Within FAA jurisdiction, all IFR clearances must follow the following standard: C-R-A-F-T
C Clearance Limit (Destination Airport)
R Route (Departure procedure and/or Routing)
A Altitude (Initial climb)
F Frequency (Departure Frequency)
T Transponder (Squawk Code)
RNAV SIDs - Climb Via SID:
Example: KLAX SUMMR2 SID
Cleared to Tokyo Narita International Airport, SUMMR2 departure, MCKEY transition, then as filed. Climb via the sid, expect FL320 10 minutes after departure. Departure frequency 125.2, squawk 7260.
RNAV SIDs - Initial Climb:
Example: KMIA ALTNN# SID
Cleared to Whiteplains Airport, via the ALTNN1 departure, DUCEN transition, (then) as filed. Maintain 5000, expect FL400 10 minutes after departure. Departure frequency 119.45, squawk 3551.
Radar Vectors:
Example: KORD ORD# SID
Cleared to Fort Lauderdale Intl airport, via the O'Hare 7 departure, radar vectors DENNT, then as filed. Maintain 5000, expect FL350 10mins after departure, departure frequency 126.625, Squawk 1234.
Hybrid SIDs (Radar Vectors / RNAV):
Example: KJFK DEEZZ# SID
Cleared to Denver International airport, via the DEEZZ5 departure, TOWIN transition, radar vectors DEEZZ, then as filed. Maintain 5000, expect FL320 10 minutes after departure. Departure frequency 125.2, squawk 7260.
Cleared to Toronto Pearson, Montreal one departure, squawk one-five-two-two.
Cleared to the Halifax airport via the Trudo 1 departure, flight plan route, depart runway 24L, squawk 1002.
Cleared to the London airport via flight plan route, maintain 5 000, depart runway 24L, fly runway heading, squawk 1002.
Readback correct:
Readback correct, pushback and startup at your discretion, advise ready for taxi.
Class B
Cleared out of the Memphis class Bravo airspace, departure to the North. Maintain VFR at or below 2500 until further advised, squawk 0740.
Class C
With Flight Following
Southbound departure approved, maintain VFR at or below 2500 until further advised, squawk 0244.
Without Following
Southbound departure approved, maintain VFR at or below 2500 until further advised.
Class D
With Flight Following
Squawk 0244, runway 23, taxi via C, and E.
Without Flight Following
Runway 23, taxi via C, and E.
Class E & G
Not required to contact ATC. (Non-towered airfields)
Do not issue clearance to VFR aircraft departing.
When a VFR aircraft calls for departure, use phraseology 2.2. Taxi directly. Aircraft may request to proceed via a published VFR exit point, which will be addressed in its takeoff clearance.
Cleared into the Miami class Bravo airspace, expect left traffic runway 8L, pattern altitude 1000, squawk 0704.
Expect left traffic runway 17L, pattern altitude 1000, squawk 0201.
Squawk 1221, runway 23, taxi H, contact tower holding short.
Cleared out of the Los Angeles class Bravo airspace, departure to the south, maintain VFR at or below 500, squawk 0704. Advise ready for departure.
WIP
WIP
WIP
WIP
WIP
Push and start at your discretion, expect runway 9R for departure, advise ready to taxi.
Push and start at your discretion, face east, expect runway 21L for departure, advise ready to taxi.
Push and start at your discretion, use caution, Airbus A330 currently pushing on your left. Expect runway 21L for departure, advise ready to taxi.
Standby for pushback, Airbus A330 currently pushing back into the alleyway.
Pushback and startup onto taxiway Kilo approved, face South, expect runway 25R for departure, advise ready to taxi.
Runway 23, taxi via Delta.
Runway 23, altimeter 2994, taxi via Delta
Initial Taxi Instruction:
Runway 25L, taxi via taxi via Alpha, Foxtrott, hold short runway 25R.
Upon Reaching:
Cross runway 25R at Foxtrott.
Hold short runway 25R at Foxtrott (reason).
Initial Taxi Instruction:
Runway 25L, altimeter 2994, taxi via Alpha, Foxtrott, hold short runway 25R.
Upon Reaching:
Cross runway 25R at Foxtrott.
Hold short runway 25R at F (reason).
Pilots should not report on blocks. Do not make any frequency change to unicom. If a pilot reports on blocks, simply say "roger” 😎.
Callsign, say parking.
Gate 45C, taxi via Lima, Bravo, to the ramp.
Terminal Delta, taxi via H, G, F.
Taxi to Cargo City ramp via T, Y, R.
Taxi to terminal 4 via left on A, right on N.
Runway 35R, Line up and wait runway.
RNAV DOCKR, wind 090 at 11, Runway 8R, cleared for takeoff.
