Post on 28-Oct-2015
description
2010
VATSIM Europe Division
Pilots Manual
Contents
1 INTRODUCTION TO THE TRAINING MANUAL 4
11 Introduction 4
12 Conventions 5
13 Concept 5
2 PHRASEOLOGY TRAINING MANUAL 6
21 Introduction 6
22 Basics 6
221 Confirmations and Transmissions 6
222 Radio Discipline 6
223 Communication is everything 7
224 Say Again 7
225 NATOICAO Alphanumerical pronounciation 7
226 Different Categories of Messages 8
227 Establishment of Radiotelephony Contact 10
228 Call Sign 10
23 Flights under Instrument Flight Rules (IFR) 10
231 Departure 11
232 Push Back and Taxi 13
233 Tower 15
234 Departure and Climb 16
235 Cruise 17
236 Approach and Descend 18
237 Types of Approaches 20
238 Landing Clearance 24
239 Taxi to Gate 24
24 Specials 25
241 Visual ClimbDescend 25
242 Emergency 25
243 Urgency Messages 26
3 COMMUNICATION 27
31 ATC 27
32 Pilots 27
33 Unicom 27
34 Private Messaging and Voice Channels 27
35 Contact Mes 27
36 How to of Communication 28
37 Hints and Tips 28
38 DO 29
39 DO NOT 29
310 Read Backs 29
311 Initial Contact 30
312 Common Phraseology 30
313 WordPhrase 31
1 INTR ODU CTIO N TO THE T RAIN ING MA NUA L
11 Introduction
Since many years VACC-SAG had a Pilots Training Manual This was recently rewritten
and amended by Andreas Fuchs With his permission VATEUD PTD will translate those
documents from German to English and make them available for all European pilots
As this is a long process the manuals will be released step by step
As the German version this document is set up as a guideline for all basic knowledge that is
needed for VATSIM But English is the language that is needed in aviation ndash for education as
well as for communication
Andreas Fuchs the author of those documents is a commercial pilot and tries to bring in real
world aspects of flying Nevertheless he has managed not to get lost in details Not
everything in VATSIM is the same as in reality so some things are Nice to Know and others
are Need to Know The online environment requires certain compromises of reality Andreas
also points out these differences When you read this manual you always have to be aware
that this manual is not perfect and it does not claim to be perfect ndash in aviation many
procedures can be approached differently and all pilots learn those procedures slightly
different So all of the procedures displayed here are subject to personal preferences
If you read those first lines again you will once again see that the most important word in
aviation has already been mentioned
Communication
That is most important as it is the best way to communicate witch each other You always
have to be aware of the problem that air traffic controllers and pilots are at different places
and can only communicate with words As flight safety is the always the first priority you
always have to be aware of what the other side has on his mind
So please remember this sentence ndash print it out pin it right next to your monitor ndash the basic
principle of aviation is
if I do not understand something
if I am not able to follow an instruction
if I am not familiar with something
if I am in doubt even if it sounds most stupid
I will ask
what I say has to be as clear as possible
12 Conventions
First of all we should make sure you will find your way in this manual we should be clear
about the conventions used in this text
Bold plus italic means important information that needs to be emphasized Those do not
claim to be complete there are possibly many things that are important but now marked as
such
13 Concept
The manual is built on a modular basis Each larger topic basically is its own little manual It
is suitable if you want to learn on your own but also as an addition to the pilot training
programme organized by your local Pilot Training Department and which would be the best
mix of theory and practice
Important we want to emphasise that for practical training you should use small ldquoback
alleyrdquo airfields so that training does not interfere with regular traffic at large airports The
examples will sometimes use bigger airports but perhaps you should not fly from London to
Paris during peak time when you are online for the first time
We want to conclude this introduction with a small detail Your flight simulator should be
configured to International ndash US-american so we donrsquot get mixed up with different units
(feet and meters Celsius and Fahrenheit)
We wish all of you success and fun at training If you find any mistakes feel free to contact
us Wersquore looking forward to it as we want to improve the manual constantly
Yours
The VATEUD Pilot Training Department Team
2 PHRA SEO LO GY TRAI NIN G MA NUAL
21 Introduction
In aviation people from many different countries get together This makes communication
between Air Traffic Control (ATC) and flight crews pretty difficult as many different
languages and knowledge of foreign languages collide To prevent misunderstandings and to
ensure safety in aviation it is very important to base all communication on standardized
phrases During the next chapters we shall cover and look at the phrases you might encounter
during different phases of your flight
22 Basics
Radio traffic for flights under Instrument Flight Rules (IFR) must be conducted in one of the
ICAO (International Civil Aviation Organization) officially approved languages These are
English French Spanish Russian Chinese and Arabic
For flights under Visual Flight Rules (VFR) the local language may also be used for
communications Deviations from these regulations may be found in the AIPrsquos
(Aeronautical Information Publication (AIP) of their respective countries since
there are simply too many special rules to address them all in this document
You should always pay attention to the fact that colloquial language is used In addition you
should not speak too fast but also not too slowly ndash a well-balanced speech tempo is
important This also counts to the volume and clearness of the pronunciation
221 Confirmations and Transmissions
Air-traffic controllers and pilots work together in a team and usually communicate using a
VHF radio device The air-traffic controller gives instructions and advices to the pilots The
crew must confirm these with a so-called read back to show to the air-traffic controller that
the instruction was understood and the air-traffic controller can correct possible mistakes A
read back is basically mandatory for everything that contains figures Exceptions are only
information about wind and weather They do not stand for instructions in the real sense
Instructions that are not repeated by the pilot do count as not transmitted
222 Radio Discipline
It is very important to maintain discipline in radio traffic especially in high traffic situations
where frequency time is short During phases of high traffic the restricted time for
transmitting is used efficiently The pilots must listen carefully to the radio to be able to
answer the instructions fast and dont miss an announcement In addition pilots and ATC
alike must avoid overlapping of radio messages If a pilot switches to a new frequency he
should first listen to the radio carefully He has to wait until a gap arises and all
communication strings with other pilots have been finished A communication string consists
of both an instruction AND a read-back
223 Communication is everything
Despite set phrases and many standardised procedures there are always situations in which
pilots are not sure what the air-traffic controller just meant It is essential that air-traffic
controller and pilot are talking about the same thing If anything is unclear an enquiry is
mandatory it is just the same as in all other areas of life Communication is everything
People talking to each other will usually get along very well This simple fact also applies to
pilots and ATC ndash on ground and in the air
224 Say Again
There are two magic words that are always a correct answer to an instruction Say again If
you want to be polite you can add the word please Please say again
A basic principle If the receiver did not understand the complete transmission clearly then
the only correct read back is always say again This is a global rule It is one of the most
important circuit breakers against misunderstandings and resulting incidents Please print and
frame this and nail it next to your PC or bed
225 NATOICAO Alphanumerical pronounciation
In Aviation all letters are designed via the NATOICAO alphabet You donrsquot call an A an A
but say Alpha
A Alpha AL fah B Bravo BRAH
VOH
C Charlie CHAR lee D Delta DELL tah
E Echo ECK oh F Foxtrot FOKS trot
G Golf GOLF H Hotel hoh TELL
I India IN dee ah J Juliet JEW lee
ETT
K Kilo KEY loh L Lima LEE mah
M Mike MIKE N November no VEM
ber
O Oscar OSS cah P Papa pah PAH
Q Quebec keh BECK R Romeo ROW me
oh
S Sierra see AIR rah T Tango TANG go
U Uniform YOU nee
form V Victor VIK tah
W Whiskey WISS key X Xray ECKS
RAY
Y Yankee YANG key Z Zulu ZOO loo
Numbers are generally pronounced in single digits for example Iberia 123 is not pronounced
as Iberia Hundred and twenty three but as Iberia one two three
We say generally as this applies in Europe however in the USA the opposite is the general
rule
The exception to this rule is that numbers which end on even Hundreds or Thousands are
pronounced as such for example 500 is not pronounced five zero zero but as five hundred
the same would apply to 5000 or 5500
Again numbers same as with letters are pronounced slightly differently to what we use in
normal communication
0 Zero ZEE-RO 1 One WUN
2 Two TOO 3 Three TREE
4 Four FOW-ER 5 Five FIFE
6 Six SIX 7 Seven SEV-EN
8 Eight AIT 9 Nine NIN-ER
226 Different Categories of Messages
Different categories of transmissions exist Since not everything a pilot or controller wants to
share is of the same importance a clearly structured order of priority has been set up which
needs to be adhered to at all times
1) Distress Messages
2) Urgency Messages
3) Messages relating to direction finding
4) Flight Safety Messages
5) Meteorological Messages
6) Flight Regularity Messages
7) State Telegrams
2261 Distress Messages
Distress Calls affect airplanes and their occupants which are in immediate danger and need
help ASAP To indicate an emergency situation the phrase Mayday shall be used
2262 Urgency Messages
Urgency Messages are transmissions related to aircraft safety They can be made for the
own or another aircraft using the phrase Pan-pan
2263 Messages relating to Direction
Messages relating to direction finding are messages for transmission of direction finding
values (what a surprise)
2264 Flight Safety Messages
Flight Safety Messages are the most common transmissions These are the transmissions
made during air traffic control an aircrafts position report or pilot reports that are important
for the flight
2265 Meteorological Messages
The name actually tells you everything ndash in this category of transmission someone passes on
weather information
2266 Flight Regularity Messages
This category covers all transmissions concerning maintenance changes in an aircrafts
operation schedule non-routine landings or similar They are transmitted either on the
frequencies of Flight Information Service or a different dedicated frequency in order to
prevent the distraction of ATC
2267 State Telegrams
A State Telegram is when a head of state or a proxy needs to send a message from an air
plane These transmissions are either done on the frequencies of Flight Information Service
or different dedicated frequency in order to prevent the distraction of ATC Obviously this is
a type of message that does not happen on VATSIM
227 Establishment of Radiotelephony Contact
The pilot always establishes initial radio contact He changes to a new frequency and has to
make an initial call If you are on the ground this initial call consists of the call sign of the
station youre trying to reach your own call sign and the position you are moving to Once
airborne you have to state your current altitude and if different the altitude you are cleared
to There is no need to report your position when airborne As you can see an initial call is
short and includes all necessary information You dont have to tell the controller your
heading shoe size or age ndash he just does not care about that kind of information
Pilot Palma Ground good morning Scandinavian 123 on taxiway Alpha
hellipand in the air
Pilot Marseilles Control Air France 123 FL125 for FL110
228 Call Sign
Each transmission has to include your own call sign in order to let the person at the other
end know who has just spoken or transmitted a message There is absolutely no exception to
this rule During an initial call the call sign of the called station is at the beginning followed
by the own call sign In later phases of flight the controller always puts our call sign at the
beginning followed by his instructions During your read-back you have two options either
you put your call sign at the beginning or in the end ndash there are two philosophies for this
On the one hand you have more time to think about what you actually want to say if you put
your call sign in the beginning
On the other hand a call sign at the end of a transmission indicated to other pilots on the
frequency that our transmission block with the controller is completed and that the frequency
is free for use by others at this time
As you see there are good arguments for both options ndash you have to find out on your own
which suits you more In all the following phraseology examples we will say our call sign at
the beginning
23 Flights under Instrument Flight Rules (IFR)
On the following pages we are going to cover an IFR flight from initial contact with ATC to
finally parking the aircraft at the destination airport looking at all possible phrases you might
encounter We will use a short domestic flight from Frankfurt to Munich as an example This
flight will be done as DLH123 Lufthansa 123 Our routing leads us via Dinkelsbuehl and the
airway T104 to the way-point BURAM at which point our STAR begins The route filed in
our flight plan should look like this
DKB5S DKB T104 BURAM BURAM1M
We know from the airport information sheet that departures to DKB should preferably use
runway 18 for departure so we file an SID from this runway and hope that ATC is not going
to make us change active runway Our cruising altitude for this flight will be FL210
For didactic matters you wont be able to redo this flight exactly as we show it here because
you will most probably not encounter the full load of different situations covered in the next
chapters Please also note that there is nothing polite in phraseology by the book No good
mornings no good byes We will not use any phrases like this in this document but you can
be sure that every ATC be it in the online or the real world appreciates any greetings
231 Departure
Before departure we filed our flight plan (see chapter Flight Planning) and all flight
preparations have been made We begin at gate A32 in Frankfurt
2311 At the Gate (ATIS)
First we check the ATIS (Automatic terminal Information Service) on the specific frequency
in this case 118025 The ATIS besides information on weather also includes the active
runways for departure and landing and other abnormal conditions To make each ATIS
unique it is designated with a letter connected to the specific message you listen to in our
case we heard Information Alpha
2312 At the Gate (Start-Up)
Before each IFR flight the pilot has to obtain the approval to start his engines the so called
start-up This does not mean that the pilot should or even had to start his engines
immediately It just means that ATC does not foresee departure delays of more than 20
minutes in reference to the planned departure time The actual act of starting the engines is
done in cooperation between the flight crew and the ground crew serving the aircraft
Important Pilots should always include the ATIS designator on initial contact with a local
ATC station In some reasons you will also have to include more details on your flight like
your aircraft type or the QNH
Pilot Frankfurt Delivery Lufthansa 123 information Alpha request start-up
ATC Lufthansa 123 Frankfurt Delivery Alpha is correct Start-up is approved
Pilot Start-up approved Lufthansa 123
2313 At the Gate (En Route Clearance)
A flight following instrumental flight rules (IFR) always needs a flight plan which must be
filed with air traffic control (see Flight Planning) Before departure this flight plan has to be
approved by the responsible ATC station Large airports have a dedicated station for this the
so-called Clearance Delivery On smaller airports this task may be done by the local Ground
or Tower controller
You will often get the En-Route Clearance together with the start-up approval so you should
be prepared to get your en-route clearance together with the start-up clearance without a
notice ndash Keyword Pen and Paper
An en-route clearance always has the same structure First you will be cleared to your
destination airport followed by the assigned departure route and sometimes the departure
runway (as long as this is not clearly defined by the departure route itself) Finally there will
be additional information given if the rest of the route is accepted and cleared according to
the flight plan or if there are any changes to the further routing Those changes can become
quite extensive thats why I want to give you ndash again - the advice to have a pen and paper
ready At the end of the clearance ATC assigns you a transponder code the so-called
Squawk which you have to enter into your transponder (this code makes ATCs Secondary
Surveillance Radar able to identify your flight and to correlate your target with your flight
plan)
After the pilots read back of the full clearance ATC will usually confirm that the read back
was correct and complete
Depending on the airport and country you will get your start-up approval right with the en-
route clearance
Pilot Frankfurt Delivery Lufthansa 123 request IFR-clearance to EDDM
ATC Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
Pilot Lufthansa 123 we are cleared to Muumlnchen via DKB5S departure flight
planned route squawk 2101
ATC Lufthansa 123 read back correct
Or with start-up
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
a) Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
b) Lufthansa 123 Frankfurt Delivery start-up approved cleared to Muumlnchen via
DKB5S departure flight planned route squawk 2101
Pilot
a) Lufthansa 123 we are cleared to Muumlnchen via DKB5S departure flight planned
route squawk 2101
b) Lufthansa 123 start-up approved cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
ATC
a) Lufthansa 123 read back correct start up approved
b) Lufthansa 123 read back correct
Pilot
a) Start up approved Lufthansa 123
b) -
2314 At the Gate (Vectored Departure)
Sometimes when a pilot does not know how to follow a standardized departure route ATC
will use Vectored Departures So what does that mean It just means that the pilot gets
specific instructions on what to do after take off The radar controller will make sure that the
pilot finds his routing later using vectors Proceed Direct SOMETHING or similar
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen when airborne maintain
runway track climb altitude 4000ft QNH 1019 contact Langen Radar on frequency
120050 squawk 2210
Pilot
Lufthansa 123 we are cleared to Muumlnchen when airborne maintain runway track
climb altitude 4000ft QNH 1019 contact Langen Radar on frequency 120050
squawk 2210
ATC Lufthansa 123 read back correct start up approved
Pilot Start up approved Lufthansa 123
2315 At the Gate (Detailed Departure Instruction)
ATC can should a pilot not know the SID also read the whole SID to the pilot Please make
sure you never need to get this service by reading your charts carefully
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
Lufthansa 123 cleared to Muumlnchen departure runway 18 when airborne
maintain runway heading climb altitude 4000ft QNH 1019 At 800 feet or 12
DME outbound RID VOR whichever is later turn left to KNG NDB
Maximum IAS 220 Knots Intercept QDR 103 KNG At AKONI turn right
intercept radial 310 DKB VOR to DKB Squawk 2210
Pilot
Lufthansa 123 we are cleared to Muumlnchen departure runway 18 when
airborne maintain runway heading climb altitude 4000ft QNH 1019 At 800
feet or 12 DME outbound RID VOR whichever is later turn left to KNG NDB
Maximum IAS 220 Knots Intercept QDR 103 KNG At AKONI turn right
intercept radial 310 DKB VOR to DKB Squawk 2210
ATC Lufthansa 123 read back correct start up approved
Pilot Start up approved Lufthansa 123
232 Push Back and Taxi
2321 Push-Back
If you are located at a gate from which you cannot simply taxi straight out from you need to
obtain approval for push-back from Ground Control
Pilot Frankfurt Apron Lufthansa 123 gate A32 request push-back
ATC Lufthansa 123 Frankfurt Apron push-back approved
Pilot Lufthansa 123 push-back approved
This push-back instruction can be extended to for example include a direction or the length
of the push-back
ATC Lufthansa 123 push-back approved facing east perform a long push into taxiway
Mike
ATC Lufthansa 123 push-back approved perform a u-turn into position A34
As there is a nearly endless pool of options for ground controllers there are not always
standard phrases ndash it is important that pilot and ATC do understand each other As in all
flight phases Communication is everything
If an instruction is not clear you simply ask Say again
2322 Taxi
After push-back or if you are parked at a position from which you can taxi straight out after
engine start you obviously have to get to the runway Designated taxiways lead you there
The task of Ground Control will be done by different stations depending on the airport and
Location of the aircraft at that airport In our example Frankfurt Apron is our first station the
Tower will take over later
Pilot Lufthansa 123 request taxi
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November
Pilot Lufthansa 123 taxiing to holding point runway 18 via Mike 1 and November
Now that we are moving ATC has even more possibilities to differ from such easy taxi
instructions as seen before He could for example let us stop before a certain taxiway which
we will cross
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November hold short
of November
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November hold short
of Quebec traffic will be a Cargo Lux Boeing 747 moving right to left
It is very important for a pilot to always know what happens around him Thats why he
should thoughtfully listen to radio chatter between ATC and other aircraft and of course keep
his eyes out Controllers often help by issuing traffic information
2323 Progressive Taxi
Should you not know your way around an airport or get lost there is the option to ask for
progressive taxi ATC will then advise the pilot where to go
If you get lost and cant solve the situation on your own you can demand this kind of help
from ATC This is always a better solution than strolling around on the apron just because
youre too proud to ask for help
Pilot Lufthansa 123 request progressive taxi
ATC Lufthansa 123 roger expect progressive taxi
ATC Lufthansa 123 turn left now
Pilot Turning left Lufthansa 123
ATC Lufthansa 123 the second taxiway to your right is November Follow
November to holding point runway 18
Pilot Will turn second taxiway to the right follow November to holding point runway
18 Lufthansa 123
2324 Conditional Clearances
ATC can attach further instructions to traffic information for example to let another aircraft
pass and taxi behind it It is very important that you have this traffic in sight if not you have
to inform the controller immediately
ATC Lufthansa 123 give way to an Air Berlin Boeing 737 moving from left to right on
taxiway November
Pilot Lufthansa 123 unable traffic not in sight
ATC Lufthansa 123 roger in this case hold short of November
ATC Lufthansa 123 give way to an Air Berlin Boeing 737 moving from left to right on
taxiway November
Pilot Lufthansa 123 will give way to Air Berlin Boeing 737 on November
233 Tower
When approaching the runway or latest when we reach the holding point Ground will hand
us off to the Tower controller who is responsible for all movements on the runways and
issues all clearances (landing and take off crossing a runway etc)
ATC Lufthansa 123 contact Tower on frequency 119900
Pilot Lufthansa 123 contacting Tower on frequency 119900
Depending on where we are and if we are ready for departure there are different possibilities
for the initial call on the tower frequency
Pilot Frankfurt Tower Lufthansa 123 approaching runway 18
Pilot Frankfurt Tower Lufthansa 123 at holding point runway 18 ready for departure
2331 Line Up and Conditional Clearance
The Tower Controller may only give landing and take-off clearances under certain
circumstances one of which being that the runway must be clear of all other traffic The
Tower Controller has some tools with which to separate traffic very effectively and to keep a
steady traffic flow They could have us line up on the runway and wait there
ATC Lufthansa 123 line up runway 18 and wait
Pilot Lufthansa 123 lining up runway 18 and waiting
They can also instruct us to line up behind another aircraft In that case they give us our
clearance to line up even if it would not have been our time They do not have to pray that
the frequency is clear when our actual time comes ndash that makes their work much more
effective
ATC Lufthansa 123 behind departing Boeing 737 line up runway 18 and wait behind
Pilot Lufthansa 123 behind departing Boeing 737 lining up runway 18 and waiting
behind
It is very important for us to properly identify the traffic that the tower controller indicated to
us and to keep it in sight at all times Should we not see the traffic the conditional clearance
is invalid ndash we have to immediately inform ATC who will then figure out another clearance
ATC Lufthansa 123 behind departing Boeing 737 line up runway 18 and wait behind
Pilot Lufthansa 123 negative traffic not in sight
Sometimes ATC ldquoshowsrdquo you the traffic and only gives you the clearance after you
confirmed visual contact
ATC Lufthansa 123 traffic is a Boeing 737 on short final runway 25R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 behind landing Boeing 737 line up runway 25R and wait behind
Pilot Lufthansa 123 behind landing Boeing 737 lining up runway 25R and waiting
behind
2332 Take off Clearance
Now that the runway is cleared we get our take-off clearance The structure and the
information given are always the same
ATC Lufthansa 123 wind 180 degrees 10 knots runway 18 cleared for take off
Pilot Lufthansa 123 runway 18 cleared for take off
You dont have to read back the wind information as this serves only as an information to the
pilot
234 Departure and Climb
At some airports we have to contact departure ourselves At other airports tower will give the
instruction to call departure with the known phraseology (Lufthansa 123 contact departure
on frequency hellip) Because we are airborne now our current altitude is to be considered in the
next initial-calls as well as the altitude that we are cleared for In this case the altitude were
cleared for is the initial climb altitude that can be found on the charts
Pilot Langen Radar Lufthansa 123 altitude 2000 feet climbing altitude 4000 feet
ATC Lufthansa 123 Langen Radar identified climb flight level 80
Pilot Lufthansa 123 climb flight level 80
The controller will identify us on the scope before he gives more instructions As soon as
radarcontact is established ATC will tells us that were bdquoIdentifiedldquo
There are several possibilities why an identification could fail Wrong transponder code
wrong setting of transponder code or a tranponder failure in our airplane The controller will
compair our reported altitude with the altitude indication on his scope If the altitudes match
the controller can separate us from other airplanes bdquoIdentifiedldquo doesnt need to be read back
The controller also could give the instruction to stop our climb before reaching the cleared
altitude
ATC Lufthansa 123 stop climb FL70
Pilot Lufthansa 123 stop climb FL70
Once we reach the border of a sector (either horizontally or vertically) the controller will
instruct us to contact the next station using the already known phraseology He could also tell
us to give further information to the next station eg our speed
ATC Lufthansa 123 report speed to Langen Radar frequency 127500
Pilot Lufthansa 123 will report speed to Langen Radar on frequency 127500
As always when we establish contact with a radar controller we have to report our current
altitude and if different the altitude we are cleared to ndash this is mandatory
Pilot Langen Radar Lufthansa 123 FL65 for FL70 speed 250 knots
ATC Lufthansa 123 Langen Radar identified climb FL230
Pilot Lufthansa 123 climbing FL230
235 Cruise
We are now cruising along on FL230 There are some situations we may face now but all of
them may appear in other flight phases as well
2351 Proceed Direct to
ATC could give us a short cut to a certain way point It can be part of our flight plan but
does not necessarily have to
ATC Lufthansa 123 proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 proceeding direct Dinkelsbuumlhel VOR
So now we proceed to that point from our present position If the waypoint is part of our
flight plan we follow our routing after that point
This is the same instruction but packed a little differently
ATC Lufthansa 123 after Konig NDB proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 after Konig NDB proceeding direct Dinkelsbuumlhel VOR
So we follow our routing as planned until we reach KNG and turn towards DKB afterwards
If you dont get the name of the way point you can ask the controller to spell it (please spell
the name)
ATC Lufthansa 123 proceed direct ANEKI Alpha November Echo Kilo India
Pilot Proceeding direct Alpha November Echo Kilo India Lufthansa 123
2352 Changes to Route
ATC can give us a different routing for a segment
ATC Lufthansa 123 proceed direct Wuumlrzburg VOR thereafter proceed direct BURAM
Pilot Lufthansa 123 proceeding direct Wuumlrzburg VOR thereafter direct BURAM
2353 Heading and Vectors
Sometimes its necessary to have us turn away from the planned route by using vectors
which are simple headings we need to follow
ATC Lufthansa 123 turn right heading 180
Pilot Lufthansa 123 turning right heading 180
We can of course do the whole turn in the other direction as well
If ATC is not sure in which direction we need to turn he can issue an instruction without a
direction ndash we then turn in the direction where we have to turn the least
ATC Lufthansa 123 fly heading 180
Pilot Lufthansa 123 fly heading 180
236 Approach and Descend
2361 Descend
Slowly but steady we get closer to our destination and want to start descending In case ATC
did not work ahead and issued a descend clearance early we can of course draw the
controllers attention to us and just ask for descend
Pilot Lufthansa 123 request descent or Lufthansa 123 ready for descent
ATC Lufthansa 123 descend FL 180
Pilot Lufthansa 123 descending FL 180
In order to control the descend ATC has a few tools that can be used
2362 Instructing a Rate
ATC can instruct you to descend with a certain vertical speed
ATC Lufthansa 123 descend FL 180 at 2000 feet per minute (or greaterless)
Pilot Lufthansa 123 descending FL 180 at 2000 feet per minute (or greaterless)
2363 Descend Restrictions
If the controller wants us to be at a certain altitude atbehindabeambefore a specified
waypoint he gives an instruction like the following
ATC Lufthansa 123 descend FL 180 to be levelled at BURAM
Pilot Lufthansa 123 descending FL 180 to be levelled at BURAM
This means that we have to descend in a manner to reach BURAM at FL 180 we could also
reach it earlier if we wanted The net phrase is a little more restricting as we now have to
reach FL 180 exactly at BURAM not earlier not later ndash exactly
ATC Lufthansa 123 descend to reach FL 180 at BURAM
Pilot Lufthansa 123 descending to reach FL 180 at BURAM
The defined restriction does not have to be bound to a waypoint
ATC Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Pilot Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Sometimes a controller needs us to reach an altitude somewhere abeam a certain point In
order to follow that instruction we first need to know where that waypoint is That usually
happens when ATC issues vectors This is used if the controller needs us on a specific
altitude at a certain point and we are not following a routing or flying directly to a later
waypoint
ATC Lufthansa 123 descend to reach FL 180 abeam RENLO
Pilot Lufthansa 123 descend FL 180 to reach level abeam RENLO
As you see its an advantage to have all charts ndash en-route charts too ndash at hand and ready If
you do not have en-route charts most FMCs available for FS offer the option to enter a
waypoint on the FIX page (or similar) and sometimes even offer to insert an ABEAM
POINT (eg PMDG 737 NG)
Another option is to delay the beginning of descend until ATC can either tell us a certain
point where we have to start our descend or give us an early descend with the option to start
it whenever we want ndash as long as we meet the restrictions ATC gives us So we can maintain
our cruising altitude as long as we want If you prefer to stay high longer and then just drop
out of the sky thats fine if you want to do a steady slow descend you can do that as well
ATC Lufthansa 123 when passing Dinkelsbuumlhel descend FL 180
ATC Lufthansa 123 when ready descend to reach FL 180 at BURAM
You can find more important information on the topic descend (planning tactics execution)
in the chapter OPERATION of Flight Training
2364 Holdings
We essentially come across two main types of holdings Published and unpublished or
unknown holdings
You wont be very surprised when I tell you that there are standardized phrases for the entry
and exit of holding patterns More information on holding patterns can be found in the
chapter BASICS of Flight Training
ATC Lufthansa 123 hold at ROKIL (as published)
Pilot Lufthansa 123 holding at ROKIL (as published)
Holding patterns are not unforeseeable so ATC often prepares pilots that there will be a
holding pattern Often this includes the clearance to reduce your speed ndash perhaps you can
avoid the holding this way
ATC Lufthansa 123 expect holding at ROKIL reduce speed at own discretion
Pilot Lufthansa 123 expecting hold over ROKIL reducing to minimum clean speed
As always ndash if ATC does not give us the approval to reduce speed we can just ask him But
dont do it on your own Another aircraft may be on the same level behind us
Pilot Lufthansa 123 may we reduce to minimum clean speed
ATC Lufthansa 123 reduce speed at own discretion
Pilot Lufthansa 123 reducing minimum clean
If a pilot does not know the holding he was instructed to join he has to ask for instructions
ATC will then provide the necessary information to the pilot The holding instruction will
look like this
Fix | inbound course | turn direction | leg timedistance
Pilot Lufthansa 123 request holding instructions
ATC Lufthansa 123 hold over ROKIL inbound track 128 right turns leg time 1 minute
237 Types of Approaches
Next we will establish contact with approach control This is a local control station - as we
learned earlier we have to include the ATIS designator during the initial call A good time to
listen to the ATIS is around your top of descend
Pilot Muumlnchen Arrival Lufthansa 123 FL 185 for FL 180 information Bravo
ATC Lufthansa 123 Muumlnchen Arrival identified Bravo is correct
2371 STAR
This is what a clearance onto a STAR looks like
ATC Lufthansa 123 cleared BURAM 1M arrival
Pilot Lufthansa 123 cleared BURAM 1M arrival
2372 Transition (without Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition
Pilot Lufthansa 123 cleared ROKIL 26 transition
An instruction like this allows us to follow the lateral path of the transition ATC coordinates
and instructs all changes in altitude But We have to follow the speed restrictions indicated
on the charts anyway as long as the controller does not lift them
ATC Lufthansa 123 cleared ROKIL 26 transition no speed restriction
Pilot Lufthansa 123 cleared ROKIL 26 transition no speed restrictio
2373 Transition (with Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition and profile
Pilot Lufthansa 123 cleared ROKIL 26 transition and profi
Now we may follow the lateral and the vertical part of the transition We can now descend to
the altitudes indicated in the charts on own discretion there will be no further instructions on
altitude changes Of course we have to follow the speed restrictions as well
2374 Cleared Direct Waypoint or via waypoints
Another very common way to get a transition clearance is the phrase Cleared direct waypoint
or Cleared via waypoints If you hear something like this you fly directly to the instructed
point and from this point on follow the lateral part of the transition If the controller gives
you two or more waypoints you follow them in the correct order and then join the rest of the
transition You ndash again ndash have to adhere to the speed restrictions (what a surprise) As
always there are exceptions from the rules which you can find in the latest charts and in the
AIP
We will now fly to the RNAV waypoint associated with Munich Airport The designation
follows a simple concept as is the same for many airports ldquoDrdquo for Germany then one letter
to identify the airport the point is associated with in this case an ldquoMrdquo In Zurich they are
named ldquoZHrdquo followed by three figures Usually the controller does not include the leading
letters in a clearance but only uses the figures and assumes the pilot knows which airport
they are approaching so the pilot can do the maths himself and figure out which letters he
must include
ATC Lufthansa 123 cleared direct waypoint 425
Pilot Lufthansa 123 cleared direct waypoint 425
ATC Lufthansa 123 cleared via waypoints 425 and 429
Pilot Lufthansa 123 cleared via waypoints 425 and 429
ATTENTION Some transitions do not include the clearance to turn onto final approach If
you reach the last point of the downwind you have to hold the last flown track As always
you will find the detailed information and exceptions on the appropriate charts
2375 Approach Types
The approach itself will be commenced by an ILS a non precision approach or a visual
approach The clearances used for ILS and non precision approaches are more or less the
same a visual approach has a slightly different systematic
2376 ILS Approach
ATC Lufthansa 123 cleared ILS approach runway 26R
Pilot Lufthansa 123 cleared ILS approach runway 26
This is the most common form It includes
All ATC speed restrictions are now cancelled
Clearance to intercept the localizer and glide slope
Descend to the published intercept altitude of the standard approach
If an ATC does not want the aircraft to change its altitude he can either clear the aircraft to
intercept the localizer only In this case you may not intercept the glide slope without further
clearance or leave your current altitude Another way of preventing an altitude change is to
tell the pilot to maintain a specific altitude until a certain point ATC may also give a new
speed restriction
ATC Lufthansa 123 cleared Localizer runway 26R
Pilot Lufthansa 123 cleared Localizer 26R
or
ATC Lufthansa 123 cleared ILS runway 26R maintain 6000ft until glide slope intercept
Pilot Lufthansa 123 cleared Localizer 26R maintain 6000ft until glide slope intercept
2377 NDB-DME Approach
ATC Lufthansa 123 cleared NDB-DME Approach runway 26R
Pilot Lufthansa 123 cleared NDB-DME approach runway 26R
2378 VOR-DME Approach
ATC Lufthansa 123 cleared VOR-DME Approach runway 26R
Pilot Lufthansa 123 cleared VOR-DME Approach runway 26R
2379 Localizer DME Approach
ATC Lufthansa 123 cleared Localizer-DME Approach runway 26R
Pilot Lufthansa 123 cleared Localizer-DME Approach runway 26R
23710 Visual Approach
Before you receive a clearance for a visual approach during which the pilot has to have the
airport in sight at all times ATC needs to verify that the pilot has the airport in sight After
that he will issue the clearance for the visual approach From this point on the pilot is
responsible for his heading altitude and speed
ATC Lufthansa 123 field is at your 3 orsquoclock position range 5 miles report in sight
Pilot Lufthansa 123 field in sight
ATC Lufthansa 123 cleared visual approach runway 26R
Pilot Lufthansa 123 cleared visual approach runway 26R
23711 Report Established
Basically you should not report when you are established on final approach but ATC can ask
you to report it He can make a difference between Localizer ILS final track (during a non
precision approach) or final approach (visual approaches)
ILS
ATC Lufthansa 123 report established on ILS 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established ILS 26R
Localizer
ATC Lufthansa 123 report established on localizer runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established localizer runway 26R
At that point I want to remind you that there is no such a thing as fully established It is a
bad habit that also caught up in the real world to change established ILS runway xx to fully
established But This word does not exist and it can not exist if you really think about it
logically You are either established ILS runway xx (on localizer and glide slope) or you are
established localizer runway xx (localizer only glide slope has not been reached yet)
You will find further information on that topic in chapter Flight training
Final track
ATC Lufthansa 123 report established on NDB-DME approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final track NDB-DME approach runway 26R
Final approach
ATC Lufthansa 123 report established on final approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final approach runway 26R
23712 Visual Separation
ATC is responsible for the correct separation in all flight phases To be able to go below the
specified minima there is for example the option of visual separation First ATC checks
whether the succeeding pilot has the preceding aircraft in sight and whether he is able to
separate himself If this is the case ATC gives the responsibility for separation the succeeding
pilot
ATC Lufthansa 123 traffic is an Airbus A320 on 10 miles final 26R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation from mentioned traffic
Pilot Lufthansa 123 affirmative
ATC Lufthansa 123 maintain visual separation from Airbus A320 on 8 miles final
contact Tower on 118700
Pilot Lufthansa 123 maintain visual separation from A320 contact Tower on 118700
238 Landing Clearance
By now we are established on our final approach time to get in touch with the aerodrome
controller in the tower During initial contact we report what type of approach we are
conducting and which runway we are approaching Any differences from this procedure can
be found in the airport information If traffic permits we will get our landing clearance right
away and if not ATC will say a short hello and give us an information on how many aircraft
will be using the runway before us
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower continue approach number 3
Pilot Lufthansa 123 number 3
or
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower wind 270 degrees 12 knots runway 26R cleared
to land
Pilot Lufthansa 123 runway 26R cleared to land
2381 Go Around
There are several possibilities why an approach should or must be aborted be it the weather
or a utility lying around on the runway The pilot can decide to go around or ATC can
instruct him to do so
Pilot Lufthansa 123 going around
ATC Lufthansa 123 follow missed approach as published contact Arrival on frequency
128020
Pilot Lufthansa 123 Missed Approach as published contact Arrival on 128020
or
ATC Lufthansa 123 go around I say again go around Maintain runway heading climb
altitude 5000 feet
Pilot Lufthansa 123 going around Maintain runway heading climb altitude 5000 feet
239 Taxi to Gate
After we vacated the runway we will be guided to the parking position using the exact same
tools we covered in chapter 3122
ATC Lufthansa 123 taxi to gate 250 via W2
Pilot Taxi to gate 250 via W2 Lufthansa 123
Important After the taxi instruction leading us to a parking position we have to keep
watching the frequency until we finally reached our parking position ndash but there are no
further calls like On Blocks request engine shut down The flight is over at this point we
made it
24 Specials
There are some situations that are not used every day but it is very useful to have heard of
them
241 Visual ClimbDescend
This method is sometimes used to provide a smooth climb and descend Similar to the visual
separation we covered earlier the pilot is instructed to maintain his own separation from the
preceding traffic in order to go below the minimum separation It is very important that the
planes are in VMC and visual contact is held throughout the whole manoeuvre
ATC Lufthansa 123 confirm VMC
Pilot Lufthansa 123 in VMC
ATC Lufthansa 123 traffic is a Boeing 737 12 orsquoclock position range 5 miles
2000 feet high report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation to the traffic for
the next 5 minutes
Pilot Lufthansa 123 affirmative
ATC to
the other
aircraft)
Air Berlin 456 traffic is an Airbus A320 at your 6 orsquoclock position range 5
miles 2000 feet below I will climb him through your level
Other
aircraft Roger Air Berlin 456
ATC Lufthansa 123 climb FL150 maintain visual separation from mentioned
traffic for the next 5 minutes
Pilot Lufthansa 123 climbing FL150 maintaining visual separation from Boeing
737 for the next 5 minutes
242 Emergency
During an emergency you either alert ATC by transponder (setting it to 7700) or if possible
make your distress call on the radio
Pilot Mayday Mayday Mayday Lufthansa 123 declaring emergency
There is no standard phraseology after that ndash ATC and pilot communicate in the way the
situation requires The most important thing is that the pilot tells the controller what his
problem is and what his intentions are Only then ATC can provide the best service possible
243 Urgency Messages
Should there be a problem aboard that does not qualify as an emergency (eg a single engine
failure in a B52) you should use the phrase Panpan
Pilot Pan-Pan Pan-Pan Pan-Pan Lufthansa 123 technical problem
3 COM MU NICA TIO N
The following document will be split up into two parts The first part includes the basics of
communication and the methods employed on the network to correctly communicate
between other members The second will focus on the phraseology and the how-to of
speaking correctly on the frequency
31 ATC
When communicating with ATC we must be aware of the controllers frequency Using your
pilot client you may find the controllers frequency and tune your radio to it Once on the
frequency you may wait for an opening and begin your transmission by pressing your Push to
Talk Key (PTT) To discuss things with the controller that do not pertain to the flight at hand
you may choose to private message himher using the appropriate method for your software
32 Pilots
Having discussions with pilots is normally done via private chat unless on unicom Please
read your software manual in order to learn how to use private mesages
33 Unicom
The frequency for UNICOM on the VATSIM network is always 122800 It is strictly for text
transmission and reception only On UNICOM pilots shall announce their intentions and
actions to make other pilots aware of their position There is no ATC on UNICOM and pilots
should co-ordinate in order to resolve potential conflicts Lately many pilots are using voice
on UNICOM by accessing a channel through FSX and or setting up one ndash usually
rwliveatcnet122800 Please note that while this is acceptable the official means of
communication remains on text as not everyone uses or is able to use voice
34 Private Messaging and Voice Channels
Private messages are individual conversations between one VATSIM user and another You
may set up a private voice channel through your pilot client which saves a lot of typing
and distractions when trying to pilot your aircraft (especially usefull in busy sectors) It is
usually an alternative to private messaging with another user and more than one user may
enter the private channel at the same time
35 Contact Mes
From time to time you will receive a message from a controller or a network Supervisor that
simply reads contact me on XXXXXXX or Hello my name is XXXX and I am a
VATSIM Supervisor please contact me by typing chat XX_SUP and hit enter then typing
hello (or something similar)
These are important contacts and are not to be taken lightlyTHEY REQUIRE A
RESPONSE ASAP and should not be ignored
If it is a controller it usually means you have entered or are about to enter his sector
From a Supervisor it means that they wish to a) assist you in some way b) verify that you are
online and at your computer c) they may be reacting to a complaint by someone if you have
inadvertently made some error d) checking on you as you sent a wallop
36 How to of Communication
The main purpose of this document is not to teach people how to speak we hope you know
this already We are also not trying to teach you how to fly That is also a requirement What
we are trying to achieve here is to teach you how to COMMUNICATE using voice while
flying an altogether different skill
When flying with voice every time you key the microphone you will be using up valuable
airtime If every time you transmit each instruction takes say 20 seconds That could mean
that you and your controller only get one command understood and acted upon every 50
seconds or so by which time other aircraft could have missed a vital instruction ie flown
through an ILS localizer or missed a landing clearance So the main purpose of the training is
to learn how to COMMUNICATE with the minimum of fuss and delay so that the ldquoread-
backsrdquo can be passed to the controller without taking up too much of this valuable airtime
The key is Communication and this means that both the Pilot and the ATCO communicate
their instructions and understandings to each other There is nothing more frustrating for an
ATCO than dealing with pilots who do not communicate sufficiently but who simply reply
with a Roger or (even worse) an ok or Will Do So what are the main basics of voice
flying Well there are many but some of the most important lessons you can learn are these
THINK BEFORE TALKING this sounds obvious but so many people do not do this keying
the microphone and stumbling and stuttering through an instruction which they have not
prepared at all
An example of RT messages often heard from pilots online is Annnndummmm Charlie
Delta ummmm Yankee 662 ummm heading ummm 230 ummm flight level ummm 210
Correction Thatacutes flight level ummm 200 sorry not flight level 210 my mistake Charlie
Delta Yankee 662 Over out
This would take around 20 seconds to say
Compare it with Iberia 845 heading 290 flight level 150 inbound Trosa
This takes 5 seconds to say and is MUCH clearer to the controller Whatacutes the difference
Simple -The pilot KNEW what to say before starting to speak
37 Hints and Tips
To give you a few pointers here is a list of Doacutes and Donacutets of common things that people get
wrong when they first try using voice
38 DO
Wait your turn The radio might be busy but that isnt a reason to cut into someone
elses conversation with a controller It just creates even more delays Also listen out
to make sure that the pilot before you reads back his clearance that the controller has
given him before you make you call Remember while you or a controller is
transmitting nobody else can get a message through
Know what you intend to transmit before starting to talk
Be patient just because the controller is not speaking on the radio does not mean he
isnt doing any work In fact much of the work of a controller is done off-air
involving co-ordination with other fellow controllers updating flight strips looking
up clearances or typing instructions all of which take time
Wait a few seconds after joining a frequency before you transmit so you donrsquot
transmit in the middle of a conversation
Readback ALL clearances and instructions
If you dont understand an instruction then ask the controller to say the instruction
again or to explain what it means Use a private message if you dont want to say it
on the air
In order to avoid problems understanding your transmissions please make sure that
you have correctly set up AVC using the auto microphone configure function Also
worth a note for both ATC and pilots Vatsim is a global organization and has many
members to whom English will not be their first language so please spare a special
thought for our foreign counterparts and speak clearly and slowly
If you are unable to comply with an instruction from ATC then tell them so that they
can plan something else for you before it causes a problem with other aircraft in the
vicinity
39 DO NOT
Readback the winds or use the phrase winds copied in reply to a take off or landing
clearance its not needed
Reply standing by to an instruction to standby No reply is necessary at all
The use of the word over is not required
Use (NEGATIVE)
Misunderstand the difference between Flight Levels and Altitudes
310 Read Backs
It is very important to read back certain instructions that ATC give to you so that they know
that you have understood what they have told you It its not necessary to read back absolutely
everything the following list shows some important information that should be readback
Taxi instructions
Levelclimbingdescending instructions
Heading instructions
Speed instructions
Airways or route clearances
Approach clearances
Runway-in-use
Clearance to enter land on take-off on backtrack cross or hold short of any active
runway
Transponder operating instructions
Altimeter settings
Frequency changes
Type of radar service
So please note that when you are given your clearance on the ground do not just reply
Roger read back the clearance fully so that ATC can spot if you have misheard or
misinterpreted something they have said eg FL100 is spoken as flight level one hundred
and FL120 is spoken as flight level one two zero Note the word hundred must not be used
for headings
Another phrase used with climbsdescents is when ready This places the responsibility on
the pilot for deciding when to initiate his climbdescent Eg BAW123 when ready descend
FL80 to be level by BNN here the controller has introduced another phrase to be level by
as well
This means exactly what is says commence your descent when you want but you must have
reached FL80 when you arrive at BNN note at BNN not 50nm before please
If on the other hand you do not understand what ATC is communicating to you then it is
equally important that this is properly communicated to ATC as well if it is a case that you
did not understand the instruction then ask ATC to repeat the instruction by using the words
Say Again as part of your read back If it is a case of you not being able to follow the
instruction given then use the words Unable as part of your read back followed by the
reason why you are not able to comply
311 Initial Contact
Many new pilots log on to the network parked at a gate but then expect ATC to start the
communication and when nothing happens they usually log of frustrated due to lack of
success
The Initial Contact on the Ground MUST at all times come from the Pilot and in the
following format SpeedBird 123 B737 at Gate E43 Request IFR Clearance to Paris Orly
This starts the communication flow between Pilot and ATC
Other often heard mistakes my new pilots are those who log on to the network do all the
pre-take off checks FMS flight programming and then suddenly start communications by
saying Transavia 430 Request Taxi or even worse Transavia 430 Ready for Take Off`rdquo
In both cases here the pilot has jumped a few steps of the proper communication procedure
Similarly when ATC hands you over to another controller then you as the pilot need to start
the communication process with the new controller
312 Common Phraseology
The following list contains most common phrases to be used in voice by both pilots and
controllers
313 WordPhrase
Acknowledge Let me know that you have received and understood this message
Affirm Yes
Approved Permission for proposed action granted
Break Indicates a seperation between messages
Break Break Indicates the seperation between messages transmitted to different
aircraft in a busy environment
Cancel Annul the previously transmitted clearance
Changing to I intend to call (unit) on (frequency)
Check Examine a system or procedure (Not to be used in any other context
No answer is normally expected
Cleard Authorised to proceed under the conditions specified
Climb Climb and maintain
Confirm I request verification of (clearance instruction action information)
Contact Establish communications with (your details have been passed)
Correction An error has been made in this transmission ( or message indicated)
The correct version is
Descend Descend and maintain
Disregard Ignore
Hold short
Stop before reaching the specified location (only used in limited
circumstances where no defined point exists eg where there is no
suitably located holding point or to reinforce a clearance limit
How do you read What is the readability of my transmission
I say again I repeat for clarity and emphasis
Maintain Continue in accordance with the condition(s) specified or in its literal
sense eg Maintain VFR
Monitor Listen out on frequency (pilots should listen in on freq and what for
ATC to initiate the call
Negative No Permission not granted That is not correct or not capable
Pass your message Proceed with your message
Read back Repeat all or the specified part of this message back to me exactly
as received
Report Pass requested information
Request I should like to know or wish to obtain
Roger
I have received all your last transmission (Under no circumstances
to be used in reply to a question requiring a direct answer in the
affirmative (affirm) or negative (negative) context
Say again Repeat all or the following part of your last transmission
Speak slower Reduce your rate of speech
Standby Wait and I will call you (Standby is not an approval or denial Pilots
are not required to read back Standing by
Unable I cannot comply with your request instruction or clearance (Unable
is normally followed by a reason)
Wilco I understand your message and will comply with it (abbreviation for
comply)
Words twice
As a request Communication is difficult Please send every word
twice (As information since communication is difficult every word
in this message will be sent twice
Contents
1 INTRODUCTION TO THE TRAINING MANUAL 4
11 Introduction 4
12 Conventions 5
13 Concept 5
2 PHRASEOLOGY TRAINING MANUAL 6
21 Introduction 6
22 Basics 6
221 Confirmations and Transmissions 6
222 Radio Discipline 6
223 Communication is everything 7
224 Say Again 7
225 NATOICAO Alphanumerical pronounciation 7
226 Different Categories of Messages 8
227 Establishment of Radiotelephony Contact 10
228 Call Sign 10
23 Flights under Instrument Flight Rules (IFR) 10
231 Departure 11
232 Push Back and Taxi 13
233 Tower 15
234 Departure and Climb 16
235 Cruise 17
236 Approach and Descend 18
237 Types of Approaches 20
238 Landing Clearance 24
239 Taxi to Gate 24
24 Specials 25
241 Visual ClimbDescend 25
242 Emergency 25
243 Urgency Messages 26
3 COMMUNICATION 27
31 ATC 27
32 Pilots 27
33 Unicom 27
34 Private Messaging and Voice Channels 27
35 Contact Mes 27
36 How to of Communication 28
37 Hints and Tips 28
38 DO 29
39 DO NOT 29
310 Read Backs 29
311 Initial Contact 30
312 Common Phraseology 30
313 WordPhrase 31
1 INTR ODU CTIO N TO THE T RAIN ING MA NUA L
11 Introduction
Since many years VACC-SAG had a Pilots Training Manual This was recently rewritten
and amended by Andreas Fuchs With his permission VATEUD PTD will translate those
documents from German to English and make them available for all European pilots
As this is a long process the manuals will be released step by step
As the German version this document is set up as a guideline for all basic knowledge that is
needed for VATSIM But English is the language that is needed in aviation ndash for education as
well as for communication
Andreas Fuchs the author of those documents is a commercial pilot and tries to bring in real
world aspects of flying Nevertheless he has managed not to get lost in details Not
everything in VATSIM is the same as in reality so some things are Nice to Know and others
are Need to Know The online environment requires certain compromises of reality Andreas
also points out these differences When you read this manual you always have to be aware
that this manual is not perfect and it does not claim to be perfect ndash in aviation many
procedures can be approached differently and all pilots learn those procedures slightly
different So all of the procedures displayed here are subject to personal preferences
If you read those first lines again you will once again see that the most important word in
aviation has already been mentioned
Communication
That is most important as it is the best way to communicate witch each other You always
have to be aware of the problem that air traffic controllers and pilots are at different places
and can only communicate with words As flight safety is the always the first priority you
always have to be aware of what the other side has on his mind
So please remember this sentence ndash print it out pin it right next to your monitor ndash the basic
principle of aviation is
if I do not understand something
if I am not able to follow an instruction
if I am not familiar with something
if I am in doubt even if it sounds most stupid
I will ask
what I say has to be as clear as possible
12 Conventions
First of all we should make sure you will find your way in this manual we should be clear
about the conventions used in this text
Bold plus italic means important information that needs to be emphasized Those do not
claim to be complete there are possibly many things that are important but now marked as
such
13 Concept
The manual is built on a modular basis Each larger topic basically is its own little manual It
is suitable if you want to learn on your own but also as an addition to the pilot training
programme organized by your local Pilot Training Department and which would be the best
mix of theory and practice
Important we want to emphasise that for practical training you should use small ldquoback
alleyrdquo airfields so that training does not interfere with regular traffic at large airports The
examples will sometimes use bigger airports but perhaps you should not fly from London to
Paris during peak time when you are online for the first time
We want to conclude this introduction with a small detail Your flight simulator should be
configured to International ndash US-american so we donrsquot get mixed up with different units
(feet and meters Celsius and Fahrenheit)
We wish all of you success and fun at training If you find any mistakes feel free to contact
us Wersquore looking forward to it as we want to improve the manual constantly
Yours
The VATEUD Pilot Training Department Team
2 PHRA SEO LO GY TRAI NIN G MA NUAL
21 Introduction
In aviation people from many different countries get together This makes communication
between Air Traffic Control (ATC) and flight crews pretty difficult as many different
languages and knowledge of foreign languages collide To prevent misunderstandings and to
ensure safety in aviation it is very important to base all communication on standardized
phrases During the next chapters we shall cover and look at the phrases you might encounter
during different phases of your flight
22 Basics
Radio traffic for flights under Instrument Flight Rules (IFR) must be conducted in one of the
ICAO (International Civil Aviation Organization) officially approved languages These are
English French Spanish Russian Chinese and Arabic
For flights under Visual Flight Rules (VFR) the local language may also be used for
communications Deviations from these regulations may be found in the AIPrsquos
(Aeronautical Information Publication (AIP) of their respective countries since
there are simply too many special rules to address them all in this document
You should always pay attention to the fact that colloquial language is used In addition you
should not speak too fast but also not too slowly ndash a well-balanced speech tempo is
important This also counts to the volume and clearness of the pronunciation
221 Confirmations and Transmissions
Air-traffic controllers and pilots work together in a team and usually communicate using a
VHF radio device The air-traffic controller gives instructions and advices to the pilots The
crew must confirm these with a so-called read back to show to the air-traffic controller that
the instruction was understood and the air-traffic controller can correct possible mistakes A
read back is basically mandatory for everything that contains figures Exceptions are only
information about wind and weather They do not stand for instructions in the real sense
Instructions that are not repeated by the pilot do count as not transmitted
222 Radio Discipline
It is very important to maintain discipline in radio traffic especially in high traffic situations
where frequency time is short During phases of high traffic the restricted time for
transmitting is used efficiently The pilots must listen carefully to the radio to be able to
answer the instructions fast and dont miss an announcement In addition pilots and ATC
alike must avoid overlapping of radio messages If a pilot switches to a new frequency he
should first listen to the radio carefully He has to wait until a gap arises and all
communication strings with other pilots have been finished A communication string consists
of both an instruction AND a read-back
223 Communication is everything
Despite set phrases and many standardised procedures there are always situations in which
pilots are not sure what the air-traffic controller just meant It is essential that air-traffic
controller and pilot are talking about the same thing If anything is unclear an enquiry is
mandatory it is just the same as in all other areas of life Communication is everything
People talking to each other will usually get along very well This simple fact also applies to
pilots and ATC ndash on ground and in the air
224 Say Again
There are two magic words that are always a correct answer to an instruction Say again If
you want to be polite you can add the word please Please say again
A basic principle If the receiver did not understand the complete transmission clearly then
the only correct read back is always say again This is a global rule It is one of the most
important circuit breakers against misunderstandings and resulting incidents Please print and
frame this and nail it next to your PC or bed
225 NATOICAO Alphanumerical pronounciation
In Aviation all letters are designed via the NATOICAO alphabet You donrsquot call an A an A
but say Alpha
A Alpha AL fah B Bravo BRAH
VOH
C Charlie CHAR lee D Delta DELL tah
E Echo ECK oh F Foxtrot FOKS trot
G Golf GOLF H Hotel hoh TELL
I India IN dee ah J Juliet JEW lee
ETT
K Kilo KEY loh L Lima LEE mah
M Mike MIKE N November no VEM
ber
O Oscar OSS cah P Papa pah PAH
Q Quebec keh BECK R Romeo ROW me
oh
S Sierra see AIR rah T Tango TANG go
U Uniform YOU nee
form V Victor VIK tah
W Whiskey WISS key X Xray ECKS
RAY
Y Yankee YANG key Z Zulu ZOO loo
Numbers are generally pronounced in single digits for example Iberia 123 is not pronounced
as Iberia Hundred and twenty three but as Iberia one two three
We say generally as this applies in Europe however in the USA the opposite is the general
rule
The exception to this rule is that numbers which end on even Hundreds or Thousands are
pronounced as such for example 500 is not pronounced five zero zero but as five hundred
the same would apply to 5000 or 5500
Again numbers same as with letters are pronounced slightly differently to what we use in
normal communication
0 Zero ZEE-RO 1 One WUN
2 Two TOO 3 Three TREE
4 Four FOW-ER 5 Five FIFE
6 Six SIX 7 Seven SEV-EN
8 Eight AIT 9 Nine NIN-ER
226 Different Categories of Messages
Different categories of transmissions exist Since not everything a pilot or controller wants to
share is of the same importance a clearly structured order of priority has been set up which
needs to be adhered to at all times
1) Distress Messages
2) Urgency Messages
3) Messages relating to direction finding
4) Flight Safety Messages
5) Meteorological Messages
6) Flight Regularity Messages
7) State Telegrams
2261 Distress Messages
Distress Calls affect airplanes and their occupants which are in immediate danger and need
help ASAP To indicate an emergency situation the phrase Mayday shall be used
2262 Urgency Messages
Urgency Messages are transmissions related to aircraft safety They can be made for the
own or another aircraft using the phrase Pan-pan
2263 Messages relating to Direction
Messages relating to direction finding are messages for transmission of direction finding
values (what a surprise)
2264 Flight Safety Messages
Flight Safety Messages are the most common transmissions These are the transmissions
made during air traffic control an aircrafts position report or pilot reports that are important
for the flight
2265 Meteorological Messages
The name actually tells you everything ndash in this category of transmission someone passes on
weather information
2266 Flight Regularity Messages
This category covers all transmissions concerning maintenance changes in an aircrafts
operation schedule non-routine landings or similar They are transmitted either on the
frequencies of Flight Information Service or a different dedicated frequency in order to
prevent the distraction of ATC
2267 State Telegrams
A State Telegram is when a head of state or a proxy needs to send a message from an air
plane These transmissions are either done on the frequencies of Flight Information Service
or different dedicated frequency in order to prevent the distraction of ATC Obviously this is
a type of message that does not happen on VATSIM
227 Establishment of Radiotelephony Contact
The pilot always establishes initial radio contact He changes to a new frequency and has to
make an initial call If you are on the ground this initial call consists of the call sign of the
station youre trying to reach your own call sign and the position you are moving to Once
airborne you have to state your current altitude and if different the altitude you are cleared
to There is no need to report your position when airborne As you can see an initial call is
short and includes all necessary information You dont have to tell the controller your
heading shoe size or age ndash he just does not care about that kind of information
Pilot Palma Ground good morning Scandinavian 123 on taxiway Alpha
hellipand in the air
Pilot Marseilles Control Air France 123 FL125 for FL110
228 Call Sign
Each transmission has to include your own call sign in order to let the person at the other
end know who has just spoken or transmitted a message There is absolutely no exception to
this rule During an initial call the call sign of the called station is at the beginning followed
by the own call sign In later phases of flight the controller always puts our call sign at the
beginning followed by his instructions During your read-back you have two options either
you put your call sign at the beginning or in the end ndash there are two philosophies for this
On the one hand you have more time to think about what you actually want to say if you put
your call sign in the beginning
On the other hand a call sign at the end of a transmission indicated to other pilots on the
frequency that our transmission block with the controller is completed and that the frequency
is free for use by others at this time
As you see there are good arguments for both options ndash you have to find out on your own
which suits you more In all the following phraseology examples we will say our call sign at
the beginning
23 Flights under Instrument Flight Rules (IFR)
On the following pages we are going to cover an IFR flight from initial contact with ATC to
finally parking the aircraft at the destination airport looking at all possible phrases you might
encounter We will use a short domestic flight from Frankfurt to Munich as an example This
flight will be done as DLH123 Lufthansa 123 Our routing leads us via Dinkelsbuehl and the
airway T104 to the way-point BURAM at which point our STAR begins The route filed in
our flight plan should look like this
DKB5S DKB T104 BURAM BURAM1M
We know from the airport information sheet that departures to DKB should preferably use
runway 18 for departure so we file an SID from this runway and hope that ATC is not going
to make us change active runway Our cruising altitude for this flight will be FL210
For didactic matters you wont be able to redo this flight exactly as we show it here because
you will most probably not encounter the full load of different situations covered in the next
chapters Please also note that there is nothing polite in phraseology by the book No good
mornings no good byes We will not use any phrases like this in this document but you can
be sure that every ATC be it in the online or the real world appreciates any greetings
231 Departure
Before departure we filed our flight plan (see chapter Flight Planning) and all flight
preparations have been made We begin at gate A32 in Frankfurt
2311 At the Gate (ATIS)
First we check the ATIS (Automatic terminal Information Service) on the specific frequency
in this case 118025 The ATIS besides information on weather also includes the active
runways for departure and landing and other abnormal conditions To make each ATIS
unique it is designated with a letter connected to the specific message you listen to in our
case we heard Information Alpha
2312 At the Gate (Start-Up)
Before each IFR flight the pilot has to obtain the approval to start his engines the so called
start-up This does not mean that the pilot should or even had to start his engines
immediately It just means that ATC does not foresee departure delays of more than 20
minutes in reference to the planned departure time The actual act of starting the engines is
done in cooperation between the flight crew and the ground crew serving the aircraft
Important Pilots should always include the ATIS designator on initial contact with a local
ATC station In some reasons you will also have to include more details on your flight like
your aircraft type or the QNH
Pilot Frankfurt Delivery Lufthansa 123 information Alpha request start-up
ATC Lufthansa 123 Frankfurt Delivery Alpha is correct Start-up is approved
Pilot Start-up approved Lufthansa 123
2313 At the Gate (En Route Clearance)
A flight following instrumental flight rules (IFR) always needs a flight plan which must be
filed with air traffic control (see Flight Planning) Before departure this flight plan has to be
approved by the responsible ATC station Large airports have a dedicated station for this the
so-called Clearance Delivery On smaller airports this task may be done by the local Ground
or Tower controller
You will often get the En-Route Clearance together with the start-up approval so you should
be prepared to get your en-route clearance together with the start-up clearance without a
notice ndash Keyword Pen and Paper
An en-route clearance always has the same structure First you will be cleared to your
destination airport followed by the assigned departure route and sometimes the departure
runway (as long as this is not clearly defined by the departure route itself) Finally there will
be additional information given if the rest of the route is accepted and cleared according to
the flight plan or if there are any changes to the further routing Those changes can become
quite extensive thats why I want to give you ndash again - the advice to have a pen and paper
ready At the end of the clearance ATC assigns you a transponder code the so-called
Squawk which you have to enter into your transponder (this code makes ATCs Secondary
Surveillance Radar able to identify your flight and to correlate your target with your flight
plan)
After the pilots read back of the full clearance ATC will usually confirm that the read back
was correct and complete
Depending on the airport and country you will get your start-up approval right with the en-
route clearance
Pilot Frankfurt Delivery Lufthansa 123 request IFR-clearance to EDDM
ATC Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
Pilot Lufthansa 123 we are cleared to Muumlnchen via DKB5S departure flight
planned route squawk 2101
ATC Lufthansa 123 read back correct
Or with start-up
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
a) Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
b) Lufthansa 123 Frankfurt Delivery start-up approved cleared to Muumlnchen via
DKB5S departure flight planned route squawk 2101
Pilot
a) Lufthansa 123 we are cleared to Muumlnchen via DKB5S departure flight planned
route squawk 2101
b) Lufthansa 123 start-up approved cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
ATC
a) Lufthansa 123 read back correct start up approved
b) Lufthansa 123 read back correct
Pilot
a) Start up approved Lufthansa 123
b) -
2314 At the Gate (Vectored Departure)
Sometimes when a pilot does not know how to follow a standardized departure route ATC
will use Vectored Departures So what does that mean It just means that the pilot gets
specific instructions on what to do after take off The radar controller will make sure that the
pilot finds his routing later using vectors Proceed Direct SOMETHING or similar
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen when airborne maintain
runway track climb altitude 4000ft QNH 1019 contact Langen Radar on frequency
120050 squawk 2210
Pilot
Lufthansa 123 we are cleared to Muumlnchen when airborne maintain runway track
climb altitude 4000ft QNH 1019 contact Langen Radar on frequency 120050
squawk 2210
ATC Lufthansa 123 read back correct start up approved
Pilot Start up approved Lufthansa 123
2315 At the Gate (Detailed Departure Instruction)
ATC can should a pilot not know the SID also read the whole SID to the pilot Please make
sure you never need to get this service by reading your charts carefully
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
Lufthansa 123 cleared to Muumlnchen departure runway 18 when airborne
maintain runway heading climb altitude 4000ft QNH 1019 At 800 feet or 12
DME outbound RID VOR whichever is later turn left to KNG NDB
Maximum IAS 220 Knots Intercept QDR 103 KNG At AKONI turn right
intercept radial 310 DKB VOR to DKB Squawk 2210
Pilot
Lufthansa 123 we are cleared to Muumlnchen departure runway 18 when
airborne maintain runway heading climb altitude 4000ft QNH 1019 At 800
feet or 12 DME outbound RID VOR whichever is later turn left to KNG NDB
Maximum IAS 220 Knots Intercept QDR 103 KNG At AKONI turn right
intercept radial 310 DKB VOR to DKB Squawk 2210
ATC Lufthansa 123 read back correct start up approved
Pilot Start up approved Lufthansa 123
232 Push Back and Taxi
2321 Push-Back
If you are located at a gate from which you cannot simply taxi straight out from you need to
obtain approval for push-back from Ground Control
Pilot Frankfurt Apron Lufthansa 123 gate A32 request push-back
ATC Lufthansa 123 Frankfurt Apron push-back approved
Pilot Lufthansa 123 push-back approved
This push-back instruction can be extended to for example include a direction or the length
of the push-back
ATC Lufthansa 123 push-back approved facing east perform a long push into taxiway
Mike
ATC Lufthansa 123 push-back approved perform a u-turn into position A34
As there is a nearly endless pool of options for ground controllers there are not always
standard phrases ndash it is important that pilot and ATC do understand each other As in all
flight phases Communication is everything
If an instruction is not clear you simply ask Say again
2322 Taxi
After push-back or if you are parked at a position from which you can taxi straight out after
engine start you obviously have to get to the runway Designated taxiways lead you there
The task of Ground Control will be done by different stations depending on the airport and
Location of the aircraft at that airport In our example Frankfurt Apron is our first station the
Tower will take over later
Pilot Lufthansa 123 request taxi
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November
Pilot Lufthansa 123 taxiing to holding point runway 18 via Mike 1 and November
Now that we are moving ATC has even more possibilities to differ from such easy taxi
instructions as seen before He could for example let us stop before a certain taxiway which
we will cross
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November hold short
of November
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November hold short
of Quebec traffic will be a Cargo Lux Boeing 747 moving right to left
It is very important for a pilot to always know what happens around him Thats why he
should thoughtfully listen to radio chatter between ATC and other aircraft and of course keep
his eyes out Controllers often help by issuing traffic information
2323 Progressive Taxi
Should you not know your way around an airport or get lost there is the option to ask for
progressive taxi ATC will then advise the pilot where to go
If you get lost and cant solve the situation on your own you can demand this kind of help
from ATC This is always a better solution than strolling around on the apron just because
youre too proud to ask for help
Pilot Lufthansa 123 request progressive taxi
ATC Lufthansa 123 roger expect progressive taxi
ATC Lufthansa 123 turn left now
Pilot Turning left Lufthansa 123
ATC Lufthansa 123 the second taxiway to your right is November Follow
November to holding point runway 18
Pilot Will turn second taxiway to the right follow November to holding point runway
18 Lufthansa 123
2324 Conditional Clearances
ATC can attach further instructions to traffic information for example to let another aircraft
pass and taxi behind it It is very important that you have this traffic in sight if not you have
to inform the controller immediately
ATC Lufthansa 123 give way to an Air Berlin Boeing 737 moving from left to right on
taxiway November
Pilot Lufthansa 123 unable traffic not in sight
ATC Lufthansa 123 roger in this case hold short of November
ATC Lufthansa 123 give way to an Air Berlin Boeing 737 moving from left to right on
taxiway November
Pilot Lufthansa 123 will give way to Air Berlin Boeing 737 on November
233 Tower
When approaching the runway or latest when we reach the holding point Ground will hand
us off to the Tower controller who is responsible for all movements on the runways and
issues all clearances (landing and take off crossing a runway etc)
ATC Lufthansa 123 contact Tower on frequency 119900
Pilot Lufthansa 123 contacting Tower on frequency 119900
Depending on where we are and if we are ready for departure there are different possibilities
for the initial call on the tower frequency
Pilot Frankfurt Tower Lufthansa 123 approaching runway 18
Pilot Frankfurt Tower Lufthansa 123 at holding point runway 18 ready for departure
2331 Line Up and Conditional Clearance
The Tower Controller may only give landing and take-off clearances under certain
circumstances one of which being that the runway must be clear of all other traffic The
Tower Controller has some tools with which to separate traffic very effectively and to keep a
steady traffic flow They could have us line up on the runway and wait there
ATC Lufthansa 123 line up runway 18 and wait
Pilot Lufthansa 123 lining up runway 18 and waiting
They can also instruct us to line up behind another aircraft In that case they give us our
clearance to line up even if it would not have been our time They do not have to pray that
the frequency is clear when our actual time comes ndash that makes their work much more
effective
ATC Lufthansa 123 behind departing Boeing 737 line up runway 18 and wait behind
Pilot Lufthansa 123 behind departing Boeing 737 lining up runway 18 and waiting
behind
It is very important for us to properly identify the traffic that the tower controller indicated to
us and to keep it in sight at all times Should we not see the traffic the conditional clearance
is invalid ndash we have to immediately inform ATC who will then figure out another clearance
ATC Lufthansa 123 behind departing Boeing 737 line up runway 18 and wait behind
Pilot Lufthansa 123 negative traffic not in sight
Sometimes ATC ldquoshowsrdquo you the traffic and only gives you the clearance after you
confirmed visual contact
ATC Lufthansa 123 traffic is a Boeing 737 on short final runway 25R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 behind landing Boeing 737 line up runway 25R and wait behind
Pilot Lufthansa 123 behind landing Boeing 737 lining up runway 25R and waiting
behind
2332 Take off Clearance
Now that the runway is cleared we get our take-off clearance The structure and the
information given are always the same
ATC Lufthansa 123 wind 180 degrees 10 knots runway 18 cleared for take off
Pilot Lufthansa 123 runway 18 cleared for take off
You dont have to read back the wind information as this serves only as an information to the
pilot
234 Departure and Climb
At some airports we have to contact departure ourselves At other airports tower will give the
instruction to call departure with the known phraseology (Lufthansa 123 contact departure
on frequency hellip) Because we are airborne now our current altitude is to be considered in the
next initial-calls as well as the altitude that we are cleared for In this case the altitude were
cleared for is the initial climb altitude that can be found on the charts
Pilot Langen Radar Lufthansa 123 altitude 2000 feet climbing altitude 4000 feet
ATC Lufthansa 123 Langen Radar identified climb flight level 80
Pilot Lufthansa 123 climb flight level 80
The controller will identify us on the scope before he gives more instructions As soon as
radarcontact is established ATC will tells us that were bdquoIdentifiedldquo
There are several possibilities why an identification could fail Wrong transponder code
wrong setting of transponder code or a tranponder failure in our airplane The controller will
compair our reported altitude with the altitude indication on his scope If the altitudes match
the controller can separate us from other airplanes bdquoIdentifiedldquo doesnt need to be read back
The controller also could give the instruction to stop our climb before reaching the cleared
altitude
ATC Lufthansa 123 stop climb FL70
Pilot Lufthansa 123 stop climb FL70
Once we reach the border of a sector (either horizontally or vertically) the controller will
instruct us to contact the next station using the already known phraseology He could also tell
us to give further information to the next station eg our speed
ATC Lufthansa 123 report speed to Langen Radar frequency 127500
Pilot Lufthansa 123 will report speed to Langen Radar on frequency 127500
As always when we establish contact with a radar controller we have to report our current
altitude and if different the altitude we are cleared to ndash this is mandatory
Pilot Langen Radar Lufthansa 123 FL65 for FL70 speed 250 knots
ATC Lufthansa 123 Langen Radar identified climb FL230
Pilot Lufthansa 123 climbing FL230
235 Cruise
We are now cruising along on FL230 There are some situations we may face now but all of
them may appear in other flight phases as well
2351 Proceed Direct to
ATC could give us a short cut to a certain way point It can be part of our flight plan but
does not necessarily have to
ATC Lufthansa 123 proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 proceeding direct Dinkelsbuumlhel VOR
So now we proceed to that point from our present position If the waypoint is part of our
flight plan we follow our routing after that point
This is the same instruction but packed a little differently
ATC Lufthansa 123 after Konig NDB proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 after Konig NDB proceeding direct Dinkelsbuumlhel VOR
So we follow our routing as planned until we reach KNG and turn towards DKB afterwards
If you dont get the name of the way point you can ask the controller to spell it (please spell
the name)
ATC Lufthansa 123 proceed direct ANEKI Alpha November Echo Kilo India
Pilot Proceeding direct Alpha November Echo Kilo India Lufthansa 123
2352 Changes to Route
ATC can give us a different routing for a segment
ATC Lufthansa 123 proceed direct Wuumlrzburg VOR thereafter proceed direct BURAM
Pilot Lufthansa 123 proceeding direct Wuumlrzburg VOR thereafter direct BURAM
2353 Heading and Vectors
Sometimes its necessary to have us turn away from the planned route by using vectors
which are simple headings we need to follow
ATC Lufthansa 123 turn right heading 180
Pilot Lufthansa 123 turning right heading 180
We can of course do the whole turn in the other direction as well
If ATC is not sure in which direction we need to turn he can issue an instruction without a
direction ndash we then turn in the direction where we have to turn the least
ATC Lufthansa 123 fly heading 180
Pilot Lufthansa 123 fly heading 180
236 Approach and Descend
2361 Descend
Slowly but steady we get closer to our destination and want to start descending In case ATC
did not work ahead and issued a descend clearance early we can of course draw the
controllers attention to us and just ask for descend
Pilot Lufthansa 123 request descent or Lufthansa 123 ready for descent
ATC Lufthansa 123 descend FL 180
Pilot Lufthansa 123 descending FL 180
In order to control the descend ATC has a few tools that can be used
2362 Instructing a Rate
ATC can instruct you to descend with a certain vertical speed
ATC Lufthansa 123 descend FL 180 at 2000 feet per minute (or greaterless)
Pilot Lufthansa 123 descending FL 180 at 2000 feet per minute (or greaterless)
2363 Descend Restrictions
If the controller wants us to be at a certain altitude atbehindabeambefore a specified
waypoint he gives an instruction like the following
ATC Lufthansa 123 descend FL 180 to be levelled at BURAM
Pilot Lufthansa 123 descending FL 180 to be levelled at BURAM
This means that we have to descend in a manner to reach BURAM at FL 180 we could also
reach it earlier if we wanted The net phrase is a little more restricting as we now have to
reach FL 180 exactly at BURAM not earlier not later ndash exactly
ATC Lufthansa 123 descend to reach FL 180 at BURAM
Pilot Lufthansa 123 descending to reach FL 180 at BURAM
The defined restriction does not have to be bound to a waypoint
ATC Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Pilot Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Sometimes a controller needs us to reach an altitude somewhere abeam a certain point In
order to follow that instruction we first need to know where that waypoint is That usually
happens when ATC issues vectors This is used if the controller needs us on a specific
altitude at a certain point and we are not following a routing or flying directly to a later
waypoint
ATC Lufthansa 123 descend to reach FL 180 abeam RENLO
Pilot Lufthansa 123 descend FL 180 to reach level abeam RENLO
As you see its an advantage to have all charts ndash en-route charts too ndash at hand and ready If
you do not have en-route charts most FMCs available for FS offer the option to enter a
waypoint on the FIX page (or similar) and sometimes even offer to insert an ABEAM
POINT (eg PMDG 737 NG)
Another option is to delay the beginning of descend until ATC can either tell us a certain
point where we have to start our descend or give us an early descend with the option to start
it whenever we want ndash as long as we meet the restrictions ATC gives us So we can maintain
our cruising altitude as long as we want If you prefer to stay high longer and then just drop
out of the sky thats fine if you want to do a steady slow descend you can do that as well
ATC Lufthansa 123 when passing Dinkelsbuumlhel descend FL 180
ATC Lufthansa 123 when ready descend to reach FL 180 at BURAM
You can find more important information on the topic descend (planning tactics execution)
in the chapter OPERATION of Flight Training
2364 Holdings
We essentially come across two main types of holdings Published and unpublished or
unknown holdings
You wont be very surprised when I tell you that there are standardized phrases for the entry
and exit of holding patterns More information on holding patterns can be found in the
chapter BASICS of Flight Training
ATC Lufthansa 123 hold at ROKIL (as published)
Pilot Lufthansa 123 holding at ROKIL (as published)
Holding patterns are not unforeseeable so ATC often prepares pilots that there will be a
holding pattern Often this includes the clearance to reduce your speed ndash perhaps you can
avoid the holding this way
ATC Lufthansa 123 expect holding at ROKIL reduce speed at own discretion
Pilot Lufthansa 123 expecting hold over ROKIL reducing to minimum clean speed
As always ndash if ATC does not give us the approval to reduce speed we can just ask him But
dont do it on your own Another aircraft may be on the same level behind us
Pilot Lufthansa 123 may we reduce to minimum clean speed
ATC Lufthansa 123 reduce speed at own discretion
Pilot Lufthansa 123 reducing minimum clean
If a pilot does not know the holding he was instructed to join he has to ask for instructions
ATC will then provide the necessary information to the pilot The holding instruction will
look like this
Fix | inbound course | turn direction | leg timedistance
Pilot Lufthansa 123 request holding instructions
ATC Lufthansa 123 hold over ROKIL inbound track 128 right turns leg time 1 minute
237 Types of Approaches
Next we will establish contact with approach control This is a local control station - as we
learned earlier we have to include the ATIS designator during the initial call A good time to
listen to the ATIS is around your top of descend
Pilot Muumlnchen Arrival Lufthansa 123 FL 185 for FL 180 information Bravo
ATC Lufthansa 123 Muumlnchen Arrival identified Bravo is correct
2371 STAR
This is what a clearance onto a STAR looks like
ATC Lufthansa 123 cleared BURAM 1M arrival
Pilot Lufthansa 123 cleared BURAM 1M arrival
2372 Transition (without Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition
Pilot Lufthansa 123 cleared ROKIL 26 transition
An instruction like this allows us to follow the lateral path of the transition ATC coordinates
and instructs all changes in altitude But We have to follow the speed restrictions indicated
on the charts anyway as long as the controller does not lift them
ATC Lufthansa 123 cleared ROKIL 26 transition no speed restriction
Pilot Lufthansa 123 cleared ROKIL 26 transition no speed restrictio
2373 Transition (with Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition and profile
Pilot Lufthansa 123 cleared ROKIL 26 transition and profi
Now we may follow the lateral and the vertical part of the transition We can now descend to
the altitudes indicated in the charts on own discretion there will be no further instructions on
altitude changes Of course we have to follow the speed restrictions as well
2374 Cleared Direct Waypoint or via waypoints
Another very common way to get a transition clearance is the phrase Cleared direct waypoint
or Cleared via waypoints If you hear something like this you fly directly to the instructed
point and from this point on follow the lateral part of the transition If the controller gives
you two or more waypoints you follow them in the correct order and then join the rest of the
transition You ndash again ndash have to adhere to the speed restrictions (what a surprise) As
always there are exceptions from the rules which you can find in the latest charts and in the
AIP
We will now fly to the RNAV waypoint associated with Munich Airport The designation
follows a simple concept as is the same for many airports ldquoDrdquo for Germany then one letter
to identify the airport the point is associated with in this case an ldquoMrdquo In Zurich they are
named ldquoZHrdquo followed by three figures Usually the controller does not include the leading
letters in a clearance but only uses the figures and assumes the pilot knows which airport
they are approaching so the pilot can do the maths himself and figure out which letters he
must include
ATC Lufthansa 123 cleared direct waypoint 425
Pilot Lufthansa 123 cleared direct waypoint 425
ATC Lufthansa 123 cleared via waypoints 425 and 429
Pilot Lufthansa 123 cleared via waypoints 425 and 429
ATTENTION Some transitions do not include the clearance to turn onto final approach If
you reach the last point of the downwind you have to hold the last flown track As always
you will find the detailed information and exceptions on the appropriate charts
2375 Approach Types
The approach itself will be commenced by an ILS a non precision approach or a visual
approach The clearances used for ILS and non precision approaches are more or less the
same a visual approach has a slightly different systematic
2376 ILS Approach
ATC Lufthansa 123 cleared ILS approach runway 26R
Pilot Lufthansa 123 cleared ILS approach runway 26
This is the most common form It includes
All ATC speed restrictions are now cancelled
Clearance to intercept the localizer and glide slope
Descend to the published intercept altitude of the standard approach
If an ATC does not want the aircraft to change its altitude he can either clear the aircraft to
intercept the localizer only In this case you may not intercept the glide slope without further
clearance or leave your current altitude Another way of preventing an altitude change is to
tell the pilot to maintain a specific altitude until a certain point ATC may also give a new
speed restriction
ATC Lufthansa 123 cleared Localizer runway 26R
Pilot Lufthansa 123 cleared Localizer 26R
or
ATC Lufthansa 123 cleared ILS runway 26R maintain 6000ft until glide slope intercept
Pilot Lufthansa 123 cleared Localizer 26R maintain 6000ft until glide slope intercept
2377 NDB-DME Approach
ATC Lufthansa 123 cleared NDB-DME Approach runway 26R
Pilot Lufthansa 123 cleared NDB-DME approach runway 26R
2378 VOR-DME Approach
ATC Lufthansa 123 cleared VOR-DME Approach runway 26R
Pilot Lufthansa 123 cleared VOR-DME Approach runway 26R
2379 Localizer DME Approach
ATC Lufthansa 123 cleared Localizer-DME Approach runway 26R
Pilot Lufthansa 123 cleared Localizer-DME Approach runway 26R
23710 Visual Approach
Before you receive a clearance for a visual approach during which the pilot has to have the
airport in sight at all times ATC needs to verify that the pilot has the airport in sight After
that he will issue the clearance for the visual approach From this point on the pilot is
responsible for his heading altitude and speed
ATC Lufthansa 123 field is at your 3 orsquoclock position range 5 miles report in sight
Pilot Lufthansa 123 field in sight
ATC Lufthansa 123 cleared visual approach runway 26R
Pilot Lufthansa 123 cleared visual approach runway 26R
23711 Report Established
Basically you should not report when you are established on final approach but ATC can ask
you to report it He can make a difference between Localizer ILS final track (during a non
precision approach) or final approach (visual approaches)
ILS
ATC Lufthansa 123 report established on ILS 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established ILS 26R
Localizer
ATC Lufthansa 123 report established on localizer runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established localizer runway 26R
At that point I want to remind you that there is no such a thing as fully established It is a
bad habit that also caught up in the real world to change established ILS runway xx to fully
established But This word does not exist and it can not exist if you really think about it
logically You are either established ILS runway xx (on localizer and glide slope) or you are
established localizer runway xx (localizer only glide slope has not been reached yet)
You will find further information on that topic in chapter Flight training
Final track
ATC Lufthansa 123 report established on NDB-DME approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final track NDB-DME approach runway 26R
Final approach
ATC Lufthansa 123 report established on final approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final approach runway 26R
23712 Visual Separation
ATC is responsible for the correct separation in all flight phases To be able to go below the
specified minima there is for example the option of visual separation First ATC checks
whether the succeeding pilot has the preceding aircraft in sight and whether he is able to
separate himself If this is the case ATC gives the responsibility for separation the succeeding
pilot
ATC Lufthansa 123 traffic is an Airbus A320 on 10 miles final 26R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation from mentioned traffic
Pilot Lufthansa 123 affirmative
ATC Lufthansa 123 maintain visual separation from Airbus A320 on 8 miles final
contact Tower on 118700
Pilot Lufthansa 123 maintain visual separation from A320 contact Tower on 118700
238 Landing Clearance
By now we are established on our final approach time to get in touch with the aerodrome
controller in the tower During initial contact we report what type of approach we are
conducting and which runway we are approaching Any differences from this procedure can
be found in the airport information If traffic permits we will get our landing clearance right
away and if not ATC will say a short hello and give us an information on how many aircraft
will be using the runway before us
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower continue approach number 3
Pilot Lufthansa 123 number 3
or
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower wind 270 degrees 12 knots runway 26R cleared
to land
Pilot Lufthansa 123 runway 26R cleared to land
2381 Go Around
There are several possibilities why an approach should or must be aborted be it the weather
or a utility lying around on the runway The pilot can decide to go around or ATC can
instruct him to do so
Pilot Lufthansa 123 going around
ATC Lufthansa 123 follow missed approach as published contact Arrival on frequency
128020
Pilot Lufthansa 123 Missed Approach as published contact Arrival on 128020
or
ATC Lufthansa 123 go around I say again go around Maintain runway heading climb
altitude 5000 feet
Pilot Lufthansa 123 going around Maintain runway heading climb altitude 5000 feet
239 Taxi to Gate
After we vacated the runway we will be guided to the parking position using the exact same
tools we covered in chapter 3122
ATC Lufthansa 123 taxi to gate 250 via W2
Pilot Taxi to gate 250 via W2 Lufthansa 123
Important After the taxi instruction leading us to a parking position we have to keep
watching the frequency until we finally reached our parking position ndash but there are no
further calls like On Blocks request engine shut down The flight is over at this point we
made it
24 Specials
There are some situations that are not used every day but it is very useful to have heard of
them
241 Visual ClimbDescend
This method is sometimes used to provide a smooth climb and descend Similar to the visual
separation we covered earlier the pilot is instructed to maintain his own separation from the
preceding traffic in order to go below the minimum separation It is very important that the
planes are in VMC and visual contact is held throughout the whole manoeuvre
ATC Lufthansa 123 confirm VMC
Pilot Lufthansa 123 in VMC
ATC Lufthansa 123 traffic is a Boeing 737 12 orsquoclock position range 5 miles
2000 feet high report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation to the traffic for
the next 5 minutes
Pilot Lufthansa 123 affirmative
ATC to
the other
aircraft)
Air Berlin 456 traffic is an Airbus A320 at your 6 orsquoclock position range 5
miles 2000 feet below I will climb him through your level
Other
aircraft Roger Air Berlin 456
ATC Lufthansa 123 climb FL150 maintain visual separation from mentioned
traffic for the next 5 minutes
Pilot Lufthansa 123 climbing FL150 maintaining visual separation from Boeing
737 for the next 5 minutes
242 Emergency
During an emergency you either alert ATC by transponder (setting it to 7700) or if possible
make your distress call on the radio
Pilot Mayday Mayday Mayday Lufthansa 123 declaring emergency
There is no standard phraseology after that ndash ATC and pilot communicate in the way the
situation requires The most important thing is that the pilot tells the controller what his
problem is and what his intentions are Only then ATC can provide the best service possible
243 Urgency Messages
Should there be a problem aboard that does not qualify as an emergency (eg a single engine
failure in a B52) you should use the phrase Panpan
Pilot Pan-Pan Pan-Pan Pan-Pan Lufthansa 123 technical problem
3 COM MU NICA TIO N
The following document will be split up into two parts The first part includes the basics of
communication and the methods employed on the network to correctly communicate
between other members The second will focus on the phraseology and the how-to of
speaking correctly on the frequency
31 ATC
When communicating with ATC we must be aware of the controllers frequency Using your
pilot client you may find the controllers frequency and tune your radio to it Once on the
frequency you may wait for an opening and begin your transmission by pressing your Push to
Talk Key (PTT) To discuss things with the controller that do not pertain to the flight at hand
you may choose to private message himher using the appropriate method for your software
32 Pilots
Having discussions with pilots is normally done via private chat unless on unicom Please
read your software manual in order to learn how to use private mesages
33 Unicom
The frequency for UNICOM on the VATSIM network is always 122800 It is strictly for text
transmission and reception only On UNICOM pilots shall announce their intentions and
actions to make other pilots aware of their position There is no ATC on UNICOM and pilots
should co-ordinate in order to resolve potential conflicts Lately many pilots are using voice
on UNICOM by accessing a channel through FSX and or setting up one ndash usually
rwliveatcnet122800 Please note that while this is acceptable the official means of
communication remains on text as not everyone uses or is able to use voice
34 Private Messaging and Voice Channels
Private messages are individual conversations between one VATSIM user and another You
may set up a private voice channel through your pilot client which saves a lot of typing
and distractions when trying to pilot your aircraft (especially usefull in busy sectors) It is
usually an alternative to private messaging with another user and more than one user may
enter the private channel at the same time
35 Contact Mes
From time to time you will receive a message from a controller or a network Supervisor that
simply reads contact me on XXXXXXX or Hello my name is XXXX and I am a
VATSIM Supervisor please contact me by typing chat XX_SUP and hit enter then typing
hello (or something similar)
These are important contacts and are not to be taken lightlyTHEY REQUIRE A
RESPONSE ASAP and should not be ignored
If it is a controller it usually means you have entered or are about to enter his sector
From a Supervisor it means that they wish to a) assist you in some way b) verify that you are
online and at your computer c) they may be reacting to a complaint by someone if you have
inadvertently made some error d) checking on you as you sent a wallop
36 How to of Communication
The main purpose of this document is not to teach people how to speak we hope you know
this already We are also not trying to teach you how to fly That is also a requirement What
we are trying to achieve here is to teach you how to COMMUNICATE using voice while
flying an altogether different skill
When flying with voice every time you key the microphone you will be using up valuable
airtime If every time you transmit each instruction takes say 20 seconds That could mean
that you and your controller only get one command understood and acted upon every 50
seconds or so by which time other aircraft could have missed a vital instruction ie flown
through an ILS localizer or missed a landing clearance So the main purpose of the training is
to learn how to COMMUNICATE with the minimum of fuss and delay so that the ldquoread-
backsrdquo can be passed to the controller without taking up too much of this valuable airtime
The key is Communication and this means that both the Pilot and the ATCO communicate
their instructions and understandings to each other There is nothing more frustrating for an
ATCO than dealing with pilots who do not communicate sufficiently but who simply reply
with a Roger or (even worse) an ok or Will Do So what are the main basics of voice
flying Well there are many but some of the most important lessons you can learn are these
THINK BEFORE TALKING this sounds obvious but so many people do not do this keying
the microphone and stumbling and stuttering through an instruction which they have not
prepared at all
An example of RT messages often heard from pilots online is Annnndummmm Charlie
Delta ummmm Yankee 662 ummm heading ummm 230 ummm flight level ummm 210
Correction Thatacutes flight level ummm 200 sorry not flight level 210 my mistake Charlie
Delta Yankee 662 Over out
This would take around 20 seconds to say
Compare it with Iberia 845 heading 290 flight level 150 inbound Trosa
This takes 5 seconds to say and is MUCH clearer to the controller Whatacutes the difference
Simple -The pilot KNEW what to say before starting to speak
37 Hints and Tips
To give you a few pointers here is a list of Doacutes and Donacutets of common things that people get
wrong when they first try using voice
38 DO
Wait your turn The radio might be busy but that isnt a reason to cut into someone
elses conversation with a controller It just creates even more delays Also listen out
to make sure that the pilot before you reads back his clearance that the controller has
given him before you make you call Remember while you or a controller is
transmitting nobody else can get a message through
Know what you intend to transmit before starting to talk
Be patient just because the controller is not speaking on the radio does not mean he
isnt doing any work In fact much of the work of a controller is done off-air
involving co-ordination with other fellow controllers updating flight strips looking
up clearances or typing instructions all of which take time
Wait a few seconds after joining a frequency before you transmit so you donrsquot
transmit in the middle of a conversation
Readback ALL clearances and instructions
If you dont understand an instruction then ask the controller to say the instruction
again or to explain what it means Use a private message if you dont want to say it
on the air
In order to avoid problems understanding your transmissions please make sure that
you have correctly set up AVC using the auto microphone configure function Also
worth a note for both ATC and pilots Vatsim is a global organization and has many
members to whom English will not be their first language so please spare a special
thought for our foreign counterparts and speak clearly and slowly
If you are unable to comply with an instruction from ATC then tell them so that they
can plan something else for you before it causes a problem with other aircraft in the
vicinity
39 DO NOT
Readback the winds or use the phrase winds copied in reply to a take off or landing
clearance its not needed
Reply standing by to an instruction to standby No reply is necessary at all
The use of the word over is not required
Use (NEGATIVE)
Misunderstand the difference between Flight Levels and Altitudes
310 Read Backs
It is very important to read back certain instructions that ATC give to you so that they know
that you have understood what they have told you It its not necessary to read back absolutely
everything the following list shows some important information that should be readback
Taxi instructions
Levelclimbingdescending instructions
Heading instructions
Speed instructions
Airways or route clearances
Approach clearances
Runway-in-use
Clearance to enter land on take-off on backtrack cross or hold short of any active
runway
Transponder operating instructions
Altimeter settings
Frequency changes
Type of radar service
So please note that when you are given your clearance on the ground do not just reply
Roger read back the clearance fully so that ATC can spot if you have misheard or
misinterpreted something they have said eg FL100 is spoken as flight level one hundred
and FL120 is spoken as flight level one two zero Note the word hundred must not be used
for headings
Another phrase used with climbsdescents is when ready This places the responsibility on
the pilot for deciding when to initiate his climbdescent Eg BAW123 when ready descend
FL80 to be level by BNN here the controller has introduced another phrase to be level by
as well
This means exactly what is says commence your descent when you want but you must have
reached FL80 when you arrive at BNN note at BNN not 50nm before please
If on the other hand you do not understand what ATC is communicating to you then it is
equally important that this is properly communicated to ATC as well if it is a case that you
did not understand the instruction then ask ATC to repeat the instruction by using the words
Say Again as part of your read back If it is a case of you not being able to follow the
instruction given then use the words Unable as part of your read back followed by the
reason why you are not able to comply
311 Initial Contact
Many new pilots log on to the network parked at a gate but then expect ATC to start the
communication and when nothing happens they usually log of frustrated due to lack of
success
The Initial Contact on the Ground MUST at all times come from the Pilot and in the
following format SpeedBird 123 B737 at Gate E43 Request IFR Clearance to Paris Orly
This starts the communication flow between Pilot and ATC
Other often heard mistakes my new pilots are those who log on to the network do all the
pre-take off checks FMS flight programming and then suddenly start communications by
saying Transavia 430 Request Taxi or even worse Transavia 430 Ready for Take Off`rdquo
In both cases here the pilot has jumped a few steps of the proper communication procedure
Similarly when ATC hands you over to another controller then you as the pilot need to start
the communication process with the new controller
312 Common Phraseology
The following list contains most common phrases to be used in voice by both pilots and
controllers
313 WordPhrase
Acknowledge Let me know that you have received and understood this message
Affirm Yes
Approved Permission for proposed action granted
Break Indicates a seperation between messages
Break Break Indicates the seperation between messages transmitted to different
aircraft in a busy environment
Cancel Annul the previously transmitted clearance
Changing to I intend to call (unit) on (frequency)
Check Examine a system or procedure (Not to be used in any other context
No answer is normally expected
Cleard Authorised to proceed under the conditions specified
Climb Climb and maintain
Confirm I request verification of (clearance instruction action information)
Contact Establish communications with (your details have been passed)
Correction An error has been made in this transmission ( or message indicated)
The correct version is
Descend Descend and maintain
Disregard Ignore
Hold short
Stop before reaching the specified location (only used in limited
circumstances where no defined point exists eg where there is no
suitably located holding point or to reinforce a clearance limit
How do you read What is the readability of my transmission
I say again I repeat for clarity and emphasis
Maintain Continue in accordance with the condition(s) specified or in its literal
sense eg Maintain VFR
Monitor Listen out on frequency (pilots should listen in on freq and what for
ATC to initiate the call
Negative No Permission not granted That is not correct or not capable
Pass your message Proceed with your message
Read back Repeat all or the specified part of this message back to me exactly
as received
Report Pass requested information
Request I should like to know or wish to obtain
Roger
I have received all your last transmission (Under no circumstances
to be used in reply to a question requiring a direct answer in the
affirmative (affirm) or negative (negative) context
Say again Repeat all or the following part of your last transmission
Speak slower Reduce your rate of speech
Standby Wait and I will call you (Standby is not an approval or denial Pilots
are not required to read back Standing by
Unable I cannot comply with your request instruction or clearance (Unable
is normally followed by a reason)
Wilco I understand your message and will comply with it (abbreviation for
comply)
Words twice
As a request Communication is difficult Please send every word
twice (As information since communication is difficult every word
in this message will be sent twice
243 Urgency Messages 26
3 COMMUNICATION 27
31 ATC 27
32 Pilots 27
33 Unicom 27
34 Private Messaging and Voice Channels 27
35 Contact Mes 27
36 How to of Communication 28
37 Hints and Tips 28
38 DO 29
39 DO NOT 29
310 Read Backs 29
311 Initial Contact 30
312 Common Phraseology 30
313 WordPhrase 31
1 INTR ODU CTIO N TO THE T RAIN ING MA NUA L
11 Introduction
Since many years VACC-SAG had a Pilots Training Manual This was recently rewritten
and amended by Andreas Fuchs With his permission VATEUD PTD will translate those
documents from German to English and make them available for all European pilots
As this is a long process the manuals will be released step by step
As the German version this document is set up as a guideline for all basic knowledge that is
needed for VATSIM But English is the language that is needed in aviation ndash for education as
well as for communication
Andreas Fuchs the author of those documents is a commercial pilot and tries to bring in real
world aspects of flying Nevertheless he has managed not to get lost in details Not
everything in VATSIM is the same as in reality so some things are Nice to Know and others
are Need to Know The online environment requires certain compromises of reality Andreas
also points out these differences When you read this manual you always have to be aware
that this manual is not perfect and it does not claim to be perfect ndash in aviation many
procedures can be approached differently and all pilots learn those procedures slightly
different So all of the procedures displayed here are subject to personal preferences
If you read those first lines again you will once again see that the most important word in
aviation has already been mentioned
Communication
That is most important as it is the best way to communicate witch each other You always
have to be aware of the problem that air traffic controllers and pilots are at different places
and can only communicate with words As flight safety is the always the first priority you
always have to be aware of what the other side has on his mind
So please remember this sentence ndash print it out pin it right next to your monitor ndash the basic
principle of aviation is
if I do not understand something
if I am not able to follow an instruction
if I am not familiar with something
if I am in doubt even if it sounds most stupid
I will ask
what I say has to be as clear as possible
12 Conventions
First of all we should make sure you will find your way in this manual we should be clear
about the conventions used in this text
Bold plus italic means important information that needs to be emphasized Those do not
claim to be complete there are possibly many things that are important but now marked as
such
13 Concept
The manual is built on a modular basis Each larger topic basically is its own little manual It
is suitable if you want to learn on your own but also as an addition to the pilot training
programme organized by your local Pilot Training Department and which would be the best
mix of theory and practice
Important we want to emphasise that for practical training you should use small ldquoback
alleyrdquo airfields so that training does not interfere with regular traffic at large airports The
examples will sometimes use bigger airports but perhaps you should not fly from London to
Paris during peak time when you are online for the first time
We want to conclude this introduction with a small detail Your flight simulator should be
configured to International ndash US-american so we donrsquot get mixed up with different units
(feet and meters Celsius and Fahrenheit)
We wish all of you success and fun at training If you find any mistakes feel free to contact
us Wersquore looking forward to it as we want to improve the manual constantly
Yours
The VATEUD Pilot Training Department Team
2 PHRA SEO LO GY TRAI NIN G MA NUAL
21 Introduction
In aviation people from many different countries get together This makes communication
between Air Traffic Control (ATC) and flight crews pretty difficult as many different
languages and knowledge of foreign languages collide To prevent misunderstandings and to
ensure safety in aviation it is very important to base all communication on standardized
phrases During the next chapters we shall cover and look at the phrases you might encounter
during different phases of your flight
22 Basics
Radio traffic for flights under Instrument Flight Rules (IFR) must be conducted in one of the
ICAO (International Civil Aviation Organization) officially approved languages These are
English French Spanish Russian Chinese and Arabic
For flights under Visual Flight Rules (VFR) the local language may also be used for
communications Deviations from these regulations may be found in the AIPrsquos
(Aeronautical Information Publication (AIP) of their respective countries since
there are simply too many special rules to address them all in this document
You should always pay attention to the fact that colloquial language is used In addition you
should not speak too fast but also not too slowly ndash a well-balanced speech tempo is
important This also counts to the volume and clearness of the pronunciation
221 Confirmations and Transmissions
Air-traffic controllers and pilots work together in a team and usually communicate using a
VHF radio device The air-traffic controller gives instructions and advices to the pilots The
crew must confirm these with a so-called read back to show to the air-traffic controller that
the instruction was understood and the air-traffic controller can correct possible mistakes A
read back is basically mandatory for everything that contains figures Exceptions are only
information about wind and weather They do not stand for instructions in the real sense
Instructions that are not repeated by the pilot do count as not transmitted
222 Radio Discipline
It is very important to maintain discipline in radio traffic especially in high traffic situations
where frequency time is short During phases of high traffic the restricted time for
transmitting is used efficiently The pilots must listen carefully to the radio to be able to
answer the instructions fast and dont miss an announcement In addition pilots and ATC
alike must avoid overlapping of radio messages If a pilot switches to a new frequency he
should first listen to the radio carefully He has to wait until a gap arises and all
communication strings with other pilots have been finished A communication string consists
of both an instruction AND a read-back
223 Communication is everything
Despite set phrases and many standardised procedures there are always situations in which
pilots are not sure what the air-traffic controller just meant It is essential that air-traffic
controller and pilot are talking about the same thing If anything is unclear an enquiry is
mandatory it is just the same as in all other areas of life Communication is everything
People talking to each other will usually get along very well This simple fact also applies to
pilots and ATC ndash on ground and in the air
224 Say Again
There are two magic words that are always a correct answer to an instruction Say again If
you want to be polite you can add the word please Please say again
A basic principle If the receiver did not understand the complete transmission clearly then
the only correct read back is always say again This is a global rule It is one of the most
important circuit breakers against misunderstandings and resulting incidents Please print and
frame this and nail it next to your PC or bed
225 NATOICAO Alphanumerical pronounciation
In Aviation all letters are designed via the NATOICAO alphabet You donrsquot call an A an A
but say Alpha
A Alpha AL fah B Bravo BRAH
VOH
C Charlie CHAR lee D Delta DELL tah
E Echo ECK oh F Foxtrot FOKS trot
G Golf GOLF H Hotel hoh TELL
I India IN dee ah J Juliet JEW lee
ETT
K Kilo KEY loh L Lima LEE mah
M Mike MIKE N November no VEM
ber
O Oscar OSS cah P Papa pah PAH
Q Quebec keh BECK R Romeo ROW me
oh
S Sierra see AIR rah T Tango TANG go
U Uniform YOU nee
form V Victor VIK tah
W Whiskey WISS key X Xray ECKS
RAY
Y Yankee YANG key Z Zulu ZOO loo
Numbers are generally pronounced in single digits for example Iberia 123 is not pronounced
as Iberia Hundred and twenty three but as Iberia one two three
We say generally as this applies in Europe however in the USA the opposite is the general
rule
The exception to this rule is that numbers which end on even Hundreds or Thousands are
pronounced as such for example 500 is not pronounced five zero zero but as five hundred
the same would apply to 5000 or 5500
Again numbers same as with letters are pronounced slightly differently to what we use in
normal communication
0 Zero ZEE-RO 1 One WUN
2 Two TOO 3 Three TREE
4 Four FOW-ER 5 Five FIFE
6 Six SIX 7 Seven SEV-EN
8 Eight AIT 9 Nine NIN-ER
226 Different Categories of Messages
Different categories of transmissions exist Since not everything a pilot or controller wants to
share is of the same importance a clearly structured order of priority has been set up which
needs to be adhered to at all times
1) Distress Messages
2) Urgency Messages
3) Messages relating to direction finding
4) Flight Safety Messages
5) Meteorological Messages
6) Flight Regularity Messages
7) State Telegrams
2261 Distress Messages
Distress Calls affect airplanes and their occupants which are in immediate danger and need
help ASAP To indicate an emergency situation the phrase Mayday shall be used
2262 Urgency Messages
Urgency Messages are transmissions related to aircraft safety They can be made for the
own or another aircraft using the phrase Pan-pan
2263 Messages relating to Direction
Messages relating to direction finding are messages for transmission of direction finding
values (what a surprise)
2264 Flight Safety Messages
Flight Safety Messages are the most common transmissions These are the transmissions
made during air traffic control an aircrafts position report or pilot reports that are important
for the flight
2265 Meteorological Messages
The name actually tells you everything ndash in this category of transmission someone passes on
weather information
2266 Flight Regularity Messages
This category covers all transmissions concerning maintenance changes in an aircrafts
operation schedule non-routine landings or similar They are transmitted either on the
frequencies of Flight Information Service or a different dedicated frequency in order to
prevent the distraction of ATC
2267 State Telegrams
A State Telegram is when a head of state or a proxy needs to send a message from an air
plane These transmissions are either done on the frequencies of Flight Information Service
or different dedicated frequency in order to prevent the distraction of ATC Obviously this is
a type of message that does not happen on VATSIM
227 Establishment of Radiotelephony Contact
The pilot always establishes initial radio contact He changes to a new frequency and has to
