ATC Radio Communication

Virtual Oasis Asia Airlines Training Team ATC Radio Communication Virtual Oasis Asia Airlines a VA partner of Page 1

ATC Radio Communication 1 (English) When flying online, pilots should be familiar to the ATC (Air Traffic Control) communication, in both voice and text.. This material is for flightsim only. Most materials of the documents are extracted from International Civil Aviation Organization Doc 9432 (2007) Chapter 2. Page 2

Transmission of Number The syllables printed in capable letters are to be stressed 1 Wun 6 Six 2 Too 7 SEV-en 3 Tree 8 Ait 4 FOW-er 9 NIN-er 5 Fife 0 ZE-RO. (Decimal) DAY-SEE-MAL Hundred HUN-dred Thousand TOU-SAND Transmission of Letter A Alpha J Juliet S Sierra B Bravo K Kilo T Tango C Charlie L Lima U Uniform D Delta M Mike V Victor E Echo N November W Whiskey F Foxtrot O Oscar X X-ray G Golf P Papa Y Yankee H Hotel Q Quebec Z Zulu I India R Romeo Page 3

Transitions of Information in numbers FL380 FL410 (Altitude) 800 (Altitude) 5500 (Altitude) 15,300 (Cloud Height) 2,200 Flight Level Three Eight Zero Flight Level Four One Zero Eight Hundred Five Thousand Five Hundred One Five Thousand Three Hundred Two Thousand Two Hundred (Visibility) 700 (Visibility) 1000 Visibility Visibility Seven Hundred One Thousand (Runway Visual Range) 600 (Heading) 100 degrees (Heading) 050 degrees RVR Six Hundred Heading one zero zero Heading zero five zero (Wind Direction / Wind Speed) 200 degrees 5 knots 050 degrees 20 knots gusting 30 knots (Transponder code) 5301 (Runway) 15 (Runway) 25L (Altimeter setting) 1010 (Altimeter setting) 1006 Wind two zero zero degrees five knots Wind zero five zero degrees two zero knots gusting three zero knots Squawk five three zero one Runway one five Runway two five left QNH one zero one zero QNH one zero zero six Page 4

(Frequency) 121.005 118.000 120.025 123.050 One two one decimal zero zero five One one eight decimal zero One two zero decimal zero two five One two three decimal zero five zero Transitions of Information in numbers 0920 (9:20 A.M.) TOO ZE-RO or ZE-RO NIN-er TOO ZE-RO 1643 (4:43 P.M.) FOW-er TREE or WUN SIX FOW-er TREE Words and Phrase ACKNOWLEDGE AFFIRM APPROVED BREAK Let me know that you have received and understood this message. Yes. Permission for proposed action granted. I hereby indicate the separation between portions of the message. Note. To be used where there is no clear distinction between the text and other portions of the message. BREAK BREAK I hereby indicate the separation between messages transmitted to different aircraft in a very busy environment. CANCEL CHECK Annul the previously transmitted clearance. Examine a system or procedure. Note. Not to be used in any other context. No answer is normally expected. Page 5

CLEARED Authorized to proceed under the conditions specified. CONFIRM I request verification of: (clearance, instruction, action, information). CONTACT Establish communications with... CORRECT CORRECTION True or Accurate An error has been made in this transmission (or message indicated). The correct version is... DISREGARD Ignore. HOW DO YOU READ What is the readability of my transmission? I SAY AGAIN I repeat for clarity or emphasis. GO AHEAD MAINTAIN Continue in accordance with the condition(s) specified or in its literal sense, e.g. maintain VFR. MONITOR NEGATIVE Listen out on (frequency). No or Permission not granted or That is not correct or not capable. OUT This exchange of transmissions is ended and no response is expected. Note. Not normally used in VHF communications. OVER My transmission is ended and I expect a response from you. Note. Not normally used in VHF communications. READ BACK Repeat all, or the specified part, of this message back to me exactly as received. RECLEARED A change has been made to your last clearance and this new clearance supersedes your previous clearance or part thereof. REPORT Pass me the following information... Page 6

