****************************************************************************************************************
Hello all, thank you for your participation in theses events.
****************************************************************************************************************
=======================================
Flight plan ... Do I need a flight plan ?
=======================================
No if ... If you want to fly some local training pattern (in airspace area), you do not need it. (but ask for flight clearance)
No if ... If you want to fly VFR (Visual flying rules) and be controlled tower to tower (tower en route), you do not need it. (but ask for flight clearance)
Yes In all other cases : IFR and VFR oversea, civilian or military, have a flight plan, even is super simplified (but correct).
============================================================================================
file a Flight Plan, simply click the green button [+ Flight Plan ] on top right of this page.
============================================================================================
APPROACHES
==========
Both Conventional and Continuous Descent Approaches (CDA) are available.
CDA is used by default, conventional as fall back.
RADIO SOFTWARE (See at the bottom of the page - do not change channel by clicking - it does make no sense -
just change freq in you plane - it does establish contact with the right ATC for you !)
CLEARANCES ??? PHRASEOLOGY ??? HELP !!!
This is a few examples of phraseo you really can use in the sessions.
You could keep this page open and use it as a guide to help you to feel more comfortable with ...
(For a good phraseo, avoid the perfect English grammar ! Do sentences as short as possible !)
Examples of Clearances a pilot call for at from Departure (all clearances have their own limits)
=========================================================
1. Flight Clearance (see detail bellow)
2. Push back (if noose in) + Engine(s) start up
- SpeedBird 45 94 ready push and start
- SpeedBird 45 94 push back and start approved - report ready taxi
- push and start approved - will report for taxi SpeedBird 45 94
3. Taxi to indicated point
- LuxAir 28 28 ready to taxi
- Luxair 28 28 - RWY 33 - taxi via - left DELTA - right ECHO - hold and report at ECHO 1
- RWY 33 left DELTA ECHO ECHO1 Luxair 28 28
- read back correct
4. at holding point - waiting to line up on RWY
- COTAM ZERO UNITY holding at ECHO ready departure (never use the "killing word" take off outside the real take off)
- COTAM ZERO UNITY line up 33 - report ready departure
- lining up 33 COTAM ZERO UNITY
5. Clearance for take off
- ICELANDAIR 29 38 - lined up RWY 33 - ready departure
- ICELANDAIR 29 38 - Wind 290 14 gusting 21 kts - climb 3000 in line - expect right turn - cleared for take off RWY 33
- 3000 in line - right turn - cleared take off RWY 33 - ICELANDAIR 29 38
6. Clerance to change heading or to climb higher then assigned altitude.
- ICELANDAIR 29 38 - at 3000
- ICELANDAIR 29 38 turn right heading 135 - climb 6000 ft
- right 135 6000 feet - ICELANDAIR 29 38
7. Clearance to increase speed over 250 KTS (even after FL100)
- GERMAN CARGO 07 07 - speed limit removed - cleared FL180
- cleared speed limit FL 180 - GERMAN CARGO 07 07
8. Clearance to change transponder code or status
- KLM 53 43 - recycle transponder 21 01 mode SIERRA
- 21 01 in the box mode SIERRA - KLM 53 43
- KLM 53 43 - identified - A388/H - descending through FL180 - QDM 355
- Confirmed KLM 53 43
9. Clearance to change frequency
- AIRFRANCE 22 22 contact Swanwick 132.600
- 32.600 AIRFRANCE 22 22
- Frequnecy change approved - have a good flight - good bye.
Examples of Clearances a pilot call for at from Arrival (establish contact a bit before the STAR, or about 70 nmi out check max FL on charts.)
=======================================================
1. Enter the controlled airspace
- D-SVEN, MD11 (ACFT TYPE), FL120 at VERTICAL BUZAD (and since he filed a flight plan and already set proper xpnder, nothing else is needed)
- identified D-SVEN MD11 descend FL80 - expect RWY 33 - confirm ILS capability
- D-SVEN, expecting RWY 33 - ILS capable
- nbr 4 behind 2 ATR 72 and 1 B738 - report before DAVENTRY DTY
- nbr 4 - report before DTY - D-SVEN
2. at approach start
- URSS REDSTAR reduce speed 200 KTS IAS
- 200 KTS IAS URSS REDSTAR
...
- URSS REDSTAR target altitude 29 hundred - start descent rate 500 feet / min - heading 290
- descending 500 feet / min / heading 290 - URSS REDSTAR
3. to descend lower then FL80 when closer to SLP
- G-GARE - FL80 over DTY, we would like the clearance
- G-GARE descend 6000 ft QNH 1024
- 6000 ft 1024 G-GARE
4. intercepting RWY LOCALIZER (LOCALIZER is the ( | ) axial component to line up with RWY - 18 Nmi range)
- CANADAIR 18 YY - cleared to intercept LOCALIZER RWY 33 - report fully established
- cleared LOC 33 - CANADAIR 18 YY
...
- CANADAIR 18 YY - fully established LOC 33
- cleared ILS 33 - report 4 Nmi out
- 4 Nmi out - CANADAIR 18 YY
5. intercept RWY ILS (glide slope) (ILS is the ( \ ) "descent" component - 9 Nmi range)
- QUANTAS 94 Heavy - cleared ILS RWY 33 - report 6 Nmi
- cleared ILS 33 - report 6 Nmi out - QUANTAS 94 Heavy
6. to Land (Final approach from 4 to 6 Nmi out of RWY threshold)
- QUANTAS 94 Heavy - 6 Nmi out (this is for IFR flight - VFR flight check to have RWY in sight)
- Winds variable 260 295 11 KTS - cleared to land RWT 33
- cleared to land RWT 33 - QUANTAS 94 Heavy
7. at landing - vacated the RWY and ready to taxi
- SHAMROCK 75 51 - welcome to Birmingham - vacate(exit) RWY by the Right - taxi and hold at ALPHA 6
- exiting right - taxi ALPHA 6 - SHAMROCK 75 51
8. to stand by the transponder
- DELTA MIKE TANGO 78 - at stand 504 Center
- DELTA MIKE TANGO 78 - cleared to stand by transponder and clear frequency - you are with services, thank you.
