General/Air Traffic Communication
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Topdown Principle
A higher station covers the area of responsibility of a lower position if the lower position is offline. For example, if Approach is unmanned, Radar assumes approach responsibilities; if Tower is offline, Radar assumes tower duties. Controllers should always be aware of what positions are active and what they are responsible for covering.
IFR / VFR Overview
Visual Flight Rules (VFR)
VFR is a set of rules that govern flight in Visual Meteorological Conditions (VMC) — conditions in which flight by visual reference is possible. Under VFR, the pilot is permitted to fly because weather conditions (visibility, cloud clearance) are sufficient to maintain visual separation from terrain and other aircraft. This does not mean that the pilot navigates exclusively by looking outside — in practice, VFR pilots routinely use GPS, radio navaids, and other instruments alongside visual references. Rather, VFR means the conditions allow for visual flight. In DCS, most pilots will fly under VFR when no mission is planned, relying on what they can see out of the cockpit to navigate and execute missions.
Instrument Flight Rules (IFR)
IFR is a set of rules that apply when pilots fly in conditions where visual references alone may be unavailable or unreliable — such as in low visibility or heavy cloud cover. Under IFR, the pilot relies on cockpit instruments such as the altimeter, airspeed indicator, artificial horizon, and heading indicator to maintain control and navigate. IFR flights follow structured procedures such as instrument departures, airways navigation, and instrument approaches, and are subject to ATC clearances and separation services throughout. Note that night operations do not automatically require IFR — VFR flight at night is permitted in many jurisdictions with appropriate ratings and equipment. In DCS, IFR operations require a thorough understanding of the aircraft's avionics suite and are primarily used in planned Missions
Airspace
Understanding the rules governing flight is only part of the picture — pilots must also be aware of the structure of the airspace they operate within. Airspace is divided into classifications that dictate what types of flights are permitted, what equipment is required, and what level of ATC interaction is expected. Some classes of airspace are open to both VFR and IFR traffic, while others restrict or prohibit certain operations entirely. For a full breakdown of airspace classifications and their requirements, see Airspace Classifications.
Glossary
- ABEAM
- Approximately 90 degrees to the right or left of the aircraft track; a general position, not a precise point
- ATIS
- Automatic Terminal Information Service — a continuous broadcast of recorded aeronautical information including weather, active runway, and NOTAMs
- DME
- Distance Measuring Equipment — a navaid that measures slant-range distance (in nautical miles) between an aircraft and a ground-based DME transponder. DME can exist as a standalone navaid, but is frequently co-located with other navaids such as VOR (VOR/DME) or as part of a TACAN system. Note: DME measures slant range, not horizontal distance — the reading is only accurate when the aircraft is sufficiently far from and not directly above the station.
- FAF
- Final Approach Fix — the fix at which the final approach segment of an instrument approach begins
- GCA
- Ground Controlled Approach — a radar-guided approach to landing
- IAF
- Initial Approach Fix — the fix at which an instrument approach procedure begins
- IFR
- Instrument Flight Rules — flight conducted primarily by reference to cockpit instruments
- MAP
- Missed Approach Point — the point at which a missed approach must be initiated if required visual reference is not established
- MARSA
- Military Assumes Responsibility for Separating Aircraft — the point at which the military takes over separation duties from civil ATC
- PAR
- Precision Approach Radar — a ground-based radar system that provides azimuth and glidepath guidance to landing aircraft
- VFR
- Visual Flight Rules — a set of rules governing flight in Visual Meteorological Conditions (VMC)
Airfield Terminology & Standard Phrases
| Phrase | Definition |
|---|---|
| ACKNOWLEDGE | Confirm receipt of my message. |
| AFFIRMATIVE | Yes. |
| BLOCKED | Radio transmission distorted or interrupted by simultaneous transmissions. |
| CLEARED FOR TAKEOFF | Authorization to depart. |
| CLEARED FOR THE OPTION | Authorization for various landing approaches at the pilot's discretion, often for training. |
| CLEARED TO LAND | Authorization to land based on traffic and airport conditions. |
| CONFIRM | Confirm specified information. |
