mats chapter 21 radio telephony & phraseology

KURDISTAN REGIONAL GOVERNMENT

SULAYMANIYAH

INTERNATIONAL AIRPORT

MATS

CHAPTER 21

RADIO TELEPHONY PROCEDURES

& STANDARD RT PHRASEOLOGY

( First Edition )

April 2012

Prepared By

Fakhir .F. Mohammed

Civil Aviation Consultant

MATS Sulaymaniyah International Airport April 2012


AND ASSOCIATED PHRASEOLOGIES

Table Of Contents Subjects Page

21.1 Introduction ……………………………………………………….…21-1

21.2 General …………………………………………………………….. 21-1

21.3 Transmitting Technique ………………………..………………. 21-2

21.4 Transmission of Letters …………………………..…. …………. 21-3

21.5 Transmission of Numbers ………………………. ………… 21-5

21.6 Transmission of Time ……………………………………………. 21-8

21.7 Standard Words and Phrases ………………………. ………….21-9

21.8 Identification Of Aeronautical Stations ………….. ………... 21-11

21.9 Aircraft call signs ………………………………….……………… 21-12

21.10 Communications …………………………………………….… 21-14

21.10.1 Air Traffic Services Requirement For ….. …………………21-14

Communications

21.10.1.1 Aeronautical mobile service ………..…………… 21-14

(air-ground communications)

21.10.1.2 Aeronautical fixed service ……………………….. 21-15

(ground-ground communications)

21.10.2 Description of communication facilities ………………….. 21-17

21.10.3 Communication between Flight ……………….................... 21-17

Information Regions

21.10.4 Communication for the control of vehicles ……………..... 21-18

Other than aircraft on the manoeuvring

areas at controlled aerodromes

21.10.5 Automatic recording of surveillance data …. ………… 21-18

21.10.6 Establishment and continuation of ……………………… 21-19

communications

21.10.7 Transfer of communications …………………………… 21-22

21.10.8 Issue of clearance and read –back requirements ……… 21-23

21.10.9 Test procedures ………………………………………… 21-26

21.11 Phraseology ……………………………………………………… 21-28

21.11.1 General Phraseology ………………………………. … 21-28

21.11.1.1 Introduction ………………………………… 21-28

21.11.1.2 Level instructions …………………………… 21-30

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Radio Telephony Procedures & Phraseologies 1 – i

MATS Tower & Approach ( Radar & Non – Radar)

Prepared By Fakhir Faraj Mohammed


21.11.1.3 Level changes, reports and rates ……………. 21-30

21.11.1.3.1 Climb …………………….……… 21-30

21.11.1.3.2 Descend ………………………… 21-39

21.11.1.4 Change of Call Sign ………………………… 21-48

21.11.1.5 Traffic information ………………………… 21-49

21.11.1.6 Meteorological conditions ………………… 21-51

21.11.1.7 Position reporting ………………………… 21-52

21.11.2 Aerodrome Control Phraseologies ……………………… 21-54

21.11.2.1 Aerodrome Control : AIRCRAFT....……… 21-54

21.11.2.1.1 General ………………………… 21-54

21.11.2.1.1.1 Essential Aerodrome..21-54

Information

21.11.2.1.1.2 Identification Of …... 21-57

Aircraft

21.11.2.1.1.3Acknowledgement By . 21-57

Visual Means

21.11.2.1.2 Departing Aircraft …………… 21-58

21.11.2.1.2.1 Departure Information.21-58

21.11.2.1.2.2 Push-Back procedure 21-58

21.11.2.1.2.3 Towing Procedure …. 21-59

21.11.2.1.2.4 Start – Up …………... 21-60

21.11.2.1.2.5 Taxi Instructions …… 21-61

21.11.2.1.2.6 ATC Clearance ……. 21-64

21.11.2.1.2.7 Take-Off Procedures 21-66

21.11.2.1.3 Arriving Aircraft ………………. 21-72

21.11.2.1.3.1 Aerodrome Traffic … 21-72

Circuit

21.11.2.1.3.1.1 Joining Traffic 21-73

Circuit

21.11.2.1.3.1.2 Final approach 21-79

and landing

21.11.2.1.3.2 Go around …………. .21-82

21.11.2.1.3.3 After landing ……...…21-83

21.11.2.2 Aerodrome Control: VEHICLES …………… 21-85

21.11.2.2.1 Introduction ……………………. 21-85 21.11.2.2.2 Movement Instructions ………… 21-85

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Radio Telephony Procedures & Phraseologies Page 21 – ii




21.11.2.2.3 Crossing Runway ……………... 21-87

21.11.2.2.4 Vehicle Towing Aircraft …….. 21-89

21.11.3 Approach Control Phraseologies …………………….… 21-90

21.11.3.1 IFR Departures ……...…………………. … 21-90

21.11.3.2 VFR Departures …………………………… 21-90

21.11.3.3 IFR Arrivals ………………………………. 21-91

Example 1 ………………………………… 21-91

Aircraft with No Delay Expected, making

full ILS Approach :

Example 2 …………………………………… 21-93

Aircraft with No Delay Expected

requesting Straight –In ILS Approach :

Example 3 ………………………………… 21-94

Aircraft with Expected Approach

Time and Holding Instruction:

21.11.3.4 VFR Arrivals ……………………………… 21-97

21.11.4 Radar Phraseologies ………………………………… 21-98

21.11.4.1 Introduction ………………………………… 21-98

21.11.4.2 Identification ……………… ……………… 21-98

Examples for Identification ……………… 21-98

21.11.4.3 Vectoring …………………………………… 21-100

Examples for Vectoring …………………… 21-100

21.11.4.4 Termination of Radar Service ………………21-103

Examples for termination of ……………….. 21-103

Radar Service

21.11.4.5 Traffic Information and Avoiding Action … 21-104

Examples for Traffic information and …… 21-104

Avoiding action

21.11.4.6 Speed Control ……………………………… 21-106

Examples for Speed Control ……………… 21-106

21.11.4.7 Radar In Approach Control Service ………… 21-107

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Radio Telephony Procedures & Phraseologies Page 21 – iii

MATS Tower & Approach ( Radar & Non – Radar



21.11.4.7.1 Vectoring for ILS/Visual approach... 21-107

Runway 31/13

Examples for vectoring for ILS ……21-108

Approach Runway 31

Examples for Vectoring for Visual… 21-109

Approach Runway 31

Examples for Vectoring for ILS …….21-110

Approach Runway 13

Examples for Vectoring for Visual …21-111

Approach Runway 13

21.11.4.7.2 Vectoring for Surveillance Radar…21-112

Approach ( SRA )

Examples for SRA Approach ..... 21-113

Terminated at 2 Miles From

Touch Down Runway 31

Examples for SRA Approach … 21-116

Terminated at 2 Miles From



Terminated at One Mile From



Terminated at One Mile From


21.11.4.8 Secondary Surveillance Radar ……… 21-128 SSR Examples ……………………………21-129

21.11.4.9 Radar Assistance to Aircraft With …… 21-130

Radiocommunication Failure

21.11.4.10 Alerting Phraseologies ……………….. 21-133

21.11.5 ACAS/TCAS phraseologies …………………………..………..21-133

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Radio Telephony Procedures & Phraseologies Page 21 – v




21.11.6 Distress and Urgency Procedures and ……………….. 21-135

Communication Failure Procedures

21.11.6.1 Introduction ………………………………… 21-135

21.11.6.2 Distress Messages ………………………… 21-136

21.11.6.2.1 Aircraft in Distress …………… 21-136

21.11.6.2.2 Imposition of silence…………. . 21-138

21.11.6.2.3 Termination of distress and ...… 21-138

Silence

21.11.6.3 Urgency Messages …………………………… 21-139

21.11.6.4 Emergency Descent ………………………… 21-141

21.11.6.5 Aircraft Communication Failure …………… 21-142

21.11.7 Transmission of Meteorological and other Aerodrome …21-143

Information

21.11.7.1 Introduction ………………………………… 21-143

21.11.7.2 Runway Visual Range ( RVR ) …………………21-144

21.11.7.3 Runway Surface Condition …………………… 21-144

21.11.8 Fuel Dumping ……………………………………………… 21-145

21.11.9 Wake Turbulence ………………………………………… 21-146

21.11.10 Wind Shear ……………………………………………… 21-146

References ………………………………………………………… 21-147

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Radio Telephony Procedures & Phraseologies Page 21 – vi





AND ASSOCIATED PHRASEOLOGIES

21.1 Introduction

Radiotelephony (RTF) provides the means by which pilots and ground

personnel communicate with each other. The information and instructions

transmitted are of vital importance in the safe and expeditious operation of

aircraft. Incidents and accidents have occurred in which a contributing factor

has been the use of non-standard procedures and phraseology. The importance

of using correct and precise standardized phraseology cannot be

overemphasized.

21.2 General

21.2.1 The procedures contained in this chapter are in accordance with the

ICAO SARPS contained in Annex 10, Volume 11, Chapter 5 and shall be

strictly adhered to at all times by all ATS personnel involved in

communicating with any entity by radio or telephone.

21.2.2 The phraseologies contained in this section are in accordance with

the ICAO PANS RAC contained in Doc 4444 and ICAO Doc 9432

Manual of Radio Telephony and shall be strictly adhered to at all times.

21.2.3 The language to be used shall be English.

21.2.4 Standardization is essential and compliance with published

procedures mandatory. Individual non standard procedures and

phraseologies contribute to an overall reduction of standards which

adversely affects safety and, as such, must be eliminated.

21.2.5 The procedures and phraseologies detailed have been laid down

with the object of ensuring uniformity in telephone and RTF

communications with persons of diverse nationalities and languages.

21.2.6 The importance of the correct use of accurate and precise

phraseology cannot be over emphasized. Controllers will find, however,

that it will often be necessary to extend the phraseology but should take

care not to confuse or prejudice basic meanings or intentions.

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Radio Telephony Procedures & Phraseologies Page 21 - 1




21.3 Transmitting Technique

21.3.1 The following transmitting techniques will assist in ensuring that

transmitted speech is clear and satisfactorily received:

a. before transmitting, listen out on the frequency to be used to ensure

that there will be no interference with a transmission from another

station;

b. be familiar with good microphone operating techniques;

c. use a normal conversational tone, and speak clearly and distinctly;

d. maintain an even rate of speech not exceeding 100 words per minute.

When it is known that elements of the message will be written down

by the recipient, speak at a slightly slower rate;

e. maintain the speaking volume at a constant level;

f. a slight pause before and after numbers will assist in making them

easier to understand;

g. avoid using hesitation sounds such as “er”;

h. be familiar with the microphone operating techniques, particularly in

relation to the maintenance of a constant distance from the

microphone if a modulator with a constant level is not used;

i. suspend speech temporarily if it becomes necessary to turn the head

away from the microphone;

j. depress the transmit switch fully before speaking and do not release it

until the message is completed. This will ensure that the entire

message is transmitted;

k. the transmission of long messages should be interrupted momentarily

from time to time to permit the transmitting operator to confirm that

the frequency in use is clear and, if necessary, to permit the receiving

operator to request repetition of parts not received.

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21.3.2 An irritating and potentially dangerous situation in radiotelephony is

a “ stuck ” microphone button. Operators should always ensure that the

button is released after a transmission and the microphone placed in an

appropriate place ensuring that it will not inadvertently be switched

on.

21.4 Transmission Of Letters

21.4.1 To expedite communications, the use of phonetic spelling should be

dispensed with if there is no risk of this affecting correct reception and

intelligibility of the message.

21.4.2 With the exception of the telephony designator and the type of aircraft,

each letter in the aircraft call sign shall be spoken separately using the

phonetic spelling.

21.4.3 The words in the table below shall be used when using the phonetic

spelling.

Note. Syllables to be emphasized are underlined.

Letter Word Pronunciation

A Alpha AL FAH

B Bravo BRAH VOH

C Charlie CHAR LEE or

SHAR LEE

D Delta DELL TAH

E Echo ECK OH

F Foxtrot FOKS TROT

G Golf GOLF

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Radio Telephony Procedures & Phraseologies Page 21 – 3




H Hotel HO TELL

I India IN DEE AH

J Juliett JEW LEE ETT

K Kilo KEY LOH

L Lima LEE MAH

M Mike MIKE

N November NO VEM BER

O Oscar OSS CAH

P Papa PAH PAH

Q Quebec KEH BECK

R Romeo ROW ME OH

S Sierra SEE AIR RAH

T Tango TANG GO

U Uniform YOU NEE FORM or

OO NEE FORM

V Victor VIK TAH

W Whiskey WISS KEY

X X-ray ECKS RAY

Y Yankee YANG KEY

Z Zulu ZOO LOO

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21.5 Transmission Of Numbers

21.5.1 When the language used for communication is English, numbers shall be

transmitted using the following pronunciation:

Note. The syllables printed in capital letters are to be stressed; for example,

the two syllables in ZE-RO are given equal emphasis, whereas the

first syllable of FOW-er is given primary emphasis.

Numeral or numeral element Pronunciation

0 ZE-RO

1 WUN

2 TOO

3 TREE

4 FOW-er

5 FIFE

6 SIX

7 SEV-en

8 AIT

9 NIN-er

Decimal DAY-SEE-MAL

Hundred HUN-dred

Thousand TOU-SAND

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21.5.2 All numbers, except as specified in 21.5.3, shall be transmitted by

pronouncing each digit separately.

Aircraft Call Sign Transmitted As

************** ************* IAW 917 IRAQI NIN-er WUN SEV-en

YIAKM YANG KEY IN DEE AH AL FAH KEY LOH MIKE

Flight Levels Transmitted As

FL 180 Flight Level WUN AIT ZE-RO

FL 200 Flight Level TOO ZE-RO ZE-RO

Wind Direction Transmitted As

And Speed

************* *************** 200 degrees 15 knots Wind TOO ZE-RO ZE-RO Degrees WUN FIFE Knots

160 degrees 18 knots gusting Wind WUN SIX ZE-RO Degrees WUN AIT Knots

30 knots Gusting TREE ZE-RO Knots

Transponder Codes Transmitted As

A 5311 Squawk AL FAH FIFE TREE WUN WUN

A 5300 Squawk AL FAH FIFE TREE ZE-RO ZE-RO

A 2000 Squawk AL FAH TOO TOU-SAND

Runway Transmitted As

31 Runway TREE WUN

13 Runway WUN TREE

Altimeter Setting Transmitted As

1 010 QNH WUN ZE-RO WUN ZE-RO

1 000 QNH WUN ZE-RO ZE-RO ZE-RO

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21.5.3 All numbers used in the transmission of altitude, cloud height, visibility

and runway visual range (RVR) information, which contain whole

hundreds and whole thousands, shall be transmitted by pronouncing

each digit in the number of hundreds or thousands followed by the word

HUNDRED or THOUSAND as appropriate. Combinations of thousands

and whole hundreds shall be transmitted by pronouncing each digit in

the number of thousands followed by the word THOUSAND followed by

the number of hundreds followed by the word HUNDRED.

Altitude transmitted as

800 AIT HUN-dred

3 400 TREE TOU-SAND FOW-er HUN-dred

12 000 WUN TOO TOU-SAND

Cloud Height Transmitted As

2 200 TOO TOU-SAND TOO HUN-dred

4 300 FOW-er TOU-SAND TREE HUN-dred

Visibility Transmitted As

1 000 Visibility WUN TOU-SAND

700 Visibility SEV-en HUN-dred

Runway Visual Range Transmitted As

200 RVR TOO HUN-dred

1 300 RVR WUN TOU-SAND TREE HUN-dred

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21.5.4 All six digits of the numerical designator should be used to identify

the transmitting channel in VHF radiotelephony communications, except

in the case of both the fifth and sixth digits being zeros, in which case

only the first four digits should be used.

