Aircraft Identification & Phraseology PDF

206 / CHAPTER 4 Phraseology Explanation Bellanca two bravo zulu cleared for An option clearance permits the the option runway two eight left. pilot to perform a landing, touch...

206 / CHAPTER 4 Phraseology Explanation Bellanca two bravo zulu cleared for An option clearance permits the the option runway two eight left. pilot to perform a landing, touch and go, stop and go, or low approach. The pilot does not typically inform the controller which option has been chosen. This maneuver is used in flight training to permit flight instructors to evaluate a student’s performance under changing conditions. King Air four papa uniform cleared This authorizes the pilot to for ILS runway one zero approach. conduct the published ILS approach for runway 10. This does not authorize landing on the runway. An additional clearance is necessary for landing. Queen Air seven tango yankee This clearance authorizes the pilot cleared for approach. to conduct any instrument approach procedure at the designated airport. The word “cleared” is also used when issuing IFR clearances to aircraft prior to departure. An IFR clearance must include the following items (those marked with an asterisk are not required in every clearance and are used only when necessary): 1. Aircraft identification 2. The word “cleared” 3. The clearance limit *4. Departure instructions 5. The route of flight 6. Altitude assignments *7. Holding instructions *8. Any additional information 9. Frequency and transponder code information Each of these items is discussed in detail in the following sections, with exam- ples of the proper phraseology provided. Aircraft Aircraft are identified using standard procedures that help eliminate confusion Identification and misdirected instructions. It is vitally important that control information directed to one aircraft be received by the pilots of that aircraft. It is also exceed- ingly important that the controller be certain with which aircraft he or she is communicating. If the pilot of one aircraft were to follow the instructions issued to another or if the controller were unsure which aircraft had just made a posi- tion report, the air traffic control system would be unable to function properly.  Airport Air Traffic Control Communications / 207 The assigned aircraft identification call signs used by pilots and control- lers vary depending on the type of operation in which the aircraft is involved. If the aircraft is a scheduled airline flight operating under FAR 121 or 125, the FAA has authorized the use of a distinctive airline name that should be used when communicating with that aircraft. In addition to this name, every airline flight has been issued a flight number by the airline itself. The approved aircraft identification consists of the airline name, followed by the flight number, pro- nounced in group form (such as “Comair twenty-six eleven”). Most authorized airline names are easily recognizable, although a few are somewhat unusual. These approved airline names have been selected to ensure that no two sound similar. Every airline has also been issued a three- letter designator to be used in written communications concerning the aircraft. A list of air carrier names and their three-letter identifiers can be found in the Contractions Handbook published by the FAA. Here are some examples from the handbook. Airline Name FAA Indentifier Call Sign Aeromexico AMX Aeromexico Air Canada ACA Air Canada Air China CCA Air China Air France AFR Airfrans Aer Lingus EIN Shamrock Air Wisconsin AWI Air Wisconsin Alaska ASA Alaska American AAL American British Airways BAW Speedbird Cathay Pacific CPA Cathay China Eastern CES China Eastern Continental COA Continental Delta DAL Delta Emirates Airlines UAE Emirates Evergreen EIA Evergreen Federal Express FDX Fedex Frontier FFT Frontier Japan Air Lines JAL Japanair JetBlue JBU Jetblue KLM KLM KLM Mesa ASH Air Shuttle Mexicana MXA Mexicana Midwest MEP Midex Net Jets NJT Netjet Piedmont PDT Piedmont 208 / CHAPTER 4 Airline Name FAA Indentifier Call Sign Republic RPA Brickyard Ryanair RYR Ryanair Southwest SWA Southwest Spirit Airlines NKS Spiritwings United Airlines UAL United United Parcel UPS UPS US Airways USA Cactus Virgin America VRD Redwood Virgin Atlantic VIR Virgin WestJet WJA Westjet General aviation aircraft call signs consist of the type of aircraft plus a unique serial number assigned by the FAA. The call sign may contain up to five num- bers or letters. The approved aircraft type can be found in Appendix B of FAAH7110.65. When the call sign is pronounced, each character is enunciated individually. Every U.S. aircraft’s serial number is preceded by the letter N, signifying that it is registered in the United States. During routine communica- tions, this letter is usually not pronounced but can be used if the pilot wishes. Aircraft registered in other countries have aircraft identification numbers or letters preceded