Uruguayan Air Force Squadron No. 3 Radiotelephony Procedures Manual

Fuerza Area Uruguaya
Escuadrn Areo N 3 (Transporte)
MANUAL DE FRASEOLOGIA AERONAUTICA
Manual Gua de Fraseologa Aeronutica en Ingls Pgina 1
RADIOTELEPHONY PROCEDURES COMMUNICATIONS 1. INTRODUCTION......................................................................................................... 4 2. GENERAL................................................................................................................... 4 3. CLEARANCES AND READBACKS ............................................................................ 5 4. AMENDED ROUTE OR LEVEL .................................................................................. 6 5. LANGUAGE ................................................................................................................ 6 6. PHONETIC ALPHABET.............................................................................................. 6 7. NUMERALS ................................................................................................................ 8 8. TRANSMISSION OF NUMBERS ................................................................................ 8 9. TIME ........................................................................................................................... 9 10. STANDARD WORDS AND PHRASES ................................................................... 11 11. GROUND STATION CALLSIGNS........................................................................... 14 12. AIRCRAFT CALLSIGNS ......................................................................................... 14 13. FLIGHT NUMBER CALLSIGNS - USING GROUP FORM...................................... 15 14. GROUND VEHICLES ............................................................................................. 15 15. INTERCHANGE AND LEASED AIRCRAFT ........................................................... 16 16. CALLSIGNS - FULL AND ABBREVIATED FORMATS ........................................... 16 17. CALLSIGNS - SPECIAL TASK OPERATIONS ....................................................... 17 PHRASEOLOGIES PHRASEOLOGIES ....................................................................................................... 17 18. TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS) ..................... 17 19. STATUS OF RESTRICTED AIRSPACE ................................................................. 18 20. EMERGENCY DESCENT....................................................................................... 19 21. SARTIME / SARWATCH......................................................................................... 19 22. GENERAL PHRASES............................................................................................. 20 23. FREQUENCY MANAGEMENT ............................................................................... 22 24. TRAFFIC INFORMATION....................................................................................... 24 25. METEOROLOGICAL INFORMATION .................................................................... 25 26. REPORTS AND INFORMATION ............................................................................ 26 27. CLEARANCES........................................................................................................ 28 28. APPROACH AND AREA CONTROL SERVICES ................................................... 30
VICINITY OF THE AERODROME VICINITY OF THE AERODROME ................................................................................ 32 29. VISUAL IDENTIFICATION...................................................................................... 32 30. STARTING AND INITIAL CLEARANCE ISSUE...................................................... 32 31. PUSHBACKS.......................................................................................................... 33 32. TAXI PROCEDURE ................................................................................................ 34 33. AERODROME MOVEMENTS................................................................................. 36 34. RUNWAY OPERATIONS........................................................................................ 37 36. AFTER TAKEOFF................................................................................................. 40 RADAR PHRASEOLOGIES 37. RADAR COMMUNICATION AND NAVIGATION.................................................... 42 38. RADAR COMMUNICATION AND NAVIGATION.................................................... 43 39. RADAR MANOEUVRES ......................................................................................... 44 40. SPEED CONTROL ................................................................................................. 45 41. TRAFFIC INFORMATION....................................................................................... 46 42. SECONDARY SURVEILLANCE RADAR (SSR) ..................................................... 47 43. APPROACH RADAR SERVICES ........................................................................... 48 44. SURVEILLANCE RADAR APPROACH .................................................................. 50 45. PILOT ACTIONS FOR SPEECHLESS RADAR APPROACH................................. 52
1. INTRODUCTION 1.1 The communication procedures, phraseologies and requirements contained in this section have been selected to harmonise with ICAO and international practices, where applicable. Additional phrases to supplement where ICAO is silent have been included. 1.2 Primary reference documents for this section on radiotelephony are ICAO Doc 4444, Doc 9432, and Annex 10. ATS and pilots should refer to these documents to obtain additional information as necessary. Procedures appropriate to be used phrases are contained in this section. 1.3 Use of standard phases for radio telephony communication between aircraft and ground stations is essential to avoid misunderstanding the intent of messages and to reduce the time required for communication. 1.4 Phraseologies contained in this section are generic, and, although primarily reflecting a controlled airspace environment, operations OCTA should use these generic phrases unless specific OCTA phrases are shown. Where circumstances warrant, and no phraseology is available, clear and concise plain language should be used to indicate intentions. 2. GENERAL 2.1 Symbols and Parentheses Words in parentheses "( )" indicate that specific information, such as a level, a place, or a time, etc, must be inserted to complete the phrase, or alternatively, that optional phrases may be used. Words in square parentheses "[ ]" indicate optional additional words or information that may be necessary in specific instances. 2.2 The following symbols indicate phraseologies which may differ to those used in an international aviation environment. 2.3 Phraseologies show the text of message components without callsigns. They are not intended to be exhaustive, and when circumstances differ, pilots, ATS personnel, Air Defence, and other ground personnel will be expected to use appropriate subsidiary phraseologies which should be clear and concise, and designed to avoid any possible confusion. 2.4 For convenience of reference, the phraseologies are grouped according to types of air traffic service. However, users should be familiar with, and use as necessary, phraseologies from groups other than those referring specifically to the type of air traffic service being provided. All phraseologies must be used in conjunction with callsigns (aircraft, ground vehicle, ATC or other) as appropriate. 2.5 Phraseologies for the movement of vehicles, other than towtractors on the manoeuvring area, are not listed separately as the phraseology associated with the movement of aircraft is applicable. The exception is for taxi instructions, in which case the word "PROCEED" shall be substituted for the word "TAXI" when communicating with vehicles.
