UK CAA Cap413

CAP 413
Radiotelephony Manual
Edition 21
www.caa.co.uk
July 2013
© Civil Aviation Authority 2013
All rights reserved. Copies of this publication may be reproduced for personal use, or for use within
a company or organisation, but may not otherwise be reproduced for publication.
To use or reference CAA publications for any other purpose, for example within training material for
students, please contact the CAA at the address below for formal agreement.
ISBN 9780117928428
First published September 1978

Second edition April 1984
Third edition August 1992
Fourth edition January 1994
Fifth edition January 1995
Sixth edition January 1996
Seventh edition December 1996
Eighth edition January 1998
Ninth edition January 1999
Tenth edition January 2000
Eleventh edition January 2001
Twelfth edition 5 February 2002 (corrected 7 February 2002)
Thirteenth edition 1 October 2002
Fourteenth edition 1 September 2003
Fifteenth edition 1 September 2004
Sixteenth edition 1 May 2006
Seventeenth edition 21 July 2008
Eighteenth edition 19 February 2009 (effective date 12 March 2009)
Nineteenth edition 15 December 2009
Twentieth edition 31 March 2011
Twentieth edition incorporating amendments to 17 November 2011
Twentieth edition incorporating amendments to 12 July 2012
Twentieth edition incorporating amendments to 15 November 2012
Twentieth edition incorporating amendments to 4 April 2013
Twenty-first edition 18 July 2013
Enquiries regarding the content of this publication should be addressed to:
Aerodrome and Air Traffic Standards Division, Safety Regulation Group, Civil Aviation Authority,
Aviation House, Gatwick Airport South, West Sussex, RH6 0YR. E-mail: ATS.Enquiries@caa.co.uk.
Specific military enquiries regarding Chapter 10 should be addressed to: MAA Regulation ATM,
Juniper L1 #5104, MOD Abbey Wood North, Bristol, BS34 8JH. Email: MAA-Reg-ATM@mod.uk.
The latest version of this document is available in electronic format at www.caa.co.uk/publications,

where you may also register for e-mail notification of amendments.
Published by TSO (The Stationery Office) on behalf of the UK Civil Aviation Authority.
Printed copy available from:

TSO, PO Box 29, Norwich NR3 1GN www.tsoshop.co.uk
Telephone orders/General enquiries: 0844 477 7300 E-mail: caa@tso.co.uk
Fax orders: 0870 600 5533 Textphone: 0870 240 3701
CAP 413 Amendment Record
Amendment Record
Amendment
Amendment Date Incorporated by Incorporated on
Number
July 2013 Page iii

CAP 413 Amendment Record
Amendment
Amendment Date Incorporated by Incorporated on
Number
July 2013 Page iv

CAP 413 List of Effective Pages
List of Effective Pages

Chapter Page Date Chapter Page Date
List of Effective Pages v 18 July 2013 Chapter 2 15 18 July 2013

List of Effective Pages vi 18 July 2013 Chapter 2 16 18 July 2013
List of Effective Pages vii 18 July 2013 Chapter 2 17 18 July 2013
List of Effective Pages viii 18 July 2013 Chapter 2 18 18 July 2013
Contents 1 18 July 2013 Chapter 2 20 18 July 2013
Explanatory Note 1 18 July 2013 Chapter 2 29 18 July 2013
Revision History 1 18 July 2013 Chapter 2 30 18 July 2013
Foreword 1 18 July 2013 Chapter 2 31 18 July 2013
Chapter 1 1 18 July 2013 Chapter 2 35 18 July 2013
July 2013 Page v


July 2013 Page vi


July 2013 Page vii

Chapter 10 36 18 July 2013 Appendix 1 1 18 July 2013

Chapter 11 11 18 July 2013 Bibliography 1 18 July 2013
Chapter 11 12 18 July 2013
July 2013 Page viii

CAP 413 Contents
Contents
Amendment Record iii
List of Effective Pages v
Explanatory Note 1
Revision History 1
Foreword 1
Document Description 1
Document Purpose 1
Document Applicability 1
Document Source 2
Document Format 2
Document Revisions 3
Document Availability 4
Document Comments and Queries 4
Chapter 1 1
Glossary 1
Terms 1
Definitions 1
Abbreviations 7
Chapter 2 1
Radiotelephony 1
General Procedures 1
Introduction 1
Use of VHF RTF Channels 2
Transmitting Technique 3
Transmission of Letters 5
July 2013 Page 1

CAP 413 Contents
Transmission of Time 9
Standard Words and Phrases 9
Callsigns for Aeronautical Stations 12
Callsigns for Aircraft 14
Police Flights 15
Military Aircraft Callsigns 18
Continuation of Communications 21
Corrections and Repetitions 23
Acknowledgement of Receipt 23
Transfer of Communications 23
Clearance Issue and Read-back Requirements 25
Withholding Clearances 29
Simultaneous Transmissions 31
Complying with Clearances and Instructions 31
Communication Failure 33
Test Transmissions 34
Pilot Complaints Concerning Aeronautical
Telecommunications 35
Air Traffic Service Complaints Concerning Aircraft
Communications 36
Hours of Service and Communications Watch 36
Record of Communications 36
Categories of Message 37
Chapter 3 1
General Phraseology 1
General 1
Introduction 1
Level Reporting 2
Speed Control 7
Initial Call – IFR flights 9
Initial Call – VFR Flight 10
Passing Message Details 11
Position Reporting 12
Flight Plans 13
July 2013 Page 2

CAP 413 Contents
Low Visibility Procedures 14

Delays 14
Pilot response to traffic information 16
Chapter 4 1
Aerodrome Phraseology 1
Aerodrome Control Service Phraseology 1
Introduction 1
Type of Service 5
Departure Information and Engine Starting Procedures 5
Pushback and Powerback 6
Taxi Instructions 7
Pre-Departure Manoeuvring 11
Take-Off Clearance 13
Final Approach and Landing 22
Missed Approach 26
Runway Vacating and Communicating after Landing 27
Essential Aerodrome Information 28
Arrestor Systems at Military Aerodromes 28
Aerodrome Flight Information Service Phraseology 29
Introduction 29
Type of Service 29
AFIS Phraseology for Ground Movement, Take-Off,
Landing and Transit 30
Aerodrome Phraseology for Helicopters 35
Introduction 35
Helicopter Callsigns 36
Helicopter Phraseology for Taxiing 36
Helicopter Phraseology for Take-Off and Landing
(ATC only) 37
Helicopter Hover Phraseology Examples
(ATC and AFIS only) 38
Helicopter Taxiing Phraseology Examples
(ATC and AFIS only) 38
Ground Taxi Instruction (if required) 39
July 2013 Page 3

CAP 413 Contents
Helicopter Take-Off and Landing Phraseology Examples

(ATC only) 39
Aerodrome Phraseology for Vehicles (ATC and AFIS only) 41
Introduction 41
Movement Instructions 42
To Cross a Runway 44
Vehicles Towing Aircraft 47
Low Visibility Procedures 48
Messages Regarding Safety of an Aircraft 48
Messages Regarding Wildlife 48
Driver Unsure of Position 49
Broken-down Vehicle 49
Radio Failure 49
Aerodrome Air/Ground Communication Service Phraseology 49
Introduction 49
Type of Service 50
Air/Ground Station Identification 50
Phraseology and Examples 51
Offshore Communication Service 55
Radiotelephony Reports at Unattended Aerodromes 59
Introduction 59
Additional Procedures for the Use of SAFETYCOM 60
Unattended Aerodrome Phraseology Examples 61
Aerodrome Information 62
Meteorological Conditions 62
Voice Weather Broadcast (VOLMET) UK 62
Runway Visual Range (RVR)/Visibility 63
Runway Surface Conditions 65
Automatic Terminal Information Service (ATIS) UK 67
Chapter 5 1
Radar Phraseology 1
General 1
Introduction 1
Radar Identification of Aircraft 1
July 2013 Page 4

CAP 413 Contents
Secondary Surveillance Radar Phraseology 3

ATS Surveillance Service 6
Radar Vectoring 7
Traffic Information and Avoiding Action Phraseology 9
ACAS/TCAS Phraseology 13
Communications and Loss of Communications 14
Essential Traffic Information 15
Danger Area Crossing Service/Danger Area Activity
Information Service 16
Chapter 6 1
Approach Phraseology 1
Approach Control Service Phraseology 1
IFR Departures 1
VFR Departures 3
IFR Arrivals 3
VFR Arrivals 9
Special VFR Flights 11
Vectoring to Final Approach 12
Direction Finding (DF) 18
VDF Procedure 19
NDB(L) and VOR Procedures 25
Area Navigation Global Navigation Satellite System RNAV
(GNSS) Phraseology 29
Procedure Clearance 29
Final Approach Fix 30
Reporting GNSS Problems 30
Surveillance Radar Approach (SRA) 31
Landing Altimeter Setting (QNE) 35
PAR Approach 35
Clearance to enter Control Zones (CTR) 35
Aerodrome Traffic Zone (ATZ) associated with another
Aerodrome 37
July 2013 Page 5

CAP 413 Contents
Air Traffic Services Outside Controlled Airspace

(ATSOCAS) 38
Reduced Traffic Information 41
Traffic Service – Operations below ATC Terrain Safety
Levels 42
Deconfliction Service – Descent below ATC Unit Terrain
Safe Level 44
Deconfliction Service – Departing and Arriving Aircraft 44
Chapter 7 1
Area Phraseology 1
Area Control Service Phraseology 1
General 1
Flights Joining Airways 2
Flights Leaving Airways 3
Flights Crossing Airways 4
Flights Holding En-Route 5
Reduced Vertical Separation Minimum (RVSM) Phraseology 5
Chapter 8 1
Emergency Phraseology 1
Distress and Urgency Communication Procedures 1
Introduction 1
States of Emergency 1
UHF and VHF Emergency Service 1
UHF and VHF Emergency Service – General Procedures 2
Emergency Message 4
PAN PAN MEDICAL 6
Ejection from Aircraft 6
Ballistic Recovery Systems 6
Speechless Code 7
Radio Procedures – Practice Emergencies 7
Training Fix 8
Relayed Emergency Message 8
July 2013 Page 6

CAP 413 Contents
Imposition of Silence 9
Emergency Descent 10
Fuel Shortage 10
Termination of Distress Communications and of RTF
Silence 12
Chapter 9 1
Miscellaneous Phraseology 1
Other Communications 1
Wake Turbulence 1
Wind Shear 2
AIRPROX Reporting 2
Oil Pollution Reporting 3
Interceptions by Military Aircraft 3
Aircraft Operating Agency Messages 3
Chapter 10 1
Military Specific Phraseology 1

Military Specific Phraseology 1
Military Variances to Chapter 2 1
Transmission of UHF Channels 1
Transmission of Time 2
Standard Words and Phrases 2
Communications 2
RT Phraseology When Using SSR 2
Military Specific Procedures (Control of Aircraft) 3
NATO Standard Visual Circuit Procedures 3
NATO Studs and Common VHF Frequencies 3
Designation of NATO Studs 4
Weather and Aerodrome Information 4
Cancellation of Take-Off 5
Phraseology for Joining the Visual Circuit/Pattern 6
Landing Gear Position 7
Arrestor System Procedures and Phraseology 8
July 2013 Page 7

CAP 413 Contents
Phraseology for Fixed-Wing VTOL Operations 11

Emergency Messages 12
Flameout/Engine Failure – Aerodrome Phraseology 12
PAR Phraseology 13
PAR Azimuth Only/SRA Phraseology 15
ILS Phraseology 18
Descent to Low Level 19
Jamming Phraseology 20
Speechless Procedures 20
Military Missed Approach 23
Suspension of RT Procedures 23
Formations in Trail 24
Contact Lost 24
Freecall and Continue With 24
Aerobatics and General Handling 25
Passing the Number of Persons on Board (POB) 25
Clearances with an Occupied Runway 26
Formation Clearances 26
TACAN Specific Phraseology 27
Radar PFL 28
Controlled Descent through Cloud (QGH) 29
High Level QGH 29
Low Level QGH 31
Flameout Spiral Descent 33
No Compass/No Gyro 35
Supersonic Flight 36
Military Aerodrome Traffic Zones (MATZ) and Penetration
Services 36
Military Safety Broadcast – Securité 38
July 2013 Page 8

CAP 413 Contents
Chapter 11 1
Phraseology Examples 1
Examples of Types of Flights 1
Introduction 1
An IFR Flight 2
ATC Clearance 3
Pushback and Taxi 4
Appendix 1 1
UK Differences to ICAO Radiotelephony Procedures 1
Appendix 2 1
UK Civil/Military Radiotelephony Differences 1
Bibliography 1
July 2013 Page 9

INTENTIONALLY LEFT BLANK
CAP 413 Explanatory Note
Explanatory Note
Twenty-first Edition: Summary

Section Chapter Paragraph Subject Origin
Glossary 1 Definitions Definition for ICAO
Radiotelephony added
Radiotelephony 2 2.1 Introduction re-written CAA
Radiotelephony 2 2.31 and 2.32 Information on Police CAA
and HEMS Flights
added
General 3 3.43 Phraseology added for CAA
pilot responses to
traffic information
Radar 5 5.20 to 5.25 Traffic Information and CAA/
Avoiding Action text MAA
re-written
Area 7 7.12 Aircraft not approved ICAO
for RVSM operations
Appendix 1 N/A N/A Removal of ICAO CAA
Differences: Non-
RVSM and PAN PAN
MEDICAL
July 2013 Page 1

CAP 413 Revision History
Revision History
Revisions included in Edition 21 18 July 2013

In addition to editorial changes and minor corrections, Edition 21 comprises:
Section Subject
Glossary Definition for Radiotelephony added
Radiotelephony Introduction re-written
Radiotelephony Information on Police and HEMS Flights added
General Phraseology added for pilot responses to traffic
information
Radar Traffic Information and Avoiding Action re-written
Area Aircraft not approved for RVSM operations
Appendix 1 Removal of ICAO Differences: Non-RVSM and
PAN PAN MEDICAL
July 2013 Page 1

CAP 413 Foreword
Foreword
Document Description
Document Purpose
1. The aim of the United Kingdom Radiotelephony Manual (CAP 413)
is to provide pilots, Air Traffic Services personnel and other ground
personnel, both civil and military, with a compendium of clear, concise,
standardised phraseology and associated guidance, for radiotelephony
(RTF) communication in United Kingdom airspace.
Document Applicability
2. All users of RTF in the United Kingdom are expected to comply with the
phraseology described in this manual.
3. Chapter 10 of this Manual details Military Specific Phraseology for

specific use by military ATCOs and military aircrew. The RTF described
in Chapter 10 is complementary to NATO STANAG 3817. It is also
complementary to the remainder of CAP 413, as it either differs from
civil phraseology or there is no equivalent civil phraseology, e.g. in
the case of arrestor system procedures. Civil pilots visiting military
aerodromes will be expected to be aware of the military phraseology
in Chapter 10 and to comply with such instructions as may be
issued by military controllers during their visit. Where relevant, cross
references from the remainder of CAP 413 to the equivalent military
phraseology are provided for the assistance of civil pilots visiting military
aerodromes.
4. Operational 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).
5. CAP 413 is also a useful reference for those studying for the UK Flight
Radiotelephony Operator’s Licence.
6. Candidates for pilot and instrument rating examinations should note that
the syllabus for the communications examination is drawn directly from
the International Civil Aviation Organisation (ICAO) Annex 10 Volume 2
and ICAO Doc 9432-AN/925 and not CAP 413.
July 2013 Page 1

CAP 413 Foreword
Document Source
7. The UK RTF Manual is based on ICAO Annex 10 Volume 2
(Communications Procedures) to the Convention on International Civil
Aviation and ICAO PANS-ATM (Procedures for Air Navigation Services –
Air Traffic Management) Doc. 4444.
8. Where the ICAO standard phraseology may be misunderstood, or has

weaknesses in the UK environment, different phraseology has been
specified (and notified to ICAO). Significant differences between the
ICAO standard phraseology and that specified for use in CAP 413 are
described in Appendix 1 to this publication.
Document Format
9. Examples of phraseology in CAP 413 are intended to be representative
of communications in common use. The initial call in a series of
messages is shown on the left side of the page; subsequent messages
appear in chronological order on the right side of the page.
10. Black text and grey-scale illustrations are used to facilitate printing on
monochrome printers.
11. The agency making the transmission is identified by the line style of the
frame and a representative symbol (e.g. Aircraft) as follows:
AIRCRAFT
VEHICLE
GROUND STATION
(ATC, AFIS, AGCS)
July 2013 Page 2

CAP 413 Foreword
12. In this document the following protocol is used:
1. The words ‘must’ or ‘shall’ indicate that compliance is compulsory.
2. The word ‘should’ indicates a recommendation.
3. The word ‘may’ indicates an option.
4. The word ‘will’ is used to express the future.
13. Any reference in this document to the male gender should be

understood to include both male and female persons.
Document Revisions
14. Major changes to RTF phraseology are notified by issuing an
Aeronautical Information Circular (AIC). Revisions to CAP 413 are
published at regular intervals.
15. Regular users of CAP 413 may wish to consider subscribing to CAA
Information Notices, which will be used to alert users to amendments
to this document. in order to maintain the currency of this publication.
Details of this service may be obtained from the Civil Aviation Authority
at the address shown on the inside front cover of this document.
16. When appropriate, loose-leaf amendments to this publication will be

issued for insertion to the main document. When significant changes
occur the document will be reissued as a new edition. The edition
number and amendment status of the current version are shown inside
the front cover.
17. When issuing amendments or a new edition, significant changes to the

text are indicated by underlined text.
18. The revision date of an individual page can be determined from the date
shown at the left footer. When a new edition is published, all pages will
indicate the effective date of the complete edition.
19. Individual Chapters in this publication are separately numbered to allow

for the issue of amendment pages, without the need to renumber and
reissue the entire document.
July 2013 Page 3

CAP 413 Foreword
Document Availability
20. CAP 413 is available from the Civil Aviation Authority website at
www.caa.co.uk/ cap413. Visitors to the website may view, download
and reproduce this file for use by their company or organisation, or for
their own personal use.
21. Printed copies of CAP 413 are available for purchase from the CAA’s
sales agency for printed publications. Contact details are provided on
the inside cover of this publication.
Document Comments and Queries

22. Should readers have any comments or queries regarding the contents
of this document, they should contact the editor at the address provided
on the inside cover of the publication.
July 2013 Page 4

CAP 413 Chapter 1: Glossary
Chapter 1
1
Glossary
Terms
Definitions
Advisory Area A designated area where air traffic advisory service is available.
Advisory Route A designated route along which air traffic advisory service is
available (ICAO).
Aerodrome Any area of land or water designed, equipped, set apart or commonly
used for affording facilities for the landing and departure of aircraft and includes
any area or space, whether on the ground, on the roof of a building or elsewhere,
which is designed, equipped or set apart for affording facilities for the landing
and departure of aircraft capable of descending or climbing vertically, but shall
not include any area the use of which for affording facilities for the landing and
departure of aircraft has been abandoned and has not been resumed (ANO).
Aerodrome Control Service Air traffic control service for aerodrome traffic.
Commission Regulation (EC) 549/2004.
Aerodrome Flight Information Service (AFIS) A flight information service

provided to aerodrome traffic.
Aerodrome Operating Minima In relation to the operation of an aircraft at an

aerodrome means the cloud ceiling and runway visual range for take-off, 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.
Aeronautical Mobile Service A mobile service between aeronautical stations

and aircraft stations, or between aircraft stations, in which survival craft stations
may participate; emergency position-indicating radio beacon stations may also
participate in this service on designated distress and emergency frequencies
(ICAO).
July 2013 Page 1

Aeronautical Station A land station in the aeronautical mobile service. In certain

instances, an aeronautical station may be located, for example, on board ship or
on a platform at sea (ICAO).
Airborne Collision Avoidance System (ACAS) An aircraft system based on SSR

transponder signals which operates independently of groundbased equipment to
provide advice to the pilot on potential conflicting aircraft that are equipped with
SSR transponders.
Aircraft Station A mobile station in the aeronautical mobile service on board an

aircraft.
Air-ground Communications Two-way communication between aircraft and

stations or locations on the surface of the earth (ICAO).
Air/Ground Communication Service A service provided from an aerodrome

to give information to pilots of aircraft flying in the vicinity of the aerodrome by
means of radio signals and ‘air/ground communications service unit’ shall be
construed accordingly (ANO).
AIRPROX A situation in which, in the opinion of a pilot or controller, the distance

between aircraft as well as their relative positions and speed have been such that
the safety of the aircraft involved was or may have been compromised (ICAO).
Air Traffic All aircraft in flight or operating on the manoeuvring area of an

aerodrome (ICAO).
Air Traffic Control Clearance Authorisation for an aircraft to proceed under

conditions specified by an air traffic control unit (ICAO).
Air Traffic Service (ATS) A generic term meaning variously: flight information
service, alerting service, air traffic advisory service, air traffic control service, (area
control service, approach control service or aerodrome control service) (ICAO).
Airway A control area or portion thereof established in the form of a corridor

(ICAO).
Altitude The vertical distance of a level, a point or an object considered as a

point, measured from mean sea level (ICAO).
Area Control Centre An air traffic control unit established to provide an area
control service to aircraft flying within a notified flight information region which
are not receiving an aerodrome control service or an approach control service
(ANO).
ATS Surveillance Service A service provided directly by means of an ATS

surveillance system (ICAO).
July 2013 Page 2

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 approach between the
end of the outbound track and the beginning of the intermediate or final approach
track. The tracks are not reciprocal (ICAO).
Basic Service A Basic Service is an ATS provided for the purpose of giving advice
and information useful for the safe and efficient conduct of flights. This may
include weather information, changes of serviceability of facilities, conditions at
aerodromes, general airspace activity information, and any other information likely
to affect safety. The avoidance of other traffic is solely the pilot’s responsibility.
Blind Transmission A transmission from one station to another station in

circumstances where two-way communication cannot be established but where
it is believed that the called station is able to receive the transmission (ICAO).
Broadcast A transmission of information relating to air navigation that is not

addressed to a specific station or stations (ICAO).
Clearance Limit The point to which an aircraft is granted an air traffic control
clearance. A clearance limit shall be described by specifying the name of the
appropriate significant point, or aerodrome or controlled airspace boundary
(ICAO).
Control Area Controlled airspace which has been further notified as a control
area and which extends upwards from a notified altitude or flight level (ANO).
Controlled Airspace Airspace which has been notified as Class A, Class B, Class
C, Class D or Class E airspace (ANO).
Control Zone Controlled airspace which has been further notified as a control
zone and which extends upwards from the surface (ANO).
Cruising Level A level maintained during a significant portion of a flight (ICAO).
Decision Altitude/Height In relation to the operation of an aircraft at an

aerodrome means a specified altitude/height in a precision approach at which a
missed approach must be initiated if the required visual reference to continue the
approach to land has not been established (ANO).
Deconfliction Service. A Deconfliction Service is a surveillance based ATS

where, in addition to the provisions of a Basic Service, the controller provides
July 2013 Page 3

specific surveillance derived traffic information and issues headings and/or levels
aimed at achieving planned deconfliction minima against all observed aircraft in
Class F/G airspace, or for positioning and/or sequencing. However, the avoidance
of other traffic is ultimately the pilot’s responsibility.
Elevation The vertical distance of a point or level on, or affixed to, the surface of
the earth measured from mean sea level (ICAO).
Estimated Time of Arrival For IFR flights, the time at which it is estimated
that the aircraft will arrive over that designated point, defined by reference to
navigation aids, from which it is intended that an instrument approach procedure
will be commenced, or, if no navigation aid is associated with the aerodrome, the
time at which the 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 hundreds of feet which
would be indicated at that level on a pressure altimeter calibrated in accordance
with the International Standard Atmosphere and set to 1013.2 hectopascals
(ANO).
Flight Plan Specified information provided to air traffic services units, relative to
an intended flight or portion of a flight of an aircraft (ICAO).
General Air Traffic Flights operating in accordance with civil air traffic
procedures.
Heading The direction in which the longitudinal axis of an aircraft is pointed,

usually expressed in degrees from North (true, magnetic, compass or grid)
(ICAO).
Height The vertical distance of a level, a point, or an object considered as a point

measured from a specified datum (ICAO).
Holding Point A speech abbreviation used in radiotelephony phraseology having

the same meaning as Taxiway Holding Position or Runway Holding Position.
Identification The situation which exists when the position indication of a

particular aircraft is seen on a situation display and positively identified (ICAO).
IFR Flight A flight conducted in accordance with the Instrument Flight Rules
(RoA).
July 2013 Page 4

Instrument Meteorological Conditions (IMC) Weather precluding flight in

compliance with the Visual Flight Rules (ANO).
Known Traffic Traffic, the current flight details and intentions of which are known
to the controller concerned through direct communication or co-ordination.
Level A generic term relating to the vertical position of an aircraft in flight and
meaning variously: height, altitude or flight level (ICAO).
Level Bust Any deviation from assigned altitude, height or flight level in excess of
300 feet.
Microwave Approach An approach executed by an aircraft, utilising a Microwave
Landing System (MLS) for guidance.
Minimum Descent Altitude/Height In relation to the operation of an aircraft at

an aerodrome means the altitude/height in a non-precision approach below which
descent may not be made without the required visual reference (ANO).
Missed Approach Point (MAPt) The point in an instrument approach procedure

at or before which the prescribed missed approach procedure must be initiated in
order to ensure that the minimum obstacle clearance is not infringed.
Missed Approach Procedure The procedure to be followed if the approach

cannot be continued (ICAO).
Omnidirectional Departure A procedure designed on the basis that an aircraft

maintains runway direction until it reaches such a height that it can make a turn in
any direction and maintain the prescribed obstacle clearance.
Procedural Service A Procedural Service is an ATS where, in addition to the

provisions of a Basic Service, the controller provides vertical, lateral, longitudinal
and time instructions, which if complied with, shall achieve deconfliction minima
against other aircraft participating in the Procedural Service. Neither traffic
information nor deconfliction advice can be passed with respect to unknown
traffic.
Procedure Turn A manoeuvre in which a turn is made away from a designated

track followed by a turn in the opposite direction to permit the aircraft to intercept
and proceed along the reciprocal of the designated 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).
July 2013 Page 5

Radiotelephony A form of radio communication primarily intended for the

exchange of information in the form of speech. (ICAO)
Reporting Point A specified geographical location in relation to which the

position of an aircraft can be reported (ICAO).
Runway A defined rectangular area on a land aerodrome prepared for the landing
and take-off of aircraft (ICAO).
Runway Visual Range The range over which the pilot of an aircraft on the centre
line of a runway can expect to see the runway surface markings, or the lights
delineating the runway or identifying its centre line (ICAO).
SAFETYCOM A common frequency (135.475MHz) made available for use at

aerodromes where no other frequency is allocated, to enable pilots to broadcast
their intentions to other aircraft that may be operating on, or in the vicinity of, the
aerodrome.
Signal Area An area on an aerodrome used for the display of ground signals.
Significant Point A specified geographical location used in defining an ATS

route or the flight path of an aircraft and for other navigational and ATS purposes
(ICAO).
Special VFR Flight A flight made at any time in a control zone which is Class A
airspace or in any other control zone in IMC, in respect of which the appropriate
air traffic control unit has given permission for the flight to be made in accordance
with special instructions given by that unit, instead of in accordance with the
Instrument Flight Rules and in the course of which flight the aircraft complies
with any instructions given by that unit and remains clear of cloud and with the
surface in sight (RoA).
Straight Ahead When used in departure clearances means: ‘track extended

runway centre-line’. When given in Missed Approach Procedures means:
‘continue on Final Approach Track’.
Terminal Control Area A control area normally established at the confluence of

airways in the vicinity of one or more major aerodromes (ICAO).
Threshold The beginning of that portion of the runway useable for landing
(ICAO).
Traffic Alert and Collision Avoidance System (TCAS) See Airborne Collision
Avoidance System (ACAS).
Traffic Service A Traffic Service is a surveillance ATS, where in addition to the

provisions of a Basic Service, the controller provides specific surveillance derived
July 2013 Page 6

traffic information to assist the pilot in avoiding other traffic. Controllers may
provide headings and/or levels for the purposes of positioning and/or sequencing;
however, the controller is not required to achieve deconfliction minima, and the
avoidance of other traffic is ultimately the pilot’s responsibility.
Vectoring Provision of navigational guidance to aircraft in the form of specific

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).
Abbreviations
1.1 The following abbreviations are those in common use in the United
Kingdom. If RTF transmission of an abbreviation is required, and the
format is not specified in this document, the format specified by ICAO
(see ICAO PANS-ABC Doc. 8400) should be used. If no format is defined,
the abbreviation should be described using the phonetic alphabet.
1.2 The abbreviations annotated with an asterisk are normally spoken

as complete words. The remainder are normally spoken using
the constituent letters rather than the spelling alphabet. Military
abbreviations are marked with ‘(M)’.
A
AAIB Air Accident Investigation Branch
aal Above Aerodrome Level
ACAS* Airborne Collision Avoidance System (pronounced A-kas) (see TCAS)
ACC Area Control Centre
ADF Automatic Direction-Finding Equipment
ADR Advisory Route
ADT Approved Departure Time
AEF Air Experience Flight (M)
AFTN Aeronautical Fixed Telecommunication Network
AFIS Aerodrome Flight Information Service
AGCS Air Ground Communication Service
July 2013 Page 7

agl Above Ground Level
AIC Aeronautical Information Circular
AIP Aeronautical Information Publication
AIRPROX* Aircraft Proximity (replaces Airmiss/APHAZ)
AIS Aeronautical Information Services
amsl Above Mean Sea Level
ANO Air Navigation Order
APAPI Abbreviated Precision Approach Path Indicator (pronounced Ay-PAPI)
ATA Actual Time of Arrival
ATC Air Traffic Control (in general)
ATCO* Air Traffic Control Officer (M) ATD Actual Time of Departure
ATIS* Automatic Terminal Information Service
ATS Air Traffic Service
ATSU Air Traffic Service Unit
ATSOCAS Air 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
CPDLC Controller Pilot Data Link Communication (pronounced See Pee

Dee Ell See) – A means of communication between a controller
and aircrew using data link in conjuction with or instead of voice,
for ATC.
July 2013 Page 8

CTA Control Area
CTR Control Zone
D
DAAIS* Danger Area Activity Information Service (DAAIS pronounced
DAY‑ES)
DACS* Danger Area Crossing Service
DF Direction Finding
DME Distance Measuring Equipment
DR Dead Reckoning
E
EAT Expected Approach Time
ETA Estimated Time of Arrival
ETD Estimated Time of Departure
EGNOS* European geostationary navigation overlay service
F
FAF Final Approach Fix
FIR Flight Information Region
FTU Flying Training Unit (M)
FISO* Flight Information 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
July 2013 Page 9

GNSS Global Navigation Satellite System
GPS Global Positioning System
GRAS* Ground-based regional augmentation system (pronounced GRASS)
H
H24 Continuous day and night service (H24 pronounced Aitch Twenty
Fower)
HEMS Helicopter Emergency Medical Service
HF High Frequency
HJ Sunrise to Sunset
HN Sunset to Sunrise
hPa Hectopascal
I
IAF Initial Approach Fix
IAS Indicated Air Speed
ICAO* International Civil Aviation Organisation
IF Intermediate Approach Fix
IFR Instrument Flight Rules
ILS Instrument Landing System
IMC Instrument Meteorological Conditions
IRVR Instrumented Runway Visual Range
K
Kg Kilogramme(s)
kHz Kilohertz
Km Kilometre(s)
kt Knot(s)
July 2013 Page 10

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 Services
NDB Non-Directional Radio Beacon
NM Nautical Mile
O
OAC Oceanic Area Control Unit
OCA Oceanic Control Area
OCA/H Obstacle Clearance Altitude/Height
OPC Operational Control Communications
OCU Operational Conversion Unit (M)
P
PAPI* Precision Approach Path Indicator (pronounced PAPI)
POB (Total) Persons on Board
PAR Precision Approach Radar (M)
July 2013 Page 11

Q
QDM Magnetic heading (zero wind) (Sometimes employed to indicate
magnetic heading of a runway)
QDR Magnetic bearing
QFE Altimeter subscale setting to indicate height above either aerodrome

elevation, or threshold elevation, or helideck elevation
QNE 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 Emm)
S
SAR Search and Rescue
SBAS* Satellite-based augmentation system (pronounced ESS-BAS)
SID* Standard Instrument Departure
SIGMET* Significant information concerning en-route weather phenomena

which may affect the safety of aircraft operations
SRA Surveillance Radar Approach
SSR Secondary Surveillance Radar
STANAG* Standing Agreement (M)
STAR* Standard Instrument Arrival
July 2013 Page 12

T
TA Traffic Advisory (see TCAS)
TAF* Terminal Aerodrome Forecast
TCAS* Traffic Alert and Collision Avoidance System (pronounced Tee-kas)

(see ACAS)
TMA Terminal Control Area
TORA* Take Off Run Available (pronounced Tor-Ah)
T-VASIS T Visual Approach Slope Indicator System (pronounced TEE-VASIS)
TWU Tactical 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 Conditions
VOLMET* Meteorological information for aircraft in flight
VOR VHF Omnidirectional Radio Range
VORTAC* VOR and TACAN combination
July 2013 Page 13

CAP 413 Chapter 2: Radiotelephony
Chapter 2
2
Radiotelephony
General Procedures
Introduction
2.1 Radiotelephony provides the means by which pilots of aircraft and ground
personnel communicate with each other. To ensure communications are
clear and fully understood it is of vital importance that transmissions by
radiotelephony should comply with internationally agreed procedures and
phraseology. Radiotelephony communications between pilots and ground
personnel will comprise one or more of the following elements in any
message transmitted:
Table 1
RTF Element Compliance Guidance Material

Clearance Requiring strict Clearances transmitted by ground personnel
compliance (usually Air Traffic Control) are to be strictly
complied with and the clearance issued is to
be read back verbatim, e.g. ‘BIGJET 347,
cleared to Kennington via A1, at FL60,
squawk 5501’.
Instructions To be followed Instructions transmitted are to be complied
and carried out with and, in most cases, should be read back
where to reduce the chance of any ambiguity or
practically misunderstanding, e.g. ‘G-ABCD, taxi to the
possible and apron via taxiway Charlie’. Chapter 2
safe to do so specifies those instructions that are to be
read back in full. However, if the instruction
is short, clear and unambiguous,
acknowledgment of the instruction using
standard phraseology such as ‘Roger’ (I have
received all your last transmission) or ‘Wilco’
(I understand your message and will comply
with it) is preferred for the sake of brevity in
the use of radiotelephony transmission time.
July 2013 Page 1

RTF Element Compliance Guidance Material

Information Of benefit and Information is provided to assist the safe
usefulness conduct of the flight and should not be read
between pilot back, e.g. ‘G-ABCD surface wind 240
and ground degrees 15 knots’. If the information is not
personnel in the understood, a request to repeat the
interests of information is sufficient.
safety
2.2 Used properly, the clearances, instructions and information transmitted

will greatly assist in the safe and expeditious operation of aircraft.
A transmitted radiotelephony message will contain at least one of
the elements listed but may contain all three elements if required.
Pilots and ground personnel should be aware of the elements of each
transmission to ensure only those elements that are required to be read
back are transmitted. Verbose transmissions are to be avoided, and one
of the most common faults in radiotelephony is the unnecessary re-
transmission of simple instructions and information.
2.3 he use of standard procedures and phraseology will avoid

T
misunderstanding and reduce the need for repeat transmissions. Incidents
and accidents have occurred in which a contributing factor has been the
misunderstanding caused by the use of non-standard phraseology and not
understanding the important elements of the message.
2.4 he importance of using correct and precise standard phraseology

T
cannot be over-emphasised.
Use of VHF RTF Channels

2.5 Geographical separation between international services using the
same or adjacent frequencies is determined so as to ensure as far as
possible that aircraft at the limits of height and range to each service
do not interfere with one another. In the case of en-route sectors these
limits correspond to that of the ATC sector concerned and those for
international aerodrome services are appropriate to a radius of 25 NM
up to a height of 4,000 ft (Tower) or 10,000 ft (Approach).
July 2013 Page 2

2.6 Except in emergency, or unless otherwise instructed by the ATS, pilots

should observe these limits. Services other than international services
are provided on frequencies which are shared between numerous
ground stations and have to operate to a higher utilisation in order to
satisfy the demand for frequencies. Pilots using these frequencies
should assist in reducing interference by keeping communications to a
minimum and by limiting the use of aircraft transmitters to the minimum
height and distance from the aerodrome that is operationally necessary.
In the case of Tower, AFIS and AGCS facilities, communications on
these frequencies should be restricted as far as possible to heights up
to 1,000 ft in the immediate vicinity of the aerodrome concerned and in
any event within 10 NM and 3,000 ft.
2.7 SAFETYCOM transmissions shall be made only within a maximum

range of 10 NM of the aerodrome of intended landing, and below 2,000
ft above the aerodrome elevation.
Transmitting Technique
2.8 The following transmitting techniques will assist in ensuring that
transmitted speech is clearly and satisfactorily received.
1. Before transmitting check that the receiver volume is set at the

optimum level and listen out on the frequency to be used to ensure
that there will be no interference with a transmission from another
station.
2. Be familiar with microphone operating techniques and do not turn

your head away from it whilst talking or vary the distance between
it and your mouth. Severe distortion of speech may arise from:
a) talking too close to the microphone;
b) touching the microphone with the lips; or
c) holding the microphone or boom (of a combined headset/

microphone system).
3. Use a normal conversation tone, speak clearly and distinctly.
4. Maintain an even rate of speech not exceeding 100 words per

minute. When it is known that elements of the message will be
written down by the recipients, speak at a slightly slower rate.
5. Maintain the speaking volume at a constant level.
July 2013 Page 3

6. A slight pause before and after numbers will assist in making them
easier to understand.
7. Avoid using hesitation sounds such as ‘er’.
8. Avoid excessive use of courtesies and entering into non-operational

conversations.
9. Depress the transmit switch fully before speaking and do not

release it until the message is complete. This will ensure that the
entire message is transmitted. However, do not depress transmit
switch until ready to speak.
10. Be aware that the mother tongue of the person receiving the
message may not be English. Therefore, speak clearly and use
standard radiotelephony (RTF) words and phrases wherever possible.
11. Messages should not contain more than three specific phrases,
comprising a clearance, instruction or pertinent information. In
cases of doubt, e.g. a foreign pilot having difficulty with the English
language or an inexperienced pilot unsure of the procedures, the
controller should reduce the number of items and if necessary these
should be passed, and acknowledged, singly.
2.9 One of the most irritating and potentially dangerous situations in

radiotelephony is a ‘stuck’ microphone button. Operators should
always ensure that the button is released after a transmission and the
microphone placed in an appropriate place that will ensure that it will
not inadvertently be switched on.
2.10 After a call has been made, a period of at least 10 seconds should
elapse before a second call is made. This should eliminate unnecessary
transmissions while the receiving station is getting ready to reply to the
initial call.
July 2013 Page 4

Transmission of Letters
2.11 The words in the table below shall be used when individual letters are
required to be transmitted. The syllables to be emphasised are in bold.
Table 2
Letter Word Appropriate pronunciation

A Alpha AL FAH
B Bravo BRAH VOH
C Charlie CHAR LEE
D Delta DELL TAH
E Echo ECK OH
F Foxtrot FOKS TROT
G Golf GOLF
H Hotel HOH TELL
I India IN DEE AH
J Juliett JEW LEE ETT
K Kilo KEY LOH
L Lima LEE MAH
M Mike MIKE
N November NO VEM BER
O Oscar OSS CAH
P Papa PAH PAH
Q Quebec KEH BECK
R Romeo ROW ME OH
S Sierra SEE AIR RAH
T Tango TANG GO
U Uniform YOU NEE FORM
V Victor VIK TAH
W Whiskey WISS KEY
X X-ray ECKS RAY
Y Yankee YANG KEE
Z Zulu ZOO LOO
July 2013 Page 5

Transmission of Numbers
2.12 The syllables to be emphasised are in bold.
Table 3
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
2.13 All numbers, except those contained in sub-paragraph 2, shall be

transmitted by pronouncing each digit separately as follows:
1. When transmitting messages containing aircraft callsigns, altimeter

settings, flight levels (with the exception of FL100, 200, 300 etc.
which are expressed as ‘Flight Level (number) HUN DRED’),
headings, wind speeds/directions, pressure settings, airspeed,
transponder codes and frequencies, each digit shall be transmitted
separately; examples of this convention are as follows:
July 2013 Page 6

Table 4
Number Transmitted as Pronounced as

BAW246 Speedbird Two Four Six SPEEDBIRD TOO FOWER SIX
FL100 Flight Level One FLIGHT LEVEL WUN HUN DRED
Hundred
FL180 Flight Level One Eight FLIGHT LEVEL WUN AIT ZERO
Zero
150 Degrees One Five Zero Degrees WUN FIFE ZERO DEGREES
18 Knots One Eight Knots WUN AIT KNOTS
122.1 One Two Two Decimal WUN TOO TOO DAYSEEMAL
One WUN
(Squawk) 6500 Six Five Zero Zero SIX FIFE ZERO ZERO
2. All numbers used in the transmission of altitude, height, cloud

height, visibility and runway visual range information which contain
whole hundreds and whole thousands shall be transmitted by
pronouncing each digit in the number of hundreds or thousands
followed by the word HUNDRED or TOUSAND as appropriate.
Combinations of thousands and whole hundreds shall be transmitted
by pronouncing each digit in the number of thousands followed by
the word TOUSAND and the number of hundreds followed by the
word HUNDRED; examples of this convention are as follows:
Table 5

10 One Zero WUN ZERO
100 One Hundred WUN HUN DRED
2 500 Two Thousand Five TOO TOUSAND FIFE HUNDRED
Hundred
11 000 One One Thousand WUN WUN TOUSAND
25 000 Two Five Thousand TOO FIFE TOUSAND
July 2013 Page 7

2.14 Numbers containing a decimal point shall be transmitted as prescribed

in paragraph 2.12 with the decimal point in appropriate sequence being
indicated by the word decimal.
2.15 All six figures shall be used when identifying frequencies irrespective of
whether they are 25 kHz or 8.33 kHz spaced. Exceptionally, when the
final two digits of the frequency are both zero, only the first four digits
need be given. In technical terms an 8.33 kHz frequency is referred to
as a “channel”, however the word “channel” is not used in RTF. Military
phraseology for identifying UHF frequencies appears in Chapter 10.
Table 6
Frequency Transmitted as Pronounced as

118.125 One One Eight Decimal WUN WUN AIT DAY SEE MAL
One Two WUN TOO FIFE
Five
119.050 One One Nine Decimal WUN WUN NINER DAY SEE MAL
Zero Five ZERO FIFE ZERO
Zero
122.500 One Two Two Decimal WUN TOO TOO DAY SEE MAL
Five FIFE
118.000 One One Eight Decimal WUN WUN AIT DAY SEE MAL
Zero ZERO
2.16 When it is necessary to verify the accurate reception of numbers the

person transmitting the message shall request the person receiving the
message to read back the numbers.
July 2013 Page 8

Transmission of Time
2.17 When transmitting time, only the minutes of the hour are normally
required. However, the hour should be included if there is any possibility
of confusion. Time checks shall be given to the nearest minute and
preceded by the word ‘TIME’. Co- ordinated Universal Time (UTC) is to
be used at all times, unless specified. 2400 hours designates midnight,
the end of the day, and 0000 hours the beginning of the day.
Table 7

0823 Two Three or Zero Eight TOO TREE (or ZERO AIT TOO
Two Three TREE)
1300 One Three Zero Zero WUN TREE ZERO ZERO
2057 Five Seven or Two Zero FIFE SEVEN (or TOO ZERO FIFE
Five Seven SEVEN)
Standard Words and Phrases

2.18 The following words and phrases shall be used in radiotelephony
communications as appropriate and shall have the meaning given
below:
Table 8
Word/Phrase Meaning
ACKNOWLEDGE Let me know that you have received and understood
this message.
AFFIRM Yes.
APPROVED** Permission for proposed action granted.
BREAK Indicates the separation between messages.
BREAK BREAK Indicates the separation between messages
transmitted to different aircraft in a busy
environment.
NOTE: The phraseology “BREAK BREAK” may be confused with an instruction
to an aircraft formation and should be used with caution.
CANCEL Annul the previously transmitted clearance.
CHANGING TO I intend to call. . . (unit) on. . . (frequency).
July 2013 Page 9

Word/Phrase Meaning
CHECK Examine a system or procedure. (Not to be used in
any other context. No answer is normally expected.)
CLEARED ‡ Authorised to proceed under the conditions specified.
CLIMB ‡ Climb and maintain.
CONFIRM I request verification of: (clearance, instruction,
action, information).
CONTACT Establish communications with... (your details have
been passed).
CORRECT True or accurate.
CORRECTION An error has been made in this transmission (or
message indicated). The correct version is...
DESCEND ‡ Descend and maintain.
DISREGARD Ignore.
FANSTOP I am initiating a practice engine failure after take off.
(Used only by pilots of single engine aircraft.) The
response should be, “REPORT CLIMBING AWAY”.
FREECALL Call. . . (unit) (your details have not been passed –
mainly used by military ATC).
HOLD SHORT** Stop before reaching the specified location.
Note: Only used in limited circumstances where no

defined point exists (e.g. where there is no suitably
located holding point), or to reinforce a clearance limit.
HOW DO YOU READ What is the readability of my transmission?
I SAY AGAIN I repeat for clarity or emphasis.
MAINTAIN ‡ Continue in accordance with the condition(s)
specified or in its literal sense, e.g. “Maintain VFR”.
MONITOR Listen out on (frequency).
NEGATIVE No; or Permission not granted; or That is not correct;
or Not capable.
NEGATIVE I SAY AGAIN May be used if repeated incorrect readbacks are given
by the pilot and additional emphasis is required.
OUT* This exchange of transmissions is ended and no
response is expected.
July 2013 Page 10

Word/Phrase Meaning
OVER* My transmission is ended and I expect a response
from you.
PASS YOUR MESSAGE Proceed with your message.
READ BACK Repeat all, or the specified part, of this message
back to me exactly as received.
RECLEARED To be used only in relation to routings and NOT for
instructions to climb or descend.
REPORT** Pass requested information.
REQUEST I should like to know... or I wish to obtain...
ROGER I have received all your last transmission.
Note: Under no circumstances to be used in reply to a

question requiring a direct answer in the affirmative
(AFFIRM) or negative (NEGATIVE).
SAY AGAIN Repeat all, or the following part of your last transmission.
SPEAK SLOWER Reduce your rate of speech.
STANDBY Wait and I will call you.
Note: No onward clearance to be assumed. The

caller would normally re-establish contact if the delay
is lengthy. STANDBY is not an approval or denial.
UNABLE I cannot comply with your request, instruction or
clearance.
Unable is normally followed by a reason.