with a different letter or series of letters. After initial communication has been established with aircraft, they may be identified using the last three characters of their assigned serial number if no confusion will result. In Table 4–2, these abbreviated call signs are enclosed in parentheses. If two aircraft have similar last three characters, the full call sign should be used to help eliminate any confusion. Table 4–2. General Aviation Aircraft Call Signals Aircraft Serial Number Aircraft Type Pronunciation N231PA Piper Cherokee Cherokee two three one papa alpha (Cherokee one papa alpha) N98556 Cessna Citation Citation niner eight five five six (Citation five five six) N5102R Beech Sport Sport five one zero two romeo (Sport zero two romeo) CF-AMG Dassault Falcon Falcon C-F-A-M-G (Falcon A-M-G)  Airport Air Traffic Control Communications / 209 General aviation aircraft being used for special purposes are permitted to use special call sign prefixes that identify their mission. These approved prefixes are found in the FAA handbook. Here are some examples: Type of Operation Prefix Phraseology Air ambulance Lifeguard Lifeguard Cessna two five one lima november Air taxi Tango Tango Aztec niner niner three five eight Military aircraft are assigned a variety of call signs that may include five num- bers, one word followed by numbers, or two letters followed by numbers. Each word is pronounced in full with the letters and numbers enunciated individu- ally. The aircraft’s call sign is always prefixed with the name of the military service, as in the following examples: Call Sign Military Service Pronunciation R23956 Army Army two three niner five six VV1963 Navy Navy one niner six three A14932 Air Force Air Force one four niner three two CAF95 Canadian Canadian niner five The approved identification prefixes (found in FAAH 7110.65) are as follows: Prefix Military Service A U.S. Air Force C U.S. Coast Guard CAF Canadian Armed Force CAM Canadian Armed Force (Transport Command) CTG Canadian Coast Guard E Medical Air Evacuation F Flight Check G National Guard L LOGAIR (USAF civilian contract flight) M MAC (Military Airlift Command) R U.S. Army S Special Air Mission VM U.S. Marine Corps VV U.S. Navy To assist air traffic controllers in identifying military training flights that may require special handling, flights being piloted by students can be suffixed with the letter Z (“zulu”). 210 / CHAPTER 4 Presidential aircraft have been assigned call signs that alert controllers that special handling of the aircraft may be required. Anytime the president of the United States is aboard a military aircraft, the call sign becomes a combina- tion of the military service name and the word “one” (such as “Air Force one,” “Marine one,” “Navy one”). If the president is aboard a civilian aircraft, the aircraft’s call sign becomes “Executive one.” If a member of the president’s fam- ily is on board an aircraft but the president is not, the call sign is suffixed with the letter F (“foxtrot”). An aircraft carrying the vice president is identified using a similar procedure but with the word “two” instead of “one.” Aircraft with the vice president’s family are identified using the “foxtrot” suffix. Destination It is preferable for the aircraft to be cleared to the pilot’s filed destination air- Airport or port. This procedure enables the pilot to plan the entire flight and provides a Intermediate route to the destination in case of radio failure. If the controller is unable to Fix issue a clearance to the destination airport, the pilot should be cleared to an intermediate fix and then informed of the expected route. If a delay is likely at the intermediate fix, the pilot should be informed of the approximate time that may be spent holding at the fix. Departure Every departing IFR aircraft must be issued an initial route that will lead from Instructions the airport to the route contained in the clearance. This may be either a pub- lished SID route or a heading. The heading should be preceded by one of the following phrases: “turn right heading” (TR), “turn left heading” (TL), or “fly heading” (FH). When issued a “fly heading,” the pilot is expected to turn to the assigned heading in whatever direction that results in the shortest turn. This phraseology is normally used when the aircraft’s current heading is unknown. If the controller assigns a particular direction to turn (left or right), the pilot is required to turn in that direction, regardless of whether it will result in the shortest turn. Here are some examples: Pronunciation Written Version Cessna niner papa uniform, turn right heading N9PU TR 350 three five zero Midwest five six three, fly heading one one zero MEP563, FH 110 A departing aircraft must be assigned a heading to fly until the pilot intercepts the assigned airway or route of flight. Normally, the controller will assign the ! pilot a heading to fly until the aircraft joins an airway, intercepts [ ] a course