RADIOTELEPHONY

COMMUNICATIONS
HANDBOOK
1. RTF GENERAL OPERATING PROCEDURES
Pilots and air traffic controllers communicate by using the radiotelephony phraseology that
consists of a set of standardized words and phrases approved for the radiotelephony communications by
ICAO in all routine aircraft situations. The communication is made possible due to their common and
work-related topics, especially because the situations they find themselves in are highly predictable.
Even if misunderstandings do occur, they are rather easily dealt with since both parties engaged in the
conversation know what replies to expect from each other. Problems arise in non-routine and
emergency situations, when pilots and controllers have to resort to plain English because the
phraseology lacks the communicative means for effective communication in unpredictable situations
such as on board medical emergencies, engine problems, fuel shortage or terrorism. When both parties
stick to the rules prescribed, problems in communication will rarely occur. First of all, good
transmitting technique is needed.

1.1 TRANSMITTING TECHNIQUE

According to the ICAO Doc 9432 Manual of Radiotelephony the following transmitting
techniques will assist in ensuring that transmitted speech is clearly and satisfactorily received:
1. Before transmitting, listen out on the frequency to be used to ensure that there will be no
interference with a transmission from another station.
2. Be familiar with good microphone operating techniques.
3. Use a normal conversational tone, speak clearly and distinctly.
4. 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 recipient, speak at a slightly slower rate.
5. Maintain the speaking volume at a constant level.
6. A slight pause before and after numbers will assist in making them easier to understand.
7. Avoid using hesitation sounds such as "er".
8. 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.
9. 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 that will ensure that it will not inadvertently be
switched on.

1.2 TRANSMISSION OF LETTERS

The phonetic words shall be used when individual letters are required to be transmitted.
Some abbreviations have become unmistakable through common usage and are transmitted
without using the phonetic word for each letter e.g. ILS, QNH, QFE.
The following words are to be used when it is required to transmit individual letters.

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Table 1: THE RADIOTELEPHONY SPELLING ALPHABET (ICAO, Annex 10, Chapter 5)

Letter Word Pronunciation Morse code

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 __.
H Hotel HOH TELL ....
I India IN DEE AH ..
J Juliet JEW LEE ETT .___
K Kilo KEY LOH _._
L Lima LEE MAH ._..
M Mike MIKE __
N November NO VEM BER _.
O Oscar OSS CAR ___
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 OONEE FORM .._
V Victor VIK TAH ..._
W Whiskey WISS KEY .__
X X -ray ECKS RAY _.._
Y Yankee YANG KEY _.._
Z Zulu ZOO LOO __..

The underlined syllables are to be emphasized when being pronounced.

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1.3 TRANSMISSION OF NUMBERS
All numbers except whole hundreds, whole thousands and combinations of thousands and
whole hundreds shall be transmitted by pronouncing each digit separately.
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 TOUSAND as appropriate.
Combinations of thousands and whole hundreds shall be transmitted by pronouncing each digit in the
number of thousand followed by the word TOUSAND and the number of hundreds followed by the
word HUNDRED. The following examples illustrate the application of this procedure:
Table 2: Pronunciation of numbers
Table 3: Examples of pronunciation of numbers
Numeral Pronounced as: Number Pronounced as:
0 ZERO 10 WUN ZERO
1 WUN 75 SEV-en FIFE
2 TOO 100 WUN HUN-dred
3 TREE 583 FIFE AIT TREE
4 FOWER 2500 TOU TOU-SAND FIFE HUN-dred
5 FIFE 5000 FIFE TOU-SAND
6 SIX
7 SEVEN 18900 WUN AIT TOUSAND NIN-er HUN-dred
8 AIT
9 NINER 25000 TOO FIFE TOU-SAND
Hundred HUN DRED
Thousand TOU SAND 38143 TREE AIT WUN FOW-er TREE
Decimal DAY SEE MAL
Point POINT

Numbers containing a decimal point shall be transmitted with the decimal point in appropriate
sequence being indicated by the word DECIMAL (in case of frequencies) or POINT (in all other
cases).
a) indicated by the word DECIMAL
e.g. 124,725 - one two fower decimal seven two five
b) pronounced point in all situations except for frequencies
e.g. distance 11.5 miles - distance one one point fife miles

Table 4: Reporting Mach number

CTN123, report Mach number
CTN123, 0.75 (point seven fife)
CTN123, reduce to 0.72 (point seven two).
When the frequency of an aeronautical station is an intermediate 25 kHz the full figure will
comprise 6 digits: 124,725 - ONE TWO FOWER DECIMAL SEVEN TWO FIFE

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 Table 5: Pronunciation of numbers containing decimal point

Number Transmitted as:

0,72 Mach MACH POINT SEVEN TWO
1,2 Mach MACH ONE POINT TWO
25,5 NM TWO FIFE POINT FIFE MILES
120.375 ONE TWO ZERO DECIMAL THREE SEVEN FIVE
118.000 ONE ONE EIGHT DECIMAL ZERO
118.005 ONE ONE EIGHT DECIMAL ZERO ZERO FIVE
118.050 ONE ONE EIGHT DECIMAL ZERO FIVE ZERO
118.125 ONE ONE EIGHT DECIMAL ONE TWO FIVE
118.150 ONE ONE EIGHT DECIMAL ONE FIVE ZERO
118,300 ONE ONE EIGHT DECIMAL TREE

1.4 EXCEPTIONS TO NUMBERS

Excepted from these above mentioned regulations are:
1. azimuth in terms of 12 o’clock in passing traffic information in radar environment shall be
transmitted as "ten", "eleven" or "twelve" o’clock (e.g. “TU-192, traffic information, traffic is at
12 o'clock, 6 miles, passing left to right, B737, FL 350”)
2. course, heading, track, radial, flight level, speed (e.g. heading 300 – “tree zero zero”)
3. QNH (1000)
4. squawk (7500)
5. instruction to fly a 360 turn, (e.g. "Make a tree sixty turn to the left.")
6. instruction to make a U-turn on ground, (e.g. "Make one eighty turn".)
7. visibility over 10 (ten) km.

VERIFICATION OF NUMBERS
When necessary to verify the accurate reception of numbers, the person transmitting the
message shall request the person receiving the message to read back the numbers.

1.5 TRANSMISSION OF TIME

All time references should be made in Coordinated universal time (UTC). This used to be called
Greenwich Mean Time (GMT). This time zone is sometimes referred to as Zulu (Z). Time is always in
the 24 hour clock.
2400 is midnight and 0001 begins the new day.
When transmitting time, only the minutes of the hour are normally required, each figure being
pronounced separately.

