International Virtual Aviation Network
USA Division

IVAO US-Div Training Department

ATC PHRASEOLOGY STUDY GUIDE

___________________________________________________________

Issued:  May 2005
Updated: Mar 2006

Allen W. Sindel, US-TC
Jim Ramos, US-DIR

Note: This is not for real-world training

TABLE OF CONTENTS

• ICAO PHONETICS
• COMMUNICATING WITH AIRCRAFT
• ALTITUDES AND FLIGHT LEVELS
• ALTIMETER AND WINDS
• HEADINGS
• SQUAWK CODES AND RUNWAYS
• FREQUENCIES
• SPEEDS
• AIRWAYS and NAVAIDS
• IFR CLEARANCES
• GROUND CONTROL
• VFR TOWER DEPARTURE OPERATIONS
• VFR TOWER ARRIVAL OPERATION
• IFR DEPARTURES
• IFR ARRIVALS
• PTAC
• VFR ON TOP
• HOLDING
• URGENT TRANSMISSIONS

ICAO Phonetics

While using voice, we don't have the advantage of abbreviations or alias files. Speaking clearly with standard phraseology is important. This is especially true if English is not your native language.

If voice conditions are marginal, you will need to use the phonetic alphabet occasionally. Only standard ICAO phonetics can be used.
 

COMMUNICATING WITH AIRCRAFT

On the first contact, state your active ATC position. Later you can omit it.

Pilot:  Fort Worth ground, november three three one bravo, at GA ramp,  with Alpha, request taxi to active

ATC:  November three three one bravo, fort worth ground, taxi hold short rwy one seven left, altimeter three zero zero one

Pilot:  Fort Worth ground, november three three one bravo, rgr, taxi hold short rwy 0ne seven left, altimeter three zero zero one

ATC:  November three three one bravo, roger

When working traffic, include the word "heavy" after the call sign when the aircraft is classified as a "Heavy", e.g. B747, B767, A340, DC10, etc.

Pilot:  Tower, United one zero one four heavy, outer marker inbound

ATC:  United one zero one four, heavy, fort worth tower, wind zero two three at seven knots, altimeter three zero zero zero, runway three five center, cleared to land

You may have noticed an inconsistency in  the way  call signs are spoken:

For civil and military aircraft, spell out the numbers like this:

Navy Five Six Seven One Three

Coast Guard Six One Three Two Seven

November One Three Three Four Golf

Commercial Carriers call sign's are spoken with the numbers in group form for the most part.

American Fifty-two

Delta One Hundred

United One Zero One Four

ALTITUDES AND FLIGHT LEVELS

To make it clearer in difficult voice conditions, you can restate the altitude like this:

Pilot:  Tyler Tower, American five forty, request lower

ATC:  American five forty, descend and maintain one zero thousand

Notice that pilots and controllers are required to use good phraseology.

Pilot:  Chicago center, Lear eight four alpha bravo with you climbing to one zero thousand

ATC:  Lear eight four alpha bravo, Chicago center, climb and maintain flight level three one zero

Pilot:  Four alpha bravo - We're outa nine point five for thirty one thousand

ALTIMETER AND WINDS

Center controllers have to identify the source of the altimeter setting and give the altimeter at least once while an aircraft is enroute through their sector.

Naturally, you wouldn't give the altimeter if an aircraft is at flight level one eight zero or above. Aircraft at flight levels always set their altimeter setting to a standard setting of two niner niner two.

Don't forget to issue an altimeter setting when you descend an aircraft below flight level one eight zero. This will let him change from the standard setting (29.92)  to the local altimeter setting when passing through flight level one eight zero.

