Ground control – control the start-up and flow of aircraft taxiing. On your call-up, identify your aircraft type and number, your location on the airport with request to start-up and later for taxi. During your taxi and run-up you are under the supervision of the Ground-Control. When you are ready to depart' you switch to the Tower frequency.

Tower – control the take-off and landing. The Tower controls the operation on the run-way and the airspace around the airport. After you have completed all pre-flight actions, call the Tower on their frequency. You should monitor the Tower frequency until told by the Tower to contact Departure Control.

Radar – control the departure and approach. Departure Control is a Radar Service. To operate in this environment, you must be equipped with Mode –C Transponder. At the initial contact, the pilot should call altitude passing, altitude climbing/descending and heading or routing. (SID)

The Departure Control will assign altitude and heading as required to provide traffic separation. If your flight is VFR and the controller's instructions place in position to violate VFR rules, you should inform the controller to get amended clearance. You should monitor the Departure Control frequency until told by the D.C. to contact ATC.

Approach Control is a Radar Service similar to Departure Control. At initial contact, the Approach Control will give the pilot radar vectors, runway in use and the active ATIS information. You should monitor the Approach Control frequency until told by the A.C. to contact Tower.

ATC – control the clearance, radar surveillance and traffic.

General rules – icao annex 10

Chapter 5

5.2.1.1.1 In general, the air-ground radiotelephony communications should be conducted in the language normally used by the station on the ground. (this may not necessarily be the language of the state in which the station is located).

5.2.1.1.2 The English language shall be used as the universal language for aeronautical radiotelephony communications between flight crew members on

international air services and all stations on the ground serving designated international airports and routes. The English language shall be available upon request

from any aircraft station unable to comply with

The International Civil Aviation Organisation has decreed that from 1 January 2008 all Air Traffic Controllers and Flight Crew Members engaged in or in contact

with international flights must be proficient in the English language as a general spoken medium and not simply have a proficiency in standard ICAO Radio Telephony Phraseology.

5.2.1.1.1When the aircraft station and the station on the ground cannot use a common Language, a arrangements should be made between he Competent A authority and the aircraft-operating agency or the provision of an interpreter by the latter.

Aircraft in the heavy wake turbulence category shall include the word “HEAVY” immediately after the aircraft call sign in the initial call to the aerodrome control

tower and the approach control unit.בכדי לאפשר הפרדת מרחק בינו לבין מטוסים אחרים, אותם עלול לסכן

When establishing communications, an aircraft should use the full call sign of both the aircraft and the aeronautical station

When the aeronautical station or the aircraft wish to broadcast information to all the aircraft in the vicinity. The message should be prefaced by the

call All stations

When an aeronautical station is called simultaneously by several aircraft stations, the aeronautical station shall decide the order in which aircraft shall Communicate In communication between aircraft stations, the duration of communication shall be controlled by the aircraft which is receiving, subject to intervention of an aeronautical station If such communication take place on an ATS frequency, prior permission of the aeronautical station shall be obtained. Such request for permission is not required for brief exchanges

After a call has been made tothe aeronautical station, a period of at least 10 seconds should elapse before a second call is made. This should eliminate unnecessary transmissions while the aeronautical station is getting ready to reply to the initial call.

Except for reasons of safety, no transmission shall be directed to an aircraft during take-off, during the last part of the final approach or during the landing roll.

End of conversation – A radiotelephony conversation shall be terminated by the receiving station using its own call sign.

Read Back - ניתן לסיים שיחה ע"י אות הקריאה בלבד, למעט אם חייב ב

An aircraft station hearing a call without being sure it is station being called should wait for the controller to call again

אם אינך בטוח שקראו לך, המתן לקריאה חוזרת

When a station is called but is uncertain of the identification of the calling station, the calling stations should be requested to repeat its call sign, using a phrase such as: station calling 4X-CSJ say again your call sign

When an aircraft station fails to establish contact with the aeronautical station he should wait ten seconds before calling again.

When an aircraft station fails to establish contact with the aeronautical station on the designated frequency, it shall attempt to establish contact on another frequency appropriate to the route.

