Phraseology

General

Tower - Phraseology

Approach / Center - Phraseology

Traffic information

Efficiency on the Frequency

General
With friendly permission from the DFS Deutsche Flugsicherung GmbH. Do not use for navigational
purposes!

Below are excerpts from AIP Germany GEN 3.4.

Language
Radio communication is to be conducted in English or the language normally used by the ground
station. Preferably, English should be used in Germany. German may be used if the relevant
frequency permits it.

In emergencies, any language that both pilot and controller can adequately understand is
allowed.

Radio Communication Procedures

Standard phraseology is to be used in all situations where it is prescribed. Normal expressions are
only to be used if standard phraseology is not suitable for the intended transmission.

Except for safety reasons, no transmission should be made to an aircraft during takeoff, the final
part of the approach, or rollout after landing.

Phrases like "SOFORT / IMMEDIATELY" or "BESCHLEUNIGEN SIE / EXPEDITE" are only used by air
traffic control when absolutely necessary. If immediate compliance is not possible for safety
reasons, the instruction should be followed as much as possible and air traffic control should be
informed accordingly.

Abbreviations are not allowed in radio communication except for those commonly used in aviation
(e.g., ATC, FIR, IFR, RVR, VFR, VMC, VOR), and Q-groups (e.g., QNH, QFE, QDM).

The callsign shall be transmitted at the beginning of the message. A direct reply to a message can
end with the callsign.

Establishing Radio Contact

When establishing radio contact, full callsigns must always be used. Aircraft should start their call
with the designation of the ground station, followed by their own callsign.

In response to the above calls, the callsign of the calling station followed by the callsign of the
responding station should be used, which serves as an invitation to continue transmission by the
calling station. When handing over radio communication within an air traffic service unit, the
callsign of the air traffic service unit may be omitted.

If the callsign of the calling station is not understood, the phrase "WIEDERHOLEN SIE IHR
RUFZEICHEN / SAY AGAIN YOUR CALL SIGN" shall be used.

Handover of traffic
On every frequency change, a pilot on an IFR flight must state the current altitude and, if
climbing or descending, also the cleared altitude. When switching from approach control to
aerodrome control, stating the altitude is not required. For approaches to airports with parallel
runway systems, the runway being approached should be specified along with the aircraft's
callsign.

When a radio communication is handed over from one air traffic service unit to another, the aircraft
should be informed of the callsign of the unit to be contacted and the frequency to be used.

"D-EABC, CONTACT LANGEN INFORMATION (frequency/channel)."

"D-EABC MONITOR LANGEN TOWER 119.900"
"D-EABC STANDBY FOR LANGEN TOWER 119.900"

Note: An aircraft can be instructed to:

a) switch to a frequency with the term "STANDBY" and wait for air traffic services to make contact
shortly,
b) switch to a frequency where information is broadcast (e.g., ATIS) with the term "MONITOR."

Acknowledging Messages
The reception of messages must be acknowledged unless an exception is permitted below.

An aircraft station must acknowledge the receipt of a message by transmitting its own callsign and,
if applicable, the phrase "ROGER."

When air traffic control acknowledges receipt of a message from an aircraft, the acknowledgment
must include the aircraft's callsign, followed by the callsign of the air traffic control unit if
necessary.

The flight crew must repeat back the safety-relevant parts of air traffic control clearances and
instructions that are transmitted by radio. The following points must always be repeated:
a) enroute clearances;
b) clearances and instructions for taxiing, landing, taking off, holding short of, crossing, and
backtracking on runways;
c) active runway, altimeter settings, SSR codes, newly assigned radio channels, altitude
instructions, course and speed instructions; and
d) transition levels, regardless of whether they were transmitted by a controller or contained in
ATIS broadcasts.
Other clearances or instructions, including conditional clearances and taxiing instructions, must be
repeated or acknowledged in a manner that shows they have been understood and will be
followed.

Corrections and Repetitions

If an error occurs during transmission, the phrase "BERICHTIGUNG / CORRECTION" is to be used,
the last correct phrase or group of words is to be repeated, and the correct wording is then
transmitted.

If the receiving station doubts the correctness of the received message, it must request a
repetition of either the entire message or parts of it.

If a complete repetition of a message is necessary, the phrase "WIEDERHOLEN SIE / SAY AGAIN"
should be used.

Radio checks
Radio checks must be made in the following format:
a) designation of the called station;
b) designation of the calling station;
c) the words "RADIO CHECK";
d) the frequency being used.

The response to a radio check must be in the following format:

a) designation of the station requesting the radio check;
b) designation of the responding station;
c) information on the readability of the station requesting the radio check.

The readability of the radio check is to be assessed using the following scale:

1 = unreadable
2 = readable now and then
3 = readable but with difficulty
4 = readable
5 = perfectly readable

Callsigns of ground stations (ATC)

The callsign of a ground station consists of the location or the name of the ground station and one
of the following function designations:

