Phraseology — Page 82, Lesson 64

I want to walk you through the standardised phraseology used in aviation communications, starting with runway condition reports and then moving into area control services and clearances. This is the exact language you will use on the radio under DGCA, ICAO, and EASA procedures — every word is prescribed, and there is no room for improvisation. Let’s begin with the runway report. The format starts with the phrase RUNWAY REPORT AT followed by the observation time. Then you state RUNWAY and the runway number, followed by the type of precipitant — that means the kind of contamination on the surface, like snow, slush, or ice. Next comes UP TO and the depth of deposit in MILLIMETRES. So you are giving the maximum depth of whatever is on the runway. Then you report the BRAKING ACTION. The standard descriptors are GOOD, MEDIUM TO GOOD, MEDIUM, MEDIUM TO POOR, POOR, or UNRELIABLE. Optionally, you can also include the BRAKING COEFFICIENT with the equipment type and a number — that is a measured friction value from a device. If the braking action report comes from a pilot, the format changes slightly: BRAKING ACTION REPORTED BY followed by the aircraft type, then AT and the time, then the braking action descriptor — again GOOD, MEDIUM, or POOR. Now for the surface condition itself. You say RUNWAY or TAXIWAY followed by one of these terms: WET, DAMP, WATER PATCHES, FLOODED with depth, SNOW REMOVED with length and width as applicable, TREATED, COMPACTED SNOW, SLUSH, FROZEN SLUSH, ICE, ICE UNDERNEATH, ICE AND SNOW, SNOWDRIFTS, or FROZEN RUTS AND RIDGES. Each of these is a precise, defined condition — you must use the exact term. Next, we have the operational status of visual and non-visual aids. The format begins by specifying whether it is a visual or non-visual aid, then RUNWAY with the number, then a description of deficiency. For lighting, you say the type of lighting and then unserviceability. For instrument landing systems, you say MLS/ILS CATEGORY followed by the category and the serviceability state. For taxiways: TAXIWAY LIGHTING and the description of deficiency. For visual approach slope indicators, you name the type of visual approach slope indicator, then RUNWAY number, then the description of deficiency. Finally, if the secondary power supply is out, you say SECONDARY POWER SUPPLY NOT AVAILABLE. Now we move into Area Control Services, starting with the issuance of a clearance. The format begins with the name of the unit, then CLEARS, then the aircraft identification. Then you say the aircraft type, followed by CLEARED TO and the destination or clearance limit. If you need to amend a route, you say RECLEARED followed by the amended route portion, then TO the significant point of original route where the new clearance joins back. For entering controlled airspace: ENTER CONTROL AREA or ZONE, optionally via a significant point, at a level, and optionally at a time. For leaving: LEAVE CONTROL AREA or ZONE AT a level, or you can say CLIMBING or DESCENDING instead of a specific level. For joining a specified route or airway: JOIN followed by the specification, at a significant point, at a level, and optionally at a time. Now for the indication of route and clearance limit. You start with FROM a place TO a place, or simply TO a place. Then, as necessary, you add one of these: DIRECT, VIA with route and/or reporting points, VIA FLIGHT PLANNED ROUTE — and there is a note that conditions associated with this phrase are in Part III, section 12.2 — or VIA a distance ARC in a direction OF the name of the DME Station followed by DME. If a level or route is not available, you say (level or route) NOT AVAILABLE DUE followed by the reason, then ALTERNATIVE[S] IS/ARE followed by the levels or routes, then ADVISE. Finally, maintenance of specified levels. The phrase MAINTAIN followed by a level, optionally TO a significant point. Or MAINTAIN a level UNTIL PASSING a significant point. Or MAINTAIN a level UNTIL a time. Or MAINTAIN a level UNTIL FURTHER ADVISED. Or MAINTAINED a level WHILE IN CONTROLLED AIRSPACE. And for vertical separation from another aircraft: MAINTAIN AT LEAST a number of METRES or FEET ABOVE or BELOW the aircraft identification. That covers the prescribed phraseology for runway reports, visual and non-visual aid status, and area control clearances. Every word is standardised — use exactly these phrases, in exactly this order, every time.