Airport Air Traffic Control

Communications:

Procedures and Phraseology

 Points to be Discussed
• 1. State the required components of a “clearance”.
• 2. Describe what “cleared as filed” means.
• 3. State which frequency bands are used for aviation communications.
• 4. Purpose of “Coordinated Universal Time” and explain how it is measured.
• 5. Describe how parallel runways are numbered.
• 6. Describe the standard measurement for speed in aviation.
• 7. Identify the function of a pilot’s discretion clearance.
• 8. Describe a holding pattern and identify how it is used.
• 9. Distinguish between proper and improper uses of phraseology.
• Safe operation of the nation’s air traffic control system ultimately
depends on reliable and accurate Communication between pilots and air
traffic controllers.
• Virtually every instruction, procedure, or clearance used to separate or
assist aircraft relies on written or verbal communication.
• Any miscommunication between participants in the air traffic control
system might contribute to or even be the direct cause of an aircraft
accident with a subsequent loss of life.
• For this reason, proper and correct communications procedures must be
observed by both pilots and controllers.
• Many of the accidents and incidents that have occurred over the last fifty
years can be attributed to improper or misunderstood communications.
• Although many improvements to the air traffic control communications system
have made it less dependent on verbal or written communication, pilots and
controllers will continue to rely on human communication well into the twenty-
first century.
• Controllers must possess a proper understanding of communications
procedures and phraseology.
• Phraseology and slang not approved by ICAO should never be used when
communicating with foreign pilots.
• Standard phraseology be used when communicating with pilots or controllers.
Using standard procedures will help reduce the risk of miscommunication.
 Radio Communication Simplex versus Duplex
• Ever since radio communications equipment was installed in the Cleveland, Ohio control
tower in 1936, radio has become the primary means of pilot–controller communication in the
U.S. air traffic control system.
• Although the type of radio equipment has since changed, the basic principles of radio
communication remain the same today.
• The earliest type of radio communication used in the air traffic control system was one way.
Controllers could communicate with pilots, but not vice versa.
• Since the required radio equipment in those early years was quite bulky and heavy, airlines
were reluctant to install both a navigation receiver and a communications transmitter on each
aircraft. Thus, most aircraft were equipped only with a navigation receiver.
• Ground-based navaids were eventually modified to permit controllers to transmit instructions
using the navigation aid frequencies.
• At first, this communication rendered the navaid useless while the controller was transmitting,
• Later advances permitted the controller to transmit using the navaid while still allowing the
pilot to use the ground station for navigation.
 Simplex versus Duplex
• As the benefits of radio communication became increasingly evident, aircraft operators chose to
add transmitting equipment to their planes.
• The equipment operated on a different set of frequencies to eliminate any possible interference
with the ground-based navaids. This development created its own set of problems, however. The
addition of a separate transmitter and receiver markedly increased the weight of the aircraft,
and adding separate transmitters and receivers in each control tower required an additional
expenditure.
• Furthermore, during the transition from the navaid-based communication system, aircraft not
equipped with transceivers would be unable to communicate with the control towers.
• An interim solution was to install receiving equipment in the control towers and transmitting
equipment in the aircraft.
• This system still used the ground-based navaids for tower-to-aircraft communication but used
the newly installed radios for aircraft-to-tower communication.
• To eliminate navaid interference, the aircraft transmitters used a different frequency from that
used by the ground-based navaids.
• This two-frequency system is known as duplex communications.
 Simplex versus Duplex
• Duplex was used in the air traffic control system for many years and is still used
in some parts of the United States.
• In particular, FAA flight service stations are usually equipped to receive on one
frequency while transmitting to the aircraft over a local VORTAC.
• The duplex system has disadvantages, however, that encouraged the
development of a radio system that would permit pilots to communicate with
controllers using one discrete frequency.
• This system was finally implemented within the ATC system and is known as
simplex communications.
• For the most part, every ATC facility in the United States relies primarily on
simplex communications.
Duplex transmission principles.
Simplex transmission principles
 Frequency Assignments
• Various international agreements allocate certain radio frequency bands for use in
aeronautical communications. These frequency bands exist primarily in the high (HF), very
high (VHF), and ultra-high (UHF) spectrums.
• High frequencies are primarily used for long-range communication, since these
frequencies are not line of sight and can follow the curvature of the Earth. Only a few ATC
facilities, such as ARTCCs with oceanic responsibility, find a need to use these frequencies.
• Most U.S. ATC facilities use both VHF and UHF for routine air-to-ground communication.
• UHF radio equipment is primarily used by military air craft, whereas
• VHF is used by both military and civilian aircraft.
• Since there is not a sufficient number of available frequencies in either the VHF or UHF
spectrum to permit every ATC facility to operate using a separate frequency, the FCC often
assigns the same frequency to two or more ATC facilities.
• Radio transmissions from high-altitude aircraft travel farther than those from low-flying
aircraft,
 To simplify the task of assigning frequencies, the FCC has
assigned these blocks of VHF bands for the following uses:
• Frequencies Use