or radial, or can navigate direct [ D ] to the navaid. For example: Pronunciation Written Version – United six eleven, turn right heading one UAL611 TR 150 " V97 five zero, join victor ninety-seven – Republic twenty-five forty-one, fly heading RPA2541 FH290 " V251 two niner zero, join victor two fifty-one Kingair three papa uniform, fly runway N3PU FRH D OKK heading until able direct the Kokomo VOR  Airport Air Traffic Control Communications / 211 Route of The route of flight must consist of an airway, a series of airways, or a series of Flight navaids that lead to the clearance limit. If the route issued to the pilot is exactly the same as the route filed in the IFR flight plan, the controller can substitute the phrase cleared as filed (CAF) instead. However, if the ATC facility at the departure airport is not equipped with radar, the first airway that will be used by the pilot should be appended to the “cleared as filed” clearance. This proce- dure ensures that even if a mistake has been made and the pilot flies a different route from what the controller expects, at least the initial route of flight will be correct. If there is a problem later on, it will occur in an area of radar coverage, where the error can be observed and easily corrected. If just a minor change is made to the pilot’s filed route of flight, the changed portion of the route should be issued, followed by the words “then as filed.” But if any major changes have been made to the pilot’s filed route of flight, the route portion of the IFR clearance should be prefixed with the phrase “unable routing requested.” This alerts the pilot that major changes have been made. Once the aircraft is in flight, if any part of the clearance needs to be amended, only the amended portion of the clearance should be issued to the pilot. Here are some examples. Pronunciation Written Version Comair seventeen fourteen, unable routing COM1714 D BVT V7 CGT requested, cleared to the Chicago O’Hare Airport via direct Boiler, victor seven Chicago Heights, direct Northwest two twenty cleared to the Los NWA 220 CAF LAX Angeles Airport as filed Beech eight delta mike cleared to the N8DM D OXI CAF MDW Chicago Midway Airport via direct Knox, then as filed Altitude Altitude assignments may be issued to pilots in a number of ways. The follow- Assignment ing phrases are used to clarify whether the pilot is to remain at a specific alti- tude or is permitted to climb and descend without the controller’s permission. Maintain Both IFR and participating VFR pilots are assigned an altitude at which they are required to fly. IFR pilots are required to maintain ( M ) this altitude, whereas VFR pilots must make every attempt to do so, but are per- mitted to change altitude to remain in VFR conditions. When IFR pilots are assigned a new altitude to maintain, they are required by FAR 91 to advise the controller when they depart their previously assigned altitude. Unless specifically requested, they are not required to report when they reach their newly assigned altitude. A clearance to maintain an altitude may be modified to include the prefixes “climb and” [↑] or “descend and” [↓]. These prefixes should be used 212 / CHAPTER 4 when requesting that an aircraft change from one altitude to another. Here are some examples of “maintain” phraseology: Pronunciation Written Version Sport zero two romeo, maintain three N02R M 30 thousand Eastern six fifty-six, climb and maintain EAL656 c 90 niner thousand Clipper six ninety, descend and maintain PAL690 T 350 flight level three five zero The word “maintain” may also be used when requesting that a pilot remain in certain weather conditions. If necessary, VFR pilots may be issued a clearance to maintain VFR. Since VFR pilots are not permitted by FAR 91 to fly IFR in controlled airspace without a clearance, this clearance is essentially advisory in nature. In essence, it reminds the pilot that an IFR clearance has not been issued or is no longer effective and that the aircraft must remain in VFR conditions. Controllers are not authorized to issue a “maintain VFR” clearance to aircraft operating under an IFR flight plan unless the pilot specifically requests it. A VFR clearance to an IFR aircraft is usually used whenever an IFR-rated pilot wishes to depart on an IFR clearance but upon reaching VFR conditions plans to cancel the IFR clearance and proceed VFR. In other circumstances, the pilot may want to remain on an IFR clearance but be authorized to maintain flight in VFR conditions and to deviate from the assigned altitude. The pilot does not wish to cancel the IFR clearance since it may be needed later in the flight. This type of flight is known as VFR on top. With this type of clearance, the pilot is authorized to change altitudes as long as VFR conditions can be maintained. A pilot desiring this type of clearance would be advised to “maintain VFR on top.” Such VFR clearance relinquishes the controller’s responsibility for