Appendix D

Phraseology Examples

©VATSCA Appendix D April 2013

General This appendix contains additional phraseology examples that were not included in the Local Procedures Manual – Stockholm TMA. This document is not intended to be a comprehensive phraseology manual, but will hopefully be useful to those controllers or pilots who feel unfamiliar with some of the phraseology. The document is divided into several sections, one for each position described in the manual. Many examples have explanations or notes to indicate why and in which circumstances a certain phrase is used. The following conventions are used in the phraseology examples: 1. Letters that should be pronounced using the spelling alphabet (Alpha, Bravo, Charlie…) are written as words (i.e. callsign S-PN is written as Sierra Papa November). 2. Letters that should be pronounced normally are written as letters (i.e. QNH or VFR). 3. Numbers are written using digits (1, 2, 3…). 4. Names for significant points are not abbrievated (i.e. TRS is written as TROSA). 5. The words decimal, feet, knots, miles, metres and kilometres are written as complete words (not abbreviations). 1 Arlanda Clearance Delivery In the initial call to DEL the pilot shall state the aircraft type, position (stand number or other parking location), and designator and QNH for the latest ATIS received. If a runway other than the runway in use is required the pilot shall request it when requesting ATC clearance. Note: Sometimes ATC includes the route after the first flight plan point (e.g. N850), but often this is omitted. Here is an example of a normal clearance for an aircraft that will follow SID. Runway 08 (left turn) is used for departure, the valid ATIS is Alpha and QNH is 1015: SAS123: Arlanda Clearance Delivery, Scandinavian 123, Boeing 737, stand 39, information Alpha, QNH 1015, request start-up and clearance. DEL: Scandinavian 123, start-up approved, cleared to Sturup via left turn, NOSLI 2 Lima departure, November 850, squawk 6010. SAS123: Cleared to Sturup via left turn, NOSLI 2 Lima departure, November 850, squawk 6010, Scandinavian 123. DEL: Scandinavian 123, correct. Contact Ground 121 decimal 925 for pushback. SAS123: Contact Ground 121 decimal 925, Scandinavian 123. When runway 08 is in use the turn direction (left or right) shall be emphasized when giving the clearance, like this: DEL: Scandinavian 123, start-up approved, cleared to Malmö via right turn departure DIGLI 2 Romeo, squawk 6010. Note: In the readback, the pilot must confirm the turn direction. For NTL departures, which are straight head, the direction is omitted.

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If the pilot does not report the ATIS designator (“Alpha” in the example), or if the ATIS has changed, the pilot shall be informed which ATIS is valid. Similarly, if the pilot does not include the QNH, or has the wrong QNH, ATC will give the valid QNH. An example of an aircraft that is unable to follow RNAV SID. ATIS Bravo is valid, QNH is 1016 and runway 01L is used for departure: NDC506: Arlanda Clearance Delivery, Nordic 506, MD-80, stand 40, information Alpha, QNH 1015, request start-up and clearance, unable RNAV SID due RNAV type. DEL: Nordic 506, start-up approved, information Bravo is valid now, QNH 1016 and departure runway 01 Left. Cleared to Landvetter via AROS 4 Charlie departure to follow the “Unable RNAV SID” instruction, squawk 6015. Note: The pilot may say “due equipment” or “non RNAV”, meaning the same as “due RNAV type”. When ARR19R/DEP19L is used aircraft departing towards KOGAV/RESNA will be cleared on an ARS SID and then radar vectored, because there are no suitable SIDs to KOGAV/RESNA: FCN413: (requests clearance) DEL: Falcon 413, start-up approved, cleared to Kallax via AROS 4 Echo departure, radar vectoring to RESNA, squawk 6020. When ARR19L/DEP19R is used, departures towards NTL/BABAP will be vectored due to possible conflicts with missed approaches if SIDs are used. A departure via NTL: DEL: Finnair 632, cleared to Helsinki, 5000 feet. After departure climb on track 186. When passing 2500 feet, turn left heading 060, for radar vectoring to NORTEL. Squawk 6022. FIN632: (readback) Two examples of a low speed departure clearance: SKX1013: Arlanda Clearance Delivery, Sky Express 1013, Fokker 50, stand 56, information Bravo, QNH 1016, request start-up and clearance, Jönköping. DEL: Sky Express 1013, start-up approved, cleared to Jönköping via DUNKER, November 872, climb to 3000 feet, after departure turn right heading 270 for radar vectoring, squawk 6023. SKX504: Arlanda Clearance Delivery, Sky Express 504, Fokker 50, stand 54, information Bravo, request start-up and clearance to Lycksele. DEL: Sky Express 504, start-up approved, QNH 1016, cleared to Lycksele 3000 feet, after departure turn right heading 270 for vectoring to RESNA, squawk 6024. An example of a pilot who is unfamiliar with SIDs: SAS345: Clearance Delivery, Scandinavian 345, Airbus A321, stand 3, information Bravo, ready to copy clearance to Copenhagen. DEL: Scandinavian 345, start-up approved, QNH 1016, cleared to Copenhagen via DUNKER, November 872, climb to 5000 feet, after departure turn right heading 240 for radar vectoring, squawk 6017. Or: Scandinavian 345, QNH 1016, cleared to Copenhagen via direct DUNKER, November 872, climb to 5000 feet, squawk 6017. Or: Scandinavian 345, QNH 1016, cleared to Copenhagen via DUNKER. Fly runway heading and climb to 5000 feet, squawk 6017.