- standing by transponder - clearing frequency - thank you for service
- thank you - bye
9. frequency change
- GREENLAND OSCAR PAPA - contact TOWER 118.300
- 18.300 - with tower - GREENLAND OSCAR PAPA
- approved - bye
Very often Clearance are given even without call, the ATC just may anticipate some clearance.
===== EXAMPLE of FLIGHT CLEARANCE DETAIL ================================================================================
- "Hello, good afternoon Birmingham Approach, this is ....... and we would like ..... to .... holding point ..."
No !
Shorten :
- "Birmingham App, Good afternoon, [Call-Sign], ready taxi".
Yes !
-"oh ... sorry it is tha' sh*** autopilot that is messed because this plane ... but the last time ... but i believe ..."
No !
Shorten :
- "Sorry, we have a situation, will report later in 2 minutes".
...
- "Birmingham App, [Call-sign], situation solved, ready to resume flight.
Yes !
- "Birmingham App ... Birmingham App ... Birmingham App ... Birmingham App ... Birmingham app ... (at each messages)"
No !
- at first contact/message only.
Yes !
...and the terrible flight clearance :
--------------------------------------------
calling for it :
- Birmingham, Good afternoon, D-ESKW, MD11, Stand Cargo 504C, we would like the flight clearance (or activation) for Frankfurt and Main
- Good afternoon D-ESKW, please stand by ...
- standing by
(looking up in the flight plan data base)
(find paperwork)
(check correctness)
(see for a/emendments)
- are you ready to copy down your flight clearance ?
(prepared notepad and pencil)
- ready to copy
- you are cleared for :
- - an IFR flight to Frankfurt an Main EDDF
- - by emended FL330
- - start time : 18:47 zulu
- - RWY 33
- - initial climb 2000
- - expect right turn
- - transition at 6000 ft
- - proceed on Daventry DTY
- - squawk 62 01 - mode altitude
- - initial frequency 131.100
Do not repeat all in detail ! shorten :
- cleared - IFR - to Frankfurt EDDF - FL330 - 18:47 - RWY33 - 2000 feet - right turn - transition 6000 - DTY - 62 01 SIERRA - 131.000
..............................................................................................................................................................
Now, look the GIANT advantage of a well filled FP :
- Birmingham, Good afternoon, D-ESKW, MD11, Stand Cargo 504C, we would like the activation flight plan to Frankfurt 75419.
- - are you ready to copy down your flight clearance ?
(prepared notepad and pencil)
- ready to copy
- you are cleared to Frankfurt as filled
- - RWY 33 - initial climb 2000 - expect a right turn - transition at 6000 ft DTY - squawk 62 01 SIERRA - freq 131.100
and your answer :
- cleared as filed - 33 - 2000 - right turn - 62 01 SIERRA - 131.000 - thank you
FP make things simpler in very many ways !
*********************************************************************************************************
WHAT and WHY THE TRANSPONDER ?
*********************************************************************************************************
It does send advanced information to the ATCs.
The "old" radar (Primary Radar Surveillance) was sending a "pulse" to the plane and was analyzing the echo of this pulse.
This was giving roughly some information about type altitude and speed, but it was very inacurate.
Modern aviation use radars that "send" a question to the plane and planes "answer" with detailed informations.
Theses radars are SSR Secondary Radar Surveillance. They are way smaller and more reliable.
The "question" is received by the plane transponder. The transponder then will answer back the asked informations.
"Modern transponders" use a new and advance mode. The mode SIERRA. called too ALT, TA/RA, ALT ATC, ...
Transponder have 4 modes : A B C and S
Old modes : A and B
When planes was coming back to base from a mission - transponder was sending a code "i am a friend, do not shoot me down" - it is the mode ALPHA
After war Civilian aviation used an evolved mode. The mode BETA and this quickly evolved to mode CHARLIE.
In A, B and C mode, transponder are just sending out some basic information, regardless is someone asked for it or not.
Mode S brought a whole new world and allowed to increase the security.
A plane not using transponder in mode SIERRA could be "invisible" to modern radar setups !
Historically, planes on ground evolving outside the SSR scope was using code 2000.
Today planes on ground use mode SIERRA already from stand/gate.
Please always confirm with your ATC that your plane have correct signature on radar screen.
COMMUNICATIONS
==============
- Voice COMM are always **priority**
- Text messages : expect delays (sometime long one, sorry) ;
TXT users, again, please, Warning, do not spam the text channel and be patient, thank you.
SOFTWARE (Recommended)
FGExtend (now new version 4 - installed in 5 minutes)
- download : https://fshare.udtq.fr/dl/OELmGZwJYTJ5?key=zmJMqSrdpkKJ9XT6EAf8
- install help : http://www.moohw.com/524035d3-82b1-4932-b771-c7138b30300d/FGExtend%20Tutorial%20v1.0.2-extract-9-28.pdf
Mumble : https://www.mumble.com
EGBB stands: https://www.aurora.nats.co.uk/htmlAIP/Publications/2019-11-07-AIRAC/graphics/31415.pdf
EGBB taxi : https://www.aurora.nats.co.uk/htmlAIP/Publications/2019-11-07-AIRAC/graphics/31786.pdf
RNAV data base is ready !
You may plan and or request RNAV Procedures but expect possible amendments by ATC depending on weather and traffic.