separating this aircraft from other IFR air- craft. The pilot assumes the responsibility for remaining in VFR conditions and for seeing and avoiding other aircraft, both VFR and IFR. If a pilot requests that an IFR clearance be reissued at some time in the future, the controller must comply with the request as soon as possible and then assume IFR separation responsibility for that aircraft. Cruise A cruise clearance is used by air traffic controllers to authorize an IFR aircraft to operate at any altitude between the assigned altitude and the minimum IFR altitude. This clearance permits the pilot to level off and operate at any intermediate altitude within this assigned block of airspace. However, once the pilot begins to descend and verbally reports this descent to the control- ler, he or she may not return to any vacated altitude without additional ATC clearance. A “cruise” (S) clearance also authorizes the pilot to conduct any instrument approach procedure published for the destination airport. Cruise clearances are rarely used but may be assigned to aircraft approaching smaller, less busy airports that do not have operating air traffic control towers. Here  Airport Air Traffic Control Communications / 213 is an example of the phraseology: “Cessna niner three uniform, cleared to the Champaign Airport, cruise six thousand” (N93U CMI S 60). Cross At There may be situations in which it is operationally advantageous to require an aircraft to cross a particular navigational fix at a predetermined alti- tude. When this is required, the controller requests that the pilot “cross” (X) the fix “at” (@), “at or above” (c), or “at or below” (T) a specified altitude. This proce- dure is used whenever it is critically important, either for separation or to comply with ATC procedures, that the aircraft meet the altitude restriction. Whenever a crossing restriction has been issued, the pilot may change altitude at any desired rate but must ensure that the crossing restriction is met. If the controller requires the pilot to change altitude at the aircraft’s optimal rate of climb or descent, the controller should precede the clearance with the phrase “descend now.” Pilot’s Discretion Whenever a new altitude is assigned, the pilot is expected to climb or descend at an optimal rate consistent with the aircraft’s performance. When the aircraft is within 1,000 feet of the assigned altitude, the pilot should attempt to decrease the climb or descent rate to approximately 500 feet per minute. The only exceptions to this procedure are when a crossing restriction has been issued and when the pilot is permitted to climb or descend at pilot’s discretion. If the phrase “at pilot’s discretion” (PD) is used by the controller in con- junction with an altitude assignment, the pilot is given the option of when to begin the climb or descent. When authorized to change altitude at pilot’s discretion, the pilot is permitted to level off at any intermediate altitude before reaching the assigned altitude but is not permitted to return to any altitude pre- viously vacated. An altitude change in conjunction with pilot’s discretion gives the pilot the opportunity to fly the aircraft in the most efficient manner, saving both fuel and time. Here are some examples of phraseology: Pronunciation Explanation Air Force one five seven, descend Air Force 157 may begin the descent at pilot’s discretion, maintain flight at any point and at whatever rate the level two zero zero pilot wishes. The aircraft may level off at any intermediate altitude but must eventually descend to FL 200 and cannot return to any previously vacated altitude. Comanche five niner papa, descend Comanche 59P may begin the descent and maintain three thousand, cross at any point and at whatever rate the Vages at or below five thousand pilot wishes. The aircraft may level off at any intermediate altitude but must cross Vages at or below 5,000 feet. The aircraft must eventually maintain 3,000 feet and cannot return to any altitude previously vacated. 214 / CHAPTER 4 Pronunciation Explanation Gulfstream eight november mike, Gulfstream 8NM may climb at any rate climb and maintain flight level two up to FL 250 and may temporarily five zero, cross Potes at one three level off at any altitude but must cross thousand the Potes intersection at 13,000 feet. Mooney eight mike november, Mooney 8MN must initiate a descent descend now to four thousand, upon receipt of the clearance and must cross the Boiler VOR at or below descend at an optimal rate for that six thousand aircraft. The aircraft must cross the Boiler VOR at or below 6,000 feet and must maintain 4,000 feet. The pilot may not temporarily level off at any intermediate altitude but may reduce the aircraft’s rate of descent to 500 feet per minute upon reaching 5,000 feet. Required The controller may request reports other than position and altitude from the Reports pilot. A clearance may include requests to report crossing, reaching, or