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CAP 413

Radiotelephony Manual

Chapter 4 Page 37

NOTE 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.

(Offshore station callsign) (Aircraft
callsign) Beacon outbound

(this

indicates the pilot is using the NDB
as a navigational aid to take him
from overhead to a point where he
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

(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

Table 4

(Continued)

Helicopter

Response

31 March 2011

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Summary of Contents for 413

Page 1: ...CAP 413 Radiotelephony Manual Edition 20 www caa co uk Safety Regulation Group ...

Page 2: ......

Page 3: ...CAP 413 Radiotelephony Manual Edition 20 Safety Regulation Group 17 November 2011 ...

Page 4: ...on 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 Enquiries regarding the content of this publication s...

Page 5: ...CAP 413 Radiotelephony Manual Amendment Record Amendment Number Amendment Date Incorporated by Incorporated on 1 17 November 2011 CAA 17 November 2011 ...

Page 6: ...CAP 413 Radiotelephony Manual Amendment Number Amendment Date Incorporated by Incorporated on ...

Page 7: ...r 2011 Chapter 2 16 31 March 2011 Chapter 2 17 31 March 2011 Chapter 2 18 31 March 2011 Chapter 2 19 31 March 2011 Chapter 2 20 31 March 2011 Chapter 2 21 31 March 2011 Chapter 2 22 31 March 2011 Chapter 3 1 17 November 2011 Chapter 3 2 17 November 2011 Chapter 3 3 31 March 2011 Chapter 3 4 31 March 2011 Chapter 3 5 31 March 2011 Chapter 3 6 31 March 2011 Chapter 3 7 31 March 2011 Chapter 3 8 31 M...

Page 8: ... Chapter 6 15 31 March 2011 Chapter 6 16 31 March 2011 Chapter 6 17 31 March 2011 Chapter 6 18 31 March 2011 Chapter 6 19 31 March 2011 Chapter 6 20 31 March 2011 Chapter 6 21 31 March 2011 Chapter 6 22 31 March 2011 Chapter 6 23 31 March 2011 Chapter 6 24 17 November 2011 Chapter 6 25 31 March 2011 Chapter 6 26 31 March 2011 Chapter 6 27 31 March 2011 Chapter 6 28 17 November 2011 Chapter 6 29 17...

Page 9: ... 18 31 March 2011 Chapter 11 19 17 November 2011 Chapter 11 20 17 November 2011 Chapter 11 21 31 March 2011 Chapter 11 22 17 November 2011 Chapter 11 23 17 November 2011 Chapter 11 24 17 November 2011 Chapter 11 25 31 March 2011 Chapter 11 26 31 March 2011 Chapter 11 27 17 November 2011 Chapter 11 28 17 November 2011 Chapter 11 29 31 March 2011 Chapter 11 30 31 March 2011 Chapter 11 31 31 March 20...

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Page 11: ...finitions 1 Abbreviations 5 Chapter 2 Radiotelephony General Procedures 1 Introduction 1 Transmitting Technique 1 Transmission of Letters 2 Transmission of Numbers 3 Transmission of Time 4 Standard Words and Phrases 5 Callsigns for Aeronautical Stations 7 Callsigns for Aircraft 8 Military Aircraft Callsigns 10 Continuation of Communications 11 Corrections and Repetitions 13 Acknowledgement of Rece...

Page 12: ...al Call IFR flights 6 Initial Call VFR Flight 7 Passing Message Details 7 Position Reporting 8 Flight Plans 9 Low Visibility Procedures 10 Delays 10 Chapter 4 Aerodrome Phraseology Aerodrome Control Service Phraseology 1 Introduction 1 Type of Service 1 Departure Information and Engine Starting Procedures 1 Pushback and Powerback 2 Taxi Instructions 2 Pre Departure Manoeuvring 5 Take Off Clearance...

Page 13: ... Cross a Runway 29 Vehicles Towing Aircraft 30 Low Visibility Procedures 31 Messages regarding Safety of an Aircraft 31 Messages regarding Wildlife 31 Driver unsure of Position 31 Broken down Vehicle 31 Radio Failure 31 Aerodrome Air Ground Communication Service Phraseology 32 Introduction 32 Type of Service 32 Air Ground Station Identification 32 Phraseology and Examples 32 Offshore Communication...

Page 14: ...ogy 1 IFR Departures 1 VFR Departures 2 IFR Arrivals 3 VFR Arrivals 7 Special VFR Flights 8 Vectoring to Final Approach 9 Direction Finding DF 12 VDF Procedure 13 NDB L and VOR Procedures 17 Area Navigation Global Navigation Satellite System RNAV GNSS Phraseology 20 Surveillance Radar Approach SRA 21 Landing Altimeter Setting QNE 24 PAR Approach 24 Clearance to enter Control Zones CTR 24 Aerodrome...

Page 15: ...mergency Message 6 Imposition of Silence 6 Emergency Descent 7 Termination of Distress Communications and of RTF Silence 7 Chapter 9 Miscellaneous Phraseology Other Communications 1 Wake Turbulence 1 Wind Shear 1 AIRPROX Reporting 2 Oil Pollution Reporting 2 Interceptions by Military Aircraft 3 Aircraft Operating Agency Messages 3 Use of ATS Frequencies for Aircraft Operating Agency Messages 4 8 3...

Page 16: ...e Failure Aerodrome Phraseology 8 PAR Phraseology 9 PAR Azimuth Only SRA Phraseology 11 ILS Phraseology 12 Descent to Low Level 14 Jamming phraseology 14 Speechless Procedures 14 Military Missed Approach 16 Suspension of RT Procedures 17 Formations in Trail 17 Contact Lost 17 Freecall and Continue With 17 Aerobatics and General Handling 18 Passing the Number of Persons on Board POB 18 Clearances w...

Page 17: ...eceiving Lower Airspace Radar Service LARS and Danger Area Crossing Service DACS 28 Callsign Prefix STUDENT 30 Flight Receiving Avoiding Action 31 Flight Receiving En Route Basic Service 32 Flight Transmitting a Practice Pan 33 Arrival Flight Aerodrome FIS 35 Appendix 1 UK Differences to ICAO Radiotelephony Procedures Appendix 2 UK Civil Military Radiotelephony Differences Bibliography Index 17 No...

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Page 19: ...on in RFFS CAA Aerodrome Phraseology 4 2 3 2 Enhanced text for FISO phraseology regarding use of runway designators CAA Aerodrome Phraseology 4 5 5 2 Passing of traffic information and logistics information by an offshore aeronautical radio station CAA Aerodrome Phraseology 4 7 3 Removal of Absolute Minimum and addition of check your minima CAA Approach Phraseology 6 1 4 1 Correction to example of...

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Page 21: ...gy Addition of phraseology for crossing unserviceable stop bars Addition of phraseology for cancelling a landing clearance when reissue is anticipated in good time for a safe landing Use of Tow Approved added Radar Phraseology Barometric Pressure Setting Tool added ACAS TCAS phraseology is unchanged however entry is rewritten Approach Phraseology Transmit for DF added Miscellaneous Phraseology Rev...

Page 22: ...rformance Emergency Phraseology Addition of phraseology for use of Ballistic Recovery System Phraseology Examples Correction to phraseology for descend on the glidepath Appendix 1 Update of UK differences to ICAO Hectopascals and Negative I say again now in use Bibliography JSP 552 Military Air Traffic Service Regulations renamed ATM 3000 Manual of Military Air Traffic Management 17 November 2011 ...

Page 23: ...l details can be found in the United Kingdom Aeronautical Information Publication UK AIP Phraseology for air traffic controllers consistent with CAP 413 is also published in the Manual of Air Traffic Services CAP 493 1 2 5 CAP 413 is also a useful reference for those studying for the UK Flight Radiotelephony Operator s Licence 1 2 6 Candidates for JAA pilot and instrument rating examinations shoul...

Page 24: ...he document will be reissued as a new edition The edition number and amendment status of the current version are shown inside the front cover 1 5 4 When issuing amendments or a new edition significant changes to the text are indicated by the use of sideline revision marks 1 5 5 The revision date of an individual page can be determined from the date shown at the left footer When a new edition is pu...

