RTR (A) TRAINING PROGRAME

BY AMOGH KRISHNA GANGRADE

CTC - 9594608466
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PART 2 DETAILED
SSR – SECONDARY SURVEILLANCE RADAR -

DRAW PRIMARY RADAR CONCEPT – (AS LEARNED IN CLASS)

DRAW EXAPLAIN -

SECONDARY RADAR CONCEPT – (AS LEARNED IN CLASS)

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(SURVEILLANCE MEANS KEEPING A WATCH (NIGRANI -HINDI)

Primary and Secondary Surveillance radars are used to track the progress of an aircraft

- Disadvantage is the lack of positive, individual aircraft identification; this is required for
adequate safe control by ATC, particularly in crowded airspace. Primary radars also require
higher transmitter power outputs for the two-way journey of the single pulses.

SSR requires an aircraft to be fitted with a transmitter/receiver, called a transponder.

The pilot will set a four-figure code allocated by ATC and the transponder will transmit information
automatically, in pulse coded form, when it is interrogated by the ground station called the
interrogator.

The transmissions are therefore only one way from transmitter to receiver.

SSR has the following advantages over primary radar

- requires much less transmitting power to provide coverage up to 200 to 250nm

- is not dependent on an aircraft’s echoing area or aspect.
- gives clutter free responses as it is does not rely on returning reflected pulses.
- positively identifies an aircraft’s primary response by displaying its code and call sign
alongside.
- indicates an aircraft’s track history, speed, altitude and destination.
- can indicate on a controller’s screen that an aircraft has an emergency, has lost radio
communications or is being hi-jacked.

DISPLAY ON THE RADAR TO THE ATC –

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GROUND BASED STATION IS THE INTERROGATOR AND AIRCRAFT IS EQUIPED WITH SSR
TRANSPONDER.

The SSR ground antenna transmits a narrow beam in the horizontal plane while the aircraft
transmits omni-directionally i.e. the radiation pattern is circular around the aircraft.

FROM GROUND -

pre-determined series of pulses ON 1030MHZ

To differentiate between the interrogations three pulses (P1, P2 and P3) are always transmitted

P1, P2, AND P3 ----------------------P1 and P2 is fixed at 2µsec. The spacing between P1 and P3

Mode A - an interrogation to identify an aircraft - is 8µsec

Mode C - an interrogation to obtain an automatic height read-out of an aircraft - 21µsec

AIRCRAFT REPLY

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On receiving a valid interrogation, the aircraft transponder transmits two framing pulses, F1 and F2,
20.3µsec apart. Between the framing pulses there are 12 usable information pulses.

There are 2 = 4096 possible combinations of pulses or codes which are numbered 0000 to 7777; the
figures 8 and 9 are not available.

A further pulse called the Special Position Identification (SPI) pulse may be transmitted together with
the information pulses when the “Ident” button on the pilot’s transponder is pressed, usually at
ATC’s request (CONTINUOUSLY FOR 20 SEC), controller can pick out a particular aircraft by asking
the pilot to “Squawk Ident”.

AIRCRAFT SSR PANEL –

FOR Mode C interrogation the AIRCRAFT transponder will produce an ICAO determined code that
corresponds to its height, referenced to 1013.2m, INDICATIONS ON ATC SCREEN ARE DISPLAYED
WITH 100’ INCREMENT.

WHAT A PILOT SHOULD DO -

MAINTAIN LAST ASSIGNED CODE UNLESS INSTRUCTED BY ATC

SELECT OR RESELECT CODES, OR SWITCH OFF THE EQUIPMENT WHEN AIRBORNE ONLY WHEN
INSTRUCTED BY AN ATS UNIT

acknowledge code settings (READBACK)

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 RTR(A) CLASSES – BY AMOGH GANGRADE –CTC 9594608466

select Mode C simultaneously with Mode A unless otherwise instructed by an ATS unit

IF MODE C CANT BE SWITHED OFF SEPERATELY THEN SELECT CODE “0000” AND ATC WILL
UNDERSTAND THAT YOUR ALTITUDE INFORMATION IS NOT CORRECT AS DISPLAYED ON THE
SCREEN.

IMPORTANT SQUAWKS –7500 ¾ To indicate unlawful interference with the planned operation of
the flight, un- less circumstances warrant the operation of code 7700.

7600 - To indicate a radio failure.

7700- To indicate an emergency condition (MAYDAY/PANPAN)

2000 - TO TELL ATC WE ARE NOT APPOINTED WITH SQUAWK CODES

PROBLEMS AND DISADVANTAGES -

Garbling - This is caused by overlapping replies from two or more transponders on nearly the same
bearing from the ground station and within a distance of 1.7 nm from each other measured on a line
from the antenna.

Fruiting - This is interference at one interrogator caused by replies from a transponder responding to
interrogations from another. (1 SOURCE(AIRCRAFT Tx--- RECEIVED BY TWO GROUND STATIONS)

Availability of codes Only 4096 identification codes are available in Mode A.

MODE S

Mode S is being introduced in order to overcome the limitations of the present modes A and C.

