ATC Radio Communication - Oasis Hong Kong Virtual · 2014-12-27 · CANCEL Annul the previously transmitted clearance. CHECK Examine a system or ... ATC Radio Communication 1 & 2

Virtual Pilot Training Programme Version 6 – 9 MAR 2013 ATC Radio Communication 1 & 2 Author: Gerald Kong

Page 1 Copyright © 2011 Virtual Oasis Asia Airlines www.voasis.org – VA Partner of VATSIM.net NOT FOR REAL WORLD USE

Virtual Oasis Asia Airlines Training