make an initial call If you are on the ground this initial call consists of the call sign of the
station youre trying to reach your own call sign and the position you are moving to Once
airborne you have to state your current altitude and if different the altitude you are cleared
to There is no need to report your position when airborne As you can see an initial call is
short and includes all necessary information You dont have to tell the controller your
heading shoe size or age ndash he just does not care about that kind of information
Pilot Palma Ground good morning Scandinavian 123 on taxiway Alpha
hellipand in the air
Pilot Marseilles Control Air France 123 FL125 for FL110
228 Call Sign
Each transmission has to include your own call sign in order to let the person at the other
end know who has just spoken or transmitted a message There is absolutely no exception to
this rule During an initial call the call sign of the called station is at the beginning followed
by the own call sign In later phases of flight the controller always puts our call sign at the
beginning followed by his instructions During your read-back you have two options either
you put your call sign at the beginning or in the end ndash there are two philosophies for this
On the one hand you have more time to think about what you actually want to say if you put
your call sign in the beginning
On the other hand a call sign at the end of a transmission indicated to other pilots on the
frequency that our transmission block with the controller is completed and that the frequency
is free for use by others at this time
As you see there are good arguments for both options ndash you have to find out on your own
which suits you more In all the following phraseology examples we will say our call sign at
the beginning
23 Flights under Instrument Flight Rules (IFR)
On the following pages we are going to cover an IFR flight from initial contact with ATC to
finally parking the aircraft at the destination airport looking at all possible phrases you might
encounter We will use a short domestic flight from Frankfurt to Munich as an example This
flight will be done as DLH123 Lufthansa 123 Our routing leads us via Dinkelsbuehl and the
airway T104 to the way-point BURAM at which point our STAR begins The route filed in
our flight plan should look like this
DKB5S DKB T104 BURAM BURAM1M
We know from the airport information sheet that departures to DKB should preferably use
runway 18 for departure so we file an SID from this runway and hope that ATC is not going
to make us change active runway Our cruising altitude for this flight will be FL210
For didactic matters you wont be able to redo this flight exactly as we show it here because
you will most probably not encounter the full load of different situations covered in the next
chapters Please also note that there is nothing polite in phraseology by the book No good
mornings no good byes We will not use any phrases like this in this document but you can
be sure that every ATC be it in the online or the real world appreciates any greetings
231 Departure
Before departure we filed our flight plan (see chapter Flight Planning) and all flight
preparations have been made We begin at gate A32 in Frankfurt
2311 At the Gate (ATIS)
First we check the ATIS (Automatic terminal Information Service) on the specific frequency
in this case 118025 The ATIS besides information on weather also includes the active
runways for departure and landing and other abnormal conditions To make each ATIS
unique it is designated with a letter connected to the specific message you listen to in our
case we heard Information Alpha
2312 At the Gate (Start-Up)
Before each IFR flight the pilot has to obtain the approval to start his engines the so called
start-up This does not mean that the pilot should or even had to start his engines
immediately It just means that ATC does not foresee departure delays of more than 20
minutes in reference to the planned departure time The actual act of starting the engines is
done in cooperation between the flight crew and the ground crew serving the aircraft
Important Pilots should always include the ATIS designator on initial contact with a local
ATC station In some reasons you will also have to include more details on your flight like
your aircraft type or the QNH
Pilot Frankfurt Delivery Lufthansa 123 information Alpha request start-up
ATC Lufthansa 123 Frankfurt Delivery Alpha is correct Start-up is approved
Pilot Start-up approved Lufthansa 123
2313 At the Gate (En Route Clearance)
A flight following instrumental flight rules (IFR) always needs a flight plan which must be
filed with air traffic control (see Flight Planning) Before departure this flight plan has to be
approved by the responsible ATC station Large airports have a dedicated station for this the
so-called Clearance Delivery On smaller airports this task may be done by the local Ground
or Tower controller
You will often get the En-Route Clearance together with the start-up approval so you should
be prepared to get your en-route clearance together with the start-up clearance without a
notice ndash Keyword Pen and Paper
An en-route clearance always has the same structure First you will be cleared to your
destination airport followed by the assigned departure route and sometimes the departure
runway (as long as this is not clearly defined by the departure route itself) Finally there will
be additional information given if the rest of the route is accepted and cleared according to
the flight plan or if there are any changes to the further routing Those changes can become
quite extensive thats why I want to give you ndash again - the advice to have a pen and paper
ready At the end of the clearance ATC assigns you a transponder code the so-called
Squawk which you have to enter into your transponder (this code makes ATCs Secondary
Surveillance Radar able to identify your flight and to correlate your target with your flight
plan)
After the pilots read back of the full clearance ATC will usually confirm that the read back
was correct and complete
Depending on the airport and country you will get your start-up approval right with the en-
route clearance
Pilot Frankfurt Delivery Lufthansa 123 request IFR-clearance to EDDM
ATC Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
Pilot Lufthansa 123 we are cleared to Muumlnchen via DKB5S departure flight
planned route squawk 2101
ATC Lufthansa 123 read back correct
Or with start-up
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
a) Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
b) Lufthansa 123 Frankfurt Delivery start-up approved cleared to Muumlnchen via
DKB5S departure flight planned route squawk 2101
Pilot
a) Lufthansa 123 we are cleared to Muumlnchen via DKB5S departure flight planned
route squawk 2101
b) Lufthansa 123 start-up approved cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
ATC
a) Lufthansa 123 read back correct start up approved
b) Lufthansa 123 read back correct
Pilot
a) Start up approved Lufthansa 123
b) -
2314 At the Gate (Vectored Departure)
Sometimes when a pilot does not know how to follow a standardized departure route ATC
will use Vectored Departures So what does that mean It just means that the pilot gets
specific instructions on what to do after take off The radar controller will make sure that the
pilot finds his routing later using vectors Proceed Direct SOMETHING or similar
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen when airborne maintain
runway track climb altitude 4000ft QNH 1019 contact Langen Radar on frequency
120050 squawk 2210
Pilot
Lufthansa 123 we are cleared to Muumlnchen when airborne maintain runway track
climb altitude 4000ft QNH 1019 contact Langen Radar on frequency 120050
squawk 2210
ATC Lufthansa 123 read back correct start up approved
Pilot Start up approved Lufthansa 123
2315 At the Gate (Detailed Departure Instruction)
ATC can should a pilot not know the SID also read the whole SID to the pilot Please make
sure you never need to get this service by reading your charts carefully
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
Lufthansa 123 cleared to Muumlnchen departure runway 18 when airborne
maintain runway heading climb altitude 4000ft QNH 1019 At 800 feet or 12
DME outbound RID VOR whichever is later turn left to KNG NDB
Maximum IAS 220 Knots Intercept QDR 103 KNG At AKONI turn right
intercept radial 310 DKB VOR to DKB Squawk 2210
Pilot
Lufthansa 123 we are cleared to Muumlnchen departure runway 18 when
airborne maintain runway heading climb altitude 4000ft QNH 1019 At 800
feet or 12 DME outbound RID VOR whichever is later turn left to KNG NDB
Maximum IAS 220 Knots Intercept QDR 103 KNG At AKONI turn right
intercept radial 310 DKB VOR to DKB Squawk 2210
ATC Lufthansa 123 read back correct start up approved
Pilot Start up approved Lufthansa 123
232 Push Back and Taxi
2321 Push-Back
If you are located at a gate from which you cannot simply taxi straight out from you need to
obtain approval for push-back from Ground Control
Pilot Frankfurt Apron Lufthansa 123 gate A32 request push-back
ATC Lufthansa 123 Frankfurt Apron push-back approved
Pilot Lufthansa 123 push-back approved
This push-back instruction can be extended to for example include a direction or the length
of the push-back
ATC Lufthansa 123 push-back approved facing east perform a long push into taxiway
Mike
ATC Lufthansa 123 push-back approved perform a u-turn into position A34
As there is a nearly endless pool of options for ground controllers there are not always
standard phrases ndash it is important that pilot and ATC do understand each other As in all
flight phases Communication is everything
If an instruction is not clear you simply ask Say again
2322 Taxi
After push-back or if you are parked at a position from which you can taxi straight out after
engine start you obviously have to get to the runway Designated taxiways lead you there
The task of Ground Control will be done by different stations depending on the airport and
Location of the aircraft at that airport In our example Frankfurt Apron is our first station the
Tower will take over later
Pilot Lufthansa 123 request taxi
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November
Pilot Lufthansa 123 taxiing to holding point runway 18 via Mike 1 and November
Now that we are moving ATC has even more possibilities to differ from such easy taxi
instructions as seen before He could for example let us stop before a certain taxiway which
we will cross
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November hold short
of November
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November hold short
of Quebec traffic will be a Cargo Lux Boeing 747 moving right to left
It is very important for a pilot to always know what happens around him Thats why he
should thoughtfully listen to radio chatter between ATC and other aircraft and of course keep
his eyes out Controllers often help by issuing traffic information
2323 Progressive Taxi
Should you not know your way around an airport or get lost there is the option to ask for
progressive taxi ATC will then advise the pilot where to go
If you get lost and cant solve the situation on your own you can demand this kind of help
from ATC This is always a better solution than strolling around on the apron just because
youre too proud to ask for help
Pilot Lufthansa 123 request progressive taxi
ATC Lufthansa 123 roger expect progressive taxi
ATC Lufthansa 123 turn left now
Pilot Turning left Lufthansa 123
ATC Lufthansa 123 the second taxiway to your right is November Follow
November to holding point runway 18
Pilot Will turn second taxiway to the right follow November to holding point runway
18 Lufthansa 123
2324 Conditional Clearances
ATC can attach further instructions to traffic information for example to let another aircraft
pass and taxi behind it It is very important that you have this traffic in sight if not you have
to inform the controller immediately
ATC Lufthansa 123 give way to an Air Berlin Boeing 737 moving from left to right on
taxiway November
Pilot Lufthansa 123 unable traffic not in sight
ATC Lufthansa 123 roger in this case hold short of November
ATC Lufthansa 123 give way to an Air Berlin Boeing 737 moving from left to right on
taxiway November
Pilot Lufthansa 123 will give way to Air Berlin Boeing 737 on November
233 Tower
When approaching the runway or latest when we reach the holding point Ground will hand
us off to the Tower controller who is responsible for all movements on the runways and
issues all clearances (landing and take off crossing a runway etc)
ATC Lufthansa 123 contact Tower on frequency 119900
Pilot Lufthansa 123 contacting Tower on frequency 119900
Depending on where we are and if we are ready for departure there are different possibilities
for the initial call on the tower frequency
Pilot Frankfurt Tower Lufthansa 123 approaching runway 18
Pilot Frankfurt Tower Lufthansa 123 at holding point runway 18 ready for departure
2331 Line Up and Conditional Clearance
The Tower Controller may only give landing and take-off clearances under certain
circumstances one of which being that the runway must be clear of all other traffic The
Tower Controller has some tools with which to separate traffic very effectively and to keep a
steady traffic flow They could have us line up on the runway and wait there
ATC Lufthansa 123 line up runway 18 and wait
Pilot Lufthansa 123 lining up runway 18 and waiting
They can also instruct us to line up behind another aircraft In that case they give us our
clearance to line up even if it would not have been our time They do not have to pray that
the frequency is clear when our actual time comes ndash that makes their work much more
effective
ATC Lufthansa 123 behind departing Boeing 737 line up runway 18 and wait behind
Pilot Lufthansa 123 behind departing Boeing 737 lining up runway 18 and waiting
behind
It is very important for us to properly identify the traffic that the tower controller indicated to
us and to keep it in sight at all times Should we not see the traffic the conditional clearance
is invalid ndash we have to immediately inform ATC who will then figure out another clearance
ATC Lufthansa 123 behind departing Boeing 737 line up runway 18 and wait behind
Pilot Lufthansa 123 negative traffic not in sight
Sometimes ATC ldquoshowsrdquo you the traffic and only gives you the clearance after you
confirmed visual contact
ATC Lufthansa 123 traffic is a Boeing 737 on short final runway 25R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 behind landing Boeing 737 line up runway 25R and wait behind
Pilot Lufthansa 123 behind landing Boeing 737 lining up runway 25R and waiting
behind
2332 Take off Clearance
Now that the runway is cleared we get our take-off clearance The structure and the
information given are always the same
ATC Lufthansa 123 wind 180 degrees 10 knots runway 18 cleared for take off
Pilot Lufthansa 123 runway 18 cleared for take off
You dont have to read back the wind information as this serves only as an information to the
pilot
234 Departure and Climb
At some airports we have to contact departure ourselves At other airports tower will give the
instruction to call departure with the known phraseology (Lufthansa 123 contact departure
on frequency hellip) Because we are airborne now our current altitude is to be considered in the
next initial-calls as well as the altitude that we are cleared for In this case the altitude were
cleared for is the initial climb altitude that can be found on the charts
Pilot Langen Radar Lufthansa 123 altitude 2000 feet climbing altitude 4000 feet
ATC Lufthansa 123 Langen Radar identified climb flight level 80
Pilot Lufthansa 123 climb flight level 80
The controller will identify us on the scope before he gives more instructions As soon as
radarcontact is established ATC will tells us that were bdquoIdentifiedldquo
There are several possibilities why an identification could fail Wrong transponder code
wrong setting of transponder code or a tranponder failure in our airplane The controller will
compair our reported altitude with the altitude indication on his scope If the altitudes match
the controller can separate us from other airplanes bdquoIdentifiedldquo doesnt need to be read back
The controller also could give the instruction to stop our climb before reaching the cleared
altitude
ATC Lufthansa 123 stop climb FL70
Pilot Lufthansa 123 stop climb FL70
Once we reach the border of a sector (either horizontally or vertically) the controller will
instruct us to contact the next station using the already known phraseology He could also tell
us to give further information to the next station eg our speed
ATC Lufthansa 123 report speed to Langen Radar frequency 127500
Pilot Lufthansa 123 will report speed to Langen Radar on frequency 127500
As always when we establish contact with a radar controller we have to report our current
altitude and if different the altitude we are cleared to ndash this is mandatory
Pilot Langen Radar Lufthansa 123 FL65 for FL70 speed 250 knots
ATC Lufthansa 123 Langen Radar identified climb FL230
Pilot Lufthansa 123 climbing FL230
235 Cruise
We are now cruising along on FL230 There are some situations we may face now but all of
them may appear in other flight phases as well
2351 Proceed Direct to
ATC could give us a short cut to a certain way point It can be part of our flight plan but
does not necessarily have to
ATC Lufthansa 123 proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 proceeding direct Dinkelsbuumlhel VOR
So now we proceed to that point from our present position If the waypoint is part of our
flight plan we follow our routing after that point
This is the same instruction but packed a little differently
ATC Lufthansa 123 after Konig NDB proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 after Konig NDB proceeding direct Dinkelsbuumlhel VOR
So we follow our routing as planned until we reach KNG and turn towards DKB afterwards
If you dont get the name of the way point you can ask the controller to spell it (please spell
the name)
ATC Lufthansa 123 proceed direct ANEKI Alpha November Echo Kilo India
Pilot Proceeding direct Alpha November Echo Kilo India Lufthansa 123
2352 Changes to Route
ATC can give us a different routing for a segment
ATC Lufthansa 123 proceed direct Wuumlrzburg VOR thereafter proceed direct BURAM
Pilot Lufthansa 123 proceeding direct Wuumlrzburg VOR thereafter direct BURAM
2353 Heading and Vectors
Sometimes its necessary to have us turn away from the planned route by using vectors
which are simple headings we need to follow
ATC Lufthansa 123 turn right heading 180
Pilot Lufthansa 123 turning right heading 180
We can of course do the whole turn in the other direction as well
If ATC is not sure in which direction we need to turn he can issue an instruction without a
direction ndash we then turn in the direction where we have to turn the least
ATC Lufthansa 123 fly heading 180
Pilot Lufthansa 123 fly heading 180
236 Approach and Descend
2361 Descend
Slowly but steady we get closer to our destination and want to start descending In case ATC
did not work ahead and issued a descend clearance early we can of course draw the
controllers attention to us and just ask for descend
Pilot Lufthansa 123 request descent or Lufthansa 123 ready for descent
ATC Lufthansa 123 descend FL 180
Pilot Lufthansa 123 descending FL 180
In order to control the descend ATC has a few tools that can be used
2362 Instructing a Rate
ATC can instruct you to descend with a certain vertical speed
ATC Lufthansa 123 descend FL 180 at 2000 feet per minute (or greaterless)
Pilot Lufthansa 123 descending FL 180 at 2000 feet per minute (or greaterless)
2363 Descend Restrictions
If the controller wants us to be at a certain altitude atbehindabeambefore a specified
waypoint he gives an instruction like the following
ATC Lufthansa 123 descend FL 180 to be levelled at BURAM
Pilot Lufthansa 123 descending FL 180 to be levelled at BURAM
This means that we have to descend in a manner to reach BURAM at FL 180 we could also
reach it earlier if we wanted The net phrase is a little more restricting as we now have to
reach FL 180 exactly at BURAM not earlier not later ndash exactly
ATC Lufthansa 123 descend to reach FL 180 at BURAM
Pilot Lufthansa 123 descending to reach FL 180 at BURAM
The defined restriction does not have to be bound to a waypoint
ATC Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Pilot Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Sometimes a controller needs us to reach an altitude somewhere abeam a certain point In
order to follow that instruction we first need to know where that waypoint is That usually
happens when ATC issues vectors This is used if the controller needs us on a specific
altitude at a certain point and we are not following a routing or flying directly to a later
waypoint
ATC Lufthansa 123 descend to reach FL 180 abeam RENLO
Pilot Lufthansa 123 descend FL 180 to reach level abeam RENLO
As you see its an advantage to have all charts ndash en-route charts too ndash at hand and ready If
you do not have en-route charts most FMCs available for FS offer the option to enter a
waypoint on the FIX page (or similar) and sometimes even offer to insert an ABEAM
POINT (eg PMDG 737 NG)
Another option is to delay the beginning of descend until ATC can either tell us a certain
point where we have to start our descend or give us an early descend with the option to start
it whenever we want ndash as long as we meet the restrictions ATC gives us So we can maintain
our cruising altitude as long as we want If you prefer to stay high longer and then just drop
out of the sky thats fine if you want to do a steady slow descend you can do that as well
ATC Lufthansa 123 when passing Dinkelsbuumlhel descend FL 180
ATC Lufthansa 123 when ready descend to reach FL 180 at BURAM
You can find more important information on the topic descend (planning tactics execution)
in the chapter OPERATION of Flight Training
2364 Holdings
We essentially come across two main types of holdings Published and unpublished or
unknown holdings
You wont be very surprised when I tell you that there are standardized phrases for the entry
and exit of holding patterns More information on holding patterns can be found in the
chapter BASICS of Flight Training
ATC Lufthansa 123 hold at ROKIL (as published)
Pilot Lufthansa 123 holding at ROKIL (as published)
Holding patterns are not unforeseeable so ATC often prepares pilots that there will be a
holding pattern Often this includes the clearance to reduce your speed ndash perhaps you can
avoid the holding this way
ATC Lufthansa 123 expect holding at ROKIL reduce speed at own discretion
Pilot Lufthansa 123 expecting hold over ROKIL reducing to minimum clean speed
As always ndash if ATC does not give us the approval to reduce speed we can just ask him But
dont do it on your own Another aircraft may be on the same level behind us
Pilot Lufthansa 123 may we reduce to minimum clean speed
ATC Lufthansa 123 reduce speed at own discretion
Pilot Lufthansa 123 reducing minimum clean
If a pilot does not know the holding he was instructed to join he has to ask for instructions
ATC will then provide the necessary information to the pilot The holding instruction will
look like this
Fix | inbound course | turn direction | leg timedistance
Pilot Lufthansa 123 request holding instructions
ATC Lufthansa 123 hold over ROKIL inbound track 128 right turns leg time 1 minute
237 Types of Approaches
Next we will establish contact with approach control This is a local control station - as we
learned earlier we have to include the ATIS designator during the initial call A good time to
listen to the ATIS is around your top of descend
Pilot Muumlnchen Arrival Lufthansa 123 FL 185 for FL 180 information Bravo
ATC Lufthansa 123 Muumlnchen Arrival identified Bravo is correct
2371 STAR
This is what a clearance onto a STAR looks like
ATC Lufthansa 123 cleared BURAM 1M arrival
Pilot Lufthansa 123 cleared BURAM 1M arrival
2372 Transition (without Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition
Pilot Lufthansa 123 cleared ROKIL 26 transition
An instruction like this allows us to follow the lateral path of the transition ATC coordinates
and instructs all changes in altitude But We have to follow the speed restrictions indicated
on the charts anyway as long as the controller does not lift them
ATC Lufthansa 123 cleared ROKIL 26 transition no speed restriction
Pilot Lufthansa 123 cleared ROKIL 26 transition no speed restrictio
2373 Transition (with Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition and profile
Pilot Lufthansa 123 cleared ROKIL 26 transition and profi
Now we may follow the lateral and the vertical part of the transition We can now descend to
the altitudes indicated in the charts on own discretion there will be no further instructions on
altitude changes Of course we have to follow the speed restrictions as well
2374 Cleared Direct Waypoint or via waypoints
Another very common way to get a transition clearance is the phrase Cleared direct waypoint
or Cleared via waypoints If you hear something like this you fly directly to the instructed
point and from this point on follow the lateral part of the transition If the controller gives
you two or more waypoints you follow them in the correct order and then join the rest of the
transition You ndash again ndash have to adhere to the speed restrictions (what a surprise) As
always there are exceptions from the rules which you can find in the latest charts and in the
AIP
We will now fly to the RNAV waypoint associated with Munich Airport The designation
follows a simple concept as is the same for many airports ldquoDrdquo for Germany then one letter
to identify the airport the point is associated with in this case an ldquoMrdquo In Zurich they are
named ldquoZHrdquo followed by three figures Usually the controller does not include the leading
letters in a clearance but only uses the figures and assumes the pilot knows which airport
they are approaching so the pilot can do the maths himself and figure out which letters he
must include
ATC Lufthansa 123 cleared direct waypoint 425
Pilot Lufthansa 123 cleared direct waypoint 425
ATC Lufthansa 123 cleared via waypoints 425 and 429
Pilot Lufthansa 123 cleared via waypoints 425 and 429
ATTENTION Some transitions do not include the clearance to turn onto final approach If
you reach the last point of the downwind you have to hold the last flown track As always
you will find the detailed information and exceptions on the appropriate charts
2375 Approach Types
The approach itself will be commenced by an ILS a non precision approach or a visual
approach The clearances used for ILS and non precision approaches are more or less the
same a visual approach has a slightly different systematic
2376 ILS Approach
ATC Lufthansa 123 cleared ILS approach runway 26R
Pilot Lufthansa 123 cleared ILS approach runway 26
This is the most common form It includes
All ATC speed restrictions are now cancelled
Clearance to intercept the localizer and glide slope
Descend to the published intercept altitude of the standard approach
If an ATC does not want the aircraft to change its altitude he can either clear the aircraft to
intercept the localizer only In this case you may not intercept the glide slope without further
clearance or leave your current altitude Another way of preventing an altitude change is to
tell the pilot to maintain a specific altitude until a certain point ATC may also give a new
speed restriction
ATC Lufthansa 123 cleared Localizer runway 26R
Pilot Lufthansa 123 cleared Localizer 26R
or
ATC Lufthansa 123 cleared ILS runway 26R maintain 6000ft until glide slope intercept
Pilot Lufthansa 123 cleared Localizer 26R maintain 6000ft until glide slope intercept
2377 NDB-DME Approach
ATC Lufthansa 123 cleared NDB-DME Approach runway 26R
Pilot Lufthansa 123 cleared NDB-DME approach runway 26R
2378 VOR-DME Approach
ATC Lufthansa 123 cleared VOR-DME Approach runway 26R
Pilot Lufthansa 123 cleared VOR-DME Approach runway 26R
2379 Localizer DME Approach
ATC Lufthansa 123 cleared Localizer-DME Approach runway 26R
Pilot Lufthansa 123 cleared Localizer-DME Approach runway 26R
23710 Visual Approach
Before you receive a clearance for a visual approach during which the pilot has to have the
airport in sight at all times ATC needs to verify that the pilot has the airport in sight After
that he will issue the clearance for the visual approach From this point on the pilot is
responsible for his heading altitude and speed
ATC Lufthansa 123 field is at your 3 orsquoclock position range 5 miles report in sight
Pilot Lufthansa 123 field in sight
ATC Lufthansa 123 cleared visual approach runway 26R
Pilot Lufthansa 123 cleared visual approach runway 26R
23711 Report Established
Basically you should not report when you are established on final approach but ATC can ask
you to report it He can make a difference between Localizer ILS final track (during a non
precision approach) or final approach (visual approaches)
ILS
ATC Lufthansa 123 report established on ILS 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established ILS 26R
Localizer
ATC Lufthansa 123 report established on localizer runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established localizer runway 26R
At that point I want to remind you that there is no such a thing as fully established It is a
bad habit that also caught up in the real world to change established ILS runway xx to fully
established But This word does not exist and it can not exist if you really think about it
logically You are either established ILS runway xx (on localizer and glide slope) or you are
established localizer runway xx (localizer only glide slope has not been reached yet)
You will find further information on that topic in chapter Flight training
Final track
ATC Lufthansa 123 report established on NDB-DME approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final track NDB-DME approach runway 26R
Final approach
ATC Lufthansa 123 report established on final approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final approach runway 26R
23712 Visual Separation
ATC is responsible for the correct separation in all flight phases To be able to go below the
specified minima there is for example the option of visual separation First ATC checks
whether the succeeding pilot has the preceding aircraft in sight and whether he is able to
separate himself If this is the case ATC gives the responsibility for separation the succeeding
pilot
ATC Lufthansa 123 traffic is an Airbus A320 on 10 miles final 26R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation from mentioned traffic
Pilot Lufthansa 123 affirmative
ATC Lufthansa 123 maintain visual separation from Airbus A320 on 8 miles final
contact Tower on 118700
Pilot Lufthansa 123 maintain visual separation from A320 contact Tower on 118700
238 Landing Clearance
By now we are established on our final approach time to get in touch with the aerodrome
controller in the tower During initial contact we report what type of approach we are
conducting and which runway we are approaching Any differences from this procedure can
be found in the airport information If traffic permits we will get our landing clearance right
away and if not ATC will say a short hello and give us an information on how many aircraft
will be using the runway before us
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower continue approach number 3
Pilot Lufthansa 123 number 3
or
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower wind 270 degrees 12 knots runway 26R cleared
to land
Pilot Lufthansa 123 runway 26R cleared to land
2381 Go Around
There are several possibilities why an approach should or must be aborted be it the weather
or a utility lying around on the runway The pilot can decide to go around or ATC can
instruct him to do so
Pilot Lufthansa 123 going around
ATC Lufthansa 123 follow missed approach as published contact Arrival on frequency
128020
Pilot Lufthansa 123 Missed Approach as published contact Arrival on 128020
or
ATC Lufthansa 123 go around I say again go around Maintain runway heading climb
altitude 5000 feet
Pilot Lufthansa 123 going around Maintain runway heading climb altitude 5000 feet
239 Taxi to Gate
After we vacated the runway we will be guided to the parking position using the exact same
tools we covered in chapter 3122
ATC Lufthansa 123 taxi to gate 250 via W2
Pilot Taxi to gate 250 via W2 Lufthansa 123
Important After the taxi instruction leading us to a parking position we have to keep
watching the frequency until we finally reached our parking position ndash but there are no
further calls like On Blocks request engine shut down The flight is over at this point we
made it
24 Specials
There are some situations that are not used every day but it is very useful to have heard of
them
241 Visual ClimbDescend
This method is sometimes used to provide a smooth climb and descend Similar to the visual
separation we covered earlier the pilot is instructed to maintain his own separation from the
preceding traffic in order to go below the minimum separation It is very important that the
planes are in VMC and visual contact is held throughout the whole manoeuvre
ATC Lufthansa 123 confirm VMC
Pilot Lufthansa 123 in VMC
ATC Lufthansa 123 traffic is a Boeing 737 12 orsquoclock position range 5 miles
2000 feet high report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation to the traffic for
the next 5 minutes
Pilot Lufthansa 123 affirmative
ATC to
the other
aircraft)
Air Berlin 456 traffic is an Airbus A320 at your 6 orsquoclock position range 5
miles 2000 feet below I will climb him through your level
Other
aircraft Roger Air Berlin 456
ATC Lufthansa 123 climb FL150 maintain visual separation from mentioned
traffic for the next 5 minutes
Pilot Lufthansa 123 climbing FL150 maintaining visual separation from Boeing
737 for the next 5 minutes
242 Emergency
During an emergency you either alert ATC by transponder (setting it to 7700) or if possible
make your distress call on the radio
Pilot Mayday Mayday Mayday Lufthansa 123 declaring emergency
There is no standard phraseology after that ndash ATC and pilot communicate in the way the
situation requires The most important thing is that the pilot tells the controller what his
problem is and what his intentions are Only then ATC can provide the best service possible
243 Urgency Messages
Should there be a problem aboard that does not qualify as an emergency (eg a single engine
failure in a B52) you should use the phrase Panpan
Pilot Pan-Pan Pan-Pan Pan-Pan Lufthansa 123 technical problem
3 COM MU NICA TIO N
The following document will be split up into two parts The first part includes the basics of
communication and the methods employed on the network to correctly communicate
between other members The second will focus on the phraseology and the how-to of
speaking correctly on the frequency
31 ATC
When communicating with ATC we must be aware of the controllers frequency Using your
pilot client you may find the controllers frequency and tune your radio to it Once on the
frequency you may wait for an opening and begin your transmission by pressing your Push to
Talk Key (PTT) To discuss things with the controller that do not pertain to the flight at hand
you may choose to private message himher using the appropriate method for your software
32 Pilots
Having discussions with pilots is normally done via private chat unless on unicom Please
read your software manual in order to learn how to use private mesages
33 Unicom
The frequency for UNICOM on the VATSIM network is always 122800 It is strictly for text
transmission and reception only On UNICOM pilots shall announce their intentions and
actions to make other pilots aware of their position There is no ATC on UNICOM and pilots
should co-ordinate in order to resolve potential conflicts Lately many pilots are using voice
on UNICOM by accessing a channel through FSX and or setting up one ndash usually
rwliveatcnet122800 Please note that while this is acceptable the official means of
communication remains on text as not everyone uses or is able to use voice
34 Private Messaging and Voice Channels
Private messages are individual conversations between one VATSIM user and another You
may set up a private voice channel through your pilot client which saves a lot of typing
and distractions when trying to pilot your aircraft (especially usefull in busy sectors) It is
usually an alternative to private messaging with another user and more than one user may
enter the private channel at the same time
35 Contact Mes
From time to time you will receive a message from a controller or a network Supervisor that
simply reads contact me on XXXXXXX or Hello my name is XXXX and I am a
VATSIM Supervisor please contact me by typing chat XX_SUP and hit enter then typing
hello (or something similar)
These are important contacts and are not to be taken lightlyTHEY REQUIRE A
RESPONSE ASAP and should not be ignored
If it is a controller it usually means you have entered or are about to enter his sector
From a Supervisor it means that they wish to a) assist you in some way b) verify that you are
online and at your computer c) they may be reacting to a complaint by someone if you have
inadvertently made some error d) checking on you as you sent a wallop
36 How to of Communication
The main purpose of this document is not to teach people how to speak we hope you know
this already We are also not trying to teach you how to fly That is also a requirement What
we are trying to achieve here is to teach you how to COMMUNICATE using voice while
flying an altogether different skill
When flying with voice every time you key the microphone you will be using up valuable
airtime If every time you transmit each instruction takes say 20 seconds That could mean
that you and your controller only get one command understood and acted upon every 50
seconds or so by which time other aircraft could have missed a vital instruction ie flown
through an ILS localizer or missed a landing clearance So the main purpose of the training is
to learn how to COMMUNICATE with the minimum of fuss and delay so that the ldquoread-
backsrdquo can be passed to the controller without taking up too much of this valuable airtime
The key is Communication and this means that both the Pilot and the ATCO communicate
their instructions and understandings to each other There is nothing more frustrating for an
ATCO than dealing with pilots who do not communicate sufficiently but who simply reply
with a Roger or (even worse) an ok or Will Do So what are the main basics of voice
flying Well there are many but some of the most important lessons you can learn are these
THINK BEFORE TALKING this sounds obvious but so many people do not do this keying
the microphone and stumbling and stuttering through an instruction which they have not
prepared at all
An example of RT messages often heard from pilots online is Annnndummmm Charlie
Delta ummmm Yankee 662 ummm heading ummm 230 ummm flight level ummm 210
Correction Thatacutes flight level ummm 200 sorry not flight level 210 my mistake Charlie
Delta Yankee 662 Over out
This would take around 20 seconds to say
Compare it with Iberia 845 heading 290 flight level 150 inbound Trosa
This takes 5 seconds to say and is MUCH clearer to the controller Whatacutes the difference
Simple -The pilot KNEW what to say before starting to speak
37 Hints and Tips
To give you a few pointers here is a list of Doacutes and Donacutets of common things that people get
wrong when they first try using voice
38 DO
Wait your turn The radio might be busy but that isnt a reason to cut into someone
elses conversation with a controller It just creates even more delays Also listen out
to make sure that the pilot before you reads back his clearance that the controller has
given him before you make you call Remember while you or a controller is
transmitting nobody else can get a message through
Know what you intend to transmit before starting to talk
Be patient just because the controller is not speaking on the radio does not mean he
isnt doing any work In fact much of the work of a controller is done off-air
involving co-ordination with other fellow controllers updating flight strips looking
up clearances or typing instructions all of which take time
Wait a few seconds after joining a frequency before you transmit so you donrsquot
transmit in the middle of a conversation
Readback ALL clearances and instructions
If you dont understand an instruction then ask the controller to say the instruction
again or to explain what it means Use a private message if you dont want to say it
on the air
In order to avoid problems understanding your transmissions please make sure that
you have correctly set up AVC using the auto microphone configure function Also
worth a note for both ATC and pilots Vatsim is a global organization and has many
members to whom English will not be their first language so please spare a special
thought for our foreign counterparts and speak clearly and slowly
If you are unable to comply with an instruction from ATC then tell them so that they
can plan something else for you before it causes a problem with other aircraft in the
vicinity
39 DO NOT
Readback the winds or use the phrase winds copied in reply to a take off or landing
clearance its not needed
Reply standing by to an instruction to standby No reply is necessary at all
The use of the word over is not required
Use (NEGATIVE)
Misunderstand the difference between Flight Levels and Altitudes
310 Read Backs
It is very important to read back certain instructions that ATC give to you so that they know
that you have understood what they have told you It its not necessary to read back absolutely
everything the following list shows some important information that should be readback
Taxi instructions
Levelclimbingdescending instructions
Heading instructions
Speed instructions
Airways or route clearances
Approach clearances
Runway-in-use
Clearance to enter land on take-off on backtrack cross or hold short of any active
runway
Transponder operating instructions
Altimeter settings
Frequency changes
Type of radar service
So please note that when you are given your clearance on the ground do not just reply
Roger read back the clearance fully so that ATC can spot if you have misheard or
misinterpreted something they have said eg FL100 is spoken as flight level one hundred
and FL120 is spoken as flight level one two zero Note the word hundred must not be used
for headings
Another phrase used with climbsdescents is when ready This places the responsibility on
the pilot for deciding when to initiate his climbdescent Eg BAW123 when ready descend
FL80 to be level by BNN here the controller has introduced another phrase to be level by
as well
This means exactly what is says commence your descent when you want but you must have
reached FL80 when you arrive at BNN note at BNN not 50nm before please
If on the other hand you do not understand what ATC is communicating to you then it is
equally important that this is properly communicated to ATC as well if it is a case that you
did not understand the instruction then ask ATC to repeat the instruction by using the words
Say Again as part of your read back If it is a case of you not being able to follow the
instruction given then use the words Unable as part of your read back followed by the
reason why you are not able to comply
311 Initial Contact
Many new pilots log on to the network parked at a gate but then expect ATC to start the
communication and when nothing happens they usually log of frustrated due to lack of
success
The Initial Contact on the Ground MUST at all times come from the Pilot and in the
following format SpeedBird 123 B737 at Gate E43 Request IFR Clearance to Paris Orly
This starts the communication flow between Pilot and ATC
Other often heard mistakes my new pilots are those who log on to the network do all the
pre-take off checks FMS flight programming and then suddenly start communications by
saying Transavia 430 Request Taxi or even worse Transavia 430 Ready for Take Off`rdquo
In both cases here the pilot has jumped a few steps of the proper communication procedure
Similarly when ATC hands you over to another controller then you as the pilot need to start
the communication process with the new controller
312 Common Phraseology
The following list contains most common phrases to be used in voice by both pilots and
controllers
313 WordPhrase
Acknowledge Let me know that you have received and understood this message
Affirm Yes
Approved Permission for proposed action granted
Break Indicates a seperation between messages
Break Break Indicates the seperation between messages transmitted to different
aircraft in a busy environment
Cancel Annul the previously transmitted clearance
Changing to I intend to call (unit) on (frequency)
Check Examine a system or procedure (Not to be used in any other context
No answer is normally expected
Cleard Authorised to proceed under the conditions specified
Climb Climb and maintain
Confirm I request verification of (clearance instruction action information)
Contact Establish communications with (your details have been passed)
Correction An error has been made in this transmission ( or message indicated)
The correct version is
Descend Descend and maintain
Disregard Ignore
Hold short
Stop before reaching the specified location (only used in limited
circumstances where no defined point exists eg where there is no
suitably located holding point or to reinforce a clearance limit
How do you read What is the readability of my transmission
I say again I repeat for clarity and emphasis
Maintain Continue in accordance with the condition(s) specified or in its literal
sense eg Maintain VFR
Monitor Listen out on frequency (pilots should listen in on freq and what for
ATC to initiate the call
Negative No Permission not granted That is not correct or not capable
Pass your message Proceed with your message
Read back Repeat all or the specified part of this message back to me exactly
as received
Report Pass requested information
Request I should like to know or wish to obtain
Roger
I have received all your last transmission (Under no circumstances
to be used in reply to a question requiring a direct answer in the
affirmative (affirm) or negative (negative) context
Say again Repeat all or the following part of your last transmission
Speak slower Reduce your rate of speech
Standby Wait and I will call you (Standby is not an approval or denial Pilots
are not required to read back Standing by
Unable I cannot comply with your request instruction or clearance (Unable
is normally followed by a reason)
Wilco I understand your message and will comply with it (abbreviation for
comply)
Words twice
As a request Communication is difficult Please send every word
twice (As information since communication is difficult every word
in this message will be sent twice
1 INTR ODU CTIO N TO THE T RAIN ING MA NUA L
11 Introduction
Since many years VACC-SAG had a Pilots Training Manual This was recently rewritten
and amended by Andreas Fuchs With his permission VATEUD PTD will translate those
documents from German to English and make them available for all European pilots
As this is a long process the manuals will be released step by step
As the German version this document is set up as a guideline for all basic knowledge that is
needed for VATSIM But English is the language that is needed in aviation ndash for education as
well as for communication
Andreas Fuchs the author of those documents is a commercial pilot and tries to bring in real
world aspects of flying Nevertheless he has managed not to get lost in details Not
everything in VATSIM is the same as in reality so some things are Nice to Know and others
are Need to Know The online environment requires certain compromises of reality Andreas
also points out these differences When you read this manual you always have to be aware
that this manual is not perfect and it does not claim to be perfect ndash in aviation many
procedures can be approached differently and all pilots learn those procedures slightly
different So all of the procedures displayed here are subject to personal preferences
If you read those first lines again you will once again see that the most important word in
aviation has already been mentioned
Communication
That is most important as it is the best way to communicate witch each other You always
have to be aware of the problem that air traffic controllers and pilots are at different places
and can only communicate with words As flight safety is the always the first priority you
always have to be aware of what the other side has on his mind
So please remember this sentence ndash print it out pin it right next to your monitor ndash the basic
principle of aviation is
if I do not understand something
if I am not able to follow an instruction
if I am not familiar with something
if I am in doubt even if it sounds most stupid
I will ask
what I say has to be as clear as possible
12 Conventions
First of all we should make sure you will find your way in this manual we should be clear
about the conventions used in this text
Bold plus italic means important information that needs to be emphasized Those do not
claim to be complete there are possibly many things that are important but now marked as
such
13 Concept
The manual is built on a modular basis Each larger topic basically is its own little manual It
is suitable if you want to learn on your own but also as an addition to the pilot training
programme organized by your local Pilot Training Department and which would be the best
mix of theory and practice
Important we want to emphasise that for practical training you should use small ldquoback
alleyrdquo airfields so that training does not interfere with regular traffic at large airports The
examples will sometimes use bigger airports but perhaps you should not fly from London to
Paris during peak time when you are online for the first time
We want to conclude this introduction with a small detail Your flight simulator should be
configured to International ndash US-american so we donrsquot get mixed up with different units
(feet and meters Celsius and Fahrenheit)
We wish all of you success and fun at training If you find any mistakes feel free to contact
us Wersquore looking forward to it as we want to improve the manual constantly
Yours
The VATEUD Pilot Training Department Team
2 PHRA SEO LO GY TRAI NIN G MA NUAL
21 Introduction
In aviation people from many different countries get together This makes communication
between Air Traffic Control (ATC) and flight crews pretty difficult as many different
languages and knowledge of foreign languages collide To prevent misunderstandings and to
ensure safety in aviation it is very important to base all communication on standardized
phrases During the next chapters we shall cover and look at the phrases you might encounter
during different phases of your flight
22 Basics
Radio traffic for flights under Instrument Flight Rules (IFR) must be conducted in one of the
ICAO (International Civil Aviation Organization) officially approved languages These are
English French Spanish Russian Chinese and Arabic
For flights under Visual Flight Rules (VFR) the local language may also be used for
communications Deviations from these regulations may be found in the AIPrsquos
(Aeronautical Information Publication (AIP) of their respective countries since
there are simply too many special rules to address them all in this document
You should always pay attention to the fact that colloquial language is used In addition you
should not speak too fast but also not too slowly ndash a well-balanced speech tempo is
important This also counts to the volume and clearness of the pronunciation
221 Confirmations and Transmissions
Air-traffic controllers and pilots work together in a team and usually communicate using a
VHF radio device The air-traffic controller gives instructions and advices to the pilots The
crew must confirm these with a so-called read back to show to the air-traffic controller that
the instruction was understood and the air-traffic controller can correct possible mistakes A
read back is basically mandatory for everything that contains figures Exceptions are only
information about wind and weather They do not stand for instructions in the real sense
Instructions that are not repeated by the pilot do count as not transmitted
222 Radio Discipline
It is very important to maintain discipline in radio traffic especially in high traffic situations
where frequency time is short During phases of high traffic the restricted time for
transmitting is used efficiently The pilots must listen carefully to the radio to be able to
answer the instructions fast and dont miss an announcement In addition pilots and ATC
alike must avoid overlapping of radio messages If a pilot switches to a new frequency he
should first listen to the radio carefully He has to wait until a gap arises and all
communication strings with other pilots have been finished A communication string consists
of both an instruction AND a read-back
223 Communication is everything
Despite set phrases and many standardised procedures there are always situations in which
pilots are not sure what the air-traffic controller just meant It is essential that air-traffic
controller and pilot are talking about the same thing If anything is unclear an enquiry is
mandatory it is just the same as in all other areas of life Communication is everything
People talking to each other will usually get along very well This simple fact also applies to
pilots and ATC ndash on ground and in the air
224 Say Again
There are two magic words that are always a correct answer to an instruction Say again If
you want to be polite you can add the word please Please say again
A basic principle If the receiver did not understand the complete transmission clearly then
the only correct read back is always say again This is a global rule It is one of the most
important circuit breakers against misunderstandings and resulting incidents Please print and
frame this and nail it next to your PC or bed
225 NATOICAO Alphanumerical pronounciation
In Aviation all letters are designed via the NATOICAO alphabet You donrsquot call an A an A
but say Alpha
A Alpha AL fah B Bravo BRAH
VOH
C Charlie CHAR lee D Delta DELL tah
E Echo ECK oh F Foxtrot FOKS trot
G Golf GOLF H Hotel hoh TELL
I India IN dee ah J Juliet JEW lee
ETT
K Kilo KEY loh L Lima LEE mah
M Mike MIKE N November no VEM
ber
O Oscar OSS cah P Papa pah PAH
Q Quebec keh BECK R Romeo ROW me
oh
S Sierra see AIR rah T Tango TANG go
U Uniform YOU nee
form V Victor VIK tah
W Whiskey WISS key X Xray ECKS
RAY
Y Yankee YANG key Z Zulu ZOO loo
Numbers are generally pronounced in single digits for example Iberia 123 is not pronounced
as Iberia Hundred and twenty three but as Iberia one two three
We say generally as this applies in Europe however in the USA the opposite is the general
rule
The exception to this rule is that numbers which end on even Hundreds or Thousands are
pronounced as such for example 500 is not pronounced five zero zero but as five hundred
the same would apply to 5000 or 5500
Again numbers same as with letters are pronounced slightly differently to what we use in
normal communication
0 Zero ZEE-RO 1 One WUN
2 Two TOO 3 Three TREE
4 Four FOW-ER 5 Five FIFE
6 Six SIX 7 Seven SEV-EN
8 Eight AIT 9 Nine NIN-ER
226 Different Categories of Messages
Different categories of transmissions exist Since not everything a pilot or controller wants to
share is of the same importance a clearly structured order of priority has been set up which
needs to be adhered to at all times
1) Distress Messages
2) Urgency Messages
3) Messages relating to direction finding
4) Flight Safety Messages
5) Meteorological Messages
6) Flight Regularity Messages
7) State Telegrams
2261 Distress Messages
Distress Calls affect airplanes and their occupants which are in immediate danger and need
help ASAP To indicate an emergency situation the phrase Mayday shall be used
2262 Urgency Messages
Urgency Messages are transmissions related to aircraft safety They can be made for the
own or another aircraft using the phrase Pan-pan
2263 Messages relating to Direction
Messages relating to direction finding are messages for transmission of direction finding
values (what a surprise)
2264 Flight Safety Messages
Flight Safety Messages are the most common transmissions These are the transmissions
made during air traffic control an aircrafts position report or pilot reports that are important
for the flight
2265 Meteorological Messages
The name actually tells you everything ndash in this category of transmission someone passes on
weather information
2266 Flight Regularity Messages
This category covers all transmissions concerning maintenance changes in an aircrafts
operation schedule non-routine landings or similar They are transmitted either on the
frequencies of Flight Information Service or a different dedicated frequency in order to
prevent the distraction of ATC
2267 State Telegrams
A State Telegram is when a head of state or a proxy needs to send a message from an air
plane These transmissions are either done on the frequencies of Flight Information Service
or different dedicated frequency in order to prevent the distraction of ATC Obviously this is
a type of message that does not happen on VATSIM
227 Establishment of Radiotelephony Contact
The pilot always establishes initial radio contact He changes to a new frequency and has to
make an initial call If you are on the ground this initial call consists of the call sign of the
station youre trying to reach your own call sign and the position you are moving to Once
airborne you have to state your current altitude and if different the altitude you are cleared
to There is no need to report your position when airborne As you can see an initial call is
short and includes all necessary information You dont have to tell the controller your
heading shoe size or age ndash he just does not care about that kind of information
Pilot Palma Ground good morning Scandinavian 123 on taxiway Alpha
hellipand in the air
Pilot Marseilles Control Air France 123 FL125 for FL110
228 Call Sign
Each transmission has to include your own call sign in order to let the person at the other
end know who has just spoken or transmitted a message There is absolutely no exception to
this rule During an initial call the call sign of the called station is at the beginning followed
by the own call sign In later phases of flight the controller always puts our call sign at the
beginning followed by his instructions During your read-back you have two options either
you put your call sign at the beginning or in the end ndash there are two philosophies for this
On the one hand you have more time to think about what you actually want to say if you put
your call sign in the beginning
On the other hand a call sign at the end of a transmission indicated to other pilots on the
frequency that our transmission block with the controller is completed and that the frequency
is free for use by others at this time
As you see there are good arguments for both options ndash you have to find out on your own
which suits you more In all the following phraseology examples we will say our call sign at
the beginning
23 Flights under Instrument Flight Rules (IFR)
On the following pages we are going to cover an IFR flight from initial contact with ATC to
finally parking the aircraft at the destination airport looking at all possible phrases you might
encounter We will use a short domestic flight from Frankfurt to Munich as an example This
flight will be done as DLH123 Lufthansa 123 Our routing leads us via Dinkelsbuehl and the
airway T104 to the way-point BURAM at which point our STAR begins The route filed in
our flight plan should look like this
DKB5S DKB T104 BURAM BURAM1M
We know from the airport information sheet that departures to DKB should preferably use
runway 18 for departure so we file an SID from this runway and hope that ATC is not going
to make us change active runway Our cruising altitude for this flight will be FL210
For didactic matters you wont be able to redo this flight exactly as we show it here because
you will most probably not encounter the full load of different situations covered in the next
chapters Please also note that there is nothing polite in phraseology by the book No good
mornings no good byes We will not use any phrases like this in this document but you can
be sure that every ATC be it in the online or the real world appreciates any greetings
231 Departure
Before departure we filed our flight plan (see chapter Flight Planning) and all flight
preparations have been made We begin at gate A32 in Frankfurt
2311 At the Gate (ATIS)
First we check the ATIS (Automatic terminal Information Service) on the specific frequency
in this case 118025 The ATIS besides information on weather also includes the active
runways for departure and landing and other abnormal conditions To make each ATIS
unique it is designated with a letter connected to the specific message you listen to in our
case we heard Information Alpha
2312 At the Gate (Start-Up)
Before each IFR flight the pilot has to obtain the approval to start his engines the so called
start-up This does not mean that the pilot should or even had to start his engines
immediately It just means that ATC does not foresee departure delays of more than 20
minutes in reference to the planned departure time The actual act of starting the engines is
done in cooperation between the flight crew and the ground crew serving the aircraft
Important Pilots should always include the ATIS designator on initial contact with a local
ATC station In some reasons you will also have to include more details on your flight like
your aircraft type or the QNH
Pilot Frankfurt Delivery Lufthansa 123 information Alpha request start-up
ATC Lufthansa 123 Frankfurt Delivery Alpha is correct Start-up is approved
Pilot Start-up approved Lufthansa 123
2313 At the Gate (En Route Clearance)
A flight following instrumental flight rules (IFR) always needs a flight plan which must be
filed with air traffic control (see Flight Planning) Before departure this flight plan has to be
approved by the responsible ATC station Large airports have a dedicated station for this the
so-called Clearance Delivery On smaller airports this task may be done by the local Ground
or Tower controller
You will often get the En-Route Clearance together with the start-up approval so you should
be prepared to get your en-route clearance together with the start-up clearance without a
notice ndash Keyword Pen and Paper
An en-route clearance always has the same structure First you will be cleared to your
destination airport followed by the assigned departure route and sometimes the departure
runway (as long as this is not clearly defined by the departure route itself) Finally there will
be additional information given if the rest of the route is accepted and cleared according to
the flight plan or if there are any changes to the further routing Those changes can become
quite extensive thats why I want to give you ndash again - the advice to have a pen and paper
ready At the end of the clearance ATC assigns you a transponder code the so-called
Squawk which you have to enter into your transponder (this code makes ATCs Secondary
Surveillance Radar able to identify your flight and to correlate your target with your flight
plan)
After the pilots read back of the full clearance ATC will usually confirm that the read back
was correct and complete
Depending on the airport and country you will get your start-up approval right with the en-
route clearance
Pilot Frankfurt Delivery Lufthansa 123 request IFR-clearance to EDDM
ATC Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
Pilot Lufthansa 123 we are cleared to Muumlnchen via DKB5S departure flight
planned route squawk 2101
ATC Lufthansa 123 read back correct
Or with start-up
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
a) Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
b) Lufthansa 123 Frankfurt Delivery start-up approved cleared to Muumlnchen via
DKB5S departure flight planned route squawk 2101
Pilot
a) Lufthansa 123 we are cleared to Muumlnchen via DKB5S departure flight planned
route squawk 2101
b) Lufthansa 123 start-up approved cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
ATC
a) Lufthansa 123 read back correct start up approved
b) Lufthansa 123 read back correct
Pilot
a) Start up approved Lufthansa 123
b) -
2314 At the Gate (Vectored Departure)
Sometimes when a pilot does not know how to follow a standardized departure route ATC
will use Vectored Departures So what does that mean It just means that the pilot gets
specific instructions on what to do after take off The radar controller will make sure that the
pilot finds his routing later using vectors Proceed Direct SOMETHING or similar
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen when airborne maintain
runway track climb altitude 4000ft QNH 1019 contact Langen Radar on frequency
120050 squawk 2210
Pilot
Lufthansa 123 we are cleared to Muumlnchen when airborne maintain runway track
climb altitude 4000ft QNH 1019 contact Langen Radar on frequency 120050
squawk 2210
ATC Lufthansa 123 read back correct start up approved
Pilot Start up approved Lufthansa 123
2315 At the Gate (Detailed Departure Instruction)
ATC can should a pilot not know the SID also read the whole SID to the pilot Please make
sure you never need to get this service by reading your charts carefully
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
Lufthansa 123 cleared to Muumlnchen departure runway 18 when airborne
maintain runway heading climb altitude 4000ft QNH 1019 At 800 feet or 12
DME outbound RID VOR whichever is later turn left to KNG NDB
Maximum IAS 220 Knots Intercept QDR 103 KNG At AKONI turn right
intercept radial 310 DKB VOR to DKB Squawk 2210
Pilot
Lufthansa 123 we are cleared to Muumlnchen departure runway 18 when
airborne maintain runway heading climb altitude 4000ft QNH 1019 At 800
feet or 12 DME outbound RID VOR whichever is later turn left to KNG NDB
Maximum IAS 220 Knots Intercept QDR 103 KNG At AKONI turn right
intercept radial 310 DKB VOR to DKB Squawk 2210
ATC Lufthansa 123 read back correct start up approved
Pilot Start up approved Lufthansa 123
232 Push Back and Taxi
2321 Push-Back
If you are located at a gate from which you cannot simply taxi straight out from you need to
obtain approval for push-back from Ground Control
Pilot Frankfurt Apron Lufthansa 123 gate A32 request push-back
ATC Lufthansa 123 Frankfurt Apron push-back approved
Pilot Lufthansa 123 push-back approved
This push-back instruction can be extended to for example include a direction or the length
of the push-back
ATC Lufthansa 123 push-back approved facing east perform a long push into taxiway
Mike
ATC Lufthansa 123 push-back approved perform a u-turn into position A34
As there is a nearly endless pool of options for ground controllers there are not always
standard phrases ndash it is important that pilot and ATC do understand each other As in all
flight phases Communication is everything
If an instruction is not clear you simply ask Say again
2322 Taxi
After push-back or if you are parked at a position from which you can taxi straight out after
engine start you obviously have to get to the runway Designated taxiways lead you there
The task of Ground Control will be done by different stations depending on the airport and
Location of the aircraft at that airport In our example Frankfurt Apron is our first station the
Tower will take over later
Pilot Lufthansa 123 request taxi
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November
Pilot Lufthansa 123 taxiing to holding point runway 18 via Mike 1 and November
Now that we are moving ATC has even more possibilities to differ from such easy taxi
instructions as seen before He could for example let us stop before a certain taxiway which
we will cross
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November hold short
of November
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November hold short
of Quebec traffic will be a Cargo Lux Boeing 747 moving right to left
It is very important for a pilot to always know what happens around him Thats why he
should thoughtfully listen to radio chatter between ATC and other aircraft and of course keep
his eyes out Controllers often help by issuing traffic information
2323 Progressive Taxi
Should you not know your way around an airport or get lost there is the option to ask for
progressive taxi ATC will then advise the pilot where to go
If you get lost and cant solve the situation on your own you can demand this kind of help
from ATC This is always a better solution than strolling around on the apron just because
youre too proud to ask for help
Pilot Lufthansa 123 request progressive taxi
ATC Lufthansa 123 roger expect progressive taxi
ATC Lufthansa 123 turn left now
Pilot Turning left Lufthansa 123
ATC Lufthansa 123 the second taxiway to your right is November Follow
November to holding point runway 18
Pilot Will turn second taxiway to the right follow November to holding point runway
18 Lufthansa 123
2324 Conditional Clearances
ATC can attach further instructions to traffic information for example to let another aircraft
pass and taxi behind it It is very important that you have this traffic in sight if not you have
to inform the controller immediately
ATC Lufthansa 123 give way to an Air Berlin Boeing 737 moving from left to right on
taxiway November
Pilot Lufthansa 123 unable traffic not in sight
ATC Lufthansa 123 roger in this case hold short of November
ATC Lufthansa 123 give way to an Air Berlin Boeing 737 moving from left to right on
taxiway November
Pilot Lufthansa 123 will give way to Air Berlin Boeing 737 on November
233 Tower
When approaching the runway or latest when we reach the holding point Ground will hand
us off to the Tower controller who is responsible for all movements on the runways and
issues all clearances (landing and take off crossing a runway etc)
ATC Lufthansa 123 contact Tower on frequency 119900
Pilot Lufthansa 123 contacting Tower on frequency 119900
Depending on where we are and if we are ready for departure there are different possibilities
for the initial call on the tower frequency
Pilot Frankfurt Tower Lufthansa 123 approaching runway 18
Pilot Frankfurt Tower Lufthansa 123 at holding point runway 18 ready for departure
2331 Line Up and Conditional Clearance
The Tower Controller may only give landing and take-off clearances under certain
circumstances one of which being that the runway must be clear of all other traffic The
Tower Controller has some tools with which to separate traffic very effectively and to keep a
steady traffic flow They could have us line up on the runway and wait there
ATC Lufthansa 123 line up runway 18 and wait
Pilot Lufthansa 123 lining up runway 18 and waiting
They can also instruct us to line up behind another aircraft In that case they give us our
clearance to line up even if it would not have been our time They do not have to pray that
the frequency is clear when our actual time comes ndash that makes their work much more
effective
ATC Lufthansa 123 behind departing Boeing 737 line up runway 18 and wait behind
Pilot Lufthansa 123 behind departing Boeing 737 lining up runway 18 and waiting
behind
It is very important for us to properly identify the traffic that the tower controller indicated to
us and to keep it in sight at all times Should we not see the traffic the conditional clearance
is invalid ndash we have to immediately inform ATC who will then figure out another clearance
ATC Lufthansa 123 behind departing Boeing 737 line up runway 18 and wait behind
Pilot Lufthansa 123 negative traffic not in sight
Sometimes ATC ldquoshowsrdquo you the traffic and only gives you the clearance after you
confirmed visual contact
ATC Lufthansa 123 traffic is a Boeing 737 on short final runway 25R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 behind landing Boeing 737 line up runway 25R and wait behind
Pilot Lufthansa 123 behind landing Boeing 737 lining up runway 25R and waiting
behind
2332 Take off Clearance
Now that the runway is cleared we get our take-off clearance The structure and the
information given are always the same
ATC Lufthansa 123 wind 180 degrees 10 knots runway 18 cleared for take off
Pilot Lufthansa 123 runway 18 cleared for take off
You dont have to read back the wind information as this serves only as an information to the
pilot
234 Departure and Climb
At some airports we have to contact departure ourselves At other airports tower will give the
instruction to call departure with the known phraseology (Lufthansa 123 contact departure
on frequency hellip) Because we are airborne now our current altitude is to be considered in the
next initial-calls as well as the altitude that we are cleared for In this case the altitude were
cleared for is the initial climb altitude that can be found on the charts
Pilot Langen Radar Lufthansa 123 altitude 2000 feet climbing altitude 4000 feet
ATC Lufthansa 123 Langen Radar identified climb flight level 80
Pilot Lufthansa 123 climb flight level 80
The controller will identify us on the scope before he gives more instructions As soon as
radarcontact is established ATC will tells us that were bdquoIdentifiedldquo
There are several possibilities why an identification could fail Wrong transponder code
wrong setting of transponder code or a tranponder failure in our airplane The controller will
compair our reported altitude with the altitude indication on his scope If the altitudes match
the controller can separate us from other airplanes bdquoIdentifiedldquo doesnt need to be read back
The controller also could give the instruction to stop our climb before reaching the cleared
altitude
ATC Lufthansa 123 stop climb FL70
Pilot Lufthansa 123 stop climb FL70
Once we reach the border of a sector (either horizontally or vertically) the controller will
instruct us to contact the next station using the already known phraseology He could also tell
us to give further information to the next station eg our speed
ATC Lufthansa 123 report speed to Langen Radar frequency 127500
Pilot Lufthansa 123 will report speed to Langen Radar on frequency 127500
As always when we establish contact with a radar controller we have to report our current
altitude and if different the altitude we are cleared to ndash this is mandatory
Pilot Langen Radar Lufthansa 123 FL65 for FL70 speed 250 knots
ATC Lufthansa 123 Langen Radar identified climb FL230
Pilot Lufthansa 123 climbing FL230
235 Cruise
We are now cruising along on FL230 There are some situations we may face now but all of
them may appear in other flight phases as well
2351 Proceed Direct to
ATC could give us a short cut to a certain way point It can be part of our flight plan but
does not necessarily have to
ATC Lufthansa 123 proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 proceeding direct Dinkelsbuumlhel VOR
So now we proceed to that point from our present position If the waypoint is part of our
flight plan we follow our routing after that point
This is the same instruction but packed a little differently
ATC Lufthansa 123 after Konig NDB proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 after Konig NDB proceeding direct Dinkelsbuumlhel VOR
So we follow our routing as planned until we reach KNG and turn towards DKB afterwards
If you dont get the name of the way point you can ask the controller to spell it (please spell
the name)
ATC Lufthansa 123 proceed direct ANEKI Alpha November Echo Kilo India
Pilot Proceeding direct Alpha November Echo Kilo India Lufthansa 123
2352 Changes to Route
ATC can give us a different routing for a segment
ATC Lufthansa 123 proceed direct Wuumlrzburg VOR thereafter proceed direct BURAM
Pilot Lufthansa 123 proceeding direct Wuumlrzburg VOR thereafter direct BURAM
2353 Heading and Vectors
Sometimes its necessary to have us turn away from the planned route by using vectors
which are simple headings we need to follow
ATC Lufthansa 123 turn right heading 180
Pilot Lufthansa 123 turning right heading 180
We can of course do the whole turn in the other direction as well
If ATC is not sure in which direction we need to turn he can issue an instruction without a
direction ndash we then turn in the direction where we have to turn the least
ATC Lufthansa 123 fly heading 180
Pilot Lufthansa 123 fly heading 180
236 Approach and Descend
2361 Descend
Slowly but steady we get closer to our destination and want to start descending In case ATC
did not work ahead and issued a descend clearance early we can of course draw the
controllers attention to us and just ask for descend
Pilot Lufthansa 123 request descent or Lufthansa 123 ready for descent
ATC Lufthansa 123 descend FL 180
Pilot Lufthansa 123 descending FL 180
In order to control the descend ATC has a few tools that can be used
2362 Instructing a Rate
ATC can instruct you to descend with a certain vertical speed
ATC Lufthansa 123 descend FL 180 at 2000 feet per minute (or greaterless)
Pilot Lufthansa 123 descending FL 180 at 2000 feet per minute (or greaterless)
2363 Descend Restrictions
If the controller wants us to be at a certain altitude atbehindabeambefore a specified
waypoint he gives an instruction like the following
ATC Lufthansa 123 descend FL 180 to be levelled at BURAM
Pilot Lufthansa 123 descending FL 180 to be levelled at BURAM
This means that we have to descend in a manner to reach BURAM at FL 180 we could also
reach it earlier if we wanted The net phrase is a little more restricting as we now have to
reach FL 180 exactly at BURAM not earlier not later ndash exactly
ATC Lufthansa 123 descend to reach FL 180 at BURAM
Pilot Lufthansa 123 descending to reach FL 180 at BURAM
The defined restriction does not have to be bound to a waypoint
ATC Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Pilot Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Sometimes a controller needs us to reach an altitude somewhere abeam a certain point In
order to follow that instruction we first need to know where that waypoint is That usually
happens when ATC issues vectors This is used if the controller needs us on a specific
altitude at a certain point and we are not following a routing or flying directly to a later
waypoint
ATC Lufthansa 123 descend to reach FL 180 abeam RENLO
Pilot Lufthansa 123 descend FL 180 to reach level abeam RENLO
As you see its an advantage to have all charts ndash en-route charts too ndash at hand and ready If
you do not have en-route charts most FMCs available for FS offer the option to enter a
waypoint on the FIX page (or similar) and sometimes even offer to insert an ABEAM
POINT (eg PMDG 737 NG)
Another option is to delay the beginning of descend until ATC can either tell us a certain
point where we have to start our descend or give us an early descend with the option to start
it whenever we want ndash as long as we meet the restrictions ATC gives us So we can maintain
our cruising altitude as long as we want If you prefer to stay high longer and then just drop
out of the sky thats fine if you want to do a steady slow descend you can do that as well
ATC Lufthansa 123 when passing Dinkelsbuumlhel descend FL 180
ATC Lufthansa 123 when ready descend to reach FL 180 at BURAM
You can find more important information on the topic descend (planning tactics execution)
in the chapter OPERATION of Flight Training
2364 Holdings
We essentially come across two main types of holdings Published and unpublished or
unknown holdings
You wont be very surprised when I tell you that there are standardized phrases for the entry
and exit of holding patterns More information on holding patterns can be found in the
chapter BASICS of Flight Training
ATC Lufthansa 123 hold at ROKIL (as published)
Pilot Lufthansa 123 holding at ROKIL (as published)
Holding patterns are not unforeseeable so ATC often prepares pilots that there will be a
holding pattern Often this includes the clearance to reduce your speed ndash perhaps you can
avoid the holding this way
ATC Lufthansa 123 expect holding at ROKIL reduce speed at own discretion
Pilot Lufthansa 123 expecting hold over ROKIL reducing to minimum clean speed
As always ndash if ATC does not give us the approval to reduce speed we can just ask him But
dont do it on your own Another aircraft may be on the same level behind us
Pilot Lufthansa 123 may we reduce to minimum clean speed
ATC Lufthansa 123 reduce speed at own discretion
Pilot Lufthansa 123 reducing minimum clean
If a pilot does not know the holding he was instructed to join he has to ask for instructions
ATC will then provide the necessary information to the pilot The holding instruction will
look like this
Fix | inbound course | turn direction | leg timedistance
Pilot Lufthansa 123 request holding instructions
ATC Lufthansa 123 hold over ROKIL inbound track 128 right turns leg time 1 minute
237 Types of Approaches
Next we will establish contact with approach control This is a local control station - as we
learned earlier we have to include the ATIS designator during the initial call A good time to
listen to the ATIS is around your top of descend
Pilot Muumlnchen Arrival Lufthansa 123 FL 185 for FL 180 information Bravo
ATC Lufthansa 123 Muumlnchen Arrival identified Bravo is correct
2371 STAR
This is what a clearance onto a STAR looks like
ATC Lufthansa 123 cleared BURAM 1M arrival
Pilot Lufthansa 123 cleared BURAM 1M arrival
2372 Transition (without Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition
Pilot Lufthansa 123 cleared ROKIL 26 transition
An instruction like this allows us to follow the lateral path of the transition ATC coordinates
and instructs all changes in altitude But We have to follow the speed restrictions indicated
on the charts anyway as long as the controller does not lift them
ATC Lufthansa 123 cleared ROKIL 26 transition no speed restriction
Pilot Lufthansa 123 cleared ROKIL 26 transition no speed restrictio
2373 Transition (with Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition and profile
Pilot Lufthansa 123 cleared ROKIL 26 transition and profi
Now we may follow the lateral and the vertical part of the transition We can now descend to
the altitudes indicated in the charts on own discretion there will be no further instructions on
altitude changes Of course we have to follow the speed restrictions as well
2374 Cleared Direct Waypoint or via waypoints
Another very common way to get a transition clearance is the phrase Cleared direct waypoint
or Cleared via waypoints If you hear something like this you fly directly to the instructed
point and from this point on follow the lateral part of the transition If the controller gives
you two or more waypoints you follow them in the correct order and then join the rest of the
transition You ndash again ndash have to adhere to the speed restrictions (what a surprise) As
always there are exceptions from the rules which you can find in the latest charts and in the
AIP
We will now fly to the RNAV waypoint associated with Munich Airport The designation
follows a simple concept as is the same for many airports ldquoDrdquo for Germany then one letter
to identify the airport the point is associated with in this case an ldquoMrdquo In Zurich they are
named ldquoZHrdquo followed by three figures Usually the controller does not include the leading
letters in a clearance but only uses the figures and assumes the pilot knows which airport
they are approaching so the pilot can do the maths himself and figure out which letters he
must include
ATC Lufthansa 123 cleared direct waypoint 425
Pilot Lufthansa 123 cleared direct waypoint 425
ATC Lufthansa 123 cleared via waypoints 425 and 429
Pilot Lufthansa 123 cleared via waypoints 425 and 429
ATTENTION Some transitions do not include the clearance to turn onto final approach If
you reach the last point of the downwind you have to hold the last flown track As always
you will find the detailed information and exceptions on the appropriate charts
2375 Approach Types
The approach itself will be commenced by an ILS a non precision approach or a visual
approach The clearances used for ILS and non precision approaches are more or less the
same a visual approach has a slightly different systematic
2376 ILS Approach
ATC Lufthansa 123 cleared ILS approach runway 26R
Pilot Lufthansa 123 cleared ILS approach runway 26
This is the most common form It includes
All ATC speed restrictions are now cancelled
Clearance to intercept the localizer and glide slope
Descend to the published intercept altitude of the standard approach
If an ATC does not want the aircraft to change its altitude he can either clear the aircraft to
intercept the localizer only In this case you may not intercept the glide slope without further
clearance or leave your current altitude Another way of preventing an altitude change is to
tell the pilot to maintain a specific altitude until a certain point ATC may also give a new
speed restriction
ATC Lufthansa 123 cleared Localizer runway 26R
Pilot Lufthansa 123 cleared Localizer 26R
or
ATC Lufthansa 123 cleared ILS runway 26R maintain 6000ft until glide slope intercept
Pilot Lufthansa 123 cleared Localizer 26R maintain 6000ft until glide slope intercept
2377 NDB-DME Approach
ATC Lufthansa 123 cleared NDB-DME Approach runway 26R
Pilot Lufthansa 123 cleared NDB-DME approach runway 26R
2378 VOR-DME Approach
ATC Lufthansa 123 cleared VOR-DME Approach runway 26R
Pilot Lufthansa 123 cleared VOR-DME Approach runway 26R
2379 Localizer DME Approach
ATC Lufthansa 123 cleared Localizer-DME Approach runway 26R
Pilot Lufthansa 123 cleared Localizer-DME Approach runway 26R
23710 Visual Approach
Before you receive a clearance for a visual approach during which the pilot has to have the
airport in sight at all times ATC needs to verify that the pilot has the airport in sight After
that he will issue the clearance for the visual approach From this point on the pilot is
responsible for his heading altitude and speed
ATC Lufthansa 123 field is at your 3 orsquoclock position range 5 miles report in sight
Pilot Lufthansa 123 field in sight
ATC Lufthansa 123 cleared visual approach runway 26R
Pilot Lufthansa 123 cleared visual approach runway 26R
23711 Report Established
Basically you should not report when you are established on final approach but ATC can ask
you to report it He can make a difference between Localizer ILS final track (during a non
precision approach) or final approach (visual approaches)
ILS
ATC Lufthansa 123 report established on ILS 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established ILS 26R
Localizer
ATC Lufthansa 123 report established on localizer runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established localizer runway 26R
At that point I want to remind you that there is no such a thing as fully established It is a
bad habit that also caught up in the real world to change established ILS runway xx to fully
established But This word does not exist and it can not exist if you really think about it
logically You are either established ILS runway xx (on localizer and glide slope) or you are
established localizer runway xx (localizer only glide slope has not been reached yet)
You will find further information on that topic in chapter Flight training
Final track
ATC Lufthansa 123 report established on NDB-DME approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final track NDB-DME approach runway 26R
Final approach
ATC Lufthansa 123 report established on final approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final approach runway 26R
23712 Visual Separation
ATC is responsible for the correct separation in all flight phases To be able to go below the
specified minima there is for example the option of visual separation First ATC checks
whether the succeeding pilot has the preceding aircraft in sight and whether he is able to
separate himself If this is the case ATC gives the responsibility for separation the succeeding
pilot
ATC Lufthansa 123 traffic is an Airbus A320 on 10 miles final 26R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation from mentioned traffic
Pilot Lufthansa 123 affirmative
ATC Lufthansa 123 maintain visual separation from Airbus A320 on 8 miles final
contact Tower on 118700
Pilot Lufthansa 123 maintain visual separation from A320 contact Tower on 118700
238 Landing Clearance
By now we are established on our final approach time to get in touch with the aerodrome
controller in the tower During initial contact we report what type of approach we are
conducting and which runway we are approaching Any differences from this procedure can
be found in the airport information If traffic permits we will get our landing clearance right
away and if not ATC will say a short hello and give us an information on how many aircraft
will be using the runway before us
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower continue approach number 3
Pilot Lufthansa 123 number 3
or
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower wind 270 degrees 12 knots runway 26R cleared
to land
Pilot Lufthansa 123 runway 26R cleared to land
2381 Go Around
There are several possibilities why an approach should or must be aborted be it the weather
or a utility lying around on the runway The pilot can decide to go around or ATC can
instruct him to do so
Pilot Lufthansa 123 going around
ATC Lufthansa 123 follow missed approach as published contact Arrival on frequency
128020
Pilot Lufthansa 123 Missed Approach as published contact Arrival on 128020
or
ATC Lufthansa 123 go around I say again go around Maintain runway heading climb
altitude 5000 feet
Pilot Lufthansa 123 going around Maintain runway heading climb altitude 5000 feet
239 Taxi to Gate
After we vacated the runway we will be guided to the parking position using the exact same
tools we covered in chapter 3122
ATC Lufthansa 123 taxi to gate 250 via W2
Pilot Taxi to gate 250 via W2 Lufthansa 123
Important After the taxi instruction leading us to a parking position we have to keep
watching the frequency until we finally reached our parking position ndash but there are no
further calls like On Blocks request engine shut down The flight is over at this point we
made it
24 Specials
There are some situations that are not used every day but it is very useful to have heard of
them
241 Visual ClimbDescend
This method is sometimes used to provide a smooth climb and descend Similar to the visual
separation we covered earlier the pilot is instructed to maintain his own separation from the
preceding traffic in order to go below the minimum separation It is very important that the
planes are in VMC and visual contact is held throughout the whole manoeuvre
ATC Lufthansa 123 confirm VMC
Pilot Lufthansa 123 in VMC
ATC Lufthansa 123 traffic is a Boeing 737 12 orsquoclock position range 5 miles
2000 feet high report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation to the traffic for
the next 5 minutes
Pilot Lufthansa 123 affirmative
ATC to
the other
aircraft)
Air Berlin 456 traffic is an Airbus A320 at your 6 orsquoclock position range 5
miles 2000 feet below I will climb him through your level
Other
aircraft Roger Air Berlin 456
ATC Lufthansa 123 climb FL150 maintain visual separation from mentioned
traffic for the next 5 minutes
Pilot Lufthansa 123 climbing FL150 maintaining visual separation from Boeing
737 for the next 5 minutes
242 Emergency
During an emergency you either alert ATC by transponder (setting it to 7700) or if possible
make your distress call on the radio
Pilot Mayday Mayday Mayday Lufthansa 123 declaring emergency
There is no standard phraseology after that ndash ATC and pilot communicate in the way the
situation requires The most important thing is that the pilot tells the controller what his
problem is and what his intentions are Only then ATC can provide the best service possible
243 Urgency Messages
Should there be a problem aboard that does not qualify as an emergency (eg a single engine
failure in a B52) you should use the phrase Panpan
Pilot Pan-Pan Pan-Pan Pan-Pan Lufthansa 123 technical problem
3 COM MU NICA TIO N
The following document will be split up into two parts The first part includes the basics of
communication and the methods employed on the network to correctly communicate
between other members The second will focus on the phraseology and the how-to of
speaking correctly on the frequency
31 ATC
When communicating with ATC we must be aware of the controllers frequency Using your
pilot client you may find the controllers frequency and tune your radio to it Once on the
frequency you may wait for an opening and begin your transmission by pressing your Push to
Talk Key (PTT) To discuss things with the controller that do not pertain to the flight at hand
you may choose to private message himher using the appropriate method for your software
32 Pilots
Having discussions with pilots is normally done via private chat unless on unicom Please
read your software manual in order to learn how to use private mesages
33 Unicom
The frequency for UNICOM on the VATSIM network is always 122800 It is strictly for text
transmission and reception only On UNICOM pilots shall announce their intentions and
actions to make other pilots aware of their position There is no ATC on UNICOM and pilots
should co-ordinate in order to resolve potential conflicts Lately many pilots are using voice
on UNICOM by accessing a channel through FSX and or setting up one ndash usually
rwliveatcnet122800 Please note that while this is acceptable the official means of
communication remains on text as not everyone uses or is able to use voice
34 Private Messaging and Voice Channels
Private messages are individual conversations between one VATSIM user and another You
may set up a private voice channel through your pilot client which saves a lot of typing
and distractions when trying to pilot your aircraft (especially usefull in busy sectors) It is
usually an alternative to private messaging with another user and more than one user may
enter the private channel at the same time
35 Contact Mes
From time to time you will receive a message from a controller or a network Supervisor that
simply reads contact me on XXXXXXX or Hello my name is XXXX and I am a
VATSIM Supervisor please contact me by typing chat XX_SUP and hit enter then typing
hello (or something similar)
These are important contacts and are not to be taken lightlyTHEY REQUIRE A
RESPONSE ASAP and should not be ignored
If it is a controller it usually means you have entered or are about to enter his sector
From a Supervisor it means that they wish to a) assist you in some way b) verify that you are
online and at your computer c) they may be reacting to a complaint by someone if you have
inadvertently made some error d) checking on you as you sent a wallop
36 How to of Communication
The main purpose of this document is not to teach people how to speak we hope you know
this already We are also not trying to teach you how to fly That is also a requirement What
we are trying to achieve here is to teach you how to COMMUNICATE using voice while
flying an altogether different skill
When flying with voice every time you key the microphone you will be using up valuable
airtime If every time you transmit each instruction takes say 20 seconds That could mean
that you and your controller only get one command understood and acted upon every 50
seconds or so by which time other aircraft could have missed a vital instruction ie flown
through an ILS localizer or missed a landing clearance So the main purpose of the training is
to learn how to COMMUNICATE with the minimum of fuss and delay so that the ldquoread-
backsrdquo can be passed to the controller without taking up too much of this valuable airtime
The key is Communication and this means that both the Pilot and the ATCO communicate
their instructions and understandings to each other There is nothing more frustrating for an
ATCO than dealing with pilots who do not communicate sufficiently but who simply reply
with a Roger or (even worse) an ok or Will Do So what are the main basics of voice
flying Well there are many but some of the most important lessons you can learn are these
THINK BEFORE TALKING this sounds obvious but so many people do not do this keying
the microphone and stumbling and stuttering through an instruction which they have not
prepared at all
An example of RT messages often heard from pilots online is Annnndummmm Charlie
Delta ummmm Yankee 662 ummm heading ummm 230 ummm flight level ummm 210
Correction Thatacutes flight level ummm 200 sorry not flight level 210 my mistake Charlie
Delta Yankee 662 Over out
This would take around 20 seconds to say
Compare it with Iberia 845 heading 290 flight level 150 inbound Trosa
This takes 5 seconds to say and is MUCH clearer to the controller Whatacutes the difference
Simple -The pilot KNEW what to say before starting to speak
37 Hints and Tips
To give you a few pointers here is a list of Doacutes and Donacutets of common things that people get
wrong when they first try using voice
38 DO
Wait your turn The radio might be busy but that isnt a reason to cut into someone
elses conversation with a controller It just creates even more delays Also listen out
to make sure that the pilot before you reads back his clearance that the controller has
given him before you make you call Remember while you or a controller is
transmitting nobody else can get a message through
Know what you intend to transmit before starting to talk
Be patient just because the controller is not speaking on the radio does not mean he
isnt doing any work In fact much of the work of a controller is done off-air
involving co-ordination with other fellow controllers updating flight strips looking
up clearances or typing instructions all of which take time
Wait a few seconds after joining a frequency before you transmit so you donrsquot
transmit in the middle of a conversation
Readback ALL clearances and instructions
If you dont understand an instruction then ask the controller to say the instruction
again or to explain what it means Use a private message if you dont want to say it
on the air
In order to avoid problems understanding your transmissions please make sure that
you have correctly set up AVC using the auto microphone configure function Also
worth a note for both ATC and pilots Vatsim is a global organization and has many
members to whom English will not be their first language so please spare a special
thought for our foreign counterparts and speak clearly and slowly
If you are unable to comply with an instruction from ATC then tell them so that they
can plan something else for you before it causes a problem with other aircraft in the
vicinity
39 DO NOT
Readback the winds or use the phrase winds copied in reply to a take off or landing
clearance its not needed
Reply standing by to an instruction to standby No reply is necessary at all
The use of the word over is not required
Use (NEGATIVE)
Misunderstand the difference between Flight Levels and Altitudes
310 Read Backs
It is very important to read back certain instructions that ATC give to you so that they know
that you have understood what they have told you It its not necessary to read back absolutely
everything the following list shows some important information that should be readback
Taxi instructions
Levelclimbingdescending instructions
Heading instructions
Speed instructions
Airways or route clearances
Approach clearances
Runway-in-use
Clearance to enter land on take-off on backtrack cross or hold short of any active
runway
Transponder operating instructions
Altimeter settings
Frequency changes
Type of radar service
So please note that when you are given your clearance on the ground do not just reply
Roger read back the clearance fully so that ATC can spot if you have misheard or
misinterpreted something they have said eg FL100 is spoken as flight level one hundred
and FL120 is spoken as flight level one two zero Note the word hundred must not be used
for headings
Another phrase used with climbsdescents is when ready This places the responsibility on
the pilot for deciding when to initiate his climbdescent Eg BAW123 when ready descend
FL80 to be level by BNN here the controller has introduced another phrase to be level by
as well
This means exactly what is says commence your descent when you want but you must have
reached FL80 when you arrive at BNN note at BNN not 50nm before please
If on the other hand you do not understand what ATC is communicating to you then it is
equally important that this is properly communicated to ATC as well if it is a case that you
did not understand the instruction then ask ATC to repeat the instruction by using the words
Say Again as part of your read back If it is a case of you not being able to follow the
instruction given then use the words Unable as part of your read back followed by the
reason why you are not able to comply
311 Initial Contact
Many new pilots log on to the network parked at a gate but then expect ATC to start the
communication and when nothing happens they usually log of frustrated due to lack of
success
The Initial Contact on the Ground MUST at all times come from the Pilot and in the
following format SpeedBird 123 B737 at Gate E43 Request IFR Clearance to Paris Orly
This starts the communication flow between Pilot and ATC
Other often heard mistakes my new pilots are those who log on to the network do all the
pre-take off checks FMS flight programming and then suddenly start communications by
saying Transavia 430 Request Taxi or even worse Transavia 430 Ready for Take Off`rdquo
In both cases here the pilot has jumped a few steps of the proper communication procedure
Similarly when ATC hands you over to another controller then you as the pilot need to start
the communication process with the new controller
312 Common Phraseology
The following list contains most common phrases to be used in voice by both pilots and
controllers
313 WordPhrase
Acknowledge Let me know that you have received and understood this message
Affirm Yes
Approved Permission for proposed action granted
Break Indicates a seperation between messages
Break Break Indicates the seperation between messages transmitted to different
aircraft in a busy environment
Cancel Annul the previously transmitted clearance
Changing to I intend to call (unit) on (frequency)
Check Examine a system or procedure (Not to be used in any other context
No answer is normally expected
Cleard Authorised to proceed under the conditions specified
Climb Climb and maintain
Confirm I request verification of (clearance instruction action information)
Contact Establish communications with (your details have been passed)
Correction An error has been made in this transmission ( or message indicated)
The correct version is
Descend Descend and maintain
Disregard Ignore
Hold short
Stop before reaching the specified location (only used in limited
circumstances where no defined point exists eg where there is no
suitably located holding point or to reinforce a clearance limit
How do you read What is the readability of my transmission
I say again I repeat for clarity and emphasis
Maintain Continue in accordance with the condition(s) specified or in its literal
sense eg Maintain VFR
Monitor Listen out on frequency (pilots should listen in on freq and what for
ATC to initiate the call
Negative No Permission not granted That is not correct or not capable
Pass your message Proceed with your message
Read back Repeat all or the specified part of this message back to me exactly
as received
Report Pass requested information
Request I should like to know or wish to obtain
Roger
I have received all your last transmission (Under no circumstances
to be used in reply to a question requiring a direct answer in the
affirmative (affirm) or negative (negative) context
Say again Repeat all or the following part of your last transmission
Speak slower Reduce your rate of speech
Standby Wait and I will call you (Standby is not an approval or denial Pilots
are not required to read back Standing by
Unable I cannot comply with your request instruction or clearance (Unable
is normally followed by a reason)
Wilco I understand your message and will comply with it (abbreviation for
comply)
Words twice
As a request Communication is difficult Please send every word
twice (As information since communication is difficult every word
in this message will be sent twice
12 Conventions
First of all we should make sure you will find your way in this manual we should be clear
about the conventions used in this text
Bold plus italic means important information that needs to be emphasized Those do not
claim to be complete there are possibly many things that are important but now marked as
such
13 Concept
The manual is built on a modular basis Each larger topic basically is its own little manual It
is suitable if you want to learn on your own but also as an addition to the pilot training
programme organized by your local Pilot Training Department and which would be the best
mix of theory and practice
Important we want to emphasise that for practical training you should use small ldquoback
alleyrdquo airfields so that training does not interfere with regular traffic at large airports The
examples will sometimes use bigger airports but perhaps you should not fly from London to
Paris during peak time when you are online for the first time
We want to conclude this introduction with a small detail Your flight simulator should be
configured to International ndash US-american so we donrsquot get mixed up with different units
(feet and meters Celsius and Fahrenheit)
We wish all of you success and fun at training If you find any mistakes feel free to contact
us Wersquore looking forward to it as we want to improve the manual constantly
Yours
The VATEUD Pilot Training Department Team
2 PHRA SEO LO GY TRAI NIN G MA NUAL
21 Introduction
In aviation people from many different countries get together This makes communication
between Air Traffic Control (ATC) and flight crews pretty difficult as many different
languages and knowledge of foreign languages collide To prevent misunderstandings and to
ensure safety in aviation it is very important to base all communication on standardized
phrases During the next chapters we shall cover and look at the phrases you might encounter
during different phases of your flight
22 Basics
Radio traffic for flights under Instrument Flight Rules (IFR) must be conducted in one of the
ICAO (International Civil Aviation Organization) officially approved languages These are
English French Spanish Russian Chinese and Arabic
For flights under Visual Flight Rules (VFR) the local language may also be used for
communications Deviations from these regulations may be found in the AIPrsquos
(Aeronautical Information Publication (AIP) of their respective countries since
there are simply too many special rules to address them all in this document
You should always pay attention to the fact that colloquial language is used In addition you
should not speak too fast but also not too slowly ndash a well-balanced speech tempo is
important This also counts to the volume and clearness of the pronunciation
221 Confirmations and Transmissions
Air-traffic controllers and pilots work together in a team and usually communicate using a
VHF radio device The air-traffic controller gives instructions and advices to the pilots The
crew must confirm these with a so-called read back to show to the air-traffic controller that
the instruction was understood and the air-traffic controller can correct possible mistakes A
read back is basically mandatory for everything that contains figures Exceptions are only
information about wind and weather They do not stand for instructions in the real sense
Instructions that are not repeated by the pilot do count as not transmitted
222 Radio Discipline
It is very important to maintain discipline in radio traffic especially in high traffic situations
where frequency time is short During phases of high traffic the restricted time for
transmitting is used efficiently The pilots must listen carefully to the radio to be able to
answer the instructions fast and dont miss an announcement In addition pilots and ATC
alike must avoid overlapping of radio messages If a pilot switches to a new frequency he
should first listen to the radio carefully He has to wait until a gap arises and all
communication strings with other pilots have been finished A communication string consists
of both an instruction AND a read-back
223 Communication is everything
Despite set phrases and many standardised procedures there are always situations in which
pilots are not sure what the air-traffic controller just meant It is essential that air-traffic
controller and pilot are talking about the same thing If anything is unclear an enquiry is
mandatory it is just the same as in all other areas of life Communication is everything
People talking to each other will usually get along very well This simple fact also applies to
pilots and ATC ndash on ground and in the air
224 Say Again
There are two magic words that are always a correct answer to an instruction Say again If
you want to be polite you can add the word please Please say again
A basic principle If the receiver did not understand the complete transmission clearly then
the only correct read back is always say again This is a global rule It is one of the most
important circuit breakers against misunderstandings and resulting incidents Please print and
frame this and nail it next to your PC or bed
225 NATOICAO Alphanumerical pronounciation
In Aviation all letters are designed via the NATOICAO alphabet You donrsquot call an A an A
but say Alpha
A Alpha AL fah B Bravo BRAH
VOH
C Charlie CHAR lee D Delta DELL tah
E Echo ECK oh F Foxtrot FOKS trot
G Golf GOLF H Hotel hoh TELL
I India IN dee ah J Juliet JEW lee
ETT
K Kilo KEY loh L Lima LEE mah
M Mike MIKE N November no VEM
ber
O Oscar OSS cah P Papa pah PAH
Q Quebec keh BECK R Romeo ROW me
oh
S Sierra see AIR rah T Tango TANG go
U Uniform YOU nee
form V Victor VIK tah
W Whiskey WISS key X Xray ECKS
RAY
Y Yankee YANG key Z Zulu ZOO loo
Numbers are generally pronounced in single digits for example Iberia 123 is not pronounced
as Iberia Hundred and twenty three but as Iberia one two three
We say generally as this applies in Europe however in the USA the opposite is the general
rule
The exception to this rule is that numbers which end on even Hundreds or Thousands are
pronounced as such for example 500 is not pronounced five zero zero but as five hundred
the same would apply to 5000 or 5500
Again numbers same as with letters are pronounced slightly differently to what we use in
normal communication
0 Zero ZEE-RO 1 One WUN
2 Two TOO 3 Three TREE
4 Four FOW-ER 5 Five FIFE
6 Six SIX 7 Seven SEV-EN
8 Eight AIT 9 Nine NIN-ER
226 Different Categories of Messages
Different categories of transmissions exist Since not everything a pilot or controller wants to
share is of the same importance a clearly structured order of priority has been set up which
needs to be adhered to at all times
1) Distress Messages
2) Urgency Messages
3) Messages relating to direction finding
4) Flight Safety Messages
5) Meteorological Messages
6) Flight Regularity Messages
7) State Telegrams
2261 Distress Messages
Distress Calls affect airplanes and their occupants which are in immediate danger and need
help ASAP To indicate an emergency situation the phrase Mayday shall be used
2262 Urgency Messages
Urgency Messages are transmissions related to aircraft safety They can be made for the
own or another aircraft using the phrase Pan-pan
2263 Messages relating to Direction
Messages relating to direction finding are messages for transmission of direction finding
values (what a surprise)
2264 Flight Safety Messages
Flight Safety Messages are the most common transmissions These are the transmissions
made during air traffic control an aircrafts position report or pilot reports that are important
for the flight
2265 Meteorological Messages
The name actually tells you everything ndash in this category of transmission someone passes on
weather information
2266 Flight Regularity Messages
This category covers all transmissions concerning maintenance changes in an aircrafts
operation schedule non-routine landings or similar They are transmitted either on the
frequencies of Flight Information Service or a different dedicated frequency in order to
prevent the distraction of ATC
2267 State Telegrams
A State Telegram is when a head of state or a proxy needs to send a message from an air
plane These transmissions are either done on the frequencies of Flight Information Service
or different dedicated frequency in order to prevent the distraction of ATC Obviously this is
a type of message that does not happen on VATSIM
227 Establishment of Radiotelephony Contact
The pilot always establishes initial radio contact He changes to a new frequency and has to
make an initial call If you are on the ground this initial call consists of the call sign of the
station youre trying to reach your own call sign and the position you are moving to Once
airborne you have to state your current altitude and if different the altitude you are cleared
to There is no need to report your position when airborne As you can see an initial call is
short and includes all necessary information You dont have to tell the controller your
heading shoe size or age ndash he just does not care about that kind of information
Pilot Palma Ground good morning Scandinavian 123 on taxiway Alpha
hellipand in the air
Pilot Marseilles Control Air France 123 FL125 for FL110
228 Call Sign
Each transmission has to include your own call sign in order to let the person at the other
end know who has just spoken or transmitted a message There is absolutely no exception to
this rule During an initial call the call sign of the called station is at the beginning followed
by the own call sign In later phases of flight the controller always puts our call sign at the
beginning followed by his instructions During your read-back you have two options either
you put your call sign at the beginning or in the end ndash there are two philosophies for this
On the one hand you have more time to think about what you actually want to say if you put
your call sign in the beginning
On the other hand a call sign at the end of a transmission indicated to other pilots on the
frequency that our transmission block with the controller is completed and that the frequency
is free for use by others at this time
As you see there are good arguments for both options ndash you have to find out on your own
which suits you more In all the following phraseology examples we will say our call sign at
the beginning
23 Flights under Instrument Flight Rules (IFR)
On the following pages we are going to cover an IFR flight from initial contact with ATC to
finally parking the aircraft at the destination airport looking at all possible phrases you might
encounter We will use a short domestic flight from Frankfurt to Munich as an example This
flight will be done as DLH123 Lufthansa 123 Our routing leads us via Dinkelsbuehl and the
airway T104 to the way-point BURAM at which point our STAR begins The route filed in
our flight plan should look like this
DKB5S DKB T104 BURAM BURAM1M
We know from the airport information sheet that departures to DKB should preferably use
runway 18 for departure so we file an SID from this runway and hope that ATC is not going
to make us change active runway Our cruising altitude for this flight will be FL210
For didactic matters you wont be able to redo this flight exactly as we show it here because
you will most probably not encounter the full load of different situations covered in the next
chapters Please also note that there is nothing polite in phraseology by the book No good
mornings no good byes We will not use any phrases like this in this document but you can
be sure that every ATC be it in the online or the real world appreciates any greetings
231 Departure
Before departure we filed our flight plan (see chapter Flight Planning) and all flight
preparations have been made We begin at gate A32 in Frankfurt
2311 At the Gate (ATIS)
First we check the ATIS (Automatic terminal Information Service) on the specific frequency
in this case 118025 The ATIS besides information on weather also includes the active
runways for departure and landing and other abnormal conditions To make each ATIS
unique it is designated with a letter connected to the specific message you listen to in our
case we heard Information Alpha
2312 At the Gate (Start-Up)
Before each IFR flight the pilot has to obtain the approval to start his engines the so called
start-up This does not mean that the pilot should or even had to start his engines
immediately It just means that ATC does not foresee departure delays of more than 20
minutes in reference to the planned departure time The actual act of starting the engines is
done in cooperation between the flight crew and the ground crew serving the aircraft
Important Pilots should always include the ATIS designator on initial contact with a local
ATC station In some reasons you will also have to include more details on your flight like
your aircraft type or the QNH
Pilot Frankfurt Delivery Lufthansa 123 information Alpha request start-up
ATC Lufthansa 123 Frankfurt Delivery Alpha is correct Start-up is approved
Pilot Start-up approved Lufthansa 123
2313 At the Gate (En Route Clearance)
A flight following instrumental flight rules (IFR) always needs a flight plan which must be
filed with air traffic control (see Flight Planning) Before departure this flight plan has to be
approved by the responsible ATC station Large airports have a dedicated station for this the
so-called Clearance Delivery On smaller airports this task may be done by the local Ground
or Tower controller
You will often get the En-Route Clearance together with the start-up approval so you should
be prepared to get your en-route clearance together with the start-up clearance without a
notice ndash Keyword Pen and Paper
An en-route clearance always has the same structure First you will be cleared to your
destination airport followed by the assigned departure route and sometimes the departure
runway (as long as this is not clearly defined by the departure route itself) Finally there will
be additional information given if the rest of the route is accepted and cleared according to
the flight plan or if there are any changes to the further routing Those changes can become
quite extensive thats why I want to give you ndash again - the advice to have a pen and paper
ready At the end of the clearance ATC assigns you a transponder code the so-called
Squawk which you have to enter into your transponder (this code makes ATCs Secondary
Surveillance Radar able to identify your flight and to correlate your target with your flight
plan)
After the pilots read back of the full clearance ATC will usually confirm that the read back
was correct and complete
Depending on the airport and country you will get your start-up approval right with the en-
route clearance
Pilot Frankfurt Delivery Lufthansa 123 request IFR-clearance to EDDM
ATC Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
Pilot Lufthansa 123 we are cleared to Muumlnchen via DKB5S departure flight
planned route squawk 2101
ATC Lufthansa 123 read back correct
Or with start-up
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
a) Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
b) Lufthansa 123 Frankfurt Delivery start-up approved cleared to Muumlnchen via
DKB5S departure flight planned route squawk 2101
Pilot
a) Lufthansa 123 we are cleared to Muumlnchen via DKB5S departure flight planned
route squawk 2101
b) Lufthansa 123 start-up approved cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
ATC
a) Lufthansa 123 read back correct start up approved
b) Lufthansa 123 read back correct
Pilot
a) Start up approved Lufthansa 123
b) -
2314 At the Gate (Vectored Departure)
Sometimes when a pilot does not know how to follow a standardized departure route ATC
will use Vectored Departures So what does that mean It just means that the pilot gets
specific instructions on what to do after take off The radar controller will make sure that the
pilot finds his routing later using vectors Proceed Direct SOMETHING or similar
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen when airborne maintain
runway track climb altitude 4000ft QNH 1019 contact Langen Radar on frequency
120050 squawk 2210
Pilot
Lufthansa 123 we are cleared to Muumlnchen when airborne maintain runway track
climb altitude 4000ft QNH 1019 contact Langen Radar on frequency 120050
squawk 2210
ATC Lufthansa 123 read back correct start up approved
Pilot Start up approved Lufthansa 123
2315 At the Gate (Detailed Departure Instruction)
ATC can should a pilot not know the SID also read the whole SID to the pilot Please make
sure you never need to get this service by reading your charts carefully
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
Lufthansa 123 cleared to Muumlnchen departure runway 18 when airborne
maintain runway heading climb altitude 4000ft QNH 1019 At 800 feet or 12
DME outbound RID VOR whichever is later turn left to KNG NDB
Maximum IAS 220 Knots Intercept QDR 103 KNG At AKONI turn right
intercept radial 310 DKB VOR to DKB Squawk 2210
Pilot
Lufthansa 123 we are cleared to Muumlnchen departure runway 18 when
airborne maintain runway heading climb altitude 4000ft QNH 1019 At 800
feet or 12 DME outbound RID VOR whichever is later turn left to KNG NDB
Maximum IAS 220 Knots Intercept QDR 103 KNG At AKONI turn right
intercept radial 310 DKB VOR to DKB Squawk 2210
ATC Lufthansa 123 read back correct start up approved
Pilot Start up approved Lufthansa 123
232 Push Back and Taxi
2321 Push-Back
If you are located at a gate from which you cannot simply taxi straight out from you need to
obtain approval for push-back from Ground Control
Pilot Frankfurt Apron Lufthansa 123 gate A32 request push-back
ATC Lufthansa 123 Frankfurt Apron push-back approved
Pilot Lufthansa 123 push-back approved
This push-back instruction can be extended to for example include a direction or the length
of the push-back
ATC Lufthansa 123 push-back approved facing east perform a long push into taxiway
Mike
ATC Lufthansa 123 push-back approved perform a u-turn into position A34
As there is a nearly endless pool of options for ground controllers there are not always
standard phrases ndash it is important that pilot and ATC do understand each other As in all
flight phases Communication is everything
If an instruction is not clear you simply ask Say again
2322 Taxi
After push-back or if you are parked at a position from which you can taxi straight out after
engine start you obviously have to get to the runway Designated taxiways lead you there
The task of Ground Control will be done by different stations depending on the airport and
Location of the aircraft at that airport In our example Frankfurt Apron is our first station the
Tower will take over later
Pilot Lufthansa 123 request taxi
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November
Pilot Lufthansa 123 taxiing to holding point runway 18 via Mike 1 and November
Now that we are moving ATC has even more possibilities to differ from such easy taxi
instructions as seen before He could for example let us stop before a certain taxiway which
we will cross
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November hold short
of November
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November hold short
of Quebec traffic will be a Cargo Lux Boeing 747 moving right to left
It is very important for a pilot to always know what happens around him Thats why he
should thoughtfully listen to radio chatter between ATC and other aircraft and of course keep
his eyes out Controllers often help by issuing traffic information
2323 Progressive Taxi
Should you not know your way around an airport or get lost there is the option to ask for
progressive taxi ATC will then advise the pilot where to go
If you get lost and cant solve the situation on your own you can demand this kind of help
from ATC This is always a better solution than strolling around on the apron just because
youre too proud to ask for help
Pilot Lufthansa 123 request progressive taxi
ATC Lufthansa 123 roger expect progressive taxi
ATC Lufthansa 123 turn left now
Pilot Turning left Lufthansa 123
ATC Lufthansa 123 the second taxiway to your right is November Follow
November to holding point runway 18
Pilot Will turn second taxiway to the right follow November to holding point runway
18 Lufthansa 123
2324 Conditional Clearances
ATC can attach further instructions to traffic information for example to let another aircraft
pass and taxi behind it It is very important that you have this traffic in sight if not you have
to inform the controller immediately
ATC Lufthansa 123 give way to an Air Berlin Boeing 737 moving from left to right on
taxiway November
Pilot Lufthansa 123 unable traffic not in sight
ATC Lufthansa 123 roger in this case hold short of November
ATC Lufthansa 123 give way to an Air Berlin Boeing 737 moving from left to right on
taxiway November
Pilot Lufthansa 123 will give way to Air Berlin Boeing 737 on November
233 Tower
When approaching the runway or latest when we reach the holding point Ground will hand
us off to the Tower controller who is responsible for all movements on the runways and
issues all clearances (landing and take off crossing a runway etc)
ATC Lufthansa 123 contact Tower on frequency 119900
Pilot Lufthansa 123 contacting Tower on frequency 119900
Depending on where we are and if we are ready for departure there are different possibilities
for the initial call on the tower frequency
Pilot Frankfurt Tower Lufthansa 123 approaching runway 18
Pilot Frankfurt Tower Lufthansa 123 at holding point runway 18 ready for departure
2331 Line Up and Conditional Clearance
The Tower Controller may only give landing and take-off clearances under certain
circumstances one of which being that the runway must be clear of all other traffic The
Tower Controller has some tools with which to separate traffic very effectively and to keep a
steady traffic flow They could have us line up on the runway and wait there
ATC Lufthansa 123 line up runway 18 and wait
Pilot Lufthansa 123 lining up runway 18 and waiting
They can also instruct us to line up behind another aircraft In that case they give us our
clearance to line up even if it would not have been our time They do not have to pray that
the frequency is clear when our actual time comes ndash that makes their work much more
effective
ATC Lufthansa 123 behind departing Boeing 737 line up runway 18 and wait behind
Pilot Lufthansa 123 behind departing Boeing 737 lining up runway 18 and waiting
behind
It is very important for us to properly identify the traffic that the tower controller indicated to
us and to keep it in sight at all times Should we not see the traffic the conditional clearance
is invalid ndash we have to immediately inform ATC who will then figure out another clearance
ATC Lufthansa 123 behind departing Boeing 737 line up runway 18 and wait behind
Pilot Lufthansa 123 negative traffic not in sight
Sometimes ATC ldquoshowsrdquo you the traffic and only gives you the clearance after you
confirmed visual contact
ATC Lufthansa 123 traffic is a Boeing 737 on short final runway 25R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 behind landing Boeing 737 line up runway 25R and wait behind
Pilot Lufthansa 123 behind landing Boeing 737 lining up runway 25R and waiting
behind
2332 Take off Clearance
Now that the runway is cleared we get our take-off clearance The structure and the
information given are always the same
ATC Lufthansa 123 wind 180 degrees 10 knots runway 18 cleared for take off
Pilot Lufthansa 123 runway 18 cleared for take off
You dont have to read back the wind information as this serves only as an information to the
pilot
234 Departure and Climb
At some airports we have to contact departure ourselves At other airports tower will give the