‘S’ stands for Selective addressing (together with mode A and C)

ADVANTAGES –

Availability of codes The aircraft address code will be made up of a 24 bit code. This means that the
system will have over 16,700,000 discrete codes available for allocation to individual aircraft on a
permanent basis. The code will be incorporated into the aircraft at manufacture and remain with it
throughout its life.

Data link - Mode S can provide ground-to- air, air-to- ground and air-to-air data exchange using
communications protocols. (UP-LINK AND DOWN-LINK – LEVELS IF SSR ARE BASED ON DATA
EXCHANGE CAPABILITIES) – LEVEL 4

Reduction of Voice Communications

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Height Readout This will be in 25ft increments and more data on an aircraft’s present and intended
performance will be available to the ground controllers.

AFTN – AERONAUTICAL FIXED TELECOMMUNICATION NETWORK –

When used for sound broadcasting the bandwidth permitted by international agreements is 150
kHz, compared to a maximum bandwidth permitted in AM broadcasting of 9 kHz. Hence FM is
generally unsuitable for use below VHF because of the bandwidth requirement.

MORESE CODE IS A TYPE OF KYED MODULATION

The process of combining a radio frequency with a current at audio frequencies is known as
heterodyning, the heterodyning process combines the two frequencies, leaving the RF unchanged
but producing new frequencies at the sum and difference of the RF and AF.

SSB AND DSB –

When using sky wave propagation for communication, the differing refraction occurring at different
frequencies leads to an increase in distortion if the bandwidth is too large. The ionosphere
comprises electrically charged particles which cause high levels of static interference on radio waves,
the use of SSB significantly reduces the effect of this interference. The MF & HF frequencies used for
long range communication are in great demand, hence the use of SSB transmissions increases the
number of channels available. The use of SSB also reduces the amount of power required.

ADVANTAGES OF SSB -

ADVANTAGES OF DSB -

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ILS – INSTRUMENT LANDING SYSTEM

Gives guidance both in the horizontal and the vertical planes.ILS is a PRECISION APPROACH system
because it gives guidance in both the horizontal and the vertical plane.

ILS provides the pilot with visual instructions in the cockpit to enable him to fly the aircraft down a
predetermined glidepath and extended runway centre-line (localiser) to his Decision Height (DH).
At Decision Height the pilot decides to land (if he has the required visual references and sufficient
room to manoeuvre the aircraft for a safe touchdown) or he goes around (overshoots) and carries
out the published missed approach procedure.

ILS COMPONENTS

The Localiser (LLZ) transmits in the VHF band and is located about 300m from the up- wind end of
the runway.

The glide path (GP) transmitter operates in the UHF band, and is frequency paired with the localiser.
It is located 300m in from the threshold and about 200m from the runway edge abeam the
touchdown point.

Marker beacons transmit at 75 MHZ in the VHF band. These include the outer marker (OM), the
middle marker (MM) and possibly an inner marker (IM). They are provided to enable the pilot to
cross check the aircraft’s height against ranges and timing to the runway threshold.

Some ILS installations also have a co-located low powered NDB, called a locator (L), at the site of the
OM beacon.

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Distance Measuring Equipment (DME) that is frequency paired with the ILS frequencies are
now increasingly provided to supplement or replace the range information provided by marker
beacons.

Freq and pairing –

LLZ

G.S

MB

ILS-DME
One switch activates both receivers –

this reduces the pilot’s workload , chances for a wrong frequency selection is reduced , Only one
identifier is needed (4 letter morse code – starting with “I” ) - 7 groups/min.

The Identification is automatically suppressed if the ILS becomes

unserviceable/withdrawn/undergoing maintenance/radiating for test purposes only ----

-----the identification coding will either be removed completely or replaced by a continuous tone.

The DME ranges are zero referenced to the ILS runway threshold. Its coverage is limited for use
inside the ils area, and for enroute operations.

Marker beacons –

DOM ON EXTENDED RCL –

DOM ON G.S -

DDM ON ERCL -

DDM ON G.S –

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FALSE GLIDE SLOPE – (LOCATION AND REFLECTION ISSUES)

LOCALISER INDICATIONS –

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ILS ARE CATEGORISED ON THE BASIS OF DH AND RVR -

IMPORTANT ********************DRAW ---------DOM CONCEPT -

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VOR – VHF OMNI DIRECTIONAL RANGE -

The VHF Omni-directional Range (VOR) - standard short range navigation aid
It produces 360 radials/tracks at 1° spacing which are aligned in relation to magnetic north
at the VOR location.
It is practically free from static interference and is not affected by sky-waves, which enables
it to be used day and night.
When the VOR frequency is paired with a co-located Distance Measuring Equipment (DME)
an instantaneous range and bearing (RHO-THETA) fix is obtained. The equipment operates
within the frequency range of 108 - 117.95MHz.