WILCO I understand your message and will comply with it
(abbreviation for will comply)

WORDS TWICE As a request: Communication is difficult. Please
send every word twice.
As Information: Since communication is difficult,

every word in this message will be sent twice.
* Not normally used in U/VHF Communications.
** Not used by Air/Ground Communication Service Operators (c/s “Radio”).
‡ Not used by Air/Ground Communication Service Operators (c/s “Radio”) or Flight Information Service
Officers (c/s “Information”).
July 2013 Page 11

Callsigns for Aeronautical Stations

2.19 Aeronautical stations are identified by the name of the location followed
by a suffix except that the name of the rig/platform/vessel is normally
used by offshore mineral extraction agencies. The suffix indicates the
type of service being provided.
Table 9
Service Suffix
Area Control CONTROL
Radar (in general) RADAR
Approach Control APPROACH
Aerodrome Control TOWER
Approach Control Radar DIRECTOR/DEPARTURE (RADAR – when tasks
Arrival/Departure combined)/ ARRIVAL – (when approved))
Ground Movement GROUND
Control
Military Aerodrome ZONE
Traffic Zone (MATZ)
Crossing
Precision Approach TALKDOWN
Radar
Flight Information INFORMATION
Air/Ground RADIO
Communication Service
Clearance Delivery* DELIVERY
* Clearance Delivery Officer (CDO) positions may be established at aerodromes to relay ATC departure
clearances. Standard phraseology for CDO departure clearance is referenced in Chapter 11, under ATC
Clearance heading. A CDO shall not relay start, pushback, taxi, or take off instructions.
NOTE: Lower Airspace Radar Service (LARS) is available from participating ATSUs as described in UK AIP
ENR 1.6.
July 2013 Page 12

2.20 There are three main categories of aeronautical communications

service:
Air Traffic Control Service (ATC) which can only be provided by

licensed Air Traffic Control Officers who are closely regulated by the
relevant regulatory authority.
Flight Information Service at aerodromes can be provided only by

licensed Flight Information Service Officers (FISOs), who are also
regulated by the CAA.
Aerodrome Air/Ground Communication Service (AGCS) which can

be provided by Radio Operators who are not licensed but have
obtained a certificate of competency to operate radio equipment on
aviation frequencies from the CAA. These operations come under the
jurisdiction of the radio licence holder, but are not regulated in any
other way.
Other categories of aeronautical communications service include

VOLMET, SIGMET, Automatic Terminal Information Service (ATIS) or
Aeronautical Information Services (AIS).
2.21 It is an offence to use a callsign for a purpose other than that for which
it has been notified.
2.22 The use of the calling aeronautical station’s callsign followed by the
answering aeronautical station’s callsign shall be considered the
invitation to proceed with transmission by the station calling. The use
of the phrase ‘Pass your message’ may be used when considered
appropriate.
2.23 When satisfactory communication has been established, and provided

that it will not be confusing, the name of the location or the callsign
suffix may be omitted.
2.24 Telephone procedures to be applied by civil controllers are published in

CAP 493 (Manual of Air Traffic Services Part 1).
July 2013 Page 13

Callsigns for Aircraft

2.25 When establishing communication, an aircraft shall use the full callsigns
of both stations.
Borton Tower, G-ABCD, G-ABCD, Borton Tower,

request Basic Service pass your message
2.26 After satisfactory communication has been established and provided

that no confusion is likely to occur, the ground station may abbreviate
callsigns (see table below). A pilot may only abbreviate the callsign of
his aircraft if it has first been abbreviated by the aeronautical station.
Table 10
Full callsign Abbreviation

GBFRM G-RM
Speedbird GBGDC Speedbird DC
N31029 N029
N753DA N3DA
* Midland 640 No abbreviation
**Piper GBSZT Piper ZT
**Helicopter GABCD Helicopter CD
* Represents a Type C callsign.
** The name of either the aircraft manufacturer, or name of aircraft model, or name of the aircraft category
(e.g. helicopter or gyrocopter) may be used as a prefix to the callsign.
2.27 An aircraft should request the service required on initial contact when
freecalling a ground station.
Westbury Approach, G-ABCD,

request Traffic Service
rayton Control, G-ABCD, I wish to

W
file an airborne flight plan
July 2013 Page 14

2.28 An aircraft shall not change its callsign type during a flight. However,
where there is a likelihood that confusion may occur because of similar
callsigns, an aircraft may be instructed by an air traffic service unit
(ATSU) to change the type of its callsign temporarily.
2.29 The similarity of some aircraft callsigns on the same frequency can
cause confusion which may lead to an incident. The following are
particularly liable to be confused:
1. Callsigns which have in common three or more digits, especially

when the flight numbers are the same, e.g. AIC 515 and SAS 515;
2. Aircraft with similar registrations, e.g. G-ASSB and G-ATSB or

HB‑SSB.
Controllers are to warn the pilots concerned and, if necessary, instruct

one or both aircraft to use alternative or full callsigns while they remain
on the frequency.
2.30 Aircraft in the heavy wake turbulence category shall include the word
‘HEAVY’ immediately after the aircraft callsign in the initial call to each
ATSU. The purpose of this call is to confirm the aircraft type and/or wake
turbulence category is the same as that stated on the flight progress
strip. For the A380 the word “SUPER” is to be included after the callsign
on initial contact.
Police Flights
2.31 A Police flight is defined as a flight by an aircraft operating under a Police
Air Operator’s Certificate, the purpose of which is to facilitate police
operations, where immediate and rapid transportation is essential,
which includes the following:
1. Responding to a ‘Police Emergency’. The pilot of a police aircraft

is likely to declare a ‘Police Emergency’ in situations where an
immediate response is required when life is at immediate risk, or a
serious crime or major incident is in progress.
2. Supporting ground personnel in often sensitive and serious

operations.
3. Non-standard and other flights.
The flight categories relevant to Police flying operations are:
4. Flight Category A: authorised for use by aircraft which have declared

a ‘Police Emergency’.
July 2013 Page 15

5. Flight Category B: normal operational priority. The operation will not

wish to draw attention to itself.
6. Flight Category Z: authorised for training, test and other flights

involving Police aircraft.
The callsign for a Police flight consists of three elements:
The radiotelephony callsign ‘POLICE’.
A two-digit individual aircraft identifier, which reflects the parent

Police force’s Police Constabulary Number. Exceptionally, sequential
three-digit identifiers will be allocated to units operating two or more
aircraft. These will consist of a Police Constabulary Number based
root followed by single digits to reflect the number of aircraft in a
particular unit’s fleet.
When on a ‘Police Emergency’ flight, the two or three-digit identifier

is to be suffixed with the Flight Category letter ‘A’ to highlight to the
ATS provider the priority status requested by the pilot, e.g. ‘POLICE
01A’.
Helicopter Emergency Medical Service Flights

2.32 Helicopter Emergency Medical Service (HEMS) flights operate to
incidents where an immediate response is required for the safety of life,
e.g. road traffic accidents, and includes transporting patients to hospital.
The flight categories relevant to HEMS operations are:
1. Flight Category A: applies to all HEMS flights on emergency

operational tasks.
2. Flight Category E: is authorised for use by an aircraft positioning

for the purpose of conducting HEMS duties, e.g. returning to its
base after delivering a casualty to hospital. It is afforded priority over
normal flights.
3. Flight Category Z: authorised for training, test and other flights

involving HEMS aircraft.
The callsign for a HEMS flight consists of three elements:
The radiotelephony callsign ‘HELIMED’.
A two-digit individual aircraft identifier allocated to each HEMS aircraft

by DAP.
July 2013 Page 16

When on an emergency flight, the two-digit identifier is to be suffixed

with the Flight Category letter ‘A’ to highlight to the ATS provider the
priority status requested by the pilot, e.g. ‘HELIMED 01A’.

On routine operational tasks, training or other flights, no suffix letter will
be appended, e.g. ‘HELIMED 01.
Student flights
2.33 On initial contact, student pilots who are flying solo shall use the callsign
prefix ‘STUDENT’.1 Once acknowledged, it will not normally be necessary
for student pilots to use the prefix in subsequent transmissions until
making initial contact with other ATSUs, unless they feel they are being
instructed to do something with which they are unfamiliar.
2.34 Controllers will acknowledge the initial call, again using the prefix, and
can be expected, in so far as is practicable, to make due allowance
for the limited experience and ability of student pilots in determining
the pace and complexity of instructions and/or information which are
subsequently passed
Walden Tower, STUDENT G-ABCD, Walden

STUDENT G-ABCD, on Tower, taxi holding point
the apron, request taxi Alpha, runway 24
for local VFR flight
Wrayton Information, STUDENT G-ABCD, Wrayton

STUDENT G- ABCD, Information, pass your
request Basic Service message
2.35 Flight Instructors must brief students, specifically, on the use of this
callsign prefix as part of their pre-solo briefing. The use of this callsign
prefix is not intended to remove the additional requirement for flight
instructors to notify ATSUs separately of ‘first solo’ flights where this is
normal practice.
1 Although intended primarily for use by ab initio students, the prefix shall also be used in other
circumstances where, for example, the holder of a valid licence is returning to flying practice after a
significant absence and is undergoing renewal training involving solo flight conducted as a student
under the supervision of a flight instructor.
July 2013 Page 17

High Speed Flights

2.36 When receiving an ATS surveillance service, certain ex-military aircraft
types have been granted a CAA exemption from the Air Navigation
Order requirement to fly at an IAS less than 250 kt below Flight Level
100. In order to alert the controller to this higher speed profile, pilots
of exempted aircraft shall, on initial contact, prefix the aircraft callsign
with ‘FASTJET’ or ‘FASTPROP’ (depending on propulsion type), e.g.
“Kennington Radar, FASTJET G-ABCD request Deconfliction service”.
Use of this prefix shall be confined to initial contact with ATC agencies
for periods of flight during which operations at airspeeds in excess
of 250 kt are intended. Once acknowledged, it will not normally be
necessary for pilots to use the prefix in subsequent transmissions until
making initial contact with other ATSUs.
Military Aircraft Callsigns
Aircraft Callsigns
2.37 Military aircraft use callsigns derived from 2 systems. Front line aircraft,
in the main, use operational callsigns consisting of a 3 character prefix
of numbers and letters (trigraph) suffixed by a 2 number (dinome)
mission identifier. Callsigns for Flying Training Units (FTUs) and Search
and Rescue (SAR) aircraft use fixed ICAO allocated
2.38 3 letter designators with figure suffixes as pilot number callsigns.

The term FTU embraces all flying training units (including University Air
Squadrons (UASs) and Gliding Schools (GSs)), Maintenance Units and
Air Experience Flights (AEFs), plus the Operational Conversion Units
(OCUs) of HQ AIR who will nominate which OCUs are not included in
the scope of this sub section. The salient features of the 2 systems are
outlined in the following paragraphs.
July 2013 Page 18

Mission Number Callsigns

2.39 Mission number callsigns are based on a 3 character group of which
the last character is a letter and the first 2 characters are either letter/
number or number/letter. They are valid for a 24 hour period but the
system has insufficient capacity to provide entirely different callsigns for
each individual aircraft sortie. Callsigns are configured using a 3 element
base callsign root with a 2 number suffix allocated at random by the
tasking agency. If several aircraft in formation make up a single mission,
the mission is allocated a single callsign and each aircraft is given a
further identifying letter suffix. For example T4G (root plus mission),
T4G22A, B, C and D (root, mission and 4 aircraft formation).
Pilot Number Callsigns

2.40 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 Number is allocated to each pilot when

posted to an FTU, and normally is to be retained for the duration of
the appointment or course of instruction.
For UASs, AEFs and GSs, the respective HQs will allocate blocks
of Pilot Numbers to each element to simplify identification of pilots
from different elements using the same callsign root.
Formation Callsigns
2.41 When aircraft are operating as a formation, the use of formation
callsigns may be desirable to facilitate communications both within the
formation and by the leader with ground stations.
July 2013 Page 19

Word Callsigns
2.42 If 2 or more aircraft are flying as a formation, the formation may be
allocated an approved word callsign, in addition to the normal mission/
pilot numbers allocated to each aircraft. The mission/pilot numbers will
only be used in the event of a split. For the duration of the formation
flight, the aircraft should be identified by adding the words ‘one’, ‘2’, etc.
to the formation callsign, e.g. Bear one, Bear 2, etc. Where formations
operate using the callsign of the lead aircraft, controllers are to add the
word ‘flight’ or ‘formation’ to the callsign, when transmitting instructions
relevant to the whole formation e.g. ‘EAGLE 51 FLIGHT’. Where a
transmission is relevant to only one element of the formation, this
should be clarified e.g. ‘EAGLE 51 ONLY’, climb etc.’.
Examples of formation callsigns are:
“BLACKCAT” – denotes a UK formation
“BLACKCAT 1” – denotes a UK single element
“DEADLY 31 flight” – denotes a United States Air Force (USAF)

formation
“DEADLY 31” – denotes a USAF singleton.
Search and Rescue Callsigns

2.43 Callsigns for Search and Rescue are to be as follows:
Fixed wing aircraft on SAR are to use the special 4 letter W/T
callsigns, suffixed by a 2 figure Mission Number. For voice, the word
‘rescue’ is used, suffixed by the Mission Number.
Helicopters on SAR are to employ the words ‘rescue helicopter’

suffixed by a Mission Number. SAR squadron helicopters will use
Pilot Number callsigns when not engaged in SAR tasks using the
trigraph allocated to their base unit.
SAR callsigns are also listed in the current edition of BAM/25/7.
Transit Flights
2.44 In the same way that aircraft of civil airlines have a callsign which
identifies the parent airline, military aircraft making transit (primarily
overseas transit) flights 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.
July 2013 Page 20

Callsign Abbreviation
2.45 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 air

traffic controller specifies once the full callsign has been used to
identify the aircraft.
On military communications the abbreviation should be:
For Mission Numbers. As only the third element of the trigraph is

always a letter, the abbreviated callsign should be the third element
followed by the dinome.
For Pilot Numbers. The first element of the callsign root followed by
the dinome or trinome.
However, in all cases the responsibility to shorten lies with ATC as they
may be dealing with many aircraft.
Continuation of Communications
2.46 The placement of the callsigns of both the aircraft and the ground
station within an established RTF exchange should be as follows:
2.47 Ground to Air: Aircraft callsign – message or reply. Air to Ground:
1. Initiation of new information/request etc. – Aircraft callsign then

message;
2. Reply – Repeat of pertinent information/readback/acknowledgement

then aircraft callsign.
G-ABCD, descend FL80 Descend FL80, G-ABCD
G-ABCD, maintaining
FL80
G-CD
July 2013 Page 21

G-ABCD, request
G-CD, descend FL40
descent
Descend FL40, G-CD
2.48 When it is considered that reception is likely to be difficult, important

elements of the message should be spoken twice.
2.49 When a ground station wishes to broadcast information to all aircraft

likely to receive it, the message should be prefaced by the call ‘All
stations’.
2.50 No reply is expected to such general calls unless individual stations are
subsequently called upon to acknowledge receipt.
ll stations Wrayton control,

A
Colinton VOR on test
2.51 If there is doubt that a message has been correctly received, a

repetition of the message shall be requested either in full or in part.
Table 11
Phrase Meaning
Say again Repeat entire message
Say again... (item) Repeat specific item
Say again all before... (the first word
satisfactorily received)
Say again all after... (the last word
satisfactorily received)
Say again... (word before missing portion)
to... (word after missing portion)
2.52 When a station is called but is uncertain of the identification of the

calling station, the calling station should be requested to repeat its
callsign until identification is established.
July 2013 Page 22

Stourton Ground, tation calling Stourton

S
BIGJET 347 Ground say again your
callsign
Corrections and Repetitions

2.53 When an error is made in a transmission the word ‘CORRECTION’
shall be spoken, the last correct group or phrase repeated and then the
correct version transmitted.
IGJET 347, Wicken 47

B
FL280 Marlow 07 BIGJET 347, Roger
correction Marlow 57
2.54 If a correction can best be made by repeating the entire message,

the operator shall use the phrase ‘CORRECTION I SAY AGAIN’ before
transmitting the message a second time.
Acknowledgement of Receipt
2.55 Acknowledgements of information should be signified by the use of the
receiving stations’ callsign or Roger callsign, and not by messages such
as: ‘callsign-copy the weather’ or ‘callsign-copy the traffic’.
Transfer of Communications
2.56 To transfer communications with an aircraft to another unit, controllers
shall pass instructions giving:
1. the identity of the unit to be contacted;
2. the frequency to be used for contact.
2.57 Transfer of communication instructions should be passed in a single

message. Items which require a read-back should normally be passed in
a separate transmission before transfer.
2.58 If no further communication is received from the pilot after an

acknowledgement, satisfactory transfer of communication may be
assumed.
2.59 An aircraft will normally be advised by the appropriate aeronautical

station to change from one radio frequency to another in accordance
with agreed procedures.
July 2013 Page 23

IGJET 347, contact

B Wrayton Control
Wrayton Control 129.125 129.125, BIGJET 347

In the absence of such advice, the aircraft shall notify the
aeronautical station before such a change takes place. Aircraft flying
in controlled airspace must obtain permission from the controlling
authority before changing frequency.
2.60 An aircraft may be instructed to ‘standby’ on a frequency when it is

intended that the ATSU will initiate communications, and to monitor a
frequency on which information is being broadcast.
IGJET 347, standby for

B tandby for Kennington
S
Kennington Tower 118.950 Tower 118.950,
BIGJET 347
IGJET 347, monitor ATIS

B Monitor ATIS 128.275,
128.275 BIGJET 347
2.61 The controller may instruct the pilot to contact another agency on
passing a specific point or when passing, leaving or reaching a specified
level.
-CD, at Littletown contact

G t Littletown contact
A
Borton Approach 122.375 Borton Approach
122.375, G-CD
IGJET 347, when passing

B hen passing FL120
W
FL120 contact Wrayton contact Wrayton Control
Control 119.725 119.725, BIGJET
2.62 Where the aircraft is transferred to another agency whilst on a radar

heading, the controller will instruct the pilot to report the radar heading
to the next agency.
IGJET 347, report radar heading to

B
Wrayton Control, 116.335
July 2013 Page 24

2.63 If the airspace does not dictate that an aircraft must remain in contact
with a specific ATSU and the pilot wishes to freecall another agency he
should request, or notify such an intention.
estbury, G-ABCD, request

W
change to Wrayton Information
125.750
rayton Information, G-ABCD,

W
changing to Wrayton Centre
121.5 for Practice Pan
Clearance Issue and Read-back Requirements

2.64 Provisions governing clearances are contained in the PANS-ATM (ICAO
Doc 4444). A clearance may vary in content from a detailed description
of the route and levels to be flown to a brief standard instrument
departure (SID) according to local procedures.
2.65 Controllers will pass a clearance slowly and clearly since the pilot needs
to write it down; wasteful repetition will thus be avoided. Whenever
possible, a route clearance should be passed to an aircraft before start
up and the aircraft’s full callsign will always be used. A route clearance
and local departure instructions shall not be passed in the same
transmission. When a route clearance is passed 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-off manoeuvres.
2.66 An ATC route clearance is NOT an instruction to take-off or enter an

active runway. The words ‘TAKE-OFF’ are used only when an aircraft
is cleared for take-off. At all other times the word ‘DEPARTURE’ is
used.
2.67 The stringency of the read back requirement is directly related to the
possible seriousness of a misunderstanding in the transmission and
receipt of ATC clearance and instructions. ATC route clearances shall
always be read back unless otherwise authorised by the appropriate
ATS authority in which case they shall be acknowledged in a positive
manner. Read backs shall always include the aircraft callsign.
July 2013 Page 25

IGJET 347, cleared to

B leared to Kennington
C
Kennington via A1, at FL60, via A1, at FL60, squawk
squawk 5501 5501, BIGJET 347
BIGJET 347, correct
IGJET 347, cleared to

C
Kennington via A1, Wicken via A1, Wicken 3 Delta
3 Delta departure, squawk departure, squawk
5501 5501, BIGJET 347
BIGJET 347, correct
-ABCD, after departure

G fter departure cleared
A
cleared to zone boundary via to zone boundary via
route Echo. Climb to altitude route Echo. Climb to
2000 feet QNH 1008, altitude 2000 feet QNH
squawk 6522 1008, squawk 6522,
G-ABCD
G-CD, correct
2.68 The ATS messages listed below are to be read back in full by the pilot/
driver. If a readback is not received the pilot/driver will be asked to do
so. Similarly, the pilot/ driver is expected to request that instructions are
repeated or clarified if any are not fully understood.
Taxi/Towing Instructions
Level Instructions
Heading Instructions
Speed Instructions
Airways or Route Clearances
Approach Clearances
Runway-in-Use
July 2013 Page 26

Clearance to Enter, Land On, Take-Off On, Backtrack, Cross, or Hold

Short of any 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
-ABCD, cleared to cross

G leared to cross A1 at
C
A1 at Wicken, maintain Wicken, maintain FL70
FL70 whilst in controlled in controlled airspace,
airspace. Report entering Wilco, G-ABCD
the airway
G-CD, hold position Holding, G-CD
-CD, contact Ground

G round on 118.050,
G
118.050 G-CD
BIGJET 347, Squawk 6402 6402, BIGJET 347
2.69 Items which do not appear in the above list may be acknowledged with
an abbreviated read back.
2.70 If an aircraft read back of a clearance or instruction is incorrect, the

controller shall transmit the word ‘NEGATIVE’ followed by the correct
version.
G-CD, QNH 1003 QNH 1013, G-CD
July 2013 Page 27

G-CD, Negative, QNH 1003
QNH 1003, G-CD
2.71 If at any time a pilot receives a clearance or instruction with which

he cannot comply, he should advise the controller using the phrase
‘UNABLE’ (COMPLY) and give the reason(s).
IGJET 347, Wrayton climb

B rayton, BIGJET 347,
W
FL280, cross Wicken FL150 unable cross Wicken
or above FL150 due weight
2.72 When an amendment is made to a clearance the new clearance shall

be read in full to the pilot and shall automatically cancel any previous
clearance. Controllers must be aware, therefore, that if the original
clearance included a restriction, e.g. “cross KTN FL150 or below”
then the issue of a revised clearance automatically cancels the earlier
restriction, unless it is reiterated with the revised clearance.
2.73 When any doubt exists as to whether a message containing critical

information has been passed by the controller or received and
understood by the pilot, the message must be repeated. Critical
information is information, other than that required to enable routine
flight, which must be received by pilots to ensure the safety and
effective operation of their aircraft.
2.74 The following can be considered as examples of critical information:
Low Visibility Procedures
Windshear Warnings
Essential Aerodrome Information
Equipment serviceability (i.e. ILS/navigational aids)
Weather hazards (thunderstorms, hail, icing, etc.)
July 2013 Page 28

Withholding Clearances
2.75 It may be considered expedient by Government to withhold an ATC
clearance to aircraft, particularly if the aircraft has not entered UK
national airspace. When authorised, the following phraseology is to be
used.
IGJET 347, I am instructed by Her

B
Majesty’s Government to refuse
entry into United Kingdom airspace.
What are your intentions?

B
Majesty’s Government to inform you
that landing clearance has been
refused for any airfield within the
United Kingdom. What are your
intentions?

B
Majesty’s Government that you are
to hold at KTN at FL270.
Acknowledge
2.76 The Aerodrome Authority and certain other persons are empowered
to prohibit flight and they may instruct a controller to withhold a
clearance. If a controller has not been instructed to withhold clearance
but has reason to believe that a planned flight is liable to endanger
life or involve a breach of legislation, the controller is to warn the pilot
of the hazardous condition or apparent infringement and obtain an
acknowledgement of the message. The hazardous condition may be
reported by an outside 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.
July 2013 Page 29

IGJET 347, I am informed that

B
there may be damage to the port
wing tip of your aircraft. It appears
that your planned flight is liable to
endanger life. Acknowledge
-ABCD, you are advised surface

G
wind 280 degrees 37 knots gusting
50. It appears that your planned
flight is liable to endanger life.
Acknowledge
2.77 In the case of an anticipated infringement of legislation the controller is

to warn the pilot that if he does take-off the facts will be reported to the
appropriate authority.
-ABCD, your planned flight appears

G
to contravene legislation because
the required minima for VFR flight
are not present. If you take off I shall
be required to report the facts.
Acknowledge
July 2013 Page 30

Simultaneous Transmissions
2.78 Direct communications between pilots and ATSUs can be adversely
affected by simultaneous transmissions which, effectively, block all
or part of intended messages. Moreover, whilst the situation may
be apparent to the controller or another pilot, the individuals who
inadvertently make such transmissions may be unaware. On hearing a
simultaneous transmission it can be helpful for the controller (or another
pilot if it is the controller’s transmission which has been blocked) to
draw attention to the situation using the word ‘blocked’.
2.79 Controller Example (where pilots have transmitted simultaneously):
ransmission Blocked – (callsign if

T
known) say again
2.80 Pilot Example (where another pilot has blocked a controller’s

transmission):
ransmission Blocked –
T
Wrayton say again, BIGJET 345
Complying with Clearances and Instructions

2.81 Pilots are expected to comply with clearances and instructions
promptly, commensurate with normal aircraft operations. If, for any
reason, a pilot does not wish to comply with an instruction promptly,
the pilot should advise the ATS unit and give an indication of when he
intends to comply.
2.82 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’.
2.83 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 phrase ‘after passing’.
July 2013 Page 31

2.84 If an ATS unit wishes to indicate that the instruction or clearance must
be complied with at once, the controller’s message will include the
word ‘now’ or ‘immediately’. Use of the word ‘now’ indicates that the
instruction should be complied with in accordance with normal aircraft
operating procedures, but without delay. Use of the word ‘immediately’
indicates a further degree of urgency exists (e.g. to avoid flight into
terrain or restricted airspace, or for the provision of collision avoidance).
In such circumstances, the pilot should take action to comply with the
instruction as soon as practicable, subject to the safety of the aircraft.
2.85 In order to ensure any restriction is not blocked by a pilot

acknowledgement, the phrase or word, indicating when a clearance or
instruction should be complied with, will normally be placed before the
executive instruction, but in certain cases the phrase or word may be
placed between the instruction and the value of the instruction.
2.86 The phrases and words described in this section are most commonly
used in association with level instructions, but may be used in other
circumstances if appropriate. Examples are shown below:
BIGJET 347, after passing fter passing North

A
North Cross, descend FL80 Cross, descend FL80,
BIGJET 347
BIGJET 347, when ready hen ready descend

W
descend FL170, Report FL170. Report leaving
leaving FL210 FL210, BIGJET 347
IGJET 347, reduce speed

B Reducing speed now
now 210 kt 210 kt, BIGJET 347
IGJET 347, climb

B Climbing immediately
immediately FL35 FL35, BIGJET 347
July 2013 Page 32

Communication Failure
Air – Ground
2.87 Check the following points:
1. The correct frequency has been selected for the route being flown
2. The Aeronautical Station being called is open for watch.
3. The aircraft is not out of radio range.
4. Receiver volume correctly set.
5. If the previous points are in order it may be that the aircraft

equipment is not functioning correctly. Complete the checks of
headset and radio installation appropriate to the aircraft.
6. When an aircraft station is unable to establish contact with the

aeronautical station on the designated frequency it shall attempt
to establish contact on another frequency appropriate to the route
being flown. If this attempt fails, the aircraft station shall attempt
to establish communication with other aircraft or other aeronautical
stations on frequencies appropriate to the route.
7. The pilot may still be unable to establish communication on any

designated aeronautical station frequency, or with any other aircraft.
The pilot is then to transmit his message twice on the designated
frequency, including the addressee for whom the message is
intended, preceded by the phrase ‘TRANSMITTING BLIND’ in case
the transmitter is still functioning.
8. Where a transmitter failure is suspected, check or change the

microphone. Listen out on the designated frequency for instructions.
It should be possible to answer questions by use of the carrier wave if
the microphone is not functioning (see Chapter 8 - Speechless Code).
9. In the case of a receiver failure transmit reports twice at the

scheduled times or positions on the designated frequency preceded
by the phrase ‘TRANSMITTING BLIND DUE TO RECEIVER FAILURE’.
10. An aircraft which is being provided with air traffic control service,
advisory service or aerodrome flight information service is to
transmit information regarding the intention of the pilot in command
with respect to the continuation of the flight. Specific procedures
for the action to be taken by pilots of IFR and Special VFR flights are
contained in the appropriate AIP ENR and/or AD sections.
July 2013 Page 33

Ground – Air
2.88 After completing checks of ground equipment (most airports have
standby and emergency communications equipment) the ground
station will request other aeronautical stations and aircraft to attempt
to communicate with the aircraft which has failed to maintain contact.
2.89 If still unable to establish communication the aeronautical station will

transmit messages addressed to the aircraft by blind transmission on
the frequency on which the aircraft is believed to be listening.
2.90 These will consist of:
1. The level, route and EAT (or ETA) to which it is assumed the aircraft
is adhering.
2. The weather conditions at the destination aerodrome and suitable

alternate and, if practicable, the weather conditions in an area or
areas suitable for descent through cloud procedure to be effected.
(See AIP ENR Section.)
Test Transmissions
2.91 All radio transmissions for test purposes shall be of the minimum
duration necessary for the test and shall not continue for more than
10 seconds. The recurrence of such transmissions shall be kept to the
minimum necessary for the test.
2.92 The nature of the test shall be such that it is identifiable as a test
transmission and cannot be confused with other communications.
To achieve this the following format shall be used:
the callsign of the aeronautical station being called;
‘the aircraft identification’;
the words ‘RADIO CHECK’;
‘the frequency’ being used;
2.93 The operator of the aeronautical radio station being called will
assess the transmission and will advise the aircraft making the test
transmission in terms of the readability scale (Table 12), together with a
comment on the nature of any abnormality noted (i.e. excessive noise)
using the following format:
‘the aircraft identification’;
July 2013 Page 34

‘the callsign’ of the aeronautical station replying;
‘READABILITY x’ (where ‘x’ is a number taken from Table 12);
‘additional information’ with respect to any noted abnormality;
NOTE: For practical reasons it may be necessary for the operator of an

aeronautical station to reply with ‘STATION CALLING (frequency or 8.33 channel)
UNREADABLE’.
Table 12
Readability Scale Meaning

1 Unreadable
2 Readable now and then
3 Readable but with difficulty
4 Readable
5 Perfectly readable

radio check 118.725 readability 5
or,
G-CD, Borton Tower,

readability 3 with a loud
background whistle
or,
tation calling Borton Tower

S
readability 1
Pilot Complaints Concerning Aeronautical Telecommunications

2.94 Pilots should report faults concerning services and facilities in the
Aeronautical Mobile Broadcast and Navigation Services to the Briefing
Officer, Senior Telecommunications Officer or Senior Controller at the
destination or airport of first landing in order that remedial action can
be taken. Reports of local unserviceabilities will be forwarded to the
Telecommunications staff if received on RTF by the ATSU.
July 2013 Page 35

Air Traffic Service Complaints Concerning Aircraft Communications

2.95 Aircraft radio faults including technical failure, incorrect operating
procedures and misuse of specific radio channels may result in the
aircraft operator receiving a communication from the CAA detailing
the fault condition inviting the operator to explain and/or state what
corrective action has been taken.
Hours of Service and Communications Watch

2.96 The hours of service of the radio facilities available in the United
Kingdom are published in the UK AIP (ENR and AD) which also details
those periods set aside for maintenance.
2.97 Aircraft stations shall, if possible, communicate directly with the ATSU
appropriate to the area in which the aircraft are flying. If unable to do so,
aircraft stations shall use any relay means available and appropriate to
transmit messages to the ATSU.
2.98 When normal communications from an aeronautical station to an aircraft

station cannot be established, the aeronautical station shall use any
relay means available and appropriate to transmit messages to the
aircraft station.
2.99 When an aircraft has established communication with an ATSU it is

required to maintain a listening watch with that ATSU and advise the
ATSU when the listening watch is about to cease. Aircraft should not
cease to maintain a listening watch, except for reasons of safety,
without informing the ATSU concerned. A time at which it is expected
that the watch will be resumed must be stated.
Record of Communications
2.100 All ATC units have automatic equipment to record air-ground
communications and some other ATS units (e.g. AFIS) also have such
equipment.
July 2013 Page 36

Categories of Message
2.101 The categories of messages handled by the aeronautical mobile service
are in the following order of priority:
1. Distress messages
}
2. Urgency messages, including See Chapter 8 – Emergency
messages preceded by the Phraseology
medical transports signal
3. Communications relating to See Chapter 6

direction finding
4. Flight safety messages See Chapter 9
5. Meteorological messages See Chapter 4 - Aerodrome

Information
6. Flight Regularity messages See Chapter 9
7. Messages relating to the application of the United Nations Charter
8. Government messages for which priority has been expressly requested
9. Service Communications relating to the working of the

telecommunication service or to communications previously exchanged
10. Other aeronautical communications
July 2013 Page 37

July 2013 Page 38

CAP 413 Chapter 3: General Phraseology
Chapter 3
3
General Phraseology
General
Introduction
3.1 The phraseology detailed in this manual has been established
for the purpose of ensuring uniformity in RTF communications.
Communications shall be concise and unambiguous, using standard
phraseology for all situations for which it is specified. Obviously, it
is not practicable to detail phraseology examples suitable for every
situation. However, if standard phrases are adhered to when composing
a message, any possible ambiguity will be reduced to a minimum. Only
when standard phraseology cannot serve an intended transmission,
shall plain language be used.
3.2 Some abbreviations, which by their common usage have become part
of aviation terminology, may be spoken using their constituent letters
rather than the spelling alphabet, for example, ILS, QNH, RVR, etc.,
(see Chapter 1, Abbreviations).
3.3 For all transmissions, with the exception of those used for surveillance
radar approaches or precision radar approaches, the word ‘degrees’
shall be appended to heading figures where the heading ends in zero,
or in cases where confusion or ambiguity may result.
3.4 For all transmissions, the word ‘hectopascal’ shall be appended to

figures when transmitting a pressure setting below 1000 hPa, or in
cases where confusion or ambiguity may result.
3.5 The following words may be omitted from transmissions provided that
no confusion or ambiguity may result:
1. ‘Surface’ and ‘knots’ in relation to surface wind direction and speed.
2. ‘Degrees’ in relation to surface wind direction.
3. ‘Visibility’, ‘cloud’ and ‘height’ in meteorological reports.
4. ‘over’, ‘Roger’ and ‘out’.
3.6 The excessive use of courtesies should be avoided.
July 2013 Page 1

Level Reporting
3.7 Only basic level instructions are detailed in this Chapter. More
comprehensive phrases are contained in subsequent Chapters in the
context in which they are most commonly used.
3.8 The precise phraseology used in the transmission and

acknowledgement of climb and descent clearances will vary, depending
upon the circumstances, traffic density and nature of the flight
operations.
3.9 However, care must be taken to ensure that misunderstandings are not
generated as a consequence of the phraseology employed during these
phases of flight. For example, levels may be reported as altitude, height
or flight levels according to the phase of flight and the altimeter setting.
Therefore, when passing level messages, the following conventions
apply:
1. The word ‘to’ is to be omitted from messages relating to FLIGHT

LEVELS.
2. All messages relating to an aircraft’s climb or descent to a HEIGHT

or ALTITUDE employ the word ‘to’ followed immediately by the
word HEIGHT or ALTITUDE. Furthermore, the initial message in any
such RTF exchange will also include the appropriate QFE or QNH.
3. The phrase ‘re-cleared’ should not be employed.
4. When transmitting messages containing flight levels each digit

shall be transmitted separately. However, in an endeavour to
reduce ‘level busts’ caused by the confusion between some
levels (100/110, 200/220 etc.), levels which are whole hundreds
e.g. FL100, 200, 300 shall be spoken as “Flight level (number)
HUN DRED”. The word hundred must not be used for headings.
July 2013 Page 2

G-CD, report your level G-CD, maintaining FL65
G-CD, descend FL45
Descend FL45, G-CD
G-CD, maintaining
altitude 2500 feet
G-CD, report your level
Wessex 998
hectopascals
-CD, descend to altitude

G
2000 feet Borton QNH 1000
escend to altitude
D
2000 feet Borton QNH
1000, G-CD

G
1500 feet
escend to altitude
D
1500 feet, G-CD
-CD, descend to height

G
1000 feet QFE 997
hectopascals
escend to height 1000

D
feet QFE 997
hectopascals, G-CD
July 2013 Page 3

NOTES: 1
Use of the word ‘hectopascal’ for pressures lower than 100
2 Transmission of Regional Pressure Setting (Wessex) limited
to regional name and pressure.
3.10 In the following examples the operations of climbing and descending

are interchangeable and examples of only one form are given.
G-CD, report passing FL80 Wilco, G-CD
G-CD, passing FL80
-CD, maintain altitude

G Maintaining altitude
2500 feet 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
IGJET 347, after passing

B fter passing North
A
North Cross descend FL80 Cross descend FL80,
BIGJET 347
July 2013 Page 4

IGJET 347 stop descent at

B top descent at FL210
S
FL210 BIGJET 347
IGJET 347, descend

B escend FL150 level
D
FL150, level by South Cross by South Cross,
BIGJET 347
IGJET 347, climb FL290,

B limb FL290, level at
C
level at time 55 time 55, BIGJET 347
3.11 Where the controller requires the aircraft to achieve a specific rate of
climb or descent, the controller shall use the phraseology shown below.
IGJET 347, climb at 1000

B limb at 1000 feet per
C
feet per minute or greater minute or greater,
BIGJET 347
IGJET 347, descend at 500

B escend at 500 feet
D
feet per minute or less per minute or less,
BIGJET 347
3.12 Exceptionally, a best rate of climb or descent may be required. Pilots of

aircraft operating within controlled airspace in the London and Scottish
FIRs have been instructed not to operate with a climb or descent rate
in excess of 8000 ft/min. Aircraft in an emergency and certain military
activities are exempt from this restriction.
IGJET 347, expedite

B Expedite descent
descent FL180 FL180, BIGJET 347
IGJET 347, climb FL280

B limb FL280 expedite
C
expedite until passing FL180 until passing FL180,
BIGJET 347
or,
IGJET 347, unable