Note 1. The following examples illustrate the application of the procedure in 21.5.4:

Channel Transmitted As

118.000 WUN WUN AIT DAY-SEE-MAL ZERO

118.005 WUN WUN AIT DAY-SEE-MAL ZERO ZERO FIFE

118.010 WUN WUN AIT DAY-SEE-MAL ZERO WUN ZERO

118.025 WUN WUN AIT DAY-SEE-MAL ZERO TOO FIFE

118.050 WUN WUN AIT DAY-SEE-MAL ZERO FIFE ZERO

118.100 WUN WUN AIT DAY-SEE-MAL WUN

21.6 Transmission Of Time

21.6.1 When transmitting time, only the minutes of the hour should normally be

required. Each digit should be pronounced separately. However, the

hour should be included when any possibility of confusion is likely to

result.

Note. The following example illustrates the application of this procedure:

Time Statement

0920 (9:20 A.M.) TOO ZE-RO or ZE-RO NIN-er TOO ZE-RO

1643 (4:43 P.M.) FOW-er TREE or WUN SIX FOW-er TREE

21.6.2 Pilots may check the time with the appropriate ATS unit. Time checks

shall be given to the nearest half minute.

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21.7 Standard Words And Phrases

The following words and phrases shall be used in radiotelephony

communications as appropriate and shall have the meaning given below.

Word/Phrase Meaning

ACKNOWLEDGE “Let me know that you have received and

understood this message.”

AFFIRM “Yes.”

APPROVED “Permission for proposed action granted.”

BREAK “I hereby indicate the separation between

portions of the message.”

Note. To be used where there is no clear distinction between the text and other

portions of the message.

BREAK BREAK “I hereby indicate the separation between

messages transmitted to different aircraft in a

very busy environment.”

CANCEL “Annul the previously transmitted clearance.”

CHECK “Examine a system or procedure.”

Note. Not to be used in any other context. No answer is normally expected.

CLEARED “Authorized to proceed under the conditions

specified.”

CONFIRM “I request verification of: (clearance, instruction,

action, information).”

CONTACT “Establish communications with . . .”

CORRECT “True” or “Accurate”.

CORRECTION “An error has been made in this transmission (or

message indicated). The correct version is . . .”

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Word/Phrase Meaning

DISREGARD “Ignore.”

GO AHEAD “proceed with transmission”

HOW DO YOU READ “What is the readability of my transmission?”

I SAY AGAIN “I repeat for clarity or emphasis.”

MAINTAIN Continue in accordance with the condition(s)

specified or in its literal sense, e.g. “maintain

VFR” Or maintain FL 200… etc)

MONITOR “Listen out on (frequency).”

NEGATIVE “No” or “Permission not granted” or “That is not

correct” or “not capable”.

OUT “This exchange of transmissions is ended and no

response is expected.”

Note.Not normally used in VHF communications.

OVER “My transmission is ended and I expect a

response from you.”

Note.Not normally used in VHF communications.

READ BACK “Repeat all, or the specified part, of this message

back to me exactly as received.”

RECLEARED “A change has been made to your last clearance

and this new clearance supersedes your previous

clearance or part thereof.”

REPORT “Pass me the following information . . .”

REQUEST “I should like to know ..” or “I wish to obtain . .”

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Word/Phrase Meaning

ROGER “I have received all of your last transmission.”

Note. Under no circumstances to be used in reply to a question requiring “READ

BACK” or a direct answer in the affirmative (AFFIRM) or negative

(NEGATIVE).

SAY AGAIN “Repeat all, or the following part, of your last

transmission.”

SPEAK SLOWER “Reduce your rate of speech.”

STANDBY “Wait and I will call you.”

Note. The caller would normally re-establish contact if the delay is lengthy.

STANDBY is not an approval or denial.

UNABLE “ I cannot comply with your request, instruction, or

clearance”

Note. UNABLE is normally followed by a reason

WILCO ( Abbreviation for “ will comply”)

“ I understand your message and will comply with

it”

WORDS TWICE a. As a request

“ Communication is difficult. Please send

every word or group of words twice”

b. As information

“ Since communication is difficult, every word

or group of words in this message will be

sent twice”

21.8 Identification Of Aeronautical Stations

21.8.1 Aeronautical stations are identified by the name of the location followed

by a suffix. The suffix indicates the type of unit or service provided.

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Unit or Service Call Sign Suffix

Area control centre CONTROL

Radar (in general) RADAR

Approach control APPROACH

Approach control radar arrivals ARRIVAL

Approach control radar departures DEPARTURE

Aerodrome control TOWER

Surface movement control GROUND

Clearance delivery DELIVERY

Precision approach radar PRECISION

Direction-finding station HOMER

Flight information service INFORMATION

Apron control APRON

Aeronautical station RADIO

21.8.2 When satisfactory communication has been established, and provided

that it will not be confusing, the name of the location or the call sign suffix

may be omitted.

21.9 Aircraft call signs

21.9.1 An aircraft call sign shall be one of the following types:

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Type of Call Sign Example

a. the characters corresponding to the registration YIAQO

marking of the aircraft;

OR

b. the telephony designator of the aircraft operating Iraqi IAQO

agency, followed by the last four characters of the

registration marking of the aircraft;

OR

c. the telephony designator of the aircraft operating Iraqi 907

agency, followed by the flight identification.

21.9.2 After satisfactory communication has been established, and provided

that no confusion is likely to occur, aircraft call signs specified in 21.9.1

may be abbreviated as follows:

Type of Call Sign Example

a. the first and at least the last two characters of the YQO

the aircraft registration;

b. the telephony designator of the aircraft operating Iraqi QO

agency followed by at least the last two characters of

the aircraft registration;

21.9.2.1 An aircraft shall use its abbreviated call sign only after it has been

addressed in this manner by the aeronautical station.

21.9.3 An aircraft shall not change its type of call sign during flight except

when there is a likelihood that confusion may occur because of similar

call signs; in such cases, an aircraft may be instructed by an air traffic

control unit to change the type of its call sign temporarily.

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21.10 COMMUNICATIONS

21.10.1 Air Traffic Services Requirement For

Communications

21.10.1.1 Aeronautical mobile service (air-ground

communications)

21.10.1.1.1 Radiotelephony and/or data link shall be used in air-ground

communications for air traffic services purposes.

Note. Requirements for ATS units to be provided with and to maintain

guard on the emergency channel 121.5 MHz are specified in Annex

10, Volumes II and V.

21.10.1.1.2 Where Required Communication Performance ( RCP ) types

have been prescribed by States for ATM functions, ATS units

shall, in addition to the requirements specified in 21.10.1.1.1, be

provided with communication equipment which will enable them

to provide ATS in accordance with the prescribed Required

Communication Performance ( RCP ) type(s).

21.10.1.1.3 When direct pilot - controller two – way radiotelephony or

data link communications are used for the provision of air traffic

control service, recording facilities shall be provided on all such

air - ground communication channels.

21.10.1.1.4 Recordings of communications channels as required in paragraph

21.10.1.1.3 shall be retained for a period of at least thirty days.

21.10.1.1.5 Air – Ground communication facilities shall enable direct, rapid

continuous and static free two – way communications to take place

between :

a. the unit providing flight information service and appropriately

equipped aircraft flying anywhere within the flight information

region.

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b. the unit providing area control service and appropriately

equipped aircraft flying anywhere within the control area(s).

c. the unit providing approach control service and appropriately

equipped aircraft under its control.

d. an aerodrome control tower and appropriately equipped aircraft

operating at any distance within 45 km (25 NM) of the

aerodrome concerned.

21.10.1.2 Aeronautical fixed service (ground-ground

communications)

21.10.1.2.1 Direct-speech and/or data link communications shall be used in

ground-ground communications for air traffic services purposes.

21.10.1.2.2 Communications between air traffic services units 21.10.1.2.2.1 A flight information centre shall have facilities for

communications with the following units providing a service within

its area of responsibility:

a. the area control centre, unless collocated;

b. approach control units;

c. aerodrome control towers.

21.10.1.2.2.2 An area control centre, in addition to being connected to the

flight information centre as prescribed in 21.10.1.2.2.1, shall have

facilities for communications with the following units providing a

service within its area of responsibility:

a. approach control units;

b. aerodrome control towers;

c. air traffic services reporting offices, when separately

established.

21.10.1.2.2.3 An approach control unit, in addition to being connected to

the flight information centre and the area control centre as

prescribed in 21.10.1.2.2.1 and 21.10.1.2.2.2, shall have facilities for

communications with the associated aerodrome control tower(s)

and, when separately established, the associated air traffic services

reporting office(s).

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Radio Telephony Procedures & Phraseologies - 15




21.10.1.2.2.4 An aerodrome control tower, in addition to being connected

to the flight information centre, the area control centre and the

approach control unit as prescribed in 21.10.1.2.2.1 21.10.1.2.2.2

and 21.10.1.2.2.3, shall have facilities for communications with the

associated air traffic services reporting office, when separately

established.

21.10.1.2.3 Communications between air traffic services units

and other units 21.10.1.2.3 .1 A flight information centre and an area control centre shall have

facilities for communications with the following units providing a

service within their respective area of responsibility:

a. appropriate military units;

b. the meteorological office serving the centre;

c. the aeronautical telecommunications station serving the centre;

d. appropriate operator’s offices;

e. the rescue coordination centre or, in the absence of such centre,

any other appropriate emergency service;

f. the international NOTAM office serving the centre.

21.10.1.2.3.2 An approach control unit and an aerodrome control tower shall

have facilities for communications with the following units

providing a service within their respective area of responsibility:

a. appropriate military units;

b. rescue and emergency services (including ambulance, fire, etc.);

c. the meteorological office serving the unit concerned;

d. the aeronautical telecommunications station serving the unit

concerned;

e. the unit providing apron management service, when separately

established.

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21.10.2 Description of communication facilities

21.10.2.1 The communication facilities required under 21.10.1.2.2, 21.10.1.2.3.1

a) and 21.10.1.2.3.2 a), b) and c) shall include provisions for:

a. communications by direct speech alone, or in combination with

data link communications, whereby for the purpose of transfer

of control using radar or ADS-B, the communications can be

established instantaneously and for other purposes the

communications can normally be established within fifteen

seconds; and

b. printed communications, when a written record is required; the

message transit time for such communications being no longer

than five minutes.

21.10.2.2 In all cases where automatic transfer of data to and/or from air traffic

services computers is required, suitable facilities for automatic

recording shall be provided.

21.10.2.3 All facilities for direct-speech or data link communications between

air traffic services units and between air traffic services units and other

units described under 21.10.2.1 and 21.10.2.2 shall be provided with

automatic recording.

21.10.2.4 Recordings of data and communications as required in 21.10.2.1 and

21.10.2.2 shall be retained for a period of at least thirty days.

21.10.3 Communications Between Flight Information Regions

21.10.3.1 Flight information centres and area control centres shall have facilities

for communications with all adjacent flight information centres and

area control centres.

21.10.3.2 These communication facilities shall in all cases include provisions for

messages in a form suitable for retention as a permanent record, and

delivery in accordance with transit times specified by regional air

navigation agreements.

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21.10.3.3 Unless otherwise prescribed on the basis of regional air navigation

agreements, facilities for communications between area control centres

serving contiguous control areas shall, in addition, include provisions

for direct speech and, where applicable, data link communications,

with automatic recording, whereby for the purpose of transfer of

control using radar, ADS-B or ADS-C data, the communications can

be established instantaneously and for other purposes the

communications can normally be established within fifteen seconds.

21.10.3.4 In all cases where automatic exchange of data between air traffic

services computers is required, suitable facilities for automatic

recording shall be provided.

21.10.3.5 Recordings of data and communications as required in 21.10.3.4 shall

be retained for a period of at least thirty days.

21.10.4 Communications for the control of vehicles other than

aircraft on

manoeuvring areas at controlled aerodromes

21.10.4.1 Two-way radiotelephony communication facilities shall be provided for

aerodrome control service for the control of vehicles on the

manoeuvring area, except where communication by a system of visual

signals is deemed to be adequate.

21.10.4.2 Where conditions warrant, separate communication channels shall be

provided for the control of vehicles on the manoeuvring area.

Automatic recording facilities shall be provided on all such channels.

21.10.5 Automatic recording of surveillance data

21.10.5.1 Surveillance data from primary and secondary radar equipment or

other systems (e.g. ADS-B, ADS-C), used as an aid to air traffic

services, shall be automatically recorded for use in accident and

incident investigations, search and rescue, air traffic control and

surveillance systems evaluation and training.

21.10.5.2 Automatic recordings shall be retained for a period of at least thirty

days. When the recordings are pertinent to accident and incident

investigations, they shall be retained for longer periods until it is

evident that they will no longer be required.

________________________________________________





21.10.6 Establishment and continuation of

communications

21.10.6.1 When establishing communications, an aircraft should use the full

call sign of both the aircraft and the aeronautical station.

EXAMPLE *********************

Controller : Pilot ******************* *********

Sulaymaniyah Tower

IA 178.

IA 178 Sulaymaniyah Tower Go

A head

21.10.6.2 When a ground station wishes to broadcast information, the message

should be prefaced by the call “ALL STATIONS”.

EXAMPLE *********************

Controller : Pilot : ******************* *********

All Stations Sulaymaniyah Tower

Fuel Damping Completed 21.10.6.3 When an aircraft wishes to broadcast information to aircraft in its

vicinity, the message should be prefaced by the call “ ALL

STATIONS”.

________________________________________________





EXAMPLE *********************


All Stations IA 178 Over SUL

VOR Leaving 11000 Feet descending

for Landing

No reply is expected to such general calls unless individual stations are

subsequently called upon to acknowledge receipt.

21.10.6.4 If there is doubt that a message has been correctly received, a

repetition of the message shall be requested either in full or in part.

Examples: Phrase Meaning

SAY AGAIN Repeat entire message

SAY AGAIN . . . (item) Repeat specific item

SAY AGAIN ALL BEFORE . . . (the first word Repeat part of message

satisfactorily received)

SAY AGAIN ALL AFTER . . . (the last word Repeat part of message

satisfactorily received)

SAY AGAIN ALL BETWEEN . . . AND . . . Repeat part of message

21.10.6.5 When a station is called but is uncertain of the identity of the calling

station, the calling station should be requested to repeat its call sign

until the identity is established.

EXAMPLE *********************


Sulaymaniyah Tower

IA 178

Station Calling Sulaymaniyah

Tower Say Again Your Callsign

Sulaymaniyah Tower

IA 178

________________________________________________ Radio Telephony Procedures & Phraseologies Page 21 - 20




21.10.6.6 When an error is made in a transmission, the word “CORRECTION”

shall be spoken, the last correct group or phrase repeated and then the

correct version transmitted.

EXAMPLE *********************


IA 178 Climb Maintain FL280

Correction FL260

FL260 IA 178

21.10.6.7 If a correction can best be made by repeating the entire message, the

operator shall use the phrase “CORRECTION I SAY AGAIN” before

transmitting the message a second time.

EXAMPLE *********************

Controller : Pilot : ******************* ********

IA 178 Climb Maintain FL280

Correction, I say Again

Climb Maintain FL260

FL260 IA 178

21.10.6.8 When it is considered that reception is likely to be difficult, important

elements of the message should be spoken twice.

EXAMPLE *********************


Sulaymaniyah Tower IA178

8000 Feet, I Say Again 8000 Feet

Engine Losing Power, Engine

Losing Power

________________________________________________





21.10.7 Transfer of communications

21.10.7.1 An aircraft shall be advised by the appropriate aeronautical station to

change from one radio frequency to another in accordance with agreed

procedures. In the absence of such advice, the aircraft shall notify the

aeronautical station before such a change takes place.