VOR has the following uses:

Marking the beginning, the end and centre-line of airways or sections of airways.
As a let-down aid at airfields using published procedures.
As a holding point for aircraft.
As a source of en-route navigational position lines

POO-

The phase difference measured at any other point will equate to the aircraft's • magnetic bearing
from the VOR. BY COMPARISION BETWEEN REF SIGNAL AND VARIABLE SIGNAL.

TO AND FROM CONCEPT - DRAW – COMPARE IT WITH RELATIVE BEARING -

QDR - PH------ QDM QDR PH QDM

1
2

CONE OF CONFUSION/AMBIGUITY/SILENCE

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DPPPLER VOR – MODULATIONS

ANTENNA –

WHY FM IN VARIABLE SIGNAL –

Airborne equipment is compatible with both CVOR and DVOR

RANGE OF VOR –

DRAW – line of sight EACH DOT MEANS HALF DEGREE DEVIATION

ERRORS -

SITE ERROR -------------------- is caused by uneven terrain such as hills and man-made structures, trees
and even long grass, in the vicinity of the transmitter.

PROPAGATION ERROR--------------- is caused by the fact that, having left the VOR site with ±1°
accuracy, the transmissions are further affected by terrain and distance. At considerable range from
the VOR, ‘bends’ or ‘Scalloping’ can occur.

VOR SCALLOPING ----------------is defined as an imperfection or deviation in the received VOR signal.
It causes radials to deviate from their standard track and is the result of reflections from buildings or
terrain; it causes the Course Deviation Indicator to slowly or rapidly shift from side to side.

Airborne equipment errors are caused by aircraft equipment

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DME – DISTANCE MEASURING QUIPMENT

Distance Measuring Equipment (DME) is a secondary radar system that enables an aircraft to
establish its range from a ground station. A pilot obtains accurate magnetic bearings from a VHF
Omni-range (VOR) beacon and accurate slant ranges from a DME. The two facilities are normally co-
sited to form the standard ICAO approved RHO-THETA short range, “Line of Sight” navigation aid.
(Rho = range; Theta = bearing)

DME is a secondary radar system providing slant range by pulse technique. The aircraft’s
interrogator transmits a stream of omni-directional pulses on the carrier frequency of the ground
transponder. Simultaneously the Interrogator’s receiver starts a Range Search. At the Transponder
on the ground the received interrogation pulses are re-transmitted, after a delay of 50 µs, at a
frequency that is +/- 63 MHz removed from the interrogation frequency.

The airborne system identifies its own unique stream of pulses (twin pulses with a time
difference of 3.5micro seconds) and measures the time interval, electronically, between
the start of the interrogation and the reception of the response from the transponder. The time
measurement, and hence range, is very accurate and is based upon the speed of radio waves i.e.
3x108 m/s. A modern DME is inherently accurate to +/- 0.2nm

Each aircraft’s interrogator is programmed to transmit its ¾ paired pulses at random intervals i.e.
The transmission sequence of pulses is irregular or jittered. THIS DIFFERENTI- ATES ITS PULSES
from all the others. (KNOWN AS RANDOMISED PRF)

Interogn(150) – range search- received – time dealy- transponded(freq change)- Rx back-27pps

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Dme capacity -2700- each aircraft needs 27pps -100 aicraft max

On saturation - The effect of this is to exclude the transmissions from aircraft whose interrogation
pulses are weaker. When the transponder becomes saturated, the receiver gain is reduced and
aircraft with weaker interrogation will be excluded and unlock. The aim is to give preference to
the nearest aircraft as the beacon responds to the strongest interrogations.

3 letter identification same as vor trnamitted very 30 sec

OPERATIONAL COVERAGE OF VOR-DME ARE GIVEN IN AIP --- having change over points –

Aircraft quipment has a 10 sec memory circuit and echo protection circuits for a period when dme
reception is blocked.

What is slant range -----------------------------------

calculate applying pythagorus formula –

USES –

Circular position line; ----

groundspeed and time to / from station ---

DME arcs , range and height checks during let-downs ----

accurate ranges to threshold

RNAV –

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ADF – NDB – NON DIRECTIONAL BEACON

Automatic Direction Finder ( ADF) equipment in the aircraft is used in conjunction with a simple
low and medium frequency non-directional beacon (NDB) on the ground to provide an aid for
navigation and for non-precision approaches to airfields.

NON DIRECTIONAL BEACON ( NDB )

The Non Directional Beacon (NDB) is a ground based transmitter which transmits vertically
polarised radio signals, in all directions (hence the name), in the Low Frequency (LF) and Medium
Frequency (MF) bands. – 190 – 1750khz

When an aircraft’s Automatic Direction Finding (ADF) is tuned to an NDB’s frequency and its
callsign identified, the direction of the NDB will be indicated.

A ‘cone of silence’ exists overhead the NDB transmitter during which the aircraft does not receive
any signals. The diameter of the cone increases with aircraft height.

Poo = The ADF measures the bearing of a NDB relative to the fore/aft axis of the aircraft.

