There is no standard because there's no standard emergency. The response to "Say fuel onboard" (or the way the question is phrased) depends on who cares most about the answer.
Fuel Remaining (in minutes)
This is how you report it when you declare a minimum fuel emergency, and it's most useful for approach and tower controllers to know exactly how long they ...
(This is very closely related to this question, and see this one too.)
At least in the US, cutting into fuel reserves isn't an emergency by itself. But assuming that things have gone beyond "minimum fuel" and you clearly need priority for landing then you should indeed declare an emergency.
The wording you mentioned seems 'weak' to me; if you do have to ...
ICAO Annex 10 - Aeronautical Telecommunications Vol 2
When replying, you end the message with the call sign.
220.127.116.11.2.2 PANS.— An aircraft station should
acknowledge receipt of important air traffic control messages
or parts thereof by reading them back and terminating the
readback by its radio call sign.
Note 1.— Air traffic control ...
According to an IFALPA Briefing Leaflet of 2012 "Amendment 36 to ICAO Annex 6 Part I"
The pilot-in-command shall advise ATC of a minimum fuel state by declaring MINIMUM FUEL when, having
committed to land at a specific aerodrome, the pilot calculates that any change to the existing clearance to that aerodrome may
result in landing with less ...
My understanding is that most FAA licenses would also qualify as "ICAO Licenses" (certainly the ATP seems to as we have a bunch of US/FAA certificated ATPs acting as international captains for US airlines flying to/from ICAO member states). From a quick read I think anything from Private up meets the ICAO Annex 1 (personnel licensing) requirements. (It ...
The tricky part is that a de facto rule is unlike a de jure rule, it's hard to pinpoint its origin as it is not based in law. The more I dig, the more it seems it is indeed a de facto rule that found its way to Annex 11.
It would take a team of aviation historians hunting through countless meeting points to get to the bottom of it.
However, I gathered some ...
Multi-part NOTAMs seem to be part of ICAO standard, as far as googling reveals. I can’t seem to find a definitive reference though.
An example - and from experience a relatively reliable one - for a multi-part NOTAM is the infamous Sydney crane list, at time of writing in NOTAM H6002/18, which at the moment comes in three parts and has the part listing in ...
The correct term is to vacate a runway. The term is used several times in the ICAO Manual of Radiotelephony (Doc 9432), including the following example (among many):
4.9 After landing
Unless absolutely necessary, controllers should not give taxi instructions to pilots until the landing roll is completed. Unless otherwise advised, pilots should remain on ...
This is common in many international airlines.
Lufthansa Standard Operating Procedure (SOP) dictates that all flight procedural communication (checklists, standard callouts, etc.) are done in English.
The only "German" I've seen on Lufthansa's checklists is "handy .... off" in the pre-startup checklist (German English for "mobile phone .... off").
ICAO publishes and maintains 19 Annexes to the Chicago Convention. They pertain to all matters in aviation and provide the framework for national legislation in each of the member countries in the form of Standards and Recommended Practices (SARP).
In addition to the 19 Annexes, ICAO also produces more detailed guidance in the form of Procedures for Air ...
Sure you can. This is from ICAO Doc 4444:
18.104.22.168.1 A flight plan to be submitted during flight should normally be transmitted to the ATS unit in charge of the FIR, control area, advisory area or advisory route in or on which the aircraft is flying, or in or through which the aircraft wishes to fly or to the aeronautical telecommunication station ...
The standard procedure for a pilot:
1. Who do I want to talk to?
2. Who am I?
3. Where am I? (not necessarily needed after initial contact)
4. What do I want?
After initial contact, some of the requirements may be ignored when back and forth communication is happening, without other airplanes talking to that ATC.
For read back, it is needed that the ...
I have a GNS-530W, which is identical to your unit except with a bigger screen and I file ICAO with a G, B, and S, which are GNSS/GPS, LPV, AND VOR/ILS, respectively, to indicate the equipment I have on board. Technically just the G would be sufficient but I list all I am capable of to assist ATC in routing me most effectively or in the event of an emergency....
ICAO Annex 10 Volume 1 has the answer:
22.214.171.124 At those locations where two separate ILS facilities serve opposite ends of a single runway, an interlock shall ensure that only the localizer serving the approach direction in use shall radiate, except where the localizer in operational use is Facility Performance Category I — ILS and no operationally ...
