Aviation Communication Theories and Practices (SPCOMM 2102) Modules Midterms PDF

Republic of the Philippines PHILIPPINE STATE COLLEGE OF AERONAUTICS INSTITUTE OF LIBERAL ARTS AND SCIENCES Piccio Garden, Villamor, Pasay city AVIATION COMMUNICATION DEPRATMENT SPCOMM 2102 AVIATION COMMUNICATION THEORIES AND PRACTICES...

Republic of the Philippines PHILIPPINE STATE COLLEGE OF AERONAUTICS INSTITUTE OF LIBERAL ARTS AND SCIENCES Piccio Garden, Villamor, Pasay city AVIATION COMMUNICATION DEPRATMENT SPCOMM 2102 AVIATION COMMUNICATION THEORIES AND PRACTICES P R E P A R E D B Y: M A N U E L S. L I M B O , M P A ICAO Phonetic Alphabet and Numbers Learning Module 2.1 Communication Procedures and Practice, Aircraft Emergency and Loss Learning Module 2.2 Communication Procedures during Decompression and other Emergency Learning Module 2.3  MODULE LEARNING OUTCOMES ✓Familiarize the ICAO phonetic alphabet and numbers. ✓Practice reading and pronunciation of ICAO phonetic alphabet and numbers. ✓Identify the different types of emergency in aircraft operation. ✓Examine the immediate responses during emergency. ✓Familiarize the time in the declaration of emergency. ✓Introduction on the ideas and concept on the meaning of decompression. ✓Enumerate the different types of decompression.  TOPIC LEARNING OUTCOMES ✓Identification of the phonetic alphabet and familiarization and application of vocabularies, phrases and terminologies used for ground propagation. ✓Grasp the theoretical and everyday implications of emerging technologies, globalization, and diversity for contemporary organizations. ✓Explain the effects of and coping strategies for communication theories and practice during emergency. ✓Identify the ways in managing communication process inside an organization.  TABLE OF CONTENTS PAGE TIME ALLOTMENT ICAO PHONETIC ALPHABET 6 - 13 3.93 hrs. COMMMUNICATION DURING DECOMPRESSION, FLIGHT EMERGENCY 14 - 62 3.93 hrs. AND AIRCRAFT LANDING PILOT AND CONRTOLLERS 63 - 74 3.93 hrs. COMMUNICATION REFERENCE 75  ICAO PHONETIC ALPHABET  ICAO PHONETIC ALPHABETS AND NUMBERS A ALPHA (AL FAH) N NOVEMBER (NO VEM BER) 0 ZERO B BRAVO (BRAH VO) O OSCAR (OSS CAH) 1 WUN C CHARLIE (CHAR LEE) P PAPA (PAH PAH) D DELTA (DELL TAH) Q QUEBEC (KEH BECK) 2 TOO E ECHO (ECK OH) R ROMEO (ROW ME OH) 3 TREE F FOXTROT (FOKS TROT) S SIERRA (SEE AIR AH) 4 FOW - ER G GOLF (GOLF) T TANGO (TANG GO) 5 FIFE H HOTEL (HOH TEL) U UNIFORM (YOU NEE FORM) I INDIA (IN DEE AH) V VICTOR (VIK TAH) 6 SIX J JULIETT (JEW LEE ETT) W WHISKEY (WISS KEY) 7 SEV – EN K KILO (KEY LOH) X X – RAY (ECKS RAY) 8 AIT L LIMA (LEE MAH) Y YANKEE (YANG KEY) M MIKE (MIKE) Z ZULU (ZOO LOO) 9 NIN – ER  RADIO COMMUNICATIONS ❑ ACKNOWLEDGE - “let me know that you have received and understood this message”. ❑ AFFIRM - “YES” ❑ APPROVED - ”permission for proposed action granted. ❑ BREAK - “I hereby indicate the separation between portions of the message”. ❑ BREAK BREAK - “I hereby indicate the separation between messages transmitted to different aircraf t in a very busy environment”. ❑ CANCEL - “annul the transmitted clearance”. ❑ CLEARED - ”authorized to proceed under the conditions specified”. RADIO COMMUNICATIONS ❑ CONFIRM - “I request verification of: (clearance, instruction, action, information) ❑ CONTACT-” establish communication with” ❑ CORRECTION - “an error has been made in this transmission “, the correct version is... ❑ DISREGARD - “ignore” ❑ GO AHEAD -”Proceed with your message”. ❑ HOW DO YOU READ - “what is the readability of my transmission”. ❑ I SAY AGAIN - “I repeat for clarity or emphasis”.  RADIO COMMUNICATIONS ❑ MAINTAIN - “continue in accordance with the condition specified or in its literal sense”. ❑ MONITOR - “listen out on (frequency)”. ❑ NEGATIVE - “NO” or “permission not granted” or “that is not correct” or “not capable”. ❑ OVER - “my transmission is ended and I expect a response from you”. ❑ OUT - “this exchange of transmission is ended and no response is expected”. ❑ READ BACK - “repeat all, or the specified part of this message back to me exactly as received”. RADIO COMMUNICATIONS ❑ RECLEARED - “a change has been made to your last clearance and this new clearance super sides your previous clearance or part thereof ”. ❑ REPORT - “pass me the following information”. ❑ REQUEST - “I should like to know..” or “I wish to obtain”. ❑ ROGER - “I have received all of your last transmission”. ❑ SAY AGAIN - “repeat all, or the following part of your last transmission”.  