SECTION 8 - RADIO TELEPHONY PROCEDURES AND PHRASEOLOGY

SECTION 8 - RADIO TELEPHONY PROCEDURES AND PHRASEOLOGY CHAPTER 1 GENERAL INTRODUCTION 1.1 The importance of adhering to the procedures prescribed in this section cannot be overemphasised. The investigations of the near-collision panel have revealed that misunderstandings introduced through incorrect R/T procedures have been responsible for more near-collision than any other single cause. 1.2 The phraseology and procedures detailed in this section are to be adhered to in order to ensure uniformity, they may, however, be modified or extended by Air Traffic Controllers as occasion demands, but such modifications and extensions should not prejudice their basic meaning or intention. 1.3 In order to deal with any unusual situation which may occur, the Controller must exercise his best judgement in the use of additional or other phraseology. In such cases he should use supplementary rather than substitute phrases. 1.4 Efforts should be made to keep transmissions as brief as possible, and to dispense with all unnecessary words, phrases, etc. which can quickly lead to frequency congestion. RADIO GUARD 1.5 All ATC s shall maintain a continuous guard on the appropriate radio frequencies throughout their tour of duty. 1.6 Should it be necessary to suspend the radio guard for any reason, such as to inspect the movement area, etc., the break in the radio guard shall be kept as short as possible. 1.7 Any aircraft in radio contact with the station shall be informed that there will be a break in the radio guard. 1.8 If practicable another station should be asked to listen out for, and to answer any calls during breaks in the radio guard. Note: Do not confuse the use of the word Guard in the above section, meaning maintaining a listening watch, with the GUARD frequency on IVAO. SPEECH TECHNIQUE 1.9 Correct enunciation of words, spoken at a uniform rate in a voice pitched somewhat higher than normal but preserving the rhythm of ordinary conversation will do much to assist satisfactory reception of mechanically reproduced speech. Microphones at present provided to ATC are directionally functioning and ATC s should therefore speak directly into them. 1.10 To avoid clipped transmissions, particularly where the transmitter is remote from the microphone, it is important to depress the transmit switch fully before speech is commenced and to avoid releasing it before the transmission is completed. Controllers should endeavour to use clear concise sentences and to eradicate such obvious faults as hesitation sounds, verbosity, lowering of voice, blurring of consonants, etc. This will ensure maximum efficiency and prevent irritating repetitions. 1.11 It is correct procedure for controllers to announce identity on all telephone calls: with incoming calls it is the opening remark and with outgoing calls the reply to the recipient s announcement of identity. 1.12 It is just as important that this procedure s not relaxed for direct telephone lines because mistaken identity can occur when another line has inadvertently been left open from a previous call. 1.13 The identity to be used is that of the function relative to the telephone extensions being used. On outside calls the identity should be given in full, for example This is Johannesburg Air Traffic Control but on direct lines, where it will require no further amplification, it may be abbreviated to Johannesburg. v1.2 - Copyright IVAO South Africa by Martin Smit Page 1 of 30

LETTERS 1.14 The ICAO word spelling alphabet is given below with the pronunciation in parenthesis for each letter; the syllables requiring emphasis being underlined. This alphabet is to be used at all times when it is required to indicate letters except for particular letter groups which by every-day use have become unmistakable, e.g. VOR, NDB, ILS, QNH, ETA, etc. Letter R/T Pronunciation A ALPHA AL FAH B BRAVO BRAH VOH C CHARLIE CHAR 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 ET K KILO KEY LOH L LIMA LEE MAH M MIKE MIKE N NOVEMBER NO VEM BER O OSCAR OSS CAH P PAPA PAH PAH Q QUEBEC KEH BECK R ROMEO ROW ME OH S SIERRA SEE AIRRAH T TANGO TANG GO U UNIFORM YOU NEE FORM V VICTOR VIKTAH W WHISKEY WISS KEY X XRAY ECKS RAY Y YANKEE YANG KEY Z ZULU ZOO LOO NUMERALS 1.15 The phonetic representations of figures and associated words are given below. 0 ZE-RO 1 WUN 2 TOO 3 TREE 4 FOWER 5 FIFE 6 SIX 7 SEVEN 8 AIT 9 NINER HUNDRED HUN DRED THOUSAND TOU SAND DECIMAL DAY SEE MAL 1.16 All numbers, except those which are whole hundreds or thousands, are to be spoken by pronouncing each figure separately. Decimals will be indicated where necessary. v1.2 - Copyright IVAO South Africa by Martin Smit Page 2 of 30

TIME 1.17 UTC and the 24-hour clock will be used at all times. 1.18 When speaking a time value, normally only the minutes of the hour are required; each figure being pronounced separately. However, if there is any possibility of confusion the full four-figure group will be spoken. E.g. at 45 or at 0845. STANDARD SPEECH ABBREVIATIONS 1.19 The words and phrases shown in the table below are to be used whenever applicable. Phrase ACKNOWLEDGE AFFIRM APPROVED BREAK BREAK BREAK CANCEL CHECK CLEARED CONFIRM CONTACT CORRECT CORRECTION DISREGARD GO AHEAD HOW DO YOU READ I SAY AGAIN MAINTAIN MONITOR NEGATIVE Meaning Let me know that you have received and understood this message. Yes. Permission for proposed action granted. I hereby indicate the separation between portions of the message. (To be used 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 aircraft in a very busy environment. Annul the previously transmitted clearance. Examine a system or procedure. (Not to be used in any other context. No answer is normally expected). Authorised to proceed under the conditions specified. I request verification of: (clearance, instruction, action, information) Establish communications with... "True" or "Accurate" An error has been made in this transmission (or message indicated). The correct version is... Ignore Proceed with your message. Note: Not used whenever the possibility exists of misconstruing "GO AHEAD" as an authorisation for an aircraft to proceed. The phrase "GO AHEAD" may be omitted and, in its place, a response made by using the calling aeronautical station's call sign followed by the answering aeronautical station's call sign. What is the readability of my transmission? I repeat for clarity or emphasis. Continue in accordance with the condition(s) specified or in its literal sense, e.g. Maintain VFR. Listen out on (frequency). No or Permission not granted or That is not correct or Not capable. v1.2 - Copyright IVAO South Africa by Martin Smit Page 3 of 30

OVER OUT READ BACK RECLEARED REPORT REQUEST ROGER SAY AGAIN SPEAK SLOWER STAND BY WILCO WORDS TWICE My transmission is ended, and I expect a response from you. (Not normally used in VHF communications). This exchange of transmissions is ended and no response is expected. (Not normally used in VHF communications). 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 your previous clearance or part thereof. Pass me the following information... I should like to know... or I wish to obtain... I have received all of your last transmission. Note: Under no circumstances to be used in reply to a question requiring READ BACK or a direct answer in the affirmative (AFFIRM) or negative (NEGATIVE). Repeat all, or the following part, of your last transmission. Reduce your rate of speech. Wait and I will call you. Note: The caller would normally re-establish contact if the delay is lengthy. STANDBY is not an approval or denial. Abbreviation for will comply. I understand your message and will comply with it. a) As a request: Communication is difficult. Please send every word, or word group, twice. b) As information: Since communication is difficult every word or group of words, in this message will be sent twice. v1.2 - Copyright IVAO South Africa by Martin Smit Page 4 of 30