B
expedite climb due
weight
July 2013 Page 5

3.13 Under exceptional circumstances, if instant descent/climb is required,

the word ‘immediately’ shall be used.
IGJET 347, descend

B Descend immediately
immediately FL200 due FL200, BIGJET 347
traffic
3.14 Pilots are expected to comply with ATC instructions as soon

as they are issued. However, when a climb/descent is left to the
discretion of the pilot, the words ‘when ready’ shall be used.
3.15 Except as described in Chapter 3 - Initial Call - IFR Flights, a pilot

receiving a Radar Control Service is not required to report leaving a
level, passing a level, or reaching a level, unless specifically requested to
do so.
IGJET 347, when ready

B hen ready climb
W
climb FL280, report leaving FL280, wilco,
FL200 BIGJET 347
IGJET 347, leaving

B
FL200 climbing FL280
BIGJET 347, Roger
3.16 When pilots are instructed to report leaving a level, they should advise
ATC that they have left an assigned level only when the aircraft’s
altimeter indicates that the aircraft has actually departed from that level
and is maintaining a positive rate of climb or descent, in accordance
with published procedures.
3.17 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 aircraft.
IGJET 347, maintaining

B
own separation and VMC
descend FL50
July 2013 Page 6

Speed Control
3.18 Controllers may instruct pilots to increase/decrease speed in order to
maintain the appropriate separation.
IGJET 347, reduce speed

B educe speed to
R
to Mach 0·7 Mach 0·7, BIGJET 347
IGJET 347, maintain

B aintain present speed,
M
present speed BIGJET 347
IGJET 347, maintain 250

B aintain 250 knots or
M
knots or greater greater, BIGJET 347
IGJET 347, not above

B ot above 250 knots,
N
250 knots BIGJET 347
educe to minimum
R
IGJET 347, reduce to
B
clean speed,
minimum clean speed
BIGJET 347
educe to minimum
R
IGJET 347, reduce to
B
approach speed,
minimum approach speed
BIGJET 347

B aintain 160 knots until
M
knots until 4 miles final 4 miles final,
BIGJET 347

B aintain 160 knots until
M
knots until outer marker outer marker,
BIGJET 347
3.19 The following phraseology shall be used by controllers when providing

speed control to aircraft at or above FL280 that have been cleared to
levels below FL280.
July 2013 Page 7

3.20 Where the controller only requires speed control to apply following the
point at which the aircraft changes over from Mach number to IAS, the
phraseology to be used by the controller is:
IGJET 347, descend

B escend FL120, on
D
FL120, on speed speed conversion, 250
conversion, 250 knots knots, BIGJET 347
3.21 Where the controller requires the aircraft to fly at a specific Mach
number until the changeover to IAS and then fly a specified IAS, the
phraseology to be used by the controller is:
IGJET 347, Mach ·78, on speed

B
conversion, 250 knots
3.22 Where the controller requires the aircraft to fly the specified IAS as
soon as practicable, the phraseology to be used by the controller is:
IGJET 347, when able, speed 250

B
knots
3.23 The procedures above may be used in reverse for the application of
speed control to aircraft currently below FL280 but climbing to a level
above FL280.
IGJET 347, on speed conversion,

B
Mach ·7
IGJET 347, 250 knots, on speed

B
conversion, Mach ·7
IGJET 347, maintaining own

B
separation and VMC descend FL50
July 2013 Page 8

Initial Call – IFR flights
Format of Initial Calls

3.24 Pilots of aircraft flying Instrument Departures (including those outside
controlled airspace) shall include the following information on initial
contact with the first en- route ATS Unit (see also Chapter 6 Approach
Phraseology paragraph 6.2):
1. Callsign;
2. SID or Standard Departure Route Designator (where appropriate);
3. Current or passing level; PLUS
4. Initial climb level (i.e. the first level at which the aircraft will level off
unless otherwise cleared. For example, on a Standard Instrument
Departure that involves a stepped climb profile, the initial climb level
will be the first level specified in the profile).
Westbury Departure,
BIGJET 347, BIGRO 5D, BIGJET 347, Westbury,
Passing Altitude 2300 Roger
feet climbing FL80
Subsequent Frequency Changes

3.25 Unless otherwise instructed or paragraph 3.24 applies, when changing
communication channel to an ATC unit (including changes within the
same ATS unit), the initial call on the new channel shall include aircraft
identification and level only.
Westbury Control, BIGJET 347, Westbury,

BIGJET 347, FL 350 Roger
3.26 Level information should be included in the report as follows:
1. if the aircraft is in level flight but cleared to another level, the call
shall include the aircraft identification followed by the current level
and the cleared level;
Westbury Approach, BIGJET 347, Westbury,

BIGJET 347, Roger
Maintaining FL350
cleared FL250
July 2013 Page 9

2. if the aircraft is not in level flight, the call shall include the aircraft
identification followed by cleared level only;
Westbury Approach,
BIGJET 347, BIGJET 347, Westbury,
descending FL90 Roger
3. if the aircraft has been assigned a speed or a heading, the initial call
shall also include the assigned speed or heading.
Westbury Control,
BIGJET 347, FL 90, BIGJET 347, Westbury,
Maintaining 250 kt Roger
Initial Call – VFR Flight

3.27 Normally, the initial call to an ATS unit should only include the minimum
information needed to establish:
1. the service that an enroute flight requires; or
2. the clearance/information that a joining or departing flight requires.
Westbury Approach, G-ABCD,

Request (type of service)
Westbury Tower, G-ABCD,

Request join

Request taxi for departure to
Borton

Request taxi for the south side
maintenance area

Request zone transit
July 2013 Page 10

The ATS unit will then respond with their callsign and ‘Pass Your
Message’ (optional).
Passing Message Details
Flights on or in the vicinity of an aerodrome

3.28 Pilots of aircraft inbound or outbound to an aerodrome, or wishing to
manoeuvre on an aerodrome, when instructed to pass their message
details, should respond in the manner described as follows below.
En-route flights
3.29 Generally, the format of this call is applicable to aircraft operating under
Visual Flight Rules (VFR). However, aircraft operating under Instrument
Flight Rules (IFR), when contacting an ATS unit that does not hold
details of the flight, may use the format described as follows below.
3.30 When instructed by the ATS Unit to pass your message details, the
reply should contain the following information, whenever possible in the
order specified:
1. Aircraft Callsign/Type
2. Departure Point and Destination
3. Present Position
4. Level
5. Additional details/Intention (e.g. Flight Rules, Next route point)

Reply Example 1:
Westbury Approach,
G-ABCD, Westbury
G-ABCD, request Basic
Approach
Service
-ABCD, Cessna 172,

G
-CD Roger, Basic Service,
G
from Borton to Walden,
Report Wells
15NM South of
Westbury, altitude
2500 feet Wessex
1008, VFR, tracking to
Wells
July 2013 Page 11

Basic Service, Wilco,

G-CD
Reply Example 2: An aircraft returning to the aerodrome of departure.
Westbury Approach,
G-ABCD, Westbury
G-ABCD, request Basic
Approach, pass your
Service
message
-ABCD, PA28 local

G -CD Roger, Basic Service,
G
flight from Borton, traffic is a Cessna 172,
Wells altitude 3500 15NW South of Westbury
feet Wessex 1008, VFR, tracking to Wells at
VFR, tracking to 2500 feet, Report Salisbury
Salisbury
Wilco, G-CD
Position Reporting
3.31 Position reports shall contain the following elements of information:
1. Aircraft identification
2. Position
3. Time
4. Level
5. Next position and ETA

B
BIGJET 347
FL280 Marlow 57
G-ABCD, Wrayton
Information report Wilco, G-ABCD
mid‑channel
July 2013 Page 12

G-ABCD, mid-channel
25 Altitude 3500 G-ABCD
Greenpoint 40
3.32 Where adequate flight progress data is available from other sources,
such as ground radar, aircraft may be exempted from the requirement to
make compulsory position reports.
IGJET 347, next report at

B
Wilco, BIGJET 347
Colinton
IGJET 347, omit position

B
Wilco, BIGJET 347
reports
IGJET 347, omit position

B
Wilco, BIGJET 347
reports this frequency
IGJET 347, resume

B
Wilco, BIGJET 347
position reporting
Flight Plans
3.33 A pilot may file a flight plan with an ATSU during flight, although the use
of busy RTF channels should be avoided; normally the FIS frequency
should be used.
Wrayton Control, G-ABCD, Wrayton Control,
G-ABCD, I wish to file pass your message
an airborne flight plan
3.34 The format for an airborne flight plan is as follows:
1. Aircraft identification and type.
2. Position and heading.
3. Level and flight conditions.
4. Departure aerodrome.
5. Estimated time at entry point.
6. Route and point of first intended landing.
July 2013 Page 13

7. True airspeed.
8. Desired level on airway or advisory route.
3.35 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.
-CD, departed Seton

G -CD, departure time 38 will
G
at 38 request activate activate flight plan
flight plan
3.36 During a flight a pilot may elect to cancel an IFR flight plan.
rayton Control, G-CD,

W -CD, Roger, IFR flight
G
cancelling my IFR flight cancelled at
3.37 When a pilot has expressed his intention to cancel an IFR flight plan, the
ATSU will pass the pilot any available meteorological information which
makes it likely that flight in VMC cannot be maintained.
-CD, IMC reported in the

G -CD, Roger, remaining
G
vicinity of Kennington IFR

3.38 Aerodromes that wish to continue operating in poor visibility or are
available for instrument approaches in conditions of low cloud are
required to develop and maintain Low Visibility Procedures (LVP).
Controllers shall advise pilots of the implementation and subsequent
cancellation of LVP at an aerodrome.
BIGJET 347, LVPs in force Roger, BIGJET 347
All stations, LVPs cancelled
Delays
3.39 Where an aircraft is required to hold before making an approach the
expected delay shall be passed to the pilot.
July 2013 Page 14

IGJET 347, delay less than 10

B
minutes. Expect two holding
patterns
3.40 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.
IGJET 347, expect approach

B
clearance at 44
3.41 If for reasons other than weather, e.g. an obstruction on the runway,
the extent of the delay is not known, aircraft are to be advised “delay
not determined” followed by the reason for the delay.
IGJET 347, delay not determined,

B
runway obstructed
3.42 If aircraft elect to hold for the weather to improve at the landing
aerodrome, the controller shall inform the first aircraft entering the
holding pattern that “no traffic delay expected”. Subsequent aircraft
will be passed “delay not determined” followed by an indication of the
number of aircraft holding.
IGJET 347, no traffic delay

B
expected
iGJET 347, delay not determined 2

B
aircraft holding for weather
improvement
July 2013 Page 15

Pilot response to traffic information

3.43 Pilots in receipt of traffic information should indicate if they have the
traffic in sight.
G-CD, traffic 11 o’clock 6 Traffic in sight G-CD

miles crossing left right
ahead height unknown fast
moving
-CD, traffic 10 o’clock 6

G Traffic not sighted G-CD
miles crossing right left
behind height unknown fast
moving
July 2013 Page 16

CAP 413 Chapter 4: Aerodrome Phraseology
Chapter 4
4
Aerodrome Phraseology
Aerodrome Control Service Phraseology
Introduction
4.1 Concise and unambiguous phraseology used at the correct time is
vital to the smooth, safe and expeditious running of an aerodrome
and associated ATZ. It is not only the means by which instructions
and information are passed but it also assists pilots in maintaining an
awareness of other traffic in their vicinity, particularly in poor visibility
conditions.
4.2 Messages will not be transmitted to an aircraft during take-off, the last
part of final approach or the landing roll, unless it is necessary for safety
reasons, because it will be distracting to the pilot at a time when the
cockpit workload is often at its highest.
4.3 Local procedures vary from aerodrome to aerodrome and it is

impossible to give examples to cover every situation which may arise at
the multiplicity of different types of aerodrome. Information in addition
to that shown in the examples, e.g. time checks, etc. may be provided
as necessary.
July 2013 Page 1

4.4 Designated positions in the traffic circuit are as shown in Figure 1

below.
Designated Positions in the Traffic Circuit
Figure 1 Designated positions in the traffic circuit
Typical Left-Hand Circuit
Position 1 Aircraft reports on ‘Downwind’ leg.
Position 2 Aircraft reports ‘Late downwind’ if it is on the downwind leg, has

been unable to report ‘Downwind’ and has passed the downwind
end of the runway.
Position 3 Aircraft reports ‘Base’ leg (if required).
Position 4 Aircraft reports ‘Final’. Clearance to land issued here.
Position 5 Aircraft reports ‘Long final’ (between 8 and 4 miles) when aircraft is
on a straight in approach.
NOTE 1: For light aircraft operations, circuit dimensions may be reduced but the
relative RTF reporting points are maintained.
NOTE 2: For details of military visual circuit patterns see Chapter 11.
July 2013 Page 2

4.5 The standard of overhead join comprises the following.
1. Overfly at 2000 ft above Aerodrome Elevation.
2. If not already known, determine the circuit direction from the signals
square, other traffic or windsock.
3. Descend on the ‘dead side’ to circuit height.
4. Join the circuit by crossing the upwind end of the runway at circuit
height.
5. Position downwind.
NOTE: Pilots should ensure they have checked beforehand whether

specific joining procedures apply; otherwise an ‘overhead join’
(which actually takes a joining aircraft around the aerodrome) is
the preferred method of joining the circuit pattern. Aerodromes
where specific procedures apply will notify such differences in
the UK AIP.
July 2013 Page 3

Figure 2 Standard Overhead Join Procedure
NOTE: This diagram is not to scale and is provided for illustrative purposes only
1000ft
800ft
1 6
LIVE SIDE
5
7 1000ft
SURFACE WIND
600ft 2000ft
8
500ft
DEAD SIDE
4
2 1000ft
3
1800ft 1200ft
1400ft
First radio call should be made 5 - 10 miles from the aerodrome and joining checks completed.
Maintain 2000ft above aerodrome elevation or 1000ft above promulagated circuit level (based on QNH
1 from the nearest available source), and observe windsock and trafﬁc. Keep aerodrome a suitable distance
on the left of the aircraft. Report OVERHEAD. Include the appropriate runway if determined. If unable to
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
2 DEAD SIDE DESCENDING (Note: Once the circuit direction has been established, all turns must be in
the circuit direction).
3 Position to cross within the upwind threshold at circuit height.
4 Watch for aircraft taking off, as they could pose a hazard.
5 Watch for existing circuit trafﬁc and adjust your path to sequence safely.
6 Call downwind.
7 Make optional call BASE LEG if required.
8 Report FINAL.
July 2013 Page 4

Type of Service
4.6 As described in Chapter 2 the type of service provided at an aerodrome
falls into one of three categories. In this section the examples are
confined to those used by air traffic controllers.
4.7 Whilst the RTF procedures used by air traffic controllers form the main
content of this publication, it should be noted that the phraseology used
by FISOs and Air/Ground Communication Service operators is different
from that used by controllers. Examples of phraseology for Flight
Information Service Officers and Air/Ground Communication Service
operators may be found in Chapter 4.
Departure Information and Engine Starting Procedures

4.8 Where no ATIS is provided the pilot may ask for current aerodrome
information before requesting start up.
Stourton Ground, IGJET 347, Stourton

B
BIGJET 347, request Ground, departure runway
departure information 32 wind 290 4, QNH 1008,
temperature -2, dewpoint -3,
RVR 550 550 600 metres
unway 32, QNH 1008,

R
will call for start up,
BIGJET 347
4.9 Requests to start engines are normally made to facilitate ATC planning
and to avoid excessive fuel wastage by aircraft delayed on the ground.
At certain aerodromes, along with the request, the pilot will state the
location of the aircraft and acknowledge receipt of the departure ATIS
broadcast identifying letter together with the QNH.
Stourton Ground, IGJET 347, Stourton

B
BIGJET 347, stand 24 Ground, start up at time 35
information Bravo,
QNH 1022 request
start up
4.10 When there will be a delay to the departure of the aircraft the controller
will normally indicate a time to start up or expect to start up.
July 2013 Page 5

Stourton Ground,
IGJET 347, Stourton
B
BIGJET 347,
Ground, start up approved
information Charlie
QNH 1022, request
start up
or,
IGJET 347, Stourton
B
Ground, expect start up at
time 35
or,
IGJET 347, Stourton
B
Ground, expect departure at
time 49 start up at own
discretion
Pushback and Powerback

4.11 At many aerodromes at which large aircraft operate, the aircraft
are parked nose-in to the terminal in order to save parking space.
Aircraft have to be pushed backwards by tugs before they can taxi
for departure. Some aircraft also have the capability to reverse from a
nose-in position to the terminal under their own power. This procedure
is known as powerback. Requests for pushback or powerback are made
to ATC depending on the local procedures.
IGJET 347, stand 27

B IGJET 347, stand 27
B
request pushback/ request pushback/
powerback powerback approved
or,
IGJET 347, negative.
B
Expect one minute delay due
B747 taxiing behind
July 2013 Page 6

Taxi Instructions
4.12 Taxi instructions issued by a controller will always contain a clearance
limit, which is the point at which the aircraft must stop, unless further
permission to proceed is given. For departing aircraft, the clearance limit
will normally be the holding point of the runway in use, but it may be
any other position on the aerodrome depending on the prevailing traffic.
Taxi clearances should, wherever possible, be noted down by pilots.
Borton Tower, G-ABCD, -ABCD, taxi holding point

G
T67 by the south side G2 runway 24 via taxiway
hangars request taxi for Charlie, QNH 967
VFR flight to Walden, 2 hectopascals
POB
NOTE: POB (total persons on board) may be added, e.g. where a flight
plan is not required and has not been filed.
axi holding point G2

T
runway 24 via taxiway
Charlie, QNH 967
hectopascals, G-ABCD
G-ABCD, request
surface wind
G-CD, surface wind 220 6
-CD, request runway

G
14
-CD, after the Seneca

G
coming from your left, taxi
holding point B1 runway 14
ollowing the Seneca

F
from the left, taxi
holding point B1 runway
14, G-CD
July 2013 Page 7

Borton Tower, G-ABCD, -CD, runway 06, QNH

G
T67 at the fuel station 1008, taxi holding point B2
VFR to Walden request runway 14 via taxiway Alpha
taxi
NH 1008, G-CD,
Q
request taxiway Bravo,
and backtrack runway
06
-CD, taxi holding point H1

G
runway 06 via taxiway Bravo
axi holding point H1

T
Bravo, G-CD
Borton Tower, G-ABCD, -CD, taxi holding point A1

G
at the fuel station runway 24 via Charlie
request taxi to flying
club
axi holding point A1

T
runway 24 via Charlie,
G-CD
-CD, holding point A1

G
runway 24 request
cross
-CD, negative. Hold

G
position.
Holding, G-CD
July 2013 Page 8

-CD, taxi to the flying club,

G
via A1 cross runway 24
report vacated
axi to the flying club,

T
via A1 cross runway 24,
Wilco, G-CD
G-CD, runway vacated
G-CD
NOTES: 1 Instruction to report vacated may be omitted when aerodrome

control has continuous sight of the aircraft crossing.
2 For helicopters the phrase “Air-taxi....” may be used in place of

“Taxi....”.
4.13 Controllers are not to instruct aircraft or vehicles to cross illuminated

red stop-bars used at runway and intermediate taxiway holding
positions. The aerodrome operator may decide, on the grounds of
safety, that inoperable stop-bars and associated taxiways be withdrawn
from service and alternative routes used where practicable. On the
occasions when the withdrawal of inoperable stop-bars is not possible
and the stop-bars cannot be readily suppressed, under exceptional
circumstances, an aircraft may be instructed to cross such an
illuminated stop-bar.
G-CD stop-bar ross red stop-bar at

C
unserviceable, cross red A1, G-CD
stop-bar at A1
G-CD stop-bar ross red stop-bar, via

C
unserviceable, cross red A1 line up runway 24,
stop-bar, via A1 line up G-CD
runway 24
July 2013 Page 9

4.14 If the instructions given to surface traffic involve crossing a runway in

use, clearance to cross should normally be withheld until no confliction
exists. However, to achieve greater efficiency of operation, clearance to
cross may be given subject to aircraft, which are landing or taking off.
The conditional clearance shall contain 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.
IGJET 347, after the

B fter the landing A320,
A
landing A320, via Bravo 1 via Bravo 1 cross
cross runway 26, report runway 26, wilco,
vacated BIGJET 347
G-CD stop-bar fter the landing PA 28,

A
unserviceable, cross red cross, wilco, G-CD
stop-bar, via A1 line up
runway 24
4.15 When a clearance to cross a runway in use is issued, a report vacated

instruction shall be included. However, this instruction may be omitted
when the controller has continuous sight of the aircraft or vehicle
crossing.
-CD, after the departing

G fter the departing
A
Seneca, via Kilo 4 cross Seneca, via Kilo 4 cross
runway 02 runway 02, G-CD
4.16 When passing taxi instructions that will position an aircraft to cross a
runway the controller may, optionally, insert the phrase ‘hold short of’
prior to the runway designator. This phrase is intended to reinforce the
need to stop at the holding point.
IGJET 347, taxi holding

B axi holding point C3
T
point C3, hold short of hold short of runway
runway 36 36, BIGJET 347
IGJET 347, cross runway

B ross runway 36, taxi
C
36, taxi holding point A1, holding point A1, hold
hold short of runway 09 short of runway 09,
BIGJET 347
July 2013 Page 10

4.17 Where an ATIS broadcast is established the controller does not need to
pass departure information to the pilot when giving taxi instructions. He
will, however, check that the aircraft is in possession of the latest QNH.
IGJET 347, information

B IGJET 347, now
B
Bravo, QNH 1020 request information Charlie,
taxi new QNH 1021, after
the B747 passing left to
right taxi holding point
A1 runway 28
NH 1021, after B747

Q
left to right taxi holding
point A1 runway 28,
BIGJET 347
Pre-Departure Manoeuvring
4.18 Meticulous care has been taken to ensure that the phraseology
which is to be employed during the pre-departure manoeuvres
cannot be interpreted as a take-off clearance. This is to avoid any
misunderstanding in the granting or acknowledgement of take-off
clearances and the serious consequences that could result.
4.19 At busy aerodromes with a separate ground and tower function, aircraft
are usually transferred to the tower frequency at or approaching the
holding point.
IGJET 347, contact Tower

B Tower 118.9,
118.9 BIGJET 347
4.20 It may be necessary for the controller to instruct the pilot to hold at a
specified holding point. Where appropriate the controller should include
the reason for the instruction.
BIGJET 347, hold at Bravo 2 old at Bravo 2,

H
BIGJET 347
IGJET 347, hold at Bravo 1,

B old at Bravo 1,
H
2 aircraft to depart before BIGJET 347
you from runway 20
July 2013 Page 11

4.21 Many types of aircraft carry out engine checks prior to departure and are
not always ready for take-off when they reach the holding point.
-CD, report ready for

G
Wilco, G-CD
departure
-CD, ready for

G
G-CD, line up
departure
Line up, G-CD
4.22 Air Traffic controllers may ask if a pilot can accept an intersection
departure.
-CD advise able to depart

G
from runway 28 intersection
C2
4.23 A pilot may request an intersection departure.
G-ABCD, request
departure from runway
28, intersection C2
4.24 When line-up will take place at a position other than for a full-length
runway departure the intermediate ‘Holding Point’ designator shall
be included in the line-up instruction. Controllers may include the
runway ‘Holding Point’ designator in any other line-up instruction when
considered necessary.
-CD, ready for

G -CD, via C2 line-up
G
departure runway 28
ia C2 line-up runway
V
28, G-CD
July 2013 Page 12

4.25 Information on the Take-Off Run Available (TORA) (pronounced TOR-

AH) from the intersection shall be issued when requested by a pilot or
whenever deemed necessary by the controller.
-CD TORA runway 28 from

G
intersection C2 1800 metres
4.26 For reason of expedition, a controller may wish to line-up an aircraft for
departure before conditions allow take-off.
IGJET 347, via holding

B ia holding point A1
V
point A1 line-up and wait line-up and wait runway
runway 26, one aircraft to 26, number two for
depart before you from departure, BIGJET 347
holding point A2
Take-Off Clearance
4.27 Except in cases of emergency, messages will not be transmitted to an
aircraft in the process of taking off or in the final stages of an approach
and landing.
4.28 Controllers will use the following phraseology for take off.
G-CD, cleared for take-off leared for take-off,

C
G-CD
NOTE: The surface wind will be passed if there is a significant

difference to that already passed.
4.29 The averaging period for wind observations is two minutes for reports
used at an aerodrome for take-off and landing and for wind indicators
in air traffic service units. The instantaneous surface wind should be
available to be given to pilots on request particularly at aerodromes
supporting primarily the operations of aircraft whose maximum total
weight authorised is 5,700 kg or less. When a pilot requests the
instantaneous surface wind, the word “instant” is to be inserted to
indicate that the wind being reported is not the two minute average.
-CD, request instant

G
G-CD, instant wind 270 7
wind
July 2013 Page 13

4.30 A take-off clearance shall be issued separately from any other clearance
message.
4.31 For traffic reasons a controller may consider it necessary for an aircraft
to take off without any delay. Therefore, when given the instruction
‘cleared for immediate take- off’, the pilot is expected to act as follows:
1. At the holding point: taxi immediately on to the runway and

commence take-off without stopping the aircraft.
2. If already lined up on the runway: take-off without delay. Should

an immediate take-off not be possible, the pilot is to advise the
controller.
IGJET 347, cleared for

B leared for immediate
C
immediate take-off take-off, BIGJET 347
-CD, Piper Cub 2 miles on

G leared for immediate
C
final approach. Cleared for take-off, G-CD
immediate take-off wind 240
8 knots
4.32 For reason of expedition a controller may wish to line-up an aircraft for
departure before conditions allow take-off.
IGJET 347, line-up and

B ine-up and wait,
L
wait – vehicle crossing BIGJET 347
upwind end of runway

B leared for take-off,
C
take-off BIGJET 347
July 2013 Page 14

4.33 In poor visibility the controller may prefix the clearance with the runway
designator and request the pilot to report when airborne.
IGJET 347, runway 28

B unway 28 cleared for
R
cleared for take-off report take-off. Wilco, BIGJET
airborne 347
BIGJET 347, airborne
IGJET 347, contact Radar

B
121.750
adar 121.750, BIGJET

R
347
4.34 Conditional 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 conditional
instruction shall be given as follows:
1. callsign;
2. the condition;
3. identification of subject of the condition;
4. the instruction.
IGJET 347, after the

B fter the landing DC9
A
landing DC9, line up line up, BIGJET 347
July 2013 Page 15

4.35 If a conditional clearance has been issued in respect of a landing aircraft

the stop-bar must not be deselected until the landing aircraft has passed
the position at which the vehicle or aircraft will enter the runway. For
aircraft departing from the same runway holding position, when a
conditional line-up clearance has been issued to a succeeding departing
aircraft, the illuminated red stop-bar may remain deselected provided
that it will be the next movement on that runway.
4.36 When several runways are in use and/or there is any possibility that the
pilot may be confused as to which one to use, the runway number will
be stated prior to the clearance.
IGJET 347, runway 09 left

B unway 09 left cleared
R
cleared for take-off for take-off, BIGJET 347
4.37 An Omnidirectional Departure procedure is designed on the basis that

an aircraft maintains runway direction until it reaches such a height that
it can make a turn in any direction and maintain the prescribed obstacle
clearance.
IGJET 347 Omnidirectional

B Omnidirectional
Departure runway 27 on Departure runway 27 on
track REVTU climb Flight track REVTU climb
Level 80 Flight Level 80
BIGJET 347
4.38 Local departure instructions may be given prior to the take-off clearance.
Such instructions are normally given to ensure separation between
aircraft operating in the vicinity of the aerodrome.
IGJET 347, after departure

B fter departure track
A
track extended centre line extended centre line,
BIGJET 347
IGET 347, after departure

B fter departure climb
A
climb straight ahead straight ahead, BIGJET
347
IGJET 347, after departure

B fter departure fly
A
fly heading 240 degrees, heading 240 degrees,
climb to altitude 6000 feet climb to altitude 6000
feet, BIGJET 347
July 2013 Page 16

-CD, after departure right

G fter departure right
A
hand circuit hand circuit, G-CD
-CD, after departure track

G fter departure track
A
270 degrees from Borton 270 degrees from
until reaching altitude 3000 Borton until reaching
feet before setting course altitude 3000 feet
before setting course,
G-CD
4.39 Revised clearances and post departure instructions for aircraft on the
runway or at the holding position shall be prefixed with an instruction to
hold position.
IGJET 347, Hold position,

B IGJET 347, Holding,
B
after departure climb after departure climb
straight ahead to altitude straight ahead to
2500 feet QNH 1014 before altitude 2500 feet, QNH
turning right 1014 before turning
right.
IGJET 347, Cleared for

B
take-off
leared for take-off,

C
BIGJET 347
-CD, after departure

G -CD, Hold position, right
G
request right turn turn approved
-CD, Holding, right

G
turn approved
G-CD, Cleared for take-off
July 2013 Page 17


C
G-CD
4.40 Due to unexpected traffic developments or a departing aircraft taking

longer to take-off than anticipated, it is occasionally necessary to rescind
the take-off clearance or quickly free the runway for landing traffic.
IGJET 347, take-off

B
immediately or vacate Taking-off, BIGJET 347
runway
IGJET 347, take-off

B
immediately or hold short of Holding, BIGJET 347
runway
4.41 When an aircraft is about to take-off or has commenced the take-off

roll, and it is necessary that the aircraft should abandon take-off, the
aircraft will be instructed to cancel take-off or stop immediately; these
instructions will be repeated.
-CD, hold position, cancel

G
take-off I say again cancel Holding, G-CD
take-off, acknowledge
IGJET 347, stop

B
immediately I say again, Stopping, BIGJET 347
BIGJET 347, stop
immediately, acknowledge

NOTE: M
ilitary procedures for cancelled take-offs appear in Chapter 10.
4.42 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.
BIGJET 347, stopping B IGJET 347
July 2013 Page 18

IGJET 347, request

B
backtrack for another
departure
IGJET 347, backtrack

B
approved
4.43 Requests for circuit-joining instructions should be made in sufficient

time for a planned entry into the circuit taking other traffic into
account. Where ATIS is established, receipt of the broadcast should be
acknowledged in the initial call to an 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.
Walden Tower, G-ABCD, Walden Tower,

G-ABCD, request join pass your message
-ABCD, T67 10 miles

G -CD, join righthand
G
south altitude 2500 feet downwind runway 27 height
Wessex 1008 1000 feet QFE 1006
Join righthand
downwind runway 27
height 1000 feet QFE
1006, G-CD
4.44 In some circumstances, an aircraft may be instructed to complete a

standard overhead join.
-CD, join overhead runway

G J oin overhead runway
20 height 2000 feet QFE 20 height 2000 feet
997 hectopascals, report QFE 997 hectopascals,
aerodrome in sight wilco, G-CD
4.45 Depending on prevailing traffic conditions and the direction from which
an aircraft is arriving, it may be possible to make a straight-in approach.
July 2013 Page 19

Walden Tower, G-ABCD, Walden Tower,

G-ABCD, request join pass your message
-ABCD, T67 10 miles

G -CD, cleared straight in
G
south altitude 2500 feet approach runway 34 wind
Wessex 1008 request 260 degrees 5 knots QFE
straight in approach 1006 report final
runway 34
leared straight in
C
approach runway 34
QFE 1006. Wilco, G-CD
4.46 The pilot having joined the traffic circuit makes routine reports as
required by local procedures.
-CD, number 2 follow

G
G-CD, downwind
the Cherokee on base
umber 2, Cherokee in
N
sight, G-CD
G-CD, base G-CD
-CD, runway 34 cleared to

G
G-CD, final
land wind 270 7
unway 34 cleared to
R
land, G-CD
4.47 Where necessary the controller may instruct the pilot to report at a
specified position.
G-CD, report overhead Wilco, G-CD
July 2013 Page 20

G-CD, report downwind Wilco, G-CD
G-CD, report long final Wilco, G-CD
G-CD, report base Wilco, G-CD
4.48 It may be necessary in order to co-ordinate traffic in the circuit, to

issue a pilot his number in the sequence along with the position of the
preceding aircraft and delaying action if necessary.
-CD, extend downwind

G Extend downwind,
number 2, number 1 is a number 2, G-CD
Cherokee left-hand
downwind
-CD, number 2, follow the

G ollow Cherokee ahead,
F
Cherokee ahead G-CD
-CD, for spacing orbit right

G
number 2, number 1 is a Orbit right, wilco, G-CD
Cherokee on final, report
again on base
4.49 In order to save taxiing time when flying training in the traffic circuit
pilots may wish to carry out a ‘touch and go’, i.e. the aircraft lands,
continues rolling and takes-off, without stopping.
-CD, downwind touch

G
G-CD, report final
and go
G-CD, final
July 2013 Page 21

-CD, runway 34 cleared

G
touch and go surface wind
calm
unway 34 cleared
R
touch and go, G-CD
or,
-CD, unable to approve

G
due traffic, make full stop
landing runway 34 cleared
to land, surface wind calm
unway 34 cleared to
R
land, G-CD
4.50 It is helpful for circuit management purposes if a controller is informed

when an aircraft which has been engaged in multiple approaches is on
his last circuit.
-CD, downwind to
G
G-CD, report final
land
Final Approach and Landing

4.51 A ‘final’ report is made when an aircraft has turned onto final approach.
If the turn on is made at a distance greater than 4 NM from touchdown
a ‘long final’ report is made. The landing/touch and go/low approach
clearance will include the runway designation.
-CD, runway 34 cleared to

G
G-CD, final
land surface wind 270 7
unway 34 cleared to
R
land, G-CD
July 2013 Page 22

BIGJET 347, long final IGJET 347, report final

B
surface wind 260 18
Wilco, BIGJET 347
BIGJET 347, final
IGJET 347, runway 28

B
cleared to land, wind 270 20
unway 28 cleared to
R
land, BIGJET 347

NOTE 1: Military phraseology for a gear check appears in Chapter 10.
NOTE 2: Where established, an ‘outer marker’ instead of a ‘final’

report may be made.
4.52 Where a controller cancels a landing clearance but feels that a landing
clearance will be re-issued in good time for the aircraft to make a safe
landing, he should, if time permits, give the reason for cancelling the
landing clearance.
IGJET 347, continue

B Landing clearance
approach, cancel landing cancelled, continuing
clearance (reason), approach, BIGJET 347
acknowledge
4.53 If available, the instantaneous surface wind should be provided to the

pilot on request.
-CD, runway 13 cleared to land,

G
instant surface wind 270 15
July 2013 Page 23

4.54 The runway may be obstructed when the aircraft makes its ‘final’ report
at 4 NM or less from touchdown but is expected to be available in good
time for the aircraft to make a safe landing. On these occasions, the
controller will delay landing clearance.
-CD, continue approach,

G
G-CD, final
wind 270 5
Continue approach,
G-CD
4.55 The controller may or may not explain why the landing clearance has
been delayed but the instruction to ‘continue’ IS NOT an invitation to
land and the pilot must wait for landing clearance or initiate a missed
approach.
4.56 A landing aircraft may be permitted to touch down before a preceding

landing aircraft has vacated the runway provided that:
1. the runway is long enough to allow safe separation between the

two aircraft and there is no evidence to indicate that braking may be
adversely affected;
2. it is during daylight hours;
3. the preceding landing aircraft is not required to backtrack in order to

vacate the runway;
4. the controller is satisfied that the landing aircraft will be able to see
the preceding aircraft which has landed, clearly and continuously,
until it has vacated the runway; and
5. the pilot of the following aircraft is warned. (Responsibility for

ensuring adequate separation rests with the pilot of the following
aircraft.
IGJET 347, runway 28,

B and after the B737,
L
land after the B737, wind BIGJET 347
calm
4.57 Military phraseology for clearances with an occupied runway is shown in

Chapter 10.
July 2013 Page 24

4.58 A pilot may request to fly past the control tower or other observation
point for the purpose of visual inspection from the ground.
-CD, runway 34 cleared

G
G-CD, request low pass
low pass
4.59 If the low pass is made for the purpose of observing the undercarriage,
one of the following replies could be used to describe its condition but
these examples are not exhaustive:
1. landing gear appears down;
2. right (or left, or nose) wheel appears up (or down);
3. wheels appear up;
4. right (or left, or nose) wheel does not appear up (or down).
4.60 A pilot may request permission to make a low approach along the
runway, without intending to land.
-CD, request low

G -CD, runway 34 cleared
G
approach low approach
4.61 If the runway in use is occupied by aircraft or vehicles, an approaching

aircraft may be cleared to carry out a low approach which includes a
descent not below a specified height or altitude. The minimum height or
altitude is defined in regulatory documentation and/or local instructions
as appropriate. In such circumstances, the pilot is to be informed of the
aircraft or vehicles on the runway.
July 2013 Page 25

4.62 The following example assumes an aircraft operating on QNH.
IGJET 347, request

B IGJET 347, runway 05
B
low approach cleared low approach, not
below altitude (number)
feet, vehicle on runway
unway 05 cleared low

R
approach, not below
altitude (number) feet,
BIGJET 347
4.63 Where the aircraft is known to be operating on QFE, the instruction is

as follows.
IGJET 347, request

B
low approach cleared low approach, not
below height (number) feet,
vehicle on runway
unway 05 cleared low

R
approach, not below
height (number) feet,
BIGJET 347
Missed Approach
4.64 Instructions to carry out a missed approach may be given to avert an
unsafe situation. When a missed approach is initiated cockpit workload
is inevitably high. Any transmissions to aircraft going around shall be
brief and kept to a minimum.
IGJET 347, go around I say

B oing around, BIGJET
G
again go around, 347
acknowledge
4.65 An aircraft on an instrument approach is to carry out the published

missed approach procedure and an aircraft operating VFR is to continue
into the normal traffic circuit unless instructions are issued to the
contrary.
July 2013 Page 26

4.66 In the event of missed approach being initiated by the pilot, the phrase
‘going around’ shall be used.
G-CD, going around G-CD, Roger
4.67 Missed Approach Phraseology used by military controllers is shown in

Chapter 10.
Runway Vacating and Communicating after Landing

4.68 Unless absolutely necessary, controllers will not give taxi instructions to
pilots until the landing roll is complete. Unless otherwise advised, pilots
should remain on tower frequency until the runway is vacated.
BIGJET 347, vacate left Vacate left, BIGJET 347
IGJET 347, when vacated

B hen vacated Ground
W
contact Ground 118.350 118.350, BIGJET 347
Kennington Ground,
BIGJET 347, runway
vacated
IGJET 347, Kennington

B
Ground, taxi to Stand 27 via
taxiway Alpha
axi to Stand 27 via

T
taxiway Alpha,
BIGJET 347
-CD, taxi to the end, report

G axi to the end, Wilco,
T
runway vacated G-CD
July 2013 Page 27

-CD, give way to the

G
Cherokee on taxiway Alpha,
taxi to the flying club
ive way to the

G
Cherokee on taxiway
Alpha, taxi to the flying
club, G-CD
Essential Aerodrome Information

4.69 Essential Aerodrome Information is information regarding the
manoeuvring area and its associated facilities which is necessary to
ensure the safe operation of aircraft. Essential Aerodrome Information is
passed to aircraft whenever possible prior to start-up or taxi and prior to
the commencement of final approach.
IGJET 347, caution construction

B
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)
Arrestor Systems at Military Aerodromes

4.70 Phraseology describing arrestor systems at military aerodromes appears
in Chapter 10.
July 2013 Page 28

Aerodrome Flight Information Service Phraseology
Introduction
vital to the smooth, safe and expeditious running of an aerodrome
and associated ATZ. It is not only the means by which instructions
and information are passed but it also assists pilots in maintaining an
awareness of other traffic in their vicinity, particularly in poor visibility
conditions.

as necessary.
Type of Service
confined to those used by Flight Information Service Officers (FISOs).
4.75 Whilst the RTF procedures used by air traffic controllers form the main
content of this publication it should be noted that the phraseology used
by Aerodrome Flight Information Service Officers (AFISOs) is different
from that used by controllers. An AFISO provides 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
AFISO is not permitted to issue instructions or advice to pilots of his
own volition. However, in granting or refusing permission under Rule 40
and 41 of the Rules of the Air, AFISOs are permitted to pass instructions
to vehicles and personnel operating on the manoeuvring area and
information and instructions to aircraft moving on the apron and specific
parts of the manoeuvring area. Elsewhere on the manoeuvring area and
at all times in the air, information only shall be passed to pilots. Further
details on the passing of instructions by AFISOs are contained in CAP 797
Flight Information Service Officer Manual.
July 2013 Page 29

4.76 AFISOs are also permitted to pass messages on behalf of other

agencies and instructions from the aerodrome operator. If they do so,
they will include the name of the agency so that pilots will be aware that
the message comes from a legitimate source, e.g. ‘Wrayton Control
clears you to join ...’.
4.77 With the exception of issuing instructions to aircraft on the ground,

AFISOs are reminded that the service they provide is an information
service relating to the ATZ and aerodrome. They must ensure that the
information given to pilots is distinct and unambiguous, as pilots will use
this information for the safe and efficient conduct of their flights.
4.78 An AFISO may request pilots to make position reports e.g.downwind,

final etc. These requests do not have the status of instructions,
although it is expected that most pilots will comply.
4.79 From the instructions and information provided by the AFISO to aircraft
on the appropriate areas of the aerodrome, the pilot will be able to
determine if it is safe to taxi. From the information provided by the
AFISO, the pilot will determine if it is safe to land, take-off or transit
the ATZ. AFISOs are not permitted to refuse entry into the ATZ when
requested by a pilot. The aerodrome authority may decide that they
will not permit an aircraft to land at their aerodrome and request that
the AFISO pass this message on. Such a message must be prefixed:
‘Message from the aerodrome authority...’ AFISOs may not issue such
messages of their own volition.
AFIS Phraseology for Ground Movement, Take-Off, Landing and

Transit
4.80 RTF messages transmitted on aviation VHF frequencies should normally
comprise callsign and text as described earlier in this document.
4.81 Ground movement instructions are similar for aircraft, vehicles and
tractors towing aircraft but the operative word in the message is ‘taxi’,
‘proceed’ and ‘tow’ respectively.
July 2013 Page 30

Table 1
Phraseology
Taxi Instructions (Aircraft callsign) give way to or follow (details) taxi
to holding point (name) runway (designator) via
taxiway (name), QNH/ QFE (pressure)
(hectopascals).
(Aircraft callsign) taxi via (designator) to stand

(designator). (Aircraft callsign) taxi via (designator) to
the apron.
When necessary, detailed taxiing instructions e.g.

