Do you know exactly how the communication with an aerodrome controller in a foreign country should look like? No? If not, this list might help you.

Transcription

1 Dear IVAO-Pilots, Do you know exactly how the communication with an aerodrome controller in a foreign country should look like? No? If not, this list might help you. As a controller I experienced pilots who obviously did not know the example calls and how to act in this country. Those are not easy to control, and I had to admit: When I am flying in a foreign country, I don t read their example calls from their webside, either. That is where this list starts. It compares and sums up the example calls (Pilot + ATC) in different countries, regarding which information a pilot should state to the controller on a and how the ATC- might be. Of course, in the end controllers in the same country control in different styles, and situation changes, if there is no tower controller online and you need to contact a radar/center/areacontroller. But this list is supposed to give you an idea of what differences there can be. My special thanks to all controller, who spent their time explaining, how controlling in their country works. If you found a fault, have any questions regarding this list or know the correct calls in a country, which is not in this list, feel free to contact me via Skype ( dellars ) or (lars.voelker@tuclausthal.de)

2 Country Aircraft Type Informatio formation Identifier Flight rules Destination any other? Austria ifr clearance o + - su/pb Belgium ifr clearance su/pb Czech Rep. ifr clearance o + - su/pb Denmark en-route clearance su/pb France start-up o + - pb Germany start-up o o pb Greece ifr clearance o (+time) su/pb Hungary ifr clearance o su/pb Ireland ifr clearance o su/pb Italy ifr clearance su/pb Netherlands 1) start-up o ) clearance pb Amsterdam ifr clearance o su/pb Norway ifr clearance su/pb Poland ifr clearance su/pb Portugal ifr clearance req. FL o + + su/pb Spain ifr clea. / start-up 1 o o o - o + 2 pb Sweden 1) start-up o ) ifr clearance o pb Swiss ifr clearance o su/pb Turkey ifr clearance - o + - o su/pb United Kingdom ifr clearance o + + su/pb + - o Destination SID runway initial itial ial climb Squawk report rt ready for su/pb? not mandatory andatory, but always ays useful ;) start-up start-up report rt ready for taxi? ifr clearance 1 : both are possible 2 : after the correct readback, many controllers give the su/pb- approval without start t + push For simulation purposes only

3 Country taxi to Hold.. Point runway via voice handoff by TWR? initial itial ial call at t APP/CTR P/CTR Austria taxi RW x Belgium taxi A o Czech Rep. taxi RW x - - +/ : voice handoff, exception: Prague Denmark taxi RW x - - +/ : voice handoff, exception: Billund, Copenhagen France taxi A Germany taxi RW x - - +/ : voice handoff, exception: when it says so in the ATIS-Remark Greece taxi RW x - o Hungary taxi A1 + o Ireland taxi A Italy taxi A not mandatory andatory, but always ays useful ;) Netherlands taxi RW x departure re clearances ces are quite the same in every ery country Amsterdam : "when passing 2000ft, contact. " Norway taxi A1 + o Poland taxi RW x - - +/ ? 7 : voice handoff, exception: when it says so in the ATIS-Remark Portugal taxi A : NO voice handoff Spain taxi RW x o Sweden taxi RW x - o +/ Swiss taxi RW x Turkey taxi RW x o United Kingdom taxi A passing sing level cleared ed level SID taxi takeoff handover APP when there is no voice handoff, you need to check the AIP/SID charts at which heightyou're supposed to change frequency (or ask For simulation purposes only

4 Explanation This list is supposed to be easy to understand, but nevertheless an explanation is added to introduce you to the basic thoughts of it. Picture 1 + stands for an Information you should state to the controller at your or you can expect it at the of him. - stands for the opposite, o means, that either you might give him that Information (but you don t need to) or might receive it. This depends on the controller and on the airport (local regulations). IFR CLEARANCE Now let us, for example, start our flight in Belgium. The first should sound like: DLH123, 10, Information Delta, ifr clearance to Dublin These are the columns where a + is placed. Information from columns with a - do not need to be added. The underlined words shall be replaced by the correct parameters of your flight. As it shows in picture 1, in France we can start-up at the first call and the ifr clearance is included. In Denmark they call it en-route clearance and we should state the local as well. In France, a possible might be: DLH123, good day, start-up approved, cleared Dublin via DEF1G departure, runway 10, (initial climb 4000ft,) squawk 1234 START-UP + PUSHBACK The next we need is the start-up and pushback (su/pb). In some countries we already have the start-up clearance, so only pushback (pb) is needed. Beside from this, the controller might also tell us the local or he wants us to report ready for taxi.

5 TAXI Our engines are started, pushback is completed and now we want to taxi. The biggest difference in the structure of a taxi clearance is the name of the holding point. Some countries call it Holding Point Runway 10 and some Holding Point B2 (of) Runway 10. Again, some controller will mention the. TAKEOFF The phraseology at the line-up and takeoff procedure is so similar to each other in all countries, that extra explanation is not in this list. HANDOFF + INITIAL CALL The column voice handoff by TWR? shall give us a hint, whether we are expected to change the frequency when the Tower-Controller tells us to (+) or we need to do it at a specific point (-). In Portugal there is no voice handoff and in Germany at most airports it is the same. There are some more airports, that s why extra footer are added. When exactly we are supposed to change are sometimes mentioned in the Remarks, but if not, we should always be able to find it in the AIP or SID-charts. Asking the controller is an option as well. We are airborne now and change our frequency to the Approach- or Area-Controller. Yes, in the UK we do not call the Approach-Controller. When we are making our initial call at this controller, he wants us to give some information as well. It might be for example in the UK: London Control, DLH123, passing 2000ft, climbing 6000ft, BPK6J departure Enjoy the view and have a nice flight!