REQUEST I should like to know... or I wish to obtain... ROGER I have received all of your last transmission. Note. Under no circumstances to be used in reply to a question requiring READ BACK or a direct answer in the affirmative (AFFIRM) or negative (NEGATIVE). SAY AGAIN SPEAK SLOWER STANDBY Repeat all, or the following part, of your last transmission. Reduce your rate of speech. Wait and I will call you. Note. The caller would normally re-establish contact if the delay is lengthy. UNABLE I cannot comply with your request, instruction, or clearance. Note. UNABLE is normally followed by a reason. WILCO I understand your message and will comply with it. (Abbreviation for will comply.) WORDS TWICE a) As a request: Communication is difficult. Please send every word or group of words twice. b) As information: Since communication is difficult, every word or group of words in this message will be sent twice. Page 7

Text Abbreviation VATSIM 121f Radio Communications Etiquette The Basics When using text, abbreviations are accepted and make life easier for all some common ones: Text Abbreviations Meaning c/m d/m t/l t/r h/s sq clr ctl cto app FL rgr Climb and Maintain Descend and Maintain Turn Left Turn Right Hold Short or Holding Short Squawk (set transponder code to) Cleared (or Clearance) Cleared to land Cleared for takeoff Approach (may occasionally be used for approved ) FlightLevel Roger (means ONLY that you have heard the controller - if you want to say yes use ( aff on text) or ( affirmative or affirm on voice) - if you want to say will do use wilco (short for will comply )) aff neg Affirmative or Affirm (used for yes ) Negative (used for no ) Page 8

ATC Radio Communication 2 When flying online, pilots should be familiar to the ATC (Air Traffic Control) communication, both voice and text. Before reading this tutorial, you ought to finish reading the document VATSIM 111a Phraseology and VOAA ATC Communication 1. Unit or service Call Sign suffix Abbreviation (In VATSIM) Area control centre Control CTR Radar (in general) Radar CTR Approach control Approach APP Approach control radar arrivals Arrival APP Approach control radar departures Departure DEP Aerodrome control Tower TWR Surface Movement Ground GND Clearance Delivery Delivery DEL Precision approach radar Direction-finding station Flight information service Precision Homer Information Automatic Terminal Information Service ATIS Apron control Company Dispatch Aeronautical station / Flight Service Stations (IN VATSIM) Apron Dispatch Radio FSS Page 9

After satisfactory communication has been established, and provided that no confusion is likely to occur: N13245 November two four five (last three number) B-HGK Hotel Golf Kilo Company Callsign CAL450 CAL450A Oasis seven zero zero / Oasis seven hundred (US) Dynasty four five zero / Dynasty four fifty (US) Dynasty four five zero Alpha Reference: International Civil Aviation Organization Doc 9432 (2007) Page 10

ATC Function in VATSIM.net (VATSIM 121a) Delivery DEL Responsible for reviewing your flightplan giving you your initial clearance The route or altitude you have requested in your flight plan may or may not be available and you are expected to fly according to the route and altitude given to you by the Clearance Delivery controller. Once they have read a clearance to you, you are expected to repeat it back to them (read back) for confirmation. Once you have done so and accepted the clearance you can think of it as having signed a contract with the controllers to fly as directed. If you don t understand it, ask. Don t try to fake it. The controllers will be expecting you to follow this route. Delays to others and other problems can result if you deviate without clearance to do so. If there is no specific DEL controller online the next higher position available (GND, TWR, DEP, APP or CTR) assumes this function. Note: The absence of some control positions may not be simply because nobody s on line, but because in the real world those positions do not exist at that facility. You may also find multiple control levels in some locations, an East and West Approach controller for instance. Ground GND The Ground Controller s (GND) job is to separate, sequence and facilitate the ground movements of all aircraft that are within the movement area of the airport. This area usually includes all taxiways and runways but not necessarily the ramp or gate areas. If there is no specific GND controller online the next higher position available (TWR, DEP, APP or CTR) assumes this function. Page 11