turn left from the apron and take the first
intersection right.
(Aircraft callsign) hold position.
(Aircraft callsign) cross runway (designator) report

vacated. (Aircraft callsign) backtrack runway
(designator) report vacated. Note: AFISOs are
permitted to pass instructions to helicopters
engaged in taxiing. However, when the pilot reports
ready to depart, the AFISO shall pass information.
For all inbound helicopters, information shall be
passed until they land or reach the hover prior to
taxiing to the parking area.
Aircraft at the holding (Aircraft callsign) report ready. (Aircraft callsign) hold
point of runway to be position. Aircraft callsign report lining up.
used
This is a request for a pilot to report the act of
entering the runway for departure.
Aircraft callsign report lined up.
This is a request for a pilot to report when lined up

on the runway in the take-off direction.
(Aircraft callsign)(Traffic details or no reported

traffic) runway (designator) take off at your
discretion, (surface or instant wind) (direction and
speed) (units).
July 2013 Page 31

Phraseology
Aircraft at the holding (Aircraft callsign) do you require to backtrack the
point of the runway to be runway?
used for departure, ready
for take-off with the
possibility of requiring a
backtrack
Aircraft at the holding (Aircraft callsign) (traffic information) at your
point of the runway to be discretion backtrack runway (designator) report
used for departure, ready (lined up or lining up).
for take-off requiring a
backtrack
Instructions for crossing (Aircraft callsign) cross runway (designator) (report
runway in use vacated).
To request airborne time (Aircraft callsign) report airborne.
Aircraft wishes to transit (Aircraft callsign) (traffic and aerodrome
the ATZ information), report entering/ overhead/ leaving
the ATZ.
Aircraft wishes to enter (Aircraft callsign) runway (designator) left/right hand
the ATZ circuit, QFE or QNH (pressure) (hectopascals)
(traffic information and essential aerodrome
for landing
information as required).
In the circuit ((Aircraft callsign) report (position in circuit,
e.g. Downwind/ Base/Final or Long Final).
NOTE: The report “Long Final” is made when

aircraft turn onto final approach at a distance
greater than 4nm from touchdown or when an
aircraft on a straight in approach is 8nm from
touchdown. In both cases a report “Final”
is required at 4nm from touchdown.
(Aircraft callsign) traffic (details).
July 2013 Page 32

Phraseology
Approach (Aircraft callsign) runway (designator) land/touch
and go at your discretion, (surface or instant wind)
(direction and speed) (units).
(Aircraft callsign) runway (designator) occupied

traffic (details). (Aircraft callsign) low approach and
go around at your discretion.
4.82 Examples of typical FISO/Pilot RTF exchanges are detailed below.
-CD, taxi holding point C2,

G
G-ABCD, request taxi runway 06 via taxiway C,
surface wind 060 10 knots,
QNH 998 hectopascals, left
hand circuit
oger, taxi to holding

R
point C2, runway 06 via
taxiway C, QNH 998
hectopascals, G-CD
at the holding point...
-CD, C2 Ready for

G
G-CD, Hold position
departure
Holding, G-CD
-CD, Take-off at your

G
discretion, surface wind 270 Taking off, G-CD
degrees 15 knots
-CD, Traffic is a Cessna

G
172 base leg, take off at Taking off, G-CD
your discretion, surface
wind 270 15
July 2013 Page 33

-CD, Via C2 take-off at

G
your discretion, surface Via C2 taking off, G-CD
wind 270 15
-CD, Do you require to

G
Affirm, G-CD
backtrack the runway?
-CD, Traffic is a Cessna

G
172 base leg, via C2 at your
discretion back track runway
06 report lined up
G-CD lined up
-CD, Take off at your

G
discretion, surface wind
270 15
Taking off, G-CD
G-CD, Report downwind
In the circuit...
-CD, Downwind to
G -CD, Roger, traffic is a
G
land Cessna 172 base leg,
report final
Wilco, G-CD
-CD, Roger, Cessna 172

G
G-CD, Final
ahead on final
July 2013 Page 34

Roger, G-CD
When the runway is available...
-CD, Land at your

G
discretion, surface wind 050 Roger, G-CD
10 knots
After landing...
-CD, after the Cessna 172

G oger, after the Cessna
R
taxiing right to left, taxi to 172, taxi to the aero
the aero club, via taxiway club, via taxiway
Charlie Charlie, G-CD
Aerodrome Phraseology for Helicopters
Introduction
4.83 Rotary-wing flight characteristics mean that helicopter operations at
aerodromes can differ significantly from fixed-wing operations. This
section describes standard phraseology and procedures to address
the different requirements for helicopter lifting, taxiing, taking-off and
landing (including the approach and departure phases), particularly
at aerodromes where rotary-wing and fixed-wing operations are
integrated.
4.84 Standard phraseology should be used in all situations for which it is

specified. When standardised phraseology cannot serve an intended
transmission, plain language should be used. The use of plain language
may further assist when describing rotarywing aircraft manoeuvres.
Care should be exercised to ensure that all parties involved achieve
clear understanding.
4.85 The phraseology described in this section is intended for general

use. However, the examples of taxiing phraseology describe
communications specific to aerodromes at which ATC or AFIS is
provided. Phraseology examples for take-off and landing are specific to
communications at aerodromes with ATC.
July 2013 Page 35

Helicopter Callsigns
4.86 Aircraft callsigns to be used are described in Chapter 2. Provision is
made for the name of the aircraft manufacturer, or the aircraft model,
to be used before the aircraft registration (in full or abbreviated form). If
considered appropriate, the pilot or ATSU may replace manufacturer’s
name or aircraft model with the term ‘Helicopter’ where this may
benefit the ATSU or other aircraft.
Table 2
Full callsign Abbreviation

Helicopter G-ABCD Helicopter CD
Helicopter Phraseology for Taxiing

4.87 These procedures are for helicopters taxiing for departure, or after
landing, or for general manouevring on the aerodrome. Phraseology and
procedures for specific manouevring on the aerodrome, for example for
training purposes, should be described in local procedures.
4.88 The term ‘LIFT’ shall describe a manoeuvre where the helicopter gets
airborne and enters a ‘HOVER’.
4.89 ‘HOVER’ describes a manoeuvre where the helicopter holds position

whilst airborne in ground effect, waiting to proceed. Hover allows spot/
axial turns (i.e. about the central axis of the helicopter). When required,
further instructions should subsequently be transmitted to permit the
helicopter to proceed.
4.90 The term ‘AIR TAXI’ shall be used when it is necessary for a helicopter
to proceed at a slow speed above the surface, normally below 20 knots
and in ground effect (ICAO).
4.91 The instruction ‘GROUND TAXI’ shall be used for the movement of a
helicopter, in contact with the surface of the aerodrome, under its own
power. This could be required for a helicopter fitted with wheels, to
reduce rotor downwash (ICAO).
4.92 An instruction to ‘TAXI’ leaves the pilot free to select the most
appropriate method, either ground taxi or air taxi. Pilots and controllers
should use the term AIR TAXI or GROUND TAXI when required to
differentiate between air taxiing and ground taxiing (for helicopters
equipped with wheels).
July 2013 Page 36

NOTE 1: Air taxiing helicopters at aerodromes where ATC and AFIS

are provided will be issued with detailed taxi routes and
instructions as appropriate to prevent collisions with other
aircraft and vehicles. Helicopters are expected to follow
procedures/routes on aerodromes appropriate to aeroplanes
unless otherwise authorised.
NOTE 2: ATC and AFIS units will normally avoid issuing instructions
that result in taxiing helicopters coming into close proximity
with small aircraft or helicopters and will normally give
consideration to the effect of turbulence from taxiing
helicopters on arriving and departing light aircraft (ICAO).
4.93 For a helicopter taxiing, the instruction ‘HOLD’ shall indicate a

requirement to come to a standstill.
4.94 A helicopter air taxiing and instructed to ‘HOLD’, may hold in the hover
or may touch down and hold on the ground at the pilot’s discretion.
If touch down is not authorised, a helicopter may be instructed by the
ATSU to ‘HOLD IN THE HOVER’.
4.95 A helicopter ground taxiing and instructed to ‘HOLD’ shall hold on

the ground, unless a hover manoeuvre is specifically authorised or
requested by the ATS unit.
4.96 ATC and AFIS will normally avoid issuing a frequency change instruction
to a single- pilot helicopter hovering or air taxiing. If required and
whenever possible, control instructions from the next ATS unit will be
relayed until the pilot is able to change frequency (ICAO).
Helicopter Phraseology for Take-Off and Landing (ATC only)

4.97 At aerodromes, helicopter take-offs and landings may not be restricted
to designated runways or landing areas. With appropriate permission
helicopters may take-off and land at any location on the aerodrome.
At aerodromes with an air traffic control service, all movements are
subject to the permission of the ATC unit.
4.98 At aerodromes with air traffic control service, when helicopters land or
take-off on the manoeuvring area, and within sight of the VCR the terms
‘CLEARED TO LAND’ and ‘CLEARED FOR TAKE-OFF’ shall be used to
authorise the manoeuvres.
4.99 At aerodromes with air traffic control service, when helicopters land
or take-off at locations not on the manoeuvring area (e.g. apron,
July 2013 Page 37

maintenance area, sites adjacent the aerodrome), or locations not in

sight of the VCR, or unlit locations at night, the appropriate phrase
‘LAND AT YOUR DISCRETION’ or ‘TAKE-OFF AT YOUR DISCRETION’
shall be used to authorise the manoeuvres. Relevant traffic information
on other aircraft (airborne or on the ground) shall also be passed.
4.100 The term ‘TOUCH DOWN’ shall be used to describe an aircraft

(helicopter or fixed- wing) coming into contact with the surface in
accordance with normal operation. A clearance to land leaves the pilot
of a helicopter free to either enter a low hover, or to touch down, as
appropriate.
Helicopter Hover Phraseology Examples (ATC and AFIS only)

Borton Tower, G-ABCD, -ABCD, Borton Tower, lift
G
request lift and hover, surface wind 040
degrees 6 knots
Helicopter Taxiing Phraseology Examples (ATC and AFIS only)

4.101 Taxi Instruction

request TAXI for TAXI holding point H1,
departure runway 06 runway 06, via taxiway Golf,
QNH 997 hectopascals
axi holding point H1

T
Golf, QNH 997
hectopascals G-ABCD
Note: The use of ‘taxi’ indicates
the pilot is free to air taxi or
ground taxi at his/her discretion
4.102 Air Taxi Instruction (if required)
Borton Tower, G-ABCD, G-CD, Borton, Air Taxi

request Air Taxi for holding point H1, runway
departure runway 06 06, via taxiway Golf, QNH
997 hectopascals
July 2013 Page 38

ir Taxi holding point H1

A
Golf, QNH 997
hectopascals, G-CD
Ground Taxi Instruction (if required)

request ground taxi for ground taxi holding point H1
departure runway 06 runway 06 via taxiway Golf
Helicopter Take-Off and Landing Phraseology Examples

(ATC only)
4.103 Take-off on the Runway
-CD, ready for

G -CD, Runway 06, Cleared
G
departure for take-off

C
G-CD
4.104 Landing on the Runway
-CD, Runway 06, Cleared

G
G-CD, final runway 06
to land, surface wind 060 10
Cleared to land, G-CD
July 2013 Page 39

4.105 Take-off from a designated Helicopter Landing Area on the Manoeuvring

Area
G-CD, ‘Area Whiskey’ G-CD, ‘Area Whiskey’

ready for departure Cleared for take-off

C
G-CD
4.106 Landing at a designated Helicopter Landing Area on the Manoeuvring

Area.
Borton Tower G-ABCD, elicopter CD, Borton,

H
at the Power Station to runway 06 in use, QNH 997
land ‘Area Whiskey’ hectopascals, ‘Area
Whiskey’ Cleared to land,
surface wind 060 10
unway 06 in use, QNH

R
997 hectopascals.
Cleared to land, ‘Area
Whiskey’, G-CD
4.107 Take-off from the Apron (or location not on the Manoeuvring Area) for a
Direct Departure (i.e. not following the visual circuit for departure).
Borton Tower, elicopter CD, Borton,

H
Helicopter G-ABCD, direct departure, surface
beside the south side wind 060 10, QNH 997
hangars ready for direct hectopascals, no reported
departure to Walden traffic, Take-off at your
discretion
Taking-off, departing
direct, QNH 997
hectopascals,
Helicopter CD
July 2013 Page 40

4.108 Direct Arrival to the Apron (or location not on the Manoeuvring Area) for
Landing.
Borton Tower, elicopter CD, Borton, route

H
Helicopter G-ABCD, 5 to the eastern apron via the
miles east inbound to Power Station, report at the
land Eastern Apron Power Station wind 060 10
QNH 997 hectopascals,
runway 06 in use
oute to Eastern Apron

R
via the Power Station,
wilco, QNH 997
hectopascals, runway
06 in use, Helicopter
CD
elicopter CD, at the

H elicopter CD, traffic is a
H
Power Station C172 taxiing from Stand 8
for taxiway B, Land at your
discretion, surface wind
060 10
oger, Landing Eastern

R
Apron, Helicopter CD
Aerodrome Phraseology for Vehicles (ATC and AFIS only)
Introduction
4.109 The expeditious movement of vehicles plays an essential supporting
role in the operation of an aerodrome. Whenever possible the areas
in which vehicles and aircraft operate are segregated. However, there
are many occasions when vehicles need to move on the manoeuvring
area either for maintenance purposes or in direct support of aircraft
operations.
July 2013 Page 41

4.110 Procedures governing the movement of vehicles vary widely from

aerodrome to aerodrome, but certain factors to be taken into account
when driving on an aerodrome are common to all:
1. in general, aircraft are by no means as manoeuvrable as ground

vehicles;
2. the visibility from an aircraft cockpit for ground movement purposes

is often restricted compared with a vehicle.
4.111 Therefore when vehicles are operating in close proximity to aircraft,

drivers should be extremely vigilant and comply with Rule 42/43 of the
Rules of the Air and, if applicable, ATC instructions.
4.112 Correct RTF operating technique must be observed by all users. For
all vehicles on the movement area, it is important that a continuous
listening watch is maintained, not only in case of further instructions or
information from the tower, but also so that drivers can be aware of the
movements, and intended movements, of other traffic thereby reducing
the risk of confliction.
4.113 The examples that follow are applicable to air traffic controllers
and FISOs at aerodromes only. Air/Ground Communication
Service operators are not to pass instructions and must use the
phraseology they would use for the movement of aircraft on the
aerodrome.
Movement Instructions
4.114 Drivers on first call should state the ground station they are calling,
identify themselves by their vehicle call sign and state their position
and intended destination. Where the planned route includes crossing a
runway, this should be included in the initial call.
Metro Ground Works orks 21, proceed to

W
21, stand 27 request taxiway Hotel via Kilo and
proceed to work in Alpha
progress taxiway Hotel
Proceed to taxiway
Hotel via Kilo and Alpha,
Works 21
July 2013 Page 42

Metro Ground, Works orks 3, via Alpha 1 and

W
3, stand 27 request Charlie 1 cross runway 34,
proceed to work in proceed to taxiway Hotel
progress on taxiway
Hotel, via runway 34
Alpha 1 and Charlie

Via
1 cross runway 34,
proceed to taxiway
Hotel, Works 3
4.115 If the controller is too busy he will reply ‘standby’. This means that the
driver should wait until the controller calls back. The driver shall not
proceed until permission is given.
4.116 When there is conflicting traffic the controller may reply ‘hold position’.
This means that the driver shall not proceed until the controller calls
back with permission. All other replies should contain a clearly defined
point to which the driver may proceed; this may or may not be the
intended destination. If it is not the intended destination drivers must
stop at this point and further permission shall be requested.

Tels 5, by the control
tower request proceed Tels 5, hold position
to hangar 3
Holding, Tels 5
els 5, at Charlie 8
T els 5, proceed holding point
T
request proceed to Charlie 1 runway 14, via
hangar 3 Alpha and Bravo
Proceed holding point

Charlie 1 runway 14,
Tels 5, via Alpha and
Bravo
NOTE: The vehicle has only been cleared as far as the holding position
to await runway crossing clearance and permission to proceed
to hangar 3.
July 2013 Page 43

4.117 The controller/FISO may include the instruction ‘hold short’ to reinforce
the point beyond which the vehicle may not proceed.

Tels 5, by the control els 5, proceed holding point
T
tower request proceed Charlie 1, hold short of
to hangar 3 runway 14

Charlie 1, hold short of
runway 14, Tels 5
4.118 Permission to proceed on the apron may include instructions to ensure

safe operations.

Tug 5, stand 21 request ug 5, after the BIGJET BAe
T
proceed to stand 26 146 on your right has
passed, proceed to stand
26, caution jet blast

After the BAe 146 has
passed proceed stand
26, Tug 5
hecker 1, caution work in

C
Roger, Checker 1
progress north side of
taxiway Hotel

Fire 1, taxiway Bravo by
Fire 1, report your position
the maintenance hangar
To Cross a Runway
4.119 Drivers should note carefully the position to which they may proceed,
particularly where the intended route involves crossing a runway.
Some aerodromes may have procedures that will allow vehicles to
proceed to a holding point on the movement area and then request
runway crossing instructions. Under no circumstances shall a driver
cross a runway unless positive permission has been given and
acknowledged. A runway vacated report should not be made until the
vehicle (and tow) is clear of the designated runway area.
July 2013 Page 44

4.120 In order to prevent unauthorised runway incursions, when an ATS

Unit issues an instruction to cross a runway, the appropriate holding
point designator shall be included in the instruction. A vehicle driver
should query any instruction that identifies a holding point designator
inconsistent with the vehicle location, or the driver’s request, before
proceeding onto the runway.

Ops 1, on the Southern ps 1, proceed holding
O
Apron request proceed point Alpha 2 via Alpha
to Northern Apron, via and Bravo hold short of
runway 27 runway 27

Alpha 2 via Alpha and
Bravo hold short of
runway 27, Ops 1

Ops 1, holding point ps 1, via Alpha 2 and
O
Alpha 2 runway 27 Charlie 2 cross runway 27,
request cross report vacated
Alpha 2 and Charlie

Via
2, cross runway 27,
wilco, Ops 1

Ops 1, runway 27 ps 1, proceed to Northern
O
vacated Apron
Proceed to Northern
Apron, Ops 1
July 2013 Page 45

4.121 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 ps 1, negative, proceed to
O
Apron request proceed Northern Apron via
to Northern Apron via Perimeter Road
runway 27
Proceed to Northern
Apron via Perimeter
Road, Ops 1

Ops 1, holding point ps 1, via Alpha 2 and
O
Alpha 2 runway 27 Charlie 2 cross runway 27,
request cross report vacated
Alpha 2 and Charlie

Via
2, cross runway 27,
wilco, Ops 1

Ops 1, runway 27 ps 1, proceed to Northern
O
vacated Apron
Proceed to Northern
Apron, Ops 1
4.122 Positive permission must be given and acknowledged before a vehicle

driver enters a runway to carry out a specialised task.

Checker 1, holding point hecker 1, via holding point
C
Charlie 1 request enter Charlie 1 enter runway 05,
runway 05 for surface report vacated
inspection
holding point Charlie

Via
1 enter runway 05,
wilco, Checker 1
July 2013 Page 46

4.123 If a vehicle is operating on the runway, it will be instructed to vacate the

runway when it is expected that an aircraft will be landing or taking off.
acate at Alpha 1, wilco,

V Works 21, vacate
Works 21 runway 27 at Alpha 1,
report vacated

Works 21, runway 27
vacated
Works 21
4.124 When a vehicle is moving on the movement area it may be necessary

to inform the vehicle of a potentially dangerous situation and to tell it
to stop.
orks 21, stop immediately

W Stopping, Works 21
aircraft crossing ahead
Vehicles Towing Aircraft

4.125 Drivers of vehicles required to tow aircraft should not assume that
the receiving station is aware that an aircraft is to be towed. The
performance and manoeuvrability of ground vehicles is obviously
considerably reduced when towing aircraft and this is taken into account
when instructions to such vehicles are issued. Therefore, in order to
avoid any confusion, and as an aid to identification, drivers should state
the type, and where applicable the operator, of the aircraft to be towed
in the first call.
Ground Tug 9, request ug 9, tow approved from

T
tow BIGJET BAe stand 25 to maintenance
146 from stand 25 to hangar 3 via taxiway Echo
maintenance hangar 3
Tow approved
from stand 25 to
maintenance hangar 3
via taxiway Echo, Tug 9
July 2013 Page 47

4.126 Where it is necessary for the tug to push an aircraft back from a parking
standing before towing, this should be included.

Tug 9, request push
back and tow Blue
Skies Boeing 737
from stand 25 to
maintenance hangar

4.127 Arrangements for notifying low visibility procedures vary between
aerodromes and may include a broadcast by the controller.
ll stations, Metro Tower,

A
low visibility procedures in
force
Messages Regarding Safety of an Aircraft

4.128 Information regarding the safety of a specific aircraft should be
transmitted to the controller/FISO.

Ops 1, open ventilation
panel starboard side Ops 1, roger
Bigjet Boeing 737
passing on taxiway
Delta
Messages Regarding Wildlife

4.129 Drivers should follow the procedures for their particular aerodrome
when reporting sightings of wildlife.

Fire 3, large flock of
birds on grass north of
taxiway Bravo
July 2013 Page 48

Driver Unsure of Position

4.130 If a driver is lost or unsure of the vehicle’s location he should inform the
controller/ FISO immediately and follow instructions.
ug 8, unsure of
T ug 8, hold position I will call
T
position for assistance
Holding, Tug 8
Broken-down Vehicle
4.131 The driver of a broken-down vehicle should inform the controller/FISO
immediately, including precise information regarding the vehicle’s
location and follow the aerodrome’s procedures for broken-down
vehicles.

Leader 2, holding point
Charlie 1, broken-down
unable to move
Radio Failure
4.132 In the event of a radio failure, drivers should follow the procedures for
their aerodrome and comply with any light signals by the controller/
FISO.
Aerodrome Air/Ground Communication Service

Phraseology
Introduction
vital to the smooth, safe and expeditious running of an aerodrome and
associated ATZ. It is not only the means by which information is passed
but it also assists pilots in maintaining an awareness of other traffic in
their vicinity, particularly in poor visibility conditions.
July 2013 Page 49


as necessary.
Type of Service
confined to those used by Air/ Ground Communication Service
operators.
4.137 Whilst the RTF procedures used by air traffic controllers and FISOs
form the main content of this publication it should be noted that the
phraseology used by Air/Ground Communication Service operators is
different from that used by controllers and FISOs. This section describes
only the phraseology provided by AGCS operators and details of the
service itself may be found in CAP 452 Aeronautical Radio Station
Operator’s Guide on the CAA web site or from the CAA’s printers
(Details can be found on the inside cover of this publication).
4.138 An AGCS radio station operator is not necessarily able to view any part
of the aerodrome or surrounding airspace. Traffic information provided
by an AGCS radio station operator is therefore based primarily on
reports made by other pilots. Information provided by an AGCS radio
station operator may be used to assist a pilot in making decisions,
however, the safe conduct of the flight remains the pilot’s responsibility.
Air/Ground Station Identification

4.139 Radio operators must ensure that the full callsign, including the suffix
‘RADIO’, is used in response to the initial call from an aircraft and on
any other occasion that there is doubt.
July 2013 Page 50

Phraseology and Examples

4.140 From time to time air traffic controllers and flight information service
officers are invited by aerodrome authorities to provide an Air/Ground
Communication Service. They are permitted to do so in certain
circumstances provided they hold a valid Certificate of Competence (CA
1308). However, air traffic controllers, in particular, must appreciate that
there is a considerable difference between the service they normally
provide and the Air/Ground Communication Service. Therefore they
must be careful not to lapse into providing an air traffic control service.
4.141 Personnel providing an Air/Ground Communication Service must ensure

that they do not pass a message which could be construed to be either
an air traffic control instruction or an instruction issued by FISOs for
specific situations. Clearances initiated by an air traffic control unit
may be relayed but the name of the authority must be included in the
message, e.g: ‘G-ABCD London Control clears you to join controlled
airspace . . . ’
NOTE: Air Traffic Control clearances passed to radio operators to be

issued on behalf of the ATC unit are to be read back in full to the
issuing authority. The pilot is to readback, in full, the clearance
relayed by the Air/Ground Communication Service operator.
Table 3
Event Response
A/C requests taxi (Aircraft callsign) runway (designation) left/right hand
information circuit wind number (degrees) number (knots) QFE/
QNH (pressure) hectopascals.
A/C reports wishing to (Aircraft callsign) (traffic information e.g. no reported
cross a runway traffic or, after the (aircraft type) has landed no
reported traffic).
A/C reports ready to (Aircraft callsign) no reported traffic (or traffic is...)
take off surface wind (number) degrees (number) knots.
A/C reports airborne (Aircraft callsign) roger
A/C overflying reports (Aircraft callsign) (traffic information) (aerodrome
entering ATZ or asks for information)
traffic information
July 2013 Page 51

Event Response
A/C requests joining (Aircraft callsign) runway (designation) left/right hand
information for a landing circuit surface wind (number) degrees (number)
knots, QFE/QNH (pressure) hectopascals (traffic
information).
A/C reports joining (Aircraft callsign) roger, (plus, when applicable,
circuit updated traffic information and any changes to
aerodrome information).
A/C reports landed and/ (Aircraft callsign) (any appropriate aerodrome
or runway vacated information).
NOTE: Air ground operators must not use the expression ‘at your
discretion’ as this is associated with the service provided by
FISOs and is likely to cause confusion to pilots.
4.142 An example of a typical RTF exchange is detailed below:
eaton Radio, G-ABCD,

S -ABCD, Seaton Radio,
G
radio check 123.0 and readability 5 runway 23 left
request taxi information hand circuit QNH 1022
-ABCD, readability 5
G
also, taxiing for runway
23 left hand QNH 1022
G-CD, Roger
-CD, ready for

G -CD, Roger. No reported
G
departure traffic, surface wind 230
degrees 10 knots
Roger, taking off, G-CD
or,
July 2013 Page 52

-CD, traffic is a Cherokee

G
reported final, surface wind Roger, taking off, G-CD
230 degrees 10 knots
or,
oger, holding position,

R
G-CD
once Cherokee has landed and vacated
-CD, lining-up and

G -CD, Roger, surface wind
G
taking off 230 degrees 10 knots
-CD, leaving the circuit

G
to the west. Will report
when re-joining
-CD, Roger two other

G
aircraft reported operating
VFR to the west
Roger, G-CD
eaton Radio, G-BCDA,

S -BCDA, Seaton Radio,
G
request traffic pass your message
information
-BCDA, PA28 from

G
Westbury to Millom
position overhead
Marlow, 1800 feet on
QNH 1021, estimate
Seaton at 15
July 2013 Page 53

-DA, Roger. Runway 23 is

G
active left hand with a
Cessna 172 reported
downwind QNH 1022
NH 1022 will report

Q
overhead, G-DA
-DA, overhead at 15
G
will report leaving the G-DA, Roger
frequency
-DA, now leaving the

G
ATZ changing to
Wrayton Information
124.750
G-DA, Roger
eaton Radio, G-ABCD,

S -CD, Seaton, runway 23
G
6 miles west of Seaton left hand, QFE 1021. Traffic
request join is a Cessna 172 reported
left base
oger. Runway 23 left

R
hand circuit, QFE 1021,
G-CD
-CD, overhead joining

G -CD, Roger no reported
G
for runway 23 traffic
or,
-CD, Roger no reported

G
G-CD, downwind
traffic
July 2013 Page 54

-CD, Roger surface wind

G
G-CD, final 220 15. Traffic is a Cessna
172 reported lining up to
depart
Roger, G-CD
-CD, vacated left and

G
G-CD, Roger
returning to the club
-CD, ready to cross

G -CD, Roger no reported
G
runway 15 traffic
oger, G-CD. Is there a

R
convenient parking
space
-CD, parking available next

G
to the blue Cessna 152
Offshore Communication Service
Introduction
4.143 Aeronautical radio stations located offshore on rigs, platforms and
vessels provide an air-ground service to helicopters operating in the
vicinity.
Offshore Station Identification

4.144 Offshore radio stations must identify themselves using the callsign
specified by the CAA in the approval document. No suffix will be added
to the CAA approved callsign when traffic information is to be passed by
the operator of the aeronautical radio station. When logistics information
is to be passed the suffix ‘LOG’ shall be added to the approved callsign.
July 2013 Page 55

Offshore Phraseology
4.145 Actual communications will follow a pattern dictated by the individual
circumstances. However, in the interests of conformity and to avoid
misunderstandings, a selection is given of the types of messages a
helicopter pilot may pass, their meaning where necessary and the
response which should be made.
Table 4
Helicopter Response
(Offshore station callsign) (Aircraft callsign) (Offshore station callsign) I
(Aircraft callsign) Take the have the Flight Watch
Flight Watch (You are
requested to maintain radio
watch until watch is taken by
another station)
(Offshore station callsign) (Aircraft callsign) (Offshore station callsign)
(Aircraft callsign) position … Roger
(Aircraft callsign) Report your Weather (State the following information as
weather appropriate) Surface Wind (number) degrees
(number) knots, Visibility (distance) kilometres/
metres, Weather (rain, snow, showers, etc.),
Cloud few/scattered etc., (number) feet
estimated, Ambient temperature (number),
Helideck temperature (number), (Name of Area)
QNH (pressure) (hectopascals), QFE (pressure)
(hectopascals), Pitch (number) degrees: Roll
(number) degrees: Heave (number) metres (as
appropriate)
(Aircraft callsign) Switch on Wilco NDB frequency (number) kHz ident
the NDB (letters) (if requested)
(Aircraft callsign) ETA is (time) Roger
(Aircraft callsign) Landing in Roger
(number) minutes
July 2013 Page 56

Helicopter Response
(Aircraft callsign) overhead Roger
(Aircraft callsign) Beacon Roger
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) Is the deck Affirm Deck available (for landing) or Deck
available for landing? obstructed, expect (number) minutes delay, or
Deck closed due to (reason), expect (number)
minutes delay
Note: Transmission of ‘for landing’ is optional

(Aircraft callsign) Ready for Roger (or pass relevant information)
departure
(Aircraft callsign) Departing Roger
(Aircraft callsign) Switch off Wilco
the NDB
(Aircraft callsign) Radio Closing down Flight Watch
contact with (ATS Unit), close
down the Flight Watch
Additionally the following are applicable to vessels:
(Vessel callsign) (Aircraft (Aircraft callsign) (Vessel callsign) Position (lat/
callsign) Report position long)
(Vessel callsign) (Aircraft (Aircraft callsign) (Vessel callsign) Course and
callsign) Report course and speed (number) degrees (number) knots
speed
July 2013 Page 57

Helicopter Response
(Vessel callsign) (Aircraft (Aircraft callsign) (Vessel callsign) Relative wind
callsign) Report relative wind
Port/Starboard (number) degrees (number)
(Relative to the ship’s
knots
heading)
(Vessel callsign) (Aircraft (Aircraft callsign) (Vessel callsign) Roger
callsign) Maintain course and
speed
(Vessel callsign) (Aircraft (Aircraft callsign) (Vessel callsign) Standby.
callsign) Alter course Port/ Course now (number) degrees
Starboard (number) degrees
(Vessel callsign) (Aircraft (Aircraft callsign) (Vessel callsign) Standby.
callsign) Change speed to Speed now (number) knots
(number) knots
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.
NOTE 2: Procedures for certain messages (e.g. when following the

requirements for notification of the flight when there is no
ATSU at the destination – see AIP ENR 1.10), including the
phraseology to be used, should be contained in the aircraft
operator’s standard operating procedures and local operating
procedures. These messages are not air traffic service
messages and are not reproduced in this document.
Helideck Movement
4.146 Helicopter crews must be provided with accurate information regarding
the pitch, roll and heave of the helideck. Reports on pitch and roll should
include values, in degrees, about both axes of the true vertical datum
(i.e. relative to the true horizon) and be expressed in relation to the
vessel’s heading.
4.147 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
July 2013 Page 58

the nearest metre. Heave is taken to be the vertical difference between

the highest and lowest points of the helideck movement.
4.148 A standard radio message should be passed to the pilot containing

the information on the helideck movement in an unambiguous format.
Should the crew require other motion information or amplification of the
standard message, they will request it.
4.149 An example of the ‘standard message’ would be: ‘(Pitch, roll and
heave). Roll one degree left and three degrees right; pitch two degrees
up and two degrees down; heave two metres’.
Radiotelephony Reports at Unattended Aerodromes
Introduction
4.150 Where an aeronautical communications frequency is allocated for
use at a United Kingdom aerodrome, all RTF communications are to
be conducted on the allocated frequency. For licensed aerodromes,
allocated frequencies are promulgated in the UK AIP. A common
frequency (135.475 MHz) known as ‘SAFETYCOM’ is made available for
use at aerodromes where no other frequency is allocated (UK AIP GEN
3.4 refers) to enable pilots to broadcast their intentions to other aircraft
that may be operating on, or in the vicinity of, the aerodrome.
4.151 At some UK aerodromes, air traffic movements may occur outside

the promulgated hours of watch of Air Traffic Services (ATS). In order
to improve the safety of these aerodrome operations, pilots should
broadcast information on their intentions to other aircraft that may be
operating on, or in the vicinity, of the aerodrome.
4.152 The phraseology to be used at an unattended aerodrome, as described

in this section, is not to be used at aerodromes with ATS in attendance.
Where ATS is provided, the relevant ATS unit will issue appropriate
instructions.
4.153 All transmissions at unattended aerodromes shall be addressed to

‘(Aerodrome name) Traffic’. No reply to an unattended aerodrome report
shall be transmitted.
4.154 Pilot reports are described for a Standard Overhead Join. This procedure
will allow pilots to determine the runway in use and to orientate
themselves with the circuit direction and other traffic. As specific joining
July 2013 Page 59

and circuit procedures exist for some aerodromes, pilots should refer to
the UK AIP to establish the procedure to be followed.
4.155 Unattended aerodrome reports are made at the discretion of the pilot.
However, to ensure the traffic awareness of other pilots is correctly
maintained, if a pilot elects to make reports, all those reports not listed
as ‘optional’ should be included. Optional calls may be included if
additional traffic information is likely to assist traffic organisation or to
enhance safety.
4.156 Monitoring of unattended aerodrome reports is not a substitute for

visual observation and pilots must maintain traffic awareness and
lookout even when making such calls, as not all aircraft may be
monitoring radio broadcasts.
4.157 Transmission of unattended aerodrome reports does not confer any

right-of-way.
4.158 Pilots shall comply at all times with the Rules of the Air Regulations, in
particular the rules for avoiding aerial collisions.
Additional Procedures for the Use of SAFETYCOM

4.159 SAFETYCOM is not an Air Traffic Service and no aeronautical ground
station is associated with SAFETYCOM.
4.160 SAFETYCOM is a single common frequency and pilots should be aware

of the possibility of congestion and breakthrough. It is particularly
important when using SAFETYCOM that RTF transmissions identify the
aerodrome name (suffixed ‘traffic’) in order to indicate the relevance of
the report to other aircraft. Transmissions must be correct and concise.
4.161 SAFETYCOM transmissions shall only be made when aircraft are not
more than 2000 ft above aerodrome level, or not more than 1000 ft
above promulgated circuit height (if applicable) and within 10 NM of the
aerodrome of intended landing.
4.162 Where an aerodrome lies within controlled airspace, pilots are to call
the appropriate ATSU and ensure that they obtain clearance to enter the
airspace.
July 2013 Page 60

Unattended Aerodrome Phraseology Examples

4.163 Taxiing Phraseology Example
This transmission is optional and may be
Borton Traffic, G-ABCD, advisable at airfields where the view from an
TAXIING for Runway 09 aircraft either in the air or on the ground may
be restricted.
4.164 Departure Phraseology Example
Borton Traffic, G-ABCD,

LINING UP for
departure Runway 09
4.165 Joining the Circuit Phraseology Examples

10 miles southwest
JOINING OVERHEAD
Borton Traffic, G-ABCD, advisable depending on other traffic in the
Overhead joining for vicinity
Runway 09 (if
determined)

Dead side descending vicinity
Runway 09
4.166 Reporting in the Circuit Phraseology Examples

DOWNWIND (Right-
hand if applicable)
Runway 09 (Intentions
if applicable)
BASE LEG Runway 09 vicinity

FINAL Runway 09
July 2013 Page 61

Aerodrome Information
Meteorological Conditions
4.167 Meteorological information in the form of reports, forecasts or warnings
is made available to pilots using the aeronautical mobile service either
by broadcast (e.g. VOLMET) or by means of specific transmissions from
ground personnel to pilots. Standard meteorological abbreviations and
terms should be used and the information should be transmitted slowly
and enunciated clearly in order that the recipient may record such data
as is necessary.
-CD, Borton Tower, 0950

G
weather surface wind 360 QNH 1010, G-CD
degrees 5 knots visibility
30 km. Nil weather, 2 oktas
2500 feet temperature plus
10, dew point plus 3,
QNH 1010
NOTE: Cloud may also be reported as follows:
‘Scattered at five hundred feet, scattered cumulonimbus at one

thousand feet, broken at two thousand five hundred feet.’
In the above example ‘scattered’ equates to 3 or 4 Octas and

‘broken’ equates to 5–7 Octas.
Full details of meteorological information are contained in UK AIP GEN

section. Information on military aerodromes and weather information is
in Chapter 10.
Voice Weather Broadcast (VOLMET) UK

4.168 Meteorological aerodrome reports for certain aerodromes are broadcast
on specified frequencies. The callsign of the VOLMET, frequency,
operating hours, aerodromes contained within the group, and contents
are published in the UK AIP.
4.169 The content of a VOLMET broadcast is as follows:
1. Aerodrome identification (e.g. Stourton)
2. Surface wind
3. Visibility (Note 1)
July 2013 Page 62

4. RVR (if applicable) (Note 1)
5. Weather
6. Cloud (Note 1)
7. Temperature
8. Dewpoint
9. QNH
10. Trend (if applicable)
NOTES:
1 Non essential words such as ‘surface wind’, ‘visibility’ etc. are not
spoken.
2 ‘SNOCLO’ is used to indicate that aerodrome is unusable for take-

off/landings due to heavy snow on runways or snow clearance.
3 All broadcasts are in English.
Runway Visual Range (RVR)/Visibility

4.170 When transmitting the runway visual range the abbreviation RVR will be
used without using the phonetic word for each letter, e.g. RVR runway
27, 800 metres. The runway designator may be omitted if there is no
possibility of confusion.
4.171 Where instrumented RVR (IRVR) is not available, RVR for the purposes
of Category 1 and non-precision instrument approach operations may
be assessed by human observer and transmitted by the controller to the
pilot.
BIGJET 347, RVR 400 metres
4.172 If the assessed value is more than the maximum reportable value,
controllers are to advise the pilot.
IGJET 347, RVR is greater than

B
1200 metres
July 2013 Page 63

4.173 If no lights are visible controllers are to state “RVR less than (number)
metres, inserting the value corresponding to one light.
IGJET 347, RVR less than

B
60 metres
4.174 Occasionally pilots of aircraft may report, or observations from

the control tower may indicate that the visibility conditions on the
runway are significantly different to those being reported. Under no
circumstances is a controller to pass a pilot information which suggests
that the visibility is better than the RVR reported. However, when
a pilot’s report or an observation from the tower indicates a worse
condition on the runway this information is to be passed to the pilot
with subsequent RVR reports for as long as the condition is considered
to exist.
IGJET 347, RVR 400 metres.

B
Thicker patches reported further
along the runway by the pilot of a
landing aircraft BIGJET 347, RVR 400
metres.
hicker patches observed further

T
along the runway from the control
tower.
4.175 Where RVR is not available the pilot is to be advised.
IGJET 347, RVR runway 27 not

B
available
IGJET 347, RVR runway 27 not

B
reported
July 2013 Page 64

4.176 Where instrumented runway visual range (IRVR) observations are

available, more than one reading may be transmitted.
IGJET 347, RVR runway

B
BIGJET 347
27, 650 600 600 metres
IGJET 347, RVR runway

B
27, touchdown not available, BIGJET 347
mid point 650, stop end 550
metres
Runway Surface Conditions

4.177 When conditions of standing water, with or without reports of braking
action, are brought to the attention of ATS, the available information will
be passed to aircraft likely to be affected.
4.178 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 one runway to another but will
approximate to the central two-thirds of the width of the runway
extending longitudinally from a point 100 m before the aiming
point to 100 m beyond the aiming point for the reciprocal runway.
4.179 The presence or otherwise of surface water on a runway is reported in

RTF and ATIS broadcasts using the following descriptions:
Table 5
Reporting Term Surface conditions

DRY The surface is not affected by water, slush, snow, or ice.
NOTE: Reports that the runway is dry are not normally to be

passed to pilots. If no runway surface report is passed,
pilots should assume the surface to be dry.
DAMP The surface shows a change of colour due to moisture.
NOTE: If there is sufficient moisture to produce a surface

film or the surface appears reflective, the runway will be
reported as WET.
July 2013 Page 65

Reporting Term Surface conditions

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 as WATER PATCHES.
WATER Significant patches of standing water are visible.
PATCHES
NOTE: Water patches will be reported when more than
25% of the assessed area is covered by water more than
3mm deep.
FLOODED Extensive patches of standing water are visible.
NOTE: Flooded will be reported when more than 50% of the

assessed area is covered by water more than 3mm deep.
4.180 Reports originated by the Aerodrome Authority are based on runway

inspections and include the conditions in each third of the assessed
area, sequentially, for the runway to be used.
IGJET 347, Runway 26 surface is

B
DAMP, WATER PATCHES, WET
IGJET 347, Runway 34 surface is

B
WET, WET, WET
4.181 Additional information, based on observations from the control tower or

from pilot reports that indicate that the amount of water present on the
runway surface is greater than that assessed, may be passed to pilots.
Such additional information will be prefixed by the words “Unofficial
observation”. In this case, the runway surface conditions will be advised
using a single term for the entire runway.
IGJET 347, Unofficial observation

B
based on pilot report. The runway 34
surface condition appears to be WET
July 2013 Page 66

4.182 When suitable equipment is available reports of braking action on wet

runways will be passed to pilots.
4.183 Other runway surface conditions, which may be of concern to a pilot,

will be passed by ATS.
IGJET 347, displaced threshold

B
runway 27, 100 metres due broken
surface
IGJET 347, braking action reported

B
by B737 at 1456 poor
Automatic Terminal Information Service (ATIS) UK

4.184 To alleviate RTF loading at some busy airports, Automatic Terminal
Information Service (ATIS) messages are broadcast to pass routine
arrival/departure information on a discrete RTF frequency or on an
appropriate VOR. Pilots inbound to these airports are normally required,
on first contact with the aerodrome ATSU, to acknowledge receipt of
current information by quoting the code letter of the broadcast. Pilots
of outbound aircraft are not normally required to acknowledge receipt
of departure ATIS except when requested on the actual ATIS broadcast.
If, however, pilots report receipt of a departure ATIS broadcast the QNH
should be included, thereby allowing ATC to check that the quoted QNH
is up-to-the-minute.
4.185 Aerodromes possessing ATIS, the hours of ATIS operation and the
frequency employed are published in the UK AIP.
4.186 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, Chapter 1, in the order
listed.
July 2013 Page 67

4.187 Example of ATIS broadcast:
‘This is Stourton Approach Information Alpha. 0850 hours weather.

Runway 28. 240 degrees 12 kt. 10 km. Intermittent slight rain.
Scattered at 1000 ft, overcast at 1800 ft. Temperature +12. Dew point
+7. QNH 1011. Report information Alpha received on first contact with
Stourton.’
NOTES:
1) A Trend may be included in an ATIS broadcast.
2) Rapidly changing meteorological situations sometimes make

it impractical to include weather reports in the broadcast. In
these circumstances, ATIS messages will indicate that weather
information will be passed on RTF.
3) Any significant change to the content of a current ATIS message

will be passed to pilots by RTF until such time as a new message
is broadcast.
4.188 Military Weather and Aerodrome Information appear in Chapter 10.
July 2013 Page 68

CAP 413 Chapter 5: Radar Phraseology
Chapter 5
5
Radar Phraseology
1 General
Introduction
5.1 This Chapter contains general radar phraseology which is commonly
used in communications between aircraft and all types of radar unit.
Phraseology which is more applicable to approach radar control or area
control is to be found in Chapters 6 and 7 as appropriate.
5.2 The phrase ‘radar control’ shall only be used when a radar control
service is being provided. Normally however, the callsign suffix used by
the radar unit is sufficient to indicate its function.
5.3 In a radar environment heading information given by the pilot and

heading instructions given by controllers are normally in degrees
magnetic.
Radar Identification of Aircraft

5.4 An aircraft must be identified before it can be provided with an ATS
surveillance service. However, the act of identifying aircraft is not a
service in itself and pilots should not assume that they are receiving
an ATS surveillance service, particularly when they are flying outside
controlled airspace.
G-CD, report heading G-CD, heading 350
-CD, for identification turn

G
left heading 320 degrees
eft heading 320

L
degrees, G-CD
July 2013 Page 1

-CD, identified 18 miles

G
north-west of Borton,
Deconfliction Service
Deconfliction Service,
G-CD
or,
-CD, not identified.