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 However, if there is any possibility of confusion or if crossing the hour, the full four-figure
group will be spoken. Correct time, expected approach time (EAT and revised EAT) and SLOT time
are to be spoken in hours and minutes (in four figures). EAT and SLOT are to be read back always.
Apart from UTC (Coordinated universal time), estimated times of arrival may sometimes be
given as local time.
Table 6: Transmission of time

Time Statement

TWO ZERO or
0920
ZERO NINER TWO ZERO

EAT 1015 EAT ONE ZERO ONE FIFE

CORRECT TIME 2010 CORRECT TIME TWO ZERO ONE ZERO

1300 WUN TREE ZE-RO ZE-RO

2057 TOO ZE-RO FIFE SEV-en

Pilot may check the time with the appropriate ATS unit. Time check shall be given to the
nearest half minute.
Table 7: Time check
CTN 654, REQUEST TIME CHECK
CTN 654, TIME 0611
CTN 654, TIME 0715 AND A HALF

1.6 CALL SIGNS

ICAO, Annex 10, Chapter 5 distinguishes two types of call signs. Call signs can be considered
as names used in aviation to indentify aircraft stations and aeronautical stations which are in fact
stations on the ground.
1.6.1 AERONAUTICAL STATIONS
Aeronautical stations are identified by the name of the location followed by a suffix denoting
unit or the type of service provided.

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 Table 8: Aeronautical station call signs

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
Company dispatch DISPATCH
Aeronautical station RADIO

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.
1.6.2 CALL SIGNS – AIRCRAFT
An aircraft call sign shall be one of the following types:
a) the characters corresponding to the registration marking of the aircraft; G-ABCD or Cessna
G-ABCD. (The name of the aircraft manufacturer or name of aircraft model may be used as a
radiotelephony prefix);
b) the telephony designator of the aircraft operating agency, followed by the last four characters
of the registration marking of the aircraft; Speedbird DCAB;
c) the telephony designator of the aircraft operating agency, followed by the flight
identification. TU-192.
Full radiotelephony call signs shall always be used when establishing communication (initial
call).
After satisfactory communication has been established, and provided that no confusion is likely
to occur, aircraft call sign may be abbreviated as follows:
a) the first and at least the last two characters G-CD or of the a/c registration; Cessna G-CD;
b) the telephony designator of the aircraft operating agency followed by at least the last two
characters of the aircraft registration; Speedbird AB;
c) No abbreviated form; TU-192.

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 Table 9: Aircraft call signs

TYPE FULL CALL SIGN ABBREVIATED CALL SIGN

CESSNA FABCD CESSNA CD
TYPE A
N 57826 N26
TYPE B VARIG PVMA VARIG MA
TYPE C SCANDINAVIAN 937 SCANDINAVIAN 937

An aircraft shall not change its type of call sign or alter its call sign during flight except when
there is a likelihood that confusion may occur because of similar call sign. Then, an aircraft may be
instructed by an air traffic control unit to change the type of its call sign temporarily:
a) instruction to change its type of call sign:
CHANGE YOUR CALL SIGN TO (new call sign) UNTIL FURTHER ADVISED ;
b) instruction to an aircraft to revert to the call sign indicated in the flight plan: REVERT TO
FLIGHT PLAN CALL SIGN (call sign) AT (significant point) .
An aircraft shall use its abbreviated call sign only after it has been addressed in this manner by
the aeronautical station.
Aircraft in the heavy wake turbulence category shall include the word "HEAVY" immediately
after the aircraft call sign in the initial contact between such aircraft and ATS units.
1.6.3 CATEGORIES OF MESSAGES AND ORDER OF PRIORITY

According to ICAO, Annex 10, Chapter 5 all the communication between pilots and air traffic
controllers can be categorised into 6 categories of messages depending on the priority of information
being transmitted. Croatian regulations (AIC A03/08) distinguishes the 7th type, called state telegram:
1. DISTRESS CALLS, DISTRESS MESSAGES, AND DISTRESS TRAFFIC - A condition of
being threatened by serious and /or imminent danger and of requiring immediate assistance
(MAYDAY – radiotelephony signal)
2. URGENCY MESSAGES, including messages preceded by the medical transports signal – A
condition concerning the safety of an aircraft but does not require immediate assistance
(PAN,PAN or PAN, PAN MEDICAL – radiotelephony signal)
- Medical transport – “any means of transportation by land, water, or air, whether military or
civilian, permanent or temporary, assigned exclusively to medical transportation and under
the control of a competent authority of a Party to the conflict”
3. DIRECTION FINDING MESSAGE/COMMUNICATION RELATING TO DIRECTION
FINDING - VDF using Q codes, radar vectors

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 4. FLIGHT SAFETY MESSAGES
- movement and control messages
- messages originated by an aircraft operating agency or by an aircraft, of immediate concern
to an aircraft in flight;
- meteorological advice of immediate concern to an aircraft in flight or about to depart
(individually communicated or for broadcast);
- other messages concerning aircraft in flight or about to depart.
5. METEOROLOGICAL MESSAGES - reports, forecasts, warnings); comprise meteorological
information to or from aircraft.
6. FLIGHT REGULARITY MESSAGES
- messages regarding the operation or maintenance of facilities essential for the safety or
regularity of aircraft operation;
- messages concerning the servicing of aircraft;
- instructions to aircraft operating agency representatives concerning changes in requirements
for passengers and crew caused by unavoidable deviations from normal operating
schedules.
- messages concerning non routine landings to be made by the aircraft;
- messages concerning aircraft parts or materials urgently required;
- messages concerning changes in aircraft operating schedules.
7. STATE TELEGRAM –

2. ESTABLISHMENT AND CONTINUATION OF COMMUNICATION

In radiotelephony communications it is considered that the communication has been established
after the station being called has answered the call being made by the station calling. After the initial
call only the aircraft call sign shall be used and the aeronautical station call sign is omitted since there
can be many aircraft under jurisdiction of the same aeronautical station and communicating with it
during a certain time.
2.1. INITIAL CALL
Initial call is the call usually initiated by the pilot and it consists of the pilot’s message and the
controller’s reply. When establishing RT communications, if the pilot initiates it, s/he shall use the full
call sign of aeronautical station and the full aircraft call sign. The contact is established when the called
station replies using full call sign of the station calling and the station being called. Each message shall
include:
1. A CALL (THE STATION CALLED AND THE STATION CALLING)
2. A CONTENT

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 Table 10: Initial call
ATC PILOT
TUNIS TOWER, 9ADDC, request start up
9ADDC, TUNIS TOWER, start up approved.
Jerba TOWER, ------ 345
STATION CALLING Jerba TOWER, SAY AGAIN
YOUR CALL SIGN.
Jerba TOWER, CTN 345
All stations, CTN 622 request assistance for
Split, relay the message (no call sign was
heard).
Station calling Jerba Tower, say again the call sign

After the initial call, only the aircraft call sign is to be used. When a station is called, but it is
not certain what the identification of the station calling is, the calling station should be requested to
repeat its call sign until identification is established.
2.2. MULTIPLE CALL
Stations in the aeronautical mobile service may simultaneously call several stations. Stations
called in multiple call shall acknowledge receipt of the message in the sequence used by the calling
station.
2.3. GENERAL CALL
When an aeronautical station broadcasts information to all stations on the same frequency, the
message should be prefaced by “all stations” and end with the word “OUT”. Aircraft (pilot) shall not
attempt to acknowledge the receipt of the general call message.
Table 11: General call

ATC pilots
ALL STATIONS, TABARKA TOWER, ANTI-HAIL ACTIVITY SOUTH OF
THE AERODROME COMPLETED. OUT.