3. CLEARANCES AND READBACKS 3.1 When initiating a transmission to ATS, pilots will commence the transmission with the callsign of the service provider followed by the aircraft callsign. 3.2 When a readback of an ATC message is required, a pilot will terminate the read back transmission with the aircrafts radio callsign. 3.3 An ATC route clearance must be read back in its entirety. The accuracy of the clearance readback shall be confirmed by ATS. Other clearances or instructions that require a readback (including conditional clearances) need only contain key elements of the clearance and include sufficient detail to clearly indicate that they will be complied with. 3.4 The following clearances and instructions must be read back: a. All ATC route clearances, amendments thereto, and IFR holding; b. All clearances and instructions to hold short of, enter, land on, take off on, and backtrack on any runway, SIMOPS (LAHSO) requirements; c. Runwayinuse, altimeter settings, SSR codes, frequency instructions; d. Level instructions, direction of turn, heading and speed instructions; eg ATS: "(aircraft callsign) SQUAWK THREE FOUR TWO FIVE" Pilot: "THREE FOUR TWO FIVE (aircraft callsign)". Note: If the level of an aircraft is reported in relation to standard pressure 1013.2 HPA, the words "FLIGHT LEVEL" should precede the level figures. If the level of the aircraft is reported in relation to QNH, the figure should be followed by the word "FEET". 3.5 Conditional phrases, such as "behind landing aircraft" or "after departing aircraft", shall only be used for movements affecting the active runway(s) when the aircraft or vehicles concerned are seen by the appropriate controller and pilot. In all cases, a conditional clearance must be given in the following order and consist of: a. Identification; b. The condition (specify); and c. The clearance, eg: ATS: "(aircraft callsign) A340 ON SHORT FINAL, BEHIND THAT AIRCRAFT LINE UP". Pilot: "BEHIND THE A340 LINE UP (aircraft callsign)". Note: This implies the need for the aircraft receiving the conditional clearance to identify the aircraft or vehicle causing the conditional clearance. 3.6 "FLIGHT PLANNED ROUTE" Terminology. This phrase may be used to describe any route or portion thereof, provided the route or portion thereof is identical to
that filed in the flight notification and sufficient routing details are given to definitely establish the aircraft on its route. 4. AMENDED ROUTE OR LEVEL 4.1 Whenever a situation arises whereby an aircraft is assigned a route or level other than that expected according to the flight notification and any subsequent revisions requested by the pilot, ATS should prefix the route or level information with the term "AMENDED" to alert the pilot that the information and clearance is other than may be expected, eg: ATS: "(aircraft callsign) CLIMB TO AMENDED LEVEL FLIGHT LEVEL 260" Pilot: "CLIMB TO AMENDED LEVEL FLIGHT LEVEL 260 (aircraft callsign)". ATS: "(aircraft callsign) RECLEARED TO ADELAIDE AMENDED ROUTE (amended route details and level." Pilot: "RECLEARED TO ADELAIDE AMENDED ROUTE (amended route details and level) (aircraft callsign)" 5. LANGUAGE 5.1 English language must be used for all airground RTF communications within all countries FIRs unless use of an alternative language has been arranged with ATS prior to any specific flight. 6. PHONETIC ALPHABET 6.1 Radiotelephony pronunciation of the Phonetic Alphabet shall be as follows: A- ALFA B - BRAVO C - CHARLIE D - DELTA E - ECHO F - FOXTROT G - GOLF H - HOTEL I - INDIA J - JULIETT K- KILO AL fah BRAH voh CHAR lee DELL tah ECK ho FOKS trot GOLF hoh TELL IN dee A JEW lee ETT KEY loh
L - LIMA M - MIKE N NOVEMBER O - OSCAR P - PAPA Q - QUEBEC R - ROMEO S - SIERRA T -TANGO U - UNIFORM V - VICTOR W - WHISKY X - X-RAY Y - YANKEE Z - ZULU
LEE mah MIKE no VEM ber OSS cah pah PAH keh BECK ROW me oh see AIR rah TANG go YOU nee form VIK tah WISS key ECKS ray YANG key ZOO loo
7. NUMERALS 7.1 Radiotelephony pronunciation of numbers shall be in the phonetic form as follows: 0 - ZE-RO 1- WUN 2- TOO 3- TREE 4- FOW er 5- FIFE 6- SIX 8. TRANSMISSION OF NUMBERS 8.1 All numbers used in the transmission of altitude, cloud height, visibility and runway visual range (RVR) information, which contain whole hundreds and whole thousands, must be transmitted by pronouncing each digit in the number of hundreds or thousands followed by the word HUNDRED or THOUSAND as appropriate, eg: ALTITUDES 800 1,500 6,715 12,000 CLOUD HEIGHT 200 4,300 VISIBILITY 200 1,500 3,000 RVR 700 "EIGHT HUNDRED" "ONE THOUSAND FIVE HUNDRED" "SIX SEVEN ONE FIVE" "ONE TWO THOUSAND" "TWO HUNDRED" "FOUR THOUSAND THREE HUNDRED" "TWO HUNDRED" "ONE THOUSAND FIVE HUNDRED" "THREE THOUSAND" "SEVEN HUNDRED". 7 - SEV en 8- AIT 9- NIN er Decimal- DAY SEE MAL Hundred- HUN dred Thousand- TOU SAND
8.2 Combinations of thousands and whole hundreds must be transmitted by pronouncing each digit in the number of thousands, followed by the word THOUSAND, followed by the number of hundreds, followed by the word HUNDRED, eg: COMBINATIONS 7,300 "SEVEN THOUSAND THREE HUNDRED". FLIGHT LEVELS FL 180 FL 200 HEADINGS 150 080 300 WIND DIRECTION 020 100 210 WIND SPEEDS 70KT 18KT, gusting 30 MACH NUMBER ALTIMETER SETTING 0.84 1000 1027 29.95 "FLIGHT LEVEL ONE EIGHT ZERO" "FLIGHT LEVEL TWO ZERO ZERO" "ONE FIVE ZERO" "ZERO EIGHT ZERO" "THREE ZERO ZERO" "ZERO TWO ZERO DegREES" "ONE ZERO ZERO DegREES" >"TWO ONE ZERO DegREES" "SEVEN ZERO KNOTS" "ONE EIGHT KNOTS GUSTING THREE ZERO" "DECIMAL EIGHT FOUR" "ONE ZERO ZERO ZERO" "ONE ZERO TWO SEVEN" "TWO NINE DECIMAL NINE FIVE"
8.3 All other numbers must be transmitted by pronouncing each digit separately, eg: Note: For the transmission of numbers in aircraft callsigns, refer to "FLIGHT NUMBER CALLSIGNS" at Section 13. 9. TIME 9.1 Generaly uses Coordinated Universal Time (UTC) for all operations. The term "Zulu" is used when ATC procedures require a reference to UTC, eg: 0920 UTC "ZERO NINE TWO ZERO ZULU" 0115 UTC "ZERO ONE ONE FIVE ZULU". 9.2 To Convert from Standard Time to Coordinated Universal Time: Eastern Standard Time Subtract 10 hours Central Standard Time Subtract 9.5 hours
Western Standard time Subtract 8 hours. 9.3 The 24hour clock system is used in radiotelephone transmissions. The hour is indicated by the first two figures and the minutes by the last two figures, eg: 0001 "ZERO ZERO ZERO ONE" 1920 "ONE NINE TWO ZERO". 9.4 Time may be stated in minutes only (two figures) in radiotelephone communications when no misunderstanding is likely to occur. 9.5 Current time in use at a station is stated to the nearest minute in order that pilots may use this information for time checks. 9.6 Control towers will state the time to the nearest half minute when issuing a taxi clearance to a departing aircraft, eg: 0925:10 "TIME, TWO FIVE" 0932:20 "TIME, THREE TWO AND A HALF" 2145:50 "TIME, FOUR SIX".
10. STANDARD WORDS AND PHRASES 10.1 The following words and phrases are to be used in radiotelephony communications, as appropriate, and have the meaning given. Word/Phrase ACKNOWLEDGE AFFIRM APPROVED BREAK Meaning Let me know that you have received and understood this message Yes Permission for proposed action granted I hereby indicate the separation between portions of the message (to be used where there is no clear distinction between the text and other portions of the message) I hereby indicate separation between messages transmitted to different aircraft in a very busy environment Annul the previously transmitted clearance Examine a system or procedure (no answer is normally expected) Authorised to proceed under the conditions specified Have I correctly received the following..? or Did you correctly receive this message ? Establish radio contact with ... That is correct An error has been made in this transmission (or message indicated) the correct version is ... Consider that transmission as not sent Proceed with your message What is the readability of my transmission HOW DO YOU READ The readability scale is: 1. Unreadable 2. Readable now and then
BREAK BREAK CANCEL CHECK CLEARED CONFIRM CONTACT CORRECT CORRECTION DISREGARD GO AHEAD
3. Readable but with difficulty 4. Readable 5. Perfectly readable I SAY AGAIN MONITOR NEGATIVE OVER OUT READ BACK I repeat for clarity or emphasis Listen out on (frequency) "No" or "Permission is not granted" or "That is not correct" My transmission is ended and I expect a response from you (not normally used in VHF communication) My transmission is ended and I expect no response from you (not normally used in VHF communication) Repeat all, or the specified part, of this message back to me exactly as received A change has been made to your last clearance and this new clearance supersedes your previous clearance or part thereof Pass me the following information I should like to know or I wish to obtain I have received all of your last transmission (under NO circumstances to be used in reply to a question requiring READ BACK or a direct answer in the affirmative or negative) Repeat all or the following part of your last transmission Reduce your rate of speech Wait and I will call you Check and confirm with originator I understand your message and will comply with it as a request: WORDS TWICE Communication is difficult. Please send every word or group of words twice.
