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Phraseology for Tower & Approach Controllers

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El presente manual se encuentra en proceso de desarrollo. Sus contenidos se

acrecientan a través del trabajo de campo en distintas dependencias de control

del país y mediante una retroalimentación continua, en un período

determinado, a fin de concluir en un manual final que amplíe la utilización de

la fraseología aeronáutica en idioma Inglés (abarcando lo estipulado en la

documentación oficial como así también en situaciones no rutinarias)

permitiendo mantener los niveles de seguridad dentro de los parámetros

aceptables.

Agradecemos a los controladores de tránsito aéreo especializados en control de

aeródromo y aproximación por la colaboración prestada al desarrollo del

presente manual.

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Phraseology for Tower and Approach Controllers

First Edition – NOVEMBER 2015

Second Edition – MARCH 2016

Research and development – Alejandro Benitez and Mauro Gonzalez, Phraseology Instructors

Proofreader – Cecilia Paris, Certified Translator

Front cover design – Javier Lara, Air Traffic Controller

Photographs – Hernán Argento.

Director – Martin Saez, Chief of Training Division

Enquiries regarding the content of this manual should be addressed to

Ezeiza Control Tower Office – Terminal B, 4th floor, Ezeiza International Airport. Buenos Aires, Argentina. E-mail:

englishtwr@outlook.com

This manual is available online at http://dgcta.faa.mil.ar/index.php/capacitacion/documentos

Published by Dirección General de Control de Tránsito Aéreo – Fuerza Aérea Argentina

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Introduction

International Civil Aviation Organization (ICAO) regulates aeronautical communications through its

documents 9432, Radiotelephony Manual, and Annex 10 providing phraseologies to cover every common

situation and respecting formal protocols. Nevertheless, the foreword in DOC 9432 AN/925 states that it is not possible

to provide phraseologies to cover every conceivable situation which may arise, and THE EXAMPLES CONTAINED IN THE

MANUAL ARE NOT EXHAUSTIVE, BUT MERELY REPRESENTATIVE OF RADIOTELEPHONY PHRASEOLOGY IN COMMON

USE. Users may find it necessary to supplement phraseologies with the use of “plain” language.

Air Traffic Controllers are some of those users and they are able to claim that such affirmation is true. Standard

phraseology is limited to standard situations and therefore when non-standard situations occur, the controllers make

use of its plain language with its limitations. According to DOC 9432, when circumstances differ, pilots, ATS personnel

and other ground personnel will be expected to use appropriate subsidiary phraseologies referring to the use of plain

language, or the use of regionally or locally adopted phraseologies.

Phraseology for Tower and Approach Controllers Manual is a phraseology compendium intended to cover non-routine

situations exhaustively with an “appropriate subsidiary phraseology” used daily in many ATS stations in Argentina. It

includes regional and local phraseologies with explanations to clarify their appropriate use. It is based on real ATC-PILOT

communications and on information provided in different seminars carried out along the country by colleague.

This manual does not replace official documents regulated by Argentinian Authorities.

Characteristics of the manual

Phraseology for Tower and Approach Controllers Manual is composed of individual chapters which through an index,

helps to find phraseology quickly. Phraseology is classified according to the ATS it is expected to be used. Besides, the

content follows a logical sequence, starting from basic to complex phraseology.

Despite the fact that Argentinian Air Traffic Control’s mother language is Spanish; the manual has been decided to be

fully edited in foreign language for two reasons:

a) New Air Traffic Controllers are forced to interact with foreign language from the very beginning of the course

of study.

b) Experienced Air Traffic Controllers are expected to incorporate new vocabulary and to improve foreign

language skills, as reading and interpretation.

Titles, subtitles, notes, communications boxes, pictures, charts, colors, texts, examples and other references are

intended to clarify the context in which phraseology should be applied to.

Use of the manual

Titles introduce the phraseology for a specific use, explaining the context. They are considered as the main topic within a

category of phrases. All titles are introduced as follow:

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ATC Clearances

In some cases, within the main group of phraseology there are subcategories related to the main topic and represented

with a lighter color:

ATC clearance with restrictions

In this compendium, the phraseology is specified in a real dialogue between the pilot and the air traffic controller. It

permits to clarify the use of the phraseology in a proper manner.

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AMEDMENTS RECORD

NUMBER DATE INCORPORATED BY INCORPORATED ON

SEMINARS RECORD

PLACE DATE PHRASEOLOGY PAGE

Trelew , Chubut

Bariloche, Rio Negro

Resistencia, Chaco

San Fernando, Buenos Aires

Mar del Plata, Buenos Aires

Ushuaia, Tierra del Fuego

Comodoro Rivadavia, Chubut

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INDEX DEFINITIONS ………………………………………………………………….. Page 13

PHRASEOLOGY ………………………………………………………………….. Page 19 CLEARANCE DELIVERY

ATC clearance with no delay……………………………………………………………………..20

ATC clearance with delay ………………………………………………………………….…….21

ATC clearance with no SID…………………………………………………….……….….……..21

ATC clearance restriction…………………………………………………………………….......22

GROUND CONTROL

Pushback and Start-up clearances...…………………………………………………..……….. 23

Taxi clearances …………………………………………………………………………..…........ 28

Unavailable gates…………………...……….……………………………………………..….… 29

Guidance to unfamiliar pilots………………..………………..…………………………………. 31

Engine shut down……………………………….………………………………………………… 32

Refuel maneuver…………………………………………………………………………...…...... 32

Flat tire……………………………………………………………………………………………... 32

AERODROME CONTROL

Departure clearances……………….....……………………………………………………..….. 34

Backtrack/Backtaxi ……………………………………………………………………...…......... 35

Altitude restrictions…………………………………………………………………….……........ 36

Take-off clearance cancelation……………………………………………………….…..….…. 37

Landing clearances………………………………………………………………….….….….…. 37

Runway incursion ………………………………………………………………….…….……..... 38

Missed approach……………………………………………………………………….……..….. 40

Traffic circuit patterns………………………………………………………………….……….... 41

Visual approach……………………………………………………………………….………….. 41

Touch and go……………………………………………………………………………………... 41

FOD – Foreign Object Debris …………………………………………………………..…….… 42

Instructions for helicopters’ pilots……………………………………………………………….. 43

APPROACH CONTROL

Approach clearance with no delays...………………………..……………………………….... 45

Approach clearance with delays. ………………………………………….. ………………… 45

Holding pattern……………………….…………………………………………………………… 45

360° turn over a fix……………………………………………………………………………...… 46

Visual Circling…………………………………………………………………………………..…. 46

How to describe IACs….………………………………………………………......................... 48

How to describe SIDs………………………………………………………………………….…. 48

ATC requirements …………………………………………………………………………….….. 52

Transponder codes ………………………………………………………………………….….. 53

EMERGENCIES …………………………………………………………..……… Page 55

Message to transmit to all aircraft during an emergency ……………………………………..57

Loss of communications………………………………………………………………………… 57

Light gun………………………………………………………………………………………… 58

Emergency procedures…………………………………………………………………….……..59

Blocked frequency………………………………………………………………………….…….. 59

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Hijack and Bomb threat…………………………………………………………………….…….. 59

Medical situation/ Symptoms………………………………………………………………........ 60

Landing gear check…………………………………………………………………………….... 61

Fuel spill / Fuel dumping ………………………………………………………………………… 62

Bird Strike…………………………………………………………………………………………. 63

WEATHER ……………………………………………………………..……........ Page 65

Wind……………………………………………………………………………………..……….... 66

Wind shear………………………………………………………………………………….….…. 68

Squall line ………………...…………………………………………………..……………...….. 69

Weather information (METAR, CODES)………………………………………………………. 69

Fog – low visibility procedure………………………………..…………………….……….…… 70

Runway conditions /braking action……………………………………………………………... 72

Clouds …………………………………………………………………………………...………... 73

Volcanic ash ………………...…………………………………………………………….……… 76

Snow…………………………………………………..………………………………………..… 76

De-icing procedure clearance………………………………………………………………...… 78

NON-ROUTINE SITUATIONS…………………………………………………….….. Page 79

How to explain the reason of a delay.…………………………………………………………. 81

Flight plans……………………….……………………………………………………………..... 82

Reporting on the conditions of airport facilities and other operative information………..… 83

Geographic coordinates ………………………………………………………………………… 84

External factors concerning ATC……………………………………………………………….. 85

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DEFINITIONS

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INTENTIONALLY LEFT BLANK

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Advisory Area: A designated area where air traffic advisory services are available. Advisory Route: A designated route along which air traffic advisory services are available

(ICAO). Aerodrome: A defined area on land or water (including any buildings, installations and equipment) intended to be used either wholly or in part for the arrival, departure and surface movement of aircraft. Aerodrome Control Service: Air traffic control service for aerodrome traffic. Aerodrome Operating Minima: In relation to the operation of an aircraft at an aerodrome, it means cloud ceiling and runway visual range for take-off, decision height or minimum descent height, runway visual range and visual reference for landing, which are the minimum for the operation of that aircraft at that aerodrome. Aerodrome Traffic: All traffic on the maneuvering area of an aerodrome and all aircraft flying in the vicinity of an aerodrome (ICAO). Aerodrome Traffic Zone: Airspace of defined dimensions established around an

aerodrome for the protection of aerodrome traffic. Aeronautical Mobile Service: A mobile service between aeronautical stations and aircraft stations, or between aircraft stations, in which survival craft stations may participate; emergency position-indicating radio beacon stations may also participate in this service on designated distress and emergency frequencies (ICAO). Aeronautical Station: A land station in the aeronautical mobile service. In certain instances, an aeronautical station may be located, for example, on board of a ship or on a platform at sea (ICAO). Airborne Collision Avoidance System (ACAS): An aircraft system based on SSR transponder signals which operate independently of ground based equipment to provide advice to the pilot on potential conflicting aircraft that are equipped with SSR transponders. Aircraft Station: A mobile station in the aeronautical mobile service on board an aircraft. Air-ground Communications: Two-way communication between aircraft and stations or locations on the surface of the earth (ICAO). Air/Ground Communication Service: A service provided from an aerodrome to give information to pilots of aircraft flying in the vicinity of the aerodrome by means of radio signals and an air-ground communications service unit shall be construed accordingly. AIRPROX: A situation in which, in the opinion of a pilot or controller, the distance between aircraft as well as their relative positions and speed have been such that the safety of the aircraft involved was or may have been compromised (ICAO). Air Traffic: All aircraft in flight or operating on the maneuvering area of an aerodrome (ICAO). Air Traffic Control Clearance: Authorization for an aircraft to proceed under conditions specified by an air traffic control unit (ICAO). Air Traffic Service (ATS): A generic term meaning variously: flight information service, alerting service, air traffic advisory service, air traffic control service, (area control service, approach control service or aerodrome control service) (ICAO). Airway: A control area or portion thereof established in the form of a corridor (ICAO). Altitude: The vertical distance of a level, a point or an object considered as a point, measured from mean sea level (ICAO). Area Control Center: An air traffic control unit established to provide an area control service to aircraft flying within a notified flight information region which are not receiving an aerodrome control service or an approach control service. Air Traffic Flow Management (ATFM): It is the regulation of air traffic in order to avoid exceeding airport or air traffic control capacity in handling traffic, and to ensure that available capacity is used efficiently.

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ATS Surveillance Service: A service provided directly by means of an ATS surveillance system (ICAO). Automatic Terminal Information Service (ATIS): The automatic provision of current, routine information to arriving and departing aircraft throughout 24 hours or a specified portion thereof (ICAO). Backtrack: To taxi on a runway-in-use, in the opposite direction to the aircraft's take-off or

landing direction. Base Turn: A turn executed by the aircraft during the initial approach between the end of the outbound track and the beginning of the intermediate or final approach track. The tracks are not reciprocal (ICAO). Basic Service: A Basic Service is an ATS provided for the purpose of giving advice and information useful for the safe and efficient conduct of flights. This may include weather information, changes of serviceability of facilities, conditions at aerodromes, general airspace activity information, and any other information likely to affect safety. Blind Transmission: A transmission from one station to another station in circumstances where two-way communication cannot be established but where it is believed that the called station is able to receive the transmission (ICAO). Broadcast: A transmission of information relating to air navigation that is not addressed to

a specific station or stations (ICAO). Clearance Limit: The point to which an aircraft is granted an air traffic control clearance. A clearance limit shall be described by specifying the name of the appropriate significant point, or aerodrome or controlled airspace boundary (ICAO). Control Area: Controlled airspace which has been further notified as a control area and which extends upwards from a notified altitude or flight level. Controlled Airspace: Airspace which has been notified as class A, class B, class C, class D, class E, class F “except airspace class “G” Control Zone: Controlled airspace which has been further notified as a control zone and which extends upwards from the surface. Cruising Level: A level maintained during a significant portion of a flight (ICAO). Calculated Take-Off Time (CTOT): A time issued by the ATC for take-off. Decision Altitude/Height: In relation to the operation of an aircraft at an aerodrome, it means a specified altitude/height in a precision approach at which a missed approach must be initiated, if the required visual reference to continue the approach to land has not been established. Elevation: The vertical distance of a point or level on, or affixed to, the surface of the Earth measured from mean sea level (ICAO). Estimated Time of Arrival: For IFR flights, the time at which it is estimated that the aircraft will arrive over that designated point, defined by reference to navigation aids, from which it is intended that an instrument approach procedure will be commenced, or, if no navigation aid is associated with the aerodrome, the time at which the aircraft will arrive over the aerodrome. For VFR flights, the time at which it is estimated that the aircraft will arrive over the aerodrome (ICAO). Flight Information Service Officer (FISO): A Flight Information Service Officer at any aerodrome or area control center. Flight Level: One of a series of levels of equal atmospheric pressure, separated by notified intervals and each expressed as the number of hundreds of feet which would be indicated at that level on a pressure altimeter calibrated in accordance with the International Standard Atmosphere and set to 1013.2 hectopascals. Flight Plan: Specified information provided to air traffic service units, relative to an intended flight or portion of a flight of an aircraft (ICAO). General Air Traffic Flights operating in accordance with civil air traffic procedures.