ATC:  November 328 Golf, cross alpha at one zero thousand, Jacksonville altimeter three zero one two

Terminal controllers don't have to identify the source of the altimeter setting:

Pilot:  Ground, 328 Golf  with delta, ready for taxi to active

ATC:  November 328 Golf, wind two five zero at eight knots, altimeter three zero one two, taxi hold short runway 9 left

Wind is spoken like this:

Pilot:  Jacksonville Ground, united two one zero with ZULU, ready to taxi

ATC:  United two one zero, Jacksonville ground, wind zero six zero at one five knots gust two zero knots, taxi hold short runway seven center
 

ALTIMETER AND WINDS Say the word "altimeter'' followed by the separate digits of the altimeter setting.   Setting Statement 30.01 "Altimeter, three zero zero one.'' Say the word "wind'' followed by the separate digits of the wind direction to the nearest 10-degrees, the word "at'' and wind speed in knots.    Wind Statement 03025 "Wind zero three zero at two five knots.'' 270015G35 "Wind two seven zero at one five knots gust three five knots.''

Headings

Use headings to the nearest 5 degrees. Even if you are using the anchor to/from tool in IvAc/PC, the pilot isn't going to be able to fly that precisely

When vectoring, use either turn left, turn right, or fly heading.
 

SQUAWK CODES AND RUNWAYS

In the real world, squawk codes "Beacons"  are managed by the ARTCC computer according to the National Beacon Code Allocation Plan. With IVAO's ATC clients, we can try to make it easier on the pilot by choosing squawk codes that are easy to key in from the default of 1200. For example, 2201, would be an easy code to enter.

It doesn't really matter if two aircraft are on the same squawk code, but it adds to the realism if you assign a different squawk code to each aircraft.

Squawk Code subsets:

First, remember that there are no eights or nine in beacon codes, you might have already made that embarrassing mistake.

1200 is reserved for VFR aircraft. You should assign a squawk code of 1201-1277 if the aircraft is under radar control.  This will allow the aircraft tag to be visible in IvAc.

IFR squawk codes are usually 4001-4777 or 2001-2777.  Other squawk codes can be assigned as listed by the ARTCC.  If no assignments are listed by the ARTCC, then you may want to use this simple rule for IFR:  1) If going EAST, then 41xx, 2) If going WEST, then 42xx, and 3) During Events or Fly-Ins it is a good idea for the ATC assigning beacon codes to keep a list.

Use of other special squawk codes, for example:

Code 7500 is for hijack, but this squawk code should never be used on IVAO!

Code 7600 is for radio failure

Code 7700 is for emergencies.  If the pilot is in contact with you, there is no need to change the squawk code to 7700. 

Runways are pronounced like this:

Runway six ,  (not runway zero six)!!!

Runway one niner center

Runway one eight left

When clearing an aircraft from an intersection, issue the intersection name also:

MTN001, runway 32L at tango ten,   taxi into position and hold

FREQUENCIES

Use the term "point" and not "dot" or "decimal".  Decimal may be used in Canada and Europe.

If you give a frequency for a LF radio beacon such as an outer marker locator, use "kilohertz"

SPEEDS

When you give speeds, unless you use the term "mach" it's assumed to be indicated airspeed in knots.

You may say "knots", but it isn't necessary to say "indicated", because all speeds in ATC are indicated airspeed, not "true" or "ground".

Pilot:  United 0ne zero one four ready for lower

ATC:  United one zero one four, Cross Gordonsville VOR at One One Thousand. Then, reduce speed to Three Zero Zero

ATC:  Lear three four bravo, Increase speed to Mach point seven two

Pilot:  Fort Worth Center, United one zero one four, requesting speed two five zero

ATC:  United one zero one four, Reduce speed to two five zero

Use speed adjustments only when needed. Don't use them as a substitute for good vectoring techniques, and try to keep the number of speed adjustments   to a minimum.

The phrases "maintain maximum approach speed'' and "maintain minimum approach speed'' are primarily intended for use when sequencing a group of aircraft. As the sequencing plan develops, it may be necessary to make specific speed assignments.