2.4. ACKNOWLEDGEMENT OF MESSAGE RECEIPT

Acknowledgement of the receipt of aircraft/aeronautical station message is made by
transmission of the aircraft call sign and the word ROGER may be added.

3. STANDARD WORDS AND PHRASES

According to ICAO, Annex 10, Chapter 5 the following phrases and their meanings are to be
used in standard communication between the pilots and air traffic controllers.

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 Table 12: Standard words and phrases

ACKNOWLEDGE Let me know that you received and understood this message.
ADVISE Tell us/Inform us on/of/about...
AFFIRM Yes.
AIRBORNE The time the flight has started after the take-off phase.
APPROVED Permission for proposed action granted.
I hereby indicate the separation between portions of the message. (To be used
BREAK where there is no clear distinction between the text and other portions of the
message.)
I hereby indicate the separation between messages transmitted to different
BREAK BREAK
addressees in a very busy environment.
CANCEL Annul the previously transmitted clearance.
CAUTION Beware of the following conditions or situations.
CHECK Examine a system or procedure. (No answer is normally expected.)
CLEARED Authorized to proceed under the conditions specified.
CLIMB Climb to maintain (to level out).
COMPLY Act in compliance with a request or instruction.
CONFIRM I request verification of: (clearance, instruction, action, information).
CONTACT Establish communications with ...
CORRECT True or accurate.
An error has been made in this transmission (or message indicated). The correct
CORRECTION
version is...
CROSS Fly/taxi across. Pass from one side to the other side of...
DEPART Leave.
DEPARTURE Take-off, departing.
DESCEND Descend to maintain (to level out).
DISREGARD Ignore.
ESTIMATE Calculate/make approximate calculation.
EXPEDITE Speed up, increase speed/rate.
HOLD Keep in place or condition.
HOLD SHORT Keep at a distance/keep away of/ stop before reaching the specified location…
HOW DO YOU
What is the readability of my transmission?
READ

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IMMEDIATELY At once, without delay due immanent risk/hazard
I SAY AGAIN I repeat for clarity or emphasis.
LEAVE Depart, abandon, go away from.
LOOK OUT (FOR) View over, survey inspection (watch out for immanent risk/hazard.)
Continue in accordance with the condition(s) specified or in its literal sense, e.g.
MAINTAIN
Maintain VFR.
MONITOR Listen out on (frequency).
NEGATIVE No/Permission not granted/That is not correct/Not capable.
This exchange of transmission is ended and no response is expected. (Not
OUT
normally used in VHF communications)
My transmission is ended and I expect a response from you. (Not normally used
OVER
in VHF communications)
READ Hear and understand
READ BACK Repeat all, or the specified part of this message back to me exactly as received.
A change has been made to your last clearance and this new clearance supersedes
RECLEARED
your previous clearance or part thereof.
REPORT Pass me the following information...
REQUEST I should like to know/I wish to obtain...
REVISION Reconsidered or corrected version/calculation of time.
ROGER I have received all of your last transmission.
SAY AGAIN Repeat all, or the following part of your last transmission.
SLOW DOWN Reduce your speed
SPEAK SLOWER Reduce your rate of speech.
SQUAWK Set the mode/code as instructed.
STANDBY Wait and I will call you.
I cannot comply with your request, instruction or clearance. (normally followed
UNABLE
by a reason)
VERIFY Check and confirm with originator.
WILCO I understand your message and will comply with it.
a) As a request: Communication is difficult. Please send every word, or group of
words, twice.
WORDS TWICE
b) As information: Since communication is difficult, every word, or group of
words, in this message will be sent twice.

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 Radiotelephony Manual distinguishes ATC clearance from ATC instruction.
Air traffic control clearance is an authorization for an aircraft to proceed under conditions
specified by an air traffic control unit. (For convenience, the term “air traffic control clearance”
is frequently abbreviated to “clearance” when used in appropriate contexts. The abbreviated
term “clearance” may be prefixed by the words “taxi”, “take-off”, “departure”, “en-route”,
“approach” or “landing” to indicate the particular portion of flight to which the air traffic
control clearance relates).

Air traffic control instruction. (UPUTA) Directives issued by air traffic control for the purpose
of requiring a pilot to take a specific action.
4. READ BACK REQUIREMENTS
Important instructions issued by the ATCO need to be repeated by the pilots so that it is made
certain that the pilot has heard the message correctly. The ATCO will acknowledge the correct read-
back by transmitting the aircraft call sign and the phrase “CORRECT”.
The following instructions are to be read back, i.e. are to be transmitted by verbatim repetition
using the same words and the same sequence and are to be concluded with the aircraft call sign.
1. LEVEL INSTRUCTIONS
C: CTN 320, descend to 3000ft.
C: CTN 320, after passing ZAG descend to FL 210.
2. SPEED INSTRUCTIONS
C: CTN 663, maintain present speed.
C: CTN 663, increase speed to 220 kt.
3. HEADING INSTRUCTIONS
C: 9A DDA, turn right heading 150.
C: CTN 663, fly present heading.
4. SSR OPERATING INSTRUCTIONS
C: 9A CBE, squawk 6502.
C: CTN 320, confirm squawk 5505.
5. ATS ROUTE CLEARANCES
C: CTN 663, cleared to Jerba via flight planned route, FL 190, CRE 2D, squawk 7065.
C: AUA 644, Tunis Radar, identified, cleared to PIS, descend to 9 000 ft, QNH 1010, TL 95,
expect ILS approach RWY 05.
6. ALTIMETER SETTINGS
C: 9A BPW, QNH 1003.
7. VDF INFORMATION
C: 9ADDA, transmit for DF.
C: 9ADDA, fly QDM 045.
P: 9ADDA, transmitting for DF 1,2,3,4,5.
P: Flying QDM 045, 9ADDA.