EXAMPLE *********************


IA178 Contact Kirkuk Approach 129.75

129.75 IA178

OR

IA178 when passing / reaching 13000 Ft

Contact Kirkuk Approach 129.75

When passing/reaching

13000 Ft contact

Kirkuk Approach

129.75 21.10.7.2 An aircraft may be instructed to “ stand by” on a frequency when it is

intended that the ATS unit will initiate communications soon, and to

“monitor” a frequency on which information is being broadcast.

EXAMPLE *********************


IA178 Stand By 118.3

for Sulaymaniyah Tower

118.3 IA178

OR

IA178 Monitor ATIS 123.6

Monitoring 123.6 IA178

________________________________________________





21.10.8 Issue of clearance and read-back requirements

21.10.8.1 Controllers should pass a clearance slowly and clearly since the pilot

needs to write it down and wasteful repetition will thus be avoided.

Whenever possible, a route clearance should be passed to an aircraft

before start up. In any case, controllers should avoid passing a

clearance to a pilot engaged in complicated taxiing manoeuvres and

on no occasion should a clearance be passed when the pilot is engaged

in line up or take-off manoeuvres. In all cases the clearance shall be

passed to an aircraft while aircraft taxiing and before issuing take-off

clearance.

21.10.8.2 An air traffic control (ATC) route clearance is not an instruction to

take off or enter an active runway. The words “TAKE OFF” are used

only when an aircraft is cleared for take-off, or when cancelling a take-

off clearance. At other times, the word “DEPARTURE” or

“AIRBORNE” is used.

21.10.8.3 Read-back requirements have been introduced in the interests of flight

safety. The stringency of the read-back requirement is directly related

to the possible seriousness of a misunderstanding in the transmission

and receipt of ATC clearances and instructions. Strict adherence to

read-back procedures ensures not only that the clearance has been

received correctly but also that the clearance was transmitted as

intended. It also serves as a check that the right aircraft, and only that

aircraft, will take action on the clearance.

21.10.8.4 The following shall always be read back:

a. ATC route clearances;

b. clearances and instructions to enter, land on, take off from, hold

short of, cross and backtrack on any runway; and

c. runway - in - use, altimeter settings, SSR codes, level instructions,

heading and speed instructions and, whether issued by the

controller or contained in ATIS broadcasts, transition levels.

21.10.8.5 Other clearances or instructions, including conditional clearances,

shall be read back or acknowledged in a manner to clearly indicate

that they have been understood and will be complied with.

________________________________________________





EXAMPLE *********************


IA178 cleared to Baghdad Airport

Via Flight plan route climb

Maintain FL 210 While in

Controlled Area, Kirkuk One

Departure maintain initially

13000 Feet altitude further

Climb from Kirkuk Approach

Squawk A5310. Read Back.

Cleared Baghdad

Airport Via flight plan

Route FL210, Kirkuk

ONE departure

Initially 13000 Feet

Squawk A5310, IA178

21.10.8.6 An aircraft should terminate the read-back by its call sign.

EXAMPLE *********************


IA178 revise ATC clearance, Climb

over head SUL VOR until

reaching 13000 Feet.

Over head until 13000

Feet, IA178

________________________________________________




MATS Sulaymaniyah International Airport Apri 2012

OR

IA178 hold position

Holding IA178

OR

IA178 Squawk A5311

A5311 IA178

21.10.8.7 The controller shall listen to the read-back to ascertain that the

clearance or instruction has been correctly acknowledged by the flight

crew and shall take immediate action to correct any discrepancies

revealed by the read-back.

21.10.8.8 If an aircraft read-back of a clearance or instruction is incorrect, the

controller shall transmit the word “NEGATIVE I SAY AGAIN”

followed by the correct version.

EXAMPLE *********************


IA178 QNH 1020 Hpa

QNH 1002 IA178

IA178 Negative I SAY AGAIN,

QNH 1020 Hpa

QNH 1020 IA178

21.10.8.9 If there is a doubt as to whether a pilot can comply with an ATC

clearance or instruction, the controller may follow the clearance or

instruction by the phrase “ IF UNABLE “, and subsequently offer an

alternative. If at any time a pilot receives a clearance or instruction

which cannot be complied with, that pilot should advise the controller

using the phrase “ UNABLE “ and give the reasons.

________________________________________________





EXAMPLE *********************


IA178 Climb Maintain FL 280,

Cross FL 260 at or before 1020,

If unable maintain FL 240.

Unable to cross FL 260

at or before 1020 due

weight, maintaining FL 240,

IA178

21.10.9 Test Procedures

21.10.9.1 All radio transmissions for test purposes shall be of the minimum

duration necessary for the test and shall not continue for more than 10

seconds. The recurrence of such transmissions shall be kept to the

minimum necessary for the test.

21.10.9.2 Radiotelephony test signals, shall normally consist of spoken numerals

(One, Two, Three, etc.) followed by the identification of the unit.

21.10.9.3 The nature of the test shall be such that it is identifiable as a test

transmission and cannot be confused with other communications.

Note. All landline and radio links at a facility shall be tested prior to

commencing the day’s operations and prior to major traffic peaks if

the facility has not been in use for 2 hrs.

21.10.9.4 The tests shall be sufficient to check the ringing device and quality of

voice reception.

21.10.9.5 The form of test transmissions shall be as follows:-

a. the identification of the aeronautical station being called;

b. the aircraft identification;

________________________________________________





c. the words “RADIO CHECK”; and

d. the frequency being used.

21.10.9.6 Replies to test transmissions should be as follows:

a. the identification of the station calling;

b. the identification of the station replying; and

c. information regarding the readability of the transmission.

21.10.9.7 The readability of transmissions should be classified in accordance

with the following readability scale:

1 ( ONE) : Unreadable.

2 ( TWO) : Readable now and then.

3 ( THREE) : Readable but with difficulty.

4 ( FOUR) : Readable.

5 ( FIVE) : Perfectly readable.

EXAMPLES ****************

Station Calling Station Replying ************************** ****************************

Sulaymaniyah Tower

IA178 One, Two, Three,

Four, Five Radio Check

118.3

Station Calling Sulaymaniyah

Tower You Are Unreadable

OR

________________________________________________





IA178 Sulaymaniyah Tower

Reading You Three, Loud

Background Whistle

OR


Reading You Five.

21.11 PHRASEOLOGY

21.11.1 General Phraseologies

21.11.1.1 Introduction

21.11.1.1.1 The phraseology detailed in this manual has been established

for the purpose of ensuring uniformity in RTF

communications. Communications shall be concise and

unambiguous, using standard phraseology for all situations for

which it is specified. Obviously, it is not practicable to detail

phraseology examples suitable for every situation. However, if

standard phrases are adhered to when composing a message,

any possible ambiguity will be reduced to a minimum. Only

when standard phraseology cannot serve an intended

transmission, shall plain language be used.

21.11.1.1.2 Some abbreviations, which by their common usage have

become part of aviation terminology, may be spoken using

their constituent letters rather than the spelling alphabet, for

example, ILS, QNH, RVR, etc.

________________________________________________





21.11.1.1.3 The following words may be omitted from transmissions

provided that no confusion or ambiguity may result:

a. ‘SURFACE’ in relation to surface wind direction and speed.

b. ‘DEGREES’ in relation to radar headings.

c. ‘VISIBILITY’, ‘CLOUD’ and ‘HEIGHT’ in meteorological

reports.

d. ‘OVER’, and ‘OUT’.

e. “ HECTOPASCALS” when giving pressure setting.

21.11.1.1.4 The use of courtesies should be avoided.

21.11.1.1.5 The word “IMMEDIATELY” should only be used when

immediate action is required for safety reasons.

21.11.1.1.6 The use of plain language required when phraseologies are not

available should not be taken as license to chat, to joke or to

degrade in any way good radiotelephony techniques. All

radiotelephony communications should respect both formal

and informal protocols dictating clarity, brevity, and

unambiguity.

21.11.1.1.7 Phraseologies contained in this section are not intended to be

exhaustive, and when circumstances differ, pilots, ATS

personnel and other ground personnel will be expected to use

plain language, which should be as clear and concise as

possible, to the level specified in the ICAO language

proficiency requirements contained in Annex 1 — Personnel

Licensing, in order to avoid possible confusion by those

persons using a language other than one of their national

languages.

21.11.1.1.8 Phraseologies for the movement of vehicles, other than tow-

tractors, on the manoeuvring area shall be the same as those

used for the movement of aircraft, with the exception of taxi

instructions, in which case the word “PROCEED” shall be

substituted for the word “TAXI” when communicating with

vehicles.

________________________________________________




MATS Sulaymaniyah International Airport July 2013

21.11.1.2 Level Instructions

Note. LEVEL is a generic term relating to the vertical position of an

aircraft in flight and meaning variously, HEIGHT, ALTITUDE

or FLIGHT LEVEL.

21.11.1.2.1 Only basic level instructions are detailed in this section. More

comprehensive phrases are contained in subsequent sections in

the context in which they are most commonly used.

21.11.1.2.2 Care must be taken to ensure that misunderstandings are not

generated as a consequence of the phraseology employed

during the phases of flight. For example, levels may be

reported as altitude, height or flight levels according to the

phase of flight and the altimeter setting.

21.11.1.2.3 When a change is made to any part of a level clearance, the

entire level clearance shall be re-stated.

21.11.1.3 Level Changes, Reports and Rates

21.11.1.3.1 CLIMB

EXAMPLES *********************

1.Instructions to climb to a specified level


IA178 Climb Maintain FL160

FL160 IA178

OR

IA178 Climb Maintain 13000 Feet

Altitude

13000 Feet IA178

________________________________________________





2. Instructions to climb to a specified

Level and to reach or cross a specified Level at or before a specified time or position.



To Reach FL160 At or

Before ( Time or Position)

FL160 To Reach At or

Before (Time or Position)

IA178

OR


To Reach FL180 At or


If unable maintain 13000

Feet

FL180 To Reach At or


IA178

OR

Maintaining 13000 Feet

IA178

OR


To Cross 13000 Feet At or


FL180 To Cross 13000 Feet

At or Before ( Time or

Position ) IA178

________________________________________________





OR


To Cross FL 180 at or


If unable maintain FL160

Maintaining FL160 IA178

3. Instructions to climb to a specified Level at a specified time or position

or when ready.

a. At a specified Time;


IA178 at time 1120 climb maintain

FL200.

At 1120 climb maintain

FL200 IA178

b. At a specified position:


IA178 after passing ( Position) climb

Maintain FL200

After passing ( Position)

Climb maintain FL200

IA178

________________________________________________





c. When ready


IA178 when ready climb maintain

FL200

FL200 when ready IA178


Level and to report leaving/passing

or reaching a specified level.



Report leaving FL 160

FL200 leaving now FL160

IA178

OR


Report passing FL 180

FL200 will report passing

FL180 IA178

OR


Report reaching.

FL200 report reaching

IA178

________________________________________________






Level and to maintain a specified Rate Of climb or to expedite climb



Request Rate of climb

FL200 rate of climb 2000

Feet IA178

THEN

IA178 maintain rate of climb

2000 Feet per minute

or more

2000 Feet or more

IA178

OR

IA178 Climb maintain FL200

Maintain rate of climb


Or less

FL 200 1500 Feet or less

IA178


Level after passing a specified Position.

________________________________________________






IA178 After passing (Position) climb

maintain FL200


Climb maintain FL200

IA178

7. Instructions to stop climb at a specified Level.


IA178 stop climb at FL160

Stop climb FL160 IA178

8. Instructions to continue climb to

a specified Level.


IA178 Continue climb to FL200

Continue to FL200 IA178

9. Instructions to expedite climb Until reaching or passing a specified

Level.

________________________________________________






IA178 expedite climb until reaching

FL200

Expediting IA178

OR

Unable to expedite IA178

IA178 stop climb FL160.

OR

IA178 expedite climb until passing

FL180

Expediting IA178

OR


IA178 stop climb FL160.

10. Instructions to climb maintaining Own separation and VMC between

Two levels or until reaching/passing

a specified level. Note. The clearance shall be for a specified portion of the flight at or

below 10 000 Feet.

a. Between two levels

________________________________________________






IA178 climb maintain FL200

maintain own separation

and VMC from 6000 Feet

to 9000 Feet

FL200 own separation

From 6000 Feet to

9000 Feet, IA178

b. Until reaching a specified level


IA178 climb maintain 10 000 Feet

Maintain own separation

And VMC until reaching

10 000 Feet

10 000 Feet own separation

until reaching IA178

c. Until passing a specified level


.

IA178 climb maintain 11 000 Feet


And VMC until passing

10 000 Feet


until passing 10 000 feet,

IA178

________________________________________________





11. TCAS Climb

a. To comply with ACAS Resolution

Advisory.


TCAS RA Climbing

To FL 200 IA178

IA178 Roger

THEN

b. After ACAS “ Clear of Conflict”

Annunciated


Clear of conflict,

Returning to FL180

IA178

IA178 Roger

c. When aircraft unable to comply

With a clearance because of an

ACAS Resolution Advisory.

________________________________________________






IA178 climb maintain FL220

Unable TCAS

Resolution Advisory.

IA178

IA178 Roger maintain FL200

Maintaining FL200

IA178

21.11.1.3.2 DESCEND

EXAMPLES *********************

1.Instructions to descend to a specified Level


IA178 Descend Maintain FL160

FL160 IA178

OR

IA178 Descend Maintain 13000 Feet

Altitude

13000 Feet IA178

________________________________________________





2. Instructions to descend to a specified

Level and to reach or cross a specified Level at or before a specified time or

position.



To Reach 13000 Feet At or


13000 Feet To Reach At or


IA178

OR


To Reach 13000 Feet At or



13000 Feet To Reach At or


IA178

OR

Maintaining FL160

IA178

OR


To Cross FL160 At or before

( Time or Position)

13000 Feet To Cross FL160

At or Before ( Time or

Position ) IA178

________________________________________________





OR


To Cross FL 160 at or



Maintaining FL200 IA178


Level at a specified time or position or

when ready

a. At a specified Time;


IA178 at time 1120 descend maintain

FL160.

At 1120 descend maintain

FL160 IA178

b. At a specified position:


IA178 after passing ( Position)

Descend Maintain FL160


descend maintain FL160

IA178

c. When ready

________________________________________________






IA178 when ready descend maintain

FL160

FL160 when ready IA178

4. Instructions to descend to a specified Level and to report leaving/passing

or reaching a specified level.



Report leaving FL 160

13000 Feet leaving now

FL160 IA178

OR

IA178 Descend Maintain 13000 feet

Report passing FL 160

13000 Feet will report

passing FL160 IA178

OR


Report reaching.

13000 Feet report reaching

IA178

________________________________________________






Level and to maintain a specified rate Of descend or to expedite descend



request Rate of descend

13000 Feet rate of descend

2000 Feet IA178

THEN

IA178 maintain rate of descend


or more/less

2000 Feet or more/less

IA178

OR

IA178 Descend maintain 13000 Feet

Maintain rate of descend


or less

13000 Feet 1500 Feet or

Less IA178


Level after passing a specified

Position.

________________________________________________






IA178 After passing (Position)

Descend maintain 13000 Feet


descend maintain 13000

Feet IA178

7. Instructions to stop descend at

a specified Level.


IA178 stop descend at 13000 Feet

Stop descend 13000 Feet

IA178

8. Instructions to continue descend to

a specified Level.


IA178 Continue descend to 8000 Feet

Continue to 8000 Feet

IA178

9. Instructions to expedite descend

Until reaching or passing a specified

Level.

________________________________________________






IA178 expedite descend until reaching

13000 Feet

Expediting IA178

OR


THEN

IA178 stop descend FL160.

OR

IA178 expedite descend until

passing FL160

Expediting IA178

OR


THEN

IA178 stop descend FL170

10. Instructions to descend maintaining Own separation and VMC between

Two levels or until reaching/passing

A specified level.