CHAPTER 2- CALLSIGNS AIR TRAFFIC CONTROL UNITS 2.1 The RTF callsign of a ground station is normally the place name of that station to which a suffix is added to indicate the appropriate air traffic control service provided: Air Traffic Control Service Suffix Approach Control Radar (Arrivals) Arrival Approach Control Radar (Departures) Departure Precision Approach Radar Precision Clearance Delivery Delivery Apron Control Apron Aeronautical Station Radio Aerodrome Control Tower Ground Movement Control Ground Approach Control Approach Radar (in general) Radar Area Control Area or Control Flight Information Information AIRCRAFT 2.2 Aircraft shall be identified by one of the following types of callsign:- a) The five-letter callsign of a South African registered aircraft spelt out in the word spelling alphabet: E.g. ZS-ABC - ZULU SIERRA ALPHA BRAVO CHARLIE E.g. ZU-DEF ZULU UNIFORM DELTA ECHO FOXTROT Note: South African registrations maybe abbreviated to only the last 3 letters within South African airspace only, and only if there will be NO callsign confusion with another aircraft on the same frequency, e.g. ZS-ABC becomes ALPHA BRAVO CHARLIE and ZU-DEF becomes DELTA ECHO FOXTROT b) A foreign registered aircraft will be spelt out thus: E.g. VPABC - VICTOR PAPA ALPHA BRAVO CHARLIE c) A combination of characters corresponding to the official registration of the aircraft: E.g. N3578 d) The RTF designator of the airline followed by the aircraft registration, E.g. BAW GABCD - SPEEDBIRD GOLF ALPHA BRAVO CHARLIE DELTA. Note: Rarely used e) The RTF designator of the airline followed by flight number e.g. SAA314 - SPRINGBOK TREE WUN FOWER f) SAAF aircraft are issued with Mission numbers. For security reasons they are changed often. This mission number will be supplied by the operations room situated at ATSU s where SAAF units are located. g) The aircraft type followed by the aircraft s registration, e.g. APACHE ZULU SIERRA, CHARLIE MIKE WHISKEY. h) Formation flights; the name of the formation followed by the word leader or formation : E.g. SPADES LEADER or SPADES FORMATION 2.3 After communications have been established some of these call signs may be abbreviated, e.g. some of the above call signs may be abbreviated as follows: a) i) ALPHA BRAVO CHARLIE ii) DELTA ECHO FOXTROT b) VICTOR BRAVO CHARLIE c) N78 d) SPEEDBIRD CHARLIE DELTA e) The airline designator and flight type of callsign SHALL NOT be abbreviated. f) Squadron or group designator type of callsign SHALL NOT be abbreviated. g) APACHE CHARLIE MIKE WHISKEY. h) FORMATION (abbreviated callsign) v1.2 - Copyright IVAO South Africa by Martin Smit Page 5 of 30

CHAPTER 3 - COMMUNICATION WITH AIRCRAFT CALLSIGN CONFUSION 3.1 Controllers should be aware that the similarity of some aircraft call signs can cause confusion which could lead to incidents. In many cases strict R/T discipline can alleviate the problem. Call signs which contain three or more common digits are particularly liable to be confused. When there is a likelihood that call signs will be confused, the pilots of the aircraft concerned should be warned, especially when the flight number are identical, e.g. SAA515 and SFR515. 3.2 Callsign abbreviation must not be used when two aircraft on the same frequency have similar registrations e.g. ZS-SSB and VP-SSB. In this situation both aircraft are to be instructed to use full callsign. 3.3 The omission of the company designator when it is an integral part of a callsign can lead to confusion with other numerical and literal information, e.g. levels, headings, reporting point designations, etc. It may also negate the alerting effect on the pilot of hearing his own company designator. Therefore, company designators must always be used when they are part of a callsign. ESTABLISHMENT OF CONTACT 3.4 The initial call made to establish RTF contact should take the following form:- a) The full RTF callsign of the station being called; b) The full RTF callsign of the station calling, e.g. Springbok 302 Cape Town Tower. 3.5 The phrase continue as cleared should not be used when replying to an initial call made by an aircraft which has been transferred from another frequency. READABILITY OF TRANSMISSION 3.6 When the checks are made the following readability scale is to be used to indicate the quality of the transmission. Quality Scale UNREADABLE 1 READABLE NOW AND THEN 2 READABLE BUT WITH DIFFICULTY 3 READABLE 4 PERFECTLY READABLE 5 ACKNOWLEDGE AND READ BACK OF MESSAGES 3.7 As a general principle, all messages should be acknowledged by the use of the aircraft callsign. 3.9 Executive instructions will be acknowledged by an abbreviated read back of the instructions, e.g.:- a) ZS-BCD aircraft landing runway 03, hold position. Reply BCD holding 3.10 A full read back will be made to messages containing any of the following:- a) Level Instructions. b) Heading Instructions. c) Speed Instructions. d) Airways or route clearances. e) Runway-in-use. f) Clearance to enter, land on, take-off on, backtrack or cross an active runway. g) SSR operating instructions. h) Altimeter settings. i) VDF information. j) Frequency changes. v1.2 - Copyright IVAO South Africa by Martin Smit Page 6 of 30