For radio communication in English:

a) CONTROLBezirkskontrolle ohne Radar/ area control service without radar

b) APPROACHAn- und Abflugkontrolle ohne Radar/ arrival and departure control service
without radar
 c) RADARFlugverkehrskontrolle mit Radar/ air traffic control service with radar
d) DEPARTUREAbflugkontrolle mit Radar/ departure control service with radar
e) ARRIVALAnflugkontrolle mit Radar/ arrival control service with radar
f) TOWERFlugplatzkontrolle / aerodrome control service
g) GROUNDFlugverkehrskontrolle auf dem Rollfeld/ air traffic control on the manoeuvring area
h) DELIVERY Übermittlung von Streckenfreigaben/ transmission of en-route clearances
i) INFORMATION
Fluginformationsdienst durch die DFS/ flight information service by DFS
j) APRON Bewegungslenkungauf dem Vorfelddurch den Flughafenunternehmer/ aircraft guidance on the
apron by the airport operator
k) RADIO Flugplatzinformationen durch den Fluglei
ter an unkontrollierten FlugplätzenohneAFIS-Anbieter /
aerodrome flight information provided by
aerodromeoperations management(Flugleiter) at uncontrolled
aerodromes withoutAFIS provider
l) INFORMATION Flugplatz-Fluginformationsdienst an unkon trollierten Flugplätzen mit AFIS-Anbieter /
aerodrome flight information service at uncontrolled aerodromes with an AFIS provider

For radio communication in German:

a) TURM aerodrome control service

b) ROLLKONTROLLE air traffic control on the maneuvering area
c) VORFELD aircraft guidance on the apron by the airport operator

Callsigns of air stations (e.g., aircraft)

Aircraft station callsigns must correspond to one of the following types:

Type a): the registration markings of the aircraft;

or
Type b): the aircraft operator's designation used in radio communication, followed by the last four
characters of the aircraft's registration markings;
or
Type c): the aircraft operator's designation used in radio communication, followed by the flight
number.

Abbreviated Callsigns

Aircraft callsigns in radio communication, except for Type c), can be abbreviated as follows:
Type a): the first character of the registration markings and at least the last two characters of the
callsign;
Type b): the aircraft operator's designation used in radio communication and at least the last two
characters of the callsign;
Type c): no abbreviated callsign.

Callsign Type a) Type b) Type c)

Full DENOW CONDOR ABUC WALTER 666

 Abbreviated DOW orDNOW CONDOR UCor CONDOR no abbreviation
BUC

Abbreviated callsigns in radio communication may only be used after radio contact has been
successfully established and confusion is unlikely. An aircraft may only use its abbreviated callsign
after it has been used by the ground station.

Pilots must append the following additions to their callsign when establishing radio contact with air
traffic control and after each frequency/channel change:
a) For aircraft in the HEAVY wake turbulence category, the word "HEAVY," and for Airbus A380
(A388) aircraft, the word "SUPER";
b) for aircraft without the required area navigation equipment, the addition "NON RNAV";
c) for aircraft with priority treatment according to BMVI regulations, the addition "GOVERNMENT
FLIGHT" or "PREFERENCE FLIGHT";
d) for formation flights, the word "FORMATION" or "FLIGHT."

Transmission of Letters
In radio communication, the spelling alphabet from the following table is to be used for spelling
names, abbreviations, and words whose spelling is unclear:

Letter Code word rough pronunciation (emphasis

underlined)

A Alfa AL FA

B Bravo BRA WO

C Charlie TSCHAHR LI / SCHAHR LI

D Delta DEL TA

E Echo ECK O

F Foxtrot FOX TROT

G Golf GOLF

H Hotel HO TELL

I India IN DIA

J Juliett DSCHU LJETT

K Kilo KI LO
 L Lima LI MA

M Mike MAIK

N November NO WEMM BA

O Oscar OSS KA

P Papa PA PA

Q Quebec KI BECK

R Romeo ROH MIO

S Sierra SI ER RA

T Tango TÄN GO

U Uniform JU NIFORM / U NIFORM

V Victor WIK TOR

W Whiskey WISS KI

X X-Ray EX RE

Y Yankee JÄN KI

Z Zulu ZU LU

To distinguish between runways, the following terms shall be used:

L: LINKS / LEFT
R: RECHTS / RIGHT
C: CENTER

Transmission of numbers
Numbers or characters shall be transmitted as follows:

Number or Characters Pronunciation DE Pronunciation EN

0 null SI-RO

1 ein(s) WOAN

2 zwo TUH

3 drei TRI
 4 vier FOHR

5 fünf FEIF

6 sechs SIX

7 sieben SEW-en

8 acht ÄIT

9 neun NEIN-er

10 zehn TEN

11 elf IH-LE-WEN

12 zwölf TWELF

Hundred hundert HAN-red

Thousand tausend TAU-SÄND

. Komma DES-SI-MEL

, Komma DES-SI-MEL

/ Schrägstrich DEIÄGONEL

All numbers used in the transmission of aircraft call signs, headings, runways, wind
direction, and speed are to be transmitted by pronouncing each digit separately.

Flight levels are to be transmitted by pronouncing each digit separately, except for values that
are whole hundreds.

The altimeter setting is to be transmitted by pronouncing each digit separately, except for a
setting of 1,000 hPa, which is to be transmitted as "EIN TAUSEND / ONE THOUSAND."

All numbers used in the transmission of transponder codes are to be transmitted by pronouncing
each digit separately, except that transponder codes that consist of whole thousands are to be
transmitted by pronouncing the digit in the thousands place and adding the word "TAUSEND /
THOUSAND."

All numbers used for transmitting information other than those mentioned above are to be
transmitted by pronouncing each digit separately, except that all numbers that include whole
hundreds and thousands are to be transmitted by pronouncing each digit in the number of
hundreds or thousands, and adding the words "HUNDRED" or "THOUSAND," respectively.
Combinations of thousands and whole hundreds are to be transmitted by pronouncing each digit in
the thousands place and adding the word "THOUSAND," followed by the number of hundreds and
the word "HUNDRED."