Note. The clearance shall be for a specified portion of the flight at or

below 10 000 Feet.

________________________________________________





a. Between two levels


IA178 descend maintain 8000 Feet

maintain own separation

and VMC from 10 000 Feet

to 7 000 Feet.


From 10 000 Feet to 7 000

Feet, IA178

b. Until reaching a specified level


IA178 descend maintain 8 000 Feet


And VMC until reaching

8 000 Feet.


until reaching 8 000 Feet,

IA178

c. Until passing a specified level


IA178 descend maintain 8 000 Feet


And VMC until passing

9 000 Feet


until passing 9 000 Feet,

IA178

________________________________________________





11. TCAS Descend

a. To comply with ACAS Resolution

Advisory.


TCAS RA Descending

To FL 180 IA178

IA178 Roger

THEN

b. After ACAS “ Clear of Conflict”

Annunciated


Clear of conflict,

Returning to FL200

IA178

IA178 Roger

c. When aircraft unable to comply With a clearance because of an

ACAS Resolution Advisory.

________________________________________________






IA178 descend maintain FL200

Unable TCAS

Resolution Advisory.

IA178

IA178 Roger maintain FL220

Maintaining FL220

IA178

21.11.1.4 Change Of Call Sign

EXAMPLES

*********************

1. To instruct aircraft to change its call sign


IA178 change your call sign

To IA180 until further

Advise.

Changing to IA180, IA178

________________________________________________





2. To advise an aircraft to revert To the call sign indicated in the

Flight plan


IA180 revert to flight plan Call Sign

IA178

Reverting to flight plan

Call Sign IA180

21.11.1.5 Traffic Information

21.11.1.5.1 Essential traffic information shall include:

a. direction of flight of aircraft concerned;

b. type and wake turbulence category (if relevant) of aircraft

concerned;

c. cruising level of aircraft concerned; and

1. estimated time over the reporting point nearest to where the

level will be crossed; or

2. relative bearing of the aircraft concerned in terms of the

12-hour clock as well as distance from the conflicting

traffic; or

3. actual or estimated position of the aircraft concerned.

________________________________________________





EXAMPLES *********************


IA178 Inbound traffic A320

Maintaining 11000 Feet

Altitude estimating SUL

VOR 1120.

A320 11000 Feet SUL 1120

IA178

OR

Looking out IA178

OR

Traffic in sight IA178

OR

Negative Contact

OR

IA178 East bound traffic A320

Nine o'clock 11000 Feet

altitude

A320 11000 Feet nine

o'clock IA178

OR

Looking out IA178

________________________________________________





OR

Traffic in sight IA178

OR

Negative Contact

OR

IA178 No reported traffic

21.11.1.6 Meteorological Conditions

21.11.1.6.1 Contents of reports

Local routine and special reports and METAR and SPECI shall contain the

following elements and shall be passed to aircraft in the order indicated:

a) identification of the type of report;

b) location indicator;

c) time of the observation;

d) identification of an automated or missing report, when applicable;

e) surface wind direction and speed;

f) visibility;

g) runway visual range, when applicable;

h) present weather;

i) cloud amount, cloud type (only for cumulonimbus and towering cumulus clouds)

and height of cloud base or, where measured, vertical visibility;

j) air temperature and dew-point temperature; and

k) QNH and, when applicable, QFE (QFE included only in local routine and special

reports).

Note.— The location indicators referred to under b) and their significations are

published in Location Indicators (Doc 7910).

________________________________________________





EXAMPLES *********************


IA178 copy Sulaymaniyah

Actual weather time 2100

Wind 310 degrees 10 Kts

Visibility 8Km RVR 1000m

Present weather Haze

Cloud BKN CU 1500m

Temperature 10 Celsius

Dew point 03 Celsius

QNH 1014 Hectopascals.

1014 Hectopascals IA178

Note 1. If there are no clouds (SKY CLEAR) can be used to replace type,

amount and height of clouds.

Note 2. If CAVOK can be used to indicate that present weather, clouds

and visibility are OK. CAVOK shall be pronounced as follows :

CAV-O-KAY

21.11.1.7 Position Reporting

21.11.1.7.1 Position reports shall contain the following elements of

Information :

1) aircraft identification;

2) position;

3) time;

4) flight level or altitude, including passing level and cleared level if not

maintaining the cleared level;

5) next position and time over; and

6) ensuing significant point.

________________________________________________





EXAMPLES *********************


Sulaymaniyah Approach

IA178 passed RASKI 15

Passing FL160 descending

To 11000 Feet estimate

SUL VOR 20.

IA178 Roger

OR

IA178 Roger report over SUL VOR.

21.11.1.7.2 To omit position report until a specified position :


IA178 omit position reports next

Report SUL VOR.

Wilco IA178

21.11.1.7.3 To resume position reporting:


IA178 resume position reporting

Wilco IA178

________________________________________________





21.11.1.7.4 To request a report at a specified place or distance :


IA178 report passing RASKI

Wilco IA178

OR

IA178 report 10 NM from SUL DME

Wilco IA178

OR

IA178 report distance from SUL DME

25 NM IA178

OR

IA178 report establishing Radial 298

From SUL VOR

Wilco IA178

OR

IA178 report passing Radial 298

From SUL VOR

Wilco IA178

21.11.2 Aerodrome Control Phraseologies

21.11.2.1 Aerodrome Control: AIRCRAFT

21.11.2.1.1General

21.11.2.1.1.1 Essential Aerodrome Information

Essential aerodrome information is information regarding the movement area

and its associated facilities, which is necessary to ensure the safe operation of

aircraft. Aerodrome information should be passed to aircraft whenever possible

________________________________________________





prior to start-up or taxi and prior to the commencement of final approach,

except when it is known that the aircraft has received all or part of the

information from other sources. It includes information regarding the

following:

a. construction or maintenance work on, or immediately adjacent to

the movement area;

b. rough or broken surfaces on a runway, a taxiway or an apron,

whether marked or not;

c. snow, slush or ice on a runway, a taxiway or an apron;

d. water on a runway, a taxiway or an apron;

e. snow banks or drifts adjacent to a runway, a taxiway or an apron;

f. other temporary hazards, including parked aircraft and birds on the

ground or in the air;

g. failure or irregular operation of part or all of the aerodrome lighting

systems; and

h. any other pertinent information.

ExampleS

Controller Pilot

********************* *********

IA178 Caution construction work

adjacent to the east side of the

runway

Roger, IA178

OR

________________________________________________





IA178 work in progress ahead west side of

Taxiway “A”

Roger, IA178

OR

IA178 Taxiway lighting unserviceable

Roger, IA178

OR

IA178 PAPI Runway 13 unserviceable

Roger, IA178

OR

IA178 Large flock of birds north of runway 31

Roger, IA178

OR

IA178 ILS runway 31 unserviceable

Roger, IA178

OR

IA178 Glide Path runway 13 unreliable

Roger, IA178

OR

IA178 Runway breaking action Good

( or Medium to Good, or Medium,

or Medium to Poor or Poor)

Roger, IA178

OR

IA178 Runway covered with thin patches of ice

Roger, IA178

OR

IA178 Runway condition Wet

Roger, IA178

________________________________________________





21.11.2.1.1.2 Identification Of Aircraft

ExampleS

Controller Pilot

********************* *********

IA178 Show landing lights

Wilco, IA178

21.11.2.1.1.3 Acknowledgement By Visual Means

ExampleS

Controller Pilot

********************* *********

YIAGA Acknowledge By Moving

Ailerons ( or Wings)

OR

YIAGA Acknowledge By Rocking Wings

OR

YIAGA Acknowledge By Flashing Landing

Lights

Wilco, YGA

________________________________________________





21.11.2.1.2 DEPARTING AIRCRAFT *********************************************

21.11.2.1.2.1 Departure Information

Where no ATIS is provided, the pilot may ask for current aerodrome

information before requesting start up.

Examples

Controller: Pilot: ***************** ******** Sulaymaniyah Tower,

IA178 IFR to Amman

Request Departure

Information.

IA 178 departure Runway 31,

Wind 280 Degrees 10 Knots,

QNH 1015 Hpa Temperature

22 Celsius Dew Point 10

Celsius, Visibility 4000 Meters

( RVR 550 M), Time 37.

Runway 31, QNH1015, will

call For Start Up, IA 187.

21.11.2.1.2.2 Push - Back Procedure

At many aerodromes at which large aircraft operate, the aircraft may

parked with the nose towards the terminal. Aircraft have to be pushed

backwards by tugs before they can taxi for departure. Requests for push –

back are made to ATC or apron management depending on the local

procedures.

Note. According to Sulaymaniyah Local Procedures, the request

shall be made to Sulaymaniyah Control Tower.

________________________________________________





Examples

Controller: Pilot: ****************** ********

Sulaymaniyah Tower, IA178

Request Push Back.

IA 178 Push Back Approved

Push Back Approved, IA 178

OR

IA 178 Stand By

Stand – By , IA 178

OR

IA 178 Expect One-Minute delay

due to B747 taxiing behind.

One- Minute delay, IA 178

21.11.2.1.2.3 Towing Procedures

Examples

Controller : Pilot: ******************* ******** Sulaymaniyah Tower, IA178

CRJ 900 Request Tow.

IA 178 Tow Approved

Tow Approved, IA178

OR

IA 178 Hold Position

Holding Position, IA178

OR

IA 178 Stand - By

Stand – By, IA178

________________________________________________





21.11.2.1.2.4 Start – Up

Requests to start engines are normally made to facilitate ATC planning and to

avoid excessive fuel burn by aircraft delayed on the ground. Along with the

request, the pilot will state the location of the aircraft and acknowledged receipt

of ATIS broadcast. When the departure of the aircraft will be delayed, the

controller will normally indicate a start up time or an expected start up time or

an expected departure time.

Examples

Controller: Pilot: ***************** *********

Sulaymaniyah Tower, IA178

Request Start –Up.

IA178 Temperature 22 Celsius Start

Up Approved QNH 1022 hpa

Expect Runway 31.

Start – Up approved

Temperature 22, QNH 1022

hpa IA 178.

OR

IA 178 Temperature 22 Celsius

Start –Up at 25 QNH

1022 hpa

Start – Up at 25, QNH

1022, IA 178

OR

IA 178 Expect Start – Up at 30.

QNH 1022 hpa

Expect Start – Up at 30,

QNH 1022, IA178

OR

________________________________________________





IA 178 Expect departure at 1035

Temperature 22 Celsius

Start – Up at Own Discretion

QNH 1022 hpa.

Expect Departure at 1035,

QNH 1022, IA 178

21.11.2.1.2.5 Taxi Instructions

Taxi instructions issued by a controller will always contain a clearance

limit, which is the point at which the aircraft must stop until further

permission to proceed is given. For departing aircraft, the clearance limit

will normally be the taxi-holding point of the runway in use, but it may be

any other position on the aerodrome depending on the prevailing traffic

circumstances.

When a taxi clearance contains a taxi limit beyond a runway, it shall

contain an explicit clearance to cross, or an instruction to hold short of

that runway.

The Runway is vacated when the entire aircraft is beyond the relevant

Runway Holding Position.

Examples

Controller : Pilot : ****************** ********

Sulaymaniyah Tower,

IA 178 Request Taxi

IA 178 Taxi to holding point Runway

31 Wind 280 Degrees 15 Knots

QNH 1020 hpa Time 2203, taxi

Behind B737 ahead of you

________________________________________________





OR

IA 178 Taxi to holding point Runway

31 Wind 280 Degrees 15 Knots

QNH 1020 hpa Time 2203,

Follow the follow Me Truck

Holding Point Runway 31

QNH 1020 hpa, Taxi

behind B737, IA 178

OR

Holding Point Runway 31

QNH 1020 hpa, Follow

Me in sight

OR

QNH 1020 hpa, request

Runway 13, IA178

IA 178 Runway 13 not Approved

due toTraffic.

OR

IA 178 I Say Again Wind 280

Degrees 15 Knots.

Roger, Request Runway 13

IA 178 Taxi to Holding Point

Runway 13

Holding point Runway 13

THEN

Sulaymaniyah Tower IA 178

Request Taxi Instructions

IA 178 taxi VIA Taxiway

“C” then “A”

VIA “C” then “A”, IA 178

OR

IA 178 follow the Follow Me Truck

Follow Me in sight, IA 178

________________________________________________





OR

IA 178 Hold Position.

Holding Position, IA 178

OR

IA 178 Hold Short of Runway 13

Holding Short of Runway

13, IA 178

IA 178 Expedite Taxi

Expediting, IA 178

OR

IA 178 Taxi slower

Slowing down, IA 178

OR

IA 178 Taxi straight a head

Straight a head, IA 178

OR

IA 178 Vacate Runway, Report

Runway Vacated

Runway Vacated, IA 178

OR

IA 178 give way to B747 right

of you

Giving way to B 747, IA178

OR

B747 in sight, IA178

________________________________________________





21.11.2.1.2.6 ATC Clearance

While Taxiing, IFR departing aircraft shall be provided with ATC

Clearance ( En-Route and Departure Clearance). In all cases the ATC

clearance shall be passed to IFR departing aircraft before issuing Take-Off

clearance.

Examples

Controller: Pilot

********************* ********** IA 178 are you ready to copy

ATC clearance,

OR

IA178 Copy ATC Clearance.

Go ahead

OR

Stand by

THEN


Go ahead ATC clearance.

IAW 178 Cleared to Baghdad Airport

VIA Flight Plan Route Climb

Maintain FL210 while in

controlled area, After

departure follow Kirkuk one

departure, Maintain initially

13000 Ft altitude further

climb from Kirkuk Approach,

SQUAWK A5312. Read Back.

________________________________________________





Cleared to Baghdad Airport

VIA Flight Plan Route

Climb Maintain FL 210 .

After departure follow

Kirkuk one departure,

Maintain initially 13000Ft

altitude further climb

from Kirkuk Approach,

SQUAWK A5312.IA178

OR

If flight plan level is not approved by Kirkuk approach and aircraft has to

maintain initial level before cleared to its final level, the following

clearance shall be used :

Examples

Controller: Pilot

*********************

**********

IA 178 cleared to Alia Airport VIA

Flight Plan Route Climb

Maintain FL310 while in

Controlled area, Maintain

FL 260 request level change

En-route .After departure follow

Kirkuk one departure, maintain

initially 13 000 Ft Altitude,

further climb from Kirkuk

approach SQUAWK A5313.

Read back.

________________________________________________





Cleared to Alia Airport VIA

Flight Plan Route climb

Maintain FL310, maintain

FL260 request level change

En-route. After departure

Follow Kirkuk one

Departure, maintain

Initially 13000 Ft altitude,

Further climb from Kirkuk

Approach, SQUAWK

A5313, IA178.

21.11.2.1.2.7 Take – Off Procedures

At busy aerodromes with separate GROUND and TOWER

functions, aircraft are usually transferred to the TOWER at, or

when approaching, the runway-holding position.

Some aircraft may be required to carry out checks prior to departure

and are not always ready for take-off when they reach the holding

point.

Examples

Controller: Pilot: ************************ ***********

IA 178 Report when ready for

departure

IA 178 Wilco

THEN

________________________________________________





IA178 Ready for departure

IA178 Line up and wait

Lining up IA178

OR

IA178 Runway 31 Line up cleared for

take –off wind 310 Degrees

20 Knots

Runway 31 cleared for

Take-off, IA178

Except in cases of emergency, controllers should not transmit to an

aircraft in the process of taking off or during the early stage of

climb.

For traffic reasons, it may be necessary for the aircraft to take off

immediately after lining up.