RECLEARED REPORT REQUEST
ROGER
SAY AGAIN SPEAK SLOWER STANDBY VERIFY WILCO
as information: Since communication is difficult every word or group of words in this message will be sent twice.
11. GROUND STATION CALLSIGNS 11.1 ATS Callsigns 11.2 ATS units are identified by the name of the location followed by the service available as follows: CENTRE APPROACH DEPARTURES FINAL/DIRECTOR TOWER GROUND CLEARANCE DELIVERY FLIGHTWATCH En route area control, including RAS and FIS Approach control where provided as a separate function Departure control where provided as a separate function Radar control providing vectors onto final approach Aerodrome control or aerodrome and approach control where these services are provided from an aerodrome control tower, eg: Coffs Harbour Surface movement control Clearance delivery to departing aircraft (Name of Unit) Flight Service (eg , MELBOURNE) Flight Information Service.
11.3 The name of the location or the service may be omitted provided that satisfactory communication has been established. 12. AIRCRAFT CALLSIGNS 12.1 Improper use of callsigns can result in pilots executing a clearance intended for another aircraft. Callsigns should never be abbreviated on an initial contact or at any time when other aircraft callsigns have similar numbers/sounds or identical letters/numbers, eg: CHARLIE WHISKY ZULU - WHISKY CHARLIE ZULU. 12.2 Pilots must be certain that aircraft identification is complete and clearly identified before taking action on an ATC clearance. ATS will not abbreviate callsigns of air carrier or other civil aircraft having authorised callsigns. ATS may initiate abbreviated callsigns of other aircraft by using the prefix and the last three digits/letters of the aircraft identification after communications are established. The pilot may use the abbreviated callsign in subsequent contact with ATS. When aware of similar/identical callsigns, ATS will take action to minimise errors by emphasising certain numbers/letters, by repeating the entire callsign, by repeating the prefix, or by asking pilots to use a different callsign temporarily. Pilots should use the phrase "VERIFY CLEARANCE FOR (complete callsign)" if doubt exists concerning proper identity.
12.3 Civil aircraft pilots may state the aircraft type, model or manufacturers name, followed by the digits/letters of the registration number, eg: Bonanza CHARLIE ALPHA ECHO Cherokee ALPHA BRAVO CHARLIE. 13. FLIGHT NUMBER CALLSIGNS - USING GROUP FORM 13.1 Approved RPT operators using Flight Number callsigns and aircraft having registrations with numbers should use the "group form" when transmitting the callsign/flight number. "Group form" is the pronunciation of a series of numbers as the whole number, or pairs of numbers they represent rather than pronouncing each separate digit. The use of group form may be negated by four digit identifiers or placement of zeros in the identifier. 13.2 Pilots and ATS should be aware that the preference to use group form does not invalidate any transmissions made in conventional formats. However, to retain the integrity in the communication between ATS and operators, the identification format used should be consistent. 13.3 A pilot not using group form in establishing communication, but subsequently addressed by ATS in this format, should adopt the use of group form for the remainder of the flight in airspace, eg: QFA 452 "QANTAS FOUR FIFTY TWO" AAA 100 "ANSETT ONE HUNDRED" ANZ 110 "NEW ZEALAND ONE TEN" KDA 1315 "KENDALL THIRTEEN FIFTEEN" SSQ 101 "SUNSTATE ONE ZERO ONE" EIA 050 "EVERGREEN ZERO FIVE ZERO" UPS 1004 "UPSCO TEN ZERO FOUR". 13.4 There is no additional abbreviated form when using Flight Number callsigns. The airline designator and all numerics of the callsign must be pronounced. 13.5 Whenever ATS consider that a possibility exists for callsign confusion, an ATS officer may elect to use conventional formats on either or all aircraft involved, or amend the callsign to include a suffix for the duration that the aircraft concerned are on the same ATS frequency. 14. GROUND VEHICLES 14.1 Ground vehicles shall be identified by the type of vehicle; eg, car, truck, tractor, tug, etc, or an ATS approved format, followed by the assigned vehicle number spoken in group form. eg: TRUCK 12 "TRUCK TWELVE" CAR 23 "CAR TWENTY THREE".
15. INTERCHANGE AND LEASED AIRCRAFT 15.1 Controllers issue traffic information based on familiarity with airline equipment and colour/markings. When an airline dispatches a flight using another companys aircraft and the pilot does not advise the terminal ATC facility, the possible confusion in aircraft identification can compromise safety. 15.2 Pilots flying an "interchange" or "leased" aircraft, not bearing the colours/markings of the company operating the aircraft, should inform the terminal ATC facility (on first contact) of the name of the operating company and aircraft callsign, followed by the company name as displayed on the aircraft, and aircraft type, eg: ANSETT THREE ELEVEN, AIR NEW ZEALAND INTERCHANGE (or LEASE), BOEING SEVEN FOUR SEVEN. 16. CALLSIGNS - FULL AND ABBREVIATED FORMATS 16.1 Full radiotelephony callsigns must be used when initially establishing two way communication. Thereafter, and only after being initiated by ATS, callsigns may be abbreviated in accordance with para 16.3 below. 16.2 Aircraft radiotelephony callsigns must be in one of the following forms: a. The characters corresponding to the registration marking of the aircraft; or b. The telephony designator of the aircraft operating agency, followed by the last three characters of the registration marking of the aircraft; or c. The approved telephony designator of the aircraft operating agency, followed by the flight number. Note: The name of the aircraft manufacturer or aircraft model may be used as a radiotelephony prefix in lieu of subpara 16.2a. above. 16.3 Aircraft callsigns, as described in para 16.2 may be abbreviated as follows: a. Subpara 16.2a. - the first character of the registration and at least two characters of the callsign. b. Subpara 16.2b. - the telephony designator of the aircraft operating agency, followed by at least the last two characters of the registration marking. c. Subpara 16.2c. - no abbreviated form. 16.4 Registered aircraft operating within the FIR will use the abbreviated form consisting of the last three characters of the registration unless conforming with an alternative approved format, eg: VHDFL DELTA FOXTROT LIMA 16.5 Foreign registered aircraft operating within the FIR will use the abbreviated form consisting of the first character and last three characters of the registration unless conforming with an alternative approved format, eg: N35826 NOVEMBER EIGHT TWO SIX
16.6 The prefix "HELICOPTER" before the callsign must be used by rotary wing aircraft when first establishing contact on any frequency, eg: VHBFK HELICOPTER BRAVO FOXTROT KILO 17. CALLSIGNS - SPECIAL TASK OPERATIONS 17.1 Aircraft engaged in special task operations, and with the agreement of ATS, may use a callsign indicative of the nature of the task, eg: Police Rescue POLAIR RED Rescue Mission 32 RESCUE THREE TWO Coastal Patrol COASTWATCH PHRASEOLOGIES 18. TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS) Circumstances 1. Level Changes, Reports / Rates after modifying vertical speed to comply with a TCAS resolution advisory (pilot and controller interchange) after TCAS "Clear of Conflict" is annunciated (pilot and controller interchange) Phraseologies * Denotes pilot transmission a.* TCAS CLIMB (or DESCENT) b. (acknowledgment) c.* RETURNING TO (assigned clearance) d. (acknowledgment)(or alternative instructions) e.* TCAS CLIMB (or DESCENT), RETURNING TO (assigned clearance) f. (acknowledgment)(or alternative instructions) g.* TCAS CLIMB (or DESCENT) COMPLETED (assigned clearance) RESUMED h. (acknowledgment)(or alternative instructions) i.* UNABLE TO COMPLY, TCAS RESOLUTION ADVISORY j. (acknowledgment)
after the response to a TCAS resolution advisory is completed (Pilot and Controller interchange)
after returning to clearance after responding to a TCAS resolution advisory (Pilot and Controller interchange)
