CLEARED FOR TAKEOFF - Aviation English Course

ICAO and FAA Standard Phraseology

A Reference Guide for
Commercial Air Transport Pilots

© 2016. Cleared for Takeoff copyright. All rights reserved.

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INTRODUCTION

Communication error is the biggest causal factor in both level busts and runway incursions
in Europe. This document aims to provide Commercial Air Transport (CAT) pilots and other
pilots flying IFR within controlled airspace with a quick reference guide to commonly used
radiotelephony (RTF) phrases that may be encountered during a routine CAT flight in
European Airspace. It also explains some of the rationale behind the use of certain words
and phrases to aid understanding and reinforce the need for compliance with standard
phraseology.

The goal is to improve safety by raising RTF standards.

The need for clear and unambiguous communication between pilots and Air Traffic
Control (ATC) is vital in assisting the safe and expeditious operation of aircraft. It is
important, therefore, that due regard is given to the use of standard words and
phrases and that all involved ensure that they maintain the highest professional
standards when using RTF. This is especially important when operating within busy
sectors with congested frequencies where any time wasted with verbosity and non-
standard, ambiguous phrases could lead to flight safety incidents.

Phraseology has evolved over time and has been carefully developed to provide
maximum clarity and brevity in communications while ensuring that phrases are
unambiguous. However, while standard phraseology is available to cover most routine
situations, not every conceivable scenario will be catered for and RTF users should be
prepared to use plain language when necessary following the principle of keeping
phrases clear and concise.

CONTENTS
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1) Clearance and Taxi

2) Take-off and Departure
3) Read-back
4) Climb, Cruise and Descent
5) Approach and Landing
6) Emergency Communications
7) ICAO and FAA differences
8) Accidents and Incidents – Studying Cases

Note:
This document uses RTF examples showing both pilot (denoted by blue italic text)
and ATCO (denoted by grey text) communication. For example:
Pilot - Metro Ground, Big Jet 345, request taxi
ATC - Big Jet 345, Metro Ground, taxi to holding point A1, hold short of Runway 18

CLEARANCE AND TAXI

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Taxiing - A Safety Critical Activity

RTF is crucial to the safety of the flight during taxiing. Any mistake that causes the
aircraft to enter a runway in error could be catastrophic.

Taxi Clearance Limit

All taxi clearances will contain a clearance limit, which is the point at which the
aircraft must stop unless further permission to proceed is given.

Noting Down Taxi Clearances

Complex or lengthy taxi clearances should be noted down by crews.

RTF Taxi Instructions to Departure Runway

Metro Ground, Big Jet 345, request taxi
Big Jet 345, Metro Ground, taxi to holding point C, runway 27
Taxi to holding point C, runway 27, Big Jet 345
Big Jet 345, contact Metro Tower 119.2
Contact Metro Tower 119.2, Big Jet 345

Crossing an Intermediate Runway

If a taxi route involves crossing a runway, whether active or not, specific
clearance to cross that runway is required.

Departure Delay Information

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Departure sequence information such as ‘number 5 to depart’ or ‘expect

departure in …’ is NOT a take-off clearance.

RTF Taxiing Across an Intermediate Runway

Metro Ground, Big Jet 345, request taxi
Big Jet 345, Metro Ground, taxi to holding point A1 runway 18
Taxi to holding point A1 runway 18, Big Jet 345

When traffic permits

Big Jet 345 cross runway 18 at A1, taxi to holding point C, runway 27
Cross runway 18 at A1, taxi to holding point C, runway 27, Big Jet 345

NB: ATC may request Big Jet to confirm when Runway 18 is vacated

A Conditional Taxi Clearance

Conditional clearances may expedite traffic flow, but there are risks. Read-back must be
in full and in the same sequence as given. A taxi clearance, shown below, allows taxi after
another action has first taken place ie. the condition of the clearance. Where there may be
ambiguity as to the subject of the condition, additional details such as livery and/or colour
are given to aid identification.
A conditional taxi clearance allows the aircraft to taxi only after another action has
taken place. The structure and order of conditional clearances is essential to their safe
execution.
Correct read-back of a conditional clearance is vital.