Page 25: ... and the decision height or minimum descent height runway visual range and visual reference for landing which are the minimum for the operation of that aircraft at that aerodrome ANO Aerodrome Traffic All traffic on the manoeuvring area of an aerodrome and all aircraft flying in the vicinity of an aerodrome ICAO Aerodrome Traffic Zone Has the meaning assigned to it by Article 156 ANO 2005 Aeronaut...

Page 26: ...ns of an ATS surveillance system ICAO Automatic Terminal Information Service ATIS The automatic provision of current routine information to arriving and departing aircraft throughout 24 hours or a specified portion thereof ICAO Backtrack To taxi on a runway in use in the opposite direction to the aircraft s take off or landing direction Base Turn A turn executed by the aircraft during the initial ...

Page 27: ...he aircraft will arrive over the aerodrome For VFR flights the time at which it is estimated that the aircraft will arrive over the aerodrome ICAO Flight Information Service Officer FISO A Flight Information Service Officer at any aerodrome or area control centre Flight Level One of a series of levels of equal atmospheric pressure separated by notified intervals and each expressed as the number of...

Page 28: ...ed track ICAO Radar Approach An approach in which the final approach phase is executed under the direction of a controller using radar ICAO Radar Contact The situation which exists when the radar position of a particular aircraft is seen and identified on a situation display ICAO Reporting Point A specified geographical location in relation to which the position of an aircraft can be reported ICAO...

Page 29: ...cific headings based on the use of an ATS surveillance system ICAO VFR Flight A flight conducted in accordance with the visual flight rules RoA Visual Meteorological Conditions VMC Weather permitting flight in accordance with the Visual Flight Rules ANO 1 2 Abbreviations 1 2 1 The following abbreviations are those in common use in the United Kingdom If RTF transmission of an abbreviation is requir...

Page 30: ...ir Traffic Services outside Controlled Airspace AT VASIS Abbreviated T Visual Approach Slope Indicator System pronounced Ay Tee VASIS ATZ Aerodrome Traffic Zone C CAA Civil Aviation Authority CAVOK Visibility cloud and present weather better than prescribed values or conditions CAVOK pronounced Cav okay C S Callsign CDO Clearance Delivery Officer CMATZ Combined Military Aerodrome Traffic Zone CPDL...

Page 31: ...on Service Officer FL Flight Level Ft Foot feet G GAT General Air Traffic GBAS Ground based augmentation system pronounced GEE BAS GS Gliding School M GLONASS Global Orbiting Navigation Satellite System pronounced Glo NAS GMC Ground Movement Control GNSS Global Navigation Satellite System GPS Global Positioning System GRAS Ground based regional augmentation system pronounced GRASS H H24 Continuous...

Page 32: ...nge K Kg Kilogramme s kHz Kilohertz Km Kilometre s kt Knot s M MAPt Missed Approach Point MATZ Military Aerodrome Traffic Zone MDA H Minimum Descent Altitude Height MEDA Military Emergency Diversion Aerodrome MET Meteorological or Meteorology METAR Routine aviation aerodrome weather report MHz Megahertz MLS Microwave Landing System MOR Mandatory Occurrence Report N NATS National Air Traffic Servic...

Page 33: ...E Landing altimeter reading when subscale set 1013 hectopascals QNH Altimeter subscale setting to indicate elevation AMSL when on the ground and altitude in the air QTE True Bearing R RA Resolution Advisory see TCAS RCC Rescue Co ordination Centre RPS Regional Pressure Setting RTF Radiotelephone Radiotelephony RVR Runway Visual Range RVSM Reduced Vertical Separation Minima pronounced Ahh Vee Ess E...

Page 34: ...actical Weapons Unit M U UAS Upper Airspace UAS University Air Squadron M UHF Ultra High Frequency UIR Upper Flight Information Region USAF United States Air Force M UTC Co ordinated Universal Time V VASIS Visual Approach Slope Indicator System pronounced VASIS VDF Very High Frequency Direction Finding Station VFR Visual Flight Rules VHF Very High Frequency 30 to 300 MHz VMC Visual Meteorological ...

Page 35: ... too close to the microphone ii touching the microphone with the lips or iii holding the microphone or boom of a combined headset microphone system c Use a normal conversation tone speak clearly and distinctly d 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 e Ma...

Page 36: ...ation is getting ready to reply to the initial call 1 3 Transmission of Letters 1 3 1 The words in the table below shall be used when individual letters are required to be transmitted The syllables to be emphasised are underlined Table 1 Letter Word Appropriate pronunciation A Alpha AL FAH B Bravo BRAH VOH C Charlie CHAR LEE D Delta DELL TAH E Echo ECK OH F Foxtrot FOKS TROT G Golf GOLF H Hotel HO...

Page 37: ...s and frequencies each digit shall be transmitted separately examples of this convention are as follows Table 2 Numeral or numeral element Latin alphabet representation 0 ZERO 1 WUN 2 TOO 3 TREE 4 FOWER 5 FIFE 6 SIX 7 SEVEN 8 AIT 9 NINER Decimal DAYSEEMAL Hundred HUN DRED Thousand TOUSAND Table 3 Number Transmitted as Pronounced as BAW246 Speedbird Two Four Six SPEEDBIRD TOO FOWER SIX FL100 Flight...

Page 38: ...l is not used in RTF Military phraseology for identifying UHF frequencies appears in Chapter 10 paragraph 2 1 1 4 5 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 1 5 Transmission of Time 1 5 1 When transmitting time only the minutes of the hour are normally required Howeve...

Page 39: ...he 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 mai...

Page 40: ... 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 requested information REQUEST I should like to know or I wish to obtain ROGER I have received all your last transmission Note Und...

Page 41: ...ate of competency to operate radio equipment on aviation frequencies from the CAA 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 1 7 3 It is an offence to use a callsign fo...

Page 42: ...sfactory 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 his aircraft if it has first been abbreviated by the aeronautical station Represents a Type C callsign The name of either the aircraft manufacturer or name of aircraft model or name of the aircraft cate...

Page 43: ...le 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 1 8 9 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 f...

Page 44: ...umber Callsigns The Pilot Number Callsign system is based on a 2 or 3 figure pilot number suffix to a 3 letter callsign root e g VYJ 44 or CWP 186 Callsign Root Each major FTU is allocated one CAA approved fixed 3 letter callsign root Four individual trigraphs are allocated to the UASs one to all AEFs and one to all GSs Pilot Numbers Pilot Numbers are allocated as follows Where possible a Pilot Nu...

Page 45: ... requiring a flight plan to be fed into the civil air traffic system should have a military identifier as an element of the callsign as detailed in single Service regulations 1 9 8 Callsign Abbreviation Once positive contact has been established and provided no possibility of confusion exists callsigns may be abbreviated as follows For transit flights a military identifier followed by whatever the...

Page 46: ...ual stations are subsequently called upon to acknowledge receipt 1 10 4 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 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 All stations Wrayton control Colinton VOR on test Table 10 Phrase ...

Page 47: ...n instructions should be passed in a single message Items which require a read back should normally be passed in a separate transmission before transfer 1 13 2 If no further communication is received from the pilot after an acknowledgement satisfactory transfer of communication may be assumed 1 13 3 An aircraft will normally be advised by the appropriate aeronautical station to change from one rad...

Page 48: ...d subsequent to 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 of...

Page 49: ... Active Runway SSR Operating Instructions Altimeter Settings including units when value is below 1000 hectopascals VDF Information Frequency Changes Type of ATS Service Transition Levels 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 55...

Page 50: ...restriction unless it is reiterated with the revised clearance 1 14 10 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 effe...

Page 51: ...The hazardous condition may be reported by an outside agency 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 instructed by He...

Page 52: ...t should advise the ATS unit and give an indication of when he intends to comply 1 17 2 If an ATS unit wishes to indicate that time of compliance is at the pilot s discretion the ATS message will include the phrase when ready 1 17 3 If an ATS unit 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 ph...

Page 53: ...hen 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 shall attempt to establish communication with other aircraft or other aeronautical stations on frequencies appropriate to the route d The pilot may ...

Page 54: ...er 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 1 19 Test Transmissions 1 19 1 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 ...

