IFR example

In this document, we use the following convention:

The ATC is the one that may start using the short call sign. Only thereafter the pilot shall use it as well.

IFR Departure

Departure information

Where no ATIS is provided, the pilot may ask for current aerodrome information before requesting start up (of course if there is an active ATC nearby your position).

IFR departure clearance

The aircraft shall read (or listen to) the complete ATIS before contacting the ATC. By saying the information letter, ATC will understand that the pilot has taken the ATIS information on board.

If the pilot does not read back correctly, ATC shall correct the wrong parameter using the "Negative" word:

If the start-up is delayed by ATC, ATC must give the minutes or event including reasons why the departure is delayed with the clearance:

Here, the start-up is delayed, ATC does not know the expected time for departure. ATC will delay the clearance:

Push back operation

If the pushback is not free or will not be free due to traffic taxiing, the ATC can delay the pushback:

Taxi Clearances

As a pilot, you can ask another holding point or taxiway, the ATC can accept:

The ATC can refuse:

The ATC can propose an alternative solution:

In case of multiple ground frequencies, the ATC can clear the aircraft to an initial taxiway before contacting the next ATC :

Taxi to holding point, requiring a runway crossing:

Sometimes taxis are faced with some traffic moving or waiting; the ATC can stop the traffic:

Sometimes taxis are faced with some traffic moving or waiting; the ATC can let the aircraft organize its separation with the traffic:

At busy aerodromes with separate GROUND and TOWER functions, aircraft are usually transferred to the TOWER at, or when approaching, the runway-holding position.

Conditional line-up clearance

If both ATC and Pilot have traffic in sight, conditional line-up clearances can be issued :

In case of poor visibility, as a result of which the pilot at the holding point cannot see the traffic, ATC shall not give any conditional clearance:

Take-off procedure

Some aircraft may be required to carry out checks prior to departure and are not always ready for take-off when they reach the holding point:

The take-off clearance shall be given to aircraft after lining-up, or at the holding point when necessary:

When approaching a holding point, an aircraft can anticipate the call to the ATC in order to avoid a full stop at the holding point:

A normal taking off clearance usually has two phases: lining-up and take-off. As ATC, you can provide two separate clearances:

Or, ATC can provide only one clearance with both instructions:

In some particular procedures, the ATC unit may request the pilot to report when airborne:

Special take-off operation

Departure instructions may be given with the take-off clearance. Such instructions are normally given to ensure separation between aircraft operating in the vicinity of the aerodrome.

Due to unexpected traffic developments, it is occasionally necessary to cancel the take-off clearance or quickly free the runway for landing traffic.

Take-off cancellation when aircraft is rolling:

An aircraft on the runway and the runway needs to be evacuated immediately:

An aircraft on the holding point and the take-off shall be very quick in order to vacate the runway as soon as possible:

The ATC can give the immediate take-off in a different manner:

An aircraft can abandon a take-off manoeuvre (for a technical problem for example) before the speed V1; the control tower should be informed as soon as possible:

IFR Cruise

IFR initial climb

After take-off, an IFR flight shall be transferred to the next ATC:

During the first contact with the aircraft, the ATC shall identify the aircraft:

Usually with the identification message, the ATC sends the departure procedure received and the initial level (which can be the first level given during the clearance or new expected level):

In addition to the ATC route clearance, a departing IFR flight may be given additional departure instructions in order to provide for separation.

Level instructions

Level instructions may be reported as altitude, height or flight levels according to the phase of flight and the altimeter setting.

Through the following clearance, ATC wants the pilot to reach the new level with the highest rate of climb until an intermediate level:

As a pilot if you are unable to follow the expedite clearance you shall report that to ATC:

Clearance can be issued to maintain an altitude (often used at first contact) :

ATC may request the pilot to report when ready to begin his descent :

Or the ATC can let the pilot manage his descent :

Once having been given an instruction to climb or descend, a further overriding instruction may be given to a pilot:

Level change using conditional clearance:

Occasionally, for traffic reasons, a higher than normal rate of descent (or climb) may be required in order to free flight level left.

