← The Saudi aviation reference, in one place.
UK CAA CAP 413 - Radiotelephony Manual
Reproduced for study. Always verify against the official GACAR at gaca.gov.sa.
Safety and Airspace Regulation Group
OFFICIAL - Public
Radiotelephony Manual
CAP 4 13
CAP 4 13
CAP 413
Radiotelephony Manual
Edition 2 4
Incorporating amendments to 31 March 2026
Effective date 1 July 2026
www.caa.co.uk
1 JULY 2026
CAP 4 13
© Civil Aviation Authority 202 6
All rights reserved. Copies of this publication may be reproduced for personal use, or for use within a company or
organisation, but may not otherwise be reproduced for publication.
To use or reference CAA publications for any other purpose, for example within training material for students,
please contact the CAA at the address below for formal agreement.
First published September 1978
Second edition April 1984
Third edition August 1992
Fourth edition January 1994
Fifth edition January 1995
Sixth edition January 1996
Seventh edition December 1996
Eighth edition January 1998
Ninth edition January 1999
Tenth edition January 2000
Eleventh edition January 2001
Twelfth edition 5 February 2002 (corrected 7 February 2002)
Thirteenth edition 1 October 2002
Fourteenth edition 1 September 2003
Fifteenth edition 1 September 2004
Sixteenth edition 1 May 2006
Seventeenth edition 21 July 2008
Eighteenth edition 19 February 2009 (effective date 12 March 2009)
Nineteenth edition 15 December 2009
Twentieth edition 31 March 2011
Twentieth edition incorporating amendments to 17 November 2011
Twentieth edition incorporating amendments to 12 July 2012
Twentieth edition incorporating amendments to 15 November 2012
Twentieth edition incorporating amendments to 4 April 2013
Twenty -first edition 18 July 2013
Twenty -first edition incorporating amendments to 14 November 2013
Twenty -first edition incorporating amendments to 6 March 2014
Twenty -first edition incorporating amendments to 24 July 2014
Twenty -first edition incorporating amendments to 13 November 2014
Twenty -first edition incorporating amendments to 28 May 2015
Twenty -first edition incorporating amendments to 6 November 2015
Twenty -second edition 26 May 2016 (effective date 23 June 2016)
Twenty -third edition Corr 8 June 2020 (effective date 17 August 2020)
Twenty -third edition incorporating amendments to 26 November 2020 (effective date 21 January 2021)
Twenty -fourth edition 30 April 2026 (effective date 1 July 2026)
Enquiries regarding the content of this publication should be addressed to:
Future Safety, Safety and Airspace Regulation Group,
Civil Aviation Authority, Aviation House, Beehive Ring Road, Crawley, West Sussex, RH6 0YR.
E-mail: ATS.Enquiries@caa.co.uk .
Specific military enquiries regarding Chapter 10 should be addressed to: MAA Regulation ATM,
Juniper L1 #5104, MOD Abbey Wood North, Bristol, BS34 8JH. Email: DSA -MAA-Reg -ATM@mod.uk
The latest version of this document is available in electronic format at www.caa.co.uk/CAP413
CAP 4 13 Amendment Record
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Amendment Record
Amendment
Number Amendment Date Incorporated by Incorporated on
CAP 4 13 List of Effective Pages
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Contents 4 1 July 2026
Contents 5 1 July 2026
Contents 6 1 July 2026
Contents 7 1 July 2026
Contents 8 1 July 2026
Contents 9 1 July 2026
Contents 10 1 July 2026
Revision
History 1 1 July 2026
Foreword 1 1 July 2026
Foreword 2 1 July 2026
Foreword 3 1 July 2026
Foreword 4 1 July 2026
Foreword 5 1 July 2026
Foreword 6 1 July 2026
Chapter 1 1 1 July 2026 Section Pg. Date
Chapter 2 1 1 July 2026
Chapter 2 2 1 July 2026
Chapter 2 3 1 July 2026
Chapter 2 4 1 July 2026
Chapter 2 5 1 July 2026
Chapter 2 6 1 July 2026
Chapter 2 7 1 July 2026
Chapter 2 8 1 July 2026
Chapter 2 9 1 July 2026
Chapter 2 10 1 July 2026
Chapter 2 11 1 July 2026
Chapter 2 12 1 July 2026
Chapter 2 13 1 July 2026
Chapter 2 14 1 July 2026
Chapter 2 15 1 July 2026
Chapter 2 16 1 July 2026
Chapter 2 17 1 July 2026
Chapter 2 18 1 July 2026
Chapter 2 19 1 July 2026
Chapter 2 20 1 July 2026
Chapter 2 21 1 July 2026
Chapter 2 22 1 July 2026
Chapter 2 23 1 July 2026
Chapter 2 24 1 July 2026
Chapter 2 25 1 July 2026
Chapter 2 26 1 July 2026
Chapter 2 27 1 July 2026
Chapter 2 28 1 July 2026
Chapter 2 29 1 July 2026
Chapter 2 30 1 July 2026
Chapter 2 31 1 July 2026
Chapter 2 32 1 July 2026
Chapter 3 1 1 July 2026
Chapter 3 2 1 July 2026
Chapter 3 3 1 July 2026
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Chapter 3 4 1 July 2026
Chapter 3 5 1 July 2026
Chapter 3 6 1 July 2026
Chapter 3 7 1 July 2026
Chapter 3 8 1 July 2026
Chapter 3 9 1 July 2026
Chapter 3 10 1 July 2026
Chapter 3 11 1 July 2026
Chapter 3 12 1 July 2026
Chapter 3 13 1 July 2026
Chapter 3 14 1 July 2026
Chapter 3 15 1 July 2026
Chapter 4 1 1 July 2026
Chapter 4 2 1 July 2026
Chapter 4 3 1 July 2026
Chapter 4 4 1 July 2026
Chapter 4 5 1 July 2026
Chapter 4 6 1 July 2026
Chapter 4 7 1 July 2026
Chapter 4 8 1 July 2026
Chapter 4 9 1 July 2026
Chapter 4 10 1 July 2026
Chapter 4 11 1 July 2026
Chapter 4 12 1 July 2026
Chapter 4 13 1 July 2026
Chapter 4 14 1 July 2026
Chapter 4 15 1 July 2026
Chapter 4 16 1 July 2026
Chapter 4 17 1 July 2026
Chapter 4 18 1 July 2026
Chapter 4 19 1 July 2026
Chapter 4 20 1 July 2026
Chapter 4 21 1 July 2026
Chapter 4 22 1 July 2026
Chapter 4 23 1 July 2026
Chapter 4 24 1 July 2026
Chapter 4 25 1 July 2026
Chapter 4 26 1 July 2026
Chapter 4 27 1 July 2026
Chapter 4 28 1 July 2026 Section Pg. Date
Chapter 4 29 1 July 2026
Chapter 4 30 1 July 2026
Chapter 4 31 1 July 2026
Chapter 4 32 1 July 2026
Chapter 4 33 1 July 2026
Chapter 4 34 1 July 2026
Chapter 4 35 1 July 2026
Chapter 4 36 1 July 2026
Chapter 4 37 1 July 2026
Chapter 4 38 1 July 2026
Chapter 4 39 1 July 2026
Chapter 4 40 1 July 2026
Chapter 4 41 1 July 2026
Chapter 4 42 1 July 2026
Chapter 4 43 1 July 2026
Chapter 4 44 1 July 2026
Chapter 4 45 1 July 2026
Chapter 4 46 1 July 2026
Chapter 4 47 1 July 2026
Chapter 4 48 1 July 2026
Chapter 4 49 1 July 2026
Chapter 4 50 1 July 2026
Chapter 4 51 1 July 2026
Chapter 4 52 1 July 2026
Chapter 4 53 1 July 2026
Chapter 4 54 1 July 2026
Chapter 4 55 1 July 2026
Chapter 4 56 1 July 2026
Chapter 4 57 1 July 2026
Chapter 4 58 1 July 2026
Chapter 4 59 1 July 2026
Chapter 4 60 1 July 2026
Chapter 4 61 1 July 2026
Chapter 4 62 1 July 2026
Chapter 4 63 1 July 2026
Chapter 4 64 1 July 2026
Chapter 4 65 1 July 2026
Chapter 4 66 1 July 2026
Chapter 4 67 1 July 2026
Chapter 4 68 1 July 2026
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Chapter 4 70 1 July 2026
Chapter 4 71 1 July 2026
Chapter 4 72 1 July 2026
Chapter 4 73 1 July 2026
Chapter 4 74 1 July 2026
Chapter 4 75 1 July 2026
Chapter 4 76 1 July 2026
Chapter 4 77 1 July 2026
Chapter 4 78 1 July 2026
Chapter 4 79 1 July 2026
Chapter 5 1 1 July 2026
Chapter 5 2 1 July 2026
Chapter 5 3 1 July 2026
Chapter 5 4 1 July 2026
Chapter 5 5 1 July 2026
Chapter 5 6 1 July 2026
Chapter 5 7 1 July 2026
Chapter 5 8 1 July 2026
Chapter 5 9 1 July 2026
Chapter 5 10 1 July 2026
Chapter 5 11 1 July 2026
Chapter 5 12 1 July 2026
Chapter 5 13 1 July 2026
Chapter 5 14 1 July 2026
Chapter 5 15 1 July 2026
Chapter 5 16 1 July 2026
Chapter 5 17 1 July 2026
Chapter 5 18 1 July 2026
Chapter 5 19 1 July 2026
Chapter 5 20 1 July 2026
Chapter 5 21 1 July 2026
Chapter 5 22 1 July 2026
Chapter 6 1 1 July 2026
Chapter 6 2 1 July 2026
Chapter 6 3 1 July 2026
Chapter 6 4 1 July 2026
Chapter 6 5 1 July 2026
Chapter 6 6 1 July 2026
Chapter 6 7 1 July 2026 Section Pg. Date
Chapter 6 8 1 July 2026
Chapter 6 9 1 July 2026
Chapter 6 10 1 July 2026
Chapter 6 11 1 July 2026
Chapter 6 12 1 July 2026
Chapter 6 13 1 July 2026
Chapter 6 14 1 July 2026
Chapter 6 15 1 July 2026
Chapter 6 16 1 July 2026
Chapter 6 17 1 July 2026
Chapter 6 18 1 July 2026
Chapter 6 19 1 July 2026
Chapter 6 20 1 July 2026
Chapter 6 21 1 July 2026
Chapter 6 22 1 July 2026
Chapter 6 23 1 July 2026
Chapter 6 24 1 July 2026
Chapter 6 25 1 July 2026
Chapter 6 26 1 July 2026
Chapter 6 27 1 July 2026
Chapter 6 28 1 July 2026
Chapter 6 29 1 July 2026
Chapter 6 30 1 July 2026
Chapter 6 31 1 July 2026
Chapter 6 32 1 July 2026
Chapter 6 33 1 July 2026
Chapter 6 34 1 July 2026
Chapter 6 35 1 July 2026
Chapter 6 36 1 July 2026
Chapter 6 37 1 July 2026
Chapter 6 38 1 July 2026
Chapter 6 39 1 July 2026
Chapter 6 40 1 July 2026
Chapter 6 41 1 July 2026
Chapter 6 42 1 July 2026
Chapter 7 1 1 July 2026
Chapter 7 2 1 July 2026
Chapter 7 3 1 July 2026
Chapter 7 4 1 July 2026
Chapter 7 5 1 July 2026
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Chapter 7 6 1 July 2026
Chapter 7 7 1 July 2026
Chapter 7 8 1 July 2026
Chapter 8 1 1 July 2026
Chapter 8 2 1 July 2026
Chapter 8 3 1 July 2026
Chapter 8 4 1 July 2026
Chapter 8 5 1 July 2026
Chapter 8 6 1 July 2026
Chapter 8 7 1 July 2026
Chapter 8 8 1 July 2026
Chapter 8 9 1 July 2026
Chapter 8 10 1 July 2026
Chapter 9 1 1 July 2026
Chapter 9 2 1 July 2026
Chapter 9 3 1 July 2026
Chapter 9 4 1 July 2026
Chapter 9 5 1 July 2026
Chapter 9 6 1 July 2026
Chapter 9 7 1 July 2026
Chapter 9 8 1 July 2026
Chapter 9 9 1 July 2026
Chapter 9 10 1 July 2026
Chapter 9 11 1 July 2026
Chapter 9 12 1 July 2026
Chapter 9 13 1 July 2026
Chapter 9 14 1 July 2026
Chapter 10 1 1 July 2026
Chapter 10 2 1 July 2026
Chapter 10 3 1 July 2026
Chapter 10 4 1 July 2026
Chapter 10 5 1 July 2026
Chapter 10 6 1 July 2026
Chapter 10 7 1 July 2026
Chapter 10 8 1 July 2026
Chapter 10 9 1 July 2026
Chapter 10 10 1 July 2026
Chapter 10 11 1 July 2026
Chapter 10 12 1 July 2026
Chapter 10 13 1 July 2026 Section Pg. Date
Chapter 10 14 1 July 2026
Chapter 10 15 1 July 2026
Chapter 10 16 1 July 2026
Chapter 10 17 1 July 2026
Chapter 10 18 1 July 2026
Chapter 10 19 1 July 2026
Chapter 10 20 1 July 2026
Chapter 10 21 1 July 2026
Chapter 10 22 1 July 2026
Chapter 10 23 1 July 2026
Chapter 10 24 1 July 2026
Chapter 10 25 1 July 2026
Chapter 10 26 1 July 2026
Chapter 10 27 1 July 2026
Chapter 10 28 1 July 2026
Chapter 10 29 1 July 2026
Chapter 10 30 1 July 2026
Chapter 10 31 1 July 2026
Chapter 10 32 1 July 2026
Chapter 10 33 1 July 2026
Chapter 10 34 1 July 2026
Chapter 10 35 1 July 2026
Chapter 10 36 1 July 2026
Chapter 11 1 1 July 2026
Chapter 11 2 1 July 2026
Chapter 11 3 1 July 2026
Chapter 11 4 1 July 2026
Chapter 11 5 1 July 2026
Chapter 11 6 1 July 2026
Chapter 11 7 1 July 2026
Chapter 11 8 1 July 2026
Chapter 11 9 1 July 2026
Chapter 11 10 1 July 2026
Chapter 11 11 1 July 2026
Chapter 11 12 1 July 2026
Chapter 11 13 1 July 2026
Chapter 11 14 1 July 2026
Chapter 11 15 1 July 2026
Chapter 11 16 1 July 2026
Chapter 11 17 1 July 2026
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Section Pg. Date
Chapter 11 18 1 July 2026
Chapter 11 19 1 July 2026
Chapter 11 20 1 July 2026
Chapter 11 21 1 July 2026
Chapter 11 22 1 July 2026
Chapter 11 23 1 July 2026
Chapter 11 24 1 July 2026
Chapter 11 25 1 July 2026
Chapter 11 26 1 July 2026
Chapter 11 27 1 July 2026
Chapter 11 28 1 July 2026
Chapter 11 29 1 July 2026
Chapter 11 30 1 July 2026
Chapter 11 31 1 July 2026
Chapter 11 32 1 July 2026
Chapter 11 33 1 July 2026
Chapter 11 34 1 July 2026
Chapter 11 35 1 July 2026
Chapter 11 36 1 July 2026
Chapter 11 37 1 July 2026 Section Pg. Date
Chapter 11 38 1 July 2026
Chapter 11 39 1 July 2026
Chapter 11 40 1 July 2026
Chapter 11 41 1 July 2026
Chapter 11 42 1 July 2026
Chapter 11 43 1 July 2026
Chapter 11 44 1 July 2026
Chapter 11 45 1 July 2026
Chapter 11 46 1 July 2026
Chapter 11 47 1 July 2026
Appendix 1 1 1 July 2026
Appendix 1 2 1 July 2026
Appendix 1 3 1 July 2026
Appendix 1 4 1 July 2026
Appendix 1 5 1 July 2026
Appendix 2 1 1 July 2026
Appendix 2 2 1 July 2026
Appendix 2 3 1 July 2026
Appendix 2 4 1 July 2026
Bibliography 1 1 July 2026
CAP 413
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CAP 4 13 Contents
1 July 2026 Page 1
Contents
Chapter Section Page
Number
Amendment Record iii
List of Effective Pages iv
Contents 1
Revision History 1
Foreword 1
Background 1
Regulatory References 2
Introduction 2
CAP 413 Radiotelephony (RTF) Manual – Status 2
Interpretation of Words 4
CAP 413 – Amendments 5
Effective Date 5
Supplementary Instructions 5
Enquiries 5
Chapter 1 Glossary – Removed to CAP 1430 1
Chapter 2 Radiotelephony
General Procedures
General Procedures 1
Introduction 1
Use of VHF RTF Channels 2
Transmitting Techniques 3
Transmission of Letters 4
Transmission of Numbers 5
Transmission of Time 7
Standard Words and Phrases 8
Callsigns for Aeronautical Stations 10
CAP 4 13 Contents
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Callsigns for Aircraft 11
Police Flights 13
HEMS Flights 14
Search and Rescue Flights 14
Prefixes 15
Student Flights 16
High Speed Flights 16
Unmanned Flights 17
Military Aircraft Callsigns 17
Continuation of Communications 19
Corrections and Repetitions 20
Acknowledgement of Receipt 21
Transfer of Communications 21
Clearance Issue and Read- back Requirements 22
Withholding Clearances 25
Simultaneous Transmissions 27
Complying with Clearances and Instructions 27
Communication Failure 28
Test Transmissions 30
Pilot Complaints Concerning Aeronautical
Communications 31
Air Traffic Service Complaints Concerning Aircraft
Communications 31
Hours of Service and Communications Watch 31
Record of Communications 32
Categories of Message 32
Chapter 3 General Phraseology
General 1
Introduction 1
Level Reporting 1
Speed Control 6
Initial Call – IFR Flight 8
Initial Call – VFR Flight 9
CAP 4 13 Contents
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Passing Message Details 10
Position Reporting 11
Flight Plans 12
Low Visibility Procedures 13
Delays 13
Transmission of Surface Wind 14
Chapter 4 Aerodrome Phraseology
Introduction 1
Aerodrome Control Service Phraseology 5
Departure Information and Engine Starting
Procedures 5
Pushback and Powerback 6
Taxi Instructions 6
Pre-Departure Manoeuvring 10
Take -Off Clearance 12
Final Approach and Landing 22
Missed Approach 25
Runway Vacating and Communicating After
Landing 25
Essential Aerodrome Information 26
Arrestor Systems at Military Aerodromes 27
Aerodrome Flight Information Service Phraseology 28
Introduction 28
Type of Service 28
AFIS Phraseology for Ground Movement, Take -Off,
Landing and Transit 29
RNP Instrument Approach Procedures 38
Initial Call 38
Position Reporting 38
Traffic Information 39
Final Approach Fix 39
Inbound / Outbound Aircraft Interaction 40
Reporting Equipment Problems 40
CAP 4 13 Contents
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Aerodrome Phraseology for Helicopters 41
Introduction 41
Helicopter Callsigns 41
Helicopter Phraseology for Taxiing 41
Helicopter Phraseology for Take -Off and Landing
(ATC only) 43
Helicopter Hover Phraseology Examples (ATC and
AFIS only) 43
Helicopter Taxiing Phraseology Examples (ATC
and AFIS only) 43
Ground Taxi Instruction (if required) 44
Helicopter Take -Off and Landing Phraseology
Examples (ATC only) 44
Aerodrome Phraseology for Vehicles (ATC and AFIS
only) 47
Introduction 47
Movement Instructions 47
To Cross a Runway 50
Vehicles Towing Aircraft 52
Low Visibility Procedures 52
Messages Regarding Safety of an Aircraft 52
Messages Regarding Wildlife 53
Driver Unsure of Position 53
Broken- down Vehicle 53
Radio Failure 53
Aerodrome Air/Ground Communication Service
Phraseology 54
Introduction 54
Type of Service 54
Air/Ground Station Identification 54
Phraseology and Examples 55
AGCS RNP Initial Call 59
AGCS PPR Management 59
AGCS Position Information 60
AGCS Information on Aerodrome Traffic 61
CAP 4 13 Contents
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AGCS RAIM Failure 61
AGCS Unexpected Go -around 62
ATZ / Aerodrome Traffic Circuit Management
(AGCS) 62
ATZ / Aerodrome Traffic Circuit Management
(AFIS) 63
Offshore Communication Service 64
Radiotelephony Reports at Unattended Aerodromes 68
Introduction 68
Additional Procedures for the Use of SAFETYCOM 69
Unattended Aerodrome Phraseology Examples 69
Aerodrome Information 70
Meteorological Conditions 70
Voice Weather Broadcast (VOLMET) UK 71
Runway Visual Range (RVR)/Visibility 71
Runway Surface Conditions 73
Grass Runways 78
Automatic Terminal Information Service (ATIS) UK 78
Chapter 5 Phraseology associated with the use of ATS Surveillance
Systems
General 1
Introduction 1
Identification of Aircraft using an ATS Surveillance
System 1
Loss of identification of Aircraft using ATS
Surveillance Systems 3
Secondary Surveillance Radar Phraseology 3
Minimum Safe Altitude Warning (MSAW)
Phraseology 5
ATS Surveillance Service 6
Vectoring using an ATS Surveillance System 7
Essential Traffic Information 9
Traffic Information and Avoiding Action
Phraseology 10
ACAS/TCAS Phraseology 16
CAP 4 13 Contents
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Communication and Loss of Communication 17
Special Use Airspace (SUA) Activity Information and
Crossing Services 18
Operations with a Flight Information Display (FID) 21
Chapter 6 Approach Phraseology
Approach Control Service Phraseology 1
IFR Departures 1
VFR Departures 3
IFR Arrivals 3
VFR Arrivals 9
Special VFR Flights 11
Vectoring to Final Approach 12
Direction Finding (DF) 16
VDF Procedure 18
NDB(L) and VOR Procedures 23
Phraseology linked to the use of Global Navigation
Satellite System on an RNP Approach 27
Procedure Clearance 27
Position reporting 27
Final Approach Fix 27
Reporting GNSS Problems 28
Visual Manoeuvring (Circling) 28
Surveillance Radar Approach (SRA) 29
Landing Altimeter Setting (QNE) 34
PAR Approach 34
Clearance to enter Control Zones (CTR) 34
Aerodrome Traffic Zone (ATZ) associated with
another Aerodrome 36
UK Flight Information Services 37
Reduced Traffic Information 39
Traffic Service – Operations below ATC Terrain
Safety Levels 41
Deconfliction Service – Descent below ATC Unit
Terrain Safe Level 42
CAP 4 13 Contents
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Deconfliction Service – Departing and Arriving
Aircraft 42
Chapter 7 Area Phraseology
Area Control Service Phraseology 1
General 1
Position Reporting 2
Flights Joining Airways 2
Flights Transitioning Between Different
Classifications of Controlled Airspace 4
Flights Leaving Airways 5
Flights Crossing Airways 6
Flights Holding En -Route 6
Reduced Vertical Separation Minimum (RVSM)
Phraseology 7
Chapter 8 Emergency Phraseology
Distress and Urgency Communication Procedures 1
Introduction 1
States of Emergency 1
UHF and VHF Emergency Service 1
UHF and VHF Emergency Service – General
Procedures 2
Emergency Message 3
PAN PAN MEDICAL 5
Ejection from Aircraft 5
Ballistic Recovery Systems 5
Speechless Code 6
Radio Procedures – Practice Emergencies 6
Training Fix 7
Relayed emergency Message 7
Imposition of Silence 7
Emergency Descent 8
Fuel Shortage 9
Termination of Distress Communications and of
RTF Silence 9
CAP 4 13 Contents
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Chapter 9 Miscellaneous Phraseology
Other Communications 1
Wake Turbulence 1
Reporting of Unnotified Small Unmanned Aircraft
Activity 1
Sailplane Operations 2
Wind Shear 6
AIRPROX Reporting 6
Oil Pollution Reporting 7
Interceptions by Military Aircraft 7
Aircraft Operating Agency messages 8
8.33 kHz Phraseology 10
Operations by Aircraft deploying Brake Chutes 11
Freezing Orders 12
CPDLC Failure 13
Aerodrome emergency Services 13
Radio Mandatory Zones 14
Chapter 10 Military Specific Phraseology
Military Specific Phraseology 1
Military Variances to Chapter 2 1
Transmission of UHF Channels 1
Transmission of Time 1
Standard Words and Phrases 2
Communications 2
Transponder Phraseology 2
Military Specific Procedures (Control of Aircraft) 2
NATO Standard Visual Circuit Procedures 2
Weather and Aerodrome Information 3
Use of Runway Designators 4
Cancellation of Take- Off 4
Phraseology for Joining the Visual Circuit/Pattern 4
Landing Gear Position 6
CAP 4 13 Contents
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Calibrator Aircraft 7
Arrestor System Procedures and Phraseology 7
Phraseology for Fixed- Wing STOVL Operations 10
Suspecting Hypoxia in Aircrew 10
Flameout/Engine Failure – Aerodrome Phraseology 11
PAR Phraseology 11
PAR Azimuth Only/SRA Phraseology 14
ILS Phraseology 16
Descent to Low Level 16
Jamming Phraseology 18
Speechless Procedures 18
Military Missed Approach 21
Suspension of RT F Procedures 21
Formations in Trail 21
Contact Lost 22
Freecall and Continue With 22
Use of Unassured Aircraft Surveillance Data 22
Aerobatics and General Handling 23
Passing the Number of Persons on Board (POB) 23
Clearances with an Occupied Runway 23
Formation Clearances 24
TACAN Specific Phraseology 24
Radar PFL 25
Controlled Descent through Cloud (QGH) 26
High Level QGH 26
Low Level QGH 28
Flameout Spiral Descent 30
No Compass/No Gyro 32
Supersonic Flight 33
Military Aerodrome Traffic Zones (MATZ) and
Penetration Services 33
Military Safety Broadcast – Securité 35
CAP 4 13 Contents
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Rate of Climb and Descent 35
Air to Air Refuelling 36
Chapter 11 Phraseology Examples
Examples of Types of Flight 1
Introduction 1
An IFR Flight 2
ATC Clearance 3
Pushback and Taxi 4
Pre-departure and Take- off 5
En-Route 8
A VFR/IFR Flight 21
Engine Start and Departure Information 21
Pre-departure and Take- off 23
Post Departure Flight 24
En-Route Flight 25
Flight Receiving Lower Airspace and MATZ
Penetration Service 27
Flight in the Military Visual Circuit 32
Flight Receiving Lower Airspace Radar Service
(LARS) and Special Use Airspace Information and
Crossing Service 36
Military Safety Broadcast – Securité 38
Callsign Prefix – ‘STUDENT’ 38
Flight Receiving Avoiding Action 39
Flight Receiving En -Route Basic Service 41
Flight Transmitting a Practice Pan 43
Arrival Flight (Aerodrome FIS) 46
Appendix 1 UK Differences to ICAO Radiotelephony Procedures 1
Appendix 2 UK Civil/Military Radiotelephony Differences 1
Bibliography 1
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CAP 4 13 Revision History
1 July 2026 Page 1
Revision History
Revisions included in Edition 24 1 July 2026
In addition to editorial changes and minor corrections, Edition 24 comprises updates
in line with:
SI 2020/02
SI 2021/01
SI 2021/02
SI 2021/03
SI 2022/01
SI 2022/02
SI 2023/ 01
SI 2024/ 01
Section Subject
Chapter 2 -
Radiotelephony Changes to Police, HEMS and Search and Rescue
Chapter 3 – General
Phraseology Amendment to Transmission of Surface Wind
Chapter 4 – Aerodrome
Phraseology Addition of AGCS/AFIS Phraseology
Amendment to Runway Surface Conditions
Chapter 5 - Phraseology
associated with the use of
ATS Surveillance Systems Addition of Special Use Airspace Phraseology
Addition of Flight Information Display (FID)
Phraseology
Chapter 9 – Miscellaneous
Phraseology Addition of Radio Mandatory Zones
Military Specific
Phraseology Addition of Calibrator Aircraft Phraseology
Amendments to SVTOL Aircraft Phraseology
Amendment to Suspecting Hypoxia in Aircrew
Phraseology
Amendment to PAR Phraseology
Addition of Phraseology for Use of Unassured
Aircraft Surveillance Data
Addition of Phraseology for Rate of Climb and
Descent
Addition of information on Air -to-Air Refuelling
CAP 4 13 Foreword
1 July 2026 Page 1
Foreword
Background
1. Civil Aviation Publications (CAPs) published by the Civil Aviation Authority CAA)
are based upon national legislation and non- legislative regulatory material such
as Standards and Recommended Practices (SARPs) and Procedures for Air
Navigation Services (PANS) developed by the International Civil A viation
Organisation (ICAO). CAPs are published to provide UK industry with guidance
and clarification on the means of achieving compliance with regulatory
requirements and may detail additional national requirements including CAA
administrative procedures.
2. The publication of CAPs fulfils the CAA’s obligations under the Transport Act
2000, which requires the Authority to exercise its functions so as to further the interests of aircraft operators and owners, aerodrome managers, passengers,
and those with right in property carried in aircraft, with regard to range,
availability, continuity, cost, and quality of air traffic services.
3. CAPs also support compliance with the Civil Aviation Authority (Chicago
Convention) Directions 2022, which require the CAA to act consistently with the
United Kingdom’s obligations under the Convention on International Civil
Aviation (the “Chicago Convention”) and to consider whether domestic
legislation requires amendment to ensure appropriate implementation of ICAO
provisions. Where an ICAO provision is not transposed into domestic law, but may be applied through certification, licensing, or approval, the Directions require the CAA to publish the requirements necessary to implement that
provision and to verify compliance.
4. UK Aviation -related regulation comprises two principal strands:
a) legislation made under the Air Navigation Order, including the Rules of the Air Regulations 2015; and
b) legislation made under Assimilated Regulation (EU) No. 2018/1139 ‘The Basic Regulation.’
5. CAPs are periodically revised to reflect changes in regulatory source material,
industry feedback , and recognised good practice. This CAP must be read in
conjunction with the regulations and documents referenced within it. The
absence of any particular source regulatory document does not remove the user’s responsibility to be aware of, and comply with, the requirements
contained within the source regulatory materials unless otherwise exempted from those requirements.
6. The words ‘must’, ‘shall’ and ‘will’ indicate that compliance with applicable regulatory requirements is necessary. In the case of acceptable means of
CAP 4 13 Foreword
1 July 2026 Page 2
compliance (AMC), the word ‘should’ indicates that compliance is required,
unless complying with an approved alternative means of compliance.
Regulatory References
7. CAP 413 is published to assist air traffic services (ATS) providers and airspace users understanding of, and compliance with the requirements pertaining to
phraseology laid down in:
a) ICAO: Annex 10 Volume 11, Annex 10, Volume V, Annex 11, Doc 4444
PANS- ATM, Doc 9432 Manual of Radiotelephony and Circular 211-
AN/128.
b) UK: Assimilated Regulation (EU) No. 923/2012 ‘Standardised European
Rules of the Air (SERA) ad ANO 2016 (as amended), CAP 493 Manual of Air Traffic Services Part 1 , CAP 774 UK Flight Information Services (see
also CAP 1434), CAP 797 F light Information Service Officer (FISO)
Manual and CAP 1430 the UK ATM Vocabulary.
Introduction
8. UK Reg (EU) No. 923/2012 and its Annex, UK Standardised European Rules of
the Air (UK SERA), provides regulatory reference for radiotelephony communication procedures. Section 14 of UK SERA sets out the requirement s
for voice communication procedures, including phraseology, message precedence, and read- back procedures . Whilst Appendix 1 to AMC1
SERA.14001 provides the standardised radiotelephony (RT) phraseology, CAP
413 provides the detailed phraseology, structure, and worked examples necessary for operational implementation of these regulatory requirements and
thereby provides pilots, ATS personnel and other ground personnel, both civil
and military, with a compendium of clear, concise, standardised phraseology
and associated guidance, for RT communication in United Kingdom airspace.
9. Terms and abbreviations used in this document are defined within CAP 1430 the UK Air Traffic Management Vocabulary.
10. The units of measurement used in the UK are listed within AIP GEN 2.1- 1.
Conversion table to assist ATS personnel to convert specific units of
measurement are listed within AIP GEN 2.6.
CAP 413 – Status
11. All users of RT in the United Kingdom are expected to comply with the phraseology described in this manual and SERA.14001 requires that
Standardised phraseology shall be used in all situations for which it has been
specified.
12. However, the phraseology examples contained herein are not intended to be
exhaustive and, when circumstances differ, pilots, ATS personnel and other
CAP 4 13 Foreword
1 July 2026 Page 3
ground personnel will be expected to use plain language, which should be as
clear and concise as possible.
13. Chapter 10 of this Manual details Military Specific Phraseology for specific use by military ATCOs and military aircrew. The RT described in Chapter 10 is
complementary to NATO STANAG 3817. It is also complementary to the
remainder of CAP 413, as it either differs from civil phraseology or there is no
equivalent civil phraseology, e.g. in the case of arrestor system procedures.
Civil pilots visiting military aerodrome will be expected to be aware of the
military phraseology in Chapter 10 and to comply with such instructions as may
be issued by military controllers during their visit. Where relevant, cross
references from the remainder of CAP 413 to the equivalent military
phraseology are provided for the assistance of civil pilots visiting military aerodromes.
14. Operational details can be found in the United Kingdo m Aeronautical
Information Publication (UK AIP).
15. CAP 413 is also a useful reference for those studying for the UK Flight Radiotelephony Operator’s Licence in conjunction with CAP 2325 and CAP
16. Candidates for pilot and instrument rating examinations should note that the
syllabus for the communications examination is drawn directly from the ICAO
Annex 10 Volume 2 and ICAO Doc 9432 and not CAP 413.
17. Examples of phraseology in CAP 413 are intended to be representative of
communications in common use. The initial call in a series of messages is
shown on the left side of the page, subsequent messages appear in
chronological order on the right side of the page.
18. Where appropriate, words contained in parentheses indicate that specific information, such as a level, a place or a time, etc., must be inserted to complete the phrase, or alternatively that optional phrases may be used. Words in square parentheses indicate optional additional words, or information that
may be necessary in specific instances.
19. Black text and grey -scale illustrations are used to facilitate printing on
monochrome printers.
20. The agency making the transmission is identified by a representative symbol
(e.g. Aircraft) as follows:
AIRCRAFT
HELICOPTER
CAP 4 13 Foreword
1 July 2026 Page 4
VEHICLE
GROUND STATION
(ATC, AFIS, AGCS)
Interpretation of Words
21. To avoid any misunderstanding within this document, certain words or terms are
to be interpreted as having specific meanings as follows:
is to, are to, shall, must Means the compliance with the instruction or regulatory requirement is necessary.
should In the case of AMC to EU requirements, the word ‘should’ indicates that compliance is required, unless
complying with an approved AltMoC. Otherwise, it
means that i t is strongly advisable that an instruction
is carried out and is applied w here the more positive
‘shall’ is unreasonable but nevertheless a pilot/FISO
would have to have good reason for not doing so.
may Means that an instruction is permissive, options or
alternative, e.g. ‘a FISO may seek assistance….’ But would not if they did not need it.
will is used for informative or descriptive writing, e.g. ‘pilots will file…’ is not an instruction to the pilot.
22. Where reference is made to an Area Control Centre (ACC), it shall be the centre within whose Flight Information Region (FIR) the aerodrome is situated. Where guidance on an air traffic matter is required, it may be obtained from the
watch supervisor at the ACC.
CAP 413 – Amendments
Amendments
23. Amendments to CAP 413 will be published as required.
24. Underlining is used to indicate new or revised text. Prior to the effective date of an amendment, the full version of CAP 413 will be available on the CAA website (www.caa.co.uk). This document will contain a summary of changes and an updated List of Effec tive Pages. From the effective date of the amendment, the
superseded version of CAP 413 will be removed from the website.
CAP 4 13 Foreword
1 July 2026 Page 5
Effective Date
25. The effective date of an instruction is stated at the foot of the page. Publication
of a new edition means that all pages will have the same date; however, new instructions are effective on the amendment publication date.
Supplementary Instructions
26. Supplementary Instructions to CAP 413 are issued for the following reasons:
a) to introduce an entirely new subject or a radical change to existing
instructions;
b) to re-emphasise an existing instruction.
27. Supplementary Instructions will be incorporated into the main body of the
document in a suitable and timely manner .
Enquiries
28. Any enquiries concerning the text should be addressed to:
The Editor – CAP 413
Airspace, ATM & Aerodromes
Civil Aviation Authority
Safety and Airspace Regulation Group
Beehive Ring Road
Crawley
West Sussex
RH6 0YR
E-mail: ats.enquiries@caa.co.uk
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1 July 2026 Chapter 1: Glossary - Page 1
Chapter 1: Glossary
Content removed and placed in CAP 1430 – UK Air Traffic Management Vocabulary .
CAP 4 13
1 July 2026 Chapter 2: Radiotelephony - Page 1
Chapter 2: Radiotelephony
General Procedures
Introduction
2.1 Radiotelephony provides the means by which pilots of aircraft and ground
personnel communicate with each other. To ensure communications are
clear and fully understood it is of vital importance that transmissions by RTF
should comply with internationally agreed procedures and phraseology. RTF
communications between pilots and ground personnel will comprise one or
more of the following elements in any message transmitted.
Table 1
RTF Element Compliance Guidance Material
Clearance Requiring strict
compliance Clearances transmitted by ground personnel (usually Air Traffic Control) are to be strictly complied with and the clearance issued is to be read back
verbatim, e.g. ‘BIGJET 347, cleared to
Kennington via A1, at FL60, squawk 5501’
Instructions To be followed and
carried out where
practically possible
and safe to do so Instructions transmitted are to be complied with and, in most cases,
should be read back to reduce the
chance of any ambiguity or misunderstanding, e.g. ‘G -ABCD, taxi to
the apron via taxiway Charlie’. Chapter
2 specifies those instructions that are to
be read back in full. However, if the
instruction is short, clear and
unambiguous, acknowledgment of the
instruction using standard phraseology
such as ‘Roger’ (I have received all your
last transmission) or ‘Wilco’ (I
understand your message and will
comply with it) is preferred for the sake
of brevity in the use of radiotelephony
transmission time
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1 July 2026 Chapter 2: Radiotelephony - Page 2
RTF Element Compliance Guidance Material
Information Of benefit and
usefulness between
pilot and ground personnel in the
interests of safety Information is provided to assist the safe
conduct of the flight and should not be
read back, e.g. ‘G -ABCD surface wind
240 degrees 15 knots’ . If the information
is not understood, a request to repeat
the information is sufficient
2.2 Used properly, the clearances, instructions and information transmitted will
greatly assist in the safe and expeditious operation of aircraft. A transmitted radiotelephony message will contain at least one of the elements listed but
may contain all three elements if required. Pilots and ground personnel
should be aware of the elements of each transmission to ensure only those elements that are required to be read back are transmitted. Verbose transmissions are to be avoided, and one of the most common faults in
radiotelephony is the unnecessary retransmission of simple instructions and
information.
2.3 The use of standard procedures and phraseology will avoid misunderstanding and reduce the need for repeat transmissions. Incidents and accidents have occurred in which a contributing factor has been the
misunderstanding caused by the use of non- standard p hraseology and not
understanding the important elements of the message.
2.4 The importance of using correct and precise standard phraseology
cannot be over -emphasised.
Use of VHF RTF Channels
2.5 Geographical separation between international services using the same or
adjacent frequencies is determined so as to ensure as far as possible that
aircraft at the limits of height and range to each service do not interfere with
one another. In the case of en-route sectors these limits correspond to that of
the ATC sector concerned and those for international aerodrome services are
appropriate to a radius of 25 NM up to a height of 4,000 ft (Tower) or 10,000
ft (Approach).
2.6 Except in emergency, or unless otherwise instructed by the ATS, pilots should observe these limits. Services other than international services are provided on frequencies which are shared between numerous ground
stations and have to operate to a higher ut ilisation in order to satisfy the
demand for frequencies. Pilots using these frequencies should assist in
reducing interference by keeping communications to a minimum and by limiting the use of aircraft transmitters to the minimum height and distance
from the aerodrome that is operationally necessary. In the case of Tower,
AFIS and AGCS facilities, communications on these frequencies should be
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1 July 2026 Chapter 2: Radiotelephony - Page 3
restricted as far as possible to heights up to 1,000 ft in the immediate vicinity
of the aerodrome concerned and in any event within 10 NM and 3,000 ft.
2.7 SAFETYCOM transmissions shall be made only within a maximum range of 10 NM of the aerodrome of intended landing, and below 2,000 ft above the aerodrome elevation.
Transmitting Technique
2.8 The following transmitting techniques will assist in ensuring that transmitted
speech is clearly and satisfactorily received:
1. Before transmitting check that the receiver volume is set at the optimum
level and listen out on the frequency to be used to ensure that there will be no interference with a transmission from another station.
2. Be familiar with microphone operating techniques and do not turn your
head away from it whilst talking or vary the distance between it and your
mouth. Severe distortion of speech may arise from:
a) Talking too close to the microphone;
b) Touching the microphone with the lips; or
c) Holding the microphone or boom (of a combined headset/
microphone system).
3. Use a normal conversation tone, speak clearly and distinctly.
4. Maintain an even rate of speech not exceeding 100 words per minute.
When it is known that elements of the message will be written down by the recipients, speak at a slightly slower rate.
5. Maintain the speaking volume at a constant level .
6. A slight pause before and after numbers will assist in making them easier to understand.
7. Avoid using hesitation sounds such as ‘er’.
8. Avoid excessive use of courtesies and entering into non- operational
conversations .
9. Depress the transmit switch fully before speaking and do not release it
until the message is complete. This will ensure that the entire message
is transmitted. However, do not depress transmit switch until ready to
speak.
10. Be aware that the mother tongue of the person receiving the message
may not be English. Therefore, speak clearly and use standard RTF
words and phrases wherever possible.
11. Messages should not contain more than three specific phrases, comprising a clearance, instruction or pertinent information. In cases of
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1 July 2026 Chapter 2: Radiotelephony - Page 4
doubt, e.g. a foreign pilot having difficulty with the English language or
an inexperienced pilot unsure of the procedures, the controller should reduce the number of items and if necessary, these should be passed,
and acknowledged, singly.
2.9 One of the most irritating and potentially dangerous situations in
radiotelephony is a ‘stuck’ microphone button. Operators should always
ensure that the button is released after a transmission and the microphone
placed in an appropriate place that will ensure that it will not inadvertently be
switched on.
2.10 After a call has been made, a period of at least 10 seconds should elapse
before a second call is made. This should eliminate unnecessary
transmissions while the receiving station is getting ready to reply to the initial call.
Transmission of Letters
2.11 The words in the table below shall be used when individual letters are
required to be transmitted. The syllables to be emphasised are in bold.
Table 2
Letter Word Appropriate pronunciation
A Alpha AL FAH
B Bravo BRAH VOH
C Charlie CHAR LEE or SHAR LEE
D Delta DELL TA
E Echo ECK OH
F Foxtrot FOKS TROT
G Golf GOLF
H Hotel HO TELL
I India IN DEE AH
J Juliett JEW LEE ETT
K Kilo KEY LOH
L Lima LEE MAH
M Mike MIKE
N November NO VEM BER
O Oscar OSS CAR
P Papa PAH PAH
Q Quebec KEH BECK
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1 July 2026 Chapter 2: Radiotelephony - Page 5
R Romeo ROW ME OH
S Sierra SEE AIR RAH
T Tango TANG GO
U Uniform YOU NEED FORM or OO NEE FORM
V Victor VIK TAH
W Whiskey WISS KEY
X X-ray ECKS RAY
Y Yankee YANG KEE
Z Zulu ZOO LOO
Transmission of Numbers
2.12 The syllables to be emphasis ed are in bold.
Table 3
Numeral or numeral
element Latin alphabet
representation
0 ZERO
1 WUN
2 TOO
3 TREE
4 FOW ER
5 FIFE
6 SIX
7 SEVEN
8 AIT
9 NINER
Decimal DAYSEEMAL
Hundred HUN DRED
Thousand TOUSAND
2.13 All numbers, except those contained in sub- paragraph 2, shall be transmitted
by pronouncing each digit separately as follows:
1. When transmitting messages containing aircraft callsigns, altimeter
settings, flight levels (with the exception of FL100, 200, 300 etc. which are expressed as ‘Flight Level (number) HUN DRED’), headings, wind
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1 July 2026 Chapter 2: Radiotelephony - Page 6
speeds/directions, airspeed and frequencies, each digit shall be
transmitted separately; examples of this convention are as follows:
Table 4
Number Transmitted as Pronounced as
BAW 246 Speedbird Two Four Six SPEEDBIRD TOO FOWER SIX
FL100 Flight Level One Hundred FLIGHT LEVEL WUN HUN DRED
FL180 Flight Level One Eight
Zero FLIGHT LEVEL WUN AIT ZERO
150 Degrees One Five Zero Degrees WUN FIFE ZERO DEGREES
18 Knots One Eight Knots WUN AIT KNOTS
122.1 One Two Two Decimal
One WUN TOO TOO DAYSEEMAL
WUN
(Squawk) 6500 Six Five Zero Zero SIX FIFE ZERO ZERO
2. All numbers used in the transmission of altitude, height, cloud height,
pressure setting*, transponder codes*, visibility and runway visual range information which contain whole hundreds and whole thousands shall be transmitted by pronouncing each digit in the number of hundreds or thousands fol lowed by the word HUNDRED or TOUSAND as
appropriate. Combinations of thousands and whole hundreds shall be transmitted by pronouncing each digit in the number of thousands followed by the word TOUSAND and the number of hundreds followed by the word HUNDRED; examples of this convention are as follows:
Table 5
Number Transmitted as Pronounced as
10 One Zero WUN ZERO
100 One Hundred WUN HUN DRED
2 500 Two Thousand Five
Hundred TOO TOUSAND FIFE
HUNDRED
QNH 1000 hpa One Thousand WUN TOUSAND
(Squawk) 1000 One Thousand WUN TOUSAND
11 000 One One Thousand WUN WUN TOUSAND
25 000 Two Five Thousand TOO FIFE TOUSAND
* For pressure setting and transponder codes see SERA.14035 (a) (1) (ii) and (iii) .
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1 July 2026 Chapter 2: Radiotelephony - Page 7
2.14 Numbers containing a decimal point shall be transmitted as prescribed in
paragraph 2.12 with the decimal point in appropriate sequence being
indicated by the word decimal.
2.15 All six figures shall be used when identifying frequencies irrespective of
whether they are 25 kHz or 8.33 kHz spaced. Exceptionally, when the final
two digits of the frequency are both zero, only the first four digits need be
given. In technical terms an 8.33 kHz frequency is referred to as a “channel”;
however, the word “channel” is not used in RTF. Military phraseology for
identifying UHF frequencies appears in Chapter 10.
Table 6
Frequency Transmitted as Pronounced as
118.125 One One Eight Decimal
One Two Five WUN WUN AIT DAY SEE MAL WUN
TOO FIFE
119.050 One One Nine Decimal
Zero Five Zero WUN WUN NINER DAY SEE MAL
ZERO FIFE ZERO
122.500 One Two Two Decimal
Five WUN TOO TOO DAY SEE MAL FIFE
118.000 One One Eight Decimal
Zero WUN WUN AIT DAY SEE MAL
ZERO
2.16 When it is necessary to verify the accurate reception of numbers the person
transmitting the message shall request the person receiving the message to
read back the numbers.
Transmission of Time
2.17 When transmitting time, only the minutes of the hour are normally required.
However, the hour should be included if there is any possibility of confusion. Time checks shall be given to the nearest minute and preceded by the word
‘TIME’. Coordinated Univers al Time (UTC) is to be used at all times, unless
specified. 2400 hours designates midnight, the end of the day, and 0000
hours the beginning of the day.
Table 7
Number Transmitted as Pronounced as
0823 Two Three or Zero Eight Two Three TOO TREE (or ZERO AIT
TOO TREE)
1300 One Three Zero Zero WUN TREE ZERO ZERO
2057 Five Seven or Two Zero Five
Seven FIFE SEVEN (or TOO ZERO
FIFE SEVEN)
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Standard Words and Phrases
2.18 The following words and phrases shall be used in radiotelephony
communications as appropriate and shall have the meaning given below:
Table 8
Word/Phrase Meaning
ACKNOWLEGDE Let me know that you have received and understood this
message
AFFIRM Yes
APPROVED** Permission for proposed action granted
BREAK Indicates the separation between messages
BREAK BREAK Indicates the separation between messages transmitted to
difference aircraft in a busy environment
NOTE: The phraseology “BREAK BREAK” may be
confused with an instruction to an aircraft formation and should be used with caution
CANCEL Annul the previously transmitted clearance
CHANGING TO I intend to call…(unit) on…(frequency)
CHECK Examine a system or procedure. (Not to be used in any
other context. No answer is normally expected)
CLEARED ‡ Authorised to proceed under the conditions specified
CLIMB ‡ Climb and maintain
CONFIRM I request verification of: (clearance, instruction, action,
information)
CONTACT Establish communications with…(your details have been
passed)
CORRECT True or accurate
CORRECTION An error has been made in this transmission (or message
indicated). The correct version is…
DESCEND ‡ Descend and maintain
DISREGARD Ignore
FANSTOP I am initiating a practice engine failure after take-off. (Used
only by pilots of single engine aircraft). The response
should be, “REPORT CLMBING AWAY”
FREECALL Call…(unit) (your details have not been passed – mainly
used by military ATC)
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Word/Phrase Meaning
HOLD SHORT ** Stop before reaching the specified location
NOTE: Only used in limited circumstances where no
defined point exists (e.g. where there is no suitably located
holding point), or to reinforce a clearance limit
HOW DO YOU
READ What is the readability of my transmission?