leaving. Report Crossing Following a report crossing (RX) request, the pilot will advise the controller when the aircraft crosses the requested fix or intersection. Examples of phraseology include the following: Falcon four two quebec, report crossing Staks (N42Q RX STAKS) King air four papa uniform, report crossing the Danville one two seven radial, three six mile fix (N4PU RX DNV 127/36) Report Reaching Following a report reaching (RR) request, the pilot will advise the controller when the aircraft has leveled off at the newly assigned altitude. For example: Dehavilland one six echo, climb and maintain seven thousand, report reaching (N16E c 70 RR) Fairchild, eight sierra victor, report reaching flight level one niner zero (M8SV RR 190) Report Leaving A report leaving (RL) clearance is used by the controller to require a pilot to report passing through any intermediate altitude. FAR 91 requires that every pilot advise the controller when leaving a previously assigned altitude but not when reaching an assigned altitude. “Report leaving” may be phrased as follows: Lear seven golf juliett, descend and maintain six thousand, report leaving flight level one niner zero, report leaving one one thousand (N7GJ T 60 RL190 RL 110)  Airport Air Traffic Control Communications / 215 Holding If traffic conditions warrant, pilots may be cleared by air traffic controllers to Instructions enter a holding pattern. Holding patterns may be necessary when aircraft must remain clear of a specific controller’s area because of traffic saturation at the destination airport. Holding patterns require that the pilot fly a modified race- track pattern in reference to a fix or a navaid. Holding patterns vary in size depending on the aircraft type and the holding altitude. Holding patterns are used primarily in areas without radar coverage. The proper application of hold- ing patterns when separating aircraft is discussed in Chapter 7. The phraseol- ogy that air traffic controllers should use when issuing a holding instruction is as follows: 1. State the direction of holding from the fix. This is the location of the inbound course in relation to the holding fix or navigation aid. The direction of holding is issued using one of the eight points of the compass (“Cherokee two papa uniform, hold west”). 2. State the name of the holding fix to be used. This is the fix or the navigation aid that the aircraft will actually hold at. It can be a VOR, an NDB, an intersection of two VOR radials, an intersection of two NDB bearings, an intersection defined using a VOR radial and an NDB bearing, a DME fix, or any intersection that lies along the final approach course of an instrument approach (“of Boiler,” “of Staks,” “of the Boiler two seven zero radial, one two mile fix”). 3. State the radial, course, bearing, azimuth, or route on which the aircraft will hold (“on victor nine,” “on the two seven zero radial,” “on the one two three bearing to the Earle outer compass locator,” “on the localizer course”). 4. State the holding-pattern leg length in miles if DME or RNAV is to be used or in minutes if a nonstandard holding pattern is required. If this section is omitted in the clearance, the pilot will use a standard holding pattern, which is defined as a 1-minute inbound leg if holding is accomplished at or below 14,000 feet MSL or a 1½-minute inbound leg if holding is accomplished above 14,000 feet MSL (“two-minute legs,” “seven-mile legs”). 5. State the direction of the holding pattern turns if a nonstandard (left turn) holding pattern is necessary. If this phrase is omitted by the controller, the pilot is expected to use right turns while in the holding pattern (“Left turns”). 6. State the projected time (UTC) when the controller estimates that the pilot will be permitted to exit the holding pattern and continue on course. This is known as the expect further clearance (EFC) time. If radio communication between the pilot and the controller is lost, the pilot will depart the holding pattern and continue on course when the EFC time has passed. When the holding instructions are originally issued, the controller should also inform the pilot of the current UTC time (“Expect further clearance at one two five five zulu, time now one two zero five zulu”). Here are two examples of full holding messages (see Figures 4–7 and 4–8): Sport zero two romeo, hold west of the Earle outer compass locator on the localizer, two-minute legs, left turns, expect further clearance at zero niner zero zero, time now zero eight four five. 216 / CHAPTER 4 Localizer 2 min. Earle LOM Figure 4–7. Example of an aircraft holding west of the Earle LOM on the localizer course, using two-minute legs left turns. 323° Radial 1 min. BVT VOR Figure 4–8. Example of an aircraft holding northwest of the BVT VOR on the 323° radial. United six eleven, hold northwest of the Boiler VOR on the three two three radial, expect further clearance at one one two five zulu, time now one one zero five. Whenever the controller determines that the aircraft can be permitted to leave the holding fix and continue on course, the following procedure should be used: 1. Issue the new clearance limit. 