•108.000–117.950 Navigation aids 118.000–121.400 Air traffic control

•121.500 Emergency search and rescue 121.600–121.925 Airport utility and ELT tes
•121.950 Aviation instructional and support 121.975 FSS private aircraft advisory 122.000–122.050En
route flight advisory service (EFAS)122.075–122.675 FSS private aircraft advisory
•122.700–122.725 UNICOM 122.750 Aircraft air-to-air
•122.775 Aviation instruction and support 122.800 UNICOM
•122.825 Domestic VHF 122.850 Multicom
•122.875 Domestic VHF 122.900 Multicom
•122.925 Multi com 122.950 Unicom
•122.975–123.000 Unicom 123.050–123.075 Unicom
•123.100 Aeronautical search and rescue 123.125–123.275 Flight test stations
•123.300 Aviation support123.325–123.475 Flight test stations
•123.500 Aviation support123.525–123.575 Flight test stations
•123.600–123.650 FSS air carrier advisory 123.675–128.800 Air traffic control
•126.200 Air traffic control (military common) 128.825–132.000 Domestic VHF (operational control)
•132.025–136.975 Air traffic control
 Standard Phraseology for Verbal Communications
• To ensure that miscommunication is kept to a minimum, it is imperative that
controllers use the standard phraseology and procedures that have been
recommended by ICAO.
• When communicating with pilots or other controllers, a controller should
always use the following message format:
1. Identification of the aircraft or controller being contacted. This serves to alert the
intended receiver of the upcoming transmission.
2. Identification of the calling controller. This serves to identify who is initiating the
communication.
3. Contents of the message. The message format should conform to standards approved
by the FAA.
4. Termination. In communications with another ATC facility, the message should be
terminated with the controller’s assigned operating initials. This procedure simplifies
identification of the controller if a subsequent investigation is necessary.
 Standard Phraseology for Numbers and Letters
• Character Word Pronunciation Character Word Pronunciation Character Word Pronunciation
• 0 Zero Zee-ro 1 One Wun 2 Two Too
• 3 Three Tree 4 Four Fow-er 5 Five Fife
• 6 Six Six 7 Seven Sev-en 8 Eight Ait
• 9 Nine Nin-er

• A Alpha Al-fah B Bravo Brah-voh C Charlie Char-lee

• D Delta Del-ta E Echo Eck-oh F Foxtrot Foks-trot
• G Golf Golf H Hotel Hoh-tell I India In-dee-ah
• J Juliett Jewlee-ett K Kilo Key-loh L Lima Lee-mah
• M Mike Mike N November Nov-em-ber O Oscar Oss-cah
• P Papa Pah-pah Q Quebec Key-beck R Romeo Row-me-oh
• S Sierra See-air-ah T Tango Tang-go U Uniform You-nee-form
• V Victor Vik-tah W Whiskey Wiss-key X X-ray Ecks-ray
• Y Yankee Yang-key Z Zulu Zoo-loo
 Standard Phraseology for Verbal Communications