Have fun - Thank you
Woosh
****************************************************************************************************************
Hello all, thank you for your participation in theses events.
****************************************************************************************************************
=======================================
Flight plan ... Do I need a flight plan ?
=======================================
No if ... If you want to fly some local training pattern (in airspace area), you do not need it. (but ask for flight clearance)
No if ... If you want to fly VFR (Visual flying rules) and be controlled tower to tower (tower en route), you do not need it. (but ask for flight clearance)
Yes In all other cases : IFR and VFR oversea, civilian or military, have a flight plan, even is super simplified (but correct).
============================================================================================
file a Flight Plan, simply click the green button [+ Flight Plan ] on top right of this page.
============================================================================================
APPROACHES
==========
Both Conventional and Continuous Descent Approaches (CDA) are available.
CDA is used by default, conventional as fall back.
RADIO SOFTWARE (See at the bottom of the page - do not change channel by clicking - it does make no sense -
just change freq in you plane - it does establish contact with the right ATC for you !)
CLEARANCES ??? PHRASEOLOGY ??? HELP !!!
This is a few examples of phraseo you really can use in the sessions.
You could keep this page open and use it as a guide to help you to feel more comfortable with ...
(For a good phraseo, avoid the perfect English grammar ! Do sentences as short as possible !)
Examples of Clearances a pilot call for at from Departure (all clearances have their own limits)
=========================================================
1. Flight Clearance (see detail bellow)
2. Push back (if noose in) + Engine(s) start up
- SpeedBird 45 94 ready push and start
- SpeedBird 45 94 push back and start approved - report ready taxi
- push and start approved - will report for taxi SpeedBird 45 94
3. Taxi to indicated point
- LuxAir 28 28 ready to taxi
- Luxair 28 28 - RWY 33 - taxi via - left DELTA - right ECHO - hold and report at ECHO 1
- RWY 33 left DELTA ECHO ECHO1 Luxair 28 28
- read back correct
4. at holding point - waiting to line up on RWY
- COTAM ZERO UNITY holding at ECHO ready departure (never use the "killing word" take off outside the real take off)
- COTAM ZERO UNITY line up 33 - report ready departure
- lining up 33 COTAM ZERO UNITY
5. Clearance for take off
- ICELANDAIR 29 38 - lined up RWY 33 - ready departure
- ICELANDAIR 29 38 - Wind 290 14 gusting 21 kts - climb 3000 in line - expect right turn - cleared for take off RWY 33
- 3000 in line - right turn - cleared take off RWY 33 - ICELANDAIR 29 38
6. Clerance to change heading or to climb higher then assigned altitude.
- ICELANDAIR 29 38 - at 3000
- ICELANDAIR 29 38 turn right heading 135 - climb 6000 ft
- right 135 6000 feet - ICELANDAIR 29 38
7. Clearance to increase speed over 250 KTS (even after FL100)
- GERMAN CARGO 07 07 - speed limit removed - cleared FL180
- cleared speed limit FL 180 - GERMAN CARGO 07 07
8. Clearance to change transponder code or status
- KLM 53 43 - recycle transponder 21 01 mode SIERRA
- 21 01 in the box mode SIERRA - KLM 53 43
- KLM 53 43 - identified - A388/H - descending through FL180 - QDM 355
- Confirmed KLM 53 43
9. Clearance to change frequency
- AIRFRANCE 22 22 contact Swanwick 132.600
- 32.600 AIRFRANCE 22 22
- Frequnecy change approved - have a good flight - good bye.
Examples of Clearances a pilot call for at from Arrival (establish contact a bit before the STAR, or about 70 nmi out check max FL on charts.)
=======================================================
1. Enter the controlled airspace
- D-SVEN, MD11 (ACFT TYPE), FL120 at VERTICAL BUZAD (and since he filed a flight plan and already set proper xpnder, nothing else is needed)
- identified D-SVEN MD11 descend FL80 - expect RWY 33 - confirm ILS capability
- D-SVEN, expecting RWY 33 - ILS capable
- nbr 4 behind 2 ATR 72 and 1 B738 - report before DAVENTRY DTY
- nbr 4 - report before DTY - D-SVEN
2. at approach start
- URSS REDSTAR reduce speed 200 KTS IAS
- 200 KTS IAS URSS REDSTAR
...
- URSS REDSTAR target altitude 29 hundred - start descent rate 500 feet / min - heading 290
- descending 500 feet / min / heading 290 - URSS REDSTAR
3. to descend lower then FL80 when closer to SLP
- G-GARE - FL80 over DTY, we would like the clearance
- G-GARE descend 6000 ft QNH 1024
- 6000 ft 1024 G-GARE
4. intercepting RWY LOCALIZER (LOCALIZER is the ( | ) axial component to line up with RWY - 18 Nmi range)
- CANADAIR 18 YY - cleared to intercept LOCALIZER RWY 33 - report fully established
- cleared LOC 33 - CANADAIR 18 YY
...
- CANADAIR 18 YY - fully established LOC 33
- cleared ILS 33 - report 4 Nmi out
- 4 Nmi out - CANADAIR 18 YY
5. intercept RWY ILS (glide slope) (ILS is the ( \ ) "descent" component - 9 Nmi range)
- QUANTAS 94 Heavy - cleared ILS RWY 33 - report 6 Nmi
- cleared ILS 33 - report 6 Nmi out - QUANTAS 94 Heavy
6. to Land (Final approach from 4 to 6 Nmi out of RWY threshold)
- QUANTAS 94 Heavy - 6 Nmi out (this is for IFR flight - VFR flight check to have RWY in sight)
- Winds variable 260 295 11 KTS - cleared to land RWT 33
- cleared to land RWT 33 - QUANTAS 94 Heavy
7. at landing - vacated the RWY and ready to taxi
- SHAMROCK 75 51 - welcome to Birmingham - vacate(exit) RWY by the Right - taxi and hold at ALPHA 6
- exiting right - taxi ALPHA 6 - SHAMROCK 75 51
8. to stand by the transponder
- DELTA MIKE TANGO 78 - at stand 504 Center
- DELTA MIKE TANGO 78 - cleared to stand by transponder and clear frequency - you are with services, thank you.