When transmitting information about the direction to an object or traffic by clock positions,
the information is to be transmitted by pronouncing the numbers together, e.g., "ZEHN UHR / TEN
O'CLOCK," "ELF UHR / ELEVEN O'CLOCK."
If the VHF radio channel spacing is 25 kHz or 8.33 kHz, three digits after the decimal point are
to be spoken in radio communication. If the second and third digits after the decimal point are
zero, it is sufficient to speak only the first digit after the decimal point.

Examples:

118.000 EINS EINS ACHT KOMMA NULL

118.000 ONE ONE EIGHT DECIMAL ZERO
118.005 EINS EINS ACHT KOMMA NULL NULL FÜNF
118.005 ONE ONE EIGHT DECIMAL ZERO ZERO FIVE
118.010 EINS EINS ACHT KOMMA NULL EINS NULL
118.010 ONE ONE EIGHT DECIMAL ZERO ONE ZERO
118.025 EINS EINS ACHT KOMMA NULL ZWO FÜNF
118.025 ONE ONE EIGHT DECIMAL ZERO TWO FIVE
118.050 EINS EINS ACHT KOMMA NULL FÜNF NULL
118.050 ONE ONE EIGHT DECIMAL ZERO FIVE ZERO
118.100 EINS EINS ACHT KOMMA EINS

Transmission of Visibility Values

Values for flight visibility, ground visibility, and runway visual range are to be transmitted
as follows:

1. in meters for visibility less than 5 km;

2. in kilometers for visibility of 5 km or more, but less than 10 km;
3. as "visibility 10 kilometers" for visibility of 10 km or more.

Phrases

EN DE Meaning

AFFIRM POSITIV Yes

APPROVED GENEHMIGT Permission for proposed action

granted

BREAK BREAK TRENNUNG TRENNUNG I hereby indicate the separation

between messages transmitted to
different aircraft
in a very busy environment

CLEARED FREI Authorised to proceed under the

conditions specified

CONFIRM BESTÄTIGEN SIE I request verification of (clearance,

instruction, action, information

CONTACT RUFEN SIE Establish communications with . . .

CORRECT KORREKT True or Accurate

CORRECTION BERICHTIGUNG An error has been made in this

transmission (or message indicated).
The correct version is . . .

DISREGARD IGNORIEREN SIE Ignore

NEGATIVE NEGATIV No / Permission not granted / Not

capable

RECLEARED FREIGABEÄNDERUNG A change has been made to your last

clearance and this new clearance
supersedes your
previous clearance or part thereof

REPORT MELDEN SIE Pass me the following information

REQUEST ERBITTE I would like to know/I wish to obtain

ROGER VERSTANDEN 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
sense (NEGATIVE).

SAY AGAIN WIEDERHOLEN SIE Repeat all, or the following part, of

your last transmission

STANDBY STANDBY Wait and I will call you

Note: The caller would normally
reestablish contact if the delay is
lengthy. STANDBY is not an approval
or denial.

UNABLE NICHT MÖGLICH I cannot comply with your request,

instruction or clearance
Note: UNABLE is normally followed by
a reason

WILCO WILCO I understand your message and will

comply with it
Tower - Phraseology
With friendly permission of the DFS Deutsche Flugsicherung GmbH. Do not use for navigational
purposes!

(G: Controller; A:Pilot)

Phrases in *asterisks* may be used additionally

Clearance Delivery

A: München Delivery, DLH414, information A, request startup and enroute clearance.

G: DLH414, München Delivery, *CHECK INFORMATION B,* STARTUP APPROVED, CLEARED TO Stuttgart, *VIA*
RIDAR 4E DEPARTURE, FLIGHT PLANNED ROUTE, CLIMB VIA SID TO FL070, squawk 1000
(Hinweis: Der Pilot wird nur auf die ATIS hingewiesen wenn er keinen oder einen falschen ATIS Buchstaben genannt hat.)

A: DLH414, STARTUP APPROVED, CLEARED TO Stuttgart, *VIA* RIDAR 4E DEPARTURE, FLIGHT PLANNED
ROUTE, CLIMB VIA SID TO FL070, squawk 1000

G: DLH414, READBACK CORRECT, CONTACT APRON 121.775

G: DEIPA, ANLASSEN ERLAUBT, PISTE 26L 26R, QNH 1013

G: DEIPA, STARTUP APPROVED, RUNWAY 26L 26R, QNH 1013

Pushback

Phraseology EN Comment

A: DLH414, position 208, request pushback

G: DLH414, PUSHBACK APPROVED, facing north

G: DLH414, PUSHBACK APPROVED, facing north blue If no line is mentioned, the yellow center line is meant
line

G: DLH414, PUSHBACK APPROVED, facing north, Pilot should extend the pushback until the cockpit is
extend pushback to disconnect abeam position 210 abeam position 210
 Taxi

Phraseology EN Phraseology DE

A: DLH414, request taxi A: DEIPA, erbitte Rollen

G: DLH414, TAXI TO entry N3 VIA W2 G: DEIPA, ROLLEN SIE ZUM entry N3 ÜBER W2

G: DLH414, ADVISE ABLE TO DEPART FROM RUNWAY G: DLH414, IST ABFLUG VON PISTE 26L,
26L, INTERSECTION B12 ROLLBAHNEINMÜNDUG B12 MÖGLICH