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Heading: The direction in which the longitudinal axis of an aircraft is pointed, usually expressed in degrees from North (true, magnetic, compass or grid) (ICAO). Height: The vertical distance of a level, a point, or an object considered as a point measured from a specified datum (ICAO). Holding Point: A speech abbreviation used in radiotelephony phraseology having the same meaning as Taxiway Holding Position or Runway Holding Position. Identification: The situation which exists when the position indication of a particular aircraft is seen on a situation display and positively identified (ICAO). IFR Flight: A flight conducted in accordance with the Instrument Flight Rules. Instrument Meteorological Conditions (IMC): Weather precluding flight in compliance

with the Visual Flight Rules. Known Traffic: Traffic that the controller is aware of through direct communication or co-ordination, mainly flight details and intentions. Level: A generic term relating to the vertical position of an aircraft in flight and meaning

variously: height, altitude or flight level (ICAO). Level Bust: Any deviation from assigned altitude, height or flight level in excess of 300 feet. Minimum Descent Altitude/Height: In relation to the operation of an aircraft at an

aerodrome, it means the altitude/height in a non-precision approach below which descent may not be made without the required visual reference. Missed Approach Point: The point in an instrument approach procedure at or before which the prescribed missed approach procedure must be initiated in order to ensure that the minimum obstacle clearance is not infringed. Missed Approach Procedure: The procedure to be followed if the approach cannot be continued (ICAO). Procedure Turn: A maneuver in which a turn is made away from a designated track

followed by a turn in the opposite direction to permit the aircraft to intercept and proceed along the reciprocal of the designated track (ICAO). Radio Beacon: A fixed radio transmitter that broadcasts distinctive signals as a navigational aid. Radar Approach: An approach in which the final approach phase is executed under the direction of a controller using radar (ICAO). Radar Contact: The situation which exists when the radar position of a particular aircraft is seen and identified on a situation display (ICAO). Reporting Point: A specified geographical location in relation to which the position of an aircraft can be reported (ICAO). Runway: A defined rectangular area on a land aerodrome prepared for the landing and take-off of aircraft (ICAO). Runway Visual Range: The range over which the pilot of an aircraft on the center line of a runway can expect to see the runway surface markings, or the lights delineating the runway or identifying its centerline (ICAO). Signal Area: An area on an aerodrome used for the display of ground signals. Significant Point: A specified geographical location used in defining an ATS route or the flight path of an aircraft and for other navigational and ATS purposes (ICAO). Special VFR Flight: A flight made at any time in a control zone which is Class A airspace or is in any other control zone in IMC or at night, in respect of which the appropriate air traffic control unit has given permission for the flight to be made in accordance with special instructions given by that unit, instead of in accordance with the Instrument Flight Rules and in the course of which flight the aircraft complies with any instructions given by that unit and remains clear of cloud and with the surface in sight.

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Straight Ahead: When used in departure clearances, it means: ‘track extended runway centerline’. When given in Missed Approach Procedures, it means: ‘continue on Final Approach Track’. Terminal Control Area: A control area normally established at the confluence of airways in the vicinity of one or more major aerodromes (ICAO). Threshold: The beginning of that portion of the runway useable for landing (ICAO). Traffic Alert and Collision Avoidance System (TCAS): A safety system in an aircraft that is designed to prevent mid-air collisions. Traffic Service: A Traffic Service is a surveillance ATS where, in addition to the provisions of a Basic Service, the controller provides specific surveillance derived traffic information to assist the pilot in avoiding other traffic. Controllers may provide headings and/or levels for the purposes of positioning and/or sequencing; however, the controller is not required to achieve deconfliction minima, and the avoidance of other traffic is ultimately the pilot’s responsibility. Vectoring: Provision of navigational guidance to aircraft in the form of specific headings, based on the use of an ATS surveillance system (ICAO). VFR Flight: A flight conducted in accordance with Visual Flight Rules. Visual Meteorological Conditions (VMC): Weather permitting flight in accordance with

Visual Flight Rules.

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PHRASEOLOGY

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INTENTIONALLY LEFT BLANK

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ATC CLEARANCE DELIVERY

INTRODUCTION In order to manage clearance delivery, you will need to take into account the concepts described in this section. You might find it difficult, but do not worry, clearance delivery will be easier to learn than ground control. Clearance delivery frequency at our home airport (SAEZ) operates on frequency 127

decimal 1 MHZ. Clearance delivery is different from approach and ground control, because the controller is not in charge of any physical airspace at the airport. Instead, the main tasks of a clearance delivery controller are to give appropriate IFR and VFR clearances, and to communicate aircraft intentions to other controllers. IFR CLEARANCES One type of clearance you have to issue is IFR (based on instrument flight rules). In most cases, you should not change the flight plan requirements. The following flight strip is an example of an IFR flight plan:

It is filed by Delta flight 110 which is a Boeing 767 with destination Atlanta from Ezeiza Airport, requesting flight level 290.

There are many parts of an IFR clearance which can be easily remembered by the acronym AIRCRAFT: Clearance, Route, Altitude, Frequency and Transponder. The last communication with the pilot includes a frequency change to ground control and a reminder about how long he has to be ready previous to the take-off time. This situation does not apply to all airports; the gates in USA airports are not controlled by ATCs, so pilots can push back and start up without the controller’s approval. If you were assigned on an airport where the gates were controlled, you would say “When ready for pushback, contact ground control on 121, 75” instead of “contact ground when ready for taxi”. VFR CLEARANCES When the pilot asks for a VFR clearance, he probably requests a straight out departure, northbound, southbound, eastbound or westbound (to mention some departure examples).

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You must provide a clearance which will take them out of Ezeiza airspace without conflicts. Many times, these kinds of clearances are given by the approach controller in order to ensure flight safety. As soon as you get the clearance from the approach controller, you will be able to transmit it to the pilot. TRANSPONDER CODES (SQUAWK)

Transponder codes, often referred to as “squawks”, are used to quickly identify an aircraft on the radar screen and to provide some information about the aircraft attitude. All transponder codes are usually given by a system developed by Indra Company: the Air Traffic Data Flow. Other squawk codes include: 1200 (VFR), 7700 (emergency) 7600 (loss of communication), 7500 (unlawful interference/hijack) 2000 (waiting clearance from the control system when the aircraft is flying)

SOMETHING IMPORTANT

The Clearance Delivery Controller is the person who first gets in contact with the pilot

before he leaves the country or region. We should be polite and provide accurate

information to allow the pilot to plan the route efficiently.

ATC clearance with no delay

ACFT: Ezeiza, UNITED 052.

TWR: UNITED 052, EZEIZA.

ACFT: Gate two, information alpha, request clearance to Houston, flight level 320.

TWR: UNITED 052, ROGER. NO DELAYS EXPECTED FOR DEPARTURE. RUNWAY IN USE 11.

STAND BY FOR ATC CLEARANCE. (I WILL CALL YOU BACK)

--------------------------------------------------------------------------------------------------------------------------------

TWR: UNITED 052 COPY ATC CLEARANCE.

ACFT: Ready to copy, UNITED 052.

TWR: UNITED 052, CLEARED FROM EZEIZA TO HOUSTON (VIA FLIGHT PLAN ROUTE), FLIGHT

LEVEL 320 UNTIL GAVAM. STANDARD INSTRUMENT DEPARTURE BIVAM 2A. SQUAWK

3302.

ACFT: Roger. UNITED 052 is cleared from (…)

TWR: AFFIRM. CONTACT GROUND FREQUENCY 121 DECIMAL 75. (WHEN READY/FOR PUSH

BACK AND START-UP)

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ATC clearance with delay

ATC clearances with no Standard Instrument Departure

ACFT: Ezeiza, TAM 8005.

TWR: TAM 8005, EZEIZA.

ACFT: Gate Seven, request clearance to Guarulhos flight level 370.

TWR: TAM 8005, ROGER. EXPECT DELAYS FOR DEPARTURE. RUNWAY IN USE 17. STAND BY FOR

ATC CLEARANCE AND TAKE-OFF TIME. (I WILL CALL YOU BACK)

---------------------------------------------------------------------------------------------------------------------------------

TWR: TAM 8005, ROGER. EXPECT DELAYS FOR DEPARTURE. RUNWAY IN USE 17. CONFIRM

PUSH BACK TIME/ESTIMATED OFF BLOCK TIME.

ACFT: We are estimating pushback at 2005/on time.

TWR: ROGER. STAND BY FOR ATC CLEARANCE AND TAKE OFF TIME. (I WILL CALL YOU BACK)

---------------------------------------------------------------------------------------------------------------------------------

TWR: TAM 8005 COPY ATC CLEARANCE.

ACFT: Ready to copy, TAM 8005.

TWR: TAM 8005 CLEARED FROM EZEIZA TO GUARULHOS (VIA FLIGHT PLAN ROUTE), FLIGHT

LEVEL 370 UNTIL LOMID. STANDARD INSTRUMENT DEPARTURE, PTA6A DORVO

TRANSITION. SQUAWK 2315. TAKE- OFF TIME 20:20.

ACFT: Roger. TAM 8005 cleared from (…)

TWR: AFFIRM. WHEN READY, CONTACT GROUND FREQUENCY 121 DECIMAL 75 (FOR

PUSHBACK AND STARTUP). (REMEMBER/ EXPECT TO BE READY FOR PUSHBACK AT LEAST

1-5 MINUTES BEFORE YOUR TAKE-OFF TIME.)

TWR: NSC127 CLEARED FROM COMODORO TO AEROPARQUE (VIA FLIGHT PLAN ROUTE),

FLIGHT LEVEL 360 UNTIL PADEX. AFTER DEPARTURE TURN RIGHT /LEFT, JOIN RADIAL 360

CRV VOR UNTIL 60 MILES OUTBOUND. SQUAWK 1605.

ACFT: Roger. TAM 8005 cleared from (…)

TWR: N629SCCLEARED FROM SAN FERNANDO TO IGUAZÚ (VIA FLIGHT PLAN ROUTE), FLIGHT

LEVEL 360 UNTIL GUA VOR. AFTER DEPARTURE MAINTAIN RUNWAY HEADING UNTIL 5

NM OUTBOUND. SQUAWK 1235.

ACFT: Roger. TAM 8005 cleared from (…)

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ATC clearances restrictions

TWR: N629SCCLEARED FROM SAN FERNANDO TO POSADAS (VIA FLIGHT PLAN ROUTE), FLIGHT

LEVEL 290 UNTIL POS VOR. AFTER DEPARTURE (FLY /PROCEED) DIRECT TO EZE 19 THEN

LANDA. RESTRICTION:

- MAINTAIN 1500 FEET UNTIL 10 NM OUTBOUND.

- MAINTAIN FLIGHT LEVEL 120 UNTIL LANDA.

- MAINTAIN 3000 FEET UNTIL CROSSING RADIAL 100 SNT VOR.

- MAINTAIN RUNWAY HEADING UNTIL 15 NM OUTBOUND.

- REACH LANDA WITH FLIGHT LEVEL 150 OR ABOVE.

- CROSS FLIGHT LEVEL 050 BEFORE 7 NM OUTBOUND

ACFT: Roger. N629SC cleared from (…)

SQUAWK 1605.

ACFT: Roger. TAM 8005 cleared from (…)

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GROUND CONTROL

INTRODUCTION

The ground controller is responsible

for the airport movement area. This

generally includes all taxiways,

inactive runways and some

intersections where aircraft arrive once

the runway has been vacated. Any

aircraft or vehicle working in these

areas is required to have clearance

from Ground Control.

Aircraft without radios must respond to

ATC instructions being led by vehicles

with radios (FOLLOW ME). People working on the airport surface normally have a

communications link through which they can communicate with Ground Control, commonly

either by handheld radios or even cell phones. Ground Control is vital to the smooth

operation of the airport because it impacts the sequencing of departure aircraft, affecting

the safety and efficiency of the operations carried out on an airport. Another important task

related to a ground controller is to assist an approach controller with the coordination in

adjacent air spaces.

Giving a pushback and start-up clearance

NOTE: We can say “Expect Taxiway C” when we need the aircraft to push in a particular way.

When we are not able to give a pushback approval by the time the pilot asks for it, then, we

should say:

ACFT: Córdoba, SPEEDBIRD 245, at Gate 2, request pushback and start-up.

TWR: SPEEDBIRD 244, CORDOBA GROUND, ROGER. PUSHBACK AND START-UP APPROVED.

REPORT READY TO TAXI RUNWAY 18.

ACFT: Roger, pushback and startup approved. We will report ready to taxi, Runway 18,

SPEEDBIRD 245.

TWR: PTONE, MAR DEL PLATA GROUND, ROGER. HOLD POSITION.

ACFT: Roger. Hold position, PTONE.

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Moreover, the pilot may ask why he must remain at the gate. If this is the case, we can explain it

to him by using one of the following responses:

When an aircraft requests early pushback and it is delayed by ATC regulations

When an aircraft requests early pushback and it is delayed by ATC regulations

NOTE: He may also wait out of a taxiway with engines off.

ACFT: Ezeiza, Turkish 16, at Gate four, request pushback and start-up.

TWR: TURKISH 16, EZEIZA GROUND, YOUR TAKE -OFF TIME IS IN 25 MINUTES. PUSHBACK AND

START-UP AT YOUR OWN DISCRETION. REPORT READY TO TAXI RUNWAY 11.

ACFT: Roger, pushback and start- up at own discretion. We will report ready to taxi Runway 11,

Turkish 16.

ACFT: Ezeiza, SPEEDBIRD 244, at Gate 4, requests pushback and start-up.

TWR: SPEEDBIRD 244, EZEIZA GROUND. YOUR TAKE-OFF TIME IS IN 25 MINUTES. WOULD YOU

LIKE TO REMAIN AT THE GATE OR PUSHBACK NOW?

ACFT: Ok, We´d prefer to wait here, we will call you in 10 minutes for pushback /we want to

pushback anyway SPEEDBIRD 244.