when unable to comply with a clearance because of a TCAS resolution advisory (Pilot and Controller interchange)
19. STATUS OF RESTRICTED AIRSPACE Circumstances Phraseologies * Denotes pilot transmission a. WARNING / RESTRICTED AIRSPACE (number) ACTIVE followed by: When in use by the controlling authority CLEARANCE REQUIRED or CLEARANCE NOT AVAILABLE or (other qualification as appropriate) b. WARNING / RESTRICTED AIRSPACE (number) RELEASED followed by: AVAILABLE FOR TRANSIT or AVAILABLE UNTIL TIME or (other Qualification asAppropriate)
When not in use by the controlling authority
20. EMERGENCY DESCENT Circumstances Phraseologies * Denotes pilot transmission a.*EMERGENCY DESCENT (intentions) b. EMERGENCY DESCENT AT (significant point or location) ALL AIRCRAFT BELOW (level) WITHIN (distance) OF (significant point or navigation aid) [LEAVE IMMEDIATELY] [(specific instructions as to direction, heading or track, etc)] 21. SARTIME / SARWATCH Circumstances Phraseologies * Denotes pilot transmission a.* SARTIME FOR DEPARTURE (or ARRIVAL) [location] (time)
1. SARTIME Advice 2. Departure Reports to initiate a SARWATCH when communication on the ground is not available.
a.* AIRBORNE (location)
3. Flight & Arrival Reports
a.* (position) CANCEL SARWATCH [ADVISE (unit) if appropriate] b. SARWATCH CANCELLED [WILCO (unit)] c. [location] SARWATCH TERMINATED d. ROGER (identity of unit acknowledging) a.* AMENDED SARTIME IS (new SARTIME) TO (unit to which arrival will be reported) b.* INSTEAD OF(unit previously notified)
form of acknowledgment to CANCEL SARWATCH when the ATS unit accepting the arrival report is other than the unit addressed 4. Amending SARTIME amending a previously notified SARTIME if the unit to which arrival will be reported is different from that previously notified
22. GENERAL PHRASES Circumstances Phraseologies * Denotes pilot transmission 1. Description of levels (subsequently referred to as "(level)" 2. Level Changes and Rates when there is an expectation that the aircraft will maintain the level or to eliminate confusion, the instruction "AND MAINTAIN" shall be included a. FLIGHT LEVEL (number) or b. (number) FEET a. CLIMB (or DESCEND) followed as necessary by: (i) TO (level) (ii) TO AND MAINTAIN(level) (iii) TO REACH (level) AT (or BY) (time or significant point) (iv) REPORT LEAVING (or REACHING or PASSING or APPROACHING) (level) (v) AT (number) FEET PERMINUTE [MINIMUM (or MAXIMUM)] when rate is required to be in accordance with "STANDARD RATE" specifications (vi) AT STANDARD RATE b. STEP CLIMB (or DESCENT) (aircraft identification) ABOVE (or BENEATH) YOU c. REQUEST LEVEL CHANGE FROM (name of unit) AT (time or significant point) d. STOP CLIMB (or DESCENT) AT (level) e. CONTINUE CLIMB (or DESCENT) TO [AND MAINTAIN] (level) f. EXPEDITE CLIMB (or DESCENT) [UNTIL PASSING (level)] g. EXPECT CLIMB (or DESCENT) AT (time or location) pilot requesting a change of level h.* REQUEST CLIMB (or DESCENT) [AT (time or location)] [TO (level)]
2. Level Changes and Rates (Cont.) to require action at a specific time or place to require action when convenient when a pilot is unable to comply with a clearance or instruction when a descent clearance is issued in relation to the DME steps when a pilot is assigned and required to maintain separation with a sighted aircraft
i. IMMEDIATELY j. AFTER PASSING(significant point) k. AT (time or significant point) l. WHEN READY(instruction) m.* UNABLE TO COMPLY
n. DESCEND TO (level) NOT BELOW DME STEPS o. MAINTAIN SEPARATION WITH (or PASS BEHIND or FOLLOW) (aircraft type or identification) [instructions or restriction] a. MAINTAIN (level) [TO (significant point)] [condition]
3. Maintenance of Specified Levels Note: The term "MAINTAIN" must not to be used in lieu of "DESCEND" or "CLIMB" when instructing an aircraft to change level 4. Use of Block Levels
a.* REQUEST BLOCK LEVEL (level) TO (level) b. CLEARED BLOCK(level) TO (level)
cancelling block level clearance
c. CANCEL BLOCK CLEARANCE CLIMB (or DESCEND) TO AND MAINTAIN (level) a. CROSS (significant point) AT (or ABOVE, or BELOW)(level) b. CROSS (significant point) AT (time) OR LATER (or BEFORE) AT (level) c. CRUISE CLIMB BETWEEN (levels) (or ABOVE) (level)
5. Specification of Cruising Levels
23. FREQUENCY MANAGEMENT Circumstances Phraseologies * Denotes pilot transmission 1. Transfer of Control and/or Frequency Change Note: An aircraft may be requested to "STAND BY" on a frequency when the intention is that the ATS unit will initiate communications, and to "MONITOR" a frequency when information is being broadcast thereon. a. CONTACT (unit callsign) (frequency) b.* (frequency) c. AT (or OVER)(time or place) CONTACT (unit callsign) (frequency) d. IF NO CONTACT(instructions) e.* REQUEST CHANGE TO (frequency) (service) f. FREQUENCY CHANGE APPROVED g. MONITOR (unit callsign) (frequency) h.* MONITORING (frequency) i. REMAIN THIS FREQUENCY an IFR pilot changing to the MBZ frequency or CTAF when a pilot/ATC broadcasts general information when a pilot broadcasts location specific general information 2. Flights Contacting Approach Control not radar identified or procedural tower a.*(distance) MILES [DME] [RADIAL (VOR radial) or (compass quadrant from aerodrome, eg: SOUTH / SOUTH EAST, etc)] followed as necessary by: (i) MAINTAINING (or ON DESCENT) TO (level) if visual approach can be made 3. Change of Callsign to instruct an aircraft to change callsign to advise an aircraft to revert to the (ii) VISUAL a. CHANGE YOUR CALLSIGN TO (new callsign) [UNTIL FURTHER ADVISED] b. REVERT TO FLIGHT PLAN
Pgina 22
j.* CHANGING (location) MBZ [or CTAF]
k.* ALL STATIONS (appropriate information) l.* ALL STATIONS (location) (information) (location)
Manual Gua de Fraseologa Aeronutica en Ingls
callsign indicated in the flight notification to ATS 4. After landing
CALLSIGN (callsign) [AT (significant point)] a. CONTACT GROUND [frequency] b. WHEN VACATED CONTACT GROUND [frequency]
24. TRAFFIC INFORMATION Circumstances Phraseologies * Denotes pilot transmission 1. Traffic Information pilot request for traffic information to pass traffic information b. NO REPORTED [IFR] TRAFFIC c. [IFR] TRAFFIC(relevant information) [REPORT SIGHTING] d. [ADDITIONAL] [IFR] TRAFFIC (direction) BOUND (type of aircraft) (level) ESTIMATED (or OVER) (significant point) AT (time) to acknowledge traffic information e.* LOOKING f.* TRAFFIC IN SIGHT g.* NEGATIVE CONTACT [reasons] interception of relevant traffic information transmitted by other aircraft or ATS facility 2. Advice of Military Aircraft Conducting Abrupt Vertical Manoeuvres h.* COPIED (callsign of traffic intercepted) a.* REQUEST TRAFFIC
a. ABRUPT VERTICAL MANOEUVRES AT (position) UP TO (level)
25. METEOROLOGICAL INFORMATION Circumstances Phraseology * Denotes pilot transmission 1. Meteorological Conditions Note: Wind is always expressed by giving the mean direction and speed and any significant variations. a. WIND (number) DEGREES (number) (units) b. WIND AT (height/altitude/flight level) (number) DEGREES (number)(units) c. VISIBILITY (distance)[direction] d. RUNWAY VISUAL RANGE (or RVR) [RUNWAY (number)] (distance) e. PRESENT WEATHER (details) f. CLOUD (amount, [type] and height of base) (or SKY CLEAR) Note; CAVOK pronounced CAV-0-KAY g. CAVOK h. TEMPERATURE [MINUS] (number) (and/or DEWPOINT [MINUS] (number)) i. QNH (number) [units] j. MODERATE (or SEVERE) ICING (or TURBULENCE) [IN CLOUD] (area) k. REPORT FLIGHT CONDITIONS unless responding to a request for turbulence or icing information l. * IMC (or VMC)
26. REPORTS AND INFORMATION Circumstances Phraseologies * Denotes pilot transmission 1. Position Reporting Note: Phrases for use in en route position and MET reports are listed in AIP OPS . 2. Additional Reports to request a report at a specified place or distance a. NEXT REPORT AT(significant point)
a. REPORT PASSING (significant point) b. REPORT [GPS] (distance) FROM (name of DME station) DME(or reference point) c. REPORT PASSING(three digits) RADIAL (name of VOR) VOR
to request a report of present position
d. REPORT DISTANCE FROM (significant point) e. REPORT DISTANCE FROM (name of DME station) DME
when descending a nonDME equipped aircraft to LSALT above CTA steps the pilot will give this only when satisfied that the CTA step has been passed, allowing for navigational tolerances. 3. Aerodrome Information
f. REPORT PASSING CONTROL AREA STEPS FOR FURTHER DESCENT g.* INSIDE (distance of a CTA step as shown on ERC) MILES