Metro Delivery, Big Jet 345, Stand Bravo 1, Boeing 737 with information Q,
QNH1006, request clearance
Big Jet 345, Metro Delivery, Cleared to Smallville, T1A departure,
Squawk 3456, slot time 1905

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Cleared to Smallville, T1A, Squawk 3456, Big Jet 345

Big Jet 345, request start up

Big Jet 345, start up approved, contact Metro Ground 118.750 for taxi
instructions
Start up approved, contact Metro Ground 118.750 for taxi instructions, Big Jet 345

Metro Ground, Big Jet 345 Stand B1, request taxi

Big Jet 345, Metro Ground, after the red and white Antonov with the
purple fin, taxi to holding point runway 08
After the red and white Antonov with the purple fin, taxi to holding point runway 08,
Big Jet 345

*ICAO:
In all cases a conditional clearance shall be given in the following
order and consist of:
a. Identification;
b. The condition
c. The clearance; and
d. Brief reiteration of the condition

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Conditional clearance to cross the intermediate runway:

Conditional phrases, such as “behind landing aircraft” or “after departing aircraft”, shall
not be used for movements affecting the active runway(s), except when the aircraft or
vehicles concerned are seen by the appropriate controller and pilot. The aircraft or vehicle
causing the condition in the clearance issued shall be the first aircraft/vehicle to pass in
front of the other aircraft concerned.

NB: Beware - the ICAO phrase ‘behind’ has been misinterpreted as an instruction
to ‘get close to’ the preceding aircraft, leading to serious jet blast incidents.

Big Jet 345, after landing Airbus 321, cross Runway 09 at C2, after
After landing Airbus 321, cross Runway 09 at C2 after, Big Jet 345

Then:
Big Jet 345, taxi to holding point C1, runway 27
Taxi to holding point C1, runway 27, Big Jet 345

Then:
Big Jet 345, contact Metro Tower 123.625
Contact Metro Tower 123.625, Big Jet 345

TAKE OFF AND DEPARTURE

‘Take-off’ shall only be used when issuing a clearance to take-off. Do
not use phrases such as ‘prior to take-off’ or ‘after take-off’.
 If the controller uses ‘after departure’ or ‘follow’, this is NOT a clearance to take-
off.

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Any instructions to HOLD, HOLD POSITION or HOLD SHORT OF, shall be read back in
full using the appropriate phrase – HOLDING or HOLD SHORT OF.

In the airport environment, the word ‘cleared’ shall only be used in connection with
a clearance to take-off or land. To aid clarity, a take-off clearance will always be
issued separately.

RTF Take-off Clearance

Metro Tower, Big Jet 345, approaching holding point C1
Big Jet 345, Metro Tower, line up runway 27
Lining up runway 27, Big Jet 345
Big Jet 345, runway 27, cleared for take-off
Cleared for take-off, Big Jet 345

Once airborne:
Big Jet 345, contact Metro Radar 124.6
Contact Metro Radar on 124.6, Big Jet 345

Amendment to Departure Clearance

Amendments to departure clearances are known to contribute to runway
incursion incidents.

The phraseology for amendments to departure clearances where the aircraft is

approaching the runway will begin with ‘hold position’.

RTF Amendment to Departure Clearance

Metro Tower, Big Jet 345, approaching holding point C1

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Big Jet 345, Metro Tower, hold at C1

Hold at C1, Big Jet 345
Big Jet 345, hold position, amendment to clearance, T3F departure, climb to 6000
feet
Holding, T3F departure, climb to 6000 feet, Big Jet 345

Or:
Big Jet 345 hold position, after departure climb to altitude 6000 feet
Holding, after departure climb to 6000 feet, Big Jet 345

Conditional Line-Up Clearance

Important points involving the active runway:
 The condition is always given directly after the call-sign and before the
clearance.
 Conditional clearances must be read back in full and in exactly the same
sequence as given plus a brief reiteration of the condition.
 The aircraft or vehicle that is the subject of the condition must be visible to the
flight crew and the controller.
 The subject aircraft or vehicle of the condition shall be the next
aircraft/vehicle to pass.
The condition must relate to only one
movement.Always clarify if unsure.