Fly heading 090, wind 090 at 11, Runway 8R, cleared for takeoff.
Runway 18L RVR touchdown 1400, midpoint 600, rollout 1800, fly heading 170, cleared for takeoff.
(Departure instruction), wind 090 at 11, Runway 8L at Zulu, cleared for takeoff.
(departure instructions), caution wake turbulence behind departing Boeing 747, wind 290 at 7, runway 12, cleared for takeoff.
CANCEL TAKEOFF CLEARANCE (reason).
Cancel takeoff clearance, vehicle on runway.
Contact Montréal departures 118.9 airborne, wind 290 at 7 cleared for takeoff runway 24L.
On departure monitor unicom 122.80, wind 290 at 7, cleared for takeoff runway 20.
(Departure instruction), wind 290 at 7, from U, cleared for takeoff runway 20.
Caution wake turbulence behind the departed B777, on departure contact Departure on 133.65, wind 290 at 7, cleared for takeoff runway 12.
CANCEL TAKEOFF CLEARANCE (reason).
Takeoff clearance cancelled, vehicle on the runway.
Departure to the South approved, turn left at the shoreline, wind 270 at 7, runway 25L, cleared for takeoff.
Join left downwind, report midfield with intentions, wind 270 at 7, runway 25L, cleared for takeoff.
Class B & C
radar services terminated. Squawk VFR, frequency change approved.
Class D
you are leaving my airspace to the north, squawk VFR, frequency change approved.
contact Miami Approach 120.5.
Left turn direct Flower Bridge, not above 1500, wind 230 at 5, cleared for takeoff runway 24”
Left-hand circuits, report midfield downwind with your intentions, wind 180 at 13, cleared for takeoff runway 16.
Right turn on departure approved, contact me airborne, wind 350 at 7, cleared for takeoff runway 34.
On departure turn left heading 260, not above 4500, contact me bairborne, wind 350 at 7, cleared for takeoff runway 30.”
Wind calm, takeoff at your discretion from the apron.
Entering uncotnrolled airspace:
Callsign, you are leaving the control zone. Monitor Unicom 122.8 or contact Toronto Centre on 123.45 for flight following.
Entering uncontrolled airspace below Class C:
You are leaving the control zone. Below 3400, monitor Unicom 122.8. For higher, contact Toronto Departure/Terminal on 123.45
Entering Class C airspace:
Contact Torpnto Radio 123.45
departure will be at your own risk, wind 230 at 10, departure is approved.
departure will be at your own risk,wind 230 at 10, remain North of the South runways, departure is approved.
WIP
Squawk 0201.
Cleared into the Miami class Bravo airspace, enter left downwind runway 8L, report midfield downwind
Squawk 0201
Enter left downwind runway 8L, report midfield downwind.
Enter left downwind runway 8L, report midfield downwind.
Runway 15, wind 170 at 10, altimeter 2992, squawk 1205, cleared left hand downwind runway 15
Altimeter 2989, cleared left downwind runway 15. You are number 1. Report final.
Altimeter 2989, runway 11. You are number 2 following a C172 at your 1 o’clock. Report aircraft in sight.
Due traffic, remain outside the control zone until further advised.
Wind 250 at 6, runway 8L, cleared for the option.
Make left 270-to-base, wind 250 at 6, runway 8L, cleared for the option.
Number 2, following a Caravan on downwind. Report in sight and state your intentions.
Orbit northeast, left turns, expect 10-minute delay.
Turn crosswind to follow traffic.
Extend downwind to follow traffic on final.
Continue downwind. I will call your base.
Report 1 mile left base runway 27
Make left 360.
Join right traffic on upwind.
Make short appraoch.
Wind 250 at 6, runway 8L, cleared for the option.
Make left 270-to-base, wind 250 at 6, runway 8L, cleared for the option.
Number 2, following a Caravan on downwind. Report in sight and state your intentions.
Orbit northeast, left turns, expect 10-minute delay.
Turn crosswind to follow traffic.
Extend downwind to follow traffic on final.
Continue downwind. I will advise base turn.
Do a left-hand 360.
Make the next circuit right hand.
Direct to threshold.
WIP
Weather is below VFR minimas, an IFR or SVFR authorization is required, what are your intentions?
(Pilot responds with intentions)
Special VFR is authorized for Callsign to enter/exit the control zone.
Wind 095 at 7, runway 8L, cleared to land
Number 2, following a B737 short final, wind 350 at 29, cleared to land runway 35L.”
Wind 095 at 7, runway 8L, cleared for the option.
Wind 095 at 7, runway 8L, cleared for the option, except stop-and-go.
Wind 095 at 7, runway 8L, cleared touch-and-go.
Wind 095 at 7, runway 8L, cleared stop-and-go.