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8. FREQUENCY CHANGES
C: 9A DDA, contact ElAmri Tower 118,3.
C: 9ADDA, monitor 135,8.
9. APPROACH CLEARANCES (EAT - ESPECTED APPROACH TIME inclusive)
C: CTN 505, EAT 1010
10. ATIS CODE LETTER AND DATA
C: 9ADDA, check information C.
11. TAXI INSTRUCTIONS
C: 9AHGD taxi to holding point RWY 23, wind 220/16.
12. TRANSITION LEVEL
C: CTN 663, descend to 6000 ft, QNH 1013, transition level 70
13. POSITION UPON THE TERMINATION OF RADAR VECTORING OR RADAR
SERVICE
C: CTN 642, radar service terminated, position 25 NM to CRE, on track 192 degrees,
resume own navigation to Dogga.
14. SLOT TIME
C: CTN 622, slot time 0805.
15. CONDITIONAL CLEARNACES
C: CTN 663, after passing MBS, climb to FL 290.
16. RUNWAY DESIGNATOR AND CLEARANCES TO:
a) ENTER
C: TU-192, cleared to enter RWY 13.
b) LAND ON
C: TU-192, cleared to land RWY 29, wind 050 degrees, 4 kn.
c) TAKE OFF
C: TU-192, cleared for take off, wind 230 degrees, 5 kn.
d) REJECT TAKE OFF
C: TU-192, stop immediately, TU-192, stop immediately, aircraft crossing the RWY.
C: TU-192, hold position, cancel, I say again, cancel take off clearance, vehicle on the RWY.
e) CROSS
C: TU-192, cleared to cross RWY 01.
f) BACKTRACK
C: TU-192, cleared to backtrack RWY 19.
g) LINE UP
C: TU-192, line up RWY 01.
h) HOLD SHORT OF AN ACTIVE RUNWAY
C: TU-192, hold short of RWY 19.
(INCLUDING THE CONDITION OF A CODITIONAL CLEARANC

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5. TEST PROCEDURES - RADIO CHECK AND READABILITY SCALE
When radio checks are made, the following readability scale is to be used to indicate the quality
of the transmission:
Table 13: Readability scale

Quality Scale

Unreadable 1

Readable now and then 2

Readable but with difficulty 3

Readable 4

Perfectly readable 5

Test transmissions should consist of the following items:

1. the identification of the aeronautical station being called
2. the aircraft identification
3. the words "RADIO CHECK"
4. the frequency being used
Replies to test transmissions should be as follows:
1. the identification of the station calling
2. the identification of the station replying
3. information regarding the readability of transmission

Table 14: Radio check procedure

TS APM, Tunis Tower, reading you five Tunis Tower, TS APM, radio check 118,3 (box 1)
TU 191, Tunis Tower, reading you three, with
a loud background whistle.
TU 191, Tunis Tower, you are unreadable

NOTE. - The readability of a transmission should be classified by the number (Table 13), together
with any other information regarding the transmission which may be useful to the station making
the test.

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6. Q CODES
The Q code is a standardized collection of three-letter message encodings, all starting with the
letter "Q", initially developed for commercial radiotelegraph communication, and later adopted by
other radio services, especially amateur radio. Although Q codes were created when radio used Morse
code exclusively, they continued to be employed after the introduction of voice transmissions. To avoid
confusion, transmitter call signs have often been limited to restrict ones starting with "Q" or having an
embedded three-letter Q sequence. The codes in the range QAA-QNZ are reserved for aeronautical use;
QOA-QOZ for maritime use, and QRA-QUZ for all services.
Q codes were used extensively in aviation when much of the communication work (especially
HF-long range) was done in Morse code. QNH was quicker to “key-in” than A.L.T.I.M.E.T.E.R.
S.E.T.T.I.N.G S.E.A. L.E.V.E.L. P.R.E.S.S.U.R.E.
Today some Q-codes are still widely used because they are useful abbreviations. They are
spoken in plain English, not phonetically.
Table 15: Altimeter setting

Q CODE MEANING
QFE Atmospheric pressure at aerodrome elevation (or at RWY threshold)
QFU Magnetic orientation of runway
QGH Controlled descent through cloud
Standard pressure ( 1013.25 hPa) baseline pressure setting equivalent to the
QNE
ISA at sea level
Altimeter sub-scale setting to obtain altitude above mean sea level
QNH
(elevation when on the ground)

Table 16: Direction finding

Q CODE MEANING
QDM Magnetic direction TO a facility/ Magnetic heading (with nil wind)
QDR Magnetic bearing (radial) FROM a facility
QTE True bearing FROM a facility (station)
QUJ True bearing TO a facility (station)

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7. METEOROLOGICAL INFORMATION
Meteorological information in the form of reports, forecasts or warnings is made available to
pilots using 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 are necessary.
The following forms should be used:
a) WIND (number) DEGREES (number) (units)
b) WIND AT (height/altitude/flight level) (number) DEGREES (number) (units)
c) VISIBILITY (distance) direction
d) PRESENT WEATHER (details)
e) CLOUD (amount, type and height of base) (or SKY CLEAR)
f) CAVOK
g) TEMPERATURE MINUS(number) (and/or DEW POINT MINUS (number))
h) QNH (or QFE) (number) units
i) MODERATE (or TURBULENCE) IN CLOUD (area)
j) REPORT FLIGHT CONDITIONS

TS DDA, MONASTIR PRESENT WEATHER: WIND 360

DEGREES, 5 KNOTS, VISIBILITY 10 KILOMETRES,
FEW AT 2500 FEET, QNH 1008
QNH 1008, TS DDA
TS DDA, CORRECT

TS MBS, TUNIS weather: WIND 360 DEGREES, 25

KNOTS, VISIBILITY 1000 METRES, CONTINUOUS
MODERATE RAIN, OVERCAST 600 FEET, QNH
1001
QNH 1001, WHAT IS THE
TEMPERATURE, TS MBS
TS MBS, CORRECT, TEMPERATURE 7
TS MBS

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 7.1. WAKE VORTEX SEPARATION
Wake turbulence is turbulence that forms behind an aircraft as it passes through the air. This
turbulence includes various components, the most important of which are wingtip vortices and jetwash.
Jetwash refers simply to the rapidly moving gasses expelled from a jet engine; it is extremely turbulent,
but of short duration. Wingtip vortices, on the other hand, are much more stable and can remain in the
air for up to two minutes after the passage of an aircraft. Wingtip vortices make up the primary and
most dangerous component of wake turbulence.
Wake turbulence is especially hazardous during the landing and take-off phases of flight, for
three reasons. The first is that during take-off and landing, aircraft operate at low speeds and high angle
of attack. This flight attitude maximizes the formation of dangerous wingtip vortices. Secondly, takeoff
and landing are the times when a plane is operating closest to its stall speed and to the ground -
meaning there is little margin for recovery in the event of encountering another aircraft's wake
turbulence. Thirdly, these phases of flight put aircraft closest together and along the same flight path,
maximizing the chance of encountering the phenomenon.
These minima are categorized as follows:
- Light - MTOM of 7,000 kilograms or less;
- Medium - MTOM of greater than 7,000 kilograms, but less than 136,000 kilograms;
- Heavy - MTOM of 136,000 kilograms or greater.