I SAY AGAIN I repeat for clarity or emphasis
MAINTAIN ‡ Continue in accordance with the condition(s) spec ified or in
its literal sense, e.g. “Maintain VFR”
MONITOR Listen out on (frequency)
NEGATIVE No; or Permission not granted ; or That is not correct; or
Not capable
NEGATIVE I SAY
AGAIN May be used if repeated incorrect readbacks are given by
the pilot and additional emphasis is required
OUT * This exchange of transmissions is ended, and no response
is expected
OVER * My transmission is ended, and I expect a response from
you
PASS YOUR
MESSAGE Proceed with your message
READ BACK Repeat all, or the specified part, of this message back to
me exactly as received
RECLEARED To be used only in relation to routings and NOT for
instructions to climb or descend
REPORT ** Pass me the following information
REQUEST I should like to know …or I wish to obtain …
ROGER I have received your last transmission
SAY AGAIN Repeat all , or the following part of your last transmission
SPEAK SLOWER Reduce your rate of speech
STANDBY Wait and I will call you
NOTE: No onward clearance to be assumed. The caller
would normally re- establish contact if the delay is lengthy .
STANDBY is not an approval or denial
UNABLE I cannot comply with your request, instruction, or clearance
(Unable is normally followed by a reason)
WILCO I understand your message and will comply with it
(abbreviation for will comply)
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1 July 2026 Chapter 2: Radiotelephony - Page 10
Word/Phrase Meaning
WORDS TWICE As a request : Communication is difficult. Please send
every word twice
As information: Since communication is difficult , every
word in this message will be sent twice
* Not normally used in U/VHF Communications.
** Not used by Air/Ground Communication Service Operators (c/s “Radio”).
‡ Not used by Air/Ground Communication Service Operators (c/s “Radio”) or Flight Information
Service Officers (c/s “Information”).
Callsigns for Aeronautical Stations
2.19 Aeronautical stations are identified by the name of the location followed by a
suffix except that the name of the rig/platform/vessel is normally used by offshore mineral extraction agencies. The suffix indicates the type of service
being provided.
Table 9
Service Suffix
Area Control CONTROL
Radar (in general) RADAR
Approach Control APPROACH
Aerodrome Control TOWER
Approach Control Radar
Arrival/Departure DIRECTOR/DEPARTURE (RADAR - when
tasks combined) /ARRIVAL – (when
approved)
Ground Movement Control GROUND
Military Aerodrome Traffic Zone
(MATZ) Crossing ZONE
Precision Approach Radar TALKDOWN
Flight Information INFORMATION
Air/Ground Communication
Service RADIO
Clearance Delivery * DELIVERY
* Clearance Delivery Officer (CDO) positions may be established at aerodromes to relay ATC
departure clearances. Standard phraseology for CDO departure clearance is referenced in Chapter
11, under ATC Clearance heading. A CDO shall not relay start, pushback, taxi, or take- off instructions.
NOTE: Lower Airspace Radar Service (LARS) is available from participating A ir Traffic Service Units
(ATSU) as described in UK AIP ENR 1.6.
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2.20 There are three main categories of aeronautical telecommunications service.
1. Air Traffic Control Service (ATC) which can only be provided by
licensed Air Traffic Control Officers who are closely regulated by the
relevant regulatory authority.
2. Flight Information Service can be provided only by licensed Flight
Information Service Officers (FISOs), who are also regulated by the
CAA.
3. Aerodrome Air/Ground Communication Service (AGCS) which can be
provided by Radio Operators who are not licensed but have obtained a certificate of competency to operate radio equipment on aviation
frequencies from the CAA signed by the Wireless Telegraphy (WT) act
licence holder . These operations come under the jurisdiction of the
radio licence holder but are not regulated in any other way.
Other categories of aeronautical communications service include VOLMET,
SIGMET, Automatic Terminal Information Service (ATIS) or Aeronautical
Information Services (AIS) .
2.21 It is an offence to use a callsign for a purpose other than that for which it has
been notified.
2.22 The use of the calling aeronautical station’s callsign followed by the answering aeronautical station’s callsign shall be considered the invitation to proceed with transmission by the station calling. The use of the phrase ‘Pass
your message’ may be used w hen considered appropriate.
2.23 When satisfactory communication has been established, and provided that it
will not be confusing, the name of the location or the callsign suffix may be omitted.
2.24 Telephone procedures to be applied by civil controllers are published in CAP
493 (Manual of Air Traffic Services Part 1).
Callsigns for Aircraft
2.25 When establishing communication, an aircraft shall use the full callsigns of
both stations.
Borton Tower, G -ABCD
G-ABCD, Borton
Tower, pass your message
2.26 After satisfactory communication has been established, and provided that no
confusion is likely to occur, the ground station may abbreviate callsigns (see table below). A pilot may only abbreviate the callsign of their aircraft if it has
first been abbreviated by the aeronautical station.
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Table 10
Full callsign Abbreviation
GBFRM G-RM
Speedbird GBGDC Speedbird DC
N31029 N029
N753DA N3DA
* Midland 640 No abbreviation
** Piper GBSZT Piper ZT
** Helicopter GABCD Helicopter CD
*** PHABC P-BC
* Represents a Type C callsign.
** The name of either the aircraft manufacturer, or name of aircraft model, or name of the aircraft
category (e.g. helicopter or gyrocopter) may be used as a prefix to the callsign.
***ICAO Type ‘a’ callsign as described in ICAO 9432, Manual of Radiotelephony at paragraph 2.7.2.1. - ‘’Type a) the first and at least the last two characters of the aircraft registration;’’
2.27 An aircraft should request the service required on initial contact when
freecalling a ground station.
Westbury Approach, G -ABCD, request
Basic Service
G-ABCD, Westbury Approach, pass your
message
2.28 An aircraft shall not change its callsign type during a flight. However , where
there is a likelihood that confusion may occur because of similar callsigns, an aircraft may be instructed by an air traffic service unit (ATSU) to change the type of its callsign temporarily.
2.29 The similarity of some aircraft callsigns on the same frequency can cause confusion which may lead to an incident. The following are particularly liable
to be confused:
1. Callsigns which have three or more digits in common, especially when
the flight numbers are the same, e.g. AIC 515 and SAS 515.
2. Aircraft with similar registrations, e.g. G -ASSB and G -ATSB or HB- SSB.
Controllers are to warn the pilots concerned and, if necessary, instruct
one or both aircraft to use alternative or full callsigns while they remain on the frequency.
2.30 For aircraft in the SUPER or HEAVY wake turbulence category, the word
‘Super’ or ‘Heavy’ shall be included, as appropriate, immediately after the
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aircraft callsign in the initial RTF contact between such aircraft and AT SUs.
The purpose of this call is to confirm the aircraft type and/or wake turbulence
category is the same as that stated on the flight progress strip. Types assigned to the SUPER category by the CAA are the Airbus A380- 800 and
Antonov AN -124 Ruslan.
Police Flights
2.31 A Police flight is defined as a flight by an aircraft operating under a Police Air
Operator’s Certificate, the purpose of which is to facilitate police operations,
which includes the following:
1. Responding to a ‘Police Emergency’. The pilot of a police aircraft is
likely to declare a ‘Police Emergency’ in situations where an immediate
response is required when life is at immediate risk, or a serious crime or
major incident is in progress.
2. Supporting ground personnel in often sensitive and serious operations.
3. Non-standard and other flights.
The callsign for a Police flight consists of three elements:
1. The radiotelephony callsign ‘POLICE’ ;
2. A two, or exceptionally three- digit individual aircraft identifier ;
3. The two, or three- digit aircraft identifier may be suffixed with a flight
category to indicate the priority required by the pilot. Suffix “Alpha”
indicates a ‘Police Emergency’ is in progress, e.g., “POLICE 01 Alpha”.
The absence of a suffix indicates the flight is to be handled as flight
category ‘B’. Suffix “Zulu” indicates flight training, testing or other flights
involving Police aircraft, e.g., “POLICE 01 Zulu”.
The flight categories relevant to Police flying operations are:
1. Flight Category A: authorised for use by aircraft which have declared a
‘Police Emergency’.
2. Flight Category B: normal operational priority.
3. Flight Category Z: used for training, test and other flights involving
Police aircraft.
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Helicopter Emergency Medical Service Flights
2.32 A HEMS flight is a flight by a helicopter operating under a HEMS approval,
the purpose of which is to facilitate emergency medical assistance, where
immediate and rapid transportation is essential.
The callsign for a HEMS flight consists of three elements:
1. The radiotelephony callsign ‘HELIMED’ ;
2. A two -digit individual aircraft identifier allocated to each HEMS aircraft
by CAA ;
3. The two- digit individual aircraft identifier may be suffixed with the flight
category to indicate the priority required by the pilot. Suffix “Alpha”,
“Echo”, or “Zulu” indicates the corresponding flight category. The
absence of a suffix indicates the ‘normal flight’ category, e.g. “HELIMED
01”.
The flight categories relevant to HEMS operations are:
1. Flight Category A : applies to all HEMS flights, as defined at above
paragraph.
2. Flight Category E : is authorised for use by an aircraft positioning for the
purpose of conducting HEMS duties, e.g., returning to base after
delivering a casualty to hospital. It is afforded priority over normal
flights.
3. Flight Category Z : is used for training flights.
Search And Rescue
2.33 SAR flights operate to and from incidents where a response is required for
the safety of life, which might be time critical and may also involve the
transportation of casualties to hospital.
The callsign for SAR flights consists of the following elements:
1. The radiotelephony callsign is task dependent and will be
“COASTGUARD” or “BRITISH RESCUE”. “COASTGUARD” callsigns
can be re- tasked by the JRCC and such flights will adopt the “BRITISH
RESCUE” callsign. In addition, SAR helicopters may on occasions be
required to undertake HEMS tasks and will also use the “BRITISH
RESCUE” callsign. The callsign “BRITISH RESCUE” may be
abbreviated to “RESCUE”, by an Air Traffic Services Unit within the UK
FIR when appropriate after initial contact ;
2. A three -digit individual aircraft callsign allocated to each SAR Base and
aircraft by the Joint Rescue Coordination Centre (JRCC) ;
3. The three- digit individual aircraft identifier may be suffixed with the flight
category to indicate the priority required by the pilot. Suffix “Alpha”,
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“Bravo”, “Echo”, or “Zulu” indicates the corresponding flight category.
The absence of a suffix indicates the ‘normal flight’ category.
The flight categories relevant to SAR operations are:
1. Flight Category A: applies to SAR flights when the safety of life is
involved, including HEMS tasks. Callsign “BRITISH RESCUE [XXX]
Alpha” .
2. Flight Category B: applies to SAR or humanitarian flights when priority
is required, including HEMS tasks. Callsign “BRITISH RESCUE [XXX]
Bravo” .
3. Flight Category E: is authorised for use by SAR aircraft carrying out a
positioning flight following a SAR or HEMS task, e.g., returning to its
base after delivering a patient/casualty. Callsign “COASTGUARD [XXX]
Echo” .
4. Normal Flight Category: applies to SAR aircraft in circumstance when
additional priority is not required. Callsign “COASTGUARD [XXX]” .
5. Flight Category Z: used for training and testing flights in SAR aircraft.
Callsign “COASTGUARD [XXX] Zulu” .
Prefixes
2.34 The use of a number of callsign prefix are detailed within CAP 413. In most
cases it is indicated that prefixes such as this should be used on initial
contact only; however, there may be circumstances where continued use of the prefix will help to enhance situational awareness, i.e. pilots of aircraft
joining the aerodrome traffic circuit may not know that there are student pilots
already operating within the traffic circuit. In such circumstances the
continued use of the ‘STUDENT’ prefix could enhance the joining pilot’s
situational awareness. In a similar manner, the use of other prefixes beyond the initial call may assist in developing and maintaining situational
awareness. The following prefixes are known to be in common use:
Student
Helicopter
Glider
Microlight
Balloon
Fastjet
Fastprop
Flexwing
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Gyro
ATS Providers/Flying Training Organisations/Aircraft Operators may use
additional or alternative callsign prefix and/or suffix to aid situational awareness
and these would normally be detailed in local instructions as appropriate.
Student Flights
2.35 On initial contact with an ATSU , student pilots who are flying solo shall use
the callsign prefix ‘STUDENT1’. Once acknowledged, it will not normally be
necessary for student pilots to use the prefix in subsequent transmissions
unless they feel they are being instructed to do something with which they
are unfamiliar.
2.36 Controllers will acknowledge the initial call, again using the prefix, and can be
expected, as far as practicable, to make due allowance for the limited
experience and ability of student pilots in determining the pace and
complexity of instructions and/or information which are subsequently passed.
Walden Tower, STUDENT
G-ABCD, on the apron,
request taxi for local VFR
flight
STUDENT G -ABCD, Walden
Tower, taxi holding point
Alpha, runway 24
Wrayton Information, STUDENT G - ABCD,
request Basic Service
STUDENT G -ABCD,
Wrayton Information, pass
your message
2.37 Flight Instructors must brief students, specifically, on the use of this callsign prefix as part of their pre- solo briefing. The use of this callsign prefix is not
intended to remove the additional requirement for flight instructors to notify
ATSUs separately of ‘first solo’ flights where this is normal practice.
High Speed Flights
2.38 When receiving an ATS surveillance service, certain ex -military aircraft types
have been granted a CAA exemption from the Air Navigation Order
requirement to fly at an I ndicated Airspeed (IAS) less than 250 kt below Flight
Level 100. In order to alert the controller to this higher speed profile, pilots of
exempted aircraft shall, on initial contact, prefix the aircraft callsign with
‘FASTJET’ or ‘FASTPROP’ (depending on propulsion type), e.g. “ Kennington
1 Although intended primarily for use by ab- initio students, the prefix shall also be used in other
circums tances where, for example, the holder of a valid licence is returning to flying practice after a
significant absence and is undergoing renewal training involving solo flight conducted as a student
under the supervision of a flight instructor .
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Radar, FASTJET G -ABCD request Deconfliction service”. Use of this prefix
shall be confined to initial contact with ATC agencies for periods of flight
during which operations at airspeeds in excess of 250 kt are int ended. Once
acknowledged, it will not normally be necessary for pilots to use the prefix in
subsequent transmissions until making initial contact with other ATSUs.
Unmanned Flights
2.39 All unmanned flight callsigns shall include the word ‘UNMANNED’, on first
contact with the ATS provider, to ensure that air traffic controllers are fully
aware that they are dealing with an unmanned flight .
Military Aircraft Callsigns
2.40 When establishing communication, an aircraft shall use the full callsigns of both stations.
Standard Callsigns
2.40 Most UK military flying units are assigned an ICAO registered callsign root, comprising a Three- Letter Designator (TLD) and associated RT designator,
with a numerical suffix as the pilot or task number, e.g. CWL84 (Cranwell 84).
Some TLDs and corresponding RT designators are assigned to force elements, e.g. RRR (ASCOT) for Air Transport and Air -to-Air Refuelling fleet.
TLDs for units without an assigned RT designator are referred to phonetically, e.g. VYT - Victor Yankee Tango). Number suffixes may be
assigned to a specific pilot; three figure pilot numbers are generally only used
by Operational Conversation Unit pilots and unqualified student pilots. A task
number may be used instead of a pilot number. Number suffixes added to the
TLD will not exceed 7 characters to meet Flight Data Processing system requirements. All TLD and their associated RT designators are published in
ICAO Document 8585; military policy for air/ground callsigns is contained within JSP 506.
Mission Callsigns
2.41 On some occasions, mission callsigns will be used. These will consist of a 3-character prefix of numbers and letters (trigraph) as the callsign root, with a
numerical suffix as a mission identifier.
Formation Word Callsigns
2.42 Formation word callsigns facilitate control of multiple aircraft within one
speaking unit, although they are not recognised by ICAO. These may be a single word, or a word and numerical suffix followed by ‘flight’, dependent on the communication standard used by that flying unit. Individual elements of a formation are identified by adding a numerical suffix to the formation word
callsign.
Examples of formation word callsigns:
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BLACKCAT – Formation
BLACKCAT 1 - Single aircraft
WARLORD 11 Flight - RAF Typhoon and USAF formation
WARLORD 11 - RAF Typhoon and USAF single aircraft
Collective Callsigns
2.43 Collective callsigns permit the control of multiple elements carrying out
different functions, or flying as several formations, as a temporary measure. Each aircraft will be allocated its own callsign, but the collective callsign will use the term COMBINE as a suffix, e.g. LOS34, LOS65 and LOS45 becomes
LOS34 COMBINE.
Transit Flights
2.44 Military aircraft will use either their ICAO approved unit TLD, or the single service designators:
Royal Air Force. TLD RFR, RT designator RAFAIR.
Royal Navy. TLD NVY, RT designator NAVY.
Army Air Corps. TLD AAC, RT designator ARMY AIR.
Callsign Abbreviation
2.45 Once positive contact has been established, and provided no possibility of
confusion exists, callsigns may be abbreviated as follows (for examples, see
Table 10) :
1. Standard Callsigns. Where no RT F designator exists, the first letter of
the TLD followed by the numerical suffix.
2. Mission Callsigns. As only the third element of the trigraph is always a
letter, the abbreviated callsign will be the third element followed by the
numerical suffix. Mission callsigns without a numerical suffix cannot be abbreviated.
3. Transit flights . A military identifier followed by whatever the air traffic
controller specifies once the full callsign has been used to identify the
aircraft.
However, in all cases the responsibility to shorten lies with ATC as they may
be dealing with multiple aircraft with similar callsigns.
Flight Plan Entries
2.46 TLD RT designators and formation word callsigns are not abbreviated on RTF; however , most Flight Data Processing systems are unable to accept
callsigns with greater than 7 characters. Consequently, aircraft identification on flight plans must be abbreviated, when necessary, e.g. BLKCAT4
(BLACKCAT 4). Only the approved abbreviations assigned to the military callsigns should be used, as found in JSP 506.
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Mode S Aircraft Identification Setting
2.47 Mode S Aircraft Identification Settings for military aircraft should directly
correlate with the flight plan entry. When no flight plan is filed, the JSP 506 abbreviation should still be used.
Continuation of Communications
2.48 The placement of the callsigns of both the aircraft and the ground station within an established RTF exchange should be as follows:
2.49 Ground to Air: Aircraft callsign – message or reply.
Air to Ground:
1. Initiation of new information/request etc. – Aircraft callsign then
message;
2. Reply – Repeat of pertinent information/readback/acknowledgement
then aircraft callsign.
G-ABCD, descend FL80
Descend FL80, G -ABCD
G-ABCD , maintaining
FL80
G-CD
G-ABCD, request descent
G-CD, descend FL40
Descend FL40, G -CD
2.50 When it is considered that reception is likely to be difficult, important elements of the message should be spoken twice.
2.51 When a ground station wishes to broadcast information to all aircraft likely to
receive it, the message should be prefaced by the call ‘All stations’. No reply
is expected to such general calls unless individual stations are subsequently
called upon to acknowledge receipt.
All stations Wrayton Control,
Colinton VOR on test
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2.52 If there is doubt that a message has been correctly received, a repetition of
the message shall be requested either in full or in part.
Table 11
Phrase Meaning
Say again Repeat entire message
Say again…(item) Repeat specific item
Say again all before…(the first word
satisfactorily received)
Say again all after... (the last word
satisfactorily received)
Say again... (word before missing
portion) to... (word after missing portion)
2.53 When a station is called but is uncertain of the identification of the calling station, the calling station should be requested to repeat its callsign until identification is established.
Stourton Ground, BIGJET 347
Station calling Stourton Ground say again your
callsign
Corrections and Repetitions
2.54 When an error is made in a transmission the word ‘CORRECTION’ shall be
spoken, the last correct group or phrase repeated and then the correct version transmitted.
BIGJET 347, Wicken 47 FL280 Marlow 07 correction
Marlow 57
BIGJET 347, Roger
2.55 If a correction can best be made by repeating the entire message, the
operator shall use the phrase ‘CORRECTION I SAY AGAIN’ before
transmitting the message a second time.
Acknowledgement of Receipt
2.56 Acknowledgements of information should be signified by the use of the
receiving stations’ callsign or ‘ Roger callsign ’, and not by messages such as:
‘callsign -copy the weather’ or ‘callsign- copy the traffic’.
Transfer of Communications
2.57 To transfer communications with an aircraft to another unit, controllers shall pass instructions giving:
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1. the identity of the unit to be contacted;
2. the frequency to be used for contact.
2.58 Transfer of communication instructions should be passed in a single
message. Items which require a read- back should normally be passed in a
separate transmission before transfer.
2.59 If no further communication is received from the pilot after an
acknowledgement, satisfactory transfer of communication may be assumed.
2.60 An aircraft will normally be advised by the appropriate aeronautical station to
change from one radio frequency to another in accordance with agreed procedures.
BIGJET 347, contact
Wrayton Control, 129.125
Wrayton Control 129.125, BIGJET 347
In the absence of such advice, the aircraft shall notify the aeronautical station before such a change takes place. Aircraft flying in controlled
airspace must obtain permission from the controlling authority before
changing frequency.
2.61 An aircraft may be instructed to ‘standby’ on a frequency when it is intended
that the ATSU will initiate communications, and to monitor a frequency on
which information is being broadcast.
BIGJET 347, standby for Kennington Tower 118.950
Standby for Kennington Tower 118.950, BIGJET 347
BIGJET 347, monitor ATIS
Monitor ATIS 128.275, BIGJET 347
2.62 The controller may instruct the pilot to contact another agency on passing a
specific point or when passing, leaving or reaching a specified level.
G-CD, at Littletown contact
Borton Approach 122.375
At Littletown contact Borton Approach 122.375, G -CD
BIGJET 347, when passing
FL120 contact Wrayton Control 119.725
When passing FL120 contact Wrayton Control 119.725, BIGJET 347
2.63 Where the aircraft is transferred to another agency whilst on a heading, the controller will instruct the pilot to report the heading to the next agency.
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BIGJET 347, report
heading to Wrayton
Control, 129.125
2.64 If the airspace does not dictate that an aircraft must remain in contact with a
specific ATSU, and the pilot wishes to freecall another agency they should
request or notify such an intention.
Westbury, G -CD, request change to
Wrayton Information 125.750
Wrayton Information, G- CD,
changing to Wrayton Centre 121.5 for Practice Pan
Clearance Issue and Read -back Requirements
2.65 Provisions governing clearances are contained in SERA 8015. A clearance may vary in content from a detailed description of the route and levels to be
flown to a brief standard instrument departure (SID) according to local procedures.
2.66 Controllers will pass a clearance slowly and clearly since the pilot needs to
write it down , thereby avoiding wasteful repetition. Whenever possible, a
route clearance should be passed to an aircraft before start -up and the
aircraft’s full callsign will always be used. A route clearance and local
departure instructions shall not be passed in the same transmission. When a
route clearance is passed after local departure instructions, or to an aircraft
that is already airborne, tactical restrictions that remain in place shall be
reiterated to ensure that the immediate profile to be flown by the pilot is
unambiguous. Generally, controllers will avoid passing a clearance to a
pilot engaged in complicated taxiing manoeuvres and on no occasion when the pilot is engaged in line up or take -off manoeuvres.
2.67 An ATC route clearance is NOT an instruction to take- off or enter an active
runway. The words ‘TAKE -OFF’ are used only when an aircraft is cleared
for take -off (or if the take -off clearance is cancelled (see paragraph
4.41)). At all other times the word ‘DEPARTURE’ is used.
2.68 The stringency of the read back requirement is directly related to the possible seriousness of a misunderstanding in the transmission and receipt of ATC clearance and instructions. ATC route clearances shall always be read back unless otherwise authorised by the appropriate ATS authority in
which case they shall be acknowledged in a positive manner. Read backs shall always include the aircraft callsign.
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BIGJET 347, cleared to
Kennington via A1, at FL60, squawk 5501
Cleared to Kennington via A1, at FL60, squawk 5501, BIGJET 347
BIGJET 347, correct
BIGJET 347, cleared to Kennington via A1, Wicken 3 Delta departure, squawk 5501
Cleared to Kennington via
A1, Wicken 3 Delta
departure, squawk 5501,
BIGJET 347
BIGJET 347, correct
G-ABCD, after departure
cleared to zone boundary via
route Echo. Climb to altitude
2000 feet QNH 1008, squawk
After departure cleared to
zone boundary via route
Echo. Climb to altitude 2000
feet QNH 1008, squawk
6522, G -ABCD
G-CD, correct
2.69 The ATS messages listed below are to be read back in full by the pilot/ driver. If a readback is not received the pilot/driver will be instructed to do so. Similarly, the pilot/ driver is expected to request that instructions are repeated or clarified if any are n ot fully understood.
1. Taxi/Towing Instructions
2. Level Instructions
3. Heading Instructions
4. Speed Instructions
5. Airways or Route Clearances
6. Approach Clearances
7. Runway -in-Use
8. Clearance to Enter, Land On, Take- Off On, Backtrack, Cross, or
Hold Short of any Active Runway
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9. SSR Operating Instructions
10. Altimeter Settings, including units when value is below 1000
hectopascals
11. VDF Information
12. Frequency Changes
13. Type of ATS Service
14. Transition Levels
G-ABCD, cleared to cross
A1 at Wicken, maintain
FL70 whilst in controlled
airspace. Report entering the airway
Cleared to cross A1 at
Wicken, maintain FL70 in
controlled airspace, Wilco,
G-ABCD
G-CD, hold position
Holding, G -CD
G-CD, contact Ground
Ground 118.050, G -CD
BIGJET 347, Squawk
6402, BIGJET 347
2.70 Items which do not appear in the above list may be acknowledged with an
abbreviated read back.
2.71 If an aircraft read back of a clearance or instruction is incorrect, the controller
shall transmit the word ‘NEGATIVE’ followed by the correct version.
G-CD, QNH 1003
QNH 1013, G -CD
G-CD, Negative, QNH
QNH 1003, G -CD
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2.72 If at any time a pilot receives a clearance or instruction with which they
cannot comply, they should advise the controller using the phrase ‘UNABLE’ (COMPLY) and give the reason(s).
BIGJET 347, Wrayton climb
FL280, cross Wicken FL150
or above
Wrayton, BIGJET 347,
unable cross Wicken
FL150 due weight
2.73 When an amendment is made to a clearance the new clearance shall be
read in full to the pilot and shall automatically cancel any previous clearance. Controllers must be aware, therefore, that if the original clearance included a restriction, e.g. “cross KTN FL150 or below” then the issue of a revised clearance automatically cancels the earlier restriction, unless it is reiterated
with the revised clearance.
2.74 When any doubt exists as to whether a message containing critical
information has been passed by the controller or received and understood by
the pilot, the message must be repeated. Critical information is information, other than that required to enable routine flight, which must be received by
pilots to ensure the safety and effective operation of their aircraft.
2.75 The following can be considered as examples of critical information:
1. Low Visibility Procedures .
2. Windshear Warnings .
3. Essential Aerodrome Information.
4. Equipment serviceability (i.e. ILS/navigational aids) .
5. Weather hazards (thunderstorms, hail, icing, etc.) .
With holding Clearances
2.76 It may be considered expedient by UK Government to withhold an ATC
clearance to aircraft . This may include an aircraft that is planning to enter,
land or depart UK airspace or is already in UK airspace in breach of UK
sanctions .
When authorised by the UK Government through the parent ACC unit or
Airport Authority, the following phraseology is to be used.
BIGJET 347, I am instructed by His Majesty’s Government to refuse entry into United Kingdom airspace. What are your intentions?
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BIGJET 347, I am instructed by His
Majesty’s Government to inform you that landing clearance has been refused for any airfield within the United Kingdom.
What are your intentions?
BIGJET 347, I am instructed by His Majesty’s Government that you are to
hold at (e.g. exact reporting point, airfield
position or latitude/longitude) at (level) .
Acknowledge.
NOTE: If the aircraft is on the ground the Airport Authority will be the
coordinating authority with UK Government.
2.77 The Aerodrome Operator and certain other persons are empowered to prohibit flight, and they may instruct a controller to withhold a clearance. If a
controller has not been instructed to withhold clearance but has reason to
believe that a planned flight is liable to endanger life or involve a breach of legislation, the controller is to w arn the pilot of the hazardous condition or
apparent infringement and obtain an acknowledgement of the message. The hazardous condition may be reported by an outside age ncy or observed by
the controller. Because of possible legal action when pilots disregard the warnings described above, it is essential that clear and precise messages are passed to the pilots concerned and acknowledgements obtained. Further
transmissions may be necessary to ascertain the intentions of the pilot.
BIGJET 347, I am informed that there
may be damage to the port wing tip of your aircraft. It appears that your planned flight is liable to endanger life.
Acknowledge
G-ABCD, you are advised surface wind
280 degrees 37 knots gusting 50. It
appears that your planned flight is liable to endanger life. Acknowledge
2.78 In the case of an anticipated infringement of legislation the controller is to warn the pilot that if they do take-off the facts will be reported to the
appropriate authority.
G-ABCD, your planned flight appears to
contravene legislation because the
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required minima for VFR flight are not
present. If you depart, I shall be required
to report the facts. Acknowledge
Simultaneous Trans missions
2.79 Direct communications between pilots and ATSUs can be adversely affected
by simultaneous transmissions which effectively block all or part of intended
messages. Moreover, whilst the situation may be apparent to the controller or
another pilot, the individuals who inadvertently make such transmissions may
be unaware. On hearing a simultaneous transmission, it can be helpful for the controller (or another pilot if it is the controller’s transmission which has
been blocked) to draw attention to the situation using th e word ‘blocked’.
2.80 Controller Example (where pilots have transmitted simultaneously) .
Transmission Blocked , (callsign if known)
say again
2.81 Pilot Example (where another pilot has blocked a controller’s transmission) .
Transmission Blocked , Wrayton say
again, BIGJET 345
Complying with Clearances and Instructions
2.82 Pilots are expected to comply with clearances and instructions promptly,
commensurate with normal aircraft operations. If, for any reason, a pilot does
not wish to comply with an instruction promptly, the pilot should advise the
ATSU and give an indication of when they intend to comply.
2.83 If an ATS U wishes to indicate that time of compliance is at the pilot’s
discretion, the ATS message will include the phrase ‘when ready’.
2.84 If an ATS U wishes to indicate that the clearance or instruction is required to
be complied with at a particular point in the flight, the message will include the phrase ‘after passing’.
2.85 If an ATS U wishes to indicate that the instruction or clearance must be
complied with at once, the controller’s message will include the word ‘now’ or ‘immediately’. Use of the word ‘now’ indicates that the instruction should be complied with in accordance with normal aircraft operating procedures, but without delay. Use of the word ‘immediately’ indicates a further degree of
urgency exists (e.g. to avoid flight into terrain or restricted airspace, or for the
provision of collision avoidance). In such circumstances, the pilot should take action to comply with the instruction as soon as practicable, subject to the safety of the aircraft.
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2.86 In order to ensure any restriction is not blocked by a pilot acknowledgement,
the phrase or word, indicating when a clearance or instruction should be complied with, will normally be placed before the executive instruction, but in certain cases the phrase or word may be placed between the instruction and
the value of the instruction.
2.87 The phrases and words described in this section are most commonly used in
association with level instructions but may be used in other circumstances if
appropriate. Examples are shown below:
BIGJET 347, after passing
North Cross, descend FL80
After passing North Cross,
descend FL80, BIGJET
BIGJET 347, when ready
descend FL170, Report
leaving FL210
When ready descend
FL170. Report leaving
FL210, BIGJET 347
BIGJET 347, reduce speed
now 210 kt
Reducing speed now 210
kt, BIGJET 347
BIGJET 347, climb immediately FL50
Climbing immediately
FL50, BIGJET 347
Communication Failure
Air – Ground
2.88 Check the following points:
1. The correct frequency has been selected for the route being flown.
2. The Aeronautical Station being called is open for watch.
3. The aircraft is not out of radio range.
4. Receiver volume correctly set.
5. If the previous points are in order, it may be that the aircraft equipment
is not functioning correctly. Complete the checks of headset and radio installation appropriate to the aircraft .
6. When an aircraft station is unable to establish contact with the
aeronautical station on the designated frequency it shall attempt to
establish contact on another frequency appropriate to the route being flown. If this attempt fails, the aircraft station s hall attempt to establish
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communication with other aircraft or other aeronautical stations on
frequencies appropriate to the route.
7. The pilot may still be unable to establish communication on any designated aeronautical station frequency, or with any other aircraft. The pilot is then to transmit their message twice on the designated
frequency, including the addressee for whom the mess age is intended,
preceded by the phrase ‘TRANSMITTING BLIND’ in case the
transmitter is still functioning.
8. Where a transmitter failure is suspected, check or change the
microphone. Listen out on the designated frequency for instructions. It
should be possible to answer questions by use of the carrier wave if the
microphone is not functioning (see Chapter 8 - Speechless Code).
9. In the case of a receiver failure transmit reports twice at the scheduled
times or positions on the designated frequency preceded by the phrase ‘TRANSMITTING BLIND DUE TO RECEIVER FAILURE’.
10. An aircraft which is being provided with air traffic control service, advisory service or aerodrome flight information service is to transmit information regarding the intention of the pilot in command with respect to the continuation of the flight. Speci fic procedures for the action to be
taken by pilots of IFR and Special VFR flights are contained in the
appropriate AIP ENR and/or AD sections.
Ground – Air
2.89 After completing checks of ground equipment (most airports have standby and emergency communications equipment) the ground station will request other aeronautical stations and aircraft to attempt to communicate with the
aircraft which has failed to maintain contact.
2.90 If still unable to establish communication the aeronautical station will transmit messages addressed to the aircraft by blind transmission on the frequency on which the aircraft is believed to be listening.
2.91 These will consist of:
1. the level, route and EAT (or ETA) to which it is assumed the aircraft is
adhering;
2. the weather conditions at the destination aerodrome and suitable
alternate and, if practicable, the weather conditions in an area or areas suitable for descent through cloud procedure to be effected. (See AIP ENR Section) .
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Test Transmissions
2.92 All radio transmissions for test purposes shall be of the minimum duration
necessary for the test and shall not continue for more than 10 seconds. The recurrence of such transmissions shall be kept to the minimum necessary for
the test.
2.93 The nature of the test shall be such that it is identifiable as a test
transmission and cannot be confused with other communications. To achieve this the following format shall be used:
1. the callsign of the aeronautical station being called;
2. ‘the aircraft identification’;
3. the words ‘RADIO CHECK’;
4. ‘the frequency’ being used.
2.94 The operator of the aeronautical radio station being called will assess the transmission and will advise the aircraft making the test transmission in terms of the readability scale (Table 12), together with a comment on the nature of any abnormality noted (i.e. excessive noise) using the following format:
1. ‘the aircraft identification’;
2. ‘the callsign’ of the aeronautical station replying;
3. ‘READABILITY x’ (where ‘x’ is a number taken from Table 12) ;
4. ‘additional information’ with respect to any noted abnormality .
NOTE: For practical reasons it may be necessary for the operator of an
aeronautical station to reply with ‘STATION CALLING (frequency or 8.33 channel) UNREADABLE’.
Table 12
Read ability Scale Meaning
1 Unreadable
2 Readable now and then
3 Readable but with difficulty
4 Readable
5 Perfectly readable
Borton Tower, G -
ABCD, radio check 118.725
G-ABCD, Borton Tower,
readability 5
or,
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G-CD, Borton Tower,
readability 3 with a loud
background whistle
or,
Station calling Borton Tower readability 1
Pilot Complaints Concerning Aeronautical Telecommunications
2.95 Pilots should report faults concerning services and facilities in the
Aeronautical Mobile Broadcast and Navigation Services to the Briefing
Officer, Senior Telecommunications Officer or Senior Controller at the
destination or airport of first landing in order that remedial action can be
taken. Reports of local unserviceabilities will be forwarded to the
Telecommunications staff if received on RTF by the ATSU.
Air Traffic Service Complaints Concerning Aircraft Communications
2.96 Aircraft radio faults including technical failure, incorrect operating procedures
and misuse of specific radio channels may result in the aircraft operator receiving a communication from the CAA detailing the fault condition inviting the operator to explain and/or state what corrective action has been taken.
Hours of Service and Communications Watch
2.97 The hours of service of the radio facilities available in the United Kingdom are published in the UK AIP (ENR and AD) which also details those periods set aside for maintenance.
2.98 Aircraft stations shall, if possible, communicate directly with the ATSU appropriate to the area in which the aircraft are flying. If unable to do so,
aircraft stations shall use any relay means available and appropriate to
transmit messages to the ATSU.
2.99 When normal communications from an aeronautical station to an aircraft station cannot be established, the aeronautical station shall use any relay means available and appropriate to transmit messages to the aircraft station.
2.100 When an aircraft has established communication with an ATSU it is required to maintain a listening watch with that ATSU and advise the ATSU when the listening watch is about to cease. Aircraft should not cease to maintain a listening watch, except for reasons of safety, without informing the ATSU concerned. A time at which it is expected that the watch will be resumed
must be stated.
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Record of Communications
2.101 All ATC units have automatic equipment to record air -ground
communications and some other ATS Us (e.g. AFIS) also have such
equipment.
Categories of Message
2.102 The categories of messages handled by the aeronautical mobile service are
in the following order of priority:
1. Distress messages.
2. Urgency messages, including
messages preceded by the
medical transports signal. } See Chapter 8 – Emergency
Phraseology .
3. Communications relating to
direction finding. See Chapter 6 .
4. Flight safety messages. See Chapter 9 .
5. Meteorological messages. See Chapter 4 – Aerodrome
Information .
6. Flight Regularity messages. See Chapter 9 .
7. Messages relating to the application of the United Nations Charter.
8. Government messages for which priority has been expressly
requested.
9. Service Communications relating to the working of the
telecommunication service or to communications previously
exchanged.
10. Other aeronautical communications.
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Chapter 3: General Phraseology
General
Introduction
3.1 The phraseology detailed in this manual has been established for the
purpose of ensuring uniformity in RTF communications. Communications
shall be concise and unambiguous, using standard phraseology for all
situations for which it is specified. I t is not practicable to detail phraseology
examples suitable for every situation. However, if standard phrases are
adhered to when composing a message, any possible ambiguity will be
reduced to a minimum. Only when standard phraseology cannot serve an
intended trans mission, shall plain language be used.
3.2 Some abbreviations, which by their common usage have become part of
aviation terminology, may be spoken using their constituent letters rather
than the spelling alphabet, for example, ILS, QNH, RVR, etc., (see Chapter
1, Abbreviations).
3.3 For all transmissions, with the exception of those used for surveillance radar
approaches or precision radar approaches, the word ‘degrees’ shall be appended to heading figures where the heading ends in zero, or in cases
where confusion or ambiguity may r esult.
3.4 For all transmissions, the word ‘hectopascal’ shall be appended to figures
when transmitting a pressure setting below 1000 hPa, or in cases where confusion or ambiguity may result.
3.5 The following words may be omitted from transmissions provided that no
confusion or ambiguity may result:
1. ‘Surface’ and ‘knots’ in relation to surface wind direction and speed.
2. ‘Degrees’ in relation to surface wind direction.
3. ‘Visibility’, ‘cloud’ and ‘height’ in meteorological reports.
4. ‘Over’, ‘Roger’ and ‘out’.
3.6 The excessive use of courtesies should be avoided.
Level Reporting
3.7 Only basic level instructions are detailed in this Chapter. More
comprehensive phrases are contained in subsequent Chapters in the context
in which they are most commonly used.
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3.8 The precise phraseology used in the transmission and acknowledgement of
climb and descent clearances will vary, depending upon the circumstances, traffic density and nature of the flight operations.
3.9 However, care must be taken to ensure that misunderstandings 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 f light and the altimeter setting.
Therefore, when passing level messages, the following conventions apply:
1. The word ‘ TO’ is to be omitted from messages relating to FLIGHT
LEVELS.
2. All messages relating to an aircraft’s climb or descent to a HEIGHT or
ALTITUDE employ the word ‘ TO’ followed immediately by the word
HEIGHT or ALTITUDE. Furthermore, the initial message in any such
RTF exchange will also include the appropriate QFE or QNH.
3. The phrase ‘re- cleared’ should not be employed.
4. When transmitting messages containing flight levels each digit shall be
transmitted separately. However, in an endeavour to reduce ‘level
busts’ caused by the confusion between some levels (100/110, 200/220 etc.), levels which are whole hundreds e.g. FL100, 200, 300 shall be spoken as “Flight level (number) HUN DRED”. The word hundred must
not be used for headings .
G-CD, report your level
G-CD, maintaining FL70
G-CD, descend FL50
Descend FL50, G -CD
G-CD, report your level
G-CD, maintaining altitude
2500 feet Wessex 998
hectopascals
G-CD, descend to altitude
2000 feet Borton QNH 1000
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Descend to altitude 2000
feet Borton QNH 1000, G -
CD
G-CD, descend to altitude
1500 feet
Descend to altitude 1500
feet, G- CD
G-CD, descend to height
1000 feet QFE 997 hectopascals
Descend to height 1000 feet QFE 997 hectopascals, G -
CD
NOTES:
1. Use of the word ‘hectopascal’ for pressures lower than 1000.
2 Transmission of Regional Pressure Setting (Wessex) limited to regional name and pressure.
3.10 In the following examples the operations of climbing and descending are
interchangeable, and examples of only one form are given.
G-CD, report passing
FL80
Wilco . G-CD
G-CD, passing FL80
G-CD, maintain altitude
2500 feet
Maintaining altitude 2500
feet, G- CD
G-CD, climb FL70
Climb FL70 , G-CD
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G-CD, reaching FL70
G-CD, request descent
G-CD, descend FL60
Descend FL60, G -CD
G-CD, not below FL60
Not below FL60, G -CD
BIGJET 347, after
passing North Cross, descend FL80
After passing North Cross descend FL80, BIGJET 347
BIGJET 347, stop descent FL210
Stop descent FL210, BIGJET
BIGJET 347, descend FL150, level by South Cross
Descend FL150 level by South Cross, BIGJET 347
BIGJET 347, climb FL290, level at time 55
Climb FL290, level at time 55, BIGJET 347
3.11 Where the controller requires the aircraft to achieve a specific rate of climb or descent, the controller shall use the phraseology shown below.
BIGJET 347, climb at 1000 feet per minute or greater
Climb at 1000 feet per minute or greater, BIGJET 347
BIGJET 347, descend at 500 feet per minute or less
Descend at 500 feet per minute or less, BIGJET 347
3.12 Exceptionally, a best rate of climb or descent may be required. Pilots of
aircraft operating within controlled airspace in the London and Scottish FIRs
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have been instructed not to operate with a climb or descent rate in excess of
8000 ft/min. Aircraft in an emergency and certain military activities are exempt from this restriction.
BIGJET 347, expedite
descent FL180
Expedite descent FL180,
BIGJET 347
BIGJET 347, climb
FL280 expedite until
passing FL180
Climb FL280 expedite until
passing FL180, BIGJET 347
or,
BIGJET 347, unable expedite climb due weight
3.13 Where the controller requires the aircraft to increase the rate of descent/climb, but a best rate is not required, the controller shall use the
phraseology shown below.
BIGJET 347, increase rate of climb
Increase rate of climb,
BIGJET 347
BIGJET 347, decrease rate of climb
Decrease rate of climb,
BIGJET 347
3.14 Under exceptional circumstances, if instant descent/climb is required, the
word ‘immediately’ shall be used.
3.15 Pilots are expected to comply with ATC instructions as soon as they are issued. However, when a climb/descent is left to the discretion of the
pilot, the words ‘when ready’ shall be used.
3.16 Except as described in Chapter 3 - Initial Call - IFR Flights, a pilot receiving a
Radar Control Service is not required to report leaving a level, passing a
level, or reaching a level, unless specifically requested to do so.
BIGJET 347, when
ready climb FL280, report leaving FL200
When ready climb FL280, wilco, BIGJET 347
BIGJET 347 , leaving FL200
climbing FL280
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BIGJET 347, Roger
3.17 When pilots are instructed to report leaving a level, they should advise ATC
that they have left an assigned level only when the aircraft’s altimeter indicates that the aircraft has actually departed from that level and is maintaining a positive rate of climb or descent, in accordance with pu blished
procedures.
3.18 To avoid excessive delays to traffic when ATS surveillance systems are not
available, controllers may authorise an aircraft to climb or descend in VMC,
subject to a number of safeguards, including the pilot agreeing to maintain their own separation from other aircraft.
BIGJET 347,
maintaining own
separation and VMC
descend FL50
Speed Control
3.19 Controllers may instruct pilots to increase/decrease speed in order to maintain the appropriate separation.
BIGJET 347 , reduce
speed to Mach 0.7
Reduce speed to Mach 0.7,
BIGJET 347
BIGJET 347, maintain present speed
Maintain present speed, BIGJET 347
BIGJET 347, maintain 250 knots or greater
Maintain 250 knots or greater, BIGJET 347
BIGJET 347, not above
250 knots
Not above 250 knots,
BIGJET 347
BIGJET 347, reduce to
minimum clean speed
Reduce to minimum clean
speed, BIGJET 347
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BIGJET 347, reduce to
minimum approach speed
Reduce to minimum approach speed, BIGJET
BIGJET 347, maintain 160 knots until 4 miles final
Maintain 160 knots until 4 miles final, BIGJET 347
BIGJET 347, maintain 160 knots until outer marker
Maintain 160 knots until outer
marker, BIGJET 347
3.20 The following phraseology shall be used by controllers when providing speed
control to aircraft at or above FL280 that have been cleared to levels below
FL280.
3.21 Where the controller only requires speed control to apply following the point
at which the aircraft changes over from Mach number to IAS, the phraseology to be used by the controller is:
BIGJET 347, descend FL120, on speed
conversion, 250 knots
Descend FL120, on speed
conversion, 250 knots,
BIGJET 347
3.22 Where the controller requires the aircraft to fly at a specific Mach number until the changeover to IAS and then fly a specified IAS, the phraseology to be used by the controller is:
BIGJET 347, Mach .78, on speed conversion, 250 knots
3.23 Where the controller requires the aircraft to fly the specified IAS as soon as practicable, the phraseology to be used by the controller is:
BIGJET 347, when
able, speed 250 knots
3.24 The procedures above may be used in reverse for the application of speed control to aircraft currently below FL280 but climbing to a level above FL280.
BIGJET 347, on speed conversion, Mach . 7
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BIGJET 347, 250 knots,
on speed conversion,
Mach .7
Initial Call – IFR Flights
Format of Initial Calls
3.25 Pilots of aircraft flying Instrument Departures (including those outside
controlled airspace) shall include the following information on initial contact
with Approach Control (see also Chapter 6 Approach Phraseology paragraph
6.2):
1. callsign;
2. SID or Standard Departure Route Designator (where appropriate);
3. current or passing level; PLUS
4. initial climb level (i.e. the first level at which the aircraft will level off
unless otherwise cleared. For example, on a Standard Instrument
Departure that involves a stepped climb profile, the initial climb level will
be the first level specified in the profile).
Westbury Departure, BIGJET 347, BIGRO 5D, Passing Altitude
2300 feet climbing FL80
BIGJET 347, Wes tbury
Departure, Roger
Subsequent Frequency Changes
3.26 Unless otherwise instructed or paragraph 3.25 applies, when changing
communication channel to an ATC unit (including changes within the same
ATS unit), the initial call on the new channel shall include aircraft identification and level only.
Westbury Control, BIGJET 347, FL350
BIGJET 347, Wes tbury
Control, Roger
3.27 Level information should be included in the report as follows:
1. If the aircraft is in level flight but cleared to another level, the call shall include the aircraft identification followed by the current level and the cleared level.
Westbury Approach, BIGJET 347,
BIGJET 347, Wes tbury
Approach, Roger
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Maintaining FL350
cleared FL250
2. If the aircraft is not in level flight, the call shall include the aircraft
identification followed by cleared level only.
Westbury Approach, BIGJET 347, descending FL90
BIGJET 347, Westbury
Approach, Roger
3. If the aircraft has been assigned a speed or a heading, the initial call
shall also include the assigned speed or heading.
Westbury Control,
BIGJET 347, FL 90, Maintaining 250 knots
BIGJET 347, Westbury
Control, Roger
Initial Call – VFR Flight
3.28 Normally, the initial call to an ATS unit should only include the minimum
information needed to establish:
1. The service that an en- route flight requires; or
2. The clearance/information that a joining or departing flight requires.
Westbury Approach, G -ABCD, Request
(type of service)
Westbury Tower, G -ABCD, Request
join
Westbury Tower, G -ABCD, Request
taxi for departure to Borton
Westbury Tower, G -ABCD, Request
taxi for the south side maintenance area
Westbury Tower, G -ABCD, Request
zone transit
The ATS unit will then respond with their callsign and ‘Pass Your Message’
(optional).
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Passing Message Details
Flights on or in the vicinity of an aerodrome
3.29 Pilots of aircraft inbound or outbound to an aerodrome, or wishing to
manoeuvre on an aerodrome, when instructed to pass their message details,
should respond in the manner described as follows below.
En-route flights
3.30 Generally, the format of this call is applicable to aircraft operating under
Visual Flight Rules (VFR). However, aircraft operating under Instrument
Flight Rules (IFR), when contacting an ATS unit that does not hold details of
the flight, may use the form at described as follows below.
3.31 When instructed by the ATS Unit to pass your message details, the reply
should contain the following information, whenever possible in the order
specified:
1. aircraft callsign/ type;
2. departure point and destination ;
3. present position;
4. level;
5. additional details/Intention (e.g. f light rules, next route point) .
Reply Example 1:
Westbury Approach,
G-ABCD, request Basic
Service
G-ABCD, Westbury
Approach
G-ABCD, Cessna 172, from
Borton to Walden, 15NM
South of Westbury, altitude
2500 feet Wessex 1008, VFR, tracking to Wells
G-CD Roger, Basic Service,
Report Wells
Basic Service, Wilco, G -CD
Reply Example 2: An aircraft returning to the aerodrome of departure.
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Westbury Approach,
G-ABCD, request Basic
Service
G-ABCD, Westbury
Approach, pass your
message
G-ABCD, PA28 local flight
from Borton, Wells altitude 3500 feet Wessex 1008,
VFR, tracking to Salisbury
G-CD Roger, Basic Service,
traffic is a Cessna 172,
15NW South of Westbury
VFR, tracking to Wells at 2500 feet, Report Salisbury
Basic Service, Wilco, G -CD
Position Reporting
3.32 Position reports shall contain the following elements of information:
1. aircraft identification ;
2. position ;
3. time;
4. level; and
5. next position and ETA .