RADIO COMMUNICATIONS ❑ SPEAK SLOWER - “reduce your rate of speech”. ❑ STANDBY - “wait and I will call you”. ❑ UNABLE - “I cannot comply with your request, instruction or clearance”. It is normally followed y a reason. ❑ WILCO - “abbreviation for WILL COMPLY” - “I understand your message and I will comply with it”. READABILITY SKILLS ❑ 5 PERFECTLY READABLE ❑ 4 READABLE ❑ 3 READABLE BUT WITH DIFFICULTY ❑ 2 READABLE NOW AND THEN ❑ 1 UNREADABLE COMMMUNICATION DURING DECOMPRESSION, FLIGHT EMERGENCY AND AIRCRAFT LANDING  DECOMPRESSION ✓Defined as the inability of the aircraft’s pressurization system to maintain its designed pressure schedule. Decompression can be caused by a malfunction of the system itself or by structural damage to the aircraft.  EXPLOSIVE DECOMPRESSION ✓ Is a change in cabin pressure faster than the lungs can decompress. Most authorities consider any decompression which occurs in less than 0.5 seconds as explosive and potentially dangerous. Explosive Depressurization/Decompression is more likely to occur in small volume pressurized aircraft, such as military jets than it is in large pressurized aircraft and can result in lung damage to the aircraft occupants. RAPID DECOMPRESSION ✓Is a change in cabin pressure where the lungs can decompress faster than the cabin. The risk of lung damage is significantly reduced in this decompression as compared with an explosive decompression.  GRADUAL OR SLOW DECOMPRESSION ✓Is usually dangerous only when it has not been detected at an early stage. Automatic visual and aural warning systems do not always provide an indication of a slow decompression until its effects have become significant.  IMPACT ON CREW ✓Mask/headset donning & retention - The time of useful consciousness rapidly decreases as altitude increases. The pilots have relatively small amount of time to remove their headset and put on their oxygen masks. Often the surprise introduces a delay in response. IMPACT ON CREW ✓Communications - Regardless of the mask model, a significant feature of the design is that it fits quite tightly on the face as to prevent oxygen leaks. Despite built in microphones which attempt to compensate for this, it may lead to changes in the sound of speech including a distorted sound spectrum.  IMPACT ON CREW ✓Sick/invalid passengers - The shock and surprise during decompression together with the accompanying formation of mist in the cabin could be quite overwhelming for some passengers. Possible outcomes are cardiac arrest, lost consciousness from improper handling with masks, and injuries from flying debris.  IMPACT ON CREW ✓Noise - Though rare, damage to the aircraft skin can drastically increase noise in the cabin. ✓Not declaring an emergency - Pilots are trained to call ATC as soon as practicable and advise of their intentions. However, during the initiation of an emergency descent, the workload becomes briefly intense and ATCOs should not expect immediate information about the situation. The crew may begin the descent without requesting clearance or warning ATC. IMPACT ON CREW ✓Heat from oxygen generators - As the chemical reaction in PSU oxygen generators produces their 15-20 min supply, their containers can reach a temperature of up to 260 degrees Celsius. The heat and probably the fumes associated with this action can be expected to cause a degree of anxiety and perhaps panic in the passenger cabin.  IMPACT ON CREW ✓Issues with the control of the aircraft – During decompression the aircraft could suffer damage to aircraft systems, for example the hydraulic system, or structural damage affecting the aerodynamic characteristics of the aircraft. IMPACT ON CREW ✓Emergency Descent procedure - Descent procedure should be executed in accordance with the company emergency procedures and associated training. Descent will be rapid unless the crew suspect structural integrity, in which event a much less aggressive response can be expected with less airspeed and the avoidance of high maneuvering loads.  DECOMPRESSION INJURIES ✓HYPOXIA - Is a condition in which the body or a region of the body is deprived of adequate oxygen supply. DECOMPRESSION INJURIES ✓BAROTRAUMA - Is physical damage to body tissues caused by a difference in pressure between a gas space inside, or in contact with the body, and the surrounding fluid.  