Aerodrome Control 2: Circuit and Arrival

Tower builds an orderly landing sequence with traffic numbers, follow instructions and adjustments to the circuit. A pilot keeps the preceding aircraft in sight and reports if that visual reference is lost.

Straight-in and circuit sequence

Use REQUEST STRAIGHT-IN APPROACH RUNWAY (number). Tower can clear the straight-in, assign NUMBER (n), give traffic, and request REPORT FINAL or REPORT LONG FINAL. In the circuit use NUMBER (n) FOLLOW (aircraft and position). Reply with the number and TRAFFIC IN SIGHT.

Spacing and delay

Touch-and-go and options

Training traffic may request a touch-and-go on downwind. Tower may issue CLEARED TOUCH AND GO, MAKE FULL STOP, or CLEARED OPTION. CLEARED OPTION allows the authorised choice among full stop, touch-and-go, stop-and-go, low approach or go-around. If traffic prevents the requested option, Tower states the alternative.

A landing clearance names the runway and must be received before touchdown. CONTINUE APPROACH is only sequencing information, never an invitation to land.

Final and landing

Use RUNWAY (number) CLEARED TO LAND. A long-final report is followed by CONTINUE APPROACH, REPORT FINAL when clearance cannot yet be issued. Tower may say EXPECT LATE LANDING CLEARANCE. The pilot continues only while able to land safely or execute a missed approach.

Land after

LAND AFTER may be used only when the runway is long enough for safe separation, braking is not adversely affected, it is daylight, the preceding aircraft need not backtrack, Tower is satisfied the following pilot can see the preceding aircraft continuously until it vacates, and the following pilot is warned. Responsibility for adequate separation rests with the following pilot.

Low approach, low pass and MSAW

For training, request LOW APPROACH. Tower may issue CLEARED LOW APPROACH RUNWAY (number) NOT BELOW (altitude) with go-around or report instructions. A visual inspection uses REQUEST LOW PASS and CLEARED LOW PASS. MSAW calls use TERRAIN ALERT with an immediate climb or a check of altitude and minimum safe altitude.

Go-around and missed approach

Tower instructs GO AROUND, I SAY AGAIN GO AROUND, ACKNOWLEDGE; the pilot replies GOING AROUND. IFR aircraft fly the published missed-approach procedure unless otherwise instructed. VFR aircraft normally continue into the circuit, retain or regain circuit height, make a dead-side call before crosswind when required, and report downwind. Keep transmissions brief during the high-workload manoeuvre.

After landing, remain on Tower until instructed otherwise, clear the runway completely, report vacated when required, then establish with Ground for the stand.

Vacating and ground transfer

Use VACATE LEFT or RIGHT ON (taxiway), EXPEDITE VACATING, REPORT RUNWAY VACATED, WHEN VACATED CONTACT GROUND (frequency), and TAXI TO STAND (number). Tower normally withholds taxi instructions until the landing roll is complete.

Tower light signals

Vehicles and towing aircraft

Vehicle drivers use a vehicle callsign and the word PROCEED, not TAXI. The first call gives position, destination and requested route. A moving vehicle may be told STOP IMMEDIATELY. For towing, identify the aircraft type and operator because a tow has reduced manoeuvrability.

Essential aerodrome information covers conditions on the manoeuvring area and associated facilities that are necessary for safe operation. Pass it before start or taxi and before final approach whenever possible.

Essential local information

Report construction or WORK IN PROGRESS, obstacles, unserviceable centreline lighting or PAPI, birds, reduced rescue and fire category, displaced thresholds, runway width restrictions, contamination, wake turbulence, wind shear, jet blast and any significant obstruction. Use CAUTION followed by the condition and location.

Wind, visibility and RVR

Surface wind uses WIND (direction) DEGREES (speed) KNOTS. The normal aerodrome observation is a two-minute mean. A requested immediate value is introduced as INSTANT WIND. Weather may include visibility, cloud, temperature, QNH and RVR. Read back QNH.

ATIS operation and contents

ATIS reduces channel loading by broadcasting routine arrival and departure information on a discrete frequency or VOR. Inbound pilots acknowledge the phonetic code on first contact. Outbound pilots normally acknowledge departure ATIS when requested. If a departure ATIS is reported, include QNH so ATC can check it is current. Broadcasts should be no more than 30 seconds.

ATIS contains identification, time of weather, weather report, runway in use, short-term information such as unserviceable aids or surfaces, other useful information and possibly a trend. RVR is normally not included, though IRVR may be available where approved. Rapidly changing weather may be omitted with a notice that it will be passed by RTF. Significant changes are passed until a new broadcast is made. Cloud base is reported up to 10,000 ft.

Runway condition reports describe friction, water or contamination in operational terms. Preserve the reported time, aircraft source, runway location and each runway third.

Water and contamination terms

Use BRAKING ACTION REPORTED BY (aircraft type) AT (time) GOOD, MEDIUM TO GOOD, MEDIUM, MEDIUM TO POOR or POOR. Other forms include AQUAPLANING REPORTED BY, RUNWAY SURFACE CONDITION RUNWAY (number), NOT CURRENT, LANDING SURFACE (condition), and a runway report giving time, runway, precipitation depth and estimated surface friction. Report wet, standing water, snow removed or treated areas and dry snow, wet snow, compacted snow, slush, frozen slush, ice, wet ice, ice underneath, snowdrifts, frozen ruts or ridges. Aerodrome reports give each runway third in order.

When the normal sequence breaks down, use plain language with standard phraseology. State the condition, position, intentions and assistance needed without hiding the operational problem.

Unsafe undercarriage and visual approach

Request a low pass for ground inspection. Tower can reply LANDING GEAR APPEARS DOWN, RIGHT, LEFT or NOSE WHEEL APPEARS UP or DOWN, WHEELS APPEAR UP, or WHEEL DOES NOT APPEAR UP or DOWN. These are observations, not engineering confirmation.

Situations and concise responses

Further worked aerodrome exchanges

These situations are unusual, but the communication pattern stays disciplined. Name the problem, state its operational effect and request a usable instruction. Do not hide an abnormal condition inside a routine call.

Instrument arrival ending at Tower