RTF A Conditional Line Up Clearance

Metro Tower, Big Jet 345, approaching holding point C1
Big Jet 345, Metro Tower, hold at C1
Hold at C1, Big Jet 345

Conditional line up clearance:

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Big Jet 345, behind landing Boeing 757, line up runway 27, behind
Behind landing Boeing 757, line up runway 27, behind, Big Jet 345

Cancelling Take-off Clearance

If take-off clearance has to be cancelled before the take-off roll has commenced, the
flight crew shall be instructed to hold position, stating reason.

If it is necessary to cancel take-off clearance after the aircraft has commenced the
take-off roll, the flight crew shall be instructed to stop immediately.

RTF Cancelling Take-off Clearance

Aircraft has not commenced take-off roll:

Big Jet 345 hold position, Cancel take-off, I say again cancel take-off due to
vehicle on the runway
Holding, Big Jet 345

Aircraft has commenced take-off roll:

Big Jet 345 stop immediately, (Big Jet 345 stop immediately)!
Stopping, Big Jet 345

READ-BACK
Read-back is vital for ensuring mutual understanding between the pilot and the
controller of the intended plan for that aircraft.
 Following correct read-back the flight crew must ensure that they carry out the
correct action. Statistics show that one of the most common causes of a level bust
in Europe is correct read-back followed by incorrect action.
 Strategies to prevent the above error include noting down the clearance prior to
read-back and ensuring that both flight crew members listen to all clearances,
including taxi clearance. If in doubt check!
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Any safety related message or part of message transmitted by voice must

always be read-back.

The Following Shall Always Be Read Back

Taxi
instructionsLevel
instructions
Heading
instructionsSpeed
instructions
Airways/route
clearancesApproach clearances
 Runway in use
All clearances affecting any
runwaySSR operating instructions
Altimeter
settingsVDF
information
Type of radar
serviceTransition levels
Frequency changes should always be read-back in full.
Checking the accuracy of a read-back is far easier if the information is read back in the
same order as given. Omissions are more difficult to pick up than incorrect data.
 When a read-back is required ensure it is complete and in the order
given.
 Always listen for (and check) ATC confirmation or correction of read-back.

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CLIMB, CRUISE AND DESCENT

Initial Calls
Studies show that an initial call which does not contain all the required
information can lead to a loss of separation. On first contact after departure
include:
CallsignSID

 Current or passing level plus cleared level

The information in the initial call is essential for the safety of the aircraft by
ensuring mutual understanding between the crew and the controller of the
intention for the aircraft.

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Omissions will require an additional call for clarification which may lead to
frequency congestion.

On first contact with subsequent frequencies include call-sign (and wake

turbulence category if ‘heavy’) and:
 Level , including passing and cleared level if not maintaining the cleared level
 Cleared level (if different from current level)
Speed(if assigned by ATC),

andOther ATCclearances assigned.

RTF Initial Call

Big Jet 345, runway 27, cleared for take-off
Cleared for take-off, runway 27 Big Jet 345

Once airborne:
Big Jet 345, contact Metro Radar 124.6
Contact Metro Radar 124.6, Big Jet 345

Initial call to radar:

Metro Radar, Big Jet 345, T3F, passing 2300 feet climbing to 6000 feet,
Big Jet 345, Metro Radar, radar contact

Degrees
Headings ending in zero can easily be confused with flight levels (this confusion can
be avoided by appending the word ‘degrees’, however this is not an ICAO
requirement or recommendation).

Flight Levels

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Flight levels below FL100 are referred to as two digit numbers e.g. Climb flight level
eight zero to reduce the risk of confusion with a heading instruction eg. heading zero
eight zero.

Flight levels 100, 200 and 300 are often confused for 110, 210 and 310: special care
should be taken when enunciating ‘zero zero’.