2. Issue the route of flight to the clearance limit. If there has been no change in the route since the aircraft entered the holding pattern, the phrase “via last routing cleared” may be used. 3. Restate the assigned altitude.  Airport Air Traffic Control Communications / 217 Here are examples of the proper phraseology: American six fifty-four is cleared to the Chicago O’Hare Airport via last routing cleared, maintain flight level one eight zero. Jetstream nine alpha victor is cleared to the Champaign VOR via direct the Danville VOR and victor two fifty-one, maintain five thousand. Whenever the aircraft has been cleared to leave the holding pattern, the pilot is expected to remain in the holding pattern until the aircraft crosses the holding fix, then proceed on course. The pilot is not expected to take any shortcuts. Additional Communications Phraseology When appended to a controller’s transmission, the word “acknowledge” requests that the pilot inform the controller that the message in question has been received: CONTROLLER: Cessna two mike november, cleared to land. Acknowledge. PILOT: Cessna two mike november understands cleared to land. The word “affirmative” means the same as “yes” but is more understandable when spoken over the radio. The word “negative” means the same as “no” but is more understandable when spoken over the radio. The term “say intentions” is a request for the pilot to advise the controller of his or her intentions after a maneuver is performed: CONTROLLER: Sport zero two romeo, say intentions after this touch and go. PILOT: Sport zero two romeo would like to depart to the east. When only one pilot is flying an aircraft, it is particularly helpful to the pilot to be given advance notice concerning instructions that might be received in a later clearance. Such instructions are preceded by the word “expect.” This information is used by the pilot for planning purposes in case of radio com- munication failure. Here are some examples: Jetstream seven bravo charlie cleared to the Danville Airport via victor two fifty-one. Climb and maintain six thousand. Expect the ILS runway one seven approach at Danville. Westwind six bravo victor, descend and maintain one zero thousand, expect lower altitude in five miles. 218 / CHAPTER 4 A variety of other standardized phrases and abbreviations are used by air traffic controllers while performing their duties. Some of the more common abbre- viations are included in Table 4–3. Other phrases and abbreviations used by controllers can be found either in FAAH 7110.65 or in the facility directives. If all the communications procedures described in this chapter are used by both air traffic controllers and pilots, the risk of miscommunication and the resulting potential for an accident or incident can be significantly reduced. In light of this fact, air traffic controllers should routinely use standard communi- cations techniques when conversing with pilots and other controllers, resisting the urge to use slang or CB radio language. Table 4–3. Some Standard ATC Abbreviations Abbreviation Meaning A Cleared to airport of intended landing B ARTCC clearance delivered BC ILS back course approach CAF Cleared as filed CT Contact approach D Cleared to depart from the fix F Cleared to the fix FA Final approach I Initial approach ILS ILS approach L Cleared to land MA Missed approach MLS MLS approach N Clearance not delivered NDB NDB approach O Cleared to the outer marker OTP VFR on top conditions PA Precision approach PD Pilot’s discretion PT Procedure turn Q Cleared to fly specified sectors of a navaid RH Runway heading  Airport Air Traffic Control Communications / 219 Table 4–3. Some Standard ATC Abbreviations (continued) Abbreviation Meaning RP Report passing RX Report crossing SA Surveillance approach SI Straight-in approach T Cleared through an intermediate point TA TACAN approach TL Turn left TR Turn right V Cleared over the fix VA Visual approach VR VOR approach X Cleared to cross Z Tower jurisdiction KEY TERMS cleared (C) Greenwich mean time (GMT) prime meridian cleared as filed (CAF) group form report crossing (RX) coordinated universal time (UTC) holding pattern report leaving (RL) cruise clearance intercept report reaching (RR) direct knots simplex communications duplex communications maintain TELCO expect further clearance (EFC) maintain VFR VFR on top Federal Communications millibars voice switching system Commission (FCC) pilot’s discretion REVIEW QUESTIONS 1. How is an air traffic control clearance issued? 2. How is each letter of the alphabet and each number phonetically pronounced in aviation? 3. How are runways, airports, and airways identified? 4. How is time referenced in aviation? 5. What is a holding pattern and how is it used?