Wind 095 at 7, runway 8L, cleared low-approach.
RVR touchdown 1400, midpoint 600, rollout 1800, ruwnay 18L, cleared to land.
Wind 240 at 5, make straight-in approach to Signature, landing will be at your own risk, report landing assured.
Wind 290 at 12, land at your discretion west of taxiway D.
Callsign, go around, traffic on runway, fly runway heading, maintain 3000, contact departure 120.5.
Callsign, pull-up and go around, traffic on runway, fly runway heading, maintain 3 000 feet, contact departures on 120.5.
Callsign, Las Vegas Departure, radar contact, continue climb via the sid.
Callsign, Miami Departure, radar contact, climb and maintain 16000.
Callsign, Miami Departure, radar contact, climb and maintain 16000, proceed direct GWAVA.
Callsign, departures, radar identified, climb 7 000 feet, turn left direct Midland on course”
The examples contain multiple parts in one single transmission (descend, heading, expected approach). However, these items can also be given in their own transmission.
AAL123, Miami Approach, Miami altimeter 2992, descend and maintain 6000, fly heading 240, expect radar vectors ILS runway 24R approach.
ACA7812, Toronto arrivals, runway 24R, altimeter 2994, descend 6 000 feet and fly heading 240, vectors for the ILS approach runway 24R.
CTR controllers do not assign runways. This is managed by approach controllers.
After GAWKS, cleared FROGZ 3 arrival, Miami is landing east.
Descend via FROGZ 3 arrival, expect ILS runway 8R approach.
Air Canada 123, after OMBRE, cleared OMBRE8 arrival”
Air Canada 123, descend via DUVOS 4 arrival, expect ILS 33L.
CTR controllers do not assign runways. This is managed by the approach controllers.
After ZEUSS, cleared FOWEE 2 arrival.
Join FOWEE 2 arrival, descend and maintain 11000.
Join FOWEE 2 arrival, at pilots discretion descend and maintain 11000.
Descend and maintain, cross JUNUR at 11000.
Aafter OMBRE, cleared OMBRE 8 arrival
Within FAA jurisdiction, all instrument approach clearances must follow the PTAC standard:
P | T | A | C |
---|---|---|---|
Position | Turn | Altitude | Clearance |
4 miles from DNNIS | 070 | 2000 | ILS 4 |
DAL877, 4 miles from DNNIS, turn left heading 070, 2000 until established, cleared ILS runway 4 approach.
Turn left heading 210, intercept, cleared for the ILS runway 15 approach”
Turn left heading 270 to intercept the inbound track, on intercept cleared straight-in VOR runway 30 approach.”
ATC: N123, airport 12 o’clock, 8 miles, report in sight.
Pilot: field in sight, N123.
ATC: N123, cleared visual approach runway 8L.
ATC: the field is at your 12 o’clock, 8 miles, report field in sight.
Pilot: field in sight, N123.
ATC: cleared visual approach runway 8L.
Basic Heading (always in 5° increments)
Turn left heading 215
Heading with reason (unless already on vectors).
turn left heading 215, vectors ILS runway 22R approach.
Heading but turn direction is ommited
Fly heading heading 215.
Conditional heading. Aircraft is requested to fly a heading after passing a specific point or altitude.
Depart CAMRN heading 215.
Passing 5000, turn right heading 100.
Heading by 10° increments left or right
Turn right two-zero degrees.
Descend
Descend and maintain FL240
Descend and maintain one one thousand.
Descend via the Bonefish 2 arrival, expect ILS 8R.
Descend at pilots discretion, cross CASTT at or above one two thousand.
When ready, descend and maintain five thousand, cross CASTT at eight thousand.
Climb
Climb and maintain one one thousand.
Climb and maintain FL240
Climb via the sid.
Descend
Descend FL240
Descend one one thousand.
Descend via the Bonefish 2 arrival, expect ILS 8R.
Descend at pilots discretion, cross CASTT at or above one two thousand.
When ready, descend five thousand, cross CASTT at eight thousand.
Climb
Climb one one thousand.
Climb FL240
Traffic, 12 O'Clock, 1 mile, left-to-right, Cessna Skyhawk, at 1000, report traffic in sight.
Traffic, 2 O'Clock, 2 miles, eastbound, Boeing 737, descending through 2000, approaching runway 9 at Miami Intl', report traffic in sight.
Approach clearance cancelled, (reason).
Speed restriction cancelled.
Take off clearance cancelled.
Altimeter 2992, squawk 0201
Radar contact, maintain VFR and resume own navigation.
Altimeter 2992, squawk 0201
Radar identified, remain VFR, report any altitude change.
