Phraseology — Page 104, Lesson 84

I want to walk you through the phraseology used for two types of radar approaches: the Surveillance Radar Approach and the Precision Approach Radar (PAR) approach. These are standardised phrases that a controller uses to guide an aircraft onto a runway when the pilot cannot see the runway, typically in low visibility or instrument meteorological conditions. Let's start with the Surveillance Radar Approach. The controller begins by stating the service being provided: "THIS WILL BE A SURVEILLANCE RADAR APPROACH RUNWAY (number) TERMINATING AT (distance) FROM TOUCHDOWN, OBSTACLE CLEARANCE ALTITUDE (or HEIGHT) (number) METRES (or FEET) CHECK YOUR MINIMA [IN CASE OF GO-AROUND (instructions)]". So the controller tells you which runway, how far from touchdown the approach guidance will end, the obstacle clearance altitude or height in metres or feet, and reminds you to check your own minima — that's the minimum altitude or visibility you're allowed to descend to before you must see the runway. They also give go-around instructions in case you need to abort. The controller then says: "APPROACH INSTRUCTIONS WILL BE TERMINATED AT (distance) FROM TOUCHDOWN". That confirms the point where they stop giving you vectors. For elevation guidance during a surveillance approach, the controller says: "COMMENCE DESCENT NOW [TO MAINTAIN A (number) DEGREE FLIGHT PATH]". They might also give a target altitude or height at a certain distance: "(distance) FROM TOUCHDOWN ALTITUDE (or HEIGHT) SHOULD BE (numbers and units)". Position calls are simple: "(distance) FROM TOUCHDOWN". That tells you exactly how far you are from the runway threshold. There are two standard checks. The controller will say: "CHECK GEAR DOWN" — that's your landing gear. And later: "REPORT RUNWAY [LIGHTS] IN SIGHT". That means you must tell the controller the moment you see the runway or its lights. When the surveillance approach is complete, the controller says: "APPROACH COMPLETED [CONTACT (unit)]", handing you off to another frequency, typically the tower. Now let's move to the Precision Approach Radar, or PAR approach. This is more precise because the controller sees your exact position relative to both the extended centreline and the glide path. The service provision phrase is: "THIS WILL BE A PRECISION RADAR APPROACH RUNWAY (number)". If the precision approach isn't available, they say: "PRECISION APPROACH NOT AVAILABLE DUE (reason) (alternative instructions)". They also give go-around instructions: "IN CASE OF GO-AROUND (instructions)". A critical difference in PAR is the communications instruction: "DO NOT ACKNOWLEDGE FURTHER TRANSMISSIONS". That means you do not key your microphone to reply — you just fly the instructions. The controller adds: "REPLY NOT RECEIVED WILL CONTINUE INSTRUCTIONS", meaning if they don't hear a reply from you, they'll keep giving instructions anyway. For azimuth — that's left/right guidance — the controller says things like: "CLOSING [SLOWLY (or QUICKLY)] [FROM THE LEFT (or FROM THE RIGHT)]". That tells you that you're moving toward the centreline. If you're on the correct heading, they say: "HEADING IS GOOD". For the completion of the approach, the phrases are: "REPORT VISUAL" or "REPORT RUNWAY [LIGHTS] IN SIGHT". When the approach is fully complete: "APPROACH COMPLETED [CONTACT (unit)]". For a missed approach — when you can't land and must go around — the controller uses these phrases: "CONTINUE VISUALLY OR GO-AROUND [missed approach instructions]". Or more urgently: "GO-AROUND IMMEDIATELY [missed approach instructions] (reason)". They might ask: "ARE YOU GOING AROUND?" and if so: "IF GOING AROUND (appropriate instructions)". Your response as the pilot is simply: "GOING AROUND". For track guidance — that's left/right position relative to the extended centreline — the controller says: "ON TRACK" if you're exactly on it. If you're off, they say: "SLIGHTLY (or WELL, or GOING) LEFT, (or RIGHT) OF TRACK". Or more precisely: "(number) METRES LEFT (or RIGHT) OF TRACK". For elevation guidance — that's your vertical position relative to the glide path — the controller says: "APPROACHING GLIDE PATH" as you near it. Then: "COMMENCE DESCENT NOW [AT (number) FEET PER MINUTE (or ESTABLISH A (number) DEGREE GLIDE PATH)]". If your descent rate is correct: "RATE OF DESCENT IS GOOD". When you're exactly on the glide path: "ON GLIDE PATH". If you're above or below: "SLIGHTLY (or WELL, or GOING) ABOVE (or BELOW) GLIDE PATH". They might give a precise deviation: "[STILL] (number) METRES (or FEET) TOO HIGH (or TOO LOW)". Then they instruct: "ADJUST RATE OF DESCENT". If you're correcting back toward the glide path: "COMING BACK [SLOWLY (or QUICKLY)] TO THE GLIDE PATH". Once you're back on it: "RESUME NORMAL RATE OF DESCENT". And if the elevation element of the radar fails: "ELEVATION ELEMENT UNSERVICEABLE (to be followed by appropriate instructions)" — meaning the controller can no longer give you vertical guidance and will give you alternative instructions, typically a non-precision approach or a missed approach.