Page 55: ... and AD which also details those periods set aside for maintenance 1 22 2 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 1 22 3 When normal communications from an aeronautical station to an aircraf...

Page 56: ...ge The categories of messages handled by the aeronautical mobile service are in the following order of priority a Distress messages See Chapter 8 Emergency Phraseology b Urgency messages c Communications relating to direction finding See Chapter 6 paragraph 1 7 d Flight safety messages See Chapter 9 paragraph 1 6 e Meteorological messages See Chapter 4 paragraph 7 f Flight Regularity messages See ...

Page 57: ...re confusion or ambiguity may result 1 1 5 The following words may be omitted from transmissions provided that no confusion or ambiguity may result a Surface and knots in relation to surface wind direction and speed b Degrees in relation to surface wind direction c Visibility cloud and height in meteorological reports d over Roger and out 1 1 6 The excessive use of courtesies should be avoided 1 2...

Page 58: ...ansmission of Regional Pressure Setting Wessex limited to regional name and pressure 1 2 3 1 In the following examples the operations of climbing and descending are interchangeable and examples of only one form are given G CD report your level G CD maintaining FL65 G CD descend FL45 Descend FL45 G CD G CD report your level G CD maintaining altitude 2500 feet Wessex 998 hectopascals G CD descend to...

Page 59: ...ntain altitude 2500 feet Maintaining altitude 2500 feet G CD G CD climb FL70 Climb FL70 G CD 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 at FL210 Stop descent at FL210 BIGJET 347 BIGJET 347 descend FL150 ...

Page 60: ...craft has actually departed from that level and is maintaining a positive rate of climb or descent in accordance with published procedures 1 2 5 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 his own separation from other ...

Page 61: ...AS the phraseology to be used by the controller is 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 ...

Page 62: ... Current or passing level PLUS d 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 1 4 2 Subsequent Frequency Changes Unless otherwise instructed or paragraph 1 4 1 applies when changing com...

Page 63: ...6 Passing Message Details 1 6 1 Flights on or in the vicinity of an aerodrome 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 in Chapter 4 1 6 2 En route flights Generally the format of this call is applicable to aircraft operating under Visual Flight Rules VFR Howeve...

Page 64: ...ification b Position c Time d Level e Next position and ETA 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 Westbury Approach G ABCD request Basic Service G ABCD Westbury Approach pass your message...

Page 65: ...timated time at entry point f Route and point of first intended landing g True airspeed h Desired level on airway or advisory route 1 8 3 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 G ABCD mid channel 25 Altitude 3500 Greenpoint 40 G ABCD BIGJET 347 next report at Colinton Wilco BIGJET 347 BIGJET 347 o...

Page 66: ... an aircraft is required to hold before making an approach the expected delay shall be passed to the pilot 1 10 2 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 1 10 3 If for reasons other than weather e g an obstruction on the runway the extent of the delay is not ...

Page 67: ...troller 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 31 March 2011 ...

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Page 69: ...egories In this section the examples are confined to those used by air traffic controllers 1 2 2 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 Offi...

Page 70: ...raft 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 prevailing traffic Taxi clearances should wherever possible be noted down by pilots NOTE POB total persons on board may be added e g where a flight plan is not required and ...

Page 71: ...BCD 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 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...

Page 72: ... subject to aircraft which are landing or taking off The conditional clearance shall contain sufficient 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 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...

Page 73: ...ances and the serious consequences that could result 1 6 2 At busy aerodromes with a separate ground and tower function aircraft are usually transferred to the tower frequency at or approaching the holding point 1 6 3 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 G CD ...

Page 74: ...if there is a significant difference to that already passed 1 7 3 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 ...

Page 75: ... clearances are only to be provided subject to conditions specified by the relevant authority 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 relate to one movement only and in the case of landing traffic this must be the first aircraft on approach A co...

Page 76: ...ed centre line After departure track extended centre line BIGJET 347 BIGET 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 C...

Page 77: ...paragraph 3 4 1 7 14 When a pilot abandons take off he should as soon as practicable inform the tower that he is doing so Likewise as soon as practicable he should inform the tower of the reasons for abandoning take off if applicable and request further manoeuvring instructions G CD Cleared for take off Cleared for take off G CD BIGJET 347 take off immediately or vacate runway Taking off BIGJET 34...

Page 78: ...s established receipt of the broadcast should be acknowledged in the initial call to an aerodrome 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 Figure 1 Designated positions in the traffic circuit Position 1 Aircraft reports on Downwind leg Position 2 Aircraft...

Page 79: ...on prevailing traffic conditions and the direction from which an aircraft is arriving it may be possible to make a straight in approach 1 8 5 The pilot having joined the traffic circuit makes routine reports as required by local procedures 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 heig...

Page 80: ... and go i e the aircraft lands continues rolling and takes off without stopping 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 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 G CD extend downwind number 2 number 1 is a Cherokee left hand downwind Extend downwind number ...

Page 81: ...ing touch and go low approach clearance will include the runway designation G CD runway 34 cleared touch and go surface wind calm Runway 34 cleared touch and go G CD 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 G CD downwind to land G CD report final G CD final G CD runway 34 cleared to land surface wind 270 7 ...

Page 82: ...a preceding landing aircraft has vacated the runway provided that a 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 b it is during daylight hours c the preceding landing aircraft is not required to backtrack in order to vacate the runway d the controller is satisfied that the landing aircraft wi...

Page 83: ...erating on QNH 1 9 9 2 Where the aircraft is known to be operating on QFE the instruction is as follows 1 10 Missed Approach 1 10 1 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 1 10 2 An aircraft on an instr...

Page 84: ... 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 G CD going around G CD Roger BIGJET 347 vacate left Vacate left BIGJET 347 BIGJET 347 when vacated contact Ground 118 350 When vacated Ground ...

Page 85: ...raph 3 7 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 fire facilities reduced to category number 17 November 2011 ...

Page 86: ...m that used by controllers A FISO at an aerodrome provides a service to give information useful for the safe and efficient conduct of flights in the Aerodrome Traffic Zone 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 FISO is not permitted to issue instructions or advice to pilots of his own vol...

Page 87: ...rn left from the apron and take the first intersection right Aircraft callsign after the aircraft type passing e g left to right taxi holding point designation runway designation surface wind number degrees number knots QNH QFE pressure hectopascals left right hand circuit Aircraft callsign follow the aircraft type position of aircraft Aircraft callsign hold position Note FISOs are permitted to pa...

Page 88: ... has continuous sight of the vehicle or aircraft crossing When airborne Aircraft callsign roger report downwind or position Aircraft wishes to transit the ATZ Aircraft callsign traffic and aerodrome information report entering overhead leaving Aircraft wishes to enter the ATZ for landing Aircraft callsign runway designation left right hand circuit surface wind number degrees number knots QNH QFE p...

Page 89: ...CD Hold position Holding G CD G CD Take off at your discretion surface wind 270 degrees 15 knots Taking off G CD G CD Traffic is a Cessna 172 base leg take off at your discretion surface wind 270 15 Taking off G CD G CD Via C2 take off at your discretion surface wind 270 15 Via C2 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 r...

Page 90: ...CD Roger traffic is a Cessna 172 base leg report final Wilco G CD G CD Final G CD Roger Cessna 172 ahead on final Roger G CD G CD Land at your discretion surface wind 050 10 knots Roger G CD G CD after the Cessna 172 taxiing right to left taxi to the aero club via taxiway Charlie Roger after the Cessna 172 taxi to the aero club via taxiway Charlie G CD 31 March 2011 ...

Page 91: ...ircraft 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 see phraseology examples paragraphs 3 8 5 and 3 8 6 3 3 Helicopter Phraseology for Taxiing 3 3 1 These procedures ar...

Page 92: ...ange 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 3 4 Helicopter Phraseology for Take Off and Landing ATC only 3 4 1 At aerodromes helicopter take offs and landings may not be restricted to designated runways or landing areas With approp...

Page 93: ...int H1 runway 06 via taxiway Golf G ABCD Note The use of taxi indicates the pilot is free to air taxi or ground taxi at his her discretion Borton Tower G ABCD request Air Taxi for departure runway 06 G CD Borton Air Taxi holding point H1 runway 06 via taxiway Golf Air Taxi holding point H1 runway 06 via taxiway Golf G CD Borton Tower G ABCD request ground taxi for departure runway 06 G ABCD Borton...

