ICAO Standard Phraseology

A Quick Reference Guide for

Commercial Air Transport Pilots

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.

ICAO Phraseology Reference Guide CLEARWAY 2016 ALL CLEAR AGC safety initiative
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.

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Contents

1. Clearance and Taxi

2. Take-off and Departure
3. Read-back
4. Climb, Cruise and Descent
5. Approach and Landing
6. Emergency Communications

Note:
This document uses RTF examples showing both pilot (denoted by blue italic
text) and ATCO (denoted by Black text) communication. For example:
Pilot - Metro Ground, Clearway 728, request taxi
ATC - Clearway 728, Metro Ground, taxi to holding point A1, hold short of Runway
17

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CLEARANCE AND TAXI

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, Clearway 728, request taxi
Clearway 728 , Metro Ground, taxi to holding point C, runway 27
Taxi to holding point C, runway 27, Clearway 728
Clearway 728, contact Metro Tower 119.2
Contact Metro Tower 119.2, Clearway 728

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

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, Clearway 728 request taxi
Clearway 728, Metro Ground, taxi to holding point A1 runway 18
Taxi to holding point A1 runway 18, Clearway 728

When traffic permits

Clearway 728 cross runway 18 at A1, taxi to holding point C, runway 27
Cross runway 18 at A1, taxi to holding point C, runway 27, Clearway 728

NB: ATC may request Clearway 728 to confirm when Runway 18 is vacated

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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 in the condition of the
clearance. Where there may be ambiguity as to the subject of the condition,
additional details such as livery and/or color 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, C l e a r w a y 7 2 8 , Stand Bravo 1, Boeing 737 with

information Q, QNH1006, request clearance
Clearway 728 , Metro Delivery, Cleared to Smallville, T1A
departure, Squawk 3456, slot time 1905
Cleared to Smallville, T1A, Squawk 3456, Clearway 728

Clearway 728 , request start up

Clearway 728, start up approved, contact Metro Ground 118.750 for taxi instructions.
Start up approved, contact Metro Ground 118.750 for taxi instructions, Clearway 728

Metro Ground, Clearway 728 Stand B1, request taxi

Clearway 728, Metro Ground, after the red and white Embraer with
the purple fin, taxi to holding point runway 08
After the red and white Embraer with the purple fin, taxi to holding point runway
08, Clearway 728.

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*ICAO:
In all cases a conditional clearance shall be given in the following order and
consist of:
1. Identification;
2. The condition
3. The clearance; and
4. Brief reiteration of the condition

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.

Clearway 728, after landing LATA M Airbus 321, cross Runway 09 at C2, after
After landing LA TA M Airbus 321, cross Runway 09 at C2 after, Clearway 728

Then:
Clearway 728, taxi to holding point C1, runway 27
Taxi to holding point C1, runway 27, Clearway 728.

Then:
Clearway 728 contact Metro Tower 123.625
Contact Metro Tower 123.625, Clearway 728.

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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.

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, Clearway 728, approaching holding point C1
Clearway 728, Metro Tower, line up runway 27
Lining up runway 27, Clearway 728
Clearway 728, runway 27, cleared for take-off
Cleared for take-off, Clearway 728

Once airborne:
Clearway 728, contact Metro Radar 124.6
Contact Metro Radar on 124.6, Clearway 728.

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’.

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RTF Amendment to Departure Clearance
Metro Tower, Clearway 728, approaching holding point C1
Clearway 728, Metro Tower, hold at C1
Hold at C1, Clearway 728
Clearway 728, hold position, amendment to clearance, T3F departure, climb to
6000 feet
Holding, T3F departure, climb to 6000 feet, Clearway 728

Or:
Clearway 728 hold position, after departure climb to altitude 6000 feet
Holding, after departure climb to 6000 feet, Clearway 728

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, Clearway 728, approaching holding point C1
Clearway 728, Metro Tower, hold at C1
Hold at C1, Clearway 728

Conditional line up clearance:

Clearway 728, behind landing AeroSky Airbus 320, line up runway 27, behind
Behind landing AeroSky Airbus 320, line up runway 27, behind, Clearway 728

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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:

Clearway 728 hold position, Cancel take-off, I say again cancel take-off due
to vehicle on the runway.
Holding, Clearway 728.