FREQUENCIES AND TYPES OF NDB

The allocated frequencies for NDB,s are 190 - 1,750 kHz in the LF and MF bands. Since the mode of
propagation used is surface wave, most NDBs will be found between about 250 and 450 kHz.
There are two types of NDB in current use:

Locator (L). These are low powered NDBs used for airfield or runway approach procedures or are
co-located with, and supplement, the outer and middle markers of an ILS system. They normally
have ranges of 10 to 25nm and may only be available during an aerodromes published hours of
operation.

En route NDBs. These have a range of 50nm or more, and where serving oceanic areas may have
ranges of several hundred miles. They are used for homing, holding, en route and airways
navigation.

TYPES OF EMISSIONS FROM NDB AND USE OF BFO -

N0NA1A N0NA2A

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The N0N part of the emission is the transmission of an unmodulated carrier wave, which would
not be detectable on a normal receiver, so a BFO is provided on ADF equipment. When selected,
the BFO produces an offset frequency within the receiver which when combined with the
received frequency produces a tone of say 400 or 1,020 Hz.

The A1A part is the emission of an interrupted unmodulated carrier wave which requires the BFO
to be on for aural reception. A2A is the emission of an amplitude modulated signal which can be
heard on a normal receiver.

Hence, when using N0NA1A beacons, the BFO should be selected ON for (manual) tuning,
identification and monitoring. N0NA2A beacons require the BFO ON for (manual) tuning but OFF
for identification and monitoring. (The BFO may be labelled TONE or TONE/VOICE on some
equipments).

USES OF THE NON DIRECTIONAL BEACON

En-route navigational bearings.

Homing to or flying from the NDB when maintaining airway centre-lines.
Holding overhead at an assigned level in a race-track pattern.
Runway instrument approach procedures

Relative bearing concept (kitna turn lena hai) – with respect to aircraft longitudinal axis –clockwise
calculations

Draw –

ERRORS OF NBD (LOW AND MEDIUM FREQ)

Static Interference. There are two types of static interference that can affect the performance of
ADF:

Precipitation static. Precipitation static is generated by the collision of water droplets and ice
crystals with the aircraft. It causes a reduction in the signal:noise ratio which affects the accuracy

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Thunderstorms. Thunderstorms have very powerful discharges of static electricity across the
electromagnetic spectrum including LF and MF. These discharges cause bearing errors in the ADF. A
static discharge in a cumulonimbus cloud (Cb) will be heard as a loud crackle on the audio and the
needle will move rapidly to point to the Cb.

Night Effect. By day the D-region absorbs signals in the LF and MF bands. At night the D-region
disappears allowing skywave contamination of the surface wave being used. This arises for two
reasons: phase interference of the skywave with the surface wave because of the different paths
and the induction of currents in the horizontal elements of the loop aerial. The effect is reduced by
the aerial design having very short vertical elements and by screening the aerial above and below,
but the contamination is not eliminated. The effect first becomes significant at 70 - 100nm from the
NDB. The effect is manifest by fading of the audio signal and the needle ‘hunting’ and is worst
around dawn and dusk, when the ionosphere is in transition.U can call this sky wave contamination -

Station Interference. Due to congestion of stations in the LF and MF bands, the possibility of
interference from stations on or near the same frequency exists.

Mountain Effect. Mountainous areas can cause reflections and diffraction of the transmitted radio
waves to produce errors in ADF systems. These errors will increase at low altitude and can be
minimised by flying higher.

Coastal Refraction. Radio waves speed up over water due to the reduced absorption of energy
(attenuation) compared to that which occurs over land. This speeding up causes the wave front to
bend (Refract) away from its normal path and pull it towards the coast. Refraction is negligible at 90
to the coast but increases as the angle of incidence increases.

Angle of Bank (dip).

Lack of Failure Warning System. False indications due to a failure in the system are not readily
detectable because of the absence of failure warning on most ADF instruments.

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Flight rules and meteorological conditions requirements –

VFR -

IFR –

IFR. For aircraft to be operated in IFR, i.e. rules not met conditions, (IMC exists when VMC does
not!), the following rules are applicable. The rules are collectively known as the Instrument Flight
rules (IFR). - holder also holds a valid instrument rating (IR) appropriate to the aircraft category.

Aircraft Equipment. Aircraft are to be equipped with suitable instruments and with navigation
equipment appropriate to the route to be flown.

Over high terrain or mountainous areas (not defined further), the minimum level must be at least
600m (2000 ft) above the highest obstacle located within 8 km (5 nm) of the estimated position of
the aircraft

In areas other than in a. above, minimum level is to be 300 m (1000 ft) above the highest obstacle
within 8 km (5 nm) of the estimated position of the aircraft.

IFR Flight Plans. An IFR flight plan is to include the letter I in item 8 of the flight plan form. If the
intention is to change from IFR to VFR at some point during the flight the letter Y is to be inserted
in item 8 (I → V = Y).

Changing from IFR to VFR. Where a pilot elects to change from IFR to VFR and the flight plan was
not annotated Y in filed 8, the pilot is to notify the ATS authority that flight under IFR is cancelled
using the phrase “cancelling my IFR flight” and then communicate the necessary changes to the
current flight plan are to be passed. ATC will respond, “IFR cancelled at …. (time)”.