BIGJET 347, Wicken 47
FL280 Marlow 57
BIGJET 347
G-ABCD, Wrayton
Information report mid-channel
Wilco, G -ABCD
G-ABCD, mid -channel
25 Altitude 3500 Greenpoint 40
G-ABCD
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3.33 Where adequate flight progress data is available from other sources, such as
ground surveillance systems, aircraft may be exempted from the requirement to make compulsory position reports.
BIGJET 347, next
report at Colinton
Wilco, BIGJET 347
BIGJET 347, omit
position reports
Wilco, BIGJET 347
BIGJET 347, omit position reports this
frequency
Wilco, BIGJET 347
BIGJET 347, resume
position reporting
Wilco, BIGJET 347
Flight Plans
3.34 A pilot may file a flight plan with an ATSU during flight, although the use of
busy RTF channels should be avoided; normally the FIS frequency should be
used.
Wrayton Control, G-
ABCD, I wish to file an airborne flight plan
G-ABCD, Wrayton Control,
pass your message
3.35 The format for an airborne flight plan is as follows:
1. aircraft identification and type;
2. position and heading;
3. level and flight conditions ;
4. departure aerodrome ;
5. estimated time at entry point ;
6. route and point of first intended landing;
7. true airspeed;
8. desired level on airway or advisory route.
3.36 Where the aircraft pilot is responsible for activating a flight plan, this may be done by asking an ATSU by radio to activate the flight plan.
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G-CD, departed Seton
at 38 , request activate
flight plan
G-CD, departure time 38 will
activate flight plan
3.37 During a flight a pilot may elect to cancel an IFR flight plan.
Wrayton Control, G -CD,
cancelling my IFR flight
G-CD, Roger, IFR flight
cancelled at (time)
3.38 When a pilot has expressed their intention to cancel an IFR flight plan, the
ATSU will pass the pilot any available meteorological information which makes it likely that flight in VMC cannot be maintained.
G-CD, IMC reported in
the vicinity of
Kennington
G-CD, Roger, remaining IFR
Low Visibility Procedures
3.39 Aerodromes that wish to continue operating in poor visibility or are available for instrument approaches in conditions of low cloud are required to develop
and maintain Low Visibility Procedures (LVP). Controllers shall advise pilots of the implementation and subsequent cancellation of LVP at an aerodrome.
BIGJET 347, LVPs in force
Roger, BIGJET 347
All stations, LVPs cancelled
Delay s
3.40 Where an aircraft is required to hold before making an approach the expected delay shall be passed to the pilot.
BIGJET 347, delay less than 10 minutes. Expect
two holding patterns
3.41 Expected Approach Time (EAT) is the time that Approach Control estimate that an aircraft will be able to leave the holding facility, following a delay, to commence its approach to land.
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BIGJET 347, expected
approach time 44
3.42 If for reasons other than weather, e.g. an obstruction on the runway, the extent of the delay is not known, aircraft are to be advised “delay not determined” followed by the reason for the delay.
BIGJET 347, delay not determined, runway obstructed
3.43 If aircraft elect to hold for the weather to improve at the landing aerodrome,
the controller shall inform the first aircraft entering the holding pattern that “no
traffic delay expected”. Subsequent aircraft will be passed “delay not determined” followed by an indication of the number of aircraft holding.
BIGJET 347, no traffic
delay expected
BIGJET 347, delay not determined, 2 aircraft
holding for weather improvement
Transmission of Surface Wind
3.44 Surface wind should be passed in the following circumstances:
1. When the pilot of an aircraft requests start -up or prior to taxiing for take-
off2.
2. As early as practicable after an arriving aircraft has established
communication with the unit providing approach control service.3*
3. Prior to entering the traffic circuit or commencing an approach to land.
3.45 When there is any significant change in the mean direction or speed, s urface
wind should also be passed in the following circumstances:
1. At the commencement of final approach.
2 CAP 493 11.1
3 CAP 493 9E.1 and 11.7
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2. During final approach , transmitted without delay.
3. Prior to take- off.
* Except where an ATIS is employed, and pilots have acknowledged receipt of the ATIS
message on initial contact with Approach Control using the correct code letter allocated to
the message.
3.46 Local procedures may state other situations when surface wind should be
passed.
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Chapter 4: Aerodrome Phraseology
Introduction
4.1 Concise and unambiguous phraseology used at the correct time is vital to the
smooth, safe and expeditious running of an aerodrome and associated ATZ.
It is not only the means by which instructions and information are passed but
it also assists pilots in maintaining an awareness of other traffic in their vicinity, pa rticularly in poor visibility conditions.
4.2 Messages will not be transmitted to an aircraft during take- off, the last part of
final approach or the landing roll, unless it is necessary for safety reasons,
because it will be distracting to the pilot at a time when the cockpit workload
is often at its highest.
4.3 Local procedures vary from aerodrome to aerodrome, and it is impossible to
give examples to cover every situation which may arise at the multiplicity of different types of aerodrome. Information in addition to that shown in the
examples, e.g. time checks, etc. may be provided as necessary.
4.4 As described in Chapter 2, the type of service provided at an aerodrome falls
into one of three categories. In this section the examples are confined to
those used by air traffic controllers.
4.5 Whilst the RTF procedures used by air traffic controllers form the main content of this publication, it should be noted that the phraseology used by
FISOs, and Air/Ground Communication Service operators is different from
that used by controllers. Examples of phraseology for Flight Information
Service Officers and Air/Ground Communication Service operators may be
found in Chapter 4.
4.6 Designated positions in the traffic circuit are as shown in Figure 1 below.
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Designated Positions in the Traffic Circuit, applicable to ATC, AFIS and AGCS
Figure 1 Designated positions in the traffic circuit
Typical Left -Hand Circuit
Position 1 Aircraft reports on ‘Downwind’ leg.
Position 2 Aircraft reports ‘Late downwind’ if it is on the downwind leg, has
been unable to report ‘Downwind’ and has passed the downwind end of the
runway.
Position 3 Aircraft reports ‘Base’ leg (if required by ATS provider or
aerodrome operator).
Position 4 Aircraft reports ‘Final’ . Clearance to land issued here.
Position 5 Aircraft reports ‘Long final’ (between 8 and 4 miles) when
aircraft is on a straight in approach.
NOTE S:
1. For light aircraft operations, circuit dimensions may be reduced but the
relative RTF reporting points are maintained.
2. For details of military visual circuit patterns see Chapters 10 and 11
4.7 The standard overhead join comprises the following:
1. overfly at 2000 ft above a erodrome elevation ;
2. if not already known, determine the circuit direction from the signals
square, other traffic or windsock ;
3. descend on the ‘dead side’ to circuit height ;
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4. join the circuit by crossing the upwind end of the runway at circuit
height ;
5. position downwind.
NOTE: Pilots should ensure they have checked beforehand whether specific
joining procedures apply; otherwise, an ‘overhead join’ (which actually takes
a joining aircraft around the aerodrome) is the preferred method of joining the
circuit pattern. Aerodromes where specific procedures apply will notify such differences in the UK AIP .
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Figure 2 Standard Overhead Join Procedure
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Aerodrome Control Service Phraseology
Departure Information and Engine Starting Procedures
4.8 Where no ATIS is provided the pilot may ask for current aerodrome
information before requesting start up.
Stourton Ground,
BIGJET 347, request departure information
BIGJET 347, Stourton Ground, departure runway 32 wind 290 4, QNH 1008, temperature -2, dewpoint - 3,
RVR 550 550 600 metres
Runway 32, QNH 1008, BIGJET 347
4.9 Requests 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, along with the request, the pilot will state the location of the
aircraft and acknowledge receipt of the departure ATIS broadcast identifying letter together with the QNH.
Stourton Ground, BIGJET 347, stand 24 information Bravo, QNH
1022 request start up
BIGJET 347, Stourton
Ground, start up at time 35
4.10 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.
Stourton Ground, BIGJET 347, information Charlie QNH 1022, request
start up
BIGJET 347, Stourton
Ground, start up approved
or,
BIGJET 347, Stourton
Ground, expect start up at
time 35
or,
BIGJET 347, Stourton
Ground, expect departure at
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time 49 start up at own
discretion
Pushback and Powerback
4.11 At many aerodromes at which large aircraft operate, the aircraft are parked
nose- in to the terminal in order to save parking space. Aircraft have to be
pushed backwards by tugs before they can taxi for departure. Some aircraft
also have the capability to reverse from a nose- in position to the terminal
under their own power. This procedure is known as powerback. Requests for
pushback or powerback are made to ATC depending on the local procedures.
BIGJET 347, stand 27 request pushback/
powerback
BIGJET 347, stand 27
pushback/powerback
approved
or,
BIGJET 347, negative.
Expect one minute delay due B747 taxiing behind
Taxi Instructions
4.12 Taxi instructions issued by a controller will always contain a clearance limit,
which is the point at which the aircraft must stop, unless further permission to
proceed is given. For departing aircraft, the clearance limit will normally be the holding point of the runway in use, but it may be any other position on the aerodrome depending on the pr evailing traffic. Taxi clearances should,
wherever possible, be noted down by pilots.
Borton Tower, G -
ABCD, T67 by the south side hangars request taxi for VFR flight to Walden, 2
POB
G-ABCD, taxi holding point
G2 runway 24 via taxiway
Charlie, QNH 967 hectopascals
4 As per guidance in SERA.14001, s tandardised phraseology shall be used in all situations for which it
has been specified. Only when standardised phraseology cannot serve an intended transmission,
plain language shall be used. Therefore, where plain language would provide clarity for complex taxi
patterns, it may be used.
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NOTE: POB (total persons on board) may be added, e.g. where a flight plan
is not required and has not been filed.
G-ABCD, taxi holding point
G2 runway 24 via taxiway
Charlie, QNH 967
hectopascals
G-ABCD, request surface
wind
G-CD, surface wind 220 6
G-CD, request runway 14
G-CD, after the Seneca
coming from your left, taxi
holding point B1 runway 14
After the Seneca from my left, taxi holding point B1 runway 14, G -CD
Borton Tower, G -ABCD,
T67 at the fuel station VFR to Walden request
taxi
G-CD, runway 06, QNH
1008, taxi holding point B2
runway 14 via taxiway Alpha
QNH 1008, G -CD, request
taxiway Bravo, and backtrack
runway 06
G-CD, taxi holding point H1
runway 06 via taxiway Bravo
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Taxi holding point H1 runway
06 via taxiway Bravo, G -CD
Borton Tower, G -ABCD,
at the fuel station request taxi to flying
club
G-CD, taxi holding point A1
runway 24 via Charlie
Taxi holding point A1 runway
24 via Charlie, G -CD
G-CD, holding point A1
runway 24 request cross
G-CD, negative. Hold
position.
Holding, G -CD
G-CD, taxi to the flying club,
via A1 cross runway 24
report vacated
Taxi to the flying club, via A1
cross runway 24, Wilco, G -
CD
G-CD, runway vacated
G-CD
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NOTES :
1. Instruction to report vacated may be omitted when aerodrome control
has continuous sight of the aircraft crossing.
2. For helicopters the phrase “Air -taxi....” may be used in place of “Taxi....”.
4.13 Controllers are not to instruct aircraft or vehicles to cross illuminated red stop-bars used at runway and intermediate taxiway holding positions. The
aerodrome operator may decide, on the grounds of safety, that inoperable stop-bars and associated taxiway s be withdrawn from service and alternative
routes used where practicable. On the occasions when the withdrawal of inoperable stop- bars is not possible and the stop- bars cannot be readily
suppressed, under exceptional circumstances, an aircraft may be instructed
to cross such an illuminated stop- bar.
G-CD stop -bar
unserviceable, cross red stop- bar at A1
Cross red stop -bar at A1, G -
CD
G-CD stop -bar
unserviceable, cross red stop- bar, via A1 line
up runway 24
Cross red stop -bar, via A1
line up runway 24, G -CD
4.14 If the instructions given to surface traffic involve crossing a runway in use, clearance to cross should normally be withheld until no confliction exists. However, to achieve greater efficiency of operation, clearance to cross may be given subject to aircraft, which are landing or taking off. The conditional clearance shall contain s ufficient information to enable the pilot of the taxiing
aircraft or vehicle driver to identify the other traffic and should be related to one movement only.
BIGJET 347, behind the landing A320, via Bravo 1 cross runway 26
behind, report vacated
Behind the landing A320, via
Bravo 1 cross runway 26 behind, wilco, BIGJET 347
G-CD behind the
landing PA28, cross runway 28 behind, report vacated
Behind the landing PA 28,
cross runway 28 behind,
wilco, G -CD
4.15 When a clearance to cross a runway in use is issued, a report vacated
instruction shall be included. However, this instruction may be omitted when the controller has continuous sight of the aircraft or vehicle crossing.
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G-CD, behind the
departing Seneca, via
Kilo 4 cross runway 02 behind
Behind the departing Seneca, via Kilo 4 cross runway 02 behind, G -CD
4.16 Where an ATIS broadcast is established the controller does not need to pass departure information to the pilot when giving taxi instructions. They will,
however, check that the aircraft is in possession of the latest QNH.
BIGJET 347,
information Bravo, QNH
1020 request taxi
BIGJET 347, now information
Charlie, new QNH 1021, after the B747 passing left to right taxi holding point A1 runway 28
QNH 1021, after B747 left to right taxi holding point A1
runway 28, BIGJET 347
Pre-Departure Manoeuvring
4.17 Meticulous care has been taken to ensure that the phraseology which is to be
employed during the pre- departure manoeuvres cannot be interpreted as a
take-off clearance or instruction to enter the runway. This is to avoid any
misunderstanding in the granting or acknowledgement of take- off clearances
and indeed any instruction to use the runway , e.g. Line- up, and the serious
consequences that could result. In addition, any instruction to use a runway shall include the designator of the runway. When passing the clearance, the
runway designator should be stated before the clearance, e.g. (Callsign)
Runway 06, cl eared for take- off.
4.18 At busy aerodromes with a separate ground and tower function, aircraft are usually transferred to the tower frequency at or approaching the holding point.
BIGJET 347, contact Tower 118.9
Tower 118.9, BIGJET 347
4.19 It may be necessary for the controller to instruct the pilot to hold at a
specified holding point. Where appropriate the controller should include the
reason for the instruction.
BIGJET 347, hold at
Bravo 2
Hold at Bravo 2, BIGJET 347
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BIGJET 347, hold at
Bravo 1, 2 aircraft to
depart before you from
runway 20 Hold at Bravo 1, BIGJET 347
4.20 Many types of aircraft carry out engine checks prior to departure and are not always ready for take- off when they reach the holding point.
G-CD, report ready for
departure
Wilco, G -CD
G-CD, ready for
departure
G-CD, runway 28, line -up
Runway 28 line up, G -CD
4.21 Air Traffic controllers may ask if a pilot can accept an intersection departure.
G-CD advise able to
depart from runway 28
intersection C2
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4.22 A pilot may request an intersection departure.
G-ABCD, request
departure from runway
28, intersection C2
4.23 When line- up will take place at a position other than for a full -length runway
departure the intermediate ‘Holding Point’ designator shall be included in the line-up instruction. Controllers may include the runway ‘Holding Point’
designator in any other line- up instruction when considered necessary.
G-CD, ready for
departure
G-CD, via C2 line -up runway
Via C2 line -up runway 28, G -
CD
4.24 Information on the Take- Off Run Available (TORA) (pronounced TOR -AH)
from the intersection shall be issued when requested by a pilot or whenever
deemed necessary by the controller.
G-CD TORA runway 28
from intersection C2
1800 metres
4.25 For reason of expedition, a controller may wish to line- up an aircraft for
departure before conditions allow take- off.
BIGJET 347, via
holding point A1 line- up
and wait runway 26,
one aircraft to depart
before you from holding
point A2
Via holding point A1 line- up
and wait runway 26, number
two for departure, BIGJET
Take -Off Clearance
4.26 Except in cases of emergency, messages will not be transmitted to an aircraft
in the process of taking off or in the final stages of an approach and landing.
4.27 Controllers will use the following phraseology for take- off.
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G-CD,
(Runway/departure
point) cleared for take-off
(Runway/departure point) cleared for take -off, G -CD
NOTE: The surface wind will be passed if there is a significant difference to
that already passed.
4.28 The averaging period for wind observations is two minutes for reports used at an aerodrome for take -off and landing and for wind indicators in air traffic
service units. The instantaneous surface wind should be available to be given
to pilots on request particularly at aerodromes supporting primarily the
operations of aircraft whose maximum total weight authorised is 5,700 kg or
less. When a pilot requests the instantaneous surface wind, the word
“instant” is to be inserted to indicate that the wind being reported is not the
two-minute average.
G-CD, request instant
wind
G-CD, instant wind 270 7
4.29 A take -off clearance shall be issued separately from any other clearance
message.
4.30 For traffic reasons a controller may consider it necessary for an aircraft to
take-off without any delay. Therefore, when given the instruction ‘cleared for
immediate take- off’, the pilot is expected to act as follows:
1. At the holding point: taxi immediately on to the runway and commence
take-off without stopping the aircraft.
2. If already lined up on the runway: take- off without delay. Should an
immediate take- off not be possible, the pilot is to advise the controller.
BIGJET 347, runway 28
cleared for immediate take-off
Runway 28 cleared for immediate take- off, BIGJET
G-CD, Piper Cub 2
miles on final approach.
Runway 28 cleared for
immediate take- off wind
240 8 knots
Runway 28 cleared for
immediate take- off, G- CD
4.31 For reason of expedition a controller may wish to line- up an aircraft for
departure before conditions allow take- off.
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BIGJET 347, line-up
and wait Runway 26 –
vehicle crossing upwind
end of runway
Line- up and wait Runway 26,
BIGJET 347
BIGJET 347, runway 26 cleared for take- off
Runway 26 cleared for take-off, BIGJET 347
4.32 In poor visibility the controller may prefix the clearance with the runway
designator and request the pilot to report when airborne.
BIGJET 347, runway 28
cleared for take- off
report airborne
Runway 28 cleared for take-off. Wilco, BIGJET 347
BIGJET 347, airborne
BIGJET 347, contact
Westbury Radar 121.750
Westbury Radar 121.750,
BIGJET 347
4.33 Conditional clearances are only to be provided subject to conditions specified
by the relevant authority. Military controllers/civil controllers at military
aerodromes do not apply conditional clearances. Conditional phrases will not
be used for movements affecting the active runway(s), except when the aircraft or vehicles concerned are seen by the controller and pilot. Conditional clearances are to r elate to one movement only and, in the case of landing
traffic, this must be the first aircraft on approach. A conditional instruction shall be given as follows:
1. callsign;
2. the condition;
3. identification of subject of the condition;
4. the clearance;
5. reiteration of the condition.
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BIGJET 347, behind the
landing DC9, line up Runway 26 behind
Behind the landing DC9, line up Runway 26 behind, BIGJET 347
BIGJET 347, behind the departing DC9, line up Runway 26 behind
4.34 If a conditional clearance has been issued in respect of a landing aircraft the stop-bar must not be deselected until the landing aircraft has passed the
position at which the vehicle or aircraft will enter the runway. For aircraft departing from the same runway holding position, when a conditional line- up
clearance has been issued to a succeeding departing aircraft, the illuminated red stop- bar may remain deselected provided that it will be the next
movement on that runway.
4.35 In addition, any instruction to use a runway shall include the designator of the runway. When passing the clearance, the runway designator should be stated before the clearance, i.e. (Callsign) runway 06, cleared for take- off.
See also 10.1 3.
BIGJET 347, runway 09
left cleared for take- off
Runway 09 left cleared for take-off, BIGJET 347
4.36 An Omnidirectional Departure procedure is designed on the basis that an
aircraft maintains runway direction until it reaches such a height that it can make a turn in any direction and maintain the prescribed obstacle clearance.
BIGJET 347 Omnidirectional Departure runway 27 on
track REVTU climb
Flight Level 80
Omnidirectional Departure
runway 27 on track REVTU
climb Flight Level 80 BIGJET
4.37 Local departure instructions may be given prior to the take- off clearance.
Such instructions are normally given to ensure separation between aircraft operating in the vicinity of the aerodrome.
BIGJET 347, after departure track
extended centre line
After departure track
extended centre line, BIGJET
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BIGJET 347, after
departure climb straight ahead
After departure climb straight
ahead, BIGJET 347
BIGJET 347, after
departure fly heading
240 degrees, climb to
altitude 6000 feet
After departure fly heading
240 degrees, climb to altitude 6000 feet, BIGJET 347
G-CD, after departure
right hand circuit
After departure right hand circuit, G -CD
G-CD, after departure
track 270 degrees from
Borton until reaching
altitude 3000 feet before
setting course
After departure track 270 degrees from Borton until reaching altitude 3000 feet
before setting course, G -CD
4.38 Revised clearances and post departure instructions for aircraft on the runway
or at the holding position shall be prefixed with an instruction to hold position.
BIGJET 347, Hold position, after departure climb straight ahead to
altitude 2500 feet QNH
1014 before turning right
BIGJET 347, Holding, after departure climb straight ahead to altitude 2500 feet,
QNH 1014 before turning
right.
BIGJET 347, runway 26 cleared for take- off
Runway 26 cleared for take-off, BIGJET 347
G-CD, after departure
request right turn
G-CD, Hold position, right
turn approved
G-CD, Holding, right turn
approved
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G-CD, runway 26 cleared for
take-off
Runway 26 cleared for take-
off, G- CD
4.39 Due to unexpected traffic developments or a departing aircraft taking longer
to take -off than anticipated, it is occasionally necessary to rescind the take-
off clearance or quickly free the runway for landing traffic.
BIGJET 347, runway 26
take-off immediately or
vacate runway
Taking- off, runway 26
BIGJET 347
BIGJET 347, runway 26
take-off immediately or
hold short of runway
Holding short , BIGJET 347
4.40 When an aircraft is about to take- off or has commenced the take- off roll, and
it is necessary that the aircraft should abandon take- off, the aircraft will be
instructed to cancel take- off or stop immediately; these instructions will be
repeated.
G-CD, hold position,
cancel take- off I say
again cancel take- off,
acknowledge
Holding, G -CD
BIGJET 347, stop immediately I say again, BIGJET 347, stop immediately, acknowledge
Stopping, BIGJET 347
NOTE: Military procedures for cancelled take -offs appear in Chapter 10.
4.41 When a pilot abandons take- off they should, as soon as practicable, inform
the tower that they are doing so. Likewise, as soon as practicable, they should inform the tower of the reasons for abandoning take- off if applicable
and request further manoeuvring instructions.
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BIGJET 347, stopping
BIGJET 347
BIGJET 347, request
backtrack for another
departure
BIGJET 347, runway 26
backtrack approved
4.42 Requests for circuit -joining instructions should be made in sufficient time for a
planned entry into the circuit taking other traffic into account. Where ATIS is
established, receipt of the broadcast should be acknowledged in the initial
call to an aerodro me. When the traffic circuit is a right -hand pattern, it shall
be specified. A left - hand pattern need not be specified although it is
essential to do so when the circuit direction is variable.
Walden Tower, G -
ABCD, request join
G-ABCD, Walden Tower,
pass your message
G-ABCD, T67 10 miles
south altitude 2500 feet
Wessex 1008
G-CD, join righthand
downwind runway 27 height 1000 feet QFE 1006
Join righthand downwind runway 27 height 1000 feet QFE 1006, G -CD
4.43 In some circumstances, an aircraft may be instructed to complete a standard overhead join.
G-CD, join overhead
runway 20 height 2000
feet QFE 997
hectopascals, report aerodrome in sight
Join overhead runway 20 height 2000 feet QFE 997 hectopascals, wilco, G -CD
4.44 Depending on prevailing traffic conditions and the direction from which an aircraft is arriving, it may be possible to make a straight -in approach.
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Walden Tower, G -
ABCD, request join
G-ABCD, Walden Tower,
pass your message
G-ABCD, T67 10 miles
south altitude 2500 feet
Wessex 1008 request
straight in approach runway 34
G-CD, make straight in
approach runway 34 wind 260 degrees 5 knots QFE 1006 report final
Make straight in approach runway 34 QFE 1006. Wilco,
G-CD
4.45 Pilots will receive traffic information prior to joining the traffic circuit. ATS
personnel will, as a minimum, take into consideration the prevailing visibility,
traffic situation, local procedures and the type of join being conducted to determine the timing and content of such traffic information.
G-CD, traffic is a
Cherokee upwind and a Tomahawk late
downwind
Roger, G -CD
Traffic in sight, G- CD
G-CD, you are number
3, number 2 is a Cherokee upwind
Roger, G -CD
G-CD, circuit clear
G-CD
4.46 The pilot having joined the traffic circuit makes routine reports as required by local procedures.
G-CD, downwind
Roger, G-CD, number 2
follow the Cherokee on base ,
G-CD
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Number 2, Cherokee in sight,
G-CD
G-CD, base
G-CD
G-CD, final
G-CD, runway 34 cleared to
land wind 270 7
Runway 34 cleared to land,
G-CD
4.47 Where necessary the controller may instruct the pilot to report at a specified
position.
G-CD, report overhead
Wilco, G -CD
G-CD, report downwind
Wilco, G -CD
G-CD, report long final
Wilco, G -CD
G-CD, report base
Wilco, G -CD
4.48 It may be necessary in order to coordinate traffic in the circuit, to issue a pilot their number in the sequence along with the position of the preceding aircraft
and delaying action if necessary.
G-CD, extend downwind
number 2, number 1 is a
Cherokee left -hand
downwind
Extend downwind, number 2,
G-CD
G-CD, number 2, follow
the Cherokee ahead
Follow Cherokee ahead,
G-CD
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G-CD, for spacing orbit
right number 2, number
1 is a Cherokee on final, report again on base
Orbit right, wilco, G -CD
4.49 In order to save taxiing time when flying training in the traffic circuit pilots may
wish to carry out a ‘touch and go’, i.e. the aircraft lands, continues rolling and takes -off, without stopping.
G-CD, downwind touch
and go
G-CD, report final
G-CD, fina l
G-CD, runway 34, cleared
touch and go, surface wind calm
Runway 34 cleared touch and
go, G -CD
or,
G-CD, unable to approve due
traffic, make full stop landing
runway 34, cleared to land,
surface wind calm
Runway 34 cleared to land,
G-CD
4.50 It is helpful for circuit management purposes if a controller is informed when
an aircraft which has been engaged in multiple approaches is on their last
circuit.
G-CD, downwind to land
G-CD, report final
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Final Approach and Landing
4.51 A ‘final’ report is made when an aircraft has turned onto final approach. If the
turn on is made at a distance greater than 4 NM from touchdown a ‘long final’ report is made. The landing/touch and go/low approach clearance will include
the runway designation.
G-CD, final
G-CD, runway 34, cleared to
land, surface wind 270 7
Runway 34 cleared to land, G-CD
BIGJET 347, long final
BIGJET 347, report final surface wind 260 18
Wilco, BIGJET 347
BIGJET 347, final
BIGJET 347, runway 28
cleared to land, wind 270 20
Runway 28 cleared to land,
BIGJET 347
NOTE S:
1. Military phraseology for a gear check appears in Chapter 10.
2. Where established, an ‘outer marker’ instead of a ‘final’ report may be
made.
4.52 Where a controller cancels a landing clearance but feels that a landing
clearance will be re- issued in good time for the aircraft to make a safe
landing, they should, if time permits, give the reason for cancelling the landing clearance.
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BIGJET 347, continue
approach, cancel landing clearance (reason), acknowledge
Landing clearance cancelled, continuing approach, BIGJET 347
4.53 If available, the instantaneous surface wind should be provided to the pilot on
request.
G-CD, runway 13 ,
cleared to land, instant
surface wind 270 15,
4.54 The runway may be obstructed when the aircraft makes its ‘final’ report at 4
NM or less from touchdown but is expected to be available in good time for
the aircraft to make a safe landing. On these occasions, the controller will
delay landing clearance.
G-CD, final
G-CD, continue approach,
wind 270 5
Continue approach, G -CD
4.55 The controller may or may not explain why the landing clearance has been
delayed but the instruction to ‘continue’ IS NOT an invitation to land and the
pilot must wait for landing clearance or initiate a missed approach.
4.56 A landing aircraft may be permitted to touch down before a preceding landing
aircraft has vacated the runway provided that:
1. the runway is long enough to allow safe separation between the two
aircraft and there is no evidence to indicate that braking may be adversely affected;
2. it is during daylight hours;
3. the preceding landing aircraft is not required to backtrack in order to
vacate the runway;
4. the controller is satisfied that the landing aircraft will be able to see the
preceding aircraft which has landed, clearly and continuously, until it has vacated the runway; and
5. the pilot of the following aircraft is warned. Responsibility for ensuring
adequate separation rests with the pilot of the following aircraft.
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BIGJET 347, runway 28,
land after the B737, wind calm
Runway 28 land after the B737, BIGJET 347
4.57 Military phraseology for clearances with an occupied runway is shown in Chapter 10.
4.58 A pilot may request to fly past the control tower or other observation point for the purpose of visual inspection from the ground.
G-CD, request low pass
G-CD, runway 34 cleared low
pass
4.59 If the low pass is made for the purpose of observing the undercarriage, one of the following replies could be used to describe its condition but these
examples are not exhaustive:
1. Landing gear appears down.
2. Right (or left, or nose) wheel appears up (or down) .
3. Wheels appear up .
4. Right (or left, or nose) wheel does not appear up (or down).
4.60 A pilot may request permission to make a low approach along the runway,
without intending to land.
G-CD, request low
approach
G-CD, runway 34 cleared low
approach
4.61 If the runway in use is occupied by aircraft or vehicles, an approaching
aircraft may be cleared to carry out a low approach which includes a descent
not below a specified height or altitude. The minimum height or altitude is
defined in regulatory documentation and/or local instructions as appropriate. In such circumstances, the pilot is to be informed of the aircraft or vehicles on the runway.
4.62 The following example assumes an aircraft operating on QNH.
BIGJET 347, request low approach
BIGJET 347, runway 05, not below altitude (number) feet, vehicle on runway, cleared low approach
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Runway 05 not below altitude
(number) feet, BIGJET 347
cleared low approach
4.63 Where the aircraft is known to be operating on QFE, the instruction is as
follows.
BIGJET 347, request low approach
BIGJET 347, runway 05 not below height (number) feet,
vehicle on runway, cleared
low approach
Runway 05 not below height
(number) feet, cleared low approach BIGJET 347
Missed Approach
4.64 Instructions to carry out a missed approach may be given to avert an unsafe
situation. When a missed approach is initiated cockpit workload is inevitably high. Any transmissions to aircraft going around shall be brief and kept to a
minimum.
BIGJET 347, go around,
I say again , go around,
acknowledge
Going around, BIGJET 347
4.65 An aircraft on an instrument approach is to carry out the published missed
approach procedure and an aircraft operating VFR is to continue into the
normal traffic circuit unless instructions are issued to the contrary.
4.66 In the event of missed approach being initiated by the pilot, the phrase ‘going
around’ shall be used.
G-CD, going around
G-CD, Roger
4.67 Missed Approach Phraseology used by military controllers is shown in
Chapter 10.
Runway Vacating and Communicating after Landing
4.68 Unless absolutely necessary, controllers will not give taxi instructions to pilots
until the landing roll is complete. Unless otherwise advised, pilots should
remain on tower frequency until the runway is vacated.
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BIGJET 347, vacate left
Vacate left, BIGJET 347
BIGJET 347, when
vacated contact Ground
When vacated Ground 118.350,
BIGJET 347
Kennington Ground, BIGJET
347, runway vacated
BIGJET 347, Kennington
Ground, taxi to Stand 27 via
taxiway Alpha
Taxi to Stand 27 via taxiway
Alpha, BIGJET 347
G-CD, taxi to the end,
report runway vacated
Taxi to the end, Wilco, G -CD
G-CD, runway vacated
G-CD, give way to the Cherokee
on taxiway Alpha, taxi to the
flying club
Give way to the Cherokee on
taxiway Alpha, taxi to the flying
club, G -CD
Essential Aerodrome Information
4.69 Essential Aerodrome Information is information regarding the manoeuvring
area and its associated facilities which is necessary to ensure the safe operation of aircraft. Essential Aerodrome Information is passed to aircraft whenever possible prior to start -up or taxi and prior to the commencement of
final approach.
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BIGJET 347, caution construction
work at the end of Stand 37
... caution work in progress ahead north side of taxiway Alpha
... caution centre line taxiway lighting unserviceable
... caution PAPIs runway 27 unserviceable
... caution large flock of birds north of runway 27 near centre taxiway
... Message from the aerodrome operator, rescue and firefighting
reduced to category (number)
Arrestor Systems at Military Aerodromes
4.70 Phraseology describing arrestor systems at military aerodromes appears in
Chapter 10.
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Aerodrome Flight Information Service Phraseology
Introduction
4.71 Concise and unambiguous phraseology used at the correct time is vital to the
smooth, safe and expeditious running of an aerodrome and associated ATZ.
It is not only the means by which instructions and information are passed but it also assists pilots in m aintaining an awareness of other traffic in their
vicinity, particularly in poor visibility conditions.
4.72 Messages will not be transmitted to an aircraft during take- off, the last part of
final approach or the landing roll, unless it is necessary for safety reasons, because it will be distracting to the pilot at a time when the cockpit workload is often at it s highest.
4.73 Local procedures vary from aerodrome to aerodrome, and it is impossible to
give examples to cover every situation which may arise at the multiplicity of
different types of aerodrome. Information in addition to that shown in the
examples, e.g. time checks, etc. may be provided as necessary.
Type of Service
4.74 As described in Chapter 2 the type of service provided at an aerodrome falls
into one of three categories. In this section the examples are confined to those used by Flight Information Service Officers (FISOs).
4.75 Whilst the RTF procedures used by air traffic controllers form the main
content of this publication it should be noted that the phraseology used by Aerodrome Flight Information Service Officers (AFISOs) is different from that used by controllers. An AFISO provides advice and information useful for the
safe and efficient conduct of flights in the ATZ . From the information received
pilots will be able to decide the appropriate course of action to be taken to ensure the safety of flight. Generally, the AF ISO is not permitted to issue
instructions or advice to pilots of their own volition. However, in granting or refusing permission under Rule 12 and 13 of the Rules of the Air, AFISOs are
permitted to pass instructions to vehicles and personnel operating on the
manoeuvring area and information and instructions to aircraft moving on the
apron and specific parts of the manoeuvring area. Elsewhere on the manoeuvring area and at all times in the air, information only shall be passed
to pilots. Further details on the passing of instructions by AFISOs are
contained in CAP 797 Flight Information Service Officer Manual.
4.76 AFISOs are also permitted to pass messages on behalf of other agencies
and instructions from the aerodrome operator. If they do so, they will include the name of the agency so that pilots will be aware that the message comes
from a legitimate source, e.g. ‘Wrayton Control clears you to join ...’.
4.77 With the exception of issuing instructions to aircraft on the ground, AFISOs
are reminded that the service they provide is an information service relating
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to the ATZ and aerodrome. They must ensure that the information given to
pilots is distinct and unambiguous, as pilots will use this information for the safe and efficient conduct of their flights.
4.78 An AFISO may request pilots to make position reports , e.g. Downwind, final ,
etc. These requests do not have the status of instructions, although it is
expected that most pilots will comply.
4.79 From the instructions and information provided by the AFISO to aircraft on
the appropriate areas of the aerodrome, the pilot will be able to determine if it is safe to taxi. From the information provided by the AFISO, the pilot will determine if it is safe to land, take- off or transit the ATZ. AFISOs are not
permitted to refuse entry into the ATZ when requested by a pilot. The
aerodrome operator may decide that they will not permit an aircraft to land at
their aerodrome and request that the AFISO pass this message on. Such a message must be prefixed: ‘Message from the aerodrome operator...’
AFISOs may not issue such messages of their own volition.
AFIS Phraseology for Ground Movement, Take -Off, Landing and Transit
4.80 RTF messages transmitted on aviation VHF frequencies should normally
comprise callsign and text as described earlier in this document.
4.81 In order that the phraseology listed below should be readily discernible,
callsigns have been omitted. All phraseology shall be used in conjunction
with callsigns (aircraft, ground vehicle, FIS or other) as appropriate and
provisions for the compilation of RTF messages, callsigns and procedures are contained Chapter 2 of this CAP.
4.82 Ground movement instructions are similar for aircraft, vehicles and tractors towing aircraft but the operative word in the message is ‘taxi’, ‘proceed’ and
‘tow’ respectively.
4.83 The text of messages should be composed from standard speech
abbreviations and the standard phrases listed on the following pages. One or more phrases may be used but all items in a phrase are to be included. The list of phrases in Table 1 below is not intended to be exhaustive. Words in
parentheses indicate that specific information, such as a level, a place, or a
time, etc., must be inserted to complete the phrase, or alternatively that optional phrases may be used. Words in square parentheses indicate
optional additional words or information that may be necessary in specific
instances.
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Table 1
Phraseology
Traffic Information TRAFFIC (information);
NO REPORTED TRAFFIC;
[FURTHER] TRAFFIC (direction) BOUND (type of
aircraft) (level) ESTIMATED (or OVER) (significant point) AT (time);
TRAFFIC IS (classification) UNMANNED FREE
BALLOON(S) WAS [or ESTIMATED] OVER (place)
AT (time) REPORTED (level(s)) [or LEVEL UNKNOWN] MOVING (direction) (other pertinent information, if any)
Meteorological
conditions [SURFACE] or [INSTANT] WIND (direction and
speed) [(units)];
WIND AT (level) (number) DEGREES (number) KNOTS;
NOTE: Wind is always expressed by giving the mean
direction and speed and any significant variations thereof
VISIBILITY (distance) (units) [direction];
PRESENT WEATHER (details);
CLOUD (amount, [(type)] and height of base) (units) (or NO SIGNIFICANT CLOUD);
CAVOK;
NOTE: CAVOK pronounced CAV -O-KAY
TEMPERATURE [MINUS] (number) (and/or
DEWPOINT [MINUS] (number));
QNH (number) [Hectopascals];
QFE (number) [Hectopascals].
NOTE: For all transmissions, the word ‘hectopascal’
shall be appended to figures when transmitting a pressure setting below 1000 hPa, or in cases where
confusion or ambiguity may result
AT (time) A DEPARTING/ARRIVING (a/c type)
REPORTED WINDSHEAR AT (altitude). AIRSPEED
LOSS/GAIN (number) KNOTS, STRONG LEFT/
RIGHT DRIFT
Additional reports
... to request a report
at a specified place or distance REPORT PASSING (significant point);
REPORT (distance) MILES (GNSS or DME) FROM (name of DME station) (or significant point);
REPORT PASSING (three digits) RADIAL (name of
VOR) VOR
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... to request a report
of present position REPORT (GNSS or DME) DISTANCE FROM
(significant point) or (name of DME station); REPORT
POSITION
Aerodrome
information [(location)] RUNWAY SURFACE CONDITION
RUNWAY (designator) (condition);
LANDING SURFACE (condition);
CAUTION CONSTRUCTION WORK (location);
CAUTION (specify reasons) RIGHT (or LEFT), (or BOTH SIDES) OF RUNWAY [designator];
CAUTION WORK IN PROGRESS (or OBSTRUCTION) (position and any necessary
advice);
UNOFFICIAL OBSERVATION FROM THE TOWER
(weather information);
UNOFFICIAL OBSERVATION FROM A PILOT’S
REPORT (weather information)
Operational status of
visual and non- visual
aids (specify visual or non -visual aid) RUNWAY
(designator) (description of deficiency);
(type) LIGHTING (unserviceability);
TAXIWAY LIGHTING (description of deficiency);
(type of visual approach slope indicator) RUNWAY
(designator) (description of deficiency)
Identification of
aircraft SHOW LANDING LIGHTS
Acknowledgement by
visual means ACKNOWLEDGE BY MOVING AILERONS (or
RUDDER);
ACKNOWLEDGE BY ROCKING WINGS;
ACKNOWLEDGE BY FLASHING LANDING LIGHTS
Starting procedures
…at aerodrome
where AFIS can issue
start up START UP APPROVED;
START UP AT (time)
…at aerodrome
where AFIS cannot issue start up, AFIS
replies START UP AT OWN DISCRETION (local
information)
EXPECT DEPARTURE (time). START UP AT OWN DISCRETION
Taxi [[GIVE WAY TO] or [FOLLOW] (details)] TAXI
HOLDING POINT [(name)] RUNWAY (designator) [VIA TAXIWAY (name)];
HOLD POSITION;
CROSS RUNWAY (designator) [REPORT VACATED];
BACKTRACK RUNWAY (designator) [REPORT VACATED]
Relaying Clearance (ATC unit) CLEARS (details of clearance)
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Relaying advisory
information (ATC unit) ADVISES (details)
Confirmation or
otherwise of the
readback of
clearance [THAT IS CORRECT] or [I SAY AGAIN] or
[NEGATIVE I SAY AGAIN] as appropriate
Relaying frequency
instructions [AFTER PASSING (level)] CONTACT/FREECALL
(instructions)
Take -off REPORT READY;
DO YOU REQUIRE TO BACKTRACK THE
RUNWAY?;
[Traffic (details)] [no reported traffic] B ACKTRACK
RUNWAY (designator) REPORT (LINED UP or
LINING UP);
[Traffic (details)] [no reported traffic] RUNWAY (designator);
REPORT LINING UP;
This is a request for a pilot to report the act of
entering the runway for departure;
[Traffic (details)] [no reported traffic] RUNWAY
(designator) REPORT LINED UP;
This is a request for a pilot to report when lined up on
the runway in the take- off direction;
HOLD POSITION;
[Traffic (details)] [no reported traffic] RUNWAY
(designator) TAKE- OFF AT YOUR DISCRETION,
[SURFACE or INSTANT] WIND (direction and speed)
[(units)]
After take -off … to
request airborne time REPORT AIRBORNE
Aircraft wishes to
enter the ATZ for landing RUNWAY (designator) LEFT/RIGHT HAND
CIRCUIT, QFE or QNH (number) [hPa] [traffic information and essential aerodrome information as
required]
Aircraft wishes to
transit the ATZ (traffic and aerodrome information), REPORT
ENTERING/ OVERHEAD/ LEAVING THE ATZ
In the circuit REPORT (DOWNWIND/BASE/FINAL or LONG
FINAL);
NOTE : The report “Long Final” is made when aircraft
turn on to final approach at a distance greater than 4nm from touchdown or when an aircraft on a straight
in approach is 8nm from touchdown. In both cases a report “Final” is required at 4nm from touchdown;
TRAFFIC (details);
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(Number ahead), [(Further information)], REPORT
FINAL.
NOTE : Examples of [(further information)] includes
but is not limited to: (aircraft type); ON/TURNING
BASE; ON/ TURNING FINAL; FINAL TO (Intentions).
RUNWAY (designator) LAND/TOUCH AND GO AT YOUR DISCRETION, [SURFACE or INSTANT WIND] (direction and speed) [(units)]; RUNWAY
(designator) OCCUPIED, TRAFFIC (details);
LOW APPROACH AND GO AROUND AT YOUR
DISCRETION, [SURFACE or INSTANT WIND] (direction and speed) [(units)]
Formations *(Callsign) ONE FINAL
RUNWAY (designator) LAND AT YOUR DISCRETION,
*(Callsign) TWO FINAL
RUNWAY (designator) LAND AT YOUR DISCRETION.
* Denotes pilot transmission for context
RNP Instrument
Approach Procedure REPORT INITIAL APPROACH FIX
(Waypoint identification) RUNWAY (designator).
RNP APPROACHES AT (Unit) ARE ONLY AVAILABLE TO AUTHORISED OPERATORS.
REQUEST INTENTIONS
REPORT ESTABLISHED ON FINAL APPROACH
TRACK.
REPORT (number) MILES FROM FINAL
APPROACH FIX.
TRAFFIC IS A (Aircraft type) ([shortly going to
commence] / [has commenced]) AN RNP APPROACH RUNWAY (designator).
REPORT FINAL APPROACH FIX.
HOLD POSITION, TRAFFIC IS A (aircraft type) ON AN RNP APPROACH RUNWAY (designator). [EXPECT DEPARTURE AFTER ([aircraft type] /
[aircraft callsign])]
…when pilot
requests visual
inspection of landing
gear LANDING GEAR APPEARS DOWN;
RIGHT (or LEFT, or NOSE) WHEEL APPEARS UP
(or DOWN);
WHEELS APPEAR UP;
RIGHT (or LEFT, or NOSE) WHEEL DOES NOT
APPEAR UP (or DOWN)
…wake turbulence CAUTION WAKE TURBULENCE [FROM ARRIVING
or DEPARTING (type of aircraft)]
…jet blast on apron
or taxiway CAUTION JET BLAST
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…propeller -driven
aircraft slipstream CAUTION SLIPSTREAM
Runway vacating and
communications
after landing BACKTRACK RUNWAY (designator) [REPORT
VACATED] TAXI [VIA (designator)] TO STAND (designator);
TAXI [VIA (designator)] TO THE APRON
Helicopter operations HOVER
When necessary to instruct a helicopter to hold position whilst airborne in ground effect, waiting to proceed.
HOLD POSITION
When necessary to instruct a helicopter to hold
position whilst ground taxiing.
[GIVE WAY TO or FOLLOW (details)] AIR TAXI HOLDING POINT [(name)] RUNWAY (designator)
[VIA TAXIWAY (name)];
[GIVE WAY TO or FOLLOW (details)] GROUND
TAXI HOLDING POINT [(name)]
RUNWAY (designator) [VIA TAXIWAY (name)];
RUNWAY (designator) TAKE- OFF AT YOUR
DISCRETION, [SURFACE or INSTANT] WIND
(direction and speed) [(units)];
(Designated point) TAKE -OFF AT YOUR
DISCRETION, [SURFACE or INSTANT] WIND (direction and speed) [(units)];
INSTANT] WIND (direction and speed) [(units)];
RUNWAY (designator) LAND AT YOUR
DISCRETION, [SURFACE or INSTANT] WIND
(direction and speed) [(units)]
(Designated point) LAND AT YOUR DISCRETION, [SURFACE or INSTANT] WIND (direction and speed)
[(units)]
VEHICLE/TUG TRAFFIC
Regards phraseology
for the movement of vehicles and tugs towing aircraft on the manoeuvring area, the operative word in
the messages shown
is ‘PROCEED’ and ‘TOW’ respectively. PROCEED/TOW APPROVED TO HOLDING POINT
[designator] VIA [specific route to be followed] RUNWAY [(designator)] or;
PROCEED/TOW APPROVED HOLD SHORT OF RUNWAY (designator) or;
PROCEED/TOW APPROVED CROSS RUNWAY
[(designator)];
TAKE (or TURN) FIRST (or SECOND etc.) LEFT (or
RIGHT);
PROCEED/TOW APPROVED VIA (identification of
taxiway);
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PROCEED/TOW APPROVED VIA RUNWAY
(designator);
PROCEED/TOW APPROVED TO TERMINAL (or
other location, e.g. General Aviation Area);
PROCEED/TOW APPROVED STRAIGHT AHEAD;
PROCEED/TOW APPROVED WITH CAUTION;
GIVE WAY TO (description of traffic);
FOLLOW (description of traffic);
VACATE RUNWAY (designator);
EXPEDITE [reason];
[Caution] PROCEED SLOWER [reason]
Regards phraseology
for the movement of
vehicles and tugs towing aircraft on the
manoeuvring area,
the operative word in the messages shown is ‘PROCEED’ and
‘TOW’ respectively. HOLD POSITION;
HOLD (distance) FROM (position);
HOLD SHORT OF (position).
NOTE: The procedure words ROGER and WILCO
are insufficient acknowledgement of the instructions HOLD, HOLD POSITION and HOLD SHORT OF (position). In each case the acknowledgement shall be by the phraseology HOLDING or HOLDING
SHORT, as appropriate
To cross a runway –
vehicles CROSS RUNWAY (designator) [REPORT
VACATED];
EXPEDITE CROSS RUNWAY (designator) TRAFFIC
(aircraft type) (distance) MILES FINAL;
NOTE 1: If the AFIS unit is unable to see the crossing
vehicle/ person (e.g. night, low visibility), the
instruction should always be accompanied by a
request to report when the runway has been vacated.
NOTE 2: The driver will, when requested, report
“RUNWAY VACATED” when the vehicle is beyond
the relevant runway holding position
4.84 Examples of typical FISO/Pilot RTF exchanges are detailed below.
G-ABCD, request taxi
G-CD, taxi holding point
C2, runway 06 via
taxiway C, surface wind
060 10 knots, QNH 998
hectopascals, left hand
circuit
Taxi holding point C2,
runway 06 via taxiway C, QNH 998 hectopascals, G-CD
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At the holding point .
G-CD, C2 Ready for
departure
G-CD, Hold position
Holding, G -CD
G-CD, runway 06, take -off
at your discretion , surface
wind 080 15 knots
Runway 06 taking off, G -
CD
G-CD, Traffic is a Cessna
172 base leg, runway 06,
take-off at your discretion,
surface wind 080 15 knots
Runway 06 taking off, G -
CD
G-CD, Via C2 runway 06,
take-off at your discretion,
surface wind 080 15 knots
Via C2 runway 06 taking off, G- CD
G-CD, do you require to
backtrack the runway?
Affirm, G- CD
G-CD, Traffic is a Cessna
172 base leg, via C2 back track runway 06 report lined up
Via C2 back track runway
06 report lined up, G -CD
G-CD lined up
G-CD, runway 06, take -
off at your discretion ,
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surface wind 080 15
knots
Runway 06 taking off, G -
CD
G-CD, Report downwind
In the circui t.
G-CD, Downwind to land
G-CD, Roger, one ahead
is a C172 right base,
report final
Wilco, G -CD
G-CD, Final
G-CD, Roger, Cessna
172 ahead on final
Continuing, G -CD
When the runway is availabl e.