G
Resume own navigation
Wilco, G-CD
5.5 The instruction to report heading may be expanded to “report heading

and level”.
-CD, report heading and

G -CD, heading 350
G
level altitude 2400 feet
5.6 When a controller has identified an aircraft he will inform the pilot,
according to the circumstances, of the following:
1. that the aircraft is identified, and
2. of the position of the aircraft.
The occasions when the above information will be passed are

summarised in Table 1 below. Additionally, controllers may pass position
information to aircraft whenever they consider it necessary.
July 2013 Page 2

Table 1
Method of Aircraft flying inside Aircraft flying outside

Identification controlled airspace controlled airspace*
Inform Pass Inform Pass
Identified Position Identified Position
SSR No No Yes No
Turn Yes Yes Yes Yes
Departing aircraft No No Yes No
Position Report No No Yes No
*When providing a Basic Service, a controller may identify an aircraft to facilitate co- ordination or to assist in
the provision of generic navigational assistance, but is not required to inform the pilot that identification has
taken place or to pass a position report.
5.7 The pilot will be warned if identification is lost, or about to be lost, and
appropriate instructions given.
-CD, radar service

G Changing to Wrayton
terminated due radar failure. 125.750, G-CD
Resume own navigation.
Basic service available from
Wrayton on 125.750
-CD, will shortly be leaving

G -CD, changing to
G
radar cover, radar service Wrayton 125.750
terminated. Basic service
available from Wrayton on
125.750
G-CD, Roger
Secondary Surveillance Radar Phraseology

5.8 The following phrases are instructions which may be given by
controllers to pilots regarding the operation of SSR transponders.
The phrases used by controllers are given together with their meanings;
assignment of a code does not constitute the provision of ATS
surveillance service.
July 2013 Page 3

Table 2
Phrase Meaning
Squawk (code) Set the code as instructed
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 Check pressure setting and confirm your
(level) level
Stop squawk Charlie Deselect altitude reporting
Stop squawk Charlie, wrong Stop altitude report, incorrect level
indication readout
* Confirm (level) Check and confirm your level
** Check selected level. Cleared Check and confirm your cleared level
level is (correct cleared level)
Confirm you are squawking To verify that 7500 has been set
assigned code (code assigned to intentionally
the aircraft by ATC)
*** Check altimeter setting (correct Check and confirm your altimeter setting
altimeter setting)
**** Re-enter Mode S Aircraft Check and re-enter the Aircraft
Identification Identification Feature
*Used to verify the accuracy of the Mode C derived level information displayed to the controller.
**Where selected flight level is seen to be at variance with an ATC clearance, controllers shall not state
on the frequency the incorrect SFL as observed on the situation display. However, controllers may query
the discrepancy using this phraseology. For ATC purposes, the generic phrase ‘selected level’ is used to
encompass both altitude and flight level.
***Downlinked Mode S Barometric Pressure Setting data has the potential to assist in the prevention of
level busts. Where such information is available to a controller and a discrepancy is observed between the
QNH passed and that selected, a controller should query the discrepancy.
****Where the down-linked Mode S Aircraft Identification Feature is different from that expected from the
aircraft.
July 2013 Page 4

5.9 When issuing a minimum safe altitude warning, a controller shall use
the following phraseology.
-CD terrain alert check your altitude

G
immediately, minimum safe altitude
2000 feet
5.10 The pilot must respond to SSR instructions, reading back specific
settings.
BIGJET 347, squawk 6411 6411, BIGJET 347
Squawk ident,
BIGJET 347, squawk ident
BIGJET 347
IGJET 347, squawk 6411

B 411 and ident,
6
and ident BIGJET 347
IGJET 347, confirm

B
6411, BIGJET 347
squawk
IGJET 347, reset squawk

B Resetting 6411,
6411 BIGJET 347
IGJET 347, check altimeter

B
1013 set, BIGJET 347
setting
IGJET 347, confirm

B IGJET 347, negative,
B
transponder operating transponder
unserviceable
July 2013 Page 5

ATS Surveillance Service

5.11 Where it is not self-evident the controller will normally advise the pilot
of the service being provided.
Radar Control,
BIGJET 347, Radar Control
BIGJET 347
G-CD, Deconfliction Service
G-CD
G-CD, Traffic Service Traffic Service, G-CD
IGJET 347, radar service

B
BIGJET 347, Roger
terminated
5.12 Pilots must be advised if a service commences, terminates or changes

when:
1. outside controlled airspace;
2. entering controlled airspace;
3. leaving controlled airspace, unless pilots are provided with advance

notice in accordance with the paragraph below.
For flights leaving controlled airspace controllers should provide

pilots with advance notice of:
a) the lateral or vertical point at which the aircraft will leave

controlled airspace. Such notice should be provided between
5-10 NM or 3,000-6,000 ft prior to the boundary of controlled
airspace.
b) 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.
n passing (geographical position/

O
level) you will leave controlled
airspace what service do you require
July 2013 Page 6

n passing (geographical position/

O
level) you will leave controlled
airspace (type of service)
In (number) miles, you will leave

controlled airspace what service do
you require
In (number) miles, you will leave

controlled airspace (type of service)
eaving controlled airspace what

L
service do you require
eaving controlled airspace (type of

L
service)
Radar Vectoring
5.13 Aircraft may be given specific vectors to fly in order to establish
separation. Pilots may be informed of the reasons for radar vectoring.
IGJET 347, for spacing turn

B eft heading 050
L
left heading 050 degrees degrees, BIGJET 347
5.14 It may be necessary for a controller to know the heading of an aircraft

as separation can often be established by instructing an aircraft to
continue on its existing heading.
IGJET 347, continue

B Continue heading,
present heading BIGJET 347
IGJET 347, heading

B
BIGJET 347, report heading
050 degrees
July 2013 Page 7

IGJET 347, continue

B ontinue heading 050
C
present heading and report degrees, BIGJET 347
that heading
IGJET 347, continue

B ontinue heading 050
C
heading 050 degrees degrees, BIGJET 347
5.15 Heading instructions may also be combined with a turn instruction.
IGJET 347, turn left 30

B urning left 30 degrees,
T
degrees and report heading wilco, BIGJET 347
IGJET 347, stop turn

B top turn heading 240
S
IGJET 347, continue turn

B ontinue turn heading
C
heading 240 degrees 240 degrees,
BIGJET 347
5.16 A controller may not know the aircraft’s heading but does require the
aircraft to fly a particular heading.
oger, turning left

R
G-CD, fly heading 275
heading 275, G-CD
or,
oger, turning right 20

R
degrees heading 275,
G-CD
5.17 The controller may instruct the aircraft to fly a particular heading after
passing a specific point.
IGJET 347, leave Wicken

B Leave Wicken heading
heading 245 245, BIGJET 347
July 2013 Page 8

5.18 When vectoring is complete, pilots will be instructed to resume their

own navigation, given position information if considered necessary by
the controller and appropriate instructions, including direction of turn, as
necessary. Where a direct route is required, the controller shall specify
this in the instructions.
IGJET 347, turn left

B ilco, turn left direct
W
resume own navigation Wicken BIGJET 347
direct Wicken
-CD, resume own

G
navigation Walden, position Wilco, G-CD
is 15 miles southeast of
Westbury
5.19 Occasionally an aircraft may be instructed to make a complete turn

(known as an orbit or a 360 degree turn), for delaying purposes or to
achieve a required spacing behind preceding traffic.
G-CD, for spacing orbit left Orbit left, G-CD
IGJET 347, for spacing

B 60 turn left,
3
make a 360 turn left BIGJET 347
360 turn spoken as “TREE SIXTY TURN”

NOTE:
Traffic Information and Avoiding Action Phraseology

5.20 Whenever practicable, traffic information should be given in the
following form:
1. relative bearing of the conflicting traffic in terms of the 12 hour clock

with the optional prefix ‘left or right’ as appropriate; or, if the aircraft
under service is established in a turn, the relative position of the
conflicting traffic in relation to cardinal points i.e. northwest, south etc.;
2. distance from the conflicting traffic;
3. relative movement of the conflicting traffic; or, if the aircraft

under service is established in a turn, the direction of flight of the
conflicting traffic in relation to cardinal points;
July 2013 Page 9

4. level of aircraft, if known;
5. speed of the conflicting traffic, if considered relevant; and
6. type of aircraft, if considered relevant.
5.21 Relative movement should be described by using one of the following

terms as applicable:
1. ‘crossing’, including the relative direction of movement either ‘left

to right’ or ‘right to left’, where there is relative movement; i.e. a
change in the relative bearing between the conflicting traffic’s flight
path and that of the aircraft under service. Controllers should include
the words ‘ahead’ or ‘behind’ where appropriate to assist the pilot in
assessing the conflicting traffic’s flight path.
Traffic Crossing ahead Traffic Crossing behind
-CD traffic one o’clock,

G -CD traffic two o’clock,
G
4 miles, crossing right-left 4 miles, crossing right-left
ahead, indicating 3000 feet behind, indicating 2500 feet
unverified fast moving unverified slow moving
July 2013 Page 10

2. ‘converging’, where there appears to be no change in relative

bearing between the conflicting traffic’s flight path and that of the
aircraft under service and/or the controller perceives there to be a
significant risk of mid-air collision.
Converging Traffic
-CD avoiding action, turn left

G
immediately heading 270
degrees traffic right 2 o’clock 4
miles converging, indicating 100
feet below unverified slow
moving
3. ‘same direction’ where the conflicting traffic’s flight path is the same
as that of the aircraft under service.
Similar Direction Traffic
-CD, traffic 1 o’clock 6 miles

G
similar heading indicating 2000
moving climbing if not sighted
turn left, heading 340 degrees
July 2013 Page 11

4. ‘opposite direction’ where the conflicting traffic’s flight path is

approximately 180° opposed to that of the aircraft under service but
the flight paths are not converging.
Opposite Direction Traffic
-CD, traffic 1 o’clock 6 miles

G
opposite direction indicating 2000
moving climbing if not sighted
turn left, heading 340 degrees
5. ‘manoeuvring’ where the conflicting traffic’s flight path and/or level

information is unpredictable and/or showing significant variation.
5.22 The level of the conflicting traffic should be described by using one of
the following terms as applicable:
1. ‘indicating level (if known)’, unverified or 1000 feet above/below’

(climbing or descending may be added if required).
2. ‘At Level’, verified (climbing or descending may be added if required).
3. (when giving traffic information to an aircraft which is climbing or

descending) ‘…1000 feet above/below cleared level’
5.23 Speed should be described by using one of the following terms as

applicable:
1. ‘fast moving’; or
2. ‘slow moving’.
July 2013 Page 12

5.24 Avoiding action is given when the controller considers that an imminent
risk of collision will exist if action is not taken immediately.
-CD, avoiding action, turn

G eft heading 270
L
left immediately heading degrees, G-CD
270 degrees traffic left 10
o’clock 5 miles converging
indicating 3000 feet
unverified fast moving
or
-CD, avoiding action

G escend immediately
D
descend immediately FL280. FL280, G-CD
Traffic 12 o’clock, 10 miles
opposite direction, same
level
5.25 The controller will inform the pilot when the conflict no longer exists.
-CD, traffic 10 o’clock 6

G eft heading 270
L
miles crossing right left degrees, G-CD
behind height unknown fast
moving. If not sighted turn
-CD, clear of traffic turn left

G
resume own navigation Wilco, G-CD
direct Walden magnetic
track 350 distance 13 miles
ACAS/TCAS Phraseology
5.26 ACAS/TCAS equipment reacts to transponders of other aircraft in the
vicinity to determine whether or not there is a potential confliction.
The warning (Traffic Advisory), based on the time to an assumed
collision enables the pilot to identify the conflicting traffic, and if
necessary, take avoiding action (Resolution Advisory). In the UK, this
equipment is mainly referred to as ‘TCAS’, however, the use of ‘ACAS’ is
an acceptable alternative in phraseology terms.
July 2013 Page 13

5.27 Pilots should report TCAS manoeuvres.
BIGJET 347, TCAS RA BIGJET 347, Roger
5.28 The pilot should report when returning to the assigned clearance or
when the assigned clearance has been resumed.
IGJET 347, clear of

B
conflict, returning to BIGJET 347, Roger
(assigned clearance)
IGJET 347, clear of

B
conflict, (assigned BIGJET 347, Roger
clearance) resumed
(Controllers may issue a revised clearance at this point.)
5.29 Pilots should report that they are unable to comply with a clearance as a
result of a TCAS alert.
IGJET 347, unable

B
BIGJET 347, Roger
TCAS RA
In these circumstances the pilot should report when clear of the TCAS
conflict.
5.30 The pilot should report a TCAS manoeuvre even if it was not possible to
notify the controller that a resolution advisory had occured.
Communications and Loss of Communications

5.31 When a controller suspects that an aircraft is able to receive but not
transmit messages, the radar may be used to confirm that the pilot has
received instructions. When further instructions are given they should
be passed slowly, clearly and be repeated.
-CD, reply not received, if you read

G
Wrayton turn left heading 040
degrees I say again turn left heading
040 degrees
July 2013 Page 14

-CD, turn observed 10 miles north

G
of Wrayton I will continue to pass
instructions
or,
IGJET 347, reply not received, if

B
you read Wrayton squawk ident I say
again squawk ident
IGJET 347, squawk observed

B
3 miles east of BTN I will continue
to pass instructions
NOTES:
1 An aircraft experiencing a radio communications failure is expected

to select the appropriate SSR code.
2 See also Chapter 8.
Essential Traffic Information

5.32 Essential traffic is traffic which is separated for any period by less than
the specified standard separation. It is normally passed in situations
when ATS surveillance systems are not available. Essential traffic
information passed to an aircraft shall include:
1. Direction of flight of conflicting aircraft;
2. Type of conflicting aircraft;
3. Cruising level of conflicting aircraft and ETA for the named reporting
point, or for aircraft passing through the level of another with less
than the normal separation; the ETA for the reporting point nearest
to where the aircraft will cross levels and;
4. Any alternative clearance.
IGJET 347, essential traffic

B
information, a westbound B737
maintaining FL80 estimating KTN at
50, descend FL90
July 2013 Page 15

5.33 The controller will also advise the pilot when there is no reported traffic
and may provide a time check as required.
BIGJET 347, no reported traffic
BIGJET 347, time check 45
Danger Area Crossing Service/Danger Area Activity

Information Service
5.34 In-flight information on the status of Danger Areas (DAs) is available
from the nominated service units:
1. listed in the UK AIP;
2. detailed on the legend of the appropriate UK 1:500 000 Aeronautical

Chart.
5.35 When available the DA service will either be a Danger Area Crossing
Service (DACS) or a Danger Area Activity Information Service (DAAIS).
If there is no reply from the appropriate nominated service unit that is
to be called for these services, pilots are advised to assume that the
relevant DA is active and remain outside.
Danger Area Crossing Service

5.36 The appropriate nominated service unit will, when the DA activity
permits, provide a clearance for an aircraft to cross the danger area
under a suitable type of service. The crossing clearance is only in
relation to DA activity. The provision of deconfliction advice and/or traffic
information in relation to other traffic, either inside or operating close
to the DA, will be in accordance with the scope of the specific ATS
provided, i.e. Deconfliction Service, Traffic Service or Basic Service.
5.37 When used by a DACS unit, the term ‘active’ means that 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’.
July 2013 Page 16

Westbury Approach, G-ABCD, Westbury

G-ABCD, request Approach, Danger Area 113
Crossing Service for active remain outside
Danger Area 113
anger Area 113 active

D
remaining outside,
changing to Wrayton
Information 125.750,
G-ABCD
G-ABCD
5.38 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. Where possible,
the pilot should provide the nominated unit with an estimated crossing
time as shown in the following example.

G-ABCD, request Approach, Danger Area
Crossing Service for 701A crossing approved
Danger Area 701A between 1430 and 1445,
between 1430 and report vacated
1445
Danger Area 701A

crossing approved
between 1430 and
1445. Wilco. G-ABCD
G-ABCD, vacated
Danger Area 701A
July 2013 Page 17

G-CD, Westbury Approach

roger, Basic Service
available from Wrayton
125.750
Changing to Wrayton
125.750, G-CD
Danger Area Activity Information Service

5.39 The nominated service unit will pass to the pilot, on request, an update
on the known activity status of the DA. Such an update will assist the
pilot to decide whether it would be prudent, on flight safety grounds,
to penetrate the DA. A DAAIS does NOT constitute a clearance to cross
a DA.
5.40 When used by a DAAIS unit, the term ‘active’ means that, from the
latest information available to the unit, including activity times where
known, the DA is notified as active and it is not known whether there is
activity taking 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”.

G-ABCD, request Approach. Danger Area 113
DAAIS for Danger active (times as appropriate),
Area 113 crossing service available
from Loudwater Operations
123.7
Danger Area 113

active, G-ABCD
5.41 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.
July 2013 Page 18


G-ABCD, request Approach. Danger Area 113
DAAIS for Danger Area not active
113
anger Area 113 not

D
active, G-ABCD
5.42 Full details of DACS/DAAIS can be found in the UK AIP and AICs.
July 2013 Page 19

CAP 413 Chapter 6: Approach Phraseology
Chapter 6
6
Approach Phraseology
Approach Control Service Phraseology
IFR Departures
6.1 At many airports both arrivals and departures are handled by a single
approach control unit. At busier airports departures and arrivals may be
handled separately.
6.2 Pilots of all aircraft flying Instrument Departures (including those outside
controlled airspace) shall include the following information on initial with
the first en-route ATS unit:
1. Call sign;
2. SID or Standard Departure Route Designator (where appropriate);
3. Current or passing level; PLUS
4. Initial climb level (i.e. the first level at which the aircraft will level off
unless otherwise cleared. For example, on a Standard Instrument
Departure that involves a stepped climb profile, the initial climb level
will be the first level specified in the profile.)
Westbury Departure, BIGJET 347, Westbury,

BIGJET 347, BIGRO Roger
5D, Passing Altitude
2300 feet climbing
FL80
6.3 On departure from a UK aerodrome at which a maximum IAS restriction

has been promulgated in SIDs, the crew of an aircraft who, for
configuration reasons, find it necessary to request ATC to approve
an acceleration to a minimum clean speed which is higher than the
restricted value, may use phraseology shown in the following examples:
July 2013 Page 1

Wrayton Control, IGJET 347, (number) knots

B
BIGJET 347, request approved
(number) knots due or,
configuration BIGJET 347, no ATC speed
restriction
or,
BIGJET 347, negative,
maintain 250 knots
peed (number) knots,

S
BIGJET 347 or,
No speed restriction,
BIGJET 347 or,
Maintaining 250 knots,
BIGJET 347
6.4 Where it is necessary to request cancellation of the departure speed

restriction for overriding safety reasons other than aircraft configuration,
pilots should request this in plain language according to the specific
circumstances.
6.5 In addition to the ATC route clearance, departing IFR flights may be
given additional instructions to provide separation in the immediate
vicinity.
IGJET 347, Stourton

B eading 040 degrees
H
Approach, continue heading until passing
040 degrees until passing FL70 then direct
FL70 then route direct Wicken, BIGJET 347
Wicken
IGJET 347, report passing

B
FL70
IGJET 347, passing

B
FL70 routeing direct
Wicken
July 2013 Page 2

IGJET 347, contact

B
Wrayton Control 129.1
rayton Control 129.1,

W
BIGJET 347
VFR Departures
6.6 Departing VFR flights, when handled by approach control, may be
passed information on relevant known traffic in order to assist the pilot
in maintaining his own separation. Pilots should report leaving the area
of jurisdiction of the approach control units.
Borton Approach, -CD, Basic Service

G
G-CD, passing the zone available from Wrayton
boundary 125.750
Wrayton Information
125.750, G-CD
6.7 Special VFR flights will be given specific instructions in the clearance to
leave the control zone.
-CD, cleared to the zone

G leared to the zone
C
boundary, route via Whiskey, boundary, route via
Special VFR not above Whiskey, Special VFR
altitude 1500 feet not above altitude 1500
feet, G-CD
G-CD, correct
IFR Arrivals
6.8 Aircraft flying within controlled airspace will normally receive descent
clearance to the clearance limit from the ACC prior to transfer to an
approach control unit. On transfer to approach control further descent
instructions may be given.
July 2013 Page 3

Kennington Approach, IGJET 347, Kennington

B
BIGJET 347, Approach, cleared direct to
descending FL90 North Cross descend FL50
information Charlie
irect to North Cross

D
descend FL50, BIGJET
347
6.9 Arriving IFR flights operating outside controlled airspace are not
permitted to enter controlled airspace until cleared to do so. In the
examples below the initial approach fix is Kennington NDB (or VOR),
callsign KTN.

B
BIGJET 347 Approach, pass your
message
IGJET 347, from

B
Stourton 25 miles
southeast Kennington
IFR, FL125 estimating
zone boundary 20 KTN
24 information Charlie
IGJET 347, cleared from

B
10 miles southeast of
Kennington to KTN at FL60.
Enter controlled airspace at
FL85 or below
leared from 10 miles

C
southeast of
Kennington to KTN at
FL60. Enter controlled
airspace southeast of
Kennington at FL85 or
below, BIGJET 347
July 2013 Page 4

IGJET 347, expect ILS

B ILS runway 28 QNH
approach runway 28 QNH 1011, Request straight
1011 in approach,
BIGJET347
IGJET 347, cleared straight

B
in ILS approach runway 28,
descend to altitude 3000
feet QNH 1011, report
established on the localiser
leared straight in ILS

C
approach runway 28,
descend to altitude
3000 feet QNH 1011,
Wilco, BIGJET 347
BIGJET 347,
established on the
localiser
IGJET 347, runway in

B
sight
IGJET 347, number 1

B
contact Tower 118.7
umber 1 Tower 118.7,

N
BIGJET 347
Kennington Tower, IGJET 347, Kennington

B
BIGJET 347 Tower, report outer marker
BIGJET 347
July 2013 Page 5

IGJET 347, outer

B
marker cleared to land surface wind
280 8
unway 28 cleared to
R
land, BIGJET 347
Kennington Approach, G-DCAB, Kennington

BIGJET 347 Approach, pass your
message
-DCAB, PA 31
G
inbound from Stourton
IFR FL80 estimate KTN
47 information Delta
-AB, remain outside

G
controlled airspace. Time is
41. Expect joining clearance
at 44
NOTE: Where it is not practicable to provide an expected clearance

time, e.g. where the instruction ‘remain outside controlled
airspace’ is used by a ground station other than the controlling
authority for the relevant controlled airspace, the time check and
expected clearance time may be omitted.
Remain outside
controlled airspace,
G-AB
-AB, cleared from 10 miles

G leared from 10 miles
C
southeast of Kennington to southeast of
KTN at FL80 Kennington to KTN at
FL80, G-AB
July 2013 Page 6

-AB, expect ILS approach

G
runway 28
G-AB
-AB, descend to altitude

G
3000 feet QNH 1011
escend to altitude
D
3000 feet QNH 1011,
G-AB

G-AB, cleared ILS approach
runway 28 report KTN
outbound
leared ILS runway 28,

C
Wilco, G-AB
G-AB, KTN outbound
-AB, report procedure

G
turn complete
Wilco, G-AB
-AB, procedure turn

G
complete localiser
established
G-AB, report at outer marker
July 2013 Page 7

Wilco, G-AB
G-AB, outer marker
-AB, number one,

G
contact Tower 118.9
Tower 118.9, G-AB
NOTE: Pilots may be requested to change to tower frequency at any

point on final approach.
-AB, contact tower 118.9

G
for final approach
6.10 On occasions IFR aircraft do not complete the instrument approach

procedure but request permission to make a visual approach.
-AB, over KTN 3000

G -AB, cleared visual
G
feet field in sight, approach runway 28
request visual approach
leared visual approach

C
runway 28, G-AB
6.11 Normally a holding procedure is published. However, the pilot may

require a detailed description of a specific holding procedure.
IGJET 347, hold at North

B old at North Cross
H
Cross FL60 expect onward FL60, request holding
clearance at time 40 instructions,
BIGJET 347
July 2013 Page 8

IGJET 347, hold at North

B
Cross FL60 inbound track
260 degrees turns left
outbound time 1 minute
6.12 It should be noted that the above information is passed in the following
order and is for holds other than VOR/DME:
1. Fix
2. Level
3. Inbound track
4. Right or left turns
5. Time of leg
6.13 Holding information for VOR/DME substitutes DISTANCE for TIME in 5.

above:
IGJET 347, request

B IGJET 347, hold on the
B
holding instructions Marlow VOR/DME at 20
DME FL100 inbound track
260 degrees turns left,
limiting outbound distance
24 DME
VFR Arrivals
6.14 Depending on the procedures in use, the pilot of an arriving VFR flight
may be required to establish contact with the approach control unit and
request instructions before entering its area of jurisdiction e.g. before
entering a control zone. Where there is an ATIS broadcast the pilot
should acknowledge that he has received it; where no ATIS broadcast is
provided the approach controller will pass the aerodrome data.
Kennington Approach, G-DCDN, Kennington

G-DCDN, Request join Approach pass your
message
July 2013 Page 9

-DCDN, C172 inbound

G
from Stourton VFR
2500 feet Wessex
1011 estimating zone
boundary 52
Kennington 02
information golf
-DN, cleared from the zone

G
boundary to Kennington
VFR, not above 2500 feet
Kennington QNH 1012.
Traffic is a southbound
Cherokee last reported 2000
feet VFR estimating zone
boundary 53
leared from the zone

C
boundary to Kennington
VFR, not above 2500
feet QNH 1012, traffic
in sight, G-DN
-DN, report aerodrome in

G
sight
Wilco, G-DN
-DN, aerodrome in
G
sight
G-DN, contact Tower 118.5
Tower 118.5, G-DN
July 2013 Page 10

NOTE: The phraseology for joining the aerodrome traffic circuit is

detailed in Chapter 4, under Aerodrome Traffic Circuit.
6.15 Instructions issued to VFR flights in class D airspace may comprise

routeing instructions, visual holding instructions, level restrictions and
information on collision hazards in order to establish a safe, orderly and
expeditious flow of traffic. Where the controller requires a VFR aircraft
to hold at a specific point pending further clearance, the controller will
state this explicitly to the pilot. In the interests of shared understanding
among pilots and controllers, the term ‘clearance limit’ is defined in the
Glossary, but is not to be used as a phrase to delineate a restriction to a
clearance.
G-CD, hold at Easton Hold at Easton, G-CD
6.16 Where there is a need for some mutual flexibility to facilitate a flight
within controlled airspace, e.g. a non-standard flight (NSF) or police
flight, the controller may instruct the pilot to remain within a specified
area.
-CD, remain east of River

G emain east of River
R
Trent Trent, G-CD
-CD, for co-ordination

G o further west of
N
operate no further west of current position, G-CD
your current position
Special VFR Flights

6.17 Special VFR clearances are only issued for flights within Control Zones
and are normally at the request of the pilot. The pilot:
1. must comply with ATC instructions;
2. is responsible for ensuring that his flight conditions enable him to

remain clear of cloud, determine his flight path with reference to the
surface and to keep clear of obstructions;
3. is responsible for ensuring that he flies within the limitations of his

licence;
July 2013 Page 11

4. is responsible for complying 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;
5. is responsible for avoiding aerodrome traffic zones unless prior

permission for penetration has been obtained from the relevant
ATSU.
6.18 A full flight plan is not required for Special VFR flight but the pilot must
give brief details of the callsign, aircraft type and pilot’s intentions,
including ETA at entry point. A full flight plan is required if the pilot
wishes his destination to be notified.
6.19 Aircraft are not normally given a specific height to fly but vertical
separation from aircraft flying above can be achieved by requiring the
Special VFR flight to fly not above a specified level.
6.20 No separation will be provided between Special VFR flights which are
flying in notified areas or routes where an individual clearance is not
required, or between flights using such areas or routes and other flights
on Special VFR clearances. Full details of the procedures for Special
VFR flights appear in the UK AIP, ENR, 1.2.
Vectoring to Final Approach

6.21 Radar vectors are given to arriving flights to position them onto a pilot
interpreted approach aid, or to a point from which a radar-assisted
approach or visual approach is made.
6.22 MLS equipment will provide an ILS look-a-like straight in approach and
the terms Localiser and Glidepath are retained. Due to the possibility
of confusion between the words ILS and MLS, an MLS approach is
referred to as a Microwave Approach in RTF communication.
6.23 Controllers shall not instruct pilots to establish on a localiser or descend

on a glidepath when outside the designated operational coverage
(DOC).
6.24 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.
July 2013 Page 12

Figure 1: Radar vectors to an ILS approach
July 2013 Page 13

Kennington Radar, IGJET 347, Kennington

B
BIGJET 347, FL60 Radar, vectoring for an ILS
Information Golf (or Microwave) approach
runway 28
ILS (Microwave)
runway 28, BIGJET 347
IGJET 347, leave North

B eave North Cross
L
Cross heading 120 degrees heading 120 degrees,
BIGJET 347
IGJET 347, leaving

B
North Cross heading
120 degrees
IGJET 347, Roger, number 4

B
in traffic, 18 miles from
touchdown, descend to
altitude 2500 feet QNH 1011
escend to altitude
D
2500 feet QNH 1011,
BIGJET 347
IGJET 347, this is a right

B
hand circuit for runway 28
BIGJET 347 Roger
IGJET 347, turn right

B
heading 190 degrees base
leg
ight heading 190

R
degrees, BIGJET 347
July 2013 Page 14

6.25 Where radar vectors would be insufficient to maintain separation

between aircraft, it may be necessary to issue speed restrictions:
BIGJET 347, report speed 250 knots, BIGJET 347
IGJET 347, for spacing

B
210 knots, BIGJET 347
reduce speed to 210 knots
6.26 If it is necessary to vector an aircraft through the final approach track

before subsequently joining the approach from the opposite side, the
controller shall advise the pilot prior to the aircraft passing through the
final approach track. .
IGJET 347, this turn will

B BIGJET 347 Roger
take you through the
localiser for spacing
or
IGJET 347, taking you

B BIGJET 347 Roger
through the localiser for
spacing

NOTE: T
he following phraseology examples may be combined and
ordered by controllers as necessary to appropriately reflect
operational needs and priorities.
6.27 Controllers will provide closing headings and will continue to give
heading instructions until the aircraft is established on the localiser.
IGJET 347, 12 miles from

B ight heading 240
R
touchdown turn right degrees, BIGJET 347
heading 240 degrees closing
localiser from the right
6.28 When it is judged that this will aid situational awareness, controllers
may request aircraft to report established on the localiser.
Notwithstanding its use for situational awareness, it should be used
where the clearance to establish on the localiser is not implicit within
the phraseology used.
July 2013 Page 15

IGJET 347, report

B ilco, runway 28,
W
established on the localiser BIGJET 347
runway 28
Localiser established
6.29 When a controller has issued a descent instruction to the level

that coincides with the published level that intercepts the ILS/MLS
glidepath at the Final Approach Fix, or to a lower level when allocated in
accordance with the Surveillance Minimum Altitude Chart, the controller
may clear the pilot for the ILS/MLS approach.
IGJET 347, cleared ILS

B Cleared ILS
(Microwave) approach (Microwave) approach
runway 28, QNH 1011 runway 28, QNH 1011,
BIGJET 347
6.30 When a controller wishes a pilot to descend with the ILS glidepath from
a level which is above the published level that intercepts the ILS/MLS
glidepath at the Final Approach Fix, the controller may use the following
alternative form of phraseology.
IGJET 347, when

B hen established on
W
established on localiser localiser runway 28,
runway 28, descend on the descend on the
glidepath QNH 1011 glidepath QNH 1011,
BIGJET 347
6.31 or when the aircraft is already established on the localiser:
IGJET 347, descend on the

B escend on the
D
glidepath, QNH 1011 glidepath, QNH 1011,
BIGJET 347
6.32 When it is necessary, e.g. for traffic separation purposes, to ensure that
an aircraft joining the ILS localiser does not commence descent until
specifically cleared, the controller may use the following alternative
form of phraseology.
July 2013 Page 16

IGJET 347, report

B ilco, runway 28,
W
established on localiser maintain (level) BIGJET
runway 28, maintain (level) 347
Localiser established,
BIGJET 347
6.33 When the reason for restricting the level no longer exists and the
aircraft is descending to, or maintaining the level that coincides with
the published level that intercepts the ILS/MLS glidepath at the Final
Approach Fix, or to a lower level when allocated in accordance with the
Surveillance Minimum Altitude Chart:
IGJET 347, cleared ILS

B Cleared ILS
(Microwave) approach (Microwave) approach
runway 28, QNH 1011 runway 28, QNH 1011,
BIGJET 347
6.34 or when the aircraft is descending to, or maintaining a level which is

higher than the published level that intercepts the ILS/MLS glidepath at
the final approach fix:
IGJET 347, descend on the

B escend on the
D
glidepath runway 28, QNH glidepath runway 28,
1011 QNH 1011, BIGJET 347

NOTE: W
hen it is judged that this will aid situational awareness,
controllers may request aircraft to report established on the
glidepath.
6.35 When a pilot is transferred to aerodrome control for landing clearance

and essential aerodrome information, a controller shall use the following
phraseology.
IGJET 347, contact

B Kennington Tower
Kennington Tower 118.5 118.5, BIGJET 347
6.36 Military ILS phraseology appears in Chapter 10.
July 2013 Page 17

Direction Finding (DF)

6.37 The aeronautical stations that offer a VHF Direction Finding (VDF)
service are listed in the UK AIP AD. Some VDF stations stipulate that
the service is not available for en- route navigation purposes (except
in emergency). VDF bearing information will only be given when
conditions are satisfactory and radio bearings fall within calibrated limits
of the station. If the provision of a radio bearing is not possible the pilot
will be told of the reason.
6.38 A pilot may request a bearing or heading using the appropriate phrase
or Q code to specify the service required. Each aircraft transmission
shall be ended by the aircraft call sign. A VDF station will provide the
following as requested:
1. QDR – Magnetic bearing of the aircraft from the station (i.e. .....
Approach G-ABCD request QDR G-ABCD).
2. QDM – Magnetic heading to be steered by the aircraft (assuming no

wind) to reach the VDF station (i.e. ..... Approach G-ABCD request
QDM G-ABCD).
3. QTE – True bearing of the aircraft from the station (i.e. ...... True
bearing, True bearing ..... Approach G-ABCD request True bearing (or
QTE) G-ABCD).
6.39 The direction-finding station will reply in the following manner:
1. The appropriate phrase or Q code.
2. The bearing or heading in degrees in relation to the direction finding

station.
3. The class of bearing (Class may be omitted after passing the initial
bearing).
4. The time of observation, if necessary.
Kennington Approach, G-ABCD, Kennington

G-ABCD, request QDM Approach, QDM 090
G-ABCD degrees class Bravo
DM 090 degrees
Q
class Bravo, G-ABCD
July 2013 Page 18

rue bearing, true

T G-ABCD, Kennington
bearing, Kennington Approach, true bearing 276
Approach, G-ABCD, degrees true, I say again,
request true bearing, 276 degrees true class
G-ABCD bravo
rue bearing 276

T
degrees class Bravo,
G-ABCD
6.40 Controllers may request a pilot to make a transmission so that the DF

bearing associated with the transmission may be observed.
G-ABCD Kennington ransmit for DF,

T
Approach, transmit for DF G-ABCD
6.41 The accuracy of the observation is classified as follows:
Class A – Accurate within plus or minus 2 degrees
Class B – Accurate within plus or minus 5 degrees
Class C – Accurate within plus or minus 10 degrees
Class D – Accuracy less than Class C
NOTE: Normally no better than Class B bearing will be available.
VDF Procedure
6.42 This is a procedure whereby a pilot requests a series of QDMs to home
to a VDF station on or near an aerodrome and to carry out a prescribed
VDF instrument approach procedure to the aerodrome. VDF procedures
are notified in the AD section of the UK AIP.
6.43 Requests for QDMs are normally initiated by the pilot at intervals of
about 1 minute during the initial stages of the homing, increasing in
frequency as the VDF overhead is approached. During this procedure
QDMs are requested as required to achieve and maintain the specified
tracks. The VDF Procedure is totally pilot interpreted.
July 2013 Page 19

Borton Approach, G-ABCD, Borton Approach,

G-ABCD, information pass your message
Delta, request homing
and VDF approach
-ABCD, T67, 15 miles

G
northwest of Borton,
heading 130 degrees,
FL55, IFR, inbound
Borton, request homing
and VDF approach,
G-ABCD
-CD, cleared to the VDF

G
overhead at altitude 3000
feet Borton QNH 1010,
QDM 125 class Bravo, report
overhead
leared to the VDF

C
overhead at altitude
3000 feet Borton QNH
1010, QDM 125 class
Bravo, Wilco, G-CD
6.44 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.
-CD, request QDM

G
G-CD, QDM 125
G-CD
QDM 125, G-CD
-CD, maintaining 3000

G
feet, request QDM
G-CD
July 2013 Page 20

G-CD, Roger, QDM 135
QDM 135, G-CD
-CD, request QDM,

G
G-CD
-CD, QDM 145, cleared

G
VDF approach runway 34
DM 145, cleared VDF

Q
approach runway 34,
G-CD
-CD, request QDM

G
G-CD
G-CD, QDM 155
QDM 155, G-CD
-CD, request QDM

G
G-CD
G-CD, no bearing
-CD, request QDM

G
G-CD
July 2013 Page 21

G-CD, no bearing
-CD, overhead turning

G
outbound
-CD, report descending in

G
the procedure QNH 1010
ilco, QNH 1010,

W
G-CD
6.45 The pilot starts timing the outbound leg and, employing a series of
QDMs to establish and maintain the prescribed track, descends as
notified for the procedure. The timed outbound leg ends with a turn
(normally level) onto the final approach QDM.
-CD, request QDM,

G
G-CD
G-CD, QDM 345
G-CD, descending
outbound QDM 345,
G-CD
-CD, Roger, report base

G
turn complete
Wilco, G-CD
-CD, request QDM,

G
G-CD
July 2013 Page 22

G-CD, QDM 355
QDM 355, G-CD
6.46 At the end of the outbound leg the pilot turns as prescribed onto the
final approach QDM using a series of QDMs during the turn to achieve
the final QDM.
-CD, request QDM,

G
G-CD
G-CD, QDM 345
QDM 345, G-CD
-CD, request QDM,

G
G-CD
G-CD, QDM 342
QDM 342, G-CD
-CD, base turn

G
complete, descending
inbound, G-CD
-CD, continue approach,

G
report visual QNH 1011
July 2013 Page 23

G-CD, Wilco, QNH

1011, request QDM,
G-CD
G-CD, QDM 338
QDM 338, G-CD
-CD, request QDM,

G
G-CD
G-CD, QDM 342
QDM 342, G-CD
G-CD, visual
G-CD, contact Tower 118.7
Tower 118.7, G-CD
6.47 If no visual contact is gained, a missed approach is initiated at the

missed approach point which is normally the VDF overhead.
-CD, request QDM

G
G-CD
July 2013 Page 24

G-CD, no bearing
-CD, nothing seen,

G
going around
NDB(L) and VOR Procedures

6.48 NDB(L) and VOR instrument approach procedures are pilot interpreted
procedures notified for particular aerodromes and runways where
procedural tracks are defined by NDB(L) bearings or VOR radials. Some
NDB(L) and VOR procedures may include marker beacons or DME to
provide ranging information. Aircraft may also be radar vectored to an
NDB(L) or VOR final approach track. An example of a typical NDB(L)
instrument approach procedure to an aerodrome outside controlled
airspace follows; similar RTF phraseology may be employed in VOR
procedures.
Borton Approach, -ABCD, Borton Approach,

G
G-ABCD, inbound pass your message
Borton, information
Delta
-ABCD, T67, 20 miles

G
south of Borton, FL80,
IFR, estimating BTN 47,
request NDB/DME
approach
-CD, cleared to BTN at

G
FL80, expect NDB/DME
approach RW 34, expected
approach time 58
leared to BTN FL80 to

C
hold. Expected
approach time 58,
G-CD
July 2013 Page 25


G
3000 feet, Borton QNH
1015, report entering the
hold
escend to altitude
D
3000 feet
Borton QNH 1015,
wilco, G-CD
-CD, overhead the

G
BTN, maintaining 3000
feet entering the hold
G-CD
NOTES:
1 All manoeuvres associated with entering 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’.
-CD, cleared NDB/DME