- standing by transponder - clearing frequency - thank you for service
- thank you - bye
9. frequency change
- GREENLAND OSCAR PAPA - contact TOWER 118.300
- 18.300 - with tower - GREENLAND OSCAR PAPA
- approved - bye
Very often Clearance are given even without call, the ATC just may anticipate some clearance.
===== EXAMPLE of FLIGHT CLEARANCE DETAIL ================================================================================
- "Hello, good afternoon Birmingham Approach, this is ....... and we would like ..... to .... holding point ..."
No !
Shorten :
- "Birmingham App, Good afternoon, [Call-Sign], ready taxi".
Yes !
-"oh ... sorry it is tha' sh*** autopilot that is messed because this plane ... but the last time ... but i believe ..."
No !
Shorten :
- "Sorry, we have a situation, will report later in 2 minutes".
...
- "Birmingham App, [Call-sign], situation solved, ready to resume flight.
Yes !
- "Birmingham App ... Birmingham App ... Birmingham App ... Birmingham App ... Birmingham app ... (at each messages)"
No !
- at first contact/message only.
Yes !
...and the terrible flight clearance :
--------------------------------------------
calling for it :
- Birmingham, Good afternoon, D-ESKW, MD11, Stand Cargo 504C, we would like the flight clearance (or activation) for Frankfurt and Main
- Good afternoon D-ESKW, please stand by ...
- standing by
(looking up in the flight plan data base)
(find paperwork)
(check correctness)
(see for a/emendments)
- are you ready to copy down your flight clearance ?
(prepared notepad and pencil)
- ready to copy
- you are cleared for :
- - an IFR flight to Frankfurt an Main EDDF
- - by emended FL330
- - start time : 18:47 zulu
- - RWY 33
- - initial climb 2000
- - expect right turn
- - transition at 6000 ft
- - proceed on Daventry DTY
- - squawk 62 01 - mode altitude
- - initial frequency 131.100
Do not repeat all in detail ! shorten :
- cleared - IFR - to Frankfurt EDDF - FL330 - 18:47 - RWY33 - 2000 feet - right turn - transition 6000 - DTY - 62 01 SIERRA - 131.000
..............................................................................................................................................................
Now, look the GIANT advantage of a well filled FP :
- Birmingham, Good afternoon, D-ESKW, MD11, Stand Cargo 504C, we would like the activation flight plan to Frankfurt 75419.
- - are you ready to copy down your flight clearance ?
(prepared notepad and pencil)
- ready to copy
- you are cleared to Frankfurt as filled
- - RWY 33 - initial climb 2000 - expect a right turn - transition at 6000 ft DTY - squawk 62 01 SIERRA - freq 131.100
and your answer :
- cleared as filed - 33 - 2000 - right turn - 62 01 SIERRA - 131.000 - thank you
FP make things simpler in very many ways !
*********************************************************************************************************
WHAT and WHY THE TRANSPONDER ?
*********************************************************************************************************
It does send advanced information to the ATCs.
The "old" radar (Primary Radar Surveillance) was sending a "pulse" to the plane and was analyzing the echo of this pulse.
This was giving roughly some information about type altitude and speed, but it was very inacurate.
Modern aviation use radars that "send" a question to the plane and planes "answer" with detailed informations.
Theses radars are SSR Secondary Radar Surveillance. They are way smaller and more reliable.
The "question" is received by the plane transponder. The transponder then will answer back the asked informations.
"Modern transponders" use a new and advance mode. The mode SIERRA. called too ALT, TA/RA, ALT ATC, ...
Transponder have 4 modes : A B C and S
Old modes : A and B
When planes was coming back to base from a mission - transponder was sending a code "i am a friend, do not shoot me down" - it is the mode ALPHA
After war Civilian aviation used an evolved mode. The mode BETA and this quickly evolved to mode CHARLIE.
In A, B and C mode, transponder are just sending out some basic information, regardless is someone asked for it or not.
Mode S brought a whole new world and allowed to increase the security.
A plane not using transponder in mode SIERRA could be "invisible" to modern radar setups !
Historically, planes on ground evolving outside the SSR scope was using code 2000.
Today planes on ground use mode SIERRA already from stand/gate.
Please always confirm with your ATC that your plane have correct signature on radar screen.
COMMUNICATIONS
==============
- Voice COMM are always **priority**
- Text messages : expect delays (sometime long one, sorry) ;
TXT users, again, please, Warning, do not spam the text channel and be patient, thank you.
SOFTWARE (Recommended)
FGExtend (now new version 4 - installed in 5 minutes)
- download : https://fshare.udtq.fr/dl/OELmGZwJYTJ5?key=zmJMqSrdpkKJ9XT6EAf8
- install help : http://www.moohw.com/524035d3-82b1-4932-b771-c7138b30300d/FGExtend%20Tutorial%20v1.0.2-extract-9-28.pdf
Mumble : https://www.mumble.com
EGBB stands: https://www.aurora.nats.co.uk/htmlAIP/Publications/2019-11-07-AIRAC/graphics/31415.pdf
EGBB taxi : https://www.aurora.nats.co.uk/htmlAIP/Publications/2019-11-07-AIRAC/graphics/31786.pdf
RNAV data base is ready !
You may plan and or request RNAV Procedures but expect possible amendments by ATC depending on weather and traffic.