Examples

Controller: Pilot: *********************** ***************

IA178 are you ready for immediate

departure

Affirm IA178

OR

IA 178 Line up, be ready for immediate

Departure

Lining up IA178

THEN

________________________________________________





IA178 Runway 31 Cleared for take-off

Wind 310 Degrees 15 Knots


Take-off IA178.

In poor visibility, the controller may request the pilot to report

when airborne.

Examples

Controller: Pilot: *********************** *********

IA178 Runway 31 Cleared for take-off


Report Airborne


Take-Off wilco IA178

THEN

IA178 Airborne 15

IA178 Report Passing 7000 Ft

OR

IA178 Contact Kirkuk approach

On 127.7 Report in contact.

127.7 Wilco IA178

________________________________________________





Conditional clearances shall not be used for movements affecting the active

runway(s), except when the aircraft or vehicles concerned are seen by both the

controller and pilot. When the conditional clearance involves a departing

aircraft and an arriving aircraft, it is important that the departing aircraft

correctly identifies the arriving aircraft on which the conditional clearance is

based. Reference to the arriving aircraft type may be insufficient and it may be

necessary to add a description of the colour or the company name to ensure

correct identification. A conditional clearance shall be given as follows::

a. call sign;

b. the condition;

c. the clearance;

d. brief reiteration of the condition.

Examples

Controller: Pilot: ******************* *********

IA178 Report the B737 on final in sight

B737 in sight IA178

IA178 behind the landing B737 line up

and wait behind.

Behind the B737,

lining up and waiting

behind. IA178

Departure instructions may be given with the take-off clearance.

Such instructions are normally given to ensure separation between

aircraft operating in the vicinity of the aerodrome.

________________________________________________





Examples

Controller : Pilot: ********************* ***********

IA178 Climb over head SUL VOR until

reaching 13000 Ft, Runway 31

wind 310 Degrees 15 Knots

Cleared for Take-Off.

Climb over head SUL

VOR until reaching

13000 Ft Runway 31

cleared for Take-Off.

IA178.

Due to unexpected traffic developments, or a departing aircraft

taking longer to take off than anticipated, it is occasionally

necessary to cancel the take-off clearance or quickly free the

runway for landing traffic.

Examples

Controller : Pilot ********************* ***********

IA178 Take Off immediately or hold

short of Runway.

Holding short IA178

OR

IA178 Take Off immediately or vacate

Runway

Taking off IA178

OR

________________________________________________





Vacating Runway IA178

OR

IA178 Hold position, Cancel Take off

I say again Cancel Take Off

Vehicle on Runway.

Holding IA178

When an aircraft has commenced the take-of roll, and it is

necessary for the aircraft to abandon take-off in order to avert a

dangerous traffic situation, the aircraft should be instructed to stop

immediately and the instruction and call sign repeated.

Examples

Controller : Pilot ******************** **********

IA178 Stop immediately, IA178

Stop immediately.

Stopping IAW178

When a pilot abandons the take-off manoeuvre, the control tower

should be so informed as soon as practicable, and assistance or taxi

instructions should be requested as required.

Controller : Pilot ********************* **********

IA178 Stopping

IA 178 Roger

________________________________________________





IA178 request return to

Apron/Ramp

IA178 Take First right/Left

Intersection And follow

the Follow Me Truck

Turn First right/left

Intersection and follow

the Follow Me Truck,

IA178

OR

IA178 Continue to the end of the

runway then turn right/Left

follow the Follow Me Truck.

Continue to the end of

the runway then turn

right/Left follow the

Follow Me Truck,

IA178

21.11.2.1.3 Arriving AIRCRAFT ************************************

21.11.2.1.3.1 AERODROME TRAFFIC CIRCUIT

When the traffic circuit is in a right-hand pattern this should be specified.

A Left - hand pattern need not be specified although it may be advisable

to do so.

Aerodrome Traffic Circuit consist of the following :

a. Downwind Leg

b. Base Leg

c. Crossing Leg

d. Final

________________________________________________





21.11.2.1.3.1.1 Joining Traffic Circuit :The following routine

reports shall be done by VFR arriving aircraft and IFR

arriving aircraft making VMC/Visual Approach to join

Traffic Circuit:

Example for VFR Flight

Controller : Pilot : ********************* **********

Sulaymaniyah Tower 6 Pack12

15 miles South West 7000 Ft for

landing.

6 Pack 12 Join Left hand

downwind Runway 31 Wind

280 Degrees 10Knots, QNH

1018hpa Report Downwind.

THEN

6 Pack12 Downwind Runway 31

6 Pack12 Roger Report

Base Leg.

THEN

6 Pack12 Base Leg.

6 Pack12 Roger Report Final.

THEN

6 Pack final runway 31

6 Pack 12 in sight runway 31

cleared to land wind

310 Degrees 10 Knots.

OR

6 Pack 12 still not in sight

continue approach

________________________________________________





OR

6 Pack 12 show landing lights

THEN

6 Pack 12 in sight runway 31

cleared to land wind 310

Degrees 10 Knots .

****************************

*****************

********

________________________________________________





________________________________________________




Example for IFR Flight



request VMC/Visual approach.

IA 178 Join Right hand downwind

Runway 13 wind 100

Degrees 12Knots QNH

1020 hpa report Downwind

Right hand downwind

runway 13, 1020 Wilco IA178

THEN

IA178 Downwind Runway 13.

IA178 Roger Report Base Leg.

Wilco IA178

THEN

IA178 Base Leg.

IA178 Roger Report Final

THEN

IA178 final

IA178 in sight runway 13

cleared to land wind

120 Degrees 10 Knots

________________________________________________





OR

IA178 still not in sight continue

approach

OR

IA178 show landing lights

THEN

IA178 in sight runway 13 cleared

to land wind 130 Degrees

10 Knots

Depending on prevailing traffic conditions and the direction from which

an aircraft is arriving, it may be possible to give a straight-in approach to

an arriving aircraft.

Examples for VFR Flight

Controller Pilot ********************** ***********

Sulaymaniyah Tower 6 Pack12

16 miles South West 7000 Ft for

landing.

6 Pack 12 Join Left hand

downwind Runway 31

Wind 280 Degrees 12

Knots,QNH 1018 hpa

Report Downwind.

6 Pack12 Request Straight-in

approach for Runway 31.

6 Pack 12 Make Straight – in

approach Runway 31

Wind 280 Degrees 12

Knots QNH 1018 hpa

Report final.

________________________________________________





Examples for IFR Flight

Controller Pilot ********************** ***********


request VMC/Visual

approach.

IA 178 Join Right hand downwind

Runway 13 wind 100

Degrees 12Knots QNH 1020

hpa report Downwind

IA178 request straight-in

approach Runway 13.

IA178 Make Straight – in approach

Runway 13 Wind 100 Degrees

12 Knots QNH 1020 hpa report

final.

In order to coordinate traffic in the circuit, it may be necessary to issue

delaying or expediting instructions.

ExampleS

Controller : Pilot : ********************* ************

IA178 extend downwind number two

In approach follow AN12

on final

Extending downwind

number two AN12 in

sight IA178.

________________________________________________





OR

IA178 orbit right/left due traffic on the

runway, Report again on final.

Orbiting right/left

IA178.

OR

IA178 circle the aerodrome

Circling IA178

OR

IA178 make another circuit

Roger IA178

OR

IA178 go around

Going around IA178

OR

IA178 number one in approach make

Short approach.

Short approach IA178

21.11.2.1.3.1.2 FINAL APPROACH AND LANDING

A “FINAL” report is made when an aircraft turns onto final within 7 km (4

NM) From touchdown. If and when the turn onto final is made at

a greater distance, a “ LONG FINAL ” report is made, If the

aircraft is making a straight-in approach, “LONG FINAL” report is

made at about 15 km (8 NM) from touchdown. If no landing clearance

is received at that time, a "FINAL" report is made at 7 km (4 NM)

from touchdown.

________________________________________________





ExampleS

Controller : Pilot :

********************* ***********

IA178 Long Final

IA178 Continue approach report final

Roger IA178

THEN

IA178 Final

IA178 Runway 31 Cleared to land


Runway 31 Cleared to

Land IA178

A pilot may request to fly past the control tower or other observation point for

the purpose of visual inspection from the ground.

ExampleS

Controller : Pilot : ********************** ***********

IA178 Request Low Pass

unsafe Left Gear Indication

IA178 Cleared Low Pass Runway 31

Not below 3000 ft Altitude Report

Final.

Runway 31 Not below 3000

Ft Wilco, IA178.

If the low pass is made for the purpose of observing the undercarriage, one of

the following replies could be used by the Tower Controller to describe its

condition (these examples are not exhaustive):

________________________________________________





ExampleS

Controller Pilot *********************** ************

IA178 Landing gear appears down ;

Roger, IA178

OR

IA178 Right ( or Left , or Nose ) wheel

appears up ( or Down );

Roger, IA178

OR

IA178 Wheels appear up;

Roger, IA178

OR

IA178 RIGHT (or LEFT, or NOSE) Wheel

does not appear Up ( or Down).

Roger, IA178

For training purposes, a pilot may request permission to make an approach

along, or parallel to the runway, without landing.

ExampleS

Controller: Pilot : *********************** *************

YIAGA Request low

approach runway 13 for

training.

YIAGA cleared low approach runway

13 Not bellow 3000 ft Altitude

report final.

Runway 13 not below

3000 ft Wilco YIAGA

________________________________________________





In order to save taxiing time when training in the traffic circuit, pilots may

request to carry out a “TOUCH AND GO”, i.e. the aircraft lands, continues

rolling and takes off, without stopping.

ExampleS


YIAGA Request Touch and

Go.

YIAGA Cleared Touch and Go.

Cleared Touch and Go

YIAGA

OR

YIAGA unable to approve due traffic

Make Full stop runway 13

cleared to land wind 100 degrees

10 Knots .

Runway 13 cleared to

land for full stop YIAGA.

OR

YIAGA Make another circuit report

downwind.

Wilco YIAGA.

21.11.2.1.3.2 GO AROUND

21.11.2.1.3.2.1 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 should be brief

and kept to a minimum.

________________________________________________





ExampleS

Controller : Pilot :

******************** **********

IA178 Go around aircraft on the runway

Going around IA178

OR

IA178 Go around runway occupied

Going around IA178

Note. Unless instructions are issued to the contrary , an aircraft on an instrument

approach will carry out the missed approach procedure and an aircraft

operating VFR or making VMC/Visual Approach will continue in the normal

traffic circuit.

21.11.2.1.3.2.2 In the event that the missed approach is initiated by the

pilot, the phrase “GOING AROUND” shall be used.

ExampleS


IA178 Going around

IA178 Roger report over SUL VOR

( For aircraft making instrument approach)

OR

IA178 Roger report Downwind.

( For aircraft operating VFR or IFR

Making VMC/Visual Approach)

21.11.2.1.3.3 AFTER LANDING

21.11.2.1.3.3.1 Unless absolutely necessary, controllers should not give taxi

instructions to pilots until the landing roll is completed.

________________________________________________





ExampleS

Controller : Pilot

******************** *********

IA178 on ground 28 take first Right/Left

intersection

First right/Left

IA178

OR

Request Back Track

IA178 Back Track Approved

Back Track

Approved,IA178

OR

IA178 Back Track not approved continue

to the End of the runway then turn

Right/Left

Back Track not

approved Continue to

the end then

Right/Left IA178

OR

IA178 on ground 28 take first Right/Left

Intersection Report runway vacated

First Right/Left, wilco

IA178

THEN

IA178 runway vacated

IA178 follow the Follow Me Truck

Follow Me in sight,

IA178

________________________________________________





21.11.2.2 Aerodrome Control: VEHICLES

21.11.2.2.1 INTRODUCTION 21.11.2.2.1.1 The expeditious movement of vehicles plays an essential supporting

role in the operation of an aerodrome. Wherever possible the areas

in which vehicles and aircraft operate are segregated. There are,

however, many occasions when vehicles need to move on the

manoeuvring area for maintenance purposes or in direct support

of aircraft operations.

21.11.2.2.1.2 Procedures governing the movement of vehicles vary widely from

aerodrome to aerodrome, but certain factors to be taken into

account when driving on an aerodrome are common to all:

a. aircraft are not as manoeuvrable as ground vehicles;

b. the visibility from an aircraft cockpit for ground movement

purposes is often restricted compared to that from a ground

vehicle.

Therefore, when vehicles are operating in close proximity to aircraft, drivers

should be extremely vigilant and comply in full with local procedures and ATC

instructions.

21.11.2.2.1.3 Correct RTF operating techniques must be observed by all users. It

is important that a continuous listening watch is maintained by all

drivers on the movement area, not only in case of further

instructions from the control tower, but also so that drivers can be

aware of the movements, and intended movements, of other traffic,

thereby reducing the risk of conflict.

21.11.2.2.2 MOVEMENT INSTRUCTIONS

21.11.2.2.2.1 Drivers on first-call should identify themselves by their vehicle call

sign, state their position and intended destination and, when

possible, the required route.

________________________________________________





ExampleS

Tower: Vehicle : ************* **************

Ground worker 3 request

To proceed to work in

progress Taxiway Delta

Worker 3 proceed to Taxiway Delta VIA

Bravo and Alpha

Proceeding to Taxiway

Delta VIA Bravo and

Alpha, worker 3

21.11.2.2.2.2 The controller, if too busy to give instructions, will reply “stand

by”. This means that the driver should wait until the controller

calls back. The driver shall not proceed until permission is given.

21.11.2.2.2.3 When there is conflicting traffic, the controller may reply “HOLD

POSITION”. This means that the driver shall not proceed until

the controller calls back with permission. All other replies should

contain a clearly defined point to which the driver may proceed;

this may or may not be the intended destination. If it is not the

intended destination drivers must stop at this point and request

permission before proceeding further.

ExampleS

Tower: Vehicle : ************* **************

Ground worker 3 Apron

Reques to proceed to work

In progress Taxiway Delta

Worker 3 proceed to Taxiway Delta VIA

Bravo and Alpha hold short of Taxiway

Bravo

________________________________________________





VIA Bravo and Alpha,

Hold short of Taxiway

Bravo, worker 3

THEN

Worker 3 continue to Taxiway Delta.

Continuing, worker 3

21.11.2.2.3 CROSSING RUNWAY

21.11.2.2.3.1 Drivers should carefully note the position to which they may

proceed, particularly where the intended route involves crossing a

runway. Some aerodromes may have procedures that will allow

vehicles to proceed to a holding point and then request runway

crossing instructions. Under no circumstances shall a driver cross a

runway unless positive permission has been given and

acknowledged. A runway vacated report shall not be made until

the vehicle ( and tow ) is clear of the designated runway area,

beyond the holding point.

ExampleS

Tower: Vehicle : ************* **************

Tower Ground worker 3

Apron request to cross

Runway 31.

Worker 3 proceed VIA Taxiway Bravo

hold short of Runway 31

VIA Bravo hold short of

Runway 31, Worker 3

THEN

________________________________________________





Worker 3 holding short

Runway 31

Worker 3 stand by

Standing By, Worker 3

OR

Worker 3 cross Runway 31 report

Runway vacated

Cross Runway 31, Worker 3

THEN

Runway Vacated, Worker 3

Worker 3 Roger

21.11.2.2.3.2 If a vehicle is operating on the runway, it shall be instructed to

leave the runway when it is expected that an aircraft will be

landing or taking off.

ExampleS

Tower: Vehicle : ************* **************

Worker 3 vacate Runway take first

Right, report Runway vacated

Vacating Runway VIA first

right, Worker 3

THEN

Runway vacated, Worker 3

Worker 3 Roger

________________________________________________





21.11.2.2.3.3 When a vehicle is moving on the movement area it may be

necessary to inform the vehicle of a potentially dangerous

situation and to instruct it to stop.