TWR: GOL7683, AEROPARQUE GROUND, HOLD POSITION.

- THERE IS AN AIRCRAFT PASSING BEHIND (AT THE MOMENT). AFTER THAT TRAFFIC

YOU WILL BE CONFIRM FOR PUSHBACK.

- YOUR TAKE-OFF TIME IS EXPECTED AT 17:30 AND PRESENT/CURRENT TIME IS 17:25.

YOU HAVE ONLY 5 MINUTES REMAINING. ARE YOU ABLE TO COMPLY?

If so, we say: “PUSHBACK APPROVED. REMEMBER: IF YOU DO NOT COMPLY,

EXPECT A NEW TAKE-OFF TIME/ MORE DELAYS”

If not, we say: “I WILL CHECK A NEW TAKE-OFF / DEPARTURE TIME”

- YOU ARE NUMBER TWO BEHIND TRAFFIC WITH A TAKE-OFF TIME TO COMPLY.

- EXPECT PUSHBACK IN 10 MORE MINUTES (FROM NOW).

ACFT: Roger, hold position, GOL7683.

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When an aircraft asks for an improvement of its take-off time:

When we want to give a push back approval in advance, while another aircraft is moving

throughout the apron or blocking it for any reason:

NOTE: We must say:

“Next to pass or next to taxi” when the aircraft is still starting up.

“Passing behind or taxiing behind” when the aircraft is already taxiing.

“Towing behind” when the aircraft is not taxiing by its own means.

Conditional pushback approval- If we need the same gate for another aircraft which has been

waiting for it:

ACFT: Aeroparque, Tam 8015, position number 2, we are fully ready now […] Can we get an

improvement/earlier take-off time?

Or We are fully ready now and we can push at any time, if there is any improvement.

TWR: TAM 8015, AEROPARQUE GROUND, ROGER. I WILL CHECK IF THERE IS ANY

IMPROVEMENT. STAND BY.

If so, we say:

TWR: TAM 8015, AEROPARQUE GROUND. PUSHBACK AND START UP APROVED. REPORT

READY TO TAXI RUNWAY 11. NEW TAKE-OFF TIME AT 10:50/ NO DELAYS NOW.

If not, we say:

TWR: TAM 8015, AEROPARQUE GROUND. THERE IS NO IMPROVEMENT/ EARLIER TAKE- OFF

TIME AVAILABLE (AT THE MOMENT). MAINTAIN (TAKE- OFF TIME AT) 11:10. REPORT AT

00 FOR PUSHBACK.

TWR: SPEEDBIRD 244, EZEIZA GROUND, ROGER. AFTER LAN BOEING 767 (NEXT TO) PASSING /

TAXIING BEHIND, PUSHBACK AND START-UP APPROVED. REPORT READY TO TAXI

RUNWAY 11.

ACFT: Roger. After LAN Boeing 767 passing behind, pushback and start-up approved. We will

report ready to taxi Runway 11, SPEEDBIRD 244.

TWR: SPEEDBIRD 244, EZEIZA GROUND, ROGER. PUSHBACK AND START-UP ABEAM GATE

THREE TO GIVE WAY TO LAN BOEING 767 GOING INTO THE GATE / FROM TAXIWAY

CHARLIE TO GATE FOUR. REPORT READY TO TAXI, RUNWAY 11.

ACFT: Roger. We push until abeam Gate three to give way to the traffic. We´ll report ready to

taxi Runway 11, SPEEDBIRD 244.

26

When the gate has remained unavailable because the flight is delayed by ATC regulations, we

can ask the pilot to tow his aircraft to a different place, even if he has not request it. To do this in

a correct way, we say:

When we cannot clear an aircraft to push over the main apron but we need it to move anyway

either we clear it with a conditional pushback clearance as described above or we move it

toward a taxiway as a last option by saying:

TWR: SPEEDBIRD 244, EZEIZA GROUND, ROGER. PUSH BACK ABEAM TAXIWAY DELTA/ON

TAXIWAY DELTA (AND COMPLETE START-UP THERE). DO NOT BLOCK MAIN APRON.

REPORT READY TO TAXI, RUNWAY 11.

ACFT: Roger. We push until Taxiway Delta without blocking main apron. We´ll report ready to

taxi Runway 11, SPEEDBIRD 244.

NOTE: This type of clearance expedites traffic flow, but there are risks. Read-back must be in full and in the same

sequence as given. The clearest way these instructions are given, the least misunderstandings we will have to

deal with, especially with pilots who are not familiar with the airport and with platform movements. In an

extreme situation we could say something like:

“Pushback straight into Taxiway Delta with the aircraft back part/tail facing south” or wherever. Remember:

We will say this just in an extreme situation.

Abeam means “at right angles to the length of the aircraft”. We can say “parallel to” as well.

TWR: SPEEDBIRD 244, MENDOZA GROUND.

ACFT: Mendoza Ground, SPEEDBIRD 244.

TWR: Mendoza, I NEED THE GATE FOR ANOTHER AIRCRAFT. EXPECT TO BE TOWED TO

POSITION 22.

ACFT: Roger. We tow to spot 22, SPEEDBIRD 244.

27

Sometimes the pilot may request to start up one engine or both at the gate prior to pushback.

We are able to issue an approval as follows:

If the pilot pushes back in a wrong direction according to the runway in use

If the pushback procedure is carried out in the wrong direction according to the runway in use

and the pilot asks for a 180 turn over the apron

Giving a taxi clearance

TWR: PRBGH, COMODORO. YOU PUSHED BACK TO THE WRONG SIDE. YOUR NOSE SHOULD BE

FACING WEST.

- RETURN TO THE GATE AND HOLD POSITION.

- NOW CONTINUE PUSHING TO TAXIWAY 1, DO NOT BLOCK THE APRON.

ACFT: Roger. We go back to the gate, PRBGH.

TWR: United 846, EZEIZA, YOU PUSHED BACK TO THE WRONG SIDE. YOUR NOSE SHOULD BE

FACING WEST […]

ACFT: Roger. Can we make a 180 here/on the main apron/at this position?

TWR: HOLD POSITION. GROUND STAFF WILL CHECK THE AREA FOR A 180 MANEUVER.

or HOLD POSITION. I WILL CHECK WITH GROUND STAFF IN ORDER TO CONFIRM THE 180

MANEUVER.

ACFT: Resistencia ground, AMERICAN 956. We are at Gate 4. Request start one engine at this

position.

or Resistencia ground, AMERICAN 956, request start one engine at the gate.

TWR: AMERICAN 956, RESISTENCIA GROUND, ROGER. START-UP AT THE GATE/POSITION

APPROVED. REPORT READY FOR PUSHBACK.

ACFT: Roger. Start-up at the gate approved. We will report ready for pushback/wilco,

AMERICAN 956.

28

Taxi clearances

When the aircraft is leaving the active runway…

When the aircraft has to cross any runway

When the aircraft has to taxi from the platform using an inactive runway:

TWR: Speedbird 244 EZEIZA, AFFIRM. CLEARED TO ENTER TO / JOIN TO / TAXI VIA RUNWAY 1-7

ACFT: Ezeiza, Alitalia 681 request taxi.

TWR: ALITALIA 681, Ezeiza, TAXI VIA FOXTROT TO HOLDING POINT RUNWAY 11/HOLD SHORT

OF RUNWAY 11. WHEN READY, CONTACT TOWER 118 DECIMAL 6.

ACFT: Roger. Taxi via foxtrot hold short of runway 11, when ready tower 118 decimal 6, Alitalia

681.

ACFT: Ezeiza, Copa 363, leaving the active via runway 35

TWR: COPA 363, Ezeiza. TAXI VIA CHARLIE POSITION NUMBER 5.

ACFT: Roger. Taxi via charlie, position 5, Copa 363. Thanks!

ACFT: Ezeiza, UPS 417, on taxiway Hotel

TWR: UPS 417, Ezeiza, TAXI VIA HOTEL AND DELTA, POSITION NUMBER 12. CROSS RUNWAY

35.

ACFT: Roger. Taxi via Hotel and Delta, cross runway 3-5, position 12, UPS 417. Thanks!

ACFT: Ezeiza, Gol 7653, ready to taxi.

TWR: GOL 7653, Ezeiza, TAXI VIA BRAVO, RUNWAY 17 AND HOTEL TO HOLDING POINT

RUNWAY 29/HOLD SHORT OF RUNWAY 29.

ACFT: Roger. Taxi via bravo, runway 17 and hotel, hold short of runway 29, Gol 7653.

Then, to clear an aircraft to enter the runway…

ACFT: Ezeiza, Gol 7653, on taxiway Bravo. Are we cleared to taxi via runway 17?

TWR: AFFIRM. TAXI VIA RUNWAY 17.

ACFT: Roger. Taxi via runway 17, Gol 7653.

29

When there are other aircraft taxiing at the same time…

When the aircraft is arriving but the gate or stand is unavailable…

Then ATC may be asked for another gate:

NOTE: All taxi clearances will contain a clearance limit, which is the point at which the aircraft must stop unless

further permission to proceed is given.

ACFT: Ezeiza, Speedbird 244 ready to taxi.

TWR: SPEEDBIRD 244, EZEIZA, TAXI VIA FOXTROT TO HOLDING POINT RUNWAY 11 / HOLD

SHORT OF RUNWAY 11. GIVE WAY TO BOA BOEING 737 FROM TAXIWAY DELTA TO

POSITION 15.

ACFT: Roger. Taxi via Foxtrot to holding point 11. Give way to BOA Boeing 737 from Delta to

position 15, SPEEDBIRD 244.

ACFT: Ezeiza, AIR FRANCE 417, vacating the active via runway 35 to Gate Five.

TWR: AIR FRANCE 417, EZEIZA, TAXI VIA CHARLIE AND HOLD POSITION ON CHARLIE / THERE /

SHORT OF THE APRON. POSITION NUMBER 5 IS NOT AVAILABLE /UNAVAILABLE /OCCUPIED

ACFT: Roger. Taxi via charlie and hold on Charlie, AIR FRANCE 417.

ACFT: Ezeiza, Air France 394, leaving the active via runway 35.

TWR: AIR FRANCE 394, EZEIZA, TAXI VIA CHARLIE AND HOLD POSITION ON CHARLIE / THERE /

SHORT OF THE APRON. POSITION NUMBER 5 IS NOT AVAILABLE /UNAVAILABLE

/OCCUPIED

ACFT: Roger. Taxi via charlie and hold on charlie. Can you give us another gate?/ Is there another

gate available for us?

TWR: NEGATIVE. WE ARE NOT IN CHARGE OF POSITION ALLOCATIONS. CHECK WITH YOUR

COMPANY.

ACFT: Okay, Roger.

30

When ATC gives an estimate if we know it exactly…

NOTE: We may add to this instructions the following clarifications

- The position / gate will be released in / in about / five minutes

-

When the gate is being released while other aircraft is waiting for it and there is not enough

space.

NOTE: We may also issue a warning to the second aircraft involved in this situation as follows:

TWR: TAM 8005, CONTINUE PUSHING BACK UNTIL ABEAM GATE 3 BECAUSE ALITALIA DOES NOT HAVE

ENOUGH SPACE TO ENTER GATE 5

At Ezeiza Airport, when an aircraft exits runway 11 via runway 35 and it has to park on cargo

ramp in the night time, it has to taxi via C because the aircraft is not allowed to taxi via A and B .

ACFT: Ezeiza, Lufthansa 510, vacated the active via runway 35.

TWR: Lufthansa 510, Ezeiza, TAXI VIA CHARLIE AND HOLD POSITION ON CHARLIE / THERE /

SHORT OF THE APRON. POSITION NUMBER 5 IS NOT AVAILABLE /UNAVAILABLE /OCCUPIED

ACFT: Roger, taxi via charlie and hold on charlie. Do you have an estimate about how long we

have to wait?

TWR: THE POSITION WILL BE RELEASED IN (ABOUT) 5 MINUTES.

ACFT: Okay, Roger.

ACFT: Ezeiza, Fedex 046, on runway 35 to cargo ramp.

TWR: FEDEX 046, EZEIZA, TAXI VIA CHARLIE AND JULIET POSITION 55, ON CARGO APRON.

ACFT: Roger. Cleared to taxi via charlie and juliet, spot 55. Can we proceed via/take taxiway A

(with own lights)?

TWR: NEGATIVE. TAXIWAYS A AND B ARE NOT AVAILABLE AT NIGHT. TAXI IS NOT ALLOWED.

(BECAUSE THERE ARE NOT TAXIWAY CENTERLINE LIGHTS)

ACFT: Okay, Roger.

TWR: ALITALIA 681, EZEIZA. WHEN THE TAXIWAY LINE IS CLEARED, CONTINUE TO THE GATE.

ACFT: Roger. I do not have enough space to enter the position.

TWR: ALITALIA 681, ROGER. HOLD POSITION – If the aircraft has not started to move

ALITALIA 681, ROGER. HOLD POSITION. I WILL CHECK THE AREA WITH GROUND STAFF. – If the aircraft has already started to move by the time the pilot reports this situation to the tower

31

Guidance to a pilot who is unfamiliar with the airport

When an aircraft taxies through main apron and passes whether the allocated position or a

taxiway given in a taxi clearance, and therefore there is not any other taxiway available for the

return.

ACFT: Ezeiza, PRNRE on runway 35. We are unfamiliar with the airport. Can you guide us?

TWR: PRNRE, EZEIZA. TAXI UP TO THE END, TAXIWAY ALFA TO THE LEFT. WHEN REACHING

ALFA EXPECT TAXIWAY JULIET ON YOUR RIGHT. REPORT REACHING JULIET.

ACFT: Roger. Up to the end, left on alfa expecting juliet to my right. I will report reaching Juliet.

TWR: AFFIRM.

Later…

ACFT: Ezeiza, PRNRE, on taxiway J.

