1, CHOPPER 1, standby fuel figures Reply: VEHICLE 1 STANDINGBY
 JOC, Trailer 1 have Helicopter in sight, confirm their intentions                                                                  Reply: Trailer 1 STANDBY

 14. EXTRACTS FROM RT SCENARIOS RELATED TO EACH DISCIPLINE 

14.1 Scheduled Airline Operations
Outline – All personnel involved in Schedule Airline Operations need to remain in contact with each other on a constant basis to ensure an effective operation that remains streamlined. In order to do so, each party needs to be able to communicate efficiently with the other by making use of a handheld radio that is tuned to their company’s pre-selected internal frequency. This will ensure that minimal confusion, ambiguity and isolation are tolerated resulting in the portrayal of a professional company image. 

14.1.1 Baggage Handler speaking to Apron on Frequency
 Scenario: The Apron Controller for an Airline wishes to relay a message to one of their Baggage Handlers concerning the movement of baggage on the Apron. 

APRON CONTROL: Frozen Air Baggage this is Apron Control

BAGGAGE HANDLER: Apron Control….Baggage….pass your message

APRON CONTROL: Confirm the trolleys are on their way

BAGGAGE HANDLER: Affirm they leaving the terminal now

APRON CONTROL: Apron Control copied…Standingby 

14.1.2 – Apron speaking to Check-In on Frequency: 
Scenario: All the Passengers from a flight that has just landed have arrived at the Terminal Building. They were transported there by bus after having exited the aircraft in an orderly fashion once it had safely parked. During this time it has been brought to the attention of an airline representative that one of these passengers that recently disembarked this particular Aircraft has left a pair of their reading glasses onboard. This had in fact originally been noticed by one of the Airports company cleaners after they had boarded this aircraft and they reported it immediately to their Supervisor:

APRON CONTROL: Frozen Air Check In this is Apron Control

CHECK IN: Apron….Check In….pass your message

APRON CONTROL: Be advised Passenger Lewis from Seat 12 Alpha has left a pair of reading glasses on his seat, transferring them now to Terminal building Lost Property Office…. ETA in 3 minutes

CHECK IN: Copied, readback…Passenger Lewis, Seat 12 Alpha, 1 pair reading glasses left onboard, being brought back to Terminal building Lost Property Office, ETA in 3 minutes, standingby 

14.1.3 – Scheduled Flight speaking to Ops on Frequency Scenario: 
A scheduled flight due to arrive at its destination requires total Passenger figures for their return leg. This is for their planning purposes. Once this information has been obtained the Pilot will be able to calculate fuel figures needed for that part of the journey. 

AIRCRAFT: OPS Control… Airborne 102
OPS: Airborne 102 … OPS
 (Note – As per this transmission above please note that the term ‘go ahead ‘may be omitted by the Caller, replaced by de-selecting the PTT.

AIRCRAFT: Ops we are 7 crew 184 pax, ETA 0915, for the return flight our *MTOW is 42500 and we will require fuel on arrival

*MTOW – Maximum Take Off Weight

OPS: Copied, readback…7 crew 184 pax, ETA 0915, MTOW for return flight 42500 and fuel will be on request, confirm you ready to copy outbound figures

AIRCRAFT: Ops readback correct, go ahead with the return figures

14.2 Private Charter Operations
 Outline - All personnel (ground support staff and operational) involved in the management of private Charter Operations need to remain in contact with each other constantly to ensure up to the minute information continues to be relayed to all involved. In order to do so, each party needs to be able to communicate with each other through the use of a handheld radio that is tuned to that company’s internal pre-selected operational frequency. This will ensure that any possible confusion, ambiguity and/or isolation is minimized and a professional outcome is achieved.
 Unlike most scheduled Airline Operators that have a greater staff compliment to manage flight movements, private charter operators generally require their staff to be able to multitask and carry out additional duties and responsibilities to meet that companies operational planning requirements.

 14.2.1 Aircraft speaking to their Ops Room while routing inbound to an Airfield for a Landing 
Scenario: An aircraft routes inbound to an airfield for landing and passes the relevant information to their Operations. For information, in Charter operations it is generally normal practise for pax to only be onboard a private aircraft for either the outbound leg to destination, or for the return leg back home. 