| EXPEDITE | Prompt action required to avoid imminent issues. |
| FLY HEADING (Degrees) | Fly or turn to a specified compass direction. |
| FUEL REMAINING | Report approximate remaining flight time in minutes, including reserves. |
| GO AROUND | Abort landing; follow additional ATC instructions as needed. |
| IDENT | Activate transponder identification feature. |
| IMMEDIATELY | Urgent action required to avoid danger. |
| LINE UP AND WAIT | Taxi onto the runway and hold. This is not a takeoff clearance. |
| MAINTAIN | Stay at specified altitude/flight level or follow literal instructions. |
| MAKE SHORT APPROACH | Alter traffic pattern for a shorter final approach. |
| MAYDAY | Emergency distress call indicating grave and imminent danger. Repeated three times on initial call. |
| MINIMUM FUEL | Fuel is low; delays cannot be tolerated but it is not yet an emergency. |
| NEGATIVE | No, not granted, or incorrect. |
| NEGATIVE CONTACT | Traffic not in sight, or unable to contact ATC. |
| RADAR CONTACT | ATC confirms radar identification and tracking. |
| RADAR SERVICE TERMINATED | Radar services ended; may occur automatically in specific situations. |
| RADIO CHECK | Request for transmission quality check. |
| READ BACK | Repeat my message back to confirm receipt. |
| REPORT | Advise ATC of specific information. |
| ROGER | Received and understood. Does not indicate compliance. |
| SAY AGAIN | Request repeat of the last transmission. |
| SAY ALTITUDE | State current altitude rounded to the nearest 100 feet. |
| SAY HEADING | Report current heading. |
| SPEAK SLOWER | Request slower speech. |
| SQUAWK (Mode, Code, Function) | Set transponder mode/code as instructed. |
| STAND BY | Wait or pause; not a denial or approval. |
| THAT IS CORRECT | Your understanding is accurate. |
| TRAFFIC | One or more aircraft; may be followed by position information. |
| TRAFFIC IN SIGHT | Traffic visually acquired. |
| UNABLE | Cannot comply with instruction. Should be followed by a reason when possible. |
| WILCO | Will comply. (Must NOT replace a readback!) |
Communication Flow
IFR Departure
Tower (Incirlik / LTAG-TWR)
| Station | Phrase |
|---|---|
| Flight Check | |
| Flight Lead | Incirlik Tower, {CS}, {#}-Ship, with Information {ATIS Letter}, request taxi |
| LTAG-TWR | {CS} Incirlik Tower, taxi last chance {West / East}, Altimeter {A}, Runway {RWY} |
| Flight Lead | {CS} taxiing last chance {West / East}, Altimeter {A}, Runway {RWY} |
| Jets taxi to last chance. During taxi, Tower issues the IFR clearance. The flight lead confirms readiness to copy. | |
| LTAG-TWR | {CS}, clearance, advise ready to copy |
| Flight Lead | {CS}, ready to copy |
| LTAG-TWR | {CS}, cleared to {Clearance Limit} as fragged, {possible additional instructions}, level later, squawk {X}, trailing element squawk {Y}, prepare {next ATC-station} {FREQ} |
| Flight Lead | {CS} {Readback} |
| LTAG-TWR | {CS} {Readback correct / Corrections} |
| Once all jets are ready for departure | |
| Flight Lead | {CS}, ready for departure |
| LTAG-TWR | {CS}, line-up and wait runway {RWY}, wind {Winds} |
| Flight Lead | {CS} line-up and wait runway {RWY} |
| LTAG-TWR | {CS} climb {Level}, wind {Winds}, runway {RWY}, cleared for takeoff, contact Radar {FREQ} |
| Flight Lead | {CS} cleared for takeoff runway {RWY}, push {FREQ} |
| While still on the ground, all jets switch frequency and perform the Flight Check. Only after completing the Flight Check do they take off. | |
Note: Clearance limits might be the airfield you took off from, another airfield, any briefed waypoint, or holding point. In planned missions, the clearance limit is often the marshal stack.
Incirlik Radar (LTAA-Radar)
| Station | Phrase |
|---|---|
| Flight Lead | Incirlik Radar {CS}, passing {Current Altitude}, {climbing / decending} {Assigned Level} |
| LTAA-Radar | Incirlik Radar {CS}, Identified {Additional Instructions} |
| Flight Lead | {CS} {Readback of Additional Instructions} |
| When closing in on the MARSA zone / leaving radar's airspace | |
| LTAA-Radar | {CS} contact {Tactical Radar CS} {FREQ} |
| Flight Lead | {CS} push {FREQ} |
From here the military assumes responsibility for separating aircraft.
IFR Arrival
Incirlik Radar (LTAA-Radar)
| Station | Phrase |
|---|---|
| Assuming jets have just been handed over from tactical to Incirlik Radar | |
| Flight Lead | Incirlik Radar {CS}, Level {Current Level}, with Information {ATIS Letter}, request {Requested Approach Type} |
| LTAA-Radar | Incirlik Radar {CS}, Identified {Additional Instructions} |
| Flight Lead | {CS} {Readback of Additional Instructions} |
| Further instructions may follow | |
| LTAA-Radar | {Flight Name} contact Tower {FREQ} |
| Flight Lead | {CS} push {FREQ} |
Note: In case there is no ATIS available, Approach Type can not be declared on initial call