TWR: PRNRE, Ezeiza, ROGER. CONTINUE VIA J (UP TO THE END) TO POSITION 45. INDUSTRIAL

RAMP/OVERNIGHT PARKING IS LOCATED ON THE RIGHT SIDE OF JULIET PASSING/IN

FRONT OF AEROLINEAS ARGENTINAS HANGARS. REPORT MARSHALL IN SIGHT.

PRNRE, EZEIZA, ROGER. CONTINUE VIA J UP TO THE END TO POSITION 45. YOU WILL

FIND THE INDUSTRIAL RAMP/OVERNIGHT PARKING AREA/CHIVATOS ON THE RIGHT SIDE

PASSING/IN FRONT OF AEROLINEAS ARGENTINAS HANGARS. REPORT MARSHALL IN

SIGHT

ACFT: Roger. Up to the end, right on chivatos after Aerolineas Argentinas hangars. I will report

marshall in sight, PRNRE.

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When an aircraft shuts down engines in order to be towed.

Refueling over the apron during thunderstorm / lightning weather

During a thunderstorm or lightning weather, refueling maneuvers are often stopped to avoid electrocution and lightning strike.

The picture shows an electrical storm over the airfield.

How do we provide information to pilots?

When an aircraft is unable to taxi due to a tire situation

TWR: GOL 7658, HOLD POSITION. YOU HAVE MISSED THE ASSIGNED POSITION / TAXIWAY 1

ACFT: Roger. Hold position, GOL 7658.

TWR: GIANT 33, COMODORO. SHUT DOWN ENGINES AND EXPECT TO BE TOWED VIA JULIET TO

POSITION 45 / BACK TO THE (MAIN) APRON.

ACFT: Roger, Taxi via alfa. On taxiway alfa we shut down engines expecting to be towed via

juliet to position 45, Giant 33.

TWR: CONVIASA 5001, CORDOBA. FOR INFORMATION REFUELING MANEUVERS HAVE BEEN CANCELLED DUE TO THUNDERSTORM OVER THE AIRFIELD. STAND BY FOR WEATHER IMPROVEMENTS/FURTHER INFORMATION TO RESUME OPERATIONS.

ACFT: Roger.

TWR: COPA 278, MENDOZA, FOR INFORMATION THERE IS AN AIRCRAFT WITH A FLAT TIRE ON TAXIWAY DELTA / THE RUNWAY 11 /ETC.

ACFT: Roger.

33

AERODROME CONTROL

INTRODUCTION The main function of Aerodrome Control is to issue information and clearances to aircraft under its control, to maintain separation and to prevent collisions between:

Aircraft flying in the aerodrome traffic circuit around an aerodrome Aircraft operating on the maneuvering area (runways and taxiways) VFR traffic in the area Aircraft landing and taking off Aircraft and vehicles on the maneuvering area Aircraft on the maneuvering area and obstructions on that area

Aerodrome Control is provided by an Aerodrome Controller who is also responsible for the vehicular movements on the maneuvering area and for working parties operating on the movement area. The main job of a controller is to ensure safety and efficiency by visual means. Controllers also have a feed from the radar that helps them locate aircraft around the airfield. The Aerodrome Controller is also responsible for alerting the Fire Section in the case of an incident or accident on the airport or in the vicinity of the airfield.

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Giving departure clearances

In order to clear an aircraft to enter the runway after a landing traffic, we say…

NOTE: According to ICAO, this instruction can be given only under VMC conditions.

When an aircraft is reaching the holding point and is ready at the same time another aircraft is

lining up

ACFT: Ezeiza, Springbok 227 reaching holding point Runway 11, ready for departure (take-

off)/we will be ready at the end.

TWR: SPRINGBOK 227, EZEIZA, ROGER. RUNWAY 11 CLEARED FOR TAKE-OFF / TO TAKE OFF.

ACFT: Roger. Cleared to take-off runway 11, Springbok 227.

ACFT: Ezeiza, EMIRATES 248, reaching holding point runway 11 ready for departure (take-off) /

we will be ready at the end.

TWR: EMIRATES 248, EZEIZA, ROGER. DO YOU HAVE THE LANDING TRAFFIC/THE TRAFFIC ON

FINAL/ON SHORT FINAL IN SIGHT?

ACFT: Affirm. (Traffic on final in sight)

TWR: ROGER. BEHIND LANDING TRAFFIC, AIRBUS 320, LINE UP AND WAIT RUNWAY 11

BEHIND.

ACFT: Roger. After the landing traffic we line up and wait runway 11, EMIRATES 248.

ACFT: Ezeiza, KLM 708, we are ready.

TWR: KLM 708, EZEIZA, ROGER. IN SEQUENCE, LINE UP AND WAIT RUNWAY 11.

ACFT: Roger. In sequence line up and wait runway 11, KLM 708.

35

To allow an aircraft to enter the runway and to make it wait over there for any separation or for

any specific take- off time (e.g. a regulation):

BACKTRACK/BACKTAXI

Backtrack (also known as backtaxi) is an airport ground procedure which involves the

use of any portion of a runway as a taxiway for an aircraft to taxi in the opposite direction

from which it will take off or has landed. The procedure is commonly used at airports which

may not have separate paved taxiways, parallel to the runway.

When there is traffic on final:

ACFT: Ezeiza, QATARI 922, holding short Runway 35.

TWR: QATARI 922, EZEIZA, ROGER. BACKTRACK/BACKTAXI ON RUNWAY 35. REPORT READY

FOR DEPARTURE.

ACFT: Roger. Backtrack runway 35. I will report ready for departure, QATARI 922.

ACFT: Ezeiza, UPS 415, holding short runway 11.

TWR: UPS 415, EZEIZA, ARE YOU READY FOR IMMEDIATE DEPARTURE? TRAFFIC ON FINAL 10

NM INBOUND.

ACFT: Affirm. We are ready for immediate departure.

TWR: ROGER. UPS 415, TRAFFIC ON FINAL 10 NM, RUNWAY 11 CLEARED FOR IMMEDIATE

TAKE-OFF / CLEARED TO TAKE-OFF IMMEDIATELY.

ACFT: Cleared for immediate take-off Runway 11, UPS 415.

ACFT: Ezeiza, KLM 708, we are ready.

TWR: KLM 708 EZEIZA, ROGER. LINE UP AND WAIT RUNWAY 29. EXPECT DEPARTURE IN 1

MINUTE.

ACFT: Roger, line up and wait runway 29, KLM 708

36

When an aircraft departs from an intersection:

Providing altitude restrictions

Traffic Information

ACFT: Ezeiza, PTPBV, on foxtrot taxiing to runway 11. We can depart from ECHO intersection.

TWR: PTPBV, EZEIZA, ROGER. REMAINING RUNWAY DISTANCE 2500 (TWO THOUSAND AND

FIVE HUNDRED) METERS. RUNWAY 11 AND ECHO INTERSECTION, CLEARED FOR TAKE-

OFF /TO TAKE-OFF.

ACFT: Roger, Cleared for take-off from Echo and Runway 11 intersection, PTPBV.

TWR: AMERICAN 956, COPY RESTRICTION.

ACFT: Ready to copy, AMERICAN 956

TWR: AMERICAN 956, AFTER DEPARTURE MAINTAIN 3 THOUSAND FEET UNTIL 1-0 DME EZE

VOR, QNH 1012.

ACFT: Roger. Maintain 3 thousand feet until 10 DME EZE VOR, QNH 1012, AMERICAN 956.

TWR: AMERICAN 956 AFFIRM. RUNWAY 11 CLEARED FOR TAKE-OFF.

ACFT: Roger. Cleared for take-off Runway 11, AMERICAN 956.

.

TWR: AMERICAN 956, AIRBONE AT 10, (COPY) TRAFFIC INFORMATION, AT TWELVE O´CLOCK,

OPPOSITE DIRECTION WITH TRANSITION LEVEL 045, MANTAIN 3 THOUSAND FEET.

ACFT1: Roger. Traffic in sight/we copied the traffic, AMERICAN 956.

TWR: CX MAS (COPY) TRAFFIC INFORMATION, AT TWELVE O´CLOCK, OPPOSITE DIRECTION,

WITH 3 THOUSAND FEET, MANTAIN TRANSITION LEVEL 045. REPORT COMMENCING

APPROACH.

ACFT2: Roger. Traffic in sight, CX MAS.

When the traffic involved is crossed:

TWR: AMERICAN 956 CLIMB TO FLIGHT LEVEL 350. REMAIN THIS FREQUENCY.

ACFT1: Roger, Climb to flight level 350. Remain this frequency, AMERICAN 956.

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Take-off clearance cancelation

Take-off cancelation

NOTE: We can be asked about the reason of this cancelation. In this case, depending on the situation we could say….

ACFT: Roger, cancel take-off, AIR FRANCE 417. Confirm reason.

TWR: RUNWAY INCURSION DUE TO TRUCK ON THE RUNWAY. HOLD POSITION.

ACFT: Roger that, hold position, AIR FRANCE 417.

Giving landing clearances

NOTE: Wind information should be provided along with approach clearance. There must be a considerable variation in the wind intensity in order to be provided with landing clearances. See MANOPER 7.3.1.2.3

If we need the aircraft to leave the runway in a particular taxiway

NOTE: We may also tell the pilot why we need him to get off the runway in that way:

Expect Taxiway Bravo, Taxiway Alfa is not available/is occupied is out of service, etc.

Expect to vacate via Hotel, Runway 17/35 is not available/ is occupied/ is out of service, etc

TWR: FEDEX 046, EZEIZA, RUNWAY 17 CLEARED TO LAND.

ACFT: Roger. Cleared to land Runway 17, FEDEX 046.

TWR: FEDEX 46, EZEIZA. EXPECT TO VACATE VIA HOTEL/BY THE END VIA HOTEL, RUNWAY 11

CLEARED TO LAND.

ACFT: Roger, cleared to land Runway 11, expect to vacate via Hotel, Fedex 46.

TWR: AIR FRANCE 417, CANCEL TAKE-OFF. I SAY AGAIN, CANCEL TAKE-OFF.

ACFT: Roger. Cancel take-off, AIR FRANCE 417.

38

When we are not able to give a landing clearance because the runway is still occupied:

To give a landing clearance with a traffic taking off from the same runway at the same time

0

NOTE: Remember to use this procedure in order to comply with MANOPER ATM 7.9.3 and 7.3.1.5 (Wake Turbulence)

Runway incursion

A runway incursion is any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle or person on the protected area of a surface designated for aircraft landing and take-off of aircraft. Pilots, controllers and drivers

can all be involved in runway incursions. A survey of operational staff showed that approximately thirty per cent of drivers, twenty per cent of air traffic controllers and fifty per cent of pilots have reported being involved in runway incursions. That’s why, we have to pay special attention and watch all the portion of a runway before providing a clearance to enter the active runway. As a technique to avoid incidents, any aircraft next to the active runway has to change the frequency and call the aerodrome controller to ensure the right operation procedure. Runway incursions can be divided into several recurring scenarios. Common scenarios include: a) An aircraft or vehicle crossing in front of a landing aircraft; b) An aircraft or vehicle crossing in front of an aircraft taking off; c) An aircraft or vehicle crossing the runway-holding position marking;

ACFT: Ezeiza, AMERICAN 931, outer marker.

TWR: AMERICAN 931, EZEIZA, ROGER. CONTINUE ON FINAL, I WILL REPORT RUNWAY 11

VACATED.

Or AMERICAN 931, EZEIZA, ROGER. STAND BY FOR LANDING CLEARANCE.

ACFT: Roger.

ACFT: Ezeiza, United 846, outer marker.

TWR: UNITED 846, EZEIZA, ROGER. BOEING 737 TAKING OFF FROM RUNWAY 11, CLEARED TO

LAND.

ACFT: Roger. Cleared to land runway 11, United 846.

39

d) An aircraft or vehicle unsure of its position and inadvertently entering an active runway; e) A breakdown in communications leading to failure to follow an air traffic control instruction f) An aircraft passing behind another aircraft or vehicle that has not vacated the runway.

These are the air traffic control factors which may lead to a runway incursion:

1) an aircraft; 2) the closure of a runway; 3) a vehicle on the runway; or 4) a clearance that has been issued; b) failure to anticipate the required separation or miscalculation of the impending separation; c) inadequate coordination between controllers; d) a crossing clearance issued by a ground controller instead of an air/tower controller; e) misidentification of an aircraft or its location; f) failure of the controller to provide a correct readback of another controller’s instruction; g) failure of the controller to ensure that the readback by the pilot or the vehicle driver conforms to the clearance issued; h) communication errors; i) overlong or complex instructions; j) use of non-standard phraseology; k) reduced reaction time due to on-the-job training. Other common factors include: a) distraction; b) workload; c) experience level; d) inadequate training; e) lack of a clear line of sight from the control tower; f) human-machine interface; and g) incorrect or inadequate handover between controllers HOT SPOT DEFINITION: A location on an aerodrome movement area with a history or potential risk of collision or runway incursion, and where heightened attention by pilots or drivers is necessary.

At Ezeiza Airport, the two hot spots are the intersection between Runway 11/29 and Taxiway G and Runway 17/35 with Taxiway H. In these positions, the ground controller should instruct the pilot to switch to the main frequency and to order to “Hold Short Of Runway”

40

When an aircraft is landing and a runway incursion takes place, then we should apply going

around procedures:

Missed Approach

NOTE: Once the aircraft has landed you can ask the reason for the go around maneuver.

NOTE 2: Tower controllers are not allowed to provide radar vectors. If an aircraft requests them to proceed to a fix, you should say: “We are not allowed to provide (you with) radar vectors in this area”, “This is not a radar control service”, “This is a

TWR: AMERICAN 996 RUNWAY 11 CLEARED TO LAND

ACFT 1: Roger, Cleared to land runway 11, AMERICAN 996.

ACFT2: Ezeiza, GOL 7456, we passed the holding point of runway 11 (but we are fully ready for departure).

TWR: CONFIRM: DID YOU PASS THE HOLDING POINT?

ACFT2: Yes, we did.