G: DLH414, TAXI TO HOLDING POINT RUNWAY 26R G: DEIPA, ROLLEN SIE ZUM ROLLHALT PISTE 26R
VIA N A13 ÜBER N A13

G: DLH414, TAXI TO HOLDING POINT RUNWAY 26R G: DEIPA, ROLLEN SIE ZUM ROLLHALT PISTE 26R
VIA N A13, HOLD AT CAT II/III HOLDING POINT ÜBER N A13, HALTEN SIE AM CAT II/III ROLLHALT

G: DLH414, TAXI TO gate 224A, VIA CENTER 2 G: DEIPA, ROLLEN SIE ZUR Position 224A ÜBER CENTER
2

G: DLH414, TAXI TO Genearal Aviation Terminal, VIA G: DEIPA, ROLLEN SIE ZUR Abstellfläche der Allgemeinen
CENTER 2 Luftfahrt ÜBER CENTER 2

G: DLH414, TAXI VIA W2, HOLD SHORT OF D1 G: DEIPA, ROLLEN SIE ÜBER W2, HALTEN SIE VOR D1

G: DLH414, HOLD POSITION G: DEIPA, HALTEN SIE POSITION

G: DLH414, GIVE WAY TO Lufthansa A320 crossing right G: DEIPA, WEICHEN SIE/LASSEN SIE Lufthansa A320
to left on D1, BEHIND TAXI TO entry N3 VIA W2 kreuzend von rechts nach links auf D1 AUS/VORBEI,
DAHINTER ROLLEN SIE ZUM entry N3 über W2

Note on taxi clearance: By definition, the phrase TAXI never exists without a directly following VIA
or TO.

TAXI VIA means "taxi via....". However, an instruction must ALWAYS contain a clearance
limit. So if you start your instruction with TAXI VIA, there must always be a HOLD SHORT
in the same instruction that describes the clearance limit.
TAXI TO describes the clearance limit up to which the pilot may taxi. If you start your
instruction with TAXI TO, there must always be a VIA in the same instruction that
describes the route to the pilot.

So don't forget the little words TO and VIA and be aware of their meaning.

Tower

Phraseology EN Phraseology DE

A: DLH414, ready for departure A: DEIPA, abflugbereit

G: DLH414, LINE UP RUNWAY 26R G: DEIPA, ROLLEN SIE ZUM ABFLUGPUNKT PISTE 26R
G: DLH414, WIND 230 DEGREES 4 KNOTS, RUNWAY G: DEIPA, WIND 230 GRAD 4 KNOTEN, PISTE 26R
26R CLEARED FOR TAKEOFF START FREI

G: DLH414, WIND 230 DEGREES 4 KNOTS, RUNWAY G: DEIPA, WIND 230 GRAD 4 KNOTEN, PISTE 26R
26R CLEARED TO LAND LANDUNG FREI

G: DLH414, WIND 230 DEGREES 4 KNOTS, RUNWAY G: DEIPA, WIND 230 GRAD 4 KNOTEN, PISTE 26R FREI
26R CLEARED TOUCH AND GO ZUM AUFSETZEN UND DURCHSTARTEN

G: DLH414, WIND 230 DEGREES 4 KNOTS, CLEARED G: DEIPA, WIND 230 GRAD 4 KNOTEN, FREI ZUM
LOW APPROACH RUNWAY 26R TIEFANFLUG PISTE 26R

G: DLH414, BEHIND LANDING/AFTER DEPARTING G: DEIPA, HINTER LANDENDEM/ABFLIEGENDEN

Lufthansa A320 2 miles final, LINEUP RUNWAY 26L Lufthansa A320 2 Meilen Endanflug ROLLEN SIE ZUM
BEHIND ABFLUGPUNKT PISTE 26L DAHINTER

G: DLH414, REPORT LANDING/DEPARTING Lufthansa G: DEIPA, MELDEN SIE LANDENDEM/ABFLIEGENDEN

A320 2 miles final IN SIGHT Lufthansa A320 2 Meilen Endanflug IN SICHT

G: DLH414, GO AROUND G: DEIPA, STARTEN SIE DURCH

Tower VFR

Phraseology EN Phraseology DE Comment

G: DEIPA, ENTER CONTROLLZONE G: DEIPA, FLIEGEN SIE IN DIE The pilot is not yet cleared for the
VIA H1 H2, RUNWAY 26R 26L, QNH KONTROLLZONE ÜBER H1 H2, traffic circuit. If he receives no further
1013 PISTE 26R 26L, QNH 1013 clearance, he flies the published
holding procedure.

G: DEIPA, JOIN *RIGHT* TRAFFIC G: DEIPA, FLIEGEN SIE IN DIE Clearance to enter the (right) traffic
CIRCUIT RUNWAY 26L *RECHTS*PLATZRUNDE PISTE 26L circuit.

G: DEIPA, JOIN *RIGHT* DOWNWIND G: DEIPA, FLIEGEN SIE IN DEN Clearance to enter the (right)
RUNWAY 26L *RECHTEN* GEGENANFLUG PISTE downwind. The pilot is now
26L automatically cleared for the
remaining parts of the traffic circuit.

G: DEIPA, JOIN FINAL RUNWAY 26L G: DEIPA, FLIEGEN SIE IN DEN

ENDANFLUG PISTE 26L

G: DEIPA, EXTEND DOWNWIND, G: DEIPA, VERLÄNGERN SIE The pilot must remain on the
STANDBY FOR BASE GEGENANFLUG, WARTEN SIE AUF downwind until he receives a further
QUERANFLUG instruction from the controller.