•Number Group Form Pronunciation Separate Pronunciation

•15 Fifteen One five
•132 One thirty-two One three two
•569 Five sixty-nine Five six niner
Unless otherwise specified, when serial numbers are pronounced, each digit should be enunciated individually.
•Altitudes Unless otherwise specified, every altitude used in the ATC system is measured above mean sea level
(MSL). The only routine exception is cloud ceilings, which are measured above ground level (AGL). A controller
who must issue an AGL altitude to a pilot should advise the pilot that the altitude is above ground level.
Altitudes should be separated into thousands and hundreds, and the thousands should be pronounced separate
from the hundreds. Each digit of the thousands number should be enunciated individually, whereas the
hundreds should be pronounced in group form:
•Altitude Pronunciation
•3,900 Three thousand niner hundred
•12,500 One two thousand five hundred
•17,000 One seven thousand
•Flight Levels Flight levels should be preceded by the words “flight level,” and each number should be
enunciated individually:
•Flight Level Pronunciation
•180 Flight level one eight zero
•390 Flight level three niner zero
• Minimum Descent or Decision Height Altitudes: Minimum descent or decision
height altitudes published on instrument approach procedure charts should be
prefixed with the type of altitude, and each number in the altitude should be
enunciated individually:
• Altitude Pronunciation
• MDA 1,950 Minimum descent altitude one niner five zero
• DH 620 Decision height six two zero
• Time :Since numerous ATC procedures require the use of time, a common system
of time measurement is essential to the safe operation of the ATC system.
• ICAO has agreed that local time is not to be used within the ATC system.
• Every ATC facility around the world must use the same time standard, known as
coordinated universal time (UTC).
• UTC is the same as local time in Greenwich, England, which is located on the 0°
line of longitude, also known as the prime meridian.
• The use of UTC around the world eliminates the question of which time zone a
facility or aircraft is located in.
• In addition, UTC eliminates the need for “a.m.” and “p.m.” by using a 24-hour
clock system.
• UTC is always issued as a four-digit number, and the word “o’clock” is never
pronounced. The conversion from a 12-hour clock to a 24-hour clock is fairly
simple:
• Any time that has fewer than four digits should be prefixed with a zero.
• Any time between midnight and noon (a.m.) is not converted to a 24-hour clock.
• Any time between noon and midnight (p.m.) always has twelve hours added to it
to differentiate it from a.m. time.
• For example, 6:20 a.m. becomes 0620, and 6:20 p.m. becomes 1820.
• Altimeter Settings The pilot must be issued the proper barometric pressure so
that the aircraft’s altimeter can be properly adjusted to indicate altitude above
mean sea level. The controller should issue these altimeter settings by
individually enunciating every digit without pronouncing the decimal point ;
the altimeter setting should be preceded by the word “altimeter”:
• Altimeter Setting Pronunciation
• 29.92 Altimeter two niner niner two
• 20.16 Altimeter two zero one six
• Care should be taken when issuing altimeter settings to foreign pilots. Pilots
from countries that have converted to the metric system no longer measure
barometric pressure in inches of mercury but in millibars.
• Altimeter Setting Pronunciation
• 1013.25 Altimeter one zero one three
An analog wind direction and velocity indicator.
A digital wind direction and velocity indicator.
• Wind Direction and Velocity Wind direction at airports is always determined in
reference to magnetic north and indicates the direction that the wind is blowing
from.
• The direction is always rounded off to the nearest 10°.
• A wind blowing from north to south is a 360° wind; a wind from east is a 90° wind.
• International standard for measuring wind velocity requires that wind speeds be
measured in knots; 1 knot =1.15 miles per hour.
• Wind direction and velocity information is always preceded by the word “wind,”
with each digit of the wind direction enunciated individually.
• If the wind direction is constantly changing, the word “variable” is suffixed to the
average wind direction. If the wind velocity is constantly changing, the word
“gusts” and the peak speed are suffixed to the wind speed.
• Wind Direction Wind Speed Pronunciation
• From the north 15 knots Wind three six zero at one five
• From the east 10 knots withWind zero niner zero at one
occasional gusts zero gusts to two five
to 25 knots
• Variable from 12 knots with Wind one five zero variable at
the southeast occasional gusts one two gusts to three five
to 35 knots
Estimated from Estimated at Estimated wind two three
the southwest 15 knots zero at one five

Headings : Aircraft headings are also measured in reference to magnetic north.