k) The controller shall listen to the read-back to ascertain that the clearance or instruction has been correctly acknowledged by the flight crew, and shall take immediate action to correct any discrepancies revealed by the read-back. TRANSFER OF COMMUNICATIONS 3.11 To transfer communication with an aircraft to another unit, controllers shall pass instructions giving:- a) The identity of the unit to be contacted; b) The frequency to be used for contact. 3.13 When the frequency of an aeronautical mobile service station is an intermediate 25 khz the full figure will comprise 6 digits. However, controllers transferring aircraft to these frequencies are to use only the first 4 digits, e.g.:- FREQUENCY SPOKEN 124,700 124,7 119,775 119,775 E.g. 124,700 WUN TOO FOWER DAY-SEE-MAL SEVEN 119,775 WUN WUN NINER DAY-SEE-MAL SEVEN SEVEN FIFE 3.14 If no further communication is received after acknowledgement, satisfactory transfer of communication may be assumed. LOSS OF COMMUNICATION 3.18 Refer to Section 2 Radio Failure. EMERGENCY COMMUNICATION 3.19 Distress and urgency traffic shall comprise all radio-telephone messages relative to the distress and urgency conditions respectively. Distress and urgency conditions are defined as:- a) Distress: a condition of being threatened by serious and/or imminent danger and of requiring immediate assistance. b) Urgency: a condition concerning the safety of an aircraft other vehicle, or of some person on board or within sight, but which does not require immediate assistance. 3.20 The radiotelephony distress signal MAYDAY and the radiotelephony urgency signal PAN shall be used at the commencement of the first distress and urgency communication respectively. If time permits the signal MAYDAY or PAN should be repeated 3 times in the initial call. 3.21 In distress and urgency traffic the radiotelephony distress and urgency signals should be used at the commencement of any subsequent communications so as to indicate to any station which may have just joined the frequency that there is distress or urgency traffic in progress with which they must not interfere. 3.22 Distress and urgency traffic will normally be maintained on the frequency on which such traffic was initiated until it is considered that better assistance can be provided by transferring that traffic to another frequency. 3.23 In case of distress and urgency communications, in general, the transmissions by radiotelephone should be made slowly and distinctly, each word being clearly pronounced to facilitate transcription. DISTRESS COMMUNICATIONS 3.24 The distress call and message should preferably be sent on the air-ground frequency in use at the time. 3.25 The distress call and message shall be preceded by the distress signal Mayday, preferably spoken three times if time permits. 3.26 The distress call may be addressed to a specific aeronautical ground station, normally that station communicating with the aircraft or in whose area of responsibility the aircraft was operating; or it may be broadcast without being addressed to any station. v1.2 - Copyright IVAO South Africa by Martin Smit Page 7 of 30

3.27 Whenever possible the distress message should be transmitted in the same transmission as the distress call. 3.28 The foregoing provisions are not intended to prevent:- a) The distress message of an aircraft being made on another aeronautical mobile frequency, if considered necessary or desirable; b) The distress message of an aircraft being broadcast, if time and circumstances make this course preferable; c) The aircraft transmitting on the maritime mobile service radiotelephone calling frequencies; d) The aircraft using any means at its disposal to attract attention and make known its condition; e) Any station taking any means at its disposal to assist an aircraft in distress. Note: The station addressed will normally be that station communicating with the aircraft or in whose area of responsibility the aircraft is operating. ACTION BY GROUND STATION ADDRESSED 3.29 The station addressed by an aircraft in distress or first station to acknowledge the distress message shall:- a) Immediately acknowledge the distress message; b) Take control of the communications, or specifically and clearly transfer that responsibility, advising the aircraft if a transfer is made; c) Take immediate action to ensure that all necessary information is made available, as soon as possible to the appropriate ATSU. d) Warn other stations, as appropriate, in order to prevent the transfer of traffic to the frequency of the distress communication. IMPOSITION OF SILENCE 3.30 The station in distress, or the station in control of distress traffic, shall be permitted to impose silence, either on all stations of the mobile service in the area or on any station which interferes with the distress traffic. It shall address these instructions to all stations, or to one station only, according to circumstances. 3.31 When a ground station imposes silence on a frequency it may transfer aircraft, other than the aircraft in distress, to another frequency in which case the frequency must be stipulated. ACTIONS BY OTHER STATIONS 3.32 The distress communications have absolute priority over all other communications and a station aware of them shall not transmit on the frequency concerned, unless:- a) The distress is cancelled or the distress traffic is terminated; b) All distress traffic has been transferred to other frequencies; c) The station controlling communications gives permission: d) It has itself to render assistance. 3.33 Any station which has knowledge of distress traffic and which cannot itself assist the station in distress shall nevertheless continue listening to such traffic until it is evident that assistance is being provided. URGENCY COMMUNICATIONS 3.34 The urgency call and message should preferably be sent on the air-ground frequency in use at the time. 3.35 The urgency call and message should be preceded by the urgency signal Pan, preferably spoken three times. 3.36 The urgency call should normally be addressed to a specific station. 3.37 Whenever possible the urgency message should be transmitted in the same transmission as the urgency call. v1.2 - Copyright IVAO South Africa by Martin Smit Page 8 of 30

ACTION BY GROUND STATION ADDRESSED 3.38 The station addressed by an aircraft reporting an urgency condition, or first station acknowledging the urgency message, shall:- a) Acknowledge the urgency message; b) Take immediate action to ensure that all necessary information is made available, as soon as possible to:- i) The appropriate air traffic services unit; ii) The aircraft operating agency concerned. Note: The requirement to inform the aircraft operating agency does not have priority over any other action which involves the safety of the aircraft or any other aircraft in the area or which might affect the progress of expected flights in the area. c) If necessary, exercise control of communications. PRIORITY OF URGENCY COMMUNICATIONS 3.39 The urgency communications have priority over all other communications, except distress, and all stations shall take care not to interfere with the transmission of urgency traffic. v1.2 - Copyright IVAO South Africa by Martin Smit Page 9 of 30

CHAPTER 4 PHRASEOLOGY RED (CAPITALS) ATC Phraseology BLUE (CAPITALS) PILOT Phraseology (xxxx) (All in bold and same colour) To be replaced by appropriate value/words [xxxx] Optional text XXXX (or YYYY) Use either text XXXX or YYYY Change of call sign a) CHANGE YOUR CALL SIGN TO (new callsign) [UNTIL FURTHER ADVISED] b) REVERT TO FLIGHT PLAN CALL SIGN (call sign) [AT (significant point)] Clearance delay Meteorological information EXPECT CLEARANCE (or type of clearance) AT (time). a) [SURFACE] WIND (number) DEGREES (speed) (units) KNOTS; b) WIND AT (level) (number) DEGREES (number) KNOTS Note: Wind is always expressed by giving the mean direction and speed and any significant variations thereof. c) VISIBILITY (distance) (units) [direction] d) PRESENT WEATHER (details); e) CLOUD (amount, [(type)] and height of base) (units) (or SKY CLEAR); Note: CAVOK pronounced CAV-O-KAY. f) CAVOK; g) TEMPERATURE [MINUS] (number) (and/or DEW- POINT [MINUS] (number)); h) QNH (or QFE) (number) [(units)]; i) (aircraft type) REPORTED (description) ICING (or TURBULENCE) [IN CLOUD] (area) (time); j) REPORT FLIGHT CONDITIONS. Time check and/or aerodrome data for departure a) REQUEST TIME CHECK; b) TIME (time); c) REQUEST DEPARTURE INFORMATION; d) RUNWAY (number), WIND (direction and speed); (units) QNH (or QFE) (number) [(units)] TEMPERATURE [MINUS] (number), [VISIBILITY (distance) (units) (or RUNWAY VISUAL RANGE (or RVR)) (distance) (units)] [TIME (time)] v1.2 - Copyright IVAO South Africa by Martin Smit Page 10 of 30

