Dear IVAO-Pilots, Do you know exactly how the communication with

Dear IVAO-Pilots, Do you know exactly how the communication with

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 request and how
the ATC-answer 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 e-Mail ([email protected])
ifr
fr clearanc
clearan
clear
clea
cl
clearance
learance
arance
Germany
Greece
Hungary
Ireland
Italy
Netherlands
Norway
Amsterdam
Spain
Sweden
Swiss
Turkey
United Kingdom
Destination
Destinati
Destina
Destin
Des
estination
tination
nation
start-up
startstar
art-up
Destination
Destinati
Destina
Destin
Des
estination
tination
nation
SID
runway
runwa
runw
nway
QNH
initial
initi
itial
iall cclim
climb
Squawk
Squaw
Squ
uawk
report
repor
repo
port
ort
rt ready
read
rre
ady
dyy for
forr su/
su/p
su/pb?
su/pb?
request
reques
requ
quest
uest
estt (P
(Pil
(Pilot)
(Pilot
start-up
startstar
art-up
QNH
report
repor
repo
port
ort
rt ready
read
rre
ady
dyy for
forr tax
taxi?
t
ifr clearance
ifr clearance
ifr clearance
+
+
+
+
+
+
+ +QNH
+
+
+
+
+
+
+
+
+
o
+
o
+
+
+
su/pb
su/pb
su/pb
+
+
+
+
-
en-route clearance
+
+
o
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+ +QNH
+
o
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
o
+
+
o
+
+
o
o
+
o
+
+
+
+
+
+
+
+
+
+
+
+
→
+
+
su/pb
pb
pb
su/pb
su/pb
su/pb
su/pb
+
+
+
+
+
+
+
-
-
ifr clea. / start-up
1) start-up
2) ifr clearance
ifr clearance
ifr clearance
ifr clearance
1
: both are possible
1
o
+
+
+
+
+
o
+
+
+
+
+
+
+
o
o
+
o
+
+
+
-
2
+
+
+
+
+
+
+
+
+
+
o
+
+
+
o
o
+
+
o
su/pb- approval without request
+
+
+
+
+
→
o
→
+
: after the correct readback, many controllers give the
2
(+time)
pb
ifr clearance
o
+
+
+
+
+
+
+
+
su/pb
Poland
ifr clearance
ifr clearance
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
su/pb
su/pb
Portugal
ifr clearance
+
+
+
+ +req. FL
+
+
+
o
+
+
2
su/pb
pb
2
+
+
-
+
+
-
+
+
-
+
pb
-
su/pb
su/pb
su/pb
+
+
+
+
o
not
ot m
manda
mand
ma
mandato
mandatory
andatory,
ndatory,
datory,
tory,
ory,
y, but
butt always
alwa
aalw
lways
ays
yss u
us
useful
usef
usefu
eful ;)
;
answer
answe
answ
nswer
wer
err (ATC)
(AT
(A
Position
Positi
Pos
osition
answer
answe
answ
nswer
wer
err (ATC)
(AT
(A
any
ny o
other?
othe
oth
Flight
Fligh
ight
htt ru
rules
rul
request
reques
requ
quest
uest
estt (P
(Pil
(Pilot)
(Pilot
Country
Count
Cou
ountry
Informatio
Informat
Informa
Inform
Info
formation
rmation
mation
ation
ion
n Identif
Ident
Ide
Id
Identifie
Identifier
entifier
ntifier
start-up
start-up
ifr clearance
ifr clearance
ifr clearance
ifr clearance
1) start-up
2) clearance
start
artt + push
pu
p
Denmark
France
Position
Positi
Pos
osition
Czech Rep.
Aircraft
Aircra
Airc
ircraft
craft
aftt Type
TTy
Austria
Belgium
For simulation purposes only
___
A1
RW x
+ ___ o
- ___ -
taxi
Spain
taxi
Sweden
Swiss
Turkey
United Kingdom
taxi
Portugal
A1
+ ___
-
RW x
-
___
-
taxi
RW x
-
___ o
taxi
taxi
taxi
RW x
RW x
A1
- ___ +
- ___ +
+ ___ +
+
+
+/- 3
+
+
+
+
-
o
-
4
+/+
+/- 5
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
-- 6
+
+
+
+
7
+/-
+
+
+
+
+
?
8
handover
handove
han
hando
handov
andover
dover
over
verr APP
AP
A
Poland
depa
depart
departu
departure
eparture
parture
arture
ture
re
e clearances
cle
cleara
clearance
clea
cclearanc
arances
rances
nces
cess are
arre quite
q
qui
uite
itee the
t e ssa
sam
same
mee in
n every
ev
ever
e ery
ry country
co
countr
cou
coun
ountry
taxi
taxi
not
ot m
manda
mand
ma
mandato
mandatory
andatory,
ndatory,
datory,
tory,
ory,
y, but
butt always
alwa
aalw
lways
ays
yss u
us
useful
usef
usefu
eful ;)
;
Amsterdam
Norway
-
SID
-
cleared
cleare
clea
eared
red
ed level
lev
le
RW x
passing
passin
pass
assing
sing
ng le
lev
leve
level
taxi
Germany
Greece
initial
initia
itial
iall call
call at
at APP/CTR
APP/CT
APP/
APP
APP/CTR
Netherlands
Denmark
France
voice
voic
ice
ce handoff
hand
han
h
hando
andoff
ndoff
off
ff byy TTW
TWR
TWR?
___ ___ ___ ___ o
___ o
___ +
___ -
QNH
+
+
+
+
via
RW x
A1
RW x
RW x
A1
A1
A1
runway
runwa
runw
nway
Hungary
Ireland
Italy
taxi
taxi
taxi
taxi
taxi
taxi
taxi
takeoff
takeo
take
keoff
taxi
xii to
oH
Hold
Ho
Hold.
old.
d.. P
Poi
Point
- ___ + ___ +
- ___ -
answer
answe
answ
nswer
wer
err (ATC)
(AT
(A
request
reques
requ
quest
uest
estt (P
(Pil
(Pilot)
(Pilot
RW x
A1
RW x
Position
Positi
Pos
osition
Country
Count
Cou
ountry
Czech Rep.
taxi
taxi
taxi
Austria
Belgium
+
+
-
+
+
+
o
+/-
+
-
-
+
+
+
+
+
+
+
o
+
3
: voice handoff, exception: Prague
4
: voice handoff, exception: Billund, Copenhagen
5
: voice handoff, exception: when it says so in the ATIS-Remark
6: "when passing 2000ft, contact …. "
7
: voice handoff, exception: when it says so in the ATIS-Remark
8
: NO voice handoff
when there is no voice handoff, you need to check the AIP/SID
charts at which height you're supposed to change frequency (or ask
For simulation purposes only
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 request or you can expect it at
the answer 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 request should sound like:
“DLH123, Position 10, Information Delta, request 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 request ‘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 QNH as well.
In France, a possible answer 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 request 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 QNH or he wants us to “report ready for taxi”.
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 QNH.
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!