ATC:  United one thousand, Increase speed to Mach point seven two, if unable advise

ATC:  United one thousand, Reduce speed to two five zero, if unable advise

ATC:  United one thousand, Reduce speed two zero knots

ATC:  United one thousand, Maintain two eight zero knots

ATC:  United one thousand, Maintain maximum forward speed

ATC:  United one thousand, Cross Frankston VOR, frequency one four zero point two zero, at and maintain eight thousand at two five zero knots

AIRWAYS and NAVAIDS

Pronounce  airways as either "JAY" or "VICTOR"

ATC:  Cleared to Reynolds Airport via Victor Ninety-one Albany, then as filed. Maintain six thousand

Do not say "degrees" when pronouncing radials

ATC:  United one thousand, fly heading three zero zero, vector to intercept Cowboy VOR two five five radial, on one three four point two zero

IFR CLEARANCES

When an aircraft calls for its IFR clearance unless you are ready to issue it right away you should transmit:

ATC:  AAL41, Jacksonville Ground, clearance on request

When you're ready to give the clearance, you can say:

ATC:  AAL41, Jacksonville Ground, clearance available, advise when ready to copy

An IFR clearance is not the same as taxi instructions or a takeoff clearance. It should be given separately.

The basic elements of an IFR clearance are "CRAFT":

Clearance limit -Usually it will be the destination airport but it may also be an intermediate fix where the aircraft will be required to hold.

Route - Usually "as filed" but might contain a SID or other route to start out on

Altitude- could be the final altitude, but is usually something less than the filed altitude to start, with an altitude to expect if the aircraft is going into the high altitude structure. This is done just for radio failure purposes, because a jet might not be able to reach his destination at a low altitude because of fuel consumption.

Frequency - this is pretty much optional in PC, but would be the departure controller's frequency if used

Transponder - Some discrete (not ending in two zeros) code other than 1200, 7600, or 7700 series codes

ATC:  UNITED 1173 CLEARED TO WILL ROGERS AIRPORT, EUGEN FIVE DEPARTURE, BIG SUR TRANSITION AS PUBLISHED, THEN AS FILED. CLIMB AND MAINTAIN 5,000 RWY HEADING, EXPECT FL220 TEN MINUTES AFTER DEPARTURE, DEPARTURE FREQUENCY 135.1, SQUAWK 4201

Without the SID and departure frequency, this is  typical of what is used in PC:

ATC:  UNITED 1173 CLEARED TO WILL ROGERS AIRPORT AS FILED. CLIMB AND MAINTAIN 5,000 RWY HEADING, EXPECT FL220 TEN MINUTES AFTER DEPARTURE, SQUAWK 2201

GROUND CONTROL

When giving taxi instructions, don't   use the term "cleared". Always use the term "taxi"  for ground movement.  You may use "proceed" for vehicles.

If there are no runways to cross on the way to the active runway,  you don't have to add the phrase " hold short" for the active runway. That's supposed to be understood,  but  there are a few pilots and controllers that don't realize it.

PILOT:  Tower, N124H, we're about ready to go

ATC:  N124H,  taxi via taxiway Charlie,  hold short of Runway Two Seven, taxi without delay.

PILOT:  Roger

ATC:  N124H,  Readback hold instructions

PILOT:  Ground, Fedex135 ready for taxi

ATC:  Fedex135, DFW Ground, Runway 17R, taxi via taxiway november, hold short of Runway 17C

If there are other active runways to cross on the way to the active runway, then the phrase "hold short" for the active runway would be used or "approved to cross".

ATC: Mesaba five eight four six, taxi runway 13, approved to cross runway 22, altimeter 2992

ATC:  Mesaba five eight four six, taxi runway 13, hold short runway 22, altimeter 2992

Pilot:  Taxi to runway 13, hold short of 22, Mesaba five eight four six

Pilot:  Tower, Mesaba five eight four six, holding short rwy 22

ATC:  Mesaba five eight four six, continue taxi

VFR TOWER DEPARTURE OPERATIONS

PILOT:  Alliance tower, Warrior eight three three, ready 34R

ATC:  Warrior eight three three, Alliance Tower, position and hold

PILOT:  Alliance tower, Position and hold, we'd like a straight out departure, Warrior eight three three

ATC:  Warrior eight three three, approved, wind 350 at 7 knots, altimeter 2992,  runway 34R cleared for takeoff

In PC, most traffic is IFR, and you'll probably assign a runway heading and handoff the aircraft to APP/DEP about 2000 ft. AGL.  There isn't much to do except issue the wind, altimeter, and clear him for takeoff.   For VFR flights, you could specify the direction of flight after departure, e.g. "depart to the west":