7.2. BRAKING ACTION

Braking action in aviation is a description of how easily an aircraft can stop after landing on a
runway. Either pilots or airport management can report the braking action.
When reporting braking action, any of the following terms may be used:

- Good
- Medium (Medium used to be known as Fair)
- Poor
- Nil - bad or no braking action, not measured, (in SNOTAM NIL refers to the deposits over
total runway length= clear and dry)
Table 17: Friction measurements on each third of Runway and friction
measuring device (from SNOTAM)
MEASURED OR CALCULATED ESTIMATED SURFACE
COEFICIENT FRICTION
040 and above Good 5
0.39 to 0.36 Medium/good 4
0.35 to 0.30 Medium 3
0.29 to 0.26 Medium/poor 2
0.29 and below Poor 1
9 - unreliable Unreliable 9

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 7.3. ESSENTIAL INFORAMTION ON AERODROME CONDITIONS
Essential information on aerodrome conditions is information necessary to safety in the
operation of aircraft, which refers to the movement area or any facilities usually associated with it. For
example, construction work on a taxi strip not connected to the runway-in-use would not be essential
information to any aircraft except one that might be taxied in the vicinity of the construction work. If
all traffic must be confined to runways, that fact should be considered as essential aerodrome
information to any aircraft not familiar with the aerodrome.
1. construction or maintenance work on or immediately adjacent to the movement area
2. rough or broken surfaces on a RWY, TWY or apron whether marked or not
3. snow, slush or ice on a RWY, TWY or apron
4. water on RWY, TWY or apron
5. snow banks or drifts adjacent to RWY, TWY or apron
6. other temporary hazards including parked A/C and birds on the ground or in the air
7. failure of irregular operation of a part or all of the aerodrome lighting system
8. any other pertinent information

7.4. AMOUNT OF WATER ON THE RUNWAY

The runway conditions are very important for the aircraft landing and taking off from a certain
airport. The controller shall inform the pilot of the amount of water on the runway whenever possible.
The terminology used is the following:

- DAMP – the surface shows a change of colour due to moisture.

- WET – the surface is soaked but there is no standing water.
- WATER PATCHES – patches of standing water are visible on the runway.
- FLOODED – extensive standing water is visible on the runway.

7.5. SKY COVERING IN OKTAS

Sky covering refers to the amount of sky being covered by clouds. The sky is divided into eight
parts or oktas and according to the number of oktas being covered by clouds, the following expressions
are used:

1) FEW – Few 1/8 – 2/8 3) BKN – Broken 5/8 – 7/8

2) SCT – Scattered 3/8 – 4/8 4) OVC – Overcast 8/8
Other terms being used in connection to cloud cover are:

- SKC – sky clear (0/8)

- NSC – nil significant clouds
- CAVOK – clouds/ceiling, visibility and weather O.K.

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 7.6. WEATHER INFORMATION
Weather information should include the following information given in this order:

1) RUNWAY 4) TEMPERATURE 7) CLOUDS

2) WIND 5) DEW POINT 8) PRECIPITATION
3) QNH 6) VISIBILITY 9) CORRECT TIME
TUNIS TOWER, TU-192, REQUEST WEATHER INFORMATION
TU-192, TUNIS TOWER, DEPARTURE RWY 01, WIND 040 DEGREES, 5
KNOTS, QNH 1016, TEMPERATURE 6, DEW POINT 5, VISIBILITY 6 KM,BKN
AT 1500FT, OVC AT 4000FT, LIGHT RAIN,CORRECT TIME 0611
DEPARTURE RWY 01, QNH 1016, TU-192
TU-192, CORRECT
7.7. AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS)
To alleviate RTF loading at some busy airports, ATIS messages are broadcast to pass routine
arrival/departure information. It is a recorded message being played in a continuous loop. It is coded
using the phonetic alphabet and with every change in ATIS message, the code (name) of the ATIS
changes. Pilots inbound to the airports are normally required on first contact with the aerodrome ATSU
to acknowledge receipt of current information by quoting the code letter of the broadcast. Pilots of
outbound aircraft are not normally required to acknowledge receipt of departure ATIS except when
requested on the actual ATIS broadcast.
Aerodromes possessing ATIS, the hours of ATIS operation and the frequency employed are
published in the AIP. ATIS broadcast will include the following:
1. Message identification i.e. "This is TUNIS Information Alpha".
2. Time of origin of weather report
3. Weather report
4. Runway(s) in use
5. Short term AIS information such as unserviceability of NAV AIDS, runway surfaces, etc.
6. Any other routine information useful to pilots operating at the aerodrome.
Rapidly changing meteorological situations sometimes make it impractical to include weather
reports in the broadcast. In these circumstances, ATIS messages will indicate that weather information
will be passed on RTF. Any significant change to the content of a current ATIS message will be passed
to pilots by RTF until such time as a new message is broadcast.The highest cloud base that will be
reported is 10,000 feet.
An example of ATIS broadcast:
"This is Tunis Information Alpha, 0850 hours weather. Wind 350 12kt 10 km, intermittent
slight rain, 3 octas 1000 ft, 8 octas 1800 ft, temperature +12, dew point +7, QNH 1010 hPa,
landing RWY 01.”
The pilot should report “Information Alpha received” on first contact with the Tower

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 7.8. VOICE WEATHER BROADCAST (VOLMET)
Meteorological aerodrome reports for certain aerodromes are broadcast on specified
frequencies. The call sign of the VOLMET, frequency, operating hours, aerodromes within the group,
and contents are published in the AIP. The content of a VOLMET broadcast is as follows:

1. aerodrome identification 5. weather 8. dew point

2. surface wind 6. cloud 9. QNH
3. visibility 7. temperature 10. Trend (if applicable)
4. RVR (if applicable)
Non essential words such as "surface wind", "visibility" etc. are not spoken.
"SNOCLO" is used to indicate that aerodrome is unusable for take off/landings due to heavy
snow on runway(s) or snow clearance.
All broadcasts are in English.