If the heading contains fewer than three digits, it should be preceded by a sufficient number of zeros to
make a three-digit number.
Aircraft headings should always be preceded by the word “heading,” with each of the three digits
voiced individually.
• Heading Pronunciation
• 005° Heading zero zero five
• 090° Heading zero niner zero
• 255° Heading two five five
• Runway Numbers: Runways are also numbered in reference to their magnetic heading. The
runway’s number is its magnetic heading rounded to the nearest 10° with leading and
trailing zeros removed. For example, a runway heading north would have a magnetic
heading of 360°. Dropping the trailing zero makes this runway number 36. Since the other
end of the runway heads the opposite direction (south, which is a heading of 180°), it is
runway 18. Each digit of a runway number is enunciated individually. Runway designations
are always prefixed with the word “runway,” followed by the runway number and a suffix, if
necessary. example:
• Runway Heading Runway Number Pronunciation
090° 09 Runway Zero niner
261° 26 Runway two six
138° 14R Runway one four right
14C Runway one four center
14L Runway one four left
 Runway Numbers
• If two or three runways are constructed parallel to each other, the suffixes L for
“left,” R for “right,” and C for “center” are used to differentiate the runways
from one another. If there are four or more parallel runways, some may be
given a new number fairly close to their magnetic heading such as the Los
Angeles International Airport, which has four parallel runways numbered 25L,
25R, 24L, and 24R.
• Radio Frequencies When issuing radio frequencies, the controller should
pronounce each digit individually.
• For instance, the next usable frequency above 119.600 is 119.625, followed by
119.650, 119.675, and 119.700.
• First number after the decimal is always pronounced, whether or not it is a
zero. But if the second number after the decimal is a zero, is not pronounced.
Third number after the decimal is never pronounced, since it is always either a
zero or a five and can be assumed.
Runway numbering.
• Low Frequency/Medium Frequency used by non directional beacons are always
pronounced as whole numbers.
• VHF and UHF communication and navigation frequencies always use the decimal
point. The decimal should be pronounced as “decimal” For L/MF frequencies, the
number should be suffixed with the word “kilohertz.” Here are some examples:
• Frequency Pronunciation
• 119.600 mHz One one niner point six
• 343.000 mHz Three four three point zero
• 123.050 mHz One two three point zero five
• 131.725 mHz One three one point seven two
• 401 kHz Four zero one kilohertz
• For example,, 123.050 would be pronounced as “One two three decimal zero five.”
• Speeds: Aircraft speeds, like wind speeds, are always measured in knots
• Speed Pronunciation
• 250 Two five zero knots
• 95 Niner five knots
• Air Traffic Control Facilities ATC facilities are identified by name, using the name of the city where the
facility is located followed by the type of facility or the operating position being communicated with:
• Facility Type Pronunciation
• Local control Tower
• Ground control Ground
• Clearance delivery Clearance
• Air route traffic control center Center
• Flight service station Radio
• Approach control Approach
• Departure control Departure
• Flight watch Flight watch
• If a particular city has two or more airports, the airport name is used instead of the city
name. Approach controls and centers are always named after the largest nearby city.
Here are some examples:
• Lahore Tower
• Karachi Approach
• Lahore Center
• Walton Tower
• Karachi Radio
• Route and Navigation Aid Descriptions Airways are always described with the route
identification pronounced in group form. The route number is prefixed with “victor” if
it is a low-altitude airway or “jay” if it is a jet route. For example:
• Route Pronunciation
• V12 Victor twelve
• J97 Jay ninety-seven
• Radials that originate from a VOR should be pronounced as a three-digit number with each digit being
pronounced individually (similar to the way aircraft headings are pronounced). The radial number is prefixed
with the VOR name and is always suffixed with the word “radial” (the word “degree” is never used when
describing radials):
• Karachi one four three radial
• Indianapolis three six zero radial
• Lahore zero zero six radial
• Bearings from non directional beacons (NDBs) are expressed as magnetic bearings from the station and are
suffixed with the station’s identifying name and the words “radio beacon” or “outer compass locator” as
appropriate:
• Three five five bearing from the Lahore radio beacon
• Two seven eight bearing from the Karachi outer compass locator
• Intersections located along an airway are described using either
• (1) the five letter approved intersection name (found in FAA order 7350.5, “Location Identifiers”), or
• (2) the VOR radial and DME distance from the VOR. Here are some examples:
• “MOLTA” waypoint
• “INDEK” intersection
• “LEMOM” 220radial 25NM fix
• Clearance : Any IFR or participating VFR aircraft operating within controlled airspace must be cleared (C) prior
to participating in the ATC system.
• A clearance authorizes a pilot to proceed to a certain point or to perform a specific maneuver.
• When issuing a clearance or a control instruction, the controller must identify the aircraft, identify the ATC
facility, and then issue the clearance or instruction.
• This instruction could be a clearance to take off or land, to perform an instrument approach procedure, or to
proceed to an airport or navigational fix, as in the following examples:
• Phraseology Explanation
• United seven twelve runway two This authorizes the pilot to take off
four cleared for takeoff. using runway 24.
• Beech eight delta mike, after This clearance directs the pilot to
departure, turn left and proceed turn left after takeoff from runway
direct to the Lahore VOR, runway 36 and proceed to the Lahore VOR.
Three six cleared for takeoff.
• Delta one ninety-one, after After departing runway 36, the
departure turn right heading pilot will turn right to a heading
one two zero, runway three of 120°.
six cleared for takeoff.
 Phraseology Explanation
• American nine twenty-one cleared This authorizes the pilot to make
to land runway Zero niner. a full-stop landing on runway 09.