Page 94: ...hangars ready for direct departure to Walden Helicopter CD Borton direct departure surface wind 060 10 QNH 997 hectopascals no reported traffic Take off at your discretion Taking off departing direct QNH 997 hectopascals Helicopter CD Borton Tower Helicopter G ABCD 5 miles east inbound to land Eastern Apron Helicopter CD Borton route to the eastern apron via the Power Station report at the Power S...

Page 95: ...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 1 4 The examples that follow are applicable to air traffic controllers and FISOs at aerodrome...

Page 96: ... FISO may include the instruction hold short to reinforce the point beyond which the vehicle may not proceed 4 2 5 Permission to proceed on the apron may include instructions to ensure safe operations 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 ...

Page 97: ...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 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 proceed holding poin...

Page 98: ...duced 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 Checker 1 holding point Charlie 1 request enter runway 05 for surface inspection Checker 1 via holding point Cha...

Page 99: ...troller FISO immediately and follow instructions 4 9 Broken down Vehicle 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 4 10 Radio Failure In the event of a radio failure drivers should follow the procedures for their aerodrome and comply ...

Page 100: ... 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 Phraseology for aerodrome air traffic controllers may be found in Chapter 4 paragraph 1 ...

Page 101: ...gn runway designation left 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 report...

Page 102: ...lining up and taking off G CD Roger surface wind 230 degrees 10 knots G CD leaving the circuit to the west Will report when re joining 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 1...

Page 103: ... 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 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 G CD ready to cross runway 15 G CD Roger no reported traffi...

Page 104: ... 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 app...

Page 105: ...t 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...

Page 106: ...rtical datum i e relative to the true horizon and be expressed in relation to the vessel s heading 5 5 4 2 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 a...

Page 107: ...s specific joining and circuit procedures exist for some aerodromes pilots should refer to the UK AIP to establish the procedure to be followed 6 1 6 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 Optiona...

Page 108: ...raft either in the air or on the ground may be restricted Borton Traffic G ABCD LINING UP for departure Runway 09 Borton Traffic G ABCD 10 miles southwest JOINING OVERHEAD Borton Traffic G ABCD Overhead joining for Runway 09 if determined This transmission is optional and may be advisable depending on other traffic in the vicinity Borton Traffic G ABCD Dead side descending Runway 09 This transmiss...

Page 109: ...ascertain the runway in use continue circling overhead When runway and circuit direction are ascertained begin letting down on the dead side If required report DEAD SIDE DESCENDING Note Once the circuit direction has been established all turns must be in the circuit direction Position to cross within the upwind threshold at circuit height Watch for aircraft taking off as they could pose a hazard W...

Page 110: ...ned in UK AIP GEN section Information on military aerodromes and weather information is in Chapter 10 paragraph 3 3 7 2 Voice Weather Broadcast VOLMET UK 7 2 1 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 7 2 2 The con...

Page 111: ...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 ...

Page 112: ...vailable information will be passed to aircraft likely to be affected 7 4 2 When reports are based on inspections of the runway surface made by the aerodrome authority the presence or otherwise of surface water on a runway will be assessed over the most significant portion of the runway i e the area most likely to be used by aircraft taking off and landing NOTE This area may differ slightly from o...

Page 113: ...ture NOTE If there is sufficient moisture to produce a surface film or the surface appears reflective the runway will be reported as WET WET The surface is soaked but no significant patches of standing water are visible NOTE Standing water is considered to exist when water on the runway surface is deeper than 3mm Patches of standing water covering more than 25 of the assessed area will be reported...

Page 114: ...uency employed are published in the UK AIP 7 5 3 ATIS broadcasts which should be no more than thirty seconds duration will include all or part of the elements of the information shown in the Manual of Air Traffic Services Part 1 Section 3 Paragraph 11 7 in the order listed 7 5 4 Example of ATIS broadcast This is Stourton Approach Information Alpha 0850 hours weather Runway 28 240 degrees 12 kt 10 ...

Page 115: ... 3 In a radar environment heading information given by the pilot and heading instructions given by controllers are normally in degrees magnetic 1 2 Radar Identification of Aircraft 1 2 1 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 ...

Page 116: ...t to be lost and appropriate instructions given 1 3 Secondary Surveillance Radar Phraseology 1 3 1 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 G CD report heading ...

Page 117: ...Confirm squawk Confirm the code set on the transponder 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 Charlie Select altitude reporting feature Check altimeter setting and confirm level Check pressure setting and confirm your level Stop squawk Charlie Deselect ...

Page 118: ...notice should be provided between 5 10 NM or 3 000 6 000 ft prior to the boundary of controlled airspace ii the type of ATS that will subsequently be provided unless the aircraft is co ordinated and transferred to another ATS unit before crossing the boundary of controlled airspace BIGJET 347 check altimeter setting 1013 set BIGJET 347 BIGJET 347 confirm transponder operating BIGJET 347 negative t...

Page 119: ...e of service Leaving controlled airspace what service do you require Leaving controlled airspace type of service BIGJET 347 for spacing turn left heading 050 degrees Left heading 050 degrees BIGJET 347 BIGJET 347 continue present heading Continue heading BIGJET 347 BIGJET 347 report heading BIGJET 347 heading 050 degrees BIGJET 347 continue present heading and report that heading Continue heading ...

Page 120: ...SIXTY TURN 1 6 Traffic Information and Avoiding Action Phraseology 1 6 1 Whenever practicable information regarding traffic on a possible conflicting path should be given in the following form a relative bearing of the conflicting traffic in terms of the 12 hour clock with the optional prefix left or right as appropriate or if the aircraft under service is established in a turn the relative positi...

Page 121: ...er exists 1 6 4 Avoiding action to be taken by the pilot is given when the controller considers that an imminent risk of collision will exist if action is not taken immediately or G CD traffic west 5 miles tracking east indicating 1000 feet below cleared level G CD traffic south 5 miles tracking east indicating similar height G CD traffic 10 o clock 6 miles crossing left to right height unknown fa...

Page 122: ... with a clearance as a result of a TCAS alert In these circumstances the pilot should report when clear of the TCAS conflict 1 7 5 The pilot should report a TCAS manoeuvre even if it was not possible to notify the controller that a resolution advisory had occured 1 8 Communications and Loss of Communications When a controller suspects that an aircraft is able to receive but not transmit messages t...

Page 123: ...s than the normal separation the ETA for the reporting point nearest to where the aircraft will cross levels and d Any alternative clearance 1 9 2 The controller will also advise the pilot when there is no reported traffic and may provide a time check as required 1 10 Danger Area Crossing Service Danger Area Activity Information Service 1 10 1 In flight information on the status of Danger Areas DA...

Page 124: ... the DA is published as active and that there is activity taking place Where there is no possibility of confusion the number of the DA may be replaced by the name e g Danger Area Loudwater 1 10 3 3 When a DA is notified as not active or is notified as active and it has been confirmed that there is no DA activity taking place the DACS unit may provide a clearance for the aircraft to cross the DA Wh...

Page 125: ...place Where a DACS is also available for the DA the pilot may be provided with the appropriate frequency In RTF transmissions DAAIS is pronounced DAY ES 1 10 4 3 Alternatively the service unit will advise the pilot that the DA is not active When used by a DAAIS unit not active means that from the latest information available to the unit the DA is not notified as active 1 10 5 Full details of DACS ...

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Page 127: ...e initial climb level will be the first level specified in the profile 1 1 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 ex...

Page 128: ...fic instructions in the clearance to leave the control zone 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 Borton Approach G...

Page 129: ...end FL50 Direct to North Cross descend FL50 BIGJET 347 Kennington Approach BIGJET 347 BIGJET 347 Kennington Approach pass your message BIGJET 347 from Stourton 25 miles southeast Kennington IFR FL125 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 FL85 or below Cleared from 10 miles southeas...

Page 130: ...ET 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 BIGJET 347 BIGJET 347 outer marker BIGJET 347 runway 28 cleared to land surface wind 280 8 Runway 28 cleared to land BIGJET 347 Kennington Approach G DCAB G DCAB Kennington Approach pass your message G DCAB PA 31 inbound from Sto...