EET. The time put in field 16 of an IFR flight plan is the time from take off until over the initial
approach fix (IAF) for the instrument procedure at the destination aerodrome.

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position reports are to be made at intervals of 1 hour after an initial report has been made 30
minutes after leaving CAS or after commencing the controlled flight. Where a position report is
meaningless (prolonged controlled flight operations in a confined area) an ‘operations normal’ call
is to be made at hourly intervals to prevent unnecessary activation of the alerting service. An
example of an ‘operations normal’ call is:

“MUMBAI Control this is VT-AKG operations normal at 1020, 2000ft and below. Will call again at
1120

SVFR.

SVFR is defined by ICAO as a VFR flight cleared by ATC to operate within a CTR in meteorological
conditions below VMC. It is only applicable to flights into, out of, or within a CTR. ICAO requires
that the ground visibility within the CTR is not less than 1500m before a SVFR flight is permitted to
enter the CTR to land, take off and depart, cross or operate locally within the CTR.

SEMI CIRCULAR RULES –

IFR AND VFR

PYROTECHNICS –

SERIES OF RED FLARES

SERIES OF RED AND GREEN FLARES

RCF AND TYPES –

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MEL/MEA/MOCA

RNAV –

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PART 2 THINGS TO REVISE – (IMORTANT FOR PART 1 LAST QUESTION TOO)

TIME CHECK IS ALWAYS IN UTC

DAY ENDS AT 2400

0000 IS BEGINNING OF MID NIGHT

Explain – CAVOK

Important definitions –

Transition level -

Transition altitude -

Transition layer (THICKNESS)

Movement area

Maneuvering area

Aerodrome traffic circuit

Aerodrome traffic zone

Aerodrome control tower

Runway is selected on the basis of ____________,__________,________ and ______________

Runway naming –

The point at which the normal glide path intercepts the runway is called _______________

SAR – SARCC – MCC___________-LUT___________,_______-SUBCENTRE_____________

ELT BATTERY LASTS FOR ____HRS

AERODROME REFERENCE POINT

APRON

TAXIWAY MARKING--- COLOUR----LIGHTING – TCLL AND TEDL – COLOUR

FDR – DFDR

CVR –

EXPECTED APCH TIME

AIR TAXI

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DECISION HEIGHT/DECISION ALTITUDE

MDA/MDH

PADARA

EOBT

CONTROLLED AIRSPACE

CONTROLLED AERODROME

CONTROL ZONE

MISSED APPROACH

WHAT IS EMERGENCY - ___________________MORSE CODE FOR DISTRESS AND URGENCY

FREQ OF RADIO ALTIMETER AND WEATHER RADAR -

SEPERATIONS –

HORIZONTAL AND LATERAL

VOLMET -

LVP – atc will say “LVP IN FORCE”

IF RVR IS BELOW 800m or cloud ceiling is below 200’

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Airway – a control area or portion thereof established in the form of corridor equipped with radio
navigation aids.

TELL ME SOMETHING ABOUT ---------------ICAO

TELL ME SOMETHING ABOUT-------------- IATA

EXPLAIN SARPS –

WHAT ARE ---------------------PANS –

WHAT ARE----------------------- DOCS -------------------

DOC 7030 ????? WHAT DOES IT CONTAIN --------------------

DGCA WORKS –

ITU FUCTIONS - --------------------------------WARC – WORLD ADMINISTRATIVE RADIO CONFERENCE –

WPC WHAT ARE THE SECTIONS OF WPC –

L AND R – LICENSING AND REGULATIONS

NTG – NEW TECHNOLOGY GROUP
SACFA – STANDING ADVISORY COMMITTEE OF FREQUENCY ALLOCATION

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FUNCTIONS – WPC

AAI – AIRPORT AUTHORITY OF INDIA – HDQT – FUNCTIONS –AD-ATS/SAR/NAVAIDS/ROUTES ETC

MINICTRY OF CIVIL AVIATION – AAI DGCA AND BCAS

WHAT IS COMMUNICATION

TELE COMMUNICATION

TYPES OF TELE COMMUNICATIONS

A TO G

G-G

A-G

G TO A

AERONAUTICAL NAVIGATION SERVICES –

WHAT IF AFTN –

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USES – FLIGHT PROGRESS DATA /MET DATA /NOTAN DATA TRANSFER BETWEEN ATS UNITS
CONCERNED.

