COMMERCIAL R/T GUIDE
COMMERCIAL RT GUIDE FOR THE AB-INITIO PILOT
Issue No.2 November 2015
COMMERCIAL RT GUIDE
INTRODUCTION
This little guide to commercial radio telephony is intended to give an insight into the phraseology used in day to
day airline operations. It follows a flight from the time that the crew prepare for start up by receiving the ATIS and
obtaining a clearance; through taxi, take off, and standard instrument departure. It continues through to destination
and looks at the approach end of the flight, with precision and non – precision approach phraseology included.
The guide also includes current TCAS phraseology
and contains a section on emergency communications.
Also explained is why it is so important for crews to
monitor 121.5 when they are not using VHF Com 2
for other tasks, such as calling company or obtaining
weather reports.
It should be noted that the copy of the guide you
possess is an “Uncontrolled Copy” – this means that
it will not be subject to updates as procedures and
phraseology change – and they frequently do!! Once
you have used the guide for the purpose for which
it is intended, that is, to provide you with the basic
phraseology required throughout your course, you are
on your own. It is every pilot’s responsibility to keep up
with changes and this can be achieved by reference
to CAP 413, downloadable from the CAA website at www.caa.co.uk and by the routine study of Aeronautical
Information Circulars, through the medium of which advance changes to many things are notified.
This guide was up to date at the issue of CAP 413 Edition 20, published on 31 March 2011. The only concession to
“future – proofing” that has been made is reference to Hectopascals (hPa) rather than Millibars (Mb) in relation to
altimeter subscale settings. The actual change from Mb To hPa occurs at 0001 UTC 17 November 2011 after which
time all reference to millibars should cease.
Finally, a serious word about RTF phraseology. There is a lot of seemingly “slick and cool sounding” phraseology
out there, such as “copy that” or “we’re with you” (to which a controller was recently heard to reply “You’re not with
me, mate, I’m in Swanwick”), most of which probably originates from the pen of a Hollywood screen writer whose
heroes do not operate in some of the busiest airspace in the world. Clear and unambiguous standard phraseology
not only saves time; it is designed to provide a standard that all those who share our airspace should be familiar
with, regardless of their native language. This basic guide is not exhaustive in the scenarios or phraseology it
presents – it is merely intended to assist during your course here. At TRTO and in real life, there are many more
scenarios to unfold and much more phraseology to learn. This is the one skill that can be worked on and improved
anywhere, so take the time now to become competent and professional. It will save you time and effort at type rating
stage, when you will have enough to do!
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COMMERCIAL RT GUIDE
PART 1: PRE-FLIGHT PROCEDURES
Many airports have local procedures and therefore it is impossible to give examples to cover every situation. The
examples given are typical for most operations. Local procedures can be found in the relevant aerodrome booklet
(containing aerodrome, SID / STAR and approach plates).
The current aerodrome information is available via the ATIS. The aerodrome may have a D - ATIS (digital ATIS) that
can be downloaded to the aircraft via a data link and stored and / or printed out.
In any event, on first contact with ATC, they are likely to require that you report your aircraft type, stand position,
the ATIS identifier and the QNH. The last two items give ATC the opportunity to check that you have the most up to
date information available.
ATC clearance is usually issued by a dedicated “delivery” frequency, in accordance with an agreed time frame.
(Once again, the clearance may be obtained and acknowledged via data link, if these facilities are available ).
For this example of a departure, London Heathrow is used.
“Heathrow Delivery, Oxford 101, Boeing 737-400, stand 182, information ‘Bravo’, QNH 1011, request
clearance”
“Oxford 101 is cleared to Glasgow via a WOBUN 3F departure, squawk 5412”
“Cleared to Glasgow via a WOBUN 3F departure, Squawk 5412. Oxford 101”
It should be noted that a full read back of a clearance is required.
“Oxford 101, correct, contact Ground 121.9 for pushback”
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COMMERCIAL RT GUIDE
PART 2: PUSHBACK, TAXI AND TAKE-OFF
Generally, engine start will be accomplished during the push back procedure, but there may be times when, for
technical reasons, you require to start on stand. In this case a separate approval will usually be required.
“Heathrow Ground, Oxford 101, request pushback”
Note that ATC use the term “Approved”
“Oxford 101, pushback approved”
“Pushback approved, Oxford 101”
“Heathrow Ground, Oxford 101, information bravo, QNH 1011, request taxi”
(Information identifier and QNH given at stations where an ATIS or DATIS broadcast is established).
There is never a need to employ phrases such as “taxi to the active” as, unless you are remote holding, ATC are
very unlikely to have you taxi to an inactive runway!! Remote holding is a separate issue and beyond the scope of
this guide.