En-Route RTF

RTF En-Route Examples

Big Jet 345, fly heading 260 (degrees), climb to FL 100, no speed restrictions
Fly heading 260 (degrees), climb to FL 100, no speed restrictions, Big Jet 345
Big Jet 345, fly direct BONNY, climb to FL 360
Direct BONNY, climb to FL 360, Big Jet 345
Big Jet 345, contact Northern Control, 132.6
Contact Northern Control, 132.6, Big Jet 345
Northern Control, Big Jet 345, passing FL240 climbing to FL 360, direct BONNY
Big Jet 345, Northern Control, fly direct CLYDE
Direct CLYDE, Big Jet 345

Reduced Vertical Separation Minima

 Flight crew shall report RVSM approved status with ‘Affirm RVSM’ and report RVSM
non-approved with ‘Negative RVSM’ followed by reason.
 Flight crew denying ATC clearance into RVSM shall state ‘Unable RVSM’
followed by the reason, for example ‘Unable RVSM due turbulence’ or
‘Unable RVSM due equipment’.
 Flight crew able to resume RVSM shall use the phrase ‘Ready to resume
RVSM’.
 ATC should be informed when a non-RVSM approved State aircraft is requesting climb
into RVSM airspace thus ‘…Request FL320, Negative RVSM’.
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If able, ATC will give the clearance as follows ‘…Climb to FL 320, Negative RVSM’.
Notice that the term ‘Negative RVSM’ is used in the clearance and the read-back,
thus ‘Climb to FL 320, Negative RVSM…’. Otherwise ATC will state that they are
unable to issue the clearance into RVSM airspace.

RTF for TCAS

Once an aircraft departs from its ATC clearance or instruction in compliance with an
RA, or a pilot reports an RA, the controller ceases to be responsible for providing
separation between that aircraft and any other aircraft affected as a direct
consequence of the manoeuvre induced by the RA.

If an RA is causing departure from the ATC clearance

(Callsign) TCAS RA (pronounced "TEE-CAS-AR-AY").

When returning to assigned clearance

(Callsign) CLEAR OF CONFLICT, RETURNING TO (assigned clearance).

When the assigned ATC clearance has been resumed

(Callsign) CLEAR OF CONFLICT (assigned clearance) RESUMED

When an ATC clearance contradictory to the ACAS RA is received, the

flight crew will follow the RA and inform ATC directly
(Callsign) UNABLE, TCAS RA.

Conditional Clearances
Conditional clearances can be issued eg. in the TMA. ‘After passing altitude 4000 feet,
fly heading…’ These must be treated with great care and read back in exactly the
same format in which they are given. If in doubt – check! Writing down such
clearances should help in preventing a conditional clearance being neglected.
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Avoiding Action

Lateral Avoiding Action

Big Jet 345, turn left (or right) immediately heading 270 (or 30 degrees)! to avoid
traffic at 2 o’clock, 5 miles crossing right to left, 500 feet below

Vertical Avoiding Action

Big Jet 345, climb (or descend) immediately to FL 160, traffic at 12 o’clock 3 miles
opposite direction, same level
An urgent tone shall be used

RTF for VHF frequencies – Use of Six Digits

Use six digits except where the final two digits of the frequency are both zero, in which
case only the first four digits need to be transmitted.

Simultaneous or Continuous Transmissions

Direct controller – pilot communication can be adversely affected by simultaneous or
continuous transmissions. There are times when the controller is not aware of a blocked
transmission, but a pilot is. On hearing a simultaneous transmission it can be helpful if a
pilot informs ATC that the transmission was
BLOCKED.
Transmission blocked, Big Jet 345

To and For
Use of the word ‘to’ directly before a climb/descent instruction or change of heading can
be confused as ‘two’. Such confusion is avoided by using the mandatory words ‘flight
level’ or ‘heading’ immediately before the numbers.
Big Jet 345, climb to FL180.
Big Jet 345, turn left to heading 310 degrees.
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There are also occasions where inappropriate use of the word ‘for’ can introduce
confusion if it is interpreted as the number ‘four’.

Wake Vortex Separation Requests

Do not ask for reduced vortex wake separation; controllers do not have
discretion to grant this.

APPROACH AND LANDING

Pilot-interpreted Approaches (eg ILS) Phraseology

The phrase ‘cleared ILS approach runway xx’ has, in the past, introduced some
ambiguity whereby pilots have taken this to mean they are cleared to the
altitude/height depicted on the approach chart immediately prior to the final
approach fix. This should not be assumed; normally clearances to descend at this
point will be given distinctly.

Other phrases that are commonly in use include:

‘Report established localiser (or ILS, GBAS/SBAS/MLS approach course).’
‘Maintain (altitude) until intercepting glide-path.’
‘Report established on glide-path.’