ExampleS

Tower: Vehicle : ************* **************

Worker 3 stop immediately

Stopping, Worker 3

21.11.2.2.4 VEHICLES TOWING AIRCRAFT

21.11.2.2.4.1 Drivers of vehicles required to tow aircraft should not assume that

the receiving station is aware that an aircraft is to be towed. The

performance and manoeuvrability of ground vehicles is obviously

considerably reduced when towing aircraft and this is taken into

account when instructions to such vehicles are issued. Therefore, in

order to avoid any confusion, and as an aid to identification,

drivers should state the type, and where applicable the operator, of

the aircraft to be towed.

ExampleS

Tower: Vehicle : ************* **************

Apron Worker 3 request tow

IA178 B737 from Taxiway Alpha

to Apron

Worker 3 Stand by

Standing by, Worker 3

OR

Worker 3, Tow approved from

Taxiway Alpha to Apron VIA

Taxiway Bravo

Tow approved, Worker 3

VIA Taxiway Bravo

________________________________________________





21.11.3 Approach Control Phraseologies

21.11.3.1 IFR DEPARTURES

21.11.3.1.1 At many airports both arrivals and departures are handled by a

single approach control unit. At busier airports, departures and

arrivals may be handled separately by specific arrival and

departure control units.

21.11.3.1.2 In addition to the ATC route clearance, departing IFR flights may

be given departure instructions in order to provide separation.

These may be given in plain language or in the form of a standard

instrument departure (SID).

ExampleS

Controller: Pilot : ********************** ************

IA178 After departure follow Kirkuk

One departure maintain

Initially 11000 Ft further climb

from Kirkuk Control.

Kirkuk one departure 11000 Ft

IA178

OR

IA178 after departure maintain

Runway heading until passing

8000 Ft then establish and

proceed on Radial 259 from

SUL VOR

Runway heading 8000 Ft then

Radial 259, IA178

21.11.3.2 VFR DEPARTURES

21.11.3.2.1 Departing VFR flights, when handled by approach control, may be

passed information on relevant known traffic in order to assist the

pilots in maintaining their own separation. Pilots should report when

they are leaving the area of jurisdiction of the approach control unit.

________________________________________________





21.11.3.2.2 Special VFR flights will be cleared to leave the control zone in

accordance with established procedures.

Example

Controller: Pilot : ************************ ************

YIAGA report passing Control Zone

Boundary

Wilco, YGA

THEN

YGA passing Control Zone

Boundary

YGA contact Kirkuk Control 129.5

21.11.3.3 IFR ARRIVALS

21.11.3.3.1 Approach control will normally advise, on initial contact, the type of

approach to be expected. When the transition level is published in

e.g. the national AIP, information regarding transition level may be

omitted.

ExampleS

Example 1 Aircraft with No Delay Expected, making full ILS Approach :


Sulaymaniyah Approach

IA178 Released from Kirkuk

Control maintaining 14000 Ft.

IA178 Cleared SUL VOR descend

maintain 11000 Ft No Delay

expected, Expect ILS Approach

Runway 31 QNH 1020 hpa

Report 10 NM out.

________________________________________________





11000 Ft No Delay expected ILS

Runway 31 QNH 1020, IA178

THEN

Sulaymaniyah Approach IA178

10 NM out

IA178 cleared ILS approach

Runway 31 report leaving

SUL VOR out bound

establishing Radial 130.

Cleared ILS approach Runway

31 Wilco, IA178

THEN

IA178 leaving SUL VOR out

bound establishing Radial 130.

IA178 report procedure turn

Started

Wico, IA178

THEN

IA178 Procedure turn started

IA178 report procedure turn

Completed fully establishing

ILS

Wilco, IA178

THEN

IA178 Procedure turn

completed Fully established ILS

IA178 report Runway/ Runway

lights in Sight

Wilco, IA178

________________________________________________





THEN

IA178 Runway/ Runway lights in

sight

IA178 contact Tower 118.3

118.3, IA178

Example 2 Aircraft with No Delay Expected requesting Straight –In ILS

Approach :



Released from Kirkuk Control

Maintaining 14000 Ft.

IA178 Cleared SUL VOR descend


Expected, Expect ILS

Approach Runway 31 QNH

1020 hpa Report 10 NM out.

Runway 31 QNH 1020 request

Straight-in ILS approach,IA178

IA178 cleared straight-in ILS

Approach Runway 31

descend at your own

discretion report establishing

Cleared straight-in ILS Approach

Runway 31, wilco, IA178

THEN

IA178 established runway in sight

IA178 contact Tower 118.3

118.3, IA178

________________________________________________





Example 3 Aircraft with Expected Approach Time and Holding Instruction:





IA178 cleared SUL VOR descend

Maintain 12000 Ft hold

North West standard

holding pattern Runway 31

Expected Approach Time

1830 QNH 1020 hpa Report

over SUL VOR

12000 Ft Runway 31 Expected

Approach Time 1830 QNH 1020

Wico, IA178

THEN

IA187 over SUL VOR

maintainin 12000 Ft.

IA178 roger maintain holding

Wilco, IA178

THEN

IA178 Revised Expected

Approach Time 34

Revised Expected Approach

Time 34, IA178

OR

IA178 cleared ILS approach

Runway 31 report Leaving

SUL VOR out bound

establishing Radial 130 THEN

Continue as in example one

________________________________________________





21.11.3.3.2 On occasion IFR aircraft do not complete the instrument approach

procedure but request permission to make a visual approach. A

request for a visual approach does not imply that the aircraft is

flying in VMC, but only that the specified requirements for a visual

approach have been met and that the pilot can maintain visual

reference to the terrain. The flight also continues in accordance with

the instrument flight rules.

Examples







expected, expect ILS

Approach Runway 31 QNH

1020 hpa Report 10 NM out.

11000 Ft ILS Runway 31 QNH

1020 Wilco, IA178

THEN


10 NM out field in sight, request

Visual Approach.

IA178 cleared Visual Approach

Runway 31 contact Tower

118.3.

Cleared Visual Approach

Runway 31, 118.3 , IA178

21.11.3.3.3 Normally a holding procedure should be published. However, when

the pilot requires a detailed description of the holding procedure

based on a facility, the following phraseology should be used:

________________________________________________





Examples







North West standard holding

pattern Runway 31



over SUL VOR

IA178 request holding

instructions

Hold at SUL VOR 12000 Ft Inbound

Track 130˚ Right Hand Pattern

Outbound Time One Minute

OR






South East Runway 13



over SUL VOR

IA178 request holding

procedures

Hold at SUL VOR 12000 Ft Inbound

Track 310˚ Left Hand Pattern

Outbound Time One Minute

________________________________________________





Note.— It may assist controllers to know that the above information should be passed in the following order:

1. Fix

2. Level 3. Inbound track

4. Right or left turns

5. Time of leg (if necessary)

21.11.3.4 VFR ARRIVALS

Depending on the procedures in use, the pilot of an arriving VFR flight may be

required to establish contact with the approach control unit and request

instructions before entering its area of jurisdiction. Where there is an ATIS

broadcast, the pilot should acknowledge if it has been received; where no ATIS

broadcast is provided, the approach controller will pass the aerodrome data.

Examples


Sulaymaniyah Approach YIAGA

YIAGA Sulaymaniyah Approach

Go ahead

YIAGA VFR from Kirkuk to

Sulaymaniyah 6000 Ft

YIAGA Maintain VFR QNH

1020 hpa Traffic outbound

C130 passing 5000 Ft VFR

Maintain VFR QNH 1020

Traffic in sight, YGA

YGA report aerodrome in sight

Wilco, YGA

THEN

YGA Aerodrome in sight

YGA Contact Tower 118.3

________________________________________________





21.11.4 Radar Phraseologies

21.11.4.1 INTRODUCTION

21.11.4.1.1 This chapter contains general ATS surveillance service phraseology

which is commonly used in communications between aircraft and all

types of radar units. The phraseology detailed in the sections above

for use in the provisions of Air Traffic Services are also applicable, as

appropriate, when radar is used.

21.11.4.1.2 In a radar environment heading, information given by the pilot and

heading instructions given by controllers are in degrees magnetic.

21.11.4.2 IDENTIFICATION

21.11.4.2.1 Before a radar service is provided the aircraft must be identified. If

this is to be achieved by instructing the pilot to make a turn the

controller should take the following factors into account :

a. The turn must be sufficient for identification ( at least 30

degrees).

b. The turn should position the aircraft on the best route to the

final approach track.

Note. Other means of ATS surveillance service identification are the use of

position report information, the use of bearing and distance

information from a prominent object or radio aid, transfer of control

and the use of SSR.

Examples


IA178 report heading

Heading 120, IA178

________________________________________________





IA178 for identification turn right

Heading 150

Right heading 150

THEN

IA178 heading 150

IA178 identified 25 NM North

West of Sulaymaniyah

Airport turn left heading 130

Left heading 130, IA178

OR

IA178 identified 25 NM North West

of Sulaymaniyah Airport

continue Present heading

Continue present heading,

IA178

OR

IA178 Not identified, not yet within

Radar coverage, Resume own

Navigation.

Roger, resuming own

Navigation, IA178

21.11.4.2.2 The pilot should be advised if identification is lost, or about to be

lost, and appropriate instructions given.

________________________________________________





Examples


IA178 Identification Lost Due Radar

Failure Resume own navigation.

Roger resuming own

navigation, IA178

OR

IA178 will shortly lose identification

Temporarily due fade area, remain

This frequency.

Wilco, IA178

21.11.4.3 VECTORING

21.11.4.3.1 Aircraft may be given specific vectors to fly in order to establish

separation. Unless it is self-evident, pilots should be informed of the

reasons why vectors are necessary.

Examples


IA178 Turn Left heading 120 for

separation.


21.11.4.3.2 Aircraft holding over a significant point may be instructed to leave

that point on a specific heading.

Examples


IA178 Fly heading 310.

Heading 310, IA178

________________________________________________ Radio Telephony Procedures & Phraseologies Page 21 – 100




21.11.4.3.3 Aircraft turning may be instructed to stop turn at a specific

heading.

Examples


IA178 stop turn heading 215.

Heading 215, IA178

21.11.4.3.4 It may be necessary, for ATC purposes, to know the heading of an

aircraft as lateral separation can often be established by instructing

an aircraft to continue on its existing heading. Conflicting traffic can

then be separated laterally.

Examples


IA178 report heading .

IA178 heading 300.

IA178 roger continue heading 300

Wilco, IA178

OR

IA178 continue present heading

Wilco 1A178

21.11.4.3.5 In case of unreliable directional instrument on board aircraft,

aircraft may be instructed to make all turns with a specific rate of

turn.

Examples


IA178 Make all turns rate one turn,

start turn immediately.

Wilco, IA178

THEN

________________________________________________





IA178 turn left start turn now.

Starting turn, IA178

THEN

IA178 stop turn now

Stopping, IA178

Note. Rate One Turn is 3 degrees per second.

Rate Half Turn is 1.5 degrees per second.

Rate Two Turn is 6 degrees per second.

21.11.4.3.6 When vectoring is completed, pilots shall be instructed to resume

their own navigation and they shall be given position information and

appropriate instructions, as necessary.

Examples


IA178 Position 30 Miles North West of

Sulaymaniyah, resume own

Navigation Direct Erbil VOR.

Direct Erbil VOR, IA178.

OR

IA178 resume own navigation direct Erbil

VOR track 010 distance 35 Miles.

Track 010, 35 Miles direct

Erbil VOR, IA178

OR

IA178 resume own navigation position

30 Miles North West Sulaymaniyah

Wilco, IA178

21.11.4.3.7 Occasionally, an aircraft may be instructed to make a complete turn

(known as an orbit or a 360 degree turn), for delaying purposes or to

achieve a required spacing behind preceding traffic.

________________________________________________





Examples


IA 178 make a three sixty turn left for

sequencing

Three sixty turn left,

IA178

OR

IA178 orbit right for delay

Orbiting right, IA178

21.11.4.4 TERMINATION OF RADAR SERVICE

21.11.4.4.1 When radar service is terminated , pilots shall be instructed to

resume their own navigation and they shall be given position

information and appropriate instructions, as necessary.

Examples


IA178 Radar service terminated Position

30 Miles North West of

Sulaymaniyah, resume own

Navigation Direct Erbil VOR.

Direct Erbil VOR, IA178.

OR

IA178 Radar service terminated Position

30 Miles North West of

Sulaymaniyah resume own

navigation direct Erbil VOR track

010 distance 35 Miles.

Track 010, 35 Miles direct

Erbil VOR, IA178

________________________________________________





OR

IA178 Radar Service terminated

resume own navigation

position 30 Miles North

West Sulaymaniyah

Roger, IA178

21.11.4.5 TRAFFIC INFORMATION AND AVOIDING ACTION

21.11.4.5.1 Whenever practicable, information regarding traffic on a conflicting

path should be given in the following form:

a. relative bearing of the conflicting traffic in terms of the 12 hour

clock;

b. distance from the conflicting traffic;

c. direction of the flight of the conflicting traffic; and

d. any other pertinent information such as: unknown, slow moving,

fast moving, closing, opposite (or same) direction, overtaking,

crossing left to right (or right to left), and if known, aircraft type

and level, climbing or descending.

Examples


IA 178 Unknown traffic Eight O'clock

6 miles crossing Left to Right

fast moving.

Looking out, IA178

THEN

IA178 traffic in sight.

OR

IA178 negative contact,

Request Vector

________________________________________________





IA178 turn right heading 120.

Right heading 120, IA178

THEN

IA178 clear of traffic turn left heading

100.


OR

IA178 clear of traffic continue present

heading

Continuing, IA178

OR

IA178 clear of traffic resume own

Navigation direct SUL VOR.

Direct SUL VOR, IA178

OR

IA178 Unknown traffic 12 O'clock 8

miles Opposite direction slow

moving turn Left heading 200.


OR

IA178 Unknown traffic 12 O'clock 8

miles Opposite direction fast

moving do You want vectors.

IA178 negative vectors,

traffic in sight

OR

IA178 negative contact,

Request Vector



________________________________________________





21.11.4.6 SPEED CONTROL

21.11.4.6.1 pilots may be asked to increase or reduce speed to maintain the

required spacing between arriving aircraft, provided the aircraft is

more than 4 NM from the runway threshold. This technique should

not be employed where a simple alteration of heading will achieve

the same object

Examples


IA178 Report speed

Speed 350 Kts, IA178

IA178 Maintain 350 Kts

Maintaining, IA178

OR

IA178 Maintain 350 Kts or more

350 Kts or more, IA178

OR

IA178 Maintain 350 Kts or less

350 Kts or less, IA178

OR

IA178 Maintain present speed

Maintaining, IA178

OR

IA178 increase speed 370 Kts

Increasing, IA178

OR

Unable to increase speed,

IA178

IA178 Roger maintain present speed

________________________________________________





OR

IA178 Reduce speed 330 Kts

Reducing, IA178

OR

Unable to reduce speed,

IA178

IA178 Roger maintain present speed

OR

IA178 reduce to minimum approach

Speed

Reducing, IA178

OR

IA178 Maintain maximum approach

speed

Maintaining, IA178

OR

IA178 Reduce to minimum clean

speed

Reducing, IA178

OR

IA178 No speed restrictions

Roger, IA178

21.11.4.7 RADAR IN APPROACH CONTROL SERVICE

21.11.4.7.1 Vectoring for ILS/ Visual approach Runway 31/13

21.11.4.7.1.1 Vectors are given to arriving flights to position them onto a pilot-

interpreted final approach aid, or to a point from which a radar –

assisted approach can be made, or to a point from which a visual

approach can be made. The following examples are related to

Sulaymaniyah International Airport. It is presupposed that the

aircraft is arriving from the west and has been vectored to intercept

the final approach track at 12 NM from touchdown at 6000 ft

QNH.