• Aztec seven eight one cleared for A touch and go clearance permits
touch and go runway two three. the aircraft to land on the runway but take off again before
actually coming to a stop.

Mooney three six charlie cleared A stop and go clearance is similar

for stop and go runway five. to a touch and go except that the aircraft comes to a full
stop on the runway prior to beginning its takeoff run.
• Sport zero two romeo cleared for In a low approach, the pilot approaches to land on the low approach
runway three two. Runway but does not actually make contact with the
surface. Upon reaching the desired altitude, pilot begins a climb and departs.
 Phraseology Explanation
• Bellanca two bravo zulu (2BZ)cleared for An option clearance permits the
the option runway two eight left. pilot to perform a landing, touch and go, stop
and go, or low approach. The pilot does not typically inform the controller which
option has been chosen. This maneuver is used in flight training to permit flight
instructors to evaluate a student’s performance under changing conditions.
• King Air one four papa uniform (14PU)cleared This authorizes the pilot to
for ILS runway one zero approach. conduct the published ILS approach for runway 10. This does not
authorize landing on the runway. An additional clearance
is necessary for landing.
• Queen Air seven tango yankee This clearance authorizes the pilot
cleared for approach. to conduct any instrument approach
procedure at the designated airport.
• The word “cleared” is also used when issuing IFR clearances to aircraft prior to
departure.
• An IFR clearance must include the following items (those marked with an
asterisk are not required in every clearance and are used only when necessary):
1. Aircraft identification
2. The word “cleared”
3. The clearance limit
*4. Departure instructions
5. The route of flight
6. Altitude assignments
*7. Holding instructions
*8. Any additional information
9. Frequency and transponder code information
 Aircraft Identification
• Aircraft are identified using standard procedures that help eliminate confusion and
misdirected instructions. It is vitally important that control information directed to one
aircraft be received by the pilots of that aircraft. It is also exceedingly important that the
controller be certain with which aircraft he or she is communicating. If the pilot of one aircraft
were to follow the instructions issued to another or if the controller were unsure which
aircraft had just made a position report, the air traffic control system would be unable to
function properly.
• The assigned aircraft identification call signs used by pilots and controllers vary depending on
the type of operation in which the aircraft is involved. If the aircraft is a scheduled airline
flight operating under FAR 121 or 125, the FAA has authorized the use of a distinctive airline
name that should be used when communicating with that aircraft. In addition to this name,
every airline flight has been issued a flight number by the airline itself. The approved aircraft
identification consists of the airline name, followed by the flight number, pronounced in
group form (such as “Comair twenty-six eleven”).
• Most authorized airline names are easily recognizable, although a few are somewhat unusual.
These approved airline names have been selected to ensure that no two sound similar. Every
airline has also been issued a three letter designator to be used in written communications
concerning the aircraft.
 A list of air carrier names and their three-letter identifiers can be found in the
Contractions Handbook published by the FAA. Here are some examples from the
handbook.
• Airline Name Indentifier Call Sign
• Air Canada ACA Air Canada
• Air China CCA Air China
• Air France AFR Air frans
• Alaska ASA Alaska
• American AAL American
• British Airways BAW Speed bird
• Cathay Pacific CPA Cathay
• China Eastern CES China Eastern
• Continental COA Continental
• Delta DAL Delta
• Emirates Airlines UAE Emirates
• Japan Air Lines JAL Japan air
• KLM KLM KLM
 General Aviation Aircraft Call Signals
• Aircraft Serial Number Aircraft Type Pronunciation
• N231PA Piper Cherokee Cherokee two three one papa alpha (Cherokee one
papa alpha)
• N98556 Cessna Citation Citation niner eight five five six (Citation five five six)
• N5102R Beech Sport Sport five one zero two romeo (Sport zero two romeo)
• CF-AMG Dassault Falcon Falcon C-F-A-M-G (Falcon A-M-G)
• General aviation aircraft being used for special purposes are permitted to use
special call sign prefixes that identify their mission. These approved prefixes are
found in the FAA handbook. Here are some examples:
• Type of Operation Prefix Phraseology
• Air ambulance Lifeguard Lifeguard Cessna two five one lima november
• Air taxi Tango Tango Aztec niner niner three five eight
 Some Standard ATC Abbreviations
Abbreviation Meaning Abbreviation Meaning