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Note: “Start-up approved” can be given even if the pilot has not requested it yet, but refrain from giving too much information (such as the clearance) unless the pilot has requested it, because it is likely that you will just have to repeat it. If the pilot has to wait for the clearance, make sure he is ready to copy: SAS678: (requests clearance) DEL: Scandinavian 678, stand by. DEL: (a few minutes later) Scandinavian 678, clearance? Or: Scandinavian 678, ready to copy clearance? SAS678: Go ahead, Scandinavian 678. DEL: (issues the clearance) A VFR departure: SEIZG: Arlanda Clearance Delivery, Sierra Echo India Zulu Golf, stand Sierra 81. DEL: Sierra Echo India Zulu Golf, contact Ground 121 decimal 7 for taxi. SEIZG: Contact Ground 121 decimal 7, Sierra Echo India Zulu Golf. 2 Arlanda Ground When requesting pushback and/or taxi the pilot shall include the parking position. At most parking positions at ESSA it will be obvious in which direction the pushback shall be made, due to the layout of the aprons and taxiways. Note 1: This phraseology is not comprehensive; when required by the situation you should use other appropriate phrases, but make sure they are clear and unambiguous. Note 2: There is no requirement for a pilot to read back the exact details of traffic information, but always clarify if you suspect that there is a risk of misunderstanding. Here is an example of a standard pushback request: SAS123: Ground, Scandinavian 123, stand 39, request pushback. GND: Scandinavian 123, pushback approved. SAS123: Pushback approved, Scandinavian 123. If there is nearby traffic that may be a factor: GND: Scandinavian 123, caution the Nordic MD-80 pushing from stand 41, pushback approved. SAS123: Caution the Nordic, pushback approved, Scandinavian 123. If pushback cannot immediately be approved: GND: Scandinavian 123, stand by. If there will be a delay, e.g. due to a controller shift change (or traffic congestion): GND: Scandinavian 123, expect 5 minutes delay due to controller change (or traffic congestion). If there is traffic to consider, e.g. an aircraft taxiing to stand 37 when SAS123 requests pushback from stand 39: GND: Scandinavian 123, when free of the company 737 taxiing to stand 37, pushback approved. SAS123: When free of the company 737, pushback approved, Scandinavian 123.

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If you are not able or do not have time to assess the traffic situation or monitor the pushback: GND: Scandinavian 123, pushback at own discretion. SAS123: Pushback at own discretion, Scandinavian 123. Or GND: Scandinavian 123, pushback at own discretion, caution the company 737 taxiing to stand 37. SAS123: Pushback at own discretion, caution the 737, Scandinavian 123. Most taxi clearances at ESSA are very simple, including only the clearance limit. The pilot knows which route to take because it is published on the charts. SAS123: Ground, Scandinavian 123, request taxi. GND: Scandinavian 123, taxi to holding point runway 01 Left. SAS123: Taxi to holding point runway 01 Left, Scandinavian 123. Sometimes it is convenient to instruct an aircraft to follow another aircraft: GND: Scandinavian 123, taxi behind (or follow) the Nordic MD-80 to holding point runway 01 Left. SAS123: Taxi behind (or follow) the Nordic MD-80 to holding point runway 01 Left, Scandinavian 123. If an aircraft has to wait for other traffic you have to include conditions or restrictions in the taxi clearance: GND: Scandinavian 123, taxi to holding point runway 08, hold short of Yankee. SAS123: Taxi to holding point runway 08, hold short of Yankee, Scandinavian 123. BAW781, a 757, is taxiing on Y. GND: Scandinavian 123, give way to the British Airways 757, then continue taxi. Or: GND: Scandinavian 123, when the British Airways 757 has passed, continue taxi. Or: GND: Scandinavian 123, give way to the British Airways 757, then follow him to holding point runway 08. If requesting taxi from the parking position (i.e. pushback has not been performed), the pilot shall include the stand number: SKX1013: Ground, Sky Express 1013, stand 56, request taxi. Landing aircraft contact GND after leaving the runway. The clearances are equally simple: SKX1014 has vacated runway 26 via XC: SKX1014: Ground, Sky Express 1014, at X-Ray Charlie. GND: Sky Express 1014, taxi to stand 56. SKX1014: Taxi to stand 56, Sky Express 1014. When runway 01R/19L is in use GND will tell the pilots whether to taxi southbound using taxiway U, or northbound using taxiway W. In this example SAS123 has been parked at stand 39. (See above which taxiway to use for different parking locations.) GND: Scandinavian 123, taxi to holding position runway 19 Left via left turn on Zulu. SAS123: Taxi to holding position runway 19 Left via left turn on Zulu, Scandinavian 123. Or: GND: Scandinavian 123, taxi to holding position runway 19 Left via Zulu southbound and Uniform. MAS91 has vacated runway 01R at WE. The assigned gate is stand F39R: MAS91: Ground, Malaysian 91, at Whiskey Echo.

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GND: Malaysian 91, taxi north on Whiskey to stand Foxtrot 39 Right. MAS91: Taxi north on Whiskey to stand Foxtrot 39 Right, Malaysian 91. When multiple GND positions are staffed, aircraft will be instructed to hold at a specific point before being handed over to the next GND controller. The handover points will vary with the runway(s) in use. If required, West, East or North can be added to the radio callsign of the appropriate GND position. BAW780 has landed on runway 01R and vacated. Both GND W and E are online: GND-E: Speedbird 780, taxi to stand 66 via Uniform, hold short of Uniform Echo. BAW780: Taxi to stand 66 via Uniform, hold short of Uniform Echo, Speedbird 780. When BAW780 is approaching UE: GND-E: Speedbird 780, contact Ground (West) 121 decimal 7. BAW780: Contact Ground (West) 121 decimal 7, Speedbird 780. BAW780: Ground, Speedbird 780 approaching Uniform Echo. GND-W: Speedbird 780, continue taxi to stand 66. BAW780: Continue taxi to stand 66, Speedbird 780. 3 Arlanda Tower To optimise the departure flow, TWR may clear several aircraft to line up in sequence. TWR: Scandinavian 123, line up runway 08. SAS123: Line up runway 08, Scandinavian 123. TWR: Sky Express 1013, in sequence line up runway 08. SKX1013: In sequence line up runway 08, Sky Express 1013. TWR: Scandinavian 123, runway 08, cleared for takeoff. SAS123: Runway 08, cleared for takeoff, Scandinavian 123. TWR: Scandinavian 123, contact Stockholm Control 126 decimal 650. SAS123: Contact Stockholm 126 decimal 650, Scandinavian 123. TWR: Sky Express 1013, runway 08, cleared for takeoff. SKX1013: Runway 08, cleared for takeoff, Sky Express 1013. TWR: Sky Express 1013, turn left heading 250. SKX1013: Turn left heading 250, Sky Express 1013. TWR: Sky Express 1013, contact Stockholm Control 126 decimal 650. SKX1013: Contact Stockholm 126 decimal 650, Sky Express 1013. Another way to optimise the departure flow, and also reduce taxi times, is to depart from an intersection, such as Y9 from runway 19R. If a pilot wants an intersection departure, he should inform ATC. If unable to depart from an intersection as instructed (due to aircraft performance), ATC should be informed as well: SKX1013: Arlanda Tower, Sky Express 1013 on Yankee. TWR: Sky Express 1013, line up and wait runway 19R, intersection Yankee 9. In this example runway 19L is used for departure and SAS1141 wants to depart via W5: SAS1141: Arlanda Tower, Scandinavian 1141, request departure from intersection Whiskey 5. TWR: Scandinavian 1141, approved taxi to holding point runway 19L, intersection Whiskey 5. In real life, TWR does not always say the frequency when handing off to DEP, because which frequency to use is included in the SID charts at ESSA. In this case the handoff sounds like this: TWR: Scandinavian 123, contact Departure.