G-CD, runway 06. land at
your discretion wind 250, 8
knots
G-CD Roger runway 06,
(Landing/Going Around)
G-CD runway occupied*,
(State reason)
G-CD Roger,
(Continuing/Going
Around) ,
* Aircraft are not permitted to land on an occupied runway (Rules of the Air
2015 Rule 10(1)) Landing and take- off.
G-CD, runway 06, touch
and go at your discretion, wind 250, 8 knots
G-CD Roger runway 06,
touch and go
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After landing.
G-CD, after the Cessna
172 taxiing right to left, taxi
to the aero club, via
taxiway Charlie
After the Cessna 172,
taxi to the aero club, via
taxiway Charlie, G -CD
RNP Instrument Approach Procedures
4.85 Pilot interpreted RNP instrument approach procedures (IAP) are available for
use by suitably equipped aircraft and approved operators at certain aerodromes. The phraseology to be used is illustrated in the following
examples.
Initial Call
4.86 Requests to fly the RNP IAP should be made using the initial approach fix
and runway designator.
G-ABCD, request RNP
approach [via BEMBO],
Runway 27
G -ABCD, Walden
Information roger, report
Initial Approach Fix
(Waypoint identification)
Runway 27
4.87 In circumstances where an operator is not approved to conduct RNP IAPs, the AFISO will request the pilot’s intentions.
G-ABCD, request RNP
approach [via BEMBO],
Runway 27
G -ABCD, Walden
Information RNP approaches at Walden
are only available to
authorised operators. Request your intentions
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Position Reporting
4.88 For traffic sequencing and to aid situational awareness, AFISOs may request
the pilot to report when established on final approach track or to report at any other relevant point in the procedure, as shown below.
G-CD, report established on
final approach track
G-CD, report 2 miles from
final approach fix
Traffic Information
4.89 AFISOs will provide traffic information on approved aircraft conducting an RNP IAP .
G-EFGH, Walden Information,
traffic is a Cherokee ([shortly going to commence] / [has commenced]) an RNP approach Runway 27
Final Approach Fix
4.90 AFISOs will request the pilot to report at the final approach fix.
G--CD, report final
approach fix
G-CD, wilco
G-CD, final approach fix
[Runway 27]
G-CD, final [Runway 27]
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Inbound / Outbound Aircraft interaction
4.91 In certain circumstances, the AFISO may be required to hold the departing
aircraft on the ground to enable the aircraft conducting the RNP IAP to complete the approach safely. In these circumstances, the AFISO may advise the aircraft intending to depart when they can expect to depart.
G-EFGH, Walden
Information, hold position, traffic is a Cherokee on an RNP approach Runway 27. Expect departure after
([aircraft type] / [aircraft
callsign])
Reporting Equipment Problems
4.92 Phraseology related to problems with equipment is contained in paragraphs 6.53 and 6.5 4.
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Aerodrome Phraseology for Helicopters
Introduction
4.93 Rotary -wing flight characteristics mean that helicopter operations at
aerodromes can differ significantly from fixed- wing operations. This section
describes standard phraseology and procedures to address the different
requirements for helicopter lifting, taxiing, taking- off and landing (including
the approach and departure phases), particularly at aerodromes where
rotary -wing and fixed- wing operations are integrated.
4.94 Standard phraseology should be used in all situations for which it is specified.
When standardised phraseology cannot serve an intended transmission, plain language should be used. The use of plain language may further assist when describing rotary -wing ai rcraft manoeuvres. Care should be exercised
to ensure that all parties involved achieve clear understanding.
4.95 The phraseology described in this section is intended for general use. However, the examples of taxiing phraseology describe communications specific to aerodromes at which ATC or AFIS is provided. Phraseology examples for take- off and landing are specific to communications at
aerodromes with ATC.
Helicopter Callsigns
4.96 Aircraft callsigns to be used are described in Chapter 2. Provision is made for the name of the aircraft manufacturer, or the aircraft model, to be used before
the aircraft registration (in full or abbreviated form). If considered appropriate, the pilot or ATSU may replace manufacturer’s name or aircraft model with the
term ‘Helicopter’ where this may benefit the ATSU or other aircraft.
Table 2
Full callsign Abbreviation
Helicopter G -ABCD Helicopter CD
Helicopter Phraseology for Taxiing
4.97 These procedures are for helicopters taxiing for departure, or after landing, or
for general manoeuvring on the aerodrome. Phraseology and procedures for
specific manoeuvring on the aerodrome, for example for training purposes,
should be described in local procedures.
4.98 The term ‘LIFT’ shall describe a manoeuvre where the helicopter gets
airborne and enters a ‘HOVER’.
4.99 ‘HOVER’ describes a manoeuvre where the helicopter holds position whilst
airborne in ground effect, waiting to proceed. Hover allows spot/ axial turns (i.e. about the central axis of the helicopter). When required, further
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instructions should subsequently be transmitted to permit the helicopter to
proceed.
4.100 The term ‘AIR TAXI’ shall be used when it is necessary for a helicopter to proceed at a slow speed above the surface, normally below 20 knots and in ground effect (ICAO).
4.101 The instruction ‘GROUND TAXI’ shall be used for the movement of a helicopter, in contact with the surface of the aerodrome, under its own power. This could be required for a helicopter fitted with wheels, to reduce rotor downwash (ICAO).
4.102 An instruction to ‘TAXI’ leaves the pilot free to select the most appropriate
method, either ground taxi or air taxi. Pilots and controllers should use the
term AIR TAXI or GROUND TAXI when required to differentiate between air
taxiing and ground taxiing ( for helicopters equipped with wheels).
NOTES:
1. Air taxiing helicopters at aerodromes where ATC and AFIS are provided
will be issued with detailed taxi routes and instructions as appropriate to
prevent collisions with other aircraft and vehicles. Helicopters are expected to follow procedures/routes on aerodromes appropriate to aeroplanes unless otherwise authorised.
2. ATC and AFIS units will normally avoid issuing instructions that result in taxiing helicopters coming into close proximity with small aircraft or
helicopters and will normally give consideration to the effect of
turbulence from taxiing helicopters on arriving and departing light aircraft (ICAO).
4.103 For a helicopter taxiing, the instruction ‘HOLD’ shall indicate a requirement to come to a standstill.
4.104 A helicopter air taxiing and instructed to ‘HOLD’, may hold in the hover or may touch down and hold on the ground at the pilot’s discretion. If touch
down is not authorised, a helicopter may be instructed by the ATSU to ‘HOLD IN THE HOVER’.
4.105 A helicopter ground taxiing and instructed to ‘HOLD’ shall hold on the ground,
unless a hover manoeuvre is specifically authorised or requested by the ATS
unit.
4.106 ATC and AFIS will normally avoid issuing a frequency change instruction to a single -pilot helicopter hovering or air taxiing. If required and whenever
possible, control instructions from the next ATS unit will be relayed until the
pilot is able to change frequency (ICAO).
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Helicopter Phraseology for Take- Off and Landing (ATC only)
4.107 At aerodromes, helicopter take -offs and landings may not be restricted to
designated runways or landing areas. With appropriate permission
helicopters may take- off and land at any location on the aerodrome. At
aerodromes with an air traffic control service, all movements are subjec t to
the permission of the ATC unit.
4.108 At aerodromes with air traffic control service, when helicopters land or take-off on the manoeuvring area, and within sight of the VCR the terms ‘CLEARED TO LAND’ and ‘CLEARED FOR TAKE -OFF’ followed by the
position from where they are authorised to take -off from (ICAO PANS ATM
12.3.4.11 i), i.e. ‘CLEARED TO LAND AT...’ ‘CLEARED FOR TAKE -OFF
FROM...’, shall be used to authorise the manoeuvres.
4.109 At aerodromes with air traffic control service, when helicopters land or take-off at locations not on the manoeuvring area (e.g. apron, maintenance area, sites adjacent the aerodrome), or locations not in sight of the VCR, or unlit
locations at night, the appropriate phrase ‘LAND AT YOUR DISCRETION’ or
‘TAKE- OFF AT YOUR DISCRETION’ shall be used to authorise the
manoeuvres. Relevant traffic information on other aircraft (airborne or on the
ground) shall also be passed, and the name of the designated
landing/departure point/area should be stated.
4.110 The term ‘TOUCH DOWN’ shall be used to describe an aircraft (helicopter or fixed -wing) coming into contact with the surface in accordance with normal
operation. A clearance to land leaves the pilot of a helicopter free to either enter a low hover, or to t ouch down, as appropriate.
Helicopter Hover Phraseology Examples (ATC and AFIS only)
Borton Tower, G -ABCD,
request lift
G-ABCD, Borton Tower,
lift and hover, surface wind 040, 6 knots,
Helicopter Taxiing Phraseology Examples (ATC and AFIS only)
4.111 Taxi Instruction
Borton Tower, G -ABCD,
request TAXI for
departure runway 06
G-ABCD, Borton Tower,
TAXI holding point H1,
runway 06, via taxiway
Golf, QNH 997
hectopascals
Taxi holding point H1
runway 06 via taxiway
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Golf, QNH 997
hectopascals G -ABCD
NOTE: The use of ‘taxi’ indicates the pilot is free to air taxi or ground taxi at
their discretion.
4.112 Air Taxi Instruction (if required) .
Borton Tower, G -ABCD,
request Air Taxi for
departure runway 06
G-ABCD, Borton Tower,
Air Taxi holding point
H1, runway 06, via
taxiway Golf, QNH 997
hectopascals
Air Taxi holding point
H1 runway 06 via taxiway Golf, QNH 997 hectopascals, G -ABCD
Ground Taxi Instruction (if required)
Borton Tower, G -ABCD,
request ground taxi for departure runway 06
G-ABCD, Borton
Tower, ground taxi
holding point H1
runway 06 via taxiway Golf
Helicopter Take- Off and Landing Phraseology Examples (ATC only)
4.113 Take -off on the Runway .
G-CD, ready for
departure
G-CD, Runway 06,
Cleared for take- off
Cleared for take- off, G-
CD
4.114 Landing on the Runway .
G-CD, final runway 06
G-CD, Runway 06,
cleared to land, surface wind 060 10
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Runway 06 cleared to
land, G -CD
4.115 Take -off from a designated Helicopter Landing Area on the Manoeuvring
Area .
G-CD, ‘Area Whiskey’
ready for departure
G-CD, ‘Area Whiskey’
Cleared for take- off
’Area Whiskey’ cleared for take -off, G- CD
4.116 Landing at a designated Helicopter Landing Area on the Manoeuvring Area.
Borton Tower G -ABCD,
at the Power Station to land ‘Area Whiskey’
Helicopter G -CD,
Borton Tower, runway
06 in use, QNH 997
hectopascals, ‘Area Whiskey’ surface wind 060 10, cleared to land
Runway 06 in use, QNH 997
hectopascals. ‘Area
Whiskey’ cleared to land, G -CD
4.117 Take -off from the Apron (or location not on the Manoeuvring Area) for a
Direct Departure (i.e. not following the visual circuit for departure).
Borton Tower, Helicopter
G-ABCD, beside the
south side hangars ready
for direct departure to
Walden
Helicopter G -ABCD,
Borton Tower, direct
departure, surface wind
060 10, QNH 997
hectopascals, no
reported traffic, Take- off
at your discretion
Taking- off, departing
direct, QNH 997
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hectopascals, Helicopter
G-ABCD
4.118 Direct Arrival to the Apron (or location not on the Manoeuvring Area) for
Landing.
Borton Tower, Helicopter G-ABCD, 5 miles east
inbound to land Eastern Apron
Helicopter G -ABCD,
Borton Tower, route to the eastern apron via the
Power Station, report at
the Power Station wind
060 10 QNH 997
hectopascals, runway 06
in use
Route to Eastern Apron
via the Power Station,
wilco, QNH 997
hectopascals, runway 06 in use, Helicopter G -
ABCD
Helicopter G -ABCD, at the
Power Station
Helicopter CD, traffic is a
C172 taxiing from Stand
8 for taxiway B, eastern apron, surface wind 060 10, land at your discretion
Roger, Landing Eastern
Apron, Helicopter CD
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Aerodrome Phraseology for Vehicles (ATC and AFIS only)
Introduction
4.119 The expeditious movement of vehicles plays an essential supporting role in
the operation of an aerodrome. Whenever possible the areas in which
vehicles and aircraft operate are segregated. However, there are many
occasions when vehicles need to move on the manoeuvring area either for maintenance purposes or in direct support of aircraft operations.
4.120 Procedures governing the movement of vehicles vary widely from aerodrome
to aerodrome, but certain factors to be taken into account when driving on an
aerodrome are common to all .
1. In general, aircraft are by no means as manoeuvrable as ground vehicles;
2. The visibility from an aircraft cockpit for ground movement purposes is often restricted compared with a vehicle.
4.121 Therefore, when vehicles are operating in close proximity to aircraft, drivers
should be extremely vigilant and comply with Rule 12/13 of the Rules of the Air and, if applicable, ATC instructions.
4.122 Correct RTF operating technique must be observed by all users. For all vehicles on the movement area, it is important that a continuous listening
watch is maintained, not only in case of further instructions or information
from the tower, but also so that drivers can be aware of the movements, and
intended movements, of other traffic thereby reducing the risk of confliction.
4.123 Ground movement instructions are similar for aircraft, vehicles and tractors
towing aircraft but the operative word in the message is ‘taxi’, ‘proceed’ and
‘tow’ respectively.
4.124 The examples that follow are applicable to air traffic controllers and FISOs at aerodromes only. Air/Ground Communication Service operators are not to pass instructions and must use the phraseology they would use for the movement of aircraft on the aerodrome.
Movement Instructions
4.125 Drivers on first call should state the ground station they are calling, identify themselves by their vehicle callsign and state their position and intended
destination. Where the planned route includes crossing a runway, this should be included in the initial call.
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Metro Ground Works 21,
stand 27 request proceed to work in progress taxiway Hotel
Works 21, proceed to taxiway Hotel via Kilo and Alpha
Proceed to taxiway
Hotel via Kilo and
Alpha, Works 21
Metro Ground, Works 3, stand 27 request proceed to
work in progress on taxiway
Hotel, via runway 34
Works 3, via Alpha 1 and Charlie 1 cross
runway 34, proceed
to taxiway Hotel
Via Alpha 1 and
Charlie 1 cross
runway 34, proceed to taxiway Hotel,
Works 3
4.126 If the controller is too busy, they will reply ‘standby’. This means that the
driver should wait until the controller calls back. The driver shall not proceed
until permission is given.
4.127 When there is conflicting traffic the controller may reply ‘hold position’. This
means that the driver shall not proceed until the controller calls back with permission. All other replies should contain a clearly defined point to which
the driver may proc eed; this may or may not be the intended destination. If it
is not the intended destination drivers must stop at this point and further
permission shall be requested.
Tels 5, by the control tower request proceed to hangar 3
Tels 5, hold position
Holding, Tels 5
Tels 5, at Charlie 8 request proceed to hangar 3
Tels 5, proceed
holding point Charlie
1 runway 14, via
Alpha and Bravo
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Proceed holding point
Charlie 1 runway 14,
Tels 5, via Alpha and Bravo
NOTE: The vehicle has only been cleared as far as the holding position to
await runway crossing clearance and permission to proceed to hangar 3.
4.128 The controller/FISO may include the instruction ‘hold short’ to reinforce the point beyond which the vehicle may not proceed.
4.129 Permission to proceed on the apron may include instructions to ensure safe operations.
Tug 5, stand 21 request proceed to stand 26
Tug 5, after the BIGJET BAe 146 on
your right has
passed, proceed to
stand 26, caution jet
blast
After the BAe 146
has passed proceed stand 26, Tug 5
Checker 1, caution work in progress north side of taxiway Hotel
Roger, Checker 1
Fire 1, report your position
Fire 1, taxiway Bravo by the maintenance
hangar
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To Cross a Runway
4.130 Drivers should note carefully the position to which they may proceed,
particularly where the intended route involves crossing a runway. Some aerodromes may have procedures that will allow vehicles to proceed to a
holding point on the movement area and then request runway cros sing
instructions. Under no circumstances shall a driver cross a runway unless
positive permission has been given and acknowledged. A runway
vacated report should not be made until the vehicle (and tow) is clear of the
designated runway area.
4.131 In order to prevent runway incursions, when an ATS Unit issues an
instruction to cross a runway, the appropriate holding point designator shall be included in the instruction. A vehicle driver should query any instruction that identifies a holding point designator inconsistent with the vehicle
location, or the driver’s request, before proceeding onto the runway.
Ops 1, on the Southern
Apron request proceed to Northern Apron, via runway 27
Ops 1, proceed holding point Alpha 2
via Alpha and Bravo hold short of runway
Proceed holding point
Alpha 2 via Alpha
and Bravo hold short of runway 27, Ops 1
Ops 1, holding point Alpha 2 runway 27 request cross
Ops 1, via Alpha 2 and Charlie 2 cross
runway 27, report
vacated
Via Alpha 2 and Charlie 2, cross
runway 27, wilco,
Ops 1
Ops 1, runway 27 vacated
Ops 1, proceed to
Northern Apron
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Proceed to Northern
Apron, Ops 1
4.132 Where it is not possible for the controller to issue permission to cross the
runway, alternative instructions may be given.
Ops 1, on the Southern
Apron request proceed to
Northern Apron via runway 27
Ops 1, negative, proceed to Northern
Apron via Perimeter
Road
Proceed to Northern
Apron via Perimeter Road, Ops 1
4.133 Positive permission must be given and acknowledged before a vehicle driver
enters a runway to carry out a specialised task.
Checker 1, holding point
Charlie 1 request enter runway 05 for surface inspection
Checker 1, via holding point Charlie 1 enter runway 05, report vacated
Via holding point Charlie 1 enter runway 05, wilco,
Checker 1
4.134 If a vehicle is operating on the runway, it will be instructed to vacate the
runway when it is expected that an aircraft will be landing or taking off.
Works 21, vacate runway 27 at Alpha 1, report vacated
Vacate runway 27 at
Alpha 1, wilco, Works
Works 21, runway 27
vacated
Works 21
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4.135 When a vehicle is moving on the movement area it may be necessary to
inform the vehicle of a potentially dangerous situation and to tell it to stop.
Works 21, stop immediately
aircraft crossing ahead
Stopping, Works 21
Vehicles Towing Aircraft
4.136 Drivers of vehicles required to tow aircraft should not assume that the receiving station is aware that an aircraft is to be towed. The performance and manoeuvrability of ground vehicles is obviously considerably reduced
when towing aircraft and this is taken into account when instructions to such
vehicles are issued. Therefore, in order to avoid any confusion and as an aid
to identification, drivers should state the type, and where applicable the
operator, of the aircraft to be towed in the first call.
Ground Tug 9, request tow
BIGJET BAe 146 from stand
25 to maintenance hangar 3
Tug 9 Ground, tow approved from stand
25 to maintenance hangar 3 via taxiway Echo
Tow approved from
stand 25 to maintenance hangar
3 via taxiway Echo,
Tug 9
4.137 Where it is necessary for the tug to push an aircraft back from a parking standing before towing, this should be included.
Tug 9, request push back and
tow Blue Skies Boeing 737
from stand 25 to maintenance
hangar
Low Visibility Procedures
4.138 Arrangements for notifying low visibility procedures vary between aerodromes and may include a broadcast by the controller.
All stations, Metro Tower, low
visibility procedures in force
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Messages Regarding Safety of an Aircraft
4.139 Information regarding the safety of a specific aircraft should be transmitted to
the controller/FISO.
Ops 1, open ventilation panel starboard side B IGJET
Boeing 737 passing on taxiway Delta
Ops 1, roger
Messages Regarding Wildlife
4.140 Drivers should follow the procedures for their particular aerodrome when reporting sightings of wildlife.
Fire 3, large flock of birds on
grass north of taxiway Bravo
Driver Unsure of Position
4.141 If a driver is lost or unsure of the vehicle’s location, they should inform the
controller/ FISO immediately and follow instructions.
Tug 8, unsure of position
Tug 8, hold position I
will call for assistance
Holding, Tug 8
Broken -down Vehicle
4.142 The driver of a broken- down vehicle should inform the controller/FISO
immediately, including precise information regarding the vehicle’s location and follow the aerodrome’s procedures for broken- down vehicles.
Leader 2, holding point Charlie 1, broken- down
unable to move
Radio Failure
4.143 In the event of a radio failure, drivers should follow the procedures for their
aerodrome and comply with any light signals by the controller/ FISO.
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Aerodrome Air/Ground Communication Service
Phraseology
Introduction
4.144 Concise and unambiguous phraseology used at the correct time is vital to the
smooth, safe and expeditious running of an aerodrome and associated ATZ. It is not only the means by which information is passed but it also assists pilots in maintaining an awar eness of other traffic in their vicinity, particularly
in poor visibility conditions.
4.145 Messages will not be transmitted to an aircraft during take- off, the last part of
final approach or the landing roll, unless it is necessary for safety reasons, because it will be distracting to the pilot at a time when the cockpit workload is often at it s highest.
4.146 Local procedures vary from aerodrome to aerodrome, and it is impossible to give examples to cover every situation which may arise at the multiplicity of different types of aerodrome. Information in addition to that shown in the examples, e.g. time checks, etc. may be provided as necessary.
Type of Service
4.147 As described in Chapter 2, where an aeronautical station exists at an
aerodrome, the type of service provided falls into one of three categories. In
this section the examples are confined to those used by Air/Ground Communication Service operators.
4.148 Whilst the RTF procedures used by air traffic controllers and FISOs form the main content of this publication it should be noted that the phraseology used
by Air/Ground Communication Service operators is different from that used
by controllers and FISOs. This section describes only the phraseology provided by AGCS operators and details of the service itself may be found in CAP 452 Aeronautical Radio Station Operator’s Guide on the CAA web site
or from the CAA’s printers (Details can be found on the inside cover of this
publication).
4.149 An AGCS radio station operator is not necessarily able to view any part of the aerodrome or surrounding airspace. Traffic information provided by an AGCS radio station operator is therefore based primarily on reports made by other
pilots. Information prov ided by an AGCS radio station operator may be used
to assist a pilot in making decisions, however, the safe conduct of the flight
remains the pilot’s responsibility.
Air/Ground Station Identification
4.150 Radio operators must ensure that the full callsign, including the suffix ‘RADIO’, is used in response to the initial call from an aircraft and on any
other occasion that there is doubt.
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Phraseology and Examples
4.151 From time-to-time air traffic controllers and flight information service officers
are invited by aerodrome authorities to provide an Air/Ground
Communication Service. They are permitted to do so in certain
circumstances provided they hold a valid Certificate of Competence (CA
1308). However, air traffic controllers, in particular, must appreciate that there is a considerable difference between the service they normally provide and
the Air/Ground Communication Service. Therefore, they must be careful not
to lapse into providing an air traffic control service.
4.152 Personnel providing an Air/Ground Communication Service must ensure that
they do not pass a message which could be construed to be either an air
traffic control instruction or an instruction issued by FISOs for specific
situations. Clearances initiated by an air traffic control unit may be relayed
but the name of the authority must be included in the message, e.g.: ‘G-
ABCD London Control clears you to join controlled airspace …. ’
NOTE: Air Traffic Control clearances passed to radio operators to be issued
on behalf of the ATC unit are to be read back in full to the issuing authority. The pilot is to readback, in full, the clearance relayed by the Air/Ground Communication Service operator.
Table 3
Event Response
A/C requests taxi
information (Aircraft callsign) runway (designation) [right hand
circuit] wind number (degrees) number (knots) QFE/
QNH (pressure) hectopascals
A/C reports
wishing to cross
a runway (Aircraft callsign) (traffic information e.g. no reported
traffic or, after the (aircraft type) has landed no
reported traffic)
A/C reports ready
to take-off (Aircraft callsign) no reported traffic (or traffic is...)
surface wind (number) degrees (number) knots
A/C reports
airborne (Aircraft callsign) roger
A/C overflying
reports entering
ATZ or asks for
traffic information. (Aircraft callsign) (traffic information) (aerodrome
information)
A/C requests
joining information for a
landing (Aircraft callsign) runway (designation) right hand
circuit surface wind (number) degrees (number) knots, QFE/QNH (pressure) hectopascals (traffic
information)
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A/C reports
joining circuit (Aircraft callsign) roger, (plus, when applicable,
updated traffic information and any changes to
aerodrome information)
A/C reports
landed and/ or runway vacated (Aircraft callsign) (any appropriate aerodrome
information)
NOTE: AGCS operators must not use the expression ‘at your discretion’ as
this is associated with the service provided by FISOs and is likely to cause confusion to pilots.
4.153 An example of a typical RTF exchange is detailed below:
Seaton Radio, G -ABCD,
radio check 123.0 and request taxi information
G-ABCD, Seaton
Radio, readability 5
runway 23 QNH 1022
G-ABCD, readability
5 also, taxiing for
runway 23 QNH 1022
G-CD, Roger
G-CD, ready for departure
G-CD, Roger. No
reported traffic, surface wind 230
degrees 10 knots
Roger, taking off, G -
CD
or,
G-CD, traffic is a Cherokee
reported final, surface wind
230 degrees 10 knots Roger, taking off, G -
CD
or,
Roger, holding position, G -CD
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Once Cherokee has landed and vacated:
G-CD, lining -up and taking off
G-CD, Roger, surface
wind 230 degrees 10
knots
G-CD, leaving the
circuit to the west.
G-CD, Roger two
other aircraft reported operating VFR to the west
Roger, G -CD
Seaton Radio, G -BCDA,
request traffic information
G-BCDA, Seaton
Radio, pass your message
G-BCDA, PA28 from
Westbury to Millom
position overhead
Marlow, 1800 feet on QNH 1021, estimate
Seaton at 15
G-DA, Roger. Runway
23 is active left hand
with a Cessna 172
reported downwind
QNH 1022
Runway 23 left hand
circuit, QNH 1022 will
report overhead, G -DA
G-DA, overhead at 15 will
report leaving the frequency
G-DA, Roger
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G-DA, now leaving the
ATZ changing to
Wrayton Information 124.750
G-DA, Roger
Seaton Radio, G -ABCD, 6 miles
west of Seaton request join
G-CD, Seaton, runway
23 left hand, QFE
1021. Traffic is a
Cessna 172 reported
left base
Roger. Runway 23 left
hand circuit, QFE 1021, G -CD
G-CD, overhead joining for
runway 23
G-CD, Roger no
reported traffic
or,
G-CD, downwind
G-CD, Roger no
reported traffic
G-CD, final
G-CD, Roger surface
wind 220 15. Traffic is a Cessna 172 reported lining up to depart
Roger, G -CD
G-CD, vacated left and
returning to the club
G-CD, Roger
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G-CD, ready to cross runway
G-CD, Roger no
reported traffic
Roger, G -CD. Is there
a convenient parking
space
G-CD, parking
available next to the
blue Cessna 152
AGCS RNP Initial Call
4.154 Pilots should advise of their intention to fly the RNP IAP specifying the initial
approach fix and runway designator .
(position) FOR RNP APPROACH [VIA (waypoint identification)], RUNWAY
(number)
Seaton Radio, G -
ABCD, 12 miles south
of Seaton, for RNP
approach via INJUN,
Runway 27
AGCS PPR Management
4.155 The aircraft has PPR, is within slot tolerance and aerodrome suspension
procedures have been completed.
ROGER, RUNWAY (designator), QNH (or QFE) (number) [units], TRAFFIC
IS (information)
G-CD, Seaton Radio roger,
Runway 27, QNH 998
hectopascals, no reported traffic
G-CD, Seaton Radio roger,
Runway 27, QNH 1022, traffic
is a Cherokee departing the
circuit to the West
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AGCS Position Information
4.156 Where position reports are required by the aerodrome operator for the safe
conduct of the procedure(s), pilots will be required to br oadcast such position
reports at pre- determined points as published for that specific procedure in
the AIP.
4.157 In exceptional circumstances, where it is known or suspected that a pilot has
failed to make the required position report(s) and/or it is suspected that there
may be circumstances which may affect the safety of that flight, AGCS radio
station operators can seek to prompt pilots to confirm their position or to
confirm their position in relation to a published point on the proced ure.
G-CD, Seaton Radio, confirm
your position
G-CD, Seaton Radio, confirm
GNSS distance from INJUN
4.158 Before the pilot reports commencing the RNP IAP, where aerodrome circuit
susp ension procedures have been completed, the pilot must be advised.
G-CD, no known traffic in the
ATZ, air ground
communications only
NOTE: AGCS radio station operators are not permitted to sequence aircraft.
Where aerodrome operators have approved PPR and aerodrome traffic
circuit management procedures that are designed to support the safe
transition of IAP traffic into the aerodrome traffic circuit, the RTF transmission
‘no known traffic in the ATZ’ indicates that, to the knowledge of the ‘air -
ground operator’, the procedures have been completed.
4.159 The aircraft has PPR and is within slot tolerance, aerodrome circuit
suspension procedures have not been completed .
G-CD, Seaton Radio, roger, Runway
27, QNH 1 -0-2-2, aerodrome circuit
ACTIVE. Traffic is a Cherokee 3
miles west of Seaton, Request
intentions?
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4.160 The aircraft does not have PPR .
G-CD, Seaton Radio, RNP
approaches are only available with
prior permission, Request intentions?
4.161 The aircraft has PPR but is outside of slot tolerance.
G-CD, Seaton Radio, Prior
permission expired/expires at 1000z,
(traffic information) . Request
intentions?
AGCS Information on Aerodrome Traffic
4.162 AGCS radio station operators will relay information on the reported position
of aircraft operating in the vicinity of the aerodrome, including those
conducting RNP IAP.
G-CD, Seaton Radio, traffic is a
Cherokee ([reported on] / [shortly
going to commence] / [has
commenced]) RNP approach [via
INJUN] Runway 27
AGCS RAIM Failure
4.163 Pilot reports RAIM failure .
UNABLE RNP, LOSS OF
RAIM, (intentions)
RAIM ALERT, (intentions)
Seaton Radio, G-CD
unable RNP, loss of RAIM,
continuing for a visual
approach
Seaton Radio, G -CD,
unable RNP, loss of RAIM
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Seaton Radio, G -CD RAIM
alert, going around
G-CD, Seton Radio,
roger, request your
intentions?
4.164 AGC S reports RAIM failure .
G-CD, GNSS reported
unreliable
AGCS Unexpected Go -around
4.165 Pilot reports an unexpected go- around .
G-CD, Seaton Radio,
request your intentions
ATZ / Aerodrome Traffic Circuit Management (AGCS)
4.166 A pilot requests to join the aerodrome traffic circuit while aerodrome traffic
circuit suspension procedures are in force.
G-ABCD, Seaton Radio, aerodrome
traffic circuit ([is closed] / [will close
at (time). Traffic is a Cherokee
([shortly going to commence] / [has
commenced]) RNP approach
Runway 27. Request your
intentions?
4.167 A pilot request to transit the ATZ while an aircraft tis flying an RNP IAP.
AGCS radio station operators are not permitted to restrict access to an ATZ
and must provide sufficient information for the flight to be conducted safely .
G-ABCD, Seaton Radio,
traffic is a Cherokee on
RNP approach R unway
27, request your
intentions?
4.168 The AGCS radio station operator needs to advise aerodrome traffic of the
opening/closure of the aerodrome traffic circuit .
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All stations, Seaton
Radio, aerodrome traffic
circuit will close at (time)
due to RNP approach
Runway 27
All stations, Seaton
Radio, aerodrome traffic
circuit closed. Traffic is a
Cherokee reported on
RNP approach Runway
All stations , Seaton
Radio, aerodrome traffic
circuit closed, Departure
not permitted until (time)
All stations , Seaton
Radio, aerodrome traffic
circuit open
ATZ / Aerodrome Traffic Circuit Management (AFIS)
4.169 A pilot requests to join the aerodrome traffic circuit while aerodrome traffic
circuit suspension procedures are in force.
G-WXYZ, Walden Information,
aerodrome traffic circuit [is
closed] / [will close at (time)] .
Traffic is a Cherokee ([shortly
going to commence] / [has
commenced])
RNP approach Runway 27,
request your intentions?
4.170 A pilot requests to transit the ATZ while an aircraft is flying a RNP IAP.
Aerodrome FISOs are not permitted to restrict access to an ATZ and must
provide sufficient information for the flight to be conducted safely.
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G-WXYZ, Walden Information,
traffic is a Cherokee on RNP
approach Runway 27, request
your intentions?
4.171 The Aerodrome FISO needs to advise aerodrome traffic of the
opening/closure of the aerodrome traffic circuit.
All stations, Walden Information,
aerodrome traffic circuit will
close at (time) due to RNP
approach Runway 27
All stations, Walden
Information, aerodrome
traffic circuit closed.
Traffic is a Cherokee
reported on RNP
approach Runway 27
All stations, Walden
Information , aerodrome
traffic circuit closed,
Departure not permitted
until (time)
All stations, Walden
Information , aerodrome
traffic circuit open
Offshore Communication Service
Introduction
4.172 Aeronautical radio stations located offshore on rigs, platforms and vessels
provide an air -ground service to helicopters operating in the vicinity.
Offshore Station Identification
4.173 Offshore radio stations must identify themselves using the callsign specified
by the CAA in the approval document. No suffix will be added to the CAA
approved callsign when traffic information is to be passed by the operator of
the aeronautical radio station. When logistics information is to be passed the
suffix ‘LOG’ shall be added to the approved callsign.
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Offshore Phraseology
4.174 Actual communications will follow a pattern dictated by the individual
circumstances. However, in the interests of conformity and to avoid misunderstandings, a selection is given of the types of messages a helicopter pilot may pass, their meaning where necessary and the response which
should be made.
Table 4
Helicopter Response
(Offshore station callsign)
(Aircraft callsign) Take the
Flight Watch (You are requested to maintain radio watch until watch is taken by
another station). (Aircraft callsign) (Offshore station callsign) I have
the Flight Watch
(Offshore station callsign)
(Aircraft callsign) position … (Aircraft callsign) (Offshore station callsign) Roger
(Offshore station callsign)
(Aircraft callsign) Report your weather. (Aircraft callsign) (Offshore station callsign)
Weather (State the following information as appropriate) Surface Wind (number) degrees (number) knots, Visibility (distance) kilometres/
metres, Weather (rain, snow, showers, etc.), Cloud
few/scattered etc., (number) feet estimated, Ambient temperature (number), Helideck temperature (number), (Name of Area) QNH (pressure) (hectopascals), QFE (pressure)
(hectopascals), Pitch (number) degrees: Roll
(number) degrees: Heave (number) metres (as appropriate)
(Offshore station callsign)
(Aircraft callsign) Switch on the NDB. (Aircraft callsign) (Offshore station callsign) Wilco
NDB frequency (number) kHz ident (letters) (if requested)
(Offshore station callsign)
(Aircraft callsign) ETA is (time). (Aircraft callsign) (Offshore station callsign) Roger
(Offshore station callsign)
(Aircraft callsign) Landing in (number) minutes. (Aircraft callsign) (Offshore station callsign) Roger
(Offshore station callsign)
(Aircraft callsign) overhead (Aircraft callsign) (Offshore station callsign) Roger
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Helicopter Response
(Offshore station callsign)
(Aircraft callsign) (navigation
aid designator) outbound
(this indicates the pilot is using the NDB as a navigational aid to take
them from overhead to a
point where they can safely descend below cloud and return under visual
conditions to the helideck) (Aircraft callsign) (Offshore station callsign) Roger
(Offshore station callsign)
(Aircraft callsign) Is the deck available for landing? (Aircraft callsign) (Offshore station callsign) Affirm
Deck available (for landing) or Deck obstructed, expect (number) minutes delay, or Deck closed
due to (reason), expect (number) minutes delay
NOTE: Transmission of ‘for landing’ is optional
(Offshore station callsign)
(Aircraft callsign) Ready for
departure (Aircraft callsign) (Offshore station callsign) Roger
(or pass relevant information)
(Offshore station callsign)
(Aircraft callsign) Departing (Aircraft callsign) (Offshore station callsign) Roger
(Offshore station callsign)
(Aircraft callsign) Switch off
the NDB (Aircraft callsign) (Offshore station callsign) Wilco
(Offshore station callsign)
(Aircraft callsign) Radio contact with (ATS Unit),
close down the Flight Watch (Aircraft callsign) (Offshore station callsign) Closing
down Flight Watch
Additionally , the following are applicable to vessels:
(Vessel callsign) (Aircraft
callsign) Report position (Aircraft callsign) (Vessel callsign) Position (lat/
long)
(Vessel callsign) (Aircraft
callsign) Report course and
speed (Aircraft callsign) (Vessel callsign) Course and
speed (number) degrees (number) knots
(Vessel callsign) (Aircraft
callsign) Report relative wind (Relative to the ship’s
heading) (Aircraft callsign) (Vessel callsign) Relative wind
Port/Starboard (number) degrees (number) knots
(Vessel callsign) (Aircraft
callsign) Maintain course and speed (Aircraft callsign) (Vessel callsign) Roger
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(Vessel callsign) (Aircraft
callsign) Alter course Port/
Starboard (number) degrees (Aircraft callsign) (Vessel callsign) Standby.
Course now (number) degrees
(Vessel callsign) (Aircraft
callsign) Change speed to (number) knots (Aircraft callsign) (Vessel callsign) Standby. Speed
now (number) knots
NOTE S:
1. The phrase ‘Deck available (for landing)’ replaces the previously used phrase, ‘Deck is clear for landing’, in order to avoid any possible confusion with a landing clearance that may be issued by an Air Traffic Control unit. For operational purposes, the two terms should be considered to have the same meaning.
2. Procedures for certain messages (e.g. when following the requirements for notification of the flight when there is no ATSU at the destination –
see AIP ENR 1.10), including the phraseology to be used, should be contained in the aircraft operator’s standard operating procedures and
local operating procedures. These messages are not air traffic service
messages and are not reproduced in this document.
Helideck Movement
4.175 Helicopter crews must be provided with accurate information regarding the
pitch, roll and heave of the helideck. Reports on pitch and roll should include values, in degrees, about both axes of the true vertical datum (i.e. relative to
the true horizon) and be expressed in relation to the vessel’s heading.
4.176 Pitch should be expressed in terms of ‘up’ and ‘down’ and roll should be
expressed in terms of ‘left’ and ‘right’. Heave should be reported in a single
figure, being the total heave motion of the helideck rounded up to the nearest
metre. Heave is taken to be the vertical difference between the highest and
lowest points of the helideck movement.
4.177 A standard radio message should be passed to the pilot containing the
information on the helideck movement in an unambiguous format. Should the crew require other motion information or amplification of the standard message, they will request it.
4.178 An example of the ‘standard message’ would be: ‘(Pitch, roll and heave). Roll one degree left and three degrees right; pitch two degrees up and two degrees down; heave two metres .’
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Radiotelephony Reports at Unattended Aerodromes
Introduction
4.179 Where an aeronautical communications frequency is allocated for use at a
United Kingdom aerodrome, all RTF communications are to be conducted on
the allocated frequency. For licensed aerodromes, allocated frequencies are
promulgated in the UK AIP. A common frequency (135.480 MHz) known as ‘SAFETYCOM’ is made available for use at aerodromes where no other
frequency is allocated (UK AIP GEN 3.4 refers) to enable pilots to broadcast
their intentions to other aircraft that may be operating on, or in the vicinity of, the aerodrome.
4.180 At some UK aerodromes, air traffic movements may occur outside the promulgated hours of watch of Air Traffic Services (ATS). In order to improve
the safety of these aerodrome operations, pilots should broadcast information
on their intentions to other air craft that may be operating on, or in the vicinity,
of the aerodrome.
4.181 The phraseology to be used at an unattended aerodrome, as described in this section, is not to be used at aerodromes with ATS in attendance. Where
ATS is provided, the relevant ATS unit will issue appropriate instructions.
4.182 All transmissions at unattended aerodromes shall be addressed to
‘(Aerodrome name) Traffic’. No reply to an unattended aerodrome report needs to be transmitted.
4.183 Pilot reports are described for a Standard Overhead Join. This procedure will allow pilots to determine the runway in use and to orientate themselves with
the circuit direction and other traffic. As specific joining and circuit procedures
exist for some ae rodromes, pilots should refer to the UK AIP to establish the
procedure to be followed.
4.184 Unattended aerodrome reports are made at the discretion of the pilot.
However, to ensure the traffic awareness of other pilots is correctly
maintained, if a pilot elects to make reports, all those reports not listed as ‘optional’ should be included. Optional calls may be included if additional traffic information is likely to assist traffic organisation or to enhance safety.
4.185 Monitoring of unattended aerodrome reports is not a substitute for visual
observation and pilots must maintain traffic awareness and lookout even
when making such calls, as not all aircraft may be monitoring radio broadcasts.
4.186 Transmission of unattended aerodrome reports does not confer any right -of-
way.
4.187 Pilots shall comply at all times with the Rules of the Air Regulations, in
particular the rules for avoiding aerial collisions.
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Additional Procedures for the Use of SAFETYCOM
4.188 SAFETYCOM is not an Air Traffic Service, and no aeronautical ground
station is associated with SAFETYCOM.
4.189 SAFETYCOM is a single common frequency, and pilots should be aware of
the possibility of congestion and breakthrough. It is particularly important
when using SAFETYCOM that RTF transmissions identify the aerodrome
name (suffixed ‘traffic’) in order to indicate the relevance of the report to other aircraft. Transmissions must be correct and concise.
4.190 SAFETYCOM transmissions shall only be made when aircraft are not more than 2000 ft above aerodrome level, or not more than 1000 ft above
promulgated circuit height (if applicable) and within 10 NM of the aerodrome
of intended landing.
4.191 Where an aerodrome lies within controlled airspace, pilots are to call the appropriate ATSU and ensure that they obtain clearance to enter the airspace.
Unattended Aerodrome Phraseology Examples
4.192 Taxiing Phraseology Example.
Borton Traffic, G- ABCD, taxiing
for Runway 09, Borton
This transmission is optional and
may be advisable at airfields
where the view from an aircraft either in the air or on the ground may be restricted
4.193 Departure Phraseology Example.
Borton Traffic, G- ABCD, lining
up for departure Runway 09,
Borton
4.194 Joining the Circuit Phraseology Examples .
Borton Traffic, G- ABCD, 10
miles southwest joining
overhead, Borton
Borton Traffic, G- ABCD,
overhead, joining for Runway
09, Borton (if determined) This transmission is optional and
may be advisable depending on
other traffic in the vicinity
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Borton Traffic, G- ABCD, Dead
side descending Runway 09,
Borton This transmission is optional and
may be advisable depending on other traffic in the vicinity
4.195 Reporting in the Circuit Phraseology Examples .
Borton Traffic, G- ABCD, (right -
hand if applicable) downwind
Runway 09 (Intentions if applicable), Borton
Borton Traffic, G- ABCD, base
leg Runway 09, Borton This transmission is optional and
may be advisable depending on
other traffic in the vicinity
Borton Traffic, G- ABCD, final
Runway 09, Borton
Aerodrome Information
Meteorological Conditions
4.196 Meteorological information in the form of reports, forecasts or warnings is
made available to pilots using the aeronautical mobile service either by
broadcast (e.g. VOLMET) or by means of specific transmissions from ground personnel to pilots. Standard meteorological abbreviations and terms should be used, and the information should be transmitted slowly and enunciated
clearly in order that the recipient may record such data as is necessary.
G-CD, 0950 weather surface
wind 360 degrees 5 knots visibility 30 km. Nil weather, 2 oktas 2500 feet, temperature plus 10, dew point plus 3, QNH 1010
QNH 1010, G -CD
NOTE: Cloud may also be reported as follows:
‘Scattered at five hundred feet, scattered cumulonimbus at one
thousand feet, broken at two thousand five hundred feet.’
In the above example ‘scattered’ equates to 3 or 4 O ktas and ‘broken’
equates to 5– 7 Oktas.
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Full details of meteorological information are contained in UK AIP GEN
section 3.5 and CAP 746. Information on military aerodromes and weather
information is in Chapter 10.
Voice Weather Broadcast (VOLMET) UK
4.197 Meteorological aerodrome reports for certain aerodromes are broadcast on
specified frequencies. The callsign of the VOLMET, frequency, operating
hours, aerodromes contained within the group, and contents are published in the UK AIP.
4.198 The content of a VOLMET broadcast is as follows:
1. aerodrome identification (e.g. Stourton) ;
2. surface wind;
3. visibility (Note 1) ;
4. RVR (if applicable) (Note 1) ;
5. weather ;
6. cloud (Note 1) ;
7. temperature;
8. dewpoint ;
9. QNH;
10. trend (if applicable) .
NOTES:
1. Non-essential words such as ‘surface wind’, ‘visibility’ etc. are not
spoken.
2. All broadcasts are in English.
Runway Visual Range (RVR)/Visibility
4.199 When transmitting the runway visual range, the abbreviation RVR will be
used without using the phonetic word for each letter, e.g. RVR runway 27, 800 metres. The runway designator may be omitted if there is no possibility of confusion.
4.200 Where instrumented RVR (IRVR) is not available, RVR for the purposes of Category 1 and non- precision instrument approach operations may be
assessed by human observer and transmitted by the controller to the pilot.
BIGJET 347, RVR 400 metres
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4.201 If the assessed value is more than the maximum reportable value, controllers
are to advise the pilot.
BIGJET 347, RVR is greater
than 1200 metres
4.202 If no lights are visible controllers are to state “RVR less than (number)
metres, inserting the value corresponding to one light.
BIGJET 347, RVR less than 60 metres
4.203 Occasionally pilots of aircraft may report, or observations from the control
tower may indicate, that the visibility conditions on the runway are
significantly different to those being reported. Under no circumstances is a
controller to pass a pilot information which suggests that the visibility is better than the RVR reported. However, when a pilot’ s report or an observation
from the tower indicates a worse condition on the runway this information is
to be passed to the pilot with subsequent RVR reports for as long as the
condition is considered to exist.
BIGJET 347, RVR 400 metres. Thicker patches reported further along the runway by the pilot of a landing aircraft
BIGJET 347, RVR 400 metres, thicker patches observed
further along the runway from
the control tower
4.204 Where RVR is not available the pilot is to be advised.
BIGJET 347, RVR runway 27 not available
BIGJET 347, RVR runway 27 not reported
4.205 Where instrumented runway visual range (IRVR) observations are available, more than one reading may be transmitted.
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BIGJET 347, RVR runway
27, 650 600 600 metres
BIGJET 347
BIGJET 347, RVR runway 27, touchdown not available,
mid-point 650, stop end 550
metres
BIGJET 347
Runway Surface Conditions
4.206 When the presence of water or water -based contaminants is brought to the
attention of an ATS unit, the information will be passed to aircraft based on
the following five elements:
1. Runway Condition Report (RCR) ;
2. Runway Condition Assessment Matrix (RCAM) ;
3. Runway Condition Code (RWYCC) ;
4. Runway Surface Conditions (Reporting term); and
5. Runway Surface Condition Descriptors.
Note: GRF is applicable to paved runways alone. For surface condition
reporting of grass runways, see paragraph 4. 210 below.
4.207 The presence or otherwise of surface contaminants on each third of a
runway surface, together with any other related information, is to be
reported on the ATIS. If ATIS is not available or significant changes
occur, this information must be reported on the RTF to aircraft
concerned in plain language either:
1. individually , or;
2. via the use of an all-stations broadcast, obtaining
acknowledgement from each of the aircraft concerned.
4.208 It is important to consider the sequence in which the information should be
transmitted, using the following reporting terms (see Table 5), runway surface
condition descriptors (see Table 6), other related information (see Table 7)
and runway condition codes (see Table 8):
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Table 5
Reporting Term Runway Surface Conditions
DRY The runway surface is considered dry if it is free of visible
moisture and not contaminated within the area intended to
be used
WET The runway surface is covered by any visible dampness or
water up to and including 3 mm depth within the intended
area of use.
Note: If the surface shows a change of colour due to
moisture, the runway will be reported as wet
SLIPPERY WET A wet runway where the surface friction characteristics of a
significant portion of the runway have been determined to be
degraded
CONTAMINATED A runway is contaminated when a significant portion of the
runway surface area (whether in isolated areas or not)
within the length and width being used is covered by one or
more of the substances listed in the runway surface
condition descriptors. The term ‘CONTAMINATED’ is not
to be used in RTF phraseology, the runway surface
condition descriptors in Table 6 are to be used
Table 6
Runway Surface Condition Descriptor
COMPACTED
SNOW Snow that has been compacted into a solid mass such that
aircraft tyres , at operational pressure and loadings, will run on
the surface without significant further compaction or rutting of
the surface
DRY SNOW Snow from which a snowball cannot readily be made
FROST Frost consists of ice crystals formed from airborne moisture
on a surface whose temperature is below freezing. Frost
differs from ice in that the frost crystals grow independently
and therefore have a more granular texture
Note 1: Below freezing refers to air temperature equal to or
less than the freezing point of water (0°C).
Note 2: Under certain conditions frost can cause the surface to
become very slippery and it is then reported appropriately as
reduced braking action
ICE Water that has frozen or compacted snow that has
transitioned into ice, in cold and dry conditions
SLUSH Snow that is so water -saturated that water will drain from it
when a handful is picked up or will splatter if stepped on
forcefully
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STANDING
WATER Water of depth greater than 3 mm
WET ICE Ice with water on top of it or ice that is melting
Note 1: Freezing precipitation can lead to runway conditions
associated with wet ice from an aircraft performance point of
view. Wet ice can cause the surface to become very slippery.
It is then reported appropriately as reduced braking action in
line with procedures in the CAP 168 / PANS- Aerodromes
(ICAO Doc 9981)
WET SNOW Snow that contains enough water content to be able to make a
well-compacted, solid snowball, but water will not be squeezed
out
Note s:
1. In providing information on runway surface conditions, many of the
terms described in Table 6 may be used in combination as follows:
DRY SNOW ON TOP OF COMPACTED SNOW, DRY SNOW ON
TOP OF ICE, WATER ON TOP OF COMPACTED SNOW, WET
SNOW ON TOP OF COMPACTED SNOW and WET SNOW ON
TOP OF ICE.