ATC:  Warrior 833, enter ( or make)  right downwind departure,  wind calm, altimeter 2991, runway 34R, cleared for takeoff

VFR TOWER ARRIVAL OPERATION

The traffic pattern altitude for all airports  in PC should be 1000 feet AGL (unless otherwise directed by your ARTCC Chief). The standard traffic pattern is all left turns or "left closed traffic." However, unless local procedures and terrain prevent it, "right closed traffic" can also be used. These are the components of the traffic pattern:

1. Upwind or Climb out: Taking off or passing directly over the runway in take-off direction.
2. Cross-wind: After take-off, this is the first 90 degree turn, normally a left turn.
3. Downwind: The second 90 degree turn,  parallel to the  runway in the opposite direction of landing
4. Base: This is the third 90 degree turn,  approaching the final approach course.
5. Final: This is the last 90 degree turn, when the aircraft is lined up for landing.

To instruct a pilot to abandon his approach use the term "GO AROUND." Unless you issue other instructions a VFR aircraft will overfly the runway while climbing to traffic pattern altitude and an IFR aircraft will execute the published missed approach.  This is different than a "missed approach" used in approach control.

Most of our experience is in class B airspace where the tower controller gets a handoff from approach. Here is an example of class D airspace, where the tower is called directly by a VFR aircraft:

PILOT:  Alliance tower, Warrior 81833

ATC:  Warrior 833 Alliance Tower.

PILOT:  Warrior 833 level 2000 5 miles north of the speedway, inbound for landing with Echo.

ATC:  Warrior 833 enter right downwind runway 35 right, wind one three at fifteen knots, altimeter 2990, number two.

PILOT:  Right downwind 35 Right, copy wind, altimeter 2990,  traffic in sight, Warrior 833.

PILOT:  Alliance Tower, Warrior 833 with request.

ATC:  Warrior 833 go ahead.

PILOT:  Warrior 833 requests the option for 35R.

ATC:  Warrior 833 cleared the option 35R, make left closed traffic, winds 310 at 10 knots

Aircraft are expected to taxi off the runway unless otherwise directed.  Runway exiting instructions shouldn't be given before touchdown and are seldom needed in PC/SB at all

IFR DEPARTURES

Departures could be vectored, fly a SID if in their filed route, or a combination of the two. Your decision should be based on traffic and the pilot’s desires. If the aircraft is RNAV equipped, you can say have the aircraft resume his own navigation when clear of traffic.

Even if you get a "handoff" from tower,  APP/DEP will be the first one to tell him "radar contact", so it would be more realistic to  say the aircraft's  position and state his altitude (if the pilot doesn't) on the first transmission. It isn't necessary if you've received a handoff from another controller other than a tower.

Normally, all departures should be established on their filed route before you handoff to center. You should try to keep the aircraft climbing so he doesn't have to level off and reset trim and power; so hand off to center in plenty of time.

PILOT:  Jax Departure, DAL2012 with you

ATC:  DAL2012 Jacksonville Departure, radar contact over Craig VOR leaving 1100

ATC:  DAL2012,  fly heading 170 until receiving Orlando, then direct, maintain 12000

IFR ARRIVALS

If the pilot filed a STAR, you don’t need to issue it again.  You can assign a STAR, however, the most SB pilots don't have the charts.   Pilots could spend considerable time researching and entering STAR data into the FMS. You should let them fly the STAR as long as possible. However, you still need to separate aircraft and organize the traffic flow, so issue vectors when necessary.

There are a few SB pilots who routinely file STARS, however the majority of pilots don't have all the charts.  In our environment, it's probably best to ask before you assign a STAR.

ATC:  United twenty one zero two, Chicago Center, can you accept the Kokomo one STAR?