a. RUNWAY (number) (condition) b. LANDING SURFACE(condition) c. CAUTION (WORK IN PROGRESS) (OBSTRUCTION) (position and any necessary advice) d. BRAKING ACTION REPORTED BY (aircraft type) AT (time) GOOD (or MEDIUM, or POOR) e. RUNWAY (or TAXIWAY) WET [or DAMP, WATER PATCHES, FLOODED (depth)]
4. Information to Aircraft wake turbulence
a. CAUTION
(i) WAKE TURBULENCE jet blast on apron or taxiway propellerdriven aircraft slipstream helicopter downwash 5. Pilot Initiated Waiver of Wake Turbulence Separation Standards 6. Notification by Pilot of Approved GPS Failing to Meet RAIM Requirements for Navigation Notification by Pilot of Approved GPS Resuming Operation with RAIM (ii) JET BLAST (iii) SLIPSTREAM
(iv) DOWNWASH a.* ACCEPT WAIVER
a.* RAIM FAILURE
b.* RAIM RESTORED
27. CLEARANCES
Circumstances
Phraseologies * Denotes pilot transmission
1. Clearances where the clearance is relayed by a third party eg pilot/FS (ATC excepted) when subsequent restrictions/ requirements are imposed in addition to previous restrictions/requirements to be complied with
a.* REQUEST CLEARANCE b. (name of unit) CLEARS (aircraft identification) c. CLEARED TO d. RECLEARED (amended clearance details) e. FURTHER REQUIREMENT f. [RE] ENTER CONTROL AREA (or ZONE) [VIA (significant point)] AT (level) [AT (time)] g. LEAVE CONTROL AREA (or ZONE) AT (level) (or CLIMBING, or DESCENDING) h. JOIN (specify) AT (significant point) AT (level) [AT (time)]
2. Indication of Route and Clearance Limit
a. FROM (place) TO (place) b. TO (place) followed as necessary by: (i) DIRECT (ii) VIA (route and/or reporting points) (iii) VIA FLIGHT PLANNED ROUTE (iv) VIA (distance)ARC (direction) OF (name of DME station) DME c. (level or route) NOT AVAILABLE DUE (reason) ALTERNATIVE[S] IS/ARE (levels or routes)ADVISE
issuing a specific clearance limit issuing a SID 2. Indication of Route and Clearance
d. CLEARANCE LIMIT (place/aid) e. (identifier) DEPARTURE f. EXPECT VISUAL DEPARTURE
Limit (Cont.) when pilot requests, or ATC anticipate, a visual departure in lieu of a SID 3. When a Clearance Has Been Cancelled 4. When a SID or STAR Has Been Cancelled 5. Change of Flight Rules cancelling or suspending IFR (to be initiated only by the pilot) resuming IFR a. CANCEL CLEARANCE b.* CANCEL CLEARANCE a. CANCEL SID (or STAR) (instructions)
a.* CANCEL IFR, REQUEST (intention) b. IFR CANCELLED OPERATE VFR (instruction or clearance) c.* REQUEST IFR CLEARANCE [AT (time or place)] (IFR level) a.* FLIGHT DETAILS [INBOUND or FOR (DEPARTURE or TRANSIT)]
6. Requesting Clearance when notification of flight details has not been submitted to ATS flight details to be passed after ATS response
b.* (Aircraft type) (position) (route in controlled airspace and next estimate) (preferred level) c. EXPECT CLEARANCE AT (time or place) d.* EXPECT CLEARANCE REQUEST (aircraft type) VFR (if appropriate) FOR (destination) VIA (point outside controlled airspace at which clearance will be requested) ESTIMATE (estimate at destination) AT (altitude proposed for entry to controlled airspace)
if clearance cannot be issued immediately upon request) if giving warning of clearance requirement
28. APPROACH AND AREA CONTROL SERVICES
Circumstances
1. Departures Instructions
a. TRACK (three digits) DEGREES [MAGNETIC] TO (or FROM) (significant point) [UNTIL (time) (or REACHING) (fix or significant point or level)] a. (Identifier) ARRIVAL [(name) TRANSITION] [RUNWAY (number)] (assigned level) b. [(instructions)]RESUME (identifier) ARRIVAL
Standard Arrival Routes (STARs) complete STAR clearance
3. Approach Instructions
a. CLEARED DME (or GPS) ARRIVAL [SECTOR (identifying letter of the sector)] b.* REQUEST [STRAIGHTIN](type of approach) APPROACH [RUNWAY (number)] c. CLEARED (type of approach) APPROACH [RUNWAY (number)] d. COMMENCE APPROACH AT (time)
pilot to advise when able to conduct a visual approach visual approaches by night
e. REPORT VISUAL f. REPORT RUNWAY [LIGHTS] IN SIGHT g. REPORT (significant point) [OUTBOUND or INBOUND] h. WHEN ESTABLISHED(position) CLEARED FOR VISUAL APPROACH
4. Holding Instructions visual published holding procedure over a waypoint, facility or fix when pilot requires an oral description of holding procedure based on a facility
a. HOLD VISUAL [OVER] (position) b. HOLD AT (waypoint, facility or fix) (level) EXPECT APPROACH (or FURTHER CLEARANCE) AT (time) c.* REQUEST HOLDING INSTRUCTIONS
d. HOLD AT (waypoint, facility or fix) (callsign and frequency, if necessary) (level) INBOUND TRACK (three digits) DEGREES RIGHT (or LEFT) HAND PATTERN, OUTBOUND TIME (number) MINUTES (additional instructions, if necessary) e. HOLD ON THE(three digits) RADIAL OF THE (name) VOR/TACAN (callsign and frequency, if necessary) AT (distance) DME (or BETWEEN (distance) AND (distance) DME) (level) INBOUND TRACK(three digits) DEGREES RIGHT (or LEFT) HAND PATTERN(additional instructions, if necessary) 5. Expected Approach Time a. NO DELAY EXPECTED b. EXPECTED APPROACH TIME (time)
VICINITY OF THE AERODROME 29. VISUAL IDENTIFICATION Circumstances Phraseologies * Denotes pilot transmission 1. Identification of Aircraft 2. Acknowledgment by Visual Means a. SHOW LANDING LIGHT a. ACKNOWLEDGE BY MOVING AILERONS (or RUDDER) b. ACKNOWLEDGE BY ROCKING WINGS c. ACKNOWLEDGE BY FLASHING LANDING LIGHTS
30. STARTING AND INITIAL CLEARANCE ISSUE
Circumstances
1. Starting Procedures to request permission to start engines
a.* [aircraft location] REQUEST START b.* [aircraft location] REQUEST START INFORMATION (ATIS identification) c. START APPROVED d. START AT (time) e. EXPECT START AT(time) f. EXPECT DEPARTURE(time) START AT OWN DISCRETION
ATC response
2. When Clearance Delivery is in Operation. if runway other than runwaynominated is required.
a. (aerodrome of first intended landing) REQUEST CLEARANCE b.* REQUIRE RUNWAY (number)
31. PUSHBACKS Circumstances Phraseologies * Denotes pilot transmission 1. Pushback Procedures for Aircraft Note: When local procedures so prescribe, authorisation for pushback should be obtained from the control tower. a.* [aircraft location] REQUEST PUSHBACK b. PUSHBACK APPROVED c. PUSHBACK AT OWN DISCRETION d. EXPECT (number) MINUTES DELAY DUE (reason) 2. Towing Procedures a. # REQUEST TOW [company name] (aircraft type) FROM (location) TO (location) b. TOW APPROVED VIA (specific routing to be followed) # Denotes transmission from aircraft/tow vehicle combination 3. To Request Aerodrome Data for Departure when no ATIS broadcast is available a.* REQUEST DEPARTURE INFORMATION b. RUNWAY (number), WIND (direction and speed), QNH (detail), TEMPERATURE (detail), [VISIBILITY FOR TAKEOFF (detail) (or RVR) (detail)]
ATC response
32. TAXI PROCEDURE Circumstances Phraseologies * Denotes pilot transmission 1. Taxi Procedures for departure at a controlled aerodrome a.* [flight number] [aircraft type] [wake turbulence category if "heavy"] [POB] RECEIVED (ATIS identification) [SQUAWK(SSR code)] [aircraft location] [flight rules] [TO (aerodrome of destination)] REQUEST TAXI [intentions] b.* ALL STATIONS (location) (aircraft type) [POB] [IFR (if operating IFR)] TAXIING (location) FOR (destination or intentions) Yc.* (number of aircraft) FOR (area of operation) POB (number) [DANGEROUS CARGO] RECEIVED (ATIS code) REQUEST TAXI d. TAXI TO HOLDING POINT [identifier] [RUNWAY (number)] [TIME (minutes)] where detailed taxi instructions are required e.* [aircraft type] [wake turbulence category if "heavy"]REQUEST DETAILED TAXI INSTRUCTIONS f. TAXI VIA (specific routing to be followed) TO HOLDING POINT [identifier] [RUNWAY (number)] [TIME (minutes)] where aerodrome information is not available from an alternative source such as ATIS 2. Intersection Departures when a pilot requests an intersection departure when a pilot is offered an intersection departure g. TAXI TO HOLDING POINT [identifier] (followed by aerodrome information as applicable) [TIME (minutes)] a.* REQUEST INTERSECTION DEPARTURE FROM (taxiway identifier) b. INTERSECTION DEPARTURE APPROVED HOLD SHORT OF (position) c. INTERSECTION DEPARTURE AVAILABLE FROM (position) (distance) REMAINING(if this information is not readily available to the pilot) HOLD
for departure at a noncontrolled aerodrome
military pilots on local sorties when ready to taxi (include details of flight if not already notified)