Have fun - Thank you
Woosh
****************************************************************************************************************
Hello all, thank you for your participation in theses events.
****************************************************************************************************************
=======================================
Flight plan ... Do I need a flight plan ?
=======================================
No if ... If you want to fly some local training pattern (in airspace area), you do not need it. (but ask for flight clearance)
No if ... If you want to fly VFR (Visual flying rules) and be controlled tower to tower (tower en route), you do not need it. (but ask for flight clearance)
Yes In all other cases : IFR and VFR oversea, civilian or military, have a flight plan, even is super simplified (but correct).
============================================================================================
file a Flight Plan, simply click the green button [+ Flight Plan ] on top right of this page.
============================================================================================
APPROACHES
==========
Both Conventional and Continuous Descent Approaches (CDA) are available.
CDA is used by default, conventional as fall back.
RADIO SOFTWARE (See at the bottom of the page - do not change channel by clicking - it does make no sense -
just change freq in you plane - it does establish contact with the right ATC for you !)
CLEARANCES ??? PHRASEOLOGY ??? HELP !!!
This is a few examples of phraseo you really can use in the sessions.
You could keep this page open and use it as a guide to help you to feel more comfortable with ...
(For a good phraseo, avoid the perfect English grammar ! Do sentences as short as possible !)
Examples of Clearances a pilot call for at from Departure (all clearances have their own limits)
=========================================================
1. Flight Clearance (see detail bellow)
2. Push back (if noose in) + Engine(s) start up
- SpeedBird 45 94 ready push and start
- SpeedBird 45 94 push back and start approved - report ready taxi
- push and start approved - will report for taxi SpeedBird 45 94
3. Taxi to indicated point
- LuxAir 28 28 ready to taxi
- Luxair 28 28 - RWY 33 - taxi via - left DELTA - right ECHO - hold and report at ECHO 1
- RWY 33 left DELTA ECHO ECHO1 Luxair 28 28
- read back correct
4. at holding point - waiting to line up on RWY
- COTAM ZERO UNITY holding at ECHO ready departure (never use the "killing word" take off outside the real take off)
- COTAM ZERO UNITY line up 33 - report ready departure
- lining up 33 COTAM ZERO UNITY
5. Clearance for take off
- ICELANDAIR 29 38 - lined up RWY 33 - ready departure
- ICELANDAIR 29 38 - Wind 290 14 gusting 21 kts - climb 3000 in line - expect right turn - cleared for take off RWY 33
- 3000 in line - right turn - cleared take off RWY 33 - ICELANDAIR 29 38
6. Clerance to change heading or to climb higher then assigned altitude.
- ICELANDAIR 29 38 - at 3000
- ICELANDAIR 29 38 turn right heading 135 - climb 6000 ft
- right 135 6000 feet - ICELANDAIR 29 38
7. Clearance to increase speed over 250 KTS (even after FL100)
- GERMAN CARGO 07 07 - speed limit removed - cleared FL180
- cleared speed limit FL 180 - GERMAN CARGO 07 07
8. Clearance to change transponder code or status
- KLM 53 43 - recycle transponder 21 01 mode SIERRA
- 21 01 in the box mode SIERRA - KLM 53 43
- KLM 53 43 - identified - A388/H - descending through FL180 - QDM 355
- Confirmed KLM 53 43
9. Clearance to change frequency
- AIRFRANCE 22 22 contact Swanwick 132.600
- 32.600 AIRFRANCE 22 22
- Frequnecy change approved - have a good flight - good bye.
Examples of Clearances a pilot call for at from Arrival (establish contact a bit before the STAR, or about 70 nmi out check max FL on charts.)
=======================================================
1. Enter the controlled airspace
- D-SVEN, MD11 (ACFT TYPE), FL120 at VERTICAL BUZAD (and since he filed a flight plan and already set proper xpnder, nothing else is needed)
- identified D-SVEN MD11 descend FL80 - expect RWY 33 - confirm ILS capability
- D-SVEN, expecting RWY 33 - ILS capable
- nbr 4 behind 2 ATR 72 and 1 B738 - report before DAVENTRY DTY
- nbr 4 - report before DTY - D-SVEN
2. at approach start
- URSS REDSTAR reduce speed 200 KTS IAS
- 200 KTS IAS URSS REDSTAR
...
- URSS REDSTAR target altitude 29 hundred - start descent rate 500 feet / min - heading 290
- descending 500 feet / min / heading 290 - URSS REDSTAR
3. to descend lower then FL80 when closer to SLP
- G-GARE - FL80 over DTY, we would like the clearance
- G-GARE descend 6000 ft QNH 1024
- 6000 ft 1024 G-GARE
4. intercepting RWY LOCALIZER (LOCALIZER is the ( | ) axial component to line up with RWY - 18 Nmi range)
- CANADAIR 18 YY - cleared to intercept LOCALIZER RWY 33 - report fully established
- cleared LOC 33 - CANADAIR 18 YY
...
- CANADAIR 18 YY - fully established LOC 33
- cleared ILS 33 - report 4 Nmi out
- 4 Nmi out - CANADAIR 18 YY
5. intercept RWY ILS (glide slope) (ILS is the ( \ ) "descent" component - 9 Nmi range)
- QUANTAS 94 Heavy - cleared ILS RWY 33 - report 6 Nmi
- cleared ILS 33 - report 6 Nmi out - QUANTAS 94 Heavy
6. to Land (Final approach from 4 to 6 Nmi out of RWY threshold)
- QUANTAS 94 Heavy - 6 Nmi out (this is for IFR flight - VFR flight check to have RWY in sight)
- Winds variable 260 295 11 KTS - cleared to land RWT 33
- cleared to land RWT 33 - QUANTAS 94 Heavy
7. at landing - vacated the RWY and ready to taxi
- SHAMROCK 75 51 - welcome to Birmingham - vacate(exit) RWY by the Right - taxi and hold at ALPHA 6
- exiting right - taxi ALPHA 6 - SHAMROCK 75 51
8. to stand by the transponder
- DELTA MIKE TANGO 78 - at stand 504 Center
- DELTA MIKE TANGO 78 - cleared to stand by transponder and clear frequency - you are with services, thank you.