Traffic information To pass traffic information a) TRAFFIC (information); b) TRAFFIC (number) O'CLOCK (distance) (direction of flight) [any other pertinent information]: i) UNKNOWN; ii) SLOW MOVING; iii) FAST MOVING; iv) CLOSING; v) OPPOSITE (or SAME) DIRECTION; vi) OVERTAKING; vii) CROSSING LEFT TO RIGHT (or RIGHT TO LEFT); viii) (aircraft type); ix) (level); x) CLIMBING (or DESCENDING); c) [ADDITIONAL] TRAFFIC (direction) BOUND (type of aircraft) (level) ESTIMATED (or OVER) (significant point) AT (time); d) NO REPORTED TRAFFIC; To acknowledge traffic information e) LOOKING OUT; f) TRAFFIC IN SIGHT; g) NEGATIVE CONTACT [reasons]. Avoiding action To request avoiding action a) REQUEST VECTORS; b) DO YOU WANT VECTORS?; c) CLEAR OF TRAFFIC [appropriate instructions]; For avoiding action d) TURN LEFT (or RIGHT) IMMEDIATELY HEADING (three digits) TO AVOID [UNIDENTIFIED] TRAFFIC AT (bearing by clock-reference and distance). e) TURN LEFT (or RIGHT) (number of degrees) DEGREES IMMEDIATELY TO AVOID [UNIDENTIFIED] TRAFFIC AT (bearing by clock-reference and distance). v1.2 - Copyright IVAO South Africa by Martin Smit Page 11 of 30

Position reporting Note: These reports are mostly use in a NON- RADAR environment. a) NEXT REPORT AT (significant point); b) REPORT PASSING (significant point); c) REPORT (distance) FROM (name of DME station); d) REPORT PASSING (three digits) RADIAL (name of VOR) VOR; e) REPORT DISTANCE FROM (significant point); f) REPORT DISTANCE FROM (name of DME station) DME. Communications and loss of communications a) [IF] RADIO CONTACT IS LOST (instructions); b) IF NO TRANSMISSIONS RECEIVED FOR (number) MINUTES (or SECONDS) (instructions); c) REPLY NOT RECEIVED (instructions); d) IF YOU READ [manoeuvre instructions or SQUAWK (code) or IDENT)]; If loss of communications suspected e) (manoeuvre or SQUAWK) OBSERVED. POSITION (position of aircraft) WILL CONTINUE RADAR CONTROL. v1.2 - Copyright IVAO South Africa by Martin Smit Page 12 of 30

Co-ordination between ATSUs Approaches Departures Changes to levels Changes to routing Speeds Change of clearance a) (aircraft call sign), REQUESTING A VISUAL APPROACH (or AN ILS APPROACH or AN AUTOLAND); b) (aircraft call sign), REQUESTING A NON- STANDARD DEPARTURE; c) (aircraft call sign), REQUESTING CLIMB (or DESCEND) TO (level) d) (aircraft call sign), AVOIDING WEATHER TO THE LEFT (or RIGHT), REQUESTING FURTHER ROUTING; e) (aircraft call sign), UNABLE TO ROUTE TO (significant point or navigation aid), REQUEST ALTERNATE ROUTING; e) (aircraft call sign), [MAINTAINING] SPEED IN THE DESCEND/CLIMB (number) INDICATED [OR MORE/LESS)] [FOLLOWED BY STAR (or TMA) SPEEDS]; f) MAY WE CHANGE CLEARANCE OF (aircraft call sign) TO (details of alteration proposed); g) AGREED TO (alteration of clearance) OF (aircraft call sign); h) UNABLE (desired route, level, etc.) FOR (aircraft call sign)] [DUE (reason)] (alternative clearance proposed). v1.2 - Copyright IVAO South Africa by Martin Smit Page 13 of 30

Transponder Operation To instruct setting of transponder a) FOR DEPARTURE SQUAWK (code); b) SQUAWK (code). To request the pilot to reselect the assigned mode and code To request reselection of aircraft identification To request the pilot to confirm the Code selected on the aircraft's transponder To request the pilot to confirm the Code selected on the aircraft's transponder a) RESET SQUAWK [(mode)] (code); b) RESETTING (mode) (code). RESET MODE C IDENTIFICATION. a) CONFIRM SQUAWK (code); b) SQUAWKING (code); a) SQUAWK [(code)] [AND] IDENT; b) SQUAWK LOW; c) SQUAWK NORMAL. To request temporary suspension of transponder operation To request emergency code To request transmission of pressure altitude To request pressure setting check and confirmation of level To request termination of pressure altitude transmission because of faulty operation To request level check Transfer of control and/or frequency change SQUAWK STANDBY. SQUAWK MAYDAY [CODE SEVEN-SEVEN-ZERO- ZERO]. SQUAWK CHARLIE. CHECK ALTIMETER SETTING AND CONFIRM (level). STOP SQUAWK CHARLIE WRONG INDICATION. CONFIRM (level). a) CONTACT (unit call sign) (frequency) [NOW]; b) AT (or OVER) (time or place) [or WHEN] [PASSING/LEAVING/REACHING] (level)] CONTACT (unit call sign) (frequency); c) IF NO CONTACT (instructions); Note: An aircraft may be requested to "STAND BY" on a frequency when it is intended that the ATS unit will initiate communications soon and to "MONITOR" a frequency when information is being broadcast thereon. d) STAND BY (frequency) FOR (unit call sign); e) REQUEST CHANGE TO (frequency); f) FREQUENCY CHANGE APPROVED; g) MONITOR (unit call sign) (frequency); h) MONITORING (frequency); i) WHEN READY CONTACT (unit call sign) (frequency); j) REMAIN THIS FREQUENCY. v1.2 - Copyright IVAO South Africa by Martin Smit Page 14 of 30

Aerodrome Procedures Starting a) [aircraft location] REQUEST START UP; b) [aircraft location] REQUEST START UP, INFORMATION (ATIS identification); c) START UP APPROVED; d) START UP AT (time); e) EXPECTED START UP AT (time); f) START UP AT OWN DISCRETION; g) EXPECT DEPARTURE (time) START UP AT OWN DISCRETION. Push-back Note: When local procedures so prescribe authorisation for pushback should be obtained from the control tower a) [aircraft location] REQUEST PUSHBACK; b) PUSHBACK APPROVED; c) STAND BY; d) PUSHBACK AT OWN DISCRETION; e) EXPECT (number) MINUTES DELAY DUE (reason); Taxi a) [aircraft type] [wake turbulence category if "heavy"] [aircraft location] REQUEST TAXI [intentions]; b) [aircraft type] [wake turbulence category if "heavy"] [aircraft location] (flight rules) TO (aerodrome of destination) REQUEST TAXI [intentions]; c) TAXI TO HOLDING POSITION [number] [RUNWAY (number)] [TIME (time)]; d) [aircraft type] [wake turbulence category if "heavy'] REQUEST DETAILED TAXI INSTRUCTIONS; e) TAXI TO HOLDING POSITION [(number)] [RUNWAY (number) VIA (specific route to be followed) [TIME (time)] [HOLD SHORT OF RUNWAY (number)]; f) TAXI TO HOLDING POSITION [(number)] (followed by aerodrome information as applicable) [TIME (time)]; g) TAKE (or TURN) FIRST (or SECOND) left (or RIGHT); h) TAXI VIA (identification of taxiway); i) TAXI VIA RUNWAY (number); j) TAXI TO TERMINAL (or other location, e.g. GENERAL AVIATION AREA) [STAND (number)]; v1.2 - Copyright IVAO South Africa by Martin Smit Page 15 of 30