SHORT (position) 3. Specific Routing a. TAKE (or TURN) FIRST (or SECOND) LEFT (or RIGHT) b. TAXI VIA (identification of taxiway) c. TAXI VIA RUNWAY(number) d. TAXI TO [TERMINAL or other location, eg GENERAL AVIATION AREA] [STAND (number)] 3. Manoeuvring on Aerodrome general a.* REQUEST BACKTRACK b. BACKTRACK APPROVED c. BACKTRACK RUNWAY(number) d.* [aircraft location] REQUEST TAXI TO (destination on aerodrome) e. TAXI STRAIGHT AHEAD f. TAXI WITH CAUTION (reason) g. GIVE WAY TO(description and position of other aircraft) h.* GIVING WAY TO (traffic) i. TAXI INTO HOLDING BAY j. FOLLOW (description of other aircraft or vehicle) k. VACATE RUNWAY Note: The pilot must, when requested, report "RUNWAY VACATED" when the aircraft is well clear of the runway. l.* RUNWAY VACATED m. EXPEDITE TAXI[reason] n.* EXPEDITING
33. AERODROME MOVEMENTS Circumstances Phraseologies * Denotes pilot transmission 1. Holding Note: The procedure words ROGER and WILCO are insufficient acknowledgment of the instructions HOLD, HOLD POSITION and HOLD SHORT OF (position). In each case, the acknowledgment must be by the phraseology HOLDING or HOLDING SHORT, as appropriate. 2. To Cross a Runway Note: If the control tower is unable to see the crossing aircraft (eg, night, low visibility, etc), the instruction should always be accompanied by a request to report when the aircraft has vacated and is clear of the runway. a. HOLD (direction) OF (position, runway number, etc) b. HOLD POSITION c. HOLD SHORT OF(position) d.* HOLDING e.* HOLDING SHORT
a.* REQUEST CROSS RUNWAY (number) b. CROSS RUNWAY(number) [REPORT VACATED] c.* CROSSING RUNWAY (number) d. EXPEDITE CROSSING RUNWAY (number) TRAFFIC (aircraft type) (distance)MILES FINAL
34. RUNWAY OPERATIONS Note: The runway should be stated when the caller wishes to emphasise, on frequency, the runway to be occupied, or there is the possibility of confusion during multiple runway operations. Circumstances Phraseologies * Denotes pilot transmission 1. Preparation for Takeoff if unable to issue takeoff clearance a. REPORT WHEN READY [FOR DEPARTURE] b. ARE YOU READY FOR IMMEDIATE DEPARTURE? c.* READY d. WAIT [reason] 2. Clearance to Enter Runway and Await TakeOff when the pilot desires to enter the runway and assume takeoff position for checks before departure a.* REQUEST LINE-UP [REQUIRE (required number of seconds delay in linedup position before departure) SECONDS ON RUNWAY] b. LINE UP [AND WAIT] [RUNWAY (number)] [BE READY FOR IMMEDIATE DEPARTURE] conditional clearances acknowledgment of a conditional clearance 3. Takeoff Clearance when there is a possibility of confusion c. (condition) LINE UP [RUNWAY (number)] d.* (condition) LINING UP [RUNWAY (number)] a. CLEARED FOR TAKEOFF [REPORT AIRBORNE] b. RUNWAY (number) CLEARED FOR TAKEOFF when takeoff clearance has not been complied with c. TAKE OFF IMMEDIATELY OR VACATE RUNWAY d. TAKE OFF IMMEDIATELY OR HOLD SHORT OF THE RUNWAY 3. Takeoff Clearance (Cont.) when SIMOPS (LAHSO) are in use e. (aircraft type) LANDING ON CROSSING RUNWAY WILL HOLD SHORT - RUNWAY (number) CLEARED FOR TAKEOFF
Pgina 37
when a radar SID has been issued
f. ASSIGNED HEADING RIGHT (or LEFT) (three digits)(plus any altitude restriction) [RUNWAY (number)] CLEARED FOR TAKEOFF g.* LEFT (or RIGHT) (three digits) (plus any altitude restriction)RUNWAY (number) CLEARED FOR TAKEOFF
when a radar SID has been issued with a heading which approximates the runway bearing (rounded off to the nearest 5) the instruction will not include a direction of turn when an IFR aircraft is cleared for a visual departure to a level above MVA, MSA or LSALT
h. ASSIGNED HEADING (degrees) CLEARED FOR TAKEOFF i.* HEADING (three digits) CLEARED FOR TAKEOFF j. (instructions) VISUAL UNTIL PASSING (visual level requirement) k.* (instructions) VISUAL UNTIL PASSING (visual level requirement) l. (instructions) VISUAL UNTIL REACHING m.* (instructions)VISUAL UNTIL REACHING a. HOLD POSITION, CANCEL, I SAY AGAIN CANCEL TAKEOFF (reasons) b.* HOLDING
when an IFR aircraft is cleared for a visual departure and the level assigned is at the MVA, MSA or LSALT
4. Takeoff Clearance Cancellation
to stop a takeoff in emergency conditions
c. STOP IMMEDIATELY (repeat aircraft callsign) STOP IMMEDIATELY d.* STOPPING RUNWAY (number)
35. HELICOPTER OPERATION ON AERODROMES Circumstances Phraseologies * Denotes pilot transmission 1. Helicopter Operations air taxi or air transit for departure and arrival a.* REQUEST AIR TAXI (or AIR TRANSIT or GROUND TAXI) FROM (or VIA) TO (location or routing as appropriate) b. AIR TAXI (or AIR TRANSIT or GROUND TAXI) TO (or VIA) (location,
parking position, stand, or routing as appropriate) [CAUTION (dust, loose debris, taxiing light aircraft, personnel, wake turbulence, etc)] c. AIR TAXI (or AIR TRANSIT or GROUND TAXI) VIA (direct, as requested, or specified route) TO (location, heliport, parking position, stand, operating or movement area, active or inactive runway) AVOID (aircraft or vehicles or personnel) 2. Departure From Other Than the Manoeuvring Area a. [FROM] (present position, taxiway, final approach and takeoff area, runway and number) CLEARED FOR TAKEOFF b.* REQUEST DEPARTURE INSTRUCTIONS c. AFTER DEPARTURE TURN RIGHT (or LEFT, or CLIMB) (instructions as appropriate) 3. Arrival a.* REQUEST STRAIGHTIN (or CIRCLING APPROACH, LEFT (or RIGHT) TURN TO (location)) b. MAKE STRAIGHTIN (or CIRCLING APPROACH, LEFT(or RIGHT) TURN TO (location, runway, taxiway, final approach and takeoff area)) [ARRIVAL (or ARRIVAL ROUTE) (number name, or code)] [HOLD SHORT OF (active runway, extended runway centreline, other)] [REMAIN (direction or distance) FROM (runway, runway centreline, other helicopter or aircraft)] [CAUTION (power lines, unlit obstructions, wake turbulence, etc)] CLEARED TO LAND
36. AFTER TAKEOFF Note: ALL "level" reports to Radar must be to the nearest 100FT. Circumstances Phraseologies * Denotes pilot transmission 1. Tracking After TakeOff a.* REQUEST RIGHT (or LEFT) TURN [WHEN AIRBORNE] b. LEFT (or RIGHT) TURN APPROVED c. AFTER PASSING (level)(instructions) heading to be followed d.CONTINUE ON (magnetic direction of runway) (instructions) e.TRACK (magnetic direction of runway) (instructions) f. CLIMB STRAIGHT AHEAD (instructions) 2. Airborne Report - Radar unrestricted turn to track heading specified by ATC a. TURNING LEFT (or RIGHT) PASSING (level) CLIMBING TO (level) b.* TURNING LEFT (or RIGHT) (three digits) PASSING(level) CLIMBING TO (level) or c.* MAINTAINING RUNWAY HEADING PASSING (level) CLIMBING TO (level) confirmation of an assigned Radar SID heading when establishing contact with ATC and unable to execute turn immediately due procedural requirements when assigned heading approximates runway bearing 3. Airborne Report - Nonradar when notifying departure report to a control tower d.* ASSIGNED HEADING LEFT (or RIGHT) (three digits) PASSING (level)CLIMBING TO (level)
when a specific track is to be followed
e.* HEADING (three digits) PASSING (level) CLIMBING TO(level) a.* DEPARTED (time) TRACKING (track being flown) [FROM (reference aid used to establish track) or VIA SID identifier)] CLIMBING TO (level) or b. * DEPARTED (location) (time in minutes) TRACKING [TO INTERCEPT]
Pgina 40
contacting nonradar unit other than
departure aerodrome 4. Departure Reports departing an uncontrolled aerodrome
(track) CLIMBING TO (level) a.* DEPARTED (location) (time in minutes) TRACKING (three digits) CLIMBING TO (intended level) or b.* DEPARTED (location)(time in minutes) TRACKING TO INTERCEPT (track) CLIMBING TO (intended level)
37. RADAR COMMUNICATION AND NAVIGATION Circumstances Phraseologies * Denotes pilot transmission 1. Communications a. [IF] RADIO CONTACT LOST (instructions) b. IF NO TRANSMISSIONS RECEIVED FOR (number) MINUTES (or SECONDS) (instructions) c. REPLY NOT RECEIVED (instructions) if loss of communication is suspected d. IF YOU READ [manoeuvre instructions or SQUAWK (code or IDENT)] e. (manoeuvre or SQUAWK) OBSERVED, POSITION (position of aircraft), WILL CONTINUE TO PASS INSTRUCTIONS 2. Aircraft Directional Indicator Failure when notified by pilot a. COMPASS FAILURE ACKNOWLEDGED, RADAR SERVICE WILL CONTINUE USING NO COMPASS PROCEDURES, CONFIRM FAMILIAR b. CONFIRM HEADING c. SUSPECT YOUR COMPASS HAS FAILED, RADAR SERVICE WILL CONTINUE USING NOCOMPASS PROCEDURES, CONFIRM FAMILIAR d. MAKE ALL TURNS RATE ONE (or RATE HALF or (number) DEGREES PER SECOND) EXECUTE INSTRUCTIONS IMMEDIATELY UPON RECEIPT e. TURN LEFT (or RIGHT) NOW f. STOP TURN NOW
when suspected by ATC if heading response appears at variance with the track of the radar return
2. Aircraft Directional Indicator Failure (Cont.) In case of unreliable directional instruments on board aircraft