Note. The radar controller should advise the aircraft of its position at

least once prior to turning onto final approach.

________________________________________________





Examples

Vectoring For ILS Approach Runway 31


IA178 Radar contact vectoring for ILS

approach runway 31 QNH

1020 Hpa.

ILS approach Runway 31

QNH 1020 IA178

THEN

IA178 turn right heading 130


IA178 report speed

Speed 250 Knots, IA178

IA178 reduce to minimum clean speed

OR

IA178 reduce to minimum approach speed

Reducing to 210 Knots,

IA178

THEN

IA178 12 miles from touchdown

turn left heading 040


THEN

IA178 turn left heading 340 descend

6000 feet report establishing ILS.

Left heading 340, Wilco

IA178

THEN

IA178 establishing ILS

IA178 continue descend on the ILS

Contact Tower 118.3

118.3, IA178

________________________________________________





Examples

Vectoring For Visual Approach Runway 31

IA178 Radar contact vectoring for

Visual approach runway 31

Report field ( or runway / runway

lights) in sight.

Wilco, IA178

THEN

IA178 field in sight ( or

Runway/Runway lights

in sight)

IA178 descend at your own discretion

contact tower 118.3

118.3, IA178 OR

IA178 Radar contact vectoring for

Visual approach runway 31

turn right heading 130 for down

wind


THEN

IA178 position down wind report

Runway ( or Runway Lights)

in sight

IA178 runway ( or Runway

Lights) in sight


contact Tower 118.3

118.3, IA178

________________________________________________





Examples

Vectoring For ILS Approach Runway 13


IA178 Radar contact vectoring for ILS

approach runway 13 QNH

1020 Hpa.

ILS approach Runway 13

QNH 1020 IA178

THEN

IA178 turn left heading 310


IA178 report speed

Speed 250 Knots, IA178

IA178 reduce to minimum clean speed

OR

IA178 reduce to minimum approach speed

Reducing to 210 Knots,

IA178

IA178 12 miles from touchdown

turn right heading 040


THEN

IA178 turn right heading 100 descend

6000 feet report establishing ILS.

Right heading 100, Wilco

IA178

THEN

IA178 establishing ILS

IA178 continue descend on the ILS

Contact Tower 118.3

118.3, IA178

________________________________________________





Examples

Vectoring For Visual Approach Runway 13

IA178 Radar contact vectoring for visual

approach runway 13 Report field

(or runway/runway lights) in sight

Roger, IA178

THEN

IA178 field in sight ( or

Runway/Runway

Lights in sight)

IA178 descend at your own discrition

contact tower 118.3

118.3, IA178

OR

IA178 Radar contact vectoring for visual

Approach Runway 13 turn left

heading 310 for down wind


THEN

IA178 position down wind report

Runway ( or Runway Lights)

in sight

IA178 runway (or Runway

Lights) in sight


contact Tower 118.3

118.3, IA178

________________________________________________





21.11.4.7.2 Vectoring for Surveillance Radar Approach (SRA)

21.11.4.7.2.1 During a surveillance radar approach (SRA) the pilot is given

distances from touchdown, advisory altitude information and

azimuth instructions to enable him to make an approach to a

particular runway.

21.11.4.7.2.2 Where an SRA procedure terminates at 2 miles from touchdown,

the distance from touchdown and advisory altitude checks are

normally passed at 1 mile intervals. Where the SRA terminates at

half mile from touchdown, such checks are given each half mile.

21.11.4.7.2.3 Aircraft replies are expected to all transmissions. However, when

the SRA terminates at less than 2 miles from touchdown, the

controller’s transmissions should not be interrupted for intervals of

more than 5 seconds once the aircraft is within 4 miles from

touchdown and aircraft replies are then not expected.

21.11.4.7.2.4 Unless offered by the controller or local procedures require, a pilot

wishing to conduct his approach by reference to height must inform

the controller and request the QFE. All references to the level of the

aircraft will then be to height.

21.11.4.7.2.5 If the pilot reports visual in the early stages of the approach he will

be asked whether he wishes to continue the SRA. Normally aircraft

will not be transferred to aerodrome control until after they have

completed the SRA approach and have landed.

21.11.4.7.2.6 When the pilot reports runway/runway lights in sight during an

SRA and there is reasonable assurance that a landing will be

effected, the SRA may be terminated.

21.11.4.7.2.7 The range at which the descent begins depends on the altitude or

height of the aircraft during the intermediate phase and the angle

of the glide path.

21.11.4.7.2.8 The following examples are related to Sulaymaniyah International

Airport. It is presupposed that the aircraft is arriving from the west

and has been vectored to intercept the final approach track at a

distance of 8NM from touchdown at 4800 ft QNH. Obstacle

Clearance Altitude (OCA) for Runway 31 is 2640 Feet and for

Runway 13 is 2692 Feet. Advisory altitudes related to a THREE

degrees Glide Path.

________________________________________________




Examples

SRA Approach Terminated At 2 Miles From Touch

Down Runway 31

Note. Elevation for Runway 31 is 2440 Feet and Obstacle Clearance Altitude (OCA)

is 2640 feet.

Controller: Pilot *********** ******

IA178 This will be Surveillance radar

approach runway 31 terminating

at TWO MILES from touchdown,

obstacle clearance altitude 2640 feet,

check your minima

Wilco, IA178

THEN


Maintain 6500 Feet Altitude.

Right heading 130

Descending 6500

Feet,IA178

THEN

IA178 turn left heading 040.

Left heading 040

IA178

THEN

IA178 turn left heading 340 descend 6000 feet

Altitude

Left heading 340

descending, IA178

THEN

IA178 turn left heading 310 for final descend

Maintain 4800 feet altitude.

Left heading 310,

Descending, IA178

________________________________________________





THEN

IA178 Eight Miles from touch down

Commence descent now to maintain

3 degrees glide path

IA178

THEN

IA178 Seven Miles from touch down altitude

Should be 4500 feet

IA178

THEN

IA178 Six Miles from touch down altitude

Should be 4200 feet

IA178

THEN

IA178 check gears down and locked

Wilco, IA178

THEN

IA178 Five Miles from touch down altitude

Should be 3900 feet

IA178

THEN

IA178 Runway 31 cleared to land wind calm

Cleared to land,

IA178

IA178 going right of track turn left five

Degrees heading 305

Left heading 305,

IA178

THEN

IA178 Four Miles from touch down altitude

Should be 3600 feet turn right heading

310 do not acknowledge further

transmissions

IA178

________________________________________________





THEN

IA178 On track heading is good Three Miles from

touch down altitude should be 3300 feet

THEN

IA178 Two miles from touch down altitude

Should be 3000 feet approach

Completed after landing contact Tower

118.3.

******************

*********

****

________________________________________________





Examples For SRA Approach Terminated at 2 Miles

From Touch Down Runway 13


is 2692 feet.




at TWO MILES from touchdown,


check your minima

Wilco, IA178

THEN

IA178 turn left heading 310 descend maintain

6500 Feet altitude

Left heading 310

Descending,IA178

THEN


Right heading 040

IA178

THEN

IA178 turn right heading 100 descend 6000 feet

altitude

Right heading 100,

descending, IA178

THEN

IA178 turn right heading 130 for final descend

Maintain 4800 feet altitude

Right heading 130,

Descending, IA178

________________________________________________





THEN




IA178

THEN


Should be 4500 feet

IA178

THEN


Should be 4200 feet

IA178

THEN


Wilco, IA178

THEN


Should be 3900 feet

IA178

THEN


Cleared to land,

IA178

IA178 going left of track turn right five

Degrees heading 135

Right heading 135

IA178

THEN


Should be 3600 feet turn left heading


transmissions

IA178

________________________________________________





THEN

IA178 On track heading is good Three Miles

from touch down altitude should be

3300 feet

THEN


Should be 3000 feet approach

Completed after landing contact Tower

118.3.

********************

***********

*****

________________________________________________





Examples SRA Approach Terminated At One Mile From Touch

Down Runway 31


is 2640 feet.




at ONE MILE from touchdown,


check your minima

Wilco, IA178

THEN


Maintain 6500 Feet Altitude.

Right heading 130

Descending 6500

Feet,IA178

THEN

IA178 turn left heading 040.

Left heading 040

IA178

________________________________________________





THEN

IA178 turn left heading 340 descend 6000

Feet altitude

Left heading 340

descending, IA178

THEN

IA178 turn left heading 310 for final descend

Maintain 4800 feet altitude.

Left heading 310,

Descending, IA178

THEN




IA178

THEN


Should be 4500 feet

IA178

THEN


Should be 4200 feet

IA178

________________________________________________





THEN


Wilco, IA178

THEN

IA178 Five and Half Miles from touch down

Altitude should be 4000 feet

IA178

THEN


Should be 3900 feet

IA178

THEN


Cleared to land,

IA178

IA178 going right of track turn left five

Degrees heading 305

Left heading 305,

IA178

________________________________________________





THEN

IA178 Four and Half Miles from touch down


IA178

THEN


Should be 3600 feet turn right heading


transmissions

IA178

THEN

IA178 Three and Half Miles from touch down


THEN

IA178 Three Miles from touch down altitude

Should be 3300 feet

THEN

IA178 Two and half miles from touch down


THEN


should be 3000 feet

________________________________________________





THEN

IA178 On track heading is good One and Half

miles from touch down Altitude should

be 2800 feet

THEN

IA178 On track One mile from touch down

Approach completed after landing

contact Tower 118.3.

Examples For SRA Approach Terminated At One Mile

From Touch Down Runway 13


is 2692 feet.




at ONE MILE from touchdown,


check your minima

Wilco, IA178

________________________________________________





THEN

IA178 turn left heading 310 descend

maintain 6500 Feet altitude

Left heading 310

Descending,IA178

THEN


Right heading 040

IA178

THEN


6000 feet altitude

Right heading 100,

descending, IA178

________________________________________________





THEN

IA178 turn right heading 130 for final

descend Maintain 4800 feet altitude

Right heading 130,

Descending, IA178

THEN




IA178

THEN


Should be 4500 feet

IA178

THEN


Should be 4200 feet

IA178

________________________________________________





THEN


Wilco, IA178

THEN

IA178 Five and Half Miles from touch down


IA178

THEN

IA178 Five Miles from touch down


IA178

THEN


Cleared to land,

IA178

________________________________________________





THEN

IA178 going left of track turn right five

Degrees heading 135

Right heading 135

IA178

THEN

IA178 Four and Half Miles from touch

down Altitude should be 3700 feet

IA178

THEN


Should be 3600 feet turn left heading


Transmissions

IA178

THEN

IA178 Three and Half Miles from touch

down Altitude should be 3400 feet

THEN

IA178 Three Miles from touch down altitude

Should be 3300 feet

THEN

IA178 Two and half miles from touch down


THEN


should be 3000 feet

________________________________________________





THEN

IA178 On track heading is good One and Half

miles from touch down Altitude should

be 2800 feet

THEN

IA178 On track One mile from touch down

Approach completed after landing

contact Tower 118.3.

21.11.4.8 SECONDARY SURVEILLANCE RADAR

21.11.4.8.1 The following phrases together with their meanings are instructions

which may be given by controllers to pilots regarding the operation

of SSR transponders.

Phrase Meaning SQUAWK (code) Set the code as instructed

CONFIRM SQUAWK Confirm mode and code set on the

transponder

RESET (mode) (code) Reselect assigned mode and code

* SQUAWK IDENT Operate the “IDENT” feature

SQUAWK MAYDAY Select emergency code

SQUAWK STAND BY Select the stand by feature

SQUAWK CHARLIE Select pressure altitude transmission feature

CHECK ALTIMETER SETTING

AND CONFIRM (level)

Check pressure setting and confirm present

level

STOP SQUAWK CHARLIE Deselect altitude reporting

STOP SQUAWK CHARLIE WRONG

INDICATION

Deselect pressure altitude transmission

feature

because of faulty operation

** VERIFY LEVEL Check and confirm your level

RESET MODE "S" IDENTIFICATION For a Mode "S" equipped aircraft, request

reselection of aircraft identification

* IDENT Feature is the Special Position Identification ( SPI) Feature.

** Used to verify the accuracy of the Mode C derived level information

displayed to the controller.

________________________________________________





21.11.4.8.2 The pilot's reply to SSR instructions is usually either an

acknowledgement or a read-back. SSR Examples

Controller Pilot ************ ******

IA178 Advise type of transponder

capability

Transponder Charlie, IA178

IA178 Squawk A5310

5310, IA178

OR

IA178 Confirm Squawk

5310, IA178

OR

IA178 reset Squawk A5310

Resetting A5310, IA178

OR

IA178 Squawk Ident

Squawk Ident, IA178

OR

IA178 Squawk Mayday

Squawk Mayday, IA178

OR

IA178 Squawk Stand by

Squawk Stand by, IA178

OR

IA178 Squawk Charlie

Squawk Charlie, IA178

OR

IA178 confirm transponder

operating

Negative , transponder

Unserviceable, IA178

________________________________________________





IA178 Check Altimeter Setting

And Confirm Level

Altimeter 1020 Flight Level 150,

IA178

OR

IA178 Stop Squawk Charlie

Stop Squawk Charlie, IA178

OR

IA178 Stop Squawk Charlie

Wrong Indication

Stop Squawk Charlie, IA178

OR

IA178 Verify Level

Flight Level 150, IA178

OR

IA178 Reset Mode " S "

Identification

Roger, IA178

21.11.4.9 RADAR ASSISTANCE TO AIRCRAFT WITH

RADIOCOMMUNICATIONS FAILURE

21.11.4.9.1 When a controller suspects that an aircraft is able to receive but not

transmit messages, the radar may be used to confirm that the pilot has

received instructions. When further instructions are given they should

be passed slowly, clearly and be repeated.

Note. An aircraft experiencing a radiocommunications failure is expected

to select SSR code 7600

________________________________________________





Examples


IA178 reply not received if you read

Sulaymaniyah Radar turn right

Heading 150 degrees I say again

Turn right heading 150 degrees.

THEN

IA178 turn observed position 8 Miles

North West of SUL VOR will

Continue Radar Control.

OR

IA178 reply not received if you read

Sulaymaniyah Radar Squawk IDENT

I say again Squawk IDENT

THEN

IA178 Squawk observed position 8 Miles

North West of SUL VOR will

Continue Radar Control.

21.11.4.9.2 The controller should try to determine whether the aircraft has any

other form of emergency and whether an immediate landing is

required by instructing the pilot to make a turn ( normally towards the

aerodrome). Turns can also be used to ascertain any other essential

information, such as the serviceability of landing aids, or the aircraft's

level. It is important that the controller gives the aircraft a route which

allows sufficient distance for the descent enabling the aircraft to reach

final approach at a suitable altitude.

If SSR is available, it can be used instead of the turning method

described above to obtain essential information

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Examples


IA178 if you have emergency turn right

Heading 120 I say again turn right

heading 120 if not continue present

heading

OR

IA178 if you have emergency continue present

Heading I say again continue present

heading if not turn left heading 300.

OR

IA178 descend maintain 8000 Feet, on passing

11000 Feet turn right heading 120 I say

Again descend maintain 8000 Feet on

passing11000 Feet turn right heading

120

IA178 If you have emergency Squawk IDENT

I say again Squawk IDENT

OR

IA178 descend maintain 8000 Feet, on passing

11000 Feet Squawk IDENT I say

Again descend maintain 8000 Feet on

passing11000 Feet Squawk IDENT

21.11.4.9.3 If the aircraft has a total radio failure the radar controller should

plot the position of the aircraft, keep all other aircraft at least 5 miles

clear of it, and inform the non radar controller so that the radio failure

procedure can be carried out.