instruction to call departure with the known phraseology (Lufthansa 123 contact departure
on frequency hellip) Because we are airborne now our current altitude is to be considered in the
next initial-calls as well as the altitude that we are cleared for In this case the altitude were
cleared for is the initial climb altitude that can be found on the charts
Pilot Langen Radar Lufthansa 123 altitude 2000 feet climbing altitude 4000 feet
ATC Lufthansa 123 Langen Radar identified climb flight level 80
Pilot Lufthansa 123 climb flight level 80
The controller will identify us on the scope before he gives more instructions As soon as
radarcontact is established ATC will tells us that were bdquoIdentifiedldquo
There are several possibilities why an identification could fail Wrong transponder code
wrong setting of transponder code or a tranponder failure in our airplane The controller will
compair our reported altitude with the altitude indication on his scope If the altitudes match
the controller can separate us from other airplanes bdquoIdentifiedldquo doesnt need to be read back
The controller also could give the instruction to stop our climb before reaching the cleared
altitude
ATC Lufthansa 123 stop climb FL70
Pilot Lufthansa 123 stop climb FL70
Once we reach the border of a sector (either horizontally or vertically) the controller will
instruct us to contact the next station using the already known phraseology He could also tell
us to give further information to the next station eg our speed
ATC Lufthansa 123 report speed to Langen Radar frequency 127500
Pilot Lufthansa 123 will report speed to Langen Radar on frequency 127500
As always when we establish contact with a radar controller we have to report our current
altitude and if different the altitude we are cleared to ndash this is mandatory
Pilot Langen Radar Lufthansa 123 FL65 for FL70 speed 250 knots
ATC Lufthansa 123 Langen Radar identified climb FL230
Pilot Lufthansa 123 climbing FL230
235 Cruise
We are now cruising along on FL230 There are some situations we may face now but all of
them may appear in other flight phases as well
2351 Proceed Direct to
ATC could give us a short cut to a certain way point It can be part of our flight plan but
does not necessarily have to
ATC Lufthansa 123 proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 proceeding direct Dinkelsbuumlhel VOR
So now we proceed to that point from our present position If the waypoint is part of our
flight plan we follow our routing after that point
This is the same instruction but packed a little differently
ATC Lufthansa 123 after Konig NDB proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 after Konig NDB proceeding direct Dinkelsbuumlhel VOR
So we follow our routing as planned until we reach KNG and turn towards DKB afterwards
If you dont get the name of the way point you can ask the controller to spell it (please spell
the name)
ATC Lufthansa 123 proceed direct ANEKI Alpha November Echo Kilo India
Pilot Proceeding direct Alpha November Echo Kilo India Lufthansa 123
2352 Changes to Route
ATC can give us a different routing for a segment
ATC Lufthansa 123 proceed direct Wuumlrzburg VOR thereafter proceed direct BURAM
Pilot Lufthansa 123 proceeding direct Wuumlrzburg VOR thereafter direct BURAM
2353 Heading and Vectors
Sometimes its necessary to have us turn away from the planned route by using vectors
which are simple headings we need to follow
ATC Lufthansa 123 turn right heading 180
Pilot Lufthansa 123 turning right heading 180
We can of course do the whole turn in the other direction as well
If ATC is not sure in which direction we need to turn he can issue an instruction without a
direction ndash we then turn in the direction where we have to turn the least
ATC Lufthansa 123 fly heading 180
Pilot Lufthansa 123 fly heading 180
236 Approach and Descend
2361 Descend
Slowly but steady we get closer to our destination and want to start descending In case ATC
did not work ahead and issued a descend clearance early we can of course draw the
controllers attention to us and just ask for descend
Pilot Lufthansa 123 request descent or Lufthansa 123 ready for descent
ATC Lufthansa 123 descend FL 180
Pilot Lufthansa 123 descending FL 180
In order to control the descend ATC has a few tools that can be used
2362 Instructing a Rate
ATC can instruct you to descend with a certain vertical speed
ATC Lufthansa 123 descend FL 180 at 2000 feet per minute (or greaterless)
Pilot Lufthansa 123 descending FL 180 at 2000 feet per minute (or greaterless)
2363 Descend Restrictions
If the controller wants us to be at a certain altitude atbehindabeambefore a specified
waypoint he gives an instruction like the following
ATC Lufthansa 123 descend FL 180 to be levelled at BURAM
Pilot Lufthansa 123 descending FL 180 to be levelled at BURAM
This means that we have to descend in a manner to reach BURAM at FL 180 we could also
reach it earlier if we wanted The net phrase is a little more restricting as we now have to
reach FL 180 exactly at BURAM not earlier not later ndash exactly
ATC Lufthansa 123 descend to reach FL 180 at BURAM
Pilot Lufthansa 123 descending to reach FL 180 at BURAM
The defined restriction does not have to be bound to a waypoint
ATC Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Pilot Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Sometimes a controller needs us to reach an altitude somewhere abeam a certain point In
order to follow that instruction we first need to know where that waypoint is That usually
happens when ATC issues vectors This is used if the controller needs us on a specific
altitude at a certain point and we are not following a routing or flying directly to a later
waypoint
ATC Lufthansa 123 descend to reach FL 180 abeam RENLO
Pilot Lufthansa 123 descend FL 180 to reach level abeam RENLO
As you see its an advantage to have all charts ndash en-route charts too ndash at hand and ready If
you do not have en-route charts most FMCs available for FS offer the option to enter a
waypoint on the FIX page (or similar) and sometimes even offer to insert an ABEAM
POINT (eg PMDG 737 NG)
Another option is to delay the beginning of descend until ATC can either tell us a certain
point where we have to start our descend or give us an early descend with the option to start
it whenever we want ndash as long as we meet the restrictions ATC gives us So we can maintain
our cruising altitude as long as we want If you prefer to stay high longer and then just drop
out of the sky thats fine if you want to do a steady slow descend you can do that as well
ATC Lufthansa 123 when passing Dinkelsbuumlhel descend FL 180
ATC Lufthansa 123 when ready descend to reach FL 180 at BURAM
You can find more important information on the topic descend (planning tactics execution)
in the chapter OPERATION of Flight Training
2364 Holdings
We essentially come across two main types of holdings Published and unpublished or
unknown holdings
You wont be very surprised when I tell you that there are standardized phrases for the entry
and exit of holding patterns More information on holding patterns can be found in the
chapter BASICS of Flight Training
ATC Lufthansa 123 hold at ROKIL (as published)
Pilot Lufthansa 123 holding at ROKIL (as published)
Holding patterns are not unforeseeable so ATC often prepares pilots that there will be a
holding pattern Often this includes the clearance to reduce your speed ndash perhaps you can
avoid the holding this way
ATC Lufthansa 123 expect holding at ROKIL reduce speed at own discretion
Pilot Lufthansa 123 expecting hold over ROKIL reducing to minimum clean speed
As always ndash if ATC does not give us the approval to reduce speed we can just ask him But
dont do it on your own Another aircraft may be on the same level behind us
Pilot Lufthansa 123 may we reduce to minimum clean speed
ATC Lufthansa 123 reduce speed at own discretion
Pilot Lufthansa 123 reducing minimum clean
If a pilot does not know the holding he was instructed to join he has to ask for instructions
ATC will then provide the necessary information to the pilot The holding instruction will
look like this
Fix | inbound course | turn direction | leg timedistance
Pilot Lufthansa 123 request holding instructions
ATC Lufthansa 123 hold over ROKIL inbound track 128 right turns leg time 1 minute
237 Types of Approaches
Next we will establish contact with approach control This is a local control station - as we
learned earlier we have to include the ATIS designator during the initial call A good time to
listen to the ATIS is around your top of descend
Pilot Muumlnchen Arrival Lufthansa 123 FL 185 for FL 180 information Bravo
ATC Lufthansa 123 Muumlnchen Arrival identified Bravo is correct
2371 STAR
This is what a clearance onto a STAR looks like
ATC Lufthansa 123 cleared BURAM 1M arrival
Pilot Lufthansa 123 cleared BURAM 1M arrival
2372 Transition (without Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition
Pilot Lufthansa 123 cleared ROKIL 26 transition
An instruction like this allows us to follow the lateral path of the transition ATC coordinates
and instructs all changes in altitude But We have to follow the speed restrictions indicated
on the charts anyway as long as the controller does not lift them
ATC Lufthansa 123 cleared ROKIL 26 transition no speed restriction
Pilot Lufthansa 123 cleared ROKIL 26 transition no speed restrictio
2373 Transition (with Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition and profile
Pilot Lufthansa 123 cleared ROKIL 26 transition and profi
Now we may follow the lateral and the vertical part of the transition We can now descend to
the altitudes indicated in the charts on own discretion there will be no further instructions on
altitude changes Of course we have to follow the speed restrictions as well
2374 Cleared Direct Waypoint or via waypoints
Another very common way to get a transition clearance is the phrase Cleared direct waypoint
or Cleared via waypoints If you hear something like this you fly directly to the instructed
point and from this point on follow the lateral part of the transition If the controller gives
you two or more waypoints you follow them in the correct order and then join the rest of the
transition You ndash again ndash have to adhere to the speed restrictions (what a surprise) As
always there are exceptions from the rules which you can find in the latest charts and in the
AIP
We will now fly to the RNAV waypoint associated with Munich Airport The designation
follows a simple concept as is the same for many airports ldquoDrdquo for Germany then one letter
to identify the airport the point is associated with in this case an ldquoMrdquo In Zurich they are
named ldquoZHrdquo followed by three figures Usually the controller does not include the leading
letters in a clearance but only uses the figures and assumes the pilot knows which airport
they are approaching so the pilot can do the maths himself and figure out which letters he
must include
ATC Lufthansa 123 cleared direct waypoint 425
Pilot Lufthansa 123 cleared direct waypoint 425
ATC Lufthansa 123 cleared via waypoints 425 and 429
Pilot Lufthansa 123 cleared via waypoints 425 and 429
ATTENTION Some transitions do not include the clearance to turn onto final approach If
you reach the last point of the downwind you have to hold the last flown track As always
you will find the detailed information and exceptions on the appropriate charts
2375 Approach Types
The approach itself will be commenced by an ILS a non precision approach or a visual
approach The clearances used for ILS and non precision approaches are more or less the
same a visual approach has a slightly different systematic
2376 ILS Approach
ATC Lufthansa 123 cleared ILS approach runway 26R
Pilot Lufthansa 123 cleared ILS approach runway 26
This is the most common form It includes
All ATC speed restrictions are now cancelled
Clearance to intercept the localizer and glide slope
Descend to the published intercept altitude of the standard approach
If an ATC does not want the aircraft to change its altitude he can either clear the aircraft to
intercept the localizer only In this case you may not intercept the glide slope without further
clearance or leave your current altitude Another way of preventing an altitude change is to
tell the pilot to maintain a specific altitude until a certain point ATC may also give a new
speed restriction
ATC Lufthansa 123 cleared Localizer runway 26R
Pilot Lufthansa 123 cleared Localizer 26R
or
ATC Lufthansa 123 cleared ILS runway 26R maintain 6000ft until glide slope intercept
Pilot Lufthansa 123 cleared Localizer 26R maintain 6000ft until glide slope intercept
2377 NDB-DME Approach
ATC Lufthansa 123 cleared NDB-DME Approach runway 26R
Pilot Lufthansa 123 cleared NDB-DME approach runway 26R
2378 VOR-DME Approach
ATC Lufthansa 123 cleared VOR-DME Approach runway 26R
Pilot Lufthansa 123 cleared VOR-DME Approach runway 26R
2379 Localizer DME Approach
ATC Lufthansa 123 cleared Localizer-DME Approach runway 26R
Pilot Lufthansa 123 cleared Localizer-DME Approach runway 26R
23710 Visual Approach
Before you receive a clearance for a visual approach during which the pilot has to have the
airport in sight at all times ATC needs to verify that the pilot has the airport in sight After
that he will issue the clearance for the visual approach From this point on the pilot is
responsible for his heading altitude and speed
ATC Lufthansa 123 field is at your 3 orsquoclock position range 5 miles report in sight
Pilot Lufthansa 123 field in sight
ATC Lufthansa 123 cleared visual approach runway 26R
Pilot Lufthansa 123 cleared visual approach runway 26R
23711 Report Established
Basically you should not report when you are established on final approach but ATC can ask
you to report it He can make a difference between Localizer ILS final track (during a non
precision approach) or final approach (visual approaches)
ILS
ATC Lufthansa 123 report established on ILS 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established ILS 26R
Localizer
ATC Lufthansa 123 report established on localizer runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established localizer runway 26R
At that point I want to remind you that there is no such a thing as fully established It is a
bad habit that also caught up in the real world to change established ILS runway xx to fully
established But This word does not exist and it can not exist if you really think about it
logically You are either established ILS runway xx (on localizer and glide slope) or you are
established localizer runway xx (localizer only glide slope has not been reached yet)
You will find further information on that topic in chapter Flight training
Final track
ATC Lufthansa 123 report established on NDB-DME approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final track NDB-DME approach runway 26R
Final approach
ATC Lufthansa 123 report established on final approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final approach runway 26R
23712 Visual Separation
ATC is responsible for the correct separation in all flight phases To be able to go below the
specified minima there is for example the option of visual separation First ATC checks
whether the succeeding pilot has the preceding aircraft in sight and whether he is able to
separate himself If this is the case ATC gives the responsibility for separation the succeeding
pilot
ATC Lufthansa 123 traffic is an Airbus A320 on 10 miles final 26R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation from mentioned traffic
Pilot Lufthansa 123 affirmative
ATC Lufthansa 123 maintain visual separation from Airbus A320 on 8 miles final
contact Tower on 118700
Pilot Lufthansa 123 maintain visual separation from A320 contact Tower on 118700
238 Landing Clearance
By now we are established on our final approach time to get in touch with the aerodrome
controller in the tower During initial contact we report what type of approach we are
conducting and which runway we are approaching Any differences from this procedure can
be found in the airport information If traffic permits we will get our landing clearance right
away and if not ATC will say a short hello and give us an information on how many aircraft
will be using the runway before us
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower continue approach number 3
Pilot Lufthansa 123 number 3
or
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower wind 270 degrees 12 knots runway 26R cleared
to land
Pilot Lufthansa 123 runway 26R cleared to land
2381 Go Around
There are several possibilities why an approach should or must be aborted be it the weather
or a utility lying around on the runway The pilot can decide to go around or ATC can
instruct him to do so
Pilot Lufthansa 123 going around
ATC Lufthansa 123 follow missed approach as published contact Arrival on frequency
128020
Pilot Lufthansa 123 Missed Approach as published contact Arrival on 128020
or
ATC Lufthansa 123 go around I say again go around Maintain runway heading climb
altitude 5000 feet
Pilot Lufthansa 123 going around Maintain runway heading climb altitude 5000 feet
239 Taxi to Gate
After we vacated the runway we will be guided to the parking position using the exact same
tools we covered in chapter 3122
ATC Lufthansa 123 taxi to gate 250 via W2
Pilot Taxi to gate 250 via W2 Lufthansa 123
Important After the taxi instruction leading us to a parking position we have to keep
watching the frequency until we finally reached our parking position ndash but there are no
further calls like On Blocks request engine shut down The flight is over at this point we
made it
24 Specials
There are some situations that are not used every day but it is very useful to have heard of
them
241 Visual ClimbDescend
This method is sometimes used to provide a smooth climb and descend Similar to the visual
separation we covered earlier the pilot is instructed to maintain his own separation from the
preceding traffic in order to go below the minimum separation It is very important that the
planes are in VMC and visual contact is held throughout the whole manoeuvre
ATC Lufthansa 123 confirm VMC
Pilot Lufthansa 123 in VMC
ATC Lufthansa 123 traffic is a Boeing 737 12 orsquoclock position range 5 miles
2000 feet high report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation to the traffic for
the next 5 minutes
Pilot Lufthansa 123 affirmative
ATC to
the other
aircraft)
Air Berlin 456 traffic is an Airbus A320 at your 6 orsquoclock position range 5
miles 2000 feet below I will climb him through your level
Other
aircraft Roger Air Berlin 456
ATC Lufthansa 123 climb FL150 maintain visual separation from mentioned
traffic for the next 5 minutes
Pilot Lufthansa 123 climbing FL150 maintaining visual separation from Boeing
737 for the next 5 minutes
242 Emergency
During an emergency you either alert ATC by transponder (setting it to 7700) or if possible
make your distress call on the radio
Pilot Mayday Mayday Mayday Lufthansa 123 declaring emergency
There is no standard phraseology after that ndash ATC and pilot communicate in the way the
situation requires The most important thing is that the pilot tells the controller what his
problem is and what his intentions are Only then ATC can provide the best service possible
243 Urgency Messages
Should there be a problem aboard that does not qualify as an emergency (eg a single engine
failure in a B52) you should use the phrase Panpan
Pilot Pan-Pan Pan-Pan Pan-Pan Lufthansa 123 technical problem
3 COM MU NICA TIO N
The following document will be split up into two parts The first part includes the basics of
communication and the methods employed on the network to correctly communicate
between other members The second will focus on the phraseology and the how-to of
speaking correctly on the frequency
31 ATC
When communicating with ATC we must be aware of the controllers frequency Using your
pilot client you may find the controllers frequency and tune your radio to it Once on the
frequency you may wait for an opening and begin your transmission by pressing your Push to
Talk Key (PTT) To discuss things with the controller that do not pertain to the flight at hand
you may choose to private message himher using the appropriate method for your software
32 Pilots
Having discussions with pilots is normally done via private chat unless on unicom Please
read your software manual in order to learn how to use private mesages
33 Unicom
The frequency for UNICOM on the VATSIM network is always 122800 It is strictly for text
transmission and reception only On UNICOM pilots shall announce their intentions and
actions to make other pilots aware of their position There is no ATC on UNICOM and pilots
should co-ordinate in order to resolve potential conflicts Lately many pilots are using voice
on UNICOM by accessing a channel through FSX and or setting up one ndash usually
rwliveatcnet122800 Please note that while this is acceptable the official means of
communication remains on text as not everyone uses or is able to use voice
34 Private Messaging and Voice Channels
Private messages are individual conversations between one VATSIM user and another You
may set up a private voice channel through your pilot client which saves a lot of typing
and distractions when trying to pilot your aircraft (especially usefull in busy sectors) It is
usually an alternative to private messaging with another user and more than one user may
enter the private channel at the same time
35 Contact Mes
From time to time you will receive a message from a controller or a network Supervisor that
simply reads contact me on XXXXXXX or Hello my name is XXXX and I am a
VATSIM Supervisor please contact me by typing chat XX_SUP and hit enter then typing
hello (or something similar)
These are important contacts and are not to be taken lightlyTHEY REQUIRE A
RESPONSE ASAP and should not be ignored
If it is a controller it usually means you have entered or are about to enter his sector
From a Supervisor it means that they wish to a) assist you in some way b) verify that you are
online and at your computer c) they may be reacting to a complaint by someone if you have
inadvertently made some error d) checking on you as you sent a wallop
36 How to of Communication
The main purpose of this document is not to teach people how to speak we hope you know
this already We are also not trying to teach you how to fly That is also a requirement What
we are trying to achieve here is to teach you how to COMMUNICATE using voice while
flying an altogether different skill
When flying with voice every time you key the microphone you will be using up valuable
airtime If every time you transmit each instruction takes say 20 seconds That could mean
that you and your controller only get one command understood and acted upon every 50
seconds or so by which time other aircraft could have missed a vital instruction ie flown
through an ILS localizer or missed a landing clearance So the main purpose of the training is
to learn how to COMMUNICATE with the minimum of fuss and delay so that the ldquoread-
backsrdquo can be passed to the controller without taking up too much of this valuable airtime
The key is Communication and this means that both the Pilot and the ATCO communicate
their instructions and understandings to each other There is nothing more frustrating for an
ATCO than dealing with pilots who do not communicate sufficiently but who simply reply
with a Roger or (even worse) an ok or Will Do So what are the main basics of voice
flying Well there are many but some of the most important lessons you can learn are these
THINK BEFORE TALKING this sounds obvious but so many people do not do this keying
the microphone and stumbling and stuttering through an instruction which they have not
prepared at all
An example of RT messages often heard from pilots online is Annnndummmm Charlie
Delta ummmm Yankee 662 ummm heading ummm 230 ummm flight level ummm 210
Correction Thatacutes flight level ummm 200 sorry not flight level 210 my mistake Charlie
Delta Yankee 662 Over out
This would take around 20 seconds to say
Compare it with Iberia 845 heading 290 flight level 150 inbound Trosa
This takes 5 seconds to say and is MUCH clearer to the controller Whatacutes the difference
Simple -The pilot KNEW what to say before starting to speak
37 Hints and Tips
To give you a few pointers here is a list of Doacutes and Donacutets of common things that people get
wrong when they first try using voice
38 DO
Wait your turn The radio might be busy but that isnt a reason to cut into someone
elses conversation with a controller It just creates even more delays Also listen out
to make sure that the pilot before you reads back his clearance that the controller has
given him before you make you call Remember while you or a controller is
transmitting nobody else can get a message through
Know what you intend to transmit before starting to talk
Be patient just because the controller is not speaking on the radio does not mean he
isnt doing any work In fact much of the work of a controller is done off-air
involving co-ordination with other fellow controllers updating flight strips looking
up clearances or typing instructions all of which take time
Wait a few seconds after joining a frequency before you transmit so you donrsquot
transmit in the middle of a conversation
Readback ALL clearances and instructions
If you dont understand an instruction then ask the controller to say the instruction
again or to explain what it means Use a private message if you dont want to say it
on the air
In order to avoid problems understanding your transmissions please make sure that
you have correctly set up AVC using the auto microphone configure function Also
worth a note for both ATC and pilots Vatsim is a global organization and has many
members to whom English will not be their first language so please spare a special
thought for our foreign counterparts and speak clearly and slowly
If you are unable to comply with an instruction from ATC then tell them so that they
can plan something else for you before it causes a problem with other aircraft in the
vicinity
39 DO NOT
Readback the winds or use the phrase winds copied in reply to a take off or landing
clearance its not needed
Reply standing by to an instruction to standby No reply is necessary at all
The use of the word over is not required
Use (NEGATIVE)
Misunderstand the difference between Flight Levels and Altitudes
310 Read Backs
It is very important to read back certain instructions that ATC give to you so that they know
that you have understood what they have told you It its not necessary to read back absolutely
everything the following list shows some important information that should be readback
Taxi instructions
Levelclimbingdescending instructions
Heading instructions
Speed instructions
Airways or route clearances
Approach clearances
Runway-in-use
Clearance to enter land on take-off on backtrack cross or hold short of any active
runway
Transponder operating instructions
Altimeter settings
Frequency changes
Type of radar service
So please note that when you are given your clearance on the ground do not just reply
Roger read back the clearance fully so that ATC can spot if you have misheard or
misinterpreted something they have said eg FL100 is spoken as flight level one hundred
and FL120 is spoken as flight level one two zero Note the word hundred must not be used
for headings
Another phrase used with climbsdescents is when ready This places the responsibility on
the pilot for deciding when to initiate his climbdescent Eg BAW123 when ready descend
FL80 to be level by BNN here the controller has introduced another phrase to be level by
as well
This means exactly what is says commence your descent when you want but you must have
reached FL80 when you arrive at BNN note at BNN not 50nm before please
If on the other hand you do not understand what ATC is communicating to you then it is
equally important that this is properly communicated to ATC as well if it is a case that you
did not understand the instruction then ask ATC to repeat the instruction by using the words
Say Again as part of your read back If it is a case of you not being able to follow the
instruction given then use the words Unable as part of your read back followed by the
reason why you are not able to comply
311 Initial Contact
Many new pilots log on to the network parked at a gate but then expect ATC to start the
communication and when nothing happens they usually log of frustrated due to lack of
success
The Initial Contact on the Ground MUST at all times come from the Pilot and in the
following format SpeedBird 123 B737 at Gate E43 Request IFR Clearance to Paris Orly
This starts the communication flow between Pilot and ATC
Other often heard mistakes my new pilots are those who log on to the network do all the
pre-take off checks FMS flight programming and then suddenly start communications by
saying Transavia 430 Request Taxi or even worse Transavia 430 Ready for Take Off`rdquo
In both cases here the pilot has jumped a few steps of the proper communication procedure
Similarly when ATC hands you over to another controller then you as the pilot need to start
the communication process with the new controller
312 Common Phraseology
The following list contains most common phrases to be used in voice by both pilots and
controllers
313 WordPhrase
Acknowledge Let me know that you have received and understood this message
Affirm Yes
Approved Permission for proposed action granted
Break Indicates a seperation between messages
Break Break Indicates the seperation between messages transmitted to different
aircraft in a busy environment
Cancel Annul the previously transmitted clearance
Changing to I intend to call (unit) on (frequency)
Check Examine a system or procedure (Not to be used in any other context
No answer is normally expected
Cleard Authorised to proceed under the conditions specified
Climb Climb and maintain
Confirm I request verification of (clearance instruction action information)
Contact Establish communications with (your details have been passed)
Correction An error has been made in this transmission ( or message indicated)
The correct version is
Descend Descend and maintain
Disregard Ignore
Hold short
Stop before reaching the specified location (only used in limited
circumstances where no defined point exists eg where there is no
suitably located holding point or to reinforce a clearance limit
How do you read What is the readability of my transmission
I say again I repeat for clarity and emphasis
Maintain Continue in accordance with the condition(s) specified or in its literal
sense eg Maintain VFR
Monitor Listen out on frequency (pilots should listen in on freq and what for
ATC to initiate the call
Negative No Permission not granted That is not correct or not capable
Pass your message Proceed with your message
Read back Repeat all or the specified part of this message back to me exactly
as received
Report Pass requested information
Request I should like to know or wish to obtain
Roger
I have received all your last transmission (Under no circumstances
to be used in reply to a question requiring a direct answer in the
affirmative (affirm) or negative (negative) context
Say again Repeat all or the following part of your last transmission
Speak slower Reduce your rate of speech
Standby Wait and I will call you (Standby is not an approval or denial Pilots
are not required to read back Standing by
Unable I cannot comply with your request instruction or clearance (Unable
is normally followed by a reason)
Wilco I understand your message and will comply with it (abbreviation for
comply)
Words twice
As a request Communication is difficult Please send every word
twice (As information since communication is difficult every word
in this message will be sent twice
2 PHRA SEO LO GY TRAI NIN G MA NUAL
21 Introduction
In aviation people from many different countries get together This makes communication
between Air Traffic Control (ATC) and flight crews pretty difficult as many different
languages and knowledge of foreign languages collide To prevent misunderstandings and to
ensure safety in aviation it is very important to base all communication on standardized
phrases During the next chapters we shall cover and look at the phrases you might encounter
during different phases of your flight
22 Basics
Radio traffic for flights under Instrument Flight Rules (IFR) must be conducted in one of the
ICAO (International Civil Aviation Organization) officially approved languages These are
English French Spanish Russian Chinese and Arabic
For flights under Visual Flight Rules (VFR) the local language may also be used for
communications Deviations from these regulations may be found in the AIPrsquos
(Aeronautical Information Publication (AIP) of their respective countries since
there are simply too many special rules to address them all in this document
You should always pay attention to the fact that colloquial language is used In addition you
should not speak too fast but also not too slowly ndash a well-balanced speech tempo is
important This also counts to the volume and clearness of the pronunciation
221 Confirmations and Transmissions
Air-traffic controllers and pilots work together in a team and usually communicate using a
VHF radio device The air-traffic controller gives instructions and advices to the pilots The
crew must confirm these with a so-called read back to show to the air-traffic controller that
the instruction was understood and the air-traffic controller can correct possible mistakes A
read back is basically mandatory for everything that contains figures Exceptions are only
information about wind and weather They do not stand for instructions in the real sense
Instructions that are not repeated by the pilot do count as not transmitted
222 Radio Discipline
It is very important to maintain discipline in radio traffic especially in high traffic situations
where frequency time is short During phases of high traffic the restricted time for
transmitting is used efficiently The pilots must listen carefully to the radio to be able to
answer the instructions fast and dont miss an announcement In addition pilots and ATC
alike must avoid overlapping of radio messages If a pilot switches to a new frequency he
should first listen to the radio carefully He has to wait until a gap arises and all
communication strings with other pilots have been finished A communication string consists
of both an instruction AND a read-back
223 Communication is everything
Despite set phrases and many standardised procedures there are always situations in which
pilots are not sure what the air-traffic controller just meant It is essential that air-traffic
controller and pilot are talking about the same thing If anything is unclear an enquiry is
mandatory it is just the same as in all other areas of life Communication is everything
People talking to each other will usually get along very well This simple fact also applies to
pilots and ATC ndash on ground and in the air
224 Say Again
There are two magic words that are always a correct answer to an instruction Say again If
you want to be polite you can add the word please Please say again
A basic principle If the receiver did not understand the complete transmission clearly then
the only correct read back is always say again This is a global rule It is one of the most
important circuit breakers against misunderstandings and resulting incidents Please print and
frame this and nail it next to your PC or bed
225 NATOICAO Alphanumerical pronounciation
In Aviation all letters are designed via the NATOICAO alphabet You donrsquot call an A an A
but say Alpha
A Alpha AL fah B Bravo BRAH
VOH
C Charlie CHAR lee D Delta DELL tah
E Echo ECK oh F Foxtrot FOKS trot
G Golf GOLF H Hotel hoh TELL
I India IN dee ah J Juliet JEW lee
ETT
K Kilo KEY loh L Lima LEE mah
M Mike MIKE N November no VEM
ber
O Oscar OSS cah P Papa pah PAH
Q Quebec keh BECK R Romeo ROW me
oh
S Sierra see AIR rah T Tango TANG go
U Uniform YOU nee
form V Victor VIK tah
W Whiskey WISS key X Xray ECKS
RAY
Y Yankee YANG key Z Zulu ZOO loo
Numbers are generally pronounced in single digits for example Iberia 123 is not pronounced
as Iberia Hundred and twenty three but as Iberia one two three
We say generally as this applies in Europe however in the USA the opposite is the general
rule
The exception to this rule is that numbers which end on even Hundreds or Thousands are
pronounced as such for example 500 is not pronounced five zero zero but as five hundred
the same would apply to 5000 or 5500
Again numbers same as with letters are pronounced slightly differently to what we use in
normal communication
0 Zero ZEE-RO 1 One WUN
2 Two TOO 3 Three TREE
4 Four FOW-ER 5 Five FIFE
6 Six SIX 7 Seven SEV-EN
8 Eight AIT 9 Nine NIN-ER
226 Different Categories of Messages
Different categories of transmissions exist Since not everything a pilot or controller wants to
share is of the same importance a clearly structured order of priority has been set up which
needs to be adhered to at all times
1) Distress Messages
2) Urgency Messages
3) Messages relating to direction finding
4) Flight Safety Messages
5) Meteorological Messages
6) Flight Regularity Messages
7) State Telegrams
2261 Distress Messages
Distress Calls affect airplanes and their occupants which are in immediate danger and need
help ASAP To indicate an emergency situation the phrase Mayday shall be used
2262 Urgency Messages
Urgency Messages are transmissions related to aircraft safety They can be made for the
own or another aircraft using the phrase Pan-pan
2263 Messages relating to Direction
Messages relating to direction finding are messages for transmission of direction finding
values (what a surprise)
2264 Flight Safety Messages
Flight Safety Messages are the most common transmissions These are the transmissions
made during air traffic control an aircrafts position report or pilot reports that are important
for the flight
2265 Meteorological Messages
The name actually tells you everything ndash in this category of transmission someone passes on
weather information
2266 Flight Regularity Messages
This category covers all transmissions concerning maintenance changes in an aircrafts
operation schedule non-routine landings or similar They are transmitted either on the
frequencies of Flight Information Service or a different dedicated frequency in order to
prevent the distraction of ATC
2267 State Telegrams
A State Telegram is when a head of state or a proxy needs to send a message from an air
plane These transmissions are either done on the frequencies of Flight Information Service
or different dedicated frequency in order to prevent the distraction of ATC Obviously this is
a type of message that does not happen on VATSIM
227 Establishment of Radiotelephony Contact
The pilot always establishes initial radio contact He changes to a new frequency and has to
make an initial call If you are on the ground this initial call consists of the call sign of the
station youre trying to reach your own call sign and the position you are moving to Once
airborne you have to state your current altitude and if different the altitude you are cleared
to There is no need to report your position when airborne As you can see an initial call is
short and includes all necessary information You dont have to tell the controller your
heading shoe size or age ndash he just does not care about that kind of information
Pilot Palma Ground good morning Scandinavian 123 on taxiway Alpha
hellipand in the air
Pilot Marseilles Control Air France 123 FL125 for FL110
228 Call Sign
Each transmission has to include your own call sign in order to let the person at the other
end know who has just spoken or transmitted a message There is absolutely no exception to
this rule During an initial call the call sign of the called station is at the beginning followed
by the own call sign In later phases of flight the controller always puts our call sign at the
beginning followed by his instructions During your read-back you have two options either
you put your call sign at the beginning or in the end ndash there are two philosophies for this
On the one hand you have more time to think about what you actually want to say if you put
your call sign in the beginning
On the other hand a call sign at the end of a transmission indicated to other pilots on the
frequency that our transmission block with the controller is completed and that the frequency
is free for use by others at this time
As you see there are good arguments for both options ndash you have to find out on your own
which suits you more In all the following phraseology examples we will say our call sign at
the beginning
23 Flights under Instrument Flight Rules (IFR)
On the following pages we are going to cover an IFR flight from initial contact with ATC to
finally parking the aircraft at the destination airport looking at all possible phrases you might
encounter We will use a short domestic flight from Frankfurt to Munich as an example This
flight will be done as DLH123 Lufthansa 123 Our routing leads us via Dinkelsbuehl and the
airway T104 to the way-point BURAM at which point our STAR begins The route filed in
our flight plan should look like this
DKB5S DKB T104 BURAM BURAM1M
We know from the airport information sheet that departures to DKB should preferably use
runway 18 for departure so we file an SID from this runway and hope that ATC is not going
to make us change active runway Our cruising altitude for this flight will be FL210
For didactic matters you wont be able to redo this flight exactly as we show it here because
you will most probably not encounter the full load of different situations covered in the next
chapters Please also note that there is nothing polite in phraseology by the book No good
mornings no good byes We will not use any phrases like this in this document but you can
be sure that every ATC be it in the online or the real world appreciates any greetings
231 Departure
Before departure we filed our flight plan (see chapter Flight Planning) and all flight
preparations have been made We begin at gate A32 in Frankfurt
2311 At the Gate (ATIS)
First we check the ATIS (Automatic terminal Information Service) on the specific frequency
in this case 118025 The ATIS besides information on weather also includes the active
runways for departure and landing and other abnormal conditions To make each ATIS
unique it is designated with a letter connected to the specific message you listen to in our
case we heard Information Alpha
2312 At the Gate (Start-Up)
Before each IFR flight the pilot has to obtain the approval to start his engines the so called
start-up This does not mean that the pilot should or even had to start his engines
immediately It just means that ATC does not foresee departure delays of more than 20
minutes in reference to the planned departure time The actual act of starting the engines is
done in cooperation between the flight crew and the ground crew serving the aircraft
Important Pilots should always include the ATIS designator on initial contact with a local
ATC station In some reasons you will also have to include more details on your flight like
your aircraft type or the QNH
Pilot Frankfurt Delivery Lufthansa 123 information Alpha request start-up
ATC Lufthansa 123 Frankfurt Delivery Alpha is correct Start-up is approved
Pilot Start-up approved Lufthansa 123
2313 At the Gate (En Route Clearance)
A flight following instrumental flight rules (IFR) always needs a flight plan which must be
filed with air traffic control (see Flight Planning) Before departure this flight plan has to be
approved by the responsible ATC station Large airports have a dedicated station for this the
so-called Clearance Delivery On smaller airports this task may be done by the local Ground
or Tower controller
You will often get the En-Route Clearance together with the start-up approval so you should
be prepared to get your en-route clearance together with the start-up clearance without a
notice ndash Keyword Pen and Paper
An en-route clearance always has the same structure First you will be cleared to your
destination airport followed by the assigned departure route and sometimes the departure
runway (as long as this is not clearly defined by the departure route itself) Finally there will
be additional information given if the rest of the route is accepted and cleared according to
the flight plan or if there are any changes to the further routing Those changes can become
quite extensive thats why I want to give you ndash again - the advice to have a pen and paper
ready At the end of the clearance ATC assigns you a transponder code the so-called
Squawk which you have to enter into your transponder (this code makes ATCs Secondary
Surveillance Radar able to identify your flight and to correlate your target with your flight
plan)
After the pilots read back of the full clearance ATC will usually confirm that the read back
was correct and complete
Depending on the airport and country you will get your start-up approval right with the en-
route clearance
Pilot Frankfurt Delivery Lufthansa 123 request IFR-clearance to EDDM
ATC Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
Pilot Lufthansa 123 we are cleared to Muumlnchen via DKB5S departure flight
planned route squawk 2101
ATC Lufthansa 123 read back correct
Or with start-up
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
a) Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
b) Lufthansa 123 Frankfurt Delivery start-up approved cleared to Muumlnchen via
DKB5S departure flight planned route squawk 2101
Pilot
a) Lufthansa 123 we are cleared to Muumlnchen via DKB5S departure flight planned
route squawk 2101
b) Lufthansa 123 start-up approved cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
ATC
a) Lufthansa 123 read back correct start up approved
b) Lufthansa 123 read back correct
Pilot
a) Start up approved Lufthansa 123
b) -
2314 At the Gate (Vectored Departure)
Sometimes when a pilot does not know how to follow a standardized departure route ATC
will use Vectored Departures So what does that mean It just means that the pilot gets
specific instructions on what to do after take off The radar controller will make sure that the
pilot finds his routing later using vectors Proceed Direct SOMETHING or similar
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen when airborne maintain
runway track climb altitude 4000ft QNH 1019 contact Langen Radar on frequency
120050 squawk 2210
Pilot
Lufthansa 123 we are cleared to Muumlnchen when airborne maintain runway track
climb altitude 4000ft QNH 1019 contact Langen Radar on frequency 120050
squawk 2210
ATC Lufthansa 123 read back correct start up approved
Pilot Start up approved Lufthansa 123
2315 At the Gate (Detailed Departure Instruction)
ATC can should a pilot not know the SID also read the whole SID to the pilot Please make
sure you never need to get this service by reading your charts carefully
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
Lufthansa 123 cleared to Muumlnchen departure runway 18 when airborne
maintain runway heading climb altitude 4000ft QNH 1019 At 800 feet or 12
DME outbound RID VOR whichever is later turn left to KNG NDB
Maximum IAS 220 Knots Intercept QDR 103 KNG At AKONI turn right
intercept radial 310 DKB VOR to DKB Squawk 2210
Pilot
Lufthansa 123 we are cleared to Muumlnchen departure runway 18 when
airborne maintain runway heading climb altitude 4000ft QNH 1019 At 800
feet or 12 DME outbound RID VOR whichever is later turn left to KNG NDB
Maximum IAS 220 Knots Intercept QDR 103 KNG At AKONI turn right
intercept radial 310 DKB VOR to DKB Squawk 2210
ATC Lufthansa 123 read back correct start up approved
Pilot Start up approved Lufthansa 123
232 Push Back and Taxi
2321 Push-Back
If you are located at a gate from which you cannot simply taxi straight out from you need to
obtain approval for push-back from Ground Control
Pilot Frankfurt Apron Lufthansa 123 gate A32 request push-back
ATC Lufthansa 123 Frankfurt Apron push-back approved
Pilot Lufthansa 123 push-back approved
This push-back instruction can be extended to for example include a direction or the length
of the push-back
ATC Lufthansa 123 push-back approved facing east perform a long push into taxiway
Mike
ATC Lufthansa 123 push-back approved perform a u-turn into position A34
As there is a nearly endless pool of options for ground controllers there are not always
standard phrases ndash it is important that pilot and ATC do understand each other As in all
flight phases Communication is everything
If an instruction is not clear you simply ask Say again
2322 Taxi
After push-back or if you are parked at a position from which you can taxi straight out after
engine start you obviously have to get to the runway Designated taxiways lead you there
The task of Ground Control will be done by different stations depending on the airport and
Location of the aircraft at that airport In our example Frankfurt Apron is our first station the
Tower will take over later
Pilot Lufthansa 123 request taxi
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November
Pilot Lufthansa 123 taxiing to holding point runway 18 via Mike 1 and November
Now that we are moving ATC has even more possibilities to differ from such easy taxi
instructions as seen before He could for example let us stop before a certain taxiway which
we will cross
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November hold short
of November
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November hold short
of Quebec traffic will be a Cargo Lux Boeing 747 moving right to left
It is very important for a pilot to always know what happens around him Thats why he
should thoughtfully listen to radio chatter between ATC and other aircraft and of course keep
his eyes out Controllers often help by issuing traffic information
2323 Progressive Taxi
Should you not know your way around an airport or get lost there is the option to ask for
progressive taxi ATC will then advise the pilot where to go
If you get lost and cant solve the situation on your own you can demand this kind of help
from ATC This is always a better solution than strolling around on the apron just because
youre too proud to ask for help
Pilot Lufthansa 123 request progressive taxi
ATC Lufthansa 123 roger expect progressive taxi
ATC Lufthansa 123 turn left now
Pilot Turning left Lufthansa 123
ATC Lufthansa 123 the second taxiway to your right is November Follow
November to holding point runway 18
Pilot Will turn second taxiway to the right follow November to holding point runway
18 Lufthansa 123
2324 Conditional Clearances
ATC can attach further instructions to traffic information for example to let another aircraft
pass and taxi behind it It is very important that you have this traffic in sight if not you have
to inform the controller immediately
ATC Lufthansa 123 give way to an Air Berlin Boeing 737 moving from left to right on
taxiway November
Pilot Lufthansa 123 unable traffic not in sight
ATC Lufthansa 123 roger in this case hold short of November
ATC Lufthansa 123 give way to an Air Berlin Boeing 737 moving from left to right on
taxiway November
Pilot Lufthansa 123 will give way to Air Berlin Boeing 737 on November
233 Tower
When approaching the runway or latest when we reach the holding point Ground will hand
us off to the Tower controller who is responsible for all movements on the runways and
issues all clearances (landing and take off crossing a runway etc)
ATC Lufthansa 123 contact Tower on frequency 119900
Pilot Lufthansa 123 contacting Tower on frequency 119900
Depending on where we are and if we are ready for departure there are different possibilities
for the initial call on the tower frequency
Pilot Frankfurt Tower Lufthansa 123 approaching runway 18
Pilot Frankfurt Tower Lufthansa 123 at holding point runway 18 ready for departure
2331 Line Up and Conditional Clearance
The Tower Controller may only give landing and take-off clearances under certain
circumstances one of which being that the runway must be clear of all other traffic The
Tower Controller has some tools with which to separate traffic very effectively and to keep a
steady traffic flow They could have us line up on the runway and wait there
ATC Lufthansa 123 line up runway 18 and wait
Pilot Lufthansa 123 lining up runway 18 and waiting
They can also instruct us to line up behind another aircraft In that case they give us our
clearance to line up even if it would not have been our time They do not have to pray that
the frequency is clear when our actual time comes ndash that makes their work much more
effective
ATC Lufthansa 123 behind departing Boeing 737 line up runway 18 and wait behind
Pilot Lufthansa 123 behind departing Boeing 737 lining up runway 18 and waiting
behind
It is very important for us to properly identify the traffic that the tower controller indicated to
us and to keep it in sight at all times Should we not see the traffic the conditional clearance
is invalid ndash we have to immediately inform ATC who will then figure out another clearance
ATC Lufthansa 123 behind departing Boeing 737 line up runway 18 and wait behind
Pilot Lufthansa 123 negative traffic not in sight
Sometimes ATC ldquoshowsrdquo you the traffic and only gives you the clearance after you
confirmed visual contact
ATC Lufthansa 123 traffic is a Boeing 737 on short final runway 25R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 behind landing Boeing 737 line up runway 25R and wait behind
Pilot Lufthansa 123 behind landing Boeing 737 lining up runway 25R and waiting
behind
2332 Take off Clearance
Now that the runway is cleared we get our take-off clearance The structure and the
information given are always the same
ATC Lufthansa 123 wind 180 degrees 10 knots runway 18 cleared for take off
Pilot Lufthansa 123 runway 18 cleared for take off
You dont have to read back the wind information as this serves only as an information to the
pilot
234 Departure and Climb
At some airports we have to contact departure ourselves At other airports tower will give the
instruction to call departure with the known phraseology (Lufthansa 123 contact departure
on frequency hellip) Because we are airborne now our current altitude is to be considered in the
next initial-calls as well as the altitude that we are cleared for In this case the altitude were
cleared for is the initial climb altitude that can be found on the charts
Pilot Langen Radar Lufthansa 123 altitude 2000 feet climbing altitude 4000 feet
ATC Lufthansa 123 Langen Radar identified climb flight level 80
Pilot Lufthansa 123 climb flight level 80
The controller will identify us on the scope before he gives more instructions As soon as
radarcontact is established ATC will tells us that were bdquoIdentifiedldquo
There are several possibilities why an identification could fail Wrong transponder code
wrong setting of transponder code or a tranponder failure in our airplane The controller will
compair our reported altitude with the altitude indication on his scope If the altitudes match
the controller can separate us from other airplanes bdquoIdentifiedldquo doesnt need to be read back
The controller also could give the instruction to stop our climb before reaching the cleared
altitude
ATC Lufthansa 123 stop climb FL70
Pilot Lufthansa 123 stop climb FL70
Once we reach the border of a sector (either horizontally or vertically) the controller will
instruct us to contact the next station using the already known phraseology He could also tell
us to give further information to the next station eg our speed
ATC Lufthansa 123 report speed to Langen Radar frequency 127500
Pilot Lufthansa 123 will report speed to Langen Radar on frequency 127500
As always when we establish contact with a radar controller we have to report our current
altitude and if different the altitude we are cleared to ndash this is mandatory
Pilot Langen Radar Lufthansa 123 FL65 for FL70 speed 250 knots
ATC Lufthansa 123 Langen Radar identified climb FL230
Pilot Lufthansa 123 climbing FL230
235 Cruise
We are now cruising along on FL230 There are some situations we may face now but all of
them may appear in other flight phases as well
2351 Proceed Direct to
ATC could give us a short cut to a certain way point It can be part of our flight plan but
does not necessarily have to
ATC Lufthansa 123 proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 proceeding direct Dinkelsbuumlhel VOR
So now we proceed to that point from our present position If the waypoint is part of our
flight plan we follow our routing after that point
This is the same instruction but packed a little differently
ATC Lufthansa 123 after Konig NDB proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 after Konig NDB proceeding direct Dinkelsbuumlhel VOR
So we follow our routing as planned until we reach KNG and turn towards DKB afterwards
If you dont get the name of the way point you can ask the controller to spell it (please spell
the name)
ATC Lufthansa 123 proceed direct ANEKI Alpha November Echo Kilo India
Pilot Proceeding direct Alpha November Echo Kilo India Lufthansa 123
2352 Changes to Route
ATC can give us a different routing for a segment
ATC Lufthansa 123 proceed direct Wuumlrzburg VOR thereafter proceed direct BURAM
Pilot Lufthansa 123 proceeding direct Wuumlrzburg VOR thereafter direct BURAM
2353 Heading and Vectors
Sometimes its necessary to have us turn away from the planned route by using vectors
which are simple headings we need to follow
ATC Lufthansa 123 turn right heading 180
Pilot Lufthansa 123 turning right heading 180
We can of course do the whole turn in the other direction as well
If ATC is not sure in which direction we need to turn he can issue an instruction without a
direction ndash we then turn in the direction where we have to turn the least
ATC Lufthansa 123 fly heading 180
Pilot Lufthansa 123 fly heading 180
236 Approach and Descend
2361 Descend
Slowly but steady we get closer to our destination and want to start descending In case ATC
did not work ahead and issued a descend clearance early we can of course draw the
controllers attention to us and just ask for descend
Pilot Lufthansa 123 request descent or Lufthansa 123 ready for descent
ATC Lufthansa 123 descend FL 180
Pilot Lufthansa 123 descending FL 180
In order to control the descend ATC has a few tools that can be used
2362 Instructing a Rate
ATC can instruct you to descend with a certain vertical speed
ATC Lufthansa 123 descend FL 180 at 2000 feet per minute (or greaterless)
Pilot Lufthansa 123 descending FL 180 at 2000 feet per minute (or greaterless)
2363 Descend Restrictions
If the controller wants us to be at a certain altitude atbehindabeambefore a specified
waypoint he gives an instruction like the following
ATC Lufthansa 123 descend FL 180 to be levelled at BURAM
Pilot Lufthansa 123 descending FL 180 to be levelled at BURAM
This means that we have to descend in a manner to reach BURAM at FL 180 we could also
reach it earlier if we wanted The net phrase is a little more restricting as we now have to
reach FL 180 exactly at BURAM not earlier not later ndash exactly
ATC Lufthansa 123 descend to reach FL 180 at BURAM
Pilot Lufthansa 123 descending to reach FL 180 at BURAM
The defined restriction does not have to be bound to a waypoint
ATC Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Pilot Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Sometimes a controller needs us to reach an altitude somewhere abeam a certain point In
order to follow that instruction we first need to know where that waypoint is That usually
happens when ATC issues vectors This is used if the controller needs us on a specific
altitude at a certain point and we are not following a routing or flying directly to a later
waypoint
ATC Lufthansa 123 descend to reach FL 180 abeam RENLO
Pilot Lufthansa 123 descend FL 180 to reach level abeam RENLO
As you see its an advantage to have all charts ndash en-route charts too ndash at hand and ready If
you do not have en-route charts most FMCs available for FS offer the option to enter a
waypoint on the FIX page (or similar) and sometimes even offer to insert an ABEAM
POINT (eg PMDG 737 NG)
Another option is to delay the beginning of descend until ATC can either tell us a certain
point where we have to start our descend or give us an early descend with the option to start
it whenever we want ndash as long as we meet the restrictions ATC gives us So we can maintain
our cruising altitude as long as we want If you prefer to stay high longer and then just drop
out of the sky thats fine if you want to do a steady slow descend you can do that as well
ATC Lufthansa 123 when passing Dinkelsbuumlhel descend FL 180
ATC Lufthansa 123 when ready descend to reach FL 180 at BURAM
You can find more important information on the topic descend (planning tactics execution)
in the chapter OPERATION of Flight Training
2364 Holdings
We essentially come across two main types of holdings Published and unpublished or
unknown holdings
You wont be very surprised when I tell you that there are standardized phrases for the entry
and exit of holding patterns More information on holding patterns can be found in the
chapter BASICS of Flight Training
ATC Lufthansa 123 hold at ROKIL (as published)
Pilot Lufthansa 123 holding at ROKIL (as published)
Holding patterns are not unforeseeable so ATC often prepares pilots that there will be a
holding pattern Often this includes the clearance to reduce your speed ndash perhaps you can
avoid the holding this way
ATC Lufthansa 123 expect holding at ROKIL reduce speed at own discretion
Pilot Lufthansa 123 expecting hold over ROKIL reducing to minimum clean speed
As always ndash if ATC does not give us the approval to reduce speed we can just ask him But
dont do it on your own Another aircraft may be on the same level behind us
Pilot Lufthansa 123 may we reduce to minimum clean speed
ATC Lufthansa 123 reduce speed at own discretion
Pilot Lufthansa 123 reducing minimum clean
If a pilot does not know the holding he was instructed to join he has to ask for instructions
ATC will then provide the necessary information to the pilot The holding instruction will
look like this
Fix | inbound course | turn direction | leg timedistance
Pilot Lufthansa 123 request holding instructions
ATC Lufthansa 123 hold over ROKIL inbound track 128 right turns leg time 1 minute
237 Types of Approaches
Next we will establish contact with approach control This is a local control station - as we
learned earlier we have to include the ATIS designator during the initial call A good time to
listen to the ATIS is around your top of descend
Pilot Muumlnchen Arrival Lufthansa 123 FL 185 for FL 180 information Bravo
ATC Lufthansa 123 Muumlnchen Arrival identified Bravo is correct
2371 STAR
This is what a clearance onto a STAR looks like
ATC Lufthansa 123 cleared BURAM 1M arrival
Pilot Lufthansa 123 cleared BURAM 1M arrival
2372 Transition (without Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition
Pilot Lufthansa 123 cleared ROKIL 26 transition
An instruction like this allows us to follow the lateral path of the transition ATC coordinates
and instructs all changes in altitude But We have to follow the speed restrictions indicated
on the charts anyway as long as the controller does not lift them
ATC Lufthansa 123 cleared ROKIL 26 transition no speed restriction
Pilot Lufthansa 123 cleared ROKIL 26 transition no speed restrictio
2373 Transition (with Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition and profile
Pilot Lufthansa 123 cleared ROKIL 26 transition and profi
Now we may follow the lateral and the vertical part of the transition We can now descend to
the altitudes indicated in the charts on own discretion there will be no further instructions on
altitude changes Of course we have to follow the speed restrictions as well
2374 Cleared Direct Waypoint or via waypoints
Another very common way to get a transition clearance is the phrase Cleared direct waypoint
or Cleared via waypoints If you hear something like this you fly directly to the instructed
point and from this point on follow the lateral part of the transition If the controller gives
you two or more waypoints you follow them in the correct order and then join the rest of the
transition You ndash again ndash have to adhere to the speed restrictions (what a surprise) As
always there are exceptions from the rules which you can find in the latest charts and in the
AIP
We will now fly to the RNAV waypoint associated with Munich Airport The designation
follows a simple concept as is the same for many airports ldquoDrdquo for Germany then one letter
to identify the airport the point is associated with in this case an ldquoMrdquo In Zurich they are
named ldquoZHrdquo followed by three figures Usually the controller does not include the leading
letters in a clearance but only uses the figures and assumes the pilot knows which airport
they are approaching so the pilot can do the maths himself and figure out which letters he
must include
ATC Lufthansa 123 cleared direct waypoint 425
Pilot Lufthansa 123 cleared direct waypoint 425
ATC Lufthansa 123 cleared via waypoints 425 and 429
Pilot Lufthansa 123 cleared via waypoints 425 and 429
ATTENTION Some transitions do not include the clearance to turn onto final approach If
you reach the last point of the downwind you have to hold the last flown track As always
you will find the detailed information and exceptions on the appropriate charts
2375 Approach Types
The approach itself will be commenced by an ILS a non precision approach or a visual
approach The clearances used for ILS and non precision approaches are more or less the
same a visual approach has a slightly different systematic
2376 ILS Approach
ATC Lufthansa 123 cleared ILS approach runway 26R
Pilot Lufthansa 123 cleared ILS approach runway 26
This is the most common form It includes
All ATC speed restrictions are now cancelled
Clearance to intercept the localizer and glide slope
Descend to the published intercept altitude of the standard approach
If an ATC does not want the aircraft to change its altitude he can either clear the aircraft to
intercept the localizer only In this case you may not intercept the glide slope without further
clearance or leave your current altitude Another way of preventing an altitude change is to
tell the pilot to maintain a specific altitude until a certain point ATC may also give a new
speed restriction
ATC Lufthansa 123 cleared Localizer runway 26R
Pilot Lufthansa 123 cleared Localizer 26R
or
ATC Lufthansa 123 cleared ILS runway 26R maintain 6000ft until glide slope intercept
Pilot Lufthansa 123 cleared Localizer 26R maintain 6000ft until glide slope intercept
2377 NDB-DME Approach
ATC Lufthansa 123 cleared NDB-DME Approach runway 26R
Pilot Lufthansa 123 cleared NDB-DME approach runway 26R
2378 VOR-DME Approach
ATC Lufthansa 123 cleared VOR-DME Approach runway 26R
Pilot Lufthansa 123 cleared VOR-DME Approach runway 26R
2379 Localizer DME Approach
ATC Lufthansa 123 cleared Localizer-DME Approach runway 26R
Pilot Lufthansa 123 cleared Localizer-DME Approach runway 26R
23710 Visual Approach
Before you receive a clearance for a visual approach during which the pilot has to have the
airport in sight at all times ATC needs to verify that the pilot has the airport in sight After
that he will issue the clearance for the visual approach From this point on the pilot is
responsible for his heading altitude and speed
ATC Lufthansa 123 field is at your 3 orsquoclock position range 5 miles report in sight
Pilot Lufthansa 123 field in sight
ATC Lufthansa 123 cleared visual approach runway 26R
Pilot Lufthansa 123 cleared visual approach runway 26R
23711 Report Established
Basically you should not report when you are established on final approach but ATC can ask
you to report it He can make a difference between Localizer ILS final track (during a non
precision approach) or final approach (visual approaches)
ILS
ATC Lufthansa 123 report established on ILS 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established ILS 26R
Localizer
ATC Lufthansa 123 report established on localizer runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established localizer runway 26R
At that point I want to remind you that there is no such a thing as fully established It is a
bad habit that also caught up in the real world to change established ILS runway xx to fully
established But This word does not exist and it can not exist if you really think about it
logically You are either established ILS runway xx (on localizer and glide slope) or you are
established localizer runway xx (localizer only glide slope has not been reached yet)
You will find further information on that topic in chapter Flight training
Final track
ATC Lufthansa 123 report established on NDB-DME approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final track NDB-DME approach runway 26R
Final approach
ATC Lufthansa 123 report established on final approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final approach runway 26R
23712 Visual Separation
ATC is responsible for the correct separation in all flight phases To be able to go below the
specified minima there is for example the option of visual separation First ATC checks
whether the succeeding pilot has the preceding aircraft in sight and whether he is able to
separate himself If this is the case ATC gives the responsibility for separation the succeeding
pilot
ATC Lufthansa 123 traffic is an Airbus A320 on 10 miles final 26R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation from mentioned traffic
Pilot Lufthansa 123 affirmative
ATC Lufthansa 123 maintain visual separation from Airbus A320 on 8 miles final
contact Tower on 118700
Pilot Lufthansa 123 maintain visual separation from A320 contact Tower on 118700
238 Landing Clearance
By now we are established on our final approach time to get in touch with the aerodrome
controller in the tower During initial contact we report what type of approach we are
conducting and which runway we are approaching Any differences from this procedure can
be found in the airport information If traffic permits we will get our landing clearance right
away and if not ATC will say a short hello and give us an information on how many aircraft
will be using the runway before us
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower continue approach number 3
Pilot Lufthansa 123 number 3
or
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower wind 270 degrees 12 knots runway 26R cleared
to land
Pilot Lufthansa 123 runway 26R cleared to land
2381 Go Around
There are several possibilities why an approach should or must be aborted be it the weather
or a utility lying around on the runway The pilot can decide to go around or ATC can
instruct him to do so
Pilot Lufthansa 123 going around
ATC Lufthansa 123 follow missed approach as published contact Arrival on frequency
128020
Pilot Lufthansa 123 Missed Approach as published contact Arrival on 128020
or
ATC Lufthansa 123 go around I say again go around Maintain runway heading climb
altitude 5000 feet
Pilot Lufthansa 123 going around Maintain runway heading climb altitude 5000 feet
239 Taxi to Gate
After we vacated the runway we will be guided to the parking position using the exact same
tools we covered in chapter 3122
ATC Lufthansa 123 taxi to gate 250 via W2
Pilot Taxi to gate 250 via W2 Lufthansa 123
Important After the taxi instruction leading us to a parking position we have to keep
watching the frequency until we finally reached our parking position ndash but there are no
further calls like On Blocks request engine shut down The flight is over at this point we
made it
24 Specials
There are some situations that are not used every day but it is very useful to have heard of
them
241 Visual ClimbDescend
This method is sometimes used to provide a smooth climb and descend Similar to the visual
separation we covered earlier the pilot is instructed to maintain his own separation from the
preceding traffic in order to go below the minimum separation It is very important that the
planes are in VMC and visual contact is held throughout the whole manoeuvre
ATC Lufthansa 123 confirm VMC
Pilot Lufthansa 123 in VMC
ATC Lufthansa 123 traffic is a Boeing 737 12 orsquoclock position range 5 miles
2000 feet high report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation to the traffic for
the next 5 minutes
Pilot Lufthansa 123 affirmative
ATC to
the other
aircraft)
Air Berlin 456 traffic is an Airbus A320 at your 6 orsquoclock position range 5
miles 2000 feet below I will climb him through your level
Other
aircraft Roger Air Berlin 456
ATC Lufthansa 123 climb FL150 maintain visual separation from mentioned
traffic for the next 5 minutes
Pilot Lufthansa 123 climbing FL150 maintaining visual separation from Boeing
737 for the next 5 minutes
242 Emergency
During an emergency you either alert ATC by transponder (setting it to 7700) or if possible
make your distress call on the radio
Pilot Mayday Mayday Mayday Lufthansa 123 declaring emergency
There is no standard phraseology after that ndash ATC and pilot communicate in the way the
situation requires The most important thing is that the pilot tells the controller what his
problem is and what his intentions are Only then ATC can provide the best service possible
243 Urgency Messages
Should there be a problem aboard that does not qualify as an emergency (eg a single engine
failure in a B52) you should use the phrase Panpan
Pilot Pan-Pan Pan-Pan Pan-Pan Lufthansa 123 technical problem
3 COM MU NICA TIO N
The following document will be split up into two parts The first part includes the basics of
communication and the methods employed on the network to correctly communicate
between other members The second will focus on the phraseology and the how-to of
speaking correctly on the frequency
31 ATC
When communicating with ATC we must be aware of the controllers frequency Using your
pilot client you may find the controllers frequency and tune your radio to it Once on the
frequency you may wait for an opening and begin your transmission by pressing your Push to
Talk Key (PTT) To discuss things with the controller that do not pertain to the flight at hand
you may choose to private message himher using the appropriate method for your software
32 Pilots
Having discussions with pilots is normally done via private chat unless on unicom Please
read your software manual in order to learn how to use private mesages
33 Unicom
The frequency for UNICOM on the VATSIM network is always 122800 It is strictly for text
transmission and reception only On UNICOM pilots shall announce their intentions and
actions to make other pilots aware of their position There is no ATC on UNICOM and pilots
should co-ordinate in order to resolve potential conflicts Lately many pilots are using voice
on UNICOM by accessing a channel through FSX and or setting up one ndash usually
rwliveatcnet122800 Please note that while this is acceptable the official means of
communication remains on text as not everyone uses or is able to use voice
34 Private Messaging and Voice Channels
Private messages are individual conversations between one VATSIM user and another You
may set up a private voice channel through your pilot client which saves a lot of typing
and distractions when trying to pilot your aircraft (especially usefull in busy sectors) It is
usually an alternative to private messaging with another user and more than one user may
enter the private channel at the same time
35 Contact Mes
From time to time you will receive a message from a controller or a network Supervisor that
simply reads contact me on XXXXXXX or Hello my name is XXXX and I am a
VATSIM Supervisor please contact me by typing chat XX_SUP and hit enter then typing
hello (or something similar)
These are important contacts and are not to be taken lightlyTHEY REQUIRE A
RESPONSE ASAP and should not be ignored
If it is a controller it usually means you have entered or are about to enter his sector
From a Supervisor it means that they wish to a) assist you in some way b) verify that you are
online and at your computer c) they may be reacting to a complaint by someone if you have
inadvertently made some error d) checking on you as you sent a wallop
36 How to of Communication
The main purpose of this document is not to teach people how to speak we hope you know
this already We are also not trying to teach you how to fly That is also a requirement What
we are trying to achieve here is to teach you how to COMMUNICATE using voice while
flying an altogether different skill
When flying with voice every time you key the microphone you will be using up valuable
airtime If every time you transmit each instruction takes say 20 seconds That could mean
that you and your controller only get one command understood and acted upon every 50
seconds or so by which time other aircraft could have missed a vital instruction ie flown
through an ILS localizer or missed a landing clearance So the main purpose of the training is
to learn how to COMMUNICATE with the minimum of fuss and delay so that the ldquoread-
backsrdquo can be passed to the controller without taking up too much of this valuable airtime
The key is Communication and this means that both the Pilot and the ATCO communicate
their instructions and understandings to each other There is nothing more frustrating for an
ATCO than dealing with pilots who do not communicate sufficiently but who simply reply
with a Roger or (even worse) an ok or Will Do So what are the main basics of voice
flying Well there are many but some of the most important lessons you can learn are these
THINK BEFORE TALKING this sounds obvious but so many people do not do this keying
the microphone and stumbling and stuttering through an instruction which they have not
prepared at all
An example of RT messages often heard from pilots online is Annnndummmm Charlie
Delta ummmm Yankee 662 ummm heading ummm 230 ummm flight level ummm 210
Correction Thatacutes flight level ummm 200 sorry not flight level 210 my mistake Charlie
Delta Yankee 662 Over out
This would take around 20 seconds to say
Compare it with Iberia 845 heading 290 flight level 150 inbound Trosa
This takes 5 seconds to say and is MUCH clearer to the controller Whatacutes the difference
Simple -The pilot KNEW what to say before starting to speak
37 Hints and Tips
To give you a few pointers here is a list of Doacutes and Donacutets of common things that people get
wrong when they first try using voice
38 DO
Wait your turn The radio might be busy but that isnt a reason to cut into someone
elses conversation with a controller It just creates even more delays Also listen out
to make sure that the pilot before you reads back his clearance that the controller has
given him before you make you call Remember while you or a controller is
transmitting nobody else can get a message through
Know what you intend to transmit before starting to talk
Be patient just because the controller is not speaking on the radio does not mean he
isnt doing any work In fact much of the work of a controller is done off-air
involving co-ordination with other fellow controllers updating flight strips looking
up clearances or typing instructions all of which take time
Wait a few seconds after joining a frequency before you transmit so you donrsquot
transmit in the middle of a conversation
Readback ALL clearances and instructions
If you dont understand an instruction then ask the controller to say the instruction
again or to explain what it means Use a private message if you dont want to say it
on the air
In order to avoid problems understanding your transmissions please make sure that
you have correctly set up AVC using the auto microphone configure function Also
worth a note for both ATC and pilots Vatsim is a global organization and has many
members to whom English will not be their first language so please spare a special
thought for our foreign counterparts and speak clearly and slowly
If you are unable to comply with an instruction from ATC then tell them so that they
can plan something else for you before it causes a problem with other aircraft in the
vicinity
39 DO NOT
Readback the winds or use the phrase winds copied in reply to a take off or landing
clearance its not needed
Reply standing by to an instruction to standby No reply is necessary at all
The use of the word over is not required
Use (NEGATIVE)
Misunderstand the difference between Flight Levels and Altitudes
310 Read Backs
It is very important to read back certain instructions that ATC give to you so that they know
that you have understood what they have told you It its not necessary to read back absolutely
everything the following list shows some important information that should be readback
Taxi instructions
Levelclimbingdescending instructions
Heading instructions
Speed instructions
Airways or route clearances
Approach clearances
Runway-in-use
Clearance to enter land on take-off on backtrack cross or hold short of any active
runway
Transponder operating instructions
Altimeter settings
Frequency changes
Type of radar service
So please note that when you are given your clearance on the ground do not just reply
Roger read back the clearance fully so that ATC can spot if you have misheard or
misinterpreted something they have said eg FL100 is spoken as flight level one hundred
and FL120 is spoken as flight level one two zero Note the word hundred must not be used
for headings
Another phrase used with climbsdescents is when ready This places the responsibility on
the pilot for deciding when to initiate his climbdescent Eg BAW123 when ready descend
FL80 to be level by BNN here the controller has introduced another phrase to be level by
as well
This means exactly what is says commence your descent when you want but you must have
reached FL80 when you arrive at BNN note at BNN not 50nm before please
If on the other hand you do not understand what ATC is communicating to you then it is
equally important that this is properly communicated to ATC as well if it is a case that you
did not understand the instruction then ask ATC to repeat the instruction by using the words
Say Again as part of your read back If it is a case of you not being able to follow the
instruction given then use the words Unable as part of your read back followed by the
reason why you are not able to comply
311 Initial Contact
Many new pilots log on to the network parked at a gate but then expect ATC to start the
communication and when nothing happens they usually log of frustrated due to lack of
success
The Initial Contact on the Ground MUST at all times come from the Pilot and in the
following format SpeedBird 123 B737 at Gate E43 Request IFR Clearance to Paris Orly
This starts the communication flow between Pilot and ATC
Other often heard mistakes my new pilots are those who log on to the network do all the
pre-take off checks FMS flight programming and then suddenly start communications by
saying Transavia 430 Request Taxi or even worse Transavia 430 Ready for Take Off`rdquo
In both cases here the pilot has jumped a few steps of the proper communication procedure
Similarly when ATC hands you over to another controller then you as the pilot need to start
the communication process with the new controller
312 Common Phraseology
The following list contains most common phrases to be used in voice by both pilots and
controllers
313 WordPhrase
Acknowledge Let me know that you have received and understood this message
Affirm Yes
Approved Permission for proposed action granted
Break Indicates a seperation between messages
Break Break Indicates the seperation between messages transmitted to different
aircraft in a busy environment
Cancel Annul the previously transmitted clearance
Changing to I intend to call (unit) on (frequency)
Check Examine a system or procedure (Not to be used in any other context
No answer is normally expected
Cleard Authorised to proceed under the conditions specified
Climb Climb and maintain
Confirm I request verification of (clearance instruction action information)
Contact Establish communications with (your details have been passed)
Correction An error has been made in this transmission ( or message indicated)
The correct version is
Descend Descend and maintain
Disregard Ignore
Hold short
Stop before reaching the specified location (only used in limited
circumstances where no defined point exists eg where there is no
suitably located holding point or to reinforce a clearance limit
How do you read What is the readability of my transmission
I say again I repeat for clarity and emphasis
Maintain Continue in accordance with the condition(s) specified or in its literal
sense eg Maintain VFR
Monitor Listen out on frequency (pilots should listen in on freq and what for
ATC to initiate the call
Negative No Permission not granted That is not correct or not capable
Pass your message Proceed with your message
Read back Repeat all or the specified part of this message back to me exactly
as received
Report Pass requested information
Request I should like to know or wish to obtain
Roger
I have received all your last transmission (Under no circumstances
to be used in reply to a question requiring a direct answer in the
affirmative (affirm) or negative (negative) context
Say again Repeat all or the following part of your last transmission
Speak slower Reduce your rate of speech
Standby Wait and I will call you (Standby is not an approval or denial Pilots
are not required to read back Standing by
Unable I cannot comply with your request instruction or clearance (Unable
is normally followed by a reason)
Wilco I understand your message and will comply with it (abbreviation for
comply)
Words twice
As a request Communication is difficult Please send every word
twice (As information since communication is difficult every word
in this message will be sent twice
223 Communication is everything
Despite set phrases and many standardised procedures there are always situations in which
pilots are not sure what the air-traffic controller just meant It is essential that air-traffic
controller and pilot are talking about the same thing If anything is unclear an enquiry is
mandatory it is just the same as in all other areas of life Communication is everything
People talking to each other will usually get along very well This simple fact also applies to
pilots and ATC ndash on ground and in the air
224 Say Again
There are two magic words that are always a correct answer to an instruction Say again If
you want to be polite you can add the word please Please say again
A basic principle If the receiver did not understand the complete transmission clearly then
the only correct read back is always say again This is a global rule It is one of the most
important circuit breakers against misunderstandings and resulting incidents Please print and
frame this and nail it next to your PC or bed
225 NATOICAO Alphanumerical pronounciation
In Aviation all letters are designed via the NATOICAO alphabet You donrsquot call an A an A
but say Alpha
A Alpha AL fah B Bravo BRAH
VOH
C Charlie CHAR lee D Delta DELL tah
E Echo ECK oh F Foxtrot FOKS trot
G Golf GOLF H Hotel hoh TELL
I India IN dee ah J Juliet JEW lee
ETT
K Kilo KEY loh L Lima LEE mah
M Mike MIKE N November no VEM
ber
O Oscar OSS cah P Papa pah PAH
Q Quebec keh BECK R Romeo ROW me
oh
S Sierra see AIR rah T Tango TANG go
U Uniform YOU nee
form V Victor VIK tah
W Whiskey WISS key X Xray ECKS
RAY
Y Yankee YANG key Z Zulu ZOO loo
Numbers are generally pronounced in single digits for example Iberia 123 is not pronounced
as Iberia Hundred and twenty three but as Iberia one two three
We say generally as this applies in Europe however in the USA the opposite is the general
rule
The exception to this rule is that numbers which end on even Hundreds or Thousands are
pronounced as such for example 500 is not pronounced five zero zero but as five hundred
the same would apply to 5000 or 5500
Again numbers same as with letters are pronounced slightly differently to what we use in
normal communication
0 Zero ZEE-RO 1 One WUN
2 Two TOO 3 Three TREE
4 Four FOW-ER 5 Five FIFE
6 Six SIX 7 Seven SEV-EN
8 Eight AIT 9 Nine NIN-ER
226 Different Categories of Messages
Different categories of transmissions exist Since not everything a pilot or controller wants to
share is of the same importance a clearly structured order of priority has been set up which
needs to be adhered to at all times
1) Distress Messages
2) Urgency Messages
3) Messages relating to direction finding
4) Flight Safety Messages
5) Meteorological Messages
6) Flight Regularity Messages
7) State Telegrams
2261 Distress Messages
Distress Calls affect airplanes and their occupants which are in immediate danger and need
help ASAP To indicate an emergency situation the phrase Mayday shall be used
2262 Urgency Messages
Urgency Messages are transmissions related to aircraft safety They can be made for the
own or another aircraft using the phrase Pan-pan
2263 Messages relating to Direction
Messages relating to direction finding are messages for transmission of direction finding
values (what a surprise)
2264 Flight Safety Messages
Flight Safety Messages are the most common transmissions These are the transmissions
made during air traffic control an aircrafts position report or pilot reports that are important
for the flight
2265 Meteorological Messages
The name actually tells you everything ndash in this category of transmission someone passes on
weather information
2266 Flight Regularity Messages
This category covers all transmissions concerning maintenance changes in an aircrafts
operation schedule non-routine landings or similar They are transmitted either on the
frequencies of Flight Information Service or a different dedicated frequency in order to
prevent the distraction of ATC
2267 State Telegrams
A State Telegram is when a head of state or a proxy needs to send a message from an air
plane These transmissions are either done on the frequencies of Flight Information Service
or different dedicated frequency in order to prevent the distraction of ATC Obviously this is
a type of message that does not happen on VATSIM
227 Establishment of Radiotelephony Contact
The pilot always establishes initial radio contact He changes to a new frequency and has to
make an initial call If you are on the ground this initial call consists of the call sign of the
station youre trying to reach your own call sign and the position you are moving to Once
airborne you have to state your current altitude and if different the altitude you are cleared
to There is no need to report your position when airborne As you can see an initial call is
short and includes all necessary information You dont have to tell the controller your
heading shoe size or age ndash he just does not care about that kind of information
Pilot Palma Ground good morning Scandinavian 123 on taxiway Alpha
hellipand in the air
Pilot Marseilles Control Air France 123 FL125 for FL110
228 Call Sign
Each transmission has to include your own call sign in order to let the person at the other
end know who has just spoken or transmitted a message There is absolutely no exception to
this rule During an initial call the call sign of the called station is at the beginning followed
by the own call sign In later phases of flight the controller always puts our call sign at the
beginning followed by his instructions During your read-back you have two options either
you put your call sign at the beginning or in the end ndash there are two philosophies for this
On the one hand you have more time to think about what you actually want to say if you put
your call sign in the beginning
On the other hand a call sign at the end of a transmission indicated to other pilots on the
frequency that our transmission block with the controller is completed and that the frequency
is free for use by others at this time
As you see there are good arguments for both options ndash you have to find out on your own
which suits you more In all the following phraseology examples we will say our call sign at
the beginning
23 Flights under Instrument Flight Rules (IFR)
On the following pages we are going to cover an IFR flight from initial contact with ATC to
finally parking the aircraft at the destination airport looking at all possible phrases you might
encounter We will use a short domestic flight from Frankfurt to Munich as an example This
flight will be done as DLH123 Lufthansa 123 Our routing leads us via Dinkelsbuehl and the
airway T104 to the way-point BURAM at which point our STAR begins The route filed in
our flight plan should look like this
DKB5S DKB T104 BURAM BURAM1M
We know from the airport information sheet that departures to DKB should preferably use
runway 18 for departure so we file an SID from this runway and hope that ATC is not going
to make us change active runway Our cruising altitude for this flight will be FL210
For didactic matters you wont be able to redo this flight exactly as we show it here because
you will most probably not encounter the full load of different situations covered in the next
chapters Please also note that there is nothing polite in phraseology by the book No good
mornings no good byes We will not use any phrases like this in this document but you can
be sure that every ATC be it in the online or the real world appreciates any greetings
231 Departure
Before departure we filed our flight plan (see chapter Flight Planning) and all flight
preparations have been made We begin at gate A32 in Frankfurt
2311 At the Gate (ATIS)
First we check the ATIS (Automatic terminal Information Service) on the specific frequency
in this case 118025 The ATIS besides information on weather also includes the active
runways for departure and landing and other abnormal conditions To make each ATIS
unique it is designated with a letter connected to the specific message you listen to in our
case we heard Information Alpha
2312 At the Gate (Start-Up)
Before each IFR flight the pilot has to obtain the approval to start his engines the so called
start-up This does not mean that the pilot should or even had to start his engines
immediately It just means that ATC does not foresee departure delays of more than 20
minutes in reference to the planned departure time The actual act of starting the engines is
done in cooperation between the flight crew and the ground crew serving the aircraft
Important Pilots should always include the ATIS designator on initial contact with a local
ATC station In some reasons you will also have to include more details on your flight like
your aircraft type or the QNH
Pilot Frankfurt Delivery Lufthansa 123 information Alpha request start-up
ATC Lufthansa 123 Frankfurt Delivery Alpha is correct Start-up is approved
Pilot Start-up approved Lufthansa 123
2313 At the Gate (En Route Clearance)
A flight following instrumental flight rules (IFR) always needs a flight plan which must be
filed with air traffic control (see Flight Planning) Before departure this flight plan has to be
approved by the responsible ATC station Large airports have a dedicated station for this the
so-called Clearance Delivery On smaller airports this task may be done by the local Ground
or Tower controller
You will often get the En-Route Clearance together with the start-up approval so you should
be prepared to get your en-route clearance together with the start-up clearance without a
notice ndash Keyword Pen and Paper
An en-route clearance always has the same structure First you will be cleared to your
destination airport followed by the assigned departure route and sometimes the departure
runway (as long as this is not clearly defined by the departure route itself) Finally there will
be additional information given if the rest of the route is accepted and cleared according to
the flight plan or if there are any changes to the further routing Those changes can become
quite extensive thats why I want to give you ndash again - the advice to have a pen and paper
ready At the end of the clearance ATC assigns you a transponder code the so-called
Squawk which you have to enter into your transponder (this code makes ATCs Secondary
Surveillance Radar able to identify your flight and to correlate your target with your flight
plan)
After the pilots read back of the full clearance ATC will usually confirm that the read back
was correct and complete
Depending on the airport and country you will get your start-up approval right with the en-
route clearance
Pilot Frankfurt Delivery Lufthansa 123 request IFR-clearance to EDDM
ATC Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
Pilot Lufthansa 123 we are cleared to Muumlnchen via DKB5S departure flight
planned route squawk 2101
ATC Lufthansa 123 read back correct
Or with start-up
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
a) Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
b) Lufthansa 123 Frankfurt Delivery start-up approved cleared to Muumlnchen via
DKB5S departure flight planned route squawk 2101
Pilot
a) Lufthansa 123 we are cleared to Muumlnchen via DKB5S departure flight planned
route squawk 2101
b) Lufthansa 123 start-up approved cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
ATC
a) Lufthansa 123 read back correct start up approved
b) Lufthansa 123 read back correct
Pilot
a) Start up approved Lufthansa 123
b) -
2314 At the Gate (Vectored Departure)
Sometimes when a pilot does not know how to follow a standardized departure route ATC
will use Vectored Departures So what does that mean It just means that the pilot gets
specific instructions on what to do after take off The radar controller will make sure that the
pilot finds his routing later using vectors Proceed Direct SOMETHING or similar
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen when airborne maintain
runway track climb altitude 4000ft QNH 1019 contact Langen Radar on frequency
120050 squawk 2210
Pilot
Lufthansa 123 we are cleared to Muumlnchen when airborne maintain runway track
climb altitude 4000ft QNH 1019 contact Langen Radar on frequency 120050
squawk 2210
ATC Lufthansa 123 read back correct start up approved
Pilot Start up approved Lufthansa 123
2315 At the Gate (Detailed Departure Instruction)
ATC can should a pilot not know the SID also read the whole SID to the pilot Please make
sure you never need to get this service by reading your charts carefully
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
Lufthansa 123 cleared to Muumlnchen departure runway 18 when airborne
maintain runway heading climb altitude 4000ft QNH 1019 At 800 feet or 12
DME outbound RID VOR whichever is later turn left to KNG NDB
Maximum IAS 220 Knots Intercept QDR 103 KNG At AKONI turn right
intercept radial 310 DKB VOR to DKB Squawk 2210
Pilot
Lufthansa 123 we are cleared to Muumlnchen departure runway 18 when
airborne maintain runway heading climb altitude 4000ft QNH 1019 At 800
feet or 12 DME outbound RID VOR whichever is later turn left to KNG NDB
Maximum IAS 220 Knots Intercept QDR 103 KNG At AKONI turn right
intercept radial 310 DKB VOR to DKB Squawk 2210
ATC Lufthansa 123 read back correct start up approved
Pilot Start up approved Lufthansa 123
232 Push Back and Taxi
2321 Push-Back
If you are located at a gate from which you cannot simply taxi straight out from you need to
obtain approval for push-back from Ground Control
Pilot Frankfurt Apron Lufthansa 123 gate A32 request push-back
ATC Lufthansa 123 Frankfurt Apron push-back approved
Pilot Lufthansa 123 push-back approved
This push-back instruction can be extended to for example include a direction or the length
of the push-back
ATC Lufthansa 123 push-back approved facing east perform a long push into taxiway
Mike
ATC Lufthansa 123 push-back approved perform a u-turn into position A34
As there is a nearly endless pool of options for ground controllers there are not always
standard phrases ndash it is important that pilot and ATC do understand each other As in all
flight phases Communication is everything
If an instruction is not clear you simply ask Say again
2322 Taxi
After push-back or if you are parked at a position from which you can taxi straight out after
engine start you obviously have to get to the runway Designated taxiways lead you there
The task of Ground Control will be done by different stations depending on the airport and
Location of the aircraft at that airport In our example Frankfurt Apron is our first station the
Tower will take over later
Pilot Lufthansa 123 request taxi
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November
Pilot Lufthansa 123 taxiing to holding point runway 18 via Mike 1 and November
Now that we are moving ATC has even more possibilities to differ from such easy taxi
instructions as seen before He could for example let us stop before a certain taxiway which
we will cross
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November hold short
of November
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November hold short
of Quebec traffic will be a Cargo Lux Boeing 747 moving right to left
It is very important for a pilot to always know what happens around him Thats why he
should thoughtfully listen to radio chatter between ATC and other aircraft and of course keep
his eyes out Controllers often help by issuing traffic information
2323 Progressive Taxi
Should you not know your way around an airport or get lost there is the option to ask for
progressive taxi ATC will then advise the pilot where to go
If you get lost and cant solve the situation on your own you can demand this kind of help
from ATC This is always a better solution than strolling around on the apron just because
youre too proud to ask for help
Pilot Lufthansa 123 request progressive taxi
ATC Lufthansa 123 roger expect progressive taxi
ATC Lufthansa 123 turn left now
Pilot Turning left Lufthansa 123
ATC Lufthansa 123 the second taxiway to your right is November Follow
November to holding point runway 18
Pilot Will turn second taxiway to the right follow November to holding point runway
18 Lufthansa 123
2324 Conditional Clearances
ATC can attach further instructions to traffic information for example to let another aircraft
pass and taxi behind it It is very important that you have this traffic in sight if not you have
to inform the controller immediately
ATC Lufthansa 123 give way to an Air Berlin Boeing 737 moving from left to right on
taxiway November
Pilot Lufthansa 123 unable traffic not in sight
ATC Lufthansa 123 roger in this case hold short of November
ATC Lufthansa 123 give way to an Air Berlin Boeing 737 moving from left to right on
taxiway November
Pilot Lufthansa 123 will give way to Air Berlin Boeing 737 on November
233 Tower
When approaching the runway or latest when we reach the holding point Ground will hand
us off to the Tower controller who is responsible for all movements on the runways and
issues all clearances (landing and take off crossing a runway etc)
ATC Lufthansa 123 contact Tower on frequency 119900
Pilot Lufthansa 123 contacting Tower on frequency 119900
Depending on where we are and if we are ready for departure there are different possibilities
for the initial call on the tower frequency
Pilot Frankfurt Tower Lufthansa 123 approaching runway 18
Pilot Frankfurt Tower Lufthansa 123 at holding point runway 18 ready for departure
2331 Line Up and Conditional Clearance
The Tower Controller may only give landing and take-off clearances under certain
circumstances one of which being that the runway must be clear of all other traffic The
Tower Controller has some tools with which to separate traffic very effectively and to keep a
steady traffic flow They could have us line up on the runway and wait there
ATC Lufthansa 123 line up runway 18 and wait
Pilot Lufthansa 123 lining up runway 18 and waiting
They can also instruct us to line up behind another aircraft In that case they give us our
clearance to line up even if it would not have been our time They do not have to pray that
the frequency is clear when our actual time comes ndash that makes their work much more
effective
ATC Lufthansa 123 behind departing Boeing 737 line up runway 18 and wait behind
Pilot Lufthansa 123 behind departing Boeing 737 lining up runway 18 and waiting
behind
It is very important for us to properly identify the traffic that the tower controller indicated to
us and to keep it in sight at all times Should we not see the traffic the conditional clearance
is invalid ndash we have to immediately inform ATC who will then figure out another clearance
ATC Lufthansa 123 behind departing Boeing 737 line up runway 18 and wait behind
Pilot Lufthansa 123 negative traffic not in sight
Sometimes ATC ldquoshowsrdquo you the traffic and only gives you the clearance after you
confirmed visual contact
ATC Lufthansa 123 traffic is a Boeing 737 on short final runway 25R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 behind landing Boeing 737 line up runway 25R and wait behind
Pilot Lufthansa 123 behind landing Boeing 737 lining up runway 25R and waiting
behind
2332 Take off Clearance
Now that the runway is cleared we get our take-off clearance The structure and the
information given are always the same
ATC Lufthansa 123 wind 180 degrees 10 knots runway 18 cleared for take off
Pilot Lufthansa 123 runway 18 cleared for take off
You dont have to read back the wind information as this serves only as an information to the
pilot
234 Departure and Climb
At some airports we have to contact departure ourselves At other airports tower will give the
instruction to call departure with the known phraseology (Lufthansa 123 contact departure
on frequency hellip) Because we are airborne now our current altitude is to be considered in the
next initial-calls as well as the altitude that we are cleared for In this case the altitude were
cleared for is the initial climb altitude that can be found on the charts
Pilot Langen Radar Lufthansa 123 altitude 2000 feet climbing altitude 4000 feet
ATC Lufthansa 123 Langen Radar identified climb flight level 80
Pilot Lufthansa 123 climb flight level 80
The controller will identify us on the scope before he gives more instructions As soon as
radarcontact is established ATC will tells us that were bdquoIdentifiedldquo
There are several possibilities why an identification could fail Wrong transponder code
wrong setting of transponder code or a tranponder failure in our airplane The controller will
compair our reported altitude with the altitude indication on his scope If the altitudes match
the controller can separate us from other airplanes bdquoIdentifiedldquo doesnt need to be read back
The controller also could give the instruction to stop our climb before reaching the cleared
altitude
ATC Lufthansa 123 stop climb FL70
Pilot Lufthansa 123 stop climb FL70
Once we reach the border of a sector (either horizontally or vertically) the controller will
instruct us to contact the next station using the already known phraseology He could also tell
us to give further information to the next station eg our speed
ATC Lufthansa 123 report speed to Langen Radar frequency 127500
Pilot Lufthansa 123 will report speed to Langen Radar on frequency 127500
As always when we establish contact with a radar controller we have to report our current
altitude and if different the altitude we are cleared to ndash this is mandatory
Pilot Langen Radar Lufthansa 123 FL65 for FL70 speed 250 knots
ATC Lufthansa 123 Langen Radar identified climb FL230
Pilot Lufthansa 123 climbing FL230
235 Cruise
We are now cruising along on FL230 There are some situations we may face now but all of
them may appear in other flight phases as well
2351 Proceed Direct to
ATC could give us a short cut to a certain way point It can be part of our flight plan but
does not necessarily have to
ATC Lufthansa 123 proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 proceeding direct Dinkelsbuumlhel VOR
So now we proceed to that point from our present position If the waypoint is part of our
flight plan we follow our routing after that point
This is the same instruction but packed a little differently
ATC Lufthansa 123 after Konig NDB proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 after Konig NDB proceeding direct Dinkelsbuumlhel VOR
So we follow our routing as planned until we reach KNG and turn towards DKB afterwards
If you dont get the name of the way point you can ask the controller to spell it (please spell
the name)
ATC Lufthansa 123 proceed direct ANEKI Alpha November Echo Kilo India
Pilot Proceeding direct Alpha November Echo Kilo India Lufthansa 123
2352 Changes to Route
ATC can give us a different routing for a segment
ATC Lufthansa 123 proceed direct Wuumlrzburg VOR thereafter proceed direct BURAM
Pilot Lufthansa 123 proceeding direct Wuumlrzburg VOR thereafter direct BURAM
2353 Heading and Vectors
Sometimes its necessary to have us turn away from the planned route by using vectors
which are simple headings we need to follow
ATC Lufthansa 123 turn right heading 180
Pilot Lufthansa 123 turning right heading 180
We can of course do the whole turn in the other direction as well
If ATC is not sure in which direction we need to turn he can issue an instruction without a
direction ndash we then turn in the direction where we have to turn the least
ATC Lufthansa 123 fly heading 180
Pilot Lufthansa 123 fly heading 180
236 Approach and Descend
2361 Descend
Slowly but steady we get closer to our destination and want to start descending In case ATC
did not work ahead and issued a descend clearance early we can of course draw the
controllers attention to us and just ask for descend
Pilot Lufthansa 123 request descent or Lufthansa 123 ready for descent
ATC Lufthansa 123 descend FL 180
Pilot Lufthansa 123 descending FL 180
In order to control the descend ATC has a few tools that can be used
2362 Instructing a Rate
ATC can instruct you to descend with a certain vertical speed
ATC Lufthansa 123 descend FL 180 at 2000 feet per minute (or greaterless)
Pilot Lufthansa 123 descending FL 180 at 2000 feet per minute (or greaterless)
2363 Descend Restrictions
If the controller wants us to be at a certain altitude atbehindabeambefore a specified
waypoint he gives an instruction like the following
ATC Lufthansa 123 descend FL 180 to be levelled at BURAM
Pilot Lufthansa 123 descending FL 180 to be levelled at BURAM
This means that we have to descend in a manner to reach BURAM at FL 180 we could also
reach it earlier if we wanted The net phrase is a little more restricting as we now have to
reach FL 180 exactly at BURAM not earlier not later ndash exactly
ATC Lufthansa 123 descend to reach FL 180 at BURAM
Pilot Lufthansa 123 descending to reach FL 180 at BURAM
The defined restriction does not have to be bound to a waypoint
ATC Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Pilot Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Sometimes a controller needs us to reach an altitude somewhere abeam a certain point In
order to follow that instruction we first need to know where that waypoint is That usually
happens when ATC issues vectors This is used if the controller needs us on a specific
altitude at a certain point and we are not following a routing or flying directly to a later
waypoint
ATC Lufthansa 123 descend to reach FL 180 abeam RENLO
Pilot Lufthansa 123 descend FL 180 to reach level abeam RENLO
As you see its an advantage to have all charts ndash en-route charts too ndash at hand and ready If
you do not have en-route charts most FMCs available for FS offer the option to enter a
waypoint on the FIX page (or similar) and sometimes even offer to insert an ABEAM
POINT (eg PMDG 737 NG)
Another option is to delay the beginning of descend until ATC can either tell us a certain
point where we have to start our descend or give us an early descend with the option to start
it whenever we want ndash as long as we meet the restrictions ATC gives us So we can maintain
our cruising altitude as long as we want If you prefer to stay high longer and then just drop
out of the sky thats fine if you want to do a steady slow descend you can do that as well
ATC Lufthansa 123 when passing Dinkelsbuumlhel descend FL 180
ATC Lufthansa 123 when ready descend to reach FL 180 at BURAM
You can find more important information on the topic descend (planning tactics execution)
in the chapter OPERATION of Flight Training
2364 Holdings
We essentially come across two main types of holdings Published and unpublished or
unknown holdings
You wont be very surprised when I tell you that there are standardized phrases for the entry
and exit of holding patterns More information on holding patterns can be found in the
chapter BASICS of Flight Training
ATC Lufthansa 123 hold at ROKIL (as published)
Pilot Lufthansa 123 holding at ROKIL (as published)
Holding patterns are not unforeseeable so ATC often prepares pilots that there will be a
holding pattern Often this includes the clearance to reduce your speed ndash perhaps you can
avoid the holding this way
ATC Lufthansa 123 expect holding at ROKIL reduce speed at own discretion
Pilot Lufthansa 123 expecting hold over ROKIL reducing to minimum clean speed
As always ndash if ATC does not give us the approval to reduce speed we can just ask him But
dont do it on your own Another aircraft may be on the same level behind us
Pilot Lufthansa 123 may we reduce to minimum clean speed
ATC Lufthansa 123 reduce speed at own discretion
Pilot Lufthansa 123 reducing minimum clean
If a pilot does not know the holding he was instructed to join he has to ask for instructions
ATC will then provide the necessary information to the pilot The holding instruction will
look like this
Fix | inbound course | turn direction | leg timedistance
Pilot Lufthansa 123 request holding instructions
ATC Lufthansa 123 hold over ROKIL inbound track 128 right turns leg time 1 minute
237 Types of Approaches
Next we will establish contact with approach control This is a local control station - as we
learned earlier we have to include the ATIS designator during the initial call A good time to
listen to the ATIS is around your top of descend
Pilot Muumlnchen Arrival Lufthansa 123 FL 185 for FL 180 information Bravo
ATC Lufthansa 123 Muumlnchen Arrival identified Bravo is correct
2371 STAR
This is what a clearance onto a STAR looks like
ATC Lufthansa 123 cleared BURAM 1M arrival
Pilot Lufthansa 123 cleared BURAM 1M arrival
2372 Transition (without Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition
Pilot Lufthansa 123 cleared ROKIL 26 transition
An instruction like this allows us to follow the lateral path of the transition ATC coordinates
and instructs all changes in altitude But We have to follow the speed restrictions indicated
on the charts anyway as long as the controller does not lift them
ATC Lufthansa 123 cleared ROKIL 26 transition no speed restriction
Pilot Lufthansa 123 cleared ROKIL 26 transition no speed restrictio
2373 Transition (with Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition and profile
Pilot Lufthansa 123 cleared ROKIL 26 transition and profi
Now we may follow the lateral and the vertical part of the transition We can now descend to
the altitudes indicated in the charts on own discretion there will be no further instructions on
altitude changes Of course we have to follow the speed restrictions as well
2374 Cleared Direct Waypoint or via waypoints
Another very common way to get a transition clearance is the phrase Cleared direct waypoint
or Cleared via waypoints If you hear something like this you fly directly to the instructed
point and from this point on follow the lateral part of the transition If the controller gives
you two or more waypoints you follow them in the correct order and then join the rest of the
transition You ndash again ndash have to adhere to the speed restrictions (what a surprise) As
always there are exceptions from the rules which you can find in the latest charts and in the
AIP
We will now fly to the RNAV waypoint associated with Munich Airport The designation
follows a simple concept as is the same for many airports ldquoDrdquo for Germany then one letter
to identify the airport the point is associated with in this case an ldquoMrdquo In Zurich they are
named ldquoZHrdquo followed by three figures Usually the controller does not include the leading
letters in a clearance but only uses the figures and assumes the pilot knows which airport
they are approaching so the pilot can do the maths himself and figure out which letters he
must include
ATC Lufthansa 123 cleared direct waypoint 425
Pilot Lufthansa 123 cleared direct waypoint 425
ATC Lufthansa 123 cleared via waypoints 425 and 429
Pilot Lufthansa 123 cleared via waypoints 425 and 429
ATTENTION Some transitions do not include the clearance to turn onto final approach If
you reach the last point of the downwind you have to hold the last flown track As always
you will find the detailed information and exceptions on the appropriate charts
2375 Approach Types
The approach itself will be commenced by an ILS a non precision approach or a visual
approach The clearances used for ILS and non precision approaches are more or less the
same a visual approach has a slightly different systematic
2376 ILS Approach
ATC Lufthansa 123 cleared ILS approach runway 26R
Pilot Lufthansa 123 cleared ILS approach runway 26
This is the most common form It includes
All ATC speed restrictions are now cancelled
Clearance to intercept the localizer and glide slope
Descend to the published intercept altitude of the standard approach
If an ATC does not want the aircraft to change its altitude he can either clear the aircraft to
intercept the localizer only In this case you may not intercept the glide slope without further
clearance or leave your current altitude Another way of preventing an altitude change is to
tell the pilot to maintain a specific altitude until a certain point ATC may also give a new
speed restriction
ATC Lufthansa 123 cleared Localizer runway 26R
Pilot Lufthansa 123 cleared Localizer 26R
or
ATC Lufthansa 123 cleared ILS runway 26R maintain 6000ft until glide slope intercept
Pilot Lufthansa 123 cleared Localizer 26R maintain 6000ft until glide slope intercept
2377 NDB-DME Approach
ATC Lufthansa 123 cleared NDB-DME Approach runway 26R
Pilot Lufthansa 123 cleared NDB-DME approach runway 26R
2378 VOR-DME Approach
ATC Lufthansa 123 cleared VOR-DME Approach runway 26R
Pilot Lufthansa 123 cleared VOR-DME Approach runway 26R
2379 Localizer DME Approach
ATC Lufthansa 123 cleared Localizer-DME Approach runway 26R
Pilot Lufthansa 123 cleared Localizer-DME Approach runway 26R
23710 Visual Approach
Before you receive a clearance for a visual approach during which the pilot has to have the
airport in sight at all times ATC needs to verify that the pilot has the airport in sight After
that he will issue the clearance for the visual approach From this point on the pilot is
responsible for his heading altitude and speed
ATC Lufthansa 123 field is at your 3 orsquoclock position range 5 miles report in sight
Pilot Lufthansa 123 field in sight
ATC Lufthansa 123 cleared visual approach runway 26R
Pilot Lufthansa 123 cleared visual approach runway 26R
23711 Report Established
Basically you should not report when you are established on final approach but ATC can ask
you to report it He can make a difference between Localizer ILS final track (during a non
precision approach) or final approach (visual approaches)
ILS
ATC Lufthansa 123 report established on ILS 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established ILS 26R
Localizer
ATC Lufthansa 123 report established on localizer runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established localizer runway 26R
At that point I want to remind you that there is no such a thing as fully established It is a
bad habit that also caught up in the real world to change established ILS runway xx to fully
established But This word does not exist and it can not exist if you really think about it
logically You are either established ILS runway xx (on localizer and glide slope) or you are
established localizer runway xx (localizer only glide slope has not been reached yet)
You will find further information on that topic in chapter Flight training
Final track
ATC Lufthansa 123 report established on NDB-DME approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final track NDB-DME approach runway 26R
Final approach
ATC Lufthansa 123 report established on final approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final approach runway 26R
23712 Visual Separation
ATC is responsible for the correct separation in all flight phases To be able to go below the
specified minima there is for example the option of visual separation First ATC checks
whether the succeeding pilot has the preceding aircraft in sight and whether he is able to
separate himself If this is the case ATC gives the responsibility for separation the succeeding
pilot
ATC Lufthansa 123 traffic is an Airbus A320 on 10 miles final 26R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation from mentioned traffic
Pilot Lufthansa 123 affirmative
ATC Lufthansa 123 maintain visual separation from Airbus A320 on 8 miles final
contact Tower on 118700
Pilot Lufthansa 123 maintain visual separation from A320 contact Tower on 118700
238 Landing Clearance
By now we are established on our final approach time to get in touch with the aerodrome
controller in the tower During initial contact we report what type of approach we are
conducting and which runway we are approaching Any differences from this procedure can
be found in the airport information If traffic permits we will get our landing clearance right
away and if not ATC will say a short hello and give us an information on how many aircraft
will be using the runway before us
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower continue approach number 3
Pilot Lufthansa 123 number 3
or
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower wind 270 degrees 12 knots runway 26R cleared
to land
Pilot Lufthansa 123 runway 26R cleared to land
2381 Go Around
There are several possibilities why an approach should or must be aborted be it the weather
or a utility lying around on the runway The pilot can decide to go around or ATC can
instruct him to do so
Pilot Lufthansa 123 going around
ATC Lufthansa 123 follow missed approach as published contact Arrival on frequency
128020
Pilot Lufthansa 123 Missed Approach as published contact Arrival on 128020
or
ATC Lufthansa 123 go around I say again go around Maintain runway heading climb
altitude 5000 feet
Pilot Lufthansa 123 going around Maintain runway heading climb altitude 5000 feet
239 Taxi to Gate
After we vacated the runway we will be guided to the parking position using the exact same
tools we covered in chapter 3122
ATC Lufthansa 123 taxi to gate 250 via W2
Pilot Taxi to gate 250 via W2 Lufthansa 123
Important After the taxi instruction leading us to a parking position we have to keep
watching the frequency until we finally reached our parking position ndash but there are no
further calls like On Blocks request engine shut down The flight is over at this point we
made it
24 Specials
There are some situations that are not used every day but it is very useful to have heard of
them
241 Visual ClimbDescend
This method is sometimes used to provide a smooth climb and descend Similar to the visual
separation we covered earlier the pilot is instructed to maintain his own separation from the
preceding traffic in order to go below the minimum separation It is very important that the
planes are in VMC and visual contact is held throughout the whole manoeuvre
ATC Lufthansa 123 confirm VMC
Pilot Lufthansa 123 in VMC
ATC Lufthansa 123 traffic is a Boeing 737 12 orsquoclock position range 5 miles
2000 feet high report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation to the traffic for
the next 5 minutes
Pilot Lufthansa 123 affirmative
ATC to
the other
aircraft)
Air Berlin 456 traffic is an Airbus A320 at your 6 orsquoclock position range 5
miles 2000 feet below I will climb him through your level
Other
aircraft Roger Air Berlin 456
ATC Lufthansa 123 climb FL150 maintain visual separation from mentioned
traffic for the next 5 minutes
Pilot Lufthansa 123 climbing FL150 maintaining visual separation from Boeing
737 for the next 5 minutes
242 Emergency
During an emergency you either alert ATC by transponder (setting it to 7700) or if possible
make your distress call on the radio
Pilot Mayday Mayday Mayday Lufthansa 123 declaring emergency
There is no standard phraseology after that ndash ATC and pilot communicate in the way the
situation requires The most important thing is that the pilot tells the controller what his
problem is and what his intentions are Only then ATC can provide the best service possible
243 Urgency Messages
Should there be a problem aboard that does not qualify as an emergency (eg a single engine
failure in a B52) you should use the phrase Panpan
Pilot Pan-Pan Pan-Pan Pan-Pan Lufthansa 123 technical problem
3 COM MU NICA TIO N
The following document will be split up into two parts The first part includes the basics of
communication and the methods employed on the network to correctly communicate
between other members The second will focus on the phraseology and the how-to of
speaking correctly on the frequency
31 ATC
When communicating with ATC we must be aware of the controllers frequency Using your
pilot client you may find the controllers frequency and tune your radio to it Once on the
frequency you may wait for an opening and begin your transmission by pressing your Push to
Talk Key (PTT) To discuss things with the controller that do not pertain to the flight at hand
you may choose to private message himher using the appropriate method for your software
32 Pilots
Having discussions with pilots is normally done via private chat unless on unicom Please
read your software manual in order to learn how to use private mesages
33 Unicom
The frequency for UNICOM on the VATSIM network is always 122800 It is strictly for text
transmission and reception only On UNICOM pilots shall announce their intentions and
actions to make other pilots aware of their position There is no ATC on UNICOM and pilots
should co-ordinate in order to resolve potential conflicts Lately many pilots are using voice
on UNICOM by accessing a channel through FSX and or setting up one ndash usually
rwliveatcnet122800 Please note that while this is acceptable the official means of
communication remains on text as not everyone uses or is able to use voice
34 Private Messaging and Voice Channels
Private messages are individual conversations between one VATSIM user and another You
may set up a private voice channel through your pilot client which saves a lot of typing
and distractions when trying to pilot your aircraft (especially usefull in busy sectors) It is
usually an alternative to private messaging with another user and more than one user may
enter the private channel at the same time
35 Contact Mes
From time to time you will receive a message from a controller or a network Supervisor that
simply reads contact me on XXXXXXX or Hello my name is XXXX and I am a
VATSIM Supervisor please contact me by typing chat XX_SUP and hit enter then typing
hello (or something similar)
These are important contacts and are not to be taken lightlyTHEY REQUIRE A
RESPONSE ASAP and should not be ignored
If it is a controller it usually means you have entered or are about to enter his sector
From a Supervisor it means that they wish to a) assist you in some way b) verify that you are
online and at your computer c) they may be reacting to a complaint by someone if you have
inadvertently made some error d) checking on you as you sent a wallop
36 How to of Communication
The main purpose of this document is not to teach people how to speak we hope you know
this already We are also not trying to teach you how to fly That is also a requirement What
we are trying to achieve here is to teach you how to COMMUNICATE using voice while
flying an altogether different skill
When flying with voice every time you key the microphone you will be using up valuable
airtime If every time you transmit each instruction takes say 20 seconds That could mean
that you and your controller only get one command understood and acted upon every 50