8. ORDER OF INSTRUCTIONS IN AERODROME CONTROL ENVIRONMENT

VFR DEPARTURES
1. INITIAL CALL + TAXI (DEPARTURE) INSTRUCTIONS
2. ATC CLEARANCE
3. TAKE OFF CLEARANCE
4. AIRBORNE AND/OR POSITION REPORT
5. FREQUENCY CHANGE
VFR ARRIVALS
1. INITIAL CALL + POSITION REPORT
2. JOINING INSTRUCTIONS
3. JOINING TRAFFIC CIRCUIT
4. LANDING CLEARANCE (LOW PASS/LOW APPROACH/ TOUCH AND GO CLR.)
5. INSTRUCTION TO VACATE THE RUNWAY (OR INSTRUCTION WHAT TO DO
AFTER LOW PASS/LOW APPROACH/ TOUCH AND GO)
IFR DEPARTURES
1. INITIAL CALL + DEPARTURE INFORMATION
2. START UP CLEARANCE
3. TAXI INSTRUCTIONS
4. ATC CLEARANCE
5. TAKE OFF CLEARANCE
6. AIRBORNE
7. FREQUENCY CHANGE
IFR ARRIVALS
1. INITIAL CALL + POSITION REPORT
2. REPORT OUTER MARKER
3. LANDING CLEARANCE
4. INSTRUCTION TO VACATE THE RUNWAY

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 8.1. DEPARTURE INFORMATION
At the airports with no ATIS, departing aircraft will ask for departure information upon first
contact with the tower air traffic controller.
CS, CS, (IFR/VFR TO DESTINATION),
REQUEST DEPARTURE INFORMATION
CS, CS, DEPARTURE RUNWAY, WIND, QNH,
TEMPERATURE, DEW POINT, RVR, (VISIBILITY),
DEPARTURE SLOT, CORRECT TIME

Tunis Tower
TUNIS TOWER, TSAPG, IFR TO TRIPOLI,
REQUEST DEPARTURE INFORMATION
TSAPG, TUNIS TOWER, DEPARTURE RWY 19, WIND 170
DEGREES 5 KNOTS, QNH1015, TEMPERATURE 6, DEW
POINT 5, VISIBILITY 6 KM, DEPARTURE SLOT 0705,
CORRECT TIME 0611
DEPARTURE RWY 05, QNH 1018, SLOT 0705,
TSAPG
TSAPG, CORRECT

Tunis Tower
Tunis Tower, TSAHD, request departure information
TSAHD, Tunis Tower, (good morning), departure RWY
29, wind 260º/16kt, QNH 1005, temperature 21, dew point
9, (correct) time 1015
RWY29, QNH 1005, TSAHD
TSAHD, correct

Jerba Tower
Jerba Tower, TSAPN, request departure information
TSAPN, Jerba Tower, departure RWY 32, wind 300º/16kt,
QNH 1001, temperature 2, dew point 3, RVR 800m, time
0715
RWY 32, QNH 1001, TSAPN
TSAPN, correct
Exercises 2: Work in pairs. Using the given data produce the pilot/controller communication on
departure information.
1. 09, 090/8, 1018, 15/4, 1010
2. 23, 280/15, 998, 24/3, 1600
3. 36, 310/10, 1010, 15/2, 0911
4. 09, 100/20, 1014, 18/3, 0926

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 8.2. ENGINE STARTING PROCEDURES
Engine starting procedures also known as start up clearance are procedures when a pilot asks the
controller for the permission to start the engines. It is being done to save fuel in case there are delays at
the aerodrome and the aircraft is not allowed to depart immediately. In case the pilot has not requested
departure information before start-up, departure runway and QNH are to be given to the pilot together
with the start-up clearance. If the pilot has received departure information just before start-up request,
QNH does not have to be given to the pilot together with the start-up clearance unless it changed in the
meantime.
1.
TSAPN, request start up
TSAPN, unable to approve start up (reason)
OR
TSAPN, negative start up (reason)
TSAPN, roger
2.
TSAPN, request start up
TSAPN, expect departure at 20 start up at own
discretion
TSAPN, roger
(TSAPN)
3.
TSAPN, request start up.
TSAPN, start up approved, (departure RWY 05,
QNH 1012), report ready to taxi
Starting up, (RWY 05, QNH 1012), wilco, TSAPN
TSAPN, correct
4.
TSAPN, request start up
TSAPN, your slot is 1002, start up at own discretion
Slot 1002, roger, TSAPN
TSAPN, correct
5.
TSAPN, request start up
TSAPN, expect start up at 02, QNH 1012
Roger, QNH 1012, TSAPN
TSAPN, correct
6.
TSAPN, request start up
TSAPN, start up at 20, QNH 1012
To start up at 20, QNH 1012, TSAPN
TSAPN, correct

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Exercises 3: Work in pairs. Using the given data, produce start up clearances:

AC CALL SIGN QNH DEP. SLOT EXPECTED S/U START UP TIME

BAW 678 1008 1055

MAH 417 1003 0654

CTN 471 1022 1016

AZA 542 1014 1516

AUA677 1016 2036

ADR3S 998

DLH2CJ 1000 2140

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 8.3. PUSH-BACK/POWER-BACK PROCEDURES
When an aircraft is parked nose-in to the terminal, it has to be pushed backwards by tugs or by
its own power before taxiing for departure (power-back).

BAW 234, request push back from stand 13

BAW 234, pushback approved RWY 30
BAW 234

BAW 234, stand 23, request start up and push back

BAW 234, start up and push back approved runway 13
BAW 234, roger

BAW 234, stand 23, request push back

BAW 234, expect 2 minutes delay, B737 taxiing
behind you
BAW 234, roger

9A BAV, request push back

9A BAV, negative, hold position, A/C taxing
behind you
9A BAV, roger

9A BAV, request push back

9A BAV, pushback at own discretion runway 05
Roger, RWY 05, 9A BAV

Ground crew – pilot

This exchange is followed by a visual signal to the pilot to indicate that disconnection is
completed and all is clear for taxiing.
Ground-cockpit, ready for push back
Cockpit-ground, confirm brakes released
Brakes released
Confirm brakes set
Brakes set
Commencing push back
Push back completed
Stop push back
Disconnect
Disconnecting, stand by for visual at your
right/left

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 Towing procedures: Ground - vehicle
Ground, tug 9, request tow Tunisair Airbus 319
from maintenance hangar to stand 12
Tug 9, tow approved via Taxiway F to stand 12

Apron, Tug 9, request tow DLH B737 from gate

20 to gate 14
Tug 9, proceed via A, hold short of RWY 15
Tug 9, to proceed via A, to hold short of RWY 15
Tug 9, hold position
Tug 9, holding
Tug 9, stand by
8.4. ATC CLEARANCE
ATC clearance is in fact a term often used for ATS route or en-route clearances. It is a clearance
give to a pilot before departure (either during taxiing or at the holding point) which confirms the filed
flight plan. The pilot should not enter the runway without having received and read back ATC
clearance. ATC clearance consists of the information about destination, route, departure procedure,
level and transponder code of the departing aircraft. There are slight differences between IFR and VFR
ATC clearances.
8.4.1 IFR
IFR ATC clearance should consist of the following:
CS, CLEARED TO destination VIA FLIGHT PLANNED ROUTE, LEVEL, SID,
SQUAWK

IFR FLIGHT TO JERBA

TU-124, are you ready to copy ATC clearance?
TU-124, ready /affirm
TU-124 cleared to Jerba via flight planned route, FL 130, SID
AKOUDA 2R, squawk 6130
Cleared to Jerba via flight planned route, FL 130, SID
AKOUDA 2R, squawk 6130, TU-124
TU-124, correct

IFR FLIGHT TO Tunis

TU-662, cleared to Tunis via flight planned route, FL130, (when
airborne) climb straight ahead until passing 3000ft, then turn left
cleared to MBS, CRE, squawk 7015
Cleared to Tunis, via flight planned route FL130, to climb
straight ahead and after passing 3000ft to turn left to MBS,
CRE next, squawk 7015, TU-662.
TU-662, correct

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 8.4.2 VFR
VFR ATC clearance should consist of the following:
CS, CLEARED VFR FLIGHT TO clearance limit/point/FIR boundary, etc., WHEN
AIRBORNE TURN LEFT/RIGHT, PROCEED TO (instructions), LEVEL …………….,
SQUAWK …………….