Tower TWR The Tower Controller s (TWR) job is to manage, sequence and separate traffic on the active runways of the airport. This includes clearance for take-off and landing. If there is no specific TWR controller online the next higher position available (DEP, APP or CTR) assumes this function. Departure/ Approach DEP/APP Departure and Approach Controllers control the airspace around major airports. Although the exact dimensions of their airspace can vary from place to place it is generally within a 30-40 mile radius of the airport extending to approximately 10,000ft AGL. They provide all radar services to all aircraft within this airspace separating them and usually providing arrivals with vectors to final approach. Often in VATSIM, the Approach Controller (APP) also acts as the Departure Controller (DEP). If there is no specific DEP or APP controller online the Center position (CTR) assumes this function. Center CTR The Center Controller provides all control services to the entire airspace allotted to the AirRouteTrafficControlCenter or FlightInformationRegion. This includes separation services and usually approach vectors to smaller airports that do not have local Approach Controllers. Generally in VATSIM the Center Controller assumes some or all of the responsibilities of lower positions that are not currently staffed. Page 12

VATSIM 121e - The Departure Clearance Process 1. When you are departing IFR the first step in the process is getting an IFR clearance from the appropriate controller. This is probably the Clearance Delivery controller (DEL) but this function is often assumed by a higher position if there is no specific DEL controller available. Calling for clearance is often confusing to new members. Use the ATC menu in your connection software, the VATSIM Who s On Line page, from the Servinfo program to determine what controllers are on-line. Start with the Clearance Delivery controller for your location and tune to their frequency. You would request clearance there. If that position is not staffed for the departure airport (xxx), look for ATC staffing in this order: Clearance Delivery (xxx_del) Ground (xxx_gnd) Tower (xxx_twr) Approach (xxx_app) Center (xxx_ctr) Remarks: If there are no controllers, please refer to 4. 2. When issuing a clearance the controller will check the routing and requested cruise altitude and then may make adjustments to accommodate other traffic flows or local procedures. The route or altitude that you have requested in your filing is not necessarily the route or altitude that you will be cleared for. Pay attention to the routing the controller gives you and if you are not certain how to proceed, clarify it with the controller before going any further. Page 13

3. VFR departures may or may not need a specific clearance to depart depending on the level of ATC service being provided at your departure airport at the time of departure. If you are departing from a major airport usually some contact with ATC will be required. Check local procedures and if in any doubt, ask. 4. If there is no ATC available from the Center or FIR you are departing, you are considered to be operating in a Unicom environment. A clearance is not required. In that event, tune to 122.80(type.com1 122.8 in SquawkBox) (the advisory frequency or Unicom ), and communicate with other pilots directly to avoid collisions and coordinate sharing runways. If you appear to be alone in the area you are flying (check SB TCAS), I would suggest keeping your Unicom calls very basic (no reason to announce taxi when no aircraft are on the ground) or make no announcements at all. Unicom calls are sometimes referred to as blind calls because you are not addressing anyone particular. If there is other traffic in on the ground, advise you are starting taxi and what runway you intend to depart from. When ready to depart and traffic is in the area (particularly traffic that is below 10,000 feet), just provide a brief line of text: AAL327 Denver traffic MD80 departing runway 25, IFR to the west (note: this and all references to American three-two-seven are to a fictitious callsign) VHHH tfc 737 t/o rwy 25L B-HGK VHHH tfc 737on final rwy 25R Always keep an eye on the TCAS and out the cockpit windows for other traffic. Everyone should take whatever action is necessary to avoid conflicts. Be respectful of other VATSIM members and try not ruining someone else s day. Communicate, preferably on text over the Unicom channel 122.80. If you do use voice, be aware that all pilots may not be receiving your transmissions. Keep your calls brief but be sure the traffic around you knows your intentions. Advise of your Page 14