“Oxford 101, taxi holding point A3 runway 27R via link 12 and taxiway alpha”
Taxi instructions will always include a clearance limit, which is the point at which an aircraft must stop, unless further
permission to continue taxiing is received. For a departing aircraft, this will normally be the holding point of the
runway in use, but it may be any point on the aerodrome. On a large aerodrome, it may be the point at which you
are required to change frequency to the next ground controller.
At some point during taxi, you will be instructed to “Contact Tower”, or, at some larger aerodromes, Heathrow being
one, simply to “Monitor Tower”. In each case, the frequency will also be passed, and should be read back in your
reply. Contact, as you know, means that you establish communication on the appropriate frequency, but monitor
means that you select the frequency and maintain a listening watch – ATC will call you.
“Taxi holding point A3 runway 27R via link 12 and taxiway alpha, Oxford 101”
You may sometimes receive a “conditional clearance” where you may carry out an action, such as crossing a
runway, subject to conditions imposed by ATC. The conditional clearance will give sufficient information for the
pilot receiving the clearance to identify the other traffic and will be related to one movement only. Full details of
conditional clearances, along with examples, are set out in CAP 413 and should be studied.
For reasons of expediting traffic flow, a controller may wish to line up an aircraft for departure before traffic conditions
allow take-off.
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COMMERCIAL RT GUIDE
“Oxford 101, via holding point A3 line up and wait runway 27R. One aircraft to depart before you from
holding point A5”
“Via holding point A3 line up and wait runway 27R. Number 2 for departure, Oxford 101”
Note that so far in this manoeuvring onto the runway, that the word “Take-off” has not been used. The words
“Depart” or “Departure” are employed instead.
Meticulous care has been taken in the construction of the phraseology employed during the pre-departure phase
to ensure that it cannot be mistaken for a take–off clearance. This is to avoid any possible misunderstanding in the
issue or acknowledgement of clearances to take-off, as the resulting consequences could be extremely serious.
When traffic conditions allow the take –off, ATC will issue the clearance. A take-off clearance will be issued separately
from any other clearance message.
“Oxford 101, cleared for take-off”
“Cleared for take-off, Oxford 101”
If already lined up, as in this example, the take-off should be commenced without delay. If you were at the holding
point when the clearance to take-off was issued, taxy onto the runway immediately and commence the take-off roll
without stopping the aircraft. If any delay is likely, you must inform the controller immediately.
The surface wind will be passed if there is any significant difference to that already passed.
To summarise the pre-departure manoeuvring phraseology in the examples above;
•
“Departure” is used and NOT take-off. Take-off is only used when an aircraft is cleared to do so
•
Full readback is required for instructions to Enter, Take-off, Cross, Backtrack or Hold Short of a
runway
•
Line up and wait (with the reason) is employed. Line up (only) may also be used
For purposes of clarification, the word “CLEAR” is restricted to;
•
ATC clearances
•
Departure and Approach Instructions
•
Take-off and Landing Clearances
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COMMERCIAL RT GUIDE
PART 3: CLIMB, CRUISE AND DESCENT
Shortly after take-off, unless the relevant procedure states otherwise, ATC will instruct you to contact the departure
frequency.
“Oxford 101, contact London Control 119.775”
A full readback of the frequency change is required.
“Contact London Control 119.775, Oxford 101”
On first contact the following information must be passed:
•
Callsign
•
SID
•
Current or passing level or altitude (to verify mode C)
•
Cleared level or altitude – i.e. the first level at which the aircraft will level off unless otherwise
cleared. For example, on an SID that involves a stepped climb profile, the initial level will be the
first level specified in the profile.
Research has shown that failure to include these elements in your initial call has led to loss of separation between
aircraft. This information, when passed, creates a mutual understanding between yourself and the controller of the
intended plan for the aircraft.
If any of the above elements are missing from your initial call, the controller will request the information, leading to
increased controller and pilot workload and frequency congestion.
“London Control, Oxford 101, Wobun 3 Foxtrot departure, passing altitude 2500 feet, climbing to
altitude 6000 ft”
The controller will respond as appropriate.
On first contact with subsequent frequencies, only the following information should be passed:
Current Level and
Cleared Level (or, if not in level flight, cleared level only)
Heading or speed if these have been assigned by ATC
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COMMERCIAL RT GUIDE
Examples of the above:
Changing frequency when you are still climbing:
“London Control, Oxford 101, climbing Flight Level 380”
Changing frequency when in level flight.