PILOT:  Affirmative

ATC: United twenty one zero two, cleared direct Kokomo, Kokomo One, cross BEARZ at 11,000,  Chicago O'Hara altimeter two niner niner two

When you vector an aircraft to intercept the ILS, the rule is to intercept at least 3  miles from the outer marker at a 30 degree angle or less.  In PC, we usually need a little more slack than that.  Assuming the OM is about 5 miles from the runway threshold, that would be 8 miles, and that's probably a little tight for many people sitting at a PC trying to fly.  Most controllers shoot for something between 10 and 15 miles from the runway end.

There's been a lot of discussion about whether it's necessary to have the pilot report when the localizer is "alive".  This shouldn't be necessary, but is stll a common practice in PC/SB. Try to keep your voice transmissions to a minimum so the pilot will have a better chance of making a good approach. If you assign an appropriate altitude that puts the pilot below the glideslope on intercept  but high enough to receive the LOC signal and with a 30 degree or less intercept angle, you shouldn't need that report.

PTAC

Use PEE-TAC to remember   "Position-Turn-Altitude-Clearance"

ATC:  UAL2101,  6 miles from OM, fly heading 300, maintain 3000 until established on the localizer, cleared ILS runway 27L approach.

PILOT:  3000, cleared for the approach, UAL2101

As soon as you have cleared the aircraft for approach, handoff to TWR

ATC:  UAL2101, contact CHICAGO Tower on 126.9

VFR ON TOP

VFR on top is a strange combination of VFR and IFR. Essentially, the aircraft still follows the rules of IFR as far as flying the route is concerned, but flies in VFR conditions once reaching VFR on top. You may clear an aircraft to maintain "VFR-on-top" if the pilot of an aircraft on an IFR flight plan requests the clearance.

When an aircraft has been cleared to maintain "VFR-on-top," the pilot is responsible to fly at an appropriate VFR altitude, comply with VFR visibility and distance from cloud criteria, and to see and avoid other aircraft. Although standard IFR separation is not applied, controllers are still required to provide traffic advisories and other services.

ATC:  N4355A, climb to and report reaching vfr-on-top, no tops reported, if not on top at 9,500 maintain 9000 and advise, maintain VFR-on-Top.

HOLDING

In real ATC situations, holding is usually done to accommodate approach control when arrival traffic becomes more than the available runways are capable of handling.

In our environment, holding could be required during a fly-in or when a pilot requests holding for training purposes.

When more than one aircraft is holding at the same fix, it is often called a "stack".  The first aircraft entering the stack is cleared to the lowest practical altitude, perhaps 10,000. Subsequent aircraft are cleared to the next available altitude. When aircraft are "peeled off the stack", they are cleared out of holding from the bottom, and new aircraft enter at the top of the stack. As aircraft are descended within the stack as the bottom altitude is vacated, higher aircraft can be cleared to the next available altitude when a lower aircraft reports leaving that altitude.

Routine holding is becoming less common at most busy terminal areas. In most cases, holding takes place in center airspace.

In most cases, holding occurs at holding fixes or navaids published in STARs. An example clearance to hold at a published pattern is:

ATC:  DAL458, cleared to sicum, hold west as published, maintain one one thousand, expect further clearance 2100 Zulu (or EFC plus 20)

When clearing the aircraft out of holding:

ATC:  DAL458, cleared to the dfw airport via last routing cleared, maintain one one thousand

In cases where the holding pattern is not published, complete holding instructions are issued as in this example:

ATC:  DAL458, cleared to the SJT vor, hold west of SJT on 270 radial, 10 mile legs (or you can use 1 minute leg), maintain one six thousand, expect further clearance 2030 Zulu (or EFC plus 20)

URGENT SITUATIONS

From time to time, there will be a situation that will arise, when you will need to issue two Transmissions Simultaneously. In between the two transmissions, you will say the word "BREAK." When this is used, the LAST AIRCRAFT YOU ADDRESSED will be the first to respond. Let's look at an example.

ATC:  Delta three one one six, Atlanta Approach, turn left heading two seven zero for traffic. BREAK. American two one four two descend and maintain five thousand for traffic, expedite.

PILOT:  Atlanta approach, American two one four two, Roger five thousand for traffic.

PILOT:  Atlanta approach, Delta three one one six,  left two seven zero.