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SAS123: Contact Departure, Scandinavian 123. On VATSIM, use this procedure with caution, since not all pilots have SID charts, and because the frequency on the chart may not be in use. It is the responsibility of TWR to check that each departing aircraft is squawking mode C and the correct code before handing off to the next controller. If the pilot is not squawking the correct code: TWR: KLM 1118, confirm squawk 6035. KLM1118: Squawking 6035, KLM 1118. If the pilot is squawking stand-by: TWR: Scandinavian 123, squawk Charlie. SAS123: Squawk Charlie, Scandinavian 123. An example of the phraseology when reduced separation is used: TWR: Scandinavian 345, reduced separation behind landing MD-80, cleared to land. SAS345: Reduced separation behind landing MD-80, cleared to land, Scandinavian 345. During CAT II/IIIA operations, landing clearance is normally given before 2 NM final and shall be given no later than 1 NM final. In this example, NDC507 is executing a CAT II/IIIA approach but cannot be given landing clearance in time. At 2 NM final TWR informs that late landing clearance can be expected: TWR: Nordic 507, expect late landing clearance. NDC507: Nordic 507. Landing clearance is given before 1 NM final: TWR: Nordic 507, runway 19 Left, cleared to land, wind 180 degrees 5 knots. NDC507: Runway 01L, cleared to land, Nordic 507. At 1 NM final but landing clearance cannot be given: TWR: Nordic 507, go around. I say again, go around. NDC507: Going around, Nordic 507. TWR: Nordic 507, turn left heading 090, climb to altitude 4000 feet. NDC507: Turn left heading 090, climb to 4000 feet, Nordic 507. TWR: Nordic 507, contact Stockholm Control 126 decimal 650. When ARR26/DEP01L is used TWR instructs arriving aircraft of the revised missed approach procedure used for this runway configuration: TWR: Sky Express 1024, in case of missed approach, climb on runway heading to 1500 feet. SKX1024: In case of missed approach, climb on runway heading to 1500 feet, Sky Express 1024. TWR: Sky Express 1024, runway 26, cleared to land. Wind 340 degrees 15 knots maximum 25 knots. SKX1024: Runway 26, cleared to land, Sky Express 1024. It may be necessary to stop an aircraft that is about to take off, if an unforeseen traffic conflict arises. If the departing aircraft has not yet started its takeoff roll, this phrase should be used: TWR: Scandinavian 1551, hold position, cancel takeoff. I say again, hold position, cancel takeoff. SAS1551: Holding, Scandinavian 1551. If the aircraft has started rolling: TWR: Scandinavian 1551, stop immediately! Scandinavian 1551, stop immediately! SAS1551: Stopping, Scandinavian 1551.

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Note: If the aircraft has started its takeoff roll it is the responsibility of the commander to abort or continue the takeoff – it may not be possible to abort due to high speed. An example of a VFR helicopter departure and arrival (Ostermans is a helicopter operator based at ESSA): SEJIS: Arlanda Tower, Helicopter Sierra Echo Juliet India Sierra, at Ostermans, three persons on board, information Juliet received, request hover-taxi for departure towards VADA. TWR: Helicopter India Sierra, hover-taxi to taxiway X-Ray, wind 230 degrees 7 knots, QNH 998. SEJIS: Hover-taxi to taxiway X-Ray, QNH 998, Helicopter India Sierra. TWR: Helicopter India Sierra, cleared towards VADA 1500 feet or below, squawk 6002. SEJIS: Cleared towards VADA 1500 feet or below, squawk 6002, Helicopter India Sierra. TWR: Helicopter India Sierra, cleared for takeoff from taxiway X-Ray. SEJIS: Cleared for takeoff from taxiway X-Ray, Helicopter India Sierra. TWR: Helicopter India Sierra, you are about to leave the control zone, frequency change approved. SEJIS: Helicopter India Sierra. Arrival: SEJIS: Arlanda Tower, Helicopter India Sierra at VADA 1500 feet, for landing. TWR: Helicopter India Sierra, cleared approach to taxiway X-Ray, QNH 998. SEJIS: Cleared approach to taxiway X-Ray, QNH 998, Helicopter India Sierra. TWR: Helicopter India Sierra, cleared to land on taxiway X-Ray, wind 240 degrees 5 knots. SEJIS: Cleared to land on taxiway X-Ray, Helicopter India Sierra. TWR: Helicopter India Sierra, hover-taxi to Ostermans. SEJIS: Hover-taxiing to Ostermans, Helicopter India Sierra. The same example using Swedish phraseology: SEJIS: Arlandatornet, Helikopter Sigurd Erik Johan Ivar Sigurd, vid Ostermans, tre personer ombord, information Juliet mottagen, begär hovring för avgång mot VADA. TWR: Helikopter Ivar Sigurd, hovra till “Exet”, vind 230 grader 7 knop, QN-Helge 998. SEJIS: Hovrar till “Exet”, QN-Helge 998, Helikopter Ivar Sigurd. TWR: Helikopter Ivar Sigurd, klar mot VADA 1500 fot eller lägre, transponder 6002. SEJIS: Klar mot VADA 1500 fot eller lägre, transponder 6002, Helikopter Ivar Sigurd. TWR: Helikopter Ivar Sigurd, klart starta från “Exet”. SEJIS: Klart starta från “Exet”, Helikopter Ivar Sigurd. TWR: Helikopter Ivar Sigurd, du lämnar nu kontrollzonen, du får lämna frekvensen. SEJIS: Helikopter Ivar Sigurd. Arrival: SEJIS: Arlanda Tower, Helikopter Ivar Sigurd VADA 1500 fot, för landning. TWR: Helikopter Ivar Sigurd, klart inflygning till “Exet”, QN-Helge 998. SEJIS: Klart inflygning till “Exet”, QN-Helge 998, Helikopter Ivar Sigurd. TWR: Helikopter Ivar Sigurd, klart landa “Exet”, vind 240 grader 5 knop. SEJIS: Klart landa “Exet”, Helikopter Ivar Sigurd. TWR: Helikopter Ivar Sigurd, hovra till Ostermans. SEJIS: Hovrar till Ostermans, Helikopter Ivar Sigurd. Note: Taxiway X-Ray is often referred to as ”Exet” instead of the correct ”Xerxes” in Swedish.