G
approach runway 34, report
beacon outbound
leared for NDB/DME

C
approach runway 34,
Wilco, G-CD
G-CD, beacon
outbound

NOTE: Beacon outbound should be called only at the final passage over
the beacon when commencing the outbound portion of the
procedure.
July 2013 Page 26

-CD, report base turn

G
complete, QNH 1015
ilco, QNH 1015,

W
G-CD
-CD, base turn

G
complete
G-CD, report at 4 DME
Wilco, G-CD
G-CD, 4 DME
-CD, Roger, contact Tower

G
118.7
Tower 118.7, G-CD
July 2013 Page 27

Figure 2: Join and hold for non-precision approach
Figure 3: Procedure
RTF for a Non-precision Approach
Position 1: Pilot transmits callsign, aircraft type, position, flight level, flight
conditions, estimate for the beacon and requests type of approach required.
Position 2: When overhead the beacon, pilot reports ‘Callsign, entering the
hold, maintaining (altitude/flight level)’.
July 2013 Page 28

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).
Figure 4: Alternative procedure
5 4
Area Navigation Global Navigation Satellite System RNAV

(GNSS) Phraseology
6.49 Pilot-interpreted RNAV (GNSS) instrument approach procedures are
available for use by suitably equipped aircraft at certain aerodromes.
The phraseology to be used is illustrated in the following examples:
Procedure Clearance
6.50 Clearance to fly the approach should be requested using the initial
approach fix and runway designator:
-ABCD, request RNAV

G
approach via BEMBO,
Runway 27
6.51 Where traffic conditions permit, controllers shall clear the pilot to follow
the procedure, indicating the runway designator and initial approach fix
to be used:
July 2013 Page 29

-ABCD, cleared RNAV

G
approach
Runway 27, report at
BEMBO.
Position Reporting
6.52 For traffic sequencing and to aid situational awareness, controllers may
request the pilot to report when established on final approach track or to
report at any other relevant point in the procedure, as shown below and
overleaf, respectively:
-CD, report established on

G
final approach track
-CD, report 2 miles from

G
final approach fix
Final Approach Fix

6.53 Controllers will instruct the pilot to report at the final approach fix:
-CD, report final approach

G
fix
Reporting GNSS Problems

6.54 When aware of problems with the GNSS system, controllers will notify
the pilot specifying, where known, applicability in terms of type of
operation, location, geographical boundaries and times:
-CD, GNSS reported

G
unreliable
or,
-CD, GNSS may not be

G
available due to interference
in the vicinity of Wraysbury
until further notice
July 2013 Page 30

6.55 A RAIM (Receiver Autonomous Integrity Monitoring) alert indicates to

the pilot that the GNSS system is unavailable either due to insufficient
satellites in view or a fault in the system; in these cases the pilot will
break off the approach. Following a RAIM indication, pilots shall inform
the controller of the event together with their intentions.
-CD, Unable RNAV,

G
Loss of RAIM, Request
NDB Approach
-CD, RAIM alert,

G
going around
Surveillance Radar Approach (SRA)

6.56 During a surveillance radar approach (SRA) the pilot is given distances
from touchdown, advisory altitude information and azimuth instructions
to enable him to make an approach to a particular runway.
IGJET 347, this will be a

B BIGJET 347
surveillance radar approach
runway 06 terminating at
half a mile from touchdown.
Check your minima, step
down fixes and missed
approach point

NOTE: Where step down fixes do not exist in local SRAs, approval for a
modified RTF procedure may be sought from the CAA.
6.57 Unless offered by the controller or local procedures require, a pilot

wishing to conduct his approach by reference to height must inform the
controller and request the QFE. All references to the level of the aircraft
will then be to height.
6.58 Pilots conducting an approach based on QNH shall be passed the

aerodrome/threshold elevation before commencing the final descent.
6.59 If the pilot reports visual in the early stages of the approach he will be
asked whether he wishes to continue the SRA. Normally aircraft will not
be transferred to aerodrome control until after they have completed the
SRA approach and have landed.
July 2013 Page 31

6.60 The range at which the descent begins depends on the altitude or
height of the aircraft during the intermediate phase and the angle of the
glide path.
IGJET 347, this will be a

B BIGJET 347
surveillance radar approach
runway 28 terminating at
(number) miles from
touchdown. Check your
minima, step down fixes
and missed approach point
IGJET 347, QNH 1003,

B NH 1003, threshold
Q
threshold elevation 196 feet elevation 196 feet,
BIGJET 347

B ight heading 275,
R
heading 275 closing final BIGJET 347
approach
IGJET 347, (number) miles

B
from touchdown. Your BIGJET 347
descent will begin at
(number) miles. Check gear
IGJET 347, (number) miles

B
from touchdown. Report BIGJET 347
runway lights in sight
IGJET 347, after landing

B After landing
contact Kennington tower Kennington tower
on 118.5 118.5, BIGJET 347
IGJET 347, approaching

B Descending, BIGJET
(number) miles from 347
touchdown. Commence
descent now to maintain a
(number) degree glide path
July 2013 Page 32

(number) miles from

touchdown. Altitude (or BIGJET 347
height) should be (number)
feet
lightly left of track closing

S eading 280 BIGJET
H
slowly/ quickly/rapidly/nicely 347
from the left. Turn right
heading 280
(number) miles from

touchdown. Altitude (or BIGJET 347
height) should be (number)
feet
(number) miles from

touchdown. BIGJET 347
Altitude (or height) should
be (number) feet. Heading
280 is good
(number) miles from eading 277, BIGJET

H
touchdown. 347
be (number) feet. Slightly
right of track closing from
the right. Turn left 3 degrees
heading 277
(number) miles from

touchdown.
be (number) feet. Do not
reply to further instructions
6.61 (The gap between further transmissions will be less than 5 seconds.)
July 2013 Page 33

(number) miles from

touchdown.
be (number) feet. Runway
28 cleared to land. Surface
wind calm
(number) miles from

touchdown.
be (number) feet. Heading
277 is good
(number) miles from

touchdown.
be (number) feet. On track
(number) miles from

touchdown.
be (number) feet. Check
minimum descent height
(number) miles from

touchdown.
be (number) feet. On track
(number) mile from

touchdown.
be (number) feet
n track. Half a mile from

O
touchdown.
Approach completed. Out
July 2013 Page 34

6.62 When the SRA terminates at 2 miles from touchdown the advisory level
checks at half mile intervals are omitted and pilots are expected to reply
to all transmissions from the ground station.
6.63 Altitude/height checks below the category A aircraft OCA/OCH will be

omitted.
6.64 The equivalent military SRA phraseology appears in Chapter 10.
Landing Altimeter Setting (QNE)

6.65 QNE is the indication which the altimeter will give on landing, at
a particular time and place, when the hectopascal scale is set to
1013.2 hPa. QNE information may be used by pilots of aircraft whose
altimeters cannot be set to below 950 hPa. The QFE/QNE conversion
will be calculated by ATC.
Example: QFE 947.6 Set 1013.2 on altimeter

Altimeter will read 1842 ft on touchdown
PAR Approach
6.66 Pilots visiting military airfields may wish to undertake a PAR Approach
(Precision Approach Radar). An explanation of the phraseology used
by military pilots and controllers appears in Chapter 10, under PAR
Phraseology.
Clearance to enter Control Zones (CTR)

6.67 The majority of CTRs in the UK are designated Class D airspace, which
permits VFR flight subject to an ATC clearance.
Greenfield Approach, G-ABCD, Greenfield

G-ABCD, request Traffic Approach, pass your
Service and zone transit message
July 2013 Page 35

-ABCD, Cessna 172,

G
from Seaton to Borton,
overhead Selden,
altitude 2500 feet
Wessex 998
hectopascals,
estimating Hampton
03, request
Traffic Service and zone
transit
-CD, remain outside

G
controlled airspace, expect
joining clearance at 45. Time
is 40
G-CD, squawk 3577
Squawk 3577, G-CD

G
south east of Greenfield
Traffic Service
Traffic Service, G-CD
-CD, cleared to cross the

G
Greenfield Zone, routing via
Hampton and Littletown,
VFR not above altitude 2500
feet Greenfield QNH 1002
July 2013 Page 36

leared to cross the

C
Greenfield Zone routing
via Hampton and
Littletown, VFR not
above altitude 2500
feet Greenfield QNH
1002, G-CD
G-CD, report at Hampton
Wilco, G-CD
G-CD, overhead
Hampton
-CD, Roger, report at

G
Littletown
G-CD, overhead
Littletown
-CD, Roger, leaving

G
controlled airspace Traffic
Service Portland 1000
raffic Service, Portland

T
1000, G-CD
Aerodrome Traffic Zone (ATZ) associated with another Aerodrome

6.68 The legislation for flights within ATZs is contained in Rule 45 of the
Rules of the Air Regulations. Controllers who are uncertain as to
whether a pilot will either route around or transit through an ATZ for
which they are not the controlling authority should advise the pilot of
the ATZ status and confirm the pilot’s intentions. Controllers may advise
July 2013 Page 37

pilots to change to the published aerodrome frequency to either obtain

ATZ crossing clearance from an ATC unit, or to obtain information from
an AFIS or AGCS unit.
-CD, approaching Borton

G
ATZ, confirm your intentions
-CD, approaching Seton

G
ATZ, contact Seton
Information frequency
122.775
Air Traffic Services Outside Controlled Airspace (ATSOCAS)

6.69 Air Traffic Services outside Controlled Airspace (ATSOCAS) are provided
by a variety of air traffic units and are detailed within CAP 774 (UK Flight
Information Services) and in the UK AIP.
6.70 ATSOCAS is provided by Lower Airspace Radar Service (LARS) units as

specified in UK AIP ENR 1.6.
6.71 Pilots requiring ATSOCAS should establish RTF communication with the
appropriate ATSU using the following format:

G-ABCD, request Traffic Approach, pass your
Service message
6.72 Once communications have been established the pilot should pass the
following details:
1. Aircraft Callsign / Type
3. Present Position
4. Level
5. Additional details / Intention (e.g. Flight Rules, Next route point,

Squawk Code)
July 2013 Page 38

-CD, Cessna 172,

G
15 NM South of
Westbury, altitude 2500
feet Wessex 1008,
VFR, tracking to Wells,
Squawking 7000
6.73 When an ATSOCAS is being provided, agreements can be established

between a controller and a pilot on a short term tactical basis.

G aintain Flight Level
M
request maintain Flight 50, G-CD
Level 50
Or alternatively
Negative, G-CD

G ot above Flight Level
N
request not above Flight 90, G-CD
Level 90
Or alternatively
Negative, G-CD

G urn right 050 degrees,
T
request turn right heading G-CD
050 degrees
Or alternatively
Negative, G-CD
July 2013 Page 39


G oute via Smallfield,
R
request route via Smallfield G-CD
Or alternatively
Negative, G-CD

G o further west of
N
request operate no further current position, G-CD
west of your current position
Or alternatively
Negative, G-CD
6.74 Phraseology used in surveillance derived traffic information and avoiding

action is detailed in Chapter 5. When providing a Basic Service, the
controller may provide traffic information in general terms to assist with
the pilot’s situational awareness, using the following phraseology.
-CD, gliding activity over

G
Smallville
-CD, multiple aircraft

G
known to be operating 15
miles north of Smallville
-CD, PA28 estimating CPT

G
at 25, altitude 2000 feet
-CD, fast jet reported

G
routing from Smallville to
Midtown below altitude
500 feet
July 2013 Page 40

-CD, helicopter conducting

G
power line inspection 5
miles north of Borton below
altitude 500 feet
Reduced Traffic Information

6.75 When providing a surveillance derived ATS, there may be circumstances
that prevent controllers from passing timely traffic information and/or
deconfliction advice, e.g. high workload, areas of high traffic density,
against aircraft conducting high energy manoeuvres, or when traffic
is not displayed to the controller. Controllers shall inform the pilot of
reductions in traffic information along with the reason and the probable
duration; however, it may not always be possible to provide these
warnings in a timely fashion.
6.76 In high workload situations, which may not always be apparent from RTF
loading, it may not be possible for controllers to always provide timely
traffic information and/or deconfliction advice. High workload situations
may not necessarily be linked to high traffic density.
-CD, reduced traffic

G
information due to controller
workload
6.77 High traffic density can cause difficulty interpreting 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.
-CD, approaching an area

G
of high traffic density,
possible late warning of
traffic for the next 8 miles
6.78 Where aircraft are operating close to the lateral and/or vertical limits of
solid ATS surveillance system cover, or close to a radar overhead, there
is potential for conflicting traffic to be detected late.
July 2013 Page 41


G
information from the left for
the next 10 miles due to the
limits of surveillance
coverage
6.79 Where aircraft are operating in known areas of poor surveillance

performance, permanent echoes, weather clutter or when the controller
suspects the performance of the ATS surveillance system is degraded,
there is potential for aircraft to be undetected or detected late.
-CD reduced traffic

G
information due to limited
surveillance performance
6.80 Where primary radar is unavailable, and SSR alone is used to provide
an ATS, non- transponding aircraft will not be detected. An SSR only
service may be provided only if approved by the relevant authority.

G
information, SSR only
6.81 Where the radar display is affected by clutter, the controller shall advise
the pilot of the reduction in traffic information.

G
information from the left for
the next 10 miles due
displayed clutter
Traffic Service – Operations below ATC Terrain Safety Levels

6.82 If a pilot receiving a Traffic Service requests a heading from the
controller whilst operating below the ATC unit terrain safe level, this
may be provided as long as the controller reminds the pilot that they
remain responsible for terrain clearance.
-CD, request a
G -CD, taking your own
G
heading for Seaton terrain clearance, suggest
right heading 120 degrees
July 2013 Page 42

y own terrain
M
clearance, right heading
120 degrees, G-CD
6.83 Other than when following a notified instrument flight procedure, a pilot
requesting to descend below the ATC unit terrain safe level under a
Traffic Service shall be reminded that he remains responsible for terrain
clearance.
-CD, request descent

G -CD, taking your own
G
to altitude 1000 feet terrain clearance, descent
approved
y own terrain
M
clearance, descent
approved, G-CD
6.84 When providing a Traffic Service, levels allocated by controllers shall

be terrain safe in accordance with ATC unit terrain safe levels, unless
an agreement is reached with the pilot or such levels form part of VFR
clearances for aerodrome arrival or to enter controlled airspace that by
necessity require flight below the ATC unit terrain safe levels. In such
circumstances, the instruction shall be accompanied by a reminder that
the pilot remains responsible for terrain clearance.
July 2013 Page 43

-CD, for co-ordination can

G Affirm, G-CD
you accept flight at altitude
1500 feet
-CD, taking your own

G
terrain clearance, report
level altitude 1500 feet
y own terrain
M
clearance, report level
altitude 1500 feet,
G-CD
Deconfliction Service – Descent below ATC Unit Terrain Safe

Level
6.85 If a pilot requests descent below ATC unit terrain safe levels, controllers
shall no longer provide a Deconfliction Service but should instead,
subject to surveillance and RTF coverage, apply a Traffic Service.
-CD, request descent

G -CD, Traffic Service, taking
G
to altitude 1000 feet your own terrain clearance,
descent approved
raffic Service, my own

T
terrain clearance,
descent approved,
G-CD
Deconfliction Service – Departing and Arriving Aircraft

6.86 If a controller detects a confliction when an aircraft is below the ATC unit
terrain safe level whilst departing from an aerodrome and climbing to
the ATC unit terrain safe level, traffic information without deconfliction
advice shall be passed. However, if the pilot requests deconfliction
advice, or the controller considers that a definite risk of collision exists,
the controller shall immediately offer such advice.
July 2013 Page 44

-CD, avoiding action with

G
terrain alert, turn left
immediately heading 180
degrees, traffic 12 o’clock,
5 miles opposite direction,
6.87 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
left immediately heading
230 degrees, climb altitude
2000 feet, traffic 2 o’clock,
2 miles converging
July 2013 Page 45

CAP 413 Chapter 7: Area Phraseology
Chapter 7
7
Area Phraseology
Area Control Service Phraseology
General
7.1 The following examples of phraseology are suitable for use at area
control centres according to the requirements of the prevailing traffic
situation.
IGJET 347, request

B IGJET 347, maintain FL280
B
descent expect descent after
Marlow
Maintaining FL280,
BIGJET 347
IGJET 347, descend

B escend FL120. Cross
D
FL120. Cross Colinton Colinton FL170 or
FL170 or above above, BIGJET 347
IGJET 347, confirm able to

B
Affirm, BIGJET 347
cross Colinton at time 52
IGJET 347, cross Colinton

B
52 or before
ross Colinton 52 or
C
before, BIGJET 347
Position Reporting
7.2 In order to assist in establishing separation, pilots may be instructed to
provide additional position report information as well as routine reports.
July 2013 Page 1

BIGJET 347, report Colinton Wilco, BIGJET 347
IGJET 347, Colinton

B
47 FL170 descending BIGJET 347, Roger
FL120, abeam KTN
at 55
IGJET 347, report 25 miles

B
Wilco, BIGJET 347
DME from Kennington
IGJET 347, report your

B
DME distance from BIGJET 347, 26 miles
Kennington
IGJET 347, report passing

B
Wilco, BIGJET 347
radial 270 Kennington VOR
Flights Joining Airways

7.3 Aircraft requiring to join an airway should make their request to the
appropriate ATSU. Where no flight plan has been filed, the request
should include the filing of an airborne flight plan (see Chapter 3). Where
a flight plan has already been filed an abbreviated call may be made.
Wrayton Control, -RDVC, cleared at time 42

G
G-RDVC, request from 8 miles northeast of
clearance to enter Marlow to Colinton via A1,
controlled airspace maintain FL240, squawk
northeast of Marlow at 5507
FL240 at time 42
leared at time 42 from

C
8 miles northeast of
Marlow to Colinton, via
A1, maintain FL240,
squawk 5507, G-RDVC
July 2013 Page 2

G-RDVC, correct
7.4 Because of the prevailing traffic situation, a joining clearance may not be
issued immediately. Where it is not practicable to provide an expected
clearance time, e.g. where the instruction ‘remain outside controlled
airspace’ is used by a ground station other than the controlling authority
for the relevant controlled airspace, the time check and expected
clearance time may be omitted.
-RDVC, remain outside

G Remaining outside
controlled airspace, expect controlled airspace,
joining clearance at time 55, G-RDVC
time is 44
7.5 In the event that the requested flight level is already occupied the
controller will offer an alternative.
-RDVC, unable approve

G
G-RDVC, request FL240
FL240, FL220 available
G-RDVC, accept FL220
Flights Leaving Airways

7.6 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.
-RDVC, cleared to leave

G leared to leave
C
controlled airspace controlled airspace
northeast of Marlow at northeast Marlow at
FL220 whilst in controlled FL220 in controlled
airspace airspace, G-RDVC
7.7 An aircraft may request permission to leave controlled airspace by

descent.
July 2013 Page 3

G-RDVC, request -RDVC, cleared to leave

G
permission to leave controlled airspace by
controlled airspace by descent. Report passing
descent altitude 5500 feet Wessex
1014
leared to leave
C
controlled airspace by
descent, will report
passing altitude 5500
feet Wessex 1014,
G-RDVC
7.8 In the above example the base of the airway is 5500 feet.
Flights Crossing Airways

7.9 An aircraft requiring to cross an airway should make its request to the
appropriate ATSU.
Wrayton Control, G-ABCD, Wrayton Control,

G-ABCD, request pass your message
crossing of A1 at
Wicken
G-ABCD, T67 from

Borton, 20 miles north
of Wicken heading 220
FL80 IMC request
crossing clearance of
airway A1 at Wicken
FL80 at 1033
-ABCD, cleared to cross

G
A1 at Wicken, maintain
FL80 whilst in controlled
airspace. Report entering
the airway
July 2013 Page 4

leared to cross A1 at
C
Wicken maintain FL80
in controlled airspace.
Wilco, G-ABCD
Flights Holding En-Route

7.10 When an aircraft is required to hold en-route, the controller will issue
holding instructions and a time at which onward clearance can be
expected. Where it is not self-evident, the reason for the delay should
also be given.
IGJET 347, hold at

B old at Colinton FL170
H
Colinton FL170, expect expect onward
onward clearance at 03, clearance at time 03,
landing delays at Kennington BIGJET 347
20 minutes
Reduced Vertical Separation Minimum (RVSM) Phraseology

7.11 The phraseology in Table 1 is applicable for RVSM operations:
Table 1
Message Phraseology (italics indicates a pilot

transmission)
To ascertain the RVSM approval status CONFIRM RVSM APPROVED
of a flight
Pilot indication of RVSM Approved AFFIRM RVSM
status
NEGATIVE RVSM (supplementary
Pilot indication of non RVSM approval information e.g. State aircraft)
status
To deny ATC clearance into RVSM UNABLE ISSUE CLEARANCE INTO
airspace RVSM AIRSPACE, MAINTAIN [or
DESCEND or CLIMB] (level)
For the case of an individual aircraft UNABLE RVSM DUE TURBULENCE
reporting severe turbulence or other
severe weather related phenomenon
July 2013 Page 5

Message Phraseology (italics indicates a pilot

transmission)
The phraseology required for a pilot to UNABLE RVSM DUE EQUIPMENT
communicate those circumstances
which would cause an aircraft’s
equipment to degrade to below
altimetry Minimum Aircraft Systems
Performance Specification (MASPS)
compliance levels
Note: The phrase is to be used to

convey both the initial indication of the
non-altimetry MASPS compliance and,
henceforth, on initial contact on all
frequencies within the lateral limits of
the RVSM airspace until such time as
the problem ceases to exist
To request an aircraft provide REPORT WHEN ABLE TO RESUME
information as soon as RVSM RVSM
approved status has been regained or
the pilot is ready to resume RVSM
operations
To request confirmation that an aircraft CONFIRM ABLE TO RESUME RVSM
has regained RVSM approved status
or the pilot is ready to resume RVSM
operations
The pilot shall communicate his/her READY TO RESUME RVSM
ability to resume operation within the
RVSM airspace after an equipment
related contingency, or his/her ability
to resume RVSM operations after a
weather related contingency
NOTE: Should there be reason to believe that an aircraft’s declared

RVSM status is in doubt, then the controller shall ask the RVSM
status in accordance with in the table above.
Example: A non-RVSM compliant aircraft maintaining FL350 making an

initial call on a new frequency:
Pilot: (callsign) MAINTAINING FL350, NEGATIVE RVSM
July 2013 Page 6

7.12 During operations in, or vertical transit through, reduced vertical

separation minimum (RVSM) airspace with aircraft not approved for
RVSM operations, pilots shall report non-approved status in accordance
with Table 1 as follows:
1. at initial call on any channel within RVSM airspace;
2. in all requests for level changes; and
3. in all read backs of level clearances.
7.13 Air traffic controllers shall explicitly acknowledge receipt of messages

from aircraft reporting RVSM non-approved status.
July 2013 Page 7

CAP 413 Chapter 8: Emergency Phraseology
Chapter 8
8
Emergency Phraseology
Distress and Urgency Communication Procedures
Introduction
8.1 This Chapter describes the characteristics of the VHF International
Aeronautical Emergency Service and equivalent services provided in the
UK by Distress and Diversion (D&D) section on UHF. It also describes
the RTF procedures which should be used by civil pilots under the
Aeronautical Mobile Service during an emergency in the UK. Additional
information is published in the UK AIP (GEN) section and AICs.
States of Emergency
8.2 The states of emergency are classified as follows:
1. Distress A condition of being threatened by serious and/or imminent

danger and of requiring immediate assistance.
2. Urgency A condition concerning the safety of an aircraft or other

vehicle, or of some person on board or within sight, but does not
require immediate assistance.
8.3 The pilot should start the emergency call with the appropriate
international RTF prefix as follows:
1. Distress ‘MAYDAY, MAYDAY, MAYDAY’
2. Urgency ‘PAN PAN, PAN PAN, PAN PAN’
UHF and VHF Emergency Service

8.4 The UK Distress and Diversion (D&D) Section is located at the London
Control Centre. It is manned by RAF control staff who are assisted in
the provision of an emergency service on the International Aeronautical
Emergency Frequency 121.5 MHz and on 243.0 MHz by suitably
equipped civil and military units and certain HM Coastguard stations.
The service is available continuously to pilots flying within UK airspace
who are in distress, in urgent need of assistance, or experiencing
difficulties (i.e. temporarily unsure of position) which could lead to a
state of emergency. The service may also be available for practices
July 2013 Page 1

provided that no actual emergency is in progress on the UHF or VHF

distress frequencies. More information on the emergency service for
civil pilots can be found in the UK AIP (GEN).
8.5 The primary role of the D&D Section is to provide military and civil pilots
with an emergency aid and position fixer service. Autotriangulation (DF)
coverage on 121.5 MHz is available over most of the London FIR above
3000 ft amsl to aircraft flying to the east and south of Manchester,
apart from within approximately 40 NM of Heathrow, where coverage
is available above approximately 2000 ft amsl. In respect of other civil
aircraft incidents on VHF they rely for position fixing on DF bearing
information obtained by telephone from external units equipped with
VDF. This fixing procedure takes time and may require several minutes
of concentrated activity because it involves the manual plotting onto
1:250,000 charts of the bearings received. The quality of the position
fixes is determined by the availability of VDF bearings, and thus,
depends largely on the height of an aircraft and its distance from the
VDF stations. The coverage of the VHF fixing service is limited below
3000 ft amsl; indeed, the ability to locate aircraft at low altitude by
the use of VDF may be severely inhibited (because of the effects
of high ground) over much of Scotland, Wales and SW England. In
circumstances where 121.5 MHz DF data is lacking, the controller’s
ability to assist a pilot who is uncertain of his position is very limited,
and will depend on such factors as the availability of SSR information
and the amount and accuracy of the information provided by the pilot
about his route, last known position and observed landmarks.
8.6 Certain UK aerodromes can also offer civil pilots an effective emergency
communications and aid service. Some maintain a continuous watch
on 121.5 MHz, but not all are equipped with VDF or SSR. Others do not
normally listen out on 121.5 MHz but they do have VDF and may be
asked by the Emergency Controller to provide DF bearing information
on an aircraft, and other assistance. Where a bearing is required for
fixing purposes from an airfield which has VDF but not on 121.5 MHz,
the Emergency Controller may instruct the pilot to change temporarily
to the frequency on which VDF is available.
UHF and VHF Emergency Service – General Procedures

8.7 Pilots should address their emergency calls on 121.5 MHz or 243.0
MHz to ‘London Centre’. Once two-way communication has been
established, pilots should not leave 121.5 MHz or 243.0 MHz without
telling the controller. The use of a special D&D Section at the London
July 2013 Page 2

Centre in the provision of emergency services is unique to the

UK. Detailed information on related UK Search and Rescue (SAR)
procedures is contained in the GEN Section of the UK AIP.
8.8 Pilots are urged – in their own interests – to request assistance from
the emergency service as soon as there is any doubt about the safe
conduct of their flight. Even then, the provision of assistance may
be delayed if a pilot does not pass clear details of 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 ‘MAYDAY’ or ‘PAN’, a pilot considers the problem not to be as
serious as first thought and priority attention is no longer required,
the emergency condition may be cancelled at the pilot’s discretion.
It is invariably preferable for pilots believing themselves to be facing
emergency situations to declare them as early as possible and then
cancel later if they decide the situation allows.
8.9 If a pilot is already in communication with a civil or military ATSU,

before the emergency arises, assistance should be requested from the
controller on the frequency in use. In this case, any SSR code setting
previously assigned by ATC (other than the Conspicuity Code 7000)
should be retained until instructions are received to change the code
setting.
8.10 If, however, the pilot is not in direct communication with an ATSU
and the aircraft is equipped with an SSR transponder it should be
switched, preferably before the emergency call is made, to Emergency
Code 7700, with Mode C if available. If the transponding aircraft is
high enough to be within secondary radar cover, the selection of the
Emergency 7700 Code will alert the Emergency Controller to the
presence of an incident by means of an audio and visual warning.
The received SSR plot will show the precise location of the aircraft on
the controller’s radar display, and will then obviate the need for the
emergency controller to carry out the more time-consuming manual
aircraft position plotting procedure. Information on SSR operating
procedures, including Special Purpose Codes 7700 (Emergency), 7600
(Radio Failure) and 7500 (Hijack or Other Act of Violence) are detailed in
the ENR Section of the UK AIP.
July 2013 Page 3

8.11 If no acknowledgement of the distress or urgency message is made

by the station addressed by the aircraft, other stations shall render
assistance. Due to the nature of distress and urgency situations, the
originator of messages addressed to an aircraft in distress or urgency
condition shall restrict to the minimum the number and volume and
content of such messages as required by the condition.
8.12 Following the initial distress or urgency message, it is permissible for

pilots and controllers to use ‘MAYDAY’ and ‘PAN’ as a callsign prefix
at their discretion, where it is judged that this would have a beneficial
effect on the outcome.
Emergency Message
8.13 The emergency message shall contain the following information (time
and circumstance permitting) and, whenever possible, should be passed
in the order given:
1. ‘MAYDAY/MAYDAY/MAYDAY’ (or ‘PAN PAN/PAN PAN/PAN PAN’);
2. Name of the station addressed (when appropriate and time and

circumstances permitting);
3. Callsign;
4. Type of aircraft;
5. Nature of the emergency;
6. Intention of the person-in-command;
7. Present or last known position, flight level/altitude and heading;
8. Pilot qualifications (See Note 1), viz:
a) Student pilots (see Notes 2 and 3);
b) No Instrument Qualification;
c) IMC Rating;
d) Full Instrument Rating.
9. Any other useful information e.g. endurance remaining, number of

people on board (POB), aircraft colour/markings, any survival aids.
July 2013 Page 4

NOTES:
1 There is no ICAO requirement to include pilot qualifications in a

distress message. However, this information should be included
whenever possible in UK emergency messages as it may help the
controller to plan a course of action best suited to the pilot’s ability.
2 Solo student pilots shall prefix the aircraft callsign with ‘STUDENT’,
e.g. ‘MAYDAY, MAYDAY, MAYDAY STUDENT G-ABCD … ‘ to indicate
their lack of experience.
3 Although intended primarily for use by ab initio students, the prefix

shall also be used in other circumstances where, for example,
the holder of a valid licence is returning to flying practice after a
significant absence and is undergoing renewal training involving
solo flight conducted as a student under the supervision of a flight
instructor.
4 POB – Total number of People on Board.
5 Emergency messages by military pilots are different and are detailed

in ATM 3000 Manual of Military Air Traffic Management.
MAYDAY MAYDAY G-ABCD, Milthorpe Tower,

MAYDAY Milthorpe Roger MAYDAY ..... (any
Tower, G-ABCD, pertinent information)
Slingsby engine fire
losing height intend an
immediate forced
landing 20 miles south
of Milthorpe. Passing
3000 feet heading 360
degrees PPL no
instrument qualification
1 POB
July 2013 Page 5


MAYDAY Milthorpe Roger MAYDAY cleared
Tower, G-ABCD, C172 straight-in runway 35 wind
engine failed. Will 260 10 knots QFE 1008 you
attempt to land are number one
Milthorpe, 10 miles
south, 4000 feet
Student pilot
PAN PAN MEDICAL

8.14 The term ‘medical transports’ is defined in the 1949 Geneva
Conventions and Additional Protocols and refers to ‘any means
of transportation by land, water, or air, whether military or civilian,
permanent or temporary, assigned exclusively to medical transportation
and under the control of a competent authority of a Party to the conflict’.
Ejection from Aircraft

8.15 The phrase to advise a controller that a pilot is abandoning an aircraft
equipped with an ejection seat:
(Callsign), Ejecting
Ballistic Recovery Systems

8.16 Ballistic recovery systems, which take the form of a parachute, are
fitted to some general aviation aircraft for use in situations where a pilot
considers continued safe flight is no longer possible. Such situations
could include engine failure and loss of control.
8.17 The following phrase should be used by pilots, where time permits,
as part of additional information within the emergency message:
Ballistic recovery
system deployed
July 2013 Page 6

Speechless Code
8.18 If an emergency message received by the Military Emergency
Controller is weak or distorted to the point of being unintelligible, the
pilot may be asked to adopt the Speechless Code. A comprehensive
description of the speechless procedure appears in Chapter 10.
8.19 An aircraft SSR transponder can also be used, during times of

communication difficulties, by a pilot to acknowledge or respond to
messages by the transmission of SSR Code changes or squawking
‘Ident’ as requested by the controller.
8.20 If neither the state of DISTRESS nor URGENCY applies, a service is

available at lower priority to pilots who find themselves in DIFFICULTY.
Such pilots should make their situation clear and then provide as much
information as possible to the emergency controller from the list at
paragraph 8.13.
Radio Procedures – Practice Emergencies

8.21 Pilots may simulate emergency incidents (BUT NOT THE STATE
OF DISTRESS) on 121.5 MHz or 243.0 MHz to enable them to gain
experience of the ATC service provided. Before calling, pilots should
listen out on the emergency frequency to ensure that no actual or
practice incident is already in progress. Practice calls need not disrupt
a planned flight or involve additional expense in fuel or time since the
pilot can request ‘diversion’ to his intended destination or cancel the
exercise when necessary. Simulated emergency calls must be prefixed
‘PRACTICE’ and should be brief, e.g:
PRACTICE PAN,
PRACTICE PAN,
PRACTICE PAN,
London Centre,
G-ABCD
The Emergency Controller will then indicate acceptance of the Practice

Pan by transmitting:
-ABCD, London Centre,

G
PRACTICE PAN
acknowledged, pass details
when ready
July 2013 Page 7

The Emergency Controller may instruct the pilot to call at another time,
if the practice cannot be accommodated.
8.22 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.
Training Fix
8.23 Pilots who do not wish to carry out a practice emergency but only wish
to confirm their position for training purposes may request a ‘Training
Fix’ on 121.5 MHz. This ‘Training Fix’ is secondary in importance to
actual emergency calls but takes precedence over practice emergency
calls in the event of simultaneous incidents. Pilots who are unsure of
their position should state this and request a position fix or make a
“PAN” call, rather than requesting a training fix.
(Listen out before transmitting)
raining Fix, Training Fix,

T -ABCD, Scottish Centre,
G
Training Fix, G-ABCD your position indicates
7 miles south of Pitlochry
Relayed Emergency Message

8.24 Any aeronautical station or aircraft knowing of an emergency incident
may transmit a distress message whenever such action is necessary
to obtain assistance for the aircraft or vessel in distress. In such
circumstances, it should be made clear that the aircraft transmitting is
not itself in distress.
July 2013 Page 8


MAYDAY Milthorpe Roger your relayed MAYDAY
Tower, G-ABCD, have from G-BJRD
intercepted MAYDAY
from G-BJRD, I say
again G-BJRD Cessna
172 engine failure
forced landing 10 miles
west of Wicken VOR,
1000 feet descending,
heading 120, IMC
rating, over
Imposition of Silence
8.25 Transmissions from aircraft in distress have priority over all other
transmissions. On hearing a distress call, all stations must maintain
radio silence on that frequency unless the distress is cancelled or the
distress traffic is terminated; all distress traffic has been transferred
to other frequencies; the station controlling communications gives
permission; it has itself to render assistance. Any station which has
knowledge of distress traffic, and which cannot itself assist the station
in distress, shall nevertheless continue listening to such traffic until it is
evident that assistance is being provided. Stations should take care not
to interfere with the transmission of urgency calls.
8.26 The aircraft in distress or the station in control of a distress incident

may impose silence either on all stations in the area or on any particular
station that interferes with distress transmissions. In either case, the
message should take the following form:
ll stations, Milthorpe
A
Tower, stop transmitting.
MAYDAY
or,
-ABCD, stop transmitting.

G
MAYDAY
8.27 The aeronautical station acknowledging a distress message on a

particular frequency may consider it prudent to transfer other aircraft
July 2013 Page 9

from that frequency in order to avoid any disruption of transmission

from or to the emergency aircraft.
AYDAY, G-BJRD, remain

M
this frequency, Break,
Break, all other aircraft
contact Milthorpe Tower on
123.825, out.
Emergency Descent
8.28 When an emergency descent is in progress controllers may broadcast
an emergency message on appropriate frequencies to warn other
aircraft. The broadcast may include specific instructions, clearances or
traffic information as necessary.
ttention all aircraft in the

A
vicinity of Wicken,
emergency descent in
progress from FL310
passing FL230, standby for
instructions
IGJET 347, route direct

B oute direct Marlow,
R
Marlow BIGJET 347
Fuel Shortage
8.29 Pilots should advise ATC of a minimum fuel state by broadcasting
‘MINIMUM FUEL’, when further delays may result in landing at the
destination aerodrome with less than the required fuel. Controllers are
not required to provide priority to pilots of aircraft that have indicated or
suggested that they are becoming short of fuel or have used the RTF
phraseology ‘MINIMUM FUEL’.
MINIMUM FUEL
BIGJET 347
8.30 Controllers shall respond to pilots who indicate or suggest that they
are becoming short of fuel, or who have declared ‘MINIMUM FUEL’,
by asking the pilot to confirm whether or not he wishes to declare an
emergency after confirming to the pilot:
July 2013 Page 10

1. the estimated delay he can expect to receive expressed in minutes,

if the pilot is en-route to, is joining, or is established in an airborne
hold; or
2. by expressing the remaining track mileage from touchdown, if the

aircraft is being vectored to an approach.
8.31 Pilots shall declare a situation of fuel emergency by broadcasting

‘MAYDAY MAYDAY MAYDAY FUEL’, when the calculated usable fuel
predicted to be available upon landing at the nearest aerodrome where
a safe landing can be made is less than the planned final reserve fuel.
MAYDAY MAYDAY
MAYDAY FUEL (name
of station addressed
where appropriate and
time permits)
BIGJET 347
July 2013 Page 11

Termination of Distress Communications and of RTF Silence

8.32 When an aircraft is no longer in distress it shall transmit a message
cancelling the emergency condition.
Milthorpe Tower, -RD, runway 35 cleared to

G
G-BJRD, cancel land. Surface wind 320 6
MAYDAY, engine
restarted, runway in
sight. Request landing
unway 35 cleared to
R
land, G-RD
8.33 When a distress incident has been resolved, the station which has been
controlling the emergency traffic will transmit a message indicating that
normal working may be resumed.
ll stations, Milthorpe
A
Tower, distress traffic ended
July 2013 Page 12

CAP 413 Chapter 9: Miscellaneous Phraseology
Chapter 9
9
Miscellaneous Phraseology
Other Communications
Wake Turbulence
9.1 ATC will provide the appropriate separation between IFR flights. When
instructions are issued to regain wake turbulence separation, the
controller shall use the following phraseology to make this apparent to
the pilot.
-BJCD, for wake

G urning left heading
T
turbulence separation turn 270 degrees, G-BJCD
9.2 If a pilot elects to execute a visual approach, or is arriving as a VFR

flight, it is his responsibility to ensure an adequate distance from the
preceding aircraft, although ATC will pass the appropriate distance.
-BJCD, caution wake

G
turbulence the G-BJCD
recommended distance is
(number) miles
9.3 For departing flights ATC will issue take-off clearance when the required
wake turbulence separation minima will be achieved. The minima
to be applied at the time the aircraft are airborne is dependent on
aircraft sequence, wake turbulence categories, and runway departure
configuration.
-BJCD, Hold position,

G
G-BJCD, Ready (number) minutes delay due
to wake turbulence
Holding, G-BJCD
July 2013 Page 1

Wind Shear
9.4 When wind shear is forecast or is reported by aircraft, ATC will warn
other aircraft until such time as aircraft report the phenomenon no
longer exists.
-CD, at 0745 a departing

G
B757 reported windshear at
800 feet. Airspeed loss
20 knots, strong right drift
AIRPROX Reporting
9.5 An AIRPROX Report should be made by any pilot flying in the United
Kingdom Flight Information Region, the Upper Flight Information Region
or Shanwick Oceanic Area when in his opinion, the distance between
aircraft as well as their relative positions and speed have been such that
the safety of the aircraft involved was or may have been compromised.
9.6 The initial report is made by RTF to the ATSU in communication with
the aircraft except that if the controllers workload is such that he is not
able to accept the report the pilot will be requested to file details after
landing.
9.7 The Pilot’s RTF report should commence with words ‘AIRPROX
REPORT’ and should include the following items:
Aircraft Callsign
SSR Code
Position of AIRPROX Aircraft heading
Flight level, altitude or height
Altimeter setting
Aircraft attitude (level/climbing/descending/turning) Weather conditions
Date and time (UTC) of the AIRPROX Description of other aircraft
First sighting distance and details of flight paths of reporting and

reported aircraft.
9.8 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.)
July 2013 Page 2

Oil Pollution Reporting

9.9 Pilots sighting substantial patches of oil are requested to make reports
by RTF to the ATSU with whom they are in communication or the
appropriate FIS in order that action can be taken.
The RTF reports should contain the following:
‘OIL POLLUTION REPORT’ or ‘POLLUTION REPORT’
... Time and date (if required) pollution was observed and identify of
reporting aircraft.
... Position and extent of pollution
... Tide, windspeed and direction
... Weather conditions and Sea state
... Characteristics of pollution
... Name and nationality or description, including any distinctive

markings, of any vessel seen discharging oil or other harmful
substances; also estimated course and speed of vessel and if pollution
is observed ahead of the discharging ship and the estimated length of
pollution in her wake
... Identity of any other vessels in the immediate vicinity
... Whether photographs taken.
Interceptions by Military Aircraft

9.10 Pilots are warned that should they become involved in an interception
by military aircraft they should follow the international procedures as
detailed in the UK AIP ENR Section.
Aircraft Operating Agency Messages
Introduction
9.11 An aeronautical radio station which is licensed and established for
company operational control communications (OPC) may be used
only for communication with company aircraft or aircraft for which
the company is the operating agency. A radio operator’s certificate of
competence issued by the UK CAA is not required for the use of this
radio station.
July 2013 Page 3

Limitations
9.12 Personnel authorised to use an aircraft operating agency radio must
not hold themselves out as providing an air traffic control service, i.e.
they must not pass instructions to aircraft which could be construed
in any way to be such a service. Similar constraints apply with regard
to flight information services provided by an FISO for specific ground
movements at aerodromes. Flight safety messages must be confined
to messages originated by the agency which are of immediate
concern to an aircraft in flight or just about to depart. This may include
meteorological information.
9.13 Aircraft operating agency radio stations may only transmit and receive
flight regularity and flight safety messages.
9.14 Air traffic service units using direct pilot-controller communication

channels shall only be required to handle flight regularity messages
provided this can be achieved without interference with their primary
role and no other channels are available for the handling of such
messages.
Flight Regularity Messages