TWR: AMERICAN 996, GO AROUND. AIRCRAFT REACHING THE HOLDING POINT MADE A RUNWAY INCURSION / THERE IS AN AIRCRAFT ON THE RUNWAY.

ACFT: Ezeiza, KLM708, going around.

TWR: ROGER, CLIMB AT 3000 FEET HEADING 126 DEGREES, QNH 1012. THEN CONFIRM INTENTIONS.

ACFT: Roger. Climb at 3000 feet heading 126 degrees, QNH 1012. We would like to approach in a different runway due to strong/hard tail wind.

TWR: ROGER. RUNWAY 35 IS AVAILABLE. CONFIRM.

ACFT: Roger. We will make an approach to runway 35

TWR: ARE YOU ABLE TO MAKE/PERFORM A VISUAL APPROACH OR WILL YOU COMPLETE CHART NUMBER 7 FROM GESTA INTERSECTION?

ACFT: We are able to make a visual approach to runway 35.

TWR: ROGER

41

Traffic circuit patterns

Downwind leg. A long level flight path parallel to, but in the opposite direction of, the landing runway. Base leg. A short descending flight path at right angles to the approach end extended centerline of the landing runway. Final leg. A descending flight path in the direction of landing, along the extended runway centerline, from the base leg to

the runway. The last section of the final leg is sometimes referred to as short final. Visual Approach with instructions to join a traffic circuit pattern

Touch and go

TWR: CX MAS, EZEIZA. ARE YOU ABLE TO MAKE/PERFORM A VISUAL APPROACH?

ACFT: Affirm. I have the field in sight.

TWR: CX MAS, EZEIZA. ROGER CLEARED VISUAL APPROACH RWY 11, DESCEND AT 2000 FEET, QNH 1012. EXPECT LEFT HAND TRAFFIC CIRCUIT/JOIN DOWNWIND LEG BY THE NORTH or SOUTH OF THE FIELD FOR RUNWAY 11. YOU ARE NUMBER 2. TRAFFIC NUMBER ONE IS A BOEING 777 AT 10 MILES ON FINAL RUNWAY 11, REPORT TRAFFIC IN SIGHT.

ACFT: Roger. We descend at 2000 feet, QNH 1012. Join left hand traffic circuit of Runway 11, I will report traffic in sight, CX MAS.

Then… ACFT: Ezeiza, CX MAS traffic in sight.

TWR: CXMAS, EZEIZA, ROGER. MAINTAIN OWN SEPARATION. REPORT FIVE MILES ON FINAL.

ACFT: Ezeiza, CX MAS on final. TWR: CX MAS, EZEIZA. ROGER. RUNWAY 17, CLEARED TOUCH AND GO ACFT: Roger. Cleared touch and go runway 17, CX MAS

42

Normal operation report

FOD – Foreign Object Debris

An FOD is a substance, debris or article alien to a vehicle or system which could potentially cause damage.

Types of FOD

ACFT: Ezeiza, TAM 8013, we report FOD abeam position 12, we stop taxiing now. TWR: ROGER.CONFIRM HOW IT LOOKS. ACFT: It seems to be a plastic bag. TWR: ROGER. HOLD POSITION. I WILL CHECK THE AREA WITH GROUND STAFF. Then… TWR: TAM 8013, EZEIZA. THE OBJECT HAS BEEN REMOVED. CONTINUE TAXIING VIA […]

ACFT: Ezeiza, LV FXX over Matanza, 3000 feet. TWR: LV FXX, EZEIZA. ROGER. REPORT NORMAL OPERATION EVERY 30 MINUTES. ACFT: Roger. I will report normal operation every 30 minutes, LV FXX.

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Phraseology to issue instructions to helicopters’ pilots.

Air-taxi

Clearance to cross extended runway centerline.

Instruction to stay the helicopter out of the way of extended runway axis.

Hovering.

NOTE: Hover means to remain stationary, relative to the earth while in the air.

Helicorridor .

NOTE: In case that the pilot is unfamiliar with the helicopter VFR route we could guide him by describing the location

as follows:

TWR: THE HELI-CORRIDOR IS LOCATED BETWEEN 50 AND 100 METERS OFFSHORE, OVER THE RIVER.

ACFT: Aeroparque, NSC127 requests air-taxi.

TWR: NSC127 AEROPARQUE, ROGER. AIR-TAXI VIA APRON. REPORT OVER HELIPOINT SIERRA.

TWR: NSC127, AEROPARQUE. CROSS EXTENDED CENTERLINE OF RUNWAY 13 / RUNWAY 13

AXIS. REPORT EXTENDED RUNWAY CENTERLINE / AXIS CLEARED.

ACFT: Roger.

TWR: NSC127, AEROPARQUE DO NOT INTERFERE / STAY CLEAR OF THE EXTENDED CENTRE

LINE OF RUNWAY 13. REPORT REACHING EAST SIDE OF THE AIRPORT.

ACFT: Roger. I will stay out of the extended runway centerline. Wilco.

TWR: NSC127, AEROPARQUE MAINTAIN STATIONARY HOVER/ HOLD OVER THE EAST SIDE OF

THE RUNWAY.

ACFT: Roger.

TWR: NSC127, AEROPARQUE. ENTER / JOIN / FLY THE RIO DE LA PLATA HELICOPTER

CORRIDOR. REPORT ESTABLISHED.

ACFT: Roger.

TWR: NSC127 Behind lading traffic clear to proceed to Olivos

44

APPROACH CONTROL

INTRODUCTION

Approach Control is the air traffic control service for arriving or departing controlled flights. It is provided by an aerodrome control tower or area control center when it is necessary or desirable to combine the functions of the approach control services with those of the aerodrome control service or the area control service, which are under the responsibility of one unit. The service may also be provided by an approach control office when it is desirable or necessary to establish a separate unit. The complexity of the traffic flow depends on the time of day. This means that every approach controller has to be trained to deal with many non-routine traffic situations and to solve any problem that may occur. Before giving a landing clearance, do not forget to mention the words "in sight" for the aircraft knowledge that it is being controlled by the same air traffic control unit. In most developed countries, this service is provided through a TRACON or Terminal Radar Approach Control. Generally, dimensions of an airport vary; but terminal controllers usually handle traffic in a 30-to-50-nautical-mile (56 to 93 km) radius from the airport. When there are many busy airports close together, one consolidated Terminal Control Center may service all of the airports. The airspace boundaries and altitudes assigned to a Terminal Control Center, which vary widely from airport to airport, are based on factors such as traffic flow, neighboring airports and terrain. A large and complex example is the London Terminal Control Center, which controls the traffic of five of the most important airports in London, up to 20,000 feet (6,100 m) and out to 100 nautical miles (190 km). In our country, this is a project which may become plausible in the future...

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Giving approach clearance with no delays

NOTE: Order to be followed in the phraseology for an approach clearance:

approach clearance + type of procedure + runway in use + weather information (wind and QNH) + report request

Giving approach clearance with delays

Holding pattern

ACFT: Ezeiza, UNITED 846, heading to Arsot, crossing flight level 060 to 050. TWR: UNITED 846, EZEIZA, ROGER. CLEARED APPROACH CHART NUMBER 3(ILS DME VOR

DME)/ILS X RUNWAY 11, WIND 110 DEGREES 10 KNOTS, QNH 1012. REPORT COMMENCING APPROACH.

ACFT: Roger. Cleared for approach chart number 3/ILS X (ILS DME VOR DME) runway 11, QNH

1012. Report commencing approach, UNITED 846. Then… ACFT: Ezeiza, UNITED 846, Commencing approach. TWR: UNITED 846, ROGER. REPORT OUTER MARKER.

ACFT: WILCO.

ACFT: Ezeiza, UNITED 846, crossing flight level 090 to 080.

TWR: UNITED 846, EZEIZA. JOIN HOLDING PATTERN OVER ARSOT, EXPECTED APPROACH TIME

2-0-5-8. REPORT ENTERING / JOINING / ESTABLISHED ON THE HOLDING PATTERN.

ACFT: Roger. Join the holding pattern over arsot. Expected approach time 20:58. I will report

joining the holding pattern, UNITED 846.

TWR: AFFIRM.

TWR: UNITED 846, EZEIZA. REVISED APPROACH TIME 21:15.

ACFT: Roger. 2115, UNITED 846

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When the pilot asks for a 2 minutes leg:

How to describe a holding pattern If we need to get enough space between aircraft, we can use one of these methods to avoid the holding pattern: 360° turn over a fix

180 TURN OVER THE FIX: If the aircraft is coming inbound ARSOT intersection, the aircraft should make a 180 turn over the fix to face the runway. Sometimes, we can instruct the aircraft to make this procedure to get space between aircraft.

Approach clearance with visual circling

ACFT: Ezeiza, EMIRATES 248, request outbound leg of 2 minutes.

TWR: Roger. EMIRATES 248, cleared outbound leg of 2 minutes.

TWR: MARTINAIR 056, MAKE A RIGHT / LEFT 360 DEGREES TURN OVER ARSOT FOR SPACING.

ACFT: Roger. Right 360 DEGREES turn over ARSOT for spacing, MARTINAIR 056.

TWR: OVER ARSOT OUTBOUND HEADING 288,

INBOUND HEADING 108. ONE MINUTE LEGS.

MAXIMUN IAS 210 KNOTS.

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NOTES: Circle to land is used if the winds do not favor the straight-in approach for the runway that the

aircraft is shooting the VOR/ILS for. They have to remain within a certain distance of the runway and have to maintain visual contact with the runway once sighted, otherwise the missed approach must be executed. It basically breaks off the approach when the runway is in sight, sidestep to the downwind and do a tight traffic pattern to land the other way.

We can be asked about the direction of the circling. In this case we would answer:

ACFT: Do we have to circle by the east or by the west?

TWR: LUFTHANSA 511, CIRCLE TO LAND ON RUNWAY 17 BY THE WEST OF THE FIELD.

ACFT: Roger that, by the west of the field, LUFTHANSA 511.

We can be also asked about the minimum of the circling. In this case, we check it in the chart, just as it is marked with a red circle in the picture above, then we inform:

ACFT: What is the minimum to circle to Runway 17?

TWR: LUFTHANSA 511, THE MINIMUM DECISION ALTITUDE IS NINE HUNDRED FEET.

ACFT: Roger that, nine hundred feet, LUFTHANSA 511.

TWR: LUFTHANSA 511, EZEIZA. CLEARED APPROACH CHART NUMBER 7 (ILS VOR DME) RUNWAY 35, CIRCLE TO LAND ON RUNWAY 17. QNH 1022. REPORT COMMENCING APPROACH.

ACFT: Roger. Cleared approach chart number 7 (ILS VOR DME) Runway 35, circle to land on

Runway 17. QNH 1022. Report commencing approach, LUFTHANSA 511.

TWR: AFFIRM.

ACFT: Ezeiza, LUFTHANSA 511 commencing approach.

TWR: ROGER. LUFTHANSA 511 REPORT CIRCLING TO RUNWAY 17.

ACFT: Wilco.

ACFT: Ezeiza, Lufthansa 511, Circling to runway 17.

TWR: ROGER. LUFTHANSA 511 REPORT ON FINAL RUNWAY 17.

ACFT: Wilco.

[…..]

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IACs and SIDs

How to describe a IAC procedure

How to describe a SID procedure

Often, we have to describe the SID procedure to the pilot because it could be an unfamiliar procedure for him, the pilot might be without the proper chart or just because the pilot did not check the information from the SID before starting the flight. In any of these situations, it is recommended to speak slowly and clearly, and to provide the pilot with step by step instructions.

ACFT: Ezeiza, AIR CANADA 092, we are ten miles from GESTA. We don´t have the chart number 7. Could you describe it, please?

TWR: AIR CANADA 092, EZEIZA, ROGER. REACH GESTA WITH FLIGHT LEVEL 050. AFTER GESTA,

DESCEND AND MAINTAIN TWO THOUSAND AND TWO HUNDRED FEET WITH HEADING 349 DEGREES UNTIL 10 NM EZEIZA DME, TO INTERCEPT THE GLIDE SLOPE. WHEN YOU ARE ESTABLISHED, CONTINUE DESCENDING ON THE ILS, FREQUENCY 108 DECIMAL 7.

ACFT: Roger. Reach GESTA with flight level 050. After GESTA, descend at two thousand two

hundred feet heading 349 degrees until 10 NM Ezeiza DME, to intercept the glide slope. When we are established, we continue descending on the ILS, frequency 108 decimal 7. AIR CANADA 092.

TWR: AFFIRM.

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If we need to separate departure traffic by taking the aircraft out of a SID and returning it back to the SID:

TWR: AMERICAN 900, EZEIZA, AFTER DEPARTURE MAINTAIN /FLY RUNWAY HEADING UNTIL 7 NM DME OUTBOUND, THEN FOLLOW THE EZE 10 DME ARC TO THE LEFT TO INTERCEPT SID.

ACFT: Roger. After departure, maintain runway

heading until 7 NM Ezeiza outbound, then follow the EZE 10 DME Arc to the left to intercept SID and continue on it, AMERICAN 900.

TWR: AFFIRM.

TWR: GIANT 33, EZEIZA, AFTER DEPARTURE TURN RIGHT, TO INTERCEPT RADIAL 210 DEGREES OF EZE VOR UNTIL 12 NM DME OUTBOUND, THEN FOLLOW THE EZE 10 DME ARC TO THE LEFT TO INTERCEPT SID.

ACFT: Roger. After departure turn right, radial

210 degrees EZE VOR until 12 NM DME outbound, then we follow the EZE 10 DME Arc to the left to intercept SID, GIANT 33.

TWR: AFFIRM.

TWR: SPRINGBOK 227, EZEIZA, AFTER DEPARTURE TURN RIGHT, TO INTERCEPT RADIAL 210 DEGREES EZE VOR UNTIL 12 NM DME OUTBOUND, THEN JOIN RADIAL 183 AND RESUME SID.

ACFT: Roger. After departure, turn right radial

210 degrees EZE VOR until 12 NM Ezeiza outbound, then we join radial 183 to resume SID, SPRINGBOK 227.