AERONAUTICAL MOBILE SERVICES – HF AND VHF

TERMINAL AREA COMMUNICATION AND ENROUTE COMMUNICATION (PAGE NO ________)

MWARA(31 NETWORKS) - AND RADARA (EAST WENS NORTH SOUTH NORTH EAST --------(HF)

WHAT IS AERADIO(AAI) – CNS AND OTHER DETAILS ABOUT ADS – MUMBAI DELHI CHENNAI KOL

WHAT IS CAR HOW MANY SECTIONS DOES IT HAVE – (11) - I KNOW 2 AND 8 SIR

WHAT INFORMATION DO YOU GET IN PRE FLIGHT BREIFING – (PIB/FREQ-P&S/MET/DEFENCE)

WHAT IS SELCSL EXPLAIN HOW IT WORKS – HOW WILL YOU CHECK SELCAL WORRKING PRE FLIGHT

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AIRCRAFTS WHICH BELONG TO SAR PERMANENTLY ARE CALLED - _______________

PHASES OF EMERGENCY - I—A---D

WHAT IS AFSRA – (22) – EXPLAIN LOCATION INDICATOR – (I J Q X)

FIRST LETTER –

SECOND LETTER –

3RD AND 4TH LETTER

MESSGAGE TYPE DESINATORS FOR

GROUND

TOWER

APPROCH

CONTROL

FIC

WHAT IS “ZZZZ”

DEFINITION OF ARP –

RUNWAY SURFACE CONDITIONS -

DAMP

WET

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WATER PATCHES

FLOODED -

WHERE ARE FLIGHT PLANS SUBMITTED AND PIBS OBTAINED –

ANSWER THE FOLLOWING –

MAX VFR FL

MAX SVFR FL

TRANSITION LEVEL

TRANSITION ALTITUDE

TRANSITION LAYER

RVSM

ABOVE RVSM FL DISTRIBUTION

FOR LONGITUDNAL SEPERATION - BASED ON TIME AND DISTANCE (DME)

FOR LATERAL SEPERATION –

VOR – 15*- 15 NM

NDB – 30* - 15 NM

DR DEAD RECKONING – 45* - 15 NM

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EXPLAIN ELT AND FREQ – WORKING

LIGHTINGS – AT AERODROME – (TWY/RWY/VASI/PAPI

DEFINTION OF THRESHOLD/TOUCHDOWN ZONE/ RUNWAI STRIP

THRESHOLD – AREA USABLE FOR LANDING

THE POINT AT WHICH NORMAL GLIDE SLOPE INTERCEPTS THE GLIDE PATH IS __________

RUNWAY STRIP IS DESIGNATED AREA INCLUDING _________AND ____________

AREA THAT CAN BE USED FOR REJECTED/ABANDONING TAKE OFF ________________

CLEARWAY - ________________________________________________________________

DIFFERENCE BETWEEN MOVEMENT AREA AND MANEUVERING AREA

SPECIFIED PATH TO BE FLOW BY AIRCRAFT WHEN IN THE VICINITY OF AERODROME IS CALLED

AERODROME______________________________

AERODROME TRAFFIC IS ALL AIRCRAFT IN ____________ AND ______________________________

AIRCRAFT IS SAID TO BE IN THE VICINITY OF AERODROME WHEN ITS _________ OR ____________

THE ____________________

SPECIFIED AREA DESIGNATED AROUND THE AERODROME FOR PROTECTION OF AERODROME

TRAFFIC IS CALLED _______________________

METAR (ATIS) INCLIDES - _____________ ,_____________ AND _____________

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SPECI MEANS - __________________________________________________________(IN CASE OF

CHANGE IN METAR

SIGMET/METAR/SPECI – ARE ISSUED BY _______________________________ (MET WACTH OFC)

VISIBILITY – THE ABILITY TO DETERMINE ATMOSPHERIC CONDITIONS EXPRESSED IN DISTANCE TO

SEE AND IDENTIFY A UNLIGHTED OBJECT BY DAY AND LIGHTED OBJECT BY NIGHT.

WHAT IS THE DIFFERENCE BETWEEN GROUND VISIBILITY AND FLIGHT VISIBILITY

DEW POINT – THE TEMP TO WHICH A AIR PARCEL SHOULD BE COOLED AT CONTACT PRESSURE TO
MAKE A WATER MOLECULE.

DEFINITION OF RVR – RANGE TO WHICH AN AIRCRAFT ON RUNWAY CENTRE LINE CAN SEE
RUNWAY MARKINGS AND SIGNS ANF LIGHTINGS DESIGNATING RUNWAY CENTRLINE.

TELL ME THE READABILITY SCALE ----PRIORITY OF MSGS

ATS – EXPLAIN – FIR YOU GET?- CONTROL ZONE U GET

WHAT IS THE SYLLABUS OF RT –

FIRST EXPLAIN WHAT IS ASKED IN PART 1 AND 2

AND WHATS NEEDED TO NE KNOWN –

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Syllabus of the RTR(Aero) Examination

Radio Telephone Operator’s Certificate (Restricted)

Aeronautical Mobile Service

PATTERN OF EXAMINATION:

The examination will consist of the following two parts:-

Part-I – Practical test in Regulations and Procedure – 100 Marks

A practical test will be conducted over a synthetic R/T circuit. Candidates will be
required to use phonetic alphabets and general procedure for radio telephone working.
Candidates will be required to carry out communications associated with mobile and/or base
stations. Typical examples of what the candidates are expected to carry out are: Preparation
of messages for transmission, exchange of traffic, use of priorities requesting D/F assistance,
obtaining meteorological information, position reports, distress urgency, safety and D/F
procedure.

