IFR Communications

The VFR communications lesson covered the alphabet, standard words, readbacks and emergency calls. IFR radio adds clearances, departure and arrival procedures, level and speed instructions, holding and approaches, and a strict procedure for radio failure. The language is more compact, and the controller expects you to read back exactly.

1. The IFR clearance

Before start-up or taxi you receive the en-route clearance from Delivery (or Ground). Write it down in the order of CRAFT:

• Clearance limit – usually the destination
• Route – often a SID, then the flight-planned route
• Altitude – the initial climb altitude or level
• Frequency – departure frequency (if not on the chart)
• Transponder – the squawk code

"LVT123, cleared to Beirut, ALPHA 3 KALDA departure, climb flight level 130, squawk 4213." – read it all back.

Where it is available, DCL / PDC (departure clearance by datalink) replaces the voice call.

2. Departure

• SID (standard instrument departure): a published route from the runway to the en-route structure. "Climb via SID" means follow its altitude restrictions.
• After take-off, contact departure with your callsign, passing altitude and cleared level: "Amman Departure, LVT123, passing 4,200 ft climbing flight level 130."
• Radar instructions: "turn left heading 270", "direct KALDA", "climb flight level 250".

3. Levels, headings and speeds

Instruction	Meaning
"Climb (descend) flight level 240"	Change level now, at your normal rate
"Descend to reach FL100 by KALDA"	Plan your descent so you are at FL100 crossing KALDA
"When ready descend FL200"	Start descent at your discretion; report leaving
"Expedite climb"	Climb at your best rate
"Report reaching FL350"	Call when level
"Maintain 250 knots or greater"	Speed control; keep the speed until told otherwise
"Resume normal speed"	Speed restrictions cancelled
"Continue present heading"	Keep the heading you are on

Altitudes are read with the altimeter setting below the transition level: "descend altitude 6,000 ft, QNH 1015". Read back both.

4. Position reports

Without radar (or when asked), a position report contains:

1. Callsign
2. Position
3. Time over it
4. Level
5. Next position and estimated time
6. The position after that

"Baghdad Control, LVT123, position RATVO at 1432, flight level 350, estimating SIDAD 1451, next GIBAL."

5. Arrival, holding and approach

• STAR (standard arrival): a published route from the en-route structure to the approach.
• Listen to the ATIS before contacting approach and report the information letter.
• Holding: "LVT123, hold at ROSIE as published, expect further clearance at 1520." Read back the fix, the instructions and the time. Holds are standard right-hand turns unless stated, with 1-minute legs at or below FL140.
• Approach clearance: "LVT123, turn right heading 230, descend 4,000 ft, cleared ILS approach runway 26R."
• On final: "LVT123, contact Tower 118.1" – then "Amman Tower, LVT123, ILS 26R."
• Missed approach: "LVT123, going around." – fly the published missed approach unless told otherwise.

6. Conditional clearances and runway safety

• A conditional clearance names the condition first: "LVT123, behind the landing Airbus on short final, line up runway 26L behind." Read back the condition too, and confirm you see the traffic.
• Never enter a runway or take off without the words "line up" or "cleared for take-off" with the runway designator. If in doubt – ask.
• "Take-off" is used only in the take-off clearance itself; otherwise say "departure".

7. IFR radio failure

Squawk 7600 and keep trying (other radios, other frequencies, a relay through another aircraft). Then, under the ICAO procedure:

• In VMC: continue in VMC, land at the nearest suitable aerodrome and report arrival to ATC.
• In IMC (in a radar environment): keep the last assigned speed and level, or the minimum flight altitude if higher, for 7 minutes after squawking 7600 (or after the last required report); then adjust to the flight-planned level and speed. Without radar, the period is 20 minutes after the last reported position.
• Fly the flight-planned route to the navaid or fix serving the destination, hold there until the expected approach time (or ETA), then descend and fly the approach so as to land within 30 minutes after that time.

Always check the AIP: some countries publish their own radio-failure procedures.

8. Datalink: CPDLC

CPDLC (controller–pilot datalink communications) sends standard ATC messages as text: level changes, route clearances, frequency changes. Reply with WILCO, UNABLE or STANDBY. It is used in oceanic and upper airspace in Europe and the Gulf. Voice always takes priority in an urgent situation.

Flying it at Levant

IVAO controllers expect this phraseology on IFR flights. Request your clearance with the stand number, ATIS letter and aircraft type; write it down in CRAFT order; and read back every level, heading, speed, squawk and frequency. If no ATC is online, file the flight plan anyway and follow the SID and STAR yourself.

Check yourself

1. What does CRAFT stand for? Clearance limit, Route, Altitude, Frequency, Transponder.
2. What do you report when first contacting departure? Callsign, passing altitude and cleared level.
3. What is the standard holding direction? Right-hand turns.
4. Radio failure in IMC in a radar environment: how long do you keep the last assigned level? 7 minutes after squawking 7600.
5. Which word does ATC use only when clearing you for take-off? "Take-off" (otherwise "departure").

Simulation training material based on ICAO phraseology. Real-world and IVAO procedures can differ locally – follow the AIP and ATC.