seconds or so by which time other aircraft could have missed a vital instruction ie flown
through an ILS localizer or missed a landing clearance So the main purpose of the training is
to learn how to COMMUNICATE with the minimum of fuss and delay so that the ldquoread-
backsrdquo can be passed to the controller without taking up too much of this valuable airtime
The key is Communication and this means that both the Pilot and the ATCO communicate
their instructions and understandings to each other There is nothing more frustrating for an
ATCO than dealing with pilots who do not communicate sufficiently but who simply reply
with a Roger or (even worse) an ok or Will Do So what are the main basics of voice
flying Well there are many but some of the most important lessons you can learn are these
THINK BEFORE TALKING this sounds obvious but so many people do not do this keying
the microphone and stumbling and stuttering through an instruction which they have not
prepared at all
An example of RT messages often heard from pilots online is Annnndummmm Charlie
Delta ummmm Yankee 662 ummm heading ummm 230 ummm flight level ummm 210
Correction Thatacutes flight level ummm 200 sorry not flight level 210 my mistake Charlie
Delta Yankee 662 Over out
This would take around 20 seconds to say
Compare it with Iberia 845 heading 290 flight level 150 inbound Trosa
This takes 5 seconds to say and is MUCH clearer to the controller Whatacutes the difference
Simple -The pilot KNEW what to say before starting to speak
37 Hints and Tips
To give you a few pointers here is a list of Doacutes and Donacutets of common things that people get
wrong when they first try using voice
38 DO
Wait your turn The radio might be busy but that isnt a reason to cut into someone
elses conversation with a controller It just creates even more delays Also listen out
to make sure that the pilot before you reads back his clearance that the controller has
given him before you make you call Remember while you or a controller is
transmitting nobody else can get a message through
Know what you intend to transmit before starting to talk
Be patient just because the controller is not speaking on the radio does not mean he
isnt doing any work In fact much of the work of a controller is done off-air
involving co-ordination with other fellow controllers updating flight strips looking
up clearances or typing instructions all of which take time
Wait a few seconds after joining a frequency before you transmit so you donrsquot
transmit in the middle of a conversation
Readback ALL clearances and instructions
If you dont understand an instruction then ask the controller to say the instruction
again or to explain what it means Use a private message if you dont want to say it
on the air
In order to avoid problems understanding your transmissions please make sure that
you have correctly set up AVC using the auto microphone configure function Also
worth a note for both ATC and pilots Vatsim is a global organization and has many
members to whom English will not be their first language so please spare a special
thought for our foreign counterparts and speak clearly and slowly
If you are unable to comply with an instruction from ATC then tell them so that they
can plan something else for you before it causes a problem with other aircraft in the
vicinity
39 DO NOT
Readback the winds or use the phrase winds copied in reply to a take off or landing
clearance its not needed
Reply standing by to an instruction to standby No reply is necessary at all
The use of the word over is not required
Use (NEGATIVE)
Misunderstand the difference between Flight Levels and Altitudes
310 Read Backs
It is very important to read back certain instructions that ATC give to you so that they know
that you have understood what they have told you It its not necessary to read back absolutely
everything the following list shows some important information that should be readback
Taxi instructions
Levelclimbingdescending instructions
Heading instructions
Speed instructions
Airways or route clearances
Approach clearances
Runway-in-use
Clearance to enter land on take-off on backtrack cross or hold short of any active
runway
Transponder operating instructions
Altimeter settings
Frequency changes
Type of radar service
So please note that when you are given your clearance on the ground do not just reply
Roger read back the clearance fully so that ATC can spot if you have misheard or
misinterpreted something they have said eg FL100 is spoken as flight level one hundred
and FL120 is spoken as flight level one two zero Note the word hundred must not be used
for headings
Another phrase used with climbsdescents is when ready This places the responsibility on
the pilot for deciding when to initiate his climbdescent Eg BAW123 when ready descend
FL80 to be level by BNN here the controller has introduced another phrase to be level by
as well
This means exactly what is says commence your descent when you want but you must have
reached FL80 when you arrive at BNN note at BNN not 50nm before please
If on the other hand you do not understand what ATC is communicating to you then it is
equally important that this is properly communicated to ATC as well if it is a case that you
did not understand the instruction then ask ATC to repeat the instruction by using the words
Say Again as part of your read back If it is a case of you not being able to follow the
instruction given then use the words Unable as part of your read back followed by the
reason why you are not able to comply
311 Initial Contact
Many new pilots log on to the network parked at a gate but then expect ATC to start the
communication and when nothing happens they usually log of frustrated due to lack of
success
The Initial Contact on the Ground MUST at all times come from the Pilot and in the
following format SpeedBird 123 B737 at Gate E43 Request IFR Clearance to Paris Orly
This starts the communication flow between Pilot and ATC
Other often heard mistakes my new pilots are those who log on to the network do all the
pre-take off checks FMS flight programming and then suddenly start communications by
saying Transavia 430 Request Taxi or even worse Transavia 430 Ready for Take Off`rdquo
In both cases here the pilot has jumped a few steps of the proper communication procedure
Similarly when ATC hands you over to another controller then you as the pilot need to start
the communication process with the new controller
312 Common Phraseology
The following list contains most common phrases to be used in voice by both pilots and
controllers
313 WordPhrase
Acknowledge Let me know that you have received and understood this message
Affirm Yes
Approved Permission for proposed action granted
Break Indicates a seperation between messages
Break Break Indicates the seperation between messages transmitted to different
aircraft in a busy environment
Cancel Annul the previously transmitted clearance
Changing to I intend to call (unit) on (frequency)
Check Examine a system or procedure (Not to be used in any other context
No answer is normally expected
Cleard Authorised to proceed under the conditions specified
Climb Climb and maintain
Confirm I request verification of (clearance instruction action information)
Contact Establish communications with (your details have been passed)
Correction An error has been made in this transmission ( or message indicated)
The correct version is
Descend Descend and maintain
Disregard Ignore
Hold short
Stop before reaching the specified location (only used in limited
circumstances where no defined point exists eg where there is no
suitably located holding point or to reinforce a clearance limit
How do you read What is the readability of my transmission
I say again I repeat for clarity and emphasis
Maintain Continue in accordance with the condition(s) specified or in its literal
sense eg Maintain VFR
Monitor Listen out on frequency (pilots should listen in on freq and what for
ATC to initiate the call
Negative No Permission not granted That is not correct or not capable
Pass your message Proceed with your message
Read back Repeat all or the specified part of this message back to me exactly
as received
Report Pass requested information
Request I should like to know or wish to obtain
Roger
I have received all your last transmission (Under no circumstances
to be used in reply to a question requiring a direct answer in the
affirmative (affirm) or negative (negative) context
Say again Repeat all or the following part of your last transmission
Speak slower Reduce your rate of speech
Standby Wait and I will call you (Standby is not an approval or denial Pilots
are not required to read back Standing by
Unable I cannot comply with your request instruction or clearance (Unable
is normally followed by a reason)
Wilco I understand your message and will comply with it (abbreviation for
comply)
Words twice
As a request Communication is difficult Please send every word
twice (As information since communication is difficult every word
in this message will be sent twice
S Sierra see AIR rah T Tango TANG go
U Uniform YOU nee
form V Victor VIK tah
W Whiskey WISS key X Xray ECKS
RAY
Y Yankee YANG key Z Zulu ZOO loo
Numbers are generally pronounced in single digits for example Iberia 123 is not pronounced
as Iberia Hundred and twenty three but as Iberia one two three
We say generally as this applies in Europe however in the USA the opposite is the general
rule
The exception to this rule is that numbers which end on even Hundreds or Thousands are
pronounced as such for example 500 is not pronounced five zero zero but as five hundred
the same would apply to 5000 or 5500
Again numbers same as with letters are pronounced slightly differently to what we use in
normal communication
0 Zero ZEE-RO 1 One WUN
2 Two TOO 3 Three TREE
4 Four FOW-ER 5 Five FIFE
6 Six SIX 7 Seven SEV-EN
8 Eight AIT 9 Nine NIN-ER
226 Different Categories of Messages
Different categories of transmissions exist Since not everything a pilot or controller wants to
share is of the same importance a clearly structured order of priority has been set up which
needs to be adhered to at all times
1) Distress Messages
2) Urgency Messages
3) Messages relating to direction finding
4) Flight Safety Messages
5) Meteorological Messages
6) Flight Regularity Messages
7) State Telegrams
2261 Distress Messages
Distress Calls affect airplanes and their occupants which are in immediate danger and need
help ASAP To indicate an emergency situation the phrase Mayday shall be used
2262 Urgency Messages
Urgency Messages are transmissions related to aircraft safety They can be made for the
own or another aircraft using the phrase Pan-pan
2263 Messages relating to Direction
Messages relating to direction finding are messages for transmission of direction finding
values (what a surprise)
2264 Flight Safety Messages
Flight Safety Messages are the most common transmissions These are the transmissions
made during air traffic control an aircrafts position report or pilot reports that are important
for the flight
2265 Meteorological Messages
The name actually tells you everything ndash in this category of transmission someone passes on
weather information
2266 Flight Regularity Messages
This category covers all transmissions concerning maintenance changes in an aircrafts
operation schedule non-routine landings or similar They are transmitted either on the
frequencies of Flight Information Service or a different dedicated frequency in order to
prevent the distraction of ATC
2267 State Telegrams
A State Telegram is when a head of state or a proxy needs to send a message from an air
plane These transmissions are either done on the frequencies of Flight Information Service
or different dedicated frequency in order to prevent the distraction of ATC Obviously this is
a type of message that does not happen on VATSIM
227 Establishment of Radiotelephony Contact
The pilot always establishes initial radio contact He changes to a new frequency and has to
make an initial call If you are on the ground this initial call consists of the call sign of the
station youre trying to reach your own call sign and the position you are moving to Once
airborne you have to state your current altitude and if different the altitude you are cleared
to There is no need to report your position when airborne As you can see an initial call is
short and includes all necessary information You dont have to tell the controller your
heading shoe size or age ndash he just does not care about that kind of information
Pilot Palma Ground good morning Scandinavian 123 on taxiway Alpha
hellipand in the air
Pilot Marseilles Control Air France 123 FL125 for FL110
228 Call Sign
Each transmission has to include your own call sign in order to let the person at the other
end know who has just spoken or transmitted a message There is absolutely no exception to
this rule During an initial call the call sign of the called station is at the beginning followed
by the own call sign In later phases of flight the controller always puts our call sign at the
beginning followed by his instructions During your read-back you have two options either
you put your call sign at the beginning or in the end ndash there are two philosophies for this
On the one hand you have more time to think about what you actually want to say if you put
your call sign in the beginning
On the other hand a call sign at the end of a transmission indicated to other pilots on the
frequency that our transmission block with the controller is completed and that the frequency
is free for use by others at this time
As you see there are good arguments for both options ndash you have to find out on your own
which suits you more In all the following phraseology examples we will say our call sign at
the beginning
23 Flights under Instrument Flight Rules (IFR)
On the following pages we are going to cover an IFR flight from initial contact with ATC to
finally parking the aircraft at the destination airport looking at all possible phrases you might
encounter We will use a short domestic flight from Frankfurt to Munich as an example This
flight will be done as DLH123 Lufthansa 123 Our routing leads us via Dinkelsbuehl and the
airway T104 to the way-point BURAM at which point our STAR begins The route filed in
our flight plan should look like this
DKB5S DKB T104 BURAM BURAM1M
We know from the airport information sheet that departures to DKB should preferably use
runway 18 for departure so we file an SID from this runway and hope that ATC is not going
to make us change active runway Our cruising altitude for this flight will be FL210
For didactic matters you wont be able to redo this flight exactly as we show it here because
you will most probably not encounter the full load of different situations covered in the next
chapters Please also note that there is nothing polite in phraseology by the book No good
mornings no good byes We will not use any phrases like this in this document but you can
be sure that every ATC be it in the online or the real world appreciates any greetings
231 Departure
Before departure we filed our flight plan (see chapter Flight Planning) and all flight
preparations have been made We begin at gate A32 in Frankfurt
2311 At the Gate (ATIS)
First we check the ATIS (Automatic terminal Information Service) on the specific frequency
in this case 118025 The ATIS besides information on weather also includes the active
runways for departure and landing and other abnormal conditions To make each ATIS
unique it is designated with a letter connected to the specific message you listen to in our
case we heard Information Alpha
2312 At the Gate (Start-Up)
Before each IFR flight the pilot has to obtain the approval to start his engines the so called
start-up This does not mean that the pilot should or even had to start his engines
immediately It just means that ATC does not foresee departure delays of more than 20
minutes in reference to the planned departure time The actual act of starting the engines is
done in cooperation between the flight crew and the ground crew serving the aircraft
Important Pilots should always include the ATIS designator on initial contact with a local
ATC station In some reasons you will also have to include more details on your flight like
your aircraft type or the QNH
Pilot Frankfurt Delivery Lufthansa 123 information Alpha request start-up
ATC Lufthansa 123 Frankfurt Delivery Alpha is correct Start-up is approved
Pilot Start-up approved Lufthansa 123
2313 At the Gate (En Route Clearance)
A flight following instrumental flight rules (IFR) always needs a flight plan which must be
filed with air traffic control (see Flight Planning) Before departure this flight plan has to be
approved by the responsible ATC station Large airports have a dedicated station for this the
so-called Clearance Delivery On smaller airports this task may be done by the local Ground
or Tower controller
You will often get the En-Route Clearance together with the start-up approval so you should
be prepared to get your en-route clearance together with the start-up clearance without a
notice ndash Keyword Pen and Paper
An en-route clearance always has the same structure First you will be cleared to your
destination airport followed by the assigned departure route and sometimes the departure
runway (as long as this is not clearly defined by the departure route itself) Finally there will
be additional information given if the rest of the route is accepted and cleared according to
the flight plan or if there are any changes to the further routing Those changes can become
quite extensive thats why I want to give you ndash again - the advice to have a pen and paper
ready At the end of the clearance ATC assigns you a transponder code the so-called
Squawk which you have to enter into your transponder (this code makes ATCs Secondary
Surveillance Radar able to identify your flight and to correlate your target with your flight
plan)
After the pilots read back of the full clearance ATC will usually confirm that the read back
was correct and complete
Depending on the airport and country you will get your start-up approval right with the en-
route clearance
Pilot Frankfurt Delivery Lufthansa 123 request IFR-clearance to EDDM
ATC Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
Pilot Lufthansa 123 we are cleared to Muumlnchen via DKB5S departure flight
planned route squawk 2101
ATC Lufthansa 123 read back correct
Or with start-up
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
a) Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
b) Lufthansa 123 Frankfurt Delivery start-up approved cleared to Muumlnchen via
DKB5S departure flight planned route squawk 2101
Pilot
a) Lufthansa 123 we are cleared to Muumlnchen via DKB5S departure flight planned
route squawk 2101
b) Lufthansa 123 start-up approved cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
ATC
a) Lufthansa 123 read back correct start up approved
b) Lufthansa 123 read back correct
Pilot
a) Start up approved Lufthansa 123
b) -
2314 At the Gate (Vectored Departure)
Sometimes when a pilot does not know how to follow a standardized departure route ATC
will use Vectored Departures So what does that mean It just means that the pilot gets
specific instructions on what to do after take off The radar controller will make sure that the
pilot finds his routing later using vectors Proceed Direct SOMETHING or similar
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen when airborne maintain
runway track climb altitude 4000ft QNH 1019 contact Langen Radar on frequency
120050 squawk 2210
Pilot
Lufthansa 123 we are cleared to Muumlnchen when airborne maintain runway track
climb altitude 4000ft QNH 1019 contact Langen Radar on frequency 120050
squawk 2210
ATC Lufthansa 123 read back correct start up approved
Pilot Start up approved Lufthansa 123
2315 At the Gate (Detailed Departure Instruction)
ATC can should a pilot not know the SID also read the whole SID to the pilot Please make
sure you never need to get this service by reading your charts carefully
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
Lufthansa 123 cleared to Muumlnchen departure runway 18 when airborne
maintain runway heading climb altitude 4000ft QNH 1019 At 800 feet or 12
DME outbound RID VOR whichever is later turn left to KNG NDB
Maximum IAS 220 Knots Intercept QDR 103 KNG At AKONI turn right
intercept radial 310 DKB VOR to DKB Squawk 2210
Pilot
Lufthansa 123 we are cleared to Muumlnchen departure runway 18 when
airborne maintain runway heading climb altitude 4000ft QNH 1019 At 800
feet or 12 DME outbound RID VOR whichever is later turn left to KNG NDB
Maximum IAS 220 Knots Intercept QDR 103 KNG At AKONI turn right
intercept radial 310 DKB VOR to DKB Squawk 2210
ATC Lufthansa 123 read back correct start up approved
Pilot Start up approved Lufthansa 123
232 Push Back and Taxi
2321 Push-Back
If you are located at a gate from which you cannot simply taxi straight out from you need to
obtain approval for push-back from Ground Control
Pilot Frankfurt Apron Lufthansa 123 gate A32 request push-back
ATC Lufthansa 123 Frankfurt Apron push-back approved
Pilot Lufthansa 123 push-back approved
This push-back instruction can be extended to for example include a direction or the length
of the push-back
ATC Lufthansa 123 push-back approved facing east perform a long push into taxiway
Mike
ATC Lufthansa 123 push-back approved perform a u-turn into position A34
As there is a nearly endless pool of options for ground controllers there are not always
standard phrases ndash it is important that pilot and ATC do understand each other As in all
flight phases Communication is everything
If an instruction is not clear you simply ask Say again
2322 Taxi
After push-back or if you are parked at a position from which you can taxi straight out after
engine start you obviously have to get to the runway Designated taxiways lead you there
The task of Ground Control will be done by different stations depending on the airport and
Location of the aircraft at that airport In our example Frankfurt Apron is our first station the
Tower will take over later
Pilot Lufthansa 123 request taxi
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November
Pilot Lufthansa 123 taxiing to holding point runway 18 via Mike 1 and November
Now that we are moving ATC has even more possibilities to differ from such easy taxi
instructions as seen before He could for example let us stop before a certain taxiway which
we will cross
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November hold short
of November
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November hold short
of Quebec traffic will be a Cargo Lux Boeing 747 moving right to left
It is very important for a pilot to always know what happens around him Thats why he
should thoughtfully listen to radio chatter between ATC and other aircraft and of course keep
his eyes out Controllers often help by issuing traffic information
2323 Progressive Taxi
Should you not know your way around an airport or get lost there is the option to ask for
progressive taxi ATC will then advise the pilot where to go
If you get lost and cant solve the situation on your own you can demand this kind of help
from ATC This is always a better solution than strolling around on the apron just because
youre too proud to ask for help
Pilot Lufthansa 123 request progressive taxi
ATC Lufthansa 123 roger expect progressive taxi
ATC Lufthansa 123 turn left now
Pilot Turning left Lufthansa 123
ATC Lufthansa 123 the second taxiway to your right is November Follow
November to holding point runway 18
Pilot Will turn second taxiway to the right follow November to holding point runway
18 Lufthansa 123
2324 Conditional Clearances
ATC can attach further instructions to traffic information for example to let another aircraft
pass and taxi behind it It is very important that you have this traffic in sight if not you have
to inform the controller immediately
ATC Lufthansa 123 give way to an Air Berlin Boeing 737 moving from left to right on
taxiway November
Pilot Lufthansa 123 unable traffic not in sight
ATC Lufthansa 123 roger in this case hold short of November
ATC Lufthansa 123 give way to an Air Berlin Boeing 737 moving from left to right on
taxiway November
Pilot Lufthansa 123 will give way to Air Berlin Boeing 737 on November
233 Tower
When approaching the runway or latest when we reach the holding point Ground will hand
us off to the Tower controller who is responsible for all movements on the runways and
issues all clearances (landing and take off crossing a runway etc)
ATC Lufthansa 123 contact Tower on frequency 119900
Pilot Lufthansa 123 contacting Tower on frequency 119900
Depending on where we are and if we are ready for departure there are different possibilities
for the initial call on the tower frequency
Pilot Frankfurt Tower Lufthansa 123 approaching runway 18
Pilot Frankfurt Tower Lufthansa 123 at holding point runway 18 ready for departure
2331 Line Up and Conditional Clearance
The Tower Controller may only give landing and take-off clearances under certain
circumstances one of which being that the runway must be clear of all other traffic The
Tower Controller has some tools with which to separate traffic very effectively and to keep a
steady traffic flow They could have us line up on the runway and wait there
ATC Lufthansa 123 line up runway 18 and wait
Pilot Lufthansa 123 lining up runway 18 and waiting
They can also instruct us to line up behind another aircraft In that case they give us our
clearance to line up even if it would not have been our time They do not have to pray that
the frequency is clear when our actual time comes ndash that makes their work much more
effective
ATC Lufthansa 123 behind departing Boeing 737 line up runway 18 and wait behind
Pilot Lufthansa 123 behind departing Boeing 737 lining up runway 18 and waiting
behind
It is very important for us to properly identify the traffic that the tower controller indicated to
us and to keep it in sight at all times Should we not see the traffic the conditional clearance
is invalid ndash we have to immediately inform ATC who will then figure out another clearance
ATC Lufthansa 123 behind departing Boeing 737 line up runway 18 and wait behind
Pilot Lufthansa 123 negative traffic not in sight
Sometimes ATC ldquoshowsrdquo you the traffic and only gives you the clearance after you
confirmed visual contact
ATC Lufthansa 123 traffic is a Boeing 737 on short final runway 25R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 behind landing Boeing 737 line up runway 25R and wait behind
Pilot Lufthansa 123 behind landing Boeing 737 lining up runway 25R and waiting
behind
2332 Take off Clearance
Now that the runway is cleared we get our take-off clearance The structure and the
information given are always the same
ATC Lufthansa 123 wind 180 degrees 10 knots runway 18 cleared for take off
Pilot Lufthansa 123 runway 18 cleared for take off
You dont have to read back the wind information as this serves only as an information to the
pilot
234 Departure and Climb
At some airports we have to contact departure ourselves At other airports tower will give the
instruction to call departure with the known phraseology (Lufthansa 123 contact departure
on frequency hellip) Because we are airborne now our current altitude is to be considered in the
next initial-calls as well as the altitude that we are cleared for In this case the altitude were
cleared for is the initial climb altitude that can be found on the charts
Pilot Langen Radar Lufthansa 123 altitude 2000 feet climbing altitude 4000 feet
ATC Lufthansa 123 Langen Radar identified climb flight level 80
Pilot Lufthansa 123 climb flight level 80
The controller will identify us on the scope before he gives more instructions As soon as
radarcontact is established ATC will tells us that were bdquoIdentifiedldquo
There are several possibilities why an identification could fail Wrong transponder code
wrong setting of transponder code or a tranponder failure in our airplane The controller will
compair our reported altitude with the altitude indication on his scope If the altitudes match
the controller can separate us from other airplanes bdquoIdentifiedldquo doesnt need to be read back
The controller also could give the instruction to stop our climb before reaching the cleared
altitude
ATC Lufthansa 123 stop climb FL70
Pilot Lufthansa 123 stop climb FL70
Once we reach the border of a sector (either horizontally or vertically) the controller will
instruct us to contact the next station using the already known phraseology He could also tell
us to give further information to the next station eg our speed
ATC Lufthansa 123 report speed to Langen Radar frequency 127500
Pilot Lufthansa 123 will report speed to Langen Radar on frequency 127500
As always when we establish contact with a radar controller we have to report our current
altitude and if different the altitude we are cleared to ndash this is mandatory
Pilot Langen Radar Lufthansa 123 FL65 for FL70 speed 250 knots
ATC Lufthansa 123 Langen Radar identified climb FL230
Pilot Lufthansa 123 climbing FL230
235 Cruise
We are now cruising along on FL230 There are some situations we may face now but all of
them may appear in other flight phases as well
2351 Proceed Direct to
ATC could give us a short cut to a certain way point It can be part of our flight plan but
does not necessarily have to
ATC Lufthansa 123 proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 proceeding direct Dinkelsbuumlhel VOR
So now we proceed to that point from our present position If the waypoint is part of our
flight plan we follow our routing after that point
This is the same instruction but packed a little differently
ATC Lufthansa 123 after Konig NDB proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 after Konig NDB proceeding direct Dinkelsbuumlhel VOR
So we follow our routing as planned until we reach KNG and turn towards DKB afterwards
If you dont get the name of the way point you can ask the controller to spell it (please spell
the name)
ATC Lufthansa 123 proceed direct ANEKI Alpha November Echo Kilo India
Pilot Proceeding direct Alpha November Echo Kilo India Lufthansa 123
2352 Changes to Route
ATC can give us a different routing for a segment
ATC Lufthansa 123 proceed direct Wuumlrzburg VOR thereafter proceed direct BURAM
Pilot Lufthansa 123 proceeding direct Wuumlrzburg VOR thereafter direct BURAM
2353 Heading and Vectors
Sometimes its necessary to have us turn away from the planned route by using vectors
which are simple headings we need to follow
ATC Lufthansa 123 turn right heading 180
Pilot Lufthansa 123 turning right heading 180
We can of course do the whole turn in the other direction as well
If ATC is not sure in which direction we need to turn he can issue an instruction without a
direction ndash we then turn in the direction where we have to turn the least
ATC Lufthansa 123 fly heading 180
Pilot Lufthansa 123 fly heading 180
236 Approach and Descend
2361 Descend
Slowly but steady we get closer to our destination and want to start descending In case ATC
did not work ahead and issued a descend clearance early we can of course draw the
controllers attention to us and just ask for descend
Pilot Lufthansa 123 request descent or Lufthansa 123 ready for descent
ATC Lufthansa 123 descend FL 180
Pilot Lufthansa 123 descending FL 180
In order to control the descend ATC has a few tools that can be used
2362 Instructing a Rate
ATC can instruct you to descend with a certain vertical speed
ATC Lufthansa 123 descend FL 180 at 2000 feet per minute (or greaterless)
Pilot Lufthansa 123 descending FL 180 at 2000 feet per minute (or greaterless)
2363 Descend Restrictions
If the controller wants us to be at a certain altitude atbehindabeambefore a specified
waypoint he gives an instruction like the following
ATC Lufthansa 123 descend FL 180 to be levelled at BURAM
Pilot Lufthansa 123 descending FL 180 to be levelled at BURAM
This means that we have to descend in a manner to reach BURAM at FL 180 we could also
reach it earlier if we wanted The net phrase is a little more restricting as we now have to
reach FL 180 exactly at BURAM not earlier not later ndash exactly
ATC Lufthansa 123 descend to reach FL 180 at BURAM
Pilot Lufthansa 123 descending to reach FL 180 at BURAM
The defined restriction does not have to be bound to a waypoint
ATC Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Pilot Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Sometimes a controller needs us to reach an altitude somewhere abeam a certain point In
order to follow that instruction we first need to know where that waypoint is That usually
happens when ATC issues vectors This is used if the controller needs us on a specific
altitude at a certain point and we are not following a routing or flying directly to a later
waypoint
ATC Lufthansa 123 descend to reach FL 180 abeam RENLO
Pilot Lufthansa 123 descend FL 180 to reach level abeam RENLO
As you see its an advantage to have all charts ndash en-route charts too ndash at hand and ready If
you do not have en-route charts most FMCs available for FS offer the option to enter a
waypoint on the FIX page (or similar) and sometimes even offer to insert an ABEAM
POINT (eg PMDG 737 NG)
Another option is to delay the beginning of descend until ATC can either tell us a certain
point where we have to start our descend or give us an early descend with the option to start
it whenever we want ndash as long as we meet the restrictions ATC gives us So we can maintain
our cruising altitude as long as we want If you prefer to stay high longer and then just drop
out of the sky thats fine if you want to do a steady slow descend you can do that as well
ATC Lufthansa 123 when passing Dinkelsbuumlhel descend FL 180
ATC Lufthansa 123 when ready descend to reach FL 180 at BURAM
You can find more important information on the topic descend (planning tactics execution)
in the chapter OPERATION of Flight Training
2364 Holdings
We essentially come across two main types of holdings Published and unpublished or
unknown holdings
You wont be very surprised when I tell you that there are standardized phrases for the entry
and exit of holding patterns More information on holding patterns can be found in the
chapter BASICS of Flight Training
ATC Lufthansa 123 hold at ROKIL (as published)
Pilot Lufthansa 123 holding at ROKIL (as published)
Holding patterns are not unforeseeable so ATC often prepares pilots that there will be a
holding pattern Often this includes the clearance to reduce your speed ndash perhaps you can
avoid the holding this way
ATC Lufthansa 123 expect holding at ROKIL reduce speed at own discretion
Pilot Lufthansa 123 expecting hold over ROKIL reducing to minimum clean speed
As always ndash if ATC does not give us the approval to reduce speed we can just ask him But
dont do it on your own Another aircraft may be on the same level behind us
Pilot Lufthansa 123 may we reduce to minimum clean speed
ATC Lufthansa 123 reduce speed at own discretion
Pilot Lufthansa 123 reducing minimum clean
If a pilot does not know the holding he was instructed to join he has to ask for instructions
ATC will then provide the necessary information to the pilot The holding instruction will
look like this
Fix | inbound course | turn direction | leg timedistance
Pilot Lufthansa 123 request holding instructions
ATC Lufthansa 123 hold over ROKIL inbound track 128 right turns leg time 1 minute
237 Types of Approaches
Next we will establish contact with approach control This is a local control station - as we
learned earlier we have to include the ATIS designator during the initial call A good time to
listen to the ATIS is around your top of descend
Pilot Muumlnchen Arrival Lufthansa 123 FL 185 for FL 180 information Bravo
ATC Lufthansa 123 Muumlnchen Arrival identified Bravo is correct
2371 STAR
This is what a clearance onto a STAR looks like
ATC Lufthansa 123 cleared BURAM 1M arrival
Pilot Lufthansa 123 cleared BURAM 1M arrival
2372 Transition (without Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition
Pilot Lufthansa 123 cleared ROKIL 26 transition
An instruction like this allows us to follow the lateral path of the transition ATC coordinates
and instructs all changes in altitude But We have to follow the speed restrictions indicated
on the charts anyway as long as the controller does not lift them
ATC Lufthansa 123 cleared ROKIL 26 transition no speed restriction
Pilot Lufthansa 123 cleared ROKIL 26 transition no speed restrictio
2373 Transition (with Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition and profile
Pilot Lufthansa 123 cleared ROKIL 26 transition and profi
Now we may follow the lateral and the vertical part of the transition We can now descend to
the altitudes indicated in the charts on own discretion there will be no further instructions on
altitude changes Of course we have to follow the speed restrictions as well
2374 Cleared Direct Waypoint or via waypoints
Another very common way to get a transition clearance is the phrase Cleared direct waypoint
or Cleared via waypoints If you hear something like this you fly directly to the instructed
point and from this point on follow the lateral part of the transition If the controller gives
you two or more waypoints you follow them in the correct order and then join the rest of the
transition You ndash again ndash have to adhere to the speed restrictions (what a surprise) As
always there are exceptions from the rules which you can find in the latest charts and in the
AIP
We will now fly to the RNAV waypoint associated with Munich Airport The designation
follows a simple concept as is the same for many airports ldquoDrdquo for Germany then one letter
to identify the airport the point is associated with in this case an ldquoMrdquo In Zurich they are
named ldquoZHrdquo followed by three figures Usually the controller does not include the leading
letters in a clearance but only uses the figures and assumes the pilot knows which airport
they are approaching so the pilot can do the maths himself and figure out which letters he
must include
ATC Lufthansa 123 cleared direct waypoint 425
Pilot Lufthansa 123 cleared direct waypoint 425
ATC Lufthansa 123 cleared via waypoints 425 and 429
Pilot Lufthansa 123 cleared via waypoints 425 and 429
ATTENTION Some transitions do not include the clearance to turn onto final approach If
you reach the last point of the downwind you have to hold the last flown track As always
you will find the detailed information and exceptions on the appropriate charts
2375 Approach Types
The approach itself will be commenced by an ILS a non precision approach or a visual
approach The clearances used for ILS and non precision approaches are more or less the
same a visual approach has a slightly different systematic
2376 ILS Approach
ATC Lufthansa 123 cleared ILS approach runway 26R
Pilot Lufthansa 123 cleared ILS approach runway 26
This is the most common form It includes
All ATC speed restrictions are now cancelled
Clearance to intercept the localizer and glide slope
Descend to the published intercept altitude of the standard approach
If an ATC does not want the aircraft to change its altitude he can either clear the aircraft to
intercept the localizer only In this case you may not intercept the glide slope without further
clearance or leave your current altitude Another way of preventing an altitude change is to
tell the pilot to maintain a specific altitude until a certain point ATC may also give a new
speed restriction
ATC Lufthansa 123 cleared Localizer runway 26R
Pilot Lufthansa 123 cleared Localizer 26R
or
ATC Lufthansa 123 cleared ILS runway 26R maintain 6000ft until glide slope intercept
Pilot Lufthansa 123 cleared Localizer 26R maintain 6000ft until glide slope intercept
2377 NDB-DME Approach
ATC Lufthansa 123 cleared NDB-DME Approach runway 26R
Pilot Lufthansa 123 cleared NDB-DME approach runway 26R
2378 VOR-DME Approach
ATC Lufthansa 123 cleared VOR-DME Approach runway 26R
Pilot Lufthansa 123 cleared VOR-DME Approach runway 26R
2379 Localizer DME Approach
ATC Lufthansa 123 cleared Localizer-DME Approach runway 26R
Pilot Lufthansa 123 cleared Localizer-DME Approach runway 26R
23710 Visual Approach
Before you receive a clearance for a visual approach during which the pilot has to have the
airport in sight at all times ATC needs to verify that the pilot has the airport in sight After
that he will issue the clearance for the visual approach From this point on the pilot is
responsible for his heading altitude and speed
ATC Lufthansa 123 field is at your 3 orsquoclock position range 5 miles report in sight
Pilot Lufthansa 123 field in sight
ATC Lufthansa 123 cleared visual approach runway 26R
Pilot Lufthansa 123 cleared visual approach runway 26R
23711 Report Established
Basically you should not report when you are established on final approach but ATC can ask
you to report it He can make a difference between Localizer ILS final track (during a non
precision approach) or final approach (visual approaches)
ILS
ATC Lufthansa 123 report established on ILS 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established ILS 26R
Localizer
ATC Lufthansa 123 report established on localizer runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established localizer runway 26R
At that point I want to remind you that there is no such a thing as fully established It is a
bad habit that also caught up in the real world to change established ILS runway xx to fully
established But This word does not exist and it can not exist if you really think about it
logically You are either established ILS runway xx (on localizer and glide slope) or you are
established localizer runway xx (localizer only glide slope has not been reached yet)
You will find further information on that topic in chapter Flight training
Final track
ATC Lufthansa 123 report established on NDB-DME approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final track NDB-DME approach runway 26R
Final approach
ATC Lufthansa 123 report established on final approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final approach runway 26R
23712 Visual Separation
ATC is responsible for the correct separation in all flight phases To be able to go below the
specified minima there is for example the option of visual separation First ATC checks
whether the succeeding pilot has the preceding aircraft in sight and whether he is able to
separate himself If this is the case ATC gives the responsibility for separation the succeeding
pilot
ATC Lufthansa 123 traffic is an Airbus A320 on 10 miles final 26R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation from mentioned traffic
Pilot Lufthansa 123 affirmative
ATC Lufthansa 123 maintain visual separation from Airbus A320 on 8 miles final
contact Tower on 118700
Pilot Lufthansa 123 maintain visual separation from A320 contact Tower on 118700
238 Landing Clearance
By now we are established on our final approach time to get in touch with the aerodrome
controller in the tower During initial contact we report what type of approach we are
conducting and which runway we are approaching Any differences from this procedure can
be found in the airport information If traffic permits we will get our landing clearance right
away and if not ATC will say a short hello and give us an information on how many aircraft
will be using the runway before us
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower continue approach number 3
Pilot Lufthansa 123 number 3
or
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower wind 270 degrees 12 knots runway 26R cleared
to land
Pilot Lufthansa 123 runway 26R cleared to land
2381 Go Around
There are several possibilities why an approach should or must be aborted be it the weather
or a utility lying around on the runway The pilot can decide to go around or ATC can
instruct him to do so
Pilot Lufthansa 123 going around
ATC Lufthansa 123 follow missed approach as published contact Arrival on frequency
128020
Pilot Lufthansa 123 Missed Approach as published contact Arrival on 128020
or
ATC Lufthansa 123 go around I say again go around Maintain runway heading climb
altitude 5000 feet
Pilot Lufthansa 123 going around Maintain runway heading climb altitude 5000 feet
239 Taxi to Gate
After we vacated the runway we will be guided to the parking position using the exact same
tools we covered in chapter 3122
ATC Lufthansa 123 taxi to gate 250 via W2
Pilot Taxi to gate 250 via W2 Lufthansa 123
Important After the taxi instruction leading us to a parking position we have to keep
watching the frequency until we finally reached our parking position ndash but there are no
further calls like On Blocks request engine shut down The flight is over at this point we
made it
24 Specials
There are some situations that are not used every day but it is very useful to have heard of
them
241 Visual ClimbDescend
This method is sometimes used to provide a smooth climb and descend Similar to the visual
separation we covered earlier the pilot is instructed to maintain his own separation from the
preceding traffic in order to go below the minimum separation It is very important that the
planes are in VMC and visual contact is held throughout the whole manoeuvre
ATC Lufthansa 123 confirm VMC
Pilot Lufthansa 123 in VMC
ATC Lufthansa 123 traffic is a Boeing 737 12 orsquoclock position range 5 miles
2000 feet high report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation to the traffic for
the next 5 minutes
Pilot Lufthansa 123 affirmative
ATC to
the other
aircraft)
Air Berlin 456 traffic is an Airbus A320 at your 6 orsquoclock position range 5
miles 2000 feet below I will climb him through your level
Other
aircraft Roger Air Berlin 456
ATC Lufthansa 123 climb FL150 maintain visual separation from mentioned
traffic for the next 5 minutes
Pilot Lufthansa 123 climbing FL150 maintaining visual separation from Boeing
737 for the next 5 minutes
242 Emergency
During an emergency you either alert ATC by transponder (setting it to 7700) or if possible
make your distress call on the radio
Pilot Mayday Mayday Mayday Lufthansa 123 declaring emergency
There is no standard phraseology after that ndash ATC and pilot communicate in the way the
situation requires The most important thing is that the pilot tells the controller what his
problem is and what his intentions are Only then ATC can provide the best service possible
243 Urgency Messages
Should there be a problem aboard that does not qualify as an emergency (eg a single engine
failure in a B52) you should use the phrase Panpan
Pilot Pan-Pan Pan-Pan Pan-Pan Lufthansa 123 technical problem
3 COM MU NICA TIO N
The following document will be split up into two parts The first part includes the basics of
communication and the methods employed on the network to correctly communicate
between other members The second will focus on the phraseology and the how-to of
speaking correctly on the frequency
31 ATC
When communicating with ATC we must be aware of the controllers frequency Using your
pilot client you may find the controllers frequency and tune your radio to it Once on the
frequency you may wait for an opening and begin your transmission by pressing your Push to
Talk Key (PTT) To discuss things with the controller that do not pertain to the flight at hand
you may choose to private message himher using the appropriate method for your software
32 Pilots
Having discussions with pilots is normally done via private chat unless on unicom Please
read your software manual in order to learn how to use private mesages
33 Unicom
The frequency for UNICOM on the VATSIM network is always 122800 It is strictly for text
transmission and reception only On UNICOM pilots shall announce their intentions and
actions to make other pilots aware of their position There is no ATC on UNICOM and pilots
should co-ordinate in order to resolve potential conflicts Lately many pilots are using voice
on UNICOM by accessing a channel through FSX and or setting up one ndash usually
rwliveatcnet122800 Please note that while this is acceptable the official means of
communication remains on text as not everyone uses or is able to use voice
34 Private Messaging and Voice Channels
Private messages are individual conversations between one VATSIM user and another You
may set up a private voice channel through your pilot client which saves a lot of typing
and distractions when trying to pilot your aircraft (especially usefull in busy sectors) It is
usually an alternative to private messaging with another user and more than one user may
enter the private channel at the same time
35 Contact Mes
From time to time you will receive a message from a controller or a network Supervisor that
simply reads contact me on XXXXXXX or Hello my name is XXXX and I am a
VATSIM Supervisor please contact me by typing chat XX_SUP and hit enter then typing
hello (or something similar)
These are important contacts and are not to be taken lightlyTHEY REQUIRE A
RESPONSE ASAP and should not be ignored
If it is a controller it usually means you have entered or are about to enter his sector
From a Supervisor it means that they wish to a) assist you in some way b) verify that you are
online and at your computer c) they may be reacting to a complaint by someone if you have
inadvertently made some error d) checking on you as you sent a wallop
36 How to of Communication
The main purpose of this document is not to teach people how to speak we hope you know
this already We are also not trying to teach you how to fly That is also a requirement What
we are trying to achieve here is to teach you how to COMMUNICATE using voice while
flying an altogether different skill
When flying with voice every time you key the microphone you will be using up valuable
airtime If every time you transmit each instruction takes say 20 seconds That could mean
that you and your controller only get one command understood and acted upon every 50
seconds or so by which time other aircraft could have missed a vital instruction ie flown
through an ILS localizer or missed a landing clearance So the main purpose of the training is
to learn how to COMMUNICATE with the minimum of fuss and delay so that the ldquoread-
backsrdquo can be passed to the controller without taking up too much of this valuable airtime
The key is Communication and this means that both the Pilot and the ATCO communicate
their instructions and understandings to each other There is nothing more frustrating for an
ATCO than dealing with pilots who do not communicate sufficiently but who simply reply
with a Roger or (even worse) an ok or Will Do So what are the main basics of voice
flying Well there are many but some of the most important lessons you can learn are these
THINK BEFORE TALKING this sounds obvious but so many people do not do this keying
the microphone and stumbling and stuttering through an instruction which they have not
prepared at all
An example of RT messages often heard from pilots online is Annnndummmm Charlie
Delta ummmm Yankee 662 ummm heading ummm 230 ummm flight level ummm 210
Correction Thatacutes flight level ummm 200 sorry not flight level 210 my mistake Charlie
Delta Yankee 662 Over out
This would take around 20 seconds to say
Compare it with Iberia 845 heading 290 flight level 150 inbound Trosa
This takes 5 seconds to say and is MUCH clearer to the controller Whatacutes the difference
Simple -The pilot KNEW what to say before starting to speak
37 Hints and Tips
To give you a few pointers here is a list of Doacutes and Donacutets of common things that people get
wrong when they first try using voice
38 DO
Wait your turn The radio might be busy but that isnt a reason to cut into someone
elses conversation with a controller It just creates even more delays Also listen out
to make sure that the pilot before you reads back his clearance that the controller has
given him before you make you call Remember while you or a controller is
transmitting nobody else can get a message through
Know what you intend to transmit before starting to talk
Be patient just because the controller is not speaking on the radio does not mean he
isnt doing any work In fact much of the work of a controller is done off-air
involving co-ordination with other fellow controllers updating flight strips looking
up clearances or typing instructions all of which take time
Wait a few seconds after joining a frequency before you transmit so you donrsquot
transmit in the middle of a conversation
Readback ALL clearances and instructions
If you dont understand an instruction then ask the controller to say the instruction
again or to explain what it means Use a private message if you dont want to say it
on the air
In order to avoid problems understanding your transmissions please make sure that
you have correctly set up AVC using the auto microphone configure function Also
worth a note for both ATC and pilots Vatsim is a global organization and has many
members to whom English will not be their first language so please spare a special
thought for our foreign counterparts and speak clearly and slowly
If you are unable to comply with an instruction from ATC then tell them so that they
can plan something else for you before it causes a problem with other aircraft in the
vicinity
39 DO NOT
Readback the winds or use the phrase winds copied in reply to a take off or landing
clearance its not needed
Reply standing by to an instruction to standby No reply is necessary at all
The use of the word over is not required
Use (NEGATIVE)
Misunderstand the difference between Flight Levels and Altitudes
310 Read Backs
It is very important to read back certain instructions that ATC give to you so that they know
that you have understood what they have told you It its not necessary to read back absolutely
everything the following list shows some important information that should be readback
Taxi instructions
Levelclimbingdescending instructions
Heading instructions
Speed instructions
Airways or route clearances
Approach clearances
Runway-in-use
Clearance to enter land on take-off on backtrack cross or hold short of any active
runway
Transponder operating instructions
Altimeter settings
Frequency changes
Type of radar service
So please note that when you are given your clearance on the ground do not just reply
Roger read back the clearance fully so that ATC can spot if you have misheard or
misinterpreted something they have said eg FL100 is spoken as flight level one hundred
and FL120 is spoken as flight level one two zero Note the word hundred must not be used
for headings
Another phrase used with climbsdescents is when ready This places the responsibility on
the pilot for deciding when to initiate his climbdescent Eg BAW123 when ready descend
FL80 to be level by BNN here the controller has introduced another phrase to be level by
as well
This means exactly what is says commence your descent when you want but you must have
reached FL80 when you arrive at BNN note at BNN not 50nm before please
If on the other hand you do not understand what ATC is communicating to you then it is
equally important that this is properly communicated to ATC as well if it is a case that you
did not understand the instruction then ask ATC to repeat the instruction by using the words
Say Again as part of your read back If it is a case of you not being able to follow the
instruction given then use the words Unable as part of your read back followed by the
reason why you are not able to comply
311 Initial Contact
Many new pilots log on to the network parked at a gate but then expect ATC to start the
communication and when nothing happens they usually log of frustrated due to lack of
success
The Initial Contact on the Ground MUST at all times come from the Pilot and in the
following format SpeedBird 123 B737 at Gate E43 Request IFR Clearance to Paris Orly
This starts the communication flow between Pilot and ATC
Other often heard mistakes my new pilots are those who log on to the network do all the
pre-take off checks FMS flight programming and then suddenly start communications by
saying Transavia 430 Request Taxi or even worse Transavia 430 Ready for Take Off`rdquo
In both cases here the pilot has jumped a few steps of the proper communication procedure
Similarly when ATC hands you over to another controller then you as the pilot need to start
the communication process with the new controller
312 Common Phraseology
The following list contains most common phrases to be used in voice by both pilots and
controllers
313 WordPhrase
Acknowledge Let me know that you have received and understood this message
Affirm Yes
Approved Permission for proposed action granted
Break Indicates a seperation between messages
Break Break Indicates the seperation between messages transmitted to different
aircraft in a busy environment
Cancel Annul the previously transmitted clearance
Changing to I intend to call (unit) on (frequency)
Check Examine a system or procedure (Not to be used in any other context
No answer is normally expected
Cleard Authorised to proceed under the conditions specified
Climb Climb and maintain
Confirm I request verification of (clearance instruction action information)
Contact Establish communications with (your details have been passed)
Correction An error has been made in this transmission ( or message indicated)
The correct version is
Descend Descend and maintain
Disregard Ignore
Hold short
Stop before reaching the specified location (only used in limited
circumstances where no defined point exists eg where there is no
suitably located holding point or to reinforce a clearance limit
How do you read What is the readability of my transmission
I say again I repeat for clarity and emphasis
Maintain Continue in accordance with the condition(s) specified or in its literal
sense eg Maintain VFR
Monitor Listen out on frequency (pilots should listen in on freq and what for
ATC to initiate the call
Negative No Permission not granted That is not correct or not capable
Pass your message Proceed with your message
Read back Repeat all or the specified part of this message back to me exactly
as received
Report Pass requested information
Request I should like to know or wish to obtain
Roger
I have received all your last transmission (Under no circumstances
to be used in reply to a question requiring a direct answer in the
affirmative (affirm) or negative (negative) context
Say again Repeat all or the following part of your last transmission
Speak slower Reduce your rate of speech
Standby Wait and I will call you (Standby is not an approval or denial Pilots
are not required to read back Standing by
Unable I cannot comply with your request instruction or clearance (Unable
is normally followed by a reason)
Wilco I understand your message and will comply with it (abbreviation for
comply)
Words twice
As a request Communication is difficult Please send every word
twice (As information since communication is difficult every word
in this message will be sent twice
5) Meteorological Messages
6) Flight Regularity Messages
7) State Telegrams
2261 Distress Messages
Distress Calls affect airplanes and their occupants which are in immediate danger and need
help ASAP To indicate an emergency situation the phrase Mayday shall be used
2262 Urgency Messages
Urgency Messages are transmissions related to aircraft safety They can be made for the
own or another aircraft using the phrase Pan-pan
2263 Messages relating to Direction
Messages relating to direction finding are messages for transmission of direction finding
values (what a surprise)
2264 Flight Safety Messages
Flight Safety Messages are the most common transmissions These are the transmissions
made during air traffic control an aircrafts position report or pilot reports that are important
for the flight
2265 Meteorological Messages
The name actually tells you everything ndash in this category of transmission someone passes on
weather information
2266 Flight Regularity Messages
This category covers all transmissions concerning maintenance changes in an aircrafts
operation schedule non-routine landings or similar They are transmitted either on the
frequencies of Flight Information Service or a different dedicated frequency in order to
prevent the distraction of ATC
2267 State Telegrams
A State Telegram is when a head of state or a proxy needs to send a message from an air
plane These transmissions are either done on the frequencies of Flight Information Service
or different dedicated frequency in order to prevent the distraction of ATC Obviously this is
a type of message that does not happen on VATSIM
227 Establishment of Radiotelephony Contact
The pilot always establishes initial radio contact He changes to a new frequency and has to
make an initial call If you are on the ground this initial call consists of the call sign of the
station youre trying to reach your own call sign and the position you are moving to Once
airborne you have to state your current altitude and if different the altitude you are cleared
to There is no need to report your position when airborne As you can see an initial call is
short and includes all necessary information You dont have to tell the controller your
heading shoe size or age ndash he just does not care about that kind of information
Pilot Palma Ground good morning Scandinavian 123 on taxiway Alpha
hellipand in the air
Pilot Marseilles Control Air France 123 FL125 for FL110
228 Call Sign
Each transmission has to include your own call sign in order to let the person at the other
end know who has just spoken or transmitted a message There is absolutely no exception to
this rule During an initial call the call sign of the called station is at the beginning followed
by the own call sign In later phases of flight the controller always puts our call sign at the
beginning followed by his instructions During your read-back you have two options either
you put your call sign at the beginning or in the end ndash there are two philosophies for this
On the one hand you have more time to think about what you actually want to say if you put
your call sign in the beginning
On the other hand a call sign at the end of a transmission indicated to other pilots on the
frequency that our transmission block with the controller is completed and that the frequency
is free for use by others at this time
As you see there are good arguments for both options ndash you have to find out on your own
which suits you more In all the following phraseology examples we will say our call sign at
the beginning
23 Flights under Instrument Flight Rules (IFR)
On the following pages we are going to cover an IFR flight from initial contact with ATC to
finally parking the aircraft at the destination airport looking at all possible phrases you might
encounter We will use a short domestic flight from Frankfurt to Munich as an example This
flight will be done as DLH123 Lufthansa 123 Our routing leads us via Dinkelsbuehl and the
airway T104 to the way-point BURAM at which point our STAR begins The route filed in
our flight plan should look like this
DKB5S DKB T104 BURAM BURAM1M
We know from the airport information sheet that departures to DKB should preferably use
runway 18 for departure so we file an SID from this runway and hope that ATC is not going
to make us change active runway Our cruising altitude for this flight will be FL210
For didactic matters you wont be able to redo this flight exactly as we show it here because
you will most probably not encounter the full load of different situations covered in the next
chapters Please also note that there is nothing polite in phraseology by the book No good
mornings no good byes We will not use any phrases like this in this document but you can
be sure that every ATC be it in the online or the real world appreciates any greetings
231 Departure
Before departure we filed our flight plan (see chapter Flight Planning) and all flight
preparations have been made We begin at gate A32 in Frankfurt
2311 At the Gate (ATIS)
First we check the ATIS (Automatic terminal Information Service) on the specific frequency
in this case 118025 The ATIS besides information on weather also includes the active
runways for departure and landing and other abnormal conditions To make each ATIS
unique it is designated with a letter connected to the specific message you listen to in our
case we heard Information Alpha
2312 At the Gate (Start-Up)
Before each IFR flight the pilot has to obtain the approval to start his engines the so called
start-up This does not mean that the pilot should or even had to start his engines
immediately It just means that ATC does not foresee departure delays of more than 20
minutes in reference to the planned departure time The actual act of starting the engines is
done in cooperation between the flight crew and the ground crew serving the aircraft
Important Pilots should always include the ATIS designator on initial contact with a local
ATC station In some reasons you will also have to include more details on your flight like
your aircraft type or the QNH
Pilot Frankfurt Delivery Lufthansa 123 information Alpha request start-up
ATC Lufthansa 123 Frankfurt Delivery Alpha is correct Start-up is approved
Pilot Start-up approved Lufthansa 123
2313 At the Gate (En Route Clearance)
A flight following instrumental flight rules (IFR) always needs a flight plan which must be
filed with air traffic control (see Flight Planning) Before departure this flight plan has to be
approved by the responsible ATC station Large airports have a dedicated station for this the
so-called Clearance Delivery On smaller airports this task may be done by the local Ground
or Tower controller
You will often get the En-Route Clearance together with the start-up approval so you should
be prepared to get your en-route clearance together with the start-up clearance without a
notice ndash Keyword Pen and Paper
An en-route clearance always has the same structure First you will be cleared to your
destination airport followed by the assigned departure route and sometimes the departure
runway (as long as this is not clearly defined by the departure route itself) Finally there will
be additional information given if the rest of the route is accepted and cleared according to
the flight plan or if there are any changes to the further routing Those changes can become
quite extensive thats why I want to give you ndash again - the advice to have a pen and paper
ready At the end of the clearance ATC assigns you a transponder code the so-called
Squawk which you have to enter into your transponder (this code makes ATCs Secondary
Surveillance Radar able to identify your flight and to correlate your target with your flight
plan)
After the pilots read back of the full clearance ATC will usually confirm that the read back
was correct and complete
Depending on the airport and country you will get your start-up approval right with the en-
route clearance
Pilot Frankfurt Delivery Lufthansa 123 request IFR-clearance to EDDM
ATC Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
Pilot Lufthansa 123 we are cleared to Muumlnchen via DKB5S departure flight
planned route squawk 2101
ATC Lufthansa 123 read back correct
Or with start-up
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
a) Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
b) Lufthansa 123 Frankfurt Delivery start-up approved cleared to Muumlnchen via
DKB5S departure flight planned route squawk 2101
Pilot
a) Lufthansa 123 we are cleared to Muumlnchen via DKB5S departure flight planned
route squawk 2101
b) Lufthansa 123 start-up approved cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
ATC
a) Lufthansa 123 read back correct start up approved
b) Lufthansa 123 read back correct
Pilot
a) Start up approved Lufthansa 123
b) -
2314 At the Gate (Vectored Departure)
Sometimes when a pilot does not know how to follow a standardized departure route ATC
will use Vectored Departures So what does that mean It just means that the pilot gets
specific instructions on what to do after take off The radar controller will make sure that the
pilot finds his routing later using vectors Proceed Direct SOMETHING or similar
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen when airborne maintain
runway track climb altitude 4000ft QNH 1019 contact Langen Radar on frequency
120050 squawk 2210
Pilot
Lufthansa 123 we are cleared to Muumlnchen when airborne maintain runway track
climb altitude 4000ft QNH 1019 contact Langen Radar on frequency 120050
squawk 2210
ATC Lufthansa 123 read back correct start up approved
Pilot Start up approved Lufthansa 123
2315 At the Gate (Detailed Departure Instruction)
ATC can should a pilot not know the SID also read the whole SID to the pilot Please make
sure you never need to get this service by reading your charts carefully
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
Lufthansa 123 cleared to Muumlnchen departure runway 18 when airborne
maintain runway heading climb altitude 4000ft QNH 1019 At 800 feet or 12
DME outbound RID VOR whichever is later turn left to KNG NDB
Maximum IAS 220 Knots Intercept QDR 103 KNG At AKONI turn right
intercept radial 310 DKB VOR to DKB Squawk 2210
Pilot
Lufthansa 123 we are cleared to Muumlnchen departure runway 18 when
airborne maintain runway heading climb altitude 4000ft QNH 1019 At 800
feet or 12 DME outbound RID VOR whichever is later turn left to KNG NDB
Maximum IAS 220 Knots Intercept QDR 103 KNG At AKONI turn right
intercept radial 310 DKB VOR to DKB Squawk 2210
ATC Lufthansa 123 read back correct start up approved
Pilot Start up approved Lufthansa 123
232 Push Back and Taxi
2321 Push-Back
If you are located at a gate from which you cannot simply taxi straight out from you need to
obtain approval for push-back from Ground Control
Pilot Frankfurt Apron Lufthansa 123 gate A32 request push-back
ATC Lufthansa 123 Frankfurt Apron push-back approved
Pilot Lufthansa 123 push-back approved
This push-back instruction can be extended to for example include a direction or the length
of the push-back
ATC Lufthansa 123 push-back approved facing east perform a long push into taxiway
Mike
ATC Lufthansa 123 push-back approved perform a u-turn into position A34
As there is a nearly endless pool of options for ground controllers there are not always
standard phrases ndash it is important that pilot and ATC do understand each other As in all
flight phases Communication is everything
If an instruction is not clear you simply ask Say again
2322 Taxi
After push-back or if you are parked at a position from which you can taxi straight out after
engine start you obviously have to get to the runway Designated taxiways lead you there
The task of Ground Control will be done by different stations depending on the airport and
Location of the aircraft at that airport In our example Frankfurt Apron is our first station the
Tower will take over later
Pilot Lufthansa 123 request taxi
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November
Pilot Lufthansa 123 taxiing to holding point runway 18 via Mike 1 and November
Now that we are moving ATC has even more possibilities to differ from such easy taxi
instructions as seen before He could for example let us stop before a certain taxiway which
we will cross
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November hold short
of November
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November hold short
of Quebec traffic will be a Cargo Lux Boeing 747 moving right to left
It is very important for a pilot to always know what happens around him Thats why he
should thoughtfully listen to radio chatter between ATC and other aircraft and of course keep
his eyes out Controllers often help by issuing traffic information
2323 Progressive Taxi
Should you not know your way around an airport or get lost there is the option to ask for
progressive taxi ATC will then advise the pilot where to go
If you get lost and cant solve the situation on your own you can demand this kind of help
from ATC This is always a better solution than strolling around on the apron just because
youre too proud to ask for help
Pilot Lufthansa 123 request progressive taxi
ATC Lufthansa 123 roger expect progressive taxi
ATC Lufthansa 123 turn left now
Pilot Turning left Lufthansa 123
ATC Lufthansa 123 the second taxiway to your right is November Follow
November to holding point runway 18
Pilot Will turn second taxiway to the right follow November to holding point runway
18 Lufthansa 123
2324 Conditional Clearances
ATC can attach further instructions to traffic information for example to let another aircraft
pass and taxi behind it It is very important that you have this traffic in sight if not you have
to inform the controller immediately
ATC Lufthansa 123 give way to an Air Berlin Boeing 737 moving from left to right on
taxiway November
Pilot Lufthansa 123 unable traffic not in sight
ATC Lufthansa 123 roger in this case hold short of November
ATC Lufthansa 123 give way to an Air Berlin Boeing 737 moving from left to right on
taxiway November
Pilot Lufthansa 123 will give way to Air Berlin Boeing 737 on November
233 Tower
When approaching the runway or latest when we reach the holding point Ground will hand
us off to the Tower controller who is responsible for all movements on the runways and
issues all clearances (landing and take off crossing a runway etc)
ATC Lufthansa 123 contact Tower on frequency 119900
Pilot Lufthansa 123 contacting Tower on frequency 119900
Depending on where we are and if we are ready for departure there are different possibilities
for the initial call on the tower frequency
Pilot Frankfurt Tower Lufthansa 123 approaching runway 18
Pilot Frankfurt Tower Lufthansa 123 at holding point runway 18 ready for departure
2331 Line Up and Conditional Clearance
The Tower Controller may only give landing and take-off clearances under certain
circumstances one of which being that the runway must be clear of all other traffic The
Tower Controller has some tools with which to separate traffic very effectively and to keep a
steady traffic flow They could have us line up on the runway and wait there
ATC Lufthansa 123 line up runway 18 and wait
Pilot Lufthansa 123 lining up runway 18 and waiting
They can also instruct us to line up behind another aircraft In that case they give us our
clearance to line up even if it would not have been our time They do not have to pray that
the frequency is clear when our actual time comes ndash that makes their work much more
effective
ATC Lufthansa 123 behind departing Boeing 737 line up runway 18 and wait behind
Pilot Lufthansa 123 behind departing Boeing 737 lining up runway 18 and waiting
behind
It is very important for us to properly identify the traffic that the tower controller indicated to
us and to keep it in sight at all times Should we not see the traffic the conditional clearance
is invalid ndash we have to immediately inform ATC who will then figure out another clearance
ATC Lufthansa 123 behind departing Boeing 737 line up runway 18 and wait behind
Pilot Lufthansa 123 negative traffic not in sight
Sometimes ATC ldquoshowsrdquo you the traffic and only gives you the clearance after you
confirmed visual contact
ATC Lufthansa 123 traffic is a Boeing 737 on short final runway 25R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 behind landing Boeing 737 line up runway 25R and wait behind
Pilot Lufthansa 123 behind landing Boeing 737 lining up runway 25R and waiting
behind
2332 Take off Clearance
Now that the runway is cleared we get our take-off clearance The structure and the
information given are always the same
ATC Lufthansa 123 wind 180 degrees 10 knots runway 18 cleared for take off
Pilot Lufthansa 123 runway 18 cleared for take off
You dont have to read back the wind information as this serves only as an information to the
pilot
234 Departure and Climb
At some airports we have to contact departure ourselves At other airports tower will give the
instruction to call departure with the known phraseology (Lufthansa 123 contact departure
on frequency hellip) Because we are airborne now our current altitude is to be considered in the
next initial-calls as well as the altitude that we are cleared for In this case the altitude were
cleared for is the initial climb altitude that can be found on the charts
Pilot Langen Radar Lufthansa 123 altitude 2000 feet climbing altitude 4000 feet
ATC Lufthansa 123 Langen Radar identified climb flight level 80
Pilot Lufthansa 123 climb flight level 80
The controller will identify us on the scope before he gives more instructions As soon as
radarcontact is established ATC will tells us that were bdquoIdentifiedldquo
There are several possibilities why an identification could fail Wrong transponder code
wrong setting of transponder code or a tranponder failure in our airplane The controller will
compair our reported altitude with the altitude indication on his scope If the altitudes match
the controller can separate us from other airplanes bdquoIdentifiedldquo doesnt need to be read back
The controller also could give the instruction to stop our climb before reaching the cleared
altitude
ATC Lufthansa 123 stop climb FL70
Pilot Lufthansa 123 stop climb FL70
Once we reach the border of a sector (either horizontally or vertically) the controller will
instruct us to contact the next station using the already known phraseology He could also tell
us to give further information to the next station eg our speed
ATC Lufthansa 123 report speed to Langen Radar frequency 127500
Pilot Lufthansa 123 will report speed to Langen Radar on frequency 127500
As always when we establish contact with a radar controller we have to report our current
altitude and if different the altitude we are cleared to ndash this is mandatory
Pilot Langen Radar Lufthansa 123 FL65 for FL70 speed 250 knots
ATC Lufthansa 123 Langen Radar identified climb FL230
Pilot Lufthansa 123 climbing FL230
235 Cruise
We are now cruising along on FL230 There are some situations we may face now but all of
them may appear in other flight phases as well
2351 Proceed Direct to
ATC could give us a short cut to a certain way point It can be part of our flight plan but
does not necessarily have to
ATC Lufthansa 123 proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 proceeding direct Dinkelsbuumlhel VOR
So now we proceed to that point from our present position If the waypoint is part of our
flight plan we follow our routing after that point
This is the same instruction but packed a little differently
ATC Lufthansa 123 after Konig NDB proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 after Konig NDB proceeding direct Dinkelsbuumlhel VOR
So we follow our routing as planned until we reach KNG and turn towards DKB afterwards
If you dont get the name of the way point you can ask the controller to spell it (please spell
the name)
ATC Lufthansa 123 proceed direct ANEKI Alpha November Echo Kilo India
Pilot Proceeding direct Alpha November Echo Kilo India Lufthansa 123
2352 Changes to Route
ATC can give us a different routing for a segment
ATC Lufthansa 123 proceed direct Wuumlrzburg VOR thereafter proceed direct BURAM
Pilot Lufthansa 123 proceeding direct Wuumlrzburg VOR thereafter direct BURAM
2353 Heading and Vectors
Sometimes its necessary to have us turn away from the planned route by using vectors
which are simple headings we need to follow
ATC Lufthansa 123 turn right heading 180
Pilot Lufthansa 123 turning right heading 180
We can of course do the whole turn in the other direction as well
If ATC is not sure in which direction we need to turn he can issue an instruction without a
direction ndash we then turn in the direction where we have to turn the least
ATC Lufthansa 123 fly heading 180
Pilot Lufthansa 123 fly heading 180
236 Approach and Descend
2361 Descend
Slowly but steady we get closer to our destination and want to start descending In case ATC
did not work ahead and issued a descend clearance early we can of course draw the
controllers attention to us and just ask for descend
Pilot Lufthansa 123 request descent or Lufthansa 123 ready for descent
ATC Lufthansa 123 descend FL 180
Pilot Lufthansa 123 descending FL 180
In order to control the descend ATC has a few tools that can be used
2362 Instructing a Rate
ATC can instruct you to descend with a certain vertical speed
ATC Lufthansa 123 descend FL 180 at 2000 feet per minute (or greaterless)
Pilot Lufthansa 123 descending FL 180 at 2000 feet per minute (or greaterless)
2363 Descend Restrictions
If the controller wants us to be at a certain altitude atbehindabeambefore a specified
waypoint he gives an instruction like the following
ATC Lufthansa 123 descend FL 180 to be levelled at BURAM
Pilot Lufthansa 123 descending FL 180 to be levelled at BURAM
This means that we have to descend in a manner to reach BURAM at FL 180 we could also
reach it earlier if we wanted The net phrase is a little more restricting as we now have to
reach FL 180 exactly at BURAM not earlier not later ndash exactly
ATC Lufthansa 123 descend to reach FL 180 at BURAM
Pilot Lufthansa 123 descending to reach FL 180 at BURAM
The defined restriction does not have to be bound to a waypoint
ATC Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Pilot Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Sometimes a controller needs us to reach an altitude somewhere abeam a certain point In
order to follow that instruction we first need to know where that waypoint is That usually
happens when ATC issues vectors This is used if the controller needs us on a specific
altitude at a certain point and we are not following a routing or flying directly to a later
waypoint
ATC Lufthansa 123 descend to reach FL 180 abeam RENLO
Pilot Lufthansa 123 descend FL 180 to reach level abeam RENLO
As you see its an advantage to have all charts ndash en-route charts too ndash at hand and ready If
you do not have en-route charts most FMCs available for FS offer the option to enter a
waypoint on the FIX page (or similar) and sometimes even offer to insert an ABEAM
POINT (eg PMDG 737 NG)
Another option is to delay the beginning of descend until ATC can either tell us a certain
point where we have to start our descend or give us an early descend with the option to start
it whenever we want ndash as long as we meet the restrictions ATC gives us So we can maintain
our cruising altitude as long as we want If you prefer to stay high longer and then just drop
out of the sky thats fine if you want to do a steady slow descend you can do that as well
ATC Lufthansa 123 when passing Dinkelsbuumlhel descend FL 180
ATC Lufthansa 123 when ready descend to reach FL 180 at BURAM
You can find more important information on the topic descend (planning tactics execution)
in the chapter OPERATION of Flight Training
2364 Holdings
We essentially come across two main types of holdings Published and unpublished or
unknown holdings
You wont be very surprised when I tell you that there are standardized phrases for the entry
and exit of holding patterns More information on holding patterns can be found in the
chapter BASICS of Flight Training
ATC Lufthansa 123 hold at ROKIL (as published)
Pilot Lufthansa 123 holding at ROKIL (as published)
Holding patterns are not unforeseeable so ATC often prepares pilots that there will be a
holding pattern Often this includes the clearance to reduce your speed ndash perhaps you can
avoid the holding this way
ATC Lufthansa 123 expect holding at ROKIL reduce speed at own discretion
Pilot Lufthansa 123 expecting hold over ROKIL reducing to minimum clean speed
As always ndash if ATC does not give us the approval to reduce speed we can just ask him But
dont do it on your own Another aircraft may be on the same level behind us
Pilot Lufthansa 123 may we reduce to minimum clean speed
ATC Lufthansa 123 reduce speed at own discretion
Pilot Lufthansa 123 reducing minimum clean
If a pilot does not know the holding he was instructed to join he has to ask for instructions
ATC will then provide the necessary information to the pilot The holding instruction will
look like this
Fix | inbound course | turn direction | leg timedistance
Pilot Lufthansa 123 request holding instructions
ATC Lufthansa 123 hold over ROKIL inbound track 128 right turns leg time 1 minute
237 Types of Approaches
Next we will establish contact with approach control This is a local control station - as we
learned earlier we have to include the ATIS designator during the initial call A good time to
listen to the ATIS is around your top of descend
Pilot Muumlnchen Arrival Lufthansa 123 FL 185 for FL 180 information Bravo
ATC Lufthansa 123 Muumlnchen Arrival identified Bravo is correct
2371 STAR
This is what a clearance onto a STAR looks like
ATC Lufthansa 123 cleared BURAM 1M arrival
Pilot Lufthansa 123 cleared BURAM 1M arrival
2372 Transition (without Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition
Pilot Lufthansa 123 cleared ROKIL 26 transition
An instruction like this allows us to follow the lateral path of the transition ATC coordinates
and instructs all changes in altitude But We have to follow the speed restrictions indicated
on the charts anyway as long as the controller does not lift them
ATC Lufthansa 123 cleared ROKIL 26 transition no speed restriction
Pilot Lufthansa 123 cleared ROKIL 26 transition no speed restrictio
2373 Transition (with Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition and profile
Pilot Lufthansa 123 cleared ROKIL 26 transition and profi
Now we may follow the lateral and the vertical part of the transition We can now descend to
the altitudes indicated in the charts on own discretion there will be no further instructions on
altitude changes Of course we have to follow the speed restrictions as well
2374 Cleared Direct Waypoint or via waypoints
Another very common way to get a transition clearance is the phrase Cleared direct waypoint
or Cleared via waypoints If you hear something like this you fly directly to the instructed
point and from this point on follow the lateral part of the transition If the controller gives
you two or more waypoints you follow them in the correct order and then join the rest of the
transition You ndash again ndash have to adhere to the speed restrictions (what a surprise) As
always there are exceptions from the rules which you can find in the latest charts and in the
AIP
We will now fly to the RNAV waypoint associated with Munich Airport The designation
follows a simple concept as is the same for many airports ldquoDrdquo for Germany then one letter
to identify the airport the point is associated with in this case an ldquoMrdquo In Zurich they are
named ldquoZHrdquo followed by three figures Usually the controller does not include the leading
letters in a clearance but only uses the figures and assumes the pilot knows which airport
they are approaching so the pilot can do the maths himself and figure out which letters he
must include
ATC Lufthansa 123 cleared direct waypoint 425
Pilot Lufthansa 123 cleared direct waypoint 425
ATC Lufthansa 123 cleared via waypoints 425 and 429
Pilot Lufthansa 123 cleared via waypoints 425 and 429
ATTENTION Some transitions do not include the clearance to turn onto final approach If
you reach the last point of the downwind you have to hold the last flown track As always
you will find the detailed information and exceptions on the appropriate charts
2375 Approach Types
The approach itself will be commenced by an ILS a non precision approach or a visual
approach The clearances used for ILS and non precision approaches are more or less the
same a visual approach has a slightly different systematic
2376 ILS Approach
ATC Lufthansa 123 cleared ILS approach runway 26R
Pilot Lufthansa 123 cleared ILS approach runway 26
This is the most common form It includes
All ATC speed restrictions are now cancelled
Clearance to intercept the localizer and glide slope
Descend to the published intercept altitude of the standard approach
If an ATC does not want the aircraft to change its altitude he can either clear the aircraft to
intercept the localizer only In this case you may not intercept the glide slope without further
clearance or leave your current altitude Another way of preventing an altitude change is to
tell the pilot to maintain a specific altitude until a certain point ATC may also give a new
speed restriction
ATC Lufthansa 123 cleared Localizer runway 26R
Pilot Lufthansa 123 cleared Localizer 26R
or
ATC Lufthansa 123 cleared ILS runway 26R maintain 6000ft until glide slope intercept
Pilot Lufthansa 123 cleared Localizer 26R maintain 6000ft until glide slope intercept
2377 NDB-DME Approach
ATC Lufthansa 123 cleared NDB-DME Approach runway 26R
Pilot Lufthansa 123 cleared NDB-DME approach runway 26R
2378 VOR-DME Approach
ATC Lufthansa 123 cleared VOR-DME Approach runway 26R
Pilot Lufthansa 123 cleared VOR-DME Approach runway 26R
2379 Localizer DME Approach
ATC Lufthansa 123 cleared Localizer-DME Approach runway 26R
Pilot Lufthansa 123 cleared Localizer-DME Approach runway 26R
23710 Visual Approach
Before you receive a clearance for a visual approach during which the pilot has to have the
airport in sight at all times ATC needs to verify that the pilot has the airport in sight After
that he will issue the clearance for the visual approach From this point on the pilot is
responsible for his heading altitude and speed
ATC Lufthansa 123 field is at your 3 orsquoclock position range 5 miles report in sight
Pilot Lufthansa 123 field in sight
ATC Lufthansa 123 cleared visual approach runway 26R
Pilot Lufthansa 123 cleared visual approach runway 26R
23711 Report Established
Basically you should not report when you are established on final approach but ATC can ask
you to report it He can make a difference between Localizer ILS final track (during a non
precision approach) or final approach (visual approaches)
ILS
ATC Lufthansa 123 report established on ILS 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established ILS 26R
Localizer
ATC Lufthansa 123 report established on localizer runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established localizer runway 26R
At that point I want to remind you that there is no such a thing as fully established It is a
bad habit that also caught up in the real world to change established ILS runway xx to fully
established But This word does not exist and it can not exist if you really think about it
logically You are either established ILS runway xx (on localizer and glide slope) or you are
established localizer runway xx (localizer only glide slope has not been reached yet)
You will find further information on that topic in chapter Flight training
Final track
ATC Lufthansa 123 report established on NDB-DME approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final track NDB-DME approach runway 26R
Final approach
ATC Lufthansa 123 report established on final approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final approach runway 26R
23712 Visual Separation
ATC is responsible for the correct separation in all flight phases To be able to go below the
specified minima there is for example the option of visual separation First ATC checks
whether the succeeding pilot has the preceding aircraft in sight and whether he is able to
separate himself If this is the case ATC gives the responsibility for separation the succeeding
pilot
ATC Lufthansa 123 traffic is an Airbus A320 on 10 miles final 26R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation from mentioned traffic
Pilot Lufthansa 123 affirmative
ATC Lufthansa 123 maintain visual separation from Airbus A320 on 8 miles final
contact Tower on 118700
Pilot Lufthansa 123 maintain visual separation from A320 contact Tower on 118700
238 Landing Clearance
By now we are established on our final approach time to get in touch with the aerodrome
controller in the tower During initial contact we report what type of approach we are
conducting and which runway we are approaching Any differences from this procedure can
be found in the airport information If traffic permits we will get our landing clearance right
away and if not ATC will say a short hello and give us an information on how many aircraft
will be using the runway before us
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower continue approach number 3
Pilot Lufthansa 123 number 3
or
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower wind 270 degrees 12 knots runway 26R cleared
to land
Pilot Lufthansa 123 runway 26R cleared to land
2381 Go Around
There are several possibilities why an approach should or must be aborted be it the weather
or a utility lying around on the runway The pilot can decide to go around or ATC can
instruct him to do so
Pilot Lufthansa 123 going around
ATC Lufthansa 123 follow missed approach as published contact Arrival on frequency
128020
Pilot Lufthansa 123 Missed Approach as published contact Arrival on 128020
or
ATC Lufthansa 123 go around I say again go around Maintain runway heading climb
altitude 5000 feet
Pilot Lufthansa 123 going around Maintain runway heading climb altitude 5000 feet
239 Taxi to Gate
After we vacated the runway we will be guided to the parking position using the exact same
tools we covered in chapter 3122
ATC Lufthansa 123 taxi to gate 250 via W2
Pilot Taxi to gate 250 via W2 Lufthansa 123
Important After the taxi instruction leading us to a parking position we have to keep
watching the frequency until we finally reached our parking position ndash but there are no
further calls like On Blocks request engine shut down The flight is over at this point we
made it
24 Specials
There are some situations that are not used every day but it is very useful to have heard of
them
241 Visual ClimbDescend
This method is sometimes used to provide a smooth climb and descend Similar to the visual
separation we covered earlier the pilot is instructed to maintain his own separation from the
preceding traffic in order to go below the minimum separation It is very important that the
planes are in VMC and visual contact is held throughout the whole manoeuvre
ATC Lufthansa 123 confirm VMC
Pilot Lufthansa 123 in VMC
ATC Lufthansa 123 traffic is a Boeing 737 12 orsquoclock position range 5 miles
2000 feet high report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation to the traffic for
the next 5 minutes
Pilot Lufthansa 123 affirmative
ATC to
the other
aircraft)
Air Berlin 456 traffic is an Airbus A320 at your 6 orsquoclock position range 5
miles 2000 feet below I will climb him through your level
Other
aircraft Roger Air Berlin 456
ATC Lufthansa 123 climb FL150 maintain visual separation from mentioned
traffic for the next 5 minutes
Pilot Lufthansa 123 climbing FL150 maintaining visual separation from Boeing
737 for the next 5 minutes
242 Emergency
During an emergency you either alert ATC by transponder (setting it to 7700) or if possible
make your distress call on the radio
Pilot Mayday Mayday Mayday Lufthansa 123 declaring emergency
There is no standard phraseology after that ndash ATC and pilot communicate in the way the
situation requires The most important thing is that the pilot tells the controller what his
problem is and what his intentions are Only then ATC can provide the best service possible
243 Urgency Messages
Should there be a problem aboard that does not qualify as an emergency (eg a single engine
failure in a B52) you should use the phrase Panpan
Pilot Pan-Pan Pan-Pan Pan-Pan Lufthansa 123 technical problem
3 COM MU NICA TIO N
The following document will be split up into two parts The first part includes the basics of
communication and the methods employed on the network to correctly communicate
between other members The second will focus on the phraseology and the how-to of
speaking correctly on the frequency
31 ATC
When communicating with ATC we must be aware of the controllers frequency Using your
pilot client you may find the controllers frequency and tune your radio to it Once on the
frequency you may wait for an opening and begin your transmission by pressing your Push to
Talk Key (PTT) To discuss things with the controller that do not pertain to the flight at hand
you may choose to private message himher using the appropriate method for your software
32 Pilots
Having discussions with pilots is normally done via private chat unless on unicom Please
read your software manual in order to learn how to use private mesages
33 Unicom
The frequency for UNICOM on the VATSIM network is always 122800 It is strictly for text
transmission and reception only On UNICOM pilots shall announce their intentions and
actions to make other pilots aware of their position There is no ATC on UNICOM and pilots
should co-ordinate in order to resolve potential conflicts Lately many pilots are using voice
on UNICOM by accessing a channel through FSX and or setting up one ndash usually
rwliveatcnet122800 Please note that while this is acceptable the official means of
communication remains on text as not everyone uses or is able to use voice
34 Private Messaging and Voice Channels
Private messages are individual conversations between one VATSIM user and another You
may set up a private voice channel through your pilot client which saves a lot of typing
and distractions when trying to pilot your aircraft (especially usefull in busy sectors) It is
usually an alternative to private messaging with another user and more than one user may
enter the private channel at the same time
35 Contact Mes
From time to time you will receive a message from a controller or a network Supervisor that
simply reads contact me on XXXXXXX or Hello my name is XXXX and I am a
VATSIM Supervisor please contact me by typing chat XX_SUP and hit enter then typing
hello (or something similar)
These are important contacts and are not to be taken lightlyTHEY REQUIRE A
RESPONSE ASAP and should not be ignored
If it is a controller it usually means you have entered or are about to enter his sector
From a Supervisor it means that they wish to a) assist you in some way b) verify that you are
online and at your computer c) they may be reacting to a complaint by someone if you have
inadvertently made some error d) checking on you as you sent a wallop
36 How to of Communication
The main purpose of this document is not to teach people how to speak we hope you know
this already We are also not trying to teach you how to fly That is also a requirement What
we are trying to achieve here is to teach you how to COMMUNICATE using voice while
flying an altogether different skill
When flying with voice every time you key the microphone you will be using up valuable
airtime If every time you transmit each instruction takes say 20 seconds That could mean
that you and your controller only get one command understood and acted upon every 50
seconds or so by which time other aircraft could have missed a vital instruction ie flown
through an ILS localizer or missed a landing clearance So the main purpose of the training is
to learn how to COMMUNICATE with the minimum of fuss and delay so that the ldquoread-
backsrdquo can be passed to the controller without taking up too much of this valuable airtime
The key is Communication and this means that both the Pilot and the ATCO communicate
their instructions and understandings to each other There is nothing more frustrating for an
ATCO than dealing with pilots who do not communicate sufficiently but who simply reply
with a Roger or (even worse) an ok or Will Do So what are the main basics of voice
flying Well there are many but some of the most important lessons you can learn are these
THINK BEFORE TALKING this sounds obvious but so many people do not do this keying
the microphone and stumbling and stuttering through an instruction which they have not
prepared at all
An example of RT messages often heard from pilots online is Annnndummmm Charlie
Delta ummmm Yankee 662 ummm heading ummm 230 ummm flight level ummm 210
Correction Thatacutes flight level ummm 200 sorry not flight level 210 my mistake Charlie
Delta Yankee 662 Over out
This would take around 20 seconds to say
Compare it with Iberia 845 heading 290 flight level 150 inbound Trosa
This takes 5 seconds to say and is MUCH clearer to the controller Whatacutes the difference
Simple -The pilot KNEW what to say before starting to speak
37 Hints and Tips
To give you a few pointers here is a list of Doacutes and Donacutets of common things that people get
wrong when they first try using voice
38 DO
Wait your turn The radio might be busy but that isnt a reason to cut into someone
elses conversation with a controller It just creates even more delays Also listen out
to make sure that the pilot before you reads back his clearance that the controller has
given him before you make you call Remember while you or a controller is
transmitting nobody else can get a message through
Know what you intend to transmit before starting to talk
Be patient just because the controller is not speaking on the radio does not mean he
isnt doing any work In fact much of the work of a controller is done off-air
involving co-ordination with other fellow controllers updating flight strips looking
up clearances or typing instructions all of which take time
Wait a few seconds after joining a frequency before you transmit so you donrsquot
transmit in the middle of a conversation
Readback ALL clearances and instructions
If you dont understand an instruction then ask the controller to say the instruction
again or to explain what it means Use a private message if you dont want to say it
on the air
In order to avoid problems understanding your transmissions please make sure that
you have correctly set up AVC using the auto microphone configure function Also
worth a note for both ATC and pilots Vatsim is a global organization and has many
members to whom English will not be their first language so please spare a special
thought for our foreign counterparts and speak clearly and slowly
If you are unable to comply with an instruction from ATC then tell them so that they
can plan something else for you before it causes a problem with other aircraft in the
vicinity
39 DO NOT
Readback the winds or use the phrase winds copied in reply to a take off or landing
clearance its not needed
Reply standing by to an instruction to standby No reply is necessary at all
The use of the word over is not required
Use (NEGATIVE)
Misunderstand the difference between Flight Levels and Altitudes
310 Read Backs
It is very important to read back certain instructions that ATC give to you so that they know
that you have understood what they have told you It its not necessary to read back absolutely
everything the following list shows some important information that should be readback
Taxi instructions
Levelclimbingdescending instructions
Heading instructions
Speed instructions
Airways or route clearances
Approach clearances
Runway-in-use
Clearance to enter land on take-off on backtrack cross or hold short of any active
runway
Transponder operating instructions
Altimeter settings
Frequency changes
Type of radar service
So please note that when you are given your clearance on the ground do not just reply
Roger read back the clearance fully so that ATC can spot if you have misheard or
misinterpreted something they have said eg FL100 is spoken as flight level one hundred
and FL120 is spoken as flight level one two zero Note the word hundred must not be used
for headings
Another phrase used with climbsdescents is when ready This places the responsibility on
the pilot for deciding when to initiate his climbdescent Eg BAW123 when ready descend
FL80 to be level by BNN here the controller has introduced another phrase to be level by
as well
This means exactly what is says commence your descent when you want but you must have
reached FL80 when you arrive at BNN note at BNN not 50nm before please
If on the other hand you do not understand what ATC is communicating to you then it is
equally important that this is properly communicated to ATC as well if it is a case that you
did not understand the instruction then ask ATC to repeat the instruction by using the words
Say Again as part of your read back If it is a case of you not being able to follow the
instruction given then use the words Unable as part of your read back followed by the
reason why you are not able to comply
311 Initial Contact
Many new pilots log on to the network parked at a gate but then expect ATC to start the
communication and when nothing happens they usually log of frustrated due to lack of
success
The Initial Contact on the Ground MUST at all times come from the Pilot and in the
following format SpeedBird 123 B737 at Gate E43 Request IFR Clearance to Paris Orly
This starts the communication flow between Pilot and ATC
Other often heard mistakes my new pilots are those who log on to the network do all the
pre-take off checks FMS flight programming and then suddenly start communications by
saying Transavia 430 Request Taxi or even worse Transavia 430 Ready for Take Off`rdquo
In both cases here the pilot has jumped a few steps of the proper communication procedure
Similarly when ATC hands you over to another controller then you as the pilot need to start
the communication process with the new controller
312 Common Phraseology
The following list contains most common phrases to be used in voice by both pilots and
controllers
313 WordPhrase
Acknowledge Let me know that you have received and understood this message
Affirm Yes
Approved Permission for proposed action granted
Break Indicates a seperation between messages
Break Break Indicates the seperation between messages transmitted to different
aircraft in a busy environment
Cancel Annul the previously transmitted clearance
Changing to I intend to call (unit) on (frequency)
Check Examine a system or procedure (Not to be used in any other context
No answer is normally expected
Cleard Authorised to proceed under the conditions specified
Climb Climb and maintain
Confirm I request verification of (clearance instruction action information)
Contact Establish communications with (your details have been passed)
Correction An error has been made in this transmission ( or message indicated)
The correct version is
Descend Descend and maintain
Disregard Ignore
Hold short
Stop before reaching the specified location (only used in limited
circumstances where no defined point exists eg where there is no
suitably located holding point or to reinforce a clearance limit
How do you read What is the readability of my transmission
I say again I repeat for clarity and emphasis
Maintain Continue in accordance with the condition(s) specified or in its literal
sense eg Maintain VFR
Monitor Listen out on frequency (pilots should listen in on freq and what for
ATC to initiate the call
Negative No Permission not granted That is not correct or not capable
Pass your message Proceed with your message
Read back Repeat all or the specified part of this message back to me exactly
as received
Report Pass requested information
Request I should like to know or wish to obtain
Roger
I have received all your last transmission (Under no circumstances
to be used in reply to a question requiring a direct answer in the
affirmative (affirm) or negative (negative) context
Say again Repeat all or the following part of your last transmission
Speak slower Reduce your rate of speech
Standby Wait and I will call you (Standby is not an approval or denial Pilots
are not required to read back Standing by
Unable I cannot comply with your request instruction or clearance (Unable
is normally followed by a reason)
Wilco I understand your message and will comply with it (abbreviation for
comply)
Words twice
As a request Communication is difficult Please send every word
twice (As information since communication is difficult every word
in this message will be sent twice
227 Establishment of Radiotelephony Contact
The pilot always establishes initial radio contact He changes to a new frequency and has to
make an initial call If you are on the ground this initial call consists of the call sign of the
station youre trying to reach your own call sign and the position you are moving to Once
airborne you have to state your current altitude and if different the altitude you are cleared
to There is no need to report your position when airborne As you can see an initial call is
short and includes all necessary information You dont have to tell the controller your
heading shoe size or age ndash he just does not care about that kind of information
Pilot Palma Ground good morning Scandinavian 123 on taxiway Alpha
hellipand in the air
Pilot Marseilles Control Air France 123 FL125 for FL110
228 Call Sign
Each transmission has to include your own call sign in order to let the person at the other
end know who has just spoken or transmitted a message There is absolutely no exception to
this rule During an initial call the call sign of the called station is at the beginning followed
by the own call sign In later phases of flight the controller always puts our call sign at the
beginning followed by his instructions During your read-back you have two options either
you put your call sign at the beginning or in the end ndash there are two philosophies for this
On the one hand you have more time to think about what you actually want to say if you put
your call sign in the beginning
On the other hand a call sign at the end of a transmission indicated to other pilots on the
frequency that our transmission block with the controller is completed and that the frequency
is free for use by others at this time
As you see there are good arguments for both options ndash you have to find out on your own
which suits you more In all the following phraseology examples we will say our call sign at
the beginning
23 Flights under Instrument Flight Rules (IFR)
On the following pages we are going to cover an IFR flight from initial contact with ATC to
finally parking the aircraft at the destination airport looking at all possible phrases you might
encounter We will use a short domestic flight from Frankfurt to Munich as an example This
flight will be done as DLH123 Lufthansa 123 Our routing leads us via Dinkelsbuehl and the
airway T104 to the way-point BURAM at which point our STAR begins The route filed in
our flight plan should look like this
DKB5S DKB T104 BURAM BURAM1M
We know from the airport information sheet that departures to DKB should preferably use
runway 18 for departure so we file an SID from this runway and hope that ATC is not going
to make us change active runway Our cruising altitude for this flight will be FL210
For didactic matters you wont be able to redo this flight exactly as we show it here because
you will most probably not encounter the full load of different situations covered in the next
chapters Please also note that there is nothing polite in phraseology by the book No good
mornings no good byes We will not use any phrases like this in this document but you can
be sure that every ATC be it in the online or the real world appreciates any greetings
231 Departure
Before departure we filed our flight plan (see chapter Flight Planning) and all flight
preparations have been made We begin at gate A32 in Frankfurt
2311 At the Gate (ATIS)
First we check the ATIS (Automatic terminal Information Service) on the specific frequency
in this case 118025 The ATIS besides information on weather also includes the active
runways for departure and landing and other abnormal conditions To make each ATIS
unique it is designated with a letter connected to the specific message you listen to in our
case we heard Information Alpha
2312 At the Gate (Start-Up)
Before each IFR flight the pilot has to obtain the approval to start his engines the so called
start-up This does not mean that the pilot should or even had to start his engines
immediately It just means that ATC does not foresee departure delays of more than 20
minutes in reference to the planned departure time The actual act of starting the engines is
done in cooperation between the flight crew and the ground crew serving the aircraft
Important Pilots should always include the ATIS designator on initial contact with a local
ATC station In some reasons you will also have to include more details on your flight like
your aircraft type or the QNH
Pilot Frankfurt Delivery Lufthansa 123 information Alpha request start-up
ATC Lufthansa 123 Frankfurt Delivery Alpha is correct Start-up is approved
Pilot Start-up approved Lufthansa 123
2313 At the Gate (En Route Clearance)
A flight following instrumental flight rules (IFR) always needs a flight plan which must be
filed with air traffic control (see Flight Planning) Before departure this flight plan has to be
approved by the responsible ATC station Large airports have a dedicated station for this the
so-called Clearance Delivery On smaller airports this task may be done by the local Ground
or Tower controller
You will often get the En-Route Clearance together with the start-up approval so you should
be prepared to get your en-route clearance together with the start-up clearance without a
notice ndash Keyword Pen and Paper
An en-route clearance always has the same structure First you will be cleared to your
destination airport followed by the assigned departure route and sometimes the departure
runway (as long as this is not clearly defined by the departure route itself) Finally there will
be additional information given if the rest of the route is accepted and cleared according to
the flight plan or if there are any changes to the further routing Those changes can become
quite extensive thats why I want to give you ndash again - the advice to have a pen and paper
ready At the end of the clearance ATC assigns you a transponder code the so-called
Squawk which you have to enter into your transponder (this code makes ATCs Secondary
Surveillance Radar able to identify your flight and to correlate your target with your flight
plan)
After the pilots read back of the full clearance ATC will usually confirm that the read back
was correct and complete
Depending on the airport and country you will get your start-up approval right with the en-
route clearance
Pilot Frankfurt Delivery Lufthansa 123 request IFR-clearance to EDDM
ATC Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
Pilot Lufthansa 123 we are cleared to Muumlnchen via DKB5S departure flight
planned route squawk 2101
ATC Lufthansa 123 read back correct
Or with start-up
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
a) Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
b) Lufthansa 123 Frankfurt Delivery start-up approved cleared to Muumlnchen via
DKB5S departure flight planned route squawk 2101
Pilot
a) Lufthansa 123 we are cleared to Muumlnchen via DKB5S departure flight planned
route squawk 2101
b) Lufthansa 123 start-up approved cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
ATC
a) Lufthansa 123 read back correct start up approved
b) Lufthansa 123 read back correct
Pilot
a) Start up approved Lufthansa 123
b) -
2314 At the Gate (Vectored Departure)
Sometimes when a pilot does not know how to follow a standardized departure route ATC
will use Vectored Departures So what does that mean It just means that the pilot gets
specific instructions on what to do after take off The radar controller will make sure that the
pilot finds his routing later using vectors Proceed Direct SOMETHING or similar
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen when airborne maintain
runway track climb altitude 4000ft QNH 1019 contact Langen Radar on frequency
120050 squawk 2210
Pilot
Lufthansa 123 we are cleared to Muumlnchen when airborne maintain runway track
climb altitude 4000ft QNH 1019 contact Langen Radar on frequency 120050
squawk 2210
ATC Lufthansa 123 read back correct start up approved
Pilot Start up approved Lufthansa 123
2315 At the Gate (Detailed Departure Instruction)
ATC can should a pilot not know the SID also read the whole SID to the pilot Please make
sure you never need to get this service by reading your charts carefully
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
Lufthansa 123 cleared to Muumlnchen departure runway 18 when airborne
maintain runway heading climb altitude 4000ft QNH 1019 At 800 feet or 12
DME outbound RID VOR whichever is later turn left to KNG NDB
Maximum IAS 220 Knots Intercept QDR 103 KNG At AKONI turn right
intercept radial 310 DKB VOR to DKB Squawk 2210
Pilot
Lufthansa 123 we are cleared to Muumlnchen departure runway 18 when
airborne maintain runway heading climb altitude 4000ft QNH 1019 At 800
feet or 12 DME outbound RID VOR whichever is later turn left to KNG NDB
Maximum IAS 220 Knots Intercept QDR 103 KNG At AKONI turn right
intercept radial 310 DKB VOR to DKB Squawk 2210
ATC Lufthansa 123 read back correct start up approved
Pilot Start up approved Lufthansa 123
232 Push Back and Taxi
2321 Push-Back
If you are located at a gate from which you cannot simply taxi straight out from you need to
obtain approval for push-back from Ground Control
Pilot Frankfurt Apron Lufthansa 123 gate A32 request push-back
ATC Lufthansa 123 Frankfurt Apron push-back approved
Pilot Lufthansa 123 push-back approved
This push-back instruction can be extended to for example include a direction or the length
of the push-back
ATC Lufthansa 123 push-back approved facing east perform a long push into taxiway
Mike
ATC Lufthansa 123 push-back approved perform a u-turn into position A34
As there is a nearly endless pool of options for ground controllers there are not always
standard phrases ndash it is important that pilot and ATC do understand each other As in all
flight phases Communication is everything
If an instruction is not clear you simply ask Say again
2322 Taxi
After push-back or if you are parked at a position from which you can taxi straight out after
engine start you obviously have to get to the runway Designated taxiways lead you there
The task of Ground Control will be done by different stations depending on the airport and
Location of the aircraft at that airport In our example Frankfurt Apron is our first station the
Tower will take over later
Pilot Lufthansa 123 request taxi
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November
Pilot Lufthansa 123 taxiing to holding point runway 18 via Mike 1 and November
Now that we are moving ATC has even more possibilities to differ from such easy taxi
instructions as seen before He could for example let us stop before a certain taxiway which
we will cross
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November hold short
of November
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November hold short
of Quebec traffic will be a Cargo Lux Boeing 747 moving right to left
It is very important for a pilot to always know what happens around him Thats why he
should thoughtfully listen to radio chatter between ATC and other aircraft and of course keep
his eyes out Controllers often help by issuing traffic information
2323 Progressive Taxi
Should you not know your way around an airport or get lost there is the option to ask for
progressive taxi ATC will then advise the pilot where to go
If you get lost and cant solve the situation on your own you can demand this kind of help
from ATC This is always a better solution than strolling around on the apron just because
youre too proud to ask for help
Pilot Lufthansa 123 request progressive taxi
ATC Lufthansa 123 roger expect progressive taxi
ATC Lufthansa 123 turn left now
Pilot Turning left Lufthansa 123
ATC Lufthansa 123 the second taxiway to your right is November Follow
November to holding point runway 18
Pilot Will turn second taxiway to the right follow November to holding point runway
18 Lufthansa 123
2324 Conditional Clearances
ATC can attach further instructions to traffic information for example to let another aircraft
pass and taxi behind it It is very important that you have this traffic in sight if not you have
to inform the controller immediately
ATC Lufthansa 123 give way to an Air Berlin Boeing 737 moving from left to right on
taxiway November
Pilot Lufthansa 123 unable traffic not in sight
ATC Lufthansa 123 roger in this case hold short of November
ATC Lufthansa 123 give way to an Air Berlin Boeing 737 moving from left to right on
taxiway November
Pilot Lufthansa 123 will give way to Air Berlin Boeing 737 on November
233 Tower
When approaching the runway or latest when we reach the holding point Ground will hand
us off to the Tower controller who is responsible for all movements on the runways and
issues all clearances (landing and take off crossing a runway etc)
ATC Lufthansa 123 contact Tower on frequency 119900
Pilot Lufthansa 123 contacting Tower on frequency 119900
Depending on where we are and if we are ready for departure there are different possibilities
for the initial call on the tower frequency
Pilot Frankfurt Tower Lufthansa 123 approaching runway 18
Pilot Frankfurt Tower Lufthansa 123 at holding point runway 18 ready for departure
2331 Line Up and Conditional Clearance
The Tower Controller may only give landing and take-off clearances under certain
circumstances one of which being that the runway must be clear of all other traffic The
Tower Controller has some tools with which to separate traffic very effectively and to keep a
steady traffic flow They could have us line up on the runway and wait there
ATC Lufthansa 123 line up runway 18 and wait
Pilot Lufthansa 123 lining up runway 18 and waiting
They can also instruct us to line up behind another aircraft In that case they give us our
clearance to line up even if it would not have been our time They do not have to pray that
the frequency is clear when our actual time comes ndash that makes their work much more
effective
ATC Lufthansa 123 behind departing Boeing 737 line up runway 18 and wait behind
Pilot Lufthansa 123 behind departing Boeing 737 lining up runway 18 and waiting
behind
It is very important for us to properly identify the traffic that the tower controller indicated to
us and to keep it in sight at all times Should we not see the traffic the conditional clearance
is invalid ndash we have to immediately inform ATC who will then figure out another clearance
ATC Lufthansa 123 behind departing Boeing 737 line up runway 18 and wait behind
Pilot Lufthansa 123 negative traffic not in sight
Sometimes ATC ldquoshowsrdquo you the traffic and only gives you the clearance after you
confirmed visual contact
ATC Lufthansa 123 traffic is a Boeing 737 on short final runway 25R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 behind landing Boeing 737 line up runway 25R and wait behind
Pilot Lufthansa 123 behind landing Boeing 737 lining up runway 25R and waiting
behind
2332 Take off Clearance
Now that the runway is cleared we get our take-off clearance The structure and the
information given are always the same
ATC Lufthansa 123 wind 180 degrees 10 knots runway 18 cleared for take off
Pilot Lufthansa 123 runway 18 cleared for take off
You dont have to read back the wind information as this serves only as an information to the
pilot
234 Departure and Climb
At some airports we have to contact departure ourselves At other airports tower will give the
instruction to call departure with the known phraseology (Lufthansa 123 contact departure
on frequency hellip) Because we are airborne now our current altitude is to be considered in the
next initial-calls as well as the altitude that we are cleared for In this case the altitude were
cleared for is the initial climb altitude that can be found on the charts
Pilot Langen Radar Lufthansa 123 altitude 2000 feet climbing altitude 4000 feet
ATC Lufthansa 123 Langen Radar identified climb flight level 80
Pilot Lufthansa 123 climb flight level 80
The controller will identify us on the scope before he gives more instructions As soon as
radarcontact is established ATC will tells us that were bdquoIdentifiedldquo
There are several possibilities why an identification could fail Wrong transponder code
wrong setting of transponder code or a tranponder failure in our airplane The controller will
compair our reported altitude with the altitude indication on his scope If the altitudes match
the controller can separate us from other airplanes bdquoIdentifiedldquo doesnt need to be read back
The controller also could give the instruction to stop our climb before reaching the cleared
altitude
ATC Lufthansa 123 stop climb FL70
Pilot Lufthansa 123 stop climb FL70
Once we reach the border of a sector (either horizontally or vertically) the controller will
instruct us to contact the next station using the already known phraseology He could also tell
us to give further information to the next station eg our speed
ATC Lufthansa 123 report speed to Langen Radar frequency 127500
Pilot Lufthansa 123 will report speed to Langen Radar on frequency 127500
As always when we establish contact with a radar controller we have to report our current
altitude and if different the altitude we are cleared to ndash this is mandatory
Pilot Langen Radar Lufthansa 123 FL65 for FL70 speed 250 knots
ATC Lufthansa 123 Langen Radar identified climb FL230
Pilot Lufthansa 123 climbing FL230
235 Cruise
We are now cruising along on FL230 There are some situations we may face now but all of
them may appear in other flight phases as well
2351 Proceed Direct to
ATC could give us a short cut to a certain way point It can be part of our flight plan but
does not necessarily have to
ATC Lufthansa 123 proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 proceeding direct Dinkelsbuumlhel VOR
So now we proceed to that point from our present position If the waypoint is part of our
flight plan we follow our routing after that point
This is the same instruction but packed a little differently
ATC Lufthansa 123 after Konig NDB proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 after Konig NDB proceeding direct Dinkelsbuumlhel VOR
So we follow our routing as planned until we reach KNG and turn towards DKB afterwards
If you dont get the name of the way point you can ask the controller to spell it (please spell
the name)
ATC Lufthansa 123 proceed direct ANEKI Alpha November Echo Kilo India
Pilot Proceeding direct Alpha November Echo Kilo India Lufthansa 123
2352 Changes to Route
ATC can give us a different routing for a segment
ATC Lufthansa 123 proceed direct Wuumlrzburg VOR thereafter proceed direct BURAM
Pilot Lufthansa 123 proceeding direct Wuumlrzburg VOR thereafter direct BURAM
2353 Heading and Vectors
Sometimes its necessary to have us turn away from the planned route by using vectors
which are simple headings we need to follow
ATC Lufthansa 123 turn right heading 180
Pilot Lufthansa 123 turning right heading 180
We can of course do the whole turn in the other direction as well
If ATC is not sure in which direction we need to turn he can issue an instruction without a
direction ndash we then turn in the direction where we have to turn the least
ATC Lufthansa 123 fly heading 180
Pilot Lufthansa 123 fly heading 180
236 Approach and Descend
2361 Descend
Slowly but steady we get closer to our destination and want to start descending In case ATC
did not work ahead and issued a descend clearance early we can of course draw the
controllers attention to us and just ask for descend
Pilot Lufthansa 123 request descent or Lufthansa 123 ready for descent
ATC Lufthansa 123 descend FL 180
Pilot Lufthansa 123 descending FL 180
In order to control the descend ATC has a few tools that can be used
2362 Instructing a Rate
ATC can instruct you to descend with a certain vertical speed
ATC Lufthansa 123 descend FL 180 at 2000 feet per minute (or greaterless)
Pilot Lufthansa 123 descending FL 180 at 2000 feet per minute (or greaterless)
2363 Descend Restrictions
If the controller wants us to be at a certain altitude atbehindabeambefore a specified
waypoint he gives an instruction like the following
ATC Lufthansa 123 descend FL 180 to be levelled at BURAM
Pilot Lufthansa 123 descending FL 180 to be levelled at BURAM
This means that we have to descend in a manner to reach BURAM at FL 180 we could also
reach it earlier if we wanted The net phrase is a little more restricting as we now have to
reach FL 180 exactly at BURAM not earlier not later ndash exactly
ATC Lufthansa 123 descend to reach FL 180 at BURAM
Pilot Lufthansa 123 descending to reach FL 180 at BURAM
The defined restriction does not have to be bound to a waypoint
ATC Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Pilot Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Sometimes a controller needs us to reach an altitude somewhere abeam a certain point In
order to follow that instruction we first need to know where that waypoint is That usually
happens when ATC issues vectors This is used if the controller needs us on a specific
altitude at a certain point and we are not following a routing or flying directly to a later
waypoint
ATC Lufthansa 123 descend to reach FL 180 abeam RENLO
Pilot Lufthansa 123 descend FL 180 to reach level abeam RENLO
As you see its an advantage to have all charts ndash en-route charts too ndash at hand and ready If
you do not have en-route charts most FMCs available for FS offer the option to enter a
waypoint on the FIX page (or similar) and sometimes even offer to insert an ABEAM
POINT (eg PMDG 737 NG)
Another option is to delay the beginning of descend until ATC can either tell us a certain
point where we have to start our descend or give us an early descend with the option to start
it whenever we want ndash as long as we meet the restrictions ATC gives us So we can maintain
our cruising altitude as long as we want If you prefer to stay high longer and then just drop
out of the sky thats fine if you want to do a steady slow descend you can do that as well
ATC Lufthansa 123 when passing Dinkelsbuumlhel descend FL 180
ATC Lufthansa 123 when ready descend to reach FL 180 at BURAM
You can find more important information on the topic descend (planning tactics execution)
in the chapter OPERATION of Flight Training
2364 Holdings
We essentially come across two main types of holdings Published and unpublished or
unknown holdings
You wont be very surprised when I tell you that there are standardized phrases for the entry
and exit of holding patterns More information on holding patterns can be found in the
chapter BASICS of Flight Training
ATC Lufthansa 123 hold at ROKIL (as published)
Pilot Lufthansa 123 holding at ROKIL (as published)
Holding patterns are not unforeseeable so ATC often prepares pilots that there will be a
holding pattern Often this includes the clearance to reduce your speed ndash perhaps you can
avoid the holding this way
ATC Lufthansa 123 expect holding at ROKIL reduce speed at own discretion
Pilot Lufthansa 123 expecting hold over ROKIL reducing to minimum clean speed
As always ndash if ATC does not give us the approval to reduce speed we can just ask him But
dont do it on your own Another aircraft may be on the same level behind us
Pilot Lufthansa 123 may we reduce to minimum clean speed
ATC Lufthansa 123 reduce speed at own discretion
Pilot Lufthansa 123 reducing minimum clean
If a pilot does not know the holding he was instructed to join he has to ask for instructions
ATC will then provide the necessary information to the pilot The holding instruction will
look like this
Fix | inbound course | turn direction | leg timedistance
Pilot Lufthansa 123 request holding instructions
ATC Lufthansa 123 hold over ROKIL inbound track 128 right turns leg time 1 minute
237 Types of Approaches
Next we will establish contact with approach control This is a local control station - as we
learned earlier we have to include the ATIS designator during the initial call A good time to
listen to the ATIS is around your top of descend
Pilot Muumlnchen Arrival Lufthansa 123 FL 185 for FL 180 information Bravo
ATC Lufthansa 123 Muumlnchen Arrival identified Bravo is correct
2371 STAR
This is what a clearance onto a STAR looks like
ATC Lufthansa 123 cleared BURAM 1M arrival
Pilot Lufthansa 123 cleared BURAM 1M arrival
2372 Transition (without Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition
Pilot Lufthansa 123 cleared ROKIL 26 transition
An instruction like this allows us to follow the lateral path of the transition ATC coordinates
and instructs all changes in altitude But We have to follow the speed restrictions indicated
on the charts anyway as long as the controller does not lift them
ATC Lufthansa 123 cleared ROKIL 26 transition no speed restriction
Pilot Lufthansa 123 cleared ROKIL 26 transition no speed restrictio
2373 Transition (with Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition and profile
Pilot Lufthansa 123 cleared ROKIL 26 transition and profi
Now we may follow the lateral and the vertical part of the transition We can now descend to
the altitudes indicated in the charts on own discretion there will be no further instructions on
altitude changes Of course we have to follow the speed restrictions as well
2374 Cleared Direct Waypoint or via waypoints
Another very common way to get a transition clearance is the phrase Cleared direct waypoint
or Cleared via waypoints If you hear something like this you fly directly to the instructed
point and from this point on follow the lateral part of the transition If the controller gives
you two or more waypoints you follow them in the correct order and then join the rest of the
transition You ndash again ndash have to adhere to the speed restrictions (what a surprise) As
always there are exceptions from the rules which you can find in the latest charts and in the
AIP
We will now fly to the RNAV waypoint associated with Munich Airport The designation
follows a simple concept as is the same for many airports ldquoDrdquo for Germany then one letter
to identify the airport the point is associated with in this case an ldquoMrdquo In Zurich they are
named ldquoZHrdquo followed by three figures Usually the controller does not include the leading
letters in a clearance but only uses the figures and assumes the pilot knows which airport
they are approaching so the pilot can do the maths himself and figure out which letters he
must include
ATC Lufthansa 123 cleared direct waypoint 425
Pilot Lufthansa 123 cleared direct waypoint 425
ATC Lufthansa 123 cleared via waypoints 425 and 429
Pilot Lufthansa 123 cleared via waypoints 425 and 429
ATTENTION Some transitions do not include the clearance to turn onto final approach If
you reach the last point of the downwind you have to hold the last flown track As always
you will find the detailed information and exceptions on the appropriate charts
2375 Approach Types
The approach itself will be commenced by an ILS a non precision approach or a visual
approach The clearances used for ILS and non precision approaches are more or less the
same a visual approach has a slightly different systematic
2376 ILS Approach
ATC Lufthansa 123 cleared ILS approach runway 26R
Pilot Lufthansa 123 cleared ILS approach runway 26
This is the most common form It includes
All ATC speed restrictions are now cancelled
Clearance to intercept the localizer and glide slope
Descend to the published intercept altitude of the standard approach
If an ATC does not want the aircraft to change its altitude he can either clear the aircraft to
intercept the localizer only In this case you may not intercept the glide slope without further
clearance or leave your current altitude Another way of preventing an altitude change is to
tell the pilot to maintain a specific altitude until a certain point ATC may also give a new
speed restriction
ATC Lufthansa 123 cleared Localizer runway 26R
Pilot Lufthansa 123 cleared Localizer 26R
or
ATC Lufthansa 123 cleared ILS runway 26R maintain 6000ft until glide slope intercept
Pilot Lufthansa 123 cleared Localizer 26R maintain 6000ft until glide slope intercept
2377 NDB-DME Approach
ATC Lufthansa 123 cleared NDB-DME Approach runway 26R
Pilot Lufthansa 123 cleared NDB-DME approach runway 26R
2378 VOR-DME Approach
ATC Lufthansa 123 cleared VOR-DME Approach runway 26R
Pilot Lufthansa 123 cleared VOR-DME Approach runway 26R
2379 Localizer DME Approach
ATC Lufthansa 123 cleared Localizer-DME Approach runway 26R
Pilot Lufthansa 123 cleared Localizer-DME Approach runway 26R
23710 Visual Approach
Before you receive a clearance for a visual approach during which the pilot has to have the
airport in sight at all times ATC needs to verify that the pilot has the airport in sight After
that he will issue the clearance for the visual approach From this point on the pilot is
responsible for his heading altitude and speed
ATC Lufthansa 123 field is at your 3 orsquoclock position range 5 miles report in sight
Pilot Lufthansa 123 field in sight
ATC Lufthansa 123 cleared visual approach runway 26R
Pilot Lufthansa 123 cleared visual approach runway 26R
23711 Report Established
Basically you should not report when you are established on final approach but ATC can ask
you to report it He can make a difference between Localizer ILS final track (during a non
precision approach) or final approach (visual approaches)
ILS
ATC Lufthansa 123 report established on ILS 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established ILS 26R
Localizer
ATC Lufthansa 123 report established on localizer runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established localizer runway 26R
At that point I want to remind you that there is no such a thing as fully established It is a
bad habit that also caught up in the real world to change established ILS runway xx to fully
established But This word does not exist and it can not exist if you really think about it
logically You are either established ILS runway xx (on localizer and glide slope) or you are
established localizer runway xx (localizer only glide slope has not been reached yet)
You will find further information on that topic in chapter Flight training
Final track
ATC Lufthansa 123 report established on NDB-DME approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final track NDB-DME approach runway 26R
Final approach
ATC Lufthansa 123 report established on final approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final approach runway 26R
23712 Visual Separation
ATC is responsible for the correct separation in all flight phases To be able to go below the
specified minima there is for example the option of visual separation First ATC checks
whether the succeeding pilot has the preceding aircraft in sight and whether he is able to
separate himself If this is the case ATC gives the responsibility for separation the succeeding
pilot
ATC Lufthansa 123 traffic is an Airbus A320 on 10 miles final 26R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation from mentioned traffic
Pilot Lufthansa 123 affirmative
ATC Lufthansa 123 maintain visual separation from Airbus A320 on 8 miles final
contact Tower on 118700
Pilot Lufthansa 123 maintain visual separation from A320 contact Tower on 118700
238 Landing Clearance
By now we are established on our final approach time to get in touch with the aerodrome
controller in the tower During initial contact we report what type of approach we are
conducting and which runway we are approaching Any differences from this procedure can
be found in the airport information If traffic permits we will get our landing clearance right
away and if not ATC will say a short hello and give us an information on how many aircraft
will be using the runway before us
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower continue approach number 3
Pilot Lufthansa 123 number 3
or
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower wind 270 degrees 12 knots runway 26R cleared
to land
Pilot Lufthansa 123 runway 26R cleared to land
2381 Go Around
There are several possibilities why an approach should or must be aborted be it the weather
or a utility lying around on the runway The pilot can decide to go around or ATC can
instruct him to do so
Pilot Lufthansa 123 going around
ATC Lufthansa 123 follow missed approach as published contact Arrival on frequency
128020
Pilot Lufthansa 123 Missed Approach as published contact Arrival on 128020
or
ATC Lufthansa 123 go around I say again go around Maintain runway heading climb
altitude 5000 feet
Pilot Lufthansa 123 going around Maintain runway heading climb altitude 5000 feet
239 Taxi to Gate
After we vacated the runway we will be guided to the parking position using the exact same
tools we covered in chapter 3122
ATC Lufthansa 123 taxi to gate 250 via W2
Pilot Taxi to gate 250 via W2 Lufthansa 123
Important After the taxi instruction leading us to a parking position we have to keep
watching the frequency until we finally reached our parking position ndash but there are no
further calls like On Blocks request engine shut down The flight is over at this point we
made it
24 Specials
There are some situations that are not used every day but it is very useful to have heard of
them
241 Visual ClimbDescend
This method is sometimes used to provide a smooth climb and descend Similar to the visual
separation we covered earlier the pilot is instructed to maintain his own separation from the
preceding traffic in order to go below the minimum separation It is very important that the
planes are in VMC and visual contact is held throughout the whole manoeuvre
ATC Lufthansa 123 confirm VMC
Pilot Lufthansa 123 in VMC
ATC Lufthansa 123 traffic is a Boeing 737 12 orsquoclock position range 5 miles
2000 feet high report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation to the traffic for
the next 5 minutes
Pilot Lufthansa 123 affirmative
ATC to
the other
aircraft)
Air Berlin 456 traffic is an Airbus A320 at your 6 orsquoclock position range 5
miles 2000 feet below I will climb him through your level
Other
aircraft Roger Air Berlin 456
ATC Lufthansa 123 climb FL150 maintain visual separation from mentioned
traffic for the next 5 minutes
Pilot Lufthansa 123 climbing FL150 maintaining visual separation from Boeing
737 for the next 5 minutes
242 Emergency
During an emergency you either alert ATC by transponder (setting it to 7700) or if possible
make your distress call on the radio
Pilot Mayday Mayday Mayday Lufthansa 123 declaring emergency
There is no standard phraseology after that ndash ATC and pilot communicate in the way the
situation requires The most important thing is that the pilot tells the controller what his
problem is and what his intentions are Only then ATC can provide the best service possible
243 Urgency Messages
Should there be a problem aboard that does not qualify as an emergency (eg a single engine
failure in a B52) you should use the phrase Panpan
Pilot Pan-Pan Pan-Pan Pan-Pan Lufthansa 123 technical problem
3 COM MU NICA TIO N
The following document will be split up into two parts The first part includes the basics of
communication and the methods employed on the network to correctly communicate
between other members The second will focus on the phraseology and the how-to of
speaking correctly on the frequency
31 ATC
When communicating with ATC we must be aware of the controllers frequency Using your
pilot client you may find the controllers frequency and tune your radio to it Once on the
frequency you may wait for an opening and begin your transmission by pressing your Push to
Talk Key (PTT) To discuss things with the controller that do not pertain to the flight at hand
you may choose to private message himher using the appropriate method for your software
32 Pilots
Having discussions with pilots is normally done via private chat unless on unicom Please
read your software manual in order to learn how to use private mesages
33 Unicom
The frequency for UNICOM on the VATSIM network is always 122800 It is strictly for text
transmission and reception only On UNICOM pilots shall announce their intentions and
actions to make other pilots aware of their position There is no ATC on UNICOM and pilots
should co-ordinate in order to resolve potential conflicts Lately many pilots are using voice
on UNICOM by accessing a channel through FSX and or setting up one ndash usually
rwliveatcnet122800 Please note that while this is acceptable the official means of
communication remains on text as not everyone uses or is able to use voice
34 Private Messaging and Voice Channels
Private messages are individual conversations between one VATSIM user and another You
may set up a private voice channel through your pilot client which saves a lot of typing
and distractions when trying to pilot your aircraft (especially usefull in busy sectors) It is
usually an alternative to private messaging with another user and more than one user may
enter the private channel at the same time
35 Contact Mes
From time to time you will receive a message from a controller or a network Supervisor that
simply reads contact me on XXXXXXX or Hello my name is XXXX and I am a
VATSIM Supervisor please contact me by typing chat XX_SUP and hit enter then typing
hello (or something similar)
These are important contacts and are not to be taken lightlyTHEY REQUIRE A
RESPONSE ASAP and should not be ignored
If it is a controller it usually means you have entered or are about to enter his sector
From a Supervisor it means that they wish to a) assist you in some way b) verify that you are
online and at your computer c) they may be reacting to a complaint by someone if you have
inadvertently made some error d) checking on you as you sent a wallop
36 How to of Communication
The main purpose of this document is not to teach people how to speak we hope you know
this already We are also not trying to teach you how to fly That is also a requirement What
we are trying to achieve here is to teach you how to COMMUNICATE using voice while
flying an altogether different skill
When flying with voice every time you key the microphone you will be using up valuable
airtime If every time you transmit each instruction takes say 20 seconds That could mean
that you and your controller only get one command understood and acted upon every 50
seconds or so by which time other aircraft could have missed a vital instruction ie flown
through an ILS localizer or missed a landing clearance So the main purpose of the training is
to learn how to COMMUNICATE with the minimum of fuss and delay so that the ldquoread-
backsrdquo can be passed to the controller without taking up too much of this valuable airtime
The key is Communication and this means that both the Pilot and the ATCO communicate
their instructions and understandings to each other There is nothing more frustrating for an
ATCO than dealing with pilots who do not communicate sufficiently but who simply reply
with a Roger or (even worse) an ok or Will Do So what are the main basics of voice
flying Well there are many but some of the most important lessons you can learn are these
THINK BEFORE TALKING this sounds obvious but so many people do not do this keying
the microphone and stumbling and stuttering through an instruction which they have not
prepared at all
An example of RT messages often heard from pilots online is Annnndummmm Charlie
Delta ummmm Yankee 662 ummm heading ummm 230 ummm flight level ummm 210
Correction Thatacutes flight level ummm 200 sorry not flight level 210 my mistake Charlie
Delta Yankee 662 Over out
This would take around 20 seconds to say
Compare it with Iberia 845 heading 290 flight level 150 inbound Trosa
This takes 5 seconds to say and is MUCH clearer to the controller Whatacutes the difference
Simple -The pilot KNEW what to say before starting to speak
37 Hints and Tips
To give you a few pointers here is a list of Doacutes and Donacutets of common things that people get
wrong when they first try using voice
38 DO
Wait your turn The radio might be busy but that isnt a reason to cut into someone
elses conversation with a controller It just creates even more delays Also listen out
to make sure that the pilot before you reads back his clearance that the controller has
given him before you make you call Remember while you or a controller is
transmitting nobody else can get a message through
Know what you intend to transmit before starting to talk
Be patient just because the controller is not speaking on the radio does not mean he
isnt doing any work In fact much of the work of a controller is done off-air
involving co-ordination with other fellow controllers updating flight strips looking
up clearances or typing instructions all of which take time
Wait a few seconds after joining a frequency before you transmit so you donrsquot
transmit in the middle of a conversation
Readback ALL clearances and instructions
If you dont understand an instruction then ask the controller to say the instruction
again or to explain what it means Use a private message if you dont want to say it
on the air
In order to avoid problems understanding your transmissions please make sure that
you have correctly set up AVC using the auto microphone configure function Also
worth a note for both ATC and pilots Vatsim is a global organization and has many
members to whom English will not be their first language so please spare a special
thought for our foreign counterparts and speak clearly and slowly
If you are unable to comply with an instruction from ATC then tell them so that they
can plan something else for you before it causes a problem with other aircraft in the
vicinity
39 DO NOT
Readback the winds or use the phrase winds copied in reply to a take off or landing
clearance its not needed
Reply standing by to an instruction to standby No reply is necessary at all
The use of the word over is not required
Use (NEGATIVE)
Misunderstand the difference between Flight Levels and Altitudes
310 Read Backs
It is very important to read back certain instructions that ATC give to you so that they know
that you have understood what they have told you It its not necessary to read back absolutely
everything the following list shows some important information that should be readback
Taxi instructions
Levelclimbingdescending instructions
Heading instructions
Speed instructions
Airways or route clearances
Approach clearances
Runway-in-use
Clearance to enter land on take-off on backtrack cross or hold short of any active
runway
Transponder operating instructions
Altimeter settings
Frequency changes
Type of radar service
So please note that when you are given your clearance on the ground do not just reply
Roger read back the clearance fully so that ATC can spot if you have misheard or
misinterpreted something they have said eg FL100 is spoken as flight level one hundred
and FL120 is spoken as flight level one two zero Note the word hundred must not be used
for headings
Another phrase used with climbsdescents is when ready This places the responsibility on
the pilot for deciding when to initiate his climbdescent Eg BAW123 when ready descend
FL80 to be level by BNN here the controller has introduced another phrase to be level by
as well
This means exactly what is says commence your descent when you want but you must have
reached FL80 when you arrive at BNN note at BNN not 50nm before please
If on the other hand you do not understand what ATC is communicating to you then it is
equally important that this is properly communicated to ATC as well if it is a case that you
did not understand the instruction then ask ATC to repeat the instruction by using the words
Say Again as part of your read back If it is a case of you not being able to follow the
instruction given then use the words Unable as part of your read back followed by the
reason why you are not able to comply
311 Initial Contact
Many new pilots log on to the network parked at a gate but then expect ATC to start the
communication and when nothing happens they usually log of frustrated due to lack of
success
The Initial Contact on the Ground MUST at all times come from the Pilot and in the
following format SpeedBird 123 B737 at Gate E43 Request IFR Clearance to Paris Orly
This starts the communication flow between Pilot and ATC
Other often heard mistakes my new pilots are those who log on to the network do all the
pre-take off checks FMS flight programming and then suddenly start communications by
saying Transavia 430 Request Taxi or even worse Transavia 430 Ready for Take Off`rdquo
In both cases here the pilot has jumped a few steps of the proper communication procedure
Similarly when ATC hands you over to another controller then you as the pilot need to start
the communication process with the new controller
312 Common Phraseology
The following list contains most common phrases to be used in voice by both pilots and
controllers
313 WordPhrase
Acknowledge Let me know that you have received and understood this message
Affirm Yes
Approved Permission for proposed action granted
Break Indicates a seperation between messages
Break Break Indicates the seperation between messages transmitted to different
aircraft in a busy environment
Cancel Annul the previously transmitted clearance
Changing to I intend to call (unit) on (frequency)
Check Examine a system or procedure (Not to be used in any other context
No answer is normally expected
Cleard Authorised to proceed under the conditions specified
Climb Climb and maintain
Confirm I request verification of (clearance instruction action information)
Contact Establish communications with (your details have been passed)
Correction An error has been made in this transmission ( or message indicated)
The correct version is
Descend Descend and maintain
Disregard Ignore
Hold short
Stop before reaching the specified location (only used in limited
circumstances where no defined point exists eg where there is no
suitably located holding point or to reinforce a clearance limit
How do you read What is the readability of my transmission
I say again I repeat for clarity and emphasis
Maintain Continue in accordance with the condition(s) specified or in its literal
sense eg Maintain VFR
Monitor Listen out on frequency (pilots should listen in on freq and what for
ATC to initiate the call
Negative No Permission not granted That is not correct or not capable
Pass your message Proceed with your message
Read back Repeat all or the specified part of this message back to me exactly
as received
Report Pass requested information
Request I should like to know or wish to obtain
Roger
I have received all your last transmission (Under no circumstances
to be used in reply to a question requiring a direct answer in the
affirmative (affirm) or negative (negative) context
Say again Repeat all or the following part of your last transmission
Speak slower Reduce your rate of speech
Standby Wait and I will call you (Standby is not an approval or denial Pilots
are not required to read back Standing by
Unable I cannot comply with your request instruction or clearance (Unable
is normally followed by a reason)
Wilco I understand your message and will comply with it (abbreviation for
comply)
Words twice
As a request Communication is difficult Please send every word
twice (As information since communication is difficult every word
in this message will be sent twice
We know from the airport information sheet that departures to DKB should preferably use
runway 18 for departure so we file an SID from this runway and hope that ATC is not going
to make us change active runway Our cruising altitude for this flight will be FL210
For didactic matters you wont be able to redo this flight exactly as we show it here because
you will most probably not encounter the full load of different situations covered in the next
chapters Please also note that there is nothing polite in phraseology by the book No good
mornings no good byes We will not use any phrases like this in this document but you can
be sure that every ATC be it in the online or the real world appreciates any greetings
231 Departure
Before departure we filed our flight plan (see chapter Flight Planning) and all flight
preparations have been made We begin at gate A32 in Frankfurt
2311 At the Gate (ATIS)
First we check the ATIS (Automatic terminal Information Service) on the specific frequency
in this case 118025 The ATIS besides information on weather also includes the active
runways for departure and landing and other abnormal conditions To make each ATIS
unique it is designated with a letter connected to the specific message you listen to in our
case we heard Information Alpha
2312 At the Gate (Start-Up)
Before each IFR flight the pilot has to obtain the approval to start his engines the so called
start-up This does not mean that the pilot should or even had to start his engines
immediately It just means that ATC does not foresee departure delays of more than 20
minutes in reference to the planned departure time The actual act of starting the engines is
done in cooperation between the flight crew and the ground crew serving the aircraft
Important Pilots should always include the ATIS designator on initial contact with a local
ATC station In some reasons you will also have to include more details on your flight like
your aircraft type or the QNH
Pilot Frankfurt Delivery Lufthansa 123 information Alpha request start-up
ATC Lufthansa 123 Frankfurt Delivery Alpha is correct Start-up is approved
Pilot Start-up approved Lufthansa 123
2313 At the Gate (En Route Clearance)
A flight following instrumental flight rules (IFR) always needs a flight plan which must be
filed with air traffic control (see Flight Planning) Before departure this flight plan has to be
approved by the responsible ATC station Large airports have a dedicated station for this the
so-called Clearance Delivery On smaller airports this task may be done by the local Ground
or Tower controller
You will often get the En-Route Clearance together with the start-up approval so you should
be prepared to get your en-route clearance together with the start-up clearance without a
notice ndash Keyword Pen and Paper
An en-route clearance always has the same structure First you will be cleared to your
destination airport followed by the assigned departure route and sometimes the departure
runway (as long as this is not clearly defined by the departure route itself) Finally there will
be additional information given if the rest of the route is accepted and cleared according to
the flight plan or if there are any changes to the further routing Those changes can become
quite extensive thats why I want to give you ndash again - the advice to have a pen and paper
ready At the end of the clearance ATC assigns you a transponder code the so-called
Squawk which you have to enter into your transponder (this code makes ATCs Secondary
Surveillance Radar able to identify your flight and to correlate your target with your flight
plan)
After the pilots read back of the full clearance ATC will usually confirm that the read back
was correct and complete
Depending on the airport and country you will get your start-up approval right with the en-
route clearance
Pilot Frankfurt Delivery Lufthansa 123 request IFR-clearance to EDDM
ATC Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
Pilot Lufthansa 123 we are cleared to Muumlnchen via DKB5S departure flight
planned route squawk 2101
ATC Lufthansa 123 read back correct
Or with start-up
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
a) Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
b) Lufthansa 123 Frankfurt Delivery start-up approved cleared to Muumlnchen via
DKB5S departure flight planned route squawk 2101
Pilot
a) Lufthansa 123 we are cleared to Muumlnchen via DKB5S departure flight planned
route squawk 2101
b) Lufthansa 123 start-up approved cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
ATC
a) Lufthansa 123 read back correct start up approved
b) Lufthansa 123 read back correct
Pilot
a) Start up approved Lufthansa 123
b) -
2314 At the Gate (Vectored Departure)
Sometimes when a pilot does not know how to follow a standardized departure route ATC
will use Vectored Departures So what does that mean It just means that the pilot gets
specific instructions on what to do after take off The radar controller will make sure that the
pilot finds his routing later using vectors Proceed Direct SOMETHING or similar
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen when airborne maintain
runway track climb altitude 4000ft QNH 1019 contact Langen Radar on frequency
120050 squawk 2210
Pilot
Lufthansa 123 we are cleared to Muumlnchen when airborne maintain runway track
climb altitude 4000ft QNH 1019 contact Langen Radar on frequency 120050
squawk 2210
ATC Lufthansa 123 read back correct start up approved
Pilot Start up approved Lufthansa 123
2315 At the Gate (Detailed Departure Instruction)
ATC can should a pilot not know the SID also read the whole SID to the pilot Please make
sure you never need to get this service by reading your charts carefully
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
Lufthansa 123 cleared to Muumlnchen departure runway 18 when airborne
maintain runway heading climb altitude 4000ft QNH 1019 At 800 feet or 12
DME outbound RID VOR whichever is later turn left to KNG NDB
Maximum IAS 220 Knots Intercept QDR 103 KNG At AKONI turn right
intercept radial 310 DKB VOR to DKB Squawk 2210
Pilot
Lufthansa 123 we are cleared to Muumlnchen departure runway 18 when
airborne maintain runway heading climb altitude 4000ft QNH 1019 At 800
feet or 12 DME outbound RID VOR whichever is later turn left to KNG NDB
Maximum IAS 220 Knots Intercept QDR 103 KNG At AKONI turn right
intercept radial 310 DKB VOR to DKB Squawk 2210
ATC Lufthansa 123 read back correct start up approved
Pilot Start up approved Lufthansa 123
232 Push Back and Taxi
2321 Push-Back
If you are located at a gate from which you cannot simply taxi straight out from you need to
obtain approval for push-back from Ground Control
Pilot Frankfurt Apron Lufthansa 123 gate A32 request push-back
ATC Lufthansa 123 Frankfurt Apron push-back approved
Pilot Lufthansa 123 push-back approved
This push-back instruction can be extended to for example include a direction or the length
of the push-back
ATC Lufthansa 123 push-back approved facing east perform a long push into taxiway
Mike
ATC Lufthansa 123 push-back approved perform a u-turn into position A34
As there is a nearly endless pool of options for ground controllers there are not always
standard phrases ndash it is important that pilot and ATC do understand each other As in all
flight phases Communication is everything
If an instruction is not clear you simply ask Say again
2322 Taxi
After push-back or if you are parked at a position from which you can taxi straight out after
engine start you obviously have to get to the runway Designated taxiways lead you there
The task of Ground Control will be done by different stations depending on the airport and
Location of the aircraft at that airport In our example Frankfurt Apron is our first station the
Tower will take over later
Pilot Lufthansa 123 request taxi
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November
Pilot Lufthansa 123 taxiing to holding point runway 18 via Mike 1 and November
Now that we are moving ATC has even more possibilities to differ from such easy taxi
instructions as seen before He could for example let us stop before a certain taxiway which
we will cross
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November hold short
of November
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November hold short
of Quebec traffic will be a Cargo Lux Boeing 747 moving right to left
It is very important for a pilot to always know what happens around him Thats why he
should thoughtfully listen to radio chatter between ATC and other aircraft and of course keep
his eyes out Controllers often help by issuing traffic information
2323 Progressive Taxi
Should you not know your way around an airport or get lost there is the option to ask for
progressive taxi ATC will then advise the pilot where to go
If you get lost and cant solve the situation on your own you can demand this kind of help
from ATC This is always a better solution than strolling around on the apron just because
youre too proud to ask for help
Pilot Lufthansa 123 request progressive taxi
ATC Lufthansa 123 roger expect progressive taxi
ATC Lufthansa 123 turn left now
Pilot Turning left Lufthansa 123
ATC Lufthansa 123 the second taxiway to your right is November Follow
November to holding point runway 18
Pilot Will turn second taxiway to the right follow November to holding point runway
18 Lufthansa 123
2324 Conditional Clearances
ATC can attach further instructions to traffic information for example to let another aircraft
pass and taxi behind it It is very important that you have this traffic in sight if not you have
to inform the controller immediately
ATC Lufthansa 123 give way to an Air Berlin Boeing 737 moving from left to right on
taxiway November
Pilot Lufthansa 123 unable traffic not in sight
ATC Lufthansa 123 roger in this case hold short of November
ATC Lufthansa 123 give way to an Air Berlin Boeing 737 moving from left to right on
taxiway November
Pilot Lufthansa 123 will give way to Air Berlin Boeing 737 on November
233 Tower
When approaching the runway or latest when we reach the holding point Ground will hand
us off to the Tower controller who is responsible for all movements on the runways and
issues all clearances (landing and take off crossing a runway etc)
ATC Lufthansa 123 contact Tower on frequency 119900
Pilot Lufthansa 123 contacting Tower on frequency 119900
Depending on where we are and if we are ready for departure there are different possibilities
for the initial call on the tower frequency
Pilot Frankfurt Tower Lufthansa 123 approaching runway 18
Pilot Frankfurt Tower Lufthansa 123 at holding point runway 18 ready for departure
2331 Line Up and Conditional Clearance
The Tower Controller may only give landing and take-off clearances under certain
circumstances one of which being that the runway must be clear of all other traffic The
Tower Controller has some tools with which to separate traffic very effectively and to keep a
steady traffic flow They could have us line up on the runway and wait there
ATC Lufthansa 123 line up runway 18 and wait
Pilot Lufthansa 123 lining up runway 18 and waiting
They can also instruct us to line up behind another aircraft In that case they give us our
clearance to line up even if it would not have been our time They do not have to pray that
the frequency is clear when our actual time comes ndash that makes their work much more
effective
ATC Lufthansa 123 behind departing Boeing 737 line up runway 18 and wait behind
Pilot Lufthansa 123 behind departing Boeing 737 lining up runway 18 and waiting
behind
It is very important for us to properly identify the traffic that the tower controller indicated to
us and to keep it in sight at all times Should we not see the traffic the conditional clearance
is invalid ndash we have to immediately inform ATC who will then figure out another clearance
ATC Lufthansa 123 behind departing Boeing 737 line up runway 18 and wait behind
Pilot Lufthansa 123 negative traffic not in sight
Sometimes ATC ldquoshowsrdquo you the traffic and only gives you the clearance after you
confirmed visual contact
ATC Lufthansa 123 traffic is a Boeing 737 on short final runway 25R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 behind landing Boeing 737 line up runway 25R and wait behind
Pilot Lufthansa 123 behind landing Boeing 737 lining up runway 25R and waiting
behind
2332 Take off Clearance
Now that the runway is cleared we get our take-off clearance The structure and the
information given are always the same
ATC Lufthansa 123 wind 180 degrees 10 knots runway 18 cleared for take off
Pilot Lufthansa 123 runway 18 cleared for take off
You dont have to read back the wind information as this serves only as an information to the
pilot
234 Departure and Climb
At some airports we have to contact departure ourselves At other airports tower will give the
instruction to call departure with the known phraseology (Lufthansa 123 contact departure
on frequency hellip) Because we are airborne now our current altitude is to be considered in the
next initial-calls as well as the altitude that we are cleared for In this case the altitude were
cleared for is the initial climb altitude that can be found on the charts
Pilot Langen Radar Lufthansa 123 altitude 2000 feet climbing altitude 4000 feet
ATC Lufthansa 123 Langen Radar identified climb flight level 80
Pilot Lufthansa 123 climb flight level 80
The controller will identify us on the scope before he gives more instructions As soon as
radarcontact is established ATC will tells us that were bdquoIdentifiedldquo
There are several possibilities why an identification could fail Wrong transponder code
wrong setting of transponder code or a tranponder failure in our airplane The controller will
compair our reported altitude with the altitude indication on his scope If the altitudes match
the controller can separate us from other airplanes bdquoIdentifiedldquo doesnt need to be read back
The controller also could give the instruction to stop our climb before reaching the cleared
altitude
ATC Lufthansa 123 stop climb FL70
Pilot Lufthansa 123 stop climb FL70
Once we reach the border of a sector (either horizontally or vertically) the controller will
instruct us to contact the next station using the already known phraseology He could also tell
us to give further information to the next station eg our speed
ATC Lufthansa 123 report speed to Langen Radar frequency 127500
Pilot Lufthansa 123 will report speed to Langen Radar on frequency 127500
As always when we establish contact with a radar controller we have to report our current
altitude and if different the altitude we are cleared to ndash this is mandatory
Pilot Langen Radar Lufthansa 123 FL65 for FL70 speed 250 knots
ATC Lufthansa 123 Langen Radar identified climb FL230
Pilot Lufthansa 123 climbing FL230
235 Cruise
We are now cruising along on FL230 There are some situations we may face now but all of
them may appear in other flight phases as well
2351 Proceed Direct to
ATC could give us a short cut to a certain way point It can be part of our flight plan but
does not necessarily have to
ATC Lufthansa 123 proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 proceeding direct Dinkelsbuumlhel VOR
So now we proceed to that point from our present position If the waypoint is part of our
flight plan we follow our routing after that point
This is the same instruction but packed a little differently
ATC Lufthansa 123 after Konig NDB proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 after Konig NDB proceeding direct Dinkelsbuumlhel VOR
So we follow our routing as planned until we reach KNG and turn towards DKB afterwards
If you dont get the name of the way point you can ask the controller to spell it (please spell
the name)
ATC Lufthansa 123 proceed direct ANEKI Alpha November Echo Kilo India
Pilot Proceeding direct Alpha November Echo Kilo India Lufthansa 123
2352 Changes to Route
ATC can give us a different routing for a segment
ATC Lufthansa 123 proceed direct Wuumlrzburg VOR thereafter proceed direct BURAM
Pilot Lufthansa 123 proceeding direct Wuumlrzburg VOR thereafter direct BURAM
2353 Heading and Vectors
Sometimes its necessary to have us turn away from the planned route by using vectors
which are simple headings we need to follow
ATC Lufthansa 123 turn right heading 180
Pilot Lufthansa 123 turning right heading 180
We can of course do the whole turn in the other direction as well
If ATC is not sure in which direction we need to turn he can issue an instruction without a
direction ndash we then turn in the direction where we have to turn the least
ATC Lufthansa 123 fly heading 180
Pilot Lufthansa 123 fly heading 180
236 Approach and Descend
2361 Descend
Slowly but steady we get closer to our destination and want to start descending In case ATC
did not work ahead and issued a descend clearance early we can of course draw the
controllers attention to us and just ask for descend
Pilot Lufthansa 123 request descent or Lufthansa 123 ready for descent
ATC Lufthansa 123 descend FL 180
Pilot Lufthansa 123 descending FL 180
In order to control the descend ATC has a few tools that can be used
2362 Instructing a Rate
ATC can instruct you to descend with a certain vertical speed
ATC Lufthansa 123 descend FL 180 at 2000 feet per minute (or greaterless)
Pilot Lufthansa 123 descending FL 180 at 2000 feet per minute (or greaterless)
2363 Descend Restrictions
If the controller wants us to be at a certain altitude atbehindabeambefore a specified
waypoint he gives an instruction like the following
ATC Lufthansa 123 descend FL 180 to be levelled at BURAM
Pilot Lufthansa 123 descending FL 180 to be levelled at BURAM
This means that we have to descend in a manner to reach BURAM at FL 180 we could also
reach it earlier if we wanted The net phrase is a little more restricting as we now have to
reach FL 180 exactly at BURAM not earlier not later ndash exactly
ATC Lufthansa 123 descend to reach FL 180 at BURAM
Pilot Lufthansa 123 descending to reach FL 180 at BURAM
The defined restriction does not have to be bound to a waypoint
ATC Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Pilot Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Sometimes a controller needs us to reach an altitude somewhere abeam a certain point In
order to follow that instruction we first need to know where that waypoint is That usually
happens when ATC issues vectors This is used if the controller needs us on a specific
altitude at a certain point and we are not following a routing or flying directly to a later
waypoint
ATC Lufthansa 123 descend to reach FL 180 abeam RENLO
Pilot Lufthansa 123 descend FL 180 to reach level abeam RENLO
As you see its an advantage to have all charts ndash en-route charts too ndash at hand and ready If
you do not have en-route charts most FMCs available for FS offer the option to enter a
waypoint on the FIX page (or similar) and sometimes even offer to insert an ABEAM
POINT (eg PMDG 737 NG)
Another option is to delay the beginning of descend until ATC can either tell us a certain
point where we have to start our descend or give us an early descend with the option to start
it whenever we want ndash as long as we meet the restrictions ATC gives us So we can maintain
our cruising altitude as long as we want If you prefer to stay high longer and then just drop
out of the sky thats fine if you want to do a steady slow descend you can do that as well
ATC Lufthansa 123 when passing Dinkelsbuumlhel descend FL 180
ATC Lufthansa 123 when ready descend to reach FL 180 at BURAM
You can find more important information on the topic descend (planning tactics execution)
in the chapter OPERATION of Flight Training
2364 Holdings
We essentially come across two main types of holdings Published and unpublished or
unknown holdings
You wont be very surprised when I tell you that there are standardized phrases for the entry
and exit of holding patterns More information on holding patterns can be found in the
chapter BASICS of Flight Training
ATC Lufthansa 123 hold at ROKIL (as published)
Pilot Lufthansa 123 holding at ROKIL (as published)
Holding patterns are not unforeseeable so ATC often prepares pilots that there will be a
holding pattern Often this includes the clearance to reduce your speed ndash perhaps you can
avoid the holding this way
ATC Lufthansa 123 expect holding at ROKIL reduce speed at own discretion
Pilot Lufthansa 123 expecting hold over ROKIL reducing to minimum clean speed
As always ndash if ATC does not give us the approval to reduce speed we can just ask him But
dont do it on your own Another aircraft may be on the same level behind us
Pilot Lufthansa 123 may we reduce to minimum clean speed
ATC Lufthansa 123 reduce speed at own discretion
Pilot Lufthansa 123 reducing minimum clean
If a pilot does not know the holding he was instructed to join he has to ask for instructions
ATC will then provide the necessary information to the pilot The holding instruction will
look like this
Fix | inbound course | turn direction | leg timedistance
Pilot Lufthansa 123 request holding instructions
ATC Lufthansa 123 hold over ROKIL inbound track 128 right turns leg time 1 minute
237 Types of Approaches
Next we will establish contact with approach control This is a local control station - as we
learned earlier we have to include the ATIS designator during the initial call A good time to
listen to the ATIS is around your top of descend
Pilot Muumlnchen Arrival Lufthansa 123 FL 185 for FL 180 information Bravo
ATC Lufthansa 123 Muumlnchen Arrival identified Bravo is correct
2371 STAR
This is what a clearance onto a STAR looks like
ATC Lufthansa 123 cleared BURAM 1M arrival
Pilot Lufthansa 123 cleared BURAM 1M arrival
2372 Transition (without Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition
Pilot Lufthansa 123 cleared ROKIL 26 transition
An instruction like this allows us to follow the lateral path of the transition ATC coordinates
and instructs all changes in altitude But We have to follow the speed restrictions indicated
on the charts anyway as long as the controller does not lift them
ATC Lufthansa 123 cleared ROKIL 26 transition no speed restriction
Pilot Lufthansa 123 cleared ROKIL 26 transition no speed restrictio
2373 Transition (with Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition and profile
Pilot Lufthansa 123 cleared ROKIL 26 transition and profi
Now we may follow the lateral and the vertical part of the transition We can now descend to
the altitudes indicated in the charts on own discretion there will be no further instructions on
altitude changes Of course we have to follow the speed restrictions as well
2374 Cleared Direct Waypoint or via waypoints
Another very common way to get a transition clearance is the phrase Cleared direct waypoint
or Cleared via waypoints If you hear something like this you fly directly to the instructed
point and from this point on follow the lateral part of the transition If the controller gives
you two or more waypoints you follow them in the correct order and then join the rest of the
transition You ndash again ndash have to adhere to the speed restrictions (what a surprise) As
always there are exceptions from the rules which you can find in the latest charts and in the
AIP
We will now fly to the RNAV waypoint associated with Munich Airport The designation
follows a simple concept as is the same for many airports ldquoDrdquo for Germany then one letter
to identify the airport the point is associated with in this case an ldquoMrdquo In Zurich they are
named ldquoZHrdquo followed by three figures Usually the controller does not include the leading
letters in a clearance but only uses the figures and assumes the pilot knows which airport
they are approaching so the pilot can do the maths himself and figure out which letters he
must include
ATC Lufthansa 123 cleared direct waypoint 425
Pilot Lufthansa 123 cleared direct waypoint 425
ATC Lufthansa 123 cleared via waypoints 425 and 429
Pilot Lufthansa 123 cleared via waypoints 425 and 429
ATTENTION Some transitions do not include the clearance to turn onto final approach If
you reach the last point of the downwind you have to hold the last flown track As always
you will find the detailed information and exceptions on the appropriate charts
2375 Approach Types
The approach itself will be commenced by an ILS a non precision approach or a visual
approach The clearances used for ILS and non precision approaches are more or less the
same a visual approach has a slightly different systematic
2376 ILS Approach
ATC Lufthansa 123 cleared ILS approach runway 26R
Pilot Lufthansa 123 cleared ILS approach runway 26
This is the most common form It includes
All ATC speed restrictions are now cancelled
Clearance to intercept the localizer and glide slope
Descend to the published intercept altitude of the standard approach
If an ATC does not want the aircraft to change its altitude he can either clear the aircraft to
intercept the localizer only In this case you may not intercept the glide slope without further
clearance or leave your current altitude Another way of preventing an altitude change is to
tell the pilot to maintain a specific altitude until a certain point ATC may also give a new
speed restriction
ATC Lufthansa 123 cleared Localizer runway 26R
Pilot Lufthansa 123 cleared Localizer 26R
or
ATC Lufthansa 123 cleared ILS runway 26R maintain 6000ft until glide slope intercept
Pilot Lufthansa 123 cleared Localizer 26R maintain 6000ft until glide slope intercept
2377 NDB-DME Approach
ATC Lufthansa 123 cleared NDB-DME Approach runway 26R
Pilot Lufthansa 123 cleared NDB-DME approach runway 26R
2378 VOR-DME Approach
ATC Lufthansa 123 cleared VOR-DME Approach runway 26R
Pilot Lufthansa 123 cleared VOR-DME Approach runway 26R
2379 Localizer DME Approach
ATC Lufthansa 123 cleared Localizer-DME Approach runway 26R
Pilot Lufthansa 123 cleared Localizer-DME Approach runway 26R
23710 Visual Approach
Before you receive a clearance for a visual approach during which the pilot has to have the
airport in sight at all times ATC needs to verify that the pilot has the airport in sight After
that he will issue the clearance for the visual approach From this point on the pilot is
responsible for his heading altitude and speed
ATC Lufthansa 123 field is at your 3 orsquoclock position range 5 miles report in sight
Pilot Lufthansa 123 field in sight
ATC Lufthansa 123 cleared visual approach runway 26R
Pilot Lufthansa 123 cleared visual approach runway 26R
23711 Report Established
Basically you should not report when you are established on final approach but ATC can ask
you to report it He can make a difference between Localizer ILS final track (during a non
precision approach) or final approach (visual approaches)
ILS
ATC Lufthansa 123 report established on ILS 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established ILS 26R
Localizer
ATC Lufthansa 123 report established on localizer runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established localizer runway 26R
At that point I want to remind you that there is no such a thing as fully established It is a
bad habit that also caught up in the real world to change established ILS runway xx to fully
established But This word does not exist and it can not exist if you really think about it
logically You are either established ILS runway xx (on localizer and glide slope) or you are
established localizer runway xx (localizer only glide slope has not been reached yet)
You will find further information on that topic in chapter Flight training
Final track
ATC Lufthansa 123 report established on NDB-DME approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final track NDB-DME approach runway 26R
Final approach
ATC Lufthansa 123 report established on final approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final approach runway 26R
23712 Visual Separation
ATC is responsible for the correct separation in all flight phases To be able to go below the
specified minima there is for example the option of visual separation First ATC checks
whether the succeeding pilot has the preceding aircraft in sight and whether he is able to
separate himself If this is the case ATC gives the responsibility for separation the succeeding
pilot
ATC Lufthansa 123 traffic is an Airbus A320 on 10 miles final 26R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation from mentioned traffic
Pilot Lufthansa 123 affirmative
ATC Lufthansa 123 maintain visual separation from Airbus A320 on 8 miles final
contact Tower on 118700
Pilot Lufthansa 123 maintain visual separation from A320 contact Tower on 118700
238 Landing Clearance
By now we are established on our final approach time to get in touch with the aerodrome
controller in the tower During initial contact we report what type of approach we are
conducting and which runway we are approaching Any differences from this procedure can
be found in the airport information If traffic permits we will get our landing clearance right
away and if not ATC will say a short hello and give us an information on how many aircraft
will be using the runway before us
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower continue approach number 3
Pilot Lufthansa 123 number 3
or
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower wind 270 degrees 12 knots runway 26R cleared
to land
Pilot Lufthansa 123 runway 26R cleared to land
2381 Go Around
There are several possibilities why an approach should or must be aborted be it the weather
or a utility lying around on the runway The pilot can decide to go around or ATC can
instruct him to do so
Pilot Lufthansa 123 going around
ATC Lufthansa 123 follow missed approach as published contact Arrival on frequency
128020
Pilot Lufthansa 123 Missed Approach as published contact Arrival on 128020
or
ATC Lufthansa 123 go around I say again go around Maintain runway heading climb
altitude 5000 feet
Pilot Lufthansa 123 going around Maintain runway heading climb altitude 5000 feet
239 Taxi to Gate
After we vacated the runway we will be guided to the parking position using the exact same
tools we covered in chapter 3122
ATC Lufthansa 123 taxi to gate 250 via W2
Pilot Taxi to gate 250 via W2 Lufthansa 123
Important After the taxi instruction leading us to a parking position we have to keep
watching the frequency until we finally reached our parking position ndash but there are no
further calls like On Blocks request engine shut down The flight is over at this point we
made it
24 Specials
There are some situations that are not used every day but it is very useful to have heard of
them
241 Visual ClimbDescend
This method is sometimes used to provide a smooth climb and descend Similar to the visual
separation we covered earlier the pilot is instructed to maintain his own separation from the
preceding traffic in order to go below the minimum separation It is very important that the
planes are in VMC and visual contact is held throughout the whole manoeuvre
ATC Lufthansa 123 confirm VMC
Pilot Lufthansa 123 in VMC
ATC Lufthansa 123 traffic is a Boeing 737 12 orsquoclock position range 5 miles
2000 feet high report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation to the traffic for
the next 5 minutes
Pilot Lufthansa 123 affirmative
ATC to
the other
aircraft)
Air Berlin 456 traffic is an Airbus A320 at your 6 orsquoclock position range 5
miles 2000 feet below I will climb him through your level
Other
aircraft Roger Air Berlin 456
ATC Lufthansa 123 climb FL150 maintain visual separation from mentioned
traffic for the next 5 minutes
Pilot Lufthansa 123 climbing FL150 maintaining visual separation from Boeing
737 for the next 5 minutes
242 Emergency
During an emergency you either alert ATC by transponder (setting it to 7700) or if possible
make your distress call on the radio
Pilot Mayday Mayday Mayday Lufthansa 123 declaring emergency
There is no standard phraseology after that ndash ATC and pilot communicate in the way the
situation requires The most important thing is that the pilot tells the controller what his
problem is and what his intentions are Only then ATC can provide the best service possible
243 Urgency Messages
Should there be a problem aboard that does not qualify as an emergency (eg a single engine
failure in a B52) you should use the phrase Panpan
Pilot Pan-Pan Pan-Pan Pan-Pan Lufthansa 123 technical problem
3 COM MU NICA TIO N
The following document will be split up into two parts The first part includes the basics of
communication and the methods employed on the network to correctly communicate
between other members The second will focus on the phraseology and the how-to of
speaking correctly on the frequency
31 ATC
When communicating with ATC we must be aware of the controllers frequency Using your
pilot client you may find the controllers frequency and tune your radio to it Once on the
frequency you may wait for an opening and begin your transmission by pressing your Push to
Talk Key (PTT) To discuss things with the controller that do not pertain to the flight at hand
you may choose to private message himher using the appropriate method for your software
32 Pilots
Having discussions with pilots is normally done via private chat unless on unicom Please
read your software manual in order to learn how to use private mesages
33 Unicom
The frequency for UNICOM on the VATSIM network is always 122800 It is strictly for text
transmission and reception only On UNICOM pilots shall announce their intentions and
actions to make other pilots aware of their position There is no ATC on UNICOM and pilots
should co-ordinate in order to resolve potential conflicts Lately many pilots are using voice
on UNICOM by accessing a channel through FSX and or setting up one ndash usually
rwliveatcnet122800 Please note that while this is acceptable the official means of
communication remains on text as not everyone uses or is able to use voice
34 Private Messaging and Voice Channels
Private messages are individual conversations between one VATSIM user and another You
may set up a private voice channel through your pilot client which saves a lot of typing
and distractions when trying to pilot your aircraft (especially usefull in busy sectors) It is
usually an alternative to private messaging with another user and more than one user may
enter the private channel at the same time
35 Contact Mes
From time to time you will receive a message from a controller or a network Supervisor that
simply reads contact me on XXXXXXX or Hello my name is XXXX and I am a
VATSIM Supervisor please contact me by typing chat XX_SUP and hit enter then typing
hello (or something similar)
These are important contacts and are not to be taken lightlyTHEY REQUIRE A
RESPONSE ASAP and should not be ignored
If it is a controller it usually means you have entered or are about to enter his sector
From a Supervisor it means that they wish to a) assist you in some way b) verify that you are
online and at your computer c) they may be reacting to a complaint by someone if you have
inadvertently made some error d) checking on you as you sent a wallop
36 How to of Communication
The main purpose of this document is not to teach people how to speak we hope you know
this already We are also not trying to teach you how to fly That is also a requirement What
we are trying to achieve here is to teach you how to COMMUNICATE using voice while
flying an altogether different skill
When flying with voice every time you key the microphone you will be using up valuable
airtime If every time you transmit each instruction takes say 20 seconds That could mean
that you and your controller only get one command understood and acted upon every 50
seconds or so by which time other aircraft could have missed a vital instruction ie flown
through an ILS localizer or missed a landing clearance So the main purpose of the training is
to learn how to COMMUNICATE with the minimum of fuss and delay so that the ldquoread-
backsrdquo can be passed to the controller without taking up too much of this valuable airtime
The key is Communication and this means that both the Pilot and the ATCO communicate
their instructions and understandings to each other There is nothing more frustrating for an
ATCO than dealing with pilots who do not communicate sufficiently but who simply reply
with a Roger or (even worse) an ok or Will Do So what are the main basics of voice
flying Well there are many but some of the most important lessons you can learn are these
THINK BEFORE TALKING this sounds obvious but so many people do not do this keying
the microphone and stumbling and stuttering through an instruction which they have not
prepared at all
An example of RT messages often heard from pilots online is Annnndummmm Charlie
Delta ummmm Yankee 662 ummm heading ummm 230 ummm flight level ummm 210
Correction Thatacutes flight level ummm 200 sorry not flight level 210 my mistake Charlie
Delta Yankee 662 Over out
This would take around 20 seconds to say
Compare it with Iberia 845 heading 290 flight level 150 inbound Trosa
This takes 5 seconds to say and is MUCH clearer to the controller Whatacutes the difference
Simple -The pilot KNEW what to say before starting to speak
37 Hints and Tips
To give you a few pointers here is a list of Doacutes and Donacutets of common things that people get
wrong when they first try using voice
38 DO
Wait your turn The radio might be busy but that isnt a reason to cut into someone
elses conversation with a controller It just creates even more delays Also listen out
to make sure that the pilot before you reads back his clearance that the controller has
given him before you make you call Remember while you or a controller is
transmitting nobody else can get a message through
Know what you intend to transmit before starting to talk
Be patient just because the controller is not speaking on the radio does not mean he
isnt doing any work In fact much of the work of a controller is done off-air
involving co-ordination with other fellow controllers updating flight strips looking
up clearances or typing instructions all of which take time
Wait a few seconds after joining a frequency before you transmit so you donrsquot
transmit in the middle of a conversation
Readback ALL clearances and instructions
If you dont understand an instruction then ask the controller to say the instruction
again or to explain what it means Use a private message if you dont want to say it
on the air
In order to avoid problems understanding your transmissions please make sure that
you have correctly set up AVC using the auto microphone configure function Also
worth a note for both ATC and pilots Vatsim is a global organization and has many
members to whom English will not be their first language so please spare a special
thought for our foreign counterparts and speak clearly and slowly
If you are unable to comply with an instruction from ATC then tell them so that they
can plan something else for you before it causes a problem with other aircraft in the
vicinity
39 DO NOT
Readback the winds or use the phrase winds copied in reply to a take off or landing
clearance its not needed
Reply standing by to an instruction to standby No reply is necessary at all
The use of the word over is not required
Use (NEGATIVE)
Misunderstand the difference between Flight Levels and Altitudes
310 Read Backs
It is very important to read back certain instructions that ATC give to you so that they know
that you have understood what they have told you It its not necessary to read back absolutely
everything the following list shows some important information that should be readback
Taxi instructions
Levelclimbingdescending instructions
Heading instructions
Speed instructions
Airways or route clearances
Approach clearances
Runway-in-use
Clearance to enter land on take-off on backtrack cross or hold short of any active
runway
Transponder operating instructions
Altimeter settings
Frequency changes
Type of radar service
So please note that when you are given your clearance on the ground do not just reply
Roger read back the clearance fully so that ATC can spot if you have misheard or
misinterpreted something they have said eg FL100 is spoken as flight level one hundred
and FL120 is spoken as flight level one two zero Note the word hundred must not be used
for headings
Another phrase used with climbsdescents is when ready This places the responsibility on
the pilot for deciding when to initiate his climbdescent Eg BAW123 when ready descend
FL80 to be level by BNN here the controller has introduced another phrase to be level by
as well
This means exactly what is says commence your descent when you want but you must have
reached FL80 when you arrive at BNN note at BNN not 50nm before please
If on the other hand you do not understand what ATC is communicating to you then it is
equally important that this is properly communicated to ATC as well if it is a case that you
did not understand the instruction then ask ATC to repeat the instruction by using the words
Say Again as part of your read back If it is a case of you not being able to follow the
instruction given then use the words Unable as part of your read back followed by the
reason why you are not able to comply
311 Initial Contact
Many new pilots log on to the network parked at a gate but then expect ATC to start the
communication and when nothing happens they usually log of frustrated due to lack of
success
The Initial Contact on the Ground MUST at all times come from the Pilot and in the
following format SpeedBird 123 B737 at Gate E43 Request IFR Clearance to Paris Orly
This starts the communication flow between Pilot and ATC
Other often heard mistakes my new pilots are those who log on to the network do all the
pre-take off checks FMS flight programming and then suddenly start communications by
saying Transavia 430 Request Taxi or even worse Transavia 430 Ready for Take Off`rdquo
In both cases here the pilot has jumped a few steps of the proper communication procedure
Similarly when ATC hands you over to another controller then you as the pilot need to start
the communication process with the new controller
312 Common Phraseology
The following list contains most common phrases to be used in voice by both pilots and
controllers
313 WordPhrase
Acknowledge Let me know that you have received and understood this message
Affirm Yes
Approved Permission for proposed action granted
Break Indicates a seperation between messages
Break Break Indicates the seperation between messages transmitted to different
aircraft in a busy environment
Cancel Annul the previously transmitted clearance
Changing to I intend to call (unit) on (frequency)
Check Examine a system or procedure (Not to be used in any other context
No answer is normally expected
Cleard Authorised to proceed under the conditions specified
Climb Climb and maintain
Confirm I request verification of (clearance instruction action information)
Contact Establish communications with (your details have been passed)
Correction An error has been made in this transmission ( or message indicated)
The correct version is
Descend Descend and maintain
Disregard Ignore
Hold short
Stop before reaching the specified location (only used in limited
circumstances where no defined point exists eg where there is no
suitably located holding point or to reinforce a clearance limit
How do you read What is the readability of my transmission
I say again I repeat for clarity and emphasis
Maintain Continue in accordance with the condition(s) specified or in its literal
sense eg Maintain VFR
Monitor Listen out on frequency (pilots should listen in on freq and what for
ATC to initiate the call
Negative No Permission not granted That is not correct or not capable
Pass your message Proceed with your message
Read back Repeat all or the specified part of this message back to me exactly
as received
Report Pass requested information
Request I should like to know or wish to obtain
Roger
I have received all your last transmission (Under no circumstances
to be used in reply to a question requiring a direct answer in the
affirmative (affirm) or negative (negative) context
Say again Repeat all or the following part of your last transmission
Speak slower Reduce your rate of speech
Standby Wait and I will call you (Standby is not an approval or denial Pilots
are not required to read back Standing by
Unable I cannot comply with your request instruction or clearance (Unable
is normally followed by a reason)
Wilco I understand your message and will comply with it (abbreviation for
comply)
Words twice
As a request Communication is difficult Please send every word
twice (As information since communication is difficult every word
in this message will be sent twice
You will often get the En-Route Clearance together with the start-up approval so you should
be prepared to get your en-route clearance together with the start-up clearance without a
notice ndash Keyword Pen and Paper
An en-route clearance always has the same structure First you will be cleared to your
destination airport followed by the assigned departure route and sometimes the departure
runway (as long as this is not clearly defined by the departure route itself) Finally there will
be additional information given if the rest of the route is accepted and cleared according to
the flight plan or if there are any changes to the further routing Those changes can become
quite extensive thats why I want to give you ndash again - the advice to have a pen and paper
ready At the end of the clearance ATC assigns you a transponder code the so-called
Squawk which you have to enter into your transponder (this code makes ATCs Secondary
Surveillance Radar able to identify your flight and to correlate your target with your flight
plan)
After the pilots read back of the full clearance ATC will usually confirm that the read back
was correct and complete
Depending on the airport and country you will get your start-up approval right with the en-
route clearance
Pilot Frankfurt Delivery Lufthansa 123 request IFR-clearance to EDDM
ATC Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
Pilot Lufthansa 123 we are cleared to Muumlnchen via DKB5S departure flight
planned route squawk 2101
ATC Lufthansa 123 read back correct
Or with start-up
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
a) Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
b) Lufthansa 123 Frankfurt Delivery start-up approved cleared to Muumlnchen via
DKB5S departure flight planned route squawk 2101
Pilot
a) Lufthansa 123 we are cleared to Muumlnchen via DKB5S departure flight planned
route squawk 2101
b) Lufthansa 123 start-up approved cleared to Muumlnchen via DKB5S departure
flight planned route squawk 2101
ATC
a) Lufthansa 123 read back correct start up approved
b) Lufthansa 123 read back correct
Pilot
a) Start up approved Lufthansa 123
b) -
2314 At the Gate (Vectored Departure)
Sometimes when a pilot does not know how to follow a standardized departure route ATC
will use Vectored Departures So what does that mean It just means that the pilot gets
specific instructions on what to do after take off The radar controller will make sure that the
pilot finds his routing later using vectors Proceed Direct SOMETHING or similar
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen when airborne maintain
runway track climb altitude 4000ft QNH 1019 contact Langen Radar on frequency
120050 squawk 2210
Pilot
Lufthansa 123 we are cleared to Muumlnchen when airborne maintain runway track
climb altitude 4000ft QNH 1019 contact Langen Radar on frequency 120050
squawk 2210
ATC Lufthansa 123 read back correct start up approved
Pilot Start up approved Lufthansa 123
2315 At the Gate (Detailed Departure Instruction)
ATC can should a pilot not know the SID also read the whole SID to the pilot Please make
sure you never need to get this service by reading your charts carefully
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
Lufthansa 123 cleared to Muumlnchen departure runway 18 when airborne
maintain runway heading climb altitude 4000ft QNH 1019 At 800 feet or 12
DME outbound RID VOR whichever is later turn left to KNG NDB
Maximum IAS 220 Knots Intercept QDR 103 KNG At AKONI turn right
intercept radial 310 DKB VOR to DKB Squawk 2210
Pilot
Lufthansa 123 we are cleared to Muumlnchen departure runway 18 when
airborne maintain runway heading climb altitude 4000ft QNH 1019 At 800
feet or 12 DME outbound RID VOR whichever is later turn left to KNG NDB
Maximum IAS 220 Knots Intercept QDR 103 KNG At AKONI turn right
intercept radial 310 DKB VOR to DKB Squawk 2210
ATC Lufthansa 123 read back correct start up approved
Pilot Start up approved Lufthansa 123
232 Push Back and Taxi
2321 Push-Back
If you are located at a gate from which you cannot simply taxi straight out from you need to
obtain approval for push-back from Ground Control
Pilot Frankfurt Apron Lufthansa 123 gate A32 request push-back
ATC Lufthansa 123 Frankfurt Apron push-back approved
Pilot Lufthansa 123 push-back approved
This push-back instruction can be extended to for example include a direction or the length
of the push-back
ATC Lufthansa 123 push-back approved facing east perform a long push into taxiway
Mike
ATC Lufthansa 123 push-back approved perform a u-turn into position A34
As there is a nearly endless pool of options for ground controllers there are not always
standard phrases ndash it is important that pilot and ATC do understand each other As in all
flight phases Communication is everything
If an instruction is not clear you simply ask Say again
2322 Taxi
After push-back or if you are parked at a position from which you can taxi straight out after
engine start you obviously have to get to the runway Designated taxiways lead you there
The task of Ground Control will be done by different stations depending on the airport and
Location of the aircraft at that airport In our example Frankfurt Apron is our first station the
Tower will take over later
Pilot Lufthansa 123 request taxi
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November
Pilot Lufthansa 123 taxiing to holding point runway 18 via Mike 1 and November
Now that we are moving ATC has even more possibilities to differ from such easy taxi
instructions as seen before He could for example let us stop before a certain taxiway which
we will cross
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November hold short
of November
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November hold short
of Quebec traffic will be a Cargo Lux Boeing 747 moving right to left
It is very important for a pilot to always know what happens around him Thats why he
should thoughtfully listen to radio chatter between ATC and other aircraft and of course keep
his eyes out Controllers often help by issuing traffic information
2323 Progressive Taxi
Should you not know your way around an airport or get lost there is the option to ask for
progressive taxi ATC will then advise the pilot where to go
If you get lost and cant solve the situation on your own you can demand this kind of help
from ATC This is always a better solution than strolling around on the apron just because
youre too proud to ask for help
Pilot Lufthansa 123 request progressive taxi
ATC Lufthansa 123 roger expect progressive taxi
ATC Lufthansa 123 turn left now
Pilot Turning left Lufthansa 123
ATC Lufthansa 123 the second taxiway to your right is November Follow
November to holding point runway 18
Pilot Will turn second taxiway to the right follow November to holding point runway
18 Lufthansa 123
2324 Conditional Clearances
ATC can attach further instructions to traffic information for example to let another aircraft
pass and taxi behind it It is very important that you have this traffic in sight if not you have
to inform the controller immediately
ATC Lufthansa 123 give way to an Air Berlin Boeing 737 moving from left to right on
taxiway November
Pilot Lufthansa 123 unable traffic not in sight
ATC Lufthansa 123 roger in this case hold short of November
ATC Lufthansa 123 give way to an Air Berlin Boeing 737 moving from left to right on
taxiway November
Pilot Lufthansa 123 will give way to Air Berlin Boeing 737 on November
233 Tower
When approaching the runway or latest when we reach the holding point Ground will hand
us off to the Tower controller who is responsible for all movements on the runways and
issues all clearances (landing and take off crossing a runway etc)
ATC Lufthansa 123 contact Tower on frequency 119900
Pilot Lufthansa 123 contacting Tower on frequency 119900
Depending on where we are and if we are ready for departure there are different possibilities
for the initial call on the tower frequency
Pilot Frankfurt Tower Lufthansa 123 approaching runway 18
Pilot Frankfurt Tower Lufthansa 123 at holding point runway 18 ready for departure
2331 Line Up and Conditional Clearance
The Tower Controller may only give landing and take-off clearances under certain
circumstances one of which being that the runway must be clear of all other traffic The
Tower Controller has some tools with which to separate traffic very effectively and to keep a
steady traffic flow They could have us line up on the runway and wait there
ATC Lufthansa 123 line up runway 18 and wait
Pilot Lufthansa 123 lining up runway 18 and waiting
They can also instruct us to line up behind another aircraft In that case they give us our
clearance to line up even if it would not have been our time They do not have to pray that
the frequency is clear when our actual time comes ndash that makes their work much more
effective
ATC Lufthansa 123 behind departing Boeing 737 line up runway 18 and wait behind
Pilot Lufthansa 123 behind departing Boeing 737 lining up runway 18 and waiting
behind
It is very important for us to properly identify the traffic that the tower controller indicated to
us and to keep it in sight at all times Should we not see the traffic the conditional clearance
is invalid ndash we have to immediately inform ATC who will then figure out another clearance
ATC Lufthansa 123 behind departing Boeing 737 line up runway 18 and wait behind
Pilot Lufthansa 123 negative traffic not in sight
Sometimes ATC ldquoshowsrdquo you the traffic and only gives you the clearance after you
confirmed visual contact
ATC Lufthansa 123 traffic is a Boeing 737 on short final runway 25R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 behind landing Boeing 737 line up runway 25R and wait behind
Pilot Lufthansa 123 behind landing Boeing 737 lining up runway 25R and waiting
behind
2332 Take off Clearance
Now that the runway is cleared we get our take-off clearance The structure and the
information given are always the same
ATC Lufthansa 123 wind 180 degrees 10 knots runway 18 cleared for take off
Pilot Lufthansa 123 runway 18 cleared for take off
You dont have to read back the wind information as this serves only as an information to the
pilot
234 Departure and Climb
At some airports we have to contact departure ourselves At other airports tower will give the
instruction to call departure with the known phraseology (Lufthansa 123 contact departure
on frequency hellip) Because we are airborne now our current altitude is to be considered in the
next initial-calls as well as the altitude that we are cleared for In this case the altitude were
cleared for is the initial climb altitude that can be found on the charts
Pilot Langen Radar Lufthansa 123 altitude 2000 feet climbing altitude 4000 feet
ATC Lufthansa 123 Langen Radar identified climb flight level 80
Pilot Lufthansa 123 climb flight level 80
The controller will identify us on the scope before he gives more instructions As soon as
radarcontact is established ATC will tells us that were bdquoIdentifiedldquo
There are several possibilities why an identification could fail Wrong transponder code
wrong setting of transponder code or a tranponder failure in our airplane The controller will
compair our reported altitude with the altitude indication on his scope If the altitudes match
the controller can separate us from other airplanes bdquoIdentifiedldquo doesnt need to be read back
The controller also could give the instruction to stop our climb before reaching the cleared
altitude
ATC Lufthansa 123 stop climb FL70
Pilot Lufthansa 123 stop climb FL70
Once we reach the border of a sector (either horizontally or vertically) the controller will
instruct us to contact the next station using the already known phraseology He could also tell
us to give further information to the next station eg our speed
ATC Lufthansa 123 report speed to Langen Radar frequency 127500
Pilot Lufthansa 123 will report speed to Langen Radar on frequency 127500
As always when we establish contact with a radar controller we have to report our current
altitude and if different the altitude we are cleared to ndash this is mandatory
Pilot Langen Radar Lufthansa 123 FL65 for FL70 speed 250 knots
ATC Lufthansa 123 Langen Radar identified climb FL230
Pilot Lufthansa 123 climbing FL230
235 Cruise
We are now cruising along on FL230 There are some situations we may face now but all of
them may appear in other flight phases as well
2351 Proceed Direct to
ATC could give us a short cut to a certain way point It can be part of our flight plan but
does not necessarily have to
ATC Lufthansa 123 proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 proceeding direct Dinkelsbuumlhel VOR
So now we proceed to that point from our present position If the waypoint is part of our
flight plan we follow our routing after that point
This is the same instruction but packed a little differently
ATC Lufthansa 123 after Konig NDB proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 after Konig NDB proceeding direct Dinkelsbuumlhel VOR
So we follow our routing as planned until we reach KNG and turn towards DKB afterwards
If you dont get the name of the way point you can ask the controller to spell it (please spell
the name)
ATC Lufthansa 123 proceed direct ANEKI Alpha November Echo Kilo India
Pilot Proceeding direct Alpha November Echo Kilo India Lufthansa 123
2352 Changes to Route
ATC can give us a different routing for a segment
ATC Lufthansa 123 proceed direct Wuumlrzburg VOR thereafter proceed direct BURAM
Pilot Lufthansa 123 proceeding direct Wuumlrzburg VOR thereafter direct BURAM
2353 Heading and Vectors
Sometimes its necessary to have us turn away from the planned route by using vectors
which are simple headings we need to follow
ATC Lufthansa 123 turn right heading 180
Pilot Lufthansa 123 turning right heading 180
We can of course do the whole turn in the other direction as well
If ATC is not sure in which direction we need to turn he can issue an instruction without a
direction ndash we then turn in the direction where we have to turn the least
ATC Lufthansa 123 fly heading 180
Pilot Lufthansa 123 fly heading 180
236 Approach and Descend
2361 Descend
Slowly but steady we get closer to our destination and want to start descending In case ATC
did not work ahead and issued a descend clearance early we can of course draw the
controllers attention to us and just ask for descend
Pilot Lufthansa 123 request descent or Lufthansa 123 ready for descent
ATC Lufthansa 123 descend FL 180
Pilot Lufthansa 123 descending FL 180
In order to control the descend ATC has a few tools that can be used
2362 Instructing a Rate
ATC can instruct you to descend with a certain vertical speed
ATC Lufthansa 123 descend FL 180 at 2000 feet per minute (or greaterless)
Pilot Lufthansa 123 descending FL 180 at 2000 feet per minute (or greaterless)
2363 Descend Restrictions
If the controller wants us to be at a certain altitude atbehindabeambefore a specified
waypoint he gives an instruction like the following
ATC Lufthansa 123 descend FL 180 to be levelled at BURAM
Pilot Lufthansa 123 descending FL 180 to be levelled at BURAM
This means that we have to descend in a manner to reach BURAM at FL 180 we could also
reach it earlier if we wanted The net phrase is a little more restricting as we now have to
reach FL 180 exactly at BURAM not earlier not later ndash exactly
ATC Lufthansa 123 descend to reach FL 180 at BURAM
Pilot Lufthansa 123 descending to reach FL 180 at BURAM
The defined restriction does not have to be bound to a waypoint
ATC Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Pilot Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Sometimes a controller needs us to reach an altitude somewhere abeam a certain point In
order to follow that instruction we first need to know where that waypoint is That usually
happens when ATC issues vectors This is used if the controller needs us on a specific
altitude at a certain point and we are not following a routing or flying directly to a later
waypoint
ATC Lufthansa 123 descend to reach FL 180 abeam RENLO
Pilot Lufthansa 123 descend FL 180 to reach level abeam RENLO
As you see its an advantage to have all charts ndash en-route charts too ndash at hand and ready If
you do not have en-route charts most FMCs available for FS offer the option to enter a
waypoint on the FIX page (or similar) and sometimes even offer to insert an ABEAM
POINT (eg PMDG 737 NG)
Another option is to delay the beginning of descend until ATC can either tell us a certain
point where we have to start our descend or give us an early descend with the option to start
it whenever we want ndash as long as we meet the restrictions ATC gives us So we can maintain
our cruising altitude as long as we want If you prefer to stay high longer and then just drop
out of the sky thats fine if you want to do a steady slow descend you can do that as well
ATC Lufthansa 123 when passing Dinkelsbuumlhel descend FL 180
ATC Lufthansa 123 when ready descend to reach FL 180 at BURAM
You can find more important information on the topic descend (planning tactics execution)
in the chapter OPERATION of Flight Training
2364 Holdings
We essentially come across two main types of holdings Published and unpublished or
unknown holdings
You wont be very surprised when I tell you that there are standardized phrases for the entry
and exit of holding patterns More information on holding patterns can be found in the
chapter BASICS of Flight Training
ATC Lufthansa 123 hold at ROKIL (as published)
Pilot Lufthansa 123 holding at ROKIL (as published)
Holding patterns are not unforeseeable so ATC often prepares pilots that there will be a
holding pattern Often this includes the clearance to reduce your speed ndash perhaps you can
avoid the holding this way
ATC Lufthansa 123 expect holding at ROKIL reduce speed at own discretion
Pilot Lufthansa 123 expecting hold over ROKIL reducing to minimum clean speed
As always ndash if ATC does not give us the approval to reduce speed we can just ask him But
dont do it on your own Another aircraft may be on the same level behind us
Pilot Lufthansa 123 may we reduce to minimum clean speed
ATC Lufthansa 123 reduce speed at own discretion
Pilot Lufthansa 123 reducing minimum clean
If a pilot does not know the holding he was instructed to join he has to ask for instructions
ATC will then provide the necessary information to the pilot The holding instruction will
look like this
Fix | inbound course | turn direction | leg timedistance
Pilot Lufthansa 123 request holding instructions
ATC Lufthansa 123 hold over ROKIL inbound track 128 right turns leg time 1 minute
237 Types of Approaches
Next we will establish contact with approach control This is a local control station - as we
learned earlier we have to include the ATIS designator during the initial call A good time to
listen to the ATIS is around your top of descend
Pilot Muumlnchen Arrival Lufthansa 123 FL 185 for FL 180 information Bravo
ATC Lufthansa 123 Muumlnchen Arrival identified Bravo is correct
2371 STAR
This is what a clearance onto a STAR looks like
ATC Lufthansa 123 cleared BURAM 1M arrival
Pilot Lufthansa 123 cleared BURAM 1M arrival
2372 Transition (without Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition
Pilot Lufthansa 123 cleared ROKIL 26 transition
An instruction like this allows us to follow the lateral path of the transition ATC coordinates
and instructs all changes in altitude But We have to follow the speed restrictions indicated
on the charts anyway as long as the controller does not lift them
ATC Lufthansa 123 cleared ROKIL 26 transition no speed restriction
Pilot Lufthansa 123 cleared ROKIL 26 transition no speed restrictio
2373 Transition (with Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition and profile
Pilot Lufthansa 123 cleared ROKIL 26 transition and profi
Now we may follow the lateral and the vertical part of the transition We can now descend to
the altitudes indicated in the charts on own discretion there will be no further instructions on
altitude changes Of course we have to follow the speed restrictions as well
2374 Cleared Direct Waypoint or via waypoints
Another very common way to get a transition clearance is the phrase Cleared direct waypoint
or Cleared via waypoints If you hear something like this you fly directly to the instructed
point and from this point on follow the lateral part of the transition If the controller gives
you two or more waypoints you follow them in the correct order and then join the rest of the
transition You ndash again ndash have to adhere to the speed restrictions (what a surprise) As
always there are exceptions from the rules which you can find in the latest charts and in the
AIP
We will now fly to the RNAV waypoint associated with Munich Airport The designation
follows a simple concept as is the same for many airports ldquoDrdquo for Germany then one letter
to identify the airport the point is associated with in this case an ldquoMrdquo In Zurich they are
named ldquoZHrdquo followed by three figures Usually the controller does not include the leading
letters in a clearance but only uses the figures and assumes the pilot knows which airport
they are approaching so the pilot can do the maths himself and figure out which letters he
must include
ATC Lufthansa 123 cleared direct waypoint 425
Pilot Lufthansa 123 cleared direct waypoint 425
ATC Lufthansa 123 cleared via waypoints 425 and 429
Pilot Lufthansa 123 cleared via waypoints 425 and 429
ATTENTION Some transitions do not include the clearance to turn onto final approach If
you reach the last point of the downwind you have to hold the last flown track As always
you will find the detailed information and exceptions on the appropriate charts
2375 Approach Types
The approach itself will be commenced by an ILS a non precision approach or a visual
approach The clearances used for ILS and non precision approaches are more or less the
same a visual approach has a slightly different systematic
2376 ILS Approach
ATC Lufthansa 123 cleared ILS approach runway 26R
Pilot Lufthansa 123 cleared ILS approach runway 26
This is the most common form It includes
All ATC speed restrictions are now cancelled
Clearance to intercept the localizer and glide slope
Descend to the published intercept altitude of the standard approach
If an ATC does not want the aircraft to change its altitude he can either clear the aircraft to
intercept the localizer only In this case you may not intercept the glide slope without further
clearance or leave your current altitude Another way of preventing an altitude change is to
tell the pilot to maintain a specific altitude until a certain point ATC may also give a new
speed restriction
ATC Lufthansa 123 cleared Localizer runway 26R
Pilot Lufthansa 123 cleared Localizer 26R
or
ATC Lufthansa 123 cleared ILS runway 26R maintain 6000ft until glide slope intercept
Pilot Lufthansa 123 cleared Localizer 26R maintain 6000ft until glide slope intercept
2377 NDB-DME Approach
ATC Lufthansa 123 cleared NDB-DME Approach runway 26R
Pilot Lufthansa 123 cleared NDB-DME approach runway 26R
2378 VOR-DME Approach
ATC Lufthansa 123 cleared VOR-DME Approach runway 26R
Pilot Lufthansa 123 cleared VOR-DME Approach runway 26R
2379 Localizer DME Approach
ATC Lufthansa 123 cleared Localizer-DME Approach runway 26R
Pilot Lufthansa 123 cleared Localizer-DME Approach runway 26R
23710 Visual Approach
Before you receive a clearance for a visual approach during which the pilot has to have the
airport in sight at all times ATC needs to verify that the pilot has the airport in sight After
that he will issue the clearance for the visual approach From this point on the pilot is
responsible for his heading altitude and speed
ATC Lufthansa 123 field is at your 3 orsquoclock position range 5 miles report in sight
Pilot Lufthansa 123 field in sight
ATC Lufthansa 123 cleared visual approach runway 26R
Pilot Lufthansa 123 cleared visual approach runway 26R
23711 Report Established
Basically you should not report when you are established on final approach but ATC can ask
you to report it He can make a difference between Localizer ILS final track (during a non
precision approach) or final approach (visual approaches)
ILS
ATC Lufthansa 123 report established on ILS 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established ILS 26R
Localizer
ATC Lufthansa 123 report established on localizer runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established localizer runway 26R
At that point I want to remind you that there is no such a thing as fully established It is a
bad habit that also caught up in the real world to change established ILS runway xx to fully
established But This word does not exist and it can not exist if you really think about it
logically You are either established ILS runway xx (on localizer and glide slope) or you are
established localizer runway xx (localizer only glide slope has not been reached yet)
You will find further information on that topic in chapter Flight training
Final track
ATC Lufthansa 123 report established on NDB-DME approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final track NDB-DME approach runway 26R
Final approach
ATC Lufthansa 123 report established on final approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final approach runway 26R
23712 Visual Separation
ATC is responsible for the correct separation in all flight phases To be able to go below the
specified minima there is for example the option of visual separation First ATC checks
whether the succeeding pilot has the preceding aircraft in sight and whether he is able to
separate himself If this is the case ATC gives the responsibility for separation the succeeding
pilot
ATC Lufthansa 123 traffic is an Airbus A320 on 10 miles final 26R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation from mentioned traffic
Pilot Lufthansa 123 affirmative
ATC Lufthansa 123 maintain visual separation from Airbus A320 on 8 miles final
contact Tower on 118700
Pilot Lufthansa 123 maintain visual separation from A320 contact Tower on 118700
238 Landing Clearance
By now we are established on our final approach time to get in touch with the aerodrome
controller in the tower During initial contact we report what type of approach we are
conducting and which runway we are approaching Any differences from this procedure can
be found in the airport information If traffic permits we will get our landing clearance right
away and if not ATC will say a short hello and give us an information on how many aircraft
will be using the runway before us
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower continue approach number 3
Pilot Lufthansa 123 number 3
or
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower wind 270 degrees 12 knots runway 26R cleared
to land
Pilot Lufthansa 123 runway 26R cleared to land
2381 Go Around
There are several possibilities why an approach should or must be aborted be it the weather
or a utility lying around on the runway The pilot can decide to go around or ATC can
instruct him to do so
Pilot Lufthansa 123 going around
ATC Lufthansa 123 follow missed approach as published contact Arrival on frequency
128020
Pilot Lufthansa 123 Missed Approach as published contact Arrival on 128020
or
ATC Lufthansa 123 go around I say again go around Maintain runway heading climb
altitude 5000 feet
Pilot Lufthansa 123 going around Maintain runway heading climb altitude 5000 feet
239 Taxi to Gate
After we vacated the runway we will be guided to the parking position using the exact same
tools we covered in chapter 3122
ATC Lufthansa 123 taxi to gate 250 via W2
Pilot Taxi to gate 250 via W2 Lufthansa 123
Important After the taxi instruction leading us to a parking position we have to keep
watching the frequency until we finally reached our parking position ndash but there are no
further calls like On Blocks request engine shut down The flight is over at this point we
made it
24 Specials
There are some situations that are not used every day but it is very useful to have heard of
them
241 Visual ClimbDescend
This method is sometimes used to provide a smooth climb and descend Similar to the visual
separation we covered earlier the pilot is instructed to maintain his own separation from the
preceding traffic in order to go below the minimum separation It is very important that the
planes are in VMC and visual contact is held throughout the whole manoeuvre
ATC Lufthansa 123 confirm VMC
Pilot Lufthansa 123 in VMC
ATC Lufthansa 123 traffic is a Boeing 737 12 orsquoclock position range 5 miles
2000 feet high report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation to the traffic for
the next 5 minutes
Pilot Lufthansa 123 affirmative
ATC to
the other
aircraft)
Air Berlin 456 traffic is an Airbus A320 at your 6 orsquoclock position range 5
miles 2000 feet below I will climb him through your level
Other
aircraft Roger Air Berlin 456
ATC Lufthansa 123 climb FL150 maintain visual separation from mentioned
traffic for the next 5 minutes
Pilot Lufthansa 123 climbing FL150 maintaining visual separation from Boeing
737 for the next 5 minutes
242 Emergency
During an emergency you either alert ATC by transponder (setting it to 7700) or if possible
make your distress call on the radio
Pilot Mayday Mayday Mayday Lufthansa 123 declaring emergency
There is no standard phraseology after that ndash ATC and pilot communicate in the way the
situation requires The most important thing is that the pilot tells the controller what his
problem is and what his intentions are Only then ATC can provide the best service possible
243 Urgency Messages
Should there be a problem aboard that does not qualify as an emergency (eg a single engine
failure in a B52) you should use the phrase Panpan
Pilot Pan-Pan Pan-Pan Pan-Pan Lufthansa 123 technical problem
3 COM MU NICA TIO N
The following document will be split up into two parts The first part includes the basics of
communication and the methods employed on the network to correctly communicate
between other members The second will focus on the phraseology and the how-to of
speaking correctly on the frequency
31 ATC
When communicating with ATC we must be aware of the controllers frequency Using your
pilot client you may find the controllers frequency and tune your radio to it Once on the
frequency you may wait for an opening and begin your transmission by pressing your Push to
Talk Key (PTT) To discuss things with the controller that do not pertain to the flight at hand
you may choose to private message himher using the appropriate method for your software
32 Pilots
Having discussions with pilots is normally done via private chat unless on unicom Please
read your software manual in order to learn how to use private mesages
33 Unicom
The frequency for UNICOM on the VATSIM network is always 122800 It is strictly for text
transmission and reception only On UNICOM pilots shall announce their intentions and
actions to make other pilots aware of their position There is no ATC on UNICOM and pilots
should co-ordinate in order to resolve potential conflicts Lately many pilots are using voice
on UNICOM by accessing a channel through FSX and or setting up one ndash usually
rwliveatcnet122800 Please note that while this is acceptable the official means of
communication remains on text as not everyone uses or is able to use voice
34 Private Messaging and Voice Channels
Private messages are individual conversations between one VATSIM user and another You
may set up a private voice channel through your pilot client which saves a lot of typing
and distractions when trying to pilot your aircraft (especially usefull in busy sectors) It is
usually an alternative to private messaging with another user and more than one user may
enter the private channel at the same time
35 Contact Mes
From time to time you will receive a message from a controller or a network Supervisor that
simply reads contact me on XXXXXXX or Hello my name is XXXX and I am a
VATSIM Supervisor please contact me by typing chat XX_SUP and hit enter then typing
hello (or something similar)
These are important contacts and are not to be taken lightlyTHEY REQUIRE A
RESPONSE ASAP and should not be ignored
If it is a controller it usually means you have entered or are about to enter his sector
From a Supervisor it means that they wish to a) assist you in some way b) verify that you are
online and at your computer c) they may be reacting to a complaint by someone if you have
inadvertently made some error d) checking on you as you sent a wallop
36 How to of Communication
The main purpose of this document is not to teach people how to speak we hope you know
this already We are also not trying to teach you how to fly That is also a requirement What
we are trying to achieve here is to teach you how to COMMUNICATE using voice while
flying an altogether different skill
When flying with voice every time you key the microphone you will be using up valuable
airtime If every time you transmit each instruction takes say 20 seconds That could mean
that you and your controller only get one command understood and acted upon every 50
seconds or so by which time other aircraft could have missed a vital instruction ie flown
through an ILS localizer or missed a landing clearance So the main purpose of the training is
to learn how to COMMUNICATE with the minimum of fuss and delay so that the ldquoread-
backsrdquo can be passed to the controller without taking up too much of this valuable airtime
The key is Communication and this means that both the Pilot and the ATCO communicate
their instructions and understandings to each other There is nothing more frustrating for an
ATCO than dealing with pilots who do not communicate sufficiently but who simply reply
with a Roger or (even worse) an ok or Will Do So what are the main basics of voice
flying Well there are many but some of the most important lessons you can learn are these
THINK BEFORE TALKING this sounds obvious but so many people do not do this keying
the microphone and stumbling and stuttering through an instruction which they have not
prepared at all
An example of RT messages often heard from pilots online is Annnndummmm Charlie
Delta ummmm Yankee 662 ummm heading ummm 230 ummm flight level ummm 210
Correction Thatacutes flight level ummm 200 sorry not flight level 210 my mistake Charlie
Delta Yankee 662 Over out
This would take around 20 seconds to say
Compare it with Iberia 845 heading 290 flight level 150 inbound Trosa
This takes 5 seconds to say and is MUCH clearer to the controller Whatacutes the difference
Simple -The pilot KNEW what to say before starting to speak
37 Hints and Tips
To give you a few pointers here is a list of Doacutes and Donacutets of common things that people get
wrong when they first try using voice
38 DO
Wait your turn The radio might be busy but that isnt a reason to cut into someone
elses conversation with a controller It just creates even more delays Also listen out
to make sure that the pilot before you reads back his clearance that the controller has
given him before you make you call Remember while you or a controller is
transmitting nobody else can get a message through
Know what you intend to transmit before starting to talk
Be patient just because the controller is not speaking on the radio does not mean he
isnt doing any work In fact much of the work of a controller is done off-air
involving co-ordination with other fellow controllers updating flight strips looking
up clearances or typing instructions all of which take time
Wait a few seconds after joining a frequency before you transmit so you donrsquot
transmit in the middle of a conversation
Readback ALL clearances and instructions
If you dont understand an instruction then ask the controller to say the instruction
again or to explain what it means Use a private message if you dont want to say it
on the air
In order to avoid problems understanding your transmissions please make sure that
you have correctly set up AVC using the auto microphone configure function Also
worth a note for both ATC and pilots Vatsim is a global organization and has many
members to whom English will not be their first language so please spare a special
thought for our foreign counterparts and speak clearly and slowly
If you are unable to comply with an instruction from ATC then tell them so that they
can plan something else for you before it causes a problem with other aircraft in the
vicinity
39 DO NOT
Readback the winds or use the phrase winds copied in reply to a take off or landing
clearance its not needed
Reply standing by to an instruction to standby No reply is necessary at all
The use of the word over is not required
Use (NEGATIVE)
Misunderstand the difference between Flight Levels and Altitudes
310 Read Backs
It is very important to read back certain instructions that ATC give to you so that they know
that you have understood what they have told you It its not necessary to read back absolutely
everything the following list shows some important information that should be readback
Taxi instructions
Levelclimbingdescending instructions
Heading instructions
Speed instructions
Airways or route clearances
Approach clearances
Runway-in-use
Clearance to enter land on take-off on backtrack cross or hold short of any active
runway
Transponder operating instructions
Altimeter settings
Frequency changes
Type of radar service
So please note that when you are given your clearance on the ground do not just reply
Roger read back the clearance fully so that ATC can spot if you have misheard or
misinterpreted something they have said eg FL100 is spoken as flight level one hundred
and FL120 is spoken as flight level one two zero Note the word hundred must not be used
for headings
Another phrase used with climbsdescents is when ready This places the responsibility on
the pilot for deciding when to initiate his climbdescent Eg BAW123 when ready descend
FL80 to be level by BNN here the controller has introduced another phrase to be level by
as well
This means exactly what is says commence your descent when you want but you must have
reached FL80 when you arrive at BNN note at BNN not 50nm before please
If on the other hand you do not understand what ATC is communicating to you then it is
equally important that this is properly communicated to ATC as well if it is a case that you
did not understand the instruction then ask ATC to repeat the instruction by using the words
Say Again as part of your read back If it is a case of you not being able to follow the
instruction given then use the words Unable as part of your read back followed by the
reason why you are not able to comply
311 Initial Contact
Many new pilots log on to the network parked at a gate but then expect ATC to start the
communication and when nothing happens they usually log of frustrated due to lack of
success
The Initial Contact on the Ground MUST at all times come from the Pilot and in the
following format SpeedBird 123 B737 at Gate E43 Request IFR Clearance to Paris Orly
This starts the communication flow between Pilot and ATC
Other often heard mistakes my new pilots are those who log on to the network do all the
pre-take off checks FMS flight programming and then suddenly start communications by
saying Transavia 430 Request Taxi or even worse Transavia 430 Ready for Take Off`rdquo
In both cases here the pilot has jumped a few steps of the proper communication procedure
Similarly when ATC hands you over to another controller then you as the pilot need to start
the communication process with the new controller
312 Common Phraseology
The following list contains most common phrases to be used in voice by both pilots and
controllers
313 WordPhrase
Acknowledge Let me know that you have received and understood this message
Affirm Yes
Approved Permission for proposed action granted
Break Indicates a seperation between messages
Break Break Indicates the seperation between messages transmitted to different
aircraft in a busy environment
Cancel Annul the previously transmitted clearance
Changing to I intend to call (unit) on (frequency)
Check Examine a system or procedure (Not to be used in any other context
No answer is normally expected
Cleard Authorised to proceed under the conditions specified
Climb Climb and maintain
Confirm I request verification of (clearance instruction action information)
Contact Establish communications with (your details have been passed)
Correction An error has been made in this transmission ( or message indicated)
The correct version is
Descend Descend and maintain
Disregard Ignore
Hold short
Stop before reaching the specified location (only used in limited
circumstances where no defined point exists eg where there is no
suitably located holding point or to reinforce a clearance limit
How do you read What is the readability of my transmission
I say again I repeat for clarity and emphasis
Maintain Continue in accordance with the condition(s) specified or in its literal
sense eg Maintain VFR
Monitor Listen out on frequency (pilots should listen in on freq and what for
ATC to initiate the call
Negative No Permission not granted That is not correct or not capable
Pass your message Proceed with your message
Read back Repeat all or the specified part of this message back to me exactly
as received
Report Pass requested information
Request I should like to know or wish to obtain
Roger
I have received all your last transmission (Under no circumstances
to be used in reply to a question requiring a direct answer in the
affirmative (affirm) or negative (negative) context
Say again Repeat all or the following part of your last transmission
Speak slower Reduce your rate of speech
Standby Wait and I will call you (Standby is not an approval or denial Pilots
are not required to read back Standing by
Unable I cannot comply with your request instruction or clearance (Unable
is normally followed by a reason)
Wilco I understand your message and will comply with it (abbreviation for
comply)
Words twice
As a request Communication is difficult Please send every word
twice (As information since communication is difficult every word
in this message will be sent twice
2314 At the Gate (Vectored Departure)
Sometimes when a pilot does not know how to follow a standardized departure route ATC
will use Vectored Departures So what does that mean It just means that the pilot gets
specific instructions on what to do after take off The radar controller will make sure that the
pilot finds his routing later using vectors Proceed Direct SOMETHING or similar
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
Lufthansa 123 Frankfurt Delivery cleared to Muumlnchen when airborne maintain
runway track climb altitude 4000ft QNH 1019 contact Langen Radar on frequency
120050 squawk 2210
Pilot
Lufthansa 123 we are cleared to Muumlnchen when airborne maintain runway track
climb altitude 4000ft QNH 1019 contact Langen Radar on frequency 120050
squawk 2210
ATC Lufthansa 123 read back correct start up approved
Pilot Start up approved Lufthansa 123
2315 At the Gate (Detailed Departure Instruction)
ATC can should a pilot not know the SID also read the whole SID to the pilot Please make
sure you never need to get this service by reading your charts carefully
Pilot Frankfurt Delivery Lufthansa 123 information A request start up
ATC
Lufthansa 123 cleared to Muumlnchen departure runway 18 when airborne
maintain runway heading climb altitude 4000ft QNH 1019 At 800 feet or 12
DME outbound RID VOR whichever is later turn left to KNG NDB
Maximum IAS 220 Knots Intercept QDR 103 KNG At AKONI turn right
intercept radial 310 DKB VOR to DKB Squawk 2210
Pilot
Lufthansa 123 we are cleared to Muumlnchen departure runway 18 when
airborne maintain runway heading climb altitude 4000ft QNH 1019 At 800
feet or 12 DME outbound RID VOR whichever is later turn left to KNG NDB
Maximum IAS 220 Knots Intercept QDR 103 KNG At AKONI turn right
intercept radial 310 DKB VOR to DKB Squawk 2210
ATC Lufthansa 123 read back correct start up approved
Pilot Start up approved Lufthansa 123
232 Push Back and Taxi
2321 Push-Back
If you are located at a gate from which you cannot simply taxi straight out from you need to
obtain approval for push-back from Ground Control
Pilot Frankfurt Apron Lufthansa 123 gate A32 request push-back
ATC Lufthansa 123 Frankfurt Apron push-back approved
Pilot Lufthansa 123 push-back approved
This push-back instruction can be extended to for example include a direction or the length
of the push-back
ATC Lufthansa 123 push-back approved facing east perform a long push into taxiway
Mike
ATC Lufthansa 123 push-back approved perform a u-turn into position A34
As there is a nearly endless pool of options for ground controllers there are not always
standard phrases ndash it is important that pilot and ATC do understand each other As in all
flight phases Communication is everything
If an instruction is not clear you simply ask Say again
2322 Taxi
After push-back or if you are parked at a position from which you can taxi straight out after
engine start you obviously have to get to the runway Designated taxiways lead you there
The task of Ground Control will be done by different stations depending on the airport and
Location of the aircraft at that airport In our example Frankfurt Apron is our first station the
Tower will take over later
Pilot Lufthansa 123 request taxi
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November
Pilot Lufthansa 123 taxiing to holding point runway 18 via Mike 1 and November
Now that we are moving ATC has even more possibilities to differ from such easy taxi
instructions as seen before He could for example let us stop before a certain taxiway which
we will cross
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November hold short
of November
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November hold short
of Quebec traffic will be a Cargo Lux Boeing 747 moving right to left
It is very important for a pilot to always know what happens around him Thats why he
should thoughtfully listen to radio chatter between ATC and other aircraft and of course keep
his eyes out Controllers often help by issuing traffic information
2323 Progressive Taxi
Should you not know your way around an airport or get lost there is the option to ask for
progressive taxi ATC will then advise the pilot where to go
If you get lost and cant solve the situation on your own you can demand this kind of help
from ATC This is always a better solution than strolling around on the apron just because
youre too proud to ask for help
Pilot Lufthansa 123 request progressive taxi
ATC Lufthansa 123 roger expect progressive taxi
ATC Lufthansa 123 turn left now
Pilot Turning left Lufthansa 123
ATC Lufthansa 123 the second taxiway to your right is November Follow
November to holding point runway 18
Pilot Will turn second taxiway to the right follow November to holding point runway
18 Lufthansa 123
2324 Conditional Clearances
ATC can attach further instructions to traffic information for example to let another aircraft
pass and taxi behind it It is very important that you have this traffic in sight if not you have
to inform the controller immediately
ATC Lufthansa 123 give way to an Air Berlin Boeing 737 moving from left to right on
taxiway November
Pilot Lufthansa 123 unable traffic not in sight
ATC Lufthansa 123 roger in this case hold short of November
ATC Lufthansa 123 give way to an Air Berlin Boeing 737 moving from left to right on
taxiway November
Pilot Lufthansa 123 will give way to Air Berlin Boeing 737 on November
233 Tower
When approaching the runway or latest when we reach the holding point Ground will hand
us off to the Tower controller who is responsible for all movements on the runways and
issues all clearances (landing and take off crossing a runway etc)
ATC Lufthansa 123 contact Tower on frequency 119900
Pilot Lufthansa 123 contacting Tower on frequency 119900
Depending on where we are and if we are ready for departure there are different possibilities
for the initial call on the tower frequency
Pilot Frankfurt Tower Lufthansa 123 approaching runway 18
Pilot Frankfurt Tower Lufthansa 123 at holding point runway 18 ready for departure
2331 Line Up and Conditional Clearance
The Tower Controller may only give landing and take-off clearances under certain
circumstances one of which being that the runway must be clear of all other traffic The
Tower Controller has some tools with which to separate traffic very effectively and to keep a
steady traffic flow They could have us line up on the runway and wait there
ATC Lufthansa 123 line up runway 18 and wait
Pilot Lufthansa 123 lining up runway 18 and waiting
They can also instruct us to line up behind another aircraft In that case they give us our
clearance to line up even if it would not have been our time They do not have to pray that
the frequency is clear when our actual time comes ndash that makes their work much more
effective
ATC Lufthansa 123 behind departing Boeing 737 line up runway 18 and wait behind
Pilot Lufthansa 123 behind departing Boeing 737 lining up runway 18 and waiting
behind
It is very important for us to properly identify the traffic that the tower controller indicated to
us and to keep it in sight at all times Should we not see the traffic the conditional clearance
is invalid ndash we have to immediately inform ATC who will then figure out another clearance
ATC Lufthansa 123 behind departing Boeing 737 line up runway 18 and wait behind
Pilot Lufthansa 123 negative traffic not in sight
Sometimes ATC ldquoshowsrdquo you the traffic and only gives you the clearance after you
confirmed visual contact
ATC Lufthansa 123 traffic is a Boeing 737 on short final runway 25R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 behind landing Boeing 737 line up runway 25R and wait behind
Pilot Lufthansa 123 behind landing Boeing 737 lining up runway 25R and waiting
behind
2332 Take off Clearance
Now that the runway is cleared we get our take-off clearance The structure and the
information given are always the same
ATC Lufthansa 123 wind 180 degrees 10 knots runway 18 cleared for take off
Pilot Lufthansa 123 runway 18 cleared for take off
You dont have to read back the wind information as this serves only as an information to the
pilot
234 Departure and Climb
At some airports we have to contact departure ourselves At other airports tower will give the
instruction to call departure with the known phraseology (Lufthansa 123 contact departure
on frequency hellip) Because we are airborne now our current altitude is to be considered in the
next initial-calls as well as the altitude that we are cleared for In this case the altitude were
cleared for is the initial climb altitude that can be found on the charts
Pilot Langen Radar Lufthansa 123 altitude 2000 feet climbing altitude 4000 feet
ATC Lufthansa 123 Langen Radar identified climb flight level 80
Pilot Lufthansa 123 climb flight level 80
The controller will identify us on the scope before he gives more instructions As soon as
radarcontact is established ATC will tells us that were bdquoIdentifiedldquo
There are several possibilities why an identification could fail Wrong transponder code
wrong setting of transponder code or a tranponder failure in our airplane The controller will
compair our reported altitude with the altitude indication on his scope If the altitudes match
the controller can separate us from other airplanes bdquoIdentifiedldquo doesnt need to be read back
The controller also could give the instruction to stop our climb before reaching the cleared
altitude
ATC Lufthansa 123 stop climb FL70
Pilot Lufthansa 123 stop climb FL70
Once we reach the border of a sector (either horizontally or vertically) the controller will
instruct us to contact the next station using the already known phraseology He could also tell
us to give further information to the next station eg our speed
ATC Lufthansa 123 report speed to Langen Radar frequency 127500
Pilot Lufthansa 123 will report speed to Langen Radar on frequency 127500
As always when we establish contact with a radar controller we have to report our current
altitude and if different the altitude we are cleared to ndash this is mandatory
Pilot Langen Radar Lufthansa 123 FL65 for FL70 speed 250 knots
ATC Lufthansa 123 Langen Radar identified climb FL230
Pilot Lufthansa 123 climbing FL230
235 Cruise
We are now cruising along on FL230 There are some situations we may face now but all of
them may appear in other flight phases as well
2351 Proceed Direct to
ATC could give us a short cut to a certain way point It can be part of our flight plan but
does not necessarily have to
ATC Lufthansa 123 proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 proceeding direct Dinkelsbuumlhel VOR
So now we proceed to that point from our present position If the waypoint is part of our
flight plan we follow our routing after that point
This is the same instruction but packed a little differently
ATC Lufthansa 123 after Konig NDB proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 after Konig NDB proceeding direct Dinkelsbuumlhel VOR
So we follow our routing as planned until we reach KNG and turn towards DKB afterwards
If you dont get the name of the way point you can ask the controller to spell it (please spell
the name)
ATC Lufthansa 123 proceed direct ANEKI Alpha November Echo Kilo India
Pilot Proceeding direct Alpha November Echo Kilo India Lufthansa 123
2352 Changes to Route
ATC can give us a different routing for a segment
ATC Lufthansa 123 proceed direct Wuumlrzburg VOR thereafter proceed direct BURAM
Pilot Lufthansa 123 proceeding direct Wuumlrzburg VOR thereafter direct BURAM
2353 Heading and Vectors
Sometimes its necessary to have us turn away from the planned route by using vectors
which are simple headings we need to follow
ATC Lufthansa 123 turn right heading 180
Pilot Lufthansa 123 turning right heading 180
We can of course do the whole turn in the other direction as well
If ATC is not sure in which direction we need to turn he can issue an instruction without a
direction ndash we then turn in the direction where we have to turn the least
ATC Lufthansa 123 fly heading 180
Pilot Lufthansa 123 fly heading 180
236 Approach and Descend
2361 Descend
Slowly but steady we get closer to our destination and want to start descending In case ATC
did not work ahead and issued a descend clearance early we can of course draw the
controllers attention to us and just ask for descend
Pilot Lufthansa 123 request descent or Lufthansa 123 ready for descent
ATC Lufthansa 123 descend FL 180
Pilot Lufthansa 123 descending FL 180
In order to control the descend ATC has a few tools that can be used
2362 Instructing a Rate
ATC can instruct you to descend with a certain vertical speed
ATC Lufthansa 123 descend FL 180 at 2000 feet per minute (or greaterless)
Pilot Lufthansa 123 descending FL 180 at 2000 feet per minute (or greaterless)
2363 Descend Restrictions
If the controller wants us to be at a certain altitude atbehindabeambefore a specified
waypoint he gives an instruction like the following
ATC Lufthansa 123 descend FL 180 to be levelled at BURAM
Pilot Lufthansa 123 descending FL 180 to be levelled at BURAM
This means that we have to descend in a manner to reach BURAM at FL 180 we could also
reach it earlier if we wanted The net phrase is a little more restricting as we now have to
reach FL 180 exactly at BURAM not earlier not later ndash exactly
ATC Lufthansa 123 descend to reach FL 180 at BURAM
Pilot Lufthansa 123 descending to reach FL 180 at BURAM
The defined restriction does not have to be bound to a waypoint
ATC Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Pilot Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Sometimes a controller needs us to reach an altitude somewhere abeam a certain point In
order to follow that instruction we first need to know where that waypoint is That usually
happens when ATC issues vectors This is used if the controller needs us on a specific
altitude at a certain point and we are not following a routing or flying directly to a later
waypoint
ATC Lufthansa 123 descend to reach FL 180 abeam RENLO
Pilot Lufthansa 123 descend FL 180 to reach level abeam RENLO
As you see its an advantage to have all charts ndash en-route charts too ndash at hand and ready If
you do not have en-route charts most FMCs available for FS offer the option to enter a
waypoint on the FIX page (or similar) and sometimes even offer to insert an ABEAM
POINT (eg PMDG 737 NG)
Another option is to delay the beginning of descend until ATC can either tell us a certain
point where we have to start our descend or give us an early descend with the option to start
it whenever we want ndash as long as we meet the restrictions ATC gives us So we can maintain
our cruising altitude as long as we want If you prefer to stay high longer and then just drop
out of the sky thats fine if you want to do a steady slow descend you can do that as well
ATC Lufthansa 123 when passing Dinkelsbuumlhel descend FL 180
ATC Lufthansa 123 when ready descend to reach FL 180 at BURAM
You can find more important information on the topic descend (planning tactics execution)
in the chapter OPERATION of Flight Training
2364 Holdings