DECOMPRESSION INJURIES ✓DECOMPRESSION SICKNESS - Describes a condition arising from dissolved gases coming out of solution into bubbles inside the body on depressurization. DECOMPRESSION INJURIES ✓ALTITUDE SICKNESS - Is a pathological effect of high altitude on humans, caused by acute exposure to low partial pressure of oxygen at high altitude.  DECOMPRESSION INJURIES ✓FROSTBITE - Is the medical condition in which localized damage is caused to skin and other tissues due to freezing. Frostbite is most likely to happen in body parts farthest from the heart and those with large exposed areas.  COMMMUNICATION PROCEDURES WHEN SOMEONE IS HAVING MEDICAL EMERGENCY ON BOARD In-flight medical emergencies can be broadly divided into two categories: 1. Injury Related - Can occur as a result of a turbulence encounter, luggage falling from an overhead bin, an onboard altercation or due to burns or scalds resulting from contact with hot liquids or galley ovens.  In-flight medical emergencies can be broadly divided into two categories: 2. Health Related - Issues for a single passenger can range from fainting or shortness of breath to allergic reaction to missed medication to gastro intestinal issues to stroke, heart attack or even death. ✓ When an in-flight medical emergency occurs, immediate access to care is limited. Cabin crew are trained to provide first aid and limited medical assistance but are not qualified to deal with all potential situations. It is, therefore, critical that airlines have protocols in place for actions to be taken in the event of an on-board medical emergency. Adherence to these protocols will help to ensure the best possible outcome for the situation at hand. FLIGHT CREW RESPONSE ✓ Response to an on board medical emergency will depend on the nature of the problem, the degree of urgency for medical intervention and the location and phase of flight in which the situation occurs. Unless the situation is considered immediately life threatening, it is normal that no decisions will be taken until more information is available through an assessment and diagnosis process. However, the flight crew should use the time between first notification and the end of the assessment/diagnosis process to consider their diversion options and the implications of any diversion decision. Consultation with Company operations may be prudent at this stage.  ASSESSMENT o The attending flight attendant will immediately do a preliminary assessment of the patient. If the patient is conscious, the flight attendant will use a question and answer protocol (with the help of an interpreter if required) to determine why the patient is in distress. If the patient is not conscious, the preliminary assessment will include the A,B,C's of first aid: ✓ Airway (does the patient have an open airway?) ✓ Breathing (is the patient breathing?) ✓ Circulation (is there a detectable heartbeat?)  DIAGNOSIS 1. For anything other than a very minor medical complaint, the Purser or In-Charge Flight Attendant will normally make a PA announcement asking if there is a doctor or other qualified medical professional (nurse, paramedic etc.) on board. If there is a positive response, the medical professional will be asked to assess the patient and to advise the crew of the best course of action.  DIAGNOSIS 2. In the absence of a medical professional (or as a concurrent protocol), many air carriers have a standing arrangement with emergency medical service providers such as Med Link, Stat MD or Med Air. These service providers can be used both pre- flight and in-flight and can be contacted via satellite phone, high frequency (HF) or very high frequency (VHR) radio phone patch through an ARINC station or by means of Aircraft Communications, Addressing and Reporting System (ACARS) equipment. By one of these methods, direct communication with an emergency room/trauma center physician is possible.  DIAGNOSIS 3. Utilizing checklists and forms supplied by the medical service provider, the flight attendants can establish and record the patient's personal history (sex, age, height and weight etc.), their medical history (inclusive of pre-existing health issues, medication, previous illnesses or surgeries), their current vital signs (pulse rate, blood pressure etc.) and the symptoms that they are manifesting.  DIVERSION ❑ When choosing a diversion airfield, considerations can be listed under three primary categories: ✓ MEDICAL ✓ OPERATIONAL ✓ COMMERCIAL  MEDICAL ❑ How urgent is the situation? Is an immediate landing required or could a more suitable but further diversion be considered. ❑ What services will be required? Medical staff at airport, ambulance, hospital, specialist facilities – are they available at or close to the contemplated diversion?  