Page 131: ...ay 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 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 9 31 ...

Page 132: ...und track d Right or left turns e Time of leg 1 3 5 Holding information for VOR DME substitutes DISTANCE for TIME in e above Tower 118 9 G AB G AB contact tower 118 9 for final 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 BIGJET 347 hold at North Cross FL60 expect onward clearance at time 40 Ho...

Page 133: ...seology for joining the aerodrome traffic circuit is detailed in Chapter 4 paragraph 1 8 Kennington Approach G DCDN Request join G DCDN Kennington Approach pass your message G DCDN C172 inbound from Stourton VFR 2500 feet Wessex 1011 estimating zone boundary 52 Kennington 02 information golf G DN cleared from the zone boundary to Kennington VFR not above 2500 feet Kennington QNH 1012 Traffic is a ...

Page 134: ...with the relevant low flying restrictions of Rules 5 and 6 of the Rules of the Air Regulations 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 e is responsible for avoiding aerodrome traffic z...

Page 135: ...nd MLS an MLS approach is referred to as a Microwave Approach in RTF communication 1 6 3 In the following example an identified aircraft inbound to Kennington is given radar vectors to the ILS Where applicable Microwave is shown in brackets to indicate appropriate MLS phraseology Figure 1 Radar vectors to an ILS approach Kennington Approach BIGJET 347 FL60 information golf BIGJET 347 Kennington Ap...

Page 136: ...011 number 4 in traffic Descend to altitude 2500 feet QNH 1011 BIGJET 347 BIGJET 347 position 10 miles northeast of Kennington This is a right hand circuit for runway 28 BIGJET 347 BIGJET 347 turn right heading 190 degrees base leg no ATC speed restrictions Right heading 190 degrees No speed restriction BIGJET 347 BIGJET 347 12 miles from touchdown turn right heading 240 degrees closing localiser ...

Page 137: ...al 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 1 6 6 Military ILS phraseology appears in Chapter 10 paragraph 3 13 BIGJET 347 for spacing make a 360 turn left 360 turn left BIGJET 347 BIGJET 347 for spacing turn left heading 220 degrees Left heading 220 degrees BI...

Page 138: ... bearing True bearing Approach G ABCD request True bearing or QTE G ABCD The direction finding station will reply in the following manner a The appropriate phrase or Q code b The bearing or heading in degrees in relation to the direction finding station c The class of bearing Class may be omitted after passing the initial bearing d The time of observation if necessary 1 7 2 Controllers may request...

Page 139: ...e is totally pilot interpreted 1 8 3 The pilot employs a series of QDMs to home to the VDF overhead positioning himself to arrive from a direction which will entail the minimum of manoeuvring in the overhead to proceed outbound on the specified track 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 Bo...

Page 140: ...leg ends with a turn normally level onto the final approach QDM 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 G CD request QDM G CD G CD no bearing G CD overhead turning outbound G CD report descending in the procedure QNH 1010 Wilco QNH 1010 G CD G ...

Page 141: ...urn to achieve the final QDM G CD QDM 345 G CD descending outbound QDM 345 G CD G CD Roger report base turn complete Wilco G CD G CD request QDM G CD G CD QDM 355 QDM 355 G CD 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 G CD continue approach report visual QNH 1011 31 March 2011 ...

Page 142: ...ed at the missed approach point which is normally the VDF overhead 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 118 7 Tower 118 7 G CD G CD request QDM G CD G CD no bearing G CD nothing seen going around 31 March 2011 ...

Page 143: ...ng the holding pattern are considered to be part of the holding procedure 2 Aircraft engaged in holding for training purposes should notify the controller on the commencement of the penultimate hold e g G CD on completion of this hold request commence approach Borton Approach G ABCD inbound Borton information Delta G ABCD Borton Approach pass your message G ABCD T67 20 miles south of Borton FL80 I...

Page 144: ... beacon when commencing the outbound portion of the procedure Cleared for NDB DME approach runway 34 Wilco G CD G CD beacon outbound G CD report base turn complete QNH 1015 Wilco QNH 1015 G CD G CD base turn complete G CD report at 4 DME Wilco G CD G CD 4 DME G CD Roger contact Tower 118 7 Tower 118 7 G CD 31 March 2011 ...

Page 145: ...light 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 beacon 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...

Page 146: ...x and runway designator 1 10 2 2 Where traffic conditions permit controllers shall clear the pilot to follow the procedure indicating the runway designator and initial approach fix to be used 1 10 3 Position Reporting 1 10 3 1 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 releva...

Page 147: ...ar approach SRA the pilot is given distances from touchdown advisory altitude information and azimuth instructions to enable him to make an approach to a particular runway NOTE Where step down fixes do not exist in local SRAs approval for a modified RTF procedure may be sought from the CAA s Air Traffic Standards Division 1 11 2 Unless offered by the controller or local procedures require a pilot ...

Page 148: ...chdown Check your minima step down fixes and missed approach point BIGJET 347 BIGJET 347 QNH 1003 threshold elevation 196 feet QNH 1003 threshold elevation 196 feet 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 Check gear BIGJET 347 BIGJET 347 number miles from touchdow...

Page 149: ...touchdown Altitude or height should be number feet Do not reply to further instructions number miles from touchdown Altitude or height should be number feet Runway 28 cleared to land Surface wind calm number miles from touchdown Altitude or height should be number feet Heading 277 is good number miles from touchdown Altitude or height should be number feet On track number miles from touchdown Alti...

Page 150: ...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 paragraph 3 11 and following sections 1 14 Clearance to enter Control Zones CTR 1 14 1 The majority of CTRs in the UK are designated Class D airspace which permits VFR flight subject to an ATC clearance In the case of a CTR...

Page 151: ...nit 1 16 Lower Airspace Radar Service LARS 1 16 1 LARS is an ATS surveillance service available to assist pilots flying outside controlled airspace up to and including FL95 LARS is normally provided within 30 NM of the G CD 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 Ha...

Page 152: ...equiring ATSOCAS should establish RTF communication with the appropriate ATSU using the following format 1 17 3 Once communications have been established the pilot should pass the following details a Aircraft Callsign Type b Departure Point and Destination c Present Position d Level e Additional details Intention e g Flight Rules Next route point Squawk Code 1 17 4 When an ATSOCAS is being provide...

Page 153: ...aseology Negative G CD G CD for co ordination request turn right heading 050 degrees Turn right 050 degrees G CD Negative G CD G CD for co ordination request route via Smallfield Route via Smallfield G CD Negative G CD G CD for co ordination request operate no further west of your current position No further west of current position G CD Negative G CD G CD gliding activity over Smallville G CD mul...

Page 154: ... ATS surveillance system data and may affect radiotelephony loading or controller workload to the extent that he is unable to pass timely traffic information and or deconfliction advice on all traffic 1 17 6 4 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 ...

Page 155: ... 7 3 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 b...

Page 156: ...ot requests deconfliction advice or the controller considers that a definite risk of collision exists the controller shall immediately offer such advice 1 17 9 2 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 request descent ...

Page 157: ... 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 BIGJET 347 report Colinton Wil...

Page 158: ...lternative 1 4 Flights Leaving Airways 1 4 1 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 BIGJET 347 report passing radial 270 Kennington VOR Wilco BIGJET 347 Wrayton Control G RDVC request clearance to enter controlled airspace northeast of Marlow at FL240 at time 42 G RDV...

Page 159: ...cent 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 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 clear...

Page 160: ... 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...

Page 161: ...VSM 1 7 2 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 at initial call on any channel within RVSM airspace 1 7 3 Air traffic controllers shall explicitly acknowledge receipt of messages from aircraft reporting RVSM non approved status 31 March 2011 ...

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Page 163: ...ertain 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 temporarily 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 i...

Page 164: ... be delayed if a pilot does not pass clear details of his 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 accorded as much priority as would be given to a statement that he is lost If subsequent to the transmission of a MAY...

Page 165: ...sition flight level altitude and heading h Pilot qualifications See Note 1 viz i Student pilots see Notes 2 and 3 ii No Instrument Qualification iii IMC Rating iv Full Instrument Rating i 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 mes...