Aerodrome Procedures (continuous) Taxi (continuous) For helicopter operations k) REQUEST AIR-TAXIING FROM (or VIA) TO (location or routing as appropriate); l) AIR-TAXI TO (or VIA) (location or routing as appropriate) [CAUTION (dust, blowing snow, loose debris, taxiing light aircraft, personnel, etc.)] m) AIR TAXI VIA (direct, as requested, or specified route) TO (location, heliport, operating or movement area, active or inactive runway). AVOID (aircraft or vehicles or personnel); After landing n) REQUEST BACKTRACK; o) BACKTRACK APPROVED; p) BACKTRACK RUNWAY (number); q) [(aircraft location)] REQUEST TAXI TO (destination on aerodrome); r) TAXI STRAIGHT AHEAD; s) TAXI WITH CAUTION; t) GIVE WAY TO (description and position of other aircraft); u) GIVING WAY TO (traffic); v) TRAFFIC (or type of aircraft) IN SIGHT; w) TAXI INTO HOLDING BAY; x) FOLLOW (description of other aircraft or vehicle); y) VACATE RUNWAY z) RUNWAY VACATED; aa) EXPEDITE TAXI [(reason)]; bb) EXPEDITING; cc) [CAUTION] TAXI SLOWER [reason]; dd) SLOWING DOWN. v1.2 - Copyright IVAO South Africa by Martin Smit Page 16 of 30

Aerodrome Procedures (continuous) Holding a) HOLD (direction) OF (position, runway number, etc); b) HOLD POSITION; c) HOLD (distance) FROM (position); d) HOLD SHORT OF (position); e) HOLDING; f) HOLDING SHORT. Requires specific acknowledgement from the pilot. Note: The procedure words ROGER and WILCO is insufficient acknowledgement of the instructions HOLD, HOLD POSITION and HOLD SHORT OF (position). In each case the acknowledgment shall be by the phraseology HOLDING or HOLDING SHORT, as appropriate. To cross a runway Note: If the control tower is unable to see the crossing aircraft (e.g. night, low visibility, etc), the instruction should always be accompanied by a request to report when the aircraft has vacated and is clear of the runway. Note: The pilot will, when requested, report "RUNWAY VACATED" when the aircraft is well clear of the runway. Preparation for take-off a) REQUEST CROSS RUNWAY (number); b) CROSS RUNWAY (number) [REPORT VACATED]; c) EXPEDITE CROSSING RUNWAY (number) TRAFFIC (aircraft type) (distance) MILES FINAL; d) TAXI TO HOLDING POSITION [number] [RUNWAY (number) VIA (specific route to be followed), [HOLD SHORT OF RUNWAY (number) or [CROSS RUNWAY (number) e) RUNWAY VACATED. a) UNABLE TO ISSUE (designator) DEPARTURE (reasons); b) REPORT WHEN READY [FOR DEPARTURE]; c) ARE YOU READY [FOR DEPARTURE]?; d) ARE YOU READY FOR IMMEDIATE DEPARTURE?; e) READY; If unable to issue take-off clearance f) WAIT [reason]; v1.2 - Copyright IVAO South Africa by Martin Smit Page 17 of 30

Aerodrome Procedures (continuous) Preparation for take-off (continuous) Clearance to enter runway and await take-off clearance g) LINE UP [AND WAIT]; h) # LINE UP RUNWAY (number); i) LINE UP. BE READY FOR IMMEDIATE DEPARTURE; Conditional clearances Acknowledgement of a conditional clearance Confirmation or otherwise of the readback of conditional clearance j) Π (condition) LINE UP; k) (condition) LINING UP; l) [THAT IS] CORRECT (or I SAY AGAIN (as appropriate)). # where there is the possibility of confusion during multiple runway operations Π Provisions concerning the use of conditional clearances are contained in 2.4 Take-off clearance When more than one runway is in use. When take-off clearance has not been complied with a) CLEARED FOR TAKE-OFF [REPORT AIRBORNE]; b) RUNWAY (number) CLEARED FOR TAKE-OFF; c) TAKE- OFF IMMEDIATELY OR VACATE RUNWAY [(instructions)]; d) TAKE OFF IMMEDIATELY OR HOLD SHORT OF RUNWAY; To cancel a take-off clearance e) HOLD POSITION, CANCEL TAKE-OFF I SAY AGAIN CANCEL TAKE-OFF (reasons); f) HOLDING; To stop a take-off after an aircraft has commenced take-off roll. g) STOP IMMEDIATELY [(repeat aircraft call sign) STOP IMMEDIATELY]; h) STOPPING; For helicopter operations i) CLEARED FOR TAKE-OFF [FROM (location)] (PRESENT POSITION, TAXIWAY, FINAL APPROACH and TAKE-OFF AREA, RUNWAY (number)); j) REQUEST DEPARTURE INSTRUCTIONS; k) AFTER DEPARTURE TURN RIGHT (or LEFT or CLIMB) (instructions as appropriate). Note: HOLDING and STOPPING are the procedural responses to (e) and (g) respectively. v1.2 - Copyright IVAO South Africa by Martin Smit Page 18 of 30

Aerodrome Procedures (continuous) Turn or climb instructions after take-off a) REQUEST RIGHT (or LEFT) TURN; b) RIGHT (or LEFT) TURN APPROVED; c) WILL ADVISE LATER FOR RIGHT (or LEFT) TURN; d) REPORT AIRBORNE; To request airborne time e) AIRBORNE (time); f) AFTER PASSING (level) (instructions); Heading to be followed Specific track is to be followed g) CONTINUE RUNWAY HEADING (instructions); h) TRACK EXTENDED CENTRE LINE (instructions); i) CLIMB STRAIGHT AHEAD (instructions). Entering an aerodrome traffic circuit a) [aircraft type] (position) (level) FOR LANDING; b) JOIN (position in circuit) (direction of circuit) (runway number) [SURFACE] WIND (direction and speed) (units) [TEMPERATURE [MINUS] (number) QNH (or QFE) (number) [(units)] [TRAFFIC (detail)]; c) MAKE STRAIGHT- STRAIGHT-IN APPROACH, RUNWAY (number) [SURFACE] WIND (direction and speed) (units) [TEMPERATURE [MINUS] (number) QNH (or QFE) (number) [(units)] [TRAFFIC (detail)]; When ATIS information is available e) (aircraft type) (position) (level) INFORMATION (ATIS identification) FOR LANDING; f) JOIN (position in circuit) [RUNWAY (number)] QNH (or QFE) (number) [(units)] [TRAFFIC (detail)]. In the circuit a) (position in circuit, e.g. DOWNWIND/FINAL); b) NUMBER FOLLOW (aircraft type and position [additional instructions if required]. Approach instructions Note: The report "LONG FINAL" is made when an aircraft turns final approach at a distance greater than 7km (4NM) from touchdown or when an aircraft on a straight-in approach is 15km (8NM) from touchdown. In both cases a report "FINAL is required at 7km (4NM) from touchdown. a) MAKE SHORT APPROACH; b) MAKE LONG APPROACH (or EXTEND DOWNWIND); c) REPORT BASE (or FINAL, or LONG FINAL); d) CONTINUE APPROACH [PREPARE FOR POSSIBLE GO AROUND]. v1.2 - Copyright IVAO South Africa by Martin Smit Page 19 of 30

