RT phraseology for let downs
No one cares if you call it RT phraseology or RTF 
everyone knows what you mean.
OP - You want to ask for a cloud break decent -
"<station> request cloud break descent"
"<callsign> descend to altitude xxxx, QNH/RPS xxxx (xxxhpa)"
"xxxx (xxxhpa) set, descend to altitude xxxx <callsign>"
They will get you to the TSL (terrain safe level) that will be on their radar screen which will depend on the area (1000' above the surface level or to 2000' over mountainous terrain, rounded up to the nearest 100'). At that point if you require further (which you will need to ask for) they will automatically put you on a TS, remind you of your own terrain clearance and then approve your descent. They will not give you levels below the TSL. Any further questions, please ask. I deal with this request by civil and mil aircraft on a daily basis
everyone knows what you mean.OP - You want to ask for a cloud break decent -
"<station> request cloud break descent"
"<callsign> descend to altitude xxxx, QNH/RPS xxxx (xxxhpa)"
"xxxx (xxxhpa) set, descend to altitude xxxx <callsign>"
They will get you to the TSL (terrain safe level) that will be on their radar screen which will depend on the area (1000' above the surface level or to 2000' over mountainous terrain, rounded up to the nearest 100'). At that point if you require further (which you will need to ask for) they will automatically put you on a TS, remind you of your own terrain clearance and then approve your descent. They will not give you levels below the TSL. Any further questions, please ask. I deal with this request by civil and mil aircraft on a daily basis
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I don't know how to make this all any clearer.
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One caveat I would put is that ATC will always cover their backs so that in event of an accident they are not involved in blame.
I can remember donkeys years ago being in a position where we had to land a twin and land quickly.
The military base were colour code red with an 80 foot cloud base. On hearing the problem we were vectored for a PAR and had the usual chatter all the way down to the point that if not visual at the minima on the PAR we should miss.
Obviously we were not visual and they knew it too so having passed that information intensified the talk down till the high intensity lights became visual at 80 feet
but great bunch of intuitive people
Pace
I can remember donkeys years ago being in a position where we had to land a twin and land quickly.
The military base were colour code red with an 80 foot cloud base. On hearing the problem we were vectored for a PAR and had the usual chatter all the way down to the point that if not visual at the minima on the PAR we should miss.
Obviously we were not visual and they knew it too so having passed that information intensified the talk down till the high intensity lights became visual at 80 feet
but great bunch of intuitive people Pace
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Chevron
Don't know when you last did a descent to get VMC below but Dagowly is pretty much spot on, the only minor errors if you can call it that, is if when a DS ac arrives at the TSL, you should request the aircrafts intentions and only apply TS (& approve further descent) if the pilot request TS, not automatically impose TS. He would then be given "taking your own terrain clearance descent approved".
Also the 1000 feet above would not use the surface as datum but the highest obstacle.
So not totally wrong but a pretty clear way of explaining I thought.
Moli
Don't know when you last did a descent to get VMC below but Dagowly is pretty much spot on, the only minor errors if you can call it that, is if when a DS ac arrives at the TSL, you should request the aircrafts intentions and only apply TS (& approve further descent) if the pilot request TS, not automatically impose TS. He would then be given "taking your own terrain clearance descent approved".
Also the 1000 feet above would not use the surface as datum but the highest obstacle.
So not totally wrong but a pretty clear way of explaining I thought.
Moli
Chevron
Don't know when you last did a descent to get VMC below but Dagowly is pretty much spot on, the only minor errors if you can call it that, is if when a DS ac arrives at the TSL, you should request the aircrafts intentions and only apply TS (& approve further descent) if the pilot request TS, not automatically impose TS. He would then be given "taking your own terrain clearance descent approved".
Also the 1000 feet above would not use the surface as datum but the highest obstacle.
So not totally wrong but a pretty clear way of explaining I thought.
Moli
Don't know when you last did a descent to get VMC below but Dagowly is pretty much spot on, the only minor errors if you can call it that, is if when a DS ac arrives at the TSL, you should request the aircrafts intentions and only apply TS (& approve further descent) if the pilot request TS, not automatically impose TS. He would then be given "taking your own terrain clearance descent approved".
Also the 1000 feet above would not use the surface as datum but the highest obstacle.
So not totally wrong but a pretty clear way of explaining I thought.
Moli
