Anchorage ARTCC Phraseology Guide Clearance Delivery Operations Initial Contact: The first time an aircraft calls you, you MUST identify your position, i.e. AWE123 Anchorage Delivery. Clearance Delivery: Clearance on request (AC call sign), Anchorage Ground, Clearance is on request (number in line), Standby. I have your clearance (AC call sign), I have your clearance advise when ready to copy. Amendment (AC call sign), I have an amendment to your flight plan, advise when ready to copy. Invalid Altitude (AC call sign), Your filed cruise altitude is invalid for your direction of flight, can you accept FL or FL. Invalid route: (AC call sign), your filed route is invalid. Can you accept (route)? IFR Clearance w/ SID: (AC call sign) Your cleared to (Airport Name), (Departure Name) (Transition Name) then as filed. Maintain (Initial Altitude), expect (Cruise Altitude) One Zero minutes after departure. Departure frequency (Frequency), squawk (Squawk Code). IFR Clearance w/ vectors: (AC call sign), Your cleared to (Airport Name), radar vectors (First Fix), then as filed. Maintain (Initial altitude) expect (Cruise altitude) one zero minutes after departure. Departure frequency (Frequency), squawk (Squawk Code). VFR Clearance w/ Flight Following: (Call-sign), Maintain VFR at or below four thousand. Departure frequency (Frequency), squawk (Squawk Code). VFR Clearance w/o Flight Following: (Call-sign), Maintain VFR at or below four thousand. Squawk (Squawk code). Read back correct w/o ATIS up (and reported): (Call-sign), Readback correct. Push and Start approved. Contact Ground (frequency) when ready for taxi. Expect runway (Three Two or One Four, ect) for departure. Anchorage altimeter (altimeter readout). Read back correct w/ ATIS up (not reported): (Call-sign), Readback correct. Push and Start approved. Contact Ground (frequency) when ready for taxi. Expect runway (Three Two or One Four, ect.) for departure. Anchorage information (Atis code) current. Read back correct w/ ATIS reported: (Call-sign), Readback correct. Push and Start approved. Contact Ground (frequency) when ready for taxi. Expect runway (Three Two or One Four, ect) for departure.
Ground Operations Identify: Always identify your position to a pilot on the first contact, i.e. AWE123, Anchorage Ground... Taxi to runway w/o hold: (Callsign), Runway (number) taxi via (route as necessary). Taxi to runway w/ hold: (Callsign), Runway (number) taxi via (route as necessary)(hold short instructions as necessary).hold short of (hold point). Hold or Advisory instruction during taxi: (Callsign), Hold short of Taxiway (taxiway name), traffic will be a(n) (aircraft type) moving (direction). Aircraft must receive a runway crossing clearance for each runway that their taxi route crosses. An aircraft must have crossed a previous runway before another runway crossing clearance may be issued. If taxi distance between runway centerlines is less than 1,000 feet, multiple runway crossings may be issued with a single clearance. Crossing runway w/hold instruction: (AC call sign) Cross Runway Seven Right, hold short of Runway Seven Left. Arrivals Taxi Route: (AC call sign), Welcome to Anchorage, taxi to terminal via Welcome to Anchorage, taxi to gate via Tower Hand-off: (AC call sign), contact Anchorage tower on 118.30, have a good flight All planes traveling in the US must abide by the altitude laws. - Any aircraft going north or East must have a Odd altitude like FL230 - Any aircraft going south or west must have a even altitude like FL220 1.1.1. NEODD - Aircraft flying north or east (0 to 179 MAGNETIC course) will be issued odd altitudes up to and including FL410. Above FL410 aircraft will still be given odd altitudes but at intervals of 4000 ft (i.e. FL450, FL490, and FL530). 1.1.2. SWEVEN - Aircraft flying south or west (180 to 360 MAGNETIC course) will be issued even altitudes up to and including FL400. Above FL400 aircraft will be given odd altitudes but at intervals of 4000 ft beginning at FL430 (i.e. FL470, FL510, and FL550). NOTE: What counts for "north/eastbound" or "south/westbound" is the magnetic course when the plane is up at cruise altitude, which means you don't count the departure procedure.