Aerodrome Procedures (continuous) Landing Multiple runway operations Special operations a) CLEARED TO LAND; b) RUNWAY (number) CLEARED TO LAND; c) CLEARED TOUCH AND GO; d) MAKE FULL STOP; To make an approach along, or parallel to a runway, descending to an agreed minimum level e) REQUEST LOW APPROACH (reasons); f) CLEARED LOW APPROACH [RUNWAY (number)] [(altitude restriction if required) (go around instructions)]; g) REQUEST LOW PASS (reasons); h) CLEARED LOW PASS [as in f)]; i) REQUEST STRAIGHT-IN (or CIRCLING APPROACH, LEFT (or RIGHT) TURN TO (location)); j) MAKE STRAIGHT-IN (or CIRCLING APPROACH, LEFT (or RIGHT) TURN TO (location, runway, taxiway, final approach and take-off area))[arrival (or ARRIVAL ROUTE) (number, name or code)] [HOLD SHORT OF (ACTIVE RUNWAY, EXTENED RUNWAY CENTRE LINE, OTHER)] [REMAIN (direction or distance) FROM (RUNWAY, RUNWAY CENTRE LINE, OTHER HELICOPTER or AIRCRAFT)] [CAUTION (POWER LINES, UNLIGHTED OBSTRUCTIONS, WAKE TURBULENCE. etc)] CLEARED TO LAND. Delaying aircraft a) CIRCLE THE AERODROME; b) ORBIT (RIGHT, or LEFT) [FROM PRESENT POSITION]; c) MAKE ANOTHER CIRCUIT. Missed Approach a) GO AROUND; b) GOING AROUND. Information to aircraft When pilot requested visual inspection of landing gear Wake turbulence Jet blast or slipstream on apron or taxiway a) LANDING GEAR APPEARS DOWN (or UP) b) RIGHT (or LEFT, or NOSE) WHEEL APPEARS UP (or DOWN); c) CAUTION WAKE TURBULENCE [FROM ARRIVING (or DEPARTING) (type of aircraft)] [additional information as required]; d) CAUTION (JET BLAST or SLIPSTREAM); v1.2 - Copyright IVAO South Africa by Martin Smit Page 20 of 30

Aerodrome Procedures (continuous) a) CONTACT GROUND (frequency); Runway vacating and communications after landing b) WHEN VACATED CONTACT GROUND (frequency); c) EXPEDITE VACATING; d) YOUR STAND (or GATE) (designation); e) TAKE (or TURN) FIRST (or SECOND, or CONVENIENT) LEFT (or RIGHT) AND CONTACT GROUND (frequency); For helicopter operations f) AIR-TAXI TO HELICOPTER STAND (or) HELICOPTER PARKING POSITION (area); g) AIR-TAXI TO (or VIA) (location or routing as appropriate) [CAUTION (DUST, BLOWING SNOW, LOOSE DEBRIS, TAXIING LIGHT AIRCRAFT, PERSONNEL, etc)]; h) AIR TAXI VIA (DIRECT, as requested, or specified route) TO (location, HELIPORT, OPERATING or MOVEMENT AREA, ACTIVE or INACTIVE RUNWAY). AVOID (aircraft or vehicles or personnel). v1.2 - Copyright IVAO South Africa by Martin Smit Page 21 of 30

Approach Procedures Departure instructions a) [AFTER DEPARTURE] TURN RIGHT (or LEFT HEADING (three digits) (or CONTINUE RUNWAY HEADING) (or TRACK EXTENDED CENTRE LINE) TO (level or significant point) [(other instructions as required)]; b) AFTER REACHING (or PASSING) (level or significant point) (instructions); c) TURN RIGHT (or LEFT) HEADING (three digits) TO (level) [TO INTERCEPT (track, route, airway, etc)]; d) (standard departure name and number) DEPARTURE; e) TRACK (three digits) DEGREES [MAGNETIC (or TRUE)] TO (or FROM) (significant point) UNTIL (time, or REACHING (fix or significant point or level)) [BEFORE PROCEEDING ON COURSE]; f) CLEARED VIA (designation). Approach instructions a) CLEARED (or PROCEED) VIA (designation); b) CLEARED TO (clearance limit) VIA (designation); c) CLEARED (or PROCEED) VIA (details of route to be followed); d) CLEARED (type of approach) APPROACH [RUNWAY (number)]; e) CLEARED (type of approach) RUNWAY (number) FOLLOWED BY CIRCLING TO RUNWAY (number); f) CLEARED APPROACH [RUNWAY (number)]; g) COMMENCE APPROACH AT (time); h) REQUEST STRAIGHT-IN [(type of approach)] APPROACH [RUNWAY (number)]; i) CLEARED STRAIGHT-IN [(type of approach)] APPROACH [RUNWAY (number)]; j) REPORT VISUAL; k) REPORT RUNWAY [LIGHTS] IN SIGHT; l) REQUEST VISUAL APPROACH; m) CLEARED VISUAL APPROACH RUNWAY (number) n) REPORT (significant point) [OUTBOUND, or INBOUND]; v1.2 - Copyright IVAO South Africa by Martin Smit Page 22 of 30