“London Control, Oxford 101, Flight Level 380”
If the aircraft is in level flight but has been cleared to another level, the call shall include both the current and the
cleared level, e.g:
“London Control, Oxford 101, maintaining flight level 380, cleared Flight Level 260”
The format of the calls are identical for both climbing and descending cases.
“London Control, Oxford 101, Flight Level 380”
“London Control, Oxford 101, maintaining flight level 380, cleared Flight Level 260”
Pilots are expected to comply with ATC instructions as soon as they are issued. However, when the
commencement of a climb or descent is left to the pilot’s discretion, ATC will use the words “when ready”.
Except under the circumstances as required by the initial call as described earlier, a pilot in receipt of 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.
Pressure of Less Than 1000 hPa.
When the pressure setting is less than 1000 hPa, the phrase Hectopascals should be appended to the value when
it is transmitted. This is to prevent misunderstandings arising when pilots who routinely use inches of mercury (in.
Hg) are presented with a pressure setting consisting of only 3 figures. There is no abbreviated form of Hectopascals
in the spoken form.
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COMMERCIAL RT GUIDE
A Few Final Rules About Altitudes and Levels
In the UK, any flight levels that end with a double zero,
ie, 100, 200, 300, 400 and so on, are transmitted as
“Flight Level One Hundred”, “Flight Level Two Hundred”
etc. The ICAO term Flight Level One Zero Zero etc. is
not used, as levels passed in this manner have been a
cause of confusion and subsequent level busts. One
Zero Zero and One One Zero and similar levels above
have often been confused.
Flight levels below F100 are referred to only with two
figures, eg F80, in order to reduce the possibility of a
level being confused with a heading.
The word “To” shall only be used in relation to altitudes/
heights, NEVER a flight level. The use of the word
“to” has resulted in level busts when included with an
instruction involving flight levels. Look at the previous
examples; “Climbing Flight Level 380” states simply the
word climbing followed by the flight level. The earlier
call, which was to an altitude, stated that the aircraft
was “climbing TO altitude 6000 feet”. The same rule
applies for the descent case.
Pressure of Less than 1000 hPa
When the pressure setting is less than 1000 hPa, the phrase Hectopascals should be appended to the value when
it is transmitted. This is to prevent misunderstandings arising when pilots who routinely use inches of mercury (in.
Hg) are presented with a pressure setting consisting of only 3 figures. There is no abbreviated form of Hectopascals
in the spoken form.
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COMMERCIAL RT GUIDE
PART 4: APPROACH - RADAR VECTORS TO ILS
Aircraft flying within controlled airspace will normally receive descent clearance to the clearance limit from the Area
Control Centre. At this point, the aircraft will be handed over to Approach Control and will receive further descent
instructions.
If the aerodrome has an ATIS, the information will normally include a request for pilots to report their aircraft type,
the information identifier letter and the QNH on first contact with approach control.
“Heathrow Approach, Oxford 101, BNN, Flight Level 70, Boeing 737-400, Information Uniform, QNH
1011”
In order to expedite the flow of traffic, ATC will normally provide an aircraft with radar vectors to a point from which
the pilot can make an instrument or even a visual approach.
“Oxford 101, Heathrow Approach, Leave BNN heading 120 degrees, Speed 210 knots, Vectoring for
ILS runway 27 Right”
“Leave BNN heading 120 degrees, Speed 210 knots, Vectoring for ILS runway 27 Right, Oxford 101”
ATC will issue descent instructions and, in busy traffic situations, speed instructions also. Pilots should comply with
heading and speed instructions as soon as possible.
“Oxford 101, descend to altitude 3000 feet, QNH 1011”
“Descend to altitude 3000 feet, QNH 1011, Oxford 101”
At busier aerodromes, approach may hand the aircraft to another frequency for the remainder of the vectoring, in
this case, Heathrow Director.
“Oxford 101, contact Director 120.4 with your callsign only”
“Heathrow Director, Oxford 101”
ATC are about to turn the aircraft onto a base leg and a heading and speed reduction instructions are passed.
“Oxford 101, 17 miles from touchdown, turn right heading 180 degrees, speed 180 knots”
“Turn right heading 180 degrees, speed 180 knots, Oxford 101”
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COMMERCIAL RT GUIDE
The controller is about to give the pilot a closing heading to intercept the localiser. In the UK, the clearance to
follow the ILS is in two parts, the first to establish on the localiser and the second to descend on the glidepath.
Both instructions may be given in the same transmission, or alternatively, the controller may elect to use more than
one transmission. The controller may also give instructions to maintain altitude on the localiser, giving clearance to
descend on the glidepath once clear of the conflicting traffic.