VFR FLIGHT TO TABARKA

9ADDA, VFR flight to Tabarka, ready to copy ATC clearance

TSDDA, cleared VFR flight to Tabarka, when airborne turn left,
proceed to Dogga, at 1500ft, squawk 0015
Cleared VFR flight to Tabarka, when airborne to turn left, to
proceed to Dogga, at 1500ft, squawk 0015, TSDDA
TSDDA, correct

VFR FLIGHT TO MONASTIR

TSDDA, VFR flight to Monastir, ready to copy ATC clearance
TSDDA, cleared VFR flight to Monastir, when airborne turn right,
proceed to S1 point, (altitude) 3000ft, squawk 0017
Cleared VFR flight to Monastir, when airborne to turn right, to
proceed to S1 point, 3000ft, squawk 0017, TSDDA
TSDDA, correct

VFR TRAINING FLIGHT

TSDKH, for VFR zone ElAmri training flight, ready to copy
ATC clearance
TSDKH, cleared VFR training flight, when airborne turn left, proceed
to ElAmri, altitude 2500ft, squawk 0016
Cleared VFR training flight, when airborne to turn left, to
proceed to El Amri, altitude 2500ft, squawk 0016, TSDKH
TSDKH, correct

VFR FLYING IN TRAFFIC CIRCUIT

9ADKH, for aerodrome traffic circuit training flight, ready to
copy ATC clearance
9ADKH, cleared left-hand traffic circuit RWY 05 training flight,
when airborne turn left, join left-hand downwind RWY 05, altitude
1500 ft, squawk 0012
Cleared left-hand traffic circuit RWY 05 training flight, when
airborne to turn left to join left-hand downwind RWY 05,
altitude 1500 ft, squawk 0012, 9ADKH
9ADKH, correct

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 8.5. TAXI PROCEDURES
Taxi instructions undergo readback which means that they should be repeated exactly as
received since it can greatly reduce the number of runway incursions especially at larger airports with a
vast network of taxiways and runways.
IFR FLIGHT – TAXI INSTRUCTIONS
TSABN, request taxi (instructions).
TSABN, taxi via taxiway Alpha to holding point RWY 05.
To taxi via taxiway Alpha to holding point RWY 05, TSABN
TSABN, correct

VFR FLIGHT TO TABARKA – TAXI INSTRUCTIONS

9ADDA, general aviation apron, VFR flight to Tabarka, request
taxi.
9ADDA, taxi to holding point RWY05 via taxiway Bravo, wind
040º/5kt, QNH 1018, correct time 0611
To taxi to holding point RWY 05 via taxiway Bravo, QNH
1018, 9ADDA
9ADDA, correct

VFR FLIGHT - TAXI INSTRUCTIONS

9ACDH, taxi via TWY B, C to holding point RWY 05, wind
070º/10kt, QNH 1009
To taxi via TWY B, C to holding point RWY 05, QNH 1009,
9ACDH
9ACDH, correct

VFR FLIGHT – TUNIS, RWY 23

TSHGD, starting up, request taxi instructions
TSHGD taxi to holding point RWY 23, wind 220º/16kt
To taxi to holding point RWY 23, TSHGD
TSHGD, correct

TS UWX, request taxi clearance

TS UWX, taxi via TWY A to holding point RWY 23,
report approaching TWY B
To taxi via TWY A to holding point RWY 23, wilco, TS UWX.
TSUWX, correct.
TS UWX, approaching TWY B.
TS UWX, hold position.
Holding (position), TS UWX.
TSUWX, correct.
TSUWX, approaching TWY B
TSUWX, roger, continue taxiing
TSUWX, roger

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 TS DDC, hold short of TWY B
Holding short of TWY B, TS DDC
TS DDC, correct
TS BAV, request TWY B
TS BAV, TWY B approved, taxi via TWY B to holding point B,
RWY 23
To taxi via TWY B to holding point RWY 23, TS BAV
TS BAV, correct

TS BAV, give way to Airbus 319 passing ahead of you

TS BAV, giving way to Airbus 319
TS BAV, roger
OR
TS BAV, traffic/Airbus 319 in sight
TS BAV, roger

AFTER LANDING INSTRUCTIONS TO VACATE THE RUNWAY

TU-192, request taxi instructions
TU-192, vacate the runway via taxiway Delta, taxi via taxiway
Foxtrot to the apron, report runway vacated
Via TWY Delta and Foxtrot to the apron, wilco, TU-
192
TU-192, correct
TU-192, runway vacated
TU-192, roger

TU-192, expedite vacating the runway via taxiway Delta, traffic on

final RWY 05, report runway vacated
Expediting vacating via TWY Delta, wilco, TU-192
TU-192 correct

BACKTRACKING
TU-192, backtrack RWY 05, expedite vacating the runway via
taxiway Charlie, traffic on final RWY 05, report runway vacated
To backtrack RWY 05 and to expedite vacating the
runway via taxiway Charlie, wilco, TU-192
TU-192 correct
TU-192, runway vacated
TU-192, roger

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 CTN 123, request backtrack RWY 11
CTN 123, backtrack RWY 11 approved
Backtrack RWY 11 approved, CTN 123
CTN 123, correct

CTN 123, request backtrack RWY 11

CTN 123, backtrack RWY 11
To backtrack RWY 11, CTN 123
CTN 123, correct

VARIOUS TAXI INSTRUCTIONS:

CTN 123, expedite taxi (reason)
Expediting, CTN 123.

CTN 123, caution taxi slower (reason)

Slowing down, CTN 123.

CTN 123, vacate runway via taxiway A

Vacating runway via taxiway A, CTN 123

CTN 123, give way to Dash 80 entering the TWY C.