Page 166: ...sponder 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 1 8 3 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...

Page 167: ...ctice cannot be accommodated 1 9 2 If a practice is accepted the pilot should then pass his 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 1 10 Training Fix Pilots who do not wish to carry out a practice emergency but only wish to confirm their position for training purposes may...

Page 168: ...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 1 12 2 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 t...

Page 169: ...ansmit a message cancelling the emergency condition 1 14 2 When an 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 Attention all aircraft in the vicinity of Wicken emergency descent in progress from FL310 passing FL230 BIGJET 347 route direct Marlow Route direct Marlow BIGJET 347 ...

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Page 171: ...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 1 2 Wind Shear When wind shear is forecast or is reported by aircraft ATC will warn other aircraft until such time as aircraft report the phenomenon no l...

Page 172: ...of the AIRPROX Description of other aircraft First sighting distance and details of flight paths of reporting and reported aircraft 1 3 4 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 1 4 Oil Pollution Reporting Pilots sighting substantial patches of oil are requested to make reports by RTF to the A...

Page 173: ... only transmit and receive flight regularity and flight safety messages 1 6 4 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 1 6 5 Flight regularity messages compr...

Page 174: ...the originator of the message and the pilot In such cases the company s representative may be permitted to use the RTF himself provided that his identity is announced before the message is passed and that the controller continues to monitor the frequency 1 7 3 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 comman...

Page 175: ...ircumstances a brake chute may fail to deploy correctly and it is important that where possible the pilot is advised of the failure 1 9 3 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 1 9 4 When the aircraft i...

Page 176: ...tion variously known as a freezing order Mareva order or Mareva regime is a court order which prevents a defendant from removing assets from the UK and thus the jurisdiction of the court 1 10 2 Where an aircraft subject to a Mareva injunction 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 p...

Page 177: ...g and departing aircraft 1 12 2 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 All stations Met...

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Page 179: ...els are separated by 25 kHz and are to be passed using only the first 5 figures as follows 2 2 Transmission of Time Supplementary to guidance detailed in Chapter 2 paragraph 1 5 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 2 3 Standard Words and Phrases Supplementary to guidance detailed in...

Page 180: ...d 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 paragraph 1 4 3 2 NATO Studs and Common VHF Frequencies 3 2 1 Pilots may request the use of NATO studs rather than the discrete frequencies when making approaches to or flying in the vicinity of NATO airfields The table below lists the ...

Page 181: ...sed to aircraft either in full or abbreviated Abbreviated information is only to be passed if colour code is better than green Training units may require the addition of flying phase information 3 3 2 The long weather and aerodrome information is to be passed in the following order and format Aerodrome letter code Time Runway in use Surface wind Colour state Visibility General weather observations...

Page 182: ...cuit 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 paragraph 1 4 When ideally 3 to 5 mins from the aerodrome or initial point If no...

Page 183: ...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...

Page 184: ...l If the controller does not receive the hook down call a check will be requested On receipt of a request from an airborne aircraft the controller is to advise the pilot of the serviceability state of the preferred arresting system if necessary advise of the time that the arresting system will become available request fuel remaining and once the engagement has occurred obtain the aircraft weight a...

Page 185: ...or information on arrestor systems and or to change the status of an arrestor system Rider 1 final gear down Rider 1 cleared to land approach cable down overrun cable up barrier up Cleared to land Rider 1 Rider 1 barrier barrier barrier Rider 1 barrier up Rider 1 cable cable cable Rider 1 overrun cable up Rider 1 request barrier state Rider 1 barrier down Rider 1 request raise the barrier Rider 1 ...

Page 186: ...movable nozzles a conventional landing may require the whole runway and engagement of the barrier Slow Landing A normal landing 120 knots at an intermediate nozzle normally 65º and involving a considerable ground roll which is arrested by power nozzle braking RVL Rolling vertical landing A steeper slower approach 50 knots followed by an abbreviated ground roll and normally no power nozzle braking ...

Page 187: ...where the phraseology above shall be used 3 11 PAR Phraseology Whilst positioning for the approach Initial contact to Talkdown controller Glidepath information during the approach Raider 21 High Key intentions Raider 21 one ahead surface wind 230 10 knots Raider 21 Low Key Raider 21 Gauntlet 25 vectoring for PAR runway 23 procedure minimum number feet Gauntlet 25 number feet touch and go for furth...

Page 188: ...nding on gear type 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 Final stages of the approach Dangerously below glidepath acknowledge Roger Gauntlet 25 Left of centreline correcting rapidly Slightly right of centreline correcting slowly Right of centreline On centreline Number ...

Page 189: ...ositioning for the approach Initial contact to Talkdown controller Glidepath information during the approach Gauntlet 25 over touchdown Gauntlet 25 changing to appropriate stud or frequency Gauntlet 25 PAR Az Only SRA runway 23 procedure minimum number feet Gauntlet 25 number feet touch and go for further Markston talkdown Gauntlet 25 Gauntlet 25 identified 8 miles read back QFE 1015 set Gauntlet ...

Page 190: ...pe 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 Final stages of the approach When the Minimum Descent Height is within NM of the Missed Approach Point the phrase Approaching Minimum Descent Height is not included 3 13 ILS Phraseology Whilst positioning for the approach number miles...

Page 191: ...re 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 Markston talkdown Gauntlet 25 Gauntlet 25 identified 8 miles read back QFE 1015 set Gauntlet 25 Gauntlet 25 report glidepath descending gear down Glidepath descending gear down Gauntlet 25 Approaching Decision Height Pass...

Page 192: ...is phraseology 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 In addition pilots will use one l...

Page 193: ...ornado then controllers should ask if the aircraft has a wing sweep failure Speechless aircraft adopt the callsign Speechless 1 is this a practice Speechless 1 do you have any other form of practice emergency 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...

Page 194: ...ification On transfer between controllers it is important for the receiving controller to confirm that the speechless aircraft calling him is the same one that has been transferred to him from the other controller The pilot will initiate contact with the receiving controller using the Homing Request Assistance call A gear check for a Speechless aircraft must be a direct question 3 17 Military Miss...

Page 195: ...ce and potentially pass instructions aimed at allowing the formation to rejoin Upon losing contact within a formation pilots may set transponder code to 7700 3 21 Freecall and Continue With 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 f...

Page 196: ...the situation it is incumbent on the pilot to make the final decision to execute the clearance These clearances can only be used for preceeding aircraft that conducted an approach and are not to be used for vehicles or aircraft crossing the active runway 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 o...

Page 197: ...en 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 Callsign one final gear down intentions Callsign one cleared to land Callsign two final gear down intentions Callsign two cleared to land in turn Markston Approach VYT 21 320 Markston at ...

Page 198: ...rpreted DF aid to descend through cloud to a position in the vicinity of an airfield from which he can make a visual approach and landing or be positioned within the operational service coverage of an additional navigation aid 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 Ma...

Page 199: ...ed and corrected as required on outbound leg Turning height is normally half the initial approach height Markston Approach Gauntlet 25 position number FL Altitude number request QGH Gauntlet 25 Markston Approach heading for Markston number degrees fly at FL number Steady heading number degrees maintaining FL number Gauntlet 25 Gauntlet 25 transmit for overhead Transmitting for overhead Gauntlet 25...

Page 200: ...DMs or QTEs should be obtained at intervals as required to home aircraft to the overhead 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 approaching number feet Gauntlet 25 approaching number feet Gauntlet 25 continue descent to MDH Gauntlet 25 maintain FL number...

Page 201: ...afely within the final approach area which should then be maintained 3 29 Flameout Spiral Descent 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 U 21 transmit for overhead Transmitting for overhead U 21 U 21 indicating overhead turn left right heading number degrees U 21 steady heading number degr...

Page 202: ...t Gauntlet 25 Gauntlet 25 the safety height is number feet report passing 8000 feet and 4000 feet Number feet Gauntlet 25 Gauntlet 25 this will be a left right hand spiral from the 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 n...

Page 203: ... as follows Passing 8000 feet Gauntlet 25 Passing 4000 feet Gauntlet 25 Gauntlet 25 continue spiral report breaking cloud Breaking cloud Gauntlet 25 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 Callsign confirm heading Callsign heading heading Callsign suspect unserviceabl...