The controller may instruct the pilot to “Report Localiser established” or “Report established on the glidepath” where
this is judged to increase situational awareness.
“Oxford 101, turn right heading 240 degrees, closing localiser from the right. When established on
localiser, descend glidepath. QNH 1011”
“Turn right heading 240 degrees, when established on localiser, descend glidepath, QNH 1011,Oxford
101”
The aircraft has now established on the ILS and is descending.
“Oxford 101, maintain 160 knots to 4 DME, contact tower 118.5”
“160 knots to 4 DME, tower 118.5, Oxford 101”
The aircraft has contacted the tower frequency and is now at 4 DME
“Heathrow Tower, Oxford 101, 4 DME”
“Oxford 101, Runway 27 Right, Cleared to land, wind 270 10”
“Runway 27 Right, Cleared to land, Oxford 101”
The aircraft has landed and tower will instruct the pilot to VACATE the runway. Do not use the phrase “Clear” as
this may be misinterpreted.
Missed Approach
ATC may instruct an aircraft to execute a missed approach to avert an unsafe situation. Any transmissions to an
aircraft going around will be brief and kept to a minimum.
“Oxford 101, Go Around, I say again, Go Around, Acknowledge”
“Going Around, Oxford 101”
If it is the pilot who initiates the missed approach, the phrase going around shall be used.
“Oxford 101, Going Around”
“Oxford 101, Roger”
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COMMERCIAL RT GUIDE
Approach - NDB(L) and VOR Procedures
NDB and VOR instrument approach procedures are procedures 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
range information. Aircraft may also be radar vectored to an NDB(L) or VOR final approach track. An example of
a typical procedural NDB(L) instrument approach follows; similar phraseology may be employed in VOR approach
procedures.
The aircraft has arrived over the NDB(L) and is in the hold. The pilot has reported that next time over the beacon,
he is ready to commence the approach.
“Oxford 101, cleared NDB / DME approach runway 27, report beacon outbound.”
“Cleared NDB / DME approach runway 27, Wilco, Oxford 101”
“Oxford 101, beacon outbound”
Note: Beacon outbound should be called only at the final passage over the beacon when commencing the outbound
portion of the procedure.
“Oxford 101, report base turn complete, QNH 1015”
“Wilco, QNH 1015, Oxford 101”
A base turn is 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 definition).
“Oxford 101, base turn complete”
“Oxford 101, report at 4 DME”
“Oxford 101, 4 DME”
“Oxford 101, Roger, contact tower 118.8”
“Tower 118.8, Oxford 101”
The phraseology from this point is the same as for the ILS approach above.
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COMMERCIAL RT GUIDE
PART 5: TCAS PHRASEOLOGY
TCAS equipment on board your aircraft will react to transponder signals from other aircraft in the vicinity to determine
whether or not there is a potential conflict. 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 usually referred to as ‘TCAS’, however, the use of the term ‘ACAS’ is an acceptable alternative
in phraseology and you may hear other aircraft use this term.
Pilots should report all TCAS manoeuvres.
“Oxford 101, TCAS RA”
ATC will acknowledge the report with the reply
“Oxford 101, Roger”
The pilot will follow his TCAS manoeuvre until he is clear of the confliction and then report when returning to the
assigned clearance or when the assigned clearance has been resumed.
“Oxford 101, clear of conflict, returning to (assigned clearance)”
Or,
“Oxford 101, clear of conflict, (assigned clearance) resumed”
Once again, ATC will acknowledge the report with the reply
“Oxford 101, Roger”
The Controller may issue you with a revised clearance at this point.
Pilots should report if they are unable to comply with a clearance or ATC instruction as a result of a TCAS alert.
“Oxford 101, unable, TCAS RA”
“Oxford 101, Roger”
In these circumstances the pilot should still report when clear of the TCAS conflict.
The pilot should report a TCAS manoeuvre even if it was not possible to notify the controller that a resolution
advisory had occurred.
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COMMERCIAL RT GUIDE
PART 6: DISTRESS & URGENCY COMMUNICATION PROCEDURES
States of Emergency
The states of emergency are classified as follows:
•
Distress A condition of being threatened by serious and/or imminent danger and of requiring
immediate assistance.
•
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.
The emergency call should commence with the appropriate international RTF prefix as follows:
•
Distress ‘MAYDAY, MAYDAY, MAYDAY’
•
Urgency ‘PAN PAN, PAN PAN, PAN PAN’
The prefix should be followed by the aircraft call sign.
