In broadcasting and radio communications, a call sign (also known as a call name or call letters, or abbreviated as a call) is a unique designation for a transmitting station. In some countries they are used as names for broadcasting stations, but in many other countries they are not

A call sign can be formally assigned by a government agency, informally adopted by individuals or organizations, or even cryptographically encoded to disguise a station's identity

The use of call signs as unique identifiers dates to the landline railroad telegraph system. Because there was only one telegraph line linking all railroad stations, there needed to be a way to address each one when sending a telegram. In order to save time, two letter identifiers were adopted for this purpose. This pattern continued in radiotelegraph operation; radio companies initially assigned two-letter identifiers to coastal stations and stations aboard ships at sea. These were not globally unique, so a one-letter company identifier (for instance, 'M' and two letters as a Marconi Station) was later added. By 1912, the need to quickly identify stations operated by multiple companies in multiple nations required an international standard; an ITU prefix would be used to identify a country, and the rest of the call sign an individual station in that country

AIRPORT CODE

The ICAO airport code or location indicator is a four-letter alphanumeric code designating each airport around the world

ICAO codes are also used to identify other locations such as weather stations, International Flight Service Stations or Area Control Centers whether or not they are located at airports ICAO codes have a regional structure (they are broken up by 'sections' of the world), are not duplicated, and are comprehensive. In general

the first letter is allocated by continent and represents a country or group of countries within that continent. The second letter generally

represents a country within that region, and the remaining two are used to identify each airport

AIRCRAFT CALL SIGN

Call signs in aviation are derived from several different policies, depending upon the type of flight operation and whether or not the caller is in an aircraft or at a ground facility. In most countries, unscheduled general aviation flights identify themselves using the call sign

corresponding to the aircraft's registration number (also called N-number in the U.S., or tail number). In this case, the call sign is spoken using the International Civil Aviation Organization (ICAO) phonetic alphabet. Aircraft registration numbers internationally follow the pattern of a country prefix, followed by a unique identifier made up of letters and numbers. For example, an aircraft registered as N9876Q conducting a general aviation flight would use the call sign November-niner-eight-seven-six-QuebecIn most countries, the aircraft call sign or "tail number" or registration marks are linked to the international radio call sign allocation table and follow a convention that aircraft radio stations (and, by extension, the aircraft itself) receive call signs consisting of five lettersMost airlines employ a call sign that is normally spoken during air band radio transmissions. As by ICAO Annex 10 chapter 5.2.1.7.2.1 a call sign shall be one of the following types

Type A – The five-character call sign corresponding to the registration marking of the aircraft

Or the five-character call sign referred above, preceded by the radiotelephony designator of the aircraft operating agency; omni 4X-HTZ Or the five-character call sign, preceded by the type of the aircraft; "sierra 4X-HTZ"

Type B – the telephony designator of the aircraft operating agency, followed by the last four characters of the registration marking of the aircraft: "arkia XTCZ"

Type C – the telephony designator of the aircraft operating agency, followed by the flight identification. No abbreviation

בשימוש טיסות בינ"ל כגון EL-AL 007 , כאשר המספר מציין את הטיסה הקבועה של אל-על לניו יורק

When satisfactory communication has been established, and provided that it will not be confusing, the name of the location or the call sign suffix may be omitted

An aircraft shall use its abbreviated call sign only after it has been addressed in this manner by the aeronautical station

The one most widely used within commercial aviation is type C. The flight identification is very often the same as the flight number, though this

is not always the case. In case of call sign confusion a different flight identification can be chosen, the flight number will remain the same

Call sign confusion happens when two or more flights with similar flight numbers fly close to each other, e.g., KL645 and KL649 or BA466 an BA646.

The flight number that is published in an airlines public timetable and appears on the arrivals and departure screens in the airport terminals is the name of airline issued by IATA and the flight number, rather than the call sign. For example LY 007

Some call signs are less obviously associated with a particular airline than others. This might be for historic reasons, or possibly to avoid confusion with a call sign used by an established airline

IATA airline designators, sometimes called IATA reservation codes, are two-character codes assigned by the International Air Transport

Association (IATA) to the world's airlines. Airline designator codes are of the format "xx(a)", i.e. two alpha-numeric characters followed by an optional alpha character

A flight designator comprises the airline designator, "xx(a)", plus the numeric flight number, "n(n)(n)(n)", plus an optional, so-called, "operational suffix" being one alpha character, "(a)". The full format of a flight designator is thus: "xx(a)n(n)(n)(n)(a)" CI

COUTRY CODE

:דוגמאות בלבד של קידומת מספרי מטוסים על פי מדינה

Call signs for aeronautical stations

Aeronautical stations are identified by the name of the location followed by a suffix. The suffix indicates the type of unit or service provided.

Unit or service Call sign suffix

Area control center Control - מרכז בקרה אזורית

An Area Control Center (ACC), also known as a Control, is a facility responsible for controlling "instrument flight rules" aircraft en route in a particular volume of airspace, at high altitudes between airport "approaches" and "departures"

A Center typically accepts traffic from, and ultimately passes traffic to, the control of a Terminal Control Center or of another Center. Most Centers are operated by the national governments of the countries in which they are located. The general operations of Centers worldwide, and the boundaries of the airspace each Center controls, are governed by the ICAO

TERMINAL AREA CONTROL TMA

A Terminal area Control (TMA) is an aviation term to describe a volume of controlled airspace set up at the confluence of airways in the vicinity of one or more major airports to protect traffic climbing out from and descending into the airports

Radar (in general) Radar - בקרה מקומית

Approach control Approach - בקרת גישה. לפני קשר עם המגדל

Many airports have a radar control facility that is associated with the airport. In most countries, this is referred to as "Approach" or Terminal Control. While every airport varies, terminal controllers usually handle traffic in a 30 to 50 nautical mile (56 to 93 km) radius from the airport. Where there are many busy airports in close proximity, one single terminal control may service all the airports. The actual airspace boundaries and altitudes assigned to a terminal control are based on factors such as traffic flows, neighboring airports and terrain, and vary widely from airport to airport.