G: DEIPA, NUMBER TWO FOLLOW G: DEIPA, NUMMER ZWO FOLGEN If an extended downwind is
B737 2 MILES FINAL TRAFFIC IN SIE B738 IM 2 MEILEN ENDANFLUG IN instructed, this phrase can be used to
FINAL RWY26L, CAUTION WAKE DEN ENDANFLUG PISTE 26L, request the pilot to turn into the final
TURBULENCE VORSICHT WIRBELSCHLEPPEN approach by himself after
approaching traffic. The addition
CAUTION WAKE TURBULENCE shall be
used if the two flights needed to be
separated by wake turbulence
separation
G: DEIPA, ORBIT left/right G: DEIPA, KREISEN SIE links/rechts The pilot shall orbit at the current
position until he receives a further
instruction.

G: DEIPA, MAKE A left/right THREE G: DEIPA, MACHEN SIE EINEN The pilot should make one orbit at the
SIXTY VOLLKREIS links/rechts current position and then continue
with the previous clearance.

G: DEIPA, AFTER TOUCH AND GO G: DEIPA, NACH DEM AUFSETZEN

leave controllzone via H2 H1 UND DURCHSTARTEN verlassen sie
die Kontrollzone über H2 H1

G: DEIPA, LEAVE CONTROLZONE G: DEIPA, VERLASSEN SIE DIE

VIA H2 H1 KONTROLLZONE ÜBER H2 H1

G: DEIPA, RIGHT TURN APPROVED G: DEIPA, RECHTSKURVE Right turns must be instructed,
GEHMNEMIGT otherwise the pilot will only fly left
turns
Approach / Center -
Phraseology
With friendly permission of the DFS Deutsche Flugsicherung GmbH. Do not use for navigational
purposes!

G: Controller

Level instructions

Phraseology EN Phraseology DE / Comment

G: CLIMB/DESCEND TO (level)

G: CLIMB/DESCEND TO (level) TO REACH (level) AT (or

BY)
(time or significant point)

G: CLIMB/DESCEND TO (level) AT (number) FEET PER

MINUTE [OR GREATER (or OR LESS)]

G: *CONTINUE* CLIMB VIA SID TO (level) This requires the aircraft to:
1. Climb to the cleared level in accordance with published
level restrictions;
2. Follow the lateral profile of the procedure; and
3. Comply with the published speed restrictions or ATC-
issued speed control Instructions as applicable.

A clearance containing rates of climb cancels all published

level and speed restrictions of the SID. If there are no
remaining published level and/or speed restrictions on the
SID, the phrase CLIMB (level) shall be used.
G: CLIMB VIA SID TO (level), CANCEL LEVEL This phraseology means that:
RESTRICTION(S) AT (point(s)) 1. The lateral profile of the procedure continue to apply
and
2. Speed or level restrictions which have not been referred
to will continue to apply
Phraseologies for variations to lateral profile of the SID:
a) PROCEED DIRECT (waypoint), or
b) further vectoring instructions
These phraseologies mean that:
Speed and level restrictions associated with the bypassed
waypoints are cancelled.

A clearance containing rates of climb cancels all published

level and speed restrictions of the SID. If there are no
remaining published level and/or speed restrictions on the
SID, the phrase CLIMB (level) shall be used.

G: CLIMB UNRESTRICTED TO (level) The clearance UNRESTRICTED means that the pilot is not
obliged to comply with the level and speed restrictions of
the SID
up to the cleared level. A speed limit due to the airspace
class is not cancelled.

A clearance containing rates of climb cancels all published

level and speed restrictions of the SID. If there are no
remaining published level and/or speed restrictions on the
SID, the phrase CLIMB (level) shall be used.

G: DESCEND VIA STAR (or TRANSITION) TO (level) This requires the aicraft to:
1. Descend to the cleared level in accordance with
published level restrictions;
2. Follow the lateral profile of the procedure; and
3. Comply with published speed restrictions or ATC-issued
speed control instructions as applicable

A clearance containing rates of descend cancels all

published level and speed restrictions of the STAR. If there
are no remaining published level and/or speed restrictions
on the STAR/TRANSITION, the phrase DESCEND (level)
shall be used.
G: DESCEND VIA STAR (or TRANSITION) TO (level) This phraseology means that:
CANCEL LEVEL (or SPEED RESTRICTION(S)) [AT 1. The lateral profile of the procedure continues to apply
(waypoint)] and
2. Speed or level restrictions which have not been referred
to will continue to apply.
Phraseologies for variations to lateral profile of the STAR:
a) PROCEED DIRECT (waypoint), or
b) VECTORING
These phraseologies mean that:
Speed and level restrictions associated with the bypassed
waypoints are cancelled.

A clearance containing rates of descend cancels all

published level and speed restrictions of the STAR. If there
are no remaining published level and/or speed restrictions
on the STAR/TRANSITION, the phrase DESCEND (level)
shall be used.

G: DESCEND UNRESTRICTED TO (level) The clearance 'UNRESTRICTED' means that the pilot is not
obliged to apply to the level and speed restrictions of the
STAR/
TRANSITION down to the cleared level. Speed restrictions
due to the airspace class are not cancelled.

A clearance containing rates of descend cancels all

published level and speed restrictions of the STAR. If there
are no remaining published level and/or speed restrictions
on the STAR/TRANSITION, the phrase DESCEND (level)
shall be used.