38. RADAR COMMUNICATION AND NAVIGATION
Circumstances
1. Communications
a. [IF] RADIO CONTACT LOST (instructions) b. IF NO TRANSMISSIONS RECEIVED FOR (number) MINUTES (or SECONDS) (instructions) c. REPLY NOT RECEIVED (instructions)
if loss of communication is suspected
d. IF YOU READ [manoeuvre instructions or SQUAWK (code or IDENT)] e. (manoeuvre or SQUAWK) OBSERVED, POSITION (position of aircraft), WILL CONTINUE TO PASS INSTRUCTIONS
2. Aircraft Directional Indicator Failure when notified by pilot
a. COMPASS FAILURE ACKNOWLEDGED, RADAR SERVICE WILL CONTINUE USING NO COMPASS PROCEDURES, CONFIRM FAMILIAR b. CONFIRM HEADING c. SUSPECT YOUR COMPASS HAS FAILED, RADAR SERVICE WILL CONTINUE USING NOCOMPASS PROCEDURES, CONFIRM FAMILIAR d. MAKE ALL TURNS RATE ONE (or RATE HALF or (number) DEGREES PER SECOND) EXECUTE INSTRUCTIONS IMMEDIATELY UPON RECEIPT e. TURN LEFT (orRIGHT) NOW f. STOP TURN NOW
when suspected by ATC if heading response appears at variance with the track of the radar return
2. Aircraft Directional Indicator Failure (Cont.) In case of unreliable directional instruments on board aircraft
39. RADAR MANOEUVRES Circumstances Phraseologies * Denotes pilot transmission 1. General Manoeuvres a. LEAVE (significant point) HEADING (three digits) [INBOUND] [AT (time)] b. CONTINUE HEADING(three digits) c. CONTINUE PRESENT HEADING d. FLY HEADING (three digits) e. TURN LEFT (or RIGHT) (number) DEGREES (or HEADING (three digits))[reason] f. ORBIT LEFT (or RIGHT) [reason] for avoiding action g. TURN LEFT (or RIGHT) IMMEDIATELY [(number) DEGREES] or [HEADING (three digits)] TO AVOID [UNIDENTIFIED] TRAFFIC (bearing by clockreference and distance) h. STOP TURN HEADING (three digits) when instructing an aircraft to turn 180 or more and in order to emphasise the direction of turn when necessary to specify a reason for a manoeuvre, the following phraseologies should be used: i. TURN LEFT (or RIGHT) - I SAY AGAIN - LEFT (or RIGHT) HEADING (three digits) [reason] (i) DUE TRAFFIC (ii) FOR SPACING (iii) FOR DELAY (iv) FOR DOWNWIND (or BASE, or FINAL) 2. Aircraft Vectoring by Radar Service a.* REQUEST VECTORS [TO (or FROM) (aid, location or reason)] b. DO YOU WANT VECTORS?
40. SPEED CONTROL
Circumstances
1. Speed Note: All speed communications shall relate to INDICATED AIRSPEED unless otherwise stipulated. Where applicable, Mach Number may be nominated as the basis of a speed statement.
a.* SPEED (number) KNOTS (or Mach Number) b. REPORT SPEED or ([CLIMB or CRUISE] MACH NUMBER) c. MAINTAIN (number) KNOTS (or MACH (number)) UNTIL (location) d. MAINTAIN PRESENT SPEED e. INCREASE (or REDUCE) SPEED TO (or BY) (number) KNOTS f. REDUCE TO MINIMUM APPROACH SPEED
when an aircraft is required to reduce speed to the minimum possible in a clean configuration when aircraft speed is pilots discretion when ATC speed restrictions no longer apply and the aircraft is required to resume profile speeds in accordance with procedural requirements
g. REDUCE TO MINIMUM CLEAN SPEED
h. NO [ATC] SPEED RESTRICTIONS i. RESUME NORMAL SPEED
41. TRAFFIC INFORMATION
Circumstances
1. Traffic Information
a. TRAFFIC (number) OCLOCK (distance) (direction of flight) [any other pertinent information] (i) UNKNOWN (ii) SLOW MOVING (iii) FAST MOVING (iv) CLOSING (v) OPPOSITE (or SAME) DIRECTION (vi) OVERTAKING (vii) CROSSING LEFT TO RIGHT (or RIGHT TO LEFT)
aircraft type to be passed if known
(viii) (type) (ix) (level) (x)CLIMBING (or DESCENDING) b. CLEAR OF TRAFFIC [appropriate instructions]
42. SECONDARY SURVEILLANCE RADAR (SSR) Circumstances Phraseologies * Denotes pilot transmission 1. To Instruct Setting of Transponder (The word "code" is not used in transmissions.) To request: reselection of the assigned mode and code confirmation of Mode A Code selection a. SQUAWK (code) [IDENT if required] b.* [SQUAWK] (code) [IDENT if instructed by ATS] c. RECYCLE [(mode)] (code) d.* RECYCLING [(mode)](code) e. CONFIRM SQUAWK (code) f.* SQUAWKING (code) operation of the IDENT feature g. SQUAWK IDENT h. SQUAWK NORMAL temporary suspension of transponder operation emergency code selection termination of transponder operation transmission of pressure altitude pressure setting check and confirmation of level termination of pressure altitude transmission because of faulty operation altitude check 2. Advice on Traffic Level Where the Mode C Data Has Not Been Verified i. SQUAWK STANDBY
j. SQUAWK MAYDAY k. STOP SQUAWK l. SQUAWK CHARLIE m. CHECK ALTIMETER SETTING AND CONFIRM LEVEL n. STOP SQUAWK CHARLIE, WRONG INDICATION o. VERIFY [LEVEL] (level) p. UNVERIFIED LEVEL (level)
43. APPROACH RADAR SERVICES
Circumstances
1. Vectoring for ILS and Other Pilot Interpreted Approaches
a. VECTORING FOR (type of pilot interpreted aid) APPROACH RUNWAY (number) b. VECTORING FOR VISUAL APPROACH RUNWAY (number) REPORT FIELD (or RUNWAY) IN SIGHT c. VECTORING FOR (positioning in the circuit) d. (type)APPROACH NOT AVAILABLE DUE (reason) (alternative instructions) e. POSITION (number) MILES FROM (fix), TURN LEFT (or RIGHT) HEADING (three digits) f. CLEARED FOR (type) APPROACH RUNWAY (number) g.* RUNWAY (number) h. MAINTAIN ALTITUDE(altitude) UNTIL GLIDE PATH INTERCEPTION
2. Independent and Dependent Parallel Runway Approaches
a. CLEARED FOR ILS (or MLS) APPROACH RUNWAY (number)LEFT (or RIGHT) b. YOU HAVE CROSSED THE ILS LOCALIZER (or MLS FINAL APPROACH TRACK), TURN LEFT (or RIGHT) IMMEDIATELY AND RETURN TO THE LOCALIZER COURSE (or MLS FINAL APPROACH TRACK)
3. Azimuth
a. YOU WILL INTERCEPT (radio aid or track) (distance) FROM (significant point or TOUCHDOWN) b.* REQUEST (distance) FINAL
when a pilot wishes to be positioned a specific distance from touchdown
instructions and information
c. REPORT ESTABLISHED [ON MLS APPROACH TRACK] or [ON ILS (LOCALIZER) or (GLIDE PATH)] d. CLOSING FROM LEFT(or RIGHT) [REPORT ESTABLISHED] e. INTERCEPT (radio aid) [REPORT ESTABLISHED] f. FLY HEADING (three digits), WHEN ABLE PROCEED DIRECT (name) (waypoint, facility or fix) g. TURN LEFT (or RIGHT) HEADING (three digits) [TO INTERCEPT or REPORT ESTABLISHED] h. EXPECT VECTOR ACROSS(localizer course or aid) (reason) i. THIS TURN WILL TAKE YOU THROUGH (aid) [reason] j. TAKING YOU THROUGH (aid) [reason]
4. Position
a. (distance) FROM TOUCHDOWN
44. SURVEILLANCE RADAR APPROACH Circumstances Phraseologies * Denotes pilot transmission 1. Vectoring for Approach (SRA) Surveillance Radar a. THIS WILL BE A SURVEILLANCE RADAR APPROACH RUNWAY (number) TERMINATING AT (distance) FROM TOUCHDOWN, OBSTACLE CLEARANCE ALTITUDE (or HEIGHT) (number) FEET, CHECK YOUR MINIMA [IN CASE OF GO AROUND (instructions)] b. VECTORING FOR SURVEILLANCE RADAR APPROACH RUNWAY (number) c. APPROACH INSTRUCTIONS WILL BE TERMINATED AT (distance) FROM TOUCHDOWN 2. Checks 3. Elevation a. CHECK GEAR DOWN a. COMMENCE DESCENT NOW [TO MAINTAIN A (number) DEGREE GLIDE PATH] b. (distance) FROM TOUCHDOWN ALTITUDE (or HEIGHT) SHOULD BE (numbers and units) 4. Completion of Approach a. APPROACH COMPLETED [CONTACT (unit)] a. IF NOT VISUAL AT THE MISSED APPROACH POINT (instructions) b. CONTINUE VISUALLY OR GO AROUND [missed approach instructions] c. GO AROUND IMMEDIATELY [missed approach instructions] (reason) d.* GOING AROUND 6. Where MDA / MAPt Are Not Collocated a. AT MDA, YOU SHOULD BE AT (level) b. MDA NOW MAINTAIN (level) UNTIL
5. Missed Approach Procedure
VISUAL c. CONTINUE HEADING (three digits) d. TURN RIGHT/LEFT (number) DEGREES HEADING (three digits) e. CLOSING (OR COMING BACK TO) THE CENTRELINE FROM LEFT (or RIGHT) TURN LEFT (or RIGHT) (number) DEGREES HEADING (three digits) f. DRIFTING (SLOWLY) TO THE LEFT (or RIGHT) OF CENTRELINE
45. PILOT ACTIONS FOR SPEECHLESS RADAR APPROACH
Circumstances
1. Pilot Request for Speechless Radar Approach When Microphone/s Unserviceable 2. Pilot Response to Subsequent Control Questions: (i) affirmative or acknowledgment
a.* Pilot transmits four (4) separate and distinct unmodulated transmissions of one second duration
b.* (i) one distinct transmission
(ii) negative
c.* (ii) two separate and distinct transmissions
(iii) say again
d.* (iii) three separate and distinct transmissions
3. Pilot Indication of a Further and Pertinent Unserviceability or an Emergency 4. Pilot Indication of Abandoning the Aircraft 5. Controller Requires Pilot to Indicate When an Instruction Has Been Completed
e.* Five (5) separate continuous transmissions
f.* A single continuous transmission as long as practicable g. WHEN (condition or instruction is completed) MAKE A TWO SECOND TRANSMISSION

