Phraseology — Page 90, Lesson 75

I want to walk you through the standard phraseology used when entering an aerodrome traffic circuit, flying in the circuit, receiving approach instructions, landing, and handling delays or missed approaches. This is the language you will use and hear on the radio, and every word has a precise meaning. Let’s start with the initial call when you’re entering the traffic circuit. The format is: [aircraft type] (position) (level) FOR LANDING. So you state who you are, where you are, your altitude or flight level, and that your intention is to land. Then the controller will issue a joining instruction: JOIN (position in circuit) (runway number) [SURFACE] WIND (direction and speed) [TEMPERATURE (degrees celsius)] QNH (or QFE) (detail) [HECTOPASCALS] [TRAFFIC (detail)]. The square brackets mean the information is optional but often included. So you’ll hear something like “JOIN DOWNWIND RUNWAY 27 SURFACE WIND 240 10 KNOTS TEMPERATURE 15 QNH 1013 HECTOPASCALS TRAFFIC CESSNA ON BASE.” If you’re making a straight-in approach instead of joining the circuit, the phrase is: MAKE STRAIGHT-IN APPROACH, RUNWAY (number) [SURFACE] WIND (direction and speed) [TEMPERATURE (degrees celsius)] QNH (or QFE) (detail) [HECTOPASCALS] [TRAFFIC (detail)]. That’s used when you’re approaching the runway directly without entering the circuit pattern. Now, if a right-hand traffic circuit is in use, the phrase changes to: JOIN RIGHT HAND (position in circuit) (runway number) [SURFACE WIND (direction and speed)] [TEMPERATURE (degrees celsius)] QNH (or QFE) (detail) [HECTOPASCALS] [TRAFFIC (detail)]. The word “RIGHT HAND” tells you the circuit direction is opposite the standard left-hand pattern. When ATIS information is available, you can simplify the initial call. Instead of repeating the wind, temperature, and QNH, you say: (aircraft type) (position) (level) information (ATIS available identification) FOR LANDING. Then the controller will issue: JOIN (position in circuit) RUNWAY (number) QND (or QFE) (detail) [HECTOPASCALS] (TRAFFIC) (detail). Notice the QNH is replaced by QND here — that’s a typo in the excerpt; it should read QNH. But the point is you reference the ATIS code instead of repeating all the meteorological details. Once you’re in the circuit, the controller will sequence you. The phrase is: (position in circuit, - DOWNWIND / FINAL) NUMBER ... FOLLOW (aircraft type and position) [additional instructions if required]. So you might hear “DOWNWIND NUMBER TWO FOLLOW CESSNA ON BASE.” That tells you your sequence and who to follow. For approach instructions, you might be told: MAKE SHORT APPROACH. That means you should reduce your circuit to make a shorter final approach. Or you might hear: MAKE LONG APPROACH (or EXTEND DOWNWIND). That means you need to extend your downwind leg to create a longer final approach. There’s an important note about the term “LONG FINAL.” The report “LONG FINAL” is made when an aircraft turns onto final approach at a distance greater than 7 kilometres, which is 4 nautical miles, from touchdown. Alternatively, if you’re on a straight-in approach, you report “LONG FINAL” when you are 15 kilometres, which is 8 nautical miles, from touchdown. In both cases, a report “FINAL” is required at 7 kilometres, or 4 nautical miles, from touchdown. So you make two reports: one at long final, and one at final. Other approach instructions include: REPORT BASE (or FINAL, or LONG FINAL) — that’s a request for you to call when you reach that position. And CONTINUE APPROACH means you are cleared to keep going as planned. Now for landing clearances. The standard phrase is: CLEARED TO LAND. If there are multiple runway operations, you’ll hear: CLEARED TO LAND RUNWAY (number). For special operations like touch-and-go training, the phrase is: CLEARED TO TOUCH AND GO. If you need to stop after landing, you’ll be told: MAKE FULL STOP. There are also phrases for approaches that don’t result in a landing. To make an approach along or parallel to a runway, descending to an agreed minimum level, you request: REQUEST LOW APPROACH (Reasons). The controller will reply: CLEARED LOW APPROACH [RUNWAY(number)] [(Altitude restriction if required) (go-around restrictions)]. This is used for practice approaches or training. To fly past the control tower or another observation point for visual inspection by persons on the ground, you request: REQUEST LOW PASS (reasons). The clearance is: CLEARED LOW PASS [as in f)] — meaning the same format as the low approach clearance. For other approach types, you might request: REQUEST STRAIGHT-IN (or CIRCLING APPROACH, LEFT (or RIGHT) TURN TO (location)). The controller will then issue: MAKE STRAIGHT-IN (or CIRCLING APPROACH, LEFT (or RIGHT) TURN TO (location, runway, taxiway, final approach and take-off area) [ARRIVAL (or ARRIVAL ROUTE) (number, name, or code)] [HOLD SHORT OF (active runway, extended runway centre line, other helicopter or aircraft)] [CAUTION (power lines, unlighted obstructions, wake turbulence, etc.)] CLEARED TO LAND. That’s a comprehensive clearance that includes the approach type, any holding instructions, and cautions. If you need to delay, you might be told: CIRCLE THE AERODROME, or ORBIT (RIGHT, or LEFT) [FROM PRESENT POSITION], or MAKE ANOTHER CIRCUIT. These all mean you need to extend your time before landing. Finally, for missed approach or gear checks, you have: LANDING GEAR APPEARS DOWN, RIGHT (or LEFT, or NOSE) WHEEL APPEARS UP (or DOWN), and WHEELS APPEAR UP. These are used when the tower or another aircraft confirms the position of your landing gear visually. That covers the standard phraseology for entering, flying, and completing the traffic circuit, including approaches, landings, delays, and gear checks. Every phrase has a specific meaning and format, and you must use them precisely.