G: WHEN READY, CLIMB (or DESCEND) TO (level),

REPORT LEAVING (or REACHING or PASSING) (level)

G: WHEN READY, CLIMB (or DESCEND) TO (level) TO

REACH (level) AT (or BY) (time or significant point)

G: RESUME NORMAL RATE OF DESCENT / CLIMB

G: STOP CLIMB (or DESCENT) AT (level)

G: CONTINUE CLIMB (or DESCENT) TO (level)

G: MAINTAIN (number) FEET (or FLIGHT LEVEL (level)) G: HALTEN SIE (Zahl) FUSS (oder FLUGFLÄCHE
(Flughöhe))
G: CROSS (significant point) AT (number) FEET (or G: ÜBERFLIEGEN SIE (markanter Punkt) IN (Zahl) FUSS
FLIGHT LEVEL (level)) [OR ABOVE (or BELOW)] (oder
FLUGFLÄCHE (Flughöhe)) [ODER HÖHER (oder TIEFER)]

Course instructions

Phraseology EN Phraseology DE / Comment

G: TURN LEFT (or RIGHT) HEADING (three digits)

[reason]

G: TURN LEFT (or RIGHT) (number of degrees) DEGREES This instruction is used for turn BY a certain amount of
[reason] degrees. For example: Aircraft is on HDG 040, controller
instructs TURN LEFT 10 DEGREES, new HDG is then 030.

G: FLY HEADING (three digits), WHEN ABLE PROCEED

DIRECT (name) (significant point)

G: STOP TURN HEADING (three digits);

G: LEAVE (significant point) HEADING (three digits)

G: CONTINUE PRESENT HEADING

G: When it is necessary to specify a reason for the above

- DUE TRAFFIC instructions, the following phraseologies should be used.
- FOR SPACING In Germany a reason should be given with the initial
- FOR DELAY vectoring instruction.
- FOR DOWNWIND (or BASE, or FINAL)

G: PROCEED TO (significant point)

G: PROCEED DIRECT (significant point)

G: PROCEED VIA (route and / or significant point(s))

G: PROCEED VIA FLIGHT PLANNED ROUTE

G: PROCEED VIA (distance) DME ARC direction) OF
(name of DME station)

G: CLEARED (designator) ARRIVAL (or TRANSITION)

Speed instructions

Phraseology EN Phraseology DE / Comment

G: REPORT SPEED

G: MAINTAIN (number) KNOTS [OR GREATER (or OR

LESS)] [UNTIL (significant point)];

G: MAINTAIN MACH (number) [OR GREATER (or OR

LESS)] [UNTIL (significant point)]

G: MAINTAIN PRESENT SPEED

G: FLY SPEED MACH (number) / (figures) KNOTS

G: INCREASE (or REDUCE) SPEED TO (number) KNOTS

[OR GREATER (or OR LESS)]

G: INCREASE (or REDUCE) SPEED BY (number) KNOTS

G: RESUME NORMAL / PUBLISHED SPEED

G: NO *ATC* SPEED RESTRICTIONS

Identifikation / Squawk
 Phraseology EN Phraseology DE / Comment

G: IDENTIFIED / RADAR CONTACT G: IDENTIFIZIERT / RADARKONTAKT

G: SQUAWK [(code)]

G: RESET SQUAWK [(mode)] (code); G: SETZEN SIE NEU SQUAWK [(Modus)] (Code)

G: CONFIRM SQUAWK (code) G: BESTÄTIGEN SIE SQUAWK (Code)

G: SQUAWK (followed as necessary by) G: SQUAWK (followed as necessary by)

– *(code)* *AND* IDENT; – *(Code)* *UND* IDENT
– CHARLIE – CHARLIE
– STANDBY – STANDBY
– VFR – VFR
– MILITARY VFR – MILITARY VFR

Approach instructions General

Phraseology EN Phraseology DE / Comment

G: EXPECT / VECTORING *FOR* (type of approach) Not necessary when broadcasted via ATIS
RUNWAY (designator)

G: CLEARED ILS APPROACH RUNWAY (number) These instructions allow the pilot to descend to the final
G: CLEARED GLS APPROACH RUNWAY (number) approach altitude published in the charts and then follow
G: CLEARED RNP APPROACH RUNWAY (number) the approach
G: CLEARED VOR APPROACH RUNWAY (number)
G: CLEARED NDB APPROACH RUNWAY (number)

G: MAINTAIN (altitude) UNTIL GLIDE PATH With this addition to the approach clearance, the pilot
INTERCEPTION must maintain his cleared altitude until he can follow the
glide path. In other words, he may not descend to the final
approach altitude on his own.

G: INTERCEPT (LOCALISER or [GLS/RNP/MLS] This instruction allows the pilot to follow the localizer.
[FINAL] APPROACH [COURSE] or radio aid) [RUNWAY However, he must not descend any further than previously
(number)] [REPORT ESTABLISHED] cleared.