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Note about wind information: In the examples above, wind information is not passed by the TWR to departing aircraft. TWR only gives wind information on departure if the wind is gusty and/or significantly different from the wind reported by ATIS. However, wind information should always be passed to landing aircraft. 4 Bromma Ground In the initial call to GND the pilot shall state the aircraft position (stand number or other parking location), and designator for the latest ATIS received. Here is an example of a normal clearance for an aircraft that will follow SID. Runway 12 is in use, the valid ATIS is Delta and QNH is 1019: SCW107: Bromma Ground, Scanwing 107, stand 3, information Delta, request start-up and clearance to Sturup. GND: Scanwing 107, start-up approved, QNH 1019, cleared to Sturup via NOSLI 3 Whiskey departure, 3000 feet, squawk 6032. SCW107: Start-up approved, QNH 1019, cleared to Sturup via NOSLI 3 Whiskey departure, 3000 feet, squawk 6032. GND: Scanwing 107, correct. A few minutes later, taxi clearance: SCW107: Bromma Ground, Scanwing 107, request taxi. GND: Scanwing 107, taxi to holding position runway 12. SCW107: Taxi to holding position runway 12, Scanwing 107. GND: Scanwing 107, contact Tower 118 decimal 1. SCW107: Contact Tower 118 decimal 1, Scanwing 107. When clearing an aircraft to cross the runway, the phrase “cross runway” shall be used: SEGPN: Bromma Ground, Sierra Echo Golf Papa November, position LINTA, information Delta, request taxi according to flight plan. GND: Sierra Papa November, taxi to holdingpoint Golf, QNH 1019. SEGPN: Taxi to holdingpoint Golf, QNH 1019, Sierra Papa November. GND: Sierra Papa November, taxi to Run-up 12 via Delta, cross runway 12. Report ready to Tower 118 decimal 1. SEGPN: Taxi to Run-up 12 via Delta, cross runway 12. Report ready to Tower 118 decimal 1, Sierra Papa November. The example above, using Swedish: SEGPN: Bromma Ground, Sigurd Erik Gustav Petter Niklas, position LINTA, information Delta, begär taxi enligt färdplan. GND: Sigurd Petter Niklas, taxa till väntplats Gustav, QN-Helge 1019. SEGPN: Taxar till väntplats Gustav, QN-Helge 1019, Sigurd Petter Niklas. GND: Sigurd Petter Niklas, taxa till motoruppkörning 12 via David, korsa bana 12. Anmäl redo till Tornet 118 komma 1. SEGPN: Taxar till motoruppkörning 12 via David, korsar bana 12. Anmäler redo till Tornet 118 komma 1, Sigurd Petter Niklas. 5 Bromma Tower The takeoff clearance given at ESSB is quite unique in Sweden. Because the initial altitude is as low as 3000 ft, many aircraft would have to level off at that altitude unless APP is

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contacted very quickly. Therefore, instruction to change frequency is normally given with the takeoff clearance. Here is an example: TWR: Scanwing 512, when airborne contact 120 decimal 150, cleared for takeoff. Piston engine aircraft report ready to TWR when they have completed their run-up at the runup area. The VFR clearance at ESSB is no different from at other airports, but remember to use the correct exit point for the runway in use: SEGPN: Bromma Tower, Sierra Echo Golf Papa November, ready at Run-up 12. TWR: Sierra Papa November, line up runway 12. SEGPN: Line up runway 12, Sierra Papa November. TWR: Sierra Papa November, cleared Älvnäs 1500 feet, squawk 6014. SEGPN: Cleared Älvnäs 1500 feet, squawk 6014, Sierra Papa November. TWR: Sierra Papa November, right turn out, cleared for takeoff. SEGPN: Right turn out, cleared for takeoff, Sierra Papa November. The example above, using Swedish: SEGPN: Brommatornet, Sigurd Erik Gustav Petter Niklas, redo vid motoruppkörning 12. TWR: Sigurd Petter Niklas, ställ upp bana 12. SEGPN: Ställer upp bana 12, Sigurd Petter Niklas. TWR: Sigurd Petter Niklas, klarering Älvnäs 1500 fot, transponder 6014. SEGPN: Klar mot Älvnäs 1500 fot, transponder 6014, Sigurd Petter Niklas. TWR: Sigurd Petter Niklas, bana 12, högerut, klart starta. SEGPN: Bana 12, högerut, klart starta, Sigurd Petter Niklas. When reduced separation is used between two LIGHT aircraft: TWR: Sierra Papa November, reduced separation, runway 12, cleared for takeoff. SEGPN: Reduced separation, runway 12, cleared for takeoff, Sierra Papa November. The example above, using Swedish: TWR: Sigurd Petter Niklas, reducerad separation, bana 12, klart starta SEGPN: Reducerad separation, bana12, klart starta, Sigurd Petter Niklas. The phrases used when a VFR aircraft is leaving the CTR depend on whether the aircraft is following a flight plan, the traffic situation, and so on. Here are a few examples: SEGPN: Sierra Papa November, ÄLVNÄS 1500 feet. TWR: Sierra Papa November, roger, frequency change approved. Or, when the aircraft reports the exit point, or before: TWR: Sierra Papa November, contact Stockholm Control 120 decimal 150. Arriving VFR aircraft should contact TWR when at the appropriate CTR entry point. The position and correct ATIS designation letter shall be included, and if no flight plan has been filed, the aircraft type and number of persons on board. Here, SE-GPN, a PA-28 flying without flight plan, wants to land at ESSB. At the same time Scanwing 106, an RJ-100 is on approach to runway 12. SEGPN: Bromma Tower, Sierra Echo Golf Papa November, PA-28, 2 persons on board, Svarstjö 1500 feet, information Kilo, for landing. TWR will clear the aircraft for approach, or to a holding point, depending on traffic: TWR: Sierra Papa November, proceed to KANAAN 1500 feet. QNH 1018. SEGPN: Proceed to KANAAN 1500 feet. QNH 1018, Sierra Papa November. SCW106: Bromma Tower, Scanwing 106, established runway 12.