At a minimum, the only information you need is the location, the radial, and the EFC time
CLEARED TO (fix), HOLD (direction) OF (fix/waypoint) ON (specified radial, course, bearing, track, airway, azimuth(s), or route.) (number of minutes/miles) MINUTE/MILE LEG, LEFT/RIGHT TURNS.
Hold east of the Ormond VORTAC on the 090 radial, left turns, maintain 5,000,' expect further clearance 0120z
Hold east of the Ormond VORTAC on the 180 radial, left turns, 2 min leg, maintain 14,000,' expect further clearance 0120z
Controllers shall always issue complete holding instructions when pilots request them
When charted, the controller may omit all holding instructions, except the charted holding direction and the statement "as published"
CLEARED TO (fix), HOLD (direction), AS PUBLISHED, EXPECT FURTHER CLEARANCE (time).
Cleared to Palm Beach VOR, hold west, as published, expect further clearance 2130.
Cleared to Drewe, hold west, as published, expect further clearance via direct Sidney V-O-R one three one five, anticipate additional two zero minute delay at Woody.”
Cleared to Wally, hold north, as published, delay indefinite, snow removal in progress, expect further clearance one one three zero.
Precipitation
Area of heavy precipitation between ten o'clock and two o'clock, one five miles. Area is two five miles in diameter.
Area of heavy to extreme precipitation between ten o'clock and two o'clock, one five miles. Area is two five miles in diameter.
Area of precipitation between one o'clock and three o'clock, three five miles moving south at one five knots, tops flight level three three zero. Area is three zero miles in diameter, intensity unknown.
Hazardous Inflight Weather Advisory
Controllers must advise pilots of hazardous weather that may impact operations within 150 NM of their sector or area of jurisdiction. Controllers are required to disseminate data based on the operational impact on the sector or area of control jurisdiction. Controllers must broadcast a hazardous inflight weather advisory on all frequencies:
ATTENTION ALL AIRCRAFT. HAZARDOUS WEATHER INFORMATION (SIGMET, Convective SIGMET, AIRMET, Urgent Pilot Weather Report (UUA), or Center Weather Advisory (CWA), Number or Numbers) FOR (specific weather phenomenon) WITHIN (geographical area), AVAILABLE ON FLIGHT SERVICE FREQUENCIES.
AIRMET and SIGMET example:
Precipitation example 1:
Precipitation example 2:
Reference: https://www.faa.gov/air_traffic/publications/atpubs/atc_html/chap2_section_6.html
If traffic and airspace permit, combine the approval for weather deviation with a clearance on course.
Deviation left off course approved, when able proceed direct URSUS.
Deviation 30 degrees left approved, when able fly heading zero niner zero, vector to join J324 and advise.
Deviation 20 degrees right approved, when able proceed direct O'Neill VORTAC and advise.
Deviation 30 degrees left approved, when able fly heading zero niner zero, vector to join J324 and advise.
Unable requested deviation, turn thirty degrees right vector for traffic, advise clear of weather.
Reference: https://www.faa.gov/air_traffic/publications/atpubs/atc_html/chap2_section_6.html
Pilot: Cessna 9334H on the ground at Carroll County requesting IFR clearance to Allentown
ATC: N9334H, Cleared to Allentown Airport via direct Baltimore, V93, Lancaster, V39, East Texas, direct destination, maintain 3000, expect 7000 10 minutes after departure, departure frequency 125.52 squawk 3217. Hold for release.
Pilot: Cleared to Allentown Airport via direct Baltimore, V93, Lancaster, V39, East Texas, direct destination, maintain 3000, expect 7000 10 minutes after departure, departure frequency 125.52 squawk 3217, N9334H.
ATC: Cessna 9334H readback correct advise ready for departure.
Pilot: Potomac Clearance, Cessna 9334H is number one and ready Runway 34 at Carroll County.
ATC: Cessna 34H, released for departure at 1950z, time now 1948z, clearance void if not off by 1955z, advise intentions no later than 2005z. Upon entering controlled airspace fly heading 020.
Pilot: Cessna 9334H departed Carroll County climbing out of 1,300 for 3,000, on assigned heading 020.
ATC: Cessna 34H, ident.
ATC: Cessna 34H, radar contact 2 miles north of Carroll County at 1,800. Leaving 2100 turn right direct Lancaster when able.
Date | Chapter | Paragraph | Changes |
---|---|---|---|
June 2014 | - | - | Initial Version |
March 2018 | All | All | Complete Update |
February 2022 | All | All | Consolidated document |
March 2023 | All | All | Conversion from PDF to Wiki, added NavCanada phraseology |
August 2023 | 10 | All | Added chapter 10. |
November 2023 | 1, 2 | All | Added audio files. |
Feb 2024 | 9 | 9.6.3/4 | Added |