We essentially come across two main types of holdings Published and unpublished or
unknown holdings
You wont be very surprised when I tell you that there are standardized phrases for the entry
and exit of holding patterns More information on holding patterns can be found in the
chapter BASICS of Flight Training
ATC Lufthansa 123 hold at ROKIL (as published)
Pilot Lufthansa 123 holding at ROKIL (as published)
Holding patterns are not unforeseeable so ATC often prepares pilots that there will be a
holding pattern Often this includes the clearance to reduce your speed ndash perhaps you can
avoid the holding this way
ATC Lufthansa 123 expect holding at ROKIL reduce speed at own discretion
Pilot Lufthansa 123 expecting hold over ROKIL reducing to minimum clean speed
As always ndash if ATC does not give us the approval to reduce speed we can just ask him But
dont do it on your own Another aircraft may be on the same level behind us
Pilot Lufthansa 123 may we reduce to minimum clean speed
ATC Lufthansa 123 reduce speed at own discretion
Pilot Lufthansa 123 reducing minimum clean
If a pilot does not know the holding he was instructed to join he has to ask for instructions
ATC will then provide the necessary information to the pilot The holding instruction will
look like this
Fix | inbound course | turn direction | leg timedistance
Pilot Lufthansa 123 request holding instructions
ATC Lufthansa 123 hold over ROKIL inbound track 128 right turns leg time 1 minute
237 Types of Approaches
Next we will establish contact with approach control This is a local control station - as we
learned earlier we have to include the ATIS designator during the initial call A good time to
listen to the ATIS is around your top of descend
Pilot Muumlnchen Arrival Lufthansa 123 FL 185 for FL 180 information Bravo
ATC Lufthansa 123 Muumlnchen Arrival identified Bravo is correct
2371 STAR
This is what a clearance onto a STAR looks like
ATC Lufthansa 123 cleared BURAM 1M arrival
Pilot Lufthansa 123 cleared BURAM 1M arrival
2372 Transition (without Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition
Pilot Lufthansa 123 cleared ROKIL 26 transition
An instruction like this allows us to follow the lateral path of the transition ATC coordinates
and instructs all changes in altitude But We have to follow the speed restrictions indicated
on the charts anyway as long as the controller does not lift them
ATC Lufthansa 123 cleared ROKIL 26 transition no speed restriction
Pilot Lufthansa 123 cleared ROKIL 26 transition no speed restrictio
2373 Transition (with Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition and profile
Pilot Lufthansa 123 cleared ROKIL 26 transition and profi
Now we may follow the lateral and the vertical part of the transition We can now descend to
the altitudes indicated in the charts on own discretion there will be no further instructions on
altitude changes Of course we have to follow the speed restrictions as well
2374 Cleared Direct Waypoint or via waypoints
Another very common way to get a transition clearance is the phrase Cleared direct waypoint
or Cleared via waypoints If you hear something like this you fly directly to the instructed
point and from this point on follow the lateral part of the transition If the controller gives
you two or more waypoints you follow them in the correct order and then join the rest of the
transition You ndash again ndash have to adhere to the speed restrictions (what a surprise) As
always there are exceptions from the rules which you can find in the latest charts and in the
AIP
We will now fly to the RNAV waypoint associated with Munich Airport The designation
follows a simple concept as is the same for many airports ldquoDrdquo for Germany then one letter
to identify the airport the point is associated with in this case an ldquoMrdquo In Zurich they are
named ldquoZHrdquo followed by three figures Usually the controller does not include the leading
letters in a clearance but only uses the figures and assumes the pilot knows which airport
they are approaching so the pilot can do the maths himself and figure out which letters he
must include
ATC Lufthansa 123 cleared direct waypoint 425
Pilot Lufthansa 123 cleared direct waypoint 425
ATC Lufthansa 123 cleared via waypoints 425 and 429
Pilot Lufthansa 123 cleared via waypoints 425 and 429
ATTENTION Some transitions do not include the clearance to turn onto final approach If
you reach the last point of the downwind you have to hold the last flown track As always
you will find the detailed information and exceptions on the appropriate charts
2375 Approach Types
The approach itself will be commenced by an ILS a non precision approach or a visual
approach The clearances used for ILS and non precision approaches are more or less the
same a visual approach has a slightly different systematic
2376 ILS Approach
ATC Lufthansa 123 cleared ILS approach runway 26R
Pilot Lufthansa 123 cleared ILS approach runway 26
This is the most common form It includes
All ATC speed restrictions are now cancelled
Clearance to intercept the localizer and glide slope
Descend to the published intercept altitude of the standard approach
If an ATC does not want the aircraft to change its altitude he can either clear the aircraft to
intercept the localizer only In this case you may not intercept the glide slope without further
clearance or leave your current altitude Another way of preventing an altitude change is to
tell the pilot to maintain a specific altitude until a certain point ATC may also give a new
speed restriction
ATC Lufthansa 123 cleared Localizer runway 26R
Pilot Lufthansa 123 cleared Localizer 26R
or
ATC Lufthansa 123 cleared ILS runway 26R maintain 6000ft until glide slope intercept
Pilot Lufthansa 123 cleared Localizer 26R maintain 6000ft until glide slope intercept
2377 NDB-DME Approach
ATC Lufthansa 123 cleared NDB-DME Approach runway 26R
Pilot Lufthansa 123 cleared NDB-DME approach runway 26R
2378 VOR-DME Approach
ATC Lufthansa 123 cleared VOR-DME Approach runway 26R
Pilot Lufthansa 123 cleared VOR-DME Approach runway 26R
2379 Localizer DME Approach
ATC Lufthansa 123 cleared Localizer-DME Approach runway 26R
Pilot Lufthansa 123 cleared Localizer-DME Approach runway 26R
23710 Visual Approach
Before you receive a clearance for a visual approach during which the pilot has to have the
airport in sight at all times ATC needs to verify that the pilot has the airport in sight After
that he will issue the clearance for the visual approach From this point on the pilot is
responsible for his heading altitude and speed
ATC Lufthansa 123 field is at your 3 orsquoclock position range 5 miles report in sight
Pilot Lufthansa 123 field in sight
ATC Lufthansa 123 cleared visual approach runway 26R
Pilot Lufthansa 123 cleared visual approach runway 26R
23711 Report Established
Basically you should not report when you are established on final approach but ATC can ask
you to report it He can make a difference between Localizer ILS final track (during a non
precision approach) or final approach (visual approaches)
ILS
ATC Lufthansa 123 report established on ILS 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established ILS 26R
Localizer
ATC Lufthansa 123 report established on localizer runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established localizer runway 26R
At that point I want to remind you that there is no such a thing as fully established It is a
bad habit that also caught up in the real world to change established ILS runway xx to fully
established But This word does not exist and it can not exist if you really think about it
logically You are either established ILS runway xx (on localizer and glide slope) or you are
established localizer runway xx (localizer only glide slope has not been reached yet)
You will find further information on that topic in chapter Flight training
Final track
ATC Lufthansa 123 report established on NDB-DME approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final track NDB-DME approach runway 26R
Final approach
ATC Lufthansa 123 report established on final approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final approach runway 26R
23712 Visual Separation
ATC is responsible for the correct separation in all flight phases To be able to go below the
specified minima there is for example the option of visual separation First ATC checks
whether the succeeding pilot has the preceding aircraft in sight and whether he is able to
separate himself If this is the case ATC gives the responsibility for separation the succeeding
pilot
ATC Lufthansa 123 traffic is an Airbus A320 on 10 miles final 26R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation from mentioned traffic
Pilot Lufthansa 123 affirmative
ATC Lufthansa 123 maintain visual separation from Airbus A320 on 8 miles final
contact Tower on 118700
Pilot Lufthansa 123 maintain visual separation from A320 contact Tower on 118700
238 Landing Clearance
By now we are established on our final approach time to get in touch with the aerodrome
controller in the tower During initial contact we report what type of approach we are
conducting and which runway we are approaching Any differences from this procedure can
be found in the airport information If traffic permits we will get our landing clearance right
away and if not ATC will say a short hello and give us an information on how many aircraft
will be using the runway before us
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower continue approach number 3
Pilot Lufthansa 123 number 3
or
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower wind 270 degrees 12 knots runway 26R cleared
to land
Pilot Lufthansa 123 runway 26R cleared to land
2381 Go Around
There are several possibilities why an approach should or must be aborted be it the weather
or a utility lying around on the runway The pilot can decide to go around or ATC can
instruct him to do so
Pilot Lufthansa 123 going around
ATC Lufthansa 123 follow missed approach as published contact Arrival on frequency
128020
Pilot Lufthansa 123 Missed Approach as published contact Arrival on 128020
or
ATC Lufthansa 123 go around I say again go around Maintain runway heading climb
altitude 5000 feet
Pilot Lufthansa 123 going around Maintain runway heading climb altitude 5000 feet
239 Taxi to Gate
After we vacated the runway we will be guided to the parking position using the exact same
tools we covered in chapter 3122
ATC Lufthansa 123 taxi to gate 250 via W2
Pilot Taxi to gate 250 via W2 Lufthansa 123
Important After the taxi instruction leading us to a parking position we have to keep
watching the frequency until we finally reached our parking position ndash but there are no
further calls like On Blocks request engine shut down The flight is over at this point we
made it
24 Specials
There are some situations that are not used every day but it is very useful to have heard of
them
241 Visual ClimbDescend
This method is sometimes used to provide a smooth climb and descend Similar to the visual
separation we covered earlier the pilot is instructed to maintain his own separation from the
preceding traffic in order to go below the minimum separation It is very important that the
planes are in VMC and visual contact is held throughout the whole manoeuvre
ATC Lufthansa 123 confirm VMC
Pilot Lufthansa 123 in VMC
ATC Lufthansa 123 traffic is a Boeing 737 12 orsquoclock position range 5 miles
2000 feet high report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation to the traffic for
the next 5 minutes
Pilot Lufthansa 123 affirmative
ATC to
the other
aircraft)
Air Berlin 456 traffic is an Airbus A320 at your 6 orsquoclock position range 5
miles 2000 feet below I will climb him through your level
Other
aircraft Roger Air Berlin 456
ATC Lufthansa 123 climb FL150 maintain visual separation from mentioned
traffic for the next 5 minutes
Pilot Lufthansa 123 climbing FL150 maintaining visual separation from Boeing
737 for the next 5 minutes
242 Emergency
During an emergency you either alert ATC by transponder (setting it to 7700) or if possible
make your distress call on the radio
Pilot Mayday Mayday Mayday Lufthansa 123 declaring emergency
There is no standard phraseology after that ndash ATC and pilot communicate in the way the
situation requires The most important thing is that the pilot tells the controller what his
problem is and what his intentions are Only then ATC can provide the best service possible
243 Urgency Messages
Should there be a problem aboard that does not qualify as an emergency (eg a single engine
failure in a B52) you should use the phrase Panpan
Pilot Pan-Pan Pan-Pan Pan-Pan Lufthansa 123 technical problem
3 COM MU NICA TIO N
The following document will be split up into two parts The first part includes the basics of
communication and the methods employed on the network to correctly communicate
between other members The second will focus on the phraseology and the how-to of
speaking correctly on the frequency
31 ATC
When communicating with ATC we must be aware of the controllers frequency Using your
pilot client you may find the controllers frequency and tune your radio to it Once on the
frequency you may wait for an opening and begin your transmission by pressing your Push to
Talk Key (PTT) To discuss things with the controller that do not pertain to the flight at hand
you may choose to private message himher using the appropriate method for your software
32 Pilots
Having discussions with pilots is normally done via private chat unless on unicom Please
read your software manual in order to learn how to use private mesages
33 Unicom
The frequency for UNICOM on the VATSIM network is always 122800 It is strictly for text
transmission and reception only On UNICOM pilots shall announce their intentions and
actions to make other pilots aware of their position There is no ATC on UNICOM and pilots
should co-ordinate in order to resolve potential conflicts Lately many pilots are using voice
on UNICOM by accessing a channel through FSX and or setting up one ndash usually
rwliveatcnet122800 Please note that while this is acceptable the official means of
communication remains on text as not everyone uses or is able to use voice
34 Private Messaging and Voice Channels
Private messages are individual conversations between one VATSIM user and another You
may set up a private voice channel through your pilot client which saves a lot of typing
and distractions when trying to pilot your aircraft (especially usefull in busy sectors) It is
usually an alternative to private messaging with another user and more than one user may
enter the private channel at the same time
35 Contact Mes
From time to time you will receive a message from a controller or a network Supervisor that
simply reads contact me on XXXXXXX or Hello my name is XXXX and I am a
VATSIM Supervisor please contact me by typing chat XX_SUP and hit enter then typing
hello (or something similar)
These are important contacts and are not to be taken lightlyTHEY REQUIRE A
RESPONSE ASAP and should not be ignored
If it is a controller it usually means you have entered or are about to enter his sector
From a Supervisor it means that they wish to a) assist you in some way b) verify that you are
online and at your computer c) they may be reacting to a complaint by someone if you have
inadvertently made some error d) checking on you as you sent a wallop
36 How to of Communication
The main purpose of this document is not to teach people how to speak we hope you know
this already We are also not trying to teach you how to fly That is also a requirement What
we are trying to achieve here is to teach you how to COMMUNICATE using voice while
flying an altogether different skill
When flying with voice every time you key the microphone you will be using up valuable
airtime If every time you transmit each instruction takes say 20 seconds That could mean
that you and your controller only get one command understood and acted upon every 50
seconds or so by which time other aircraft could have missed a vital instruction ie flown
through an ILS localizer or missed a landing clearance So the main purpose of the training is
to learn how to COMMUNICATE with the minimum of fuss and delay so that the ldquoread-
backsrdquo can be passed to the controller without taking up too much of this valuable airtime
The key is Communication and this means that both the Pilot and the ATCO communicate
their instructions and understandings to each other There is nothing more frustrating for an
ATCO than dealing with pilots who do not communicate sufficiently but who simply reply
with a Roger or (even worse) an ok or Will Do So what are the main basics of voice
flying Well there are many but some of the most important lessons you can learn are these
THINK BEFORE TALKING this sounds obvious but so many people do not do this keying
the microphone and stumbling and stuttering through an instruction which they have not
prepared at all
An example of RT messages often heard from pilots online is Annnndummmm Charlie
Delta ummmm Yankee 662 ummm heading ummm 230 ummm flight level ummm 210
Correction Thatacutes flight level ummm 200 sorry not flight level 210 my mistake Charlie
Delta Yankee 662 Over out
This would take around 20 seconds to say
Compare it with Iberia 845 heading 290 flight level 150 inbound Trosa
This takes 5 seconds to say and is MUCH clearer to the controller Whatacutes the difference
Simple -The pilot KNEW what to say before starting to speak
37 Hints and Tips
To give you a few pointers here is a list of Doacutes and Donacutets of common things that people get
wrong when they first try using voice
38 DO
Wait your turn The radio might be busy but that isnt a reason to cut into someone
elses conversation with a controller It just creates even more delays Also listen out
to make sure that the pilot before you reads back his clearance that the controller has
given him before you make you call Remember while you or a controller is
transmitting nobody else can get a message through
Know what you intend to transmit before starting to talk
Be patient just because the controller is not speaking on the radio does not mean he
isnt doing any work In fact much of the work of a controller is done off-air
involving co-ordination with other fellow controllers updating flight strips looking
up clearances or typing instructions all of which take time
Wait a few seconds after joining a frequency before you transmit so you donrsquot
transmit in the middle of a conversation
Readback ALL clearances and instructions
If you dont understand an instruction then ask the controller to say the instruction
again or to explain what it means Use a private message if you dont want to say it
on the air
In order to avoid problems understanding your transmissions please make sure that
you have correctly set up AVC using the auto microphone configure function Also
worth a note for both ATC and pilots Vatsim is a global organization and has many
members to whom English will not be their first language so please spare a special
thought for our foreign counterparts and speak clearly and slowly
If you are unable to comply with an instruction from ATC then tell them so that they
can plan something else for you before it causes a problem with other aircraft in the
vicinity
39 DO NOT
Readback the winds or use the phrase winds copied in reply to a take off or landing
clearance its not needed
Reply standing by to an instruction to standby No reply is necessary at all
The use of the word over is not required
Use (NEGATIVE)
Misunderstand the difference between Flight Levels and Altitudes
310 Read Backs
It is very important to read back certain instructions that ATC give to you so that they know
that you have understood what they have told you It its not necessary to read back absolutely
everything the following list shows some important information that should be readback
Taxi instructions
Levelclimbingdescending instructions
Heading instructions
Speed instructions
Airways or route clearances
Approach clearances
Runway-in-use
Clearance to enter land on take-off on backtrack cross or hold short of any active
runway
Transponder operating instructions
Altimeter settings
Frequency changes
Type of radar service
So please note that when you are given your clearance on the ground do not just reply
Roger read back the clearance fully so that ATC can spot if you have misheard or
misinterpreted something they have said eg FL100 is spoken as flight level one hundred
and FL120 is spoken as flight level one two zero Note the word hundred must not be used
for headings
Another phrase used with climbsdescents is when ready This places the responsibility on
the pilot for deciding when to initiate his climbdescent Eg BAW123 when ready descend
FL80 to be level by BNN here the controller has introduced another phrase to be level by
as well
This means exactly what is says commence your descent when you want but you must have
reached FL80 when you arrive at BNN note at BNN not 50nm before please
If on the other hand you do not understand what ATC is communicating to you then it is
equally important that this is properly communicated to ATC as well if it is a case that you
did not understand the instruction then ask ATC to repeat the instruction by using the words
Say Again as part of your read back If it is a case of you not being able to follow the
instruction given then use the words Unable as part of your read back followed by the
reason why you are not able to comply
311 Initial Contact
Many new pilots log on to the network parked at a gate but then expect ATC to start the
communication and when nothing happens they usually log of frustrated due to lack of
success
The Initial Contact on the Ground MUST at all times come from the Pilot and in the
following format SpeedBird 123 B737 at Gate E43 Request IFR Clearance to Paris Orly
This starts the communication flow between Pilot and ATC
Other often heard mistakes my new pilots are those who log on to the network do all the
pre-take off checks FMS flight programming and then suddenly start communications by
saying Transavia 430 Request Taxi or even worse Transavia 430 Ready for Take Off`rdquo
In both cases here the pilot has jumped a few steps of the proper communication procedure
Similarly when ATC hands you over to another controller then you as the pilot need to start
the communication process with the new controller
312 Common Phraseology
The following list contains most common phrases to be used in voice by both pilots and
controllers
313 WordPhrase
Acknowledge Let me know that you have received and understood this message
Affirm Yes
Approved Permission for proposed action granted
Break Indicates a seperation between messages
Break Break Indicates the seperation between messages transmitted to different
aircraft in a busy environment
Cancel Annul the previously transmitted clearance
Changing to I intend to call (unit) on (frequency)
Check Examine a system or procedure (Not to be used in any other context
No answer is normally expected
Cleard Authorised to proceed under the conditions specified
Climb Climb and maintain
Confirm I request verification of (clearance instruction action information)
Contact Establish communications with (your details have been passed)
Correction An error has been made in this transmission ( or message indicated)
The correct version is
Descend Descend and maintain
Disregard Ignore
Hold short
Stop before reaching the specified location (only used in limited
circumstances where no defined point exists eg where there is no
suitably located holding point or to reinforce a clearance limit
How do you read What is the readability of my transmission
I say again I repeat for clarity and emphasis
Maintain Continue in accordance with the condition(s) specified or in its literal
sense eg Maintain VFR
Monitor Listen out on frequency (pilots should listen in on freq and what for
ATC to initiate the call
Negative No Permission not granted That is not correct or not capable
Pass your message Proceed with your message
Read back Repeat all or the specified part of this message back to me exactly
as received
Report Pass requested information
Request I should like to know or wish to obtain
Roger
I have received all your last transmission (Under no circumstances
to be used in reply to a question requiring a direct answer in the
affirmative (affirm) or negative (negative) context
Say again Repeat all or the following part of your last transmission
Speak slower Reduce your rate of speech
Standby Wait and I will call you (Standby is not an approval or denial Pilots
are not required to read back Standing by
Unable I cannot comply with your request instruction or clearance (Unable
is normally followed by a reason)
Wilco I understand your message and will comply with it (abbreviation for
comply)
Words twice
As a request Communication is difficult Please send every word
twice (As information since communication is difficult every word
in this message will be sent twice
This push-back instruction can be extended to for example include a direction or the length
of the push-back
ATC Lufthansa 123 push-back approved facing east perform a long push into taxiway
Mike
ATC Lufthansa 123 push-back approved perform a u-turn into position A34
As there is a nearly endless pool of options for ground controllers there are not always
standard phrases ndash it is important that pilot and ATC do understand each other As in all
flight phases Communication is everything
If an instruction is not clear you simply ask Say again
2322 Taxi
After push-back or if you are parked at a position from which you can taxi straight out after
engine start you obviously have to get to the runway Designated taxiways lead you there
The task of Ground Control will be done by different stations depending on the airport and
Location of the aircraft at that airport In our example Frankfurt Apron is our first station the
Tower will take over later
Pilot Lufthansa 123 request taxi
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November
Pilot Lufthansa 123 taxiing to holding point runway 18 via Mike 1 and November
Now that we are moving ATC has even more possibilities to differ from such easy taxi
instructions as seen before He could for example let us stop before a certain taxiway which
we will cross
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November hold short
of November
ATC Lufthansa 123 taxi to holding point runway 18 via Mike 1 and November hold short
of Quebec traffic will be a Cargo Lux Boeing 747 moving right to left
It is very important for a pilot to always know what happens around him Thats why he
should thoughtfully listen to radio chatter between ATC and other aircraft and of course keep
his eyes out Controllers often help by issuing traffic information
2323 Progressive Taxi
Should you not know your way around an airport or get lost there is the option to ask for
progressive taxi ATC will then advise the pilot where to go
If you get lost and cant solve the situation on your own you can demand this kind of help
from ATC This is always a better solution than strolling around on the apron just because
youre too proud to ask for help
Pilot Lufthansa 123 request progressive taxi
ATC Lufthansa 123 roger expect progressive taxi
ATC Lufthansa 123 turn left now
Pilot Turning left Lufthansa 123
ATC Lufthansa 123 the second taxiway to your right is November Follow
November to holding point runway 18
Pilot Will turn second taxiway to the right follow November to holding point runway
18 Lufthansa 123
2324 Conditional Clearances
ATC can attach further instructions to traffic information for example to let another aircraft
pass and taxi behind it It is very important that you have this traffic in sight if not you have
to inform the controller immediately
ATC Lufthansa 123 give way to an Air Berlin Boeing 737 moving from left to right on
taxiway November
Pilot Lufthansa 123 unable traffic not in sight
ATC Lufthansa 123 roger in this case hold short of November
ATC Lufthansa 123 give way to an Air Berlin Boeing 737 moving from left to right on
taxiway November
Pilot Lufthansa 123 will give way to Air Berlin Boeing 737 on November
233 Tower
When approaching the runway or latest when we reach the holding point Ground will hand
us off to the Tower controller who is responsible for all movements on the runways and
issues all clearances (landing and take off crossing a runway etc)
ATC Lufthansa 123 contact Tower on frequency 119900
Pilot Lufthansa 123 contacting Tower on frequency 119900
Depending on where we are and if we are ready for departure there are different possibilities
for the initial call on the tower frequency
Pilot Frankfurt Tower Lufthansa 123 approaching runway 18
Pilot Frankfurt Tower Lufthansa 123 at holding point runway 18 ready for departure
2331 Line Up and Conditional Clearance
The Tower Controller may only give landing and take-off clearances under certain
circumstances one of which being that the runway must be clear of all other traffic The
Tower Controller has some tools with which to separate traffic very effectively and to keep a
steady traffic flow They could have us line up on the runway and wait there
ATC Lufthansa 123 line up runway 18 and wait
Pilot Lufthansa 123 lining up runway 18 and waiting
They can also instruct us to line up behind another aircraft In that case they give us our
clearance to line up even if it would not have been our time They do not have to pray that
the frequency is clear when our actual time comes ndash that makes their work much more
effective
ATC Lufthansa 123 behind departing Boeing 737 line up runway 18 and wait behind
Pilot Lufthansa 123 behind departing Boeing 737 lining up runway 18 and waiting
behind
It is very important for us to properly identify the traffic that the tower controller indicated to
us and to keep it in sight at all times Should we not see the traffic the conditional clearance
is invalid ndash we have to immediately inform ATC who will then figure out another clearance
ATC Lufthansa 123 behind departing Boeing 737 line up runway 18 and wait behind
Pilot Lufthansa 123 negative traffic not in sight
Sometimes ATC ldquoshowsrdquo you the traffic and only gives you the clearance after you
confirmed visual contact
ATC Lufthansa 123 traffic is a Boeing 737 on short final runway 25R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 behind landing Boeing 737 line up runway 25R and wait behind
Pilot Lufthansa 123 behind landing Boeing 737 lining up runway 25R and waiting
behind
2332 Take off Clearance
Now that the runway is cleared we get our take-off clearance The structure and the
information given are always the same
ATC Lufthansa 123 wind 180 degrees 10 knots runway 18 cleared for take off
Pilot Lufthansa 123 runway 18 cleared for take off
You dont have to read back the wind information as this serves only as an information to the
pilot
234 Departure and Climb
At some airports we have to contact departure ourselves At other airports tower will give the
instruction to call departure with the known phraseology (Lufthansa 123 contact departure
on frequency hellip) Because we are airborne now our current altitude is to be considered in the
next initial-calls as well as the altitude that we are cleared for In this case the altitude were
cleared for is the initial climb altitude that can be found on the charts
Pilot Langen Radar Lufthansa 123 altitude 2000 feet climbing altitude 4000 feet
ATC Lufthansa 123 Langen Radar identified climb flight level 80
Pilot Lufthansa 123 climb flight level 80
The controller will identify us on the scope before he gives more instructions As soon as
radarcontact is established ATC will tells us that were bdquoIdentifiedldquo
There are several possibilities why an identification could fail Wrong transponder code
wrong setting of transponder code or a tranponder failure in our airplane The controller will
compair our reported altitude with the altitude indication on his scope If the altitudes match
the controller can separate us from other airplanes bdquoIdentifiedldquo doesnt need to be read back
The controller also could give the instruction to stop our climb before reaching the cleared
altitude
ATC Lufthansa 123 stop climb FL70
Pilot Lufthansa 123 stop climb FL70
Once we reach the border of a sector (either horizontally or vertically) the controller will
instruct us to contact the next station using the already known phraseology He could also tell
us to give further information to the next station eg our speed
ATC Lufthansa 123 report speed to Langen Radar frequency 127500
Pilot Lufthansa 123 will report speed to Langen Radar on frequency 127500
As always when we establish contact with a radar controller we have to report our current
altitude and if different the altitude we are cleared to ndash this is mandatory
Pilot Langen Radar Lufthansa 123 FL65 for FL70 speed 250 knots
ATC Lufthansa 123 Langen Radar identified climb FL230
Pilot Lufthansa 123 climbing FL230
235 Cruise
We are now cruising along on FL230 There are some situations we may face now but all of
them may appear in other flight phases as well
2351 Proceed Direct to
ATC could give us a short cut to a certain way point It can be part of our flight plan but
does not necessarily have to
ATC Lufthansa 123 proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 proceeding direct Dinkelsbuumlhel VOR
So now we proceed to that point from our present position If the waypoint is part of our
flight plan we follow our routing after that point
This is the same instruction but packed a little differently
ATC Lufthansa 123 after Konig NDB proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 after Konig NDB proceeding direct Dinkelsbuumlhel VOR
So we follow our routing as planned until we reach KNG and turn towards DKB afterwards
If you dont get the name of the way point you can ask the controller to spell it (please spell
the name)
ATC Lufthansa 123 proceed direct ANEKI Alpha November Echo Kilo India
Pilot Proceeding direct Alpha November Echo Kilo India Lufthansa 123
2352 Changes to Route
ATC can give us a different routing for a segment
ATC Lufthansa 123 proceed direct Wuumlrzburg VOR thereafter proceed direct BURAM
Pilot Lufthansa 123 proceeding direct Wuumlrzburg VOR thereafter direct BURAM
2353 Heading and Vectors
Sometimes its necessary to have us turn away from the planned route by using vectors
which are simple headings we need to follow
ATC Lufthansa 123 turn right heading 180
Pilot Lufthansa 123 turning right heading 180
We can of course do the whole turn in the other direction as well
If ATC is not sure in which direction we need to turn he can issue an instruction without a
direction ndash we then turn in the direction where we have to turn the least
ATC Lufthansa 123 fly heading 180
Pilot Lufthansa 123 fly heading 180
236 Approach and Descend
2361 Descend
Slowly but steady we get closer to our destination and want to start descending In case ATC
did not work ahead and issued a descend clearance early we can of course draw the
controllers attention to us and just ask for descend
Pilot Lufthansa 123 request descent or Lufthansa 123 ready for descent
ATC Lufthansa 123 descend FL 180
Pilot Lufthansa 123 descending FL 180
In order to control the descend ATC has a few tools that can be used
2362 Instructing a Rate
ATC can instruct you to descend with a certain vertical speed
ATC Lufthansa 123 descend FL 180 at 2000 feet per minute (or greaterless)
Pilot Lufthansa 123 descending FL 180 at 2000 feet per minute (or greaterless)
2363 Descend Restrictions
If the controller wants us to be at a certain altitude atbehindabeambefore a specified
waypoint he gives an instruction like the following
ATC Lufthansa 123 descend FL 180 to be levelled at BURAM
Pilot Lufthansa 123 descending FL 180 to be levelled at BURAM
This means that we have to descend in a manner to reach BURAM at FL 180 we could also
reach it earlier if we wanted The net phrase is a little more restricting as we now have to
reach FL 180 exactly at BURAM not earlier not later ndash exactly
ATC Lufthansa 123 descend to reach FL 180 at BURAM
Pilot Lufthansa 123 descending to reach FL 180 at BURAM
The defined restriction does not have to be bound to a waypoint
ATC Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Pilot Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Sometimes a controller needs us to reach an altitude somewhere abeam a certain point In
order to follow that instruction we first need to know where that waypoint is That usually
happens when ATC issues vectors This is used if the controller needs us on a specific
altitude at a certain point and we are not following a routing or flying directly to a later
waypoint
ATC Lufthansa 123 descend to reach FL 180 abeam RENLO
Pilot Lufthansa 123 descend FL 180 to reach level abeam RENLO
As you see its an advantage to have all charts ndash en-route charts too ndash at hand and ready If
you do not have en-route charts most FMCs available for FS offer the option to enter a
waypoint on the FIX page (or similar) and sometimes even offer to insert an ABEAM
POINT (eg PMDG 737 NG)
Another option is to delay the beginning of descend until ATC can either tell us a certain
point where we have to start our descend or give us an early descend with the option to start
it whenever we want ndash as long as we meet the restrictions ATC gives us So we can maintain
our cruising altitude as long as we want If you prefer to stay high longer and then just drop
out of the sky thats fine if you want to do a steady slow descend you can do that as well
ATC Lufthansa 123 when passing Dinkelsbuumlhel descend FL 180
ATC Lufthansa 123 when ready descend to reach FL 180 at BURAM
You can find more important information on the topic descend (planning tactics execution)
in the chapter OPERATION of Flight Training
2364 Holdings
We essentially come across two main types of holdings Published and unpublished or
unknown holdings
You wont be very surprised when I tell you that there are standardized phrases for the entry
and exit of holding patterns More information on holding patterns can be found in the
chapter BASICS of Flight Training
ATC Lufthansa 123 hold at ROKIL (as published)
Pilot Lufthansa 123 holding at ROKIL (as published)
Holding patterns are not unforeseeable so ATC often prepares pilots that there will be a
holding pattern Often this includes the clearance to reduce your speed ndash perhaps you can
avoid the holding this way
ATC Lufthansa 123 expect holding at ROKIL reduce speed at own discretion
Pilot Lufthansa 123 expecting hold over ROKIL reducing to minimum clean speed
As always ndash if ATC does not give us the approval to reduce speed we can just ask him But
dont do it on your own Another aircraft may be on the same level behind us
Pilot Lufthansa 123 may we reduce to minimum clean speed
ATC Lufthansa 123 reduce speed at own discretion
Pilot Lufthansa 123 reducing minimum clean
If a pilot does not know the holding he was instructed to join he has to ask for instructions
ATC will then provide the necessary information to the pilot The holding instruction will
look like this
Fix | inbound course | turn direction | leg timedistance
Pilot Lufthansa 123 request holding instructions
ATC Lufthansa 123 hold over ROKIL inbound track 128 right turns leg time 1 minute
237 Types of Approaches
Next we will establish contact with approach control This is a local control station - as we
learned earlier we have to include the ATIS designator during the initial call A good time to
listen to the ATIS is around your top of descend
Pilot Muumlnchen Arrival Lufthansa 123 FL 185 for FL 180 information Bravo
ATC Lufthansa 123 Muumlnchen Arrival identified Bravo is correct
2371 STAR
This is what a clearance onto a STAR looks like
ATC Lufthansa 123 cleared BURAM 1M arrival
Pilot Lufthansa 123 cleared BURAM 1M arrival
2372 Transition (without Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition
Pilot Lufthansa 123 cleared ROKIL 26 transition
An instruction like this allows us to follow the lateral path of the transition ATC coordinates
and instructs all changes in altitude But We have to follow the speed restrictions indicated
on the charts anyway as long as the controller does not lift them
ATC Lufthansa 123 cleared ROKIL 26 transition no speed restriction
Pilot Lufthansa 123 cleared ROKIL 26 transition no speed restrictio
2373 Transition (with Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition and profile
Pilot Lufthansa 123 cleared ROKIL 26 transition and profi
Now we may follow the lateral and the vertical part of the transition We can now descend to
the altitudes indicated in the charts on own discretion there will be no further instructions on
altitude changes Of course we have to follow the speed restrictions as well
2374 Cleared Direct Waypoint or via waypoints
Another very common way to get a transition clearance is the phrase Cleared direct waypoint
or Cleared via waypoints If you hear something like this you fly directly to the instructed
point and from this point on follow the lateral part of the transition If the controller gives
you two or more waypoints you follow them in the correct order and then join the rest of the
transition You ndash again ndash have to adhere to the speed restrictions (what a surprise) As
always there are exceptions from the rules which you can find in the latest charts and in the
AIP
We will now fly to the RNAV waypoint associated with Munich Airport The designation
follows a simple concept as is the same for many airports ldquoDrdquo for Germany then one letter
to identify the airport the point is associated with in this case an ldquoMrdquo In Zurich they are
named ldquoZHrdquo followed by three figures Usually the controller does not include the leading
letters in a clearance but only uses the figures and assumes the pilot knows which airport
they are approaching so the pilot can do the maths himself and figure out which letters he
must include
ATC Lufthansa 123 cleared direct waypoint 425
Pilot Lufthansa 123 cleared direct waypoint 425
ATC Lufthansa 123 cleared via waypoints 425 and 429
Pilot Lufthansa 123 cleared via waypoints 425 and 429
ATTENTION Some transitions do not include the clearance to turn onto final approach If
you reach the last point of the downwind you have to hold the last flown track As always
you will find the detailed information and exceptions on the appropriate charts
2375 Approach Types
The approach itself will be commenced by an ILS a non precision approach or a visual
approach The clearances used for ILS and non precision approaches are more or less the
same a visual approach has a slightly different systematic
2376 ILS Approach
ATC Lufthansa 123 cleared ILS approach runway 26R
Pilot Lufthansa 123 cleared ILS approach runway 26
This is the most common form It includes
All ATC speed restrictions are now cancelled
Clearance to intercept the localizer and glide slope
Descend to the published intercept altitude of the standard approach
If an ATC does not want the aircraft to change its altitude he can either clear the aircraft to
intercept the localizer only In this case you may not intercept the glide slope without further
clearance or leave your current altitude Another way of preventing an altitude change is to
tell the pilot to maintain a specific altitude until a certain point ATC may also give a new
speed restriction
ATC Lufthansa 123 cleared Localizer runway 26R
Pilot Lufthansa 123 cleared Localizer 26R
or
ATC Lufthansa 123 cleared ILS runway 26R maintain 6000ft until glide slope intercept
Pilot Lufthansa 123 cleared Localizer 26R maintain 6000ft until glide slope intercept
2377 NDB-DME Approach
ATC Lufthansa 123 cleared NDB-DME Approach runway 26R
Pilot Lufthansa 123 cleared NDB-DME approach runway 26R
2378 VOR-DME Approach
ATC Lufthansa 123 cleared VOR-DME Approach runway 26R
Pilot Lufthansa 123 cleared VOR-DME Approach runway 26R
2379 Localizer DME Approach
ATC Lufthansa 123 cleared Localizer-DME Approach runway 26R
Pilot Lufthansa 123 cleared Localizer-DME Approach runway 26R
23710 Visual Approach
Before you receive a clearance for a visual approach during which the pilot has to have the
airport in sight at all times ATC needs to verify that the pilot has the airport in sight After
that he will issue the clearance for the visual approach From this point on the pilot is
responsible for his heading altitude and speed
ATC Lufthansa 123 field is at your 3 orsquoclock position range 5 miles report in sight
Pilot Lufthansa 123 field in sight
ATC Lufthansa 123 cleared visual approach runway 26R
Pilot Lufthansa 123 cleared visual approach runway 26R
23711 Report Established
Basically you should not report when you are established on final approach but ATC can ask
you to report it He can make a difference between Localizer ILS final track (during a non
precision approach) or final approach (visual approaches)
ILS
ATC Lufthansa 123 report established on ILS 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established ILS 26R
Localizer
ATC Lufthansa 123 report established on localizer runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established localizer runway 26R
At that point I want to remind you that there is no such a thing as fully established It is a
bad habit that also caught up in the real world to change established ILS runway xx to fully
established But This word does not exist and it can not exist if you really think about it
logically You are either established ILS runway xx (on localizer and glide slope) or you are
established localizer runway xx (localizer only glide slope has not been reached yet)
You will find further information on that topic in chapter Flight training
Final track
ATC Lufthansa 123 report established on NDB-DME approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final track NDB-DME approach runway 26R
Final approach
ATC Lufthansa 123 report established on final approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final approach runway 26R
23712 Visual Separation
ATC is responsible for the correct separation in all flight phases To be able to go below the
specified minima there is for example the option of visual separation First ATC checks
whether the succeeding pilot has the preceding aircraft in sight and whether he is able to
separate himself If this is the case ATC gives the responsibility for separation the succeeding
pilot
ATC Lufthansa 123 traffic is an Airbus A320 on 10 miles final 26R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation from mentioned traffic
Pilot Lufthansa 123 affirmative
ATC Lufthansa 123 maintain visual separation from Airbus A320 on 8 miles final
contact Tower on 118700
Pilot Lufthansa 123 maintain visual separation from A320 contact Tower on 118700
238 Landing Clearance
By now we are established on our final approach time to get in touch with the aerodrome
controller in the tower During initial contact we report what type of approach we are
conducting and which runway we are approaching Any differences from this procedure can
be found in the airport information If traffic permits we will get our landing clearance right
away and if not ATC will say a short hello and give us an information on how many aircraft
will be using the runway before us
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower continue approach number 3
Pilot Lufthansa 123 number 3
or
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower wind 270 degrees 12 knots runway 26R cleared
to land
Pilot Lufthansa 123 runway 26R cleared to land
2381 Go Around
There are several possibilities why an approach should or must be aborted be it the weather
or a utility lying around on the runway The pilot can decide to go around or ATC can
instruct him to do so
Pilot Lufthansa 123 going around
ATC Lufthansa 123 follow missed approach as published contact Arrival on frequency
128020
Pilot Lufthansa 123 Missed Approach as published contact Arrival on 128020
or
ATC Lufthansa 123 go around I say again go around Maintain runway heading climb
altitude 5000 feet
Pilot Lufthansa 123 going around Maintain runway heading climb altitude 5000 feet
239 Taxi to Gate
After we vacated the runway we will be guided to the parking position using the exact same
tools we covered in chapter 3122
ATC Lufthansa 123 taxi to gate 250 via W2
Pilot Taxi to gate 250 via W2 Lufthansa 123
Important After the taxi instruction leading us to a parking position we have to keep
watching the frequency until we finally reached our parking position ndash but there are no
further calls like On Blocks request engine shut down The flight is over at this point we
made it
24 Specials
There are some situations that are not used every day but it is very useful to have heard of
them
241 Visual ClimbDescend
This method is sometimes used to provide a smooth climb and descend Similar to the visual
separation we covered earlier the pilot is instructed to maintain his own separation from the
preceding traffic in order to go below the minimum separation It is very important that the
planes are in VMC and visual contact is held throughout the whole manoeuvre
ATC Lufthansa 123 confirm VMC
Pilot Lufthansa 123 in VMC
ATC Lufthansa 123 traffic is a Boeing 737 12 orsquoclock position range 5 miles
2000 feet high report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation to the traffic for
the next 5 minutes
Pilot Lufthansa 123 affirmative
ATC to
the other
aircraft)
Air Berlin 456 traffic is an Airbus A320 at your 6 orsquoclock position range 5
miles 2000 feet below I will climb him through your level
Other
aircraft Roger Air Berlin 456
ATC Lufthansa 123 climb FL150 maintain visual separation from mentioned
traffic for the next 5 minutes
Pilot Lufthansa 123 climbing FL150 maintaining visual separation from Boeing
737 for the next 5 minutes
242 Emergency
During an emergency you either alert ATC by transponder (setting it to 7700) or if possible
make your distress call on the radio
Pilot Mayday Mayday Mayday Lufthansa 123 declaring emergency
There is no standard phraseology after that ndash ATC and pilot communicate in the way the
situation requires The most important thing is that the pilot tells the controller what his
problem is and what his intentions are Only then ATC can provide the best service possible
243 Urgency Messages
Should there be a problem aboard that does not qualify as an emergency (eg a single engine
failure in a B52) you should use the phrase Panpan
Pilot Pan-Pan Pan-Pan Pan-Pan Lufthansa 123 technical problem
3 COM MU NICA TIO N
The following document will be split up into two parts The first part includes the basics of
communication and the methods employed on the network to correctly communicate
between other members The second will focus on the phraseology and the how-to of
speaking correctly on the frequency
31 ATC
When communicating with ATC we must be aware of the controllers frequency Using your
pilot client you may find the controllers frequency and tune your radio to it Once on the
frequency you may wait for an opening and begin your transmission by pressing your Push to
Talk Key (PTT) To discuss things with the controller that do not pertain to the flight at hand
you may choose to private message himher using the appropriate method for your software
32 Pilots
Having discussions with pilots is normally done via private chat unless on unicom Please
read your software manual in order to learn how to use private mesages
33 Unicom
The frequency for UNICOM on the VATSIM network is always 122800 It is strictly for text
transmission and reception only On UNICOM pilots shall announce their intentions and
actions to make other pilots aware of their position There is no ATC on UNICOM and pilots
should co-ordinate in order to resolve potential conflicts Lately many pilots are using voice
on UNICOM by accessing a channel through FSX and or setting up one ndash usually
rwliveatcnet122800 Please note that while this is acceptable the official means of
communication remains on text as not everyone uses or is able to use voice
34 Private Messaging and Voice Channels
Private messages are individual conversations between one VATSIM user and another You
may set up a private voice channel through your pilot client which saves a lot of typing
and distractions when trying to pilot your aircraft (especially usefull in busy sectors) It is
usually an alternative to private messaging with another user and more than one user may
enter the private channel at the same time
35 Contact Mes
From time to time you will receive a message from a controller or a network Supervisor that
simply reads contact me on XXXXXXX or Hello my name is XXXX and I am a
VATSIM Supervisor please contact me by typing chat XX_SUP and hit enter then typing
hello (or something similar)
These are important contacts and are not to be taken lightlyTHEY REQUIRE A
RESPONSE ASAP and should not be ignored
If it is a controller it usually means you have entered or are about to enter his sector
From a Supervisor it means that they wish to a) assist you in some way b) verify that you are
online and at your computer c) they may be reacting to a complaint by someone if you have
inadvertently made some error d) checking on you as you sent a wallop
36 How to of Communication
The main purpose of this document is not to teach people how to speak we hope you know
this already We are also not trying to teach you how to fly That is also a requirement What
we are trying to achieve here is to teach you how to COMMUNICATE using voice while
flying an altogether different skill
When flying with voice every time you key the microphone you will be using up valuable
airtime If every time you transmit each instruction takes say 20 seconds That could mean
that you and your controller only get one command understood and acted upon every 50
seconds or so by which time other aircraft could have missed a vital instruction ie flown
through an ILS localizer or missed a landing clearance So the main purpose of the training is
to learn how to COMMUNICATE with the minimum of fuss and delay so that the ldquoread-
backsrdquo can be passed to the controller without taking up too much of this valuable airtime
The key is Communication and this means that both the Pilot and the ATCO communicate
their instructions and understandings to each other There is nothing more frustrating for an
ATCO than dealing with pilots who do not communicate sufficiently but who simply reply
with a Roger or (even worse) an ok or Will Do So what are the main basics of voice
flying Well there are many but some of the most important lessons you can learn are these
THINK BEFORE TALKING this sounds obvious but so many people do not do this keying
the microphone and stumbling and stuttering through an instruction which they have not
prepared at all
An example of RT messages often heard from pilots online is Annnndummmm Charlie
Delta ummmm Yankee 662 ummm heading ummm 230 ummm flight level ummm 210
Correction Thatacutes flight level ummm 200 sorry not flight level 210 my mistake Charlie
Delta Yankee 662 Over out
This would take around 20 seconds to say
Compare it with Iberia 845 heading 290 flight level 150 inbound Trosa
This takes 5 seconds to say and is MUCH clearer to the controller Whatacutes the difference
Simple -The pilot KNEW what to say before starting to speak
37 Hints and Tips
To give you a few pointers here is a list of Doacutes and Donacutets of common things that people get
wrong when they first try using voice
38 DO
Wait your turn The radio might be busy but that isnt a reason to cut into someone
elses conversation with a controller It just creates even more delays Also listen out
to make sure that the pilot before you reads back his clearance that the controller has
given him before you make you call Remember while you or a controller is
transmitting nobody else can get a message through
Know what you intend to transmit before starting to talk
Be patient just because the controller is not speaking on the radio does not mean he
isnt doing any work In fact much of the work of a controller is done off-air
involving co-ordination with other fellow controllers updating flight strips looking
up clearances or typing instructions all of which take time
Wait a few seconds after joining a frequency before you transmit so you donrsquot
transmit in the middle of a conversation
Readback ALL clearances and instructions
If you dont understand an instruction then ask the controller to say the instruction
again or to explain what it means Use a private message if you dont want to say it
on the air
In order to avoid problems understanding your transmissions please make sure that
you have correctly set up AVC using the auto microphone configure function Also
worth a note for both ATC and pilots Vatsim is a global organization and has many
members to whom English will not be their first language so please spare a special
thought for our foreign counterparts and speak clearly and slowly
If you are unable to comply with an instruction from ATC then tell them so that they
can plan something else for you before it causes a problem with other aircraft in the
vicinity
39 DO NOT
Readback the winds or use the phrase winds copied in reply to a take off or landing
clearance its not needed
Reply standing by to an instruction to standby No reply is necessary at all
The use of the word over is not required
Use (NEGATIVE)
Misunderstand the difference between Flight Levels and Altitudes
310 Read Backs
It is very important to read back certain instructions that ATC give to you so that they know
that you have understood what they have told you It its not necessary to read back absolutely
everything the following list shows some important information that should be readback
Taxi instructions
Levelclimbingdescending instructions
Heading instructions
Speed instructions
Airways or route clearances
Approach clearances
Runway-in-use
Clearance to enter land on take-off on backtrack cross or hold short of any active
runway
Transponder operating instructions
Altimeter settings
Frequency changes
Type of radar service
So please note that when you are given your clearance on the ground do not just reply
Roger read back the clearance fully so that ATC can spot if you have misheard or
misinterpreted something they have said eg FL100 is spoken as flight level one hundred
and FL120 is spoken as flight level one two zero Note the word hundred must not be used
for headings
Another phrase used with climbsdescents is when ready This places the responsibility on
the pilot for deciding when to initiate his climbdescent Eg BAW123 when ready descend
FL80 to be level by BNN here the controller has introduced another phrase to be level by
as well
This means exactly what is says commence your descent when you want but you must have
reached FL80 when you arrive at BNN note at BNN not 50nm before please
If on the other hand you do not understand what ATC is communicating to you then it is
equally important that this is properly communicated to ATC as well if it is a case that you
did not understand the instruction then ask ATC to repeat the instruction by using the words
Say Again as part of your read back If it is a case of you not being able to follow the
instruction given then use the words Unable as part of your read back followed by the
reason why you are not able to comply
311 Initial Contact
Many new pilots log on to the network parked at a gate but then expect ATC to start the
communication and when nothing happens they usually log of frustrated due to lack of
success
The Initial Contact on the Ground MUST at all times come from the Pilot and in the
following format SpeedBird 123 B737 at Gate E43 Request IFR Clearance to Paris Orly
This starts the communication flow between Pilot and ATC
Other often heard mistakes my new pilots are those who log on to the network do all the
pre-take off checks FMS flight programming and then suddenly start communications by
saying Transavia 430 Request Taxi or even worse Transavia 430 Ready for Take Off`rdquo
In both cases here the pilot has jumped a few steps of the proper communication procedure
Similarly when ATC hands you over to another controller then you as the pilot need to start
the communication process with the new controller
312 Common Phraseology
The following list contains most common phrases to be used in voice by both pilots and
controllers
313 WordPhrase
Acknowledge Let me know that you have received and understood this message
Affirm Yes
Approved Permission for proposed action granted
Break Indicates a seperation between messages
Break Break Indicates the seperation between messages transmitted to different
aircraft in a busy environment
Cancel Annul the previously transmitted clearance
Changing to I intend to call (unit) on (frequency)
Check Examine a system or procedure (Not to be used in any other context
No answer is normally expected
Cleard Authorised to proceed under the conditions specified
Climb Climb and maintain
Confirm I request verification of (clearance instruction action information)
Contact Establish communications with (your details have been passed)
Correction An error has been made in this transmission ( or message indicated)
The correct version is
Descend Descend and maintain
Disregard Ignore
Hold short
Stop before reaching the specified location (only used in limited
circumstances where no defined point exists eg where there is no
suitably located holding point or to reinforce a clearance limit
How do you read What is the readability of my transmission
I say again I repeat for clarity and emphasis
Maintain Continue in accordance with the condition(s) specified or in its literal
sense eg Maintain VFR
Monitor Listen out on frequency (pilots should listen in on freq and what for
ATC to initiate the call
Negative No Permission not granted That is not correct or not capable
Pass your message Proceed with your message
Read back Repeat all or the specified part of this message back to me exactly
as received
Report Pass requested information
Request I should like to know or wish to obtain
Roger
I have received all your last transmission (Under no circumstances
to be used in reply to a question requiring a direct answer in the
affirmative (affirm) or negative (negative) context
Say again Repeat all or the following part of your last transmission
Speak slower Reduce your rate of speech
Standby Wait and I will call you (Standby is not an approval or denial Pilots
are not required to read back Standing by
Unable I cannot comply with your request instruction or clearance (Unable
is normally followed by a reason)
Wilco I understand your message and will comply with it (abbreviation for
comply)
Words twice
As a request Communication is difficult Please send every word
twice (As information since communication is difficult every word
in this message will be sent twice
ATC Lufthansa 123 turn left now
Pilot Turning left Lufthansa 123
ATC Lufthansa 123 the second taxiway to your right is November Follow
November to holding point runway 18
Pilot Will turn second taxiway to the right follow November to holding point runway
18 Lufthansa 123
2324 Conditional Clearances
ATC can attach further instructions to traffic information for example to let another aircraft
pass and taxi behind it It is very important that you have this traffic in sight if not you have
to inform the controller immediately
ATC Lufthansa 123 give way to an Air Berlin Boeing 737 moving from left to right on
taxiway November
Pilot Lufthansa 123 unable traffic not in sight
ATC Lufthansa 123 roger in this case hold short of November
ATC Lufthansa 123 give way to an Air Berlin Boeing 737 moving from left to right on
taxiway November
Pilot Lufthansa 123 will give way to Air Berlin Boeing 737 on November
233 Tower
When approaching the runway or latest when we reach the holding point Ground will hand
us off to the Tower controller who is responsible for all movements on the runways and
issues all clearances (landing and take off crossing a runway etc)
ATC Lufthansa 123 contact Tower on frequency 119900
Pilot Lufthansa 123 contacting Tower on frequency 119900
Depending on where we are and if we are ready for departure there are different possibilities
for the initial call on the tower frequency
Pilot Frankfurt Tower Lufthansa 123 approaching runway 18
Pilot Frankfurt Tower Lufthansa 123 at holding point runway 18 ready for departure
2331 Line Up and Conditional Clearance
The Tower Controller may only give landing and take-off clearances under certain
circumstances one of which being that the runway must be clear of all other traffic The
Tower Controller has some tools with which to separate traffic very effectively and to keep a
steady traffic flow They could have us line up on the runway and wait there
ATC Lufthansa 123 line up runway 18 and wait
Pilot Lufthansa 123 lining up runway 18 and waiting
They can also instruct us to line up behind another aircraft In that case they give us our
clearance to line up even if it would not have been our time They do not have to pray that
the frequency is clear when our actual time comes ndash that makes their work much more
effective
ATC Lufthansa 123 behind departing Boeing 737 line up runway 18 and wait behind
Pilot Lufthansa 123 behind departing Boeing 737 lining up runway 18 and waiting
behind
It is very important for us to properly identify the traffic that the tower controller indicated to
us and to keep it in sight at all times Should we not see the traffic the conditional clearance
is invalid ndash we have to immediately inform ATC who will then figure out another clearance
ATC Lufthansa 123 behind departing Boeing 737 line up runway 18 and wait behind
Pilot Lufthansa 123 negative traffic not in sight
Sometimes ATC ldquoshowsrdquo you the traffic and only gives you the clearance after you
confirmed visual contact
ATC Lufthansa 123 traffic is a Boeing 737 on short final runway 25R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 behind landing Boeing 737 line up runway 25R and wait behind
Pilot Lufthansa 123 behind landing Boeing 737 lining up runway 25R and waiting
behind
2332 Take off Clearance
Now that the runway is cleared we get our take-off clearance The structure and the
information given are always the same
ATC Lufthansa 123 wind 180 degrees 10 knots runway 18 cleared for take off
Pilot Lufthansa 123 runway 18 cleared for take off
You dont have to read back the wind information as this serves only as an information to the
pilot
234 Departure and Climb
At some airports we have to contact departure ourselves At other airports tower will give the
instruction to call departure with the known phraseology (Lufthansa 123 contact departure
on frequency hellip) Because we are airborne now our current altitude is to be considered in the
next initial-calls as well as the altitude that we are cleared for In this case the altitude were
cleared for is the initial climb altitude that can be found on the charts
Pilot Langen Radar Lufthansa 123 altitude 2000 feet climbing altitude 4000 feet
ATC Lufthansa 123 Langen Radar identified climb flight level 80
Pilot Lufthansa 123 climb flight level 80
The controller will identify us on the scope before he gives more instructions As soon as
radarcontact is established ATC will tells us that were bdquoIdentifiedldquo
There are several possibilities why an identification could fail Wrong transponder code
wrong setting of transponder code or a tranponder failure in our airplane The controller will
compair our reported altitude with the altitude indication on his scope If the altitudes match
the controller can separate us from other airplanes bdquoIdentifiedldquo doesnt need to be read back
The controller also could give the instruction to stop our climb before reaching the cleared
altitude
ATC Lufthansa 123 stop climb FL70
Pilot Lufthansa 123 stop climb FL70
Once we reach the border of a sector (either horizontally or vertically) the controller will
instruct us to contact the next station using the already known phraseology He could also tell
us to give further information to the next station eg our speed
ATC Lufthansa 123 report speed to Langen Radar frequency 127500
Pilot Lufthansa 123 will report speed to Langen Radar on frequency 127500
As always when we establish contact with a radar controller we have to report our current
altitude and if different the altitude we are cleared to ndash this is mandatory
Pilot Langen Radar Lufthansa 123 FL65 for FL70 speed 250 knots
ATC Lufthansa 123 Langen Radar identified climb FL230
Pilot Lufthansa 123 climbing FL230
235 Cruise
We are now cruising along on FL230 There are some situations we may face now but all of
them may appear in other flight phases as well
2351 Proceed Direct to
ATC could give us a short cut to a certain way point It can be part of our flight plan but
does not necessarily have to
ATC Lufthansa 123 proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 proceeding direct Dinkelsbuumlhel VOR
So now we proceed to that point from our present position If the waypoint is part of our
flight plan we follow our routing after that point
This is the same instruction but packed a little differently
ATC Lufthansa 123 after Konig NDB proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 after Konig NDB proceeding direct Dinkelsbuumlhel VOR
So we follow our routing as planned until we reach KNG and turn towards DKB afterwards
If you dont get the name of the way point you can ask the controller to spell it (please spell
the name)
ATC Lufthansa 123 proceed direct ANEKI Alpha November Echo Kilo India
Pilot Proceeding direct Alpha November Echo Kilo India Lufthansa 123
2352 Changes to Route
ATC can give us a different routing for a segment
ATC Lufthansa 123 proceed direct Wuumlrzburg VOR thereafter proceed direct BURAM
Pilot Lufthansa 123 proceeding direct Wuumlrzburg VOR thereafter direct BURAM
2353 Heading and Vectors
Sometimes its necessary to have us turn away from the planned route by using vectors
which are simple headings we need to follow
ATC Lufthansa 123 turn right heading 180
Pilot Lufthansa 123 turning right heading 180
We can of course do the whole turn in the other direction as well
If ATC is not sure in which direction we need to turn he can issue an instruction without a
direction ndash we then turn in the direction where we have to turn the least
ATC Lufthansa 123 fly heading 180
Pilot Lufthansa 123 fly heading 180
236 Approach and Descend
2361 Descend
Slowly but steady we get closer to our destination and want to start descending In case ATC
did not work ahead and issued a descend clearance early we can of course draw the
controllers attention to us and just ask for descend
Pilot Lufthansa 123 request descent or Lufthansa 123 ready for descent
ATC Lufthansa 123 descend FL 180
Pilot Lufthansa 123 descending FL 180
In order to control the descend ATC has a few tools that can be used
2362 Instructing a Rate
ATC can instruct you to descend with a certain vertical speed
ATC Lufthansa 123 descend FL 180 at 2000 feet per minute (or greaterless)
Pilot Lufthansa 123 descending FL 180 at 2000 feet per minute (or greaterless)
2363 Descend Restrictions
If the controller wants us to be at a certain altitude atbehindabeambefore a specified
waypoint he gives an instruction like the following
ATC Lufthansa 123 descend FL 180 to be levelled at BURAM
Pilot Lufthansa 123 descending FL 180 to be levelled at BURAM
This means that we have to descend in a manner to reach BURAM at FL 180 we could also
reach it earlier if we wanted The net phrase is a little more restricting as we now have to
reach FL 180 exactly at BURAM not earlier not later ndash exactly
ATC Lufthansa 123 descend to reach FL 180 at BURAM
Pilot Lufthansa 123 descending to reach FL 180 at BURAM
The defined restriction does not have to be bound to a waypoint
ATC Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Pilot Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Sometimes a controller needs us to reach an altitude somewhere abeam a certain point In
order to follow that instruction we first need to know where that waypoint is That usually
happens when ATC issues vectors This is used if the controller needs us on a specific
altitude at a certain point and we are not following a routing or flying directly to a later
waypoint
ATC Lufthansa 123 descend to reach FL 180 abeam RENLO
Pilot Lufthansa 123 descend FL 180 to reach level abeam RENLO
As you see its an advantage to have all charts ndash en-route charts too ndash at hand and ready If
you do not have en-route charts most FMCs available for FS offer the option to enter a
waypoint on the FIX page (or similar) and sometimes even offer to insert an ABEAM
POINT (eg PMDG 737 NG)
Another option is to delay the beginning of descend until ATC can either tell us a certain
point where we have to start our descend or give us an early descend with the option to start
it whenever we want ndash as long as we meet the restrictions ATC gives us So we can maintain
our cruising altitude as long as we want If you prefer to stay high longer and then just drop
out of the sky thats fine if you want to do a steady slow descend you can do that as well
ATC Lufthansa 123 when passing Dinkelsbuumlhel descend FL 180
ATC Lufthansa 123 when ready descend to reach FL 180 at BURAM
You can find more important information on the topic descend (planning tactics execution)
in the chapter OPERATION of Flight Training
2364 Holdings
We essentially come across two main types of holdings Published and unpublished or
unknown holdings
You wont be very surprised when I tell you that there are standardized phrases for the entry
and exit of holding patterns More information on holding patterns can be found in the
chapter BASICS of Flight Training
ATC Lufthansa 123 hold at ROKIL (as published)
Pilot Lufthansa 123 holding at ROKIL (as published)
Holding patterns are not unforeseeable so ATC often prepares pilots that there will be a
holding pattern Often this includes the clearance to reduce your speed ndash perhaps you can
avoid the holding this way
ATC Lufthansa 123 expect holding at ROKIL reduce speed at own discretion
Pilot Lufthansa 123 expecting hold over ROKIL reducing to minimum clean speed
As always ndash if ATC does not give us the approval to reduce speed we can just ask him But
dont do it on your own Another aircraft may be on the same level behind us
Pilot Lufthansa 123 may we reduce to minimum clean speed
ATC Lufthansa 123 reduce speed at own discretion
Pilot Lufthansa 123 reducing minimum clean
If a pilot does not know the holding he was instructed to join he has to ask for instructions
ATC will then provide the necessary information to the pilot The holding instruction will
look like this
Fix | inbound course | turn direction | leg timedistance
Pilot Lufthansa 123 request holding instructions
ATC Lufthansa 123 hold over ROKIL inbound track 128 right turns leg time 1 minute
237 Types of Approaches
Next we will establish contact with approach control This is a local control station - as we
learned earlier we have to include the ATIS designator during the initial call A good time to
listen to the ATIS is around your top of descend
Pilot Muumlnchen Arrival Lufthansa 123 FL 185 for FL 180 information Bravo
ATC Lufthansa 123 Muumlnchen Arrival identified Bravo is correct
2371 STAR
This is what a clearance onto a STAR looks like
ATC Lufthansa 123 cleared BURAM 1M arrival
Pilot Lufthansa 123 cleared BURAM 1M arrival
2372 Transition (without Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition
Pilot Lufthansa 123 cleared ROKIL 26 transition
An instruction like this allows us to follow the lateral path of the transition ATC coordinates
and instructs all changes in altitude But We have to follow the speed restrictions indicated
on the charts anyway as long as the controller does not lift them
ATC Lufthansa 123 cleared ROKIL 26 transition no speed restriction
Pilot Lufthansa 123 cleared ROKIL 26 transition no speed restrictio
2373 Transition (with Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition and profile
Pilot Lufthansa 123 cleared ROKIL 26 transition and profi
Now we may follow the lateral and the vertical part of the transition We can now descend to
the altitudes indicated in the charts on own discretion there will be no further instructions on
altitude changes Of course we have to follow the speed restrictions as well
2374 Cleared Direct Waypoint or via waypoints
Another very common way to get a transition clearance is the phrase Cleared direct waypoint
or Cleared via waypoints If you hear something like this you fly directly to the instructed
point and from this point on follow the lateral part of the transition If the controller gives
you two or more waypoints you follow them in the correct order and then join the rest of the
transition You ndash again ndash have to adhere to the speed restrictions (what a surprise) As
always there are exceptions from the rules which you can find in the latest charts and in the
AIP
We will now fly to the RNAV waypoint associated with Munich Airport The designation
follows a simple concept as is the same for many airports ldquoDrdquo for Germany then one letter
to identify the airport the point is associated with in this case an ldquoMrdquo In Zurich they are
named ldquoZHrdquo followed by three figures Usually the controller does not include the leading
letters in a clearance but only uses the figures and assumes the pilot knows which airport
they are approaching so the pilot can do the maths himself and figure out which letters he
must include
ATC Lufthansa 123 cleared direct waypoint 425
Pilot Lufthansa 123 cleared direct waypoint 425
ATC Lufthansa 123 cleared via waypoints 425 and 429
Pilot Lufthansa 123 cleared via waypoints 425 and 429
ATTENTION Some transitions do not include the clearance to turn onto final approach If
you reach the last point of the downwind you have to hold the last flown track As always
you will find the detailed information and exceptions on the appropriate charts
2375 Approach Types
The approach itself will be commenced by an ILS a non precision approach or a visual
approach The clearances used for ILS and non precision approaches are more or less the
same a visual approach has a slightly different systematic
2376 ILS Approach
ATC Lufthansa 123 cleared ILS approach runway 26R
Pilot Lufthansa 123 cleared ILS approach runway 26
This is the most common form It includes
All ATC speed restrictions are now cancelled
Clearance to intercept the localizer and glide slope
Descend to the published intercept altitude of the standard approach
If an ATC does not want the aircraft to change its altitude he can either clear the aircraft to
intercept the localizer only In this case you may not intercept the glide slope without further
clearance or leave your current altitude Another way of preventing an altitude change is to
tell the pilot to maintain a specific altitude until a certain point ATC may also give a new
speed restriction
ATC Lufthansa 123 cleared Localizer runway 26R
Pilot Lufthansa 123 cleared Localizer 26R
or
ATC Lufthansa 123 cleared ILS runway 26R maintain 6000ft until glide slope intercept
Pilot Lufthansa 123 cleared Localizer 26R maintain 6000ft until glide slope intercept
2377 NDB-DME Approach
ATC Lufthansa 123 cleared NDB-DME Approach runway 26R
Pilot Lufthansa 123 cleared NDB-DME approach runway 26R
2378 VOR-DME Approach
ATC Lufthansa 123 cleared VOR-DME Approach runway 26R
Pilot Lufthansa 123 cleared VOR-DME Approach runway 26R
2379 Localizer DME Approach
ATC Lufthansa 123 cleared Localizer-DME Approach runway 26R
Pilot Lufthansa 123 cleared Localizer-DME Approach runway 26R
23710 Visual Approach
Before you receive a clearance for a visual approach during which the pilot has to have the
airport in sight at all times ATC needs to verify that the pilot has the airport in sight After
that he will issue the clearance for the visual approach From this point on the pilot is
responsible for his heading altitude and speed
ATC Lufthansa 123 field is at your 3 orsquoclock position range 5 miles report in sight
Pilot Lufthansa 123 field in sight
ATC Lufthansa 123 cleared visual approach runway 26R
Pilot Lufthansa 123 cleared visual approach runway 26R
23711 Report Established
Basically you should not report when you are established on final approach but ATC can ask
you to report it He can make a difference between Localizer ILS final track (during a non
precision approach) or final approach (visual approaches)
ILS
ATC Lufthansa 123 report established on ILS 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established ILS 26R
Localizer
ATC Lufthansa 123 report established on localizer runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established localizer runway 26R
At that point I want to remind you that there is no such a thing as fully established It is a
bad habit that also caught up in the real world to change established ILS runway xx to fully
established But This word does not exist and it can not exist if you really think about it
logically You are either established ILS runway xx (on localizer and glide slope) or you are
established localizer runway xx (localizer only glide slope has not been reached yet)
You will find further information on that topic in chapter Flight training
Final track
ATC Lufthansa 123 report established on NDB-DME approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final track NDB-DME approach runway 26R
Final approach
ATC Lufthansa 123 report established on final approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final approach runway 26R
23712 Visual Separation
ATC is responsible for the correct separation in all flight phases To be able to go below the
specified minima there is for example the option of visual separation First ATC checks
whether the succeeding pilot has the preceding aircraft in sight and whether he is able to
separate himself If this is the case ATC gives the responsibility for separation the succeeding
pilot
ATC Lufthansa 123 traffic is an Airbus A320 on 10 miles final 26R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation from mentioned traffic
Pilot Lufthansa 123 affirmative
ATC Lufthansa 123 maintain visual separation from Airbus A320 on 8 miles final
contact Tower on 118700
Pilot Lufthansa 123 maintain visual separation from A320 contact Tower on 118700
238 Landing Clearance
By now we are established on our final approach time to get in touch with the aerodrome
controller in the tower During initial contact we report what type of approach we are
conducting and which runway we are approaching Any differences from this procedure can
be found in the airport information If traffic permits we will get our landing clearance right
away and if not ATC will say a short hello and give us an information on how many aircraft
will be using the runway before us
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower continue approach number 3
Pilot Lufthansa 123 number 3
or
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower wind 270 degrees 12 knots runway 26R cleared
to land
Pilot Lufthansa 123 runway 26R cleared to land
2381 Go Around
There are several possibilities why an approach should or must be aborted be it the weather
or a utility lying around on the runway The pilot can decide to go around or ATC can
instruct him to do so
Pilot Lufthansa 123 going around
ATC Lufthansa 123 follow missed approach as published contact Arrival on frequency
128020
Pilot Lufthansa 123 Missed Approach as published contact Arrival on 128020
or
ATC Lufthansa 123 go around I say again go around Maintain runway heading climb
altitude 5000 feet
Pilot Lufthansa 123 going around Maintain runway heading climb altitude 5000 feet
239 Taxi to Gate
After we vacated the runway we will be guided to the parking position using the exact same
tools we covered in chapter 3122
ATC Lufthansa 123 taxi to gate 250 via W2
Pilot Taxi to gate 250 via W2 Lufthansa 123
Important After the taxi instruction leading us to a parking position we have to keep
watching the frequency until we finally reached our parking position ndash but there are no
further calls like On Blocks request engine shut down The flight is over at this point we
made it
24 Specials
There are some situations that are not used every day but it is very useful to have heard of
them
241 Visual ClimbDescend
This method is sometimes used to provide a smooth climb and descend Similar to the visual
separation we covered earlier the pilot is instructed to maintain his own separation from the
preceding traffic in order to go below the minimum separation It is very important that the
planes are in VMC and visual contact is held throughout the whole manoeuvre
ATC Lufthansa 123 confirm VMC
Pilot Lufthansa 123 in VMC
ATC Lufthansa 123 traffic is a Boeing 737 12 orsquoclock position range 5 miles
2000 feet high report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation to the traffic for
the next 5 minutes
Pilot Lufthansa 123 affirmative
ATC to
the other
aircraft)
Air Berlin 456 traffic is an Airbus A320 at your 6 orsquoclock position range 5
miles 2000 feet below I will climb him through your level
Other
aircraft Roger Air Berlin 456
ATC Lufthansa 123 climb FL150 maintain visual separation from mentioned
traffic for the next 5 minutes
Pilot Lufthansa 123 climbing FL150 maintaining visual separation from Boeing
737 for the next 5 minutes
242 Emergency
During an emergency you either alert ATC by transponder (setting it to 7700) or if possible
make your distress call on the radio
Pilot Mayday Mayday Mayday Lufthansa 123 declaring emergency
There is no standard phraseology after that ndash ATC and pilot communicate in the way the
situation requires The most important thing is that the pilot tells the controller what his
problem is and what his intentions are Only then ATC can provide the best service possible
243 Urgency Messages
Should there be a problem aboard that does not qualify as an emergency (eg a single engine
failure in a B52) you should use the phrase Panpan
Pilot Pan-Pan Pan-Pan Pan-Pan Lufthansa 123 technical problem
3 COM MU NICA TIO N
The following document will be split up into two parts The first part includes the basics of
communication and the methods employed on the network to correctly communicate
between other members The second will focus on the phraseology and the how-to of
speaking correctly on the frequency
31 ATC
When communicating with ATC we must be aware of the controllers frequency Using your
pilot client you may find the controllers frequency and tune your radio to it Once on the
frequency you may wait for an opening and begin your transmission by pressing your Push to
Talk Key (PTT) To discuss things with the controller that do not pertain to the flight at hand
you may choose to private message himher using the appropriate method for your software
32 Pilots
Having discussions with pilots is normally done via private chat unless on unicom Please
read your software manual in order to learn how to use private mesages
33 Unicom
The frequency for UNICOM on the VATSIM network is always 122800 It is strictly for text
transmission and reception only On UNICOM pilots shall announce their intentions and
actions to make other pilots aware of their position There is no ATC on UNICOM and pilots
should co-ordinate in order to resolve potential conflicts Lately many pilots are using voice
on UNICOM by accessing a channel through FSX and or setting up one ndash usually
rwliveatcnet122800 Please note that while this is acceptable the official means of
communication remains on text as not everyone uses or is able to use voice
34 Private Messaging and Voice Channels
Private messages are individual conversations between one VATSIM user and another You
may set up a private voice channel through your pilot client which saves a lot of typing
and distractions when trying to pilot your aircraft (especially usefull in busy sectors) It is
usually an alternative to private messaging with another user and more than one user may
enter the private channel at the same time
35 Contact Mes
From time to time you will receive a message from a controller or a network Supervisor that
simply reads contact me on XXXXXXX or Hello my name is XXXX and I am a
VATSIM Supervisor please contact me by typing chat XX_SUP and hit enter then typing
hello (or something similar)
These are important contacts and are not to be taken lightlyTHEY REQUIRE A
RESPONSE ASAP and should not be ignored
If it is a controller it usually means you have entered or are about to enter his sector
From a Supervisor it means that they wish to a) assist you in some way b) verify that you are
online and at your computer c) they may be reacting to a complaint by someone if you have
inadvertently made some error d) checking on you as you sent a wallop
36 How to of Communication
The main purpose of this document is not to teach people how to speak we hope you know
this already We are also not trying to teach you how to fly That is also a requirement What
we are trying to achieve here is to teach you how to COMMUNICATE using voice while
flying an altogether different skill
When flying with voice every time you key the microphone you will be using up valuable
airtime If every time you transmit each instruction takes say 20 seconds That could mean
that you and your controller only get one command understood and acted upon every 50
seconds or so by which time other aircraft could have missed a vital instruction ie flown
through an ILS localizer or missed a landing clearance So the main purpose of the training is
to learn how to COMMUNICATE with the minimum of fuss and delay so that the ldquoread-
backsrdquo can be passed to the controller without taking up too much of this valuable airtime
The key is Communication and this means that both the Pilot and the ATCO communicate
their instructions and understandings to each other There is nothing more frustrating for an
ATCO than dealing with pilots who do not communicate sufficiently but who simply reply
with a Roger or (even worse) an ok or Will Do So what are the main basics of voice
flying Well there are many but some of the most important lessons you can learn are these
THINK BEFORE TALKING this sounds obvious but so many people do not do this keying
the microphone and stumbling and stuttering through an instruction which they have not
prepared at all
An example of RT messages often heard from pilots online is Annnndummmm Charlie
Delta ummmm Yankee 662 ummm heading ummm 230 ummm flight level ummm 210
Correction Thatacutes flight level ummm 200 sorry not flight level 210 my mistake Charlie
Delta Yankee 662 Over out
This would take around 20 seconds to say
Compare it with Iberia 845 heading 290 flight level 150 inbound Trosa
This takes 5 seconds to say and is MUCH clearer to the controller Whatacutes the difference
Simple -The pilot KNEW what to say before starting to speak
37 Hints and Tips
To give you a few pointers here is a list of Doacutes and Donacutets of common things that people get
wrong when they first try using voice
38 DO
Wait your turn The radio might be busy but that isnt a reason to cut into someone
elses conversation with a controller It just creates even more delays Also listen out
to make sure that the pilot before you reads back his clearance that the controller has
given him before you make you call Remember while you or a controller is
transmitting nobody else can get a message through
Know what you intend to transmit before starting to talk
Be patient just because the controller is not speaking on the radio does not mean he
isnt doing any work In fact much of the work of a controller is done off-air
involving co-ordination with other fellow controllers updating flight strips looking
up clearances or typing instructions all of which take time
Wait a few seconds after joining a frequency before you transmit so you donrsquot
transmit in the middle of a conversation
Readback ALL clearances and instructions
If you dont understand an instruction then ask the controller to say the instruction
again or to explain what it means Use a private message if you dont want to say it
on the air
In order to avoid problems understanding your transmissions please make sure that
you have correctly set up AVC using the auto microphone configure function Also
worth a note for both ATC and pilots Vatsim is a global organization and has many
members to whom English will not be their first language so please spare a special
thought for our foreign counterparts and speak clearly and slowly
If you are unable to comply with an instruction from ATC then tell them so that they
can plan something else for you before it causes a problem with other aircraft in the
vicinity
39 DO NOT
Readback the winds or use the phrase winds copied in reply to a take off or landing
clearance its not needed
Reply standing by to an instruction to standby No reply is necessary at all
The use of the word over is not required
Use (NEGATIVE)
Misunderstand the difference between Flight Levels and Altitudes
310 Read Backs
It is very important to read back certain instructions that ATC give to you so that they know
that you have understood what they have told you It its not necessary to read back absolutely
everything the following list shows some important information that should be readback
Taxi instructions
Levelclimbingdescending instructions
Heading instructions
Speed instructions
Airways or route clearances
Approach clearances
Runway-in-use
Clearance to enter land on take-off on backtrack cross or hold short of any active
runway
Transponder operating instructions
Altimeter settings
Frequency changes
Type of radar service
So please note that when you are given your clearance on the ground do not just reply
Roger read back the clearance fully so that ATC can spot if you have misheard or
misinterpreted something they have said eg FL100 is spoken as flight level one hundred
and FL120 is spoken as flight level one two zero Note the word hundred must not be used
for headings
Another phrase used with climbsdescents is when ready This places the responsibility on
the pilot for deciding when to initiate his climbdescent Eg BAW123 when ready descend
FL80 to be level by BNN here the controller has introduced another phrase to be level by
as well
This means exactly what is says commence your descent when you want but you must have
reached FL80 when you arrive at BNN note at BNN not 50nm before please
If on the other hand you do not understand what ATC is communicating to you then it is
equally important that this is properly communicated to ATC as well if it is a case that you
did not understand the instruction then ask ATC to repeat the instruction by using the words
Say Again as part of your read back If it is a case of you not being able to follow the
instruction given then use the words Unable as part of your read back followed by the
reason why you are not able to comply
311 Initial Contact
Many new pilots log on to the network parked at a gate but then expect ATC to start the
communication and when nothing happens they usually log of frustrated due to lack of
success
The Initial Contact on the Ground MUST at all times come from the Pilot and in the
following format SpeedBird 123 B737 at Gate E43 Request IFR Clearance to Paris Orly
This starts the communication flow between Pilot and ATC
Other often heard mistakes my new pilots are those who log on to the network do all the
pre-take off checks FMS flight programming and then suddenly start communications by
saying Transavia 430 Request Taxi or even worse Transavia 430 Ready for Take Off`rdquo
In both cases here the pilot has jumped a few steps of the proper communication procedure
Similarly when ATC hands you over to another controller then you as the pilot need to start
the communication process with the new controller
312 Common Phraseology
The following list contains most common phrases to be used in voice by both pilots and
controllers
313 WordPhrase
Acknowledge Let me know that you have received and understood this message
Affirm Yes
Approved Permission for proposed action granted
Break Indicates a seperation between messages
Break Break Indicates the seperation between messages transmitted to different
aircraft in a busy environment
Cancel Annul the previously transmitted clearance
Changing to I intend to call (unit) on (frequency)
Check Examine a system or procedure (Not to be used in any other context
No answer is normally expected
Cleard Authorised to proceed under the conditions specified
Climb Climb and maintain
Confirm I request verification of (clearance instruction action information)
Contact Establish communications with (your details have been passed)
Correction An error has been made in this transmission ( or message indicated)
The correct version is
Descend Descend and maintain
Disregard Ignore
Hold short
Stop before reaching the specified location (only used in limited
circumstances where no defined point exists eg where there is no
suitably located holding point or to reinforce a clearance limit
How do you read What is the readability of my transmission
I say again I repeat for clarity and emphasis
Maintain Continue in accordance with the condition(s) specified or in its literal
sense eg Maintain VFR
Monitor Listen out on frequency (pilots should listen in on freq and what for
ATC to initiate the call
Negative No Permission not granted That is not correct or not capable
Pass your message Proceed with your message
Read back Repeat all or the specified part of this message back to me exactly
as received
Report Pass requested information
Request I should like to know or wish to obtain
Roger
I have received all your last transmission (Under no circumstances
to be used in reply to a question requiring a direct answer in the
affirmative (affirm) or negative (negative) context
Say again Repeat all or the following part of your last transmission
Speak slower Reduce your rate of speech
Standby Wait and I will call you (Standby is not an approval or denial Pilots
are not required to read back Standing by
Unable I cannot comply with your request instruction or clearance (Unable
is normally followed by a reason)
Wilco I understand your message and will comply with it (abbreviation for
comply)
Words twice
As a request Communication is difficult Please send every word
twice (As information since communication is difficult every word
in this message will be sent twice
ATC Lufthansa 123 behind departing Boeing 737 line up runway 18 and wait behind
Pilot Lufthansa 123 behind departing Boeing 737 lining up runway 18 and waiting
behind
It is very important for us to properly identify the traffic that the tower controller indicated to
us and to keep it in sight at all times Should we not see the traffic the conditional clearance
is invalid ndash we have to immediately inform ATC who will then figure out another clearance
ATC Lufthansa 123 behind departing Boeing 737 line up runway 18 and wait behind
Pilot Lufthansa 123 negative traffic not in sight
Sometimes ATC ldquoshowsrdquo you the traffic and only gives you the clearance after you
confirmed visual contact
ATC Lufthansa 123 traffic is a Boeing 737 on short final runway 25R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 behind landing Boeing 737 line up runway 25R and wait behind
Pilot Lufthansa 123 behind landing Boeing 737 lining up runway 25R and waiting
behind
2332 Take off Clearance
Now that the runway is cleared we get our take-off clearance The structure and the
information given are always the same
ATC Lufthansa 123 wind 180 degrees 10 knots runway 18 cleared for take off
Pilot Lufthansa 123 runway 18 cleared for take off
You dont have to read back the wind information as this serves only as an information to the
pilot
234 Departure and Climb
At some airports we have to contact departure ourselves At other airports tower will give the
instruction to call departure with the known phraseology (Lufthansa 123 contact departure
on frequency hellip) Because we are airborne now our current altitude is to be considered in the
next initial-calls as well as the altitude that we are cleared for In this case the altitude were
cleared for is the initial climb altitude that can be found on the charts
Pilot Langen Radar Lufthansa 123 altitude 2000 feet climbing altitude 4000 feet
ATC Lufthansa 123 Langen Radar identified climb flight level 80
Pilot Lufthansa 123 climb flight level 80
The controller will identify us on the scope before he gives more instructions As soon as
radarcontact is established ATC will tells us that were bdquoIdentifiedldquo
There are several possibilities why an identification could fail Wrong transponder code
wrong setting of transponder code or a tranponder failure in our airplane The controller will
compair our reported altitude with the altitude indication on his scope If the altitudes match
the controller can separate us from other airplanes bdquoIdentifiedldquo doesnt need to be read back
The controller also could give the instruction to stop our climb before reaching the cleared
altitude
ATC Lufthansa 123 stop climb FL70
Pilot Lufthansa 123 stop climb FL70
Once we reach the border of a sector (either horizontally or vertically) the controller will
instruct us to contact the next station using the already known phraseology He could also tell
us to give further information to the next station eg our speed
ATC Lufthansa 123 report speed to Langen Radar frequency 127500
Pilot Lufthansa 123 will report speed to Langen Radar on frequency 127500
As always when we establish contact with a radar controller we have to report our current
altitude and if different the altitude we are cleared to ndash this is mandatory
Pilot Langen Radar Lufthansa 123 FL65 for FL70 speed 250 knots
ATC Lufthansa 123 Langen Radar identified climb FL230
Pilot Lufthansa 123 climbing FL230
235 Cruise
We are now cruising along on FL230 There are some situations we may face now but all of
them may appear in other flight phases as well
2351 Proceed Direct to
ATC could give us a short cut to a certain way point It can be part of our flight plan but
does not necessarily have to
ATC Lufthansa 123 proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 proceeding direct Dinkelsbuumlhel VOR
So now we proceed to that point from our present position If the waypoint is part of our
flight plan we follow our routing after that point
This is the same instruction but packed a little differently
ATC Lufthansa 123 after Konig NDB proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 after Konig NDB proceeding direct Dinkelsbuumlhel VOR
So we follow our routing as planned until we reach KNG and turn towards DKB afterwards
If you dont get the name of the way point you can ask the controller to spell it (please spell
the name)
ATC Lufthansa 123 proceed direct ANEKI Alpha November Echo Kilo India
Pilot Proceeding direct Alpha November Echo Kilo India Lufthansa 123
2352 Changes to Route
ATC can give us a different routing for a segment
ATC Lufthansa 123 proceed direct Wuumlrzburg VOR thereafter proceed direct BURAM
Pilot Lufthansa 123 proceeding direct Wuumlrzburg VOR thereafter direct BURAM
2353 Heading and Vectors
Sometimes its necessary to have us turn away from the planned route by using vectors
which are simple headings we need to follow
ATC Lufthansa 123 turn right heading 180
Pilot Lufthansa 123 turning right heading 180
We can of course do the whole turn in the other direction as well
If ATC is not sure in which direction we need to turn he can issue an instruction without a
direction ndash we then turn in the direction where we have to turn the least
ATC Lufthansa 123 fly heading 180
Pilot Lufthansa 123 fly heading 180
236 Approach and Descend
2361 Descend
Slowly but steady we get closer to our destination and want to start descending In case ATC
did not work ahead and issued a descend clearance early we can of course draw the
controllers attention to us and just ask for descend
Pilot Lufthansa 123 request descent or Lufthansa 123 ready for descent
ATC Lufthansa 123 descend FL 180
Pilot Lufthansa 123 descending FL 180
In order to control the descend ATC has a few tools that can be used
2362 Instructing a Rate
ATC can instruct you to descend with a certain vertical speed
ATC Lufthansa 123 descend FL 180 at 2000 feet per minute (or greaterless)
Pilot Lufthansa 123 descending FL 180 at 2000 feet per minute (or greaterless)
2363 Descend Restrictions
If the controller wants us to be at a certain altitude atbehindabeambefore a specified
waypoint he gives an instruction like the following
ATC Lufthansa 123 descend FL 180 to be levelled at BURAM
Pilot Lufthansa 123 descending FL 180 to be levelled at BURAM
This means that we have to descend in a manner to reach BURAM at FL 180 we could also
reach it earlier if we wanted The net phrase is a little more restricting as we now have to
reach FL 180 exactly at BURAM not earlier not later ndash exactly
ATC Lufthansa 123 descend to reach FL 180 at BURAM
Pilot Lufthansa 123 descending to reach FL 180 at BURAM
The defined restriction does not have to be bound to a waypoint
ATC Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Pilot Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Sometimes a controller needs us to reach an altitude somewhere abeam a certain point In
order to follow that instruction we first need to know where that waypoint is That usually
happens when ATC issues vectors This is used if the controller needs us on a specific
altitude at a certain point and we are not following a routing or flying directly to a later
waypoint
ATC Lufthansa 123 descend to reach FL 180 abeam RENLO
Pilot Lufthansa 123 descend FL 180 to reach level abeam RENLO
As you see its an advantage to have all charts ndash en-route charts too ndash at hand and ready If
you do not have en-route charts most FMCs available for FS offer the option to enter a
waypoint on the FIX page (or similar) and sometimes even offer to insert an ABEAM
POINT (eg PMDG 737 NG)
Another option is to delay the beginning of descend until ATC can either tell us a certain
point where we have to start our descend or give us an early descend with the option to start
it whenever we want ndash as long as we meet the restrictions ATC gives us So we can maintain
our cruising altitude as long as we want If you prefer to stay high longer and then just drop
out of the sky thats fine if you want to do a steady slow descend you can do that as well
ATC Lufthansa 123 when passing Dinkelsbuumlhel descend FL 180
ATC Lufthansa 123 when ready descend to reach FL 180 at BURAM
You can find more important information on the topic descend (planning tactics execution)
in the chapter OPERATION of Flight Training
2364 Holdings
We essentially come across two main types of holdings Published and unpublished or
unknown holdings
You wont be very surprised when I tell you that there are standardized phrases for the entry
and exit of holding patterns More information on holding patterns can be found in the
chapter BASICS of Flight Training
ATC Lufthansa 123 hold at ROKIL (as published)
Pilot Lufthansa 123 holding at ROKIL (as published)
Holding patterns are not unforeseeable so ATC often prepares pilots that there will be a
holding pattern Often this includes the clearance to reduce your speed ndash perhaps you can
avoid the holding this way
ATC Lufthansa 123 expect holding at ROKIL reduce speed at own discretion
Pilot Lufthansa 123 expecting hold over ROKIL reducing to minimum clean speed
As always ndash if ATC does not give us the approval to reduce speed we can just ask him But
dont do it on your own Another aircraft may be on the same level behind us
Pilot Lufthansa 123 may we reduce to minimum clean speed
ATC Lufthansa 123 reduce speed at own discretion
Pilot Lufthansa 123 reducing minimum clean
If a pilot does not know the holding he was instructed to join he has to ask for instructions
ATC will then provide the necessary information to the pilot The holding instruction will
look like this
Fix | inbound course | turn direction | leg timedistance
Pilot Lufthansa 123 request holding instructions
ATC Lufthansa 123 hold over ROKIL inbound track 128 right turns leg time 1 minute
237 Types of Approaches
Next we will establish contact with approach control This is a local control station - as we
learned earlier we have to include the ATIS designator during the initial call A good time to
listen to the ATIS is around your top of descend
Pilot Muumlnchen Arrival Lufthansa 123 FL 185 for FL 180 information Bravo
ATC Lufthansa 123 Muumlnchen Arrival identified Bravo is correct
2371 STAR
This is what a clearance onto a STAR looks like
ATC Lufthansa 123 cleared BURAM 1M arrival
Pilot Lufthansa 123 cleared BURAM 1M arrival
2372 Transition (without Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition
Pilot Lufthansa 123 cleared ROKIL 26 transition
An instruction like this allows us to follow the lateral path of the transition ATC coordinates
and instructs all changes in altitude But We have to follow the speed restrictions indicated
on the charts anyway as long as the controller does not lift them
ATC Lufthansa 123 cleared ROKIL 26 transition no speed restriction
Pilot Lufthansa 123 cleared ROKIL 26 transition no speed restrictio
2373 Transition (with Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition and profile
Pilot Lufthansa 123 cleared ROKIL 26 transition and profi
Now we may follow the lateral and the vertical part of the transition We can now descend to
the altitudes indicated in the charts on own discretion there will be no further instructions on
altitude changes Of course we have to follow the speed restrictions as well
2374 Cleared Direct Waypoint or via waypoints
Another very common way to get a transition clearance is the phrase Cleared direct waypoint
or Cleared via waypoints If you hear something like this you fly directly to the instructed
point and from this point on follow the lateral part of the transition If the controller gives
you two or more waypoints you follow them in the correct order and then join the rest of the
transition You ndash again ndash have to adhere to the speed restrictions (what a surprise) As
always there are exceptions from the rules which you can find in the latest charts and in the
AIP
We will now fly to the RNAV waypoint associated with Munich Airport The designation
follows a simple concept as is the same for many airports ldquoDrdquo for Germany then one letter
to identify the airport the point is associated with in this case an ldquoMrdquo In Zurich they are
named ldquoZHrdquo followed by three figures Usually the controller does not include the leading
letters in a clearance but only uses the figures and assumes the pilot knows which airport
they are approaching so the pilot can do the maths himself and figure out which letters he
must include
ATC Lufthansa 123 cleared direct waypoint 425
Pilot Lufthansa 123 cleared direct waypoint 425
ATC Lufthansa 123 cleared via waypoints 425 and 429
Pilot Lufthansa 123 cleared via waypoints 425 and 429
ATTENTION Some transitions do not include the clearance to turn onto final approach If
you reach the last point of the downwind you have to hold the last flown track As always
you will find the detailed information and exceptions on the appropriate charts
2375 Approach Types
The approach itself will be commenced by an ILS a non precision approach or a visual
approach The clearances used for ILS and non precision approaches are more or less the
same a visual approach has a slightly different systematic
2376 ILS Approach
ATC Lufthansa 123 cleared ILS approach runway 26R
Pilot Lufthansa 123 cleared ILS approach runway 26
This is the most common form It includes
All ATC speed restrictions are now cancelled
Clearance to intercept the localizer and glide slope
Descend to the published intercept altitude of the standard approach
If an ATC does not want the aircraft to change its altitude he can either clear the aircraft to
intercept the localizer only In this case you may not intercept the glide slope without further
clearance or leave your current altitude Another way of preventing an altitude change is to
tell the pilot to maintain a specific altitude until a certain point ATC may also give a new
speed restriction
ATC Lufthansa 123 cleared Localizer runway 26R
Pilot Lufthansa 123 cleared Localizer 26R
or
ATC Lufthansa 123 cleared ILS runway 26R maintain 6000ft until glide slope intercept
Pilot Lufthansa 123 cleared Localizer 26R maintain 6000ft until glide slope intercept
2377 NDB-DME Approach
ATC Lufthansa 123 cleared NDB-DME Approach runway 26R
Pilot Lufthansa 123 cleared NDB-DME approach runway 26R
2378 VOR-DME Approach
ATC Lufthansa 123 cleared VOR-DME Approach runway 26R
Pilot Lufthansa 123 cleared VOR-DME Approach runway 26R
2379 Localizer DME Approach
ATC Lufthansa 123 cleared Localizer-DME Approach runway 26R
Pilot Lufthansa 123 cleared Localizer-DME Approach runway 26R
23710 Visual Approach
Before you receive a clearance for a visual approach during which the pilot has to have the
airport in sight at all times ATC needs to verify that the pilot has the airport in sight After
that he will issue the clearance for the visual approach From this point on the pilot is
responsible for his heading altitude and speed
ATC Lufthansa 123 field is at your 3 orsquoclock position range 5 miles report in sight
Pilot Lufthansa 123 field in sight
ATC Lufthansa 123 cleared visual approach runway 26R
Pilot Lufthansa 123 cleared visual approach runway 26R
23711 Report Established
Basically you should not report when you are established on final approach but ATC can ask
you to report it He can make a difference between Localizer ILS final track (during a non
precision approach) or final approach (visual approaches)
ILS
ATC Lufthansa 123 report established on ILS 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established ILS 26R
Localizer
ATC Lufthansa 123 report established on localizer runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established localizer runway 26R
At that point I want to remind you that there is no such a thing as fully established It is a
bad habit that also caught up in the real world to change established ILS runway xx to fully
established But This word does not exist and it can not exist if you really think about it
logically You are either established ILS runway xx (on localizer and glide slope) or you are
established localizer runway xx (localizer only glide slope has not been reached yet)
You will find further information on that topic in chapter Flight training
Final track
ATC Lufthansa 123 report established on NDB-DME approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final track NDB-DME approach runway 26R
Final approach
ATC Lufthansa 123 report established on final approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final approach runway 26R
23712 Visual Separation
ATC is responsible for the correct separation in all flight phases To be able to go below the
specified minima there is for example the option of visual separation First ATC checks
whether the succeeding pilot has the preceding aircraft in sight and whether he is able to
separate himself If this is the case ATC gives the responsibility for separation the succeeding
pilot
ATC Lufthansa 123 traffic is an Airbus A320 on 10 miles final 26R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation from mentioned traffic
Pilot Lufthansa 123 affirmative
ATC Lufthansa 123 maintain visual separation from Airbus A320 on 8 miles final
contact Tower on 118700
Pilot Lufthansa 123 maintain visual separation from A320 contact Tower on 118700
238 Landing Clearance
By now we are established on our final approach time to get in touch with the aerodrome
controller in the tower During initial contact we report what type of approach we are
conducting and which runway we are approaching Any differences from this procedure can
be found in the airport information If traffic permits we will get our landing clearance right
away and if not ATC will say a short hello and give us an information on how many aircraft
will be using the runway before us
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower continue approach number 3
Pilot Lufthansa 123 number 3
or
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower wind 270 degrees 12 knots runway 26R cleared
to land
Pilot Lufthansa 123 runway 26R cleared to land
2381 Go Around
There are several possibilities why an approach should or must be aborted be it the weather
or a utility lying around on the runway The pilot can decide to go around or ATC can
instruct him to do so
Pilot Lufthansa 123 going around
ATC Lufthansa 123 follow missed approach as published contact Arrival on frequency
128020
Pilot Lufthansa 123 Missed Approach as published contact Arrival on 128020
or
ATC Lufthansa 123 go around I say again go around Maintain runway heading climb
altitude 5000 feet
Pilot Lufthansa 123 going around Maintain runway heading climb altitude 5000 feet
239 Taxi to Gate
After we vacated the runway we will be guided to the parking position using the exact same
tools we covered in chapter 3122
ATC Lufthansa 123 taxi to gate 250 via W2
Pilot Taxi to gate 250 via W2 Lufthansa 123
Important After the taxi instruction leading us to a parking position we have to keep
watching the frequency until we finally reached our parking position ndash but there are no
further calls like On Blocks request engine shut down The flight is over at this point we
made it
24 Specials
There are some situations that are not used every day but it is very useful to have heard of
them
241 Visual ClimbDescend
This method is sometimes used to provide a smooth climb and descend Similar to the visual
separation we covered earlier the pilot is instructed to maintain his own separation from the
preceding traffic in order to go below the minimum separation It is very important that the
planes are in VMC and visual contact is held throughout the whole manoeuvre
ATC Lufthansa 123 confirm VMC
Pilot Lufthansa 123 in VMC
ATC Lufthansa 123 traffic is a Boeing 737 12 orsquoclock position range 5 miles
2000 feet high report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation to the traffic for
the next 5 minutes
Pilot Lufthansa 123 affirmative
ATC to
the other
aircraft)
Air Berlin 456 traffic is an Airbus A320 at your 6 orsquoclock position range 5
miles 2000 feet below I will climb him through your level
Other
aircraft Roger Air Berlin 456
ATC Lufthansa 123 climb FL150 maintain visual separation from mentioned
traffic for the next 5 minutes
Pilot Lufthansa 123 climbing FL150 maintaining visual separation from Boeing
737 for the next 5 minutes
242 Emergency
During an emergency you either alert ATC by transponder (setting it to 7700) or if possible
make your distress call on the radio
Pilot Mayday Mayday Mayday Lufthansa 123 declaring emergency
There is no standard phraseology after that ndash ATC and pilot communicate in the way the
situation requires The most important thing is that the pilot tells the controller what his
problem is and what his intentions are Only then ATC can provide the best service possible
243 Urgency Messages
Should there be a problem aboard that does not qualify as an emergency (eg a single engine
failure in a B52) you should use the phrase Panpan
Pilot Pan-Pan Pan-Pan Pan-Pan Lufthansa 123 technical problem
3 COM MU NICA TIO N
The following document will be split up into two parts The first part includes the basics of
communication and the methods employed on the network to correctly communicate
between other members The second will focus on the phraseology and the how-to of
speaking correctly on the frequency
31 ATC
When communicating with ATC we must be aware of the controllers frequency Using your
pilot client you may find the controllers frequency and tune your radio to it Once on the
frequency you may wait for an opening and begin your transmission by pressing your Push to
Talk Key (PTT) To discuss things with the controller that do not pertain to the flight at hand
you may choose to private message himher using the appropriate method for your software
32 Pilots
Having discussions with pilots is normally done via private chat unless on unicom Please
read your software manual in order to learn how to use private mesages
33 Unicom
The frequency for UNICOM on the VATSIM network is always 122800 It is strictly for text
transmission and reception only On UNICOM pilots shall announce their intentions and
actions to make other pilots aware of their position There is no ATC on UNICOM and pilots
should co-ordinate in order to resolve potential conflicts Lately many pilots are using voice
on UNICOM by accessing a channel through FSX and or setting up one ndash usually
rwliveatcnet122800 Please note that while this is acceptable the official means of
communication remains on text as not everyone uses or is able to use voice
34 Private Messaging and Voice Channels
Private messages are individual conversations between one VATSIM user and another You
may set up a private voice channel through your pilot client which saves a lot of typing
and distractions when trying to pilot your aircraft (especially usefull in busy sectors) It is
usually an alternative to private messaging with another user and more than one user may
enter the private channel at the same time
35 Contact Mes
From time to time you will receive a message from a controller or a network Supervisor that
simply reads contact me on XXXXXXX or Hello my name is XXXX and I am a
VATSIM Supervisor please contact me by typing chat XX_SUP and hit enter then typing
hello (or something similar)
These are important contacts and are not to be taken lightlyTHEY REQUIRE A
RESPONSE ASAP and should not be ignored
If it is a controller it usually means you have entered or are about to enter his sector
From a Supervisor it means that they wish to a) assist you in some way b) verify that you are
online and at your computer c) they may be reacting to a complaint by someone if you have
inadvertently made some error d) checking on you as you sent a wallop
36 How to of Communication
The main purpose of this document is not to teach people how to speak we hope you know
this already We are also not trying to teach you how to fly That is also a requirement What
we are trying to achieve here is to teach you how to COMMUNICATE using voice while
flying an altogether different skill
When flying with voice every time you key the microphone you will be using up valuable
airtime If every time you transmit each instruction takes say 20 seconds That could mean
that you and your controller only get one command understood and acted upon every 50
seconds or so by which time other aircraft could have missed a vital instruction ie flown
through an ILS localizer or missed a landing clearance So the main purpose of the training is
to learn how to COMMUNICATE with the minimum of fuss and delay so that the ldquoread-
backsrdquo can be passed to the controller without taking up too much of this valuable airtime
The key is Communication and this means that both the Pilot and the ATCO communicate
their instructions and understandings to each other There is nothing more frustrating for an
ATCO than dealing with pilots who do not communicate sufficiently but who simply reply
with a Roger or (even worse) an ok or Will Do So what are the main basics of voice
flying Well there are many but some of the most important lessons you can learn are these
THINK BEFORE TALKING this sounds obvious but so many people do not do this keying
the microphone and stumbling and stuttering through an instruction which they have not
prepared at all
An example of RT messages often heard from pilots online is Annnndummmm Charlie
Delta ummmm Yankee 662 ummm heading ummm 230 ummm flight level ummm 210
Correction Thatacutes flight level ummm 200 sorry not flight level 210 my mistake Charlie
Delta Yankee 662 Over out
This would take around 20 seconds to say
Compare it with Iberia 845 heading 290 flight level 150 inbound Trosa
This takes 5 seconds to say and is MUCH clearer to the controller Whatacutes the difference
Simple -The pilot KNEW what to say before starting to speak
37 Hints and Tips
To give you a few pointers here is a list of Doacutes and Donacutets of common things that people get
wrong when they first try using voice
38 DO
Wait your turn The radio might be busy but that isnt a reason to cut into someone
elses conversation with a controller It just creates even more delays Also listen out
to make sure that the pilot before you reads back his clearance that the controller has
given him before you make you call Remember while you or a controller is
transmitting nobody else can get a message through
Know what you intend to transmit before starting to talk
Be patient just because the controller is not speaking on the radio does not mean he
isnt doing any work In fact much of the work of a controller is done off-air
involving co-ordination with other fellow controllers updating flight strips looking
up clearances or typing instructions all of which take time
Wait a few seconds after joining a frequency before you transmit so you donrsquot
transmit in the middle of a conversation
Readback ALL clearances and instructions
If you dont understand an instruction then ask the controller to say the instruction
again or to explain what it means Use a private message if you dont want to say it
on the air
In order to avoid problems understanding your transmissions please make sure that
you have correctly set up AVC using the auto microphone configure function Also
worth a note for both ATC and pilots Vatsim is a global organization and has many
members to whom English will not be their first language so please spare a special
thought for our foreign counterparts and speak clearly and slowly
If you are unable to comply with an instruction from ATC then tell them so that they
can plan something else for you before it causes a problem with other aircraft in the
vicinity
39 DO NOT
Readback the winds or use the phrase winds copied in reply to a take off or landing
clearance its not needed
Reply standing by to an instruction to standby No reply is necessary at all
The use of the word over is not required
Use (NEGATIVE)
Misunderstand the difference between Flight Levels and Altitudes
310 Read Backs
It is very important to read back certain instructions that ATC give to you so that they know
that you have understood what they have told you It its not necessary to read back absolutely
everything the following list shows some important information that should be readback
Taxi instructions
Levelclimbingdescending instructions
Heading instructions
Speed instructions
Airways or route clearances
Approach clearances
Runway-in-use
Clearance to enter land on take-off on backtrack cross or hold short of any active
runway
Transponder operating instructions
Altimeter settings
Frequency changes
Type of radar service
So please note that when you are given your clearance on the ground do not just reply
Roger read back the clearance fully so that ATC can spot if you have misheard or
misinterpreted something they have said eg FL100 is spoken as flight level one hundred
and FL120 is spoken as flight level one two zero Note the word hundred must not be used
for headings
Another phrase used with climbsdescents is when ready This places the responsibility on
the pilot for deciding when to initiate his climbdescent Eg BAW123 when ready descend
FL80 to be level by BNN here the controller has introduced another phrase to be level by
as well
This means exactly what is says commence your descent when you want but you must have
reached FL80 when you arrive at BNN note at BNN not 50nm before please
If on the other hand you do not understand what ATC is communicating to you then it is
equally important that this is properly communicated to ATC as well if it is a case that you
did not understand the instruction then ask ATC to repeat the instruction by using the words
Say Again as part of your read back If it is a case of you not being able to follow the
instruction given then use the words Unable as part of your read back followed by the
reason why you are not able to comply
311 Initial Contact
Many new pilots log on to the network parked at a gate but then expect ATC to start the
communication and when nothing happens they usually log of frustrated due to lack of
success