2. Descriptions of surface contamination will include, where applicable, the
depth of deposit.
Table 7
Other related information
For example, provide details of any:
• runway de-icing activity that has taken place, such as chemical
treatment or sanding;
• provide details of any snowbanks on the runway giving the distance
left/right from the runway centreline;
• frozen ruts and ridges
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Table 8
Runway Condition Assessment Matrix (RCAM)
Assessment criteria Downgrade assessment criteria
Runway
Condition
code Runway surface
description Aircraft deceleration or
direction control
observation Pilot
report of
runway
braking
action
6 • DRY --- ---
5 • FROST
• WET (The runway
surface is covered by
any visible dampness or
water up to and including
3 mm depth)
Up to and including 3 mm
depth:
• SLUSH
• DRY SNOW
• WET SNOW Braking deceleration is
normal for the wheel
braking effort applied and
direction control is normal GOOD
4 -15°C and colder outside
air temperature:
• COMPACTED SNOW Braking deceleration OR
Directional control is
between Good and
Medium GOOD to
MEDIUM
3 • WET (“slippery wet” runway)
• DRY SNOW or WET SNOW
(any depth) ON TIOP OF
COMPACTED SNOW
More than 3 mm depth:
• DRY SNOW
• WET SNOW
Warmer than -15°C outside
air temperature:
• COMPACTED SNOW Braking deceleration is
noticeably reduced for
the wheel braking effort
applied
OR
Directional control is
noticeably reduced MEDIUM
2 More than 3 mm depth of
water or slush:
• STANDING WATER
• SLUSH Braking deceleration OR
Directional control is
between Medium and Poor MEDIUM
to POOR
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Runway Condition Assessment Matrix (RCAM)
Assessment criteria Downgrade assessment criteria
Runway
Condition
code Runway surface
description Aircraft deceleration or
direction control
observation Pilot
report of
runway
braking
action
1 • ICE Braking deceleration is
significantly reduced for
the wheel braking effort
applied
OR
Directional control is
significantly reduced POOR
0 • WET ICE
• WATER ON TOP
OF
COMPACTED
SNOW
• DRY SNOW or WET
SNOW ON TOP OF ICE Braking deceleration is
minimal to non -existent for
the wheel braking effort
applied
OR
Directional control is
uncertain LESS
THAN
POOR
NOTES:
1. Descriptions of surface contamination will include, where applicable, the
depth of deposit.
2. Runway surface temperature should preferably be used where
available.
3. The aerodrome operator may assign a higher RWYCC (but not greater
than RWYCC 3) for each third of the runway, provided the specific
procedure is followed.
4.209 Reports of the runway condition, to be used on ATIS or RTF for each third
shall be given in the direction of take- off or landing.
BIGJET 347, Runway 34 surface condition
[CODE] 6, 5, 2. Dry; wet; standing water,
depth 6 millimetres
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A broadcast on change of conditions (ATIS or plain language transmission)
would be transmitted as:
All stations Walden Tower issued at (date
and time UTC). Runway 34 surface
condition [CODE] 6, 5, 5. Dry; wet; wet
A more complex report may include the type of contamination, its depth
and/or other essential information such as Work in Progress (WIP) .
BIGJET 347, Runway 34 surface condition [CODE] 6,
5, 2. Dry; wet snow patches, depth 20 millimetres;
standing water, depth 5 millimetres. Caution
construction work taxiway alpha
Grass Runways
4.210 In reporting the surface condition of a grass runway, the report relates to the
whole of the surface, and not to individual thirds. When the grass runway’s
surface condition is assessed as being WET or CONTAMINATED, then its
condition, together with any other related information, is to be reported as
detailed in paragraph 4.192, using the descriptions contained in Tables 5, 6
and 7 above. A RWYCC is not to be passed.
G-CD Runway 34 surface is covered with wet snow
on top of compacted snow
Automati c Terminal Information Service (ATIS) UK
4.211 To alleviate RTF loading at some busy airports, Automatic Terminal
Information Service (ATIS) messages are broadcast to pass routine
arrival/departure information on a discrete RTF frequency or on an appropriate VOR. Pilots inbound to these airports are normally required, on first contact with the aerodrome ATSU, to acknowledge receipt of cu rrent
information by quoting the code letter of the broadcast. Pilots of outbound
aircraft are not normally required to acknowledge receipt of departure ATIS
except when requested on the actual ATIS broadcast.
4.212 Aerodromes possessing ATIS, the hours of ATIS operation and the frequency employed are published in the UK AIP.
4.213 ATIS broadcasts will include all or part of the elements of the information
shown in CAP 670 , Appendix A to COM05: ICAO Annex 11 ATIS message
elements.
4.214 Example of ATIS broadcast: ‘Stourton Approach Information Alpha. 0850
hours weather. Runway 28. 240 degrees 12 kt. 10 km. Intermittent slight rain. Scattered at 1000 ft, overcast at 1800 ft. Temperature +12. Dew point +7.
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QNH 1011. Acknowledge receipt of information Alpha on first contact with
Stourton.’
NOTES:
1. A Trend may be included in an ATIS broadcast.
2. Rapidly changing meteorological situations sometimes make it
impractical to include weather reports in the broadcast. In these
circumstances, ATIS messages will indicate that weather information
will be passed on RTF.
3. Any significant change to the content of a current ATIS message will be passed to pilots by RTF until such time as a new message is broadcast.
4.215 Military Weather and Aerodrome Information appear in Chapter 10.
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Chapter 5: Phraseology associated with the
use of ATS Surveillance Systems
General
Introduction
5.1 This Chapter contains general phraseology associated with the use of ATS
surveillance systems which is commonly used in communications between aircraft and all types of units using ATS surveillance systems. Phraseology which is more applicable to approach control or area control is to be found in
Chapters 6 and 7 as appropriate.
5.2 The phrase ‘radar control’ shall only be used when a radar control service is being provided. Normally however, the callsign suffix used by the unit providing the ATS surveillance service is sufficient to indicate its function.
5.3 In a surveillance system environment heading information given by the pilot and heading instructions given by controllers are normally in degrees
magnetic.
Identification of Aircraft using ATS Surveillance Systems
5.4 An aircraft must be identified before it can be provided with an ATS
surveillance service. However, the act of identifying aircraft is not a service in itself and pilots should not assume that they are receiving an ATS
surveillance service, particularly when they are flying outside controlled
airspace.
G-CD, report heading
G-CD, heading 350
G-CD, for identification
turn left heading 320
degrees
Left heading 320 degrees,
G-CD
G-CD, identified 18 miles
north- west of Borton,
Deconfliction Service
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Deconfliction Service, G -
CD
or,
G-CD, not identified.
Resume own navigation
Wilco, G -CD
5.5 The instruction to report heading may be expanded to “report heading and
level” .
G-CD, report heading and
level
G-CD, heading 350
altitude 2400 feet
5.6 When a controller has identified an aircraft they will inform the pilot,
according to the circumstances, of the following:
1. that the aircraft is identified, and;
2. the position of the aircraft.
The occasions when the above information will be passed are summarised in Table 1 below. Additionally, controllers may pass position information to aircraft whenever they consider it necessary.
Table 1
Method of Identification
Aircraft flying inside
controlled airspace Aircraft flying outside
controlled airspace*
Inform
Identified Pass
Position Inform
Identified Pass
Position
SSR No No Yes No
Turn Yes Yes Yes Yes
Departing aircraft No No Yes No
Position Report No No Yes No
*When providing a Basic Service, a controller may identify an aircraft to facilitate c oordination or to
assist in the provision of generic navigational assistance but is not required to inform the pilot that
identification has taken place or to pass a position report.
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Loss of Identification of Aircraft using ATS Surveillance Systems
5.7 The pilot will be warned if identification is lost, or about to be lost, and
appropriate instructions given. This may occur either due to limitations of
radar cover or failure of the radar being used.
G-CD, radar service
terminated due radar failure. Resume own navigation. Basic service available from Wrayton Information on 125.750
Changing to Wrayton
Information 125.750, G -
CD
G-CD, will shortly be leaving
radar cover, radar service
terminated. Basic service
available from Wrayton Information on 125.750
G-CD, changing to
Wrayton Information
G-CD, Roger
Secondary Surveillance Systems Phraseology
5.8 The following phrases are instructions which may be given by controllers to
pilots regarding the operation of SSR transponders. The phrases used by
controllers are given together with their meanings; assignment of a code
does not constitute the provision of ATS surveillance service.
Table 2
Phrase Meaning
Squawk (code) Set the code as instructed. Unless instructed
otherwise, pilots should always also select ‘Altitude’ on, even if only provided with a code instruction from ATC
Squawk (code) with Altitude Set the code as instructed and select ‘Altitude’
on
Confirm Squawk Confirm the code set on the transponder
Squawk conspicuity With regards to flight rules, pilot to select
conspicuity code appropriate to VFR or IFR
Reset squawk (code) Reselect assigned code
Squawk Ident Operate the special position identification feature
Squawk Mayday Select Emergency
Squawk Standby Select the standby feature
Squawk Altitude Select altitude reporting feature
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Phrase Meaning
Check altimeter setting and
confirm (level) Check pressure setting and confirm your level
Stop squawk Altitude Deselect altitude reporting
Stop squawk Altitude, wrong
indication Stop altitude report, incorrect level readout
* Confirm (level) Check and confirm your level
** Check selected level.
Cleared level is (correct
cleared level) Check and confirm your cleared level
Confirm you are squawking
assigned code (code assigned
to the aircraft by ATC) To verify that 7500 has been set intentionally
*** Check altimeter setting
(correct altimeter setting) Check and confirm your altimeter setting
**** Re -enter Mode S Aircraft
Identification Check and re -enter the Aircraft Identification
Feature
* Used to verify the accuracy of the Mode C derived level information displayed to the controller.
** Where selected flight level is seen to be at variance with an ATC clearance, controllers shall not
state on the frequency the incorrect SFL as observed on the situation display. However, controllers
may query the discrepancy using this phraseology. For ATC purposes, the generic phrase ‘selected
level’ is used to encompass both altitude and flight level.
*** Downlinked Mode S Barometric Pressure Setting data has the potential to assist in the prevention
of level busts. Where such information is available to a controller and a discrepancy is observed
between the QNH passed and that selected, a controller should query the discrepancy.
**** Where the down- linked Mode S Aircraft Identification Feature is different from that expected from
the aircraft.
5.9 The pilot must respond to SSR instructions, reading back specific settings.
BIGJET 347, squawk 6411
6411, BIGJET 347
BIGJET 347, squawk ident
Squawk ident, BIGJET
BIGJET 347, squawk 6411
and ident
6411 and ident, BIGJET 347
BIGJET 347, confirm squawk
6411, BIGJET 347
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BIGJET 347, reset squawk
Resetting 6411, BIGJET 347
BIGJET 347, check altimeter setting
1013 set, BIGJET 347
BIGJET 347, confirm transponder operating
BIGJET 347, negative, transponder
unserviceable
BIGJET 347, squawk conspicuity
Squawk conspicuity,
BIGJET 347
Note: Conspicuity codes are listed in the UK AIP ENR 1.6 paragraph
Minimum Safe Altitude Warning (MSAW) Phraseology
5.10 On receipt of a valid minimum safe altitude warning (MSAW), the air traffic
controller will inform the aircraft and issue appropriate instructions as follows:
1. To aircraft operating IFR inside controlled airspace and aircraft in
receipt of an ATS outside controlled air space and known to be operating in accordance with the IFR.
BIGJET 347, Terrain Alert, climb to altitude 2000 feet
QNH 1006.
Climb to altitude 2 000
feet QNH 1006, BIGJET
2. All other circumstances.
G-CD terrain alert, check
your altitude, minimum safe
altitude 2000 feet, QNH 1006.
G-CD, Roger
NOTE: Due to system limitations, not all MSAW alerts may be genuine, and
the controller shall assess each alert to determine its validity, prior to issuing
an appropriate warning.
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ATS Surveillance Service
5.11 Where it is not self -evident the controller will normally advise the pilot of the
service being provided.
BIGJET 347, Radar Control
Radar Control, BIGJET
G-CD, Deconfliction Service
Deconfliction Service, G -
CD
G-CD, Traffic Service
Traffic Service, G -CD
BIGJET 347, radar service terminated
BIGJET 347, Roger
5.12 Pilots must be advised if a service commences, terminates or changes when:
1. outside controlled airspace.
2. entering controlled airspace.
3. leaving controlled airspace, unless pilots are provided with advance
notice in accordance with the paragraph below.
For flights leaving controlled airspace controllers should provide pilots with advance notice of:
1. The lateral or vertical point at which the aircraft will leave controlled airspace. Such notice should be provided between 5- 10 NM or 3,000-
6,000 ft prior to the boundary of controlled airspace.
2. The type of ATS that will subsequently be provided, unless the aircraft
is coordinated and transferred to another ATS unit before crossing the
boundary of controlled airspace.
BIGJET 347, on passing (geographical
position/ level) you will leave controlled airspace what service do you require?
BIGJET 347, on passing (geographical position/ level) you will leave controlled airspace (type of service)
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BIGJET 347, in (number) miles, you will
leave controlled airspace what service do
you require
BIGJET 347, in (number) miles, you will
leave controlled airspace (type of service)
BIGJET 347, leaving controlled airspace
what service do you require
BIGJET 347, leaving controlled airspace (type of service)
Additionally, pilots of IFR flights will be advised when they enter or leave Class E airspace in the following circumstances:
1. When the flight is an unplanned diversion .
2. When no flight plan has been filed at the time a clearance to enter
controlled airspace is requested.
BIGJET 347, (Entering /
leaving) Class Echo airspace
(Entering / leaving) Class
Echo airspace BIGJET
Vectoring using an ATS Surveillance System
5.13 Aircraft may be given specific vectors to fly in order to establish separation. Pilots may be informed of the reasons for vectoring.
BIGJET 347, for spacing turn
left heading 050 degrees
Left heading 050 degrees,
BIGJET 347
5.14 It may be necessary for a controller to know the heading of an aircraft as
separation can often be established by instructing an aircraft to continue on its existing heading.
BIGJET 347, continue present heading
Continue heading,
BIGJET 347
BIGJET 347, report heading
BIGJET 347, heading 050
degrees
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BIGJET 347, continue
present heading and report that heading
Continue heading 050 degrees, BIGJET 347
BIGJET 347, continue heading 050 degrees
Continue heading 050 degrees, BIGJET 347
5.15 Heading instructions may also be combined with a turn instruction.
BIGJET 347, turn left 30 degrees and report heading
Turning left 30 degrees, wilco, BIGJET 347
BIGJET 347, stop turn heading 240 degrees
Stop turn heading 240
degrees, BIGJET 347
BIGJET 347, continue turn heading 240 degrees
Continue turn heading 240 degrees, BIGJET 347
5.16 A controller may not know the aircraft’s heading but does require the aircraft to fly a particular heading.
G-CD, fly heading 275
Turning left heading 275, G-CD
or,
Turning right 20 degrees
heading 275, G -CD
5.17 The controller may instruct the aircraft to fly a particular heading after passing
a specific point.
BIGJET 347, leave Wicken
heading 245
Leave Wicken heading
245, BIGJET 347
5.18 When vectoring is complete, pilots will be instructed to resume their own
navigation, given position information if considered necessary by the
controller and appropriate instructions, including direction of turn, as
necessary. Where a direct route is required, the controller shall specify this in
the instructions.
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BIGJET 347, turn left resume
own navigation direct Wicken
Wilco, turn left direct Wicken BIGJET 347
G-CD, resume own
navigation Walden, position is 15 miles southeast of
Westbury
Wilco, G -CD
NOTE: ‘Own navigation’ is an instruction to manoeuvre in only the lateral
plane and does not imply a permission to climb or descend.
5.19 Occasionally an aircraft may be instructed to make a complete turn (known
as an orbit or a 360-degree turn), for delaying purposes or to achieve a
required spacing behind preceding traffic.
G-CD, for spacing orbit left
Orbit left, G- CD
BIGJET 347, for spacing make a 360 turn left
360 turn left, BIGJET 347
NOTE: 360 turn spoken as “TREE SIXTY TURN” .
Essential Traffic Information
5.20 Essential traffic is traffic which is separated for any period by less than the specified standard separation. Essential traffic information passed to an
aircraft shall include:
1. direction of flight of conflicting aircraft;
2. type of conflicting aircraft;
3. cruising level of conflicting aircraft and ETA for the named reporting point, or for aircraft passing through the level of another with less than the normal separation; the ETA for the reporting point nearest to where the aircraft will cross levels ; and
4. any alternative clearance.
BIGJET 347, essential traffic information, a westbound
B737 maintaining FL80 estimating KTN at time 50, descend FL90
5.21 The controller will also advise the pilot when there is no reported traffic and may provide a time check as required.
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BIGJET 347, no reported
traffic
BIGJET 347, time check 45
Traffic Information and Avoiding Action Phraseology
5.22 Whenever practicable, traffic information should be given in the following form:
1. relative bearing of the conflicting traffic in terms of the 12 hour clock
(SERA 14035 (a) (4) - the information shall be given pronouncing the
digits together such as ‘TEN O’CLOCK’ or ‘ELEVEN O’CLOCK’) with the optional prefix ‘left or right’ as appropriate; or, if the aircraft under service is established in a turn, the relative position of the conf licting
traffic in relation to cardinal points i.e. northwest, south etc.;
2. distance from the conflicting traffic;
3. relative movement of the conflicting traffic; or, if the aircraft under
service is established in a turn, the direction of flight of the conflicting traffic in relation to cardinal points;
4. level of aircraft, if known;
5. speed of the conflicting traffic, if considered relevant; and
6. type of aircraft, if considered relevant.
5.23 Relative movement should be described by using one of the following terms as applicable:
1. ‘Crossing’, including the relative direction of movement either ‘left to
right’ or ‘right to left’, where there is relative movement, i.e. a change in the relative bearing between the conflicting traffic’s flight path and that of the aircraft under service. Controllers should include the words ‘ahead’ or ‘behind’ where appropriate to assist the pilot in assessing the
conflicting traffic’s flight path.
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G-CD traffic one o’clock, 4
miles, crossing right -left
ahead, indicating 3000 feet
fast moving
G-CD traffic two o’clock, 4
miles, crossing right -left
behind, at 2500 feet slow moving
2. ‘Converging’, where there appears to be no change in relative bearing
between the conflicting traffic’s flight path and that of the aircraft under
service and/or the controller perceives there to be a significant risk of
mid-air collision.
G-CD avoiding action,
turn left immediately
heading 270 degrees
traffic was right 2 o’clock 4 miles converging, indicating 100 feet below
slow moving
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3. ‘Similar direction’ where the conflicting traffic’s flight path is the same as
that of the aircraft under service.
4. ‘Opposite direction’ where the conflicting traffic’s flight path is approximately
180° opposed to that of the aircraft under service but the flight paths are not
converging.
G-CD, traffic 1 o’clock 6
miles similar heading
2000 feet below slow-
moving climbing
G-CD, traffic 1 o’clock 6
miles opposite direction
indicating 2000 feet below
cleared level slow moving climbing
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5. ‘Manoeuvring’ where the conflicting traffic’s flight path and/or level
information is unpredictable and/or showing significant variation.
5.24 The level of the conflicting traffic, if known, should be described by using one
of the following terms as applicable and most appropriate for the particular circumstances (the terms ‘climbing’ or ‘descending’ may be added as
required) .
Phraseology Circumstances
a. ‘(number) feet
above/below’ The aircraft receiving the traffic information is in level flight;
and
the intentions of the conflicting aircraft are known;
and
is used where the risk of inadvertent level bust as a result of
stating the level of the conflicting traffic outweighs the benefits of providing specific level information
b. ‘same level’ The aircraft receiving the traffic information is in level flight;
and
the conflicting aircraft is at the same level, and its intentions
are known;
and
is used where the risk of inadvertent level bust as a result of stating the level of the conflicting traffic outweighs the
benefits of providing specific level information
c. ‘(number) feet
above/below cleared level’ The aircraft receiving the traffic information is climbing or
descending;
And
the intentions of the conflicting aircraft are known;
and
is used where the risk of inadvertent level bust as a result of stating the level of the conflicting traffic outweighs the benefits of specific level information
d. ‘indicating
(number) feet above/below’ The aircraft receiving the traffic information is in level flight;
and
the intentions of the conflicting aircraft are unknown;
and
is used where the risk of inadvertent level bust as a result of stating the level of the conflicting traffic outweighs the
benefits of providing specific level information
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Phraseology Circumstances
e. ‘indicating same
level’ The aircraft receiving the traffic information is in level flight;
and
the conflicting aircraft is indicating at the same level and its
intentions are unknown;
and
is used where the risk of inadvertent level bust as a result of
stating the level of the conflicting traffic outweighs the
benefits of providing specific level information
f. ‘indicating
(number) feet
above/below
cleared level’ The aircraft receiving the traffic information is climbing or
descending;
and
the intentions of the conflicting aircraft are unknown;
and
is used where the risk of inadvertent level bust as a result of
stating the level of the conflicting traffic outweighs the
benefits of providing specific level information
g. ‘at (level)’ The intentions of the conflicting aircraft are known;
and
specific level information is considered to be necessary
h. ‘indicating
(level)’ The intentions of the conflicting aircraft are unknown;
and
specific level information is considered to be necessary
i. ‘no height
information’ The conflicting aircraft displays no Mode C information;
or
The conflicting aircraft displays 3A 0000'
NOTES:
1. The terms ‘coordinated’, ‘verified’, and ‘unverified’ shall not be used in traffic information RTF phraseology.
2. The vertical intentions of aircraft outside controlled airspace are considered to be known to the controller in the following circumstances:
a) The controller is providing the aircraft with a Traffic Service, Deconfliction Service, or Procedural/Service.
b) The controller is providing the aircraft with a Basic Service, and
the pilot has made an agreement to maintain a particular level or level band.
c) The controller is not providing the aircraft with an ATS, but it is
subject to tactical coordination with another controller .
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5.25 Speed should be described by using one of the following terms as applicable:
1. ‘fast moving’; or
2. ‘slow moving’.
5.26 Pilots that receive traffic information but do not yet have the traffic in sight
should acknowledge receipt of that information.
G-CD, traffic 11 o’clock 6
miles crossing left right ahead no height information
fast moving
G-CD roger
5.27 Pilots in receipt of traffic information should indicate when they have the
traffic in sight.
G-CD, traffic 11 o’clock 6
miles crossing left right ahead no height information fast moving
G-CD, traffic in sight
G-CD, traffic 10 o’clock 6
miles crossing left right
behind no height information
fast moving
G-CD, traffic not sighted
5.28 In order to assist the pilot in assimilating traffic information, controllers may use the following phraseology to highlight whether they are updating traffic information that was previously provided or providing traffic information on
additional conflicting traffic.
G-CD, previously reported
traffic now left nine o’clock,
3 miles, crossing left right behind, no height information
Roger, G-CD
G-CD, further traffic right
one o’clock 5 miles, converging, indicating 300
feet below, slow moving
Roger, G -CD
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5.29 Avoiding action is given as follows:
G-CD, avoiding action, turn
left immediately heading 270
degrees traffic was left 10 o’clock 5 miles converging
indicating 3000 feet fast moving
Left heading 270 degrees,
G-CD
or,
G-CD, avoiding action
descend immediately FL280.
Traffic 12 o’clock, 5 miles converging opposite
direction, same level
Descend immediately
FL280, G -CD
or in Class E airspace when traffic avoidance advice is requested by a pilot following receipt of traffic information .
BIGJET 345, VFR traffic right
2 o’clock, 6 miles right left no height information slow moving
Request vectors, BIGJET 345
BIGJET 345, avoiding action, turn left immediately heading 270 degrees
Left heading 270 degrees, BIGJET 345
5.30 The controller will inform the pilot when the conflict no longer exists.
G-CD, clear of traffic turn left
resume own navigation
direct Walden magnetic track
350 distance 13 miles
Wilco, G -CD
ACAS/TCAS Phraseology
5.31 ACAS/TCAS equipment reacts to transponders of other aircraft in the vicinity to determine whether or not there is a potential confliction. The warning (Traffic Advisory), based on the time to an assumed collision enables the
pilot to identify the conflicting traffic, and if necessary, take avoiding action
(Resolution Advisory). In the UK, this equipment is mainly referred to as ‘TCAS’; however, the use of ‘ACAS’ is an acceptable alternative in
phraseology terms.
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5.32 Pilots should report TCAS manoeuvres.
BIGJET 347, TCAS RA
BIGJET 347, Roger
5.33 The pilot should report when returning to the assigned clearance or when the
assigned clearance has been resumed.
BIGJET 347, clear of
conflict, returning to (assigned clearance)
BIGJET 347, Roger
BIGJET 347, clear of conflict, (assigned clearance) resumed
BIGJET 347, Roger
(Controllers may issue a revised clearance at this point. )
5.34 Pilots should report that they are unable to comply with a clearance as a result of a TCAS alert.
BIGJET 347, unable TCAS RA
BIGJET 347, Roger
In these circumstances the pilot should report when clear of the TCAS
conflict.
5.35 The pilot should report a TCAS manoeuvre even if it was not possible to
notify the controller that a resolution advisory had occurred.
Communication and Loss of Communication
5.36 When a controller suspects that an aircraft is able to receive but not transmit
messages, the ATS surveillance system may be used to confirm that the pilot has received instructions. When further instructions are given, they should be
passed slowly, clearly and be repeated.
G-CD, reply not received, if
you read Wrayton turn left heading 040 degrees I say again turn left heading 040 degrees
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G-CD, turn observed 10
miles north of Wrayton I will
continue to pass instructions
or,
BIGJET 347, reply not
received, if you read Wrayton squawk ident I say again squawk ident
BIGJET 347, squawk observed 3 miles east of BTN I will continue to pass instructions
NOTES:
1. An aircraft experiencing a radio communications failure is expected to select the appropriate SSR code.
2. See also Chapter 8.
Special Use Airspace (SUA) Activity Information and Crossing Services
5.37 ‘Special use airspace (SUA)’ is a generic term used for airspace volumes
designated for specific operations, such as military training, exercises and
operations. These may include, but are not limited to, restricted, danger and
prohibited areas or temporary segregated areas (TSA) and temporary
reserved areas (TRA).
5.38 Within the UK, information on SUA activity or approval to cross an SUA are
available in- flight, for certain types of SUA, from the nominated ATS units:
1. listed in the UK AIP;
2. detailed on the legend of the appropriate UK 1:500 000 Aeronautical
Chart.
Full details of the SUA activity information service and SUA crossing service
can be found in the UK AIP ENR 1.1.
5.39 SUA activity information and crossing services relate only to SUA activity and
do not imply the provision of an ATS. ATS are available in accordance with
the requirements detailed within SERA.6001 and, in airspace classes E and
G, provided in accordance with the UK Flight Information Services (CAP
774).
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SUA Activity Information
5.40 The nominated ATS unit will pass to the pilot, on request, an update on the
known activity status of the SUA. Such an update will assist the pilot to
decide whether it would be prudent, on flight safety grounds, to enter the
SUA. This information does NOT constitute approval to cross SUA.
5.41 When used by an ATS unit, the term ‘active’ means that, from the latest
information available to the unit, including activity times where known, the
SUA is notified as active, and it is not known whether there is activity taking
place. Where a crossing service is also available for the SUA, the pilot may
be provided with the appropriate frequency.
Westbury Approach,
G-ABCD, request
information for Danger Area 701A
G-ABCD, Westbury
Approach. Danger Area 701A active 1300 to 1600, crossing service may be available from
[ATS Unit] 123.7
Danger Area 701A
active, G -ABCD
5.42 Alternatively the ATS unit will advise the pilot that the SUA is ‘not active’.
When used, the term ‘not active’ means that, from the latest information
available to the unit, the SUA is not notified as active.
Westbury Approach, G -
ABCD, request
information for Danger
Area 701A
G-ABCD, Westbury
Approach. Danger Area
701A not active
Danger Area 701A not
active, G -ABCD
SUA Crossing
5.43 When SUA activity permits, the nominated ATS unit is authorised to approve
an aircraft to enter or cross an active SUA. The approval is only in relation to
SUA activity and does not imply the provision of an ATS. Where there is no
possibility of confusion, the identification number of the SUA may be replaced
by the name, e.g. ‘Danger Area Loudwater’.
5.44 When an SUA is notified as not active or is notified as active and it has been
confirmed that there is no activity taking place, the ATS unit may provide
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approval for the aircraft to cross the SUA. Where possible, the pilot should
provide the nominated unit with an estimated crossing time as shown in the
following example.
Westbury Approach,
G-ABCD, request
crossing of Danger Area 701A between 1430 and 1445
When an approval to cross can be provided.
G-ABCD Westbury
Approach, Danger Area
701A Crossing approved
between 1430 and 1445,
report vacated
Danger Area 701A crossing
approved between 1430
and 1445. Wilco. G -ABCD
G-ABCD, vacated Danger
Area 701A
G-CD, Westbury
Approach roger, Basic
Service available from
Wrayton Information
Changing to Wrayton
Information 125.750, G -CD
When an approval to cross cannot be provided.
G-ABCD, Westbury
Approach. Danger Area
701A active remain outside
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Danger Area 701A active,
remaining outside,
changing to Wrayton
Information 125.750, G -
ABCD
G-CD
Operations with a Flight Information Display (FID)
General
5.45 The purpose of a flight information display (FID) is to improve the situational
awareness of controllers and FISOs and thus assist them in providing
information that is useful for the safe and efficient conduct of flights.
5.46 The use of a FID does not permit the provision of an ATS surveillance
service; therefore, controllers and FISOs must not use phraseology that
implies the provision of such.
5.47 When approved by the CAA, the FID may be used to support the provision of
the flight information service in performing the following functions:
1. flight path monitoring of aircraft on final approach;
2. flight path monitoring of other aircraft in the vicinity of the aerodrome;
3. providing navigation assistance to VFR flights; and,
4. enhancing the provision of traffic information.
RTF phraseology for the use of the FID
5.48 RTF phraseology associated with the functions described in 5.4 7 above is as
follows:
Flight path monitoring
Aircraft on final
approach CONFIRM FINAL RUNWAY ( number );
CAUTION, CHECK LEVEL
Other aircraft in the
vicinity of the aerodrome CAUTION, TRAFFIC BELIEVED TO BE YOU
APPROACHING THE ( location) CONTROL ZONE,
CONFIRM INTENTIONS;
CONFIRM DOWNWIND RUNWAY ( number );
CONFIRM YOUR POSITION ( and/or LEVEL or
ROUTING);
CONFIRM EMERGENCY
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Navigation assistance to VFR flights
Providing navigation
assistance to VFR flights CONFIRM YOUR POSITION ( and/or LEVEL or
ROUTING);
TRAFFIC BELIEVED TO BE YOU INDICATING
(number) MILES NORTH ( or SOUTH etc) OF
(location);
CAUTION, TRAFFIC BELIEVED TO BE YOU
APPROACHING THE ( location) CONTROL ZONE,
CONFIRM INTENTIONS;
CAUTION, TRAFFIC BELIEVED TO BE YOU
APPROACHING AN AREA OF RISING TERRAIN
Enhancing the provision of traffic information
5.49 Where cooperative surveillance data alone is utilised, aircraft not transmitting
electronic conspicuity data will not be detected; therefore, ATS will not be
able to warn pilots of their proximity.
Enhancing the provision
of traffic information
ALL STATIONS, ( location) TOWER ( or
INFORMATION), TRAFFIC BELIEVED TO BE
(number ) MILES EAST ( or SOUTH etc) OF (location)
TRACKING WEST ( or EAST etc);
TRAFFIC BELIEVED TO BE OPERATING ( number )
MILES NORTH ( or SOUTH etc) OF (location );
MULTIPLE AIRCRAFT BELIEVED TO BE
OPERATING AT ( or OVER etc) (location )
TRAFFIC BELIEVED TO BE YOU HAS TRAFFIC
CONVERGING FROM NORTH ( or SOUTH etc)
INDICATING ( level)*
* Level information derived from the FID should not
routinely be included in traffic information. However,
when a controller or an AFISO considers that a
definite risk of collision exists, where available, pilot
reports or pressure- altitude- derived level i nformation
from the FID should be included
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Chapter 6: Approac h Phraseology
Approach Control Service Phraseology
IFR Departures
6.1 At many airports both arrivals and departures are handled by a single
approach control unit. At busier airports departures and arrivals may be
handled separately.
6.2 Pilots of all aircraft flying Instrument Departures (including those outside
controlled airspace) shall include the following information on initial contact with Approach Control:
1. callsign ;
2. SID or Standard Departure Route Designator (where appropriate);
3. current or passing level; PLUS
4. initial climb level (i.e. the first level at which the aircraft will level off
unless otherwise cleared. For example, on a Standard Instrument Departure that involves a stepped climb profile, the initial climb level will be the first level specified in the profile) .
Westbury Departure,
BIGJET 347, BIGRO 5D,
Passing Altitude 2300
feet climbing FL80
BIGJET 347, Westbury
Departure, Roger
6.3 On departure from a UK aerodrome at which a maximum IAS restriction has been promulgated in SIDs, the crew of an aircraft who, for configuration reasons, find it necessary to request ATC to approve an acceleration to a minimum clean speed which is higher than the restricted value, may use
phraseology shown in the following examples .
Wrayton Control, BIGJET
347, request (number)
knots due configuration
BIGJET 347, (number)
knots approved
or,
BIGJET 347, no ATC
speed restriction
or,
BIGJET 347, negative,
maintain 250 knots
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Speed (number) knots,
BIGJET 347 or,
No speed restriction,
BIGJET 347 or,
Maintaining 250 knots,
BIGJET 347
6.4 Where it is necessary to request cancellation of the departure speed
restriction for overriding safety reasons other than aircraft configuration, pilots should request this in plain language according to the specific circumstances.
6.5 In addition to the ATC route clearance, departing IFR flights may be given
additional instructions to provide separation in the immediate vicinity.
BIGJET 347, Stourton
Approach, continue heading
040 degrees until passing FL70 then route direct
Wicken
Heading 040 degrees until passing FL70 then direct
Wicken, BIGJET 347
BIGJET 347, report
passing FL70
BIGJET 347, passing FL70 routeing direct
Wicken
BIGJET 347, contact
Wrayton Control 129.1
Wrayton Control 129.1, BIGJET 347
NOTE: Cancellation of any speed control instruction does not relieve the
flight crew of compliance with speed limitations associated with airspace
classifications. (SERA 6001 (a); and AMC 1 6001 (a) (4); (5); (6); (7)).
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VFR Departures
6.6 Departing VFR flights, when handled by approach control, may be passed
information on relevant known traffic in order to assist the pilot in maintaining their own separation. Pilots should report leaving the area of jurisdiction of the approach control units.
G-CD, passing the zone
boundary
G-CD, Basic Service
available from Wrayton Information 125.750
Wrayton Information 125.750, G -CD
6.7 Special VFR flights will be given specific instructions in the clearance to leave the control zone.
G-ABCD, cleared to the
zone boundary, route via Whiskey, Special VFR not above altitude 1500 feet
Cleared to the zone boundary, route via Whiskey, Special VFR not above altitude 1500 feet,
G-ABCD
G-CD, correct
IFR Arrivals
6.8 Aircraft flying within controlled airspace will normally receive descent clearance to the clearance limit from the ACC prior to transfer to an approach
control unit. On transfer to approach control further descent instructions may be given.
Kennington Approach, BIGJET 347, descending
FL90 information Charlie
BIGJET 347, Kennington
Approach, cleared direct
to North Cross descend
FL50
Direct to North Cross descend FL50, BIGJET
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6.9 Arriving IFR flights operating outside controlled airspace are not permitted to
enter controlled airspace until cleared to do so. In the examples below the initial approach fix is Kennington NDB (or VOR), identification KTN.
Kennington Approach,
BIGJET 347
BIGJET 347, Kennington
Approach, pass your
message
BIGJET 347, from
Stourton, 25 miles
southeast Kennington
IFR, FL120 estimating
zone boundary 20 KTN
24 information Charlie
BIGJET 347, cleared
from 10 miles southeast
of Kennington to KTN at
FL60. Enter controlled airspace at FL80 or below
Cleared from 10 miles southeast of Kennington
to KTN at FL60. Enter
controlled airspace
southeast of Kennington
at FL80 or below,
BIGJET 347
BIGJET 347, expect ILS approach runway 28 QNH
ILS runway 28 QNH
1011, Request straight in
approach, BIGJET 347
BIGJET 347, make straight in approach runway 28, descend to
altitude 3000 feet QNH
1011, report established
on the localiser
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Make straight in
approach runway 28, descend to altitude 3000 feet QNH 1011, Wilco, BIGJET 347
BIGJET 347, established on the localiser
BIGJET 347, runway in
sight
BIGJET 347, number 1
contact Tower 118.7
Number 1 Tower 118.7, BIGJET 347
Kennington Tower, BIGJET 347
BIGJET 347, Kennington Tower, report outer
marker
Wilco BIGJET 347
BIGJET 347, outer marker
BIGJET 347, runway 28,
surface wind 280 8,
cleared to land
Runway 28 cleared to
land, BIGJET 347
Kennington Approach, G -
DCAB
G-DCAB, Kennington
Approach, pass your message
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G-DCAB, PA 31 inbound
from Stourton IFR FL80
estimate KTN 47
information Delta
G-AB, remain outside
controlled airspace. Time
is 41. Expect joining
clearance at 44
NOTE: Where it is not practicable to provide an expected clearance time,
e.g. where the instruction ‘remain outside controlled airspace’ is used
by a ground station other than the controlling authority for the relevant controlled airspace, the time check and expected clearance
time may be omitted.
Remain outside
controlled airspace, G -
AB
G-DCAB, cleared from 10
miles southeast of Kennington to KTN at FL80
Cleared from 10 miles southeast of Kennington to KTN at FL80, G- DCAB
G-AB, expect ILS
approach runway 28
G-AB
G-AB, descend to
altitude 3000 feet QNH 1011
Descend to altitude 3000
feet QNH 1011, G -AB
G-AB, cleared ILS
approach runway 28 report KTN outbound
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Cleared ILS runway 28,
Wilco, G -AB
G-AB, KTN outbound
G-AB, report procedure
turn complete
Wilco, G -AB
G-AB, procedure turn
complete localiser established
G-AB, report at outer
marker
Wilco , G-AB
G-AB, outer marker
G-AB, number one,
contact Tower 118.7
Tower 118.7, G -AB
NOTE: Pilots may be requested to change to tower frequency at any point on
final approach.
G-AB, contact tower 118.7
for final approach
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6.10 On occasions IFR aircraft do not complete the instrument approach
procedure but request permission to make a visual approach.
G-AB, over KTN 3000 feet
field in sight, request visual
approach
G-AB, cleared visual
approach runway 28
Cleared visual approach
runway 28, G -AB
6.11 Normally a holding procedure is published. However, the pilot may require a
detailed description of a specific holding procedure.
BIGJET 347, hold at North Cross FL60 expect onward
clearance at time 40
Hold at North Cross
FL60, request holding
instructions, BIGJET 347
BIGJET 347, hold at
North Cross FL60
inbound track 260 degrees turns left outbound time 1 minute
6.12 It should be noted that the above information is passed in the following order and is for holds other than VOR/DME:
1. fix;
2. level;
3. inbound track ;
4. right or left turns ;
5. time of leg .
6.13 Holding information for VOR/DME substitutes DISTANCE for TIME in 5. Above .
BIGJET 347, request holding instructions
BIGJET 347, hold on the Marlow VOR/DME at 20 DME FL100 inbound
track 260 degrees turns
left, limiting outbound
distance 24 DME
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VFR Arrivals
6.14 Depending on the procedures in use, the pilot of an arriving VFR flight may
be required to establish contact with the approach control unit and request
instructions before entering its area of jurisdiction e.g. before entering a
control zone. Where there is an ATIS broadcast the pilot should ack nowledge
that they have received it . Where no ATIS broadcast is provided the
approach controller will pass the aerodrome data.
Kennington Approach, G -
DCDN, Request join
G-DCDN, Kennington
Approach pass your message
G-DCDN, C172 inbound
from Stourton VFR 2500
feet Wessex QNH 1011
estimating zone boundary 52 Kennington 02 information golf
G-DCDN, cleared from
the zone boundary to
Kennington VFR, not
above 2500 feet Kennington QNH 1012. Traffic is a southbound
Cherokee last reported
2000 feet VFR estimating
zone boundary 53
Cleared from the zone
boundary to Kennington VFR, not above 2500
feet QNH 1012, traffic in
sight, G- DCDN
G-DN, report aerodrome
in sight
Wilco, G -DN
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G-DN, aerodrome in
sight
G-DN, contact Tower
Tower 118.5, G -DN
NOTE: The phraseology for joining the aerodrome traffic circuit is detailed in
Chapter 4, under Aerodrome Traffic Circuit.
6.15 Instructions issued to VFR flights in class D airspace may comprise routeing
instructions, visual holding instructions, level restrictions and information on
collision hazards in order to establish a safe, orderly and expeditious flow of traffic. Where the controller requires a VFR aircraft to hold at a specific point
pending further clearance, the controller will state this explicitly to the pilot. In
the interests of shared understanding among pilots and controllers, the term
‘clearance limit’ is defined in CAP1430 but is not to be used as a phrase to
delineate a restriction to a clearance.
G-CD, hold at Easton
Hold at Easton, G -CD
6.16 Where there is a need for some mutual flexibility to facilitate a flight within controlled airspace, e.g. a non- standard flight (NSF) or police flight, the
controller may instruct the pilot to remain within a specified area.
G-CD, remain east of River
Trent
Remain east of River
Trent, G- CD
G-CD, for coordination
operate no further west of
your current position
No further west of current position, G -CD
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Special VFR Flights
6.17 Special VFR clearances are only issued for flights within Control Zones and
are normally at the request of the pilot. The pilot:
1. must comply with ATC instructions;
2. is responsible for ensuring that their flight conditions enable them to
remain clear of cloud, determine their flight path with reference to the surface and to keep clear of obstructions;
3. is responsible for ensuring that they fly within the limitations of their
licence;
4. is responsible for complying with SERA 3105 Minimum heights.
NOTE: Whilst the 1000 ft rule may not apply to a pilot in receipt of a
Special VFR clearance, the ‘alight clear’ rule always applies. The
responsibility to determine whether to accept a Special VFR clearance and still comply with this rule rests with the pilot;
5. is responsible for avoiding aerodrome traffic zones unless prior
permission for penetration has been obtained from the relevant ATSU.
6.18 A full flight plan is not required for Special VFR flight, but the pilot must give
brief details of the callsign, aircraft type and pilot’s intentions, including ETA
at entry point. A full flight plan is required if the pilot wishes their destination to be notified.
6.19 Aircraft are not normally given a specific height to fly but vertical separation
from aircraft flying above can be achieved by requiring the Special VFR flight
to fly not above a specified level.
6.20 No separation will be provided between Special VFR flights which are flying in notified areas or routes where an individual clearance is not required, or between flights using such areas or routes and other flights on Special VFR
clearances. Full details of the procedures for Special VFR flights appear in
the UK AIP ENR, 1.2.
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Vectoring to Final Approach
6.21 ATS Surveillance Vectors are given to arriving flights to position them onto a
pilot interpreted approach aid, or to a point from which a surveillance-assisted approach or visual approach is made.
6.22 Controllers shall not instruct pilots to establish on a localiser or descend on a
glidepath when outside the designated operational coverage (DOC).
6.23 In the following example an identified aircraft inbound to Kennington is given
vectors to the ILS.
Kennington Radar, BIGJET 347, FL60 Information Golf
BIGJET 347, Kennington
Radar, vectoring for an
ILS approach runway 28
ILS (Microwave) runway
28, BIGJET 347
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BIGJET 347, leave North
Cross heading 120 degrees
Leave North Cross heading 120 degrees, BIGJET 347
BIGJET 347, leaving North Cross heading 120 degrees
BIGJET 347, Roger, number 4 in traffic, 18
miles from touchdown,
descend to altitude 2500
feet QNH 1011
Descend to altitude 2500 feet QNH 1011, BIGJET
BIGJET 347, this is a right-hand circuit for
runway 28
BIGJET 347 Roger
BIGJET 347, turn right heading 190 degrees base leg
Right heading 190
degrees, BIGJET 347
6.24 Where vectors would be insufficient to maintain separation between aircraft,
it may be necessary to issue speed restrictions .
BIGJET 347, report speed
BIGJET 347 250 knots
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BIGJET 347, for spacing
reduce speed to 210 knots
210 knots, BIGJET 347
6.25 If it is necessary to vector an aircraft through the final approach track before subsequently joining the approach from the opposite side, the controller shall advise the pilot prior to the aircraft passing through the final approach track.
BIGJET 347, this turn will take you through the localiser for spacing
BIGJET 347 Roger
or,
BIGJET 347, taking you through the localiser for
spacing
BIGJET 347 Roger
NOTE: The following phraseology examples may be combined and ordered
by controllers as necessary to appropriately reflect operational needs and
priorities.
6.26 Controllers will provide closing headings and will continue to give heading instructions until the aircraft is established on the localiser.
BIGJET 347, 12 miles from touchdown turn right heading
240 degrees closing localiser
from the right
Right heading 240
degrees, BIGJET 347
6.27 When it is judged that this will aid situational awareness, controllers may request aircraft to report established on the localiser. Notwithstanding its use for situational awareness, it should be used where the clearance to establish on the localiser is not implicit within the phraseology used.
BIGJET 347, report established on the localiser runway 28
Wilco, runway 28, BIGJET 347
Localiser established
runway 28, BIGJET 347
6.28 When a controller has issued a descent instruction to the level that coincides with the published level that intercepts the ILS glidepath at the Final Approach Fix, or to a lower level when allocated in accordance with the
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Surveillance Minimum Altitude Chart, the controller may clear the pilot for the
ILS approach.
BIGJET 347, cleared ILS
approach runway 28, QNH
Cleared ILS approach
runway 28, QNH 1011, BIGJET 347
6.29 When a controller wishes a pilot to descend on the ILS glidepath from a level which is above the published level that intercepts the ILS glidepath at the
Final Approach Fix, the controller may use the following alternative form of
phraseology.
BIGJET 347, when
established on localiser
runway 28, descend on the
glidepath QNH 1011
When established on
localiser runway 28, descend on the glidepath
QNH 1011, BIGJET 347
6.30 Or when the aircraft is already established on the localiser .
BIGJET 347, descend on the
glidepath, QNH 1011
Descend on the
glidepath, QNH 1011,
BIGJET 347
6.31 When it is necessary, e.g. for traffic separation purposes, to ensure that an aircraft joining the ILS localiser does not commence descent until specifically cleared, the controller may use the following alternative form of phraseology.
BIGJET 347, report established on localiser
runway 28, maintain (level)
Wilco, runway 28,
maintain (level) BIGJET
Localiser established,
BIGJET 347
6.32 When the reason for restricting the level no longer exists and the aircraft is descending to or maintaining the level that coincides with the published level
that intercepts the ILS glidepath at the Final Approach Fix, or to a lower level when allocated in accordance with the Surveillance Minimum Altitude Chart .
BIGJET 347, cleared ILS approach runway 28, QNH 1011
Cleared ILS approach
runway 28, QNH 1011,
BIGJET 347
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6.33 Or when the aircraft is descending to or maintaining a level which is higher
than the published level that intercepts the ILS glidepath at the final approach
fix.
BIGJET 347, descend on the
glidepath runway 28, QNH
Descend on the glidepath
runway 28, QNH 1011,
BIGJET 347
NOTE: When it is judged that this will aid situational awareness, controllers
may request aircraft to report established on the glidepath.
6.34 When a pilot is transferred to aerodrome control for landing clearance and
essential aerodrome information, a controller shall use the following
phraseology.
BIGJET 347, contact
Kennington Tower 118.5
Kennington Tower 118.5, BIGJET 347
6.35 Military ILS phraseology appears in Chapter 10.
Direction Finding
6.36 The aeronautical stations that offer a VHF Direction Finding (VDF) service
are listed in the UK AIP AD. Some VDF stations stipulate that the service is
not available for en- route navigation purposes (except in emergency). VDF
bearing information will only be given when conditions are satisfactory, and
radio bearings fall within calibrated limits of the station. If the provision of a
radio bearing is not possible the pilot will be told of the reason.
6.37 A pilot may request a bearing or heading using the appropriate phrase or Q
code to specify the service required. Each aircraft transmission shall be
ended by the aircraft callsign . A VDF station will provide the following as
requested:
1. QDR – Magnetic bearing of the aircraft from the station (i.e. .....
Approach G -ABCD request QDR G -ABCD).
2. QDM – Magnetic heading to be steered by the aircraft (assuming no
wind) to reach the VDF station (i.e. ..... Approach G -ABCD request
QDM G -ABCD).
3. QTE – True bearing of the aircraft from the station (i.e. ...... True
bearing, True bearing ..... Approach G -ABCD request True bearing (or
QTE) G -ABCD).
6.38 The direction- finding station will reply in the following manner:
1. the appropriate phrase or Q code ;
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2. the bearing or heading in degrees in relation to the direction -finding
station ;
3. the class of bearing (Class may be omitted after passing the initial
bearing) ;
4. the time of observation, if necessary.
Kennington Approach, G -
ABCD, request QDM G -
ABCD
G-ABCD, Kennington
Approach, QDM 090
degrees class Bravo
QDM 090 degrees class
Bravo, G -ABCD
True bearing, true bearing, Kennington Approach, G -
ABCD, request true bearing, G-ABCD
G-ABCD, Kennington
Approach, true bearing 276 degrees true, I say
again, 276 degrees true class bravo
True bearing 276 degrees class bravo, G -
ABCD
6.39 Controllers may request a pilot to make a transmission so that the DF bearing associated with the transmission may be observed.
G-ABCD Kennington
Approach, transmit for DF
Transmit for DF, G -
ABCD
6.40 The accuracy of the observation is classified as follows:
Class A – Accurate within plus or minus 2 degrees .
Class B – Accurate within plus or minus 5 degrees .
Class C – Accurate within plus or minus 10 degrees .
Class D – Accuracy less than Class C .