OPERATIONAL ❑ Aircraft weight - is the aircraft below maximum landing weight? Will fuel dumping or an overweight landing be required? ❑ Aerodrome facilities - is the planned diversion suitable in terms of runway length (for both landing and the subsequent departure), approach capability and parking? ❑ Weather - is the weather at the diversion aerodrome suitable? ❑ Ground support - does the diversion airfield have the required ground support equipment (GSE) inclusive of steps, baggage handling capability, towing capability etc., for the aircraft type. ❑ Customs - if required, are customs services available? ❑ Fuel - is fuel available? ❑ Crew Duty Day - will the diversion result in an inability for the crew to continue to planned destination?  COMMERCIAL ❑ Is it possible to divert to an airfield that is normally serviced by the Company? ❑ Which diversion choice will cause the least schedule disruption? ❑ Are replacement crew members available at the planned diversion? ❑ Should the crew be unable to proceed due duty day, is accommodation available for the crew and, if no replacement crew is available, for the passengers.  ON BOARD MEDICAL EQUIPMENT ✓ Stethoscope ✓ Sphygmomanometer ✓ Airways, oropharyngeal ✓ Syringes & Needles ✓ IV catheters ✓ Antiseptic wipes ✓ Gloves ✓ Sharps disposal box ✓ Urinary catheter ✓ Intravenous fluid system ✓ Venous tourniquet ✓ Sponge gauze ✓ Tape adhesive COMMMUNICATION DURING FLIGHT EMERGENCY  EMERGENCY COMMUNICATION ❑ When flight crew are confronted with an emergency or abnormal situation whilst in flight, they normally prioritize their immediate actions in the following order. ✓ AVIATE ✓ NAVIGATE ✓ COMMUNICATE  AVIATE ✓ The pilot’s immediate priority is to ensure the safe flight path and condition of the aircraft. This not only includes the flying of the aircraft but also the completion of checklist drills. The safe flight path may even include the initiation of a controlled rapid descent. In order to maintain the correct balance of workload, the flight crew normally distribute the responsibilities between the available crew members. For a modern two-crew flight deck, one flight crew member (pilot flying) takes responsibility for the flight path of the aircraft while the other flight crew member (pilot not flying or pilot monitoring) deals with all radio communications and actions/reads out checklists.  NAVIGATE ✓The flight crew will decide on whether to continue the flight to the originally intended destination, initiate an immediate en-route diversion, carry out an emergency descent or just place the aircraft in a safe flying position. The decision to divert may be immediate but normally it will require coordination with air traffic control and other parties. COMMUNICATE ✓ Pilots believing themselves to be facing an emergency situation should declare an emergency as soon as possible and cancel it later if the situation allows. The correct method of communicating this information to ATC is by using the prefix “MAYDAY, MAYDAY, MAYDAY” or “PAN PAN, PAN PAN, PAN PAN” as appropriate. This procedure, which is an international standard, is the single most effective means of alerting the controller to the need to give priority to the message that will follow.  EMERGENCY COMMUNICATION ❑ A distress call (situation where the aircraft requires immediate assistance) is prefixed: MAYDAY, MAYDAY, MAYDAY. ! ❑ An urgency message (situation not requiring immediate assistance) is prefixed: PAN-PAN, PAN-PAN, PAN-PAN. ! ❑ Make the initial call on the frequency in use, but if that is not possible squawk 7700 and call on 121.5. ! ❑ The distress/urgency message shall contain (at least) the name of the station addressed, the call-sign, nature of the emergency, fuel endurance and persons on board; and any supporting information such as position, level, (descending), speed and heading, and pilot’s intentions.  