TWR: AFFIRM

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ATC requirements

If ATC needs an aircraft to reach a specific altitude or flight level inside a specific distance:

If ATC needs an aircraft to slow down in order to create separation:

NOTE: Depending on the Control Unit, speed reduction might be given only by a Radar Control Service. That is to say, a Radar Surveillance Service can only provide traffic information, yet not use it as a separation tool.

TWR: CONVIASA 5000, ARE YOU ABLE TO CROSS/REACH FLIGHT LEVEL 060 BEFORE 7 MILES EZE DME?

ACFT: Affirm – if so Negative – if not TWR: ROGER. ARRANGE YOUR FLIGHT TO CROSS/REACH FLIGHT LEVEL 060 BEFORE 7 MILES

EZE DME. – if so

ROGER. […] – if not

TWR: LUFTHANSA CARGO 1502, SLOW DOWN UNTIL MINIMUM (APPROACH/INDICATED) SPEED FOR SPACING/ TO AVOID DELAYS. TRAFFIC NUMBER 1 IS ON FINAL 14 MILES INBOUND.

ACFT: Roger. Slow down to minimum (approach/indicated) speed to avoid delays, LUFTHANSA

CARGO 1502. TWR: AFFIRM.

TWR: UNITED 52, CONFIRM (INDICATED AIR) SPEED. ACFT1: 160 Knots, UNITED 52. TWR: LAN CHILE 455, HAVE YOU COPIED THE INFORMATION?

LAN CHILE 455, ARE YOU ABLE TO SLOW DOWN UNTIL 140 KNOTS?

ACFT2: AFFIRM, LAN CHILE 455.

TWR: EMIRATES 247, SLOW DOWN TO MINIMUM APPROACH SPEED. WE HAVE TRAFFIC WITH DEPARTURE TIME (TO COMPLY WITH) BETWEEN YOU AND THE TRAFFIC NUMBER ONE.

ACFT: Roger. Slow down to minimum approach speed, EMIRATES 247.

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Transponder codes

Sometimes, when the aircraft is airborne, we may notice that the pilot has set a wrong transponder code. When this mistake is made, the flight is not identified on the radar screen. That is the reason why we must ask the pilot to set the right transponder code or to verify that the aircraft equipment is working properly. The box below shows how we have to do it.

When the aircraft is taxiing through maneuver area and its transponder code keeps being detected, ATC may need the pilot to disconnect the transponder as follow:

TWR: ALITALIA 680, AIRBORNE AT 10. SET SQUAWK 3275. ACFT: Roger. Squawk 2275, ALITALIA 680.

TWR: ALITALIA 680, AIRBORNE AT 1-0. CHECK YOUR TRANSPONDER. THE SQUAWK IS NOT

BEING SHOWN /DISPLAYED ON THE SCREEN. ACFT: I´ll check the transponder. We are squawking 2275.

TWR: ALITALIA 680, AIRBORNE AT 1-0. YOUR TRANSPONDER CODE IS NOT BEING SHOWN/

DISPLAYED ON THE SCREEN. PRESS IDENT. ACFT: Pressing IDENT, ALITALIA 680.

TWR: LUFTHANSA CARGO 1502, TURN OFF YOUR TRANSPONDER. ACFT: Roger. We are turning off the transponder now. TWR: THANKS.

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INTENTIONALLY LEFT BLANK

INTENTIONALLY LEFT BLANK

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EMERGENCIES

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INTENTIONALLY LEFT BLANK

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The circumstances of each aircraft emergency can vary to such an extent that detailed instructions cannot be given for every situation. The procedures outlined in this section are intended as a general guide and controllers must use their own judgment when handling a particular emergency. The procedures described hereinafter may be adjusted to meet an emergency situation, however, any reduction in separation necessary to cope with an emergency should be restored as soon as possible. Special arrangements, developed locally for handling emergencies, shall be documented. MESSAGE TO TRANSMIT TO ALL AIRCRAFT DURING AN EMERGENCY

Providing information to in-flight aircraft

MESSAGE TO TRANSMIT WHEN A COMMUNICATION FAILURE TAKES PLACE

ATTENTION TO ALL AIRCRAFT ON FREQUENCY 1-2-1 DECIMAL 7-5: EMERGENCY PROCEDURE

IN PROGRESS AT EZEIZA AIRPORT. ALL DEPARTURES AND ARRIVALS HAVE BEEN CANCELLED.

UNDETERMINED DELAYS. REMAIN ON THIS FREQUENCY FOR FUTHER INFORMATION.

ATTENTION, THIS IS A MESSAGE TO ALL AIRCRAFT IN THE LANDING SEQUENCE: DUE TO

EMERGENCY PROCEDURE IN PROGRESS, MAINTAIN CURRENT LEVEL AND HOLDING PATTERN

OVER ARSOT. STAND BY FOR FURTHER INSTRUCTIONS.

ATTENTION TO ALL AIRCRAFT ON FREQUENCY 1-1-8 DECIMAL 6: THERE IS AN AIRCRAFT

WITH LOSS OF COMUNICATIONS. ALL DEPARTURES AND ARRIVALS HAVE BEEN CANCELLED.

UNDETERMINED DELAYS. REMAIN ON THIS FREQUENCY FOR FUTHER INFORMATION.

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Light gun operation To use

Light gun is an object that has been used from the beginning of air traffic control and despite of technologies improvement, it has remained in the control tower unreplaced since then. Light gun has the same functionality as in the past, when it is not possible to use voice communications or when a radio silence is a mandatory requirement. It is composed by a beam with different colours.

Each colour has a different meaning according to the flight stage of an aircraft. The instructions given by ATC using the gun can be acknowledged by the pilot flashing the landing lights or doing a roll motion. The colours must be interpreted as follows:

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EMERGENCY PROCEDURES TO FOLLOW AT EZEIZA AIRPORT Control Tower tasks or functions: 1) Activate alarm for SSEI, Medical Service Air and Flight Plan Office (ARO-AIS). 2) Report the following to SSEI, Aerospace Medical Service, Ground Control (CONTER) and ARO: • Location of the accident site • Type of aircraft/air operator • Time of the accident 3) Vehicles (fire trucks, ambulances, PMM vehicle) and Airport Security Police (PSA) to the crash site. 4) If aircraft is in good conditions, instruct aircraft to maintain proper position in a sector to wait for further instructions. 5) Do not authorize any personnel to entry without an authorized vehicle into the maneuvering area. 6) Cancel traffic operations and close the airport. Upload airport closure information due to accident in the ATIS Service: "airport closed to all traffic and operations due to accident''. 7) Inform Ezeiza Area Control Center about the airport closure due to accident. 8) Continue with the provision of ATS in the airspace of jurisdiction - EZEIZA Control Zone. 9) Provide post operation "Control Surface", to liaise with radial vehicles attending the services and emergency communications with ATS services units. AIRPORT SERVICES AIRPORT RESCUE AND FIRE FIGHTING SERVICE (ARFF) HEALTH CARE SERVICE (MEDICAL SERVICE) GROUND STAFF BIRD HAZARD PREVENTION IMMIGRATION CUSTOMS

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BLOCKED FRECUENCY HIJACK AND BOMB THREAT When you identify an aircraft with this problem, it must be towed to a special spot position, away from the rest of the aircraft operations involved. When a hijack or bomb threat takes place, you must report it immediately to the airport authorities to deploy special procedures.

a) If during passenger boarding, the Flight Plan Office informs Control that the aircraft on position “four” received a bomb threat, you must inform the pilot that the aircraft will be moved to a safer place (Zulu Position):

b) If the hijacked aircraft is about to land, you must know how to send the aircraft to Zulu Position.

MEDICAL SITUATION

When you are advised of a medical emergency on board, the pilot should let you know what it is

about. Some passenger symptoms that you should be familiarized with are:

Trouble breathing

Trembling/Shaking

Dizziness

Vomiting

In great pain

Coughing

Sweating

Pale

Losing consciousness

Epilepsy

High blood pressure

Fainting

Heart Symptoms

Panic

Stroke

Woman in labor

Diabetes episode

Unruly passenger (drunkard)

TWR: TAM 8011, EZEIZA. YOU WILL BE TOWED TO POSITION (ZULU). FACILITIES ARE IN PLACE/

FACILITIES ARE WAITING IN PLACE/FACILITIES ARE READY AND IN PLACE.

TWR: TAM 8011, EZEIZA. YOU MUST CONTINUE TAXIING TO POSITION ZULU LOCATED ON TAXIWAY “G”

BETWEEN “C” AND “D”. FACILITIES ARE IN PLACE/FACILITIES ARE WAITING IN PLACE/FACILITIES ARE READY AND IN PLACE.

TWR: AMERICAN 909, THIS IS EZEIZA APPROACH ON 1-2-1- DECIMAL 5 TO NOTIFY YOU ARE

BLOCKING THE FREQUENCY 1-1-8 DECIMAL 6. VERIFY YOUR RADIO.

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Receiving information from an aircraft with a medical situation

LANDING GEAR CHECK

According to DOC. 9432, a pilot may request to fly past the control tower or other observation point for the purpose of visual inspection from the ground. If the low pass is made for the purpose of observing the undercarriage, one of the following replies could be used to describe its condition

ACFT: Ezeiza Ground, Air Canada 093, on runway 35.

TWR: AIR CANADA 093, EZEIZA. TAXI VIA CHARLIE POSITION NUMBER 5.

ACFT: Roger. Taxi via Charlie, position number 5.

TWR: AFFIRM. WE WERE ADVISED OF A MEDICAL SITUATION ON BOARD. WHAT IS

IT ABOUT? HOW OLD IS THE PASSENGER AND WHAT ARE THE SYMPTHONS?

ACFT: Well, the passenger is about 29 years old and he´s having difficulties in

breathing. He´s shaking badly and his eyes are shut.

TWR: ROGER. WE HAVE ALREADY COORDINATED FOR MEDICAL ASSISTANCE.

THEY ARE WAITING AT THE GATE.

or ROGER. MEDICAL ASSISTANCE IS WAITING FOR YOU AT THE GATE.

ACFT: Ezeiza, AMERICAN 956 request a low pass, we have a landing gear indication.

TWR: AMERICAN 956, ROGER. RUNWAY 11 CLEARED LOW PASS

ACFT: Roger. Cleared low pass runway 11, AMERICAN 956.

TWR: AMERICAN 956, (RIGHT / LEFT) LANDING GEAR / WHEELS APPEARS (TO BE)

DOWN / UP

ACFT: Roger, AMERICAN 956.

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FUEL SPILL/LEAKING

Fuel leaking or spilling over an apron may happen while an aircraft is being moved during maintenance. Controllers should immediately report this situation to the ramp staff for them to clean the spilled area. And the crew should also be informed of the spilling as follows:

FUEL DUMPING

It is an action taken by a pilot in order to lose weight and be suitable for landing. In such case, the controller must assign a specific position in the airspace, designated for that maneuver, and after the fuel dumping procedure has been completed the crew should report ready to make the approach and land at the airport.

Not all aircraft are able to dump fuel. Those which may not do it, burn fuel to lose weight. Fuel dumping is only available for aircraft equipped with jettison valves.

TWR: GOL 7650, EZEIZA. POSITION NUMBER 2 IS UNAVAILABLE DUE TO FUEL SPILL. WE ARE WAITING FOR RAMP STAFF TO CLEAN UP THE AREA. HOLD POSITION AND STAND BY TO CONTINUE TO THE GATE.

ACFT: Roger. Hold position.

ACFT: Ezeiza, LUFTHANSA 511. We lost one engine and we want to return to the airport but, first, we need to dump fuel to lose weight for landing.

TWR: ARE YOU DECLARING EMERGENCY?

ACFT: Negative. We want to lose weight by dumping fuel.

TWR: ROGER, PROCEED TO PDI VOR FOR FUEL DUMPING. REPORT WHEN YOU ARE READY TO

RETURN AND LAND.

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Bird strike

During landing or take-off procedures, a crew may have to deal with flock of birds in the vicinity of the airport. In order to avoid bird strike at the aerodrome, authorities use many preventive methods, for example: trained eagles or falcons, fireworks, etc.

Bird strike during landing

Bird strike during take-off

FOD – Foreign Object debris

TWR: QATARI 922, ON THE GROUND AT 14. VACATE VIA TAXIWAY CHARLIE. WHEN VACATED, CONTACT GROUND 121 DECIMAL 75.

ACFT: Roger. Vacate via Charlie and contact ground 121 decimal 75, QATARI 922. We inform you that we had a bird strike on the touch-down zone.

TWR: Roger. Thanks for the information. We will report this to ground staff in order to check/ verify the runway.

TWR: QATARI 922, EZEIZA, RUNWAY 11 CLEARED FOR TAKE-OFF / TO TAKE-OFF,

ACFT: Roger. Cleared for take-off runway 11, QATARI 922.

ACFT: Ezeiza QATARI 922 aborting takeoff. We had a bird strike.

TWR: QATARI 922, ROGER. DO YOU NEED ANY ASSISTANCE?

ACFT: Negative. We will vacate the runway and return to the gate.

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WEATHER

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How does weather affect ATC?

Frequently, weather conditions are a threat to the VFR pilot, but they are a problem to consider in IFR flights as well. Flight crew members are informed about weather through onboard equipment, which is continuously being updated, and new technologies are always being incorporated to the onboard aircraft equipment. Our main duty at work is to provide information about significant weather changes, for example thunderstorms, tropical cyclones, severe squall lines, heavy hail, severe turbulence, severe icing, mountain waves, sandstorms, dust storms, volcanic ash and significant cloud formations. It is necessary to get a higher aircraft separation under these circumstances, a higher than usual, so that the aircraft will be able to land and clear the runway before the following landing clearance is given to another aircraft. Aircraft are also more widely spaced, under bad weather conditions, when maneuvering or taxiing at the airport, whether they are arriving or departing. If airport aprons and taxiways are contaminated with snow and ice, they must be cleared and made safe before they can be used for aircraft movements. All this means that fewer aircraft can land or depart within a given time, which causes delays.