ALL FLIGHT PLANS MUST INDICATE THE CORRECT ALTITUDE FOR DIRECTION OF FLIGHT. Any changes of the altitude must be updated in the flight strip, PRIOR to take off. Assign the following initial altitudes: Aircraft Group Initial Altitude IFR Group A 15,000 MSL IFR Group B / C 10,000 MSL VFR Aircraft 4,000 MSL or below Aircraft Group Definitions a. Group A: Turbojets (Except C500-551 series, C25A, and EA50 aircraft) b. Group B: Turboprops and C500-551 series, C25A, and EA50 aircraft c. Group C: All other aircraft and helicopters GROUND MOVEMENT Ted Stevens International Airport has 4 taxiways to the North and South Terminal area, Mike, Lima, Golf, and Echo. For ease of flow the following procedure will help de-conflict any potential traffic congestion. Mike and Echo (Green area) are the primary entry points into the Terminal area, while Lima and Golf (Red area) are the primary exit points leaving the Terminal area as shown in Table 1-1.
Tower Operations Position and Hold: (AC call sign), Anchorage Tower, Line up and wait runway Takeoff: (AC call sign), Anchorage Tower, wind at, runway, cleared for takeoff (AC call sign), Anchorage Tower, After departure fly heading 200 wind at runway clear for take off Departure Handoff: (AC call sign), contact Anchorage Departure on 118.60, good day UNICOM Handoff : (AC Call sign) Leaving my airspace, Monitor Unicom 122.8, good day Landing : (AC Call Sign) ANC Tower, wind at, runway, cleared to land (AC Call Sign) Exit runway when able Ground Handoff : (AC Call sign) Welcome to Anchorage contact ground on 121.90, good day (2) Assign the following initial altitudes: Aircraft Group Initial Altitude IFR Group A 15,000 MSL IFR Group B / C 10,000 MSL Aircraft Group Definitions Group A: Turbojets (Except C500-551 series, C25A, and EA50 aircraft) Group B: Turboprops and C500-551 series, C25A, and EA50 aircraft Group C: All other aircraft and helicopters
RUNWAY SELECTION CRITERIA Runway selection is allowed under any of the following conditions: 1.1. When the winds (including gusts) exceed the following: a crosswind of 15 knots or a tailwind of 5 knots. 1.2. The runway is not clear and dry (snow, slush, ice or other substances) 1.3. Wind shear has been reported 1.4. Thunderstorms are expected to affect the departure or approach RUNWAY SELECTION (WIND DIRECTION) RW32* tailwind) RW07L/R* RW14 RW25L/R wind all directions (up to 15kts crosswind, and 5knots or less wind all directions (up to 15kts crosswind, and 5knots or less tailwind) wind direction 095 to 185 greater than 15 knots wind direction 205 to 295 greater than 15 knots AIRFIELD OPERATING CONFIGURATIONS Runway use at ANC is determined by a number of factors, including prevailing winds and the preferential runway use plan. The preferential runway use plan is intended to reduce noise impacts on surrounding communities. Under the plan, aircraft take off and land over the water as much as possible in order to minimize over-flying residential areas. Therefore, departing aircraft use Runways 25L, 25R, and 32, while arriving aircraft use Runways 7L, 7R, and 14. These configurations are depicted in table 1-7.
TABLE 1-7 The following describes the typical operating parameter of each configuration. Configuration 1 Arrivals on Runway 7L and 7R and departures on Runway 32. Runway 7L is also used as a secondary departure runway as demand dictates. The 7L departures are typically intersection departures that are conducted by smaller propeller aircraft. Configuration 2 Arrivals on Runway 14 and departures on Runways 25L and 25R. Arrivals are also conducted on Runway 25R as demand dictates in good weather conditions. Configuration 3 Arrivals and departures on 7L and 7R. Configuration 4 Arrivals and departures on Runway 14. Departure from Active Runways: Helicopter Operations Issue the phraseology in the same manner as you would for a fixed-winged aircraft. Departure from Movement Area other then Active Runway: REMAIN (direction) OF (active runways, parking areas, passenger terminals, etc.). Wind @ CLEARED FOR TAKEOFF. Departure from Non-Movement Area: (AC Callsign) you are cleared to depart <Airport> from the non moment area, VFR departure to the <direction>, <Airport> wind, departure will be at your own risk, report airborne Arrival Operations Arrival to Active Runway: Issue the phraseology in the same manner as you would for a fixed-winged aircraft. Arrival to Movement Area other then Active Runway MAKE APPROACH STRAIGHT-IN/CIRCLING LEFT/RIGHT TURN TO (location, runway, taxiway, helipad, Maltese cross) REMAIN (direction/distance; e.g., 700 feet, 1 1/2 miles) FROM (runway, runway centerline, other helicopter/aircraft).