Inbound Aircraft passing Ops the corrected ETA:

AIRCRAFT: OPS….Frozen Air 302

OPERATOR: Frozen Air 302……OPS…pass your message

AIRCRAFT: Frozen Air 302 ETA 1712

OPERATOR: Frozen Air 302 copied ETA 1217

AIRCRAFT: OPS negative I say again, ETA 1712

OPERATOR: Frozen Air 302 copied ETA 1712

AIRCRAFT: Frozen Air 302

Inbound Aircraft passing Ops further information and obtaining Landing details:

AIRCRAFT: OPS….Frozen Air 302

OPERATOR: Frozen Air 302……OPS…pass your message

AIRCRAFT: Frozen Air 302…we have 2 crew and 4 pax, ETA 1710 request fuel and one wheelchair on arrival,

OPERATOR: Frozen Air 302 copied 2 crew 4 pax…refueller and wheelchair on request…
Surface wind is calm, QNH 1021, CAVOK, runway appears to be serviceable

NOTE: Not all airfields that private Operators fly to have an ATC service. In this instance the Base Operator passes the Pilot information which they can utilise for their arrival. This information is obtained through the use of online Met. platforms, by visual observations and the local knowledge of the Base Operator who is supplying this information. The subsequent approach and landing at this Airfield is at the Pilot in Commands discretion, not under instruction by the Base Operator.

Scenario: A helicopter has been dispatched to an identified location to recover an ill patient. (This type of rescue is referred to as a Medical Evacuation – Medevac).        The Helicopter is speaking to the GROUND Rescue Team on Frequency

GROUND OPS: HELO, Ground Rescue Team 1
NOTE: HELO is pronounced HE - Low and is an abbreviated term for 'Helicopter'.

HELICOPTER: Ground Rescue Team1, HELO pass your message

GROUND OPS: Be advised, we off your 3 o’ clock

HELICOPTER: Helo Copied

Once the Helicopter has repositioned

GROUND OPS: Helo, Ground Rescue Team1, we off your 12 o’ clock, inbound on my white smoke

HELICOPTER: Helo Copied

NOTE: 
By Day - White or Yellow smoke flares will be used for identification purposes. 
By Night - The preferred option will be to make use of a vehicles headlights.

14.6 Game Farms / Nature Reserves 

Outline 
Most game farms and nature reserves have a private airstrip on their land for use by charter aircraft to transfer guests inbound and outbound from that facility by air. Because the airstrip is normally located at an unspecified distance from the lodges on that facility the guests will require transport by vehicle to and from the aircraft's location at the airstrip. 
14.6.1 Ops communicates with both the assigned shuttle driver as well as the Pilot during these Guest transfer operations. This ensures that all parties involved are continuously kept informed of all movements and assists the Lodge in being able to be prepared for the management of their Guests in advance. 
Scenario: The aircraft is inbound to the private game reserve and is relaying information to the Reserve’s Ops so that they can prepare their shuttle bus to meet the Guests. A charter aircraft is in communication on frequency with the Game Lodge base

AIRCRAFT: Lost in time Base this is *AYZZA

OPERATOR: ZZA Base go ahead 
* AYZZA (fictitious) is the aircrafts registered callsign

AIRCRAFT: We have six pax on board with 12 pieces of luggage, ETA in 30 (pronounced tree zero) minutes, confirm you are ready to copy pax details 
NOTE: The term ‘pax’ refers to passengers

INSTRUCTOR: Traffic in the Clear Sky Area, be advised student paragliding activity taking place overhead the Starbrite airfield between ground and 1500 feet AGL, any traffic please acknowledge
 These transmission types should ideally take place every 10 minutes or when any possible traffic are heard broadcasting their intentions on frequency.
NOTE: The term 'AGL' refers to Above Ground Level.

AIRCRAFT: Traffic in the Clear Sky Area, this is Cessna 1FXYZ, maintaining 1500 feet routing to Starbrite, approaching the airfield from the south, estimate at 1055

INSTRUCTOR: Cessna 1FXYZ, be advised student paragliding activity taking place overhead the airfield between ground and 1500 feet AGL, keep a good lookout.  
NOTE: The Instructor can use a callsign if preferred when making these particular transmissions e.g.: ‘Paraglider Base’, 'Starbrite Base' or the name of the school or airfield, ‘Eagle Base’.

AIRCRAFT: Copied, Paraglider in sight, climbing to 2500 feet, Cessna XYZ

INSTRUCTOR: Cessna XYZ copied 

For any further assistance with practical Base Operations RT in either of these multi-disciplines that are contained within this Guide please email: dylan@talkingradio.net
and he will arrange an online consultation for you with himself, or one of his approved agents. Remember to include the specific discipline that you are interested in as the subject title of your email. (www.talkingradio.net)