CONTROLLER RESPONSE TO EMERGENCY SITUATION ❑ The Operators Guide to Human Factors in Aviation Briefing Note – Pilot – Controller Communication offers the following advice: "Controllers should recognize that, when faced with an emergency situation, the flight crew’s most important needs are: ✓ Time; ✓ Airspace; ✓ Silence." ❑ The briefing note continues: "The controller’s response to the emergency situation could be patterned after the ASSIST memory aid...: Ensure that the reported emergency is well A ACKNOWLEDGE understood and acknowledged; Establish and maintain separation with other S SEPARATE traffic and terrain; Impose silence on your control frequency, if S SILENCE necessary; and do not delay or disturb urgent cockpit action by unnecessary transmissions; Inform your supervisor and other sectors, units I INFORM and airports as appropriate; Provide maximum support to the flight crew; S SUPPORT and, Allow the flight crew sufficient time to manage T TIME the emergency." COMMMUNICATION DURING AIRCRAFT LANDING PHASES OF FLIGHT  TAXIING ✓Refers to the movement of an aircraft on the ground, under its own power. The aircraft moves on wheels. An airplane uses taxiways to taxi from one place on an airport to another; for example, when moving from a terminal to the runway. ✓The taxiing motion has a speed limit. Before making a turn, the pilot reduces the speed further to prevent tire skids.  TAKE – OFF ✓ Is the phase of flight in which an aircraft goes through a transition from moving along the ground (taxiing) to flying in the air, usually starting on a runway. When the pilot releases the brakes, the aircraft starts accelerating rapidly until the necessary speed for take-off is achieved. ✓ The speeds needed for takeoff are relative to the motion of the air (indicated airspeed). A head wind will reduce the ground speed needed for takeoff, as there is a greater flow of air over the wings. This is why the aircrafts always take off against the wind. ✓ Typical takeoff air speeds for jetliners are in the 130–155 knot range (150–180 mph, 240–285 km/h). For a given aircraft, the takeoff speed is usually directly proportional to the aircraft weight; the heavier the weight, the greater the speed needed.  CLIMB ✓ Following take-off, the aircraft has to climb to a certain altitude (typically 30,000 ft or 10 km) before it can cruise at this altitude in a safe and economic way. A climb is carried out by increasing the lift of wings supporting the aircraft until their lifting force exceeds the weight of the aircraft. Once this occurs, the aircraft will climb to a higher altitude until the lifting force and weight are again in balance. ✓ During climb phase, it is normal that the engine noise diminishes. This is because the engines are operated at a lower power level after the take-off. It is also possible to hear a whirring noise or a change in the tone of the noise during climb.  CRUISE ✓Cruise is the level portion of aircraft travel where flight is most fuel efficient. It occurs between ascent and descent phases and is usually the majority of a journey. Technically, cruising consists of heading (direction of flight) changes only at a constant airspeed and altitude. It ends as the aircraft approaches the destination where the descent phase of flight commences in preparation for landing.  DESCENT ✓A descent during air travel is any portion where an aircraft decreases altitude. Descents are an essential component of an approach to landing. Other partial descents might be to avoid traffic, poor flight conditions (turbulence or bad weather), clouds (particularly under visual flight rules), to see something lower, to enter warmer air (in the case of extreme cold), or to take advantage of wind direction of a different altitude.  LANDING ✓ Is the last part of a flight, where the aircraft returns to the ground. Aircraft usually land at an airport on a firm runway, generally constructed of asphalt concrete, concrete, gravel or grass. To land, the airspeed and the rate of descent are reduced to where the object descends at a slow enough rate to allow for a gentle touch down. ✓ Landing is accomplished by slowing down and descending to the runway. This speed reduction is accomplished by reducing thrust and/or inducing a greater amount of drag using flaps, landing gear or speed brakes. As the plane approaches the ground, the pilot will execute a flare (round-out) to induce a gentle landing.  LANDING OR ARRIVAL COMMUNICATION ✓On your first transmission inbound to the airport, simply say your aircraft type and aircraft registration. ✓Once the controller acknowledges you, provide the controller with your position (remember to include your altitude) and be sure to provide an accurate description of your location and your intentions. ✓Do not go into great detail (e.g. “I’m two and a half miles east of Ft. Langley near the ferry docks, indicating 22.7 DME on the 074° Radial on the Vancouver VOR”).10 If the controller wants clarification, you will be asked.  