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21.11.4.10 ALERTING PHRASEOLOGIES

21.11.4.10.1 In the event that a minimum safe altitude warning (MSAW) is

generated in respect of a controlled flight, the air traffic controller will

inform the aircraft and issue appropriate instructions.

Examples

Controller Pilot ********* ******

IA178 low altitude warning, check your altitude

Immediately, QNH 1020, the minimum

Flight Altitude is 8000 Feet.

OR

IA178 Terrain alert, climb 8000 Feet QNH 1020.

Climbing 8000 Feet,

IA178 21.11.4.10.2 Avoiding action to be taken by the pilot is given when the controller

considers that an imminent risk of collision will exist if action is not

taken immediately.

Examples

Controller Pilot ********** ******

IA178 Turn right immediately heading 180 to

Avoid traffic 12 o'clock 4 Miles.

Turning right

heading 180, IA178

THEN

IA178 Clear of traffic resume own navigation

Direct SUL VOR

SUL VOR, IA178

21.11.5 ACAS/TCAS PHRASEOLOGIES

21.11.5..1 When a pilot reports a manoeuvre induced by an ACAS resolution

advisory (RA),the controller shall not attempt to modify the aircraft

flight path until the pilot reports returning to the terms of the

current ATC clearance or instruction, but the controller shall

provide traffic information as appropriate.

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21.11.5.2 Once an aircraft departs from its clearance in compliance with 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. The controller

resumes responsibility for providing separation for all the affected

aircraft when the controller acknowledges a report from the flight

crew that the aircraft has resumed the current clearance or the

controller acknowledges a report from the flight crew that the aircraft

is resuming the current clearance and issues an alternative clearance

which is acknowledged by the flight crew

Examples


IA178 TCAS RA

IA178 Roger report returning to clearance

THEN

IA178 clear of conflict,

Returning to clearance

Now maintaining

11000 feet

IA178 Roger

OR

________________________________________________





IA178 climb maintain 13000 feet

IA178 unable TCAS RA

IA178 Roger report maintaining 11000 feet

IA178 clear of conflict

Maintaining 11000 feet

IA178 Roger

21.11.6 Distress and Urgency Procedures and

Communication Failure Procedures 21.11.6.1 INTRODUCTION

21.11.6.1.1 Distress and urgency conditions are defined as:

a. Distress: a condition of being threatened by serious and/or

imminent danger and of requiring immediate

assistance.

b. Urgency: a condition concerning the safety of an aircraft or

other vehicle, or of some person on board or within

sight, but which does not require immediate assistance.

21.11.6.1.2 The word “ MAYDAY ” spoken at the start identifies a distress

message, and the words “PAN PAN” spoken at the start identifies an

urgency message. The words “ MAYDAY ” or “ PAN PAN ”, as

appropriate, should preferably be spoken three times at the start of

the initial distress or urgency call.

21.11.6.1.3 Distress messages have priority over all other transmissions, and

urgency messages have priority over all transmissions except distress

messages.

21.11.6.1.4 Pilots making distress or urgency calls should attempt to speak

slowly and distinctly so as to avoid any unnecessary repetition.

________________________________________________





21.11.6.1.5 Pilots should adapt the phraseology procedures in this chapter to

their specific needs and to the time available.

21.11.6.1.6 Pilots should seek assistance whenever there is any doubt as to the

safety of a flight. In this way, the risk of a more serious situation

developing can often be avoided.

21.11.6.1.7 A distress or urgency call should normally be made on the frequency

in use at the time. Distress communications should be continued on

this frequency until it is considered that better assistance can be

provided by changing to another frequency. The frequency 121.5

MHz has been designated the international aeronautical emergency

frequency although not all aeronautical stations maintain a

continuous watch on that frequency. These provisions are not

intended to prevent the use of any other communications frequency

if considered necessary or desirable, including the maritime

mobile service RTF calling frequencies.

21.11.6.1.8 If the ground station called by the aircraft in distress or urgency

does not reply, then any other ground station or aircraft shall reply

and give whatever assistance possible.

21.11.6.1.9 A station replying (or originating a reply) to an aircraft in distress or

urgency should provide such advice, information and instructions as

is necessary to assist the pilot. Superfluous transmissions may be

distracting at a time when the pilot’s hands are already full.

21.11.6.1.10 Aeronautical stations shall refrain from further use of a frequency

on which distress or urgency traffic is heard, unless directly

involved in rendering assistance or until after the emergency traffic

has been terminated.

21.11.6.1.11 When a distress message has been intercepted which apparently

receives no acknowledgement, the aircraft intercepting the distress

message should, if time and circumstances seem appropriate,

acknowledge the message and then broadcast it.

21.11.6.2 DISTRESS MESSAGES

21.11.6.2.1 Aircraft in distress

21.11.6.2.1.1 A distress message should contain as many as possible of the

following elements, and, if possible, in the order shown:

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a. name of the station addressed;

b. identification of the aircraft;

c. nature of the distress condition;

d. intention of the person in command;

e. position, level and heading of the aircraft; and

f. any other useful information.

Examples


Mayday Mayday Mayday,


Engine on fire making forced

landing 15 Miles West of

Sulaymaniyah passing 9000 Feet

heading 120.

IA178 Sulaymaniyah Tower Roger

Mayday Wind 160 Degrees

15 Kts, QNH 1020.

OR

Mayday Mayday Mayday,


Engine failed, will attempt to

land at your field, 10 Miles

West , passing 9000 Feet

Heading 120.

IA178 Sulaymaniyah Tower Roger

Mayday cleared straight – in

approach Runway 13 wind

160 Degrees 15 Kts QNH

1020, number one in approach

________________________________________________





21.11.6.2.1.2 These provisions are not intended to prevent the aircraft from

using any means at its disposal to attract attention and make

known its condition (including the activation of the appropriate

SSR code, 7700), nor any station from using any means at its

disposal to assist an aircraft in distress. Variation on the elements

listed under 21.11.6.2.1.1 is permissible when the transmitting

station is not itself in distress, provided that such a circumstance is

clearly stated.

21.11.6.2.1.3 The station addressed will normally be the station communicating

with the aircraft or the station in whose area of responsibility the

aircraft is operating.

21.11.6.2.2 Imposition of silence

An aircraft in distress or a station in control of distress traffic may impose

silence, either on all aircraft on the frequency or on a particular aircraft which

interferes with the distress traffic. Aircraft so requested will maintain radio

silence until advised that the distress traffic has ended.

Examples


All Stations Sulaymaniyah Tower Stop

Transmitting , MAYDAY

OR

KKK6900 Stop Transmitting, MAYDAY

21.11.6.2.3 Termination of distress and silence

21.11.6.2.3.1 When an aircraft is no longer in distress, it shall transmit

a message cancelling the distress condition.

21.11.6.2.3.2 When the ground station controlling the distress traffic is aware

that the aircraft is no longer in distress it shall terminate the

distress communication and silence condition

________________________________________________





Examples



Cancel distress, engine

serviceable, runway in

sight, request landing

IA178 Runway 31 cleared to land

wind 300 Degrees 10 Kts.

Runway 31 cleared to

Land, IA178

THEN

All stations Sulaymaniyah Tower

Distress traffic ended.

21.11.6.3 URGENCY MESSAGES

21.11.6.3.1 An urgency message should contain as many of the elements

detailed in 21.11.6.2.1.1 as are required by the circumstances. The

call should be made on the frequency in use at the time, and the

station addressed will normally be that station communicating with

the aircraft, or the station in whose area of responsibility the

aircraft is operating. All other stations should take care not to

interfere with the transmission of urgency traffic.

Examples


PAN PAN, PAN PAN, PAN PAN


CRJ 900, 9000 Feet heading 120

above cloud unsure of my

position request heading to

Sulaymaniyah.


fly heading 130

________________________________________________





OR



10 Miles west 9000 Feet,

passenger with suspected heart

attack request priority landing.


Number one cleared

straight-in approach

runway 31 wind 300

Degrees 15 Kts QNH

1020, ambulance alerted.

Cleared straight-in approach

Runway 31 QNH 1020, IA178

OR



Intercepted Urgency Call from

KKK6900 passenger with

suspected heart attack

requesting priority landing

Sulaymaniyah, his position 15

Miles West 9000 Feet

IA178 Roger

THEN

KKK6900 Sulaymaniyah Tower

Runway 31 Wind 300

Degrees 15 Kts QNH

1020 No Traffic.

Note. If KKK6900 does no acknowledge

this message IA178 will relay.

________________________________________________





21.11.6.4 EMERGENCY DESCENT

21.11.6.4.1 When an aircraft announces that it is making an emergency descent,

the controller will take all possible action to safeguard other aircraft.

21.11.6.4.2 The general broadcast to warn aircraft of an emergency descent

should be followed, as necessary, by specific instructions.

Examples


IA178 position 25 Miles South

West Sulaymaniyah Airport on

Radial 259 from SUL VOR

leaving FL200 descending to

FL100 Due to decompression

Attention all aircraft South West

Of Sulaymaniyah, emergency

descent in progress on Radial 259

from SUL VOR from FL 200 to

FL100, leave J 03 immediately.

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21.11.6.5 AIRCRAFT COMMUNICATIONS FAILURE

Note. General rules that are applicable in the event of communications

failure are contained in Annex 10, Volume II.

21.11.6.5.1 When an aircraft station fails to establish contact with the

aeronautical station on the designated frequency, it shall attempt to

establish contact on another frequency appropriate to the route. If

this attempt fails, the aircraft shall attempt to establish

communication with other aircraft or other aeronautical stations on

frequencies appropriate to the route.

21.11.6.5.2 If the attempts specified under 21.11.6.5.1 fail, the aircraft shall

transmit its message twice on the designated frequency(ies),

preceded by the phrase “ TRANSMITTING BLIND” and, if

necessary, include the addressee(s) for which the message is

intended.

21.11.6.5.3 When an aircraft is unable to establish communication due to

receiver failure, it shall transmit reports at the scheduled times, or

positions, on the frequency in use, preceded by the phrase

“TRANSMITTING BLIND DUE TO RECEIVER FAILURE”. The

aircraft shall transmit the intended message, following this by a

complete repetition. During this procedure, the aircraft shall also

advise the time of its next intended transmission.

21.11.6.5.4 An aircraft which is provided with air traffic control or advisory

service shall, in addition to complying with 21.11.6.5.3, transmit

information regarding the intention of the pilot-in-command with

respect to the continuation of the flight of the aircraft.

21.11.6.5.5 When an aircraft is unable to establish communication due to

airborne equipment failure, it shall, if so equipped, select the

appropriate SSR code to indicate radio failure (7600).

21.11.6.5.6 When an aeronautical station has been unable to establish contact

with an aircraft after calls on the frequencies on which the aircraft is

believed to be listening, it shall:

________________________________________________





a. request other aeronautical stations to render assistance by

calling the aircraft and relaying traffic, if necessary; and/or

b. request aircraft on the route to attempt to establish

communication with the aircraft and relay messages, if

necessary.

21.11.6.5.7 If the attempts specified in 21.11.6.5.6 fail, the aeronautical station

should transmit messages addressed to the aircraft, other than

messages containing air traffic control clearances, by blind

transmission on the frequency(ies) on which the aircraft is believed

to be listening.

21.11.6.5.8 Blind transmission of air traffic control clearances shall not be made

to aircraft, except at the specific request of the originator.

Note. Examples of radio failure (transmitter) where radar is used

are contained in Item 21.11.4.9 Page 21-130 of this Chapter.

21.11.7 Transmission Of Meteorological and Other

Aerodrome Information

21.11.7.1 INTRODUCTION

Meteorological information in the form of reports, forecasts or warnings is

made available to pilots using the aeronautical mobile service either by

broadcast (e.g. VOLMET) or by means of specific transmissions from ground

personnel to pilots. Standard meteorological abbreviations and terms should be

used and the information should be transmitted slowly and enunciated clearly in

order that the recipient may record such data as necessary.

Examples

Controller Pilot ************ ****** IA178 Sulaymaniyah Tower present

Weather, Wind 300 Degrees

10 Knots Visibility 10 Kilometers

Clouds BKN CU 1200 Meters

QNH 1020 QNH 1020, IA178

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21.11.7.2 RUNWAY VISUAL RANGE (RVR)

21.11.7.2.1 When transmitting the runway visual range, the words “RUNWAY

VISUAL RANGE” or the abbreviation RVR should be used followed

by the runway number, the positions for multiple readings if

necessary, and the RVR value(s).

21.11.7.2.2 Where multiple RVR observations are available, they are always

transmitted commencing with the reading for the touchdown zone

followed by the mid-point zone and ending with the roll-out/stop end

zone report. Where reports for three locations are given, these

locations may be omitted provided that the reports are passed in

that order.

Examples

Controller Pilot ************ ****** IA178 RVR Runway 31 Touchdown

600 Meters Midpoint 800 Meters

Stop End 500 Meters Roger, IA178

OR

IA178 RVR Runway 31, 600 Meters

800 Meters 500 Meters

Roger, IA178

21.11.7.3 RUNWAY SURFACE CONDITIONS

21.11.7.3.1 Procedures for the measurement and reporting of runway surface

conditions are detailed in Annex 14.

21.11.7.3.2 Reports from pilots may be retransmitted by a controller when it is

felt that the information may prove useful to other aircraft:

“BRAKING ACTION REPORTED BY (aircraft type) AT (time)

(assessment of braking action)”.

________________________________________________





21.11.7.3.3 Whenever a controller deems it necessary, information that water is

on a runway shall be passed to aircraft using the terms “DAMP”,

“WET”, “WATER PATCHES” or “FLOODED” according to the

amount of water present.

21.11.7.3.4 Other runway surface conditions which may be of concern to a pilot

shall be transmitted at an appropriate time.

Note. See examples under Item 21.11.2.1.1.1 Page 21-54 of this

Chapter.

21.11.8 FUEL DUMPING

21.11.8.1 When an aircraft has informed an ATS unit that it intends to dump

fuel, the ATS unit will coordinate with the flight crew the route to be

flown, the level to be used and the duration of the fuel dumping. Other

known traffic will be separated from the aircraft dumping fuel with

specified minima. For non – controlled traffic a warning will be

broadcast.

Examples

Controller Pilot ************ ****** All stations Sulaymaniyah Tower B737

Dumping fuel 12000 Feet altitude beginning

10 NM West of Sulaymaniyah on Track 120

for 50 NM. Avoid flight between 8000 feet

altitude and 13000 feet altitude within 50 NM

behind and 10 NM ahead of the aircraft and

within 10 NM to the sides of fuel dumping track

THEN

All stations Sulaymaniyah Tower Fuel

Dumping completed.

________________________________________________





21.11.9 WAKE TURBULENCE

21.11.9.1 When wake turbulence is suspected or known to exist, ATC will warn

aircraft as appropriate.

Examples

Controller Pilot ************ ****** IA178 extend downwind due wake

Turbulence B747 landing ahead. Extending downwind,

IA178

OR

IA178 hold position due wake turbulence

B747 departing ahead.

Holding, IA178

21.11.10 WIND SHEAR

21.11.10.1 When wind shear is forecast or is reported by aircraft, ATC will

warn other aircraft until such time as aircraft report the phenomenon

no longer exists.

Examples

Controller Pilot ************ ****** IA178 caution medium wind shear reported

At 800 Feet 4 Miles final Runway 31 Roger, IA178

E N D ________________________________________________





References :

1. Doc 4444 Fifteenth Edition 2007

2. Annex 11Therteenth Edition July 2001

3. Annex 3 Sixteenth Edition 2007

4. Doc 9432 Manual of Radiotelephony Fourth Edition

2007

5. UK CAP 413 Radiotelephony Manual Edition 17

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Prepared By Fakhir Faraj Mohammed��

mats chapter 21 radio telephony & phraseology

Documents