The Initial Contact on the Ground MUST at all times come from the Pilot and in the
following format SpeedBird 123 B737 at Gate E43 Request IFR Clearance to Paris Orly
This starts the communication flow between Pilot and ATC
Other often heard mistakes my new pilots are those who log on to the network do all the
pre-take off checks FMS flight programming and then suddenly start communications by
saying Transavia 430 Request Taxi or even worse Transavia 430 Ready for Take Off`rdquo
In both cases here the pilot has jumped a few steps of the proper communication procedure
Similarly when ATC hands you over to another controller then you as the pilot need to start
the communication process with the new controller
312 Common Phraseology
The following list contains most common phrases to be used in voice by both pilots and
controllers
313 WordPhrase
Acknowledge Let me know that you have received and understood this message
Affirm Yes
Approved Permission for proposed action granted
Break Indicates a seperation between messages
Break Break Indicates the seperation between messages transmitted to different
aircraft in a busy environment
Cancel Annul the previously transmitted clearance
Changing to I intend to call (unit) on (frequency)
Check Examine a system or procedure (Not to be used in any other context
No answer is normally expected
Cleard Authorised to proceed under the conditions specified
Climb Climb and maintain
Confirm I request verification of (clearance instruction action information)
Contact Establish communications with (your details have been passed)
Correction An error has been made in this transmission ( or message indicated)
The correct version is
Descend Descend and maintain
Disregard Ignore
Hold short
Stop before reaching the specified location (only used in limited
circumstances where no defined point exists eg where there is no
suitably located holding point or to reinforce a clearance limit
How do you read What is the readability of my transmission
I say again I repeat for clarity and emphasis
Maintain Continue in accordance with the condition(s) specified or in its literal
sense eg Maintain VFR
Monitor Listen out on frequency (pilots should listen in on freq and what for
ATC to initiate the call
Negative No Permission not granted That is not correct or not capable
Pass your message Proceed with your message
Read back Repeat all or the specified part of this message back to me exactly
as received
Report Pass requested information
Request I should like to know or wish to obtain
Roger
I have received all your last transmission (Under no circumstances
to be used in reply to a question requiring a direct answer in the
affirmative (affirm) or negative (negative) context
Say again Repeat all or the following part of your last transmission
Speak slower Reduce your rate of speech
Standby Wait and I will call you (Standby is not an approval or denial Pilots
are not required to read back Standing by
Unable I cannot comply with your request instruction or clearance (Unable
is normally followed by a reason)
Wilco I understand your message and will comply with it (abbreviation for
comply)
Words twice
As a request Communication is difficult Please send every word
twice (As information since communication is difficult every word
in this message will be sent twice
The controller also could give the instruction to stop our climb before reaching the cleared
altitude
ATC Lufthansa 123 stop climb FL70
Pilot Lufthansa 123 stop climb FL70
Once we reach the border of a sector (either horizontally or vertically) the controller will
instruct us to contact the next station using the already known phraseology He could also tell
us to give further information to the next station eg our speed
ATC Lufthansa 123 report speed to Langen Radar frequency 127500
Pilot Lufthansa 123 will report speed to Langen Radar on frequency 127500
As always when we establish contact with a radar controller we have to report our current
altitude and if different the altitude we are cleared to ndash this is mandatory
Pilot Langen Radar Lufthansa 123 FL65 for FL70 speed 250 knots
ATC Lufthansa 123 Langen Radar identified climb FL230
Pilot Lufthansa 123 climbing FL230
235 Cruise
We are now cruising along on FL230 There are some situations we may face now but all of
them may appear in other flight phases as well
2351 Proceed Direct to
ATC could give us a short cut to a certain way point It can be part of our flight plan but
does not necessarily have to
ATC Lufthansa 123 proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 proceeding direct Dinkelsbuumlhel VOR
So now we proceed to that point from our present position If the waypoint is part of our
flight plan we follow our routing after that point
This is the same instruction but packed a little differently
ATC Lufthansa 123 after Konig NDB proceed direct Dinkelsbuumlhel VOR
Pilot Lufthansa 123 after Konig NDB proceeding direct Dinkelsbuumlhel VOR
So we follow our routing as planned until we reach KNG and turn towards DKB afterwards
If you dont get the name of the way point you can ask the controller to spell it (please spell
the name)
ATC Lufthansa 123 proceed direct ANEKI Alpha November Echo Kilo India
Pilot Proceeding direct Alpha November Echo Kilo India Lufthansa 123
2352 Changes to Route
ATC can give us a different routing for a segment
ATC Lufthansa 123 proceed direct Wuumlrzburg VOR thereafter proceed direct BURAM
Pilot Lufthansa 123 proceeding direct Wuumlrzburg VOR thereafter direct BURAM
2353 Heading and Vectors
Sometimes its necessary to have us turn away from the planned route by using vectors
which are simple headings we need to follow
ATC Lufthansa 123 turn right heading 180
Pilot Lufthansa 123 turning right heading 180
We can of course do the whole turn in the other direction as well
If ATC is not sure in which direction we need to turn he can issue an instruction without a
direction ndash we then turn in the direction where we have to turn the least
ATC Lufthansa 123 fly heading 180
Pilot Lufthansa 123 fly heading 180
236 Approach and Descend
2361 Descend
Slowly but steady we get closer to our destination and want to start descending In case ATC
did not work ahead and issued a descend clearance early we can of course draw the
controllers attention to us and just ask for descend
Pilot Lufthansa 123 request descent or Lufthansa 123 ready for descent
ATC Lufthansa 123 descend FL 180
Pilot Lufthansa 123 descending FL 180
In order to control the descend ATC has a few tools that can be used
2362 Instructing a Rate
ATC can instruct you to descend with a certain vertical speed
ATC Lufthansa 123 descend FL 180 at 2000 feet per minute (or greaterless)
Pilot Lufthansa 123 descending FL 180 at 2000 feet per minute (or greaterless)
2363 Descend Restrictions
If the controller wants us to be at a certain altitude atbehindabeambefore a specified
waypoint he gives an instruction like the following
ATC Lufthansa 123 descend FL 180 to be levelled at BURAM
Pilot Lufthansa 123 descending FL 180 to be levelled at BURAM
This means that we have to descend in a manner to reach BURAM at FL 180 we could also
reach it earlier if we wanted The net phrase is a little more restricting as we now have to
reach FL 180 exactly at BURAM not earlier not later ndash exactly
ATC Lufthansa 123 descend to reach FL 180 at BURAM
Pilot Lufthansa 123 descending to reach FL 180 at BURAM
The defined restriction does not have to be bound to a waypoint
ATC Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Pilot Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Sometimes a controller needs us to reach an altitude somewhere abeam a certain point In
order to follow that instruction we first need to know where that waypoint is That usually
happens when ATC issues vectors This is used if the controller needs us on a specific
altitude at a certain point and we are not following a routing or flying directly to a later
waypoint
ATC Lufthansa 123 descend to reach FL 180 abeam RENLO
Pilot Lufthansa 123 descend FL 180 to reach level abeam RENLO
As you see its an advantage to have all charts ndash en-route charts too ndash at hand and ready If
you do not have en-route charts most FMCs available for FS offer the option to enter a
waypoint on the FIX page (or similar) and sometimes even offer to insert an ABEAM
POINT (eg PMDG 737 NG)
Another option is to delay the beginning of descend until ATC can either tell us a certain
point where we have to start our descend or give us an early descend with the option to start
it whenever we want ndash as long as we meet the restrictions ATC gives us So we can maintain
our cruising altitude as long as we want If you prefer to stay high longer and then just drop
out of the sky thats fine if you want to do a steady slow descend you can do that as well
ATC Lufthansa 123 when passing Dinkelsbuumlhel descend FL 180
ATC Lufthansa 123 when ready descend to reach FL 180 at BURAM
You can find more important information on the topic descend (planning tactics execution)
in the chapter OPERATION of Flight Training
2364 Holdings
We essentially come across two main types of holdings Published and unpublished or
unknown holdings
You wont be very surprised when I tell you that there are standardized phrases for the entry
and exit of holding patterns More information on holding patterns can be found in the
chapter BASICS of Flight Training
ATC Lufthansa 123 hold at ROKIL (as published)
Pilot Lufthansa 123 holding at ROKIL (as published)
Holding patterns are not unforeseeable so ATC often prepares pilots that there will be a
holding pattern Often this includes the clearance to reduce your speed ndash perhaps you can
avoid the holding this way
ATC Lufthansa 123 expect holding at ROKIL reduce speed at own discretion
Pilot Lufthansa 123 expecting hold over ROKIL reducing to minimum clean speed
As always ndash if ATC does not give us the approval to reduce speed we can just ask him But
dont do it on your own Another aircraft may be on the same level behind us
Pilot Lufthansa 123 may we reduce to minimum clean speed
ATC Lufthansa 123 reduce speed at own discretion
Pilot Lufthansa 123 reducing minimum clean
If a pilot does not know the holding he was instructed to join he has to ask for instructions
ATC will then provide the necessary information to the pilot The holding instruction will
look like this
Fix | inbound course | turn direction | leg timedistance
Pilot Lufthansa 123 request holding instructions
ATC Lufthansa 123 hold over ROKIL inbound track 128 right turns leg time 1 minute
237 Types of Approaches
Next we will establish contact with approach control This is a local control station - as we
learned earlier we have to include the ATIS designator during the initial call A good time to
listen to the ATIS is around your top of descend
Pilot Muumlnchen Arrival Lufthansa 123 FL 185 for FL 180 information Bravo
ATC Lufthansa 123 Muumlnchen Arrival identified Bravo is correct
2371 STAR
This is what a clearance onto a STAR looks like
ATC Lufthansa 123 cleared BURAM 1M arrival
Pilot Lufthansa 123 cleared BURAM 1M arrival
2372 Transition (without Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition
Pilot Lufthansa 123 cleared ROKIL 26 transition
An instruction like this allows us to follow the lateral path of the transition ATC coordinates
and instructs all changes in altitude But We have to follow the speed restrictions indicated
on the charts anyway as long as the controller does not lift them
ATC Lufthansa 123 cleared ROKIL 26 transition no speed restriction
Pilot Lufthansa 123 cleared ROKIL 26 transition no speed restrictio
2373 Transition (with Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition and profile
Pilot Lufthansa 123 cleared ROKIL 26 transition and profi
Now we may follow the lateral and the vertical part of the transition We can now descend to
the altitudes indicated in the charts on own discretion there will be no further instructions on
altitude changes Of course we have to follow the speed restrictions as well
2374 Cleared Direct Waypoint or via waypoints
Another very common way to get a transition clearance is the phrase Cleared direct waypoint
or Cleared via waypoints If you hear something like this you fly directly to the instructed
point and from this point on follow the lateral part of the transition If the controller gives
you two or more waypoints you follow them in the correct order and then join the rest of the
transition You ndash again ndash have to adhere to the speed restrictions (what a surprise) As
always there are exceptions from the rules which you can find in the latest charts and in the
AIP
We will now fly to the RNAV waypoint associated with Munich Airport The designation
follows a simple concept as is the same for many airports ldquoDrdquo for Germany then one letter
to identify the airport the point is associated with in this case an ldquoMrdquo In Zurich they are
named ldquoZHrdquo followed by three figures Usually the controller does not include the leading
letters in a clearance but only uses the figures and assumes the pilot knows which airport
they are approaching so the pilot can do the maths himself and figure out which letters he
must include
ATC Lufthansa 123 cleared direct waypoint 425
Pilot Lufthansa 123 cleared direct waypoint 425
ATC Lufthansa 123 cleared via waypoints 425 and 429
Pilot Lufthansa 123 cleared via waypoints 425 and 429
ATTENTION Some transitions do not include the clearance to turn onto final approach If
you reach the last point of the downwind you have to hold the last flown track As always
you will find the detailed information and exceptions on the appropriate charts
2375 Approach Types
The approach itself will be commenced by an ILS a non precision approach or a visual
approach The clearances used for ILS and non precision approaches are more or less the
same a visual approach has a slightly different systematic
2376 ILS Approach
ATC Lufthansa 123 cleared ILS approach runway 26R
Pilot Lufthansa 123 cleared ILS approach runway 26
This is the most common form It includes
All ATC speed restrictions are now cancelled
Clearance to intercept the localizer and glide slope
Descend to the published intercept altitude of the standard approach
If an ATC does not want the aircraft to change its altitude he can either clear the aircraft to
intercept the localizer only In this case you may not intercept the glide slope without further
clearance or leave your current altitude Another way of preventing an altitude change is to
tell the pilot to maintain a specific altitude until a certain point ATC may also give a new
speed restriction
ATC Lufthansa 123 cleared Localizer runway 26R
Pilot Lufthansa 123 cleared Localizer 26R
or
ATC Lufthansa 123 cleared ILS runway 26R maintain 6000ft until glide slope intercept
Pilot Lufthansa 123 cleared Localizer 26R maintain 6000ft until glide slope intercept
2377 NDB-DME Approach
ATC Lufthansa 123 cleared NDB-DME Approach runway 26R
Pilot Lufthansa 123 cleared NDB-DME approach runway 26R
2378 VOR-DME Approach
ATC Lufthansa 123 cleared VOR-DME Approach runway 26R
Pilot Lufthansa 123 cleared VOR-DME Approach runway 26R
2379 Localizer DME Approach
ATC Lufthansa 123 cleared Localizer-DME Approach runway 26R
Pilot Lufthansa 123 cleared Localizer-DME Approach runway 26R
23710 Visual Approach
Before you receive a clearance for a visual approach during which the pilot has to have the
airport in sight at all times ATC needs to verify that the pilot has the airport in sight After
that he will issue the clearance for the visual approach From this point on the pilot is
responsible for his heading altitude and speed
ATC Lufthansa 123 field is at your 3 orsquoclock position range 5 miles report in sight
Pilot Lufthansa 123 field in sight
ATC Lufthansa 123 cleared visual approach runway 26R
Pilot Lufthansa 123 cleared visual approach runway 26R
23711 Report Established
Basically you should not report when you are established on final approach but ATC can ask
you to report it He can make a difference between Localizer ILS final track (during a non
precision approach) or final approach (visual approaches)
ILS
ATC Lufthansa 123 report established on ILS 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established ILS 26R
Localizer
ATC Lufthansa 123 report established on localizer runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established localizer runway 26R
At that point I want to remind you that there is no such a thing as fully established It is a
bad habit that also caught up in the real world to change established ILS runway xx to fully
established But This word does not exist and it can not exist if you really think about it
logically You are either established ILS runway xx (on localizer and glide slope) or you are
established localizer runway xx (localizer only glide slope has not been reached yet)
You will find further information on that topic in chapter Flight training
Final track
ATC Lufthansa 123 report established on NDB-DME approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final track NDB-DME approach runway 26R
Final approach
ATC Lufthansa 123 report established on final approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final approach runway 26R
23712 Visual Separation
ATC is responsible for the correct separation in all flight phases To be able to go below the
specified minima there is for example the option of visual separation First ATC checks
whether the succeeding pilot has the preceding aircraft in sight and whether he is able to
separate himself If this is the case ATC gives the responsibility for separation the succeeding
pilot
ATC Lufthansa 123 traffic is an Airbus A320 on 10 miles final 26R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation from mentioned traffic
Pilot Lufthansa 123 affirmative
ATC Lufthansa 123 maintain visual separation from Airbus A320 on 8 miles final
contact Tower on 118700
Pilot Lufthansa 123 maintain visual separation from A320 contact Tower on 118700
238 Landing Clearance
By now we are established on our final approach time to get in touch with the aerodrome
controller in the tower During initial contact we report what type of approach we are
conducting and which runway we are approaching Any differences from this procedure can
be found in the airport information If traffic permits we will get our landing clearance right
away and if not ATC will say a short hello and give us an information on how many aircraft
will be using the runway before us
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower continue approach number 3
Pilot Lufthansa 123 number 3
or
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower wind 270 degrees 12 knots runway 26R cleared
to land
Pilot Lufthansa 123 runway 26R cleared to land
2381 Go Around
There are several possibilities why an approach should or must be aborted be it the weather
or a utility lying around on the runway The pilot can decide to go around or ATC can
instruct him to do so
Pilot Lufthansa 123 going around
ATC Lufthansa 123 follow missed approach as published contact Arrival on frequency
128020
Pilot Lufthansa 123 Missed Approach as published contact Arrival on 128020
or
ATC Lufthansa 123 go around I say again go around Maintain runway heading climb
altitude 5000 feet
Pilot Lufthansa 123 going around Maintain runway heading climb altitude 5000 feet
239 Taxi to Gate
After we vacated the runway we will be guided to the parking position using the exact same
tools we covered in chapter 3122
ATC Lufthansa 123 taxi to gate 250 via W2
Pilot Taxi to gate 250 via W2 Lufthansa 123
Important After the taxi instruction leading us to a parking position we have to keep
watching the frequency until we finally reached our parking position ndash but there are no
further calls like On Blocks request engine shut down The flight is over at this point we
made it
24 Specials
There are some situations that are not used every day but it is very useful to have heard of
them
241 Visual ClimbDescend
This method is sometimes used to provide a smooth climb and descend Similar to the visual
separation we covered earlier the pilot is instructed to maintain his own separation from the
preceding traffic in order to go below the minimum separation It is very important that the
planes are in VMC and visual contact is held throughout the whole manoeuvre
ATC Lufthansa 123 confirm VMC
Pilot Lufthansa 123 in VMC
ATC Lufthansa 123 traffic is a Boeing 737 12 orsquoclock position range 5 miles
2000 feet high report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation to the traffic for
the next 5 minutes
Pilot Lufthansa 123 affirmative
ATC to
the other
aircraft)
Air Berlin 456 traffic is an Airbus A320 at your 6 orsquoclock position range 5
miles 2000 feet below I will climb him through your level
Other
aircraft Roger Air Berlin 456
ATC Lufthansa 123 climb FL150 maintain visual separation from mentioned
traffic for the next 5 minutes
Pilot Lufthansa 123 climbing FL150 maintaining visual separation from Boeing
737 for the next 5 minutes
242 Emergency
During an emergency you either alert ATC by transponder (setting it to 7700) or if possible
make your distress call on the radio
Pilot Mayday Mayday Mayday Lufthansa 123 declaring emergency
There is no standard phraseology after that ndash ATC and pilot communicate in the way the
situation requires The most important thing is that the pilot tells the controller what his
problem is and what his intentions are Only then ATC can provide the best service possible
243 Urgency Messages
Should there be a problem aboard that does not qualify as an emergency (eg a single engine
failure in a B52) you should use the phrase Panpan
Pilot Pan-Pan Pan-Pan Pan-Pan Lufthansa 123 technical problem
3 COM MU NICA TIO N
The following document will be split up into two parts The first part includes the basics of
communication and the methods employed on the network to correctly communicate
between other members The second will focus on the phraseology and the how-to of
speaking correctly on the frequency
31 ATC
When communicating with ATC we must be aware of the controllers frequency Using your
pilot client you may find the controllers frequency and tune your radio to it Once on the
frequency you may wait for an opening and begin your transmission by pressing your Push to
Talk Key (PTT) To discuss things with the controller that do not pertain to the flight at hand
you may choose to private message himher using the appropriate method for your software
32 Pilots
Having discussions with pilots is normally done via private chat unless on unicom Please
read your software manual in order to learn how to use private mesages
33 Unicom
The frequency for UNICOM on the VATSIM network is always 122800 It is strictly for text
transmission and reception only On UNICOM pilots shall announce their intentions and
actions to make other pilots aware of their position There is no ATC on UNICOM and pilots
should co-ordinate in order to resolve potential conflicts Lately many pilots are using voice
on UNICOM by accessing a channel through FSX and or setting up one ndash usually
rwliveatcnet122800 Please note that while this is acceptable the official means of
communication remains on text as not everyone uses or is able to use voice
34 Private Messaging and Voice Channels
Private messages are individual conversations between one VATSIM user and another You
may set up a private voice channel through your pilot client which saves a lot of typing
and distractions when trying to pilot your aircraft (especially usefull in busy sectors) It is
usually an alternative to private messaging with another user and more than one user may
enter the private channel at the same time
35 Contact Mes
From time to time you will receive a message from a controller or a network Supervisor that
simply reads contact me on XXXXXXX or Hello my name is XXXX and I am a
VATSIM Supervisor please contact me by typing chat XX_SUP and hit enter then typing
hello (or something similar)
These are important contacts and are not to be taken lightlyTHEY REQUIRE A
RESPONSE ASAP and should not be ignored
If it is a controller it usually means you have entered or are about to enter his sector
From a Supervisor it means that they wish to a) assist you in some way b) verify that you are
online and at your computer c) they may be reacting to a complaint by someone if you have
inadvertently made some error d) checking on you as you sent a wallop
36 How to of Communication
The main purpose of this document is not to teach people how to speak we hope you know
this already We are also not trying to teach you how to fly That is also a requirement What
we are trying to achieve here is to teach you how to COMMUNICATE using voice while
flying an altogether different skill
When flying with voice every time you key the microphone you will be using up valuable
airtime If every time you transmit each instruction takes say 20 seconds That could mean
that you and your controller only get one command understood and acted upon every 50
seconds or so by which time other aircraft could have missed a vital instruction ie flown
through an ILS localizer or missed a landing clearance So the main purpose of the training is
to learn how to COMMUNICATE with the minimum of fuss and delay so that the ldquoread-
backsrdquo can be passed to the controller without taking up too much of this valuable airtime
The key is Communication and this means that both the Pilot and the ATCO communicate
their instructions and understandings to each other There is nothing more frustrating for an
ATCO than dealing with pilots who do not communicate sufficiently but who simply reply
with a Roger or (even worse) an ok or Will Do So what are the main basics of voice
flying Well there are many but some of the most important lessons you can learn are these
THINK BEFORE TALKING this sounds obvious but so many people do not do this keying
the microphone and stumbling and stuttering through an instruction which they have not
prepared at all
An example of RT messages often heard from pilots online is Annnndummmm Charlie
Delta ummmm Yankee 662 ummm heading ummm 230 ummm flight level ummm 210
Correction Thatacutes flight level ummm 200 sorry not flight level 210 my mistake Charlie
Delta Yankee 662 Over out
This would take around 20 seconds to say
Compare it with Iberia 845 heading 290 flight level 150 inbound Trosa
This takes 5 seconds to say and is MUCH clearer to the controller Whatacutes the difference
Simple -The pilot KNEW what to say before starting to speak
37 Hints and Tips
To give you a few pointers here is a list of Doacutes and Donacutets of common things that people get
wrong when they first try using voice
38 DO
Wait your turn The radio might be busy but that isnt a reason to cut into someone
elses conversation with a controller It just creates even more delays Also listen out
to make sure that the pilot before you reads back his clearance that the controller has
given him before you make you call Remember while you or a controller is
transmitting nobody else can get a message through
Know what you intend to transmit before starting to talk
Be patient just because the controller is not speaking on the radio does not mean he
isnt doing any work In fact much of the work of a controller is done off-air
involving co-ordination with other fellow controllers updating flight strips looking
up clearances or typing instructions all of which take time
Wait a few seconds after joining a frequency before you transmit so you donrsquot
transmit in the middle of a conversation
Readback ALL clearances and instructions
If you dont understand an instruction then ask the controller to say the instruction
again or to explain what it means Use a private message if you dont want to say it
on the air
In order to avoid problems understanding your transmissions please make sure that
you have correctly set up AVC using the auto microphone configure function Also
worth a note for both ATC and pilots Vatsim is a global organization and has many
members to whom English will not be their first language so please spare a special
thought for our foreign counterparts and speak clearly and slowly
If you are unable to comply with an instruction from ATC then tell them so that they
can plan something else for you before it causes a problem with other aircraft in the
vicinity
39 DO NOT
Readback the winds or use the phrase winds copied in reply to a take off or landing
clearance its not needed
Reply standing by to an instruction to standby No reply is necessary at all
The use of the word over is not required
Use (NEGATIVE)
Misunderstand the difference between Flight Levels and Altitudes
310 Read Backs
It is very important to read back certain instructions that ATC give to you so that they know
that you have understood what they have told you It its not necessary to read back absolutely
everything the following list shows some important information that should be readback
Taxi instructions
Levelclimbingdescending instructions
Heading instructions
Speed instructions
Airways or route clearances
Approach clearances
Runway-in-use
Clearance to enter land on take-off on backtrack cross or hold short of any active
runway
Transponder operating instructions
Altimeter settings
Frequency changes
Type of radar service
So please note that when you are given your clearance on the ground do not just reply
Roger read back the clearance fully so that ATC can spot if you have misheard or
misinterpreted something they have said eg FL100 is spoken as flight level one hundred
and FL120 is spoken as flight level one two zero Note the word hundred must not be used
for headings
Another phrase used with climbsdescents is when ready This places the responsibility on
the pilot for deciding when to initiate his climbdescent Eg BAW123 when ready descend
FL80 to be level by BNN here the controller has introduced another phrase to be level by
as well
This means exactly what is says commence your descent when you want but you must have
reached FL80 when you arrive at BNN note at BNN not 50nm before please
If on the other hand you do not understand what ATC is communicating to you then it is
equally important that this is properly communicated to ATC as well if it is a case that you
did not understand the instruction then ask ATC to repeat the instruction by using the words
Say Again as part of your read back If it is a case of you not being able to follow the
instruction given then use the words Unable as part of your read back followed by the
reason why you are not able to comply
311 Initial Contact
Many new pilots log on to the network parked at a gate but then expect ATC to start the
communication and when nothing happens they usually log of frustrated due to lack of
success
The Initial Contact on the Ground MUST at all times come from the Pilot and in the
following format SpeedBird 123 B737 at Gate E43 Request IFR Clearance to Paris Orly
This starts the communication flow between Pilot and ATC
Other often heard mistakes my new pilots are those who log on to the network do all the
pre-take off checks FMS flight programming and then suddenly start communications by
saying Transavia 430 Request Taxi or even worse Transavia 430 Ready for Take Off`rdquo
In both cases here the pilot has jumped a few steps of the proper communication procedure
Similarly when ATC hands you over to another controller then you as the pilot need to start
the communication process with the new controller
312 Common Phraseology
The following list contains most common phrases to be used in voice by both pilots and
controllers
313 WordPhrase
Acknowledge Let me know that you have received and understood this message
Affirm Yes
Approved Permission for proposed action granted
Break Indicates a seperation between messages
Break Break Indicates the seperation between messages transmitted to different
aircraft in a busy environment
Cancel Annul the previously transmitted clearance
Changing to I intend to call (unit) on (frequency)
Check Examine a system or procedure (Not to be used in any other context
No answer is normally expected
Cleard Authorised to proceed under the conditions specified
Climb Climb and maintain
Confirm I request verification of (clearance instruction action information)
Contact Establish communications with (your details have been passed)
Correction An error has been made in this transmission ( or message indicated)
The correct version is
Descend Descend and maintain
Disregard Ignore
Hold short
Stop before reaching the specified location (only used in limited
circumstances where no defined point exists eg where there is no
suitably located holding point or to reinforce a clearance limit
How do you read What is the readability of my transmission
I say again I repeat for clarity and emphasis
Maintain Continue in accordance with the condition(s) specified or in its literal
sense eg Maintain VFR
Monitor Listen out on frequency (pilots should listen in on freq and what for
ATC to initiate the call
Negative No Permission not granted That is not correct or not capable
Pass your message Proceed with your message
Read back Repeat all or the specified part of this message back to me exactly
as received
Report Pass requested information
Request I should like to know or wish to obtain
Roger
I have received all your last transmission (Under no circumstances
to be used in reply to a question requiring a direct answer in the
affirmative (affirm) or negative (negative) context
Say again Repeat all or the following part of your last transmission
Speak slower Reduce your rate of speech
Standby Wait and I will call you (Standby is not an approval or denial Pilots
are not required to read back Standing by
Unable I cannot comply with your request instruction or clearance (Unable
is normally followed by a reason)
Wilco I understand your message and will comply with it (abbreviation for
comply)
Words twice
As a request Communication is difficult Please send every word
twice (As information since communication is difficult every word
in this message will be sent twice
2352 Changes to Route
ATC can give us a different routing for a segment
ATC Lufthansa 123 proceed direct Wuumlrzburg VOR thereafter proceed direct BURAM
Pilot Lufthansa 123 proceeding direct Wuumlrzburg VOR thereafter direct BURAM
2353 Heading and Vectors
Sometimes its necessary to have us turn away from the planned route by using vectors
which are simple headings we need to follow
ATC Lufthansa 123 turn right heading 180
Pilot Lufthansa 123 turning right heading 180
We can of course do the whole turn in the other direction as well
If ATC is not sure in which direction we need to turn he can issue an instruction without a
direction ndash we then turn in the direction where we have to turn the least
ATC Lufthansa 123 fly heading 180
Pilot Lufthansa 123 fly heading 180
236 Approach and Descend
2361 Descend
Slowly but steady we get closer to our destination and want to start descending In case ATC
did not work ahead and issued a descend clearance early we can of course draw the
controllers attention to us and just ask for descend
Pilot Lufthansa 123 request descent or Lufthansa 123 ready for descent
ATC Lufthansa 123 descend FL 180
Pilot Lufthansa 123 descending FL 180
In order to control the descend ATC has a few tools that can be used
2362 Instructing a Rate
ATC can instruct you to descend with a certain vertical speed
ATC Lufthansa 123 descend FL 180 at 2000 feet per minute (or greaterless)
Pilot Lufthansa 123 descending FL 180 at 2000 feet per minute (or greaterless)
2363 Descend Restrictions
If the controller wants us to be at a certain altitude atbehindabeambefore a specified
waypoint he gives an instruction like the following
ATC Lufthansa 123 descend FL 180 to be levelled at BURAM
Pilot Lufthansa 123 descending FL 180 to be levelled at BURAM
This means that we have to descend in a manner to reach BURAM at FL 180 we could also
reach it earlier if we wanted The net phrase is a little more restricting as we now have to
reach FL 180 exactly at BURAM not earlier not later ndash exactly
ATC Lufthansa 123 descend to reach FL 180 at BURAM
Pilot Lufthansa 123 descending to reach FL 180 at BURAM
The defined restriction does not have to be bound to a waypoint
ATC Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Pilot Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Sometimes a controller needs us to reach an altitude somewhere abeam a certain point In
order to follow that instruction we first need to know where that waypoint is That usually
happens when ATC issues vectors This is used if the controller needs us on a specific
altitude at a certain point and we are not following a routing or flying directly to a later
waypoint
ATC Lufthansa 123 descend to reach FL 180 abeam RENLO
Pilot Lufthansa 123 descend FL 180 to reach level abeam RENLO
As you see its an advantage to have all charts ndash en-route charts too ndash at hand and ready If
you do not have en-route charts most FMCs available for FS offer the option to enter a
waypoint on the FIX page (or similar) and sometimes even offer to insert an ABEAM
POINT (eg PMDG 737 NG)
Another option is to delay the beginning of descend until ATC can either tell us a certain
point where we have to start our descend or give us an early descend with the option to start
it whenever we want ndash as long as we meet the restrictions ATC gives us So we can maintain
our cruising altitude as long as we want If you prefer to stay high longer and then just drop
out of the sky thats fine if you want to do a steady slow descend you can do that as well
ATC Lufthansa 123 when passing Dinkelsbuumlhel descend FL 180
ATC Lufthansa 123 when ready descend to reach FL 180 at BURAM
You can find more important information on the topic descend (planning tactics execution)
in the chapter OPERATION of Flight Training
2364 Holdings
We essentially come across two main types of holdings Published and unpublished or
unknown holdings
You wont be very surprised when I tell you that there are standardized phrases for the entry
and exit of holding patterns More information on holding patterns can be found in the
chapter BASICS of Flight Training
ATC Lufthansa 123 hold at ROKIL (as published)
Pilot Lufthansa 123 holding at ROKIL (as published)
Holding patterns are not unforeseeable so ATC often prepares pilots that there will be a
holding pattern Often this includes the clearance to reduce your speed ndash perhaps you can
avoid the holding this way
ATC Lufthansa 123 expect holding at ROKIL reduce speed at own discretion
Pilot Lufthansa 123 expecting hold over ROKIL reducing to minimum clean speed
As always ndash if ATC does not give us the approval to reduce speed we can just ask him But
dont do it on your own Another aircraft may be on the same level behind us
Pilot Lufthansa 123 may we reduce to minimum clean speed
ATC Lufthansa 123 reduce speed at own discretion
Pilot Lufthansa 123 reducing minimum clean
If a pilot does not know the holding he was instructed to join he has to ask for instructions
ATC will then provide the necessary information to the pilot The holding instruction will
look like this
Fix | inbound course | turn direction | leg timedistance
Pilot Lufthansa 123 request holding instructions
ATC Lufthansa 123 hold over ROKIL inbound track 128 right turns leg time 1 minute
237 Types of Approaches
Next we will establish contact with approach control This is a local control station - as we
learned earlier we have to include the ATIS designator during the initial call A good time to
listen to the ATIS is around your top of descend
Pilot Muumlnchen Arrival Lufthansa 123 FL 185 for FL 180 information Bravo
ATC Lufthansa 123 Muumlnchen Arrival identified Bravo is correct
2371 STAR
This is what a clearance onto a STAR looks like
ATC Lufthansa 123 cleared BURAM 1M arrival
Pilot Lufthansa 123 cleared BURAM 1M arrival
2372 Transition (without Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition
Pilot Lufthansa 123 cleared ROKIL 26 transition
An instruction like this allows us to follow the lateral path of the transition ATC coordinates
and instructs all changes in altitude But We have to follow the speed restrictions indicated
on the charts anyway as long as the controller does not lift them
ATC Lufthansa 123 cleared ROKIL 26 transition no speed restriction
Pilot Lufthansa 123 cleared ROKIL 26 transition no speed restrictio
2373 Transition (with Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition and profile
Pilot Lufthansa 123 cleared ROKIL 26 transition and profi
Now we may follow the lateral and the vertical part of the transition We can now descend to
the altitudes indicated in the charts on own discretion there will be no further instructions on
altitude changes Of course we have to follow the speed restrictions as well
2374 Cleared Direct Waypoint or via waypoints
Another very common way to get a transition clearance is the phrase Cleared direct waypoint
or Cleared via waypoints If you hear something like this you fly directly to the instructed
point and from this point on follow the lateral part of the transition If the controller gives
you two or more waypoints you follow them in the correct order and then join the rest of the
transition You ndash again ndash have to adhere to the speed restrictions (what a surprise) As
always there are exceptions from the rules which you can find in the latest charts and in the
AIP
We will now fly to the RNAV waypoint associated with Munich Airport The designation
follows a simple concept as is the same for many airports ldquoDrdquo for Germany then one letter
to identify the airport the point is associated with in this case an ldquoMrdquo In Zurich they are
named ldquoZHrdquo followed by three figures Usually the controller does not include the leading
letters in a clearance but only uses the figures and assumes the pilot knows which airport
they are approaching so the pilot can do the maths himself and figure out which letters he
must include
ATC Lufthansa 123 cleared direct waypoint 425
Pilot Lufthansa 123 cleared direct waypoint 425
ATC Lufthansa 123 cleared via waypoints 425 and 429
Pilot Lufthansa 123 cleared via waypoints 425 and 429
ATTENTION Some transitions do not include the clearance to turn onto final approach If
you reach the last point of the downwind you have to hold the last flown track As always
you will find the detailed information and exceptions on the appropriate charts
2375 Approach Types
The approach itself will be commenced by an ILS a non precision approach or a visual
approach The clearances used for ILS and non precision approaches are more or less the
same a visual approach has a slightly different systematic
2376 ILS Approach
ATC Lufthansa 123 cleared ILS approach runway 26R
Pilot Lufthansa 123 cleared ILS approach runway 26
This is the most common form It includes
All ATC speed restrictions are now cancelled
Clearance to intercept the localizer and glide slope
Descend to the published intercept altitude of the standard approach
If an ATC does not want the aircraft to change its altitude he can either clear the aircraft to
intercept the localizer only In this case you may not intercept the glide slope without further
clearance or leave your current altitude Another way of preventing an altitude change is to
tell the pilot to maintain a specific altitude until a certain point ATC may also give a new
speed restriction
ATC Lufthansa 123 cleared Localizer runway 26R
Pilot Lufthansa 123 cleared Localizer 26R
or
ATC Lufthansa 123 cleared ILS runway 26R maintain 6000ft until glide slope intercept
Pilot Lufthansa 123 cleared Localizer 26R maintain 6000ft until glide slope intercept
2377 NDB-DME Approach
ATC Lufthansa 123 cleared NDB-DME Approach runway 26R
Pilot Lufthansa 123 cleared NDB-DME approach runway 26R
2378 VOR-DME Approach
ATC Lufthansa 123 cleared VOR-DME Approach runway 26R
Pilot Lufthansa 123 cleared VOR-DME Approach runway 26R
2379 Localizer DME Approach
ATC Lufthansa 123 cleared Localizer-DME Approach runway 26R
Pilot Lufthansa 123 cleared Localizer-DME Approach runway 26R
23710 Visual Approach
Before you receive a clearance for a visual approach during which the pilot has to have the
airport in sight at all times ATC needs to verify that the pilot has the airport in sight After
that he will issue the clearance for the visual approach From this point on the pilot is
responsible for his heading altitude and speed
ATC Lufthansa 123 field is at your 3 orsquoclock position range 5 miles report in sight
Pilot Lufthansa 123 field in sight
ATC Lufthansa 123 cleared visual approach runway 26R
Pilot Lufthansa 123 cleared visual approach runway 26R
23711 Report Established
Basically you should not report when you are established on final approach but ATC can ask
you to report it He can make a difference between Localizer ILS final track (during a non
precision approach) or final approach (visual approaches)
ILS
ATC Lufthansa 123 report established on ILS 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established ILS 26R
Localizer
ATC Lufthansa 123 report established on localizer runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established localizer runway 26R
At that point I want to remind you that there is no such a thing as fully established It is a
bad habit that also caught up in the real world to change established ILS runway xx to fully
established But This word does not exist and it can not exist if you really think about it
logically You are either established ILS runway xx (on localizer and glide slope) or you are
established localizer runway xx (localizer only glide slope has not been reached yet)
You will find further information on that topic in chapter Flight training
Final track
ATC Lufthansa 123 report established on NDB-DME approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final track NDB-DME approach runway 26R
Final approach
ATC Lufthansa 123 report established on final approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final approach runway 26R
23712 Visual Separation
ATC is responsible for the correct separation in all flight phases To be able to go below the
specified minima there is for example the option of visual separation First ATC checks
whether the succeeding pilot has the preceding aircraft in sight and whether he is able to
separate himself If this is the case ATC gives the responsibility for separation the succeeding
pilot
ATC Lufthansa 123 traffic is an Airbus A320 on 10 miles final 26R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation from mentioned traffic
Pilot Lufthansa 123 affirmative
ATC Lufthansa 123 maintain visual separation from Airbus A320 on 8 miles final
contact Tower on 118700
Pilot Lufthansa 123 maintain visual separation from A320 contact Tower on 118700
238 Landing Clearance
By now we are established on our final approach time to get in touch with the aerodrome
controller in the tower During initial contact we report what type of approach we are
conducting and which runway we are approaching Any differences from this procedure can
be found in the airport information If traffic permits we will get our landing clearance right
away and if not ATC will say a short hello and give us an information on how many aircraft
will be using the runway before us
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower continue approach number 3
Pilot Lufthansa 123 number 3
or
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower wind 270 degrees 12 knots runway 26R cleared
to land
Pilot Lufthansa 123 runway 26R cleared to land
2381 Go Around
There are several possibilities why an approach should or must be aborted be it the weather
or a utility lying around on the runway The pilot can decide to go around or ATC can
instruct him to do so
Pilot Lufthansa 123 going around
ATC Lufthansa 123 follow missed approach as published contact Arrival on frequency
128020
Pilot Lufthansa 123 Missed Approach as published contact Arrival on 128020
or
ATC Lufthansa 123 go around I say again go around Maintain runway heading climb
altitude 5000 feet
Pilot Lufthansa 123 going around Maintain runway heading climb altitude 5000 feet
239 Taxi to Gate
After we vacated the runway we will be guided to the parking position using the exact same
tools we covered in chapter 3122
ATC Lufthansa 123 taxi to gate 250 via W2
Pilot Taxi to gate 250 via W2 Lufthansa 123
Important After the taxi instruction leading us to a parking position we have to keep
watching the frequency until we finally reached our parking position ndash but there are no
further calls like On Blocks request engine shut down The flight is over at this point we
made it
24 Specials
There are some situations that are not used every day but it is very useful to have heard of
them
241 Visual ClimbDescend
This method is sometimes used to provide a smooth climb and descend Similar to the visual
separation we covered earlier the pilot is instructed to maintain his own separation from the
preceding traffic in order to go below the minimum separation It is very important that the
planes are in VMC and visual contact is held throughout the whole manoeuvre
ATC Lufthansa 123 confirm VMC
Pilot Lufthansa 123 in VMC
ATC Lufthansa 123 traffic is a Boeing 737 12 orsquoclock position range 5 miles
2000 feet high report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation to the traffic for
the next 5 minutes
Pilot Lufthansa 123 affirmative
ATC to
the other
aircraft)
Air Berlin 456 traffic is an Airbus A320 at your 6 orsquoclock position range 5
miles 2000 feet below I will climb him through your level
Other
aircraft Roger Air Berlin 456
ATC Lufthansa 123 climb FL150 maintain visual separation from mentioned
traffic for the next 5 minutes
Pilot Lufthansa 123 climbing FL150 maintaining visual separation from Boeing
737 for the next 5 minutes
242 Emergency
During an emergency you either alert ATC by transponder (setting it to 7700) or if possible
make your distress call on the radio
Pilot Mayday Mayday Mayday Lufthansa 123 declaring emergency
There is no standard phraseology after that ndash ATC and pilot communicate in the way the
situation requires The most important thing is that the pilot tells the controller what his
problem is and what his intentions are Only then ATC can provide the best service possible
243 Urgency Messages
Should there be a problem aboard that does not qualify as an emergency (eg a single engine
failure in a B52) you should use the phrase Panpan
Pilot Pan-Pan Pan-Pan Pan-Pan Lufthansa 123 technical problem
3 COM MU NICA TIO N
The following document will be split up into two parts The first part includes the basics of
communication and the methods employed on the network to correctly communicate
between other members The second will focus on the phraseology and the how-to of
speaking correctly on the frequency
31 ATC
When communicating with ATC we must be aware of the controllers frequency Using your
pilot client you may find the controllers frequency and tune your radio to it Once on the
frequency you may wait for an opening and begin your transmission by pressing your Push to
Talk Key (PTT) To discuss things with the controller that do not pertain to the flight at hand
you may choose to private message himher using the appropriate method for your software
32 Pilots
Having discussions with pilots is normally done via private chat unless on unicom Please
read your software manual in order to learn how to use private mesages
33 Unicom
The frequency for UNICOM on the VATSIM network is always 122800 It is strictly for text
transmission and reception only On UNICOM pilots shall announce their intentions and
actions to make other pilots aware of their position There is no ATC on UNICOM and pilots
should co-ordinate in order to resolve potential conflicts Lately many pilots are using voice
on UNICOM by accessing a channel through FSX and or setting up one ndash usually
rwliveatcnet122800 Please note that while this is acceptable the official means of
communication remains on text as not everyone uses or is able to use voice
34 Private Messaging and Voice Channels
Private messages are individual conversations between one VATSIM user and another You
may set up a private voice channel through your pilot client which saves a lot of typing
and distractions when trying to pilot your aircraft (especially usefull in busy sectors) It is
usually an alternative to private messaging with another user and more than one user may
enter the private channel at the same time
35 Contact Mes
From time to time you will receive a message from a controller or a network Supervisor that
simply reads contact me on XXXXXXX or Hello my name is XXXX and I am a
VATSIM Supervisor please contact me by typing chat XX_SUP and hit enter then typing
hello (or something similar)
These are important contacts and are not to be taken lightlyTHEY REQUIRE A
RESPONSE ASAP and should not be ignored
If it is a controller it usually means you have entered or are about to enter his sector
From a Supervisor it means that they wish to a) assist you in some way b) verify that you are
online and at your computer c) they may be reacting to a complaint by someone if you have
inadvertently made some error d) checking on you as you sent a wallop
36 How to of Communication
The main purpose of this document is not to teach people how to speak we hope you know
this already We are also not trying to teach you how to fly That is also a requirement What
we are trying to achieve here is to teach you how to COMMUNICATE using voice while
flying an altogether different skill
When flying with voice every time you key the microphone you will be using up valuable
airtime If every time you transmit each instruction takes say 20 seconds That could mean
that you and your controller only get one command understood and acted upon every 50
seconds or so by which time other aircraft could have missed a vital instruction ie flown
through an ILS localizer or missed a landing clearance So the main purpose of the training is
to learn how to COMMUNICATE with the minimum of fuss and delay so that the ldquoread-
backsrdquo can be passed to the controller without taking up too much of this valuable airtime
The key is Communication and this means that both the Pilot and the ATCO communicate
their instructions and understandings to each other There is nothing more frustrating for an
ATCO than dealing with pilots who do not communicate sufficiently but who simply reply
with a Roger or (even worse) an ok or Will Do So what are the main basics of voice
flying Well there are many but some of the most important lessons you can learn are these
THINK BEFORE TALKING this sounds obvious but so many people do not do this keying
the microphone and stumbling and stuttering through an instruction which they have not
prepared at all
An example of RT messages often heard from pilots online is Annnndummmm Charlie
Delta ummmm Yankee 662 ummm heading ummm 230 ummm flight level ummm 210
Correction Thatacutes flight level ummm 200 sorry not flight level 210 my mistake Charlie
Delta Yankee 662 Over out
This would take around 20 seconds to say
Compare it with Iberia 845 heading 290 flight level 150 inbound Trosa
This takes 5 seconds to say and is MUCH clearer to the controller Whatacutes the difference
Simple -The pilot KNEW what to say before starting to speak
37 Hints and Tips
To give you a few pointers here is a list of Doacutes and Donacutets of common things that people get
wrong when they first try using voice
38 DO
Wait your turn The radio might be busy but that isnt a reason to cut into someone
elses conversation with a controller It just creates even more delays Also listen out
to make sure that the pilot before you reads back his clearance that the controller has
given him before you make you call Remember while you or a controller is
transmitting nobody else can get a message through
Know what you intend to transmit before starting to talk
Be patient just because the controller is not speaking on the radio does not mean he
isnt doing any work In fact much of the work of a controller is done off-air
involving co-ordination with other fellow controllers updating flight strips looking
up clearances or typing instructions all of which take time
Wait a few seconds after joining a frequency before you transmit so you donrsquot
transmit in the middle of a conversation
Readback ALL clearances and instructions
If you dont understand an instruction then ask the controller to say the instruction
again or to explain what it means Use a private message if you dont want to say it
on the air
In order to avoid problems understanding your transmissions please make sure that
you have correctly set up AVC using the auto microphone configure function Also
worth a note for both ATC and pilots Vatsim is a global organization and has many
members to whom English will not be their first language so please spare a special
thought for our foreign counterparts and speak clearly and slowly
If you are unable to comply with an instruction from ATC then tell them so that they
can plan something else for you before it causes a problem with other aircraft in the
vicinity
39 DO NOT
Readback the winds or use the phrase winds copied in reply to a take off or landing
clearance its not needed
Reply standing by to an instruction to standby No reply is necessary at all
The use of the word over is not required
Use (NEGATIVE)
Misunderstand the difference between Flight Levels and Altitudes
310 Read Backs
It is very important to read back certain instructions that ATC give to you so that they know
that you have understood what they have told you It its not necessary to read back absolutely
everything the following list shows some important information that should be readback
Taxi instructions
Levelclimbingdescending instructions
Heading instructions
Speed instructions
Airways or route clearances
Approach clearances
Runway-in-use
Clearance to enter land on take-off on backtrack cross or hold short of any active
runway
Transponder operating instructions
Altimeter settings
Frequency changes
Type of radar service
So please note that when you are given your clearance on the ground do not just reply
Roger read back the clearance fully so that ATC can spot if you have misheard or
misinterpreted something they have said eg FL100 is spoken as flight level one hundred
and FL120 is spoken as flight level one two zero Note the word hundred must not be used
for headings
Another phrase used with climbsdescents is when ready This places the responsibility on
the pilot for deciding when to initiate his climbdescent Eg BAW123 when ready descend
FL80 to be level by BNN here the controller has introduced another phrase to be level by
as well
This means exactly what is says commence your descent when you want but you must have
reached FL80 when you arrive at BNN note at BNN not 50nm before please
If on the other hand you do not understand what ATC is communicating to you then it is
equally important that this is properly communicated to ATC as well if it is a case that you
did not understand the instruction then ask ATC to repeat the instruction by using the words
Say Again as part of your read back If it is a case of you not being able to follow the
instruction given then use the words Unable as part of your read back followed by the
reason why you are not able to comply
311 Initial Contact
Many new pilots log on to the network parked at a gate but then expect ATC to start the
communication and when nothing happens they usually log of frustrated due to lack of
success
The Initial Contact on the Ground MUST at all times come from the Pilot and in the
following format SpeedBird 123 B737 at Gate E43 Request IFR Clearance to Paris Orly
This starts the communication flow between Pilot and ATC
Other often heard mistakes my new pilots are those who log on to the network do all the
pre-take off checks FMS flight programming and then suddenly start communications by
saying Transavia 430 Request Taxi or even worse Transavia 430 Ready for Take Off`rdquo
In both cases here the pilot has jumped a few steps of the proper communication procedure
Similarly when ATC hands you over to another controller then you as the pilot need to start
the communication process with the new controller
312 Common Phraseology
The following list contains most common phrases to be used in voice by both pilots and
controllers
313 WordPhrase
Acknowledge Let me know that you have received and understood this message
Affirm Yes
Approved Permission for proposed action granted
Break Indicates a seperation between messages
Break Break Indicates the seperation between messages transmitted to different
aircraft in a busy environment
Cancel Annul the previously transmitted clearance
Changing to I intend to call (unit) on (frequency)
Check Examine a system or procedure (Not to be used in any other context
No answer is normally expected
Cleard Authorised to proceed under the conditions specified
Climb Climb and maintain
Confirm I request verification of (clearance instruction action information)
Contact Establish communications with (your details have been passed)
Correction An error has been made in this transmission ( or message indicated)
The correct version is
Descend Descend and maintain
Disregard Ignore
Hold short
Stop before reaching the specified location (only used in limited
circumstances where no defined point exists eg where there is no
suitably located holding point or to reinforce a clearance limit
How do you read What is the readability of my transmission
I say again I repeat for clarity and emphasis
Maintain Continue in accordance with the condition(s) specified or in its literal
sense eg Maintain VFR
Monitor Listen out on frequency (pilots should listen in on freq and what for
ATC to initiate the call
Negative No Permission not granted That is not correct or not capable
Pass your message Proceed with your message
Read back Repeat all or the specified part of this message back to me exactly
as received
Report Pass requested information
Request I should like to know or wish to obtain
Roger
I have received all your last transmission (Under no circumstances
to be used in reply to a question requiring a direct answer in the
affirmative (affirm) or negative (negative) context
Say again Repeat all or the following part of your last transmission
Speak slower Reduce your rate of speech
Standby Wait and I will call you (Standby is not an approval or denial Pilots
are not required to read back Standing by
Unable I cannot comply with your request instruction or clearance (Unable
is normally followed by a reason)
Wilco I understand your message and will comply with it (abbreviation for
comply)
Words twice
As a request Communication is difficult Please send every word
twice (As information since communication is difficult every word
in this message will be sent twice
Pilot Lufthansa 123 descending FL 180 to be levelled at BURAM
This means that we have to descend in a manner to reach BURAM at FL 180 we could also
reach it earlier if we wanted The net phrase is a little more restricting as we now have to
reach FL 180 exactly at BURAM not earlier not later ndash exactly
ATC Lufthansa 123 descend to reach FL 180 at BURAM
Pilot Lufthansa 123 descending to reach FL 180 at BURAM
The defined restriction does not have to be bound to a waypoint
ATC Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Pilot Lufthansa 123 descend to reach FL 180 20 miles before BURAM
Sometimes a controller needs us to reach an altitude somewhere abeam a certain point In
order to follow that instruction we first need to know where that waypoint is That usually
happens when ATC issues vectors This is used if the controller needs us on a specific
altitude at a certain point and we are not following a routing or flying directly to a later
waypoint
ATC Lufthansa 123 descend to reach FL 180 abeam RENLO
Pilot Lufthansa 123 descend FL 180 to reach level abeam RENLO
As you see its an advantage to have all charts ndash en-route charts too ndash at hand and ready If
you do not have en-route charts most FMCs available for FS offer the option to enter a
waypoint on the FIX page (or similar) and sometimes even offer to insert an ABEAM
POINT (eg PMDG 737 NG)
Another option is to delay the beginning of descend until ATC can either tell us a certain
point where we have to start our descend or give us an early descend with the option to start
it whenever we want ndash as long as we meet the restrictions ATC gives us So we can maintain
our cruising altitude as long as we want If you prefer to stay high longer and then just drop
out of the sky thats fine if you want to do a steady slow descend you can do that as well
ATC Lufthansa 123 when passing Dinkelsbuumlhel descend FL 180
ATC Lufthansa 123 when ready descend to reach FL 180 at BURAM
You can find more important information on the topic descend (planning tactics execution)
in the chapter OPERATION of Flight Training
2364 Holdings
We essentially come across two main types of holdings Published and unpublished or
unknown holdings
You wont be very surprised when I tell you that there are standardized phrases for the entry
and exit of holding patterns More information on holding patterns can be found in the
chapter BASICS of Flight Training
ATC Lufthansa 123 hold at ROKIL (as published)
Pilot Lufthansa 123 holding at ROKIL (as published)
Holding patterns are not unforeseeable so ATC often prepares pilots that there will be a
holding pattern Often this includes the clearance to reduce your speed ndash perhaps you can
avoid the holding this way
ATC Lufthansa 123 expect holding at ROKIL reduce speed at own discretion
Pilot Lufthansa 123 expecting hold over ROKIL reducing to minimum clean speed
As always ndash if ATC does not give us the approval to reduce speed we can just ask him But
dont do it on your own Another aircraft may be on the same level behind us
Pilot Lufthansa 123 may we reduce to minimum clean speed
ATC Lufthansa 123 reduce speed at own discretion
Pilot Lufthansa 123 reducing minimum clean
If a pilot does not know the holding he was instructed to join he has to ask for instructions
ATC will then provide the necessary information to the pilot The holding instruction will
look like this
Fix | inbound course | turn direction | leg timedistance
Pilot Lufthansa 123 request holding instructions
ATC Lufthansa 123 hold over ROKIL inbound track 128 right turns leg time 1 minute
237 Types of Approaches
Next we will establish contact with approach control This is a local control station - as we
learned earlier we have to include the ATIS designator during the initial call A good time to
listen to the ATIS is around your top of descend
Pilot Muumlnchen Arrival Lufthansa 123 FL 185 for FL 180 information Bravo
ATC Lufthansa 123 Muumlnchen Arrival identified Bravo is correct
2371 STAR
This is what a clearance onto a STAR looks like
ATC Lufthansa 123 cleared BURAM 1M arrival
Pilot Lufthansa 123 cleared BURAM 1M arrival
2372 Transition (without Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition
Pilot Lufthansa 123 cleared ROKIL 26 transition
An instruction like this allows us to follow the lateral path of the transition ATC coordinates
and instructs all changes in altitude But We have to follow the speed restrictions indicated
on the charts anyway as long as the controller does not lift them
ATC Lufthansa 123 cleared ROKIL 26 transition no speed restriction
Pilot Lufthansa 123 cleared ROKIL 26 transition no speed restrictio
2373 Transition (with Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition and profile
Pilot Lufthansa 123 cleared ROKIL 26 transition and profi
Now we may follow the lateral and the vertical part of the transition We can now descend to
the altitudes indicated in the charts on own discretion there will be no further instructions on
altitude changes Of course we have to follow the speed restrictions as well
2374 Cleared Direct Waypoint or via waypoints
Another very common way to get a transition clearance is the phrase Cleared direct waypoint
or Cleared via waypoints If you hear something like this you fly directly to the instructed
point and from this point on follow the lateral part of the transition If the controller gives
you two or more waypoints you follow them in the correct order and then join the rest of the
transition You ndash again ndash have to adhere to the speed restrictions (what a surprise) As
always there are exceptions from the rules which you can find in the latest charts and in the
AIP
We will now fly to the RNAV waypoint associated with Munich Airport The designation
follows a simple concept as is the same for many airports ldquoDrdquo for Germany then one letter
to identify the airport the point is associated with in this case an ldquoMrdquo In Zurich they are
named ldquoZHrdquo followed by three figures Usually the controller does not include the leading
letters in a clearance but only uses the figures and assumes the pilot knows which airport
they are approaching so the pilot can do the maths himself and figure out which letters he
must include
ATC Lufthansa 123 cleared direct waypoint 425
Pilot Lufthansa 123 cleared direct waypoint 425
ATC Lufthansa 123 cleared via waypoints 425 and 429
Pilot Lufthansa 123 cleared via waypoints 425 and 429
ATTENTION Some transitions do not include the clearance to turn onto final approach If
you reach the last point of the downwind you have to hold the last flown track As always
you will find the detailed information and exceptions on the appropriate charts
2375 Approach Types
The approach itself will be commenced by an ILS a non precision approach or a visual
approach The clearances used for ILS and non precision approaches are more or less the
same a visual approach has a slightly different systematic
2376 ILS Approach
ATC Lufthansa 123 cleared ILS approach runway 26R
Pilot Lufthansa 123 cleared ILS approach runway 26
This is the most common form It includes
All ATC speed restrictions are now cancelled
Clearance to intercept the localizer and glide slope
Descend to the published intercept altitude of the standard approach
If an ATC does not want the aircraft to change its altitude he can either clear the aircraft to
intercept the localizer only In this case you may not intercept the glide slope without further
clearance or leave your current altitude Another way of preventing an altitude change is to
tell the pilot to maintain a specific altitude until a certain point ATC may also give a new
speed restriction
ATC Lufthansa 123 cleared Localizer runway 26R
Pilot Lufthansa 123 cleared Localizer 26R
or
ATC Lufthansa 123 cleared ILS runway 26R maintain 6000ft until glide slope intercept
Pilot Lufthansa 123 cleared Localizer 26R maintain 6000ft until glide slope intercept
2377 NDB-DME Approach
ATC Lufthansa 123 cleared NDB-DME Approach runway 26R
Pilot Lufthansa 123 cleared NDB-DME approach runway 26R
2378 VOR-DME Approach
ATC Lufthansa 123 cleared VOR-DME Approach runway 26R
Pilot Lufthansa 123 cleared VOR-DME Approach runway 26R
2379 Localizer DME Approach
ATC Lufthansa 123 cleared Localizer-DME Approach runway 26R
Pilot Lufthansa 123 cleared Localizer-DME Approach runway 26R
23710 Visual Approach
Before you receive a clearance for a visual approach during which the pilot has to have the
airport in sight at all times ATC needs to verify that the pilot has the airport in sight After
that he will issue the clearance for the visual approach From this point on the pilot is
responsible for his heading altitude and speed
ATC Lufthansa 123 field is at your 3 orsquoclock position range 5 miles report in sight
Pilot Lufthansa 123 field in sight
ATC Lufthansa 123 cleared visual approach runway 26R
Pilot Lufthansa 123 cleared visual approach runway 26R
23711 Report Established
Basically you should not report when you are established on final approach but ATC can ask
you to report it He can make a difference between Localizer ILS final track (during a non
precision approach) or final approach (visual approaches)
ILS
ATC Lufthansa 123 report established on ILS 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established ILS 26R
Localizer
ATC Lufthansa 123 report established on localizer runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established localizer runway 26R
At that point I want to remind you that there is no such a thing as fully established It is a
bad habit that also caught up in the real world to change established ILS runway xx to fully
established But This word does not exist and it can not exist if you really think about it
logically You are either established ILS runway xx (on localizer and glide slope) or you are
established localizer runway xx (localizer only glide slope has not been reached yet)
You will find further information on that topic in chapter Flight training
Final track
ATC Lufthansa 123 report established on NDB-DME approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final track NDB-DME approach runway 26R
Final approach
ATC Lufthansa 123 report established on final approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final approach runway 26R
23712 Visual Separation
ATC is responsible for the correct separation in all flight phases To be able to go below the
specified minima there is for example the option of visual separation First ATC checks
whether the succeeding pilot has the preceding aircraft in sight and whether he is able to
separate himself If this is the case ATC gives the responsibility for separation the succeeding
pilot
ATC Lufthansa 123 traffic is an Airbus A320 on 10 miles final 26R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation from mentioned traffic
Pilot Lufthansa 123 affirmative
ATC Lufthansa 123 maintain visual separation from Airbus A320 on 8 miles final
contact Tower on 118700
Pilot Lufthansa 123 maintain visual separation from A320 contact Tower on 118700
238 Landing Clearance
By now we are established on our final approach time to get in touch with the aerodrome
controller in the tower During initial contact we report what type of approach we are
conducting and which runway we are approaching Any differences from this procedure can
be found in the airport information If traffic permits we will get our landing clearance right
away and if not ATC will say a short hello and give us an information on how many aircraft
will be using the runway before us
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower continue approach number 3
Pilot Lufthansa 123 number 3
or
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower wind 270 degrees 12 knots runway 26R cleared
to land
Pilot Lufthansa 123 runway 26R cleared to land
2381 Go Around
There are several possibilities why an approach should or must be aborted be it the weather
or a utility lying around on the runway The pilot can decide to go around or ATC can
instruct him to do so
Pilot Lufthansa 123 going around
ATC Lufthansa 123 follow missed approach as published contact Arrival on frequency
128020
Pilot Lufthansa 123 Missed Approach as published contact Arrival on 128020
or
ATC Lufthansa 123 go around I say again go around Maintain runway heading climb
altitude 5000 feet
Pilot Lufthansa 123 going around Maintain runway heading climb altitude 5000 feet
239 Taxi to Gate
After we vacated the runway we will be guided to the parking position using the exact same
tools we covered in chapter 3122
ATC Lufthansa 123 taxi to gate 250 via W2
Pilot Taxi to gate 250 via W2 Lufthansa 123
Important After the taxi instruction leading us to a parking position we have to keep
watching the frequency until we finally reached our parking position ndash but there are no
further calls like On Blocks request engine shut down The flight is over at this point we
made it
24 Specials
There are some situations that are not used every day but it is very useful to have heard of
them
241 Visual ClimbDescend
This method is sometimes used to provide a smooth climb and descend Similar to the visual
separation we covered earlier the pilot is instructed to maintain his own separation from the
preceding traffic in order to go below the minimum separation It is very important that the
planes are in VMC and visual contact is held throughout the whole manoeuvre
ATC Lufthansa 123 confirm VMC
Pilot Lufthansa 123 in VMC
ATC Lufthansa 123 traffic is a Boeing 737 12 orsquoclock position range 5 miles
2000 feet high report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation to the traffic for
the next 5 minutes
Pilot Lufthansa 123 affirmative
ATC to
the other
aircraft)
Air Berlin 456 traffic is an Airbus A320 at your 6 orsquoclock position range 5
miles 2000 feet below I will climb him through your level
Other
aircraft Roger Air Berlin 456
ATC Lufthansa 123 climb FL150 maintain visual separation from mentioned
traffic for the next 5 minutes
Pilot Lufthansa 123 climbing FL150 maintaining visual separation from Boeing
737 for the next 5 minutes
242 Emergency
During an emergency you either alert ATC by transponder (setting it to 7700) or if possible
make your distress call on the radio
Pilot Mayday Mayday Mayday Lufthansa 123 declaring emergency
There is no standard phraseology after that ndash ATC and pilot communicate in the way the
situation requires The most important thing is that the pilot tells the controller what his
problem is and what his intentions are Only then ATC can provide the best service possible
243 Urgency Messages
Should there be a problem aboard that does not qualify as an emergency (eg a single engine
failure in a B52) you should use the phrase Panpan
Pilot Pan-Pan Pan-Pan Pan-Pan Lufthansa 123 technical problem
3 COM MU NICA TIO N
The following document will be split up into two parts The first part includes the basics of
communication and the methods employed on the network to correctly communicate
between other members The second will focus on the phraseology and the how-to of
speaking correctly on the frequency
31 ATC
When communicating with ATC we must be aware of the controllers frequency Using your
pilot client you may find the controllers frequency and tune your radio to it Once on the
frequency you may wait for an opening and begin your transmission by pressing your Push to
Talk Key (PTT) To discuss things with the controller that do not pertain to the flight at hand
you may choose to private message himher using the appropriate method for your software
32 Pilots
Having discussions with pilots is normally done via private chat unless on unicom Please
read your software manual in order to learn how to use private mesages
33 Unicom
The frequency for UNICOM on the VATSIM network is always 122800 It is strictly for text
transmission and reception only On UNICOM pilots shall announce their intentions and
actions to make other pilots aware of their position There is no ATC on UNICOM and pilots
should co-ordinate in order to resolve potential conflicts Lately many pilots are using voice
on UNICOM by accessing a channel through FSX and or setting up one ndash usually
rwliveatcnet122800 Please note that while this is acceptable the official means of
communication remains on text as not everyone uses or is able to use voice
34 Private Messaging and Voice Channels
Private messages are individual conversations between one VATSIM user and another You
may set up a private voice channel through your pilot client which saves a lot of typing
and distractions when trying to pilot your aircraft (especially usefull in busy sectors) It is
usually an alternative to private messaging with another user and more than one user may
enter the private channel at the same time
35 Contact Mes
From time to time you will receive a message from a controller or a network Supervisor that
simply reads contact me on XXXXXXX or Hello my name is XXXX and I am a
VATSIM Supervisor please contact me by typing chat XX_SUP and hit enter then typing
hello (or something similar)
These are important contacts and are not to be taken lightlyTHEY REQUIRE A
RESPONSE ASAP and should not be ignored
If it is a controller it usually means you have entered or are about to enter his sector
From a Supervisor it means that they wish to a) assist you in some way b) verify that you are
online and at your computer c) they may be reacting to a complaint by someone if you have
inadvertently made some error d) checking on you as you sent a wallop
36 How to of Communication
The main purpose of this document is not to teach people how to speak we hope you know
this already We are also not trying to teach you how to fly That is also a requirement What
we are trying to achieve here is to teach you how to COMMUNICATE using voice while
flying an altogether different skill
When flying with voice every time you key the microphone you will be using up valuable
airtime If every time you transmit each instruction takes say 20 seconds That could mean
that you and your controller only get one command understood and acted upon every 50
seconds or so by which time other aircraft could have missed a vital instruction ie flown
through an ILS localizer or missed a landing clearance So the main purpose of the training is
to learn how to COMMUNICATE with the minimum of fuss and delay so that the ldquoread-
backsrdquo can be passed to the controller without taking up too much of this valuable airtime
The key is Communication and this means that both the Pilot and the ATCO communicate
their instructions and understandings to each other There is nothing more frustrating for an
ATCO than dealing with pilots who do not communicate sufficiently but who simply reply
with a Roger or (even worse) an ok or Will Do So what are the main basics of voice
flying Well there are many but some of the most important lessons you can learn are these
THINK BEFORE TALKING this sounds obvious but so many people do not do this keying
the microphone and stumbling and stuttering through an instruction which they have not
prepared at all
An example of RT messages often heard from pilots online is Annnndummmm Charlie
Delta ummmm Yankee 662 ummm heading ummm 230 ummm flight level ummm 210
Correction Thatacutes flight level ummm 200 sorry not flight level 210 my mistake Charlie
Delta Yankee 662 Over out
This would take around 20 seconds to say
Compare it with Iberia 845 heading 290 flight level 150 inbound Trosa
This takes 5 seconds to say and is MUCH clearer to the controller Whatacutes the difference
Simple -The pilot KNEW what to say before starting to speak
37 Hints and Tips
To give you a few pointers here is a list of Doacutes and Donacutets of common things that people get
wrong when they first try using voice
38 DO
Wait your turn The radio might be busy but that isnt a reason to cut into someone
elses conversation with a controller It just creates even more delays Also listen out
to make sure that the pilot before you reads back his clearance that the controller has
given him before you make you call Remember while you or a controller is
transmitting nobody else can get a message through
Know what you intend to transmit before starting to talk
Be patient just because the controller is not speaking on the radio does not mean he
isnt doing any work In fact much of the work of a controller is done off-air
involving co-ordination with other fellow controllers updating flight strips looking
up clearances or typing instructions all of which take time
Wait a few seconds after joining a frequency before you transmit so you donrsquot
transmit in the middle of a conversation
Readback ALL clearances and instructions
If you dont understand an instruction then ask the controller to say the instruction
again or to explain what it means Use a private message if you dont want to say it
on the air
In order to avoid problems understanding your transmissions please make sure that
you have correctly set up AVC using the auto microphone configure function Also
worth a note for both ATC and pilots Vatsim is a global organization and has many
members to whom English will not be their first language so please spare a special
thought for our foreign counterparts and speak clearly and slowly
If you are unable to comply with an instruction from ATC then tell them so that they
can plan something else for you before it causes a problem with other aircraft in the
vicinity
39 DO NOT
Readback the winds or use the phrase winds copied in reply to a take off or landing
clearance its not needed
Reply standing by to an instruction to standby No reply is necessary at all
The use of the word over is not required
Use (NEGATIVE)
Misunderstand the difference between Flight Levels and Altitudes
310 Read Backs
It is very important to read back certain instructions that ATC give to you so that they know
that you have understood what they have told you It its not necessary to read back absolutely
everything the following list shows some important information that should be readback
Taxi instructions
Levelclimbingdescending instructions
Heading instructions
Speed instructions
Airways or route clearances
Approach clearances
Runway-in-use
Clearance to enter land on take-off on backtrack cross or hold short of any active
runway
Transponder operating instructions
Altimeter settings
Frequency changes
Type of radar service
So please note that when you are given your clearance on the ground do not just reply
Roger read back the clearance fully so that ATC can spot if you have misheard or
misinterpreted something they have said eg FL100 is spoken as flight level one hundred
and FL120 is spoken as flight level one two zero Note the word hundred must not be used
for headings
Another phrase used with climbsdescents is when ready This places the responsibility on
the pilot for deciding when to initiate his climbdescent Eg BAW123 when ready descend
FL80 to be level by BNN here the controller has introduced another phrase to be level by
as well
This means exactly what is says commence your descent when you want but you must have
reached FL80 when you arrive at BNN note at BNN not 50nm before please
If on the other hand you do not understand what ATC is communicating to you then it is
equally important that this is properly communicated to ATC as well if it is a case that you
did not understand the instruction then ask ATC to repeat the instruction by using the words
Say Again as part of your read back If it is a case of you not being able to follow the
instruction given then use the words Unable as part of your read back followed by the
reason why you are not able to comply
311 Initial Contact
Many new pilots log on to the network parked at a gate but then expect ATC to start the
communication and when nothing happens they usually log of frustrated due to lack of
success
The Initial Contact on the Ground MUST at all times come from the Pilot and in the
following format SpeedBird 123 B737 at Gate E43 Request IFR Clearance to Paris Orly
This starts the communication flow between Pilot and ATC
Other often heard mistakes my new pilots are those who log on to the network do all the
pre-take off checks FMS flight programming and then suddenly start communications by
saying Transavia 430 Request Taxi or even worse Transavia 430 Ready for Take Off`rdquo
In both cases here the pilot has jumped a few steps of the proper communication procedure
Similarly when ATC hands you over to another controller then you as the pilot need to start
the communication process with the new controller
312 Common Phraseology
The following list contains most common phrases to be used in voice by both pilots and
controllers
313 WordPhrase
Acknowledge Let me know that you have received and understood this message
Affirm Yes
Approved Permission for proposed action granted
Break Indicates a seperation between messages
Break Break Indicates the seperation between messages transmitted to different
aircraft in a busy environment
Cancel Annul the previously transmitted clearance
Changing to I intend to call (unit) on (frequency)
Check Examine a system or procedure (Not to be used in any other context
No answer is normally expected
Cleard Authorised to proceed under the conditions specified
Climb Climb and maintain
Confirm I request verification of (clearance instruction action information)
Contact Establish communications with (your details have been passed)
Correction An error has been made in this transmission ( or message indicated)
The correct version is
Descend Descend and maintain
Disregard Ignore
Hold short
Stop before reaching the specified location (only used in limited
circumstances where no defined point exists eg where there is no
suitably located holding point or to reinforce a clearance limit
How do you read What is the readability of my transmission
I say again I repeat for clarity and emphasis
Maintain Continue in accordance with the condition(s) specified or in its literal
sense eg Maintain VFR
Monitor Listen out on frequency (pilots should listen in on freq and what for
ATC to initiate the call
Negative No Permission not granted That is not correct or not capable
Pass your message Proceed with your message
Read back Repeat all or the specified part of this message back to me exactly
as received
Report Pass requested information
Request I should like to know or wish to obtain
Roger
I have received all your last transmission (Under no circumstances
to be used in reply to a question requiring a direct answer in the
affirmative (affirm) or negative (negative) context
Say again Repeat all or the following part of your last transmission
Speak slower Reduce your rate of speech
Standby Wait and I will call you (Standby is not an approval or denial Pilots
are not required to read back Standing by
Unable I cannot comply with your request instruction or clearance (Unable
is normally followed by a reason)
Wilco I understand your message and will comply with it (abbreviation for
comply)
Words twice
As a request Communication is difficult Please send every word
twice (As information since communication is difficult every word
in this message will be sent twice
Pilot Lufthansa 123 holding at ROKIL (as published)
Holding patterns are not unforeseeable so ATC often prepares pilots that there will be a
holding pattern Often this includes the clearance to reduce your speed ndash perhaps you can
avoid the holding this way
ATC Lufthansa 123 expect holding at ROKIL reduce speed at own discretion
Pilot Lufthansa 123 expecting hold over ROKIL reducing to minimum clean speed
As always ndash if ATC does not give us the approval to reduce speed we can just ask him But
dont do it on your own Another aircraft may be on the same level behind us
Pilot Lufthansa 123 may we reduce to minimum clean speed
ATC Lufthansa 123 reduce speed at own discretion
Pilot Lufthansa 123 reducing minimum clean
If a pilot does not know the holding he was instructed to join he has to ask for instructions
ATC will then provide the necessary information to the pilot The holding instruction will
look like this
Fix | inbound course | turn direction | leg timedistance
Pilot Lufthansa 123 request holding instructions
ATC Lufthansa 123 hold over ROKIL inbound track 128 right turns leg time 1 minute
237 Types of Approaches
Next we will establish contact with approach control This is a local control station - as we
learned earlier we have to include the ATIS designator during the initial call A good time to
listen to the ATIS is around your top of descend
Pilot Muumlnchen Arrival Lufthansa 123 FL 185 for FL 180 information Bravo
ATC Lufthansa 123 Muumlnchen Arrival identified Bravo is correct
2371 STAR
This is what a clearance onto a STAR looks like
ATC Lufthansa 123 cleared BURAM 1M arrival
Pilot Lufthansa 123 cleared BURAM 1M arrival
2372 Transition (without Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition
Pilot Lufthansa 123 cleared ROKIL 26 transition
An instruction like this allows us to follow the lateral path of the transition ATC coordinates
and instructs all changes in altitude But We have to follow the speed restrictions indicated
on the charts anyway as long as the controller does not lift them
ATC Lufthansa 123 cleared ROKIL 26 transition no speed restriction
Pilot Lufthansa 123 cleared ROKIL 26 transition no speed restrictio
2373 Transition (with Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition and profile
Pilot Lufthansa 123 cleared ROKIL 26 transition and profi
Now we may follow the lateral and the vertical part of the transition We can now descend to
the altitudes indicated in the charts on own discretion there will be no further instructions on
altitude changes Of course we have to follow the speed restrictions as well
2374 Cleared Direct Waypoint or via waypoints
Another very common way to get a transition clearance is the phrase Cleared direct waypoint
or Cleared via waypoints If you hear something like this you fly directly to the instructed
point and from this point on follow the lateral part of the transition If the controller gives
you two or more waypoints you follow them in the correct order and then join the rest of the
transition You ndash again ndash have to adhere to the speed restrictions (what a surprise) As
always there are exceptions from the rules which you can find in the latest charts and in the
AIP
We will now fly to the RNAV waypoint associated with Munich Airport The designation
follows a simple concept as is the same for many airports ldquoDrdquo for Germany then one letter
to identify the airport the point is associated with in this case an ldquoMrdquo In Zurich they are
named ldquoZHrdquo followed by three figures Usually the controller does not include the leading
letters in a clearance but only uses the figures and assumes the pilot knows which airport
they are approaching so the pilot can do the maths himself and figure out which letters he
must include
ATC Lufthansa 123 cleared direct waypoint 425
Pilot Lufthansa 123 cleared direct waypoint 425
ATC Lufthansa 123 cleared via waypoints 425 and 429
Pilot Lufthansa 123 cleared via waypoints 425 and 429
ATTENTION Some transitions do not include the clearance to turn onto final approach If
you reach the last point of the downwind you have to hold the last flown track As always
you will find the detailed information and exceptions on the appropriate charts
2375 Approach Types
The approach itself will be commenced by an ILS a non precision approach or a visual
approach The clearances used for ILS and non precision approaches are more or less the
same a visual approach has a slightly different systematic
2376 ILS Approach
ATC Lufthansa 123 cleared ILS approach runway 26R
Pilot Lufthansa 123 cleared ILS approach runway 26
This is the most common form It includes
All ATC speed restrictions are now cancelled
Clearance to intercept the localizer and glide slope
Descend to the published intercept altitude of the standard approach
If an ATC does not want the aircraft to change its altitude he can either clear the aircraft to
intercept the localizer only In this case you may not intercept the glide slope without further
clearance or leave your current altitude Another way of preventing an altitude change is to
tell the pilot to maintain a specific altitude until a certain point ATC may also give a new
speed restriction
ATC Lufthansa 123 cleared Localizer runway 26R
Pilot Lufthansa 123 cleared Localizer 26R
or
ATC Lufthansa 123 cleared ILS runway 26R maintain 6000ft until glide slope intercept
Pilot Lufthansa 123 cleared Localizer 26R maintain 6000ft until glide slope intercept
2377 NDB-DME Approach
ATC Lufthansa 123 cleared NDB-DME Approach runway 26R
Pilot Lufthansa 123 cleared NDB-DME approach runway 26R
2378 VOR-DME Approach
ATC Lufthansa 123 cleared VOR-DME Approach runway 26R
Pilot Lufthansa 123 cleared VOR-DME Approach runway 26R
2379 Localizer DME Approach
ATC Lufthansa 123 cleared Localizer-DME Approach runway 26R
Pilot Lufthansa 123 cleared Localizer-DME Approach runway 26R
23710 Visual Approach
Before you receive a clearance for a visual approach during which the pilot has to have the
airport in sight at all times ATC needs to verify that the pilot has the airport in sight After
that he will issue the clearance for the visual approach From this point on the pilot is
responsible for his heading altitude and speed
ATC Lufthansa 123 field is at your 3 orsquoclock position range 5 miles report in sight
Pilot Lufthansa 123 field in sight
ATC Lufthansa 123 cleared visual approach runway 26R
Pilot Lufthansa 123 cleared visual approach runway 26R
23711 Report Established
Basically you should not report when you are established on final approach but ATC can ask
you to report it He can make a difference between Localizer ILS final track (during a non
precision approach) or final approach (visual approaches)
ILS
ATC Lufthansa 123 report established on ILS 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established ILS 26R
Localizer
ATC Lufthansa 123 report established on localizer runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established localizer runway 26R
At that point I want to remind you that there is no such a thing as fully established It is a
bad habit that also caught up in the real world to change established ILS runway xx to fully
established But This word does not exist and it can not exist if you really think about it
logically You are either established ILS runway xx (on localizer and glide slope) or you are
established localizer runway xx (localizer only glide slope has not been reached yet)
You will find further information on that topic in chapter Flight training
Final track
ATC Lufthansa 123 report established on NDB-DME approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final track NDB-DME approach runway 26R
Final approach
ATC Lufthansa 123 report established on final approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final approach runway 26R
23712 Visual Separation
ATC is responsible for the correct separation in all flight phases To be able to go below the
specified minima there is for example the option of visual separation First ATC checks
whether the succeeding pilot has the preceding aircraft in sight and whether he is able to
separate himself If this is the case ATC gives the responsibility for separation the succeeding
pilot
ATC Lufthansa 123 traffic is an Airbus A320 on 10 miles final 26R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation from mentioned traffic
Pilot Lufthansa 123 affirmative
ATC Lufthansa 123 maintain visual separation from Airbus A320 on 8 miles final
contact Tower on 118700
Pilot Lufthansa 123 maintain visual separation from A320 contact Tower on 118700
238 Landing Clearance
By now we are established on our final approach time to get in touch with the aerodrome
controller in the tower During initial contact we report what type of approach we are
conducting and which runway we are approaching Any differences from this procedure can
be found in the airport information If traffic permits we will get our landing clearance right
away and if not ATC will say a short hello and give us an information on how many aircraft
will be using the runway before us
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower continue approach number 3
Pilot Lufthansa 123 number 3
or
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower wind 270 degrees 12 knots runway 26R cleared
to land
Pilot Lufthansa 123 runway 26R cleared to land
2381 Go Around
There are several possibilities why an approach should or must be aborted be it the weather
or a utility lying around on the runway The pilot can decide to go around or ATC can
instruct him to do so
Pilot Lufthansa 123 going around
ATC Lufthansa 123 follow missed approach as published contact Arrival on frequency
128020
Pilot Lufthansa 123 Missed Approach as published contact Arrival on 128020
or
ATC Lufthansa 123 go around I say again go around Maintain runway heading climb
altitude 5000 feet
Pilot Lufthansa 123 going around Maintain runway heading climb altitude 5000 feet
239 Taxi to Gate
After we vacated the runway we will be guided to the parking position using the exact same
tools we covered in chapter 3122
ATC Lufthansa 123 taxi to gate 250 via W2
Pilot Taxi to gate 250 via W2 Lufthansa 123
Important After the taxi instruction leading us to a parking position we have to keep
watching the frequency until we finally reached our parking position ndash but there are no
further calls like On Blocks request engine shut down The flight is over at this point we
made it
24 Specials
There are some situations that are not used every day but it is very useful to have heard of
them
241 Visual ClimbDescend
This method is sometimes used to provide a smooth climb and descend Similar to the visual
separation we covered earlier the pilot is instructed to maintain his own separation from the
preceding traffic in order to go below the minimum separation It is very important that the
planes are in VMC and visual contact is held throughout the whole manoeuvre
ATC Lufthansa 123 confirm VMC
Pilot Lufthansa 123 in VMC
ATC Lufthansa 123 traffic is a Boeing 737 12 orsquoclock position range 5 miles
2000 feet high report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation to the traffic for
the next 5 minutes
Pilot Lufthansa 123 affirmative
ATC to
the other
aircraft)
Air Berlin 456 traffic is an Airbus A320 at your 6 orsquoclock position range 5
miles 2000 feet below I will climb him through your level
Other
aircraft Roger Air Berlin 456
ATC Lufthansa 123 climb FL150 maintain visual separation from mentioned
traffic for the next 5 minutes
Pilot Lufthansa 123 climbing FL150 maintaining visual separation from Boeing
737 for the next 5 minutes
242 Emergency
During an emergency you either alert ATC by transponder (setting it to 7700) or if possible
make your distress call on the radio
Pilot Mayday Mayday Mayday Lufthansa 123 declaring emergency
There is no standard phraseology after that ndash ATC and pilot communicate in the way the
situation requires The most important thing is that the pilot tells the controller what his
problem is and what his intentions are Only then ATC can provide the best service possible
243 Urgency Messages
Should there be a problem aboard that does not qualify as an emergency (eg a single engine
failure in a B52) you should use the phrase Panpan
Pilot Pan-Pan Pan-Pan Pan-Pan Lufthansa 123 technical problem
3 COM MU NICA TIO N
The following document will be split up into two parts The first part includes the basics of
communication and the methods employed on the network to correctly communicate
between other members The second will focus on the phraseology and the how-to of
speaking correctly on the frequency
31 ATC
When communicating with ATC we must be aware of the controllers frequency Using your
pilot client you may find the controllers frequency and tune your radio to it Once on the
frequency you may wait for an opening and begin your transmission by pressing your Push to
Talk Key (PTT) To discuss things with the controller that do not pertain to the flight at hand
you may choose to private message himher using the appropriate method for your software
32 Pilots
Having discussions with pilots is normally done via private chat unless on unicom Please
read your software manual in order to learn how to use private mesages
33 Unicom
The frequency for UNICOM on the VATSIM network is always 122800 It is strictly for text
transmission and reception only On UNICOM pilots shall announce their intentions and
actions to make other pilots aware of their position There is no ATC on UNICOM and pilots
should co-ordinate in order to resolve potential conflicts Lately many pilots are using voice
on UNICOM by accessing a channel through FSX and or setting up one ndash usually
rwliveatcnet122800 Please note that while this is acceptable the official means of
communication remains on text as not everyone uses or is able to use voice
34 Private Messaging and Voice Channels
Private messages are individual conversations between one VATSIM user and another You
may set up a private voice channel through your pilot client which saves a lot of typing
and distractions when trying to pilot your aircraft (especially usefull in busy sectors) It is
usually an alternative to private messaging with another user and more than one user may
enter the private channel at the same time
35 Contact Mes
From time to time you will receive a message from a controller or a network Supervisor that
simply reads contact me on XXXXXXX or Hello my name is XXXX and I am a
VATSIM Supervisor please contact me by typing chat XX_SUP and hit enter then typing
hello (or something similar)
These are important contacts and are not to be taken lightlyTHEY REQUIRE A
RESPONSE ASAP and should not be ignored
If it is a controller it usually means you have entered or are about to enter his sector
From a Supervisor it means that they wish to a) assist you in some way b) verify that you are
online and at your computer c) they may be reacting to a complaint by someone if you have
inadvertently made some error d) checking on you as you sent a wallop
36 How to of Communication
The main purpose of this document is not to teach people how to speak we hope you know
this already We are also not trying to teach you how to fly That is also a requirement What
we are trying to achieve here is to teach you how to COMMUNICATE using voice while
flying an altogether different skill
When flying with voice every time you key the microphone you will be using up valuable
airtime If every time you transmit each instruction takes say 20 seconds That could mean
that you and your controller only get one command understood and acted upon every 50
seconds or so by which time other aircraft could have missed a vital instruction ie flown
through an ILS localizer or missed a landing clearance So the main purpose of the training is
to learn how to COMMUNICATE with the minimum of fuss and delay so that the ldquoread-
backsrdquo can be passed to the controller without taking up too much of this valuable airtime
The key is Communication and this means that both the Pilot and the ATCO communicate
their instructions and understandings to each other There is nothing more frustrating for an
ATCO than dealing with pilots who do not communicate sufficiently but who simply reply
with a Roger or (even worse) an ok or Will Do So what are the main basics of voice
flying Well there are many but some of the most important lessons you can learn are these
THINK BEFORE TALKING this sounds obvious but so many people do not do this keying
the microphone and stumbling and stuttering through an instruction which they have not
prepared at all
An example of RT messages often heard from pilots online is Annnndummmm Charlie
Delta ummmm Yankee 662 ummm heading ummm 230 ummm flight level ummm 210
Correction Thatacutes flight level ummm 200 sorry not flight level 210 my mistake Charlie
Delta Yankee 662 Over out
This would take around 20 seconds to say
Compare it with Iberia 845 heading 290 flight level 150 inbound Trosa
This takes 5 seconds to say and is MUCH clearer to the controller Whatacutes the difference
Simple -The pilot KNEW what to say before starting to speak
37 Hints and Tips
To give you a few pointers here is a list of Doacutes and Donacutets of common things that people get
wrong when they first try using voice
38 DO
Wait your turn The radio might be busy but that isnt a reason to cut into someone
elses conversation with a controller It just creates even more delays Also listen out
to make sure that the pilot before you reads back his clearance that the controller has
given him before you make you call Remember while you or a controller is
transmitting nobody else can get a message through
Know what you intend to transmit before starting to talk
Be patient just because the controller is not speaking on the radio does not mean he
isnt doing any work In fact much of the work of a controller is done off-air
involving co-ordination with other fellow controllers updating flight strips looking
up clearances or typing instructions all of which take time
Wait a few seconds after joining a frequency before you transmit so you donrsquot
transmit in the middle of a conversation
Readback ALL clearances and instructions
If you dont understand an instruction then ask the controller to say the instruction
again or to explain what it means Use a private message if you dont want to say it
on the air
In order to avoid problems understanding your transmissions please make sure that
you have correctly set up AVC using the auto microphone configure function Also
worth a note for both ATC and pilots Vatsim is a global organization and has many
members to whom English will not be their first language so please spare a special
thought for our foreign counterparts and speak clearly and slowly
If you are unable to comply with an instruction from ATC then tell them so that they
can plan something else for you before it causes a problem with other aircraft in the
vicinity
39 DO NOT
Readback the winds or use the phrase winds copied in reply to a take off or landing
clearance its not needed
Reply standing by to an instruction to standby No reply is necessary at all
The use of the word over is not required
Use (NEGATIVE)
Misunderstand the difference between Flight Levels and Altitudes
310 Read Backs
It is very important to read back certain instructions that ATC give to you so that they know
that you have understood what they have told you It its not necessary to read back absolutely
everything the following list shows some important information that should be readback
Taxi instructions
Levelclimbingdescending instructions
Heading instructions
Speed instructions
Airways or route clearances
Approach clearances
Runway-in-use
Clearance to enter land on take-off on backtrack cross or hold short of any active
runway
Transponder operating instructions
Altimeter settings
Frequency changes
Type of radar service
So please note that when you are given your clearance on the ground do not just reply
Roger read back the clearance fully so that ATC can spot if you have misheard or
misinterpreted something they have said eg FL100 is spoken as flight level one hundred
and FL120 is spoken as flight level one two zero Note the word hundred must not be used
for headings
Another phrase used with climbsdescents is when ready This places the responsibility on
the pilot for deciding when to initiate his climbdescent Eg BAW123 when ready descend
FL80 to be level by BNN here the controller has introduced another phrase to be level by
as well
This means exactly what is says commence your descent when you want but you must have
reached FL80 when you arrive at BNN note at BNN not 50nm before please
If on the other hand you do not understand what ATC is communicating to you then it is
equally important that this is properly communicated to ATC as well if it is a case that you
did not understand the instruction then ask ATC to repeat the instruction by using the words
Say Again as part of your read back If it is a case of you not being able to follow the
instruction given then use the words Unable as part of your read back followed by the
reason why you are not able to comply
311 Initial Contact
Many new pilots log on to the network parked at a gate but then expect ATC to start the
communication and when nothing happens they usually log of frustrated due to lack of
success
The Initial Contact on the Ground MUST at all times come from the Pilot and in the
following format SpeedBird 123 B737 at Gate E43 Request IFR Clearance to Paris Orly
This starts the communication flow between Pilot and ATC
Other often heard mistakes my new pilots are those who log on to the network do all the
pre-take off checks FMS flight programming and then suddenly start communications by
saying Transavia 430 Request Taxi or even worse Transavia 430 Ready for Take Off`rdquo
In both cases here the pilot has jumped a few steps of the proper communication procedure
Similarly when ATC hands you over to another controller then you as the pilot need to start
the communication process with the new controller
312 Common Phraseology
The following list contains most common phrases to be used in voice by both pilots and
controllers
313 WordPhrase
Acknowledge Let me know that you have received and understood this message
Affirm Yes
Approved Permission for proposed action granted
Break Indicates a seperation between messages
Break Break Indicates the seperation between messages transmitted to different
aircraft in a busy environment
Cancel Annul the previously transmitted clearance
Changing to I intend to call (unit) on (frequency)
Check Examine a system or procedure (Not to be used in any other context
No answer is normally expected
Cleard Authorised to proceed under the conditions specified
Climb Climb and maintain
Confirm I request verification of (clearance instruction action information)
Contact Establish communications with (your details have been passed)
Correction An error has been made in this transmission ( or message indicated)
The correct version is
Descend Descend and maintain
Disregard Ignore
Hold short
Stop before reaching the specified location (only used in limited
circumstances where no defined point exists eg where there is no
suitably located holding point or to reinforce a clearance limit
How do you read What is the readability of my transmission
I say again I repeat for clarity and emphasis
Maintain Continue in accordance with the condition(s) specified or in its literal
sense eg Maintain VFR
Monitor Listen out on frequency (pilots should listen in on freq and what for
ATC to initiate the call
Negative No Permission not granted That is not correct or not capable
Pass your message Proceed with your message
Read back Repeat all or the specified part of this message back to me exactly
as received
Report Pass requested information
Request I should like to know or wish to obtain
Roger
I have received all your last transmission (Under no circumstances
to be used in reply to a question requiring a direct answer in the
affirmative (affirm) or negative (negative) context
Say again Repeat all or the following part of your last transmission
Speak slower Reduce your rate of speech
Standby Wait and I will call you (Standby is not an approval or denial Pilots
are not required to read back Standing by
Unable I cannot comply with your request instruction or clearance (Unable
is normally followed by a reason)
Wilco I understand your message and will comply with it (abbreviation for
comply)
Words twice
As a request Communication is difficult Please send every word
twice (As information since communication is difficult every word
in this message will be sent twice
An instruction like this allows us to follow the lateral path of the transition ATC coordinates
and instructs all changes in altitude But We have to follow the speed restrictions indicated
on the charts anyway as long as the controller does not lift them
ATC Lufthansa 123 cleared ROKIL 26 transition no speed restriction
Pilot Lufthansa 123 cleared ROKIL 26 transition no speed restrictio
2373 Transition (with Profile)
ATC Lufthansa 123 cleared ROKIL 26 transition and profile
Pilot Lufthansa 123 cleared ROKIL 26 transition and profi
Now we may follow the lateral and the vertical part of the transition We can now descend to
the altitudes indicated in the charts on own discretion there will be no further instructions on
altitude changes Of course we have to follow the speed restrictions as well
2374 Cleared Direct Waypoint or via waypoints
Another very common way to get a transition clearance is the phrase Cleared direct waypoint
or Cleared via waypoints If you hear something like this you fly directly to the instructed
point and from this point on follow the lateral part of the transition If the controller gives
you two or more waypoints you follow them in the correct order and then join the rest of the
transition You ndash again ndash have to adhere to the speed restrictions (what a surprise) As
always there are exceptions from the rules which you can find in the latest charts and in the
AIP
We will now fly to the RNAV waypoint associated with Munich Airport The designation
follows a simple concept as is the same for many airports ldquoDrdquo for Germany then one letter
to identify the airport the point is associated with in this case an ldquoMrdquo In Zurich they are
named ldquoZHrdquo followed by three figures Usually the controller does not include the leading
letters in a clearance but only uses the figures and assumes the pilot knows which airport
they are approaching so the pilot can do the maths himself and figure out which letters he
must include
ATC Lufthansa 123 cleared direct waypoint 425
Pilot Lufthansa 123 cleared direct waypoint 425
ATC Lufthansa 123 cleared via waypoints 425 and 429
Pilot Lufthansa 123 cleared via waypoints 425 and 429
ATTENTION Some transitions do not include the clearance to turn onto final approach If
you reach the last point of the downwind you have to hold the last flown track As always
you will find the detailed information and exceptions on the appropriate charts
2375 Approach Types
The approach itself will be commenced by an ILS a non precision approach or a visual
approach The clearances used for ILS and non precision approaches are more or less the
same a visual approach has a slightly different systematic
2376 ILS Approach
ATC Lufthansa 123 cleared ILS approach runway 26R
Pilot Lufthansa 123 cleared ILS approach runway 26
This is the most common form It includes
All ATC speed restrictions are now cancelled
Clearance to intercept the localizer and glide slope
Descend to the published intercept altitude of the standard approach
If an ATC does not want the aircraft to change its altitude he can either clear the aircraft to
intercept the localizer only In this case you may not intercept the glide slope without further
clearance or leave your current altitude Another way of preventing an altitude change is to
tell the pilot to maintain a specific altitude until a certain point ATC may also give a new
speed restriction
ATC Lufthansa 123 cleared Localizer runway 26R
Pilot Lufthansa 123 cleared Localizer 26R
or
ATC Lufthansa 123 cleared ILS runway 26R maintain 6000ft until glide slope intercept
Pilot Lufthansa 123 cleared Localizer 26R maintain 6000ft until glide slope intercept
2377 NDB-DME Approach
ATC Lufthansa 123 cleared NDB-DME Approach runway 26R
Pilot Lufthansa 123 cleared NDB-DME approach runway 26R
2378 VOR-DME Approach
ATC Lufthansa 123 cleared VOR-DME Approach runway 26R
Pilot Lufthansa 123 cleared VOR-DME Approach runway 26R
2379 Localizer DME Approach
ATC Lufthansa 123 cleared Localizer-DME Approach runway 26R
Pilot Lufthansa 123 cleared Localizer-DME Approach runway 26R
23710 Visual Approach
Before you receive a clearance for a visual approach during which the pilot has to have the
airport in sight at all times ATC needs to verify that the pilot has the airport in sight After
that he will issue the clearance for the visual approach From this point on the pilot is
responsible for his heading altitude and speed
ATC Lufthansa 123 field is at your 3 orsquoclock position range 5 miles report in sight
Pilot Lufthansa 123 field in sight
ATC Lufthansa 123 cleared visual approach runway 26R
Pilot Lufthansa 123 cleared visual approach runway 26R
23711 Report Established
Basically you should not report when you are established on final approach but ATC can ask
you to report it He can make a difference between Localizer ILS final track (during a non
precision approach) or final approach (visual approaches)
ILS
ATC Lufthansa 123 report established on ILS 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established ILS 26R
Localizer
ATC Lufthansa 123 report established on localizer runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established localizer runway 26R
At that point I want to remind you that there is no such a thing as fully established It is a
bad habit that also caught up in the real world to change established ILS runway xx to fully
established But This word does not exist and it can not exist if you really think about it
logically You are either established ILS runway xx (on localizer and glide slope) or you are
established localizer runway xx (localizer only glide slope has not been reached yet)
You will find further information on that topic in chapter Flight training
Final track
ATC Lufthansa 123 report established on NDB-DME approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final track NDB-DME approach runway 26R
Final approach
ATC Lufthansa 123 report established on final approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final approach runway 26R
23712 Visual Separation
ATC is responsible for the correct separation in all flight phases To be able to go below the
specified minima there is for example the option of visual separation First ATC checks
whether the succeeding pilot has the preceding aircraft in sight and whether he is able to
separate himself If this is the case ATC gives the responsibility for separation the succeeding
pilot
ATC Lufthansa 123 traffic is an Airbus A320 on 10 miles final 26R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation from mentioned traffic
Pilot Lufthansa 123 affirmative
ATC Lufthansa 123 maintain visual separation from Airbus A320 on 8 miles final
contact Tower on 118700
Pilot Lufthansa 123 maintain visual separation from A320 contact Tower on 118700
238 Landing Clearance
By now we are established on our final approach time to get in touch with the aerodrome
controller in the tower During initial contact we report what type of approach we are
conducting and which runway we are approaching Any differences from this procedure can
be found in the airport information If traffic permits we will get our landing clearance right
away and if not ATC will say a short hello and give us an information on how many aircraft
will be using the runway before us
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower continue approach number 3
Pilot Lufthansa 123 number 3
or
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower wind 270 degrees 12 knots runway 26R cleared
to land
Pilot Lufthansa 123 runway 26R cleared to land
2381 Go Around
There are several possibilities why an approach should or must be aborted be it the weather
or a utility lying around on the runway The pilot can decide to go around or ATC can
instruct him to do so
Pilot Lufthansa 123 going around
ATC Lufthansa 123 follow missed approach as published contact Arrival on frequency
128020
Pilot Lufthansa 123 Missed Approach as published contact Arrival on 128020
or
ATC Lufthansa 123 go around I say again go around Maintain runway heading climb
altitude 5000 feet
Pilot Lufthansa 123 going around Maintain runway heading climb altitude 5000 feet
239 Taxi to Gate
After we vacated the runway we will be guided to the parking position using the exact same
tools we covered in chapter 3122
ATC Lufthansa 123 taxi to gate 250 via W2
Pilot Taxi to gate 250 via W2 Lufthansa 123
Important After the taxi instruction leading us to a parking position we have to keep
watching the frequency until we finally reached our parking position ndash but there are no
further calls like On Blocks request engine shut down The flight is over at this point we
made it
24 Specials
There are some situations that are not used every day but it is very useful to have heard of
them
241 Visual ClimbDescend
This method is sometimes used to provide a smooth climb and descend Similar to the visual
separation we covered earlier the pilot is instructed to maintain his own separation from the
preceding traffic in order to go below the minimum separation It is very important that the
planes are in VMC and visual contact is held throughout the whole manoeuvre
ATC Lufthansa 123 confirm VMC
Pilot Lufthansa 123 in VMC
ATC Lufthansa 123 traffic is a Boeing 737 12 orsquoclock position range 5 miles
2000 feet high report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation to the traffic for
the next 5 minutes
Pilot Lufthansa 123 affirmative
ATC to
the other
aircraft)
Air Berlin 456 traffic is an Airbus A320 at your 6 orsquoclock position range 5
miles 2000 feet below I will climb him through your level
Other
aircraft Roger Air Berlin 456
ATC Lufthansa 123 climb FL150 maintain visual separation from mentioned
traffic for the next 5 minutes
Pilot Lufthansa 123 climbing FL150 maintaining visual separation from Boeing
737 for the next 5 minutes
242 Emergency
During an emergency you either alert ATC by transponder (setting it to 7700) or if possible
make your distress call on the radio
Pilot Mayday Mayday Mayday Lufthansa 123 declaring emergency
There is no standard phraseology after that ndash ATC and pilot communicate in the way the
situation requires The most important thing is that the pilot tells the controller what his
problem is and what his intentions are Only then ATC can provide the best service possible
243 Urgency Messages
Should there be a problem aboard that does not qualify as an emergency (eg a single engine
failure in a B52) you should use the phrase Panpan
Pilot Pan-Pan Pan-Pan Pan-Pan Lufthansa 123 technical problem
3 COM MU NICA TIO N
The following document will be split up into two parts The first part includes the basics of
communication and the methods employed on the network to correctly communicate
between other members The second will focus on the phraseology and the how-to of
speaking correctly on the frequency
31 ATC
When communicating with ATC we must be aware of the controllers frequency Using your
pilot client you may find the controllers frequency and tune your radio to it Once on the
frequency you may wait for an opening and begin your transmission by pressing your Push to
Talk Key (PTT) To discuss things with the controller that do not pertain to the flight at hand
you may choose to private message himher using the appropriate method for your software
32 Pilots
Having discussions with pilots is normally done via private chat unless on unicom Please
read your software manual in order to learn how to use private mesages
33 Unicom
The frequency for UNICOM on the VATSIM network is always 122800 It is strictly for text
transmission and reception only On UNICOM pilots shall announce their intentions and
actions to make other pilots aware of their position There is no ATC on UNICOM and pilots
should co-ordinate in order to resolve potential conflicts Lately many pilots are using voice
on UNICOM by accessing a channel through FSX and or setting up one ndash usually
rwliveatcnet122800 Please note that while this is acceptable the official means of
communication remains on text as not everyone uses or is able to use voice
34 Private Messaging and Voice Channels
Private messages are individual conversations between one VATSIM user and another You
may set up a private voice channel through your pilot client which saves a lot of typing
and distractions when trying to pilot your aircraft (especially usefull in busy sectors) It is
usually an alternative to private messaging with another user and more than one user may
enter the private channel at the same time
35 Contact Mes
From time to time you will receive a message from a controller or a network Supervisor that
simply reads contact me on XXXXXXX or Hello my name is XXXX and I am a
VATSIM Supervisor please contact me by typing chat XX_SUP and hit enter then typing
hello (or something similar)
These are important contacts and are not to be taken lightlyTHEY REQUIRE A
RESPONSE ASAP and should not be ignored
If it is a controller it usually means you have entered or are about to enter his sector
From a Supervisor it means that they wish to a) assist you in some way b) verify that you are
online and at your computer c) they may be reacting to a complaint by someone if you have
inadvertently made some error d) checking on you as you sent a wallop
36 How to of Communication
The main purpose of this document is not to teach people how to speak we hope you know
this already We are also not trying to teach you how to fly That is also a requirement What
we are trying to achieve here is to teach you how to COMMUNICATE using voice while
flying an altogether different skill
When flying with voice every time you key the microphone you will be using up valuable
airtime If every time you transmit each instruction takes say 20 seconds That could mean
that you and your controller only get one command understood and acted upon every 50