Part-II – Oral examination in

(a) Regulations and Procedure }
} - 100 Marks
(b) Radio Principles and Practice }

SYLLABUS:

(A) Regulations and Procedure: Shall cover the following:

International Telecommunication Convention & Radio Regulations

 General and Aeronautical ‘Q’ Code Signals and other abbreviations as
contained in Annexure 10 (Vol.I & II) of International Civil Aviation
Organisation.
 General Radio telephone Communication procedures and radio telephone
communication procedure for distress urgency and direction finding.
 Procedures for distress communication in Maritime Mobile Service.
 Words and figures spelling used in radio telephone.
 Licensing requirements of installation and operation of radio apparatus used in
aircraft.
 Minimum requirement of radio equipment to be carried on aircraft as
prescribed in Annexure 6 of the International Civil Aviation Organisation and
Civil Aviation Authority in India.
 Flight Information Regions in India and main Radio Communication and
Navigation facilities available together with principal frequencies to be used
for communication and navigation within India.
 Meteorological codes, pre-flight briefing services and their usages.

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 Knowledge of notices to airmen issued by the Civil Aviation Authorities in

India as applicable to the Aeronautical mobile and Air traffic Control Services.

Radio Principles & Practice:-

Candidates will be required to have knowledge of Electrical Units such as Volt,

Ampere, Ohm and Watt; Wavelength, frequency and their relationship; Elementary
knowledge of radio frequency propagation, and night frequencies, skip distances, fading,
ground shadow and its effect on communication, choice of frequencies to attain maximum
efficiency in handling air ground HF Communications.

General knowledge of systems employed for air-ground communications including

SELCAL operation, inter-communication and announcing systems of aircraft; elementary
knowledge of Radio-navigation Aids, operation of microphones and headphones, Squelch,
AVC, Volume control, tuning of transmitter, simplex and duplex operation; advantages and
disadvantages of Radio telephone communication; limitations of range due to frequency
interference etc.

Note: ( i ) The maximum marks in each Part I and II is 100 and minimum pass is 50 in
individual parts. Candidates who do not qualify in Part I will be considered
failed in the R/T examination.

(ii ) Reference for study (limited to Aeromobile service requirements and allied
regulatory matters).

There are many books which cover various aspects of the syllabus; a brief selection which is
given below is for guidance:

(A) ITU Radio Regulations.

(B) ICAO Publications:-
a) Annexure - 10 Vol. I & II.

b) DOC 4444 – Procedure of Air Navigation Service (PANS) and Air Traffic
Management (ATM)

c) DOC 9432 - Manual of Radio Telephony.

d) DOC 8400 - Abbreviations and codes.

(C) AAI/DGCA Publications:-

a) Aeronautical Information Publication (AIP).

b) AERADIO.

Suitable book(s) for Radio Communication Principles. Many books are

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available on this subject. The amateur Radio Relay league handbook may be useful for basic
radio understanding.

Note:- (iii) It is recommended that the candidates in their own interest may study the
functioning of a typical modern R/T installation on board a civil passenger aircraft, as well as
at the ground station.

WHAT ARE THE COMMUNICATION PROCEDURES AND PRECAUTIONS – WHAT ARE THE
NAVIGATION EQUIPMENT

WHAT WILL YOU DO IF YOU ARE NOT RECEVING A SIGNAL FROM LINE OF LIGHT NAV OR COMM
AID….

EXPLAIN VMC AND IMC –

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WHY “RTR (A)” – EXPLAIN THE NAME – (WHAT ARE THE RESTRICTIONS)