Approach Procedures (continuous) Approach instructions (continuous) o) REPORT COMMENCING PROCEDURE TURN; p) REQUEST VMC DESCENT q) MAINTAIN OWN SEPARATION; r) MAINTAIN VMC; s) ARE YOU FAMILIAR WITH (name) APPROACH PROCEDURE; t) REQUEST (type of approach) APPROACH [RUNWAY (number)]; u) REQUEST (RNAV plain language designator); v) CLEARED (RNAV plain language designator); Holding clearances Visual Published holding procedure over a facility or fix a) HOLD VISUAL [OVER] (position), (or BETWEEN (two prominent landmarks)); b) CLEARED (or PROCEED) TO (significant point, name of facility or fix) [MAINTAIN (or CLIMB or DESCEND TO) (level)] HOLD [(direction)] AS PUBLISHED EXPECT APPROACH CLEARANCE (or FURTHER CLEARANCE) AT (time); c) REQUEST HOLDING INSTRUCTIONS; When a detailed holding clearance is required. d) CLEARED (or PROCEED) TO (significant point, name of facility or fix) [MAINTAIN (or CLIMB or DESCEND TO) (level)] HOLD [(direction)] [(specified) RADIAL, COURSE, INBOUND TRACK (three digits) DEGREES] [RIGHT (or LEFT) HAND PATTERN] [OUTBOUND TIME (number) MINUTES] EXPECT APPROACH CLEARANCE (or FURTHER CLEARANCE) AT (time) (additional instructions, if necessary); e) CLEARED TO THE (three digits) RADIAL OF THE (name) VOR AT (distance) DME FIX [MAINTAIN (or CLIMB or DESCEND TO (level)] HOLD [(direction)] [RIGHT (or LEFT) HAND PATTERN] [OUTBOUND TIME (number) MINUTES] EXPECT APPROACH CLEARANCE (or FURTHER CLEARANCE) AT (time) (additional instructions, if necessary); f) CLEARED TO THE (three digits) RADIAL OF THE (name) VOR AT (distance) DME FIX [MAINTAIN (or CLIMB or DESCEND TO) (level)] HOLD BETWEEN (distance) AND (distance) DME [RIGHT (or LEFT) HAND PATTERN] EXPECT APPROACH CLEARANCE (or FURTHER CLERANCE) AT (time) (additional instructions, if necessary). v1.2 - Copyright IVAO South Africa by Martin Smit Page 23 of 30

Area Procedures Issuance of a clearance a) (name of unit) CLEARS (aircraft call sign); b) (aircraft call sign) CLEARED TO; c) RECLEARED (amended clearance details) [REST OF CLEARANCE UNCHANGED]; d) RECLEARED (amended route portion) TO (significant point of original route) [REST OF CLEARANCE UNCHANGED] e) ENTER CONTROLLED AIRSPACE (or CONTROL ZONE) [VIA (significant point or route)] AT (level) [AT (time)]; f) LEAVE CONTROLLED AIRSPACE (or CONTROL ZONE) [VIA (significant point or route) ] AT (level) (or CLIMBING, or DESCENDING); g) JOIN (specify) AT (significant point) AT (level) [AT (time))]. Indication of route and clearance limit a) FROM (location) TO (location); b) TO (location), Followed as necessary by: i) DIRECT; ii) VIA (route and/or significant points) iii) VIA FLIGHT PLANNED ROUTE; iv) VIA (distance) DME ARC (direction) OF (name of DME station); c) (route) NOT AVAILABLE DUE (reason) ALTERNATIVE [S] IS/ARE (routes) ADVISE. Maintenance of specified levels a) MAINTAIN (level) [TO (significant point)]; b) MAINTAIN (level) UNTIL PASSING (significant point); c) MAINTAIN (level) UNTIL (time); d) MAINTAIN (level) UNTIL ADVISED BY (name of unit); e) MAINTAIN (level) (WHILE IN CONTROLLED AIRSPACE or UNTIL FURTHER ADVISED); f) MAINTAIN BLOCK (level) TO (level). Note: the term "MAINTAIN" is not to be used in lieu of "DESCEND" or "CLIMB" when instructing an aircraft to change level. v1.2 - Copyright IVAO South Africa by Martin Smit Page 24 of 30

Area Procedures (continuous) Specification of cruising levels a) CROSS (significant point) AT (or ABOVE, or BELOW) (level); b) CROSS (significant point) AT (time) OR LATER (or BEFORE) AT (level); c) CRUISE CLIMB BETWEEN (levels) (or ABOVE (level)); d) CROSS (distance) DME [(direction)] OF (name of DME station) AT (or ABOVE or BELOW) (level). Emergency descent a) EMERGENCY DESCENT (intentions); b) ATTENTION ALL AIRCRAFT IN THE VICINITY OF [or AT] (significant point or location) EMERGENCY DESCENT IN PROGRESS FROM (level) (followed as necessary by specific instructions, clearances, traffic information, etc)) Separation instructions a) CROSS (significant point) AT (time) [OR LATER (or OR BEFORE)]; b) ADVISE IF ABLE TO CROSS (significant point) AT (time or level); c) MAINTAIN MACH (number) [OR GREATER (or OR LESS) [UNTIL (significant point)]; d) DO NOT EXCEED MACH (number). Instructions associated with flying a track (offset), parallel to the cleared route. a) ADVISE IF ABLE TO PROCEED PARALLEL OFFSET; b) PROCEED OFFSET (distance) RIGHT/LEFT OF (route) (track) [CENTRE LINE] [AT (significant point or time)] [UNTIL (significant point or time)]; c) CANCEL OFFSET (instructions to rejoin cleared flight route or other information). v1.2 - Copyright IVAO South Africa by Martin Smit Page 25 of 30

RADAR Procedures Identification of aircraft a) REPORT HEADING [AND FLIGHT LEVEL (or ALTITUDE)]; b) FOR IDENTIFICATION TURN LEFT (or RIGHT) HEADING (three digits); c) TRANSMIT FOR IDENTIFICATION AND REPORT HEADING; d) RADAR CONTACT [position]; e) IDENTIFIED [position]; f) NOT IDENTIFIED [reason], [RESUME (or CONTINUE OWN NAVIGATION]. Handover Description of levels (subsequently referred to as "level") Level changes, reports and rates RADAR HANDOVER (aircraft call sign) [SQUAWKING (SSR Code)] POSITION (aircraft position) (level). a) FLIGHT LEVEL (number); or b) (number) FEET. a) CLIMB (or DESCEND); Followed as necessary by: i) TO (level); Instruction that a climb (or descent) to a level within the vertical range defined is to commence ii) TO AND MAINTAIN BLOCK (level) TO (level); iii) TO REACH (level) AT (or BY) (time or significant point); iv) REPORT LEAVING (or REACHING or PASSING (level)); v) AT (number) FEET PER MINUTE [OR GREATER (or LESS)]; For SST aircraft only vi) REPORT STARTING ACCELERATION (or DECELERATION). b) MAINTAIN AT LEAST (number) FEET ABOVE (or BELOW) (aircraft callsign). c) REQUEST LEVEL (or FLIGHT LEVEL or ALTITUDE) CHANGE FROM (name of unit) [AT (time or significant point)]; d) STOP CLIMB (or DESCENT) AT (level); e) CONTINUE CLIMB (or DESCENT) TO (level); v1.2 - Copyright IVAO South Africa by Martin Smit Page 26 of 30