seconds or so by which time other aircraft could have missed a vital instruction ie flown
through an ILS localizer or missed a landing clearance So the main purpose of the training is
to learn how to COMMUNICATE with the minimum of fuss and delay so that the ldquoread-
backsrdquo can be passed to the controller without taking up too much of this valuable airtime
The key is Communication and this means that both the Pilot and the ATCO communicate
their instructions and understandings to each other There is nothing more frustrating for an
ATCO than dealing with pilots who do not communicate sufficiently but who simply reply
with a Roger or (even worse) an ok or Will Do So what are the main basics of voice
flying Well there are many but some of the most important lessons you can learn are these
THINK BEFORE TALKING this sounds obvious but so many people do not do this keying
the microphone and stumbling and stuttering through an instruction which they have not
prepared at all
An example of RT messages often heard from pilots online is Annnndummmm Charlie
Delta ummmm Yankee 662 ummm heading ummm 230 ummm flight level ummm 210
Correction Thatacutes flight level ummm 200 sorry not flight level 210 my mistake Charlie
Delta Yankee 662 Over out
This would take around 20 seconds to say
Compare it with Iberia 845 heading 290 flight level 150 inbound Trosa
This takes 5 seconds to say and is MUCH clearer to the controller Whatacutes the difference
Simple -The pilot KNEW what to say before starting to speak
37 Hints and Tips
To give you a few pointers here is a list of Doacutes and Donacutets of common things that people get
wrong when they first try using voice
38 DO
Wait your turn The radio might be busy but that isnt a reason to cut into someone
elses conversation with a controller It just creates even more delays Also listen out
to make sure that the pilot before you reads back his clearance that the controller has
given him before you make you call Remember while you or a controller is
transmitting nobody else can get a message through
Know what you intend to transmit before starting to talk
Be patient just because the controller is not speaking on the radio does not mean he
isnt doing any work In fact much of the work of a controller is done off-air
involving co-ordination with other fellow controllers updating flight strips looking
up clearances or typing instructions all of which take time
Wait a few seconds after joining a frequency before you transmit so you donrsquot
transmit in the middle of a conversation
Readback ALL clearances and instructions
If you dont understand an instruction then ask the controller to say the instruction
again or to explain what it means Use a private message if you dont want to say it
on the air
In order to avoid problems understanding your transmissions please make sure that
you have correctly set up AVC using the auto microphone configure function Also
worth a note for both ATC and pilots Vatsim is a global organization and has many
members to whom English will not be their first language so please spare a special
thought for our foreign counterparts and speak clearly and slowly
If you are unable to comply with an instruction from ATC then tell them so that they
can plan something else for you before it causes a problem with other aircraft in the
vicinity
39 DO NOT
Readback the winds or use the phrase winds copied in reply to a take off or landing
clearance its not needed
Reply standing by to an instruction to standby No reply is necessary at all
The use of the word over is not required
Use (NEGATIVE)
Misunderstand the difference between Flight Levels and Altitudes
310 Read Backs
It is very important to read back certain instructions that ATC give to you so that they know
that you have understood what they have told you It its not necessary to read back absolutely
everything the following list shows some important information that should be readback
Taxi instructions
Levelclimbingdescending instructions
Heading instructions
Speed instructions
Airways or route clearances
Approach clearances
Runway-in-use
Clearance to enter land on take-off on backtrack cross or hold short of any active
runway
Transponder operating instructions
Altimeter settings
Frequency changes
Type of radar service
So please note that when you are given your clearance on the ground do not just reply
Roger read back the clearance fully so that ATC can spot if you have misheard or
misinterpreted something they have said eg FL100 is spoken as flight level one hundred
and FL120 is spoken as flight level one two zero Note the word hundred must not be used
for headings
Another phrase used with climbsdescents is when ready This places the responsibility on
the pilot for deciding when to initiate his climbdescent Eg BAW123 when ready descend
FL80 to be level by BNN here the controller has introduced another phrase to be level by
as well
This means exactly what is says commence your descent when you want but you must have
reached FL80 when you arrive at BNN note at BNN not 50nm before please
If on the other hand you do not understand what ATC is communicating to you then it is
equally important that this is properly communicated to ATC as well if it is a case that you
did not understand the instruction then ask ATC to repeat the instruction by using the words
Say Again as part of your read back If it is a case of you not being able to follow the
instruction given then use the words Unable as part of your read back followed by the
reason why you are not able to comply
311 Initial Contact
Many new pilots log on to the network parked at a gate but then expect ATC to start the
communication and when nothing happens they usually log of frustrated due to lack of
success
The Initial Contact on the Ground MUST at all times come from the Pilot and in the
following format SpeedBird 123 B737 at Gate E43 Request IFR Clearance to Paris Orly
This starts the communication flow between Pilot and ATC
Other often heard mistakes my new pilots are those who log on to the network do all the
pre-take off checks FMS flight programming and then suddenly start communications by
saying Transavia 430 Request Taxi or even worse Transavia 430 Ready for Take Off`rdquo
In both cases here the pilot has jumped a few steps of the proper communication procedure
Similarly when ATC hands you over to another controller then you as the pilot need to start
the communication process with the new controller
312 Common Phraseology
The following list contains most common phrases to be used in voice by both pilots and
controllers
313 WordPhrase
Acknowledge Let me know that you have received and understood this message
Affirm Yes
Approved Permission for proposed action granted
Break Indicates a seperation between messages
Break Break Indicates the seperation between messages transmitted to different
aircraft in a busy environment
Cancel Annul the previously transmitted clearance
Changing to I intend to call (unit) on (frequency)
Check Examine a system or procedure (Not to be used in any other context
No answer is normally expected
Cleard Authorised to proceed under the conditions specified
Climb Climb and maintain
Confirm I request verification of (clearance instruction action information)
Contact Establish communications with (your details have been passed)
Correction An error has been made in this transmission ( or message indicated)
The correct version is
Descend Descend and maintain
Disregard Ignore
Hold short
Stop before reaching the specified location (only used in limited
circumstances where no defined point exists eg where there is no
suitably located holding point or to reinforce a clearance limit
How do you read What is the readability of my transmission
I say again I repeat for clarity and emphasis
Maintain Continue in accordance with the condition(s) specified or in its literal
sense eg Maintain VFR
Monitor Listen out on frequency (pilots should listen in on freq and what for
ATC to initiate the call
Negative No Permission not granted That is not correct or not capable
Pass your message Proceed with your message
Read back Repeat all or the specified part of this message back to me exactly
as received
Report Pass requested information
Request I should like to know or wish to obtain
Roger
I have received all your last transmission (Under no circumstances
to be used in reply to a question requiring a direct answer in the
affirmative (affirm) or negative (negative) context
Say again Repeat all or the following part of your last transmission
Speak slower Reduce your rate of speech
Standby Wait and I will call you (Standby is not an approval or denial Pilots
are not required to read back Standing by
Unable I cannot comply with your request instruction or clearance (Unable
is normally followed by a reason)
Wilco I understand your message and will comply with it (abbreviation for
comply)
Words twice
As a request Communication is difficult Please send every word
twice (As information since communication is difficult every word
in this message will be sent twice
2376 ILS Approach
ATC Lufthansa 123 cleared ILS approach runway 26R
Pilot Lufthansa 123 cleared ILS approach runway 26
This is the most common form It includes
All ATC speed restrictions are now cancelled
Clearance to intercept the localizer and glide slope
Descend to the published intercept altitude of the standard approach
If an ATC does not want the aircraft to change its altitude he can either clear the aircraft to
intercept the localizer only In this case you may not intercept the glide slope without further
clearance or leave your current altitude Another way of preventing an altitude change is to
tell the pilot to maintain a specific altitude until a certain point ATC may also give a new
speed restriction
ATC Lufthansa 123 cleared Localizer runway 26R
Pilot Lufthansa 123 cleared Localizer 26R
or
ATC Lufthansa 123 cleared ILS runway 26R maintain 6000ft until glide slope intercept
Pilot Lufthansa 123 cleared Localizer 26R maintain 6000ft until glide slope intercept
2377 NDB-DME Approach
ATC Lufthansa 123 cleared NDB-DME Approach runway 26R
Pilot Lufthansa 123 cleared NDB-DME approach runway 26R
2378 VOR-DME Approach
ATC Lufthansa 123 cleared VOR-DME Approach runway 26R
Pilot Lufthansa 123 cleared VOR-DME Approach runway 26R
2379 Localizer DME Approach
ATC Lufthansa 123 cleared Localizer-DME Approach runway 26R
Pilot Lufthansa 123 cleared Localizer-DME Approach runway 26R
23710 Visual Approach
Before you receive a clearance for a visual approach during which the pilot has to have the
airport in sight at all times ATC needs to verify that the pilot has the airport in sight After
that he will issue the clearance for the visual approach From this point on the pilot is
responsible for his heading altitude and speed
ATC Lufthansa 123 field is at your 3 orsquoclock position range 5 miles report in sight
Pilot Lufthansa 123 field in sight
ATC Lufthansa 123 cleared visual approach runway 26R
Pilot Lufthansa 123 cleared visual approach runway 26R
23711 Report Established
Basically you should not report when you are established on final approach but ATC can ask
you to report it He can make a difference between Localizer ILS final track (during a non
precision approach) or final approach (visual approaches)
ILS
ATC Lufthansa 123 report established on ILS 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established ILS 26R
Localizer
ATC Lufthansa 123 report established on localizer runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established localizer runway 26R
At that point I want to remind you that there is no such a thing as fully established It is a
bad habit that also caught up in the real world to change established ILS runway xx to fully
established But This word does not exist and it can not exist if you really think about it
logically You are either established ILS runway xx (on localizer and glide slope) or you are
established localizer runway xx (localizer only glide slope has not been reached yet)
You will find further information on that topic in chapter Flight training
Final track
ATC Lufthansa 123 report established on NDB-DME approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final track NDB-DME approach runway 26R
Final approach
ATC Lufthansa 123 report established on final approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final approach runway 26R
23712 Visual Separation
ATC is responsible for the correct separation in all flight phases To be able to go below the
specified minima there is for example the option of visual separation First ATC checks
whether the succeeding pilot has the preceding aircraft in sight and whether he is able to
separate himself If this is the case ATC gives the responsibility for separation the succeeding
pilot
ATC Lufthansa 123 traffic is an Airbus A320 on 10 miles final 26R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation from mentioned traffic
Pilot Lufthansa 123 affirmative
ATC Lufthansa 123 maintain visual separation from Airbus A320 on 8 miles final
contact Tower on 118700
Pilot Lufthansa 123 maintain visual separation from A320 contact Tower on 118700
238 Landing Clearance
By now we are established on our final approach time to get in touch with the aerodrome
controller in the tower During initial contact we report what type of approach we are
conducting and which runway we are approaching Any differences from this procedure can
be found in the airport information If traffic permits we will get our landing clearance right
away and if not ATC will say a short hello and give us an information on how many aircraft
will be using the runway before us
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower continue approach number 3
Pilot Lufthansa 123 number 3
or
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower wind 270 degrees 12 knots runway 26R cleared
to land
Pilot Lufthansa 123 runway 26R cleared to land
2381 Go Around
There are several possibilities why an approach should or must be aborted be it the weather
or a utility lying around on the runway The pilot can decide to go around or ATC can
instruct him to do so
Pilot Lufthansa 123 going around
ATC Lufthansa 123 follow missed approach as published contact Arrival on frequency
128020
Pilot Lufthansa 123 Missed Approach as published contact Arrival on 128020
or
ATC Lufthansa 123 go around I say again go around Maintain runway heading climb
altitude 5000 feet
Pilot Lufthansa 123 going around Maintain runway heading climb altitude 5000 feet
239 Taxi to Gate
After we vacated the runway we will be guided to the parking position using the exact same
tools we covered in chapter 3122
ATC Lufthansa 123 taxi to gate 250 via W2
Pilot Taxi to gate 250 via W2 Lufthansa 123
Important After the taxi instruction leading us to a parking position we have to keep
watching the frequency until we finally reached our parking position ndash but there are no
further calls like On Blocks request engine shut down The flight is over at this point we
made it
24 Specials
There are some situations that are not used every day but it is very useful to have heard of
them
241 Visual ClimbDescend
This method is sometimes used to provide a smooth climb and descend Similar to the visual
separation we covered earlier the pilot is instructed to maintain his own separation from the
preceding traffic in order to go below the minimum separation It is very important that the
planes are in VMC and visual contact is held throughout the whole manoeuvre
ATC Lufthansa 123 confirm VMC
Pilot Lufthansa 123 in VMC
ATC Lufthansa 123 traffic is a Boeing 737 12 orsquoclock position range 5 miles
2000 feet high report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation to the traffic for
the next 5 minutes
Pilot Lufthansa 123 affirmative
ATC to
the other
aircraft)
Air Berlin 456 traffic is an Airbus A320 at your 6 orsquoclock position range 5
miles 2000 feet below I will climb him through your level
Other
aircraft Roger Air Berlin 456
ATC Lufthansa 123 climb FL150 maintain visual separation from mentioned
traffic for the next 5 minutes
Pilot Lufthansa 123 climbing FL150 maintaining visual separation from Boeing
737 for the next 5 minutes
242 Emergency
During an emergency you either alert ATC by transponder (setting it to 7700) or if possible
make your distress call on the radio
Pilot Mayday Mayday Mayday Lufthansa 123 declaring emergency
There is no standard phraseology after that ndash ATC and pilot communicate in the way the
situation requires The most important thing is that the pilot tells the controller what his
problem is and what his intentions are Only then ATC can provide the best service possible
243 Urgency Messages
Should there be a problem aboard that does not qualify as an emergency (eg a single engine
failure in a B52) you should use the phrase Panpan
Pilot Pan-Pan Pan-Pan Pan-Pan Lufthansa 123 technical problem
3 COM MU NICA TIO N
The following document will be split up into two parts The first part includes the basics of
communication and the methods employed on the network to correctly communicate
between other members The second will focus on the phraseology and the how-to of
speaking correctly on the frequency
31 ATC
When communicating with ATC we must be aware of the controllers frequency Using your
pilot client you may find the controllers frequency and tune your radio to it Once on the
frequency you may wait for an opening and begin your transmission by pressing your Push to
Talk Key (PTT) To discuss things with the controller that do not pertain to the flight at hand
you may choose to private message himher using the appropriate method for your software
32 Pilots
Having discussions with pilots is normally done via private chat unless on unicom Please
read your software manual in order to learn how to use private mesages
33 Unicom
The frequency for UNICOM on the VATSIM network is always 122800 It is strictly for text
transmission and reception only On UNICOM pilots shall announce their intentions and
actions to make other pilots aware of their position There is no ATC on UNICOM and pilots
should co-ordinate in order to resolve potential conflicts Lately many pilots are using voice
on UNICOM by accessing a channel through FSX and or setting up one ndash usually
rwliveatcnet122800 Please note that while this is acceptable the official means of
communication remains on text as not everyone uses or is able to use voice
34 Private Messaging and Voice Channels
Private messages are individual conversations between one VATSIM user and another You
may set up a private voice channel through your pilot client which saves a lot of typing
and distractions when trying to pilot your aircraft (especially usefull in busy sectors) It is
usually an alternative to private messaging with another user and more than one user may
enter the private channel at the same time
35 Contact Mes
From time to time you will receive a message from a controller or a network Supervisor that
simply reads contact me on XXXXXXX or Hello my name is XXXX and I am a
VATSIM Supervisor please contact me by typing chat XX_SUP and hit enter then typing
hello (or something similar)
These are important contacts and are not to be taken lightlyTHEY REQUIRE A
RESPONSE ASAP and should not be ignored
If it is a controller it usually means you have entered or are about to enter his sector
From a Supervisor it means that they wish to a) assist you in some way b) verify that you are
online and at your computer c) they may be reacting to a complaint by someone if you have
inadvertently made some error d) checking on you as you sent a wallop
36 How to of Communication
The main purpose of this document is not to teach people how to speak we hope you know
this already We are also not trying to teach you how to fly That is also a requirement What
we are trying to achieve here is to teach you how to COMMUNICATE using voice while
flying an altogether different skill
When flying with voice every time you key the microphone you will be using up valuable
airtime If every time you transmit each instruction takes say 20 seconds That could mean
that you and your controller only get one command understood and acted upon every 50
seconds or so by which time other aircraft could have missed a vital instruction ie flown
through an ILS localizer or missed a landing clearance So the main purpose of the training is
to learn how to COMMUNICATE with the minimum of fuss and delay so that the ldquoread-
backsrdquo can be passed to the controller without taking up too much of this valuable airtime
The key is Communication and this means that both the Pilot and the ATCO communicate
their instructions and understandings to each other There is nothing more frustrating for an
ATCO than dealing with pilots who do not communicate sufficiently but who simply reply
with a Roger or (even worse) an ok or Will Do So what are the main basics of voice
flying Well there are many but some of the most important lessons you can learn are these
THINK BEFORE TALKING this sounds obvious but so many people do not do this keying
the microphone and stumbling and stuttering through an instruction which they have not
prepared at all
An example of RT messages often heard from pilots online is Annnndummmm Charlie
Delta ummmm Yankee 662 ummm heading ummm 230 ummm flight level ummm 210
Correction Thatacutes flight level ummm 200 sorry not flight level 210 my mistake Charlie
Delta Yankee 662 Over out
This would take around 20 seconds to say
Compare it with Iberia 845 heading 290 flight level 150 inbound Trosa
This takes 5 seconds to say and is MUCH clearer to the controller Whatacutes the difference
Simple -The pilot KNEW what to say before starting to speak
37 Hints and Tips
To give you a few pointers here is a list of Doacutes and Donacutets of common things that people get
wrong when they first try using voice
38 DO
Wait your turn The radio might be busy but that isnt a reason to cut into someone
elses conversation with a controller It just creates even more delays Also listen out
to make sure that the pilot before you reads back his clearance that the controller has
given him before you make you call Remember while you or a controller is
transmitting nobody else can get a message through
Know what you intend to transmit before starting to talk
Be patient just because the controller is not speaking on the radio does not mean he
isnt doing any work In fact much of the work of a controller is done off-air
involving co-ordination with other fellow controllers updating flight strips looking
up clearances or typing instructions all of which take time
Wait a few seconds after joining a frequency before you transmit so you donrsquot
transmit in the middle of a conversation
Readback ALL clearances and instructions
If you dont understand an instruction then ask the controller to say the instruction
again or to explain what it means Use a private message if you dont want to say it
on the air
In order to avoid problems understanding your transmissions please make sure that
you have correctly set up AVC using the auto microphone configure function Also
worth a note for both ATC and pilots Vatsim is a global organization and has many
members to whom English will not be their first language so please spare a special
thought for our foreign counterparts and speak clearly and slowly
If you are unable to comply with an instruction from ATC then tell them so that they
can plan something else for you before it causes a problem with other aircraft in the
vicinity
39 DO NOT
Readback the winds or use the phrase winds copied in reply to a take off or landing
clearance its not needed
Reply standing by to an instruction to standby No reply is necessary at all
The use of the word over is not required
Use (NEGATIVE)
Misunderstand the difference between Flight Levels and Altitudes
310 Read Backs
It is very important to read back certain instructions that ATC give to you so that they know
that you have understood what they have told you It its not necessary to read back absolutely
everything the following list shows some important information that should be readback
Taxi instructions
Levelclimbingdescending instructions
Heading instructions
Speed instructions
Airways or route clearances
Approach clearances
Runway-in-use
Clearance to enter land on take-off on backtrack cross or hold short of any active
runway
Transponder operating instructions
Altimeter settings
Frequency changes
Type of radar service
So please note that when you are given your clearance on the ground do not just reply
Roger read back the clearance fully so that ATC can spot if you have misheard or
misinterpreted something they have said eg FL100 is spoken as flight level one hundred
and FL120 is spoken as flight level one two zero Note the word hundred must not be used
for headings
Another phrase used with climbsdescents is when ready This places the responsibility on
the pilot for deciding when to initiate his climbdescent Eg BAW123 when ready descend
FL80 to be level by BNN here the controller has introduced another phrase to be level by
as well
This means exactly what is says commence your descent when you want but you must have
reached FL80 when you arrive at BNN note at BNN not 50nm before please
If on the other hand you do not understand what ATC is communicating to you then it is
equally important that this is properly communicated to ATC as well if it is a case that you
did not understand the instruction then ask ATC to repeat the instruction by using the words
Say Again as part of your read back If it is a case of you not being able to follow the
instruction given then use the words Unable as part of your read back followed by the
reason why you are not able to comply
311 Initial Contact
Many new pilots log on to the network parked at a gate but then expect ATC to start the
communication and when nothing happens they usually log of frustrated due to lack of
success
The Initial Contact on the Ground MUST at all times come from the Pilot and in the
following format SpeedBird 123 B737 at Gate E43 Request IFR Clearance to Paris Orly
This starts the communication flow between Pilot and ATC
Other often heard mistakes my new pilots are those who log on to the network do all the
pre-take off checks FMS flight programming and then suddenly start communications by
saying Transavia 430 Request Taxi or even worse Transavia 430 Ready for Take Off`rdquo
In both cases here the pilot has jumped a few steps of the proper communication procedure
Similarly when ATC hands you over to another controller then you as the pilot need to start
the communication process with the new controller
312 Common Phraseology
The following list contains most common phrases to be used in voice by both pilots and
controllers
313 WordPhrase
Acknowledge Let me know that you have received and understood this message
Affirm Yes
Approved Permission for proposed action granted
Break Indicates a seperation between messages
Break Break Indicates the seperation between messages transmitted to different
aircraft in a busy environment
Cancel Annul the previously transmitted clearance
Changing to I intend to call (unit) on (frequency)
Check Examine a system or procedure (Not to be used in any other context
No answer is normally expected
Cleard Authorised to proceed under the conditions specified
Climb Climb and maintain
Confirm I request verification of (clearance instruction action information)
Contact Establish communications with (your details have been passed)
Correction An error has been made in this transmission ( or message indicated)
The correct version is
Descend Descend and maintain
Disregard Ignore
Hold short
Stop before reaching the specified location (only used in limited
circumstances where no defined point exists eg where there is no
suitably located holding point or to reinforce a clearance limit
How do you read What is the readability of my transmission
I say again I repeat for clarity and emphasis
Maintain Continue in accordance with the condition(s) specified or in its literal
sense eg Maintain VFR
Monitor Listen out on frequency (pilots should listen in on freq and what for
ATC to initiate the call
Negative No Permission not granted That is not correct or not capable
Pass your message Proceed with your message
Read back Repeat all or the specified part of this message back to me exactly
as received
Report Pass requested information
Request I should like to know or wish to obtain
Roger
I have received all your last transmission (Under no circumstances
to be used in reply to a question requiring a direct answer in the
affirmative (affirm) or negative (negative) context
Say again Repeat all or the following part of your last transmission
Speak slower Reduce your rate of speech
Standby Wait and I will call you (Standby is not an approval or denial Pilots
are not required to read back Standing by
Unable I cannot comply with your request instruction or clearance (Unable
is normally followed by a reason)
Wilco I understand your message and will comply with it (abbreviation for
comply)
Words twice
As a request Communication is difficult Please send every word
twice (As information since communication is difficult every word
in this message will be sent twice
23711 Report Established
Basically you should not report when you are established on final approach but ATC can ask
you to report it He can make a difference between Localizer ILS final track (during a non
precision approach) or final approach (visual approaches)
ILS
ATC Lufthansa 123 report established on ILS 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established ILS 26R
Localizer
ATC Lufthansa 123 report established on localizer runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established localizer runway 26R
At that point I want to remind you that there is no such a thing as fully established It is a
bad habit that also caught up in the real world to change established ILS runway xx to fully
established But This word does not exist and it can not exist if you really think about it
logically You are either established ILS runway xx (on localizer and glide slope) or you are
established localizer runway xx (localizer only glide slope has not been reached yet)
You will find further information on that topic in chapter Flight training
Final track
ATC Lufthansa 123 report established on NDB-DME approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final track NDB-DME approach runway 26R
Final approach
ATC Lufthansa 123 report established on final approach runway 26R
Pilot Lufthansa 123 wilco
Pilot Lufthansa 123 established on final approach runway 26R
23712 Visual Separation
ATC is responsible for the correct separation in all flight phases To be able to go below the
specified minima there is for example the option of visual separation First ATC checks
whether the succeeding pilot has the preceding aircraft in sight and whether he is able to
separate himself If this is the case ATC gives the responsibility for separation the succeeding
pilot
ATC Lufthansa 123 traffic is an Airbus A320 on 10 miles final 26R report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation from mentioned traffic
Pilot Lufthansa 123 affirmative
ATC Lufthansa 123 maintain visual separation from Airbus A320 on 8 miles final
contact Tower on 118700
Pilot Lufthansa 123 maintain visual separation from A320 contact Tower on 118700
238 Landing Clearance
By now we are established on our final approach time to get in touch with the aerodrome
controller in the tower During initial contact we report what type of approach we are
conducting and which runway we are approaching Any differences from this procedure can
be found in the airport information If traffic permits we will get our landing clearance right
away and if not ATC will say a short hello and give us an information on how many aircraft
will be using the runway before us
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower continue approach number 3
Pilot Lufthansa 123 number 3
or
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower wind 270 degrees 12 knots runway 26R cleared
to land
Pilot Lufthansa 123 runway 26R cleared to land
2381 Go Around
There are several possibilities why an approach should or must be aborted be it the weather
or a utility lying around on the runway The pilot can decide to go around or ATC can
instruct him to do so
Pilot Lufthansa 123 going around
ATC Lufthansa 123 follow missed approach as published contact Arrival on frequency
128020
Pilot Lufthansa 123 Missed Approach as published contact Arrival on 128020
or
ATC Lufthansa 123 go around I say again go around Maintain runway heading climb
altitude 5000 feet
Pilot Lufthansa 123 going around Maintain runway heading climb altitude 5000 feet
239 Taxi to Gate
After we vacated the runway we will be guided to the parking position using the exact same
tools we covered in chapter 3122
ATC Lufthansa 123 taxi to gate 250 via W2
Pilot Taxi to gate 250 via W2 Lufthansa 123
Important After the taxi instruction leading us to a parking position we have to keep
watching the frequency until we finally reached our parking position ndash but there are no
further calls like On Blocks request engine shut down The flight is over at this point we
made it
24 Specials
There are some situations that are not used every day but it is very useful to have heard of
them
241 Visual ClimbDescend
This method is sometimes used to provide a smooth climb and descend Similar to the visual
separation we covered earlier the pilot is instructed to maintain his own separation from the
preceding traffic in order to go below the minimum separation It is very important that the
planes are in VMC and visual contact is held throughout the whole manoeuvre
ATC Lufthansa 123 confirm VMC
Pilot Lufthansa 123 in VMC
ATC Lufthansa 123 traffic is a Boeing 737 12 orsquoclock position range 5 miles
2000 feet high report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation to the traffic for
the next 5 minutes
Pilot Lufthansa 123 affirmative
ATC to
the other
aircraft)
Air Berlin 456 traffic is an Airbus A320 at your 6 orsquoclock position range 5
miles 2000 feet below I will climb him through your level
Other
aircraft Roger Air Berlin 456
ATC Lufthansa 123 climb FL150 maintain visual separation from mentioned
traffic for the next 5 minutes
Pilot Lufthansa 123 climbing FL150 maintaining visual separation from Boeing
737 for the next 5 minutes
242 Emergency
During an emergency you either alert ATC by transponder (setting it to 7700) or if possible
make your distress call on the radio
Pilot Mayday Mayday Mayday Lufthansa 123 declaring emergency
There is no standard phraseology after that ndash ATC and pilot communicate in the way the
situation requires The most important thing is that the pilot tells the controller what his
problem is and what his intentions are Only then ATC can provide the best service possible
243 Urgency Messages
Should there be a problem aboard that does not qualify as an emergency (eg a single engine
failure in a B52) you should use the phrase Panpan
Pilot Pan-Pan Pan-Pan Pan-Pan Lufthansa 123 technical problem
3 COM MU NICA TIO N
The following document will be split up into two parts The first part includes the basics of
communication and the methods employed on the network to correctly communicate
between other members The second will focus on the phraseology and the how-to of
speaking correctly on the frequency
31 ATC
When communicating with ATC we must be aware of the controllers frequency Using your
pilot client you may find the controllers frequency and tune your radio to it Once on the
frequency you may wait for an opening and begin your transmission by pressing your Push to
Talk Key (PTT) To discuss things with the controller that do not pertain to the flight at hand
you may choose to private message himher using the appropriate method for your software
32 Pilots
Having discussions with pilots is normally done via private chat unless on unicom Please
read your software manual in order to learn how to use private mesages
33 Unicom
The frequency for UNICOM on the VATSIM network is always 122800 It is strictly for text
transmission and reception only On UNICOM pilots shall announce their intentions and
actions to make other pilots aware of their position There is no ATC on UNICOM and pilots
should co-ordinate in order to resolve potential conflicts Lately many pilots are using voice
on UNICOM by accessing a channel through FSX and or setting up one ndash usually
rwliveatcnet122800 Please note that while this is acceptable the official means of
communication remains on text as not everyone uses or is able to use voice
34 Private Messaging and Voice Channels
Private messages are individual conversations between one VATSIM user and another You
may set up a private voice channel through your pilot client which saves a lot of typing
and distractions when trying to pilot your aircraft (especially usefull in busy sectors) It is
usually an alternative to private messaging with another user and more than one user may
enter the private channel at the same time
35 Contact Mes
From time to time you will receive a message from a controller or a network Supervisor that
simply reads contact me on XXXXXXX or Hello my name is XXXX and I am a
VATSIM Supervisor please contact me by typing chat XX_SUP and hit enter then typing
hello (or something similar)
These are important contacts and are not to be taken lightlyTHEY REQUIRE A
RESPONSE ASAP and should not be ignored
If it is a controller it usually means you have entered or are about to enter his sector
From a Supervisor it means that they wish to a) assist you in some way b) verify that you are
online and at your computer c) they may be reacting to a complaint by someone if you have
inadvertently made some error d) checking on you as you sent a wallop
36 How to of Communication
The main purpose of this document is not to teach people how to speak we hope you know
this already We are also not trying to teach you how to fly That is also a requirement What
we are trying to achieve here is to teach you how to COMMUNICATE using voice while
flying an altogether different skill
When flying with voice every time you key the microphone you will be using up valuable
airtime If every time you transmit each instruction takes say 20 seconds That could mean
that you and your controller only get one command understood and acted upon every 50
seconds or so by which time other aircraft could have missed a vital instruction ie flown
through an ILS localizer or missed a landing clearance So the main purpose of the training is
to learn how to COMMUNICATE with the minimum of fuss and delay so that the ldquoread-
backsrdquo can be passed to the controller without taking up too much of this valuable airtime
The key is Communication and this means that both the Pilot and the ATCO communicate
their instructions and understandings to each other There is nothing more frustrating for an
ATCO than dealing with pilots who do not communicate sufficiently but who simply reply
with a Roger or (even worse) an ok or Will Do So what are the main basics of voice
flying Well there are many but some of the most important lessons you can learn are these
THINK BEFORE TALKING this sounds obvious but so many people do not do this keying
the microphone and stumbling and stuttering through an instruction which they have not
prepared at all
An example of RT messages often heard from pilots online is Annnndummmm Charlie
Delta ummmm Yankee 662 ummm heading ummm 230 ummm flight level ummm 210
Correction Thatacutes flight level ummm 200 sorry not flight level 210 my mistake Charlie
Delta Yankee 662 Over out
This would take around 20 seconds to say
Compare it with Iberia 845 heading 290 flight level 150 inbound Trosa
This takes 5 seconds to say and is MUCH clearer to the controller Whatacutes the difference
Simple -The pilot KNEW what to say before starting to speak
37 Hints and Tips
To give you a few pointers here is a list of Doacutes and Donacutets of common things that people get
wrong when they first try using voice
38 DO
Wait your turn The radio might be busy but that isnt a reason to cut into someone
elses conversation with a controller It just creates even more delays Also listen out
to make sure that the pilot before you reads back his clearance that the controller has
given him before you make you call Remember while you or a controller is
transmitting nobody else can get a message through
Know what you intend to transmit before starting to talk
Be patient just because the controller is not speaking on the radio does not mean he
isnt doing any work In fact much of the work of a controller is done off-air
involving co-ordination with other fellow controllers updating flight strips looking
up clearances or typing instructions all of which take time
Wait a few seconds after joining a frequency before you transmit so you donrsquot
transmit in the middle of a conversation
Readback ALL clearances and instructions
If you dont understand an instruction then ask the controller to say the instruction
again or to explain what it means Use a private message if you dont want to say it
on the air
In order to avoid problems understanding your transmissions please make sure that
you have correctly set up AVC using the auto microphone configure function Also
worth a note for both ATC and pilots Vatsim is a global organization and has many
members to whom English will not be their first language so please spare a special
thought for our foreign counterparts and speak clearly and slowly
If you are unable to comply with an instruction from ATC then tell them so that they
can plan something else for you before it causes a problem with other aircraft in the
vicinity
39 DO NOT
Readback the winds or use the phrase winds copied in reply to a take off or landing
clearance its not needed
Reply standing by to an instruction to standby No reply is necessary at all
The use of the word over is not required
Use (NEGATIVE)
Misunderstand the difference between Flight Levels and Altitudes
310 Read Backs
It is very important to read back certain instructions that ATC give to you so that they know
that you have understood what they have told you It its not necessary to read back absolutely
everything the following list shows some important information that should be readback
Taxi instructions
Levelclimbingdescending instructions
Heading instructions
Speed instructions
Airways or route clearances
Approach clearances
Runway-in-use
Clearance to enter land on take-off on backtrack cross or hold short of any active
runway
Transponder operating instructions
Altimeter settings
Frequency changes
Type of radar service
So please note that when you are given your clearance on the ground do not just reply
Roger read back the clearance fully so that ATC can spot if you have misheard or
misinterpreted something they have said eg FL100 is spoken as flight level one hundred
and FL120 is spoken as flight level one two zero Note the word hundred must not be used
for headings
Another phrase used with climbsdescents is when ready This places the responsibility on
the pilot for deciding when to initiate his climbdescent Eg BAW123 when ready descend
FL80 to be level by BNN here the controller has introduced another phrase to be level by
as well
This means exactly what is says commence your descent when you want but you must have
reached FL80 when you arrive at BNN note at BNN not 50nm before please
If on the other hand you do not understand what ATC is communicating to you then it is
equally important that this is properly communicated to ATC as well if it is a case that you
did not understand the instruction then ask ATC to repeat the instruction by using the words
Say Again as part of your read back If it is a case of you not being able to follow the
instruction given then use the words Unable as part of your read back followed by the
reason why you are not able to comply
311 Initial Contact
Many new pilots log on to the network parked at a gate but then expect ATC to start the
communication and when nothing happens they usually log of frustrated due to lack of
success
The Initial Contact on the Ground MUST at all times come from the Pilot and in the
following format SpeedBird 123 B737 at Gate E43 Request IFR Clearance to Paris Orly
This starts the communication flow between Pilot and ATC
Other often heard mistakes my new pilots are those who log on to the network do all the
pre-take off checks FMS flight programming and then suddenly start communications by
saying Transavia 430 Request Taxi or even worse Transavia 430 Ready for Take Off`rdquo
In both cases here the pilot has jumped a few steps of the proper communication procedure
Similarly when ATC hands you over to another controller then you as the pilot need to start
the communication process with the new controller
312 Common Phraseology
The following list contains most common phrases to be used in voice by both pilots and
controllers
313 WordPhrase
Acknowledge Let me know that you have received and understood this message
Affirm Yes
Approved Permission for proposed action granted
Break Indicates a seperation between messages
Break Break Indicates the seperation between messages transmitted to different
aircraft in a busy environment
Cancel Annul the previously transmitted clearance
Changing to I intend to call (unit) on (frequency)
Check Examine a system or procedure (Not to be used in any other context
No answer is normally expected
Cleard Authorised to proceed under the conditions specified
Climb Climb and maintain
Confirm I request verification of (clearance instruction action information)
Contact Establish communications with (your details have been passed)
Correction An error has been made in this transmission ( or message indicated)
The correct version is
Descend Descend and maintain
Disregard Ignore
Hold short
Stop before reaching the specified location (only used in limited
circumstances where no defined point exists eg where there is no
suitably located holding point or to reinforce a clearance limit
How do you read What is the readability of my transmission
I say again I repeat for clarity and emphasis
Maintain Continue in accordance with the condition(s) specified or in its literal
sense eg Maintain VFR
Monitor Listen out on frequency (pilots should listen in on freq and what for
ATC to initiate the call
Negative No Permission not granted That is not correct or not capable
Pass your message Proceed with your message
Read back Repeat all or the specified part of this message back to me exactly
as received
Report Pass requested information
Request I should like to know or wish to obtain
Roger
I have received all your last transmission (Under no circumstances
to be used in reply to a question requiring a direct answer in the
affirmative (affirm) or negative (negative) context
Say again Repeat all or the following part of your last transmission
Speak slower Reduce your rate of speech
Standby Wait and I will call you (Standby is not an approval or denial Pilots
are not required to read back Standing by
Unable I cannot comply with your request instruction or clearance (Unable
is normally followed by a reason)
Wilco I understand your message and will comply with it (abbreviation for
comply)
Words twice
As a request Communication is difficult Please send every word
twice (As information since communication is difficult every word
in this message will be sent twice
ATC Lufthansa 123 maintain visual separation from Airbus A320 on 8 miles final
contact Tower on 118700
Pilot Lufthansa 123 maintain visual separation from A320 contact Tower on 118700
238 Landing Clearance
By now we are established on our final approach time to get in touch with the aerodrome
controller in the tower During initial contact we report what type of approach we are
conducting and which runway we are approaching Any differences from this procedure can
be found in the airport information If traffic permits we will get our landing clearance right
away and if not ATC will say a short hello and give us an information on how many aircraft
will be using the runway before us
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower continue approach number 3
Pilot Lufthansa 123 number 3
or
Pilot Muumlnchen Tower Lufthansa 123 ILS approach runway 26R
ATC Lufthansa 123 Muumlnchen Tower wind 270 degrees 12 knots runway 26R cleared
to land
Pilot Lufthansa 123 runway 26R cleared to land
2381 Go Around
There are several possibilities why an approach should or must be aborted be it the weather
or a utility lying around on the runway The pilot can decide to go around or ATC can
instruct him to do so
Pilot Lufthansa 123 going around
ATC Lufthansa 123 follow missed approach as published contact Arrival on frequency
128020
Pilot Lufthansa 123 Missed Approach as published contact Arrival on 128020
or
ATC Lufthansa 123 go around I say again go around Maintain runway heading climb
altitude 5000 feet
Pilot Lufthansa 123 going around Maintain runway heading climb altitude 5000 feet
239 Taxi to Gate
After we vacated the runway we will be guided to the parking position using the exact same
tools we covered in chapter 3122
ATC Lufthansa 123 taxi to gate 250 via W2
Pilot Taxi to gate 250 via W2 Lufthansa 123
Important After the taxi instruction leading us to a parking position we have to keep
watching the frequency until we finally reached our parking position ndash but there are no
further calls like On Blocks request engine shut down The flight is over at this point we
made it
24 Specials
There are some situations that are not used every day but it is very useful to have heard of
them
241 Visual ClimbDescend
This method is sometimes used to provide a smooth climb and descend Similar to the visual
separation we covered earlier the pilot is instructed to maintain his own separation from the
preceding traffic in order to go below the minimum separation It is very important that the
planes are in VMC and visual contact is held throughout the whole manoeuvre
ATC Lufthansa 123 confirm VMC
Pilot Lufthansa 123 in VMC
ATC Lufthansa 123 traffic is a Boeing 737 12 orsquoclock position range 5 miles
2000 feet high report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation to the traffic for
the next 5 minutes
Pilot Lufthansa 123 affirmative
ATC to
the other
aircraft)
Air Berlin 456 traffic is an Airbus A320 at your 6 orsquoclock position range 5
miles 2000 feet below I will climb him through your level
Other
aircraft Roger Air Berlin 456
ATC Lufthansa 123 climb FL150 maintain visual separation from mentioned
traffic for the next 5 minutes
Pilot Lufthansa 123 climbing FL150 maintaining visual separation from Boeing
737 for the next 5 minutes
242 Emergency
During an emergency you either alert ATC by transponder (setting it to 7700) or if possible
make your distress call on the radio
Pilot Mayday Mayday Mayday Lufthansa 123 declaring emergency
There is no standard phraseology after that ndash ATC and pilot communicate in the way the
situation requires The most important thing is that the pilot tells the controller what his
problem is and what his intentions are Only then ATC can provide the best service possible
243 Urgency Messages
Should there be a problem aboard that does not qualify as an emergency (eg a single engine
failure in a B52) you should use the phrase Panpan
Pilot Pan-Pan Pan-Pan Pan-Pan Lufthansa 123 technical problem
3 COM MU NICA TIO N
The following document will be split up into two parts The first part includes the basics of
communication and the methods employed on the network to correctly communicate
between other members The second will focus on the phraseology and the how-to of
speaking correctly on the frequency
31 ATC
When communicating with ATC we must be aware of the controllers frequency Using your
pilot client you may find the controllers frequency and tune your radio to it Once on the
frequency you may wait for an opening and begin your transmission by pressing your Push to
Talk Key (PTT) To discuss things with the controller that do not pertain to the flight at hand
you may choose to private message himher using the appropriate method for your software
32 Pilots
Having discussions with pilots is normally done via private chat unless on unicom Please
read your software manual in order to learn how to use private mesages
33 Unicom
The frequency for UNICOM on the VATSIM network is always 122800 It is strictly for text
transmission and reception only On UNICOM pilots shall announce their intentions and
actions to make other pilots aware of their position There is no ATC on UNICOM and pilots
should co-ordinate in order to resolve potential conflicts Lately many pilots are using voice
on UNICOM by accessing a channel through FSX and or setting up one ndash usually
rwliveatcnet122800 Please note that while this is acceptable the official means of
communication remains on text as not everyone uses or is able to use voice
34 Private Messaging and Voice Channels
Private messages are individual conversations between one VATSIM user and another You
may set up a private voice channel through your pilot client which saves a lot of typing
and distractions when trying to pilot your aircraft (especially usefull in busy sectors) It is
usually an alternative to private messaging with another user and more than one user may
enter the private channel at the same time
35 Contact Mes
From time to time you will receive a message from a controller or a network Supervisor that
simply reads contact me on XXXXXXX or Hello my name is XXXX and I am a
VATSIM Supervisor please contact me by typing chat XX_SUP and hit enter then typing
hello (or something similar)
These are important contacts and are not to be taken lightlyTHEY REQUIRE A
RESPONSE ASAP and should not be ignored
If it is a controller it usually means you have entered or are about to enter his sector
From a Supervisor it means that they wish to a) assist you in some way b) verify that you are
online and at your computer c) they may be reacting to a complaint by someone if you have
inadvertently made some error d) checking on you as you sent a wallop
36 How to of Communication
The main purpose of this document is not to teach people how to speak we hope you know
this already We are also not trying to teach you how to fly That is also a requirement What
we are trying to achieve here is to teach you how to COMMUNICATE using voice while
flying an altogether different skill
When flying with voice every time you key the microphone you will be using up valuable
airtime If every time you transmit each instruction takes say 20 seconds That could mean
that you and your controller only get one command understood and acted upon every 50
seconds or so by which time other aircraft could have missed a vital instruction ie flown
through an ILS localizer or missed a landing clearance So the main purpose of the training is
to learn how to COMMUNICATE with the minimum of fuss and delay so that the ldquoread-
backsrdquo can be passed to the controller without taking up too much of this valuable airtime
The key is Communication and this means that both the Pilot and the ATCO communicate
their instructions and understandings to each other There is nothing more frustrating for an
ATCO than dealing with pilots who do not communicate sufficiently but who simply reply
with a Roger or (even worse) an ok or Will Do So what are the main basics of voice
flying Well there are many but some of the most important lessons you can learn are these
THINK BEFORE TALKING this sounds obvious but so many people do not do this keying
the microphone and stumbling and stuttering through an instruction which they have not
prepared at all
An example of RT messages often heard from pilots online is Annnndummmm Charlie
Delta ummmm Yankee 662 ummm heading ummm 230 ummm flight level ummm 210
Correction Thatacutes flight level ummm 200 sorry not flight level 210 my mistake Charlie
Delta Yankee 662 Over out
This would take around 20 seconds to say
Compare it with Iberia 845 heading 290 flight level 150 inbound Trosa
This takes 5 seconds to say and is MUCH clearer to the controller Whatacutes the difference
Simple -The pilot KNEW what to say before starting to speak
37 Hints and Tips
To give you a few pointers here is a list of Doacutes and Donacutets of common things that people get
wrong when they first try using voice
38 DO
Wait your turn The radio might be busy but that isnt a reason to cut into someone
elses conversation with a controller It just creates even more delays Also listen out
to make sure that the pilot before you reads back his clearance that the controller has
given him before you make you call Remember while you or a controller is
transmitting nobody else can get a message through
Know what you intend to transmit before starting to talk
Be patient just because the controller is not speaking on the radio does not mean he
isnt doing any work In fact much of the work of a controller is done off-air
involving co-ordination with other fellow controllers updating flight strips looking
up clearances or typing instructions all of which take time
Wait a few seconds after joining a frequency before you transmit so you donrsquot
transmit in the middle of a conversation
Readback ALL clearances and instructions
If you dont understand an instruction then ask the controller to say the instruction
again or to explain what it means Use a private message if you dont want to say it
on the air
In order to avoid problems understanding your transmissions please make sure that
you have correctly set up AVC using the auto microphone configure function Also
worth a note for both ATC and pilots Vatsim is a global organization and has many
members to whom English will not be their first language so please spare a special
thought for our foreign counterparts and speak clearly and slowly
If you are unable to comply with an instruction from ATC then tell them so that they
can plan something else for you before it causes a problem with other aircraft in the
vicinity
39 DO NOT
Readback the winds or use the phrase winds copied in reply to a take off or landing
clearance its not needed
Reply standing by to an instruction to standby No reply is necessary at all
The use of the word over is not required
Use (NEGATIVE)
Misunderstand the difference between Flight Levels and Altitudes
310 Read Backs
It is very important to read back certain instructions that ATC give to you so that they know
that you have understood what they have told you It its not necessary to read back absolutely
everything the following list shows some important information that should be readback
Taxi instructions
Levelclimbingdescending instructions
Heading instructions
Speed instructions
Airways or route clearances
Approach clearances
Runway-in-use
Clearance to enter land on take-off on backtrack cross or hold short of any active
runway
Transponder operating instructions
Altimeter settings
Frequency changes
Type of radar service
So please note that when you are given your clearance on the ground do not just reply
Roger read back the clearance fully so that ATC can spot if you have misheard or
misinterpreted something they have said eg FL100 is spoken as flight level one hundred
and FL120 is spoken as flight level one two zero Note the word hundred must not be used
for headings
Another phrase used with climbsdescents is when ready This places the responsibility on
the pilot for deciding when to initiate his climbdescent Eg BAW123 when ready descend
FL80 to be level by BNN here the controller has introduced another phrase to be level by
as well
This means exactly what is says commence your descent when you want but you must have
reached FL80 when you arrive at BNN note at BNN not 50nm before please
If on the other hand you do not understand what ATC is communicating to you then it is
equally important that this is properly communicated to ATC as well if it is a case that you
did not understand the instruction then ask ATC to repeat the instruction by using the words
Say Again as part of your read back If it is a case of you not being able to follow the
instruction given then use the words Unable as part of your read back followed by the
reason why you are not able to comply
311 Initial Contact
Many new pilots log on to the network parked at a gate but then expect ATC to start the
communication and when nothing happens they usually log of frustrated due to lack of
success
The Initial Contact on the Ground MUST at all times come from the Pilot and in the
following format SpeedBird 123 B737 at Gate E43 Request IFR Clearance to Paris Orly
This starts the communication flow between Pilot and ATC
Other often heard mistakes my new pilots are those who log on to the network do all the
pre-take off checks FMS flight programming and then suddenly start communications by
saying Transavia 430 Request Taxi or even worse Transavia 430 Ready for Take Off`rdquo
In both cases here the pilot has jumped a few steps of the proper communication procedure
Similarly when ATC hands you over to another controller then you as the pilot need to start
the communication process with the new controller
312 Common Phraseology
The following list contains most common phrases to be used in voice by both pilots and
controllers
313 WordPhrase
Acknowledge Let me know that you have received and understood this message
Affirm Yes
Approved Permission for proposed action granted
Break Indicates a seperation between messages
Break Break Indicates the seperation between messages transmitted to different
aircraft in a busy environment
Cancel Annul the previously transmitted clearance
Changing to I intend to call (unit) on (frequency)
Check Examine a system or procedure (Not to be used in any other context
No answer is normally expected
Cleard Authorised to proceed under the conditions specified
Climb Climb and maintain
Confirm I request verification of (clearance instruction action information)
Contact Establish communications with (your details have been passed)
Correction An error has been made in this transmission ( or message indicated)
The correct version is
Descend Descend and maintain
Disregard Ignore
Hold short
Stop before reaching the specified location (only used in limited
circumstances where no defined point exists eg where there is no
suitably located holding point or to reinforce a clearance limit
How do you read What is the readability of my transmission
I say again I repeat for clarity and emphasis
Maintain Continue in accordance with the condition(s) specified or in its literal
sense eg Maintain VFR
Monitor Listen out on frequency (pilots should listen in on freq and what for
ATC to initiate the call
Negative No Permission not granted That is not correct or not capable
Pass your message Proceed with your message
Read back Repeat all or the specified part of this message back to me exactly
as received
Report Pass requested information
Request I should like to know or wish to obtain
Roger
I have received all your last transmission (Under no circumstances
to be used in reply to a question requiring a direct answer in the
affirmative (affirm) or negative (negative) context
Say again Repeat all or the following part of your last transmission
Speak slower Reduce your rate of speech
Standby Wait and I will call you (Standby is not an approval or denial Pilots
are not required to read back Standing by
Unable I cannot comply with your request instruction or clearance (Unable
is normally followed by a reason)
Wilco I understand your message and will comply with it (abbreviation for
comply)
Words twice
As a request Communication is difficult Please send every word
twice (As information since communication is difficult every word
in this message will be sent twice
Important After the taxi instruction leading us to a parking position we have to keep
watching the frequency until we finally reached our parking position ndash but there are no
further calls like On Blocks request engine shut down The flight is over at this point we
made it
24 Specials
There are some situations that are not used every day but it is very useful to have heard of
them
241 Visual ClimbDescend
This method is sometimes used to provide a smooth climb and descend Similar to the visual
separation we covered earlier the pilot is instructed to maintain his own separation from the
preceding traffic in order to go below the minimum separation It is very important that the
planes are in VMC and visual contact is held throughout the whole manoeuvre
ATC Lufthansa 123 confirm VMC
Pilot Lufthansa 123 in VMC
ATC Lufthansa 123 traffic is a Boeing 737 12 orsquoclock position range 5 miles
2000 feet high report in sight
Pilot Lufthansa 123 traffic in sight
ATC Lufthansa 123 are you able to maintain visual separation to the traffic for
the next 5 minutes
Pilot Lufthansa 123 affirmative
ATC to
the other
aircraft)
Air Berlin 456 traffic is an Airbus A320 at your 6 orsquoclock position range 5
miles 2000 feet below I will climb him through your level
Other
aircraft Roger Air Berlin 456
ATC Lufthansa 123 climb FL150 maintain visual separation from mentioned
traffic for the next 5 minutes
Pilot Lufthansa 123 climbing FL150 maintaining visual separation from Boeing
737 for the next 5 minutes
242 Emergency
During an emergency you either alert ATC by transponder (setting it to 7700) or if possible
make your distress call on the radio
Pilot Mayday Mayday Mayday Lufthansa 123 declaring emergency
There is no standard phraseology after that ndash ATC and pilot communicate in the way the
situation requires The most important thing is that the pilot tells the controller what his
problem is and what his intentions are Only then ATC can provide the best service possible
243 Urgency Messages
Should there be a problem aboard that does not qualify as an emergency (eg a single engine
failure in a B52) you should use the phrase Panpan
Pilot Pan-Pan Pan-Pan Pan-Pan Lufthansa 123 technical problem
3 COM MU NICA TIO N
The following document will be split up into two parts The first part includes the basics of
communication and the methods employed on the network to correctly communicate
between other members The second will focus on the phraseology and the how-to of
speaking correctly on the frequency
31 ATC
When communicating with ATC we must be aware of the controllers frequency Using your
pilot client you may find the controllers frequency and tune your radio to it Once on the
frequency you may wait for an opening and begin your transmission by pressing your Push to
Talk Key (PTT) To discuss things with the controller that do not pertain to the flight at hand
you may choose to private message himher using the appropriate method for your software
32 Pilots
Having discussions with pilots is normally done via private chat unless on unicom Please
read your software manual in order to learn how to use private mesages
33 Unicom
The frequency for UNICOM on the VATSIM network is always 122800 It is strictly for text
transmission and reception only On UNICOM pilots shall announce their intentions and
actions to make other pilots aware of their position There is no ATC on UNICOM and pilots
should co-ordinate in order to resolve potential conflicts Lately many pilots are using voice
on UNICOM by accessing a channel through FSX and or setting up one ndash usually
rwliveatcnet122800 Please note that while this is acceptable the official means of
communication remains on text as not everyone uses or is able to use voice
34 Private Messaging and Voice Channels
Private messages are individual conversations between one VATSIM user and another You
may set up a private voice channel through your pilot client which saves a lot of typing
and distractions when trying to pilot your aircraft (especially usefull in busy sectors) It is
usually an alternative to private messaging with another user and more than one user may
enter the private channel at the same time
35 Contact Mes
From time to time you will receive a message from a controller or a network Supervisor that
simply reads contact me on XXXXXXX or Hello my name is XXXX and I am a
VATSIM Supervisor please contact me by typing chat XX_SUP and hit enter then typing
hello (or something similar)
These are important contacts and are not to be taken lightlyTHEY REQUIRE A
RESPONSE ASAP and should not be ignored
If it is a controller it usually means you have entered or are about to enter his sector
From a Supervisor it means that they wish to a) assist you in some way b) verify that you are
online and at your computer c) they may be reacting to a complaint by someone if you have
inadvertently made some error d) checking on you as you sent a wallop
36 How to of Communication
The main purpose of this document is not to teach people how to speak we hope you know
this already We are also not trying to teach you how to fly That is also a requirement What
we are trying to achieve here is to teach you how to COMMUNICATE using voice while
flying an altogether different skill
When flying with voice every time you key the microphone you will be using up valuable
airtime If every time you transmit each instruction takes say 20 seconds That could mean
that you and your controller only get one command understood and acted upon every 50
seconds or so by which time other aircraft could have missed a vital instruction ie flown
through an ILS localizer or missed a landing clearance So the main purpose of the training is
to learn how to COMMUNICATE with the minimum of fuss and delay so that the ldquoread-
backsrdquo can be passed to the controller without taking up too much of this valuable airtime
The key is Communication and this means that both the Pilot and the ATCO communicate
their instructions and understandings to each other There is nothing more frustrating for an
ATCO than dealing with pilots who do not communicate sufficiently but who simply reply
with a Roger or (even worse) an ok or Will Do So what are the main basics of voice
flying Well there are many but some of the most important lessons you can learn are these
THINK BEFORE TALKING this sounds obvious but so many people do not do this keying
the microphone and stumbling and stuttering through an instruction which they have not
prepared at all
An example of RT messages often heard from pilots online is Annnndummmm Charlie
Delta ummmm Yankee 662 ummm heading ummm 230 ummm flight level ummm 210
Correction Thatacutes flight level ummm 200 sorry not flight level 210 my mistake Charlie
Delta Yankee 662 Over out
This would take around 20 seconds to say
Compare it with Iberia 845 heading 290 flight level 150 inbound Trosa
This takes 5 seconds to say and is MUCH clearer to the controller Whatacutes the difference
Simple -The pilot KNEW what to say before starting to speak
37 Hints and Tips
To give you a few pointers here is a list of Doacutes and Donacutets of common things that people get
wrong when they first try using voice
38 DO
Wait your turn The radio might be busy but that isnt a reason to cut into someone
elses conversation with a controller It just creates even more delays Also listen out
to make sure that the pilot before you reads back his clearance that the controller has
given him before you make you call Remember while you or a controller is
transmitting nobody else can get a message through
Know what you intend to transmit before starting to talk
Be patient just because the controller is not speaking on the radio does not mean he
isnt doing any work In fact much of the work of a controller is done off-air
involving co-ordination with other fellow controllers updating flight strips looking
up clearances or typing instructions all of which take time
Wait a few seconds after joining a frequency before you transmit so you donrsquot
transmit in the middle of a conversation
Readback ALL clearances and instructions
If you dont understand an instruction then ask the controller to say the instruction
again or to explain what it means Use a private message if you dont want to say it
on the air
In order to avoid problems understanding your transmissions please make sure that
you have correctly set up AVC using the auto microphone configure function Also
worth a note for both ATC and pilots Vatsim is a global organization and has many
members to whom English will not be their first language so please spare a special
thought for our foreign counterparts and speak clearly and slowly
If you are unable to comply with an instruction from ATC then tell them so that they
can plan something else for you before it causes a problem with other aircraft in the
vicinity
39 DO NOT
Readback the winds or use the phrase winds copied in reply to a take off or landing
clearance its not needed
Reply standing by to an instruction to standby No reply is necessary at all
The use of the word over is not required
Use (NEGATIVE)
Misunderstand the difference between Flight Levels and Altitudes
310 Read Backs
It is very important to read back certain instructions that ATC give to you so that they know
that you have understood what they have told you It its not necessary to read back absolutely
everything the following list shows some important information that should be readback
Taxi instructions
Levelclimbingdescending instructions
Heading instructions
Speed instructions
Airways or route clearances
Approach clearances
Runway-in-use
Clearance to enter land on take-off on backtrack cross or hold short of any active
runway
Transponder operating instructions
Altimeter settings
Frequency changes
Type of radar service
So please note that when you are given your clearance on the ground do not just reply
Roger read back the clearance fully so that ATC can spot if you have misheard or
misinterpreted something they have said eg FL100 is spoken as flight level one hundred
and FL120 is spoken as flight level one two zero Note the word hundred must not be used
for headings
Another phrase used with climbsdescents is when ready This places the responsibility on
the pilot for deciding when to initiate his climbdescent Eg BAW123 when ready descend
FL80 to be level by BNN here the controller has introduced another phrase to be level by
as well
This means exactly what is says commence your descent when you want but you must have
reached FL80 when you arrive at BNN note at BNN not 50nm before please
If on the other hand you do not understand what ATC is communicating to you then it is
equally important that this is properly communicated to ATC as well if it is a case that you
did not understand the instruction then ask ATC to repeat the instruction by using the words
Say Again as part of your read back If it is a case of you not being able to follow the
instruction given then use the words Unable as part of your read back followed by the
reason why you are not able to comply
311 Initial Contact
Many new pilots log on to the network parked at a gate but then expect ATC to start the
communication and when nothing happens they usually log of frustrated due to lack of
success
The Initial Contact on the Ground MUST at all times come from the Pilot and in the
following format SpeedBird 123 B737 at Gate E43 Request IFR Clearance to Paris Orly
This starts the communication flow between Pilot and ATC
Other often heard mistakes my new pilots are those who log on to the network do all the
pre-take off checks FMS flight programming and then suddenly start communications by
saying Transavia 430 Request Taxi or even worse Transavia 430 Ready for Take Off`rdquo
In both cases here the pilot has jumped a few steps of the proper communication procedure
Similarly when ATC hands you over to another controller then you as the pilot need to start
the communication process with the new controller
312 Common Phraseology
The following list contains most common phrases to be used in voice by both pilots and
controllers
313 WordPhrase
Acknowledge Let me know that you have received and understood this message
Affirm Yes
Approved Permission for proposed action granted
Break Indicates a seperation between messages
Break Break Indicates the seperation between messages transmitted to different
aircraft in a busy environment
Cancel Annul the previously transmitted clearance
Changing to I intend to call (unit) on (frequency)
Check Examine a system or procedure (Not to be used in any other context
No answer is normally expected
Cleard Authorised to proceed under the conditions specified
Climb Climb and maintain
Confirm I request verification of (clearance instruction action information)
Contact Establish communications with (your details have been passed)
Correction An error has been made in this transmission ( or message indicated)
The correct version is
Descend Descend and maintain
Disregard Ignore
Hold short
Stop before reaching the specified location (only used in limited
circumstances where no defined point exists eg where there is no
suitably located holding point or to reinforce a clearance limit
How do you read What is the readability of my transmission
I say again I repeat for clarity and emphasis
Maintain Continue in accordance with the condition(s) specified or in its literal
sense eg Maintain VFR
Monitor Listen out on frequency (pilots should listen in on freq and what for
ATC to initiate the call
Negative No Permission not granted That is not correct or not capable
Pass your message Proceed with your message
Read back Repeat all or the specified part of this message back to me exactly
as received
Report Pass requested information
Request I should like to know or wish to obtain
Roger
I have received all your last transmission (Under no circumstances
to be used in reply to a question requiring a direct answer in the
affirmative (affirm) or negative (negative) context
Say again Repeat all or the following part of your last transmission
Speak slower Reduce your rate of speech
Standby Wait and I will call you (Standby is not an approval or denial Pilots
are not required to read back Standing by
Unable I cannot comply with your request instruction or clearance (Unable
is normally followed by a reason)
Wilco I understand your message and will comply with it (abbreviation for
comply)
Words twice
As a request Communication is difficult Please send every word
twice (As information since communication is difficult every word
in this message will be sent twice
243 Urgency Messages
Should there be a problem aboard that does not qualify as an emergency (eg a single engine
failure in a B52) you should use the phrase Panpan
Pilot Pan-Pan Pan-Pan Pan-Pan Lufthansa 123 technical problem
3 COM MU NICA TIO N
The following document will be split up into two parts The first part includes the basics of
communication and the methods employed on the network to correctly communicate
between other members The second will focus on the phraseology and the how-to of
speaking correctly on the frequency
31 ATC
When communicating with ATC we must be aware of the controllers frequency Using your
pilot client you may find the controllers frequency and tune your radio to it Once on the
frequency you may wait for an opening and begin your transmission by pressing your Push to
Talk Key (PTT) To discuss things with the controller that do not pertain to the flight at hand
you may choose to private message himher using the appropriate method for your software
32 Pilots
Having discussions with pilots is normally done via private chat unless on unicom Please
read your software manual in order to learn how to use private mesages
33 Unicom
The frequency for UNICOM on the VATSIM network is always 122800 It is strictly for text
transmission and reception only On UNICOM pilots shall announce their intentions and
actions to make other pilots aware of their position There is no ATC on UNICOM and pilots
should co-ordinate in order to resolve potential conflicts Lately many pilots are using voice
on UNICOM by accessing a channel through FSX and or setting up one ndash usually
rwliveatcnet122800 Please note that while this is acceptable the official means of
communication remains on text as not everyone uses or is able to use voice
34 Private Messaging and Voice Channels
Private messages are individual conversations between one VATSIM user and another You
may set up a private voice channel through your pilot client which saves a lot of typing
and distractions when trying to pilot your aircraft (especially usefull in busy sectors) It is
usually an alternative to private messaging with another user and more than one user may
enter the private channel at the same time
35 Contact Mes
From time to time you will receive a message from a controller or a network Supervisor that
simply reads contact me on XXXXXXX or Hello my name is XXXX and I am a
VATSIM Supervisor please contact me by typing chat XX_SUP and hit enter then typing
hello (or something similar)
These are important contacts and are not to be taken lightlyTHEY REQUIRE A
RESPONSE ASAP and should not be ignored
If it is a controller it usually means you have entered or are about to enter his sector
From a Supervisor it means that they wish to a) assist you in some way b) verify that you are
online and at your computer c) they may be reacting to a complaint by someone if you have
inadvertently made some error d) checking on you as you sent a wallop
36 How to of Communication
The main purpose of this document is not to teach people how to speak we hope you know
this already We are also not trying to teach you how to fly That is also a requirement What
we are trying to achieve here is to teach you how to COMMUNICATE using voice while
flying an altogether different skill
When flying with voice every time you key the microphone you will be using up valuable
airtime If every time you transmit each instruction takes say 20 seconds That could mean
that you and your controller only get one command understood and acted upon every 50
seconds or so by which time other aircraft could have missed a vital instruction ie flown
through an ILS localizer or missed a landing clearance So the main purpose of the training is
to learn how to COMMUNICATE with the minimum of fuss and delay so that the ldquoread-
backsrdquo can be passed to the controller without taking up too much of this valuable airtime
The key is Communication and this means that both the Pilot and the ATCO communicate
their instructions and understandings to each other There is nothing more frustrating for an
ATCO than dealing with pilots who do not communicate sufficiently but who simply reply
with a Roger or (even worse) an ok or Will Do So what are the main basics of voice
flying Well there are many but some of the most important lessons you can learn are these
THINK BEFORE TALKING this sounds obvious but so many people do not do this keying
the microphone and stumbling and stuttering through an instruction which they have not
prepared at all
An example of RT messages often heard from pilots online is Annnndummmm Charlie
Delta ummmm Yankee 662 ummm heading ummm 230 ummm flight level ummm 210
Correction Thatacutes flight level ummm 200 sorry not flight level 210 my mistake Charlie
Delta Yankee 662 Over out
This would take around 20 seconds to say
Compare it with Iberia 845 heading 290 flight level 150 inbound Trosa
This takes 5 seconds to say and is MUCH clearer to the controller Whatacutes the difference
Simple -The pilot KNEW what to say before starting to speak
37 Hints and Tips
To give you a few pointers here is a list of Doacutes and Donacutets of common things that people get
wrong when they first try using voice
38 DO
Wait your turn The radio might be busy but that isnt a reason to cut into someone
elses conversation with a controller It just creates even more delays Also listen out
to make sure that the pilot before you reads back his clearance that the controller has
given him before you make you call Remember while you or a controller is
transmitting nobody else can get a message through
Know what you intend to transmit before starting to talk
Be patient just because the controller is not speaking on the radio does not mean he
isnt doing any work In fact much of the work of a controller is done off-air
involving co-ordination with other fellow controllers updating flight strips looking
up clearances or typing instructions all of which take time
Wait a few seconds after joining a frequency before you transmit so you donrsquot
transmit in the middle of a conversation
Readback ALL clearances and instructions
If you dont understand an instruction then ask the controller to say the instruction
again or to explain what it means Use a private message if you dont want to say it
on the air
In order to avoid problems understanding your transmissions please make sure that
you have correctly set up AVC using the auto microphone configure function Also
worth a note for both ATC and pilots Vatsim is a global organization and has many
members to whom English will not be their first language so please spare a special
thought for our foreign counterparts and speak clearly and slowly
If you are unable to comply with an instruction from ATC then tell them so that they
can plan something else for you before it causes a problem with other aircraft in the
vicinity
39 DO NOT
Readback the winds or use the phrase winds copied in reply to a take off or landing
clearance its not needed
Reply standing by to an instruction to standby No reply is necessary at all
The use of the word over is not required
Use (NEGATIVE)
Misunderstand the difference between Flight Levels and Altitudes
310 Read Backs
It is very important to read back certain instructions that ATC give to you so that they know
that you have understood what they have told you It its not necessary to read back absolutely
everything the following list shows some important information that should be readback
Taxi instructions
Levelclimbingdescending instructions
Heading instructions
Speed instructions
Airways or route clearances
Approach clearances
Runway-in-use
Clearance to enter land on take-off on backtrack cross or hold short of any active
runway
Transponder operating instructions
Altimeter settings
Frequency changes
Type of radar service
So please note that when you are given your clearance on the ground do not just reply
Roger read back the clearance fully so that ATC can spot if you have misheard or
misinterpreted something they have said eg FL100 is spoken as flight level one hundred
and FL120 is spoken as flight level one two zero Note the word hundred must not be used
for headings
Another phrase used with climbsdescents is when ready This places the responsibility on
the pilot for deciding when to initiate his climbdescent Eg BAW123 when ready descend
FL80 to be level by BNN here the controller has introduced another phrase to be level by
as well
This means exactly what is says commence your descent when you want but you must have
reached FL80 when you arrive at BNN note at BNN not 50nm before please
If on the other hand you do not understand what ATC is communicating to you then it is
equally important that this is properly communicated to ATC as well if it is a case that you
did not understand the instruction then ask ATC to repeat the instruction by using the words
Say Again as part of your read back If it is a case of you not being able to follow the
instruction given then use the words Unable as part of your read back followed by the
reason why you are not able to comply
311 Initial Contact
Many new pilots log on to the network parked at a gate but then expect ATC to start the
communication and when nothing happens they usually log of frustrated due to lack of
success
The Initial Contact on the Ground MUST at all times come from the Pilot and in the
following format SpeedBird 123 B737 at Gate E43 Request IFR Clearance to Paris Orly
This starts the communication flow between Pilot and ATC
Other often heard mistakes my new pilots are those who log on to the network do all the
pre-take off checks FMS flight programming and then suddenly start communications by
saying Transavia 430 Request Taxi or even worse Transavia 430 Ready for Take Off`rdquo
In both cases here the pilot has jumped a few steps of the proper communication procedure
Similarly when ATC hands you over to another controller then you as the pilot need to start
the communication process with the new controller
312 Common Phraseology
The following list contains most common phrases to be used in voice by both pilots and
controllers
313 WordPhrase
Acknowledge Let me know that you have received and understood this message
Affirm Yes
Approved Permission for proposed action granted
Break Indicates a seperation between messages
Break Break Indicates the seperation between messages transmitted to different
aircraft in a busy environment
Cancel Annul the previously transmitted clearance
Changing to I intend to call (unit) on (frequency)
Check Examine a system or procedure (Not to be used in any other context
No answer is normally expected
Cleard Authorised to proceed under the conditions specified
Climb Climb and maintain
Confirm I request verification of (clearance instruction action information)
Contact Establish communications with (your details have been passed)
Correction An error has been made in this transmission ( or message indicated)
The correct version is
Descend Descend and maintain
Disregard Ignore
Hold short
Stop before reaching the specified location (only used in limited
circumstances where no defined point exists eg where there is no
suitably located holding point or to reinforce a clearance limit
How do you read What is the readability of my transmission
I say again I repeat for clarity and emphasis
Maintain Continue in accordance with the condition(s) specified or in its literal
sense eg Maintain VFR
Monitor Listen out on frequency (pilots should listen in on freq and what for
ATC to initiate the call
Negative No Permission not granted That is not correct or not capable
Pass your message Proceed with your message
Read back Repeat all or the specified part of this message back to me exactly
as received
Report Pass requested information
Request I should like to know or wish to obtain
Roger
I have received all your last transmission (Under no circumstances
to be used in reply to a question requiring a direct answer in the
affirmative (affirm) or negative (negative) context
Say again Repeat all or the following part of your last transmission
Speak slower Reduce your rate of speech
Standby Wait and I will call you (Standby is not an approval or denial Pilots
are not required to read back Standing by
Unable I cannot comply with your request instruction or clearance (Unable
is normally followed by a reason)
Wilco I understand your message and will comply with it (abbreviation for
comply)
Words twice
As a request Communication is difficult Please send every word
twice (As information since communication is difficult every word
in this message will be sent twice
3 COM MU NICA TIO N
The following document will be split up into two parts The first part includes the basics of
communication and the methods employed on the network to correctly communicate
between other members The second will focus on the phraseology and the how-to of
speaking correctly on the frequency
31 ATC
When communicating with ATC we must be aware of the controllers frequency Using your
pilot client you may find the controllers frequency and tune your radio to it Once on the
frequency you may wait for an opening and begin your transmission by pressing your Push to
Talk Key (PTT) To discuss things with the controller that do not pertain to the flight at hand
you may choose to private message himher using the appropriate method for your software
32 Pilots
Having discussions with pilots is normally done via private chat unless on unicom Please
read your software manual in order to learn how to use private mesages
33 Unicom
The frequency for UNICOM on the VATSIM network is always 122800 It is strictly for text
transmission and reception only On UNICOM pilots shall announce their intentions and
actions to make other pilots aware of their position There is no ATC on UNICOM and pilots
should co-ordinate in order to resolve potential conflicts Lately many pilots are using voice
on UNICOM by accessing a channel through FSX and or setting up one ndash usually
rwliveatcnet122800 Please note that while this is acceptable the official means of
communication remains on text as not everyone uses or is able to use voice
34 Private Messaging and Voice Channels
Private messages are individual conversations between one VATSIM user and another You
may set up a private voice channel through your pilot client which saves a lot of typing
and distractions when trying to pilot your aircraft (especially usefull in busy sectors) It is
usually an alternative to private messaging with another user and more than one user may
enter the private channel at the same time
35 Contact Mes
From time to time you will receive a message from a controller or a network Supervisor that
simply reads contact me on XXXXXXX or Hello my name is XXXX and I am a
VATSIM Supervisor please contact me by typing chat XX_SUP and hit enter then typing
hello (or something similar)
These are important contacts and are not to be taken lightlyTHEY REQUIRE A
RESPONSE ASAP and should not be ignored
If it is a controller it usually means you have entered or are about to enter his sector
From a Supervisor it means that they wish to a) assist you in some way b) verify that you are
online and at your computer c) they may be reacting to a complaint by someone if you have
inadvertently made some error d) checking on you as you sent a wallop
36 How to of Communication
The main purpose of this document is not to teach people how to speak we hope you know
this already We are also not trying to teach you how to fly That is also a requirement What
we are trying to achieve here is to teach you how to COMMUNICATE using voice while
flying an altogether different skill
When flying with voice every time you key the microphone you will be using up valuable
airtime If every time you transmit each instruction takes say 20 seconds That could mean
that you and your controller only get one command understood and acted upon every 50
seconds or so by which time other aircraft could have missed a vital instruction ie flown
through an ILS localizer or missed a landing clearance So the main purpose of the training is
to learn how to COMMUNICATE with the minimum of fuss and delay so that the ldquoread-
backsrdquo can be passed to the controller without taking up too much of this valuable airtime
The key is Communication and this means that both the Pilot and the ATCO communicate
their instructions and understandings to each other There is nothing more frustrating for an
ATCO than dealing with pilots who do not communicate sufficiently but who simply reply
with a Roger or (even worse) an ok or Will Do So what are the main basics of voice
flying Well there are many but some of the most important lessons you can learn are these
THINK BEFORE TALKING this sounds obvious but so many people do not do this keying
the microphone and stumbling and stuttering through an instruction which they have not
prepared at all
An example of RT messages often heard from pilots online is Annnndummmm Charlie
Delta ummmm Yankee 662 ummm heading ummm 230 ummm flight level ummm 210
Correction Thatacutes flight level ummm 200 sorry not flight level 210 my mistake Charlie
Delta Yankee 662 Over out
This would take around 20 seconds to say
Compare it with Iberia 845 heading 290 flight level 150 inbound Trosa
This takes 5 seconds to say and is MUCH clearer to the controller Whatacutes the difference
Simple -The pilot KNEW what to say before starting to speak
37 Hints and Tips
To give you a few pointers here is a list of Doacutes and Donacutets of common things that people get
wrong when they first try using voice
38 DO
Wait your turn The radio might be busy but that isnt a reason to cut into someone
elses conversation with a controller It just creates even more delays Also listen out
to make sure that the pilot before you reads back his clearance that the controller has
given him before you make you call Remember while you or a controller is
transmitting nobody else can get a message through
Know what you intend to transmit before starting to talk
Be patient just because the controller is not speaking on the radio does not mean he
isnt doing any work In fact much of the work of a controller is done off-air
involving co-ordination with other fellow controllers updating flight strips looking
up clearances or typing instructions all of which take time
Wait a few seconds after joining a frequency before you transmit so you donrsquot
transmit in the middle of a conversation
Readback ALL clearances and instructions
If you dont understand an instruction then ask the controller to say the instruction
again or to explain what it means Use a private message if you dont want to say it
on the air
In order to avoid problems understanding your transmissions please make sure that
you have correctly set up AVC using the auto microphone configure function Also
worth a note for both ATC and pilots Vatsim is a global organization and has many
members to whom English will not be their first language so please spare a special
thought for our foreign counterparts and speak clearly and slowly
If you are unable to comply with an instruction from ATC then tell them so that they
can plan something else for you before it causes a problem with other aircraft in the
vicinity
39 DO NOT
Readback the winds or use the phrase winds copied in reply to a take off or landing
clearance its not needed
Reply standing by to an instruction to standby No reply is necessary at all
The use of the word over is not required
Use (NEGATIVE)
Misunderstand the difference between Flight Levels and Altitudes
310 Read Backs
It is very important to read back certain instructions that ATC give to you so that they know
that you have understood what they have told you It its not necessary to read back absolutely
everything the following list shows some important information that should be readback
Taxi instructions
Levelclimbingdescending instructions
Heading instructions
Speed instructions
Airways or route clearances
Approach clearances
Runway-in-use
Clearance to enter land on take-off on backtrack cross or hold short of any active
runway
Transponder operating instructions
Altimeter settings
Frequency changes
Type of radar service
So please note that when you are given your clearance on the ground do not just reply
Roger read back the clearance fully so that ATC can spot if you have misheard or
misinterpreted something they have said eg FL100 is spoken as flight level one hundred
and FL120 is spoken as flight level one two zero Note the word hundred must not be used
for headings
Another phrase used with climbsdescents is when ready This places the responsibility on
the pilot for deciding when to initiate his climbdescent Eg BAW123 when ready descend
FL80 to be level by BNN here the controller has introduced another phrase to be level by
as well
This means exactly what is says commence your descent when you want but you must have
reached FL80 when you arrive at BNN note at BNN not 50nm before please
If on the other hand you do not understand what ATC is communicating to you then it is
equally important that this is properly communicated to ATC as well if it is a case that you
did not understand the instruction then ask ATC to repeat the instruction by using the words
Say Again as part of your read back If it is a case of you not being able to follow the
instruction given then use the words Unable as part of your read back followed by the
reason why you are not able to comply
311 Initial Contact
Many new pilots log on to the network parked at a gate but then expect ATC to start the
communication and when nothing happens they usually log of frustrated due to lack of
success
The Initial Contact on the Ground MUST at all times come from the Pilot and in the
following format SpeedBird 123 B737 at Gate E43 Request IFR Clearance to Paris Orly
This starts the communication flow between Pilot and ATC
Other often heard mistakes my new pilots are those who log on to the network do all the
pre-take off checks FMS flight programming and then suddenly start communications by
saying Transavia 430 Request Taxi or even worse Transavia 430 Ready for Take Off`rdquo
In both cases here the pilot has jumped a few steps of the proper communication procedure
Similarly when ATC hands you over to another controller then you as the pilot need to start
the communication process with the new controller
312 Common Phraseology
The following list contains most common phrases to be used in voice by both pilots and
controllers
313 WordPhrase
Acknowledge Let me know that you have received and understood this message
Affirm Yes
Approved Permission for proposed action granted
Break Indicates a seperation between messages
Break Break Indicates the seperation between messages transmitted to different
aircraft in a busy environment
Cancel Annul the previously transmitted clearance
Changing to I intend to call (unit) on (frequency)
Check Examine a system or procedure (Not to be used in any other context
No answer is normally expected
Cleard Authorised to proceed under the conditions specified
Climb Climb and maintain
Confirm I request verification of (clearance instruction action information)
Contact Establish communications with (your details have been passed)
Correction An error has been made in this transmission ( or message indicated)
The correct version is
Descend Descend and maintain
Disregard Ignore
Hold short
Stop before reaching the specified location (only used in limited
circumstances where no defined point exists eg where there is no
suitably located holding point or to reinforce a clearance limit
How do you read What is the readability of my transmission
I say again I repeat for clarity and emphasis
Maintain Continue in accordance with the condition(s) specified or in its literal
sense eg Maintain VFR
Monitor Listen out on frequency (pilots should listen in on freq and what for
ATC to initiate the call
Negative No Permission not granted That is not correct or not capable
Pass your message Proceed with your message
Read back Repeat all or the specified part of this message back to me exactly
as received
Report Pass requested information
Request I should like to know or wish to obtain
Roger
I have received all your last transmission (Under no circumstances
to be used in reply to a question requiring a direct answer in the
affirmative (affirm) or negative (negative) context
Say again Repeat all or the following part of your last transmission
Speak slower Reduce your rate of speech
Standby Wait and I will call you (Standby is not an approval or denial Pilots
are not required to read back Standing by
Unable I cannot comply with your request instruction or clearance (Unable
is normally followed by a reason)
Wilco I understand your message and will comply with it (abbreviation for
comply)
Words twice
As a request Communication is difficult Please send every word
twice (As information since communication is difficult every word
in this message will be sent twice
From a Supervisor it means that they wish to a) assist you in some way b) verify that you are
online and at your computer c) they may be reacting to a complaint by someone if you have
inadvertently made some error d) checking on you as you sent a wallop
36 How to of Communication
The main purpose of this document is not to teach people how to speak we hope you know
this already We are also not trying to teach you how to fly That is also a requirement What
we are trying to achieve here is to teach you how to COMMUNICATE using voice while
flying an altogether different skill
When flying with voice every time you key the microphone you will be using up valuable
airtime If every time you transmit each instruction takes say 20 seconds That could mean
that you and your controller only get one command understood and acted upon every 50
seconds or so by which time other aircraft could have missed a vital instruction ie flown
through an ILS localizer or missed a landing clearance So the main purpose of the training is
to learn how to COMMUNICATE with the minimum of fuss and delay so that the ldquoread-
backsrdquo can be passed to the controller without taking up too much of this valuable airtime
The key is Communication and this means that both the Pilot and the ATCO communicate
their instructions and understandings to each other There is nothing more frustrating for an
ATCO than dealing with pilots who do not communicate sufficiently but who simply reply
with a Roger or (even worse) an ok or Will Do So what are the main basics of voice
flying Well there are many but some of the most important lessons you can learn are these
THINK BEFORE TALKING this sounds obvious but so many people do not do this keying
the microphone and stumbling and stuttering through an instruction which they have not
prepared at all
An example of RT messages often heard from pilots online is Annnndummmm Charlie
Delta ummmm Yankee 662 ummm heading ummm 230 ummm flight level ummm 210
Correction Thatacutes flight level ummm 200 sorry not flight level 210 my mistake Charlie
Delta Yankee 662 Over out
This would take around 20 seconds to say
Compare it with Iberia 845 heading 290 flight level 150 inbound Trosa
This takes 5 seconds to say and is MUCH clearer to the controller Whatacutes the difference
Simple -The pilot KNEW what to say before starting to speak
37 Hints and Tips
To give you a few pointers here is a list of Doacutes and Donacutets of common things that people get
wrong when they first try using voice
38 DO
Wait your turn The radio might be busy but that isnt a reason to cut into someone
elses conversation with a controller It just creates even more delays Also listen out
to make sure that the pilot before you reads back his clearance that the controller has
given him before you make you call Remember while you or a controller is
transmitting nobody else can get a message through
Know what you intend to transmit before starting to talk
Be patient just because the controller is not speaking on the radio does not mean he
isnt doing any work In fact much of the work of a controller is done off-air
involving co-ordination with other fellow controllers updating flight strips looking
up clearances or typing instructions all of which take time
Wait a few seconds after joining a frequency before you transmit so you donrsquot
transmit in the middle of a conversation
Readback ALL clearances and instructions
If you dont understand an instruction then ask the controller to say the instruction
again or to explain what it means Use a private message if you dont want to say it
on the air
In order to avoid problems understanding your transmissions please make sure that
you have correctly set up AVC using the auto microphone configure function Also
worth a note for both ATC and pilots Vatsim is a global organization and has many
members to whom English will not be their first language so please spare a special
thought for our foreign counterparts and speak clearly and slowly
If you are unable to comply with an instruction from ATC then tell them so that they
can plan something else for you before it causes a problem with other aircraft in the
vicinity
39 DO NOT
Readback the winds or use the phrase winds copied in reply to a take off or landing
clearance its not needed
Reply standing by to an instruction to standby No reply is necessary at all
The use of the word over is not required
Use (NEGATIVE)
Misunderstand the difference between Flight Levels and Altitudes
310 Read Backs
It is very important to read back certain instructions that ATC give to you so that they know
that you have understood what they have told you It its not necessary to read back absolutely
everything the following list shows some important information that should be readback
Taxi instructions
Levelclimbingdescending instructions
Heading instructions
Speed instructions
Airways or route clearances
Approach clearances
Runway-in-use
Clearance to enter land on take-off on backtrack cross or hold short of any active
runway
Transponder operating instructions
Altimeter settings
Frequency changes
Type of radar service
So please note that when you are given your clearance on the ground do not just reply
Roger read back the clearance fully so that ATC can spot if you have misheard or
misinterpreted something they have said eg FL100 is spoken as flight level one hundred
and FL120 is spoken as flight level one two zero Note the word hundred must not be used
for headings
Another phrase used with climbsdescents is when ready This places the responsibility on
the pilot for deciding when to initiate his climbdescent Eg BAW123 when ready descend
FL80 to be level by BNN here the controller has introduced another phrase to be level by
as well
This means exactly what is says commence your descent when you want but you must have
reached FL80 when you arrive at BNN note at BNN not 50nm before please
If on the other hand you do not understand what ATC is communicating to you then it is
equally important that this is properly communicated to ATC as well if it is a case that you
did not understand the instruction then ask ATC to repeat the instruction by using the words
Say Again as part of your read back If it is a case of you not being able to follow the
instruction given then use the words Unable as part of your read back followed by the
reason why you are not able to comply
311 Initial Contact
Many new pilots log on to the network parked at a gate but then expect ATC to start the
communication and when nothing happens they usually log of frustrated due to lack of
success
The Initial Contact on the Ground MUST at all times come from the Pilot and in the
following format SpeedBird 123 B737 at Gate E43 Request IFR Clearance to Paris Orly
This starts the communication flow between Pilot and ATC
Other often heard mistakes my new pilots are those who log on to the network do all the
pre-take off checks FMS flight programming and then suddenly start communications by
saying Transavia 430 Request Taxi or even worse Transavia 430 Ready for Take Off`rdquo
In both cases here the pilot has jumped a few steps of the proper communication procedure
Similarly when ATC hands you over to another controller then you as the pilot need to start
the communication process with the new controller
312 Common Phraseology
The following list contains most common phrases to be used in voice by both pilots and
controllers
313 WordPhrase
Acknowledge Let me know that you have received and understood this message
Affirm Yes
Approved Permission for proposed action granted
Break Indicates a seperation between messages
Break Break Indicates the seperation between messages transmitted to different
aircraft in a busy environment
Cancel Annul the previously transmitted clearance
Changing to I intend to call (unit) on (frequency)
Check Examine a system or procedure (Not to be used in any other context
No answer is normally expected
Cleard Authorised to proceed under the conditions specified
Climb Climb and maintain
Confirm I request verification of (clearance instruction action information)
Contact Establish communications with (your details have been passed)
Correction An error has been made in this transmission ( or message indicated)
The correct version is
Descend Descend and maintain
Disregard Ignore
Hold short
Stop before reaching the specified location (only used in limited
circumstances where no defined point exists eg where there is no
suitably located holding point or to reinforce a clearance limit
How do you read What is the readability of my transmission
I say again I repeat for clarity and emphasis
Maintain Continue in accordance with the condition(s) specified or in its literal
sense eg Maintain VFR
Monitor Listen out on frequency (pilots should listen in on freq and what for
ATC to initiate the call
Negative No Permission not granted That is not correct or not capable
Pass your message Proceed with your message
Read back Repeat all or the specified part of this message back to me exactly
as received
Report Pass requested information
Request I should like to know or wish to obtain
Roger
I have received all your last transmission (Under no circumstances
to be used in reply to a question requiring a direct answer in the
affirmative (affirm) or negative (negative) context
Say again Repeat all or the following part of your last transmission
Speak slower Reduce your rate of speech
Standby Wait and I will call you (Standby is not an approval or denial Pilots
are not required to read back Standing by
Unable I cannot comply with your request instruction or clearance (Unable
is normally followed by a reason)
Wilco I understand your message and will comply with it (abbreviation for
comply)
Words twice
As a request Communication is difficult Please send every word
twice (As information since communication is difficult every word
in this message will be sent twice
38 DO
Wait your turn The radio might be busy but that isnt a reason to cut into someone
elses conversation with a controller It just creates even more delays Also listen out
to make sure that the pilot before you reads back his clearance that the controller has
given him before you make you call Remember while you or a controller is
transmitting nobody else can get a message through
Know what you intend to transmit before starting to talk
Be patient just because the controller is not speaking on the radio does not mean he
isnt doing any work In fact much of the work of a controller is done off-air
involving co-ordination with other fellow controllers updating flight strips looking
up clearances or typing instructions all of which take time
Wait a few seconds after joining a frequency before you transmit so you donrsquot
transmit in the middle of a conversation
Readback ALL clearances and instructions
If you dont understand an instruction then ask the controller to say the instruction
again or to explain what it means Use a private message if you dont want to say it
on the air
In order to avoid problems understanding your transmissions please make sure that
you have correctly set up AVC using the auto microphone configure function Also
worth a note for both ATC and pilots Vatsim is a global organization and has many
members to whom English will not be their first language so please spare a special
thought for our foreign counterparts and speak clearly and slowly
If you are unable to comply with an instruction from ATC then tell them so that they
can plan something else for you before it causes a problem with other aircraft in the
vicinity
39 DO NOT
Readback the winds or use the phrase winds copied in reply to a take off or landing
clearance its not needed
Reply standing by to an instruction to standby No reply is necessary at all
The use of the word over is not required
Use (NEGATIVE)
Misunderstand the difference between Flight Levels and Altitudes
310 Read Backs
It is very important to read back certain instructions that ATC give to you so that they know
that you have understood what they have told you It its not necessary to read back absolutely
everything the following list shows some important information that should be readback
Taxi instructions
Levelclimbingdescending instructions
Heading instructions
Speed instructions
Airways or route clearances
Approach clearances
Runway-in-use
Clearance to enter land on take-off on backtrack cross or hold short of any active
runway
Transponder operating instructions
Altimeter settings
Frequency changes
Type of radar service
So please note that when you are given your clearance on the ground do not just reply
Roger read back the clearance fully so that ATC can spot if you have misheard or
misinterpreted something they have said eg FL100 is spoken as flight level one hundred
and FL120 is spoken as flight level one two zero Note the word hundred must not be used
for headings
Another phrase used with climbsdescents is when ready This places the responsibility on
the pilot for deciding when to initiate his climbdescent Eg BAW123 when ready descend
FL80 to be level by BNN here the controller has introduced another phrase to be level by
as well
This means exactly what is says commence your descent when you want but you must have
reached FL80 when you arrive at BNN note at BNN not 50nm before please
If on the other hand you do not understand what ATC is communicating to you then it is
equally important that this is properly communicated to ATC as well if it is a case that you
did not understand the instruction then ask ATC to repeat the instruction by using the words
Say Again as part of your read back If it is a case of you not being able to follow the
instruction given then use the words Unable as part of your read back followed by the
reason why you are not able to comply
311 Initial Contact
Many new pilots log on to the network parked at a gate but then expect ATC to start the
communication and when nothing happens they usually log of frustrated due to lack of
success
The Initial Contact on the Ground MUST at all times come from the Pilot and in the
following format SpeedBird 123 B737 at Gate E43 Request IFR Clearance to Paris Orly
This starts the communication flow between Pilot and ATC
Other often heard mistakes my new pilots are those who log on to the network do all the
pre-take off checks FMS flight programming and then suddenly start communications by
saying Transavia 430 Request Taxi or even worse Transavia 430 Ready for Take Off`rdquo
In both cases here the pilot has jumped a few steps of the proper communication procedure
Similarly when ATC hands you over to another controller then you as the pilot need to start
the communication process with the new controller
312 Common Phraseology
The following list contains most common phrases to be used in voice by both pilots and
controllers
313 WordPhrase
Acknowledge Let me know that you have received and understood this message
Affirm Yes
Approved Permission for proposed action granted
Break Indicates a seperation between messages
Break Break Indicates the seperation between messages transmitted to different
aircraft in a busy environment
Cancel Annul the previously transmitted clearance
Changing to I intend to call (unit) on (frequency)
Check Examine a system or procedure (Not to be used in any other context
No answer is normally expected
Cleard Authorised to proceed under the conditions specified
Climb Climb and maintain
Confirm I request verification of (clearance instruction action information)
Contact Establish communications with (your details have been passed)
Correction An error has been made in this transmission ( or message indicated)
The correct version is
Descend Descend and maintain
Disregard Ignore
Hold short
Stop before reaching the specified location (only used in limited
circumstances where no defined point exists eg where there is no
suitably located holding point or to reinforce a clearance limit
How do you read What is the readability of my transmission
I say again I repeat for clarity and emphasis
Maintain Continue in accordance with the condition(s) specified or in its literal
sense eg Maintain VFR
Monitor Listen out on frequency (pilots should listen in on freq and what for
ATC to initiate the call
Negative No Permission not granted That is not correct or not capable
Pass your message Proceed with your message
Read back Repeat all or the specified part of this message back to me exactly
as received
Report Pass requested information
Request I should like to know or wish to obtain
Roger
I have received all your last transmission (Under no circumstances
to be used in reply to a question requiring a direct answer in the
affirmative (affirm) or negative (negative) context
Say again Repeat all or the following part of your last transmission
Speak slower Reduce your rate of speech
Standby Wait and I will call you (Standby is not an approval or denial Pilots
are not required to read back Standing by
Unable I cannot comply with your request instruction or clearance (Unable
is normally followed by a reason)
Wilco I understand your message and will comply with it (abbreviation for
comply)
Words twice
As a request Communication is difficult Please send every word
twice (As information since communication is difficult every word
in this message will be sent twice
Clearance to enter land on take-off on backtrack cross or hold short of any active
runway
Transponder operating instructions
Altimeter settings
Frequency changes
Type of radar service
So please note that when you are given your clearance on the ground do not just reply
Roger read back the clearance fully so that ATC can spot if you have misheard or
misinterpreted something they have said eg FL100 is spoken as flight level one hundred
and FL120 is spoken as flight level one two zero Note the word hundred must not be used
for headings
Another phrase used with climbsdescents is when ready This places the responsibility on
the pilot for deciding when to initiate his climbdescent Eg BAW123 when ready descend
FL80 to be level by BNN here the controller has introduced another phrase to be level by
as well
This means exactly what is says commence your descent when you want but you must have
reached FL80 when you arrive at BNN note at BNN not 50nm before please
If on the other hand you do not understand what ATC is communicating to you then it is
equally important that this is properly communicated to ATC as well if it is a case that you
did not understand the instruction then ask ATC to repeat the instruction by using the words
Say Again as part of your read back If it is a case of you not being able to follow the
instruction given then use the words Unable as part of your read back followed by the
reason why you are not able to comply
311 Initial Contact
Many new pilots log on to the network parked at a gate but then expect ATC to start the
communication and when nothing happens they usually log of frustrated due to lack of
success
The Initial Contact on the Ground MUST at all times come from the Pilot and in the
following format SpeedBird 123 B737 at Gate E43 Request IFR Clearance to Paris Orly
This starts the communication flow between Pilot and ATC
Other often heard mistakes my new pilots are those who log on to the network do all the
pre-take off checks FMS flight programming and then suddenly start communications by
saying Transavia 430 Request Taxi or even worse Transavia 430 Ready for Take Off`rdquo
In both cases here the pilot has jumped a few steps of the proper communication procedure
Similarly when ATC hands you over to another controller then you as the pilot need to start
the communication process with the new controller
312 Common Phraseology
The following list contains most common phrases to be used in voice by both pilots and
controllers
313 WordPhrase
Acknowledge Let me know that you have received and understood this message
Affirm Yes
Approved Permission for proposed action granted
Break Indicates a seperation between messages
Break Break Indicates the seperation between messages transmitted to different
aircraft in a busy environment
Cancel Annul the previously transmitted clearance
Changing to I intend to call (unit) on (frequency)
Check Examine a system or procedure (Not to be used in any other context
No answer is normally expected
Cleard Authorised to proceed under the conditions specified
Climb Climb and maintain
Confirm I request verification of (clearance instruction action information)
Contact Establish communications with (your details have been passed)
Correction An error has been made in this transmission ( or message indicated)
The correct version is
Descend Descend and maintain
Disregard Ignore
Hold short
Stop before reaching the specified location (only used in limited
circumstances where no defined point exists eg where there is no
suitably located holding point or to reinforce a clearance limit
How do you read What is the readability of my transmission
I say again I repeat for clarity and emphasis
Maintain Continue in accordance with the condition(s) specified or in its literal
sense eg Maintain VFR
Monitor Listen out on frequency (pilots should listen in on freq and what for
ATC to initiate the call
Negative No Permission not granted That is not correct or not capable
Pass your message Proceed with your message
Read back Repeat all or the specified part of this message back to me exactly
as received
Report Pass requested information
Request I should like to know or wish to obtain
Roger
I have received all your last transmission (Under no circumstances
to be used in reply to a question requiring a direct answer in the
affirmative (affirm) or negative (negative) context
Say again Repeat all or the following part of your last transmission
Speak slower Reduce your rate of speech
Standby Wait and I will call you (Standby is not an approval or denial Pilots
are not required to read back Standing by
Unable I cannot comply with your request instruction or clearance (Unable
is normally followed by a reason)
Wilco I understand your message and will comply with it (abbreviation for
comply)
Words twice
As a request Communication is difficult Please send every word
twice (As information since communication is difficult every word
in this message will be sent twice
313 WordPhrase
Acknowledge Let me know that you have received and understood this message
Affirm Yes
Approved Permission for proposed action granted
Break Indicates a seperation between messages
Break Break Indicates the seperation between messages transmitted to different
aircraft in a busy environment
Cancel Annul the previously transmitted clearance
Changing to I intend to call (unit) on (frequency)
Check Examine a system or procedure (Not to be used in any other context
No answer is normally expected
Cleard Authorised to proceed under the conditions specified
Climb Climb and maintain
Confirm I request verification of (clearance instruction action information)
Contact Establish communications with (your details have been passed)
Correction An error has been made in this transmission ( or message indicated)
The correct version is
Descend Descend and maintain
Disregard Ignore
Hold short
Stop before reaching the specified location (only used in limited
circumstances where no defined point exists eg where there is no
suitably located holding point or to reinforce a clearance limit
How do you read What is the readability of my transmission
I say again I repeat for clarity and emphasis
Maintain Continue in accordance with the condition(s) specified or in its literal
sense eg Maintain VFR
Monitor Listen out on frequency (pilots should listen in on freq and what for
ATC to initiate the call
Negative No Permission not granted That is not correct or not capable
Pass your message Proceed with your message
Read back Repeat all or the specified part of this message back to me exactly
as received
Report Pass requested information
Request I should like to know or wish to obtain
Roger
I have received all your last transmission (Under no circumstances
to be used in reply to a question requiring a direct answer in the
affirmative (affirm) or negative (negative) context
Say again Repeat all or the following part of your last transmission
Speak slower Reduce your rate of speech
Standby Wait and I will call you (Standby is not an approval or denial Pilots
are not required to read back Standing by
Unable I cannot comply with your request instruction or clearance (Unable
is normally followed by a reason)
Wilco I understand your message and will comply with it (abbreviation for
comply)
Words twice
As a request Communication is difficult Please send every word
twice (As information since communication is difficult every word
in this message will be sent twice
Say again Repeat all or the following part of your last transmission
Speak slower Reduce your rate of speech
Standby Wait and I will call you (Standby is not an approval or denial Pilots
are not required to read back Standing by
Unable I cannot comply with your request instruction or clearance (Unable
is normally followed by a reason)
Wilco I understand your message and will comply with it (abbreviation for
comply)
Words twice
As a request Communication is difficult Please send every word
twice (As information since communication is difficult every word
in this message will be sent twice