Aircraft has commenced take-off roll:

Clearway 728 stop immediately, (Clearway 728 stop immediately)!
Stopping, Clearway 728

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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!

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

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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:
Call-sign
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.

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

Clearway 728, runway 27, cleared for take-off
Cleared for take-off, runway 27 Clearway 728

Once airborne:
Clearway 728, contact Metro Radar 124.6
Contact Metro Radar 124.6, Clearway 728

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 Initial call to radar:
Metro Radar, Clearway 728, T3F, passing 2300 feet climbing to 6000 feet,
Clearway 728, 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
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

Clearway 728 , fly heading 260 (degrees), climb to FL 100, no speed restrictions
Fly heading 260 (degrees), climb to FL 100, no speed restrictions, Clearway 728.
Clearway 728 , fly direct BONNY, climb to FL 360
.
Direct BONNY, climb to FL 360, Clearway 728.
Clearway 728, contact Northern Control, 132.6
Contact Northern Control, 132.6, Clearway 728.
Northern Control, Clearway 728, passing FL240 climbing to FL 360, direct BONNY
Clearway 728, Northern Control, fly direct CLYDE
Direct CLYDE, Clearway 728.

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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’.

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 maneuver 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.

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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.

Avoiding Action

Lateral Avoiding Action

Clearway 728, 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

Clearway 728, 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.

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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, Clearway 728.

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.
Clearway 728, climb to FL180.
Clearway 728, turn left to heading 310 degrees.

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.

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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 localizer (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

Metro Approach, Clearway 728, Boeing 737 with information P, Holding MAYFIELD
descending FL 80
Clearway 728 , Metro Approach, new information Q, new QNH 998
QNH 998, Clearway 728.
Clearway 728, leave MAYFIELD, heading 120 descend to 6000 feet, QNH
998, speed 210 knots
Heading 120, descend to 6000 feet, QNH 998, speed 210 knots, Clearway 728
Clearway 728, turn right heading 180, speed 180 knots, vectoring ILS runway 27
Right
Right heading 180, speed 180 knots, Clearway 728.

RTF –ILS continued:

Clearway 728, turn right heading 240, descend to 3000 feet, report
established localizer runway 27 Right
Right heading 240, descend to 3000 feet, report established localizer runway 27
Right, Clearway 728.
Clearway 728, established localizer
Clearway 728 , cleared ILS approach runway 27 Right,
Cleared ILS approach runway 27 right, Clearway 728.

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Or in busy RTF situations:
Clearway 728, 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.

RTF Continue Approach

Metro Tower, Clearway 728, final runway 27 Right
Clearway 728, continue approach
Continue approach, Clearway 728
Clearway 728, cleared to land, runway 27 Right, wind 270 degrees ten knots
Cleared to land runway 27 Right, Clearway 728

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: Clearway 728, go around

Going around, Clearway 728.

Pilot initiated:
Clearway 728, 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

MAYDAY, MAYDAY, MAYDAY, Metro Control, Clearway 728 , 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
Clearway 728, Roger the MAYDAY, turn left heading 090, radar vectors ILS runway
27
Clearway 728 request runway 09
Clearway 728, roger, turn right heading 140 for radar vectoring runway
09, descend to 3000 feet, QNH 995, report established
Clearway 728, heading 140, descend to 3000 feet QNH 995 , report
established localizer runway 09

Fuel Reserves Approaching Minimum

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

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Radio Failure
Over recent years the number of reported radio failure incidents has increased
considerably. With the heightened awareness in airborne security, ATC’s inability
to contact an aircraft experiencing a radio failure could lead to that aircraft’s
interception by military aircraft.

Pilots should familiarize themselves with loss of communications procedures

and/or sleeping receiver procedures, including the use of 121.5 MHz.

Operators should ensure that ATC Units have readily available 24 hour contact
details of company flight operations control.

Ricardo Videla
Commercial Pilot

www.clearway.cl
[email protected]
+569 5586 4209
Estoril 200 of. 728. Las Condes
Santiago - Chile

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