RTF Radar Vectors from the HOLD towards the ILS

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Metro Approach, Big Jet 345, Boeing 737 with information P, Holding MAYFIELD
descending FL 80
Big Jet 345, Metro Approach, now information Q, new QNH 998
QNH 998, Big Jet 345
Big Jet 345, leave MAYFIELD, heading 120 descend to 6000 feet, QNH 998,
speed 210 knots
Heading 120, descend to 6000 feet, QNH 998, speed 210 knots, Big Jet 345
Big Jet 345, turn right heading 180, speed 180 knots, vectoring ILS runway 27 Right
Right heading 180, speed 180 knots, Big Jet 345

RTF –ILS continued:

Big Jet 345, turn right heading 240, descend to 3000 feet, report established
localiser runway 27 Right
Right heading 240, descend to 3000 feet, report established localiser runway 27
Right, Big Jet 345
Big Jet 345, established localiser
Big Jet 345, cleared ILS approach runway 27 Right,
Cleared ILS approach runway 27 right, Big Jet 345

Or in busy RTF situations:

Big Jet 345, turn right heading 240 degrees, cleared ILS approach runway 27
Right, maintain 3000ft, until glide-path interception

Turning right heading 240, cleared ILS approach runway 27 Right, maintain 3000
ft until glide-path runway 27 right

Continue Approach
If the runway is obstructed when the aircraft reports ‘final’, but it is expected to be
available in good time for the aircraft to make a safe landing, the controller will delay
landing clearance by issuing an instruction to ‘continue approach’. The controller may
explain why the landing clearance has been delayed. An instruction to ‘continue’ is
NOT a clearance to land.
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RTF Continue Approach

Metro Tower, Big Jet 345, final runway 27 Right
Big Jet 345, continue approach
Continue approach, Big Jet 345
Big Jet 345, cleared to land, runway 27 Right, wind 270 degrees ten knots
Cleared to land runway 27 Right, Big Jet 345

The Go-Around
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.
 In the event of a missed approach being initiated by the pilot, the phrase ‘going
around’ should be used.

RTF the Go-Around

Controller Initiated:
Big Jet 345, go around
Going around, Big Jet 345

Pilot initiated:
Big Jet 345, going around
Roger (followed by suitable instruction)

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EMERGENCY COMMUNICATIONS

RTF Emergency Communications

As soon as there is any doubt as to the safe conduct of a flight, immediately request
assistance from ATC. Flight crews should declare the situation early; it can always be
cancelled.

 A distress call (situation where the aircraft requires immediate assistance) is

prefixed: MAYDAY, MAYDAY, MAYDAY.
 An urgency message (situation not requiring immediate assistance) is
prefixed:
PAN-PAN, PAN-PAN, PAN-PAN.
 Make the initial call on the frequency in use, but if that is not possible
squawk 7700 and call on 121.5.
 The distress/urgency message shall contain (at least) the name of the station
addressed, the call-sign, nature of the emergency, fuel endurance and persons
on board; and any supporting information such as position, level, (descending),
speed and heading, and pilot’s intentions.

RTF Emergency Communications

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MAYDAY, MAYDAY, MAYDAY, Metro Control, Big Jet 345, main electric failure, request
immediate landing at Metro, position 35 miles north west of Metro, heading 120 flight
level 80 descending, 150 persons on board, endurance three hours
Big Jet 345, Roger the MAYDAY, turn left heading 090, radar vectors ILS runway 27
Big Jet 345 request runway 09
Big Jet 345, roger, turn right heading 140 for radar vectoring runway 09,
descend to 3000 feet, QNH 995, report established
Big Jet 345, heading 140, descend to 3000 feet QNH 995 , report established
localiser runway 09

Fuel Reserves Approaching Minimum

’Fuel Emergency’ or ‘fuel priority’ are not recognised terms. Flight crews short
of fuel must declare a PAN or MAYDAY to be sure of being given the appropriate
priority.

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ICAO AND FAA DIFFERENCES

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ACCIDENTS AND INCIDENTS

1) Avianca 52
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2) Tiger 66

3) KLM and PanAm – Tenerife

4) United 52

5) Air China 981

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