• A Cleared to airport of intended landing B ARTCC clearance delivered

• BC ILS back course approach CAF Cleared as filed
• CT Contact approach D Cleared to depart from the fix
• F Cleared to the fix FA Final approach
• I Initial approach ILS ILS approach
• L Cleared to land MA Missed approach
• MLS MLS approach N Clearance not delivered
• NDB NDB approach O Cleared to the outer marker
• OTP VFR on top conditions PA Precision approach
• PD Pilot’s discretion PT Procedure turn
• Q Cleared to fly specified sectors of a navaid RH Runway heading
Destination Airport or Intermediate Fix
• It is preferable for the aircraft to be cleared to the pilot’s filed destination air- port. This
procedure enables the pilot to plan the entire flight and provides a route to the
destination in case of radio failure. If the controller is unable to issue a clearance to the
destination airport, the pilot should be cleared to an intermediate fix and then informed
of the expected route. If a delay is likely at the intermediate fix, the pilot should be
informed of the approximate time that may be spent holding at the fix.
• Departure Instructions:
• Every departing IFR aircraft must be issued an initial route that will lead from the airport
to the route contained in the clearance. This may be either a published SID route or a
heading.
• The heading should be preceded by one of the following phrases: “turn right heading”
(TR), “turn left heading” (TL), or “fly heading” (FH).
• When issued a “fly heading,” the pilot is expected to turn to the assigned heading in
whatever direction that results in the shortest turn.
• Here are some examples:
• Pronunciation Written Version
• Cessna niner papa uniform, turn right heading: N9PU TR 350 three five zero
• Midwest five six three, fly heading one one zero: MEP563, FH 110
Route of Flight
• The route of flight must consist of an airway, a series of airways, or a series of navaids that lead to
the clearance limit.
• If the route issued to the pilot is exactly the same as the route filed in the IFR flight plan, the
controller can substitute the phrase cleared as filed (CAF) instead.
• However, if the ATC facility at the departure airport is not equipped with radar, the first airway
that will be used by the pilot should be appended to the “cleared as filed” clearance. This
procedure ensures that even if a mistake has been made and the pilot flies a different route from
what the controller expects, at least the initial route of flight will be correct. If there is a problem
later on, it will occur in an area of radar coverage, where the error can be observed and easily
corrected.
• If just a minor change is made to the pilot’s filed route of flight, the changed portion of the route
should be issued, followed by the words “then as filed.” But if any major changes have been made
to the pilot’s filed route of flight, the route portion of the IFR clearance should be prefixed with
the phrase “unable routing requested.” This alerts the pilot that major changes have been made.
• Once the aircraft is in flight, if any part of the clearance needs to be amended, only the amended
portion of the clearance should be issued to the pilot. Here are some examples.
Altitude Assignment
• Altitude assignments may be issued to pilots in a number of ways. Following phrases are
used to clarify whether the pilot is to remain at a specific altitude or is permitted to climb
and descend without the controller’s permission.

• Maintain Both IFR and participating VFR pilots are assigned an altitude at which they are
required to fly.
• IFR pilots are required to maintain ( M ) this altitude, whereas VFR pilots must make every
attempt to do so, but are permitted to change altitude to remain in VFR conditions.
• When IFR pilots are assigned a new altitude to maintain, they are required to advise the
controller when they depart their previously assigned altitude. Unless specifically
requested, they are not required to report when they reach their newly assigned altitude.
• A clearance to maintain an altitude may be modified to include the prefixes “climb and” or
“descend . These prefixes should be used when requesting that an aircraft change from one
altitude to another.
 Aircraft holding west of the Earle LOM on the
localizer course, using two-minute legs left turns.

Localizer

2 min. Earle
LOM
An aircraft holding northwest of the BVT VOR
on the 323° radial.