G: TURN LEFT (or RIGHT) HEADING (three digits) [TO

INTERCEPT] or [REPORT ESTABLISHED]
G: EXPECT VECTOR ACROSS THE (LOCALISER or
[GLS/RNP/MLS] FINAL APPROACH COURSE or radio aid)
(reason)
G: THIS TURN WILL TAKE YOU THROUGH THE
(LOCALISER or
[GLS/RNP/MLS] FINAL APPROACH COURSE or radio aid)
(reason)
G: TAKING YOU THROUGH THE (LOCALISER or
[GLS/RNP/MLS] FINAL APPROACH COURSE or radio aid)
(reason)

Approach instructions for parallel runway operations

Phraseology EN Phraseology DE / Comment

These instructions allow the pilot to descend to the final

G: CLEARED ILS APPROACH RUNWAY (number) LEFT (or approach altitude published in the charts and then follow
RIGHT) the approach
G: CLEARED GLS APPROACH RUNWAY (number) LEFT (or
RIGHT)
G: CLEARED RNP APPROACH RUNWAY (number) LEFT
(or RIGHT)
G: CLEARED VOR APPROACH RUNWAY (number) LEFT
(or RIGHT)
G: CLEARED NDB APPROACH RUNWAY (number) LEFT
(or RIGHT)

G: YOU HAVE CROSSED THE LOCALISER (or

GLS/RNP/MLS
FINAL APPROACH COURSE). TURN LEFT (or RIGHT)
IMMEDIATELY AND RETURN TO THE LOCALISER (or
GLS/RNP/
MLS FINAL APPROACH COURSE) [RUNWAY (number)]

G: TURN LEFT (or RIGHT) (number) DEGREES (or When an aircraft enters the NTZ (No transgression zone)
HEADING) three digits) IMMEDIATELY TO AVOID TRAFFIC
[DEVIATING FROM ADJACENT APPROACH], CLIMB TO
(altitude)

Approach instructions SRA

Phraseology EN Phraseology DE / Comment

G: THIS WILL BE A SURVEILLANCE RADAR APPROACH

RUNWAY (number) TERMINATING AT (distance) FROM
TOUCHDOWN, OBSTACLE CLEARANCE ALTITUDE (or
HEIGHT) (number) FEET CHECK YOUR MINIMA [IN CASE
OF GOAROUND (instructions)]
G: COMMENCE DESCENT NOW [TO MAINTAIN A
(number) DEGREE GLIDE PATH]

G: (distance) FROM TOUCHDOWN ALTITUDE (or

HEIGHT) SHOULD BE (numbers and units)

G: CHECK GEAR DOWN [AND LOCKED] At 4 NM

G: APPROACH COMPLETED [CONTACT (unit)]

VFR in C und D(non-CTR)

Phraseology EN Phraseology DE / Comment

G: CROSSING [OF AIRSPACE CHARLIE (or DELTA)] G: DURCHFLUG [VON LUFTRAUM CHARLIE (oder DELTA)]
APPROVED VIA (route) (number) FEET (or FLIGHT LEVEL GENEHMIGT ÜBER (Flugstrecke) (Zahl) FUSS (oder
(level)) FLUGFLÄCHE (Flughöhe))

G: YOU ARE ENTERING AIRSPACE CHARLIE (or DELTA) G: SIE FLIEGEN IN LUFTRAUM CHARLIE (oder DELTA)
EIN

G: PROCEED ON RADIAL (three digits) OF (name of VOR) G: FLIEGEN SIE AUF RADIAL (drei Ziffern) VON (Name
TO (significant point) der VOR) BIS (markanter Punkt)

G: MAINTAIN (number) FEET (or FLIGHT LEVEL (level)) G: HALTEN SIE (Zahl) FUSS (oder FLUGFLÄCHE
(Flughöhe))

G: [AFTER PASSING (significant point)] CLIMB (or G: [NACH ÜBERFLIEGEN VON (markanter Punkt)]
DESCEND) TO (level) AND MAINTAIN BLOCK (level) STEIGEN (oder SINKEN) SIE AUF (Zahl) FUSS (oder
UNTIL (level) FLUGFLÄCHE (Flughöhe)) UND HALTEN SIE
HÖHENBLOCK (Flughöhe) BIS (Flughöhe)

G: LEAVE AIRSPACE CHARLIE (or DELTA) DIRECTION G: VERLASSEN SIE LUFTRAUM CHARLIE (oder DELTA)
(or HEADING (three digits), or AT (number) FEET (or RICHTUNG (oder STEUERKURS (drei Ziffern), oder IN
FLIGHT LEVEL (level)) [(reason)] (Zahl) FUSS (oder FLUGFLÄCHE (Flughöhe))
[(Begründung)]

G: YOU ARE LEAVING AIRSPACE CHARLIE (or DELTA) G: SIE VERLASSEN LUFTRAUM CHARLIE (oder DELTA)

Holding
 Phraseology EN

G: CLEARED (or PROCEED) TO (significant point, name of facility or fix) [MAINTAIN (or CLIMB or DESCEND TO) (level)]
HOLD
[(direction)] AS PUBLISHED

G: EXPECT APPROACH CLEARANCE (or FURTHER CLEARANCE) AT (time)

G: NO DELAY EXPECTED
G: EXPECTED APPROACH TIME (time)
G: REVISED APPROACH TIME (time)
G: DELAY NOT DETERMINED (resons)

G: 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]
Traffic information
Traffic information is needed whenever air traffic control wants or needs to inform a pilot about
other traffic. Traffic information should contain precise information to make it as easy as possible
for the pilot to identify the mentioned traffic.

Structure of a traffic information

Traffic information is always structured according to the same principle.

[Unknown] Traffic, [type of traffic], [aircraft type], [position of traffic], [distance

“ to traffic], [direction of movement of traffic], [level of traffic], [any other
information].