Giving way Dash 80 entering the TWY C, CTN 123

Take/turn first/second left/right

Taxi/turn right/left at the far end.
Taxi carefully
Follow (description of other aircraft or vehicle)
Taxi with caution
Taxi into holding bay

8.6. LINE UP
Line up is an instruction given to an aircraft to enter the runway, align with the runway
centreline, do all the necessary checks and wait for take-off clearance.
TS DDC, at holding point RWY 23 ready for departure
TS DDC, line up (and wait).
Lining up, TS DDC.
TS DDC, correct

TS DDC, approaching holding point RWY 23

(TS DDC, are you ready for immediate departure)
TS DDC, ready (or affirm).
TS DDC, line up and be ready for immediate departure
Lining up, TS DDC
TSDDC, correct

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MULTIPLE LINE UPS ON THE SAME RUNWAY
When multiple runway/intersection departures are given, runway number is to be uttered. Line-
up instructions may be issued to more than one aircraft at different points on the same runway, taking
into account that the intersection take-off criteria shall be complied with and conditions of application
fulfilled according to local operating instructions.

TS DDC, line up RWY 23

Lining up RWY 23, TS DDC
TSDDC, correct

TS DDC, line up and wait RWY 23, intersection C

Lining up RWY 23, intersection C, TS DDC
TSDDC, correct

8.7. CONDITIONAL LINE-UP CLEARANCE

Conditional clearance affecting the active runways may be given only when the arriving aircraft
is seen both by the controller and the pilot of the departing aircraft and after the departing aircraft has
correctly identified the arriving aircraft on which the conditional clearance is based.

TU-192, traffic is Airbus 319 on final RWY 05.Report traffic in sight

TU-192, traffic in sight
TU-192, roger, behind Airbus 319 line up behind
Behind Airbus 319 to line up behind, TU-192.
TU-192, correct
TU-192, cleared for take off RWY 05, wind 060º/5kt
Cleared for take off RWY 05, TU-192.
TU-192, correct

8.8. TAKE OFF CLEARANCE

An aircraft is not allowed do take off without the take off clearance. Take off clearance can be
given to the aircraft during taxiing, at the holding point or on the line up position. It should be followed
by the information on wind direction and velocity. When visibility is good, the controller will also give
the aircraft airborne time.

TS DDC, cleared for take off, wind 220º/14kt

Cleared for take off, TS DDC
TSDDC, correct.
TS DDC, airborne at 23

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 In poor visibility (Applicable for Low Visibility operations) the controller will ask the pilot to
report airborne time.

TS DDC, cleared for take off, wind 220º/14kt, report airborne

Cleared for take off, wilco TS DDC
TSDDC, correct.
TS DDC, airborne at 23

When there is a possibility of confusion because there is more than one runway in use, the
runway designator is to be uttered together with the take-off clearance.

TS DDC, runway 05, wind 020º/14kt, cleared for take off

RWY 05, cleared for take off, TS DDC
TSDDC, correct.
TS DDC, airborne at 23

There are situations when the pilot has been given the take off clearance and has entered the
runway in use but has not commenced the take off. Then, the controller is to determine the pilot’s
intentions:

TS DDC, cleared for take off, wind 190º/20kt

THE AIRCRAFT IS NOT MOVING
TS DDC, take off immediately or vacate the RWY
Taking off, TS DDC
TSDDC, correct

TS DDC, cleared for take off, wind 190º/20kt

THE AIRCRAFT IS NOT MOVING
TS DDC, take off immediately or vacate the RWY
Vacating the RWY, TS DDC
TSDDC, correct

TU-192, expedite departure, approaching traffic on 2 mile final

RWY 05
Taking off, TU-192
TU-192, correct

TU-192, take off immediately or vacate the RWY via taxiway Bravo
Vacating the runway via taxiway B, TU-192
TU-192, correct

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 In situations when the pilot has been given the take off clearance, but is still at the holding point
and is not entering the runway in use to commence the take off, the controller is to determine the pilot’s
intentions:

TU-192, holding point RWY 23, ready for departure

TU-192, cleared for take off, wind 210º/12kt.
THE AIRCRAFT IS NOT MOVING
TU-192, take off immediately or hold short of RWY.
Holding short, TU-192.
TU-192, correct

TU-192, holding point RWY 23, ready for departure.

TU-192, cleared for take off, wind 210º/12kt.
THE AIRCRAFT IS NOT MOVING.
TU-192, take off immediately or hold short of RWY.
Taking off, TU-192.
TU-192, correct

TS DDC, hold short of RWY.

Holding short, TS DDC.
TS DDC, correct

8.8.1 CANCELLATION OF TAKE-OFF CLEARANCE AT THE HOLDING POINT

The take off clearance can be cancelled on the line up position or on the runway holding point.
In situations when the pilot has been given the take-off clearance but has not yet started the
take-off roll and there is some obstacle on the runway, the controller will attempt to stop the
pilot/aircraft from taking off:

TU-192, hold position, cancel take off, I say again, cancel take off
clearance, vehicle on the runway
Holding position, TU-192
TU-192 correct.

8.8.2 REJECTING THE TAKE OFF CLEARANCE DURING THE TAKE OFF RUN
In situations when the pilot has been given the take-off clearance and has started the take-off
roll and there is some obstacle on the runway, the controller will attempt to stop the pilot/aircraft from
taking off:

TU-192, stop immediately, TU-192, stop immediately.

Stopping, TU-192
TU-192, correct.

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 8.9. REPORTING AIRBORNE
In case the visibility is good the controller will provide the pilot with the airborne time. If the
visibility is low, the controller will ask the pilot to report airborne time.

TS DDC, report airborne.

TS DDC, wilco
TS DDC, airborne at 25
TS DDC, roger, contact Tunis Radar at 118,5
118,5, TS DDC
TS DDC, correct, bye

TS DDC, cleared for take off, wind 220º/13kt,

report airborne
Cleared for take off, wilco, TS DDC
TS DDC, correct
TS DDC, airborne at 27.
TS DDC, roger.

TS DDC, report leaving the control zone

TS DDC, wilco
TS DDC, leaving the control zone.
TS DDC, roger, contact Tunis Radar on 118,5
118,5, TS DDC

8.10. GO AROUND
A go-around is an aborted landing of an aircraft which is on final approach. If for some reason
the pilot decides not to land, s/he can simply fly back up to circuit height, and complete another circuit
— in other words, go around again. The term go-around is still used even for modern airliners, though
they may not use traditional circuit patterns for landing. The manoeuvre is also known as a Balked
Landing. The go-around procedure may be initiated either by the air traffic control or by the pilot in
command of the aircraft. The controller may instruct the pilot to go around if there is an aircraft,
vehicle or object on the runway or some other unsafe condition. In both controlled and uncontrolled
fields, the pilot in command may decide to go around at any time, for example if the aircraft is not lined
up or configured properly for a safe landing; an aircraft, vehicle or other object has not cleared the
runway; no landing clearance was received (in a controlled field); the landing gear is not properly
extended; a dangerous meteorological condition is experienced on final approach (e.g., poor visibility,
excessive cross-winds, etc.); excessive energy (too high or too fast); or some other unsafe condition is
detected. IFR flights refer to "executing the missed approach" rather than a (VFR) go around.

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