Approach control radar arrival Arrival - בקרת כניסה/הצטרפות לשדה

Approach control radar departures Departure - בקרת עזיבה/יציאה

A Terminal Radar Approach Control (or TRACON) is an Air Traffic Control facility usually located within the vicinity of a large airport. Typically, the TRACON controls aircraft within a 30-50 nautical mile (56 to 93 km) radius of the airport between the surface and 10,000 to 15,000 feet (4,600 m). A TRACON is sometimes called Approach Control or Departure Control in radio transmissions.

Aerodrome control-airport control Tower - מגדל הפיקוח

Local Control (known to pilots as "Tower" or "Tower Control") is responsible for the active runway surfaces. Local Control clears aircraft for takeoff or landing, ensuring that prescribed runway separation will exist at all times. If Local Control detects any unsafe condition, a landing aircraft may be told to "go-around" and be re-sequenced into the landing pattern by the approach or terminal area controller

Surface movement control Ground – בקרת תנועה קרקעית

Ground Control (sometimes known as Ground Movement Control abbreviated to GMC or Surface Movement Control abbreviated to SMC) is responsible for the airport "movement" areas, as well as areas not released to the airlines or other users. This generally includes all taxiways, inactive runways, holding areas, and some transitional aprons or intersections where aircraft arrive, having vacated the runway or departure gate. Exact areas and control responsibilities are clearly defined in local documents and agreements at each airport. Any aircraft, vehicle, or person walking or working in these areas is required to have clearance from Ground Control.

Clearance delivery Delivery - בקר הנותן מרשה

Clearance Delivery is the position that issues route clearances to aircraft, typically before they commence taxiing. These contain details of the route that the aircraft is expected to fly after departure. Clearance Delivery or, at busy airports, the Traffic Management Coordinator (TMC) will, if necessary, coordinate with the en route center and national command center or flow control to obtain releases for aircraft. Often, however, such releases are given automatically or are controlled by local agreements allowing "free-flow" departures. When weather or extremely high demand for a certain airport or airspace becomes a factor, there may be ground "stops" (or "slot delays") or re-routes may be necessary to ensure the system does not get overloaded. The primary responsibility of Clearance Delivery is to ensure that the aircraft have the proper route and slot time. This information is also coordinated with the en route center and Ground Control in order to ensure that the aircraft reaches the runway in time to meet the slot time provided by the command center. At some airports, Clearance Delivery also plans aircraft push-backs and engine starts, in which case it is known as the Ground Movement Planner (GMP): this position is particularly important at heavily congested airports to prevent taxiway and apron gridlock

Precision approach radar Precision - בקרת נחיתה אוטומטית

Precision approach radar (PAR) is a type of radar guidance system designed to provide lateral and vertical guidance to an aircraft pilot for landing until the landing threshold is reached. After the aircraft reaches the decision height (DH) or decision altitude (DA), guidance is advisory only Controllers monitoring the PAR displays observe each aircraft's position and issue instructions to the pilot that keep the aircraft on course and glide path during final approach. It is similar to an instrument landing system (ILS) but requires control instructions. One type of instrument approach that can make use of PAR is the ground-controlled approach - GCA

Apron control management service Apron - בקרת רחבת/אזור החנייה

The airport ramp or apron is part of an airport. It is usually the area where aircraft are parked, unloaded or loaded, refueled or boarded

Although the use of the apron is covered by regulations, such as lighting on vehicles, it is typically more accessible to users than the runway or taxiway. However, the apron is not usually open to the general public and a license may be required to gain access

The use of the apron may be controlled by the apron management service (apron control or apron advisory). This would typically provide ש coordination service between the users.

The words "apron" and "ramp" are used interchangeably in most circumstances. Generally, the pre-flight activities are done in ramps; and areas for parking & maintenance are called aprons. Passenger gates are the main feature of a terminal ramp

Company dispatch Dispatch - מבצעים חברה

Dispatch- שיגור

Aeronautical station Radio - תחנה תעופתית קרקעית

A land station in the aeronautical mobile service. In certain instances, an aeronautical station may be located, for example, on board ship or on a platform at sea.

aeronautical mobile service: An aeronautical mobile service intended for communications, including those relating to flight coordination, primarily outside national or international civil air routes.

Direction-finding station Homer - בקרה המכוונת המטוס אל נמל היעד/נחיתה

radio direction finding station equipped to provide a mobile stations with heading to steer (with no wind) to reach the station using radio transmission from the mobile station.

Flight information service Information - תחנה המספקת מידע תעופתי

A Flight Information Service (FIS) is a form of Air Traffic Service which is available to any aircraft within a Flight Information Region (FIR), as agreed internationally by ICAO. It is defined as information pertinent to the safe and efficient conduct of flight, and includes information on other potentially conflicting traffic, possibly

derived from radar, but stopping short of providing positive separation from that traffic

Flight Information also includes: Information on aerodromes

Information on aerodromes

Meteorological information