- standing by transponder - clearing frequency - thank you for service
- thank you - bye
9. frequency change
- GREENLAND OSCAR PAPA - contact TOWER 118.300
- 18.300 - with tower - GREENLAND OSCAR PAPA
- approved - bye
Very often Clearance are given even without call, the ATC just may anticipate some clearance.
===== EXAMPLE of FLIGHT CLEARANCE DETAIL ================================================================================
- "Hello, good afternoon Birmingham Approach, this is ....... and we would like ..... to .... holding point ..."
No !
Shorten :
- "Birmingham App, Good afternoon, [Call-Sign], ready taxi".
Yes !
-"oh ... sorry it is tha' sh*** autopilot that is messed because this plane ... but the last time ... but i believe ..."
No !
Shorten :
- "Sorry, we have a situation, will report later in 2 minutes".
...
- "Birmingham App, [Call-sign], situation solved, ready to resume flight.
Yes !
- "Birmingham App ... Birmingham App ... Birmingham App ... Birmingham App ... Birmingham app ... (at each messages)"
No !
- at first contact/message only.
Yes !
...and the terrible flight clearance :
--------------------------------------------
calling for it :
- Birmingham, Good afternoon, D-ESKW, MD11, Stand Cargo 504C, we would like the flight clearance (or activation) for Frankfurt and Main
- Good afternoon D-ESKW, please stand by ...
- standing by
(looking up in the flight plan data base)
(find paperwork)
(check correctness)
(see for a/emendments)
- are you ready to copy down your flight clearance ?
(prepared notepad and pencil)
- ready to copy
- you are cleared for :
- - an IFR flight to Frankfurt an Main EDDF
- - by emended FL330
- - start time : 18:47 zulu
- - RWY 33
- - initial climb 2000
- - expect right turn
- - transition at 6000 ft
- - proceed on Daventry DTY
- - squawk 62 01 - mode altitude
- - initial frequency 131.100
Do not repeat all in detail ! shorten :
- cleared - IFR - to Frankfurt EDDF - FL330 - 18:47 - RWY33 - 2000 feet - right turn - transition 6000 - DTY - 62 01 SIERRA - 131.000
..............................................................................................................................................................
Now, look the GIANT advantage of a well filled FP :
- Birmingham, Good afternoon, D-ESKW, MD11, Stand Cargo 504C, we would like the activation flight plan to Frankfurt 75419.
- - are you ready to copy down your flight clearance ?
(prepared notepad and pencil)
- ready to copy
- you are cleared to Frankfurt as filled
- - RWY 33 - initial climb 2000 - expect a right turn - transition at 6000 ft DTY - squawk 62 01 SIERRA - freq 131.100
and your answer :
- cleared as filed - 33 - 2000 - right turn - 62 01 SIERRA - 131.000 - thank you
FP make things simpler in very many ways !
*********************************************************************************************************
WHAT and WHY THE TRANSPONDER ?
*********************************************************************************************************
It does send advanced information to the ATCs.
The "old" radar (Primary Radar Surveillance) was sending a "pulse" to the plane and was analyzing the echo of this pulse.
This was giving roughly some information about type altitude and speed, but it was very inacurate.
Modern aviation use radars that "send" a question to the plane and planes "answer" with detailed informations.
Theses radars are SSR Secondary Radar Surveillance. They are way smaller and more reliable.
The "question" is received by the plane transponder. The transponder then will answer back the asked informations.
"Modern transponders" use a new and advance mode. The mode SIERRA. called too ALT, TA/RA, ALT ATC, ...
Transponder have 4 modes : A B C and S
Old modes : A and B
When planes was coming back to base from a mission - transponder was sending a code "i am a friend, do not shoot me down" - it is the mode ALPHA
After war Civilian aviation used an evolved mode. The mode BETA and this quickly evolved to mode CHARLIE.
In A, B and C mode, transponder are just sending out some basic information, regardless is someone asked for it or not.
Mode S brought a whole new world and allowed to increase the security.
A plane not using transponder in mode SIERRA could be "invisible" to modern radar setups !
Historically, planes on ground evolving outside the SSR scope was using code 2000.
Today planes on ground use mode SIERRA already from stand/gate.
Please always confirm with your ATC that your plane have correct signature on radar screen.
COMMUNICATIONS
==============
- Voice COMM are always **priority**
- Text messages : expect delays (sometime long one, sorry) ;
TXT users, again, please, Warning, do not spam the text channel and be patient, thank you.
SOFTWARE (Recommended)
FGExtend (now new version 4 - installed in 5 minutes)
- download : https://fshare.udtq.fr/dl/OELmGZwJYTJ5?key=zmJMqSrdpkKJ9XT6EAf8
- install help : http://www.moohw.com/524035d3-82b1-4932-b771-c7138b30300d/FGExtend%20Tutorial%20v1.0.2-extract-9-28.pdf
Mumble : https://www.mumble.com
EGBB stands: https://www.aurora.nats.co.uk/htmlAIP/Publications/2019-11-07-AIRAC/graphics/31415.pdf
EGBB taxi : https://www.aurora.nats.co.uk/htmlAIP/Publications/2019-11-07-AIRAC/graphics/31786.pdf
RNAV data base is ready !
You may plan and or request RNAV Procedures but expect possible amendments by ATC depending on weather and traffic.