WIND

NOTE: When the wind is under five knots we can say: “wind calm”

When the gust reader displays a difference of five knots or higher than the wind intensity displayed in the

anemometer, this sudden blast of wind should be informed. The right word is GUSTS and not GUSTINGS, with

no preposition.

Fedex 46, cleared to land Runway 11, wind 110 degrees, 10 knots, GUSTS three five knots.

Fedex 46, cleared to land Runway 11, wind 110 degrees, 10 knots, GUSTS AT three five knots.

Fedex 46, cleared to land Runway 11, wind 110 degrees, 10 knots, GUSTING three five knots.

NOTE: When the wind intensity increases up to no standard values it has to be reported to pilots we should say: “AAL 908 surface wind intensity is out of standard”

TWR: MARTINAIR 056, WIND ONE ONE ZERO DEGREES, ONE ZERO KNOTS, RUNWAY 11

CLEARED TO LAND.

MARTINAIR 056, WIND CALM, RUNWAY 11 CLEARED TO LAND.

MARTINAIR 056, WIND ONE ONE ZERO DEGREES, ONE ZERO KNOTS, GUSTS THREE FIVE

KNOTS. RUNWAY 11 CLEARED TO LAND.

ACFT: Roger. Cleared to land runway 11, MARTINAIR 056.

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If ATC needs information about wind when the intensity varies considerably: If the wind intensity is variable: WIND SHEAR Wind shear refers to a change in the wind speed or direction with height in the atmosphere.

Wind shear can also refer to a rapid change in winds over a short horizontal distance experienced

by aircraft, conditions that can cause a rapid change in lift and, thus, the altitude of the aircraft.

Some amount of wind shear is always present in the atmosphere, but particularly strong wind

shear. Wind shear is important for the formation of tornadoes and hail.

Larger values of wind shear also exist near fronts, extra tropical cyclones, and the jet stream.

Wind shear in an atmospheric layer that is clear, but unstable and it can result in clear air

turbulence.

NOTE: According to international regulations, the aircraft should know the wind three minutes before landing. That is

because we provide wind information on the outer marker. This is often not enough and the pilot requests a “Wind Check”. If we notice that the wind is quite variable due to squall, we provide this information:

TWR: AMERICAN 909, CONFIRM WIND ON FINAL APPROACH.

ACFT: Wind three four zero degrees, one five knots/Tail wind one five knots / Cross wind ten

knots.

TWR: ALITALIA 681, WIND VARIABLE FROM ONE ONE ZERO TO ONE NINE ZERO DEGREES TEN

KNOTS. RUNWAY 11 CLEARED TO LAND.

ACFT: Roger. Cleared to land Runway 11, ALITALIA 681.

ACFT: Ezeiza, we inform you WINDSHEAR at 500 feet after departure/on final runway 11.

TWR: ACFT, ROGER. WINDSHEAR AT 500 FEET, AFTER DEPARTURE/ON FINAL RUNWAY 11. PLUS

OR MINUS?

ACFT: WIND SHEAR ALERT MINUS / PLUS TWO ZERO KNOTS.

TWR: ACFT 2, EZEIZA. LAST LANDING/DEPARTURING TRAFFIC HAS REPORTED WINDSHEAR AT

500 FEET, MINUS / PLUS TWO ZERO KNOTS.

ACFT 2: Roger. Thanks for the information.

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SQUALL LINE Squall line. It is a sudden, sharp increase in wind speed which is usually associated with active weather, such as rain showers or thunderstorms. Squalls refer to an increase in the sustained winds over a short time interval, as there may be higher gusts during a squall event. WEATHER INFORMATION Weather information is one of the most important aspects before the beginning of a flight. That is why pilots request weather conditions through the frequency, instead of listening to the information on the ATIS Frequency (Automatic Terminal Information Service). METAR Phenomena Codes

ACFT: Ezeiza, TAM 8009. Can you give us the last weather report?

TWR: TAM 8009, EZEIZA. AFFIRM. COPY INFO: WIND TWO ONE CERO DEGREES ONE FIVE KNOTS, OVERCAST TWO THOUSAND FEET, VISIBILITY THREE THOUSAND METERS REDUCED BY RAIN, TEMPERATURE TWO FIVE, DEW POINT ONE THREE, QNH ONE CERO CERO THREE.

TWR: SPRINGBOK 226, EZEIZA. NOW THE WIND IS VARIABLE DUE TO SQUALL OVER THE FIELD.

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TWR: SPEEDBIRD 244, ALL RVRs, THREE HUNDRED METERS.

Information about the tendency of the weather condition for the next minutes/hours: FOG - LOW VISIBILITY Runway Visual Range (RVR), in aviation meteorology, is the distance over which a pilot of an aircraft on the centerline of the runway can see the runway surface markings delineating the runway or identifying its centerline. RVR is normally expressed in meters. When we are operating in low visibility procedures, aircraft have to be informed about the RVR values (Runway Visual Range). This information can be asked to Ground Control by pilots, but it is our responsibility to provide it during landings and takeoffs, using the following phraseology: NOTE: Often, the three RVR values are the same; we can resume this information in this way:

ACFT: What are the weather tendency conditions? TWR: THE WEATHER CONDITIONS ARE GOING TO IMPROVE DURING THE NEXT MINUTES

If the conditions are going the decrease: ACFT: What are the weather tendency conditions? TWR: THE WEATHER CONDITIONS ARE GOING TO GET WORSE IN THE NEXT MINUTES Maybe, we did not notice any change on the weather: ACFT: What are the weather tendency conditions? TWR: THE TENDENCY REMAINS THE SAME / HAS BEEN THE SAME FOR THE LAST HOUR.

TWR: SPEEDBIRD 244, CLEARED APPROACH, ILS Z, RUNWAY 11. AIRPORT OPERATING IN CAT IIIA. RVR INFORMATION: TOUCHDOWN 200 METERS, MIDPOINT 200 METERS, STOP END 200 METERS.

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When an aircraft approaches and the CAT degrades during the procedure

Airport below minima

When the airport is not ready for CAT operations.

Approach clearance until minima

NOTE: See MANOPER ATM 6.8.2.4 and 6.8.2.5 as well as RAAC 91.170 (1) & (2)

When RVR improves and weather conditions reach values higher than minimum

TWR: GOL 7656, EZEIZA AIRPORT IS BELOW MINIMA. CONFIRM INTENTIONS.

ACFT: We will wait over the holding pattern for improvements.

TWR: ROGER. REMAIN HOLDING […] AND WAIT FOR FURTHER WEATHER INFORMATION.

TWR: GOL 7656, EZEIZA AIRPORT IS BELOW MINIMA. CONFIRM INTENTIONS.

ACFT: We will divert to our alternate airport.

TWR: ROGER. STAND BY FOR INSTRUCTIONS. (FIRSTLY, WE HAVE TO COORDINATE).

TWR: SPEEDBIRD 244, CLEARED APPROACH UNTIL MINIMA, ILS Z, RUNWAY 11. AIRPORT BELOW MINIMA. RVR INFORMATION: TOUCH DOWN ZONE 150 METERS, MIDPOINT 100 METERS, STOP END 100 METERS. REPORT OUTER MARKER

ACFT: Roger. Cleared approach, chart number four, runway 11. Cat IIIa. I will report outer

marker, SPEEDBIRD 244. ------------------------------------------------------------------------------------------------------------------------------------------

ACFT: Outer marker, SPEEDBIRD 244. TWR: SPEEDBIRD 244 EZEIZA, ROGER. CONFIRM INTENTIONS.

ACFT: We are going to land, SPEEDBIRD 244. TWR: ROGER. AIRPORT IS BELOW MINIMA AND THE RUNWAY IS CLEAR OF TRAFFIC.

TWR: TAM8009, EZEIZA. AIRPORT IS REASUMING OPERATIONS IN CAT IIIa. RVR 200 METERS. EXPECT ILS Z APPROACH.

TWR: TAM8009, EZEIZA. AIRPORT BELOW MINIMA. LOW VISIBILITY PROCEDURE VERIFICATION AT THE AIRPORT IS NOT COMPLETED YET. STAND BY FOR FURTHER INFORMATION.

TWR: TAM8009, EZEIZA. RVR 200 METERS AT THE MOMENT. AIRPORT IS OPERATING IN CAT IIIa FROM NOW. CONFIRM INTENTIONS.

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Follow me

Simulated approach

RUNWAY CONDITIONS If we recently had rain on the airport or if it is still raining, we should provide “braking action” information. That is the report on the conditions of the airport movement area, which provides a pilot with the degree/quality of braking that he might expect. Braking action is reported in terms of good, fair, poor, or nil. At our home airport, we provide three types of braking action: good, medium or poor… If braking action information is not available, we can get said information from the report of another aircraft.

Clouds

When TAF, METAR or other weather conditions are requested

TAF SAEZ 270400Z 2706/2806 18005KT CAVOK TX15/2718Z TNM02/2711Z PROB40 TEMPO

2706/2710 00000KT 1200 BR BECMG 2715/2719 04010KT =

TAF from Ezeiza, from 27th, issued at 0400Z, valid from 27th 06 until 28th 06. Wind 18005 knots

CAVOK (ceiling and visibility okay). Maximum temp 15 at 27th 18Z and minimum temperature

minus 2 at 27th 11Z. Probability 40 percent that temporary between 06 and 10Z wind will remain

calm. Visibility 1200 m. due to mist becoming from 15 to 19Z wind from 04010 knots.

TWR: SPEEDBIRD 244, WIND 130 DEGREES 15 KNOTS. RUNWAY WET, BRAKING ACTION GOOD/MEDIUM / POOR RUNWAY 11 CLEARED TO LAND.

Otherwise, we can ask how the braking action is… TWR: SPEEDBIRD 244, ON THE GROUND 25. CONFIRM BRAKING ACTION. ACFT: Braking action good. TWR: ROGER, VACATE VIA TAXIWAY HOTEL, WHEN VACATE (ACTIVE RUNWAY) CONTACT

GROUND 121 DECIMAL 75.

TWR: MARTINAIR 1156, EZEIZA. HOLD POSITION ON TAXIWAY C. EXPECT TO BE GUIDED TO THE POSITION / GATE BY A FOLLOW ME CAR (DUE TO LOW VISIBILITY PROCEDURE IN PROGRESS). REPORT FOLLOW ME IN SIGHT.

TWR: SPEEDBIRD 244, CLEARED APPROACH, ILS Z SIMULATED, RUNWAY 11. QNH 1014. I DO NOT GUARANTEE ILS SENSITIVE AREA CLEAR OF ANY TRAFFIC / TYPE OF INTERFERENCE.

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CLOUDS

Clouds, to almost everyone, always have some meaning. But to you as an ATC, clouds are your weather "signposts in the sky." They give you an indication of air motion, stability, and moisture. Clouds help you visualize weather conditions and potential weather hazards you might encounter in flight. Let's examine these "signposts" and how to identify them.

IDENTIFICATION

For identification purposes, you need to be concerned only with the more basic cloud types, which are divided into four "families." The families are: high clouds, middle clouds, low clouds, and clouds with extensive vertical development. The first three families are further classified according to the way they are formed. Clouds formed by vertical currents in unstable air are cumulus meaning accumulation or heap; they are characterized by their lumpy, billowy appearance. Clouds formed by the cooling of a stable layer are stratus, meaning stratified or layered; they are characterized by their uniform, sheet-like appearance. In addition to the above, the prefix nimbo or the suffix nimbus means raincloud. Thus, stratified clouds from which rain is falling are nimbostratus. A heavy, swelling cumulus type cloud which produces precipitation is a cumulonimbus. Clouds broken into fragments are often identified by adding the suffix tractus; for example, fragmentary cumulus is cumulus tractus. HIGH CLOUDS The high cloud family is cirriform and includes cirrus, cirrocumulus, and cirrostratus. They are composed almost entirely of ice crystals. The height of the bases of these clouds ranges from about 16,500 to 45,000 feet in middle latitudes. MIDDLE CLOUDS In the middle cloud family we can find the altostratus, altocumulus, and nimbostratus clouds. These clouds are primarily water, much of which may be supercooled. The height of the bases of these clouds ranges from about 6,500 to 23,000 feet in middle latitudes. LOW CLOUDS In the low cloud family we can find the stratus, stratocumulus, and fair weather cumulus clouds. Low clouds are almost entirely water, but at times the water may be supercooled. Low clouds at subfreezing temperatures can also contain snow and ice particles. The bases of these clouds range from near the surface to about 6,500 feet in middle latitudes. CLOUDS WITH EXTENSIVE VERTICAL DEVELOPMENT The vertically developed family of clouds includes towering cumulus and cumulonimbus. These clouds usually contain supercooled water above the freezing level. But, when a cumulus grows to great heights, water in the upper part of the cloud freezes into ice crystals forming a cumulonimbus. The heights of cumuliform cloud bases range from 1,000 feet or less to above 10,000 feet.

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← CIRROCUMULUS. Cirrocumulus is a thin cloud in which the individual elements appear as small white flakes or patches of cotton. It may contain highly supercooled water droplets, some turbulence and icing.

CIRROSTRATUS. Cirrostratus is a thin whitish cloud layer appearing like a sheet or veil. Cloud elements are diffuse, sometimes partially striated or fibrous. Due to their ice crystal makeup, these clouds are associated with haloslarge luminous circles surrounding the sun or moon. There is no turbulence and little if any icing. The greatest problem of flying in cirriform clouds is restriction to visibility. They can make the strict use of instruments mandatory.

← ALTOCUMULUS. Altocumulus clouds are composed of white or gray colored layers or patches of solid clouds. The cloud elements may have a waved or roll-like appearance. Some turbulence and small amounts of icing might be expected.

ALTOSTRATUS . Altostratus is a bluish veil or layer of clouds. It is often associated with altocumulus and sometimes gradually merges into cirrostratus. The sun may be dimly visible through it. There is usually little or no turbulence with moderate amounts of ice.