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TWR: Scanwing 106, number 1, continue approach. SCW106: Number 1, continue approach, Scanwing 106. SEGPN: Bromma Tower, Sierra Papa November, KANAAN 1500 feet. TWR: Sierra Papa November, number 2. Traffic is an RJ-100 on 5 miles final. SEGPN: Number 2, traffic in sight, Sierra Papa November. TWR: Sierra Papa November, cleared approach runway 12 via right base. SEGPN: Cleared approach runway 12 via right base, Sierra Papa November. TWR: Scanwing 106, cleared to land, wind 150 degrees 4 knots. SCW106: Cleared to land, Scanwing 106. TWR: Scanwing 106, taxi to stand 3, stand by on Ground. SCW106: Stand 3, standing by on Ground, Scanwing 106. TWR: Sierra Papa November, cleared to land, wind 140 degrees 5 knots. SEGPN: Cleared to land, Sierra Papa November. TWR: Sierra Papa November, taxi to LINTA via Golf. SEGPN: Taxi to LINTA via Golf, Sierra Papa November. The example above, with SE-GPN using Swedish: SEGPN: Brommatornet, Sigurd Erik Gustav Petter Niklas, PA-28, 2 personer ombord, Svarstjö 1500 fot, information Kilo, för landning. TWR will clear the aircraft for approach, or to a holding point, depending on traffic: TWR: Sigurd Petter Niklas, fortsätt till KANAAN1500 fot. QN-Helge 1018. SEGPN: Fortsätter till KANAAN 1500 fot. QN-Helge 1018, Sigurd Petter Niklas. SCW106: Bromma Tower, Scanwing 106, established runway 12. TWR: Scanwing 106, number 1, continue approach. SCW106: Number 1, continue approach, Scanwing 106. SEGPN: Brommatornet, Sigurd Petter Niklas, KANAAN 1500 fot. TWR: Sigurd Petter Niklas, tur 2. Trafiken är en RJ-100 på 5 miles final. SEGPN: Tur 2, kontakt, Sigurd Petter Niklas. TWR: Sigurd Petter Niklas, klart inflygning bana 12 via höger bas. SEGPN: Klart inflygning bana 12 via höger bas, Sigurd Petter Niklas. TWR: Scanwing 106, cleared to land, wind 150 degrees 4 knots. SCW106: Cleared to land, Scanwing 106. TWR: Scanwing 106, taxi to stand 3, stand by on Ground. SCW106: Stand 3, standing by on Ground, Scanwing 106. TWR: Sigurd Petter Niklas, klart landa, vind 140 grader 5 knop. SEGPN: Klart landa, Sigurd Petter Niklas. TWR: Sigurd Petter Niklas, taxa till LINTA via Gustav. SEGPN: Taxar till LINTA via Gustav, Sigurd Petter Niklas. Dealing with helicopters is similar to other VFR traffic, but the taxi and approach procedures are naturally a bit different: SEJUU: Bromma Tower, Helicopter Sierra Echo Juliet Uniform Uniform, 2 persons on board, information Kilo, request hover-taxi for departure to ÄLVNÄS. TWR: Helicopter Uniform Uniform, hover-taxi to helistrip 12, QNH 1018. SEJUU: Hover-taxi to helistrip 12, QNH 1018, Helicopter Uniform Uniform. TWR: Helicopter Uniform Uniform, cleared ÄLVNÄS via GOLFBANAN 1500 feet, squawk 5000. SEJUU: Cleared ÄLVNÄS via GOLFBANAN 1500 feet, squawk 5000, Helicopter Uniform Uniform.

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TWR: Helicopter Uniform Uniform, wind 140 degrees 7 knots, right turn out, cleared for takeoff. SEJUU: Right turn out, cleared for takeoff, Helicopter Uniform Uniform. A helicopter arrival, this time a police helicopter, flying according to flight plan, using Swedish phraseology: POL944: Brommatornet, Polis 944, EDSVIKEN 1500 fot, information Lima, för landning. TWR: Polis 944, fortsätt SOLVALLA via KROGEN 1500 fot eller lägre. QNH 1017. POL944: Fortsätter till SOLVALLA via KROGEN 1500 fot eller lägre. QNH 1017, Polis 944. POL944: Polis 944, SOLVALLA 1000 fot. TWR: Polis 944, klart inflygning stråk 12. POL944: Klart inflygning stråk 12, Polis 944. TWR: Polis 944, klart landa stråk 12, vind 150 grader 3 knop. POL944: Klart landa stråk 12, Polis 944. TWR: Polis 944, hovra till parkeringen. Undvik uttaxande Saab som passerar från höger till vänster. POL944: Hovrar till parkeringen, undviker Saaben, Police 944. 6 Bromma Information For pilots, the communications with AFIS is quite similar to communicating with TWR. Here is an example of an IFR departure, an ambulance flight: SAG005: Bromma Information, Medical 005 Ambulance, stand 17, information Zulu, ready for start-up. AFIS: Medical 005 Ambulance, no reported traffic, QNH 1005. SAG005: Starting up, QNH 1005, Medical 005. SAG005: Medical 005, ready for taxi. AFIS: Medical 005, suggest you line up runway 30 via Echo and backtrack. SAG005: Will line up runway 30 via Echo and backtrack, Medical 005. AFIS: Medical 005, clearance? SAG005: Go ahead, Medical 005. AFIS: Medical 005, cleared to Säve, TINKA 2 Zulu departure, 3000 feet, squawk 6034. SAG005: Cleared to Säve via TINKA 2 Zulu departure, 3000 feet, squawk 6034, Medical 005. AFIS: Medical 005, correct. SAG005: Bromma Information, Medical 005 ready for departure. AFIS: Medical 005, when airborne contact 120 decimal 15. Runway free. SAG005: When airborne contact 120 decimal 15. Runway free, Medical 005. The same aircraft, arriving at ESSB. ATIS has been received and acknowledged to APP, so no weather information is given: SAG005: Bromma Information, Medical 005, established ILS approach runway 12. AFIS: Medical 005, no reported traffic, runway free, wind 090 degrees 2 knots. SAG005: Runway free, Medical 005. SAG005: Medical 005, runway vacated. AFIS: Medical 005, stand 17. SAG005: Stand 17, Medical 005. Note: AFIS uses the phrases suggest and runway free. The word cleared is only used by AFIS when relaying clearances from ATC. If a pilot does not seem to realise that AFIS and not TWR service is offered, use this phrase:

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Aerodrome control service not (repeat not) available. 7 Västerås Tower If the aircraft approaches Västerås CTR to land at Johannisberg, the clearance will be: TWR: Sierra Mike Lima, cleared in Västerås control zone towards Johannisberg, 1500 feet or below. SEKML: Cleared in Västerås control zone towards Johannisberg, 1500 feet or below, Sierra Mike Lima. When approaching Johannisberg, the pilot will be told to switch frequency: TWR: Sierra Mike Lima, contact 122 decimal SEKML: Contact 122 decimal 8, wilco, Sierra Mike Lima. Note: In reality, SE-KML would be instructed to switch to 123.650 MHz, which is the frequency assigned to ESSX (callsign “Johannisberg Radio”). On VATSIM however, 122.800 MHz should normally be used at all unmanned airports. 8 Uppsala Tower This section will focus on the phrases used by military jets. TWR is normally informed of the intentions of each flight before departure. WF15 is two JAS 39 Gripen, in this example departing towards Luleå/Kallax (ESPA) The leader will talk to ATC, but the wingman will also comply with the instructions. The phraseology for a single aircraft is virtually the same; just omit “two-ship”. Metres/kilometres and kph are used in this example, however, it is recommended that you agree with the pilot which units to use. WF15: Tower, two-ship Wolf 15 and Golf 24 request taxi. TWR: Two-ship Wolf 15 line up runway 21, QNH 1023. Wolf 15 squawk 6025, Golf 24 squawk 6026. WF15: Line up runway 21, QNH 1023, squawk 6025, two-ship Wolf 15. G24: QNH 1023, squawk 6026, Golf 24. TWR: Two-ship Wolf 15, clearance; straight ahead 3 kilometres, then heading 300. Climb to 600 metres. WF15: Straight ahead 3 kilometres, then heading 300. Climb to 600 metres, two-ship Wolf 15. TWR: Two-ship Wolf 15, wind from left 10 degrees, 20 kilometres. Cleared for take-off. WF15: Cleared for take-off, two-ship Wolf 15. TWR: Two-ship Wolf 15, radar contact. Cleared towards Kallax 10 000 metres standard. WF15: Cleared towards Kallax 10 000 metres standard, two-ship Wolf 15. TWR: Two-ship Wolf 15, contact Sweden Control 118 decimal 4. WF15: Contact Sweden Control 118 decimal 4, two-ship Wolf 15. 118 decimal 4 push. G24: Two. Note: “Push” indicates to the wingman that he should switch to the new ATC channel. “Two” is the wingman’s reply. In this example the same two-ship is approaching ESCM from uncontrolled airspace in the northwest, and will be vectored for a visual approach. When lined up on final, the two-ship will be split up. WF15: Tower, two-ship Wolf 15 and Golf 24, position 40 kilometres northwest of Uppsala, 1500 metres. TWR: Two-ship Wolf 15, radar contact, cleared to Uppsala 1300 metres, QNH 1023. Intention vectoring for visual approach runway 21. WF15: Cleared to Uppsala 1300 metres, QNH 1023, two-ship Wolf 15.

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Phraseology Examples

TWR: Two-ship Wolf 15, fly heading 090. WF15: Heading 090, two-ship Wolf 15. TWR: Two-ship Wolf 15, turn right heading 180, set QF-Echo 1020, descend to (height) 600 metres. WF15: Turn right heading 180, set QF-Echo 1020, descend to (height) 600 metres, two-ship Wolf 15. TWR: Two-ship Wolf 15, turn right heading 210. WF15: Turn right heading 210, two-ship Wolf 15. TWR: Two-ship Wolf 15, split up. Aircraft Wolf 15, continue present heading. Aircraft Golf 24, turn right heading 250. WF15: Continue present heading, Wolf 15. G24: Turn right heading 250, Golf 24. TWR: Wolf 15, distance 20 (kilometres) (to touch-down). WF15: Wolf 15. Recognized. TWR: Wolf 15, cleared visual approach direct runway 21. WF15: Cleared visual approach runway 21, Wolf 15. TWR: Wolf 15, runway 21, cleared to land, wind from left 30 degrees, 16 kilometres. WF15: Runway 21, cleared to land, Wolf 15. WF15: Wolf 15, runway vacated. TWR: Wolf 15. “Recognized” means that the pilot knows where he is and can continue visually. If the pilot does not report recognized before reaching the CTR border: TWR: Wolf 15, reduce speed, report gear down and locked. WF15: Wilco, Wolf 15. WF15: Wolf 15, recognized, gear down and locked. TWR: Wolf 15, cleared visual approach runway 21. WF15: Cleared visual approach runway 21, Wolf 15. Note: Military pilots may also report field in sight, but they are only required to be “recognized” in order to start a visual approach. The example above, using Swedish: WF15: Tornet, roten Gustav 15 och Gustav 24 begär taxi. TWR: Roten Gustav 15 ställ upp bana 21, QN-Helge 1023. Gustav 15 transponder 6025, Gustav 24 6026. WF15: Ställer upp bana 21, QN-Helge 1023, transponder 6025, roten Gustav 15. G24: QN-Helge 1023, transponder 6026, Gustav 24. TWR: Roten Gustav 15, klarering; rakbana 3 kilometer, sedan kurs 300. Stig till 600 meter. WF15: Rakbana 3 kilometer, sedan kurs 300. Stig till 600 meter, roten Gustav 15. TWR: Roten Gustav 15, vind vänster 10 styrka 20. Klart starta. WF15: Klart starta, roten Gustav 15. TWR: Roten Gustav 15, radarkontakt. Klar mot Kallax 10 000 meter standard. WF15: Klar mot Kallax 10 000 meter standard, roten Gustav 15. TWR: Roten Gustav 15, kontakta Stockholm Kontroll 118 komma 4. WF15: Kontakta Stockholm Kontroll 118 komma 4, roten Gustav 15. 118 komma 4 push. G24: Två. Note: “Push” indicates to the wingman that he should switch to the new ATC channel. “Två” (“two”) is the wingman’s reply.