GNSS units have the ability to fly an offset, meaning a track parallel to the one drawn between 2 waypoints. For example a left offset of 5 NM means the track is now 5 NM to the left of the original track and running parallel to it.
The lateral separation minima specified in 126.96.36.199.1.2 for two aircraft (both GNSS) on intersecting tracks require that ...
An airport in class G airspace can have an operating control tower. This is a case of a towered airport in uncontrolled airspace. The airspace is uncontrolled but tower communication must be established within a certain distance and for use of the airports runways.
There are applicable regulations that address this situation. 14 CFR §91.126 (d) requires ...
According to About ICAO from their own site:
ICAO works with the Convention’s 191 Signatory States and global industry and aviation organizations to develop international Standards and Recommended Practices (SARPs) which are then used by States when they develop their legally-binding national civil aviation regulations.
So ICAO continues to develop ...
Well, sort of.
In Class G airspace you often find ATZs. This is airspace 2nmi radius to 2,000ft around an aerodrome that is controlled by the aerodrome so take-off and landings. They are often not surrounded by Class-A or Class-D airspace and just control the immediate area around the aerodrome, and are full ATC unit, although sometimes only an AFIS.
The FAA bases English proficiency on the ICAO Level 4 English Language Proficiency Criteria, which don't mention any particular dialect or variant of English. Instead, they focus on the speaker's ability to communicate and they explicitly accept that the speaker may make mistakes (emphasis mine):
Pronunciation, stress, rhythm, and intonation are ...
Since you've asked for a document, check ICAO Doc 4444:
188.8.131.52 Where traffic demand varies significantly on a daily or periodic basis, facilities and procedures should be implemented to vary the number of operational sectors or working positions to meet the prevailing and anticipated demand. Applicable procedures should be contained in local instructions....
ICAO Airport markings are defined by ICAO in Annex 14 of Chicago Convention, Aerodromes.
ICAO also requires at section 5.8 Notification of differences in the AIP of Doc 8126 Aeronautical Information Services Manual, that differences are explained in the country AIP, Section GEN 1.7 Differences from ICAO Standards, Recommended Practices and ...
As Carlo mentioned in the comments, the minimums may vary from place to place to place. Here in the US you can find all that information here. Or you can buy a printed copy from a variety of aviation suppliers.
This order published in 2012 sets some minimum performance guide lines for minimums as well. For example,
(2) The following is the minimum ...
Declaring an emergency would be one of the most critical conversations, however it would be limited to something like this:
Pilot: MAYDAY, MAYDAY, MAYDAY, Metro Control, Big Jet 345, main electric failure, request immediate landing at Metro, position 35 miles north
west of Metro, heading 120 flight level 80 descending, 150 persons on board, ...
With help of Gerry and Mins, it became clear that Amdts 86,87 and 88 did not introduce any changes to Volume IV of Annex 10.
Therefore any differences between Annex 10 Vol. IV Amdt 85 and Amdt 89 would be introduced by Amendment 89. From this documentPDF it can be seen that the changes where distributed in state letter 2014/21.
Digging a bit further I ...
JScarry is right. Workload dependent, its completely acceptable for an ATC employee to provide multiple services. No need to have 1 on Clearance, 1 on Ground, and 1 on Tower if you service 5 aircraft an hour.
Note: I assume bare ICAO requirements in this answer. Most states that have RVSM implementations, as well as operator approvals for RVSM, will have additional stricter rules that will change the answer for specific cases.
There are no requirements in the ICAO Annexes and SARPS that require and aircraft the leave the RVSM airspace if the transponder fails.
The UK CAA Radiotelephony Manual (CAP 413, Edition 22, May 2016) has an example of how to activate a flight plan in chapter 3, section 3.36 (page 92 in the PDF).
Aircraft G-CD, departed Seton at 38 request activate flight plan
ATC G-CD, departure time 38 will activate flight plan
There is no indication whether this is for VFR or IFR flight plans, so it ...
According to ICAO Annex 6 Part 1 (PDF):
The Standards and Recommended Practices contained in Annex 6, Part I,
shall be applicable to the operation of aeroplanes by operators
authorized to conduct international commercial air transport
According to ICAO Annex 6 Part 2 (PDF):
International general aviation operations with: