We don’t make radio calls easy!

Read Henry’s tongue and cheek review of the main exchanges you’re likely to get with a controller in the UK.

Let’s face it; the English language is hard enough at the best of times! Thanks to centuries of invading, and being invaded, our proud, posh English language that we hold in such high regard is really a mongrel mess caused by years of linguistic inbreeding.

Despite its rocky genetic background the English language does seem to be the go to language for most situations, and as a born and bread Londoner I can sit pretty with my self entitled arrogance knowing that I don’t need to learn any other language. As long as I can order a beer in the native language of which other country I’m visiting then I feel I’ve made the effort, and if the barman dares look at me with a confused expression then I just point at what I want, say it very loudly in English, “THREE BEERS PLEASE” and then walk away knowing that I’ve tried my best.

Sadly however this same approach rarely works when trying to communicate over the radio. And as English is supposedly the international language for aviation communication we at Echelon Air have decided to compile a helpful guide to the things you might hear when visiting our airwaves.

1.  MATZ penetration

Starting with one of my favourites, MATZ penetration. Despite making me grin like a childish teenager every time I hear it, MATZ penetration is nowhere near as exciting as its misleading title may have you to believe. So what actually is it and why am I hearing people request this cheeky thing on the radio.

In the UK we have Military Air Traffic Zones and these are often simply abbreviated to MATZ and pronounced MATS…….….not MAX.

The MATZ is denoted on the chart with a dotted circle usually with two rectangular blocks on either side, however sometimes there is only the one rectangular block; these rectangles are referred to as the STUBS.

The main circular area of the MATZ starts at ground level and extends up to 3000 ft above the ground, so unless the Military Airfield is at sea level you will need to add 3000ft to the airfield elevation to work out what altitude the MATZ finishes. The STUBS also extend up to 3000ft however unlike the main circle they are attached to, they don’t start at ground level, they in fact start at 1000ft above the ground.

If all the above isn’t already enough of a military mine field then you will often also have an Air Traffic Zone or ATZ for short inside the main circle. If this is the case then remember the ATZ only extends up to 2000ft above the ground.

Strictly speaking the MATZ is not controlled airspace and as such no clearance is required or even available, but its still a good idea to be speaking on the MATZ frequency if you intend to fly through it. The ATZ that is lurking within the MATZ however is controlled and will require a clearance in order to enter.

Access across this labyrinth of shapes and altitudes is actually really easy.

And the calls are as follows:

Aircraft: Wattisham Approach, G-YYES, request basic service, MATZ and ATZ penetration

Ground Station: G-YYES, Wattisham Approach, pass your message.

Aircraft: G-YYES, Cirrus SR20, from Biggin Hill to Norwich, overhead Colchester, altitude 2000 London QNH 1008, tracking Norwich. Squawking 7000

Ground Station:G-ES, squawk 6512

Aircraft: Squawk 6512, G-ES.

Ground Station: G-ES, identified. Basic Service

Aircraft: Identified, Basic service G-ES

Ground Station: G-ES, maintain 2000 feet MATZ and ATZ penetration approved

Aircraft: Wilco, MATZ and ATZ penetration approved, G-ES

It’s rare to be refused MATZ penetration however if they advise you to remain clear of the MATZ its probably for good reason. If you don’t get an answer when making your initial call then you’re fine to carry on without any further concern. Traffic calls however would then be a useful option.

2.  The Services

The UK, due to its small size and strange shape suffers from mass overpopulation, with a huge percentage of the total population being crammed into the southern half. This overpopulation I’m sad to say isn’t just restricted to the land dwellers, but has also spilled out into the good aviation community as well, making flights around the south of England a high work load experience. Obviously one solution would be to travel north of Hadrian’s Wall where the population is greatly diminished but up north there be beasties. Not to mention it would mean talking with the Scottish ATC and RT is hard enough at the best of times without adding Glasgow into the mix.

In an attempt to assist with this high traffic situation we have a few helpful “SERVICES” that are designed to assist. Let’s start with the first and the easiest to understanding, the simplest, so simple in fact that one might almost call it BASIC.

➡️ BASIC SERVICE

As the title accurately suggests this is not a highly sophisticated service, more the type of service that would burp at table and find it amusing, or the kind of unhelpful service that you could expect when asking for advice from your local councillor.

Designed to give some kind of service to both VFR and IFR pilots the “Basic service” can be provided by either Air Traffic Control (ATC) or a Flight Information Service Officer (FISO), and as far as I have ever been able to tell the Idea of the “Basic services” is that you can talk to ATC and then be totally forgotten about for the remainder of the time you spend on frequency with them.

It is supposed to help with possible traffic information in your vicinity and also assist with other basic day to day basic flying information. However often in the UK the controller is far too busy to actually give you this service, usually because they are tied up replying to other aircraft requesting a basic service. So you’re usually just left to fend for yourself, honestly you would be better off asking the cat.

If for whatever reason you fancy getting this “service” then here’s how the call would go.

Aircraft: Essex Radar, G-YYES, request BASIC service

Ground Station: G-YYES, Essex Radar, pass your message.

Aircraft: G-YYES, Cirrus SR20, from Biggin Hill to Duxford, 15 miles north east of Biggin Hill, altitude 2300, London QNH 991 Hectopascal’s. Squawking 7000

Ground Station:G-ES, squawk 6512

Aircraft: Squawk 6512, G-ES.