MAKE A LIST OF TOPICS TO BE MUGGED UP -

INCERFA – ALERFA- DETRESFA

MODULATION AND TYPES – FM, AM, PULSE MOD
FREQ ,SIGNAL, AND TYPES OF MODULATIONS IN NAV AIDS AND VHF COMM
SUPERHETERODYNE RECEIVER –
WHAT IS BAND WIDTH
CAN NDB BE PAIRED WITH DME-----WHY – SIR I THINK THE BANDWIDH REQUIREMENT FOR UHF BAND WONT
BE FEASABLE WITH NDB WHICH IS WORKING ON UHF FREQ.
DON’T BE SMART – BE HONEST AND SAY WHAT YOU KNOW IF IT GOES ABOVE YOUR LIMIT SMILE AND TELL
HIM THE SAME – THEY CHECK YOUR CONFIDENCE BY ASKING CROSS QUESTIONS-----------------SO WHEN ASKED
GIVE THE MOST POSSIBLE GUESS FOR YOU ---THAT’S IT----DON’T JUST CREATE ANSWERS FOR QUESTION YOU
DO NOT KNOW…..
EXPLAIN RNAV – RNP –
AIP PARTS , NOTAMS (ALL DETAILS), AIRRAC, AERADIO
AMS – TMA CONMUNICATION AND ENR COMM , (RADARA-MWARA- WITH EXAMPLES OF FREQ)
REVISE THE C=f x h formula – (cm to m and mm to m conversions and finding there freq)
Nav aids on VHF , OPERATION OF RADIO ALTIMETER (PRIMARY RADAR)
DEFINITIONS AND EXPLANATION FOR TYPES OF PROPAGATION , SKIP DISTANCE, DEAD ZONE,SURFACE WAVE –
AND USE TERMINOLOGY LIKE INOSPHERIC ATTENUATION, SURFACE ATTENUATION, LOSS OF SIGNAL, STATIC
INTERFERENCE , MULTI PATH FADING, NIGHT EFFECT. ETC
ELT – INMCC-LUT-RCC FREQ OF EMERGENCY
WHAT IS EMERGENCY - DIFFERNECE BETWEEN DISTRESS AND URGENCY (EXPLAIN WITH DEFINITION AND
EXAMPLE)
TRACK COURSE AND HEADING DIFFERENCE , OHMS LAW, KIRCHOFFS LAW,NPN AND PNP DIAGRAM, ARO
(FLIGHT PLAN SUBMITTED AT????),ANNEXURES,SIMPLEX DUPLEX,HALF DUPLEX
SYLLABUS OF RT , COMM AND NAV AIDS REQUIREMENT ONBOARD
POO OF MICRWAVE LANDING SYSTEM , ADF,VOR,DME,ILS, DIFFENCES BTW HF AND VHF
FEATURES OF A RECEIVER – SELECTIVITY, SENSITIVITY, FIDILITY, SQUELCH, SCATTERING, SCALLOPING
AIP DEFINITION , VOLUMES OF RADIO REGULATION BY ITU –
DIGRAM OF RWY HLDG POINT, NO ENTRY , DESIGNATION SIGHT AND DIRECTION SIGN – (230)
FOR DEFINITIONS AND GENERAL EXPLANATIONS SEE AFTER PAGE NO – 236 AND THEN CHAPTER 5 IN THE END.

DO NOT HESITATE TO TELL WHAT YOU KNW AND THE THING YOU DON’T KNOW TELL THEM
CONFIDENTLY…..

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PART 2 IMPORTANT - (ANSWER MOST OF THESE IF ASKED) START WITH THE FIRST 5 SENTENCES

TELL ME SOMETHING ABOUT YOURSELF-

- HELLO SIR GOOD MORNING/GOOD AFTER NOON

- MY NAME IS ____________,
- I BELONG TO __________(UR CITY)
- IM DOIN CPL/AME
- THIS IS MY 3RD ATTEMPT SIR I CLEARED PART ONCE BEFORE IN
KOLKATA/DELHI/CHENNAI/MUMBAI ATTEMPT (REMEMBER THE SHORT DESCRIPTION OF
THE ADDRESS OF EXAM CENTRE)
- MY (UNCLE/DAD/DADS BEST FRIEND) IS A CPL AND HE SAID IF U CLEAR RT THEN ONLY U
CAN BE SURE THAT CPL IS POSSIBLE FOR YOU.
- I HAVE TAKEN ADMISSION IN ____________ FLYING CLUB AND MY FLYING IS GOIN TO
START WITHIN THIS MONTH I HOPE
- BUT DAD SAID CLEAR YOUR PAPERS FIRST OR I WILL NOT WASTE MY MONEY

IF YOUR ENGLISH IS NOT GOOD -

SIR EVERYONE SAID YOU CAN’T PASS CPL PAPERS AND SO IM TRYING FROM LAST 3 ATTEMPTS TO
CLEAR AND EVEN TAKING ENGLISH CLASSES FROM “BAFFLES”

ALWAYS SMILE AND ANSWER,

- I HAVE TRIED VERY HARD SIR…..I WANT TO PROVE MYSELF TO MY PARENTS AND FRIENDS.

WHENEVER A QUESTION IS ASKED TO YOU ABOUT PART 2 ANY NAVIGATION AID OR ANY
TOPIC….EXPLAIN WHY ITS NAMED SO - - LIKE ILS – INSTRUMENT LANDING SYSTEM

IT’S CALLED A SYSTEM SIR BECAUSE …………………………HELPS IN LANDING USING INSTRUMENTS.

IF YOU ARE A AME –

SIR I HAVE BEEN WORKING AS A ON JOB TRAINEE IN AIR INDIA MUMBAI AND UNABLE TO GET JOB
SIR I PASSED OUT FROM COLLEGE IN __________, AND STILL STRUGGLING IF I GET RT ILL BE
GETTING A JOB SIR I HOPE…..

REMEMBER THESE ARE JUST STARTING LINES SO THAT HE DOESN’T FAIL YOU WITHOUT ASKING
PROPER QUESTIONS…IF YOU DON’T PREPARE FOR PART 2 PROPERLY AS I TAUGHT YOU U WONT
PASS NO MATTER HOW MUCH YOU LIE OR TRY TO OBTAIN SYMPATHY………SO STUDY…

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VOR -117.5
-… -… -…

MUMBAI

BY AMOGH KRISHNA GANGRADE

CTC -9594608466