callsign, aircraft type, position relative to a commonly known navigation or airport, your altitude and intentions. If you are in a climb or descent, also include that information with the altitude you are targeting. Orlando traffic, American three-two-seven, MD80 at 3000 turning 10 mile final runway 18R On a VFR flight, you can also use a well known landmark or city when providing your location. Remember you can be heard for many miles when announcing on 122.80. For anyone to be able to understand and relate to your message, you must say what airport you re referring to, your type of aircraft, position, altitude and intentions. Simply stating ready to land or NY traffic here I come doesn t provide useful information to anyone. They don t have a clue where you might be or where you might be going. A more useful announcement would be KEWR traffic 737 10mi SW at 3000 landing straight in runway 4R. Although there is a voice Unicom which can be useful, you must make Unicom position announcements on text as many pilots still fly without voice capability. 5. As you continue your flight, keep monitoring the SquawkBox ATC Directory for controllers opening up in your area of flight. If ATC comes on line and observes you within their airspace, they typically call you through text and advise of the frequency to make contact. Expect them to become impatient if you fail to do so within a reasonable period of time. Page 15

VATSIM 121f Radio Communications Etiquette The Basics 1. Everyone being controlled by a given controller shares the same frequency Don t tie it up with unnecessary or unnecessarily long transmissions. Readbacks of clearances should be as brief as possible. For example if the controller says Cessna One One Six climb and maintain one three thousand something like Cessna One One Six climb and maintain one three thousand is adequate. Not OK yes sir Cessna November Three One One Six will now leave 5,000 and start climbing to 13,000. In some regions, simply replying with One Sixteen climb and maintain one three thousand is adequate. If you are in radar contact or radar identified you do not have to give position reports unless specifically asked to do so. 2. ATC must abbreviate your callsign first before you can begin calling or answering with an abbreviated callsign. There are many regional differences in the way callsigns are shortened by ATC. It is not necessary for a pilot to understand all of those variations, only to recognize that the callsign was shortened. The pilot can respond with the shorter callsign only to the controller who shortened it. Also, your callsign goes at the END of readbacks or replies but at the FRONT of requests or where you are calling ATC. If responding to a request for action from ATC, acknowledge with your callsign at either the beginning or at the end of your transmission. As with the shortened callsign, there are regional preferences. 3. Remember that only the controller can see the whole picture and decide who first priority is. Whenever transmitting on voice don t jump in WAIT and LISTEN to see if there s a break for your turn. Let any other pilots complete their readbacks and then pause to see if the controller is starting to contact another aircraft before transmitting. Page 16

4. There are two methods for pilots and controllers to communicate on VATSIM voice and text. Because of the myriad of technical realities involved, voice may not be available to all users at all times. Everyone must be prepared to use text as necessary. Controllers may be simultaneously controlling traffic on both voice and text. If you are text only you cannot tell how busy the controller may be on voice. Just because you don t see any other text communication does not mean that the controller isn t very busy with other traffic on voice. Page 17

VATSIM 121b - Pilot s vs. Controller s Responsibilities A clearance is a contract between a pilot and ATC. You the pilot agree to perform a procedure such as landing or flying to a destination, and ATC agrees to provide services to make this procedure safe. Some examples of clearances help explain this: Takeoff clearance You agree take off & ATC agrees to make the runway available for your exclusive use. Landing to. land make the runway available clearance for your exclusive use. Approach approach a specific make that path and the clearance runway by a known path missed approach path free of other traffic for your use. IFR clearance fly to a destination via a provide you separation from specific route and all other IFR traffic along that route. In most cases, clearances specify exactly how you will perform a procedure (e.g. what runway, what kind of approach, what route to a destination) so that ATC will know exactly what you re going to do and can provide a path free of other aircraft. Do not ever accept a clearance you do not understand or are unable to follow! By accepting the clearance, you agree to follow the procedures outlined in the clearance. If you do not understand a clearance, you cannot fulfill your side of the contract by following the procedure. If you do not understand a clearance, ask ATC to explain the clearance or ask for a different kind of clearance or ATC vectors. Page 18