Have fun - Thank you
Woosh
****************************************************************************************************************
Hello all, thank you for your participation in theses events.
****************************************************************************************************************
=======================================
Flight plan ... Do I need a flight plan ?
=======================================
No if ... If you want to fly some local training pattern (in airspace area), you do not need it. (but ask for flight clearance)
No if ... If you want to fly VFR (Visual flying rules) and be controlled tower to tower (tower en route), you do not need it. (but ask for flight clearance)
Yes In all other cases : IFR and VFR oversea, civilian or military, have a flight plan, even is super simplified (but correct).
============================================================================================
file a Flight Plan, simply click the green button [+ Flight Plan ] on top right of this page.
============================================================================================
APPROACHES
==========
Both Conventional and Continuous Descent Approaches (CDA) are available.
CDA is used by default, conventional as fall back.
RADIO SOFTWARE (See at the bottom of the page - do not change channel by clicking - it does make no sense -
just change freq in you plane - it does establish contact with the right ATC for you !)
CLEARANCES ??? PHRASEOLOGY ??? HELP !!!
This is a few examples of phraseo you really can use in the sessions.
You could keep this page open and use it as a guide to help you to feel more comfortable with ...
(For a good phraseo, avoid the perfect English grammar ! Do sentences as short as possible !)
Examples of Clearances a pilot call for at from Departure (all clearances have their own limits)
=========================================================
1. Flight Clearance (see detail bellow)
2. Push back (if noose in) + Engine(s) start up
- SpeedBird 45 94 ready push and start
- SpeedBird 45 94 push back and start approved - report ready taxi
- push and start approved - will report for taxi SpeedBird 45 94
3. Taxi to indicated point
- LuxAir 28 28 ready to taxi
- Luxair 28 28 - RWY 33 - taxi via - left DELTA - right ECHO - hold and report at ECHO 1
- RWY 33 left DELTA ECHO ECHO1 Luxair 28 28
- read back correct
4. at holding point - waiting to line up on RWY
- COTAM ZERO UNITY holding at ECHO ready departure (never use the "killing word" take off outside the real take off)
- COTAM ZERO UNITY line up 33 - report ready departure
- lining up 33 COTAM ZERO UNITY
5. Clearance for take off
- ICELANDAIR 29 38 - lined up RWY 33 - ready departure
- ICELANDAIR 29 38 - Wind 290 14 gusting 21 kts - climb 3000 in line - expect right turn - cleared for take off RWY 33
- 3000 in line - right turn - cleared take off RWY 33 - ICELANDAIR 29 38
6. Clerance to change heading or to climb higher then assigned altitude.
- ICELANDAIR 29 38 - at 3000
- ICELANDAIR 29 38 turn right heading 135 - climb 6000 ft
- right 135 6000 feet - ICELANDAIR 29 38
7. Clearance to increase speed over 250 KTS (even after FL100)
- GERMAN CARGO 07 07 - speed limit removed - cleared FL180
- cleared speed limit FL 180 - GERMAN CARGO 07 07
8. Clearance to change transponder code or status
- KLM 53 43 - recycle transponder 21 01 mode SIERRA
- 21 01 in the box mode SIERRA - KLM 53 43
- KLM 53 43 - identified - A388/H - descending through FL180 - QDM 355
- Confirmed KLM 53 43
9. Clearance to change frequency
- AIRFRANCE 22 22 contact Swanwick 132.600
- 32.600 AIRFRANCE 22 22
- Frequnecy change approved - have a good flight - good bye.
Examples of Clearances a pilot call for at from Arrival (establish contact a bit before the STAR, or about 70 nmi out check max FL on charts.)
=======================================================
1. Enter the controlled airspace
- D-SVEN, MD11 (ACFT TYPE), FL120 at VERTICAL BUZAD (and since he filed a flight plan and already set proper xpnder, nothing else is needed)
- identified D-SVEN MD11 descend FL80 - expect RWY 33 - confirm ILS capability
- D-SVEN, expecting RWY 33 - ILS capable
- nbr 4 behind 2 ATR 72 and 1 B738 - report before DAVENTRY DTY
- nbr 4 - report before DTY - D-SVEN
2. at approach start
- URSS REDSTAR reduce speed 200 KTS IAS
- 200 KTS IAS URSS REDSTAR
...
- URSS REDSTAR target altitude 29 hundred - start descent rate 500 feet / min - heading 290
- descending 500 feet / min / heading 290 - URSS REDSTAR
3. to descend lower then FL80 when closer to SLP
- G-GARE - FL80 over DTY, we would like the clearance
- G-GARE descend 6000 ft QNH 1024
- 6000 ft 1024 G-GARE
4. intercepting RWY LOCALIZER (LOCALIZER is the ( | ) axial component to line up with RWY - 18 Nmi range)
- CANADAIR 18 YY - cleared to intercept LOCALIZER RWY 33 - report fully established
- cleared LOC 33 - CANADAIR 18 YY
...
- CANADAIR 18 YY - fully established LOC 33
- cleared ILS 33 - report 4 Nmi out
- 4 Nmi out - CANADAIR 18 YY
5. intercept RWY ILS (glide slope) (ILS is the ( \ ) "descent" component - 9 Nmi range)
- QUANTAS 94 Heavy - cleared ILS RWY 33 - report 6 Nmi
- cleared ILS 33 - report 6 Nmi out - QUANTAS 94 Heavy
6. to Land (Final approach from 4 to 6 Nmi out of RWY threshold)
- QUANTAS 94 Heavy - 6 Nmi out (this is for IFR flight - VFR flight check to have RWY in sight)
- Winds variable 260 295 11 KTS - cleared to land RWT 33
- cleared to land RWT 33 - QUANTAS 94 Heavy
7. at landing - vacated the RWY and ready to taxi
- SHAMROCK 75 51 - welcome to Birmingham - vacate(exit) RWY by the Right - taxi and hold at ALPHA 6
- exiting right - taxi ALPHA 6 - SHAMROCK 75 51
8. to stand by the transponder
- DELTA MIKE TANGO 78 - at stand 504 Center
- DELTA MIKE TANGO 78 - cleared to stand by transponder and clear frequency - you are with services, thank you.