Ground Station: G-ES, identified. Basic Service

Aircraft: Identified, Basic service G-ES

Although our journey through the “Services” hasn’t got off to a great start it can hopefully only improve. So how about a service designed to inform you of traffic. Obviously the only sensible option if you want reliable traffic information is to buy a shiny new Cirrus equipped with TCAS, but while you’re waiting for it to arrive you could alway rough it and get a TRAFFIC SERVICE.

➡️ TRAFFIC SERVICE

Now we’re talking, quite literally.

Unlike its rather Basic sibling, “Traffic Service” does provide a worthwhile service, albeit provided the controller workload and radar coverage is suitable. Provided to both IFR and VFR pilots, the traffic service is great, especially if you’re navigating a difficult area while also flirting closely with the limits of VFR.

The ATC or FISO will do their utmost to give you prudent information regarding other traffic in your vicinity that could be a concern to your flight safety.

When receiving a “Traffic Service” you will have to keep a good listen out as you will be expected to reply to any calls that are addressed to you. And as the pilot, it is also your duty to maintain the altitude that you have told ATC that you are at, if you need to climb or descend then this is fine but you have to inform ATC that you are doing it.

Don’t be fooled though, while this is a great service it is only a helpful guide and definitely not gospel. Sadly the service is still only reliant on the controller’s workload and the available radar coverage, so you are still required to keep an eye out for enemy fighters.

The two previously mentioned services are available for both IFR and VFR flight. But what if you are a hardcore IFR trooper and want a couple of services reserved only for you and your fellow heroes? There are a couple of services that could actually be of assistance. Starting with the utterly scary PROCEDURAL SERVICE.

➡️ PROCEDURAL SERVICE

Have you every wanted to be lulled into a false sense of security? Well the “Procedural Service” is just what you’re looking for.

Taken directly from the CAA publication:

“Only available to IFR flights. A non-surveillance service in which deconfliction advice is provided against other aircraft in receipt of a Procedural Service from the same ATCO; the ATCO will not be aware of any other aircraft. The pilot is responsible for collision avoidance. Maintain a good lookout.”

In basic human speech a “Procedural Service” relies on other Aircraft being on frequency and reporting their information and intent to the relevant ATC unit. It’s like a traffic service for IFR flight with all the guesswork of a basic service….. Truly terrifying, Luckily they provide this service only to aircraft in potentially IMC; crazy!

Thankfully, if you are looking for a helpful eye in the sky and your Cirrus still hasn’t arrived, then there is a helpful option that will look after you. Though not as good as actually flying in fully controlled airspace and receiving a radar control service, the DECONFLICTION SERVICE provides a level of Information about other traffic in your vicinity, and it’s definitely more helpful than its cloudy crystal ball cousin.

➡️ DECONFLICTION SERVICE

Designed only for IFR flights in Class G the deconfliction service uses radar to provide you with information about anything that could be of a threat to your flight. It will tell you about any aircraft within range of the radar whether they are on frequency or not, They will also inform you of potential terrain and even possible obstacles. They will also give you advice on how to avoid these threats; however it’s entirely down to you if you wish to take their advice. Personally, I would listen to them.

3. RANDOM PHRASES

Moving on now from services, let’s take a quick gander at a few phrases that you may well hear when speaking on the radio in the UK.

➡️ CONSPICUITY

The UK Aviation Authority is constantly trying to make the world of R/T easier and more direct with standard, easy to understand words in an attempt to resolve any confusion.

So let’s kick things off with a word that couldn’t be more difficult to say even if you tried “CONSPICUITY” pronounced CON-SPIC-U-ITY.

When moving on to your next frequency you will need to inform the current frequency that you’re talking to, (or not as may well be the case with a basic service,) that you wish to leave them. If you have been assigned a SQUAWK code then you will be asked to “Squawk Conspicuity”. This simply means put 7000 (VFR) into your transponder.

As this word is notoriously difficult to pronounce, even for a Pom, the usual and standard responses to this ridiculous request is simply….“Squawk Seven Thousand“. You’re welcome.

The call goes something like this:

Aircraft: G-ES, Request change to Southend Approach on 130,780

Ground Station: G-ES, Squawk conspicuity and free call Southend.

Aircraft: Squawk seven thousand, Free call Southend, G-ES

➡️ FREE CALL

Let’s face it, nothing in aviation is free so we should welcome any hand out that we are offered; so when you are offered a “Free Call” you should embrace this money saving opportunity.

In reality this phrase simply means that the current ATC is happy for you to continue on with your journey and speak to your next chosen en-route frequency. The phrase “Free Call” is probably about as direct and to the point as it could possibly be for the native English speaker and as such requires little explanation, but for the visiting pilot, its understandably very confusing, so hopefully this clears it up.

➡️ PASS YOUR MESSAGE

Designed once again for the native tongue, this phrase simply means that the radio operator is now ready to receive you R/T call. In the event of a very busy work load you may well be first asked to “Standby” This message does not require a read back, once the controller is ready to receive your messages they will simply say “(your callsign), pass your message”

Aircraft: Essex Radar, G-YYES, request Traffic service

Ground Station: G-YYES, Stand by

Ground Station: G-YYES, Pass your message.

Aircraft: G-YYES, Cirrus SR20, from Biggin Hill to Duxford, 15 miles North East of Biggin Hill, Altitude 2300, London QNH 991 Hectopascal’s. Squawking 7000

By Henry Digby