Before transmitting, every station shall listen for a period long enough to satisfy itself that it will not cause harmful interference. If such interference is likely, the station shall await the first break in the transmission with which it might interfere, except that a station having a distress or urgency communication to transmit shall be entitled to interrupt any transmission of lower priority

Read-back requirement have been introduced in the interests of flight safety. The stringency of the read-back requirement is directly related to the possible seriousness of misunderstanding in the transmission and receipt of ATC clearance and instructions. Strict adherence to read-back procedures ensures not only that the clearance has been received correctly but also that the right aircraft, and only that aircraft, will take action on the clearance.

Read back shall always include the aircraft call-sign.

The messages listed below are to be read in fill by the pilot.

Altitude/flight level. Heading. Speed. Airways or routs. Runway in use. Clearance to take-off, land and enter instructions. Altimeter setting. Frequency change.

DF information

If an aircraft read back of clearance or instruction is incorrect, the controller shall transmit the word "NAGATIVE" followed by the correct version

An aircraft should be advised by the appropriate aeronautical station to change from radiofrequency to another in accordance with agreed procedure. In the absence of such advice, the aircraft shall notify the aeronautical station before such a change takes place.

The precise phraseology used in the transmission and acknowledgment of climb and descent clearance will vary, depending upon the circumstances, traffic density and nature of the flight operations. However, care must be taken to ensure that misunderstanding are not generated as a consequence of the phraseology employed during these phases of flight. For example, levels may be reported as altitude, height or flight levels according to the phase of the flight and the altimeter setting.

The full call sign must be used when establishing communications.

After satisfactory communication has been established, abbreviated call signs may be used provided that no confusion is likely to arise; however, an aircraft must use its full call sign until the abbreviated call sign has been used by the ground station.

Incomplete transmission – If a message has not been completely transmitted when instructions to cancel are received, the station transmitting the message shall instruct the receiving to disregard the incomplete transmission.

Complete transmission – When a completed message is being held pending correction and the receiving station is to be informed to take no forwarding action, or when delivery or onward relay cannot be accomplished, transmission should be cancelled.

The station canceling a transmission shall be responsible for any further action required.

Start engines, taxi and take-off

Request to start engines are normally made to facilitate ATC planning and to avoid excessive fuel wastage by aircraft delayed on the ground. At certain aerodromes

the pilot will state, along with the request, the location of the aircraft and acknowledge receipt of ATS broadcast. When there will be a delay to the departure of the

aircraft the controller will normally indicate a time to start-up or expect to start-up

Taxi instructions issued by the controller will always contain a clearance limit, which is the point at which the aircraft must stop until further permission to proceed is giving.

For departing aircraft the clearance limit will normally be holding point of the runway in use, but it may be other position on the aerodrome depending on the prevailing traffic circumstances.

Since misunderstanding in the granting and acknowledgment of take-off clearance can result in serious consequences, care should be taken to ensure that the phraseology employed during the taxi maneuvers couldn't be interpreted as a take-off clearance.

Except for reasons of safety, no transmission shall be directed to an aircraft.

During take-off, during the last part of the final approach or during the Landing roll.

Joining circuit

Aircraft requiring to join an airway should make their request to the appropriate ATS unit. Where no flight plan has been filed, the request to should include the filing of an airborne flight plan. Where a flight plan has already been filed an abbreviated call may be made.

Request for circuit-joining instructions should be made in sufficient time to allow for a planned entry into circuit taking other traffic into account. When the traffic circuit is a right-hand pattern it should be specified. A left hand pattern need not be specified although it may be advisable to do so if there has been a recent change where the circuit direction is variable.

An alternative aerodrome is the aerodrome to which an aircraft may proceed when it becomes either impossible or inadvisable to proceed to or to land at the aerodrome of intended landed.

distress

Distress traffic has absolute priority over other transmission. All stations that hear it must immediately cease any transmission liable to interfere with the distress traffic and listen on the frequency used for the distress traffic.

Any aircraft or aeronautical station which has knowledge of distress traffic and which cannot itself assist the station in distress should nevertheless monitor such traffic until it is evident that assistance is being provided.

Distress – the procedure described should be followed if time and circumstances permit. However, under conditions that do not allow the procedure to be followed in full an aircraft may use any means at its disposal to attention and make known its condition, including the activation of appropriate SSR mode and code in those areas in which SSR service is available.

When a distress message has been intercepted which apparently receives no acknowledgment, aircraft intercepting the distress message should, if time and circumstance seem appropriate, acknowledge the massage and then broadcast it.