NOTE: Normally no better than Class B bearing will be available.
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VDF Procedure
6.41 This is a procedure whereby a pilot requests a series of QDMs to home to a
VDF station on or near an aerodrome and to carry out a prescribed VDF
instrument approach procedure to the aerodrome. VDF procedures are
notified in the AD section of the UK AIP .
6.42 Requests for QDMs are normally initiated by the pilot at intervals of about 1
minute during the initial stages of the homing, increasing in frequency as the VDF overhead is approached. During this procedure QDMs are requested as required to achieve and maintain the specified tracks. The VDF Procedure
is totally pilot interpreted.
Borton Approach, G -ABCD,
information Delta, request homing and VDF approach
G-ABCD, Borton
Approach, pass your message
G-ABCD, T67, 15 miles
northwest of Borton, heading 130 degrees,
FL50, IFR, inbound
Borton, request homing and VDF approach, G -
ABCD
G-CD, cleared to the
VDF overhead at altitude
3000 feet Borton QNH
1010, QDM 125 class
Bravo, report overhead
Cleared to the VDF
overhead at altitude 3000 feet Borton QNH 1010,
QDM 125 class Bravo,
Wilco, G -CD
6.43 The pilot employs a series of QDMs to home to the VDF overhead positioning themselves to arrive from a direction which will entail the minimum of manoeuvring in the overhead to proceed outbound on the specified track.
G-CD, request QDM G -CD
G-CD, QDM 125
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QDM 125, G -CD
G-CD, maintaining 3000
feet, request QDM G -CD
G-CD, Roger, QDM 135
QDM 135, G -CD
G-CD, request QDM, G -
CD
G-CD, QDM 145, cleared
VDF approach runway 34
QDM 145, cleared VDF
approach runway 34, G -
CD
G-CD, request QDM G -
CD
G-CD, QDM 155
QDM 155, G -CD
G-CD, request QDM G -
CD
G-CD, no bearing
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G-CD, request QDM G -
CD
G-CD, no bearing
G-CD, overhead turning
outbound
G-CD, report descending
in the procedure QNH
Wilco, QNH 1010, G -CD
6.44 The pilot starts timing the outbound leg and employing a series of QDMs to
establish and maintain the prescribed track, descends as notified for the
procedure. The timed outbound leg ends with a turn (normally level) onto the
final approach QDM.
G-CD, request QDM, G -
CD
G-CD, QDM 345
G-CD, descending
outbound QDM 345, G -
CD
G-CD, Roger, report
base turn complete
Wilco, G -CD
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G-CD, request QDM, G -
CD
G-CD, QDM 355
QDM 355, G -CD
6.45 At the end of the outbound leg the pilot turns as prescribed onto the final
approach QDM using a series of QDMs during the turn to achieve the final
QDM.
G-CD, request QDM, G -
CD
G-CD, QDM 345
QDM 345, G -CD
G-CD, request QDM, G -
CD
G-CD, QDM 342
QDM 342, G -CD
G-CD, base turn
complete, descending
inbound, G -CD
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G-CD, continue
approach, report visual
QNH 1011
G-CD, Wilco, QNH 1011,
request QDM, G -CD
G-CD, QDM 338
QDM 338, G -CD
G-CD, request QDM, G -
CD
G-CD, QDM 342
QDM 342, G -CD
G-CD, visual
G-CD, contact Tower
Tower 118.7, G -CD
6.46 If no visual contact is gained, a missed approach is initiated at the missed
approach point which is normally the VDF overhead.
G-CD, request QDM G -
CD
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G-CD, no bearing
G-CD, nothing seen,
going around
NDB(L) and VOR Procedures
6.47 NDB(L) and VOR instrument approach procedures are pilot interpreted
procedures notified for particular aerodromes and runways where procedural
tracks are defined by NDB(L) bearings or VOR radials. Some NDB(L) and VOR procedures may include marker beacons or DME to provide ranging information. Aircraft may also be vectored using an ATS Surveillance System
to an NDB(L) or VOR final approach track. An example of a typical NDB(L) instrument approach procedure to an aerodrome outside controlled airspace follows; similar RTF phraseology m ay be employed in VOR procedures.
Borton Approach, G -ABCD,
inbound Borton, information Delta
G-ABCD, Borton
Approach, pass your message
G-ABCD, T67, 20 miles
south of Borton, FL80,
IFR, estimating BTN 47,
request NDB/DME approach
G-CD, cleared to BTN at
FL80, expect NDB/DME
approach RW 34,
expected approach time
Cleared to BTN FL80 to
hold. Expected approach time 58, G -CD
G-CD, descend to
altitude 3000 feet, Borton
QNH 1015, report
entering the hold
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Descend to altitude 3000
feet Borton QNH 1015,
wilco, G -CD
G-CD, overhead the
BTN, maintaining 3000
feet entering the hold
G-CD
NOTE: All manoeuvres associated with entering the holding pattern are
considered to be part of the holding procedure .
G-CD, cleared NDB/DME
approach runway 34,
report BTN outbound
Cleared for NDB/DME
approach runway 34, Wilco, G -CD
G-CD, BTN outbound
NOTE : Beacon outbound should be called only at the final passage over the
beacon when commencing the outbound portion of the procedure.
G-CD, report base turn
complete, QNH 1015
Wilco, QNH 1015, G -CD
G-CD, base turn
complete
G-CD, report at 4 DME
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Wilco, G -CD
G-CD, 4 DME
G-CD, Roger, contact
Tower 118.7
Tower 118.7, G -CD
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RTF for a Non- precision Approach
Position 1: Pilot transmits callsign, aircraft type, position, flight level, flight
conditions, estimate for the beacon and requests type of approach required.
Position 2: When overhead the beacon, pilot reports ‘Callsign, entering
the hold, maintaining (altitude/flight level)’ .
Position 3 : Pilot reports ‘Callsign , (navigation aid designator) outbound’
(in Figure 2 when overhead the beacon).
Position 4: Pilot reports ‘Callsign, base turn complete’ .
Position 5 : Pilot reports ‘Callsign, 4 DME’ (or other position as required).
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Phraseology linked to the use of Global Navigation Satellite System on an RNP
Approach
6.48 Pilot interpreted RNP instrument approach procedures are available for use
by suitably equipped aircraft at certain aerodromes. The phraseology to be
used is illustrated in the following examples .
Procedur e Clearance
6.49 Clearance to fly the approach should be requested using the initial approach fix and runway designator .
G-ABCD, request RNP
approach via BEMBO,
Runway 27
6.50 Where traffic conditions permit, controllers shall clear the pilot to follow the procedure, indicating the runway designator and initial approach fix to be
used.
G-ABCD, cleared RNP
approach Runway 27, report
at BEMBO.
Position Reporting
6.51 For traffic sequencing and to aid situational awareness, controllers may
request the pilot to report when established on final approach track or to report at any other relevant point in the procedure, as shown below and
overleaf, respectively .
G-CD, report established on
final approach track
G-CD, report 2 miles from
final approach fix
Final Approach Fix
6.52 Controllers will instruct the pilot to report at the final approach fix .
G-CD, report final approach
fix
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Reporting GNSS Problems
6.53 When aware of problems with the GNSS system, controllers will notify the
pilot specifying, where known, applicability in terms of type of operation,
location, geographical boundaries and times .
G-CD, GNSS reported
unreliable
or,
G-CD, GNSS may not be
available due to interference
in the vicinity of Wraysbury until further notice
6.54 A RAIM (Receiver Autonomous Integrity Monitoring) alert indicates to the pilot that the RNP system is unavailable either due to insufficient satellites in
view or a fault in the equipment , in both cases, the pilot will break off the
approach. Following a RAIM indication, pilots shall inform the controller of the
event together with their intentions.
G-CD, Unable RNP, Loss of
RAIM, Request NDB
Approach
G-CD, RAIM alert , going
around
Visual Manoeuvring (Circling)
6.55 If a pilot intends to complete an instrument approach that is to be followed by
visual manoeuvring (circling) to land on another runway, the following should
be used:
G-CD, cleared (type of
approach), Runway
(number) , followed by circling
to runway (number)
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Surveillance Radar Approach (SRA)
6.56 During a surveillance radar approach (SRA) the pilot is given distances from
touchdown, advisory altitude information and azimuth instructions to enable
them to make an approach to a particular runway.
6.57 Unless offered by the controller or local procedures require, a pilot wishing to
conduct their approach by reference to height must inform the controller and
request the QFE. All references to the level of the aircraft will then be to height.
6.58 If the pilot reports visual in the early stages of the approach they will be
asked whether they wish to continue the SRA. Normally aircraft will not be
transferred to aerodrome control until after they have completed the SRA
approach.
6.59 When the SRA terminates at 2 miles from touchdown, the advisory level
checks at half mile intervals are omitted and pilots are expected to reply to all
transmissions from the ground station.
6.60 When the SRA terminates at less than 2 miles, half mile ranges will be
advised. However, once advised, pilots are not required to acknowledge instructions unless requested.
6.61 Altitude/height checks below the category A aircraft OCA/OCH will be
omitted.
6.62 The equivalent military SRA phraseology appears in Chapter 10.
6.63 The following are required to be transmitted to pilots being offered SRA
approaches (ICAO Doc 4444 PANS ATM 8.9.7, MATS Part 1 Section 3, Chapter 2 Paragraph 11). However, the exact timing of these transmissions can be at the discretion of each individual unit, depending on their particular
operational requirements and procedures .
1. The OCA/H, and an instruction to check the applicable minima, missed
approach point and, where appropriate, step- down fixes ;
2. Surface Wind ;
3. QNH/QFE ;
4. Gear Check .
6.64 Exemplar phraseology – SRA to 2 Mile final
BIGJET 347, this will be a
surveillance radar approach runway 28 terminating at 2
miles from touchdown with a
(number) degree glidepath BIGJET 347
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BIGJET 347, QNH 1003,
([OCA] /[OCH]) is (number) feet, check your minima, [step down fixes] and missed approach point
QNH 1003, wilco BIGJET 347
BIGJET 347, turn right heading 275 closing final
approach
Right heading 275, BIGJET 347
BIGJET 347, (number) miles
from touchdown. Your descent will begin at (number) miles
BIGJET 347
BIGJET 347, (number) miles from touchdown. Report runway lights in sight
Wilco, BIGJET 347
BIGJET 347, slightly left of track closing [slowly/quickly/
rapidly/nicely] from the left.
Turn right heading 280 degrees
Heading 280 degrees BIGJET 34 7
BIGJET 347 (number) miles from touchdown, check gear
Gear down, BIGJET 347
BIGJET 347 approaching (number) miles from touchdown. Commence descent now to maintain a (number) degree glidepath
Descending, BIGJET 347
6.65 The range at which the descent begins depends on the altitude or height of
the aircraft during the intermediate phase and the angle of the glide path.
BIGJET 347 (number) miles from touchdown. Altitude (or height) should be (number) feet
BIGJET 347
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BIGJET 347 (number) miles
from touchdown. Altitude (or
height) should be (number) feet. Heading 280 is good
BIGJET 347
BIGJET 347 (number) miles from touchdown. Altitude (or height) should be (number) feet. Slightly right of track,
closing from the right. Turn
left 5 degrees heading 275
Heading 275, BIGJET 347
BIGJET 347 (number) miles from touchdown. Altitude (or height) should be (number) feet. Runway 28, surface
wind calm, cleared to land
Runway 28, cleared to
land, BIGJET 347
BIGJET 347 (number) miles
from touchdown. Altitude (or height) should be (number)
feet. Heading 280 is good
BIGJET 347 2 miles from touchdown. Altitude (or height) should be (number)
feet. On track, approach
complete, contact tower 118.5
Contact tower 118.5,
BIGJET347
6.66 Exemplar phraseology – SRA to 1/2 Mile final
BIGJET 347, this will be a
surveillance radar approach runway 28 terminating at ½ a
mile from touchdown with a
(number) degree glidepath BIGJET 347
BIGJET 347, QNH 1003, ([OCA] /[OCH]) is (number) feet, check
QNH 1003, wilco BIGJET 347
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your minima, [step down fixes]
and missed approach point
BIGJET 347, turn right heading
275 closing final approach
Right heading 275, BIGJET 347
BIGJET 347, (number) miles from touchdown. Your descent
will begin at (number) miles
BIGJET 347
BIGJET 347 (number) miles from
touchdown. Report Runway in sight
Wilco, BIGJET 347
BIGJET 347, after landing contact Kennington Tower on 118.5
After landing Kennington Tower 118.5, BIGJET 347
BIGJET 347, slightly left of track closing [slowly/quickly/
rapidly/nicely] from the left. Turn
right heading 280 degrees
Heading 280 degrees BIGJET 347
BIGJET 347 (number) miles from touchdown, check gear
Gear down, BIGJET 347
BIGJET 347 approaching (number) miles from touchdown. Commence descent now to maintain a (number) degree
glidepath
Descending,
BIGJET 347
6.67 The range at which the descent begins depends on the altitude or height of
the aircraft during the intermediate phase and the angle of the glide path.
CAP 493, Section 3, Chapter 2, paragraph 13.1 ( 1) states that ‘’Advisory
heights through which the aircraft should be passing to maintain the nominal glidepath, together with ranges from touchdown, shall be passed at each half mile’’. Therefore, half mile ranges should be passed after descent has
commen ced. This should follow the spoken format, “ (number) and a half
miles .”
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BIGJET 347 (number) miles from
touchdown. Altitude (or height) should be (number) feet. Do not acknowledge further instructions unless instructed
BIGJET 347 (number) miles from
touchdown. Altitude (or height) should be
(number) feet. Heading 280 is good
BIGJET 347 (number) miles from touchdown. Altitude (or height) should be
(number) feet. Slightly right of track,
closing from the right. Turn left 5
degrees heading 275
BIGJET 347 4 miles from touchdown.
Altitude (or height) should be (number) feet. Runway 28, surface wind calm,
cleared to land, acknowledge
Runway 28, cleared to land, BIGJET 347
6.68 After 4 miles, the gap between further transmissions will be less than 5
seconds.
BIGJET 347 (number) miles from
touchdown. Altitude (or height) should be (number) feet. Heading 275 is good
BIGJET 347 (number) miles from touchdown. Altitude (or height) should be
(number) feet. Heading 275 is good
BIGJET 347 (number) miles from touchdown. Altitude (or height) should be
(number) feet. On track, check minimum descent height (or altitude)
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BIGJET 347 (number) miles from
touchdown. Altitude (or height) should be (number) feet. On track
BIGJET 347 half a mile from touchdown,
approach completed. Out
Landing Altimeter Setting (QNE)
6.69 QNE is the indication which the altimeter will give on landing, at a particular
time and place, when the hectopascal scale is set to 1013.2 hPa. QNE
information may be used by pilots of aircraft whose altimeters cannot be set
to below 950 hPa. The QFE/QNE conversion will be calculated by ATC.
Example: QFE 947.6 Set 1013.2 on altimeter .
Altimeter will read 1842 ft on touchdown .
PAR Approach
6.70 Pilots visiting military airfields may wish to undertake a PAR Approach
(Precision Approach Radar). An explanation of the phraseology used by
military pilots and controllers appears in Chapter 10, under PAR
Phraseology .
Clearance to enter Control Zones (CTR)
6.71 The majority of CTRs in the UK are designated Class D airspace, which
permits VFR flight subject to an ATC clearance.
Greenfield Approach, G -
ABCD, request Traffic
Service and zone transit
G-ABCD, Greenfield
Approach, pass your
message
G-ABCD, Cessna 172,
from Seaton to Borton,
overhead Selden, altitude 2500 feet Wessex 998
hectopascals, estimating
Hampton 03, request
Traffic Service and zone transit
G-CD, remain outside
controlled airspace,
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expect joining clearance
at 45. Time is 40
G-CD, squawk 3577
Squawk 3577, G -CD
G-CD, identified 10 miles
southeast of Greenfield
Traffic Service
Traffic Service, G -CD
G-ABCD, cleared to cross
the Greenfield Zone,
routing via Hampton and
Littletown, VFR not above altitude 2500 feet Greenfield QNH 1002
Cleared to cross the Greenfield Zone routing
via Hampton and
Littletown, VFR not above altitude 2500 feet Greenfield QNH 1002, G -
ABCD
G-CD, report at Hampton
Wilco, G -CD
G-CD, overhead
Hampton
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G-CD, Roger, report at
Littletown
G-CD, overhead
Littletown
G-CD, Roger, leaving
controlled airspace,
Traffic Service , Portland
Traffic Service, Portland
1000, G -CD
Aerodrome Traffic Zone (ATZ) associated with another Aerodrome
6.72 The legislation for flights within ATZs is contained in Rule 11 of the Rules of
the Air Regulations. Controllers who are uncertain as to whether a pilot will
either route around or transit through an ATZ for which they are not the controlling authority should advise the pilot of the ATZ status and confirm the pilot’s inte ntions. Controllers may advise pilots to change to the published
aerodrome frequency to either obtain ATZ crossing clearance from an ATC unit, or to obtain information from an AFIS or AGCS unit.
G-CD, approaching Borton
ATZ, confirm your intentions
G-CD, approaching Se aton
ATZ, contact Se aton
Information 122.775
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UK Flight Information Services
6.73 Air Traffic Services are provided outside controlled airspace by a variety of
air traffic units and are detailed within CAP 774 (UK Flight Information
Services) and the UK AIP .
6.74 Pilots requiring an ATS should establish RTF communication with the
appropriate ATSU using the following format .
Westbury Approach, G -
ABCD, request Traffic Service
G-ABCD, Westbury
Approach, pass your
message
6.75 Once communications have been established the pilot should pass the
following details:
1. aircraft callsign;
2. aircraft type;
3. departure aerodrome;
4. destination aerodrome;
5. present position;
6. level;
7. additional details/ intentions (e.g., next route point, squawk code).
NOTE: Unless requested by the ATSU, pilots do not need to state their flight
conditions or flight rules when requesting an ATS for transit flights outside
controlled airspace. However, pilots are required to state their flight rules in initial calls for arriving and departing flights and for crossings of Class C, D
and E Airspace.
G-CD, Cessna 172, from
Borton to Walden, 15 NM
South of Westbury, altitude
2500 feet Wessex 1008, VFR, tracking to Wells,
Squawking 7000
6.76 When an ATS is being provided outside controlled airspace, agreements can
be established between a controller and a pilot on a short -term tactical basis.
G-CD, for coordination
request maintain Flight
Level 50
Maintain Flight Level 50,
G-CD
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or,
Negative, G -CD
G-CD, for coordination
request not above Flight
Level 90
Not above Flight Level
90, G -CD
or,
Negative, G -CD
G-CD, for coordination
request turn right heading
050 degrees
Turn right 050 degrees,
G-CD
or,
Negative, G -CD
G-CD, for coordination
request operate no further west of your current position
No further west of current
position, G -CD
or,
Negative, G -CD
6.77 Phraseology used in surveillance derived traffic information and avoiding
action is detailed in Chapter 5. When providing a Basic Service, the controller may provide traffic information in general terms to assist with the pilot’s situational awareness, using the following phr aseology.
G-CD, gliding activity over
Smallville
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G-CD, multiple aircraft
known to be operating 15
miles north of Smallville
G-CD, PA28 estimating
CPT at 25, altitude 2000 feet
G-CD, fast jet reported
routing from Smallville to Midtown below altitude 500
feet
G-CD, helicopter
conducting power line
inspection 5 miles north of Borton below altitude 500 feet
Reduced Traffic Information
6.78 When providing a surveillance derived ATS, there may be circumstances that
prevent controllers from passing timely traffic information and/or deconfliction
advice, e.g. high workload, areas of high traffic density, against aircraft conducting high energy manoeuvres, or when traffic is not displayed to the controller. Controllers shall inform the pilot of reductions in traffic information
along with the reason and the probable duration; however, it may not always
be possible to provide these warnings in a timely fashion.
6.79 In high workload situations, which may not always be apparent from RTF
loading, it may not be possible for controllers to always provide timely traffic
information and/or deconfliction advice. High workload situations may not
necessarily be linked to high traffic density.
G-CD, reduced traffic
information due to controller
workload
6.80 High traffic density can cause difficulty interpreting ATS surveillance system
data and may affect radiotelephony loading or controller workload to the extent that they are unable to pass timely traffic information and/or
deconfliction advice on all traff ic.
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G-CD, approaching an area
of high traffic density,
possible late warning of traffic for the next 8 miles
6.81 Where aircraft are operating close to the lateral and/or vertical limits of solid
ATS surveillance system cover, or close to a radar overhead, there is
potential for conflicting traffic to be detected late.
G-CD, reduced traffic
information from the left for the next 10 miles due to the limits of surveillance coverage
6.82 Where aircraft are operating in known areas of poor surveillance
performance, permanent echoes, weather clutter or when the controller suspects the performance of the ATS surveillance system is degraded, there is potential for aircraft to be undetected or detected late.
G-CD reduced traffic
information due to limited surveillance performance
6.83 Where a primary ATS surveillance system is unavailable and transponding
information alone is used to provide an ATS.
BIGJET 347, reduced traffic information, traffic information provided on transponding aircraft only
6.84 Where the ATS Surveillance System display is affected by clutter, the
controller shall advise the pilot of the reduction in traffic information.
G-CD, reduced traffic
information from the left for the next 10 miles due displayed clutter
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Traffic Service – Operations below ATC Terrain Safety Levels
6.85 If a pilot receiving a Traffic Service requests a heading from the controller
whilst operating below the ATC unit terrain safe level, this may be provided
as long as the controller reminds the pilot that they remain responsible for terrain clearance.
G-CD, request a heading
for Seaton
G-CD, taking your own
terrain clearance,
suggest right heading
120 degrees
My own terrain clearance, right heading 120
degrees, G -CD
6.86 Other than when following a notified instrument flight procedure, a pilot
requesting to descend below the ATC unit terrain safe level under a Traffic
Service shall be reminded that they remain responsible for terrain clearance.
G-CD, request descent to
altitude 1000 feet
G-CD, taking your own
terrain clearance,
descent approved
My own terrain clearance, descent approved, G -CD
6.87 When providing a Traffic Service, levels allocated by controllers shall be
terrain safe in accordance with ATC unit terrain safe levels, unless an agreement is reached with the pilot, or such levels form part of VFR
clearances for aerodrome arrival or to enter controlled airspace that by
necessity require flight below the ATC unit terrain safe levels. In such
circumstances, the instruction shall be accompanied by a reminder that the pilot remains responsible for terrain clearance.
G-CD, for coordination can
you accept flight at altitude
1500 feet
G-CD Affirm
G-CD, taking your own
terrain clearance, report reaching altitude 1500
feet
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My own terrain clearance,
report reaching altitude
1500 feet, G -CD
Deconfliction Service – Descent below ATC Unit Terrain Safe Level
6.88 If a pilot requests descent below ATC unit terrain safe levels, controllers shall
no longer provide a Deconfliction Service but should instead, subject to
surveillance and RTF coverage, apply a Traffic Service.
G-CD, request descent to
altitude 1000 feet
G-CD, Traffic Service,
taking your own terrain
clearance, descent
approved
Traffic Service, my own
terrain clearance,
descent approved, G -CD
Deconfliction Service – Departing and Arriving Aircraft
6.89 If a controller detects a confliction when an aircraft is below the ATC unit
terrain safe level whilst departing from an aerodrome and climbing to the
ATC unit terrain safe level, traffic information without deconfliction advice
shall be passed. However, i f the pilot requests deconfliction advice, or the
controller considers that a definite risk of collision exists, the controller shall immediately offer such advice.
G-CD, avoiding action with
terrain alert, turn left immediately heading 180 degrees, traffic 12 o’clock, 5 miles opposite direction,
indicating 2000 feet
6.90 If a controller detects a confliction when an aircraft is conducting a pilot
interpreted instrument approach, controllers shall provide avoiding action
advice and an associated terrain safe level to climb to or fly at.
G-CD, avoiding action, turn
left immediately heading 230 degrees, climb to
altitude 2000 feet, traffic 2
o’clock, 2 miles converging indicating 1000 feet
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Chapter 7: Area Phraseology
Area Control Service Phraseology
General
7.1 The following examples of phraseology are suitable for use at area control
centres according to the requirements of the prevailing traffic situation.
BIGJET 347, request descent
BIGJET 347, maintain
FL280 expect descent
after Marlow
Maintaining FL280, BIGJET 347
BIGJET 347, descend
FL120. Cross Colinton
FL170 or above
Descend FL120. Cross
Colinton FL170 or above,
BIGJET 347
BIGJET 347, confirm able to cross Colinton at time 52
Affirm, BIGJET 347
BIGJET 347, cross Colinton 52 or before
Cross Colinton 52 or before, BIGJET 347
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Position Reporting
7.2 In order to assist in establishing separation, pilots may be instructed to
provide additional position report information as well as routine reports.
BIGJET 347, report
Colinton
Wilco, BIGJET 347
BIGJET 347, Colinton 47 FL170 descending FL120, abeam KTN at 55
BIGJET 347, Roger
BIGJET 347, report 25 miles DME from Kennington
Wilco, BIGJET 347
BIGJET 347, report your DME distance from
Kennington
BIGJET 347, 26 miles
BIGJET 347, report passing radial 270 Kennington VOR
Wilco, BIGJET 347
Flights Joining Airways
7.3 Aircraft requiring to join an airway, including VFR flights in receipt of an ATS
in Class E airspace and transitioning into Class C/D airspace, should make their request to the appropriate ATSU. Where no flight plan has been filed,
the request should include the filing of an airbor ne flight plan (see Chapter 3).
Where a flight plan has already been filed an abbreviated call may be made.
Wrayton Control, G -RDVC,
request clearance to enter
controlled airspace northeast of Marlow at
FL240 at time 42
G-RDVC, cleared at time
42 from 8 miles northeast
of Marlow to Colinton via
A1, maintain FL240,
squawk 5507
Cleared at time 42 from 8
miles northeast of Marlow
to Colinton, via A1,
maintain FL240, squawk
5507, G -RDVC
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G-RDVC, correct
7.4 Because of the prevailing traffic situation, a joining clearance may not be
issued immediately. Where it is not practicable to provide an expected clearance time, e.g. where the instruction ‘remain outside controlled airspace’ is used by a ground station other than the c ontrolling authority for the
relevant controlled airspace, the time check and expected clearance time may be omitted.
G-RDVC, remain outside
controlled airspace, expect joining clearance at time 55, time is 44
Remaining outside controlled airspace, G -
RDVC
7.5 In the event that the requested flight level is already occupied the controller
will offer an alternative.
G-RDVC, request FL240
G-RDVC, unable approve
FL240, FL220 available
G-RDVC, accept FL220
7.6 Controllers shall inform VFR flights in receipt of a surveillance- based ATS
that is transitioning from Class G to Class E airspace that they are entering Class E airspace and are to maintain VMC.
G-VC, entering Class Echo
airspace, maintain VMC
Roger, wilco, G -VC
7.7 Unidentified known VFR flights may be instructed to report entering/ leaving
Class E airspace. Established reporting points and geographical points may be employed as necessary.
G-VC report entering Class
Echo airspace
Wilco, G -VC
G-VC, Entering Class Echo
airspace
G-VC roger, maintain
VMC, [Traffic
(information)], report
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leaving Class Echo
airspace
Roger, wilco, G -VC
7.8 Prior to entering Class E + TMZ airspace pilots should make the initial call:
Wrayton Control, G -RDVC
(aircraft type), position,
level, routing, request approval to enter Class Echo TMZ at (position)
(level)
VFR flights operating without a functioning Mode S SSR transponder and in
radio contact with the controlling authority should be advised, either:
G-VC, Class Echo airspace
([entry]/[crossing]/[transit]) approved [at (position) at (level)], [report entering]
G-VC roger, wilco
G-VC, entering Class Echo
airspace
G-VC roger, maintain
VMC [traffic information],
[report leaving Class
Echo airspace]
or may not receive immediate approval to enter Class E + TMZ airspace. In such cases they will be advised as follows:
G-VC negative, [reason],
[expect xx minute delay]
Flights Transitioning Between Different Classifications of Controlled Airspace
7.9 In order to highlight to the pilot that they are entering an unknown VFR traffic environment, IFR flights transitioning from Class A airspace into Class E
airspace and IFR and VFR flights transitioning from Class C/D airspace into
Class E airspace shall be advised by ATC that they are entering Class E airspace.
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G-VC entering Class Echo
airspace
Roger, G -VC
7.10 IFR flights transitioning from Class E airspace into Class A/C/D airspace,
should be advised of the change in airspace classification.
G-VC, entering Class
[Alpha/Charlie/Delta]
airspace
Roger, G -VC
Flights Leaving Airways
7.11 IFR flights leaving controlled airspace will normally be given a specific point at which to leave, together with any other relevant instructions necessary to ensure separation.
G-RDVC, cleared to leave
controlled airspace northeast of Marlow at FL220 whilst in controlled airspace
Cleared to leave controlled airspace northeast Marlow at FL220 in controlled airspace, G -RDVC
7.12 An aircraft may request permission to leave controlled airspace by descent.
G-RDVC, request
permission to leave controlled airspace by descent
G-RDVC, cleared to
leave controlled airspace
by descent. Report
passing altitude 5500 feet
Wessex 1014
Cleared to leave controlled airspace by descent, will report
passing altitude 5500 feet
Wessex 1014, G -RDVC
7.13 In the above example the base of the airway is 5500 feet.
7.14 Controllers shall inform VFR flights transitioning from Class E to Class G airspace that they are leaving Class E airspace.
G-VC, leaving Class Echo
airspace
Roger, G -VC
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7.15 VFR flights that have not been identified may be instructed to report leaving
Class E airspace; established reporting points and geographical points may be employed as necessary.
G-VC leaving Class Echo
airspace
G-VC roger
Flights Crossing Airways
7.16 The pilot of a flight requiring clearance to cross a Class A/D airway, or an IFR
flight requiring to cross a Class E airway, shall make their request to the
appropriate ATSU.
Wrayton Control, G -ABCD,
request crossing of A1 at
Wicken
G-ABCD, Wrayton
Control, pass your
message
G-ABCD, T67 from
Borton, 20 miles north of
Wicken heading 220
FL80 IMC request
crossing clearance of
airway A1 at Wicken FL80 at 1033
G-ABCD, cleared to cross
A1 at Wicken, maintain
FL80 whilst in controlled
airspace. Report entering
the airway
Cleared to cross A1 at
Wicken maintain FL80 in controlled airspace. Wilco, G -ABCD
Flights Holding En- Route
7.17 When an aircraft is required to hold en- route, the controller will issue holding
instructions and a time at which onward clearance can be expected. Where it
is not self -evident, the reason for the delay should also be given.
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BIGJET 347, hold at
Colinton FL170, expect onward clearance at 03, landing delays at Kennington 20 minutes
Hold at Colinton FL170
expect onward clearance
at time 03, BIGJET 347
Reduced Vertical Separation Minimum (RVSM) Phraseology
7.18 The phraseology in Table 1 is applicable for RVSM operations:
Table 1
Message Phraseology (italics indicates a pilot
transmission)
To ascertain the RVSM approval status
of a flight CONFIRM RVSM APPROVED
Pilot indication of RVSM Approved
status
Pilot indication of non RVSM approval
status AFFIRM RVSM
NEGATIVE RVSM (supplementary
information e.g. State aircraft)
To deny ATC clearance into RVSM
airspace UNABLE ISSUE CLEARANCE INTO
RVSM AIRSPACE, MAINTAIN [or
DESCEND or CLIMB] (level)
For the case of an individual aircraft
reporting severe turbulence or other severe weather -related phenomenon UNABLE RVSM DUE TURBULENCE
The phraseology required for a pilot to
communicate those circumstances which would cause an aircraft’s
equipment to degrade to below
altimetry Minimum Aircraft Systems Performance Specification (MASPS) compliance levels
NOTE: The phrase is to be used to
convey both the initial indication of the non-altimetry MASPS compliance and,
henceforth, on initial contact on all
frequencies within the lateral limits of
the RVSM airspace until such time as
the problem ceases to exist UNABLE RVSM DUE EQUIPMENT
To request an aircraft provide
information as soon as RVSM approved status has been regained or the pilot is ready to resume RVSM operations REPORT WHEN ABLE TO RESUME
RVSM
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Message Phraseology (italics indicates a pilot
transmission)
To request confirmation that an aircraft
has regained RVSM approved status,
or the pilot is ready to resume RVSM
operations CONFIRM ABLE TO RESUME RVSM
The pilot shall communicate their
ability to resume operation within the RVSM airspace after an equipment related contingency, or their ability to
resume RVSM operations after a
weather -related contingency READY TO RESUME RVSM
NOTE: Should there be reason to believe that an aircraft’s declared RVSM
status is in doubt, then the controller shall ask the RVSM status in
accordance with the table above.
Example: A non -RVSM compliant aircraft maintaining FL350 making an
initial call on a new frequency:
Pilot: ( callsign ) MAINTAINING FL350, NEGATIVE RVSM
7.19 During operations in, or vertical transit through, reduced vertical separation
minimum (RVSM) airspace with aircraft not approved for RVSM operations, pilots shall report non- approved status in accordance with Table 1 as follows:
1. At initial call on any channel within RVSM airspace.
2. In all requests for level changes .
3. In all read backs of level clearances.
7.20 Air traffic controllers shall explicitly acknowledge receipt of messages from
aircraft reporting RVSM non- approved status.
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Chapter 8: Emergency Phraseology
Distress and Urgency Communication Procedures
Introduction
8.1 This Chapter describes the characteristics of the VHF International
Aeronautical Emergency Service and equivalent services provided in the UK
by Distress and Diversion (D&D) section on UHF. It also describes the RTF
procedures which should be used by civi l pilots under the Aeronautical
Mobile Service during an emergency in the UK. Additional information is
published in the UK AIP (GEN) section and AICs.
States of Emergency
8.2 The states of emergency are classified as follows:
1. Distress - A condition of being threatened by serious and/or imminent
danger and of requiring immediate assistance.
2. Urgency - A condition concerning the safety of an aircraft or other
vehicle, or of some person on board or within sight, but does not require immediate assistance.
8.3 The pilot should start the emergency call with the appropriate international
RTF prefix as follows:
1. Distress ‘MAYDAY, MAYDAY, MAYDAY’ .
2. Urgency ‘PAN PAN, PAN PAN, PAN PAN’ .
UHF and VHF Emergency Service
8.4 The UK Distress and Diversion (D&D) Section is located at the London Control Centre. It is manned by RAF control staff who are assisted in the
provision of an emergency service on the International Aeronautical
Emergency Frequency 121.5 MHz and on 243.0 M Hz by suitably equipped
civil and military units and certain HM Coastguard stations. The service is
available continuously to pilots flying within UK airspace who are in distress,
in urgent need of assistance, or experiencing difficulties (i.e. temporar ily
unsure of position) which could lead to a state of emergency. The service
may also be available for practices provided that no actual emergency is in
progress on the UHF or VHF distress frequencies. More information on the
emergency service for civil pilots can be found in the UK AIP (GEN).
8.5 The primary role of the D&D Section is to provide military and civil pilots with
an emergency aid and position fixer service. Autotriangulation (DF) coverage on 121.5 MHz is available over most of the London FIR above 3000 ft amsl to
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aircraft flying to the east and south of Manchester, apart from within
approximately 40 NM of Heathrow, where coverage is available above approximately 2000 ft amsl. In respect of other civil aircraft incidents on VHF they rely for position fixing on DF be aring information obtained by telephone
from external units equipped with VDF. This fixing procedure takes time and may require several minutes of concentrated activity because it involves the manual plotting onto 1:250,000 charts of the bearings received. The quality of
the position fixes is determined by the availability of VDF bearings, and thus,
depends largely on the height of an aircraft and its distance from the VDF
stations. The coverage of the VHF fixing service is limited below 3000 ft
amsl; indee d, the ability to locate aircraft at low altitude by the use of VDF
may be severely inhibited (because of the effects of high ground) over much
of Scotland, Wales and SW England. In circumstances where 121.5 MHz DF
data is lacking, the controller’s ability to assist a pilot who is uncertain of their
position is very limited and will depend on such factors as the availability of SSR information and the amount and accuracy of the information provided by
the pilot about their route, last known position and obs erved landmarks.
8.6 Certain UK aerodromes can also offer civil pilots an effective emergency
communications and aid service. Some maintain a continuous watch on 121.5 MHz, but not all are equipped with VDF or SSR. Others do not normally listen out on 121.5 MHz, but they do have VDF and may be asked
by the Emergency Controller to provide DF bearing information on an aircraft,
and other assistance. Where a bearing is required for fixing purposes from an airfield which has VDF but not on 121.5 MHz, the Emergency Controller may instruct the pilot to change temporarily to the frequency on which VDF is available.
UHF and VHF Emergency Service – General Procedures
8.7 Pilots should address their emergency calls on 121.5 MHz or 243.0 MHz to
‘London Centre’. Once two- way communication has been established, pilots
should not leave 121.5 MHz or 243.0 MHz without telling the controller. The
use of a special D&D Section at t he London Centre in the provision of
emergency services is unique to the UK. Detailed information on related UK Search and Rescue (SAR) procedures is contained in the GEN Section of the UK AIP.
8.8 Pilots are urged – in their own interests – to request assistance from the
emergency service as soon as there is any doubt about the safe conduct of
their flight. Even then, the provision of assistance may be delayed if a pilot
does not pass clear details of their difficulties and requirements, using the
international standard RTF prefix ‘MAYDAY, MAYDAY, MAYDAY’ or ‘PAN PAN, PAN PAN, PAN PAN’ as appropriate. For example, a vague request
from a pilot for ‘confirmation of position’ is unlikely to be accor ded as much
priority as would be given to a statement that they are lost. If, subsequent to
the transmission of a ‘MAYDAY’ or ‘PAN’, a pilot considers the problem not to be as serious as first thought and priority attention is no longer required, the
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emergency condition may be cancelled at the pilot’s discretion. It is invariably
preferable for pilots believing themselves to be facing emergency situations to declare them as early as possible and then cancel later if they decide the situation allows.
8.9 If a pilot is already receiving an air traffic service from a civil or military ATSU,
before the emergency arises, assistance should be requested from the controller on the frequency in use. In this case, any SSR code setting previously assigned by ATC (other than the Conspicuity Codes 7000 and 2000) may be retained at the discretion of either the pilot or the controller.
8.10 If, however, the pilot is not receiving an air traffic service from an ATSU and
the aircraft is equipped with an SSR transponder it should be switched, preferably before the emergency call is made, to Emergency Code 7700, with Mode C if available. If the transponding aircraft is high enough to be within secondary surveill ance system cover, the selection of the Emergency 7700
Code will alert the Emergency Controller to the presence of an incident by
means of an audio and visual warning. The received SSR plot will show the
precise location of the aircraft on the controller’s ATS surveillance system
display and will then obviate the need for the emergency controller to carry
out the more time-consuming manual aircraft position plotting procedure.
Information on SSR operating procedures, including Special Purpose Codes 7700 (Emergency), 7600 (Radio Failure) and 7500 (Hijack or Other Act of Violence) are detailed in the ENR Section of the UK AIP .
8.11 If no acknowledgement of the distress or urgency message is made by the
station addressed by the aircraft, other stations shall render assistance. Due
to the nature of distress and urgency situations, the originator of messages addressed to an aircraft in distress or urgency condition shall restrict to the
minimum the number and volume and content of such messages as required
by the condition.
8.12 Following the initial distress or urgency message, it is permissible for pilots
and controllers to use ‘MAYDAY’ and ‘PAN’ as a callsign prefix at their discretion, where it is judged that this would have a beneficial effect on the
outcome.
Emergency Message
8.13 The emergency message shall contain the following information (time and circumstance permitting) and, whenever possible, should be passed in the order given:
1. ‘MAYDAY/MAYDAY/MAYDAY’ (or ‘PAN PAN/PAN PAN/PAN PAN’);
2. name of the station addressed (when appropriate and time and
circumstances permitting);
3. callsign;
4. type of aircraft;
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5. nature of the emergency;
6. intention of the person- in-command;
7. present or last known position, flight level/altitude and heading;
8. pilot qualifications (See Note 1), viz:
a) Student pilots (see Notes 2 and 3);
b) No Instrument Qualification;
c) IMC Rating;
d) Full Instrument Rating.
9. any other useful information e.g. endurance remaining, number of
people on board (POB), aircraft colour/markings, any survival aids.
NOTES:
1. There is no ICAO requirement to include pilot qualifications in a
distress message. However, this information should be included
whenever possible in UK emergency messages as it may help the
controller to plan a course of action best suited to the pilot’s ability.
2. Solo student pilots shall prefix the aircraft callsign with
‘STUDENT’, e.g. ‘MAYDAY, MAYDAY, MAYDAY STUDENT G -
ABCD … ‘ to indicate their lack of experience.
3. Although intended primarily for use by ab initio students, the prefix
shall also be used in other circumstances where, for example, the holder of a valid licence is returning to flying practice after a
significant absence and is undergoing renewal training involving
solo flight conducted as a student under the supervision of a flight instructor.
4. POB – Total number of Persons on Board.
5. Emergency messages by military pilots are different and are
detailed in Military Aviation Authority Regulatory Publications.
MAYDAY MAYDAY
MAYDAY Milthorpe Tower,
G-ABCD, Slingsby engine
fire losing height intend an
immediate forced landing 20 miles south of Milthorpe.
Passing 3000 feet heading
360 degrees PPL no instrument qualification 1
POB
G-ABCD, Milthorpe
Tower, Roger MAYDAY ..... (any pertinent
information)
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MAYDAY MAYDAY
MAYDAY Milthorpe Tower,
G-ABCD, C172 engine
failed. Will attempt to land
Milthorpe, 10 miles south,
4000 feet heading 360 degrees, Student pilot
G-ABCD, Milthorpe
Tower, Roger MAYDAY make straight in approach runway 35 wind
260 10 knots QFE 1008
you are number one
PAN PAN MEDICAL
8.14 The use of the term ‘PAN PAN MEDICAL’ indicates that the message which
follows concerns a protected ‘medical transport’ as defined in the 1949
Geneva Conventions and Additional Protocols, which refers to ‘any means of
transportation by land, water, or air, whether military or civilian, permanent or
temporary, assigned exclusively to medical transportation and und er the
control of a competent authority of a Party to the conflict’. The message shall
convey the following data:
1. the callsign or other recognised means of identification of the medical
transports;
2. position of the medical transports;
3. number and type of medical transports;
4. intended route;
5. estimated time en -route and of departure and arrival, as appropriate;
and
6. any other information such as flight altitude, radio frequencies guarded,
languages used, and secondary surveillance system modes and codes.
Ejection from Aircraft
8.15 The phrase to advise a controller that a pilot is abandoning an aircraft
equipped with an ejection seat .
(Callsign), Ejecting
Ballistic Recovery Systems
8.16 Ballistic recovery systems, which take the form of a parachute, are fitted to
some general aviation aircraft for use in situations where a pilot considers continued safe flight is no longer possible. Such situations could include
engine failure and loss of control.
8.17 The following phrase should be used by pilots, where time permits, as part of
additional information within the emergency message.
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Ballistic recovery system
deployed
Speechless Code
8.18 If an emergency message received by the Military Emergency Controller is
weak or distorted to the point of being unintelligible, the pilot may be asked to
adopt the Speechless Code. A comprehensive description of the speechless procedure appears in Chapter 10.
8.19 An aircraft SSR transponder can also be used, during times of
communication difficulties, by a pilot to acknowledge or respond to messages
by the transmission of SSR Code changes or squawking ‘Ident’ as requested by the controller.
8.20 If neither the state of DISTRESS nor URGENCY applies, a service is available at lower priority to pilots who find themselves in DIFFICULTY. Such
pilots should make their situation clear and then provide as much information
as possible to the emergency controller from the list at paragraph 8.13.
Radio Procedures – Practice Emergencies
8.21 Pilots may simulate emergency incidents (BUT NOT THE STATE OF DISTRESS) on 121.5 MHz or 243.0 MHz to enable them to gain experience of the ATC service provided. Before calling, pilots should listen out on the
emergency frequency to ensure that no actual or practice incident is already
in progress. Practice calls need not disrupt a planned flight or involve
additional expense in fuel or time since the pilot can request ‘diversion’ to their intended destination or cancel the exercise when necessary. Simulated
emergency calls must be prefixed ‘PRACTICE’ and should be brief, e.g.:
PRACTICE PAN,
PRACTICE PAN,
PRACTICE PAN,
London Centre, G -ABCD
The Emergency Controller will then indicate acceptance of the Practice Pan
by transmitting:
G-ABCD, London Centre,
PRACTICE PAN
acknowledged, pass
details when ready
The Emergency Controller may instruct the pilot to call at another time, if the practice cannot be accommodated.
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8.22 If a practice is accepted, the pilot should then pass their details. SSR Code
7700 should not be selected during a practice emergency exercise unless
required by the Emergency Controller. Mode C should be switched on, if
available.
Training Fix
8.23 Pilots who do not wish to carry out a practice emergency but only wish to confirm their position for training purposes may request a ‘Training Fix’ on 121.5 MHz. This ‘Training Fix’ is secondary in importance to actual emergency calls but takes precedence over practice emergency calls in the
event of simultaneous incidents. Pilots who are unsure of their position
should state this and request a position fix or make a “PAN” call, rather than
requesting a training fix.
(Listen out before transmitting)
Training Fix, Training Fix, Training Fix, G -ABCD
G-ABCD, London Centre,
your position indicates 7 miles south of Pitlochry
Relayed Emergency Message
8.24 Any aeronautical station or aircraft knowing of an emergency incident may
transmit a distress message whenever such action is necessary to obtain
assistance for the aircraft or vessel in distress. In such circumstances, it should be made clear that the aircraft transmitting is not itself in distress.
MAYDAY MAYDAY MAYDAY Milthorpe Tower, G-ABCD, have intercepted
MAYDAY from G -BJRD, I
say again G -BJRD Cessna
172 engine failure forced landing 10 miles west of
Wicken VOR, 1000 feet
descending, heading 120, IMC rating, over
G-ABCD, Milthorpe
Tower, Roger your relayed MAYDAY from G -
BJRD
Imposition of Silence
8.25 Transmissions from aircraft in distress have priority over all other transmissions. On hearing a distress call, all stations must maintain radio
silence on that frequency unless the distress is cancelled, or the distress
traffic is terminated; all distress traffic has been transferred to other
frequencies; the station controlling communications gives permission; it has itself to render assistance. Any station which has knowledge of distress
traffic, and which cannot itself assist the station in distress, shall nevertheless
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continue listening to such traffic until it is evident that assistance is being
provided. Stations should take care not to interfere with the transmission of urgency calls.
8.26 The aircraft in distress or the station in control of a distress incident may impose silence either on all stations in the area or on any particular station
that interferes with distress transmissions. In either case, the message
should take the following form:
All stations, Milthorpe
Tower, stop transmitting.
MAYDAY
or,
G-ABCD, stop transmitting.
MAYDAY
8.27 The aeronautical station acknowledging a distress message on a particular frequency may consider it prudent to transfer other aircraft from that frequency in order to avoid any disruption of transmission from or to the emergency aircraft.
MAYDAY, G -BJRD, remain
this frequency, Break,
Break, all other aircraft
contact Milthorpe Tower 123.825, out.
Emergency Descent
8.28 When an emergency descent is in progress controllers may broadcast an
emergency message on appropriate frequencies to warn other aircraft. The
broadcast may include specific instructions, clearances or traffic information
as necessary.
Attention all aircraft in the vicinity of Wicken, emergency descent in progress from FL310
passing FL230, standby for
instructions
BIGJET 347, route direct
Marlow
Route direct Marlow,
BIGJET 347
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Fuel Shortage
8.29 A pilot’s declaration of “MINIMUM FUEL” indicates that no further fuel
diversion options are available where the aircraft is committed to land at the
pilot’s nominated aerodrome of landing with not less than ‘final reserve fuel’.
However, “MINIMUM FUEL” RTF phraseology is not universally used by
every aircraft operator and pilot. Controllers are not required to provide
priority to pilots of aircraft that have declared “MINIMUM FUEL” or that have
indicated that they are becoming short of fuel.
BIGJET 347, MINIMUM FUEL
8.30 Controllers shall respond to a pilot’s declaration of “MINIMUM FUEL” by:
1. confirming the estimated delay they can expect to receive, expressed in
minutes , if the pilot is en -route to, is joining, or is established in an
airborne hold; or
2. expressing the remaining track mileage from touchdown if the aircraft is being vectored to an approach.
8.31 Controllers shall respond to a pilot who has indicated that they are becoming
short of fuel but has not declared “MINIMUM FUEL”, as above but shall then
ask the pilot if they wish to declare an emergency.
8.32 Pilots declaring an emergency should use the following RTF phraseology
“MAYDAY, MAYDAY, MAYDAY” or “MAYDAY, MAYDAY, MAYDAY FUEL” and controllers shall provide such aircraft with flight priority category A (ICAO Annex 6).
MAYDAY MAYDAY MAYDAY FUEL (name of
station addressed where
appropriate and time
permits) BIGJET 347
Termination of Distress Communications and of RTF Silence
8.33 When an aircraft is no longer in distress it shall transmit a message
cancelling the emergency condition.
Milthorpe Tower, G-BJRD,
cancel MAYDAY, engine
restarted, runway in sight.
Request landing
G-RD, runway 35,
surface wind 320 6, cleared to land
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Runway 35 cleared to
land, G -RD
8.34 When a distress incident has been resolved, the station which has been controlling the emergency traffic will transmit a message indicating that normal working may be resumed.
All stations, Milthorpe Tower, distress traffic ended
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Chapter 9: Miscellaneous Phraseology
Other Communications
Wake Turbulence
9.1 ATC will provide the appropriate separation between IFR flights. When
instructions are issued to regain wake turbulence separation, the controller
shall use the following phraseology to make this apparent to the pilot.
G-BJCD, for wake
turbulence separation turn
left heading 270 degrees
Turning left heading 270
degrees, G -BJCD
9.2 If a pilot elects to execute a visual approach, or is arriving as a VFR flight, it
is their responsibility to ensure an adequate distance from the preceding aircraft, although ATC will pass the appropriate distance.