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Phraseology Examples

In this example the same two-ship is approaching ESCM from uncontrolled airspace in the northwest, and will be vectored for a visual approach. When lined up on final, the two-ship will be split up. WF15: Tornet, roten Gustav 15 och Gustav 24, position 40 kilometer nordväst Uppsala, 1500 meter. TWR: Roten Gustav 15, radarkontakt, klar mot plats (Uppsala) 1500 meter, QN-Helge 1023. Avsikt radarledning för visuellinflygning bana 21. WF15: Klar mot plats (Uppsala) 1500 meter, QN-Helge 1023, roten Gustav 15. TWR: Roten Gustav 15, styr 090. WF15: Kurs 090, roten Gustav 15. TWR: Roten Gustav 15, sväng höger till 180, ställ in QF-Erik 1020, plané 600 meter. WF15: Höger 180, QF-Erik 1020, plané till 600 meter, roten Gustav 15. TWR: Roten Gustav 15, sväng höger till 210. WF15: Höger 210, roten Gustav 15. TWR: Roten Gustav 15, uppdelning. Flygplanet Gustav 15, fortsätt på kurs. Flygplanet Gustav 24, sväng höger till 250. WF15: Fortsätter på kurs, Gustav 15. G24: Höger 250, Gustav 24. TWR: Gustav 15, distans 20 (kilometer) (till sättpunkten). WF15: Gustav 15. Markorienterad. TWR: Gustav 15, klart visuellinflygning direkt bana 21. WF15: Klart visuellinflygning bana 21, Gustav 15. TWR: Gustav 15, bana 21, klart landa, vind vänster 30 styrka 16 kilometer i timmen. WF15: Bana 21, klart landa, Gustav 15. WF15: Gustav 15 har lämnat banan. TWR: Gustav 15. “Markorienterad” (recognized) means that the pilot knows where he is and can continue visually. If the pilot does not report recognized before reaching the CTR border: TWR: Gustav 15, reducera fart, anmäl landningsklar. WF15: Skall ske. WF15: Gustav 15, markorienterad, landningsklar. TWR: Gustav 15, klart visuellinflygning bana 21. WF15: Klart visuellinflygning bana 21.

9 Eskilstuna Information Below is an example of an IFR departure and a VFR departure. IFR departure: SVF08: Eskilstuna Information, Swedeforce 08, ready for start-up. AFIS: Swedeforce 08, no reported traffic, suggest runway 18, wind 210 degrees 10 knots, temperature 17, QNH 1023. SVF08: Will use runway 18, QNH 1023, Swedeforce 08. Temperature is given to turbine engine aircraft. The example above using Swedish: SVF08: Eskilstuna Information, Swedeforce 08, redo för start-up. AFIS: Swedeforce 08, ingen rapporterad trafik, föreslår bana 18, vind 210 grader 10 knop, temperatur 17, QN-Helge 1023.

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Phraseology Examples

SVF08: Använder bana 18, QN-Helge 1023, Swedeforce 08. If there was traffic that could affect SVF08, for example a C172 in the traffic circuit, AFIS would say: AFIS: Swedeforce 08, traffic is a Cessna 172 in the traffic circuit, start up at own discretion, suggest runway 18, wind 210 degrees 10 knots, temperature 17, QNH 1023. SVF08: Start up at own discretion, will use runway 18, QNH 1023, Swedeforce 08. Taxi: SVF08: Eskilstuna Information, Swedeforce 08, ready to taxi. AFIS: Swedeforce 08, suggest you line up runway 18. SVF08: Lining up runway 08, Swedeforce 08. Or if there is traffic: AFIS: Swedeforce 08, suggest you taxi to holding position runway 18, traffic is a Cessna 172 on short final. SVF08: Taxiing to holding position runway 18, Swedeforce 08. To the C172, which is SE-IBU: AFIS: Sierra Bravo Uniform, suggest you proceed to holding West and hold there. SEIBU: Proceeding to holding West to hold, Sierra Bravo Uniform. IFR clearance: No differences between AFIS and TWR. Takeoff: SVF08: Eskilstuna Information, Swedeforce 08, ready. AFIS: Swedeforce 08, wind 210 degrees 8 knots, runway free. When airborne: AFIS: Swedeforce 08, airborne time 51, contact Västerås Tower 130 decimal 6. SVF08: Contact Västerås Tower 130 decimal 6, Swedeforce 08. VFR departure: SEIBU: Eskilstuna Information, Sierra Echo India Bravo Uniform, Cessna 172, one person onboard, will leave via STENKVISTA 1500 feet, ready to taxi. AFIS: Sierra Bravo Uniform, no reported traffic, suggest you line up runway 18, wind 210 degrees 10 knots, QNH 1023. SEIBU: Lining up runway 18, QNH 1023, Sierra Bravo Uniform. SEIBU: Eskilstuna Information, Sierra Bravo Uniform, ready. AFIS: Sierra Bravo Uniform, runway free. SEIBU: Runway free, Sierra Bravo Uniform. SEIBU: Eskilstuna Information, Sierra Bravo Uniform, STENKVISTA 1500 feet. AFIS: Sierra Bravo Uniform, frequency change approved. SEIBU: Sierra Bravo Uniform. IFR arrival: SVF08: Eskilstuna Information, Swedeforce 08, on final runway 18. AFIS: Swedeforce 08, no reported traffic, metreport Eskilstuna: wind 210 degrees 8 knots, visibility 10 kilometres, cloud; few 3000 feet, temperature 17, dewpoint 11, QNH 1023. SVF08: QNH 1023, Swedeforce 08. AFIS: Swedeforce 08, runway free. SVF08: Runway free, Swedeforce 08. AFIS: Swedeforce 08, on ground time 38.