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Manual Gua de Fraseologa Aeronutica en Ingls Pgina 6

Fuerza Area Uruguaya

Escuadrn Areo N 3 (Transporte)

Manual Gua de Fraseologa Aeronutica en Ingls Pgina 7

Fuerza Area Uruguaya

Escuadrn Areo N 3 (Transporte)

Manual Gua de Fraseologa Aeronutica en Ingls Pgina 8

Fuerza Area Uruguaya

Escuadrn Areo N 3 (Transporte)

Fuerza Area Uruguaya

Escuadrn Areo N 3 (Transporte)

Manual Gua de Fraseologa Aeronutica en Ingls Pgina 10

Fuerza Area Uruguaya

Escuadrn Areo N 3 (Transporte)

Fuerza Area Uruguaya

Escuadrn Areo N 3 (Transporte)

RECLEARED REPORT REQUEST

SAY AGAIN SPEAK SLOWER STANDBY VERIFY WILCO

Fuerza Area Uruguaya

Escuadrn Areo N 3 (Transporte)

Manual Gua de Fraseologa Aeronutica en Ingls Pgina 13

Fuerza Area Uruguaya

Escuadrn Areo N 3 (Transporte)

Fuerza Area Uruguaya

Escuadrn Areo N 3 (Transporte)

Manual Gua de Fraseologa Aeronutica en Ingls Pgina 15

Fuerza Area Uruguaya

Escuadrn Areo N 3 (Transporte)

Manual Gua de Fraseologa Aeronutica en Ingls Pgina 16

Fuerza Area Uruguaya

Escuadrn Areo N 3 (Transporte)

Manual Gua de Fraseologa Aeronutica en Ingls Pgina 17

Fuerza Area Uruguaya

Escuadrn Areo N 3 (Transporte)

When not in use by the controlling authority

Manual Gua de Fraseologa Aeronutica en Ingls Pgina 18

Fuerza Area Uruguaya

Escuadrn Areo N 3 (Transporte)

a.* AIRBORNE (location)

3. Flight & Arrival Reports

Manual Gua de Fraseologa Aeronutica en Ingls Pgina 19

Fuerza Area Uruguaya

Escuadrn Areo N 3 (Transporte)

Manual Gua de Fraseologa Aeronutica en Ingls Pgina 20

Fuerza Area Uruguaya

Escuadrn Areo N 3 (Transporte)

a.* REQUEST BLOCK LEVEL (level) TO (level) b. CLEARED BLOCK(level) TO (level)