G-BJCD, caution wake
turbulence the recommended distance is (number) miles
G-BJCD
9.3 For departing flights ATC will issue take- off clearance when the required
wake turbulence separation minima will be achieved. The minima to be applied at the time the aircraft are airborne is dependent on aircraft
sequence, wake turbulence categories, and runway departure configuration.
G-BJCD, Ready
G-BJCD, Hold position,
(number) minutes delay
due to wake turbulence
Holding, G -BJCD
Reporting of Unnotified Small Unmanned Aircraft Activity
9.4 Any reports of unnotified small, unmanned aircraft activity should follow a
format similar to that used for activities such as bird reports or windshear and ATS personnel should use the descriptor of the aircraft as provided by the
individual making the report. Furthermore, in the absence of updated
information (including confirmation of the cessation of such activity), any such
reports should continue for up to 30 minutes after the initial report.
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Kennington Approach
BIGJET 347
BIGJET 347, Kennington Approach, pass your
message
BIGJET 347, I am visual
with (Pilot description) which is approximately/ overhead/at (location)
and appears to be/is at
(height)
BIGJET 347, Roger
All stations (or specific callsign(s) which may be affected by the activity) (Pilot description) is
reported approximately/
overhead/at (location) and appears to be/is at (height)...
Sailplane Operations
9.5 UK Reg (EU) No 923/2012 Article 2(117) states that the term ‘sailplane’ (‘glider’ is often used as an alternative term for a ‘conventional’ sailplane) can
refer to conventional or powered sailplanes, hang gliders, paragliders and
other comparable craft . Sailplanes have different capabilities from powered
aircraft which gives rise to a number of specific terms which have the meaning below .
Word/Phrase Meaning
THERMAL /
THERMALLING The sailplane is circling in a zone of rising air of
limited area, typically over an area around ½ NM wide and often below cumulus clouds, to maintain
or gain altitude
CLIMBING IN WAVE The sailplane is climbing in ‘wave lift’ and its path
may form an extended racetrack
LANDING OUT The sailplane is unable to continue with soaring
flight and must land somewhere other than at a
recognised aerodrome; it is not considered to be an emergency
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9.6 A sailplane’s flight path may deviate around a straight -line route to take
advantage of lift and avoid sink and altitude may vary significantly. A
sailplane pilot may also seek to exploit a source of thermal lift in a specific location which lies within c ontrolled airspace, or an aerodrome traffic zone
(ATZ). The flight characteristics of sailplanes can thus present unique challenges to ATS in responding to requests to transit control zones and ATZ and cross airways.
9.7 Sailplane pilots seeking a clearance to transit a control zone (CTR) or cross an airway should use the RTF phraseology detailed in CAP 413 paragraphs
6.71 and 7.1 6 respectively , modified as follows to account for the aircraft’s
characteristics. Pilots need to be aware that, in issuing a clearance,
controllers may need to issue a more restrictive clearance than that requested. Pilots unable to comply with the more restrictive cle arance should
utilise the RTF phraseology detailed in CAP 413 paragraph 2.72 .
9.8 Sailplane pilots seeking a clearance to transit or cross controlled airspace or permission to transit an aerodrome traffic zone shall make their request to the appropriate ATSU. In making their request, pilots should expect that their altitude may vary significantly and co nsider the best means of describing
their level and intended track or heading during the transit/crossing, taking into account the meteorological conditions. Implicit within such a request is that the flight path may deviate around the straight -line route by around 30°
or 2 NM to take advantage of lift and avoid sink.
Greenfield Approach, Glider G-ABCD, request basic
service and zone transit
Glider G -ABCD,
Greenfield Approach,
pass your message
Glider G -ABCD, from
Seaton to Seaton,
overhead Selden, altitude
4 000 feet Wessex 998
hectopascals, VFR,
request zone transit on a
southerly track at altitude
5000 feet or below.
Negative transponder
Glider CD, Basic Service, Greenfield QNH 1002,
report 5 miles from
Hampton
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Basic Service, QNH
1002, wilco, Glider CD
Glider CD 5 miles from Hampton
Glider CD, cleared to cross the Greenfield
Zone on a southerly track
remaining east of
Hampton, VFR, at
altitude 5000 feet or
below Greenfield QNH
Cleared to cross the
Greenfield Zone on a
southerly track remaining east of Hampton, VFR, at altitude 5000 feet or
below Greenfield QNH
1002, Glider CD
9.9 Pilots need to be aware that, in issuing a clearance, controllers may need to
issue a more restrictive clearance than that requested.
Wrayton Control, Glider G -
ABCD, request airway crossing
Glider G -ABCD, Wrayton
Control, pass your
message
Glider G -ABCD, from
Borton to Borton, 20
miles north of Borton,
track 220 degrees, FL80,
VFR, request crossing of
airway E7 at Wicken
between FL90 and FL70
at 1430
Glider CD, cleared to
cross E7 at Wicken,
between FL90 and FL70.
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Maintain track 220
degrees. Report entering
the airway
Cleared to cross E7 at Wicken between FL90 and FL70, maintaining
track 220 degrees, wilco,
Glider CD
9.10 Glider pilots may seek to exploit a source of thermal lift within controlled airspace. Pilots and ATS personnel should use features detailed on the 1:500000 Aeronautical Chart to describe the location required for thermalling.
Greenfield Approach, Glider G-ABCD, request basic
service and zone entry for thermalling
Glider G -ABCD,
Greenfield Approach,
pass your message
Glider G -ABCD, from
Seaton to Seaton,
overhead Selden, altitude 3 500 feet Wessex 1019,
VFR, request zone entry
to thermal 1 mile north of
Hampton
Glider CD, Basic Service, Greenfield QNH 1020,
report 5 miles from Hampton
Basic Service, QNH 1020, wilco, Glider CD
Glider CD 5 miles from
Hampton
Glider CD, cleared to
enter the Greenfield Zone
at Hampton to thermal,
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remain east of Hampton
and south of Hartfield
village, VFR, below altitude 6 000 feet
Greenfield QNH 1020
Cleared to enter the
Greenfield Zone to thermal, remaining east of Hampton and south of Hartfield village, VFR,
below altitude 6 000 feet
Greenfield QNH 1020,
Glider CD
Wind Shear
9.11 When wind shear is forecast or is reported by aircraft, ATC will warn other
aircraft until such time as aircraft report the phenomenon no longer exists.
G-CD, at 0745 a departing
B757 reported windshear at
800 feet. Airspeed loss 20
knots, strong right drift
AIRPROX Reporting
9.12 An AIRPROX Report should be made by any pilot flying in the UK FIRs , the
Upper Flight Information Region or Shanwick Oceanic Area when in their opinion, the distance between aircraft as well as their relative positions and
speed have been such that the safety of the aircraft involved was or may
have been compromised.
9.13 The initial report is made by RTF to the ATSU in communication with the
aircraft except that if the controllers’ workload is such that they are not able to
accept the report the pilot will be requested to file details after landing.
9.14 The Pilot’s RTF report should commence with words ‘AIRPROX REPORT’
and should include the following items:
1. aircraft callsign ;
2. SSR Code ;
3. position of AIRPROX ;
4. aircraft heading ;
5. flight level, altitude or height ;
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6. altimeter setting;
7. aircraft attitude (level/climbing/descending/turning) ;
8. weather conditions ;
9. date and time (UTC) of the AIRPROX ;
10. description of other aircraft ;
11. first sighting distance ; and
12. details of flight paths of reporting and reported aircraft .
9.15 RTF AIRPROX reports are to be confirmed in writing within seven days of the
incident to allow follow up action to be taken (See UK AIP ENR Section) .
Oil Pollution Reporting
9.16 Pilots sighting substantial patches of oil are requested to make reports by
RTF to the ATSU with whom they are in communication or the appropriate
FIS in order that action can be taken. The RTF reports should contain the
following:
1. ‘OIL POLLUTION REPORT’ or ‘POLLUTION REPORT’;
2. time and date (if required) pollution was observed and identi ty of
reporting aircraft ;
3. position and extent of pollution ;
4. tide, windspeed and direction;
5. weather conditions and sea state;
6. characteristics of pollution;
7. name and nationality or description, including any distinctive markings,
of any vessel seen discharging oil or other harmful substances; also
estimated course and speed of vessel and if pollution is observed
ahead of the discharging ship and the estimated l ength of pollution in
their wake;
8. identity of any other vessels in the immediate vicinity ;
9. whether photographs were taken.
Interceptions by Military Aircraft
9.17 Pilots are warned that should they become involved in an interception by
military aircraft they should follow the international procedures as detailed in
the UK AIP ENR Section.
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Aircraft Operating Agency Messages
Introduction
9.18 An aeronautical radio station which is licensed and established for company
operational control communications (OPC) may be used only for communication with company aircraft or aircraft for which the company is the
operating agency. A radio operator’s cer tificate of competence issued by the
UK CAA is not required for the use of this radio station.
Limitations
9.19 Personnel authorised to use an aircraft operating agency radio must not hold
themselves out as providing an air traffic control service, i.e. they must not pass instructions to aircraft which could be construed in any way to be such a
service. Flight safe ty messages must be confined to messages originated by
the agency which are of immediate concern to an aircraft in flight or just
about to depart. This may include meteorological information.
9.20 Aircraft operating agency radio stations may only transmit and receive flight regularity and flight safety messages.
9.21 Air traffic service units using direct pilot -controller communication channels
shall only be required to handle flight regularity messages provided this can be achieved without interference with their primary role and no other
channels are available for the handling of such messages.
Flight Regularity Messages
9.22 Flight regularity messages comprise the following:
1. Messages regarding the operation or maintenance of facilities essential
for the safety or regularity of aircraft operation;
2. Messages concerning the servicing of aircraft;
3. Instructions to aircraft operating agency representatives concerning
changes in requirements for passengers and crew caused by unavoidable deviations from normal operating schedules. Individual
requirements of passengers or crew are not admissible in this type of
message;
4. Messages concerning non- routine landings to be made by the aircraft;
5. Messages concerning aircraft parts and materials urgently required;
6. Messages concerning changes in aircraft operating schedules.
Flight Safety Messages
9.23 Flight safety messages shall comprise the following:
1. Movement and control messages (e.g. flight plans, clearances);
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2. Messages originated by an aircraft operating agency, or by an aircraft,
of immediate concern to an aircraft in flight;
3. Meteorological advice of immediate concern to an aircraft in flight or about to depart (individually communicated or for broadcast);
4. Other messages concerning aircraft in flight or about to depart.
9.24 It is permissible for aircraft operating agency messages to be handled by the
aerodrome communication facility provided this can be achieved without
interference with its primary role and no other channels are available for the
handling of such messages.
9.25 Public correspondence messages are not permitted on VHF frequencies in
the aeronautical mobile service.
Use of ATS Frequencies for Aircraft Operating Agency Messages
9.26 When requested by a company representative, controllers may transmit
specific operational messages to aircraft subject to normal air traffic service requirements and shall prefix the transmission “Company advise/request….”. When passing such messages the controller must ensure that doing so will not compromise the safe provision of an air traffic service and such
messages should not be passed when they could act as a distraction to pilots
during critical phrases of flight.
9.27 Where messages of a technical and complicated nature are involved it may be found advisable to permit direct speech between the originator of the message and the pilot. In such cases the company’s representative may be
permitted to use the RTF themselves provided that their identity is
announced before the message is passed and that the controller continues to
monitor the frequency.
9.28 A message affecting the safety of an aircraft in flight, e.g. bomb warning,
suspected damage to the aircraft etc., is to be passed to the commander
immediately using the company representative’s precise wording. An abbreviation or précis could be misunder stood and lead to a wasteful
operation or even a dangerous situation.
9.29 Prolonged company messages could prevent controllers from providing a
safe air traffic service and the use of a discrete frequency for the passing of
such messages should be considered.
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8.33 kHz Phraseology
9.30 As a solution to severe VHF spectrum congestion, ICAO has split the VHF
communications band from 25 kHz to 8.33 kHz channel spacing.
9.31 The following phraseology shall only be used when referring to 8.33 kHz channels to request the capability of the radio equipment :
BIGJET 347, confirm eight point three three
BIGJET 347, affirm eight point three three
or,
BIGJET 347, negative eight point three three
9.32 To request UHF capability:
BIGJET 347, confirm UHF
BIGJET 347, affirm UHF
or,
BIGJET 347, negative UHF
9.33 To request the status regarding exemption:
BIGJET 347, confirm eight point three three exempted
BIGJET 347, affirm eight point three three exempted
or,
BIGJET 347, negative eight point three three exempted
9.34 To indicate that a certain clearance is given because otherwise a non-
equipped aircraft would enter the airspace of mandatory carriage.
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BIGJET 347, (Clearance/
Instruction) Due eight point three three requirement
Operations by Aircraft deploying Brake Chutes
9.35 Some military and ex -military aircraft may use brake chutes to slow the
aircraft on landing; this procedure is known as streaming. When the pilot
deploys the equipment, a small parachute should inflate and trail from the
back of the aircraft, thereby slowing its landing run. When the aircraft has
slowed sufficiently and is under control, the pilot will jettison the brake chute
to detach it from the aircraft.
9.36 It is important that pilots who intend to deploy a brake chute advise the aerodrome staff so that appropriate ground procedures can be put in place in
order to reduce the flight safety hazard posed to other aerodrome users.
Additionally, in certain circum stances, a brake chute may fail to deploy
correctly, and it is important that, where possible, the pilot is advised of the failure.
9.37 Operations by military and ex -military aircraft that use brake chutes
commonly take place at aerodromes with FISO or AGCS. The following examples show the phraseology suitable for use by personnel providing FISO, AGCS or aerodrome control.
9.38 When the aircraft is downwind or on final to land, the pilot should advise the aeronautical radio station if they intend to deploy the brake chute using the
word ‘stream’ or ‘streaming’ to indicate that the chute will be deployed.
Wrayton Information, Redship 1, downwind to land and stream
Redship 1, Wrayton Information, Roger, report final
9.39 If there is any doubt about the pilot’s intentions, the aeronautical radio station should ascertain whether or not the pilot intends to deploy a brake chute .
Redship 1, confirm streaming
Redship 1, affirm streaming
9.40 To ensure that other pilots using the aerodrome are aware of the intention to stream, an all -stations broadcast may be made as follows:
All Stations, Wrayton Information, aircraft on final
will be deploying a brake
chute
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9.41 On landing, it is important that, where possible, the pilot is kept informed if
the chute does not deploy in the correct manner. The following phraseology
may be used according to the situation:
“Callsign streamed and
candled” To be used when the chute is seen to deploy
but fails to inflate.
“Callsign negative stream” To be used when the chute fails to deploy.
NOTE: Pilots must be aware the ATS will not always be able to advise the
malfunction of a chute and that the pilot remains responsible for the
safety of the aircraft.
9.42 Unless otherwise instructed, or where there is a designated area for
jettisoning the chute, the pilot should jettison the chute at a suitable location, taking account of the wind speed and direction, preferably when the aircraft
has vacated the runway. The term ‘drop’ or ‘dropping’ should be used in
communications relating to jettisoning the chute as shown in the examples
below .
Redship 1, dropping the chute now
Redship 1, Roger
or,
Redship 1, vacate via link Charlie and drop the chute after passing holding point
C3
Vacate via link C and
drop the chute after passing holding point C3,
Redship 1
Freezing Orders
9.43 A freezing order is a court order, which prevents a defendant from removing
assets from the UK and thus the jurisdiction of the court.
9.44 Where an aircraft subject to a Freezing Order is being provided with an air
traffic service, controllers/FISOs should inform the pilot that the aircraft is
prohibited from leaving the UK and request the pilot’s intentions. The
transmission is to be made irrespective of whether the aircraft is conducting an internal UK or an international flight.
BIGJET 347, you are subject to a Court Order prohibiting your aircraft from
leaving the United Kingdom,
request your intentions
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CPDLC Failure
9.45 In the event of a CPDLC failure, the controller will advise pilots and issue
instructions as necessary.
All stations, Metro Ground, CPDLC failure, standby for Metro Delivery 118.950
9.46 Additionally, when the CDA detects a CPDLC failure, the controller will contact the aircraft using voice, inform the crew.
BIGJET 347 Disregard CPDLC [message type] message, break, [correct clearance or instruction]
Crews are requested to respond ‘unable’ if the message remains unanswered. This closes the message dialogue and ensures that messages
do not trigger time out alerts.
Aerodrome Emergency Services
9.47 Changes in the level of rescue and firefighting service (RFFS) protection normally available at an aerodrome will be notified by the Aerodrome Operator to the appropriate ATSU to enable the necessary information to be provided to arriving and departing aircraft.
9.48 ATS units shall ensure that flight crew are notified of unplanned reductions in
the RFFS category, as advised by the Aerodrome Operator, either via ATIS or directly by RTF. On receipt of such information, flight crew will decide whether to continue their flight or to divert. Normal ATS and clearances will be provided in response to flight crew intentions.
G-ABCD, Message from the
Aerodrome Operator, rescue and firefighting services reduced to category (number)
G-ABCD, Message from the
Aerodrome Operat or, rescue and
firefighting services reduced to category (number)
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Radio Mandatory Zones
9.49 A Radio Mandatory Zone (RMZ) is airspace of defined dimensions wherein
the carriage and operation of suitable/appropriate radio equipment is
mandatory (SERA.6005(a) refers). RMZ airspace is to be operated in
accordance with the regulations pertaining to the background airspace
classi fication.
9.50 Flights operating in airspace designated as a RMZ by the CAA, shall
establish two -way communication before entering the RMZ and maintain a
continuous air -ground voice communication watch, as necessary, on the
appropriate communication channel, unless in compliance with alternative
provisions prescribed for that particular airspace by the ANSP. If unable to
establish two -way radio communication with the designated ANSP the pilot is
to remain outside the RMZ.
9.51 Two-way communication is considered to have been achieved once the pilot
has provided at least the following information on the appropriate
communication channel:
1. callsign;
2. type of aircraft;
3. position;
4. level;
5. flight rules;
6. intentions of the flight ; and
7. has received acknowledgement from ATS.
9.52 Where aircraft are based at aerodromes or operating sites located within a
RMZ and radio communications are not possible either prior to getting
airborne, or at all, pilots of such flights are directed to:
1. Seek to agree letters of agreement with the ANSP describing alternative
provisions for compliance; and,
2. Establish two -way radio communications (where appropriate) at the
earliest opportunity after take- off.
9.53 The pilot of an aircraft that wishes to operate in a RMZ without the necessary
radio equipment must operate in accordance with conditions promulgated for
the specific RMZ or in accordance with agreed tactical arrangements with the
ANSP. If a pilot is unabl e to make such tactical arrangements, they are to
remain outside the RMZ, unless in an emergency.
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Chapter 10: Military Specific Phraseology
Military Specific Phraseology
10.1 This Chapter details Military Specific Phraseology for specific use by military
controllers, civil licensed controllers at military aerodromes and military
aircrew. The RTF described in this Chapter is complementary to NATO STANAG 3817. It is also complem entary to the remainder of CAP 413, as it
either differs from civil phraseology or there is no equivalent civil
phraseology, e.g. in the case of arrestor system procedures.
10.2 Civil pilots visiting military aerodromes will be expected to be aware of the
military phraseology in Chapter 10 and to comply with such instructions as may be issued by military controllers during their visit. Where relevant, cross references from the re mainder of CAP 413 to the equivalent military
phraseology are provided for the assistance of civil pilots visiting military aerodromes.
Military Variances to Chapter 2
Transmission of UHF Channels
10.3 Supplementary to guidance detailed in Chapter 2, UHF channels are separated by 25 kHz and are to be passed using only the first 5 figures as follows:
Frequency Transmitted as Pronounced as
332.000 Three three two decimal
zero zero TREE TREE TOO DAY -
SEE- MAL ZE -RO ZE -RO
332.025 Three three two decimal
zero two TREE TREE TOO DAY -
SEE-MAL ZE -RO TOO
332.050 Three three two decimal
zero five TREE TREE TOO DAY -
SEE- MAL ZE -RO FIFE
332.075 Three three two decimal
zero seven TREE TREE TOO DAY -
SEE- MAL ZE -RO SEVEN
Transmission of Time
10.4 Supplementary to guidance detailed in Chapter 2, when aircraft check the
time with the appropriate Military ATS unit, the time checks shall be given to
the nearest half -minute, or to the second on request.
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Standard Words and Phrases
10.5 Supplementary to guidance detailed in Chapter 2, the following additional or
amended standard words and phrases shall be used.
Table 2
Continue with Used either when it is known that an aircraft has already
established contact with another unit or when pre- notification of
details has been passed to the receiving controller, but no radar
handover has taken place
Contact Used when a radar handover has taken place between ATSUs
Spell Spell portion indicated phonetically
Communications
10.6 Units utilising Automatic Terminal Information Service (ATIS) may accept the information coded letter, as transmitted by the pilot, as acknowledgement
that the information contained in that code has been received and
understood. ATC units employing ATIS c odes are to implement procedures
to ensure that information transmitted on ATIS is correct and cross -checked
for accuracy by a controller or ASOS.
Transponder Phraseology
10.7 In addition to the phraseology shown in Chapter 5, military controllers are to
use the following RTF phraseology when using instructions for the use of
transponders: ... (Callsign) (plus following phrase as appropriate) .
Table 3
CONTROL TO AIRCRAFT MEANING
Squawk emergency or
Squawk 7700 (see Note) Select ‘EMERGENCY’
NOTE: Squawk MAYDAY is specified by some nations. See Chapter 5 for
civil usage. RTF Failure and Hijack squawks are to be specified by code, e.g.
squawk 7600 and squawk 7500 respectively.
Military Specific Procedures (Control of Aircraft)
NATO Standard Visual Circuit Procedures
10.8 Information on NATO standard visual circuit procedures is contained in STANAG 3297. For the convenience of civil pilots landing at military
aerodromes, basic information on the military visual circuit is also included in Chapter 11 under Flight in the Military Visual Circuit.
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Weather and Aerodrome Information
10.9 At aerodromes where ATIS is installed, all weather and aerodrome
information transmissions are to be prefixed with a letter code. The letter code is to start with the letter of the alphabet coincident with the first weather
issued for the day. Each subsequent weather issued is to be assigned the
next letter of the alphabet including ‘Met Specials’. The letters I, O, Q and Z
are not to be used. If all lett ers are used in the course of a day/night, then the
alphabet is to be started again from the beginning. Pilots are to quote letter of weather and aerodrome information received on initial contact with each
appropriate ATC element. Additionally, before taxi ing or joining a visual
circuit, the pilot is to confirm the runway information they have received.
Where ATIS procedures do not apply, weather and aerodrome information may be passed to aircraft either in full or abbreviated. Abbreviated
information is only to be passed if colour code is better than green. Additional
details such as flying phase, recovery states and fuel states may also be added according to aerodrome requirements.
10.10 The long weather and aerodrome information is to be passed in the following order and format:
1. aerodrome letter/code.
2. time.
3. runway in use.
4. surface wind.
5. colour state.
6. visibility .
7. general weather observations (when applicable, e.g. fog, rain) .
8. cloud levels and amounts .
9. temperature.
10. altimeter setting.
11. runway condition reading (RC)/runway visual range (RVR) (if
applicable) .
12. unserviceable aids/facilities (as appropriate).
10.11 The short weather and aerodrome information is to be passed in the following order and format:
1. aerodrome letter/code.
2. time.
3. runway in use.
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4. surface wind .
5. colour state.
6. altimeter setting.
7. unserviceable aids /facilities (as appropriate).
10.12 Some emergency, civil or non- British military aircraft may wish to fly in
accordance with different pressure setting procedures. If a pilot requests the
use of QNH during the final approach the controller may omit QFE and
substitute QNH and elevation in appropriate messages.
Use of Runway Designators
10.13 Controllers at military aerodromes may omit the runway designator for take-
off, landing, low approach and touch and go clearances where no potential
for misunderstanding exists.
Cancellation of Take- Off
10.14 At variance to Chapter 4, if the aerodrome controller is aware of a potential
hazard to an aircraft about to start its take- off run, the controller is to instruct
or signal the aircraft to hold. If the aircraft has already started its take -off run,
the controller is to inform the aircraft of the hazard; it is then the captain’s
responsibility to decide the best course of action as it may be more
dangerous to abort than to proceed.
Phraseology for Joining the Visual Circuit/Pattern
10.15 The terms circuit and pattern are interchangeable. A join through the Initial
Point is an alternative to other ICAO joining procedures for the visual circuit/pattern. It may include a break (pitch) from a point on the deadside in order to make a continuous circle onto final approach or to conduct a
standard circuit turn on to downwind leg. This could be determined by aircraft type and/or other circuit traffic with which the joining aircraft has to integrate. There may also be occasions where ATC issues additional positioning instructions to aid sequencing with other traffic. The visual circuit pattern
direction shall be left -handed unless otherwise stated. For a diagram of a
military visual circuit see Chapter 11 Figure 3 0.
When ideally 3 to 5 mins from the aerodrome or initial point
Markston Tower, VYT 21,
10 miles east, request initial
for runway 05, information
Bravo
VYT 21, Markston Tower,
join, 2 in
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Join, V 21
If no current ATIS code is passed, the controller shall supply relevant
information.
Markston Tower, VYT 21, 10 miles east, request initial for runway 05
VYT 21, Markston Tower,
join runway 05,
QNH/QFE 1015, 2 in
Join runway 05,
QNH/QFE 1015, V 21
If pre -noted to Tower
Markston Tower, VYT 21,
request join, information Bravo
VYT 21, Markston Tower, join, 2 in
Join, V21
At initial point
V 21, initial [for the break]
V 21, one upwind, one downwind
The examples for joining the visual patterns are not exhaustive and it should be noted that once inside the initial point, local sequencing procedures may be applied. Where these are being used the procedures and detailed phraseology will be included in local orders.
On the Break
V 21, [on the] break [to] land
V 21, one ahead, surface
wind, 320 5 knots
V 21, [on the] break [to]
touch and go
V 21, one ahead, surface
wind, 320 5 knots
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V 21, [on the] break [to] low
approach
V 21, one ahead, surface
wind, 320 5 knots
‘On the break’ is equivalent to a downwind call.
Landing Gear Position
10.16 Pilots of aircraft with retractable landing gear shall report the gear position as
part of the request for an ATC clearance to use a runway. If the position of
the landing gear is not passed at the appropriate point or is required to be
checked by the controller then a simple request will be issued.
V21 Final, gear down or
V 21, cleared to land
V21 Final, three greens *
V 21, cleared to land
Where a check of the landing gear is required, the following phraseology is used:
V21, final *
V21, check gear down
gear down, V21
or
Three greens* *, V21
V 21, cleared to land
* Controllers are to give Tilt Rotor aircraft the following clearance only when operating in the
visual circuit “Callsign….with your gear down…clearance.”
** Or the appropriate number of greens from aircraft that are not equipped with conventional
retractable tricycle undercarriage (e.g. BBMF, A380 and B747).
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Calibrator Aircraft
10.17 While Calibrator aircraft are carrying out equipment checks at military
airfields they may be cleared to fly through gear using the following
phraseology .
Talkdown Controller
(range) miles,
CALIBRATOR fly through
gear up
Aerodrome Controller
CALIBRATOR, cleared to
fly through gear up (circuit
state) barrier (state if
required)
Arrestor System Procedures and Phraseology
10.18 All landing and take- off clearances are to include advice on the status of the
arresting system. The status can be as follows .
Cables:
UP – the cable is raised on rubber rings often referred to as grommets
or doughnuts, or on automated raising systems. In this position the
cable is ready for engagement.
DOWN – the cable is lowered and normally lying flat on the runway or in
a slight recess. The cable cannot be engaged in this position.
DERIGGED – the cable has been physically removed from the runway
and will take an extended period of time before it could be ready for an engagement.
‘Approach Cable’ refers to an arrestor cable in the first half of the runway, normally a short distance beyond the threshold in the direction of landing.
‘Centre Cable’ refers to an arrestor cable that is positioned
approximately at the mid- point of the runway.
‘Overrun Cable’ refers to an arrestor cable that is in the latter half of the runway in the direction of landing, normally prior to the upwind threshold.
Barrier:
UP – the barrier is in the raised position and ready for an engagement.
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DOWN – the barrier is in the lowered position but could be raised on
request.
UNSERVICEABLE – the barrier system is not available.
10.19 The position of a cable, in distance from the approach end threshold rounded
to nearest 100 ft is to be given to aircraft unfamiliar with the aerodrome.
When barrier position and/or cable state is as published in FLIPs, reference
to them is normally omitt ed to aircraft based at the aerodrome. Reference to
cable state is normally omitted to visiting aircrew that are familiar with the aerodrome. A pilot may require a change to arrestor system positions and will normally try to warn of an imminent engagement.
10.20 An airborne aircraft requesting an engagement will provide as much of the
following information as possible:
1. callsign and type of aircraft .
2. nature of emergency .
3. the arresting system they are intending to engage.
4. estimated time to landing in minutes.
In addition, except for short or no notice engagements, the pilot should
report “Hook Down” as part of the final call. If the controller does not
receive the hook down call, a check will be requested .
Rider 1, final, gear down
Rider 1, check hook down
Rider 1, gear and hook down
10.21 On receipt of a request from an airborne aircraft, the controller is to:
1. Advise the pilot of the serviceability state of the preferred arresting
system;
2. If necessary, advise of the time that the arresting system will
become available;
3. fuel remaining;
4. Alert the Crash/Rescue Crew to an appropriate readiness state.
5. Pass normal landing information;
6. And once the engagement has occurred, obtain the aircraft weight
and engagement speed;
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10.22 After a successful engagement, the pilot will not taxi the aircraft until the
ground/recovery party has signalled the aircraft can commence taxi and a clearance to do so has been obtained from ATC.
10.23 Following an engagement, the runway shall be declared “black” until the
team leader of the recovery crew ensures that the runway has been vacated.
The following conditions are to be satisfied prior to informing ATC :
1. no personnel, equipment or vehicles are within the confines of the
runway or are requir ed to cross the runway to vacate the area.
2. the arresting system has been returned to a serviceable state, a battery
position, removed from the runway or declared as unserviceable.
The ATC Supervisor will then declare the runway open.
Rider 1, final, gear down
Rider 1, cleared to land,
approach cable down,
overrun cable up, barrier up
Cleared to land, Rider 1
The following phraseology will normally be used by pilots to indicate an intent to utilise an arrestor system at short notice.
Rider 1, barrier, barrier, barrier
Rider 1, barrier up
Rider 1, cable, cable, cable
Rider 1, overrun cable up
Requests for information on arrestor systems and/or to change the status of an arrestor system .
Rider 1, request barrier state
Rider 1, barrier down
Rider 1, request raise the barrier
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Rider 1, barrier up
Phraseology for Fixed- Wing SVTOL Operations
10.24 The following terms are used for VTOL operations:
Table 5
Slow landing A landing between 60 KCAS -150 KCAS using a normal ground
roll. STOVL mode using intermediate nozzle position (normally
65º) with power nozzle braking available
RVL Rolling vertical landing. A steeper, slower approach (50 GS –
130 KCAS) followed by an abbreviated ground roll and,
normally, no power nozzle braking
Translate A phrase used to cover largely jetborne flight over short
distances between different landing areas
Press -up Vertical take -off and landing on the same pad without transition
to wingborne flight
Pad An area of concrete for vertical take -off and landing, the surface
of which can withstand nozzle blast
Mexe A metal pad constructed of prefabricated interlocking aluminium
strips in the shape of a circle or square, the surface of which
can withstand nozzle blast
10.25 Pilots of SVTOL aircraft should be aware that the terms above may not be in
regular use at aerodromes that do not operate S VTOL aircraft. Therefore,
pilots should anticipate that the terms may not be understood by ATC. In
such circumstances pilots of S VTOL aircraft are to revert to standard NATO
procedures and phraseology for standard circuits/patterns.
Suspecting Hypoxi a in Aircrew
10.26 If a Controller suspects that the pilot of an Aircraft is suffering the effects of
hypoxia, they are to attempt to make the pilot aware of their condition by
transmitting, with appropriate urgency:
Oxygen! Oxygen! Oxygen!
Descend below 10,000ft*
* Or the required altitude in accordance with AP 3458 – Aircraft Emergency
Reference Cards.
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Flameout/Engine Failure – Aerodrome Phraseology
10.27 In a real flameout or engine failure situation the appropriate emergency
message will be passed by the aircraft along with the statement of intent for a flameout recovery. The phraseology to be used when an ATS surveillance system is available to the controller is detailed in this Chapter under Radar
PFL.
Once visual with the aerodrome the pilot will position for High Key .
Raider 21, High Key
(intentions)
Raider 21, one ahead, surface wind 230 10 knots
10.28 On some occasions the aircraft may be forced to position straight to Low Key in which case the High Key call will be missed.
10.29 If a PFL/Flameout/Engine Failure call is made direct to an Aerodrome
Controller who is not equipped with an ATS surveillance system, then a
heading will not be given, the aircraft shall be instructed to join, passed aerodrome information if required and t old to report High Key from where the
phraseology above shall be used.
Raider 21, Low Key
Raider 21
PAR Phraseology
10.30 Whilst positioning for the approach:
Gauntlet 25, vectoring for PAR runway 23, procedure
minimum (number) feet
Gauntlet 25, (number) feet, touch and go for
further
Initial contact to Talkdown controller .
Markston, talkdown,
Gauntlet 25
Gauntlet 25, Markston talkdown, identified 8
miles, read back
QNH/QFE
1015 set, Gauntlet 25
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Do not acknowledge
further instructions unless
requested
Glidepath information during the approach and final stages of the
approach.
Well left of centreline,
approaching descent point
Begin descent now for a
(number) degree glidepath*
Slightly above/below
glidepath correcting nicely/
slowly/rapidly
Well above/below glidepath
not correcting
Dangerously below
glidepath, acknowledge
Roger, Gauntlet 25
* The instruction “Do not acknowledge further instructions unless requested” can be added to
this instruction if it has not previously been passed.
Reporting of aircraft position in relation to the extended runway
centreline, which may follow a turn instruction if appropriate or can be
used in isolation.
Well left of centreline
Left of centreline
Slightly right of centreline
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Right of centreline
On centreline
General position information.
(Number) miles [from
touchdown]
A gear check should be conducted at an appropriate point on the
approach, prior to obtaining a clearance from the Aerodrome controller,
which should then be acknowledged by the pilot .
(Number) miles, check gear acknowledge
Gear down, Gauntlet 25
(Callsign) cleared to (intentions), (circuit state), (any additional information) acknowledge
(intentions), (callsign)
Final stages of the approach .
Approaching decision height
Passing decision height
Gauntlet 25, approach
complete d continue with
Markston tower, Stud xx
(insert local stud number)
Gauntlet 25, changing to (appropriate stud or frequency)
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PAR Azimuth Only/SRA Phraseology
10.31 When PAR is not available, the surveillance system may be used to carry out
a non-precision Surveillance Radar Approach (SRA). Using this procedure,
or when practicing for it (PAR Azimuth Only), the controller passes instructions and information to the pilot to enable them to follow a pre-
determined approach path to a position from which a visual landing or circuit
can be made.
Whilst positioning for the approach .
Gauntlet 25, PAR Az Only/ SRA runway 23, procedure minimum (number) feet
Gauntlet 25, (number) feet, touch and go for further
Initial contact to Talkdown controller .
Markston, talkdown, Gauntlet 25
Gauntlet 25, Markston talkdown, identified 8
miles, read back
QNH/QFE
1015 set, Gauntlet 25
Do not acknowledge
further instructions unless
requested
Centreline information during the approach.
10.32 Reporting of aircraft position in relation to the extended centreline, which may
follow a turn instruction if appropriate or can be used in isolation.
Well left of centreline
Slightly right of centreline
Right of centreline
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On centreline
Approaching descent point
Begin descent now for a
(number) degree glidepath*
(number) miles, (number) feet**
* The instruction “Do not acknowledge further instructions unless requested” can be added to
this instruction if it has not previously been passed.
** Advisory information to be given at ½ NM intervals
A gear check should be conducted at an appropriate point on the
approach, prior to obtaining a clearance from the Aerodrome controller, which should be acknowledged by the pilot .
(Number) miles, check gear acknowledge
Gear down, Gauntlet 25
Final stages of the approach .
Approaching Minimum Descent height
Approaching Missed Approach Point
Passing Missed Approach Point
Gauntlet 25 approach
complete continue with
Markston tower, Stud xx
(insert local stud number)
* When the Minimum Descent Height is within ½ NM of the Missed Approach Point, the
phrase ‘Approaching Minimum Descent Height’ is not included.
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ILS Phraseology
Gauntlet 25, 2000 feet wind
(number)
Gauntlet 25, vectoring for
ILS runway 23, procedure minimum (number) feet
Gauntlet 25, (number) feet, touch and go for further
Gauntlet 25, report Localiser established,
checks complete *
Gauntlet 25, Localiser
established, checks
complete
* The instruction “Checks complete” may be omitted if already completed.
Initial contact with Talkdown controller (when conducting ATS
surveillance system monitored ILS) .
Markston talkdown, Gauntlet 25
Gauntlet 25, Markston talkdown, identified 8 miles, read back QNH/QFE
1015 set, Gauntlet 25
Gauntlet 25, report
glidepath descending
gear down
Glidepath descending
gear down, Gauntlet 25
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Final stages of the approach .
Approaching Decision
Height*
Passing Decision Height*
Approaching Minimum Descent Height**
Approaching Missed
Approach Point**
Passing Missed Approach
Point**
Gauntlet 25 approach
complete , continue with
Markston tower, Stud xx
(insert local stud number)
* Full ILS.
** ILS Localiser Only Procedure– (When the Minimum Descent Height is within ½ NM of the
Missed Approach Point, the phrase ‘Approaching Minimum Descent Height’ is not included.
Descent to Low Level
10.33 When a pilot requires descent below a controller’s terrain safe level, the controller should remind them of terrain responsibility as part of the approval
for further descent.
Tiger 2, request descent to
low-level
Tiger 2, taking your own
terrain clearance,
descent approved
Tiger 2, my own terrain
clearance, descent
approved
10.34 Controllers should also consider informing the pilot of reduced traffic
information if the additional descent has surveillance coverage implications.
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Jamming Phraseology
10.35 When an ATS unit is suffering from the effects of jamming or interference on
a frequency or an ATS surveillance system, the phrases below may be used to request the jamming or interference to be stopped. If the callsign causing
the jamming is not known, then the phrase “All Stations” can be used or the
generic callsign ‘Hooter’ can be used on the emergency frequency 243.0 MHz.
Rider 21, cease jamming
Rider 21, jamming
ceased [at time (number)]
Speechless Procedures
10.36 If an aircraft loses the ability to transmit speech, pilots should adopt the
speechless procedure, and all controllers should be familiar with this
phraseology.
10.37 Before a recovery is effected, certain information common to all types of
speechless emergencies is to be ascertained using the speechless code.
The ● symbol denotes short carrier -wave only transmissions and a long- dash
indicates a long transmission. The code uses these transmissions as follows:
● = Yes
● ● = No
● ● ● = Say Again
● ● ● ● = Homing /Request Assistance
▬ ● ● ▬ = Further Emergency
10.38 In addition pilots will use one long transmission to indicate the requested
manoeuvre or action has been completed. Controllers should be aware that
giving more than one instruction at once may require subsequent yes/no type
questioning to ascertain which instruction has been completed.
● ● ● ●
Speechless aircraft,
Markston Approach, do
you require recovery to
Markston?
10.39 If the aircraft answers no ( ● ●) then the controller should try to ascertain the
pilot’s intentions using a questioning technique that allows yes/no answers and render what assistance they can.
If the aircraft answers yes ( ●).
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Speechless aircraft, adopt
the callsign Speechless 1*, is this a practice?
* Whilst it is unlikely the controller will be working more than one speechless aircraft at a
time, it is possible. The controller should allocate numbers in sequence with the first aircraft being allocated Speechless 1 as the callsign.
Depending on the answer the controller is to then ascertain if there are
any other forms of emergency .
Speechless 1, do you have
any other form of [practice] emergency?
10.40 If the aircraft indicates a further emergency, then the questions in the table below should be asked in sequence moving to the appropriate column for aircraft type (once ascertained if required) if the answer to one of the main
questions is no. These ques tions are not intended to provide an answer to all
possible emergencies and controllers must be prepared to adapt to any given
situation.
Table 6
Main
Question Supplementary Questions
Fixed Wing Rotary Wing
Can you
maintain
height? Are you flamed out?
Are you short of oxygen?
Are you affected by icing? Do you have a control
problem?
Do you have an engine
failure?
Are you affected by icing?
Can you carry
out a normal recovery? Are you short of fuel?
Are you asymmetric ?
Do you have an instrument failure? Do you have electrical failure?
(see note) Do you have hydraulic failure? (see note) Are you short of fuel?
Do you have single engine failure?
Do you have an instrument failure?
Do you have electrical failure?
Do you have hydraulic failure?
Can you carry
out a normal landing? Do you have an undercarriage
problem?
Do you have a brake failure?
Do you intend to engage the cable?
Do you require the barrier? Do you have an
undercarriage problem?
Can you hover?
Do you require a running landing?
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NOTE: If it is established that the aircraft type is a Tornado, then controllers
should ask if the aircraft has a wing sweep failure.
10.41 From this point, the controller should ascertain the type of recovery required,
identify the aircraft and provide positioning instructions for the requested recovery procedure. It may also be necessary to ascertain whether there are
any casualties on board. If the list becomes exhausted without ascertaining
the emergency, then the controller may use additional questions to
understand the problem but not to the detriment of providing appropriate
control to recover the aircraft expeditiously. Furthermore, if the pilot indicates
the aircraft has suffered a further emergency at any point beyond either the
speechless emergency or any other identified through questioning, then the controllers should start the questioning process again, time and circumstances permitting.
A pilot, when calling for either an actual or practice speechless
recovery, may already be receiving an ATS from the controller, which
may assist identification .
Speechless aircraft, were
you formerly (callsign)?
10.42 On transfer between controllers it is important for the receiving controller to
confirm that the speechless aircraft calling them is the same one that has
been transferred to them from the other controller.
The pilot will initiate contact with the receiving controller using the
Homing/Request Assistance call .
● ● ● ●
Speechless aircraft,
Markston talkdown, are
you Speechless 1 from
Markston Director?
A gear check for a Speechless aircraft must be a direct question .
Speechless 1, is your gear
down?
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Military Missed Approach
10.43 At variance to Chapter 4, a controller instructing an aircraft carrying out an
instrument approach at a military unit to carry out a Missed Approach Procedure will use the following phraseology:
Gauntlet 25, execute
Missed Approach
Procedure, acknowledge
Executing Missed Approach Procedure,
Gauntlet 25
10.44 Within the visual circuit, the phraseology defined within Chapter 4 is to be
used. On being instructed to go around, the aircraft is to break off the
approach and climb to circuit height, normally on the deadside (or as briefed,
if different, at specific aerodromes).
Suspension of RTF Procedures
10.45 Aircraft may require to operate in a specified area or on an area of an
aerodrome without making RTF transmissions that would normally be
required. The request to suspend such transmissions is referred to as
operating ‘negative RT ’ and the associated phraseology is as follows :
Rotor 99, request operate for (number) minutes
negative RT southside
Rotor 99, negative RT
approved, for (number) minutes, remaining
southside
Rotor 99, request Ops
normal*
Rotor 99, Ops normal
Rotor 99, operate full RT
Operating full RT, Rotor
* The time between Ops Normal calls will be covered in local flying orders.
Formations in Trail
10.46 The request for conducting a trail approach shall be made as follows:
(Callsign), request trails
approach [(number) aircraft
or elements]
(Callsign), trails approach
approved
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Contact Lost
10.47 The term “Contact Lost” when used by a pilot refers to a situation where one
or more elements of an aircraft formation loses visual or station keeping
equipment contact with one or more elements of the formation. In this instance the formation will invoke standard procedures to establish
separation between the elements, and the controller must be prepared for a
request to identify individual formation elements in order to provide a service
and potentially pass instructions aimed at allowing the formation to rejoin. Upon losing contact within a formation, pilots may set t ransponder code to
Freecall and Continue With
10.48 The term “Freecall” is used by a controller to indicate to the pilot that landline
communication to the next controller has not been possible prior to transfer position. The pilot should then be prepared to give full position, heading and level informatio n to the next controller.
Ranger 22, unable to arrange a handover to Wadford, your position 10 miles east of Smallville,
freecall Wadford Approach
Freecall Wadford
Approach 345.67, Ranger
10.49 The term “Continue With” is used by a controller to indicate to the pilot that their flight details and profile have been prenoted to the next controller, but it is not possible to effect a formal radar handover.
Mission 59C, unable to arrange a handover to Wadford, your position 10
miles east of Smallville,
continue with Wadford Approach 345.67
Continue with Wadford Approach 345.67,
Mission 59C
Use of U nassured Aircraft Surveillance Data
10.50 Where the use of unassured Aircraft surveillance data is permitted, the
following phraseology is to be used to ensure that it is clear to Aircrew that
unassured aircraft surveillance data is being utilised.
Marston 25, report of traffic
(number of miles and
generic geographical
position), estimated height
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(if available), glider reported
by…(additional information
as required)
Aerobatics and General Handling
10.51 The term “Block” can be used to describe a height band that an aircraft
requires to operate in. The aircraft will subsequently manoeuvre not below
the lowest specified level and not above the highest specified level. Normally, the levels will be specified in terms of flight levels.
C55, request operate in the block FL 120 to FL 190
C55, operate in the block FL 120 to FL 190
Passing the Number of Persons on Board (POB)
10.52 The pilot should pass the POB in accordance with local or national orders. If not passed, controllers may need to request POB from the pilot.
C55, request POB
C55, (number) POB
Clearances with an Occupied Runway
10.53 Where approved, in order to maintain an expeditious flow of air traffic, there are occasions when a controller may utilise clearances while the runway in
use is still occupied by another aircraft. Whilst the controller is providing
these clearances based on a professional assessment of the situation, it is incumbent on the pilot to make the final decision to execute the clearance. These clear ances can only be used for preceding aircraft that conducted an
approach and are not to be used for vehicles or aircraft crossing the active
runway.
(Callsign), cleared to land [(traffic details)*]
Land, [(traffic details)], (callsign)
(Callsign), cleared touch and go, one ahead [(aircraft
type**)
Touch and go with one ahead, (callsign)
* The controller may include the aircraft type if it is considered necessary to aid clarity. Local
orders may dictate how much of the approach end of the runway must be available before this clearance can be issued.
** The aircraft ahead must have commenced the acceleration stage of the Touch and Go
before this clearance is issued.
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Formation Clearances
10.54 Individual elements of a formation may be issued clearances to land before
the preceding element has reached the runway. The formation elements are
responsible for their own separation on final and are responsible for
executing fast and slow lane procedures as covered in their own formation
briefings and unit procedures.
(Callsign) one, final gear
down [(intentions)]
(Callsign) one, cleared to land
(Callsign) two, final gear
down [(intentions)]
(Callsign) two, cleared to
land in turn
TACAN Specific Phraseology
Initial positioning
Markston Approach, VYT 21, 320 Markston at 25 miles heading 170, FL 110,
request TACAN to ILS
VYT 21, Markston
Approach, identified FL
110, own navigation to
the initial approach fix, report steady with heading
10.55 The controller should ascertain whether the pilot requires to conduct any
holding at the Initial Approach Fix and ask the pilot to report approaching the
fix. Once the pilot makes the report the phraseology will depend on whether holding is required.
Holding required
(Callsign), approaching the fix
(Callsign), report
established in the hold
(Callsign), established in
the hold
(Callsign), report approaching the fix ready for the procedure
(Callsign), approaching the fix ready for the procedure
(Callsign), clear TACAN approach, Runway (designator) QNH/QFE
(number), report leaving
FL (number), [two
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thousand foot wind
(2000ft wind)]
10.56 If holding is not required and an immediate clearance can be issued, then the
clearance phrase above can be used on the first report from the pilot. If a clearance for the procedure cannot be issued at any point. The controller
may inform the pilot of the time at which an aircraft will be permitted to
continue its flight or when a further clearance will be given.
(Callsign), approaching the fix ready for the (Callsign), approaching the fix ready for the procedure
(Callsign), continue to hold, report approaching
the fix
Radar PFL
Initial Call
Markston Approach, VYT
21, (position), FL/Altitude
(number), request Radar
PFL
10.57 In a real flameout situation, the appropriate emergency message will be passed by the aircraft and a Radar Forced Landing undertaken. Identification should be as expeditious as possible, taking into account the limitations of an
aircraft suffering this type of emergency.
Homing
V 21, your steer for
Markston is (number)
degrees
Steer (number) degrees,
V21
V 21, identified Traffic Service, report accelerating*
V21 Steer (number)
Steer (number), V21
* Ranges to be passed every 1 NM prior to acceleration, then every ½ NM thereafter.
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V 21, turn left/right (number)
degrees heading (number) degrees, range .....
Left/right heading (number) degrees, V 21
Accelerating, V 21
Joining the Visual Circuit
V 21, report aerodrome in sight
Aerodrome in sight, V 21
V 21, continue with Markston Tower, stud/freq
Controlled Descent through Cloud (QGH)
10.58 Controlled descent through cloud (QGH) procedures are designed to enable
a pilot, with the assistance of a ground- interpreted DF aid, to descend
through clous to a position in the vicinity of an airfield from which they can make a visual approach and landing or be positioned within the operational serve coverage of an additional navigation air for continued recovery . There
are two standard controlled- descent procedures, one for jet aircraft requiring
descent from high levels and the other for aircraft below FL120.
High Level QGH
Initial Call
Markston Approach, Gauntlet 25, position (number), FL/Altitude
(number), request QGH
Homing
Gaun tlet 25, Markston
Approach, heading for
Markston (number)
degrees*, fly at FL (number)**
Steady heading (number) degrees, maintaining FL (number), Gauntlet 25
* QDMs or QTEs should be obtained at intervals as required to home aircraft to the
overhead.