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VACCSCA

Phraseology Examples

SVF08: Roger, taxiing to apron via backtrack, Swedeforce 08. Note: While in this example the metreport is given when the aircraft is on final, it is normal to contact AFIS earlier in flight to get the latest metreport and suggested runway. VFR arrival: SEIBU: Eskilstuna Information, Sierra Echo India Bravo Uniform, Cessna 172, one person on board, BALSTA 1500 feet, for landing. AFIS: Sierra Bravo Uniform, no reported traffic, suggest runway 18, QNH 1023. SEIBU: Will join right base runway 18, QNH 1023, Sierra Bravo Uniform. AFIS: Sierra Bravo Uniform. SEIBU: Eskilstuna Information, Sierra Bravo Uniform, right base runway 18. AFIS: Sierra Bravo Uniform, runway free, wind 210 degrees 8 knots. SEIBU: Runway free, Sierra Bravo Uniform. AFIS: Sierra Bravo Uniform, on ground time 15. SEIBU: Roger, taxiing to apron, Sierra Bravo Uniform. 10 TMC General This section includes phraseology which is useful when providing area and approach control. IFR departures On initial contact with TMC after departure, the pilot shall include the actual altitude and cleared altitude. If following “unable RNAV SID” instruction, this shall be included as well. NDC506: Departure, Nordic 506, 2500 feet, climbing 5000 feet, unable RNAV SID. DEP: Nordic 506, radar contact, climb to FL140. If the pilot does not include the actual altitude in the initial call, ask for confirmation: DEP: Nordic 506, report altitude. Or: Nordic 506, confirm passing 2700 feet now? (If indicating 2700 ft on the radar.) If, due to traffic, a departing flight has to level off at the initial altitude, emphasize this on initial contact: DEP: Scanwing 315, radar contact. Maintain 3000 feet when reaching, traffic above. IFR arrivals Inbound clearance is normally given by ACC, but may in certain cases be issued by TMC (i.e. if the flight has not talked to ACC). The inbound clearance always includes the arrival route (STAR or other route) and arrival runway. Examples: ARR: Nordex 002, cleared Arlanda via NILUG 1 Tango arrival runway 26. ARR: Scandinavian 9004, cleared Arlanda via Tebby and Erken for runway 19 right. When contacting DIR, pilots are normally instructed to use only callsign on initial contact: ARR: Sky Express 1024, contact Arrival 120 decimal 5. Use callsign only. SKX1024: Contact Arrival 120 decimal 5, wilco, Sky Express 1024. SKX1024: Arrival, Sky Express 1024. DIR: Sky Express 1024, Arrival, radar contact.

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Phraseology Examples

Track miles and position in the arrival sequence is normally passed to pilots at least once: ARR: Speedbird 781, you are number 5 in sequence, expect around 45 track miles. Speed restrictions Speed instructions shall be given in whole tens of knots (200, 210, 220, 230 etc.). Note: There are many ways of combining these and other phrases; this section only lists a few examples. Since the radar display shows ground speed, it is often necessary to ask pilots to report their speed (it is understood that IAS is being referred to): ARR: Speedbird 781, report speed. BAW781: Speedbird 781, speed 240 knots. High speed, no speed restriction: BAW781: Stockholm, Speedbird 781, is there any speed restriction? ARR: Speedbird 781, no (ATC) speed restriction. FLY402: Flybird 402 request high speed. ARR: Flybird 402, high speed approved. Or: Flybird 402, when passing 6000 feet, high speed approved. When canceling an ATC speed restriction: Resume normal speed. Speed at own discretion. Here are some examples of phrases that are used when giving instructions to maintain specific speeds: Reduce to speed 210 knots. Increase to speed 300 knots. Reduce to minimum clean speed. Reduce to minimum speed. Maintain speed 230 knots or less (until advised). Maintain speed 160 knots (or greater) until the Outer Marker. Are you able to maintain speed 180 knots (or greater) until the Outer Marker? When reaching 4000 feet, reduce to speed 180 knots. Vectoring When vectoring, headings that end in zero or five shall be used (such as 355, 360, 005, 010). When it is not obvious, the reason for vectoring should always be given, for example: Turn right heading 180 due to traffic. (Intention) vectoring for ILS approach runway 26. Coordination When giving speed restrictions or headings, the pilot may be instructed to report the assigned speed or heading to the next controller, for coordination purposes. In this example, BAW781 is assigned speed 280 knots or less (the aircraft is also descending to FL110): ACC: Speedbird 781, contact and report assigned speed to Stockholm 123 decimal 750. BAW781: Contact Stockholm 123 decimal 750, wilco, Speedbird 781.

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Phraseology Examples

BAW781: Stockholm, Speedbird 781, flight level 130 descending flight level 110, maximum speed 280 knots. Later on the flight has been issued heading 090 (and further descent instructions): ARR-W: Speedbird 781, contact and report assigned heading to Stockholm 126 decimal 650. BAW781: Contact Stockholm 126 decimal 650, wilco, Speedbird 781. BAW781: Stockholm, Speedbird 781, flight level 83 descending flight level 70, heading 090. Holding Instructing a pilot to join a published holding pattern: ARR: Sky Express 1024, join Tebby holding at flight level 70. If it is necessary to specify the details of the holding pattern: ARR: Sky Express 1024, hold at Tebby, inbound track 359, right hand pattern. VFR flights When dealing with VFR flights as an ACC or TMC controller, you will handle different kinds of flights, including departures from controlled (or otherwise manned) airports, departures from unmanned airports, arrivals to manned and unmanned airports, flights that transit your airspace, flights without a filed flight plan, pilots who request to file an abbreviated flight plan while airborne, and pilots who want to open or close a filed flight plan. Below are some phraseology examples that cover some of these situations. Activating a flight plan in the air: SEGMD: Stockholm Control, Sierra Echo Golf Mike Delta, just west of Bromma CTR, departed Skå-Edeby time 17, activating my VFR flight plan to Örebro. ATC: Sierra Mike Delta, roger, flight plan activated time 25. In these examples SE-GMD is flying with flight plan to ESSE (which is unmanned). Closing a flight plan in the air: SEGMD: Stockholm Control, Sierra Mike Delta, approaching Skå-Edeby, closing my flight plan. ATC: Sierra Mike Delta, flight plan closed time 34. Closing the flight plan after landing: SEGMD: Stockholm Control, Sierra Mike Delta, descending through 1500ft. ATC: Sierra Mike Delta, frequency change approved, Stockholm is standing by for landing message. This means that the pilot should report to ATC after landing, either on the frequency or by other means, to close the flight plan. The VFR examples above using Swedish: Activating a flight plan in the air: SEGMD: Stockholm Kontroll, Sigurd Erik Gustav Martin David, strax väster om Bromma, startade Skå 17, aktiverar min VFR-färdplan till Örebro. ATC: Sigurd Martin David, uppfattat, färdplan aktiverad klockan 25. In these examples SE-GMD is flying with flight plan to ESKB (which is unmanned). Closing a flight plan in the air: SEGMD: Stockholm Kontroll, Sigurd Martin David, 1500 sjunkande, avslutar min färdplan. ATC: Sigurd Martin David, färdplan avslutad klockan 34. Closing the flight plan after landing: SEGMD: Stockholm Kontroll, Sigurd Martin David, 1500 sjunkande.

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Phraseology Examples

ATC: Sigurd Martin David, du får lämna frekvensen, Stockholm påminner om landningsmeddelande. This means that the pilot should report to ATC after landing, either on the frequency or by other means, to close the flight plan.

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