RADAR Procedures (continuous) Level changes, reports and rates (continuous) f) EXPEDIATE CLIMB (or DESCENT) [UNTIL PASSING (level)]; g) WHEN READY CLIMB (or DESCEND) TO (level); h) EXPECT CLIMB (or DESCENT) AT (time or significant point); i) REQUEST DESCENT AT (time); * j) IMMEDIATELY; To require action at a specific time or place. k) AFTER PASSING (significant point); l) AT (time or significant point); To require action when convenient To require an aircraft to climb or descend maintaining own separation and VMC When there is doubt that an aircraft can comply with a clearance or instruction When a pilot is unable to comply with a clearance or instruction. After modifying vertical speed to comply with an ACAS resolution advisory (Pilot & controller interchange) After ACAS "Clear of Conflict" is annunciated (Pilot & controller interchange) After the response to an ACAS resolution advisory is completed (Pilot & controller interchange) After returning to clearance after responding to an ACAS resolution advisory (Pilot & controller interchange) When unable to comply with a clearance because of an ACAS resolution advisory (Pilot & controller interchange) m) WHEN READY (instruction); n) MAINTAIN OWN SEPARATION AND VMC [FROM (level) [TO (level)]; o) MAINTAIN OWN SEPARATION AND VMC ABOVE (or BELOW or TO) (level); p) If unable (alternative instructions) AND ADVISE; q) UNABLE; r) TCAS CLIMB (or DESCENT); s) (acknowledgement); t) RETURNING TO (assigned clearance); u) (acknowledgement) (or alternative instructions); v) TCAS CLIMB (or DESCENT) RETURNING TO (assigned clearance); w) (acknowledgement) (or alternative instructions); x) TCAS CLIMB (or DESCENT) - COMPLETED (assigned clearance) RESUMED; y) (acknowledgement) (or alternative instructions) z) UNABLE, TCAS RESOLUTION ADVISORY; aa) (acknowledgement). v1.2 - Copyright IVAO South Africa by Martin Smit Page 27 of 30

RADAR Procedures (continuous) Expected Approach Time a) NO DELAY EXPECTED; b) EXPECTED APPROACH TIME (time); c) REVISED EXPECTED APPROACH TIME (time); d) DELAY NOT DETERMINED (reasons). Vectoring instructions a) LEAVE (significant point) HEADING (three digits); b) CONTINUE HEADING (three digits); c) CONTINUE PRESENT HEADING; d) FLY HEADING (three digits); e) TURN LEFT (or RIGHT) HEADING (three digits) [reason]; f) TURN LEFT (or RIGHT) (number of degrees) DEGRESS [reason]; g) STOP TURN HEADING (three digits); h) FLY HEADING (three digits), WHEN ABLE PROCEED DIRECT (name) (significant point); i) HEADING IS GOOD. When it is necessary to specify a reason for RADAR vectoring or for the above manoeuvres, the following phraseologies should be used Vectoring for approach i) DUE TRAFFIC; ii) FOR SPACING; iii) FOR DELAY; iv) FOR DOWNWIND (or BASE, or FINAL). a) VECTORING FOR (type of pilot-interpreted aid) APPROACH RUNWAY (number); b) VECTORING FOR VISUAL APPROACH RUNWAY (number) REPORT FIELD (or RUNWAY) IN SIGHT; c) VECTORING FOR (positioning in the circuit); d) VECTORING FOR SURVEILLANCE RADAR APPROACH RUNWAY (number); e) VECTORING FOR PRECISION APPROACH RUNWAY (number); f) (type) APPROACH NOT AVAILABLE DUE (reason) (alternative instructions). v1.2 - Copyright IVAO South Africa by Martin Smit Page 28 of 30

RADAR Procedures (continuous) Vectoring for ILS and other pilot-interpreted aids a) POSITION (number) MILES from (fix) TURN LEFT (or RIGHT) HEADING (three digits); b) YOU WILL INTERCEPT (radio aid or track) (distance) FROM (significant point or TOUCHDOWN); When a pilot wishes to be positioned a specific distance from touchdown c) REQUEST (distance) FINAL; d) CLEARED FOR (type) APPROACH RUNWAY (number); e) REPORT ESTABLISHED [ON ILS (LOCALISER) or (GLIDEPATH)]; f) CLOSING FROM LEFT (or RIGHT) [REPORT ESTABLISHED]; g) TURN LEFT (or RIGHT) HEADING (three digits) [TO INTERCEPT] or [REPORT ESTABLISHED]; h) EXPECT VECTOR ACROSS (localiser course or radio aid) (reason); i) THIS TURN WILL TAKE YOU THROUGH (localiser course or radio aid) [reason]; j) TAKING YOU THROUGH (localiser course or radio aid) [reason]; k) MAINTAIN (altitude) UNTIL GLIDE PATH INTERCEPTION; l) REPORT ESTABLISHED ON GLIDE PATH; m) INTERCEPT (localiser course or radio aid) [REPORT ESTABLISHED]. n) CLEARED FOR ILS APPROACH RUNWAY (number) LEFT (or RIGHT); o) YOU HAVE CROSSED THE LOCALISER. TURN LEFT (or RIGHT) IMMEDIATELY AND RETURN TO THE LOCALISER; p) ILS RUNWAY (number) LEFT (or RIGHT) LOCALISER FREQUENCY IS (frequency); q) TURN LEFT (or RIGHT) (number) DEGREES (or HEADING) (three digits) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPROACH] CLIMB TO (altitude); r) CLIMB TO (altitude) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPROACH] (further instructions). v1.2 - Copyright IVAO South Africa by Martin Smit Page 29 of 30

RADAR Procedures (continuous) Azimuth a) CLOSING [SLOWLY (or QUICKLY)] [FROM THE LEFT (or FROM THE RIGHT)]; b) HEADING IS GOOD; c) ON TRACK; d) SLIGHTLY (or WELL, or GOING) LEFT (or RIGHT) OF TRACK; Termination of Radar vectoring a) RESUME OWN NAVIGATION (position of aircraft) (specific instructions); b) RESUME OWN NAVIGATION [DIRECT] (significant point) [MAGNETIC TRACK (three digits) DISTANCE (number) MILES)]. Termination of Radar service a) RADAR CONTROL TERMINATED [DUE (reason)]; b) RADAR SERVICE TERMINATED (instructions). Manoeuvres a) MAKE A THREE SIXTY TURN LEFT (or RIGHT) [reason]; b) ORBIT LEFT (or RIGHT) [reason]; c) TURN LEFT (or RIGHT) NOW; d) STOP TURN NOW. Speed Control a) REPORT SPEED; b) SPEED (number) KNOTS; c) MAINTAIN (number) KNOTS [OR GREATER (or OR LESS)] [UNTIL (signification point)]; d) DO NOT EXCEED (number) KNOTS; e) MAINTAIN PRESENT SPEED; f) INCREASE (or REDUCE) SPEED TO (number) KNOTS [OR GREATER (or OR LESS)]; g) INCREASE (or REDUCE) SPEED BY (number) KNOTS; h) RESUME NORMAL SPEED; i) REDUCE TO MINIMUM APPROACH SPEED; j) REDUCE TO MINIMUM CLEAN SPEED; k) NO [ATC] SPEED RESTRICTIONS. Position (distance) FROM TOUCHDOWN. v1.2 - Copyright IVAO South Africa by Martin Smit Page 30 of 30