- standing by transponder - clearing frequency - thank you for service
- thank you - bye
9. frequency change
- GREENLAND OSCAR PAPA - contact TOWER 118.300
- 18.300 - with tower - GREENLAND OSCAR PAPA
- approved - bye
Very often Clearance are given even without call, the ATC just may anticipate some clearance.
===== EXAMPLE of FLIGHT CLEARANCE DETAIL ================================================================================
- "Hello, good afternoon Birmingham Approach, this is ....... and we would like ..... to .... holding point ..."
No !
Shorten :
- "Birmingham App, Good afternoon, [Call-Sign], ready taxi".
Yes !
-"oh ... sorry it is tha' sh*** autopilot that is messed because this plane ... but the last time ... but i believe ..."
No !
Shorten :
- "Sorry, we have a situation, will report later in 2 minutes".
...
- "Birmingham App, [Call-sign], situation solved, ready to resume flight.
Yes !
- "Birmingham App ... Birmingham App ... Birmingham App ... Birmingham App ... Birmingham app ... (at each messages)"
No !
- at first contact/message only.
Yes !
...and the terrible flight clearance :
--------------------------------------------
calling for it :
- Birmingham, Good afternoon, D-ESKW, MD11, Stand Cargo 504C, we would like the flight clearance (or activation) for Frankfurt and Main
- Good afternoon D-ESKW, please stand by ...
- standing by
(looking up in the flight plan data base)
(find paperwork)
(check correctness)
(see for a/emendments)
- are you ready to copy down your flight clearance ?
(prepared notepad and pencil)
- ready to copy
- you are cleared for :
- - an IFR flight to Frankfurt an Main EDDF
- - by emended FL330
- - start time : 18:47 zulu
- - RWY 33
- - initial climb 2000
- - expect right turn
- - transition at 6000 ft
- - proceed on Daventry DTY
- - squawk 62 01 - mode altitude
- - initial frequency 131.100
Do not repeat all in detail ! shorten :
- cleared - IFR - to Frankfurt EDDF - FL330 - 18:47 - RWY33 - 2000 feet - right turn - transition 6000 - DTY - 62 01 SIERRA - 131.000
..............................................................................................................................................................
Now, look the GIANT advantage of a well filled FP :
- Birmingham, Good afternoon, D-ESKW, MD11, Stand Cargo 504C, we would like the activation flight plan to Frankfurt 75419.
- - are you ready to copy down your flight clearance ?
(prepared notepad and pencil)
- ready to copy
- you are cleared to Frankfurt as filled
- - RWY 33 - initial climb 2000 - expect a right turn - transition at 6000 ft DTY - squawk 62 01 SIERRA - freq 131.100
and your answer :
- cleared as filed - 33 - 2000 - right turn - 62 01 SIERRA - 131.000 - thank you
FP make things simpler in very many ways !
*********************************************************************************************************
WHAT and WHY THE TRANSPONDER ?
*********************************************************************************************************
It does send advanced information to the ATCs.
The "old" radar (Primary Radar Surveillance) was sending a "pulse" to the plane and was analyzing the echo of this pulse.
This was giving roughly some information about type altitude and speed, but it was very inacurate.
Modern aviation use radars that "send" a question to the plane and planes "answer" with detailed informations.
Theses radars are SSR Secondary Radar Surveillance. They are way smaller and more reliable.
The "question" is received by the plane transponder. The transponder then will answer back the asked informations.
"Modern transponders" use a new and advance mode. The mode SIERRA. called too ALT, TA/RA, ALT ATC, ...
Transponder have 4 modes : A B C and S
Old modes : A and B
When planes was coming back to base from a mission - transponder was sending a code "i am a friend, do not shoot me down" - it is the mode ALPHA
After war Civilian aviation used an evolved mode. The mode BETA and this quickly evolved to mode CHARLIE.
In A, B and C mode, transponder are just sending out some basic information, regardless is someone asked for it or not.
Mode S brought a whole new world and allowed to increase the security.
A plane not using transponder in mode SIERRA could be "invisible" to modern radar setups !
Historically, planes on ground evolving outside the SSR scope was using code 2000.
Today planes on ground use mode SIERRA already from stand/gate.
Please always confirm with your ATC that your plane have correct signature on radar screen.
COMMUNICATIONS
==============
- Voice COMM are always **priority**
- Text messages : expect delays (sometime long one, sorry) ;
TXT users, again, please, Warning, do not spam the text channel and be patient, thank you.
SOFTWARE (Recommended)
FGExtend (now new version 4 - installed in 5 minutes)
- download : https://fshare.udtq.fr/dl/OELmGZwJYTJ5?key=zmJMqSrdpkKJ9XT6EAf8
- install help : http://www.moohw.com/524035d3-82b1-4932-b771-c7138b30300d/FGExtend%20Tutorial%20v1.0.2-extract-9-28.pdf
Mumble : https://www.mumble.com
EGBB stands: https://www.aurora.nats.co.uk/htmlAIP/Publications/2019-11-07-AIRAC/graphics/31415.pdf
EGBB taxi : https://www.aurora.nats.co.uk/htmlAIP/Publications/2019-11-07-AIRAC/graphics/31786.pdf
RNAV data base is ready !
You may plan and or request RNAV Procedures but expect possible amendments by ATC depending on weather and traffic.
Have fun - Thank you
Woosh