Page 204: ...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 a Aircraft Callsign Type b Departure Point and Destination c Present Position d Level e Additional details Intention e g Flight Rules Next Route Point 3 32 4 When it is not possible for the contr...

Page 205: ... obtain such clearance s on his behalf When issuing any clearance to cross a CMATZ controllers will where appropriate articulate clearly any approval or otherwise to transit embedded ATZs 3 33 Military Safety Broadcast Securité 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 inf...

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Page 207: ...e 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 31 March...

Page 208: ...ng Stourton Ground say again your callsign Stourton Ground BIGJET 347 radio check 118 3 BIGJET 347 Stourton Ground readability 5 Ground BIGJET 347 stand 24 information bravo QNH 1011 request start up BIGJET 347 start up approved Figure 3 IFR ATC Clearance BIGJET 347 is cleared to Kennington via A1 at FL60 squawk 5501 Cleared to Kennington at FL60 request level change en route squawk 5501 BIGJET 34...

Page 209: ...is used not CLEARED Figure 4 IFR Pushback Approval Ground BIGJET 347 request pushback BIGJET 347 pushback approved 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 31 March 2011 ...

Page 210: ... OR CROSS a runway 4 LINE UP AND WAIT plus reason is employed LINE UP only may also be used 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 line up and wait Vehicle...

Page 211: ...LEAR is restricted to i ATC clearances ii Departure and Approach instructions iii Take off and landing clearances NOTE Full readback of frequency change Figure 7 IFR Take off Clearance BIGJET 347 cleared for take off surface wind calm Cleared for take off BIGJET 347 Figure 8 IFR Airborne Report BIGJET 347 contact Wrayton control 129 1 Wrayton Control 129 1 BIGJET 347 31 March 2011 ...

Page 212: ...struction 2 REPORT instruction employed Figure 9 IFR Departure Report i 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 31 March 2011 ...

Page 213: ...on and ETA 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 Figure 10 IFR Position Report BIGJET 347 Wicken 47 FL130 climbing FL280 Marlow 07 BIGJET 347 Roger Figure 11 IFR Level Report BIGJET 347 reaching FL280 BIGJET 347 31 March 2011 ...

Page 214: ...IFR Position Report BIGJET 347 Marlow 08 FL280 Colinton 48 BIGJET 347 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 31 March 2011 ...

Page 215: ...ion requires a direct answer 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 Affirm BIGJET 347 BIGJET 347 cross Colinton 52 or later Cross Colinton 52 or later BIGJET 347 31 March 2011 ...

Page 216: ...R 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 31 March 2011 ...

Page 217: ...E FL100 spoken as flight level WUN HUN DRED 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 31 March 2011 ...

Page 218: ...re 17 IFR Contacting Approach Control Kennington Approach BIGJET 347 FL90 descending FL60 approaching North Cross information Golf BIGJET 347 Kennington Approach vectoring for ILS approach runway 28 ILS RW 28 BIGJET 347 BIGJET 347 Leave North Cross heading 120 degrees Leave North Cross heading 120 degrees BIGJET 347 31 March 2011 ...

Page 219: ...eading 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 31 March 2011 ...

Page 220: ...he 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 31 March 2011 ...

Page 221: ...r established BIGJET 347 descend on glidepath QNH 1008 Descend on glidepath QNH 1008 BIGJET 347 BIGJET 347 contact Kennington Tower 118 925 Kennington Tower 118 925 BIGJET 347 Kennington Tower BIGJET 347 long final runway 28 BIGJET 347 Kennington Tower runway 28 cleared to land surface wind 240 10 Runway 28 cleared to land BIGJET 347 17 November 2011 ...

Page 222: ...Manual Chapter 11 Page 16 NOTE VACATE runway and not CLEAR runway Figure 21 IFR Vacate the Runway BIGJET 347 vacate convenient right Vacate right BIGJET 347 Figure 22 IFR Runway Vacated BIGJET 347 runway vacated 31 March 2011 ...

Page 223: ... Tower 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 request taxi for VFR flight to Walden G CD taxi holding point G1 runway 24 via taxiway Charlie Q...

Page 224: ...se 5 Readback of take off clearance Figure 24 VFR Departure Instructions and Take off Clearance G CD ready for departure request left turnout heading 330 degrees G CD left turn approved After departure 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 cleared for take off surface wind 220 4 Ru...

Page 225: ... 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 ...

Page 226: ...of Wrayton altitude 2500 feet Wessex 1008 VFR tracking to Walden G CD Roger Basic Service Basic Service G CD 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 Wrayton Information G CD descending due weather Changing to Westbury Approach for Traffic Service G CD Wesse...

Page 227: ...the CMATZ may ask the controller to obtain such permission on his behalf When issuing any approval to cross a CMATZ controllers will where appropriate articulate clearly any permission or otherwise to transit embedded ATZs Figure 27 VFR LARS Traffic Service Request Westbury Approach G ABCD request Traffic Service G CD Westbury Approach pass your message G CD Cessna 172 from Borton to Walden 15 NM ...

Page 228: ...e 2900 feet G CD set Westbury QFE 981 hectopascals Westbury QFE 981 hectopascals set G CD G CD descend to height 1500 feet for MATZ penetration Descend to height 1500 feet 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 17 November 2011 ...

Page 229: ...ing 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 has the field in sight G CD roger Runway 27 right hand circuit height 1000 feet QFE 981 hectopascals Runway 27 right hand...

Page 230: ...t 1500 feet QFE 981 hectopascals to join for one visual circuit G CD Westbury Tower join overhead at 1500 feet for runway 27 right hand QFE 981 hectopascals circuit clear Join overhead 1500 feet runway 27 right hand 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 17 November 2011 ...

Page 231: ...y 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 Figure 31 Military Visual Circuit Pattern 31 March 2011 ...

Page 232: ...al call 3 Go Around see Chapter 10 paragraph 3 17 and Chapter 4 paragraph 1 10 1 Figure 32 VFR Downwind DACS Request G CD downwind 1000 feet request touch and go then depart to the northwest Request Crossing Service for Danger Area 512 G CD surface wind 250 5 one ahead to land DACS request copied G CD final gear down G CD go around 500 feet deadside one on remaining Go around 500 feet deadside G C...

Page 233: ...t 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 17 November 2011 ...

Page 234: ...confliction Service Westbury Approach G ABCD heading 295 maintaining height 2000 feet QFE 981 hectopascals now IFR requesting Deconfliction Service G CD Westbury Approach squawk ident What is your requested level Ident G CD Request FL45 G CD identified Deconfliction Service Danger Area 527 active will you accept a re route Deconfliction affirm G CD G CD maintain heading 295 climb FL45 Heading 295 ...

Page 235: ...hony Manual Chapter 11 Page 29 NOTE Report leaving a MATZ Figure 36 VFR Report Leaving a MATZ G CD leaving MATZ G CD G CD reaching FL45 G CD Roger I will be turning you right in 7 miles to regain track G CD 31 March 2011 ...

Page 236: ...ent pilots in determining the pace and complexity of instructions and or information which are subsequently passed 1 7 3 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 urgenc...

Page 237: ...sing left to right no height if not sighted turn left heading 230 degrees Figure 38 Avoiding Action G CD avoiding action turn left immediately heading 230 degrees pop up traffic 12 o clock 6 miles opposite direction no height information Left heading 230 degrees G CD Figure 39 Clear of Traffic G CD clear of traffic turn right heading 340 degrees direct for Walden Right heading 340 degrees Request ...

Page 238: ... 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 G CD Walden 0950 weather runway 27 surface wind calm visibility 10 kilometres nil weather few at 4000 feet scattered at 8000 feet QNH 989 hectopascals temperature 4 Dew point...

Page 239: ...ctice Pan Wrayton Centre G ABCD G ABCD this is 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 FL45 turning right heading 140 degrees IMC rating one person on board squawking 7000 with Charlie G CD Wrayton squawk 7301 ident 7301 ident G CD 31 March 2011 ...

Page 240: ...on information to aircraft whenever they consider it necessary Figure 42 VFR Practice PAN Radar 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 requ...