EXAMPLE Pilot: “Langley Tower, this is Piper Cherokee GABC.”11 Controller: “Cherokee GABC, Langley Tower, go ahead.” Pilot: “ABC is two miles East Ft.Langley 2,000’. Information CHARLIE12. Inbound for landing.” Controller: “Winds are one nine zero at five, altimeter two eight point nine four. Cleared Straight in Runway one nine. Report crossing the freeway.” Pilot: “ABC.” PILOT AND CONTROLLER COMMUNICATION  WHAT IS READ BACK? ❑ It is a pilots acknowledgement of an air traffic controller’s transmission that repeats the information that the controller conveyed. ❑ A pilot read back presents the first and most efficient opportunity to catch miscommunications. ❑ It provides reality check in two ways: 1. It tells the controller “this is what the pilot heard” 2. It provides the controller the opportunity to reaffirm is what he/she meant to say  THE FOLLOWING SHALL ALWAYS BE READ BACK ❑The Following Shall Always ❑All clearances affecting any Be Read Back ! runway ! ❑Taxi instructions ! Level ❑SSR operating instructions ! instructions ! ❑Altimeter settings ! ❑Heading instructions ! ❑VDF information ! ❑Speed instructions ! ❑Type of radar service ! ❑Airways/route clearances ! ❑Transition levels ❑Approach clearances ! ❑Runway in use !  TAXI INSTRUCTION ❑Initial call for TAXI: ✓ Who you are calling ✓ Call sign ✓ Position ✓ Request ✓ ATIS CODE  EXAMPLE FOR INITIAL CALL FOR TAXI PILOT: “Palwaukee Ground, Mooney Three One One Echo, Signature Aviation, with information Foxtrot, Request Taxi to Runway three zero.” Controller: “Mooney Three One One Echo, Palwaukee Ground, Taxi to Runway Three Zero.”  LANDING CLEARANCE, TAKE OFF CLEARANCE ❑It is particularly important that pilots acknowledge all landing and take-off clearances with his/her call sign. This is especially important at airports with multiple runways in use.  ARRIVAL EXAMPLE CONTROLLER: “Baron Six One Three Romeo, Boston Tower, Runway Nine Right, Cleared to land.” PILOT: “Baron Six One Three Romeo, Cleared To Land Runway Nine Right.”  DEPARTURE EXAMPLE CONTROLLER: “Cherokee Two Seven Two Six Two, Charlotte Tower, Runway Two Three, Cleared for Take Off.” PILOT: “Cherokee Two Seven Two Six Two, Cleared for Take-off, Runway Two Three.” COMMMUNICATION PLANNING ❑ All successful flights begin with thorough pre- flight including developing a communications plan. Just as you compute take-off and landing data, and you plan your route and fuel consumption, you also need to plan communications. Your communications plan should contain the following:  FREQUENCIES ✓Identify and write down all the frequency you think you might need for taxiing o landing out for take off to taxiing after. ✓Obtain the necessary frequencies from up-to-date charts, airport diagrams, and or airport directories, such as the Airport Facility Director.  AUTOMATIC TERMINAL INFORMATION SERVICE ✓ Is a continuous broadcast of recorded aeronautical information in busier terminal areas, i.e. airports and their immediate surroundings. ATIS broadcasts contain essential information, such as current weather information, active runways, available approaches, and any other information required by the pilots, such as important NOTAMs. Pilots usually listen to an available ATIS broadcast before contacting the local control unit, which reduces the controllers' workload and relieves frequency congestion.  FLIGHT COMMUNICATIONS ✓ Every flight is preceded by a preflight inspection of the airplane. Prior to commencing Flight Two, complete a Preflight Inspection. The airplane used for this flight is a Cessna 152. Prior to starting the engine, turn on the master switch and one radio and tune it to the Automatic Terminal Information Service (ATIS). ✓ On this frequency you will hear a recording describing the current weather conditions at your airport (assuming it has a control tower that provides ATIS).  REFERENCE ❑ https://aviationenglish.com/radiotelephony/icao-phonetic-alphabet ❑ https://www.heraldnet.com/business/explosive-decompression-at-32500-feet-what- happens/ ❑ https://www.swiss.com/corporate/medicalservices/en/health/medical-equipment- and-care/on-board-medical-equipment# ❑ https://fcap.org/wp-content/uploads/2015/01/Aviate-Navigate-Communicate-Sept- 2016.pdf ❑ https://www.sciencedirect.com/topics/engineering/phase-of-flight ❑ https://en.wikipedia.org/wiki/Automatic_terminal_information_service ❑ https://firstflight.com/private-pilot-course/flight-communications/