The ATC unit shall transmit the QNH value or Altimeter setting value when it instructs an aircraft to descend and cross the transition level:

Now an example with altimeter setting (inHg) used mainly in North America (FAA phraseology):

ATS surveillance service

When an aircraft enters a controlled area, the ATC unit equipped with radar shall identify each aircraft:

When an aircraft leaves a controlled zone and no ATC unit is present in the next area, the ATC unit equipped with radar gives the following message:

In VATSIM, you can include UNICOM in your message; the UNIversal COMmunications frequency for auto-information:

When an aircraft leaves a controlled zone and an ATC unit is present in the next area, the current controller must transfer the aircraft:

ATC shall advice pilots if identification is established or lost:

Aircraft may be given specific vectors to fly in order to establish separation:

Aircraft may be given instruction to maintain its present heading to maintain separation:

When vectoring is completed, pilots shall be instructed to resume their own navigation if necessary:

The ATC unit shall give specific instructions in addition to the previous message:

Occasionally, an aircraft may be instructed to make a complete turn known as 360Β° turn (orbit for VFR) for delaying purposes:

Traffic information and avoiding action

Whenever practicable, information regarding traffic on a conflicting path should be given in the following form:

Example of traffic information with all details:

When the ATC unit does not know some parameter, it can use the term like "unknown", "unverified". Example:

Radar instruction

Examples :

Manage aircraft with radio communication failure

There are several methods to identify an aircraft which faces a radio communication failure and is able to receive but not transmit messages. Identify with heading change:

Identify with squawk IDENT feature:

Alerting phraseologies

In the event that a minimum safe altitude is not respected by the pilot, the ATC unit will inform the pilot and issue appropriate instructions.

When the ATC unit considers that an imminent risk of collision will exist if action is not taken immediately, an avoiding action to be taken by the pilot is given.

IFR Arrival

IFR Initial Approach

The approach controller will normally advise, on initial contact, the type of approach to be expected:

During the first contact, a pilot can include the arrival procedure cleared or performed in the message to the ATC unit.

When performing a complex STAR, the approach controller can give a direct to an intermediate fix or initial approach fix for regulation:

Holding procedures

If the ATC unit wants to delay the aircraft approach, it must send to the pilot the new expected approach time (EAT). The aircraft will perform a holding pattern on a specific point in this situation:

Normally, a holding procedure should be published. The ATC unit gives only the fix or navigation aid to hold at and the pilot-in-command will follow the holding pattern description published on charts (IAC and/or ARR charts):

If the ATC unit wants to give a non-published holding procedure, it must describe its components to the pilot:

The ATC unit can give a holding procedure, but an aircraft can ask for a holding procedure in order to descend if the pilot-in-command knows that the aircraft has too high altitude for beginning an approach procedure or if the pilot-in-command needs time to prepare his aircraft for final approach:

However, when the pilot requires a detailed description of the holding procedure based on a facility, the following phraseology should be used:

IFR final approach

Then, after this first contact, the ATC unit will give the descent instruction to the aircraft in order to reach the final approach altitude and can also give the approach clearance in a different or in the same communication:

If an IFR aircraft wants a visual approach, ATC must check that the aircraft will maintain the visual reference to the terrain before giving the clearance:

In order to speed up the arrival and approach procedure or to regulate traffic between arriving aircraft, vectors can be given by the ATC unit to arriving flights to position them onto a pilot-interpreted final approach aid, or to a point from which a visual approach can be made.

Example of vectors to final approach using ILS aid with restriction which can be used or not by ATC unit:

Final approach and landing

If the runway is not free, and the aircraft makes a position report on final, the ATC shall invite the pilot in command to continue his current approach:

For training purposes, a pilot may request permission to make an approach along, or parallel to the runway, without landing:

Go around procedure

ATC request a go around:

Pilot initiates a go around:

After landing

After vacating, the pilot in command shall ask a taxi clearance to continue:

Revision #7
Created 6 February 2025 03:55:57 by Ali
Updated 17 March 2025 02:09:38 by Ali