← STANDING LENTICULAR ALTOCUMULUS CLOUDS. Standing lenticular altocumulus clouds are formed on the crests of waves created by barriers in the wind flow. The clouds show little movement, hence the name standing. Wind, however, can be quite strong blowing through such clouds. They are characterized by their smooth, polished edges. The presence of these clouds is a good indication of very strong turbulence and should be avoided.

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NIMBOSTRATUS. Nimbostratus is a gray or dark massive cloud layer, diffused by more or less continuous rain, snow, or ice pellets. This type is classified as a middle cloud although it may merge into very low stratus or stratocumulus. There is usually very little turbulence, but it can pose a serious icing problem, if temperatures are near or below freezing.

← STRATUS. Stratus is a gray, uniform, sheet-like cloud with relatively low bases. When associated with fog or precipitation, the combination can become troublesome for visual flying. Usually there is little or no turbulence, but temperatures near or below freezing can create hazardous icing conditions.

STRATOCUMULUS. Stratacumulus bases are globular masses or rolls unlike the flat, sometimes indefinite, bases of stratus. They usually form at the top of a layer mixed by moderate surface winds. Sometimes, they form from the breaking up of stratus or the spreading out of cumulus. Some turbulence and possible icing at subfreezing temperatures might be expected. Ceiling and visibility is usually better than with low stratus.

← CUMULUS. Fair weather cumulus clouds form in convective currents and are characterized by relatively flat bases and dome-shaped tops. Fair weather cumulus does not show extensive vertical development and does not produce precipitation. More often, fair weather cumulus indicates a shallow layer of instability. Expect some turbulence and no significant icing.

TOWERING CUMULUS. Towering cumulus signifies a relatively deep layer of unstable air. It shows considerable vertical development and it has billowing cauliflower tops. Showers can result from these clouds. You might encounter very strong turbulence and some clear icing above the freezing level.

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CUMULONIMBUS. A cumulonimbus is the ultimate manifestation of instability. They are vertically developed clouds of large dimensions with dense boiling tops, often crowned with thick veils of dense cirrus (the anvil). Nearly the entire spectrum of flying hazards are contained in these clouds, including violent turbulence. They should be avoided at all times! This cloud is the thunderstorm cloud.↓

FEW SCATTERED BROKEN OVERCAST NO SIGNICANT CLOUD NO SIGNIFICANT WEATHER LAYERED CLOUD

Giving ceiling and clouds height information

VOLCANIC ASH

Volcanic ash consists of fragments of pulverized rock, minerals and volcanic glass, created during volcanic eruptions, and they less than 2 mm (0.079 in) in diameter. The term volcanic ash is also often loosely used to refer to all explosive eruption products (correctly referred to as tephra), including particles larger than 2mm. Volcanic ash is formed during explosive volcanic eruptions when dissolved gases in magma expand and escape violently into the atmosphere.

TWR: SPEEDBIRD 244, CLEARED TO LAND, RUNWAY 11, WIND 130 DEGREES 15 KNOTS. EXPECT VISUAL CONTACT AT EIGHT HUNDRED FEET.

TWR: SPEEDBIRD 244, CLEARED TO LAND, RUNWAY 11, WIND 130 DEGREES 15 KNOTS. CLOUD HEIGHT AT EIGHT HUNDRED FEET.

TWR: SPEEDBIRD 244, CLEARED TO LAND, RUNWAY 11, WIND 130 DEGREES 15 KNOTS. CEILING AT EIGHT HUNDRED FEET.

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NOTE: To provide accurate information about volcanic ash report with geographic coordinates see Chapter

on Non Routine Situations – page 82

SNOW

At Ezeiza airport, snow is not a common phenomenon. When this takes place, we have to cancel all the operations due to lack of deicing equipment to remove ice and snow from aircrafts. We should provide this information.

ACFT: Can you tell us if you have any report about volcanic ash? TWR: AMERICAN 956, AFFIRM. ACCORDING TO THE LAST WEATHER REPORT, THERE IS

FLOATING VOLCANIC ASH OVER EZEIZA.

ACFT: Ezeiza, GIANT 9871. Do you have any information about the airport conditions?

TWR: GIANT 9871, DUE TO

SNOW, ALL THE OPERATIONS HAVE BEEN CANCELLED.

ACFT: Can you tell us if you have any report about volcanic ash? TWR: AMERICAN 956, AFFIRM. ACCORDING TO THE LAST WEATHER REPORT, THERE IS DEPOSIT

VOLCANIC ASH ON THE SURFACE.

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DE-ICING PROCEDURE CLEARANCE The de-icing procedure takes place during the winter season. There are two possibilities regarding this procedure: When ATC is told by Airline companies that they will perform the de-icing procedure When the pilot requests the procedure whether prior to start up or before pushback

ACFT: Bariloche tower, GOL9126 at gate 5. We are ready for pushback de-icing. TWR: GLO9126, ROGER. CLEARED PUSHBACK AND DE ICING. REPORT READY FOR START-UP. ACFT: Roger. I will report ready for start-up, GOL9126

ACFT: Bariloche tower, GOL9126 at gate 5. We are ready for pushback and we request de-icing. TWR: GLO9126, ROGER. CLEARED PUSHBACK AND DE ICING. REPORT READY FOR START-UP. ACFT: Roger. I will report ready for start-up, GOL9126

TWR: GLO9126, BARILOCHE. CONFIRM IF YOU ARE GOING TO DO DE-ICING PROCEDURE. ACFT: Affirm. We request the de-icing procedure. We will be ready in about 20 minutes. TWR: ROGER.

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NON ROUTINE

SITUATIONS

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Overall Situations

Explaining the reason of a delay

Due to Traffic Regulations

Due to Congestions

Due to Weather

Due to the flight plan

Due to union measures

ACFT: Ezeiza, AMERICAN 956. What is the reason of the delay? TWR: AMERICAN 956, THE DELAY IS DUE TO TRAFFIC REGULATIONS IN

MONTEVIDEO FIR. ONE TRAFFIC EVERY TEN MINUTES COLLECTED WITH

AEROPARQUE FLIGHTS.

ACFT: Ezeiza, AMERICAN 956. What is the reason of the delay? TWR: AMERICAN 956, THE DELAY IS DUE TO CONGESTION IN TERMINAL AREA.

BAIRES CONTROL ASKS FOR ONE DEPARTURE EVERY TEN MINUTES.

ACFT: Ezeiza, AMERICAN 956. What is the reason of the delay? TWR: AMERICAN 954, THE DELAY IS DUE TO CURRENT WEATHER CONDITIONS […]

ACFT: Ezeiza, AMERICAN 954. What is the reason of the delay? TWR: AMERICAN 954, THE DELAY IS DUE TO YOUR FLIGHT PLAN. IT HAS BEEN

ADRESSED WITH WRONG DATA AND IT HAS TO BE CORRECTED.

ACFT: Ezeiza, AMERICAN 954. What is the reason of the delay? TWR: AMERICAN 954, THE DELAYS IS DUE TO AN UNION / A GENERAL STRIKE

AFFECTING ATC SERVICE.

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Flight plans

If the pilot contacts Clearance Delivery in order to request the ATC clearance but you

don´t have the flight plan:

When you cannot give an ATC clearance because the flight plan is not yet in the System

but you already know that said flight plan was filed in time at the Flight Plan Office:

NOTE: It usually takes some time because the flight plan is manually addressed.

When the flight plan is about to overdue and you need to keep it active…

When the flight plan is no longer active :

When there is more than one flight plan for a single flight:

ACFT: Ezeiza, GOL 7657, at gate Seven, request clearance to Guarulhos flight level 370.

TWR: GOL 7657, EZEIZA DELIVERY, ROGER. I WILL CHECK YOUR FLIGHT PLAN.

ACFT: Roger.

ACFT: Ezeiza, GOL 7657, I have a flight plan copy sealed by the Flight Plan Office and

our dispatcher has filed it on time. TWR: Gol 7657, AFFIRM. YOUR FLIGHT PLAN HAS BEEN FILED IN THE FLIGHT PLAN

OFFICE BUT THE FLIGHT PLAN SYSTEM HAS NOT PROCESSED IT YET. IT WILL

TAKE AT LEAST 15 MORE MINUTES.

TWR: GOL 7657, EZEIZA. I NEED YOU TO SEND A DELAY REPORT JUST TO KEEP THE

FLIGHT PLAN ACTIVE / OPEN

ACFT: Roger. We´ll send a DLA report, GOL 7657.

ACFT: Ezeiza, GOL 7657, at gate Seven, request clearance to Guarulhos, flight level 370.

TWR: GOL 7657, EZEIZA DELIVERY, ROGER. YOUR FLIGHT PLAN IS OVERDUE/ HAS

EXPIRED AT 1730. PLEASE, FILE A NEW ONE.

ACFT: Roger.

ACFT: Ezeiza, GOL 7657, at gate Seven, request clearance to Guarulhos flight level

370. TWR: GOL 7657, EZEIZA DELIVERY, ROGER. I HAVE TWO FLIGHT PLANS. ONE IS FILED

VIA KUKEN AND THE OTHER ONE VIA DORVO. WHICH ONE WILL YOU

VALIDATE?

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When checking the flight plan, the flight level is wrong according to the route:

NOTE: ODD is translated as “IMPAR” and EVEN as “PAR”.

In order to avoid delays, pilots may request changes in their flight…

Reporting on the conditions of airport facilities and other operative information

When a facility is warning.

When a pilot requests departure from a runway different from the runway in use.

ACFT: Ezeiza, GOL 7657, at gate Seven, request clearance to Guarulhos flight level 360.

TWR: GOL 7657, THE FLIGHT LEVEL REQUESTED IS NOT CORRECT ACCORDING TO

THE ROUTE. IT MUST BE ODD / EVEN. CONFIRM.

ACFT: Roger. We request flight level 370

ACFT: Ezeiza, GOL 7657, if we change our route via LANDA, will we have delays?

TWR: NEGATIVE. NO DELAYS VIA LANDA.

ACFT: Roger. Can you put our new route on the flight plan?

TWR: NEGATIVE. YOU WILL HAVE TO CHANGE THE FLIGHT PLAN WITH YOUR FLIGHT

DISPATCHER.

TWR: ALITALIA 681, EZEIZA. GLIDE PATH RUNWAY 11 IS SERVICIABLE / ON SERVICE

BUT THE INFORMATION PROVIDED IS NOT LIABLE.

ACFT: Roger.

ACFT: Ezeiza, KLM708. What is the current wind?

TWR: WIND 290 DEGREES, 08 KNOTS.

ACFT: Roger. KLM708 requests runway 29 for departure.

If so, we say:

TWR: ROGER. KLM708 EXPECT RUNWAY 29 FOR DEPARTURE.

If not, we say:

TWR: ROGER. WE WILL CONFIRM WHEN YOU ARE READY FOR

PUSHBACK

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When runway information is requested or it is provided by ATC.

When runway closure and runway opening information is requested.

When ATC provides wind information checked by pilots.

When gliders or parachutes activity takes place in a specific area.

Geographic coordinates

TWR: ALITALIA 681, EZEIZA. THE RUNWAY IN USE IS 11 BUT FROM 1700Z IT WILL BE

OUT OF SERVICE DUE TO MAINTENANCE.

ACFT: Roger.

TWR: ALITALIA 681, EZEIZA. THE RUNWAY IN USE IS 17 BUT FROM 1700Z RUNWAY

11 WILL BE AVAILABLE.

ACFT: Roger.

TWR: ALITALIA 681, EZEIZA. RUNWAY 11 WILL BE AVAILABLE BECAUSE

MAINTANANCE WORK, INFORMED BY NOTAM, HAS BEEN CANCELLED.

TWR: ALITALIA 681, EZEIZA. LAST LANDED TRAFFIC HAS REPORTED TAILWIND /

CROSSWIND, 20 KNOTS.

ACFT: Roger.

TWR: ALITALIA 681, EZEIZA.DISPLACED THRESHOLD RUNWAY 35: 350 METERS.

ACFT: Roger.

TWR: ALITALIA 681, WIND 050 DEGREES O9 KNOTS. RUNWAY WET / DAMP CLEARED

TO LAND.

ACFT: Roger.

TWR: ALITALIA 681, NEUQUEN. FOR INFORMATION: GLIDER / PARACHUTES

ACTIVITY OVER ALLEN BETWEEN 2000 FEET AND FLIGHT LEVEL 070.

ACFT: Roger.

45° 47’ 07” S

067° 27’ 58” W

45 DEGREES 47 MINUTES 07 SECONDS, SOUTH

67 DEGREES 27 MINUTES 58 SECONDS, WEST

49 DEGREES 00 MINUTES 35 SECONDS, NORTH

002 DEGREES 32 MINUTES 52 SECONDS, EAST

49° 00’ 35” N

002° 32’ 52” E

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External factors concerning ATC

Missing documentation at the Flight Plan Office.

NOTE: Not only a technical report may be asked but also documentation like load sheets, aircraft

documentation, fee bills, etc. You just may say: “Flight Plan Office is asking for some documentation about your

flight. Please, get in touch with them”.

When information about the flight is needed.

TWR: ALITALIA 681, EZEIZA. FLIGHT PLAN OFFICE IS ASKING FOR A TECHNICAL

REPORT ABOUT YOUR FLIGHT. MEANWHILE, YOU ARE NOT RELEASED TO

LEAVE.

ACFT: Roger.

TWR: N506AM, EZEIZA. CONFIRM INTENTIONS AT THE AIRPORT

ACFT: Well, we are going to leave some passengers and then we’ll park our aircraft in

any position you give us to load some fuel.

TWR: N506AM, ROGER. HOW LONG ARE YOU GOING TO STAY / STAYING AT THE

AIRPORT?

ACFT: Just few hours. I think It’ll be no more than three hours. Then, we are leaving to

SADF.

TWR: N506AM, ROGER.

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Bibliography:

MANOPER ATM – Chapter 12

CAP 413 – Radiotelephony Manual

Aviation Terms Glossary - Civil Aviation Authority Standard ATC phraseology for provision of wind shear alert - ICAO www.aviation.net