Wind @ CLEARED TO LAND. Arrival to Non-Movement Area PROCEED AS REQUESTED, USE CAUTION (reason and additional instructions, as appropriate) An area not authorized for helicopter use, an unlighted non-movement area at night, or an area off the airport, and traffic is not a factor, LANDING AT (requested location) WILL BE AT YOUR OWN RISK (reason and additional instructions, as necessary). TRAFFIC (as applicable), or TRAFFIC NOT A FACTOR. Aircraft Suffixes NO DME /X- No transponder /T- Transponder with no Mode C /U - Transponder with Mode C DME /D- No transponder /B - Transponder with no Mode C /A - Transponder with Mode C TACAN ONLY /M- No transponder /N - Transponder with no Mode C /P - Transponder with Mode C AREA NAVIGATION (RNAV) /Y - LORAN, VOR/DME, or INS with no transponder /C - LORAN, VOR/DME, or INS, transponder with no Mode C /I - LORAN, VOR/DME, or INS, transponder with Mode C ADVANCED RNAV WITH TRANSPONDER AND MODE C (If an aircraft is unable to operate with a transponder and/or Mode C, it will revert to the appropriate code listed above under Area Navigation.) /E - Flight Management System (FMS) with DME/DME and IRU position updating /F - Flight Management System (FMS) with DME/DME position updating /G - Global Navigation Satellite System (GNSS), including GPS or WAAS, with Enroute and terminal capability. /R - Required Navigational Performance. The aircraft meets the RNP type prescribed for the route segment(s), route(s) and/or area concerned.
Reduced Vertical Separation Minimum (RVSM). Prior to conducting RVSM operations within the U.S., the operator must obtain authorization from the FAA or from the responsible authority, as appropriate. /J-/E with RVSM /K-/F with RVSM /L-/G with RVSM /Q- /R with RVSM /W- RVSM Shift Change Briefing Card Outgoing Controller (ANC_20_CTR) Briefing: report of current conditions and traffic where traffic is in the ARTCC who will need descents/climbs in the near future runways in use / runway closures / NOTAMs weather trends requested approaches from pilots other items needing to be briefed Incoming Controller (ZAN_XX_OBS) Briefing Items: Clarifies anything unsure of Takes time to get a feel for the way a/c are currently operating Once ready to assume Center position, change callsign to ANC_CTR and check frequency/settings. Once everything is verified, prime the frequency. Outgoing Controller (ANC_20_CTR) Handover Actions: Initiate a mass handoff (type.transfer XX XX = the relieving controller s ID listed in the Controllers/Chat window) Incoming Controller (ANC_CTR) Relief Actions: Accepts each a/c handoff individually after verifying that the information is correct Outgoing Controller (ANC_20_CTR) Closeout Briefing: Asks: Any questions? If so, answer those questions If not, reply with XX (operating initials only) Incoming Controller (ANC_CTR) Closeout Briefing:
Ask final questions as needed Then reply with My control, XX (operating initials only) Outgoing controller can now sign off, incoming controller has control of the airspace. This sounds like complex way of doing things, but it really isn't with a bit of practice. What this allows is for the controller coming on to get a full brief from the outgoing controller, and the opportunity to ask questions as needed. It also allows the shift change to happen seamlessly from the pilots point of view, as all that will be seen is two controllers on his/her ATC list for a few minutes. There is no interruption in voice coverage or control services while this is happening...which is critical during events and high traffic periods. It is also much more realistic, and models the way it is done in a typical real world facility. Please practice this method, as this should be used during our upcoming event...as well as anytime you are changing shifts for a position.