Procedure
The initial call should be made on the frequency in use. Crews should declare a problem earlier rather than later;
the emergency can always be downgraded if later evaluation allows this. The transponder should be left on the code
assigned by ATC (unless the assigned code was 7000) until another code is assigned. See Emergency Descent
paragraph.
The distress / urgency message format in full is contained within CAP 413. Certain items in the message format are
not required under ICAO rules and certainly would not be a factor in the case of IFR traffic in controlled airspace,
the usual theatre of operations for airline traffic. Pilot instrument flying qualifications, for example, would not be an
item for transmission in a message in this case.
A distress / urgency message would, however, require at least the aircraft type, nature of the emergency, the
intention of the pilot in command, fuel endurance and the number of persons on board. Don’t forget to include the
crew in this number.
“MAYDAY, MAYDAY, MAYDAY’, OXFORD 101, BOEING 737, UNCONTROLLED ENGINE FIRE,
REQUEST IMMEDIATE DIVERSION TO GATWICK, ENDURANCE 3 HOURS, 107 PERSONS ON
BOARD”
“OXFORD 101, ROGER MAYDAY, TURN LEFT HEADING 270 DEGREES, RADAR VECTORS ILS
RUNWAY 26 LEFT”
Relayed Emergency Messages
Any aircraft, knowing of an emergency incident, may transmit a distress message whenever such action is necessary
in order to obtain assistance for the aircraft (or vessel) that is in distress. In transmitting this message, however, it
must be made clear that the aircraft transmitting is not itself in distress.
Radio Silence during Emergency Events
Transmissions made by aircraft in distress have priority over all other transmissions. On hearing a distress call, all
stations must maintain radio silence on that frequency until the distress is cancelled , distress traffic is terminated, all
distress traffic has been transferred to other frequencies, the station controlling communications gives permission
or the listening station has itself to offer assistance.
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COMMERCIAL RT GUIDE
Emergency Descent
At or before the commencement of an emergency descent, prompt selection of the transponder to the emergency
code 7700 is vital. This is because in highly sectorised airspace, controllers may adjust their radar displays to filter
out traffic in adjacent sectors, which will be separated from their own traffic either horizontally or vertically. The 7700
code will override the display filter and so the emergency traffic will be highlighted to all controllers as it passes
through their sector, allowing them to quickly provide separation of their traffic from the aircraft in the emergency
descent.
Monitoring of “Guard” Frequency 121.5
It is becoming increasingly important to monitor the emergency frequency of 121.5.
The reason for this is that with heightened security awareness, any aircraft that loses
communication will find itself of great interest to the air defence authorities.
If an aircraft is not in communication with its controlling authority, the first indication that a crew may have that they
have lost contact is when another aircraft or agency calls them up to check if they are “on guard”. If this check is
successful, it is usually just a change to the correct, or another, frequency and some mild embarrassment. If the call
on 121.5 yields no result, the air defence authorities will begin their routine to determine if the aircraft concerned
should be considered a threat. This may result in the interception of the aircraft by fully armed fighters.
If the aircraft has only 2 VHF com radios, then short periods away from 121.5 to collect weather reports or to speak
to company are acceptable.
At present, there is no charge made in the UK for the interception of an aircraft, however, some of our European
colleagues do pass the entire cost of the interception onto the crew concerned.
Radio Failure
The number of instances of radio failure in UK airspace is increasing. ATC’s inability to contact an aircraft with radio
failure may result in the interception of that aircraft. To ensure the safety of an aircraft experiencing radio failure
within the London and Scottish FIRs, pilots and operators can use the following satellite telephone numbers to
contact ATC.
Shanwick Radio 425002 (to be used for aircraft communications failure)
London D and D 423202
Scottish D and D 423203
The following telephone numbers connect directly to the appropriate UK Distress and Diversion Cells who will then
alert the appropriate ATC unit and air defence authorities of your radio failure.
London D and D 01895 426150
Scottish D and D 01292 692380
Inbound to UK with Low Fuel Reserves
There is no recognition in the UK of “Fuel Emergency” or “Fuel Priority” calls made to ATC. Any aircraft experiencing
such a difficulty must declare a MAYDAY or a PAN to receive the appropriate level of priority.
It should be noted that an ATC message to indicate “No delay” means that an aircraft should not be expected
to hold for greater than 20 minutes.
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COMMERCIAL RT GUIDE
CONCLUSION
As the skies get busier there is no doubt that RT is becoming a significant issue for today’s commercial pilot and
a sound knowledge of what to say and when to say it is vital for both spatial awareness, the ‘big picture’ and flight
safety – don’t get caught out and remember:
If you sound like an idiot – you will be treated like one!
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