Dialogue Example For reference only! Mission: Flight from Hong Kong to Taipei Taoyuan Role Dialogue with explanation After filing flight plan Hong Kong Delivery, Oasis 700 radio check/ How do you read? asks Delivery whether his voice is clear. VHHH_DEL Oasis 700, read you 5 by 5, go ahead. VHHH_DEL reads your voice well. 5 by 5 is the best and 1 by 5 is the worst. Good morning, Hong Kong Ground. This is Oasis 700 (Callsign). At stand S23 (Parking stand No.), request IFR to Taipei Taoyuan, with Information Alpha. requests IFR clearance to destination. It is required to acknowledge the latest ATIS you received. Please also state your proposed cruise altitude if it is different from that of your flight plan. (In VATSIM, please re-send flight plan) Special requirement (Such as another departure runway) VHHH_DEL Clearance on request, standby, Oasis 700. Standby, Oasis 700. Delivery asks Oasis 700 to wait for clearance. You should not respond, such as roger or wilco. Keep silence. If you wait for a long time, please ask controllers for details. VHHH_DEL Oasis 700, Ready to copy? Page 19

Delivery is going to confirm that Oasis 700 is ready to copy clearance. Ready to copy, Oasis 700. VHHH_DEL Oasis 700, cleared to Taiwan Taoyuan International Airport as filed, OCEAN 2A Departure / radar vector departure V3 Transition, initial climb 5000ft, and squawk 5301. CRAFT Clearance Limit Route Altitude Frequency Transponder code Clearance limit: Taiwan Taoyuan International Airport (Destination) Route: SID OCEAN 2A Departure, and The SID OCEAN 2A includes the runway 07R. The reaming route is same as flight plan Climb and maintain 5000ft after takeoff unless receiving further instructions. (Included in OCEAN2A) Hong Kong controllers would not mention this part: Departure frequency may be frequency of Approach, departure or radar. Hong Kong Departure: 123.800 Squawk 5301 (Transponder code) Cleared to destination, as filed, OCEAN 2A Departure V3 trans, initially 5000ft, departure frequency 123.800. Squawk 5301, Oasis 700. Pilot MUST read back the clearance to ensure there is nothing wrong. VHHH_DEL Oasis 700. Read back is correct. Contact Hong Kong Ground on 122.550. Bye Bye. Please monitor the frequency of Ground for push-back clearance. Contact Hong Kong Ground on 122.550, Oasis 700, Bye Bye. Page 20

Change frequency COM1 to 122.550 VHHH_GND Hong Kong Ground, Oasis 700 ready for push and start. Oasis 700, push and start is (p/s) approved /at pilot discretion, facing west. Report when ready to taxi. Pilot can start the engines and push-back. At Pilot Discretion is not appropriate at this airport. Push-back and start up approved /at pilot discretion, facing west, Oasis 700. VHHH_GND Ground, Oasis 700 ready to taxi. Oasis 700 taxi to holding point of runway 07R via taxiway Hotel 7 Hotel Hotel 1. Oasis 700 is approved to taxi to runway 07R via taxiway H7 H H1 and hold short of runway (Don t taxi into the runway!) Oasis 700 taxi to holding point of runway 07R of your choice. Oasis 700 is approved to taxi to runway 07R. You can select the taxiway yourself. Taxi to holding point of runway 07R via taxiway Hotel 7 Hotel Hotel 1, Oasis 700. Pilot should read back all taxi and hold-short clearance. Reach the holding point runway 07R VHHH_GND Oasis 700, contact Hong Kong Tower on 118.400. Bye Bye. Change frequency COM1 to 118.400 Please monitor the frequency of Tower for further action VHHH_TWR Good morning Hong Kong Tower, Oasis 700, with you. Good morning Oasis 700, Squawk mode Charlie. Page 21

Pilots should change the transponder mode to Normal Can you accept an immediate takeoff, runway 07R? You are asked if you are able to takeoff immediately upon receiving a takeoff clearance. Good morning Oasis 700, line up and wait runway 07R. You are cleared to enter the runway and line up the runway but this is not a take-off clearance. Affirm / Negative, Oasis 700. Response the tower that you can/cannot accept an immediate takeoff. Line up and wait runway 07R, Oasis 700. VHHH_TWR Oasis 700, Wind 120 degree 5 knots, cleared for (immediate) take-off. Report airborne. You receive the takeoff clearance. Immediate take-off means you are required to take-off without delay. Report after leaving the ground. Wind Copy. Cleared for take-off runway, Oasis 700. It is a must to read back takeoff clearance Hong Kong Tower, Oasis 700 airborne. VHHH_TWR Oasis 700, contact Hong Kong Departure on 123.800. contact Hong Kong Departure on 123.800, Oasis 700 Change frequency COM1 to 123.800 VHHH_DEP Oasis 700, now 1800ft, Boeing 747, with you. Oasis 700, radar identified 2000ft, continues OCEAN 2A Departure, climb and maintain FL190 (c/m FL190). Page 22