Type of Traffic
In this component, you can state the flight rule of the traffic. If you have no precise knowledge
about the traffic, i.e., only a primary radar target on the radar screen, "Unknown traffic" is used. If
you have knowledge of the aircraft type of the traffic, [Type of traffic] is usually omitted.

IFR traffic / VFR traffic

“
Aircraft type
In this part, you provide information about the aircraft type of the traffic. The common abbreviation
(e.g., EM DI ELEVEN for an MD11, AIRBUS THREE-TWENTY for an A320) should be used,
alternatively, the ICAO code (PAPA ALPHA THREE FOUR for a PA34) can be used. For helicopters,
the term "Helicopter" suffices.

Airbus A320 / Boeing 777 / Cessna 172 / ...

“
Position of Traffic
In this part, you provide information about the position of the traffic relative to the addressed pilot
using clock positions. If the traffic is currently in a turn, it is recommended to state the position
using a cardinal direction or its location (e.g., east, on final approach).
 12 o'clock / 3 o'clock / 6 o'clock / North-west of your position / ...
“
Distance to Traffic
In this part, you provide information about the distance of the traffic relative to the addressed pilot
in nautical miles.

3 miles / x miles / ...

“
Direction of movement of Traffic
In this part, you optionally provide information about the direction of movement of the traffic
relative to the addressed pilot.

Same direction / opposite / crossing XXX to XXX / ...

“
Level of Traffic
In this component, you optionally provide information about the vertical level of the traffic. To
prevent IFR traffic from interpreting this information as a clearance, it is recommended to state the
altitude relative to the addressed pilot instead of the true altitude. If the Mode C readout is not
confirmed, the addition "indicating" or "not confirmed" is used.

(indicating) 1000ft below / 2000ft above / same level/altitude / ...

“
Any other Information
In this part, you optionally provide other information about the traffic, for example, if the traffic is
descending/climbing or is in a traffic circuit. In principle, anything that could be helpful to the
addressed pilot can be mentioned here, but it should be limited to relevant information.

Examples
Station Phraseology

DLH123, traffic, Boeing 738, 1 o'clock, 10 miles, same

ATC
level, crossing right to left, you will pass 6 miles behind.

DLH123, VFR traffic, 12 o'clock, 7 miles, opposite,

ATC
indicating 100ft below (not confirmed), report in sight.
 DLH123, unknown traffic, 10 o'clock, 5 miles, crossing left
ATC
to right, type and level unknown.

DEHHH, IFR Verkehr, Airbus 320 im 4 Meilen Endanflug,

ATC
Flughöhe 2700ft

DEIPA, VFR traffic, Piper Seneca, 2 o´clock 3 miles,

ATC
crossing left to right, Altitude 2000ft

DEXXX, IFR traffic, Airbus 359 departing runway 26R,

ATC
turning left after departure.
Efficiency on the Frequency
The controller is responsible for the frequency, as only they know who needs to receive which
instruction next. For this reason, the controller must be calm, friendly, but also assertive / self-
confident on the frequency.

Use Standard Phraseology

For all radio communications, the rule is: as short as necessary and as precise as possible.
This is exactly what this phraseology is designed for. Avoid filling words and your own
creations that the pilot does not understand.

Speak clearly, distinctly, and slowly

Every controller and pilot has their own pronunciation and dialect. Therefore, it is even more
important to speak clearly, distinctly, and slowly so that the other side can understand.
Otherwise, it may lead to radio communications having to be repeated multiple times until
the other side understands. This significantly increases the frequency load, leaving less time
for other important instructions.

Standby

The use of "standby" should be done with caution, as this often has further
implications. The more pilots that are waiting, the more pilots will eventually need to be
called back, while more and more pilots will be contacting you during high traffic situations.
Thus, while "standby" initially helps, it only postpones the problem depending on the traffic
situation. Eventually, you will be working reactively rather than proactively, just to clear the
queue.

If it is foreseeable that the pilot will have to wait longer than 2 minutes for a response, they
should always be informed of the reason (e.g., pushing traffic behind) or an approximate
waiting time (e.g., standby, call you in 5 minutes or standby, number 5 for clearance). This
avoids additional frequency load due to potential inquiries by impatient pilots. Additionally, it
is advisable to note which pilots have received a standby (e.g., using ground states or
additional plugins) to prevent forgetting them.

Keep Frequency Clear for Time-Critical Instructions

This often requires pre-planning, sometimes beyond one's own area of responsibility,
and involves setting of priorities. If you see that a pilot will soon contact you and must
immediately receive an instruction (e.g., after crossing a runway or for a turn onto the
ILS), long instructions should not be given at that moment (e.g., IFR Pickup).

Blocked Frequency
On busy frequencies, it often happens that two transmissions are sent
simultaneously and block each other. If neither sender can be identified,
pilots should be informed with a "blocked." If one pilot can be identified,
they can be addressed directly. The same applies to the second pilot.
Tip: Keep the Audio for Vatsim window always on top and look at it to
determine both pilots that blocked out each other.

Use of "BREAK BREAK"

Instead of separating two radio transmissions with a "break break" (which is

often unnecessary), it is usually easier for the pilot if there is a short pause
between transmissions, or if the transmit button is briefly released. In a
continuous speech flow, as with the use of this phraseology, one's own
callsign can be easily missed because the pilot does not initially feel
addressed.

Under no circumstances should a "break break" be used routinely between

two transmissions that both require a readback. The risk is too high that the
pilots will block each other.