9.15 Flight regularity messages comprise the following:
1. Messages regarding the operation or maintenance of facilities

essential for the safety or regularity of aircraft operation;
2. Messages concerning the servicing of aircraft;
3. Instructions to aircraft operating agency representatives concerning

changes in requirements for passengers and crew caused by
unavoidable deviations from normal operating schedules. Individual
requirements of passengers or crew are not admissible in this type
of message;
4. Messages concerning non-routine landings to be made by the

aircraft;
5. Messages concerning aircraft parts and materials urgently required;
6. Messages concerning changes in aircraft operating schedules.
July 2013 Page 4

Flight Safety Messages

9.16 Flight safety messages shall comprise the following:
1. Movement and control messages (e.g. flight plans, clearances);
2. Messages originated by an aircraft operating agency, or by an

aircraft, of immediate concern to an aircraft in flight;
3. Meteorological advice of immediate concern to an aircraft in flight or

about to depart (individually communicated or for broadcast);
4. Other messages concerning aircraft in flight or about to depart.
9.17 It is permissible for aircraft operating agency messages to be handled

by the aerodrome communication facility provided this can be achieved
without interference with its primary role and no other channels are
available for the handling of such messages.
9.18 Public correspondence messages are not permitted on VHF frequencies

in the aeronautical mobile service.
Use of ATS Frequencies for Aircraft Operating Agency Messages

9.19 When requested by a company representative, controllers may transmit
specific operational messages to aircraft subject to normal air traffic
service requirements and shall prefix the transmission “Company
advise/request….”. When passing such messages the controller must
ensure that doing so will not compromise the safe provision of an air
traffic service and such messages should not be passed when they
could act as a distraction to pilots during critical phrases of flight.
9.20 Where messages of a technical and complicated nature are involved

it may be found advisable to permit direct speech between the
originator of the message and the pilot. In such cases the company’s
representative may be permitted to use the RTF himself provided that
his identity is announced before the message is passed and that the
controller continues to monitor the frequency.
9.21 A message affecting the safety of an aircraft in flight, e.g. bomb

warning, suspected damage to the aircraft etc., is to be passed to the
commander immediately using the company representative’s precise
wording. An abbreviation or précis could be misunderstood and lead to a
wasteful operation or even a dangerous situation.
July 2013 Page 5

9.22 Prolonged company messages could prevent controllers from providing

a safe air traffic service and the use of a discrete frequency for the
passing of such messages should be considered.
8.33 kHz Phraseology

9.23 As a solution to severe VHF spectrum congestion, ICAO has split the
VHF communications band from 25 kHz to 8.33 kHz channel spacing.
9.24 The following phraseology shall only be used when referring to 8.33 kHz
channels to request the capability of the radio equipment:
IGJET 347, confirm eight

B IGJET 347, affirm
B
point three three eight point three three
or
IGJET 347, negative

B
eight point three three
9.25 To request UHF capability:
IGJET 347, affirm

B
BIGJET 347, confirm UHF
UHF
or
IGJET 347, negative

B
UHF
9.26 To request the status regarding exemption:
IGJET 347, confirm eight

B IGJET 347, affirm
B
point three three exempted eight point three three
exempted
or
IGJET 347, negative

B
eight point three three
exempted
July 2013 Page 6

9.27 To indicate that a certain clearance is given because otherwise a non-

equipped aircraft would enter the airspace of mandatory carriage.
IGJET 347, (Clearance/

B
Instruction) Due eight point
three three requirement
Operations by Aircraft deploying Brake Chutes

9.28 Some military and ex-military aircraft may use brake chutes to slow the
aircraft on landing; this procedure is known as streaming. When the
pilot deploys the equipment, a small parachute should inflate and trail
from the back of the aircraft, thereby slowing its landing run. When the
aircraft has slowed sufficiently and is under control, the pilot will jettison
the brake chute to detach it from the aircraft.
9.29 It is important that pilots who intend to deploy a brake chute advise
the aerodrome staff so that appropriate ground procedures can be
put in place in order to reduce the flight safety hazard posed to other
aerodrome users. Additionally, in certain circumstances, a brake chute
may fail to deploy correctly and it is important that, where possible, the
pilot is advised of the failure.
9.30 Operations by military and ex-military aircraft that use brake chutes
commonly take place at aerodromes with FISO or AGCS. The following
examples show the phraseology suitable for use by personnel providing
FISO, AGCS or aerodrome control.
9.31 When the aircraft is downwind or on final to land, the pilot should
advise the ATSU if he intends to deploy the brake chute using the word
‘stream’ or ‘streaming’ to indicate that the chute will be deployed:
Wrayton Information, Redship 1, Wrayton

Redship 1, downwind Information, Roger, report
to land and stream final
9.32 If there is any doubt about the pilot’s intentions, the ATSU should
ascertain whether or not the pilot intends to deploy a brake chute:
edship 1, Wrayton, confirm

R Affirm streaming,
streaming Redship 1
9.33 To ensure that other pilots using the aerodrome are aware of the
intention to stream, an all-stations broadcast may be made as follows:
July 2013 Page 7

ll Stations, Wrayton Information,

A
aircraft on final will be deploying a
brake chute
9.34 On landing, it is important that, where possible, the pilot is kept

informed if the chute does not deploy in the correct manner. The
following phraseology may be used according to the situation:
“Callsign streamed and candled” To be used when the chute is

seen to deploy but fails to inflate.
“Callsign negative stream” To be used when the chute fails to

deploy.
NOTE: Pilots must be aware the ATS will not always be able to advise
the malfunction of a chute and that the pilot remains responsible
for the safety of the aircraft.
9.35 Unless otherwise instructed, or where there is a designated area for

jettisoning the chute, the pilot should jettison the chute at a suitable
location, taking account of the wind speed and direction, preferably
when the aircraft has vacated the runway. The term ‘drop’ or ‘dropping’
should be used in communications relating to jettisoning the chute as
shown in the examples below:
Wrayton Information,
dropping the chute Redship 1, Roger
now, Redship 1
or
Redship 1, Wrayton acate via link C and

V
Information, vacate via link drop the chute after
Charlie and drop the chute passing holding point
after passing holding point C3, Redship 1
C3
Mareva Injunctions
9.36 A Mareva injunction (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.
July 2013 Page 8

9.37 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 pilot’s
intentions. The transmission is to be made irrespective of whether the
aircraft is conducting an internal UK or an international flight.
IGJET 347, you are subject to a

B
Court Order prohibiting your aircraft
from leaving the United Kingdom,
request your intentions
CPDLC Failure
9.38 In the event of a CPDLC failure, the controller will advise pilots and
issue instructions as necessary.
ll stations, Metro Ground, CPDLC

A
failure, standby for Metro Delivery
118.950
Aerodrome Emergency Services

9.39 Changes in the level of rescue and firefighting service (RFFS) protection
normally available at an aerodrome will be notified by the Aerodrome
Operator to the appropriate ATSU to enable the necessary information
to be provided to arriving and departing aircraft.
9.40 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.
-ABCD, Message from the

G
Aerodrome Operator, rescue and
fire facilities reduced to category
(number)
-ABCD, Message from the

G
Aerodrome Operator, no rescue
and fire facilities available
July 2013 Page 9

CAP 413 Chapter 10: Military Specific Phraseology
Chapter 10
10
Military Specific Phraseology
Military Specific Phraseology

10.1 This Chapter details Military Specific Phraseology for specific use by
military ATCOs and military aircrew. The RTF described in this Chapter is
complementary to NATO STANAG 3817. It is also complementary to the
remainder of CAP 413, as it either differs from civil phraseology or there
is no equivalent civil phraseology, e.g. in the case of arrestor system
procedures.
10.2 Civil pilots visiting military aerodromes will be expected to be aware

of the military phraseology in Chapter 10 and to comply with such
instructions as may be issued by military controllers during their visit.
Where relevant, cross references from the remainder of CAP 413 to the
equivalent military phraseology are provided for the assistance of civil
pilots visiting military aerodromes.
Military Variances to Chapter 2
Transmission of UHF Channels

10.3 Supplementary to guidance detailed in Chapter 2, UHF channels are
separated by 25 kHz and are to be passed using only the first 5 figures
as follows:
Table 1
Frequency Transmitted as Pronounced as

332.000 Three three two decimal zero TREE TREE TOO DAY-SEE-MAL
zero ZE-RO ZE-RO
two ZE-RO TOO
five ZE-RO FIFE
seven ZE-RO SEVEN
July 2013 Page 1

Transmission of Time
10.4 Supplementary to guidance detailed in Chapter 2, when aircraft check
the time with the appropriate Military ATS unit, the time checks shall be
given to the nearest half-minute, or to the second on request.
Standard Words and Phrases

10.5 Supplementary to guidance detailed in Chapter 2, the following
additional or amended standard words and phrases shall be used.
Table 2
Continue Used either when it is known that an aircraft has already

with established contact with another unit or when pre-notification of
details has been passed to the receiving controller but no radar
handover has taken place.
Contact Used when a radar handover has taken place between ATSUs.
Spell Spell portion indicated phonetically.
Communications
10.6 Units utilising Automatic Terminal Information Service (ATIS) may
accept the information coded letter, as transmitted by the pilot, as
acknowledgement that the information contained in that code has
been received and understood. ATC units employing ATIS codes are to
implement procedures to ensure that information transmitted on ATIS is
correct and cross-checked for accuracy by an ATCO.
RT Phraseology When Using SSR

10.7 In addition to the phraseology shown in Chapter 5, military controllers
are to use the following RT phraseology when using instructions for
the use of SSR transponders: ... (Callsign) (plus following phrase as
appropriate):
July 2013 Page 2

Table 3
CONTROL TO AIRCRAFT MEANING

Squawk emergency or Squawk Select ‘EMERGENCY’.
7700 (see Note)
NOTE: Squawk MAYDAY is specified by some nations. See Chapter 5

for civil usage. RT Failure and Hijack squawks are to be specified
by code, e.g. squawk 7600 and squawk 7500 respectively.
Military Specific Procedures (Control of Aircraft)
NATO Standard Visual Circuit Procedures

10.8 Information on NATO standard visual circuit procedures is contained
in STANAG 3297. For the convenience of civil pilots landing at military
aerodromes, basic information on the military visual circuit is also
included in Chapter 11 under Flight in the Military Visual Circuit.
NATO Studs and Common VHF Frequencies

10.9 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 first 5 NATO UHF studs; these
are to be displayed at controller positions to enable stud numbers to
be equated to frequencies when requested by aircrew. Two NATO
common VHF channels are also allocated for use by ATC agencies:
122.1 MHz for Tower and 123.3 MHz for Talkdown.
July 2013 Page 3

Designation of NATO Studs

Table 4
NATO Frequency Designation

Stud (MHz)
1 317.5 NATO Common Navigational/Fixer/Guard
2 257.8 Common Tower
3 385.4 Common GCA/Talkdown/Final Control
4 344.0 Common GCA/Marshall/Search
5 362.3 Common Approach Control
Guard 243.0 Common Emergency Frequency
10.10 Given the common nature of these NATO UHF and VHF frequencies,
pilots and controllers should listen to the frequency before transmitting
in order to avoid interfering with transmissions from other units or
aircraft.
Weather and Aerodrome Information

10.11 At aerodromes where ATIS is installed, all weather and aerodrome
information transmissions are to be prefixed with a letter code. The
letter code is to start with the letter of the alphabet coincident with the
first weather issued for the day. Each subsequent weather issued is
to be assigned the next letter of the alphabet including ‘Met Specials’.
The letters I, O, Q and Z are not to be used. If all letters are used in
the course of a day/night, then the alphabet is to be started again from
the beginning. Pilots are to quote letter of weather and aerodrome
information received on initial contact with each appropriate ATC
element. Additionally, before taxiing or joining a visual circuit, the pilot
is to confirm the runway information he has received. Where ATIS
procedures do not apply, weather and aerodrome information may be
passed to aircraft either in full or abbreviated. Abbreviated information is
only to be passed if colour code is better than green. Training units may
require the addition of flying phase information.
10.12 The long weather and aerodrome information is to be passed in the

following order and format:
Aerodrome/letter code.
Time.
July 2013 Page 4

Runway in use.
Surface wind.
Colour state.
Visibility.
General weather observations (when applicable e.g. fog, rain).
Cloud levels and amounts.
Temperature.
Altimeter setting.
Runway condition reading (RCR)/runway visual range (RVR) (if

applicable).
Unserviceable aids/facilities (as appropriate).
10.13 The short 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.
Altimeter setting.
Unserviceable aids/facilities (as appropriate).
10.14 Some emergency, civil or non-British military aircraft may wish to fly
in accordance with different pressure setting procedures. If a pilot
requests the use of QNH during the final approach the controller may
omit QFE and substitute QNH and elevation in appropriate messages.
Cancellation of Take-Off
10.15 At variance to Chapter 4, if the aerodrome controller is aware of a
potential hazard to an aircraft about to start its take-off run, the controller
is to instruct or signal the aircraft to hold. If the aircraft has already
started its take-off run, the controller is to inform the aircraft of the
July 2013 Page 5

hazard; it is then the captain’s responsibility to decide the best course of

action as it may be more dangerous to abort than to proceed.
Phraseology for Joining the Visual Circuit/Pattern

10.16 The terms circuit and pattern are interchangeable. A join through the
Initial Point is an alternative to other ICAO joining procedures for the
visual circuit/pattern. It may include a break (pitch) from a point on the
deadside in order to make a continuous circle onto final approach or
to conduct a standard circuit turn on to downwind leg. This could be
determined by aircraft type and/or other circuit traffic with which the
joining aircraft has to integrate. There may also be occasions where ATC
issues additional positioning instructions to aid sequencing with other
traffic. The visual circuit pattern direction shall be left-handed unless
otherwise stated. For a diagram of a military visual circuit see Chapter
11 Figure 31.
When ideally 3 to 5 mins from the aerodrome or initial point:
Markston Tower, VYT YT 21, Markston Tower,

V
21, 10 miles east, join, 2 in
request initial for
runway 05, information
Bravo
Join, V 21
If no current ATIS code is passed, the controller shall supply relevant
information.
Markston Tower, VYT YT 21, Markston Tower,

V
21, 10 miles east, join runway 05, QFE 1015,
request initial for 2 in
runway 05
J oin runway 05, QFE

1015, V 21
July 2013 Page 6

At initial point:
21, initial [for the

V 21, one upwind, one
V
break] downwind
The examples for joining the visual patterns are not exhaustive and
it should be noted that once inside the initial point, local sequencing
procedures may be applied. Where these are being used the
procedures and detailed phraseology will be included in local orders.
On the Break:
21, on the break to

V 21, one ahead, surface
V
land wind, 320 5 knots
21, on the break to

V
touch and go wind, 320 5 knots
21, on the break to

V
low approach wind, 320 5 knots
‘On the break’ is equivalent to a downwind call.
Landing Gear Position

10.17 Pilots of aircraft with retractable landing gear shall report the gear
position as part of the request for an ATC clearance to use a runway.
If the position of the landing gear is not passed at the appropriate point
or is required to be checked by the controller then a simple request will
be issued.
Final, gear down V 21, cleared to land
Where a check of the landing gear is required, the following phraseology

is used:
V 21, final V 21, check gear down
July 2013 Page 7

V 21, gear down
V 21, cleared to land
Arrestor System Procedures and Phraseology

10.18 All landing and take-off clearances are to include advice on the status of
the arresting system. The status can be as follows:
Cables:
UP – the cable is raised on rubber rings often referred to as

grommets or doughnuts, or on automated raising systems. In this
position the cable is ready for engagement.
DOWN – the cable is lowered and normally lying flat on the runway
or in a slight recess. The cable cannot be engaged in this position.
DERIGGED – the cable has been physically removed from the

runway and will take an extended period of time before it could be
ready for an engagement.
‘Approach Cable’ refers to an arrestor cable in the first half of the

runway, normally a short distance beyond the threshold in the
direction of landing.
‘Centre Cable’ refers to an arrestor cable that is positioned

approximately at the mid-point of the runway.
‘Overrun Cable’ refers to an arrestor cable that is in the latter half of

the runway in the direction of landing, normally prior to the upwind
threshold.
Barrier:
UP – the barrier is in the raised position and ready for an

engagement.
DOWN – the barrier is in the lowered position, but could be raised

on request. UNSERVICEABLE – the barrier system is not available.
10.19 The position of a cable, in distance from the approach end threshold
rounded to nearest 100 ft is to be given to aircraft unfamiliar with the
July 2013 Page 8

aerodrome. When barrier position and/or cable state is as published in

FLIPs, reference to them is normally omitted to aircraft based at the
aerodrome and reference to cable state is normally omitted to visiting
aircrew that are familiar with the aerodrome. A pilot may require a
change to arrestor system positions and will normally try to warn of an
imminent engagement.
10.20 An airborne aircraft requesting an engagement will provide as much of

the following information as possible:
Callsign and type of aircraft.
Nature of emergency and which arresting system he is intending to

engage.
Estimated time to landing in minutes.
In addition, except for short or no notice engagements, the pilot

should report “Hook Down” as part of the final call. If the controller
does not receive the hook down call, a check will be requested:
ider 1, final, gear

R
Rider 1, check hook down
down
ider 1, gear and hook

R
down
10.21 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 and engagement speed;
pass normal landing information;
alert the Crash/Rescue Crew to an appropriate readiness state.
10.22 After a successful engagement, the pilot will not taxi the aircraft until
the ground/ recovery party has signalled the aircraft can commence taxi
and a clearance to do so has been obtained from ATC.
July 2013 Page 9

10.23 Following an engagement, the runway shall be declared “black” until

the team leader of the recovery crew ensures that the runway has been
vacated. The following conditions are to be satisfied prior to informing
ATC:
No personnel, equipments or vehicles are within the confines of the

runway or requiring to cross the runway to vacate the area.
The arresting system has been returned to a serviceable state,

a battery position, removed from the runway or declared as
unserviceable.
10.24 The ATC Supervisor will then declare the runway open.
ider 1, final, gear

R ider 1, cleared to land,
R
down approach cable down,
overrun cable up, barrier up
Cleared to land, Rider 1

The following phraseology will normally be used by pilots to
indicate an intent to utilise an arrestor system at short notice:
ider 1, barrier, barrier,

R
barrier Rider 1, barrier up
ider 1, cable, cable,

R
Rider 1, overrun cable up
cable
ATC will alert the Crash/Rescue crews.
July 2013 Page 10

Requests for information on arrestor systems and/or to change the

status of an arrestor system:
ider 1, request barrier

R
state Rider 1, barrier down
ider 1, request raise

R
the barrier
Rider 1, barrier up
Phraseology for Fixed-Wing VTOL Operations

10.25 The following terms are used for VTOL operations:
Table 5
Conventional A practice, or actual aircraft systems emergency landing, when

Landing nozzles are used for braking and the aircraft will roll for
approximately 5000 ft. In the event of immovable nozzles, a
conventional landing may require the whole runway and
engagement of the barrier.
Slow A normal landing (120 knots) at an intermediate nozzle
Landing (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.
Accel A rapid throttle opening to ensure engine response correct.
Always carried out before take-off but only declared if
significant ground roll is required.
Translate A phrase used to cover largely jetborne flight over short
distances between different landing areas.
Press-up Vertical take-off and landing on the same pad without transition
to wingborne flight.
Mini circuit In flight jetborne manoeuvring associated with a press-up.
July 2013 Page 11

Lift-off Vertical take-off from a pad followed by transition to wingborne

flight.
STO hop A short take-off followed by a rolling vertical landing in the
same direction.
Into wind A deceleration into wind prior to a vertical landing.
decel
Pad An area of concrete for vertical take-off and landing, the
surface of which can withstand nozzle blast.
Mexe A metal pad constructed of prefabricated interlocking
aluminium strips in the shape of a circle or square, the surface
of which can withstand nozzle blast.
10.26 Pilots of VTOL aircraft should be aware that the terms above may
not be in regular use at aerodromes that do not operate VTOL
aircraft. Therefore, pilots should anticipate that the terms may not be
understood by ATC. In such circumstances pilots of VTOL aircraft are
to revert to standard NATO procedures and phraseology for standard
circuits/patterns.
Emergency Messages
10.27 Emergency messages from military pilots differ from civil emergency
messages, and are detailed in ATM 3000 Manual of Military Air Traffic
Management.
Flameout/Engine Failure – Aerodrome Phraseology

10.28 In a real flameout or engine failure situation the appropriate emergency
message will be passed by the aircraft along with the statement of
intent for a flameout recovery. The phraseology to be used when radar is
available to the controller is detailed in this Chapter under Radar PFL.
Once visual with the aerodrome the pilot will position for High
Key:
aider 21, High Key

R aider 21, one ahead,
R
(intentions) surface wind 230 10 knots
10.29 On some occasions the aircraft may be forced to position straight to

Low Key in which case the High Key call will be missed.
July 2013 Page 12

Raider 21, Low Key Raider 21
10.30 If a PFL/Flameout/Engine Failure call is made direct to an Aerodrome

Controller who is not equipped with radar, then a heading will not
be given, the aircraft shall be instructed to join, passed aerodrome
information if required and told to report High Key from where the
phraseology above shall be used.
PAR Phraseology
Whilst positioning for the approach:
auntlet 25, vectoring for

G auntlet 25, (number)
G
PAR runway 23, procedure feet, touch and go for
minimum (number) feet further
Initial contact to Talkdown controller:
Markston, talkdown, auntlet 25, identified

G
Gauntlet 25 8 miles, read back QFE
1015 set, Gauntlet 25
o not acknowledge further

D
instructions unless
requested
Glidepath information during the approach:
Approaching descent point
egin descent now for a (number)

B
degree glidepath*
July 2013 Page 13

Slightly above/below
glidepath
Well above/below glidepath
Dangerously below
Roger, Gauntlet 25
glidepath, acknowledge
* The instruction “Do not acknowledge further instructions unless requested” can be added to
this instruction if it has not previously been passed.
Reporting of aircraft position in relation to the extended runway

centreline, which may follow a turn instruction if appropriate or
can be used in isolation:
Left of centreline, correcting rapidly
lightly right of centreline,

S
correcting slowly
Right of centreline
On centreline
General position information:
(Number) miles [from touchdown]
(Callsign), over touchdown
July 2013 Page 14


A gear check or pre-landing checks verification (depending 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:
(Number) miles, check gear

Gear down, Gauntlet 25
acknowledge
(Number) miles, confirm Checks complete,

checks complete Cessna 52
Final stages of the approach:
Approaching decision height
Passing decision height
auntlet 25, over

G auntlet 25, changing
G
touchdown to (appropriate stud or
frequency)
PAR Azimuth Only/SRA Phraseology

10.31 When PAR is not available, the surveillance radar may be used to carry
out a non-precision Surveillance Radar Approach (SRA). Using this
procedure, or when practicing for it (PAR Azimuth Only), the controller
passes instructions and information to the pilot to enable him to follow a
pre-determined approach path to a position from which a visual landing
or circuit can be made.
Whilst positioning for the approach:
auntlet 25, PAR Az Only/

G
SRA runway 23, procedure feet, touch and go for
July 2013 Page 15

Initial contact to Talkdown controller:
Markston, talkdown, auntlet 25, identified

G
Gauntlet 25 8 miles, read back QFE
o not acknowledge further

D
instructions unless
requested
Glidepath information during the approach:
Left of centreline, correcting rapidly
lightly right of centreline,

S
correcting slowly
Right of centreline
On centreline
Approaching descent point
egin descent now for a (number)

B
degree glidepath*
July 2013 Page 16

(number) miles, (number) feet**
* The instruction “Do not acknowledge further instructions unless requested” can be added to
this instruction if it has not previously been passed.
** Advisory information to be given at ½ NM intervals. (RN pass ranges at ½NM intervals and
heights at 1/3 NM intervals).
Reporting of aircraft position in relation to the extended runway

centreline, which may follow a turn instruction if appropriate or
can be used in isolation:
General position information:
(Number) miles [from touchdown]
Gauntlet 25, over touchdown
A gear check or pre-landing checks verification (depending on

gear type) should be conducted at an appropriate point on the
approach, prior to obtaining a clearance from the Aerodrome
controller, which should be acknowledged by the pilot:
(Number) miles, check gear

Gear down, Gauntlet 25
acknowledge
(Number) miles, confirm Checks complete,

checks complete Cessna 52
July 2013 Page 17

Approaching Minimum
Descent height
Approaching Missed
Approach Point
Passing Missed Approach

Point
* When the Minimum Descent Height is within ½ NM of the Missed Approach Point, the phrase
‘Approaching Minimum Descent Height’ is not included.
ILS Phraseology
10.32 Whilst positioning for the approach
auntlet 25, 2000 feet wind

G
(number)
auntlet 25 , vectoring for

G
ILS runway 23, procedure feet, touch and go for
auntlet 25, report Localiser

G
established, checks
complete
auntlet 25, Localiser

G
established, checks
complete
Initial contact with Talkdown controller:
Markston, talkdown, auntlet 25, identified 8

G
Gauntlet 25 miles, read back QFE
July 2013 Page 18

auntlet 25, report glidepath

G
descending gear down
Glidepath descending
gear down, Gauntlet 25
Approaching Decision Height*
Passing Decision Height*
pproaching Minimum Descent

A
Height**
Approaching Missed Approach

Point**
Passing Missed Approach Point**
* Full ILS.
** ILS Localiser Only – (When the Minimum Descent Height is within ½ NM of the Missed
Approach Point, the phrase ‘Approaching Minimum Descent Height’ is not included.
Descent to Low Level

10.33 When a pilot requires descent below a controller’s terrain safe level,
the controller should remind him of terrain responsibility as part of the
approval for further descent.
July 2013 Page 19

iger 2, request
T iger 2, taking your own
T
descent to low-level terrain clearance, descent
approved.
iger 2, my own terrain

T
clearance, descent
approved.
10.34 Controllers should also consider informing the pilot of reduced

traffic information if the additional descent has surveillance coverage
implications.
Jamming Phraseology
10.35 When an ATS unit is suffering from the effects of jamming or
interference on a frequency or a radar, the phrases below may be used
to request the jamming or interference to be stopped. If the callsign
causing the jamming is not known then the phrase “All Stations” can be
used or the phrase ‘Hooter’ can be used on the emergency frequency
243.0 MHz.
ider 21, jamming

R
Rider 21, cease jamming ceased [at time
(number)]
Speechless Procedures
10.36 If an aircraft loses the ability to transmit speech, pilots should adopt the
speechless procedure and all controllers should be familiar with this
phraseology.
10.37 Before a recovery is effected, certain information common to all types

of speechless emergencies is to be ascertained using the speechless
code. The l symbol denotes short carrier-wave only transmissions
and a long-dash indicates a long transmission. The code uses these
transmissions as follows:
l = Yes
l l = No
l l l = Say Again
l l l l = Homing/Request Assistance
July 2013 Page 20

— l l — = Further Emergency
10.38 In addition pilots will use one long transmission to indicate the
requested manouevre or action has been completed. Controllers should
be aware that giving more than one instruction at once may require
subsequent yes/no type questioning to ascertain which instruction has
been completed.
l l l l Speechless aircraft,
Markston Approach, do you
require recovery to
Markston?
10.39 If the aircraft answers no (l l) then the controller should try to

ascertain the pilot’s intentions using a questioning technique that allows
yes/no answers and render what assistance he can.
If the aircraft answers yes (l):
peechless aircraft, adopt

S
the callsign Speechless 1*,
is this a practice?
* Whilst it is unlikely the controller will be working more than one speechless aircraft at a time,
it is possible. The controller should allocate numbers in sequence with the first aircraft being
allocated Speechless 1 as the callsign.
Depending on the answer the controller is to then ascertain if there

are any other forms of emergency:
peechless 1, do you have

S
any other form of [practice]
emergency?
10.40 If the aircraft indicates a further emergency then the questions in the
table below should be asked in sequence moving to the appropriate
column for aircraft type (once ascertained if required) if the answer to
one of the main questions is no. These questions are not intended to
provide an answer to all possible emergencies and controllers must be
prepared to adapt to any given situation.
July 2013 Page 21

Table 6
Main Supplementary Questions

Question Fixed Wing Rotary Wing
Can you Are you flamed out? Do you have a control
maintain problem? Do you have an
Are you short of oxygen? Are
height? engine failure?
you affected by icing?
Are you affected by icing?
Can you carry Are you short of fuel? Are Are you short of fuel?
out a normal you asymmetric?
Do you have single engine
recovery?
Do you have an instrument failure?
failure?
Do you have an instrument
Do you have electrical failure?
failure? (see note)
Do you have electrical failure?
Do you have hydraulic Do you have hydraulic failure?
failure? (see note)
Can you carry Do you have an undercarriage Do you have an undercarriage
out a normal problem? problem?
landing?
Do you have a brake failure? Can you hover?
Do you intend to engage the Do you require a running

cable? Do you require the landing?
barrier?
NOTE: If it is established that the aircraft type is a Tornado, then

controllers should ask if the aircraft has a wing sweep failure.
10.41 From this point, the controller should ascertain the type of recovery
required, identify the aircraft and provide positioning instructions
for the requested recovery procedure. It may also be necessary
to ascertain whether there are any casualties on board. If the list
becomes exhausted without ascertaining the emergency then the
controller may use additional questions to understand the problem but
not to the detriment of providing appropriate control to recover the
aircraft expeditiously. Furthermore, if the pilot indicates the aircraft
has suffered a further emergency at any point beyond either the
speechless emergency or any other identified through questioning, then
the controllers should start the questioning process again, time and
circumstances permitting.
July 2013 Page 22

A pilot, when calling for either an actual or practice speechless

recovery, may already be receiving a radar service from the
controller, which may assist identification:
peechless aircraft, were

S
you formerly (callsign)?
10.42 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:
l l l l Speechless aircraft,
Markston talkdown, are you
Speechless 1 from Markston
Director?
A gear check for a Speechless aircraft must be a direct question:
peechless 1, is your gear

S
down?
Military Missed Approach

10.43 At variance to Chapter 4, an ATCO instructing an aircraft carrying out an
instrument approach at a military unit to carry out a Missed Approach
Procedure will use the following phraseology:
auntlet 25, execute Missed

G Executing Missed
Approach Procedure, Approach Procedure,
acknowledge Gauntlet 25
10.44 Within the visual circuit, the phraseology defined within Chapter 4 is to
be used. On being instructed to go around, the aircraft is to break off
the approach and climb to circuit height, normally on the deadside (or as
briefed, if different, at specific aerodromes).
Suspension of RT Procedures
10.45 Aircraft may require to operate in a specified area or on an area of an
aerodrome without making RTF transmissions that would normally be
required. The request to suspend such transmissions is referred to
July 2013 Page 23

as operating ‘negative RT’ and the associated phraseology is as

follows:
otor 99, request

R otor 99, negative RT
R
operate for (number) approved, for (number)
minutes no RT minutes, remaining
southside southside
otor 99, request Ops

R
Rotor 99, Ops normal
normal*
perating full RT,

O
Rotor 99, operate full RT
Rotor 99
* The time between Ops Normal calls will be covered in local flying orders.
Formations in Trail
10.46 The request for conducting a trail approach shall be made as follows:
(Callsign), request trails (Callsign), trails approach

approach [(number) approved
aircraft or elements]
Contact Lost
10.47 The term “Contact Lost” when used by a pilot refers to a situation
where one or more elements of an aircraft formation loses visual
or station keeping equipment contact with one or more elements
of the formation. In this instance the formation will invoke standard
procedures to establish separation between the elements and the
controller must be prepared for a request to identify individual formation
elements in order to provide a service and potentially pass instructions
aimed at allowing the formation to rejoin. Upon losing contact within a
formation, pilots may set transponder code to 7700.
Freecall and Continue With

10.48 The term “Freecall” is used by a controller to indicate to the pilot that
landline communication to the next controller has not been possible
prior to transfer position. The pilot should then be prepared to give full
position, heading and level information to the next controller.
July 2013 Page 24

anger 22, unable to

R Freecall Wadford
arrange a handover to Approach 345.675,
Wadford, your position 10 Ranger 22
miles east of Smallville,
freecall Wadford Approach
345.675
10.49 The term “Continue With” is used by a controller to indicate to the

pilot that his flight details and profile have been prenoted to the next
controller, but it is not possible to effect a formal radar handover.
ission 59C, unable to

M Continue with Wadford
arrange a handover to Approach 345.675,
Wadford, your position 10 Mission 59C
miles east of Smallville,
continue with Wadford
Approach 345.675
Aerobatics and General Handling

10.50 The term “Block” can be used to describe a height band that an aircraft
requires to operate in. The aircraft will subsequently manoeuvre not
below the lowest specified level and not above the highest specified
level. Normally, the levels will be specified in terms of flight levels.
55, request operate in

C 55, operate in the block
C
the block 120 to 190 Flight Level 120 to Flight
Level 190
Passing the Number of Persons on Board (POB)

10.51 The pilot should pass the POB in accordance with local or national
orders. If not passed, controllers may need to request POB from
the pilot.
C55, request POB C55, (number) POB
July 2013 Page 25

Clearances with an Occupied Runway

10.52 Where approved, in order to maintain an expeditious flow of air traffic,
there are occasions where a controller may utilise clearances where the
runway in use is still occupied by another aircraft. Whilst the controller
is providing these clearances based on a professional assessment of
the situation, it is incumbent on the pilot to make the final decision
to execute the clearance. These 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.
(Callsign), cleared to land and, [(traffic details)],

L
[(traffic details)*] (callsign)
(Callsign), cleared touch and ouch and go with one

T
go, one ahead [(aircraft ahead, (callsign)
type**)]
* The controller may include the aircraft type if it is considered necessary to aid clarity. Local
orders may dictate how much of the approach end of the runway must be available before this
clearance can be issued.
** The aircraft ahead must have commenced the acceleration stage of the Touch and Go before
this clearance is issued.
Formation Clearances
10.53 Individual elements of a formation may be issued clearances to land
before the preceeding element has reached the runway. The formation
elements are responsible for their own separation on final and are
responsible for executing fast and slow lane procedures as covered in
their own formation briefings.
(Callsign) one, final gear (Callsign) one, cleared to

down [(intentions)] land
(Callsign) two, final gear (Callsign) two, cleared to

down [(intentions)] land in turn
July 2013 Page 26

TACAN Specific Phraseology

Initial positioning:
Markston Approach, YT 21, Markston Approach,

V
VYT 21, 320 Markston identified flight level 110,
at 25 miles heading own navigation to the initial
170, flight level 110, approach fix, report steady
request TACAN to ILS with heading
10.54 The controller should ascertain whether the pilot requires to conduct
any holding at the Initial Approach Fix and ask the pilot to report
approaching the fix. Once the pilot makes the report the phraseology
will depend on whether holding is required.
Holding required:
(Callsign), approaching (Callsign), report established

the fix in the hold
(Callsign), established (Callsign), report

in the hold approaching the fix ready for
the procedure
(Callsign), approaching (Callsign), clear TACAN

the fix ready for the approach, Runway
procedure (designator) QFE (number),
report leaving flight level
(number), [two thousand
foot wind (2000ft wind)]
10.55 The controller may inform the pilot of the time at which an aircraft will
be permitted to continue its flight or when a further clearance will be
given.
10.56 If holding is not required and an immediate clearance can be issued,

then the clearance phrase above can be used on the first report from
the pilot. If a clearance for the procedure cannot be issued at any point:
(Callsign), approaching (Callsign), continue to hold,

the fix ready for the report approaching the fix
procedure
July 2013 Page 27

Radar PFL
Initial Call:
Markston Approach, VYT 21,

(position), FL/Altitude (number),
request Radar PFL
10.57 In a real flameout situation, the appropriate emergency message will

be passed by the aircraft and a Radar Forced Landing undertaken.
Identification should be as expeditious as possible, taking into account
the limitations of an aircraft suffering this type of emergency.
Homing:
21, set heading (number)

V Heading (number)
degrees degrees, V 21
21, identified Traffic

V
Service, report accelerating*
* Ranges to be passed every 1 NM prior to acceleration, then every ½ NM thereafter.
21, turn left/right (number)

V Left/right heading
degrees heading (number) (number) degrees, V 21
degrees, range .....
Accelerating, V 21
Joining the Visual Circuit:
21, report aerodrome in

V erodrome in sight, V
A
sight 21
21, continue with

V
Markston Tower, stud/freq
July 2013 Page 28

Controlled Descent through Cloud (QGH)

10.58 Controlled descent through cloud (QGH) procedures are designed to
enable a pilot, with the assistance of a ground-interpreted DF aid, to
descend through 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.
High Level QGH

Initial Call:
Markston Approach, Gauntlet

25, position (number), FL/
Altitude (number), request QGH
Homing:
auntlet 25, Markston

G Steady heading
Approach, heading for (number) degrees,
Markston (number) maintaining FL
degrees*, fly at FL (number), Gauntlet 25
(number)**
* QDMs or QTEs should be obtained at intervals as required to home aircraft to the overhead.
** Aircraft are to be homed at quadrantal or semi-circular flight levels unless local orders say
otherwise.
Overhead:
auntlet 25, transmit for

G Transmitting for
overhead overhead, Gauntlet 25
auntlet 25, indicating

G
overhead, turn left/right
heading (number) degrees
10.59 Two overhead indications are required (DF) to confirm aircraft overhead.
July 2013 Page 29

Outbound:
10.60 Descent commences when trace indicates aircraft within 60° either
side of ideal outbound QDM or QTE. QDMs or QTEs are checked and
corrected as required on outbound leg.
auntlet 25, steady

G auntlet 25, set QFE
G
heading (number) (number) hectopascal
degrees
QFE (number)
hectopascal set,
Gauntlet 25
auntlet 25, descend to

G
height (number) feet (IAH),
report turning left/right at
(number) feet*
* Turning height is normally half the initial approach height.
Turning Inbound:
auntlet 25, turning

G auntlet 25, turn left/right
G
left/right heading (number) degrees,
report steady, report
approaching (number) feet
(IAH)
auntlet 25, steady

G
heading (number)
degrees, will report
approaching (number)
feet
July 2013 Page 30

Inbound (Final Approach):
10.61 QDM checks are obtained until the aircraft is safely within the final
approach area. Aircraft to be maintained within the final approach area.
Gauntlet 25, auntlet 25, continue

G
approaching (number) descent to MDH
feet
or,
auntlet 25, maintain FL

G
(number)
or,
auntlet 25, descend to

G
height (number) feet
auntlet 25, report

G erodrome in sight,
A
aerodrome in sight Gauntlet 25
Low Level QGH

Initial Call:
arkston Approach, UAS 21,

M
position (number), FL/Altitude
(number), request QGH
10.62 Except in emergency, if the aircraft is below the minimum safe flight
level, safety height or altitude, it is not to be homed. Appropriate
instructions are to be given to the pilot to climb to a safe height or
altitude.
Homing:
AS 21, Markston
U Steady heading
Approach, set heading (number) degrees,
(number) degrees, fly at FL/ maintaining FL/feet
feet (number)* (number), UAS 21
* If below Transition Level, RPS to be given.
July 2013 Page 31

10.63 QDMs or QTEs should be obtained at intervals as required to home

aircraft to the overhead.
Overhead:
Transmitting for
U 21, transmit for overhead
overhead, U 21
21, indicating overhead,

U
turn left/right heading
(number) degrees
10.64 Two overhead indications are required (DF) to confirm aircraft overhead.
Outbound:
10.65 When aircraft is steady outbound, the controller is to start timing the
outbound run according to aircraft speed and wind effect.
21, steady heading

U 21, set QFE (number)
U
(number) degrees hectopascal
QFE (number)
hectopascal set, U 21
21, descend to height

U
(number) feet
Inbound Turn:
10.66 The inbound turn is to be given at the end of the timed run. Turn should
normally be level; however, exceptionally, a turn may be given while
in the descent but a minimum of 1000 ft obstacle clearance is to be
maintained.
Inbound (Final Approach):
10.67 QDM checks are obtained until the aircraft is safely within the final
approach area, which should then be maintained.
21, steady heading

U 21, continue descent to
U
(number) degrees MDH
July 2013 Page 32

21, maintain (number)

U
feet, report aerodrome in
sight
21, report aerodrome

U
U 21, aerodrome in sight
in sight
Flameout Spiral Descent

10.68 In a real flameout situation, the appropriate emergency message will be
passed by the aircraft with a request for a flameout recovery (FO).
Initial Call:
Markston Approach, Gauntlet

25, position (number), FL/
Altitude (number), request PFO
Homing:
auntlet 25, Markston

G Steady heading
Approach, set heading (number) degrees,
(number) degrees, report QFE (pressure) hPa set,
steady, set QFE (number) Gauntlet 25
mb
auntlet 25, pass altitude/

G
height with all transmissions
(Number) feet,
Gauntlet 25
auntlet 25, the safety

G
height is (number) feet*,
report passing 8000 feet
and 4000 feet
July 2013 Page 33

(Number) feet,
Gauntlet 25
auntlet 25, this will be a

G
left/right hand spiral from
the overhead**
* Visiting aircraft are to be advised if significant high ground within 10 NM of the aerodrome.
** Direction of spiral should be as visual circuit in use.
Overhead:
auntlet 25, transmit for

G Transmitting for
overhead overhead, (number)
feet, Gauntlet 25
auntlet 25, indicating

G
overhead, commence spiral
left/right, report cardinal
headings with height
ommencing spiral left/

C
right, (number) feet,
Gauntlet 25
Passing N/S/E/W,
(number) feet, Gauntlet 25, continue spiral
Gauntlet 25
or,
auntlet 25, stop turn

G
heading (number) degrees
auntlet 25, recommence

G Spiral left/right,
spiral left/right (number) feet,
Gauntlet 25
July 2013 Page 34

assing 8000 feet,

P
Gauntlet 25
assing 4000 feet,

P
Gauntlet 25
auntlet 25, continue spiral,

G Breaking cloud,
report breaking cloud Gauntlet 25
auntlet 25, approaching

G erodrome in sight,
A
safety altitude/height, Gauntlet 25
aerodrome on your left/right,
report visual
auntlet 25, continue with

G
Markston Tower (frequency)
No Compass/No Gyro
10.69 If a controller observes an aircraft that does not appear to be tracking
as expected for the heading provided or notified by the pilot, the
controller may suspect that the aircraft has suffered a compass and/
or gyro failure. Initially, the controller will confirm the heading that the
aircraft is following and thereafter may invoke the No Compass/No
Gyro procedure.
(Callsign), heading
(Callsign), confirm heading
(heading)
(Callsign), suspect (Callsign), adopting [no

unserviceable compass and compass or no gyro]
gyro. Adopt no compass no procedure, this is [not] a
gyro procedure, make all practice
turns rate one, start and
stop turns on the executive
word now. [Is this a
practice?]
July 2013 Page 35

10.70 Once the procedure has been adopted turn instructions will be as
follows:
(Callsign), turn [left or right] urning [left or right],

T
now (callsign)
(Callsign), stop turn now Stop turn, (callsign)
Supersonic Flight
10.71 The phrase used to approve the commencement of a supersonic run is
as follows:
auntlet 25, cleared to accelerate,

G
report supersonic and subsonic
Military Aerodrome Traffic Zones (MATZ) and Penetration

Services
10.72 Comprehensive details of MATZ and the associated penetration
service, including controlling aerodromes, contact frequencies and
hours of watch, are contained in the UK AIP ENR Section, AICs, AIP
Supplements or System NOTAM.
10.73 While every effort will be made to ensure safe separation, some civil
aircraft flying within the MATZ may not be known to controllers and
therefore pilots should keep a careful look-out at all times.
10.74 Pilots requiring a MATZ, and where appropriate, ATZ penetration

service must establish two way RTF communication on the appropriate
frequency with the aerodrome controlling the zone when 15 NM or
5 min flying time from the boundary whichever is the sooner, and
request approval to penetrate the MATZ, and if appropriate ATZ. When
requested by the controller to ‘pass your message’ the pilot should pass
the following information:
1. Aircraft Callsign/Type
3. Present Position
July 2013 Page 36

4. Level
5. Additional details/Intention (e.g. Flight Rules, Next Route Point)

G-ABCD, request MATZ Approach, pass your
and ATZ penetration message
-ABCD, Cessna 172,

G
over Middleton, altitude
2500 feet Wessex
Wells
-CD, MATZ and ATZ

G
penetration approved, cross
MATZ at 1500 ft on
Westbury QFE 1001
MATZ and ATZ

penetration approved,
cross MATZ at 1500 ft
on Westbury QFE
1001, G-CD
-CD, report entering and

G
leaving the MATZ
Wilco, G-CD
10.75 When it is not possible for the controller to approve a penetration of the
ATZ, the controller shall advise the pilot.
-CD, MATZ penetration approved,

G
remain outside the ATZ
10.76 Whilst working a MATZ unit, pilots are expected to comply with any
instructions issued by controllers and maintain a listening watch on
the allocated RTF frequency. They should not change heading or level
July 2013 Page 37

without giving prior warning and should advise when leaving the MATZ.
At some MATZ units, the Zone controller is responsible for MATZ
penetration services.
10.77 When crossing a CMATZ it is the responsibility of the pilot to ensure

that clearance is obtained to transit each individual ATZ embedded
therein. The pilot, in his request for clearance to transit the CMATZ,
may ask the controller to 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.
G-CD, request -CD, penetration of

G
penetration of Westbury MATZ approved.
Westbury MATZ and Remain outside the
ATZ and Eastbury ATZ Westbury and Eastbury ATZ
Military Safety Broadcast – Securité

10.78 Military ground stations may commence a broadcast message with
‘SECURITÉ SECURITÉ SECURITÉ’ (SEC-URI-TAY spoken three times)
to inform all traffic that the message contains information affecting
safety, but not an emergency situation. Aircraft acknowledgement is
not required, however aircraft may contact the ground station to obtain
further details.
ECURITÉ SECURITÉ SECURITÉ,

S
All traffic, Westbury Approach, D527
now active for live firing, surface to
2500 feet
July 2013 Page 38

CAP 413 Chapter 11: Phraseology Examples
Chapter 11
11
Phraseology Examples
Examples of Types of Flights
Introduction
11.1 An example of an IFR flight from one major airport to another, and an
example of a VFR flight from a provincial aerodrome to a landing site,
are given in graphic form in this Chapter. The latter then changes to
an IFR flight on departure again to illustrate the differences between
Deconfliction Service and Traffic Service (see Chapter 6). The agencies
are described in Figure 1.
Figure 1 Diagram Key
July 2013 Page 1

An IFR Flight
Start up
Figure 2 IFR – Start Up Approval
Stourton Ground, tation calling Stourton

S
BIGJET 347, Radio Ground say again your
check 118.3 callsign
Stourton Ground,
BIGJET 347, radio
check 118.3
IGJET 347, Stourton

B
Ground, readability 5
round, BIGJET 347,

G
stand 24, information
bravo, QNH 1011
request start up
IGJET 347, start up

B
approved
NOTE: The word ‘APPROVED’ is used – not ‘CLEARED’.
July 2013 Page 2

ATC Clearance
Figure 3 IFR – ATC Clearance
IGJET 347 is cleared to

C
Kennington via A1 at FL60, at FL60, request level
squawk 5501 change en-route,
squawk 5501,
BIGJET 347
BIGJET 347, correct
NOTES:
1 The word CLEARED is introduced.
2 A full readback of a clearance is required.
July 2013 Page 3

Pushback and Taxi

Figure 4 IFR – Pushback Approval
round, BIGJET 347,

G IGJET 347, pushback
B
request pushback approved
The word ‘APPROVED’ is used – not ‘CLEARED’.