Controller identifies your plane on the radar screen. Continue flying your SID You are allowed to leave 5000ft. Climb and stay at FL190. (5000ft is assigned initially when copying clearance) Continue OCEAN 2A Departure, climb and maintain FL190. Don t read back radar identified VHHH_DEP Oasis 700, track direct OCEAN. Track direct OCEAN, Oasis 700. Skip the waypoint(s) before OCEAN and direct to OCEAN. VHHH_DEP Oasis 700, contact Hong Kong Radar on 128.750. Bye Bye. Contact Hong Kong Radar on 128.750, Oasis 700. Change frequency COM1 to 128.750 VHHH_CTR Oasis 700, now maintain FL190, Boeing 747, with you. Oasis 700, radar identified FL190, climb and maintain FL310. Climb and maintain FL310, Oasis 700. VHHH_CTR Oasis 700, you are now leaving my airspace, contact Taipei Control on 126.700. Bye Bye. Contact Taipei Control on 126.700, Oasis 700. Change frequency COM1 to 126.700 Good evening Taipei Control, Oasis 700, now FL310, Boeing 747, crossing ENVAR, with you. TPE_W_CTR Good evening, Oasis 700, radar identified. Maintain FL310. Maintain FL310. Oasis 700. TPE_W_CTR Oasis 700, when ready descend to FL220. Descend to FL220 when ready, Oasis 700. Page 23

TPE_W_CTR Oasis 700, Contact Taipei Approach on 125.100. Bye Bye. Contact Taipei Approach on 125.100, Oasis 700. Bye Bye. Change frequency COM1 to 125.100 RCTP_APP Good evening Approach, Oasis 700 now passing FL240 for FL220 Good evening Oasis 700. You are cleared to TONGA1A arrival, expect runway 05. Descend to 4000ft. QNH 1013. STAR TONGA1A Descend to 4000ft, QNH 1013, Oasis 700. RCTP_APP Oasis 700, maintain 4000ft until establish on localizer cleared ILS approach runway 05L. Cleared for ILS Approach runway 05L, Oasis 700. Localizer runway 05L established, Oasis 700. Report when localizer is intercepted. RCTP_APP Oasis 700, roger. Continue approach. Contact Taipei Tower on 118.700. Bye Bye. Continue approach and Contact Taipei Tower on 118.700, Oasis 700. Bye Bye. Change frequency COM1 to 118.700 Tower, Oasis 700 with you, ILS approach runway 05. RCTP_TWR Oasis 700, wind calm. You are cleared to land runway 05. The wind is less than 6 knots. You receive the landing clearance. Wind copy. Cleared to land runway 05. Oasis 700. Touchdown RCTP_TWR Oasis 700, exit runway on your right. Page 24

Runway 05L vacated, Oasis 700. RCTP_TWR Oasis 700, welcome to Taipei. Contact Ground on 121.700. Bye Bye. Contact Ground on 121.700, Oasis 700. Bye Bye. Change frequency COM1 to 121.700 RCTP_GND Ground. Good evening, this is Oasis 700. Runway 05L vacated. Oasis 700, good evening, taxi to your gate of your choice. Report engine shutdown. Taxi to the gate by your own choice. Taxi to the gate by my own choice, Oasis 700. RCTP_GND Ground, Oasis 700 engine shutdown. Oasis 700, Flight plan closed at 1300 zulu. Bye Bye. Your flight plan was closed. Thank you for your service, Oasis 700, Bye Bye. Page 25