** Aircraft are to be homed at semi -circular flight levels unless local orders say otherwise.
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Overhead
Gauntlet 25, transmit for
overhead
Transmitting for
overhead, Gauntlet 25
Gauntlet 25, indicating
overhead, turn left/right
heading (number)
degrees
10.59 Two overhead indications are required (DF) to confirm aircraft overhead.
Outbound
10.60 Descent commences when trace indicates aircraft within 60º either side of
ideal outbound QDM or QTE. QDMs or QTEs are checked and corrected as
required on outbound leg.
Gauntlet 25, steady
heading (number) degrees
Gauntlet 25, set QFE
(number) hectopascal
QFE (number) hectopascal set, Gauntlet
Gauntlet 25, descend to
height (number) feet
(IAH), report turning
left/right at (number) feet*
* Turning height is normally half the initial approach height.
Turning Inbound
Gauntlet 25, turning left/right
Gauntlet 25, turn left/right heading (number) degrees, report steady, report approaching
(number) feet (IAH)
Gauntlet 25, steady
heading (number
degrees, will report
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approaching (number)
feet
Inbound (Final Approach)
10.61 QDM checks are obtained until the aircraft is safely within the final approach
area. Aircraft to be maintained within the final approach area.
Gauntlet 25, approaching (number) feet
Gauntlet 25, continue
descent to MDH
or,
Gauntlet 25, maintain FL
(number)
or,
Gauntlet 25, descend to
height (number) feet
Gauntlet 25, report
aerodrome in sight
Aerodrome in sight, Gauntlet 25
Low Level QGH
Initial Call
Markston Approach, UAS 21, position (number), FL/Altitude (number), request QGH
10.62 Except in emergency, if the aircraft tis below the minimum safe flight level ,
safety height or altitude, it is not to be homed. Appropriate instructions are to
be given to the pilot to climb to a safe height or altitude.
Homing
UAS 21, Markston Approach, set heading (number) degrees, fly at FL/feet (number)*
Steady heading (number) degrees, maintaining FL/feet (number), UAS 21
* If below Transition Level, RPS to be given
10.63 QDMs or QTEs should be obtained at intervals as required to home aircraft
to the overhead.
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Overhead
U21, transmit for overhead
Transmitting for
overhead, U 21
U 21, indicating overhead, turn left/right
heading (number)
degrees
10.64 Two overhead indications are required (DF) to confirm aircraft overhead.
Outbound
U21, steady heading
(number) degrees
U 21, set QFE (number) hectopascal
QFE (number)
hectopascal set, U 21
U 21, descend to height (number) feet
Inbound Turn
10.65 The inbound turn is to be given at the end of the timed run. Turn should
normally be level; however, exceptionally, a turn may be given while in the descent but a minimum of 1000 ft obstacle clearance is to be maintained.
Inbound (Final Approach)
10.66 QDM checks are obtained until the aircraft is safely within the final approach
area, which should then be maintained.
U21, steady heading
(number) degrees
U 21, continue descent to MDH
U 21, maintain (number) feet, report aerodrome in
sight
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U 21, report aerodrome in
sight
Flameout Spiral Descent
10.67 In a real flameout situation, the appropriate emergency message will be
passed by the aircraft with a request for a flameout recovery (FO).
Initial Call
Markston Approach, Gauntlet 25,
position (number), FL/ Altitude (number), request PFO
Homing
Gauntlet 25, Markston Approach, set heading (number) degrees, report
steady, set QNH/QFE
(number) hPa
Steady heading (number)
degrees, QNH/QFE
(pressure) hPa set, Gauntlet 25
Gauntlet 25, pass altitude/ height with all transmissions
(Number) feet, Gauntlet
Gauntlet 25, the safety
height is (number) feet*,
report passing 8000 feet
and 4000 feet
(Number) feet, Gauntlet
Gauntlet 25, this will be a
left/right hand spiral from
the overhead**
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* Visiting aircraft are to be advised if significant high ground within 10 NM of the aerodrome.
** Direction of spiral should be as visual circuit in use.
Overhead
Gauntlet 25, transmit for
overhead
Transmitting for
overhead, (number) feet,
Gauntlet 25
Gauntlet 25, indicating
overhead, commence spiral left/right, report
cardinal headings with
height
Commencing spiral left/
right, (number) feet,
Gauntlet 25
Passing N/S/E/W, (number)
feet, Gauntlet 25
Gauntlet 25, continue
spiral
or,
Gauntlet 25, stop turn
heading (number) degrees
Gauntlet 25, recommence spiral left/right
Spiral left/right, (number) feet, Gauntlet 25
Passing 8000 feet,
Gauntlet 25
Passing 4000 feet, Gauntlet 25
Gauntlet 25, continue spiral, report breaking cloud
Breaking cloud, Gauntlet 25
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Gauntlet 25, approaching
safety altitude/height, aerodrome on your left/right, report visual Aerodrome in sight, Gauntlet 25
Gauntlet 25, continue
with Markston Tower
(frequency)
No Compass / No Gyro
10.68. If a controller observes an aircraft that does not appear to be tracking as
expected for the heading provided or notified by the pilot, the controller may suspect
that the aircraft has suffered a compass and/ or gyro failure. Initially, the controller will confirm the heading that the aircraft is following and thereafter may invoke the No Compass/No Gyro procedure.
(Callsign), confirm heading
(Callsign), heading (heading)
(Callsign), suspect unserviceable compass and gyro. Adopt no compass no gyro procedure, make all
turns rate one, start and
stop turns on the executive word now. [Is this a
practice?]
(Callsign), adopting [no compass or no gyro]
procedure, this is [not] a
practice
10.69 Once the procedure has been adopted turn instructions will be as follows:
(Callsign), turn [left or right] now
Turning [left or right], (callsign)
(Callsign), stop turn now
Stop turn, (callsign)
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Supersonic Flight
10.70 The phrase used to approve the commencement of a supersonic run is as
follows:
Gauntlet 25, cleared to accelerate, report supersonic and subsonic
Military Aerodrome Traffic Zones (MATZ) and Penetration Services
10.71 Comprehensive details of MATZ and the associated penetration service, including controlling aerodromes, contact frequencies and hours of watch, are contained in the UK AIP ENR Section, AICs, AIP Supplements or System
NOTAM.
10.72 While every effort will be made to ensure safe deconfliction, some civil
aircraft flying within the MATZ may not be known to controllers and therefore pilots should keep a careful look -out at all times.
10.73 Pilots requiring a MATZ, and where appropriate, ATZ penetration service
must establish two- way RTF communication on the appropriate frequency
with the aerodrome controlling the zone when 15 NM or 5 min flying time
from the boundary whichever is the sooner , and request approval to
penetrate the MATZ, and if appropriate ATZ. When requested by the
controller to ‘pass your message’ the pilot should pass the following information:
1. aircraft Callsign/Type ;
2. departure Point and Destination;
3. present Position;
4. level;
5. additional details/Intention (e.g. Flight Rules, Next Route Point) .
Westbury Approach, G -
ABCD, request MATZ and
ATZ penetration
G-ABCD, Westbury
Approach, pass your message
G-ABCD, Cessna 172,
from Borton to Walden,
over Middleton, altitude
2500 feet Wessex 1005,
VFR, tracking to Wells
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G-CD, MATZ and ATZ
penetration approved, at
1500 ft on Westbury
QNH/QFE 1001
MATZ and ATZ
penetration approved,
cross MATZ at 1500 ft on
Westbury QNH/QFE
1001, G -CD
G-CD, report entering
and leaving the MATZ
Wilco, G-CD
10.74 When it is not possible for the controller to approve a penetration of the ATZ,
the controller shall advise the pilot.
G-CD, MATZ penetration
approved, remain outside the ATZ
10.75 Whilst working a MATZ unit, pilots are expected to comply with any instructions issued by controllers and maintain a listening watch on the allocated RTF frequency. They should not change heading or level without
giving prior warning and should advise when leaving the MATZ. At some
MATZ units, the Zone controller is responsible for MATZ penetration services.
10.76 When crossing a CMATZ it is the responsibility of the pilot to ensure that clearance is obtained to transit each individual ATZ embedded therein. The
pilot, in their request for clearance to transit the CMATZ, may ask the
controller to obtain such clearance(s) on their behalf. When issuing any clearance to cross a CMATZ controllers will, where appropriate, articulate clearly any approval or otherwise to transit embedded ATZs.
G-CD, request penetration
of Westbury MATZ and ATZ and Eastbury ATZ
G-CD, penetration of
Westbury MATZ
approved. Remain
outside the Westbury and
Eastbury ATZ
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Military Safety Broadcast – Securité
10.77 Military ground stations may commence a broadcast message with
‘SECURITÉ SECURITÉ SECURITÉ’ (SEC- URI-TAY spoken three times) to
inform all traffic that the message contains information affecting safety, but
not an emergency situation. Aircraft acknowledgement is not required;
however, aircraft may contact the ground s tation to obtain further details.
SECURITÉ SECURITÉ
SECURITÉ, All traffic, Westbury
Approach, D527 now active for live
firing, surface to 2500 feet
Rate of Climb and Descent
10.78 The conditions of when a higher Rate of Climb and Descent (ROCD), that
exceeds the 8000fpm limit, can be applied to military aircraft are stipulated in
the Manual of Military Air Traffic Management. The phraseology that is to be
applied, in accordance with the airspace classification is contained within
Table 1.
Rate of Climb and Descent
Table 1
Phraseology Classification of
Airspace Definition
Climb / Descend G To require a pilot to climb / descend
with no restriction on ROCD
Climb / Descend A - E To require a pilot to climb / descend
but at a rate not exceeding 8000
fpm
Expedite G To require a pilot to climb / descend
at best rate but with no restriction
on ROCD
Expedite A - E To require a pilot to climb / descend
at best rate but not exceeding 8000
fpm
Expedite, no restriction
(at end of
transmission). A - E To require a pilot to climb / descend
at best rate and without any
restriction to their ROCD
No restriction (at end
of transmission) A - E To inform a pilot that they may, at
their own discretion, climb/descend
at best rate and without any
restriction to their ROCD
Climb / descend
restricted at 8000 fpm,
acknowledge All To instruct the pilot to climb /
descend at a rate not exceeding
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8000 fpm. Pilots must acknowledge
the ROCD restriction
For flights approved to manoeuvre in excess of standard ROCD .
Raider 21 operate in the
block FL XXX to FL XXX,
no restriction
Operate in the block FL
XXX to FL XXX, no
restriction, Raider 21
Air to Air Refuelling
10.79 The source document, National Standard Related Document United Kingdom
is to be referred to for the phraseology to be used when conducting Air to Air
Refuelling in the UK. The document is held on the Joint Air and Space Power
Community website, a link to which is found within NATO Standard ATP
3.3.4.2 Air-to-Air Refuelling – Chapter 5.
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Chapter 11: Phraseology Examples
Examples of Types of Flights
Introduction
11.1 An example of an IFR flight from one major airport to another, and an
example of a VFR flight from a provincial aerodrome to a landing site, are
given in graphic form in this Chapter. The latter then changes to an IFR flight
on departure again to illustrate the differences between Deconfliction Service and Traffic Service (see Chapter 6). The agencies are described in Figure 1.
Figure 1 Diagram Key
BIGJET 347 G-ABCD
GROUND/TOWER/APPROACH WRAYTON ACC
(CONTROL/INFORMATION)
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An IFR Flight
Start up
Figure 2 IFR – Start Up Approval
Stourton Ground, BIGJET
347, Radio check 118.3
Station calling Stourton Ground say again your
callsign
Stourton Ground,
BIGJET 347, radio check
BIGJET 347, Stourton
Ground, readability 5
BIGJET 347, stand 24, information bravo, QNH
1011 request start up
BIGJET 347, start up
approved
NOTE: The word ‘APPROVED’ is used – not ‘CLEARED ’.
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ATC Clearance
Figure 3 IFR – ATC Clearance
BIGJET 347 cleared to
Kennington via A1 at FL60,
squawk 5501
Cleared to Kennington
via A1 at FL60, squawk 5501, BIGJET 347
BIGJET 347, correct
NOTES:
1. The word CLEARED is introduced.
2. A full readback of a clearance is required.
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Pushback and Taxi
Figure 4 IFR – Pushback Approval
Ground, BIGJET 347,
request pushback
BIGJET 347, pushback
approved
NOTE: The word ‘APPROVED’ is used – not ‘CLEARED’.
Figure 5 IFR – Taxi Instructions
Ground, BIGJET 347,
information Charlie QNH
1011 request taxi
BIGJET 347, taxi holding
point G2 runway 24
Taxi holding point G2 runway 24, BIGJET 347
BIGJET 347, contact Stourton Tower 118.950
Stourton Tower 118.950,
BIGJET 347
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Pre-departure and Take -off
Figure 6 IFR – Departure Instructions and Line -up (i)
Stourton Tower, BIGJET
347, ready for departure
BIGJET 347, Stourton
Tower, after departure
climb straight ahead until passing altitude 2500 feet
After departure climb
straight ahead until passing altitude 2500
feet, BIGJET 347
BIGJET 347, runway 28
line up and wait. Vehicle
crossing upwind end of
runway
Line up and wait,
BIGJET 347
NOTES:
1. ‘DEPARTURE’ employed and not ‘TAKE- OFF’.
2. ‘CLEARED’ is not used in these cases – see next ‘Notes’.
3. Full readback is required for instructions to ENTER, LAND, TAKE -OFF
ON, BACKTRACK, HOLD SHORT OF, OR CROSS a runway.
4. ‘LINE UP AND WAIT’ (plus reason) is employed; ‘LINE UP’ (only) may
also be used.
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Figure7 IFR – Take -off Clearance
BIGJET 347, runway 28 ,
surface wind calm, cleared
for take -off
Runway 28 cleared for
take-off, BIGJET 347
NOTES:
1. TAKE- OFF – these words are only used when an aircraft is cleared for
TAKE- OFF or when TAKE- OFF clearance is cancelled.
2. TAKE- OFF clearance requires readback.
3. Use of CLEARED is restricted to:
a) ATC clearances.
b) Departure and Approach instructions.
c) Take -off and landing clearances.
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Figure 8 IFR – Airborne Report
BIGJET 347, contact
Wrayton Control 129.1
Wrayton Control 129.1, BIGJET 347
NOTE: Full readback of frequency change.
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En-Route
Figure 9 IFR – Departure Report
Wrayton Control, BIGJET
347, passing altitude 3000
feet Stourton QNH 1011
turning inbound Wicken
climbing FL60 requesting
FL280
BIGJET 347, Wrayton
Control, climb FL280 report reaching
Climbing FL280 Wilco,
BIGJET 347
NOTES:
1. Full readback of level instruction.
2. REPORT instruction employed.
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Figure 10 IFR – Position Report
BIGJET 347, Wicken 47
FL130 climbing FL280
Marlow 07
BIGJET 347, Roger
NOTE: Position report consists of:
1. aircraft identification.
2. position.
3. time.
4. level.
5. next position and ETA.
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Figure 11 IFR – Level Report
BIGJET 347, reaching FL280
BIGJET 347
NOTE: For passing instructions/reports regarding height/altitude or flight
level, use CLIMB(ING), DESCEND(ING), PASSING, REACHING or
LEAVING but not CLEARED/RE -CLEARED.
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Figure 12 IFR – Position Report
BIGJET 347, Marlow 08
FL280 Colinton 48
BIGJET 347
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Figure 13 IFR – Descent Clearance
BIGJET 347, request
descent
BIGJET 347, descend
FL120 cross Colinton
FL170 or above
Descending FL120 will cross Colinton FL170 or above, BIGJET 347
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Figure 14 IFR – ATC Request and Instruction
BIGJET 347, report your
level
BIGJET 347, passing
FL225
BIGJET 347, Roger. Are
you able to cross
Colinton at time 52 or later
Affirm, BIGJET 347
BIGJET 347, cross Colinton 52 or later
Cross Colinton 52 or later, BIGJET 347
NOTE: AFFIRM/NEGATIVE are used when a question requires a direct
answer.
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Figure 15 IFR – Pilot Request
BIGJET 347, Colinton 52
FL180 descending FL120 request direct North Cross for ILS approach at
Kennington
BIGJET 347, Roger.
Route direct to North
Cross. Descend FL60.
Report West abeam KTN
Direct North Cross
descend FL60. Wilco, BIGJET 347
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Figure 16 IFR – Descent to FL100
BIGJET 347, West abeam
Kennington 03 FL100
descending FL60 North
Cross 11
BIGJET 347, Roger.
Contact Kennington Approach 119.750
Kennington Approach 119.750, BIGJET 347
NOTE: FL100 spoken as “flight level WUN HUN DRED”
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Figure 17 IFR – Contacting Approach Control
Kennington Approach,
BIGJET 347, passing FL90
descending FL60
approaching North Cross information Golf
BIGJET 347, Kennington Approach, vectoring for ILS approach runway 28
ILS runway 28, BIGJET 347
BIGJET 347, Leave
North Cross heading 120
degrees
Leave North Cross
heading 120 degrees,
BIGJET 347
NOTE: Full readback of HEADING (and speed) instructions; also, runway
identifier.
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Figure 18 IFR – Vectoring for Approach
BIGJET 347, North Cross
FL60 heading 120 degrees
BIGJET 347, descend to altitude 2500 feet QNH 1011
Descend to altitude 2500 feet QNH 1011, BIGJET 347
BIGJET 347, position 10 miles northeast of Kennington
BIGJET 347
BIGJET 347, turn right
heading 190 degrees
base leg 14 miles
northeast of Kennington
Right heading 190 degrees, BIGJET 347
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Figure 19 IFR – Intercepting the Localiser
BIGJET 347, turn right
heading 240 degrees
Right heading 240
degrees, BIGJET 347
BIGJET 347, closing final
approach track from the
right 12 miles from
touchdown
BIGJET 347
BIGJET 347, closing the
localiser from the right, report established
Wilco, BIGJET 347
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Figure 20 IFR – Landing Clearance
BIGJET 347, localiser
established
BIGJET 347, cleared ILS
approach runway 28,
QNH 1008
Cleared ILS approach
runway 28, QNH 1008, BIGJET 347
BIGJET 347, contact
Kennington Tower
Kennington Tower
118.925, BIGJET 347
Kennington Tower, BIGJET 347, long final runway 28
BIGJET 347, Kennington
Tower, runway 28,
surface wind 240 10,
cleared to land
Runway 28 cleared to
land, BIGJET 347
NOTE: When passing surface wind; the words Surface, Wind and Degrees
may be omitted.
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Figure 21 IFR – Vacate the Runway
BIGJET 347, vacate
convenient right
Vacate right,
BIGJET 347
Figure 22 IFR – Runway Vacated
BIGJET 347, runway vacated
NOTE: VACATE runway and not CLEAR runway .
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A VFR/IFR Flight
11.2 This particular example is aimed at the pilot flying outside controlled airspace
under services provided by the military in the UK (Westbury) to show the slight differences that exist from civil ATS as portrayed in previous Chapters.
Engine Start and Departure Information
Figure 23 VFR – Start up and Taxi
Borton Tower, G -ABCD,
radio check 118.7
G-ABCD, Borton Tower,
readability 5
G-ABCD, Slingsby T67
starting, request
departure information
G-CD, departure runway
24 surface wind 220 6,
QNH 990 hectopascals temperature +6 dew point +3
Runway 24 QNH 997
hectopascals, G -CD
G-CD, negative. QNH
990 hectopascals
QNH 990 hectopascals,
G-CD
Borton Tower, G -ABCD, T67
at the south side hangars
G-CD, taxi holding point
G1 runway 24 via
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request taxi for VFR flight to
Walden taxiway Charlie QNH 990
hectopascals
Holding point G1 runway
24 via taxiway Charlie
QNH 990 hectopascals, request surface wind, G -
CD
G-CD, surface wind calm
G-CD, request departure
on runway 14
G-CD, taxi holding point
A1 runway 14
Taxi holding point A1
runway 14, G -CD
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1 July 2026 Chapter 11: Phraseology Examples - Page 23
Pre-departure and Take -off
Figure 24 VFR – Departure Instructions and Take -off Clearance
G-CD, ready for departure
request left turnout heading
330 degrees
G-CD, after departure,
left turn approved, climb not above altitude 2500 feet until reaching the
zone boundary
Left turn approved. Not
above altitude 2500 feet
until zone boundary, G -
CD
G-CD, runway 14,
surface wind 220 4,
cleared for take- off
Runway 14 cleared for take-off, G- CD
NOTES:
1. DEPARTURE used not TAKE- OFF.
2. APPROVED used not CLEARED.
3. Full readback of departure clearance.
4. Runway identified.
5. Readback of take- off clearance.
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1 July 2026 Chapter 11: Phraseology Examples - Page 24
Post Departure Flight
Figure 25 VFR – Departure Report
G-CD, contact Borton
Approach 118.750
Borton Approach
118.750, G -CD
Borton Approach, G -ABCD,
airborne runway 14 turning
left heading 330 degrees
climbing to altitude 2500 feet QNH 990 hectopascals, en –
route Walden
G-CD, Roger. Report
reaching 2500 feet
Wilco, G -CD
G-CD, reaching altitude 2500
feet
G-CD, Roger report at
the zone boundary
Wilco, G -CD
G-CD, zone boundary
changing to Wrayton
Information 125.750
G-CD, Roger, Wessex
988 hectopascals
Wessex 988
hectopascals, G -CD
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1 July 2026 Chapter 11: Phraseology Examples - Page 25
NOTES:
1. REPORT introduced.
2. CHANGING TO announces intention to change frequency.
3. Transmission of WESSEX Regional Pressure Setting is limited to
regional name and pressure.
En-route Flight
Figure 26 VFR – Request for Basic Service
Wrayton Information, G-
ABCD, request Basic Service
G-ABCD, Wrayton
Information, pass your message
G-ABCD, Cessna 172,
from Borton to Walden, 15 NM south of Wrayton, altitude 2500 feet
Wessex 988 hectopascals, tracking to Walden
G-CD, Roger. Basic
Service
Basic Service, G -CD
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1 July 2026 Chapter 11: Phraseology Examples - Page 26
G-CD, departed Seton at 38
request activate flight plan
G-CD, departure time 38
will activate flight plan
Wrayton, G- CD, request VHF
frequency for Westbury
G-CD, Westbury
Approach 119.725
G-CD, descending due
weather. Changing to
Westbury Approach
G-CD, Wessex 988
hectopascals
Wessex 988 hectopascals, G -CD
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1 July 2026 Chapter 11: Phraseology Examples - Page 27
Flight receiving Lower Airspace and MATZ Penetration Service
NOTE: Westbury is a military unit.
Figure 27 VFR – LARS Traffic Service Request
Westbury Approach, G -
ABCD, request Traffic
Service
G-CD, Westbury
Approach, pass your message
G-ABCD, Cessna 172
from Borton to Walden,
15 NM south of
Westbury, altitude 2500 feet Wessex 988 Hectopascals, tracking to
Wells, Squawking 7000
G-CD, squawk 6512
Squawk 6512, G -CD
G-CD, identified. Traffic
Service
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1 July 2026 Chapter 11: Phraseology Examples - Page 28
Traffic Service, G -CD,
Request MATZ and ATZ
penetration
NOTES :
1. Details of LARS and MATZ Penetration Service can be found in the UK
AIP, AICs and Temporary Supplements.
2. When crossing a CMATZ , it is the responsibility of the pilot to ensure
that permission is obtained to transit each individual ATZ embedded
therein. The pilot, in their request to transit the CMATZ, may ask the
controller to obtain such permission on their behalf. When issuing any approval to cross a CMATZ controllers will, where appropriate, articulate clearly any permission or otherwise to transit embedded
ATZs.
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1 July 2026 Chapter 11: Phraseology Examples - Page 29
Figure 28 VFR – MATZ and ATZ Penetration
G-CD, report level
G-CD, altitude 2500 feet
G-CD, descend to height
1500 feet for MATZ
penetration QNH/QFE
981 hectopascals
Descend to height 1500
feet QNH/QFE 981
hectopascals, G -CD
G-CD, reaching 1500 feet
G-CD, maintain 1500 feet
MATZ and ATZ
penetration approved
Wilco, MATZ and ATZ
penetration approved, G -
CD
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1 July 2026 Chapter 11: Phraseology Examples - Page 30
Figure 29 VFR – Join Request
G-CD, entering MATZ
reduced traffic information
from ahead as you approach
my radar overhead
G-CD, Roger. Request
join for one visual circuit
G-CD, Roger. Standby
G-CD, one visual circuit
approved maintain 1500 feet to overhead. Do you have the field in sight?
Maintain 1500 feet to overhead. G -CD field in
sight
G-CD, roger. Runway 27
right hand circuit height
1000 feet QNH/QFE 981
hectopascals
Runway 27 right hand
circuit height 1000 feet QNH/QFE 981
hectopascals, G -CD
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1 July 2026 Chapter 11: Phraseology Examples - Page 31
G-CD, request POB
G-CD, 1 POB
G-CD, contact Westbury
Tower 132.850
Westbury Tower
132.850, G -CD
NOTES:
1. Circuit direction is only given when circuit is not left -hand.
2. POB – Total number of Persons on Board.
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1 July 2026 Chapter 11: Phraseology Examples - Page 32
Flights in the Military Visual Circuit
Figure 30 VFR – Circuit Join
Westbury Tower, G -ABCD, 2
miles southeast height 1500
feet QNH/QFE 981
hectopascals to join for one
visual circuit
G-CD, Westbury Tower,
join overhead at 1500
feet for runway 27 right hand QNH/QFE 981
hectopascals circuit clear
Join overhead 1500 feet
runway 27 right hand
QNH/QFE 981
hectopascals, G -CD
G-CD, overhead 1500 feet
G-CD, report downwind
at 1000 feet one fast jet joining base leg to land
Wilco, G -CD
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1 July 2026 Chapter 11: Phraseology Examples - Page 33
Figure 31 – Military Visual Circuit Pattern
NOTES:
1. Downwind report is made abeam upwind end of runway. Aircraft
intentions are stated here.
2. ‘Final’ call is made just before turning base leg.
3. Military (jet) circuits tend to be relatively tight and are more oval -
shaped.
4. Military use ‘two in’, ‘three in’ etc. for number of aircraft present in the
visual circuit.
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1 July 2026 Chapter 11: Phraseology Examples - Page 34
Figure 32 VFR – Downwind
G-CD, downwind 1000 feet
request touch and go then
depart to the northwest.
G-CD, surface wind 250
5 one ahead to land.
G-CD, final gear down
G-CD, go around 500
feet deadside one on remaining
Go around 500 feet deadside, G -CD
NOTES:
1. Surface wind is passed at downwind position.
2. An aircraft with retractable undercarriage will be expected to call ‘gear down’ or three greens with the final call.
3. ‘Go Around’ see Chapter 10 and Chapter 4.
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1 July 2026 Chapter 11: Phraseology Examples - Page 35
Figure 33 IFR – Departure Instructions
G-CD, at upwind end of
runway turn right heading
295 climb to height 2000 feet
QFE 981 hectopascals
Upwind end of runway
right heading 295 climb
to height 2000 feet QFE
981 hectopascals, G -CD
Figure 34 IFR – Departure Report
G-CD, heading 295 climbing
to height 2000 feet
G-CD, contact Westbury
Approach 119.725
Westbury Approach
119.725, G -CD
NOTE: Full readback of clearance and frequency change.
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1 July 2026 Chapter 11: Phraseology Examples - Page 36
Flight Receiving Lower Airspace Radar Service (LARS) and Special Use
Airspace Information and Crossing Services
Figure 35 VFR – Requesting Deconfliction Service
Westbury Approach, G -
ABCD, heading 295
maintaining height 2000 feet
QFE 981 hectopascals
requesting Deconfliction Service
G-CD, Westbury
Approach, squawk ident.
What is your requested
level?
Ident G- CD, Request FL
G-CD identified,
Deconfliction Service, Danger Area 527 active will you accept a re -
route?
Deconfliction Service,
affirm, G- CD
G-CD, continue heading
295 climb FL 50
Heading 295 climbing
FL45, G -CD
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1 July 2026 Chapter 11: Phraseology Examples - Page 37
Figure 36 VFR – Report Leaving a MATZ
G-CD, leaving MATZ
G-CD
G-CD, reaching FL 50
G-CD, Roger I will be
turning you right in 7
miles to regain track
G-CD
NOTE: Report leaving a MATZ.
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1 July 2026 Chapter 11: Phraseology Examples - Page 38
Military Safety Broadcast - Securité
11.3 For details of the broadcast message ‘SECURITE’ see Chapter 10.
Callsign Prefix – ‘STUDENT’
11.4 On initial contact with Air Traffic Service Units (ATSUs) (including ATC
centres and aerodromes providing an ATC service, an Aerodrome FIS (AFIS)
or an AGCS), student pilots who do not yet hold a licence and who are flying
solo as part of their training are to prefix the air craft callsign with the word
‘STUDENT5’. Once acknowledged, it will not normally ne necessary for
student pilots to use the prefix in subsequent transmissions until making initial contact with other ATSUs, unless they feel they are being instructed to do something with which they are unfamiliar.
11.5 ATS personnel will acknowledge the initial call, again using the prefix, and
can be expected, in so far as is practicable, to make due allowance for the
limited experience and ability of student pilots in determining the pace and
complexity of instructions and/or information which are subsequently passed.
11.6 A solo student pilot experiencing an emergency and communicating with a
military unit, or the D&D Section shall use the ‘STUDENT’ prefix with the aircraft callsign as part of the distress or urgency message. A military ground
station or the D&D section receiving a distress or urgency message from a
student pilot may use this information on pilot experience to render the most appropriate assistance. (See also Chapter 8, Emergency Phraseology).
Figure 37 – Callsign Prefix ‘STUDENT’
MAYDAY MAYDAY MAYDAY WRAYTON CENTRE, STUDENT
G-ABCD, Piper
Cherokee Lost above
STUDENT G -ABCD Wrayton
Centre, Roger MAYDAY (any
pertinent information)
5 Although intended primarily for use by ab initio students, the prefix shall also be used in other
circumstances where, for example, the holder of a valid licence is returning to flying practice after a
significant absence and is undergoing renewal trainin g involving solo flight conducted as a student
under the supervision of a flight instructor.
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1 July 2026 Chapter 11: Phraseology Examples - Page 39
Flight Receiving Avoiding Action
Figure 38 Avoiding Action
G-CD, avoiding action, turn
left immediately heading 230
degrees traffic 12 o’clock 6 miles opposite direction no height information
Left heading 230
degrees, G -CD
NOTES . This type of avoiding action , when under Deconfliction Service, is
given at the controller’s discretion for late sighting/pop- up traffic.
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1 July 2026 Chapter 11: Phraseology Examples - Page 40
Figure 39 – Clear of Traffic
G-CD, clear of traffic, turn
right heading 340 degrees
direct for Walden
Right heading 340
degrees. Request
change to Wrayton
Information 125.750, G -
CD
G-CD radar service
terminated, squawk
conspicuity Freecall
Wrayton Information
Squawk conspicuity, G -
CD
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1 July 2026 Chapter 11: Phraseology Examples - Page 41
Flight Receiving En- Route Basic Service
Figure 40 VFR – En-route Reply to Pass Your Message
Wrayton Information, G-
ABCD, request Basic Service
G-ABCD, Wrayton
Information, pass your
message
G-CD, Cessna 172, from
Borton to Walden, 15 NM south of Westbury,
altitude 2500 feet
Wessex 1008, VFR tracking to Wells, request Walden weather
G-CD, Roger Basic
Service, standby for
weather
Basic Service, G -CD
G-CD, Walden weather
available, are you ready
to copy?
Affirm, G- CD
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1 July 2026 Chapter 11: Phraseology Examples - Page 42
G-CD, Walden 0950
weather runway 27,
surface wind calm, visibility 10 kilometres, nil
weather, few at 4000
feet, QNH 1008,
temperature +4. Dew
point +1
G-CD, QNH 1008,
changing to Wrayton
Centr e 121.5 for Practice
PAN
G-CD
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1 July 2026 Chapter 11: Phraseology Examples - Page 43
Flight Transmitting a Practice Pan
11.7 (121.5 – listen out before transmitting)
Figure 41 – Practice Pan Call
Practice Pan, Practice Pan,
Practice Pan, Wrayton Centre, G -ABCD
G-ABCD, Wrayton
Centre continue with Practice Pan
Wrayton Centre, G -
ABCD, Slingsby T67, simulating rough running engine, request diversion
to nearest aerodrome, 20
miles northwest of
Westbury, FL 50, turning
right heading 140
degrees, IMC rating, one
person on board
squawking 7000 with
Charlie
G-ABCD, Wrayton
Centre, squawk 7301
ident
7301 ident, G -ABCD
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1 July 2026 Chapter 11: Phraseology Examples - Page 44
Figure 42 VFR – Practice PAN – ATS surveillance system Identification
G-CD, identified 17 miles
northwest of Westbury, turn
right heading 165 for
Westbury for landing runway 09 surface wind 270 3 knots
Heading 165 for
approach to runway 09 at
Westbury, G -CD
G-CD, are you ready for
Westbury weather, 13
miles northwest of
Westbury
Wrayton, Westbury
weather not required cancelling Practice Pan,
G-CD
G-CD, Roger. Practice
Pan cancelled
G-CD, changing to
Walden Information
G-CD, squawk
conspicuity
Squawk conspicuity, G -
CD
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1 July 2026 Chapter 11: Phraseology Examples - Page 45
NOTES:
1. Use of the VHF International Emergency Service is detailed in the UK
AIP and AICs and Chapter 8, Emergency Phraseology.
2. Controllers are not required to pass position information when using
SSR to identify an aircraft in uncontrolled airspace. However, controllers
may pass position information to aircraft whenever they consider it necessary.
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1 July 2026 Chapter 11: Phraseology Examples - Page 46
Arrival Flight (Aerodrome FIS)
Figure 43 VFR - Arrival Flight (Aerodrome FIS)
Walden Information, G -
ABCD, Request join
G-ABCD, Walden
Information, pass your
message
G-ABCD, T67, 6 miles
southeast descending to height 1000 feet
G-CD, runway 27 QFE
986 hectopascals 1
aircraft in circuit, a PA 28
late downwind
Runway 27 QFE 986
hectopascals, joining via left base G -CD
G-CD, left base
G-CD roger, 1 Ahead, PA
28 Final
G-CD, roger
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1 July 2026 Chapter 11: Phraseology Examples - Page 47
G-CD, final
G-CD, runway occupied
with a PA28
G-CD, runway now
vacated, surface wind
270 10, land at your
discretion
G-CD, roger landing
G-CD
G-CD, runway vacated
NOTES:
1. Joining Information is provided by FISOs at aerodromes and the pilot
should position accordingly.
2. Joining Instructions are only issued where an ATC service is provided.
3. When taking off or landing, the pilot should state their intention when
options are available, e.g. landing/going around, taking off/ holding
position.
CAP 4 13
1 July 2026 Appendix 1: UK Differences from ICAO Radiotelephony Procedures - Page 1
Appendix 1:
UK Difference s from ICAO Radiotelephony
Procedures
A1 ICAO sets out standard international phraseology for communications
between air traffic services and pilots in several documents including Annex 10 Volume 2 (Communications Procedures) to the Convention on
International Civil Aviation and ICAO PANS -ATM (Procedures for Air
Navigation Services – Air Traffic Management) Doc. 4444.
A2 Where the ICAO standard phraseology may be misunderstood, or has
weaknesses in the UK environment, different phraseology has been specified
for use (and notified to ICAO). In the UK, air traffic service units and pilots are
expected to comply with the phraseology and procedures described in main
text of this document.
A3 When communicating with air traffic service units in other States pilots should
use phraseology and procedures set out by ICAO (subject to any differences
notified by that State)
A4 Significant differences between the ICAO standard phraseology and that
specified for use in CAP 413 are described in the table (below).
Source/
Additional
Information Details of ICAO/UK
Difference Reason/Remarks
Annex 10
See UK AIP GEN 1.7 Phraseology FLIGHT LEVEL
ONE ZERO ZERO (ICAO) is
not used in the UK. In the UK
flight levels ending in hundreds
are transmitted as HUNDRED
e.g. FLIGHT LEVEL ONE HUNDRED To avoid potential confusion
with adjacent flight levels and misidentification of
cleared levels e.g. FLIGHT
LEVEL ONE ZERO ZERO with FLIGHT LEVEL ONE ONE ZERO
Annex 10
See UK AIP GEN 1.7 In the UK, the name of either
the aircraft manufacturer, or name of the aircraft model, or
name of the aircraft category
(e.g. helicopter or gyrocopter) may be used as a
prefix to the callsign To aid recognition by the
ground station and/or other aircraft that the aircraft
transmitting is of a particular
category and may manoeuvre differently or require special handling
Annex 10
See UK AIP GEN 1.7 In the UK CONTACT shall
have the meaning “Establish
communications with...(your details have been passed)” This shortens a pilot’s first
call on the next ATS unit/ frequency, as they know they do not have to pass full
details
CAP 4 13
1 July 2026 Appendix 1: UK Differences from ICAO Radiotelephony Procedures - Page 2
Source/
Additional
Information Details of ICAO/UK
Difference Reason/Remarks
Annex 1 0
See UK AIP GEN
1.7 In the UK the additional term –
FREECALL shall have the
meaning “CALL (unit) (your
details have not been
passed)” This informs the pilot they
will have to pass full details to the next ATS unit/ frequency on first contact
ANNEX 10 and
PANS- ATM
See UK AIP GEN 1.7 RECLEARED (ICAO) is only
used in the UK for route
clearances and not for vertical
clearances The direction of vertical
movement, provided by
CLIMB and DESCEND , acts
as a check in some
circumstances when a pilot misinterprets a call not directed at them
Annex 10
See UK AIP GEN 1.7 The following method of
acknowledging receipt is not used in the UK.
‘The callsign of the aircraft followed if necessary by callsign of the aeronautical station’ (ICAO). (CALLSIGN)
ROGER is used in the UK The UK procedure is in
accordance with the examples in ICAO Doc 9432
(1990) Manual of
Radiotelephony, which are different to those described in ICAO Annex 10
Aeronautical
Telecommunications
PANS -ATM
See UK AIP GEN
1.7 In the UK an additional phrase,
LAND AFTER THE (Aircraft Type) is used This phrase may be used
under certain conditions and indicates that a preceding
aircraft is not clear of the runway
CAP 413 Chapter
4 NOTE:
phraseology used by Flight
Information
Service Officers at aerodromes and by controllers in relation to
specified
helicopter manoeuvres In the UK, additional phrases,
LAND AT YOUR DISCRETION and TAKE -OFF
AT YOUR DISCRETION are
used These phrases may be used
under certain conditions and indicate that a landing clearance or a take- off
clearance cannot be issued,
and any landing or take- off
is to be conducted at the pilot’s discretion
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1 July 2026 Appendix 1: UK Differences from ICAO Radiotelephony Procedures - Page 3
Source/
Additional
Information Details of ICAO/UK
Difference Reason/Remarks
Annex 10
See UK AIP GEN
1.7 The following method of
ending conversations is not used in the UK . ‘A
radiotelephone conversation
shall be terminated by the
receiving station using its own callsign’ (ICAO).
In the UK the word OUT is
used to indicate that the transmission has ended, and
no response is expected When there is little
possibility of confusion or misunderstanding, the word OUT is normally omitted
Annex 10
See UK AIP GEN 1.7 Radiotelephony Reply
Procedure In the UK under
certain circumstances the answering ground station may omit its callsign Omitting the ground station
callsign may reduce RTF congestion and therefore improve safety standards at busy ATC units
See UK AIP
Gen 1.7 Helicopter Phraseology
Additional radiotelephony terms for helicopter operations
are defined for use in the UK To reduce the possibility of
misunderstanding, several
additional terms pertaining
to rotary wing operations are
defined for use in the UK
Annex 10
See UK AIP GEN 1.7 Listening Watch on 121.5
MHz ICAO requirements for
Aeronautical Station Listening
Watch on VHF emergency channel 121.5 MHz are not applied in the UK VHF emergency channel
frequency
121.5 MHz is not routinely monitored at civil aerodromes; however, it is
monitored H24 at Area
Control Centres with
coverage over most of the UK above 3000 ft amsl
PANS ATM
See UK AIP GEN 1.7 For level changes and reports,
TO shall only be used in
connection with altitude or height, e.g. DESCEND TO ALTITUDE 3000 FEET . It is
not used when describing Flight Levels, e.g. CLIMB FLIGHT LEVEL 250 TO is not used in connection
with Flight Levels, in order to reduce the possibility of misunderstanding in circumstances where the
Flight Level includes the
figure two, e.g. FLIGHT LEVEL 220
PANS -ATM
See UK AIP GEN 1.7 ‘CRUISE CLIMB’ is not used
in the UK
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1 July 2026 Appendix 1: UK Differences from ICAO Radiotelephony Procedures - Page 4
Source/
Additional
Information Details of ICAO/UK
Difference Reason/Remarks
PANS -ATM
See UK AIP GEN
1.7 Avoiding Action
For avoiding action, the
following phraseology will be used: AVOIDING ACTION,
TURN LEFT (OR RIGHT) IMMEDIATELY HEADING (three digits). TRAFFIC (bearing by clock reference
and distance)
See UK AIP
GEN 1.7 Student Pilots
In the UK, pilots may hear the term ‘STUDENT’ as part of the
RTF callsign The use of this term has
been introduced to alert
controllers and other
airspace users to the
presence of student pilots flying solo
See UK AIP
GEN 1.7 and 3.3.3 Reduced Runway
Separations When using
ICAO reduced runway separation procedures, the
phraseology LAND AFTER
THE (aircraft type) will be
used. Full details of these
procedures are notified in GEN
CAP 4 13
1 July 2026 Appendix 1: UK Differences from ICAO Radiotelephony Procedures - Page 5
Source/
Additional
Information Details of ICAO/UK
Difference Reason/Remarks
See UK AIP
GEN 1.7 Unlawful Interference
Pilots of aircraft subject to
unlawful interference may hear
one or more of the following
phraseologies:
I AM INSTRUCTED BY HIS
MAJESTY’S GOVERNMENT
TO REFUSE ENTRY INTO
UNITED KINGDOM AIRSPACE/TO INFORM YOU
THAT LANDING
CLEARANCE HAS BEEN
REFUSED FOR ANY
AERODROME WITHIN THE
UNITED KINGDOM. WHAT
ARE YOUR INTENTIONS?
I AM INSTRUCTED BY HIS
MAJESTY’S GOVERNMENT
THAT YOU ARE TO HOLD
AT (fix or GPS position) AT
(level). ACKNOWLEDGE
See UK AIP
GEN 1.7 Approach Delays
If, for reasons other than weather, e.g. an obstruction on the runway, the extent of
approach delays is not known,
aircraft will be advised DELAY
NOT DETERMINED. As soon as it is possible for aircraft to
recommence approach
procedures, EAT’s will be issued
CAP 413
1 July 2026 Appendix 2: UK Civil/Military Radiotelephony Differences - Page 1
Appendix 2
UK Civil/Military Radiotelephony Differences
B1 For operational reasons there are several areas where UK military
phraseology differs from UK civil phraseology.
B2 Chapter 10 of this Manual details Military Specific Phraseology for specific
use by military controllers and military aircrew. The RTF described in Chapter 10 is complementary to NATO STANAG 3817. It is also complementary to
the remainder of CAP 413, as i t either differs from civil phraseology or there
is no equivalent civil phraseology, e.g. in the case of arrestor system
procedures.
B3 Although the RTF described in Chapter 10 is designed for use by military controllers and aircrew, civil pilots visiting military aerodromes will be
expected to be aware of the military phraseology shown in Chapter 10 and
comply with such instructions as m ay be issued by military controllers. Where
relevant, cross references from the remainder of CAP 413 to the equivalent military phraseology are provided for the assistance of civil pilots visiting
military aerodromes.
B4 Significant differences between UK civil and UK military phraseology are
described in the table below.
Details of Civil/Military Phraseology
Difference Civil Phraseology
Reference Military
Phraseology
Reference
Transmission of Frequencies
Civil usage is to transmit all 6 figures of a
frequency, except where the final 2 digits are
zero, in which case only the first 4 digits need be given.
For UHF channels military usage differs in that only the first five digits are pronounced Chapter 2 Chapter 10
Transmission of Time
Civil usage is that when transmitting time, only the minutes of the hours are normally
required. However, the hours should be
included if there is any possibility of confusion.
When aircraft check the time with the
appropriate military ATSU, time checks shall
be given to the nearest half -minute, or to the
second on request Chapter 2 Chapter 10
CAP 413
1 July 2026 Appendix 2: UK Civil/Military Radiotelephony Differences - Page 2
Details of Civil/Military Phraseology
Difference Civil Phraseology
Reference Military
Phraseology
Reference
Standard Words and Phrases
A small number of additional or amended
standard words and phrases are used by military pilots and controllers Chapter 2 Chapter 10
SSR Phraseology
Civil phraseology is ‘squawk Mayday’. Military phraseology is ‘squawk emergency’ or
‘squawk 7700’ Chapter 5 Chapter 10
NATO Studs and Common VHF
Frequencies Not used Chapter 10
Weather and Aerodrome Information Chapter 4 Chapter 10
Cancellation of Take -Off
When an aircraft is about to take- off or has
commenced the take- off run, and it is
necessary that the aircraft should abandon
take-off, a civil controller will instruct the
aircraft to cancel take- off or stop immediately
If a military controller is aware of a potential hazard to an aircraft about to start its take- off
run, the controller will instruct or signal the
aircraft to hold. If the aircraft has already started its take -off run, the controller will
inform the aircraft of the hazard. It is then the aircraft captain’s responsibility to decide the best course of action Chapter 4 Chapter 10
Phraseology for Joining the Visual Circuit/
Pattern via the Initial Point Not used Chapter 10
Visual Circuit Phraseology
If intending to land it is not necessary for a
civil pilot to include intentions in the downwind
report
Military pilots will state their intentions as part of the downwind report Chapter 4 Chapter 11
Landing Gear Position
At civil aerodromes it is not normal practice for pilots to report the gear position as part of the ‘final’ report
At military aerodromes pilots of aircraft with retractable landing gear will report the gear position as part of the request for an ATC clearance to use the runway Chapter 4 Chapter 10
CAP 413
1 July 2026 Appendix 2: UK Civil/Military Radiotelephony Differences - Page 3
Details of Civil/Military Phraseology
Difference Civil Phraseology
Reference Military
Phraseology
Reference
Phraseology for Arrestor Gear Positions
and Engagements Not used Chapter 10
Phraseology for Vertical Take -Off and
Landing (VTOL) Operations Not used Chapter 10
Flameout/Engine Failure – Aerodrome
Phraseology Not used Chapter 10
Phraseology for Precision Approach
Radar (PAR) Not used Chapter 10
PAR Azimuth Only/Surveillance Radar
Approach (SRA) Phraseology
There are a number of significant differences
between civil and military SRA phraseology Chapter 6 Chapter 10
ILS Phraseology
There are a number of significant differences between civil and military ILS phraseology Chapter 6 Chapter 10
Descent to Low Level Not used Chapter 10
Jamming Phraseology Not used Chapter 10
Speechless Procedures Not used Chapter 10
Missed Approach
Military phraseology for instructing an aircraft
to carry out a missed approach differs from civil phraseology Chapter 4 Chapter 10
Suspension of RT Procedures Not used Chapter 10
Trail Approaches Not used Chapter 10
Contact Lost Not used Chapter 10
Phraseology ‘Freecall’ and ‘Continue with’
‘Continue with’ is not used by civil controllers, whilst ‘Freecall’ is mainly used by military
controllers Chapter 2 Chapter 10
Aerobatics and General Handling Not used Chapter 10
Persons on Board (POB)
In civil usage POB may be added to a taxi
request, e.g. where a flight plan is not required and has not been filed.
Military pilots should transmit POB in
accordance with local or national orders Chapter 4 Chapter 10
Clearances with an Occupied Runway Chapter 4 Chapter 10
Formation Landing Clearances Not used Chapter 10
TACAN Specific Phraseology Not used Chapter 10
Radar Practice Forced Landing (PFL) Not used Chapter 10
CAP 413
1 July 2026 Appendix 2: UK Civil/Military Radiotelephony Differences - Page 4
Details of Civil/Military Phraseology
Difference Civil Phraseology
Reference Military
Phraseology
Reference
Controlled Descent through Cloud (QGH) Not used.
NOTE: A QGH
differs from the
VDF procedure
shown in Chapter
6 which is totally pilot interpreted. Chapter 10
Flameout Spiral Descent Not used Chapter 10
No Compass no Gyro Phraseology Not used Chapter 10
Supersonic Flight Not used Chapter 10
Details of Civil/Military Phraseology
Difference Civil Phraseology
Reference Military
Phraseology
Reference
MATZ Crossing Not used Chapter 10
Emergency Message
Emergency messages by military pilots are
different from civil usage Chapter 8 Chapter 10
(MMATM
ATM 3000)
CAP 413
1 July 2026 Biblio graphy - Page 1
Bibliography
ICAO Annex 10 Volume 2 Communication Procedures .
ICAO Document No. 4444 Procedures for Air Navigation Services – Air Traffic
Management
(PANS- ATM).
ICAO Document No. 8400 Procedures for Air Navigation Services – ICAO
Abbreviations and Codes (PANS -ABC) .
ICAO Document No. 9432 Manual of Radiotelephony .
CAP 32 UK Aeronautical Information Publication (AIP) ( All ‘ENR’ references are
contained herein) .
CAP 493 Manual of Air Traffic Services (MATS Part 1) .
CAP 797 Fight Information Service Officer Manual .
CAP 452 Aeronautical Radio Station Operator’s Guide.
CAP 774 UK Flight Information Services .
NATO Standing Agreements (STANAG) 3817 Standard R/T Phraseology to be used
for Air Traffic Control .
Military Aviation Authority Regulatory Publications, 3000 Series and Manual Military Air Traffic Management .
All CAA Publications are available from the CAA website at www.caa.co.uk/ publications .
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