Page 241: ...pass your message G ABCD T67 6 miles southeast descending to height 1000 feet for landing G CD runway 27 QFE 986 hectopascals 3 aircraft in circuit Runway 27 QFE 986 hectopascals G CD G CD joining leftbase G CD G CD final G CD runway occupied with a PA28 surface wind 260 6 G CD runway now vacated land at your discretion surface wind 270 10 G CD roger landing 17 November 2011 ...

Page 242: ...odromes 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 his intention when options are available e g landing going around taking off holding position G CD G CD runway vacated 31 March 2011 ...

Page 243: ... 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 nam...

Page 244: ...ted incidents and occurrences the UK has elected to enhance safety by adopting unambiguous phraseology that includes a positive descent instruction to ensure that descent is initiated only when it is safe to do so PANS ATM See UK AIP GEN 1 7 RVSM Phraseology In the UK pilots are not required to report nonapproved RVSM status in all requests for level changes and in all read backs of level changes ...

Page 245: ...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 rotarywing operations are defined for use in the UK Annex 10 See UK AIP GEN 1 7 Listening Watch on 121...

Page 246: ...unway 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 3 3 3 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 HER MAJESTY S GOVERNMENT TO REFUSE ENTRY INTO UN...

Page 247: ...ce approach procedures EATS will be issued See UK AIP GEN 1 7 AIC 1000 2006 Pink 103 Approaching to land below the Specified Minimum for Landing The UK has specific legislation regarding aerodrome operating minima see Air Navigation Order 2005 as amended Procedures have been published to notify pilots of the actions and phraseologies used by controllers when a breach of the legislation is suspecte...

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Page 249: ...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 th...

Page 250: ... Chapter 10 page 4 paragraph 3 5 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 page 11 paragraph 1 8 5 ff Chapter 11 page 25 paragraph 1 4 Landing Gear Position At civil aerodromes it is not normal practice for pilots to report th...

Page 251: ...e 17 paragraph 3 18 Trail Approaches Not used Chapter 10 page 17 paragraph 3 19 Contact Lost Not used Chapter 10 page 17 paragraph 3 20 Phraseology Freecall and Continue with Continue with is not used by civil controllers whilst Freecall is mainly used by military controllers Chapter 2 page 5 paragraph 1 6 Chapter 10 page 17 paragraph 3 21 Aerobatics and General Handling Not used Chapter 10 page 1...

Page 252: ...escent Not used Chapter 10 page 23 paragraph 3 29 No Compass no Gyro Phraseology Not used Chapter 10 page 25 paragraph 3 30 Supersonic Flight Not used Chapter 10 page 25 paragraph 3 31 MATZ Crossing Not used Chapter 10 page 26 paragraph 3 32 Emergency Message Emergency messages by military pilots are different from civil usage Chapter 8 page 3 paragraph 1 5 Chapter 10 page 8 paragraph 3 9 JSP 552 ...

Page 253: ...l Information Publication AIP All ENR references are contained herein CAP 493 Manual of Air Traffic Services MATS Part 1 CAP 410 Manual of Flight Information Services Consists of two volumes Part A and Part B CAP 452 Aeronautical Radio Station Operator s Guide CAP 774 UK Flight Information Services effective 12 March 2009 NATO Standing Agreements STANAG 3817 Standard R T Phraseology to be used for...

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Page 255: ...e ATZ associated with another Aerodrome Chapter 6 Page 25 Aeronautical stations Chapter 2 Page 7 Air traffic control service Chapter 2 Page 7 Air Traffic Services Outside Controlled Airspace ATSOCAS Chapter 6 Page 26 Air Ground Station Identification Chapter 4 Page 32 Airborne Collision Avoidance System Chapter 1 Page 1 Aircraft Operating Agency Messages Chapter 9 Page 3 Aircraft radio faults Chap...

Page 256: ...onautical Stations Chapter 2 Page 7 Callsigns for Aircraft Chapter 2 Page 8 Cancel an IFR flight plan Chapter 3 Page 10 Cancellation of Landing Clearance Chapter 4 Page 14 Cancellation of Take Off Chapter 4 Page 9 Cancellation of Take Off M Chapter 10 Page 4 Categories of Message Chapter 2 Page 22 Clearance Issue Chapter 2 Page 14 Clearance limit Chapter 1 Page 2 Chapter 4 Page 2 Chapter 6 Page 8 ...

Page 257: ... 9 Chapter 11 Page 28 Definitions Chapter 1 Page 1 Delays Chapter 3 Page 10 Departure Information and Engine Starting Procedures Chapter 4 Page 1 Descent clearance Chapter 6 Page 3 Descent to Low Level M Chapter 10 Page 14 Designated Positions in the Traffic Circuit Chapter 4 Page 10 Direction Finding DF Chapter 6 Page 12 Distress and Urgency Communication Procedures Chapter 8 Page 1 Driver unsure...

Page 258: ...ations in Trail M Chapter 10 Page 17 Freecall and Continue With M Chapter 10 Page 17 G Glidepath Chapter 6 Page 9 H Hectopascals Chapter 3 Page 2 Helicopter Callsigns Chapter 4 Page 23 Helicopter Phraseology Chapter 4 Page 23 Hold en route Chapter 7 Page 3 Holding pattern Chapter 6 Page 17 Holding point Chapter 1 Page 3 Chapter 4 Page 2 Chapter 4 Page 6 Hours of Service and Communications Watch Ch...

Page 259: ...Page 26 MATZ Penetration Service M Chapter 10 Page 26 MAYDAY Chapter 8 Page 1 Chapter 8 Page 3 Messages regarding Safety of an Aircraft Chapter 4 Page 31 Messages regarding Wildlife Chapter 4 Page 31 Meteorological aerodrome reports Chapter 4 Page 42 Meteorological Conditions Chapter 4 Page 42 Microwave Chapter 6 Page 9 Microwave Approach Chapter 1 Page 4 Military Aircraft Callsigns Chapter 2 Page...

Page 260: ...AN PAN Chapter 8 Page 1 Chapter 8 Page 3 PAR Approach Chapter 6 Page 24 PAR Azimuth Only SRA Phraseology M Chapter 10 Page 11 PAR Phraseology M Chapter 10 Page 9 Passing the Number of Persons on Board POB M Chapter 10 Page 18 Phraseology for Fixed Wing VTOL Operations M Chapter 10 Page 8 Phraseology for Joining the Visual Circuit Pattern M Chapter 10 Page 4 Position Reporting Chapter 3 Page 8 Chap...

Page 261: ...Phraseology When Using SSR M Chapter 10 Page 2 Runway Surface Conditions Chapter 4 Page 45 Runway Vacating and Communicating After Landing Chapter 4 Page 16 Runway Visual Range Chapter 1 Page 4 Runway Visual Range RVR Visibility Chapter 4 Page 43 RVR Chapter 1 Page 9 Chapter 4 Page 43 RVSM Chapter 7 Page 4 S SAFETYCOM Chapter 1 Page 4 Chapter 4 Page 39 Safetycom Chapter 4 Page 39 Secondary Surveil...

Page 262: ...ke off Chapter 2 Page 14 Chapter 4 Page 1 Chapter 4 Page 6 Take off clearance Chapter 4 Page 6 Chapter 4 Page 8 Taxi Instructions Chapter 4 Page 2 TCAS Chapter 5 Page 7 Terminations of Distress Communications and of RTF Silence Chapter 8 Page 6 Test procedures Chapter 2 Page 20 Time Chapter 2 Page 4 Traffic Alert and Collision Avoidance System TCAS Chapter 1 Page 5 Traffic Information and Avoiding...

Page 263: ...h Chapter 6 Page 9 Vehicle Radio Failure Chapter 4 Page 31 Vehicles Towing Aircraft Chapter 4 Page 30 VFR Arrivals Chapter 6 Page 7 VFR Departures Chapter 6 Page 2 VHF Direction Finding VDF Chapter 6 Page 12 VHF Emergency Service Chapter 8 Page 1 Voice Weather Broadcast VOLMET UK Chapter 4 Page 42 W Wake Turbulence Chapter 9 Page 1 Wake turbulence category Chapter 2 Page 9 Weather and Aerodrome In...

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