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Phraseology 101
Examples of non-standard phraseology
occur during all flight phases.
What follows are examples of common
non-standard phraseology [✍]
used in each phase of flight (which
may or may not have had potentially
serious consequences), and suggested
alternate wording [
] which may
have prevented the incident.
Preflight
Watch out, you may get what you ask for!
✍ “I called for clearance to St. Louis as
follows: ‘Clearance delivery, company
ident, ATIS info, federal aid to St. Louis.’
Federal aid was meant to mean FAA
clearance in a joking fashion. The Controller
misinterpreted this to mean that
we were being hijacked and called the FBI
and airport police…I used no ‘standard’
phraseology to indicate nor was it my intent
to indicate we had a hijacking…I
will use absolutely standard phraseology
in the future…” (# 248982)

Conventional wisdom (and the
AIM) dictate the use of a less provocative
phrase: “ABC Clearance,
company ident, I-F-R St. Louis.” Although
the AIM does not suggest
advising Clearance Delivery that
you have the current ATIS, individual
locations may request that
information, as well as the gate
number when applicable.
Pushback/Taxi
You have to push prior to taxi…right?
After a pilot receives an IFR clearance,
the next interaction with ATC is
often a pushback request. What may
be construed as authorization by some
may not be by others.
✍ “Called for pushback Gate ABC Miami.
Ground Control said ‘Advise ready
for taxi, use caution, company pushing
out of XYZ.’ Maintenance pushed us
back with a turn and we blocked the inner
taxiway. At that time Ground Control
said we had not been cleared for push. I
felt that since he said advise ready for
taxi, we had been cleared for push. Suggest
if he did not want us to push he
should have said so and not have mentioned
taxi.” (# 627717)

At many large airports, some gates
may be controlled by ATC, while
others, out of direct sight of controllers,
may be under the control
of the air carrier—aircraft movements
in this case will be governed
by the letter of agreement between
the carrier and ATC. It is not clear,
in this instance, who had jurisdiction
for this gate area. If this gate
was ATC-controlled, the controller
should have said “Hold” or “Pushback
approved.” If the gate was the
carrier’s responsibility, the flight
crew erred in entering the taxiway
during pushback. In any event, the
message here is clear—controllers
need to provide clear instructions
and messages, and pilots need to
ask for clarification if there is any
confusion or opportunity for misinterpretation.
Taxi Out
To get there, I have to cross…
✍ “Ground cleared me to taxi to Runway
23. The taxi route was on the west
side of the runway. While taxiing,
Ground called and instructed me to conduct
runup on the east side of Runway
23, so I taxied across active end of Runway
23. When across, Ground called and
said, ‘You just crossed end of active Runway
23 without a clearance to do so.’ ”
(# 123722)

Although the reporter certainly did
not a have a specific clearance to
cross the runway, the Controller
contributed to the incident. A less
ambiguous clearance would have
been, “Aircraft ident, plan to conduct
runup on east side of Runway
23, hold short of Runway 23.” After
an aircraft gets to a runway (assuming
that it was the one intended),
the pilot’s awareness is often
heightened, and the probability of
a misunderstanding should be
reduced…right?
20 Issue Number 7
Into Position
No, your other right
✍ “Cleared for takeoff Runway 17 at
Colorado Springs. Took runway to use total
length, required back-taxi approximately
300 feet. We were at maximum
weight. Turning left on runway for short
back-taxi, Tower said, ‘Turn right on runway
for departure.’ (In my mind, what
other direction would we turn [after turning
left to back-taxi]?) Light aircraft turning
final for Runway 12. As we back-taxied,
Tower sent light aircraft around, and
we began takeoff roll. Tower chastised us
for not complying with his instructions to
‘turn right on the runway.’…If Tower had
　
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