NOTE:
Figure 5 IFR – Taxi Instructions
round, BIGJET 347,

G IGJET 347, taxi holding
B
information Charlie point G2 runway 24
QNH 1011 request taxi
axi holding point G2

T
IGJET 347, contact

B
Stourton Tower 118.950
Stourton Tower
118.950, BIGJET 347
July 2013 Page 4

Pre-departure and Take-off
Figure 6 IFR – Departure Instructions and Line-up (i)
Stourton Tower, BIGJET IGJET 347, Stourton

B
347, ready for departure 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 crossing
upwind end of runway
ine up and wait,

L
BIGJET 347
NOTES:
1 ‘DEPARTURE’ employed and not ‘TAKE-OFF’.
2 ‘CLEARED’ is not used in these cases – see next ‘Notes’.
3 Full readback is required for instructions to ENTER, LAND, TAKE-
OFF ON, BACKTRACK, HOLD SHORT OF, OR CROSS a runway.
4 ‘LINE UP AND WAIT’ (plus reason) is employed; ‘LINE UP’ (only)
may also be used.
July 2013 Page 5

Figure 7 IFR – Take-off Clearance

B leared for take-off,
C
take-off surface wind calm BIGJET 347
NOTES:
1 TAKE-OFF – these words are only used when an aircraft is cleared

for TAKE-OFF.
2 TAKE-OFF clearance requires readback.
3 Use of CLEAR is restricted to:
a) ATC clearances.
b) Departure and Approach instructions.
c) Take-off and landing clearances.
July 2013 Page 6

Figure 8 IFR – Airborne Report
IGJET 347, contact

B rayton Control 129.1,
W
Wrayton control 129.1 BIGJET 347
Full readback of frequency change.

NOTE:
July 2013 Page 7

En-Route
Figure 9 IFR – Departure Report
Wrayton Control, BIGJET 347, Wrayton

BIGJET 347, passing Control, climb FL280 report
altitude 3000 feet reaching
Stourton QNH 1011
turning inbound Wicken
climbing FL60
requesting FL280
Climbing FL280 Wilco,

BIGJET 347
NOTES:
1 Full readback of level instruction.
2 REPORT instruction employed.
July 2013 Page 8

Figure 10 IFR – Position Report

B
FL130 climbing FL280 BIGJET 347, Roger
Marlow 07
Position report consists of:

NOTE:
1. Aircraft identification.
2. Position.
3. Time.
4. Level.
5. Next position and ETA.
July 2013 Page 9

Figure 11 IFR – Level Report
IGJET 347, reaching

B
BIGJET 347
FL280
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 12 IFR – Position Report
IGJET 347, Marlow 08

B
BIGJET 347
FL280 Colinton 48
July 2013 Page 10

Figure 13 IFR – Descent Clearance
IGJET 347, request

B IGJET 347, descend FL120
B
descent cross Colinton FL170 or
above
escending FL120 will

D
cross Colinton FL170 or
above, BIGJET 347
July 2013 Page 11

Figure 14 IFR – ATC Request and Instruction
IGJET 347, report your

B IGJET 347, passing
B
level FL225
IGJET 347, Roger. Are you

B
able to cross Colinton at
time 52
Affirm, BIGJET 347
IGJET 347, cross Colinton

B
52 or later
ross Colinton 52 or
C
later, BIGJET 347
NOTE: AFFIRM/NEGATIVE are used when a question requires a direct

answer.
July 2013 Page 12

Figure 15 IFR – Pilot Request
IGJET 347, Colinton

B IGJET 347, Roger. Route
B
52 FL180 descending direct to North Cross.
FL120 request direct Descend FL60. Report West
North Cross for ILS abeam KTN
approach at Kennington
irect North Cross

D
descend FL60. Wilco,
BIGJET 347
July 2013 Page 13

Figure 16 IFR – Descent to FL100
BIGJET 347, West IGJET 347, Roger. Contact

B
abeam Kennington 03 Kennington Approach
FL100 descending FL60 119.750
North Cross 11
Kennington Approach
119.750, BIGJET 347
FL100 spoken as “flight level WUN HUN DRED”

NOTE:
July 2013 Page 14

Figure 17 IFR – Contacting Approach Control

B
BIGJET 347, FL90 Approach, vectoring for ILS
descending FL60 approach runway 28
approaching North
Cross information Golf
ILS RW 28, BIGJET 347
IGJET 347, Leave North

B
Cross heading 120 degrees
eave North Cross

L
BIGJET 347
NOTE: Full readback of HEADING (and speed) instructions; also runway

identifier.
July 2013 Page 15

Figure 18 IFR – Vectoring for Approach
IGJET 347, North

B IGJET 347, descend to
B
Cross FL60 heading altitude 2500 feet QNH
120 degrees 1011
escend to altitude
D
2500 feet QNH 1011,
BIGJET 347
IGJET 347, position 10

B
miles northeast of
Kennington
BIGJET 347

B
heading 190 degrees base
leg 14 miles northeast of
Kennington
ight heading 190

R
degrees, BIGJET 347
July 2013 Page 16

Figure 19 IFR – Intercepting the Localiser

B ight heading 240
R
IGJET 347, closing final

B
approach track from the
right 12 miles from
touchdown
BIGJET 347
IGJET 347, closing the

B
localiser from the right,
report established
Wilco, BIGJET 347
July 2013 Page 17

Figure 20 IFR – Landing Clearance
IGJET 347, localiser

B BIGJET 347, cleared ILS
established approach runway 28,
QNH 1008
leared ILS approach

C
runway 28, QNH 1008,
BIGJET 347
IGJET 347, contact

B
Kennington Tower 118.925
Kennington Tower
118.925, BIGJET 347
Kennington Tower, IGJET 347, Kennington

B
BIGJET 347, long final Tower, runway 28 cleared to
runway 28 land surface wind 240 10
unway 28 cleared to
R
land, BIGJET 347
Surface wind: ‘Degrees’ and ‘Knots’ may be omitted.

NOTE:
July 2013 Page 18

Figure 21 IFR – Vacate the Runway
BIGJET 347, vacate Vacate right,

convenient right BIGJET 347
Figure 22 IFR – Runway Vacated
IGJET 347, runway

B
vacated
VACATE runway and not CLEAR runway.

NOTE:
July 2013 Page 19

A VFR/IFR Flight
11.2 This particular example is aimed at the pilot flying outside controlled
airspace under services provided by the military in the UK (Westbury)
to show the slight differences that exist from civil ATS as portrayed in
previous Chapters.
Engine Start and Departure Information
Figure 23 VFR – Start up and Taxi

radio check 118.7 readability 5
Borton Tower, G-ABCD,

Slingsby T67 starting,
request departure
information
-CD, departure runway

G
24 surface wind 220 6,
temperature +6 dew
point +3
unway 24 QNH 997

R
hectopascals, G-CD
-CD, negative. QNH 990

G
hectopascals
July 2013 Page 20

NH 990 hectopascals,
Q
G-CD
Borton Tower, G-ABCD, -CD, taxi holding point G1

G
T67 at the south side runway 24 via taxiway
hangars request taxi for Charlie QNH 990
VFR flight to Walden hectopascals
olding point G1
H
Charlie QNH 990
hectopascals, request
surface wind, G-CD
G-CD, surface wind calm
G-CD, request
departure on runway 14
-CD, taxi holding point A1

G
runway 14
axi holding point A1

T
runway 14, G-CD
July 2013 Page 21

Pre-departure and Take-off
Figure 24 VFR – Departure Instructions and Take-off Clearance
-CD, ready for

G -CD, left turn approved.
G
departure request left After departure climb not
turnout heading 330 above altitude 2500 feet
degrees until reaching the zone
boundary
eft turn approved. Not

L
above altitude 2500 feet
until zone boundary,
G-CD
-CD, runway 14 cleared for

G
take- off surface wind 220 4
unway 14 cleared for

R
take-off, G-CD
NOTES:
1 DEPARTURE used not TAKE-OFF.
2 APPROVED used not CLEARED.
3 Full readback of departure clearance.
4 Runway identified as in this case it is not the runway in use.
5 Readback of take-off clearance.
July 2013 Page 22

Post Departure Flight
Figure 25 VFR – Departure Report
-CD, contact Borton

G Borton Approach
Approach 118.750 118.750, G-CD
Borton Approach,
G-CD, Roger. Report
G-ABCD, airborne
reaching 2500 feet
runway 14 turning left
heading 330 degrees
climbing to altitude
2500 feet QNH 990
hectopascals, en– route
Walden
Wilco, G-CD
-CD, reaching altitude

G G-CD, Roger report at the
2500 feet zone boundary
Wilco, G-CD
-CD, zone boundary

G -CD, Roger, Wessex 988
G
changing to Wrayton hectopascals
Information 125.750
July 2013 Page 23

Wessex 988
hectopascals, G-CD
NOTES:
1 REPORT introduced.
2 CHANGING TO announces intention to change frequency.
3 Transmission of WESSEX Regional Pressure Setting is limited to

regional name and pressure.
En-route Flight
Figure 26 VFR – Request for Basic Service
Wrayton Information, G-ABCD, Wrayton

G-ABCD, request Basic Information, pass your
Service message
rayton, G-CD, Cessna

W
172, from Borton to
Walden, 15 NM south
of Wrayton, altitude
2500 feet Wessex
Walden
G-CD, Roger. Basic Service
July 2013 Page 24

Basic Service, G-CD
-CD, departed Seton

G -CD, departure time 38 will
G
at 38 request activate activate flight plan
flight plan
rayton, G-CD, request

W G-CD, Westbury Approach
VHF frequency for 119.725
Westbury
Wrayton Information,
G-CD, descending due
weather. Changing to
Westbury Approach for
Traffic Service
G-CD, Wessex 988

hectopascals
Wessex 988
hectopascals, G-CD
July 2013 Page 25

Flight Receiving Lower Airspace and MATZ Penetration Service

Westbury is a military unit.
NOTE:
Figure 27 VFR – LARS Traffic Service Request
Westbury Approach, G-CD, Westbury Approach,

G-ABCD, request Traffic pass your message
Service
-CD, Cessna 172 from

G
Borton to Walden, 15
NM south of Westbury,
altitude 2500 feet
Wessex 1008, VFR,
tracking to Wells,
Squawking 7000
G-CD, squawk 6512
Squawk 6512, G-CD
G-CD, identified. Traffic

Service
July 2013 Page 26

raffic Service, G-CD,

T
Request MATZ and ATZ
penetration
NOTE 1: Details of LARS and MATZ Penetration Service can be found

in the UK AIP, AICs and Temporary Supplements.
NOTE 2: When crossing a CMATZ it is the responsibility of the pilot to

ensure that permission is obtained to transit each individual
ATZ embedded therein. The pilot, in his request to transit 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 28 VFR – MATZ and ATZ Penetration
G-CD, report level G-CD, altitude 2900 feet
-CD, descend to height

G
1500 feet for MATZ
penetration QFE 981
hectopascals
July 2013 Page 27

escend to height 1500

D
feet QFE 981
hectopascals, G-CD
-CD, reaching 1500

G -CD, maintain 1500 feet
G
feet MATZ and ATZ penetration
approved
Wilco, G-CD
ilco, MATZ and ATZ

W
penetration approved,
G-CD
Figure 29 VFR – Join Request
-CD, entering MATZ

G -CD, Roger. Request
G
reduced traffic information join for one visual circuit
from ahead as you approach
my radar overhead
G-CD, Roger. Standby
July 2013 Page 28

-CD, one visual circuit

G
approved maintain 1500 feet
to overhead. Do you have
the field in sight?
aintain 1500 feet to

M
overhead. G-CD has the
field in sight
-CD, roger. Runway 27

G
right hand circuit height
1000 feet QFE 981
hectopascals
unway 27 right hand

R
circuit height 1000 feet
QFE 981 hectopascals,
G-CD
G-CD, request POB
1 POB, G-CD
G-CD, contact Westbury

Tower 132.850
Westbury Tower
132.850, G-CD
NOTES:
1 The question of landing fees etc. is not addressed in this scenario.
2 Circuit direction is only given when circuit is not left-hand.
3 Military units employ QFE in the circuit area, the instrument pattern
and for MATZ penetration.
4 POB – Total number of People on Board.
July 2013 Page 29

Flight in the Military Visual Circuit
Figure 30 VFR – Circuit Join
Westbury Tower, G-CD, Westbury Tower, join

G-ABCD, 2 miles overhead at 1500 feet for
southeast height 1500 runway 27 right hand QFE
feet QFE 981 981 hectopascals circuit
hectopascals to join for clear
one visual circuit
J oin overhead 1500 feet

runway 27 right hand
QFE 981 hectopascals,
G-CD
-CD, overhead 1500

G -CD, report downwind at
G
feet 1000 feet one fast jet joining
base leg to land
Wilco, G-CD
July 2013 Page 30

Figure 31 Military Visual Circuit Pattern
NOTES:
1 Downwind report is made abeam upwind end of runway. Aircraft

intentions are stated here.
2 ‘Final’ call is made just before turning base leg.
3 Military (jet) circuits tend to be relatively tight and are more oval-
shaped.
4 Military use ‘two in’, ‘three in’ etc. for number of aircraft present in
the visual circuit.
July 2013 Page 31

Figure 32 VFR – Downwind, DACS Request
(1)
-CD, downwind 1000

G -CD, surface wind 250 5
G
feet request touch and one ahead to land. DACS
go then depart to the request copied
northwest. Request
Crossing Service for
Danger Area 512
(2)
-CD, go around 500 feet

G
G-CD, final gear down
deadside one on remaining
o around 500 feet

G
deadside, G-CD
NOTES:
1 Surface wind is passed at downwind position.
2 An aircraft with retractable undercarriage will be expected to call

‘gear down’ or three greens with the final call.
3 ‘Go Around’ see Chapter 10 and Chapter 4.
July 2013 Page 32

Figure 33 IFR – Departure Instructions
-CD, at upwind end of

G pwind end of runway
U
runway turn right heading right heading 295 climb
295 climb to height 2000 to height 2000 feet QFE
feet QFE 981 hectopascals 981 hectopascals, G-CD
Figure 34 IFR – Departure Report
-CD, heading 295

G G-CD, contact Westbury
climbing to height Approach 119.725
2000 feet
Westbury Approach
119.725, G-CD
Full readback of clearance and frequency change.

NOTE:
July 2013 Page 33

Flight Receiving Lower Airspace Radar Service (LARS) and Danger Area
Crossing Service (DACS)
Figure 35 VFR – Requesting Deconfliction Service
Westbury Approach, G-CD, Westbury Approach,

G-ABCD, heading 295 squawk ident. What is your
maintaining height 2000 requested level?
feet QFE 981
hectopascals now IFR
requesting
Deconfliction Service
Ident G-CD, Request

FL45
G-CD identified,
Danger Area 527 active will
you accept a re-route?
affirm, G-CD
-CD, continue heading 295

G
climb FL45
eading 295 climbing

H
FL45, G-CD
NOTES:
1 AFFIRM used.
July 2013 Page 34

Figure 36 VFR – Report Leaving a MATZ
G-CD, leaving MATZ G-CD
G-CD, reaching FL45
-CD, Roger I will be turning

G
you right in 7 miles to regain
track
G-CD
Report leaving a MATZ.

NOTE:
July 2013 Page 35

Military Safety Broadcast – Securité

11.3 For details of the broadcast message ‘SECURITÉ’ see Chapter 10.
Callsign Prefix – ‘STUDENT’

11.4 On initial contact with Air Traffic Service Units (ATSUs) (including ATC
centres and aerodromes providing an ATC service, an Aerodrome FIS
(AFIS) or an AGCS), student pilots who do not yet hold a licence and
who are flying solo as part of their training are to prefix the aircraft
callsign with the word “STUDENT”.1 Once acknowledged, it will not
normally be necessary for student pilots to use the prefix in subsequent
transmissions until making initial contact with other ATSUs, unless
they feel they are being instructed to do something with which they are
unfamiliar.
11.5 ATS personnel will acknowledge the initial call, again using the prefix,
and can be expected, in so far as is practicable, to make due allowance
for the limited experience and ability of student pilots in determining
the pace and complexity of instructions and/or information which are
subsequently passed.
11.6 A solo student pilot experiencing an emergency and communicating

with a military unit or the D&D Section shall use the ‘STUDENT’ prefix
with the aircraft callsign as part of the distress or urgency message.
A military ground station or the D&D section receiving a distress or
urgency message from a student pilot may use this information on pilot
experience to render the most appropriate assistance. (See also Chapter
8, Emergency Phraseology.)
1 Although intended primarily for use by ab initio students, the prefix shall also be used in other
circumstances where, for example, the holder of a valid licence is returning to flying practice after a
significant absence and is undergoing renewal training involving solo flight conducted as a student
under the supervision of a flight instructor.
July 2013 Page 36

Figure 37 Callsign Prefix ‘STUDENT’
MAYDAY MAYDAY TUDENT G-ABCD, Roger

S
MAYDAY WRAYTON MAYDAY (any pertinent
CENTRE, STUDENT information)
G-ABCD, Piper
Cherokee Lost Above
Cloud Altitude 3000
feet Heading East
Endurance 1 hour
Flight Receiving Avoiding Action
Figure 38 Avoiding Action

G eft heading 230
L
left immediately heading degrees, G-CD
230 degrees pop-up traffic
12 o’clock 6 miles opposite
direction no height
information
NOTES:
1 This type of avoiding action when under Deconfliction Service is

given at the controller’s discretion for late sighting/pop-up traffic.
2 An unknown traffic call can be expected as follows: G-CD unknown

traffic 11 o’clock 6 miles crossing left to right no height, if not
sighted turn left heading 230 degrees.
July 2013 Page 37

Figure 39 Clear of Traffic
-CD, clear of traffic, turn

G ight heading 340
R
right heading 340 degrees degrees. Request
direct for Walden change to Wrayton
Information 125.750,
G-CD
-CD, squawk 7000 Freecall

G
Wrayton Information
125.750
Squawk 7000, G-CD
July 2013 Page 38

Flight Receiving En-Route Basic Service
Figure 40 VFR – En-route Reply to Pass Your Mesage
Wrayton Information, G-ABCD, Wrayton

G-ABCD, request Basic Information, pass your
Service message
-CD, Cessna 172,

G
15 NM south of
Westbury, altitude 2500
feet Wessex 1008, VFR
tracking to Wells,
request Walden
weather
-CD, Roger Basic Service,

G
standby for weather
Basic Service, G-CD
G-CD, Walden weather

available, are you ready to
copy?
Affirm, G-CD
July 2013 Page 39

-CD, Walden 0950 weather

G
runway 27, surface wind
calm, visibility 10 kilometres,
nil weather, few at 4000
feet, scattered at 8000 feet,
temperature +4. Dew
point +1
-CD, Roger, changing

G
to Wrayton 121.5 for
Practice PAN
G-CD
Flight Transmitting a Practice Pan

11.7 (121.5 – listen out before transmitting)
July 2013 Page 40

Figure 41 Practice Pan Call
ractice Pan, Practice

P -ABCD, this is Wrayton
G
Pan, Practice Pan, Centre continue with
Wrayton Centre, Practice Pan
G-ABCD
Wrayton Centre,
G-ABCD, Slingsby T67,
simulating rough
running engine, request
diversion to nearest
aerodrome, 20 miles
northwest of Westbury,
FL45, turning right
IMC rating, one person
on board squawking
7000 with Charlie
G-CD, Wrayton, squawk

7301 ident
7301 ident, G-CD
July 2013 Page 41

Figure 42 VFR – Practice PAN – Radar Identification

G eading 165 for
H
northwest of Westbury, turn approach to runway 09
right heading 165 for at Westbury, G-CD
Westbury for landing
runway 09 surface wind 270
3 knots
-CD, are you ready for

G
Westbury weather, 13 miles
northwest of Westbury
Wrayton, Westbury
weather not required
cancelling Practice Pan,
G-CD
-CD, Roger. Practice Pan

G
cancelled
-CD, changing to
G
Walden 135.250
G-CD, squawk 7000
7000, G-CD
July 2013 Page 42

NOTE 1: Use of the VHF International Emergency Service is detailed in

the UK AIP and AICs and Chapter 8, Emergency Phraseology.
NOTE 2: Controllers are not required to pass position information

when using SSR to identify an aircraft in uncontrolled
airspace. However, controllers may pass position information
to aircraft whenever they consider it necessary.
Arrival Flight (Aerodrome FIS)
Figure 43 VFR – AFIS Arrival
Walden Information, G-ABCD, Walden

G-ABCD, Request join Information, pass your
message
-ABCD, T67, 6 miles

G
southeast descending
to height 1000 feet for
landing
-CD, runway 27 QFE

G
986 hectopascals 3
aircraft in circuit
unway 27 QFE 986

R
hectopascals, G-CD
July 2013 Page 43

G-CD, joining leftbase G-CD
G-CD, final
-CD, runway occupied with

G
a PA28, surface wind 260 6
-CD, runway now vacated,

G
land at your discretion,
surface wind 270 10
G-CD, roger landing
G-CD
NOTES:
1 Joining Information is provided by FISOs at aerodromes and the

pilot should position accordingly.
2 Joining Instructions are only issued where an ATC service is

provided.
3 When taking off or landing, the pilot should state his intention when
options are available e.g. landing/going around, taking off/holding
position.
July 2013 Page 44

CAP 413 Appendix 1: UK Differences to ICAO Radiotelephony Procedures
Appendix 1
AA
UK Differences to ICAO Radiotelephony Procedures
A1 ICAO sets out standard international phraseology for communications

between air traffic services and pilots in several documents including
Annex 10 Volume 2 (Communications Procedures) to the Convention
on International Civil Aviation and ICAO PANS-ATM (Procedures for Air
Navigation Services – Air Traffic Management) Doc. 4444.
A2 Where the ICAO standard phraseology may be misunderstood, or has

weaknesses in the UK environment, different phraseology has been
specified for use (and notified to ICAO). In the UK, air traffic service
units and pilots are expected to comply with the phraseology and
procedures described in main text of this document.
A3 When communicating with air traffic service units in other States pilots
should use phraseology and procedures set out by ICAO (subject to any
differences notified by that State).
A4 Significant differences between the ICAO standard phraseology and

that specified for use in CAP 413 are described in the table (below).
Source/ Details of ICAO/UK Difference Reason/Remarks

Additional
Information
Annex 10 Phraseology FLIGHT LEVEL To avoid potential confusion

ONE ZERO ZERO (ICAO) is not with adjacent flight levels
See UK AIP
used in the UK. In the UK flight and misidentification of
GEN 1.7
levels ending in hundreds are cleared levels e.g. FLIGHT
transmitted as HUNDRED e.g. LEVEL ONE ZERO ZERO
FLIGHT LEVEL ONE with FLIGHT LEVEL ONE
HUNDRED. ONE ZERO.
Annex 10 In the UK, the name of either To aid recognition by the
the aircraft manufacturer, or ground station and/or other
See UK AIP
name of the aircraft model, or aircraft that the aircraft
GEN 1.7
name of the aircraft category transmitting is of a particular
(e.g. helicopter or category and may
gyrocopter) may be used as a manoeuvre differently or
prefix to the callsign. require special handling.
July 2013 Page 1

Source/ Details of ICAO/UK Difference Reason/Remarks

Additional
Information
Annex 10 In the UK CONTACT shall have This shortens a pilot’s first

the meaning “Establish call on the next ATS unit/
See UK AIP
communications with...(your frequency, as he/ she knows
GEN 1.7
details have been passed)”. he/she does not have to
pass full details.
Annex 10 In the UK the additional term This informs the pilot he/she
– FREECALL shall have the will have to pass full details
See UK AIP
meaning “CALL (unit) (your to the next ATS unit/
GEN 1.7
details have not been frequency on first contact.
passed)”.
Source/ Details of ICAO/UK Reason/Remarks

Additional Difference
Information
ANNEX 10 and RECLEARED (ICAO) is only The direction of vertical
used in the UK for route movement, provided by
PANS-ATM
clearances and not for vertical CLIMB and DESCEND, acts
See UK AIP clearances. as a check in some
GEN 1.7 circumstances when a pilot
misinterprets a call not
directed at him/her.
Annex 10 The following method of The UK procedure is in
acknowledging receipt is not accordance with the
See UK AIP
used in the UK. examples in ICAO Doc
GEN 1.7
‘The callsign of the aircraft 9432 (1990) Manual of
followed if necessary by Radiotelephony, which are
callsign of the aeronautical different to those described
station’ (ICAO). (CALLSIGN) in ICAO Annex
ROGER is used in the UK.
10 Aeronautical
Telecommunications.
July 2013 Page 2


Information
PANS-ATM The ICAO phraseology for AFTER is used instead of
conditional line-up clearance BEHIND to describe more
See UK AIP
BIGJET 347, BEHIND THE clearly ‘sequential following’
GEN 1.7 and
DC9 ON SHORT FINAL, LINE rather than ‘further back’.
3.3.3
UP BEHIND (ICAO) is not The reiteration of the
used. condition at the end of the
phrase is considered to
In the UK the phrase BIGJET
reduce the clarity of the
347 AFTER THE LANDING
instruction.
DC9 LINE UP is used.
PANS-ATM In the UK an additional phrase, This phrase may be used

LAND AFTER THE (Aircraft under certain conditions and
See UK AIP
Type) is used. indicates that a preceding
GEN 1.7
aircraft is not clear of the
runway.

Information
CAP 413 In the UK, additional phrases, These phrases may be used
Chapter 4 LAND AT YOUR DISCRETION under certain conditions
and TAKE-OFF AT YOUR and indicate that a landing
Note:
DISCRETION are used. clearance or a take-off
phraseology
clearance cannot be issued
used by Flight
and any landing or take-off
Information
is to be conducted at the
Service Officers
pilot’s discretion.
at aerodromes
and by
controllers in
relation to
specified
helicopter
manoeuvres
July 2013 Page 3


Information
Annex 10 The following method of When there little possibility
ending conversations is not of confusion or
See UK AIP
used in the UK. ‘A misunderstanding, the word
GEN 1.7
radiotelephone conversation OUT is normally omitted.
shall be terminated by the
receiving station using its
own callsign’ (ICAO).
In the UK the word OUT is

used to indicate that the
transmission has ended and no
response is expected.
Annex 10 Radiotelephony Reply Omitting the ground station

Procedure callsign may reduce RTF
See UK AIP
congestion and therefore
GEN 1.7 In the UK under certain
improve safety standards at
circumstances the answering
busy ATC units.
ground station may omit its
callsign.
See UK AIP Helicopter Phraseology To reduce the possibility of
Gen 1.7 misunderstanding, several
Additional radiotelephony
additional terms pertaining
terms for helicopter operations
to rotarywing operations are
are defined for use in the UK.
defined for use in the UK.
Annex 10 Listening Watch on 121.5 VHF emergency channel
MHz ICAO requirements for frequency
See UK AIP
Aeronautical Station Listening
GEN 1.7 121.5 MHz is not routinely
Watch on VHF emergency
monitored at civil
channel 121.5 MHz are not
aerodromes, however, it is
applied in the UK.
monitored H24 at Area
Control Centres with
coverage over most of the
UK above 3000 ft amsl.
July 2013 Page 4


Information
PANS ATM For level changes and reports, TO is not used in
TO shall only be used in connection with Flight
See UK AIP
connection with altitude or Levels, in order to reduce
GEN 1.7
height, e.g. DESCEND TO the possibility of
ALTITUDE misunderstanding in
circumstances where the
3000 FEET. It is not used
Flight Level includes the
when describing Flight Levels,
figure two, e.g. FLIGHT
e.g. CLIMB FLIGHT LEVEL
LEVEL 220.
250.
PANS-ATM ‘CRUISE CLIMB’ is not used in
the UK.
See UK AIP
GEN 1.7

Information
PANS-ATM Avoiding Action
See UK AIP For avoiding action the

GEN 1.7 following phraseology will be
used:
AVOIDING ACTION, TURN

LEFT (OR RIGHT)
IMMEDIATELY HEADING
(three digits). TRAFFIC
(bearing by clock reference
and distance).
See UK AIP Student Pilots The use of this term has
GEN 1.7 been introduced to alert
In the UK, pilots may hear the
controllers and other
term
airspace users to the
‘STUDENT’ as part of the RTF presence of student pilots
callsign. flying solo.
July 2013 Page 5


Information
See UK AIP Reduced Runway
GEN 1.7 and Separations When using
3.3.3 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 Unlawful Interference
GEN 1.7
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
UNITED KINGDOM
AIRSPACE/TO INFORM YOU
THAT LANDING CLEARANCE
HAS BEEN REFUSED FOR
ANY AERODROME WITHIN
THE UNITED KINGDOM.
WHAT ARE YOUR
INTENTIONS?
I AM INSTRUCTED BY HER
MAJESTY’S GOVERNMENT
THAT YOU ARE TO HOLD AT
(fix or GPS position) AT
(level). ACKNOWLEDGE.
July 2013 Page 6


Information
See UK AIP Approach Delays
GEN 1.7
If, for reasons other than
weather, e.g. an obstruction on
the runway, the extent of
approach delays is not known,
aircraft will be advised DELAY
NOT DETERMINED. As soon
as it is possible for aircraft to
recommence approach
procedures, EATS will be
issued.
See UK AIP Approaching to land below
GEN 1.7 the Specified Minimum for
Landing
AIC 1000/2006
(Pink 103) 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
suspected.
July 2013 Page 7

CAP 413 Appendix 2: UK Civil/Military Radiotelephony Differences
Appendix 2
B
UK Civil/Military Radiotelephony Differences
B1 For operational reasons there are a number of areas where UK military

phraseology differs from UK civil phraseology.
B2 Chapter 10 of this Manual details Military Specific Phraseology for

specific use by military ATCOs and military aircrew. The RTF described
in Chapter 10 is complementary to NATO STANAG 3817. It is also
complementary to the remainder of CAP 413, as it either differs from
civil phraseology or there is no equivalent civil phraseology, e.g. in the
case of arrestor system procedures.
B3 Although the RTF described in Chapter 10 is designed for use by

military ATCOs and aircrew, civil pilots visiting military aerodromes will
be expected to be aware of the military phraseology shown in Chapter
10 and comply with such instructions as may be issued by military
controllers. Where relevant, cross references from the remainder of
CAP 413 to the equivalent military phraseology are provided for the
assistance of civil pilots visiting military aerodromes.
B4 Significant differences between UK civil and UK military phraseology are

described in the table below.
July 2013 Page 1

Details of Civil/Military Civil Phraseology Military

Phraseology Reference Phraseology
Difference Reference
Transmission of Frequencies Chapter 2 Chapter 10
Civil usage is to transmit all 6

figures of a frequency, except
where the final 2 digits are zero, in
which case only the first 4 digits
need be given.
For UHF channels military usage

differs in that only the first five
digits are pronounced.
Transmission of Time Chapter 2 Chapter 10
Civil usage is that when

transmitting time, only the minutes
of the hours are normally required.
However the hours should be
included if there is any possibility of
confusion.
When aircraft check the time with

the appropriate military ATSU, time
checks shall be given to the nearest
half-minute, or to the second on
request.
Standard Words and Phrases Chapter 2 Chapter 10
A small number of additional or

amended standard words and
phrases are used by military pilots
and controllers.
SSR Phraseology Chapter 5 Chapter 10
Civil phraseology is ‘squawk

Mayday’. Military phraseology is
‘squawk emergency’ or ‘squawk
7700’.
July 2013 Page 2


NATO Studs and Common VHF Not used Chapter 10
Frequencies
Weather and Aerodrome Chapter 4 Chapter 10
Information
Cancellation of Take-Off Chapter 4 Chapter 10
When an aircraft is about to take-off

or has commenced the take-off run,
and it is necessary that the aircraft
should abandon take-off, a civil
controller will instruct the aircraft to
cancel take-off or stop immediately.
If a military controller is aware of a

potential hazard to an aircraft about
to start its take-off run, the
controller will instruct or signal the
aircraft to hold. If the aircraft has
already started its take-off run, the
controller will inform the aircraft of
the hazard. It is then the aircraft
captain’s responsibility to decide
the best course of action.
Phraseology for Joining the Not used Chapter 10
Visual Circuit/ Pattern via the
Initial Point
Visual Circuit Phraseology Chapter 4 Chapter 11
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.
July 2013 Page 3


Landing Gear Position Chapter 4 Chapter 10
At civil aerodromes it is not normal

practice for pilots to report the gear
position as part of the ‘final’ report.
At military aerodromes pilots of

aircraft with retractable landing gear
will report the gear position as part
of the request for an ATC clearance
to use the runway.
Phraseology for Arrestor Gear Not used Chapter 10
Positions and Engagements
Phraseology for Vertical Take-Off Not used Chapter 10
and Landing (VTOL) Operations
Flameout/Engine Failure – Not used Chapter 10
Aerodrome Phraseology
Phraseology for Precision Not used Chapter 10
Approach Radar (PAR)
PAR Azimuth Only/Surveillance Chapter 6 Chapter 10
Radar Approach (SRA)
Phraseology
There are a number of significant

differences between civil and
military SRA phraseology.
ILS Phraseology Chapter 6 Chapter 10
There are a number of significant

differences between civil and
military ILS phraseology.
Descent to Low Level Not used Chapter 10
Jamming Phraseology Not used Chapter 10
Speechless Procedures Not used Chapter 10
July 2013 Page 4


Phraseology Difference Reference Phraseology
Reference
Missed Approach Chapter 4 Chapter 10
Military phraseology for instructing

an aircraft to carry out a missed
approach differs from civil
phraseology.
Suspension of RT Procedures Not used Chapter 10
Trail Approaches Not used Chapter 10
Contact Lost Not used Chapter 10
Phraseology ‘Freecall’ and Chapter 2 Chapter 10

‘Continue with’
‘Continue with’ is not used by civil

controllers, whilst ‘Freecall’ is
mainly used by military controllers
Aerobatics and General Handling Not used Chapter 10
Persons on Board (POB) Chapter 4 Chapter 10
In civil usage POB may be added to

a taxi request, e.g. where a flight
plans is not required and has not
been filed.
Military pilots should transmit POB

in accordance with local or national
orders.
Clearances with an Occupied Chapter 4 Chapter 10
Runway
Formation Landing Clearances Not used Chapter 10
TACAN Specific Phraseology Not used Chapter 10
July 2013 Page 5


Phraseology Difference Reference Phraseology
Reference
Radar Practice Forced Landing Not used Chapter 10
(PFL)
Controlled Descent through Not used Chapter 10

Cloud (QGH)
Note: A QGH differs
from the VDF
procedure shown in
Chapter 6 which is
totally pilot
interpretted
Flameout Spiral Descent Not used Chapter 10
No Compass no Gyro Phraseology Not used Chapter 10
Supersonic Flight Not used Chapter 10
MATZ Crossing Not used Chapter 10
Emergency Message Chapter 8 Chapter 10

Emergency messages by military (JSP 552 Section
pilots are different from civil usage. 700)
July 2013 Page 6

CAP 413 Appendix 2: Bibliography
Bibliography
ICAO Annex 10 Volume 2 Communication Procedures
ICAO Document No. 4444 Procedures for Air Navigation Services – Air Traffic
Management
(PANS-ATM)
ICAO Document No. 8400 Procedures for Air Navigation Services – ICAO
Abbreviations and
Codes (PANS-ABC)
ICAO Document No. 9432 Manual of Radiotelephony
CAP 32 UK Aeronautical Information Publication (AIP) (All ‘ENR’ references are

contained herein.)
CAP 493 Manual of Air Traffic Services (MATS Part 1)
CAP 797 Fight Information Service Officer Manual
CAP 452 Aeronautical Radio Station Operator’s Guide
CAP 774 UK Flight Information Services (effective 12 March 2009)
NATO Standing Agreements (STANAG) 3817 Standard R/T Phraseology to be used

for Air Traffic Control
ATM 3000 Manual of Military Air Traffic Management
All CAA Publications are available from the CAA website at www.caa.co.uk/
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UK CAA Cap413

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CAP 413

First published September 1978

Enquiries regarding the content of this publication should be addressed to:

The latest version of this document is available in electronic format at www.caa.co.uk/publications,

Printed copy available from:

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List of Effective Pages

List of Effective Pages v 18 July 2013 Chapter 2 15 18 July 2013

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Chapter Page Date Chapter Page Date

Chapter 4 9 18 July 2013 Chapter 4 56 18 July 2013

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Chapter Page Date Chapter Page Date

Chapter 6 15 12 July 2012 Chapter 8 10 18 July 2013

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Chapter Page Date Chapter Page Date

Chapter 10 36 18 July 2013 Appendix 1 1 18 July 2013

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Amendment Record iii

List of Effective Pages v

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Low Visibility Procedures 14

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Helicopter Take-Off and Landing Phraseology Examples

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Secondary Surveillance Radar Phraseology 3

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Air Traffic Services Outside Controlled Airspace

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Military Specific Phraseology 1

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Phraseology for Fixed-Wing VTOL Operations 11

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UK Differences to ICAO Radiotelephony Procedures 1

UK Civil/Military Radiotelephony Differences 1

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Twenty-first Edition: Summary

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Revisions included in Edition 21 18 July 2013

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3. Chapter 10 of this Manual details Military Specific Phraseology for

4. Operational details can be found in the United Kingdom Aeronautical

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8. Where the ICAO standard phraseology may be misunderstood, or has

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12. In this document the following protocol is used:

1. The words ‘must’ or ‘shall’ indicate that compliance is compulsory.

2. The word ‘should’ indicates a recommendation.

3. The word ‘may’ indicates an option.

4. The word ‘will’ is used to express the future.

13. Any reference in this document to the male gender should be

16. When appropriate, loose-leaf amendments to this publication will be

17. When issuing amendments or a new edition, significant changes to the

19. Individual Chapters in this publication are separately numbered to allow

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Document Comments and Queries

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Revisions included in Edition 21 18 July 2013