When the ground station controlling the distress traffic is aware that the aircraft is no longer in distress, it shall terminate the distress communication and silence condition

גבהים בתעופה

1) גובה מוחלט – מרחק אנכי מוחלט מפני הקרקע (אשר מעליה מצוי המטוס)..

2) גובה אמיתי – גובה מעל פני הים.

3) גובה מכשירי – גובה על מד הגובה המכויל ללחץ QNH

4) גובה לחץ - גובה יחסית למישור לחץ ברומטרי סטנדרטי של 29.92 אינץ' או 1013.25 מ"ב.

5) גובה צפיפות – גובה לחץ מתוקן לטמפ' לא סטנדרטית (זו הקיימת בסביבת המטוס בעת טיסתו).

Flight Level. Flight Altitude. Transition Level. Transition Altitude. Transition layer

A Flight Level (FL) is a standard nominal altitude of an aircraft, in hundreds of feet. This altitude is calculated from the International standard pressure datum of 1013.25 hPa (29.92 inHg), the average sea-level pressure, and therefore is not necessarily the same as the aircraft's true altitude either above mean sea level or above ground level.

Flight levels are described by a number, which is this nominal altitude ("pressure altitude") in feet, divided by 100. Therefore an apparent altitude of, for example, 32,000 feet is referred to as "flight level 320". To avoid collisions between two aircraft due to their being at the same altitude, their 'real' altitudes (compared to ground level, for example) are not important; it is the difference in altitudes that determines whether they might collide. This difference can be determined from the air pressure at each craft, and does not require knowledge of the local air pressure on the ground.

Flight levels are usually designated in writing as FLxxx, where xxx is a one- to three-digit number indicating the pressure altitude in units of 100 feet. In radio communications FL290 would be pronounced as "flight level two niner zero", in most jurisdictions. The phrase "flight level" makes it clear that this refers to the standardized pressure altitude.

Transition altitude

While use of a standardised pressure setting facilitates separation of aircraft from each other, it does not provide the aircraft's actual height above ground. At low altitudes the true height of an aircraft relative to an object on the ground needs to be known. The pressure setting to achieve this is called QNH or "altimeter setting" and is available from various sources, including air traffic control and the local METAR-issuing station.

The transition altitude (TA) is the altitude above sea level at which aircraft change from the use of altitude to the use of flight levels. When operating at or below the TA aircraft altimeters are usually set to show the altitude above sea level. Above the TA, the aircraft altimeter pressure setting is normally adjusted to the standard pressure setting of 1013 hectopascals (millibars) or 29.92 inches of mercury and aircraft altitude will be expressed as a flight level In the United States and Canada, the transition altitude is 18,000 ft. In Europe, the transition altitude varies and can be as low as 3,000 ft. There are discussions to standardise the transition altitude within the Eurocontrol area.

The transition level is the lowest flight level above the transition altitude. The table on the right shows the transition level according to transition altitude and QNH. When descending below the transition level, the pilot starts to refer to altitude of the aircraft by setting the altimeter to the QNH for the region or airfield. Note that the transition level is, by definition, less than 500 ft above the transition altitude. Aircraft are not normally assigned to fly at the transition level as this does not guarantee separation from other traffic flying (on QNH) at the transition altitude; the lowest usable flight level is the transition level plus 500 ft

The transition layer is the airspace between the transition altitude and the transition levelQuadrantal rule

Semicircular/Hemispheric rule:

The semicircular rule (also known as the hemispheric rule) applies, in slightly different version, in all of the world.

The standard rule defines an East/West track split.

Eastbound - Magnetic Track 000 to 179° - odd thousands - FL 250, 270, etc

• Westbound - Magnetic Track 180 to 359° - even thousands - FL 260, 280, etc
• At FL 290 and above, if Reduced Vertical Separation Minima are not in use, 4,000 ft intervals are used to separate same-direction aircraft (instead of 2,000 ft intervals
• below FL 290), and only odd flight levels are assigned, depending on the direction of flight
• Eastbound - Magnetic Track 000 to 179° - odd flight levels (FL 290, 330, 370, etc
• Westbound - Magnetic Track 180 to 359° - odd flight levels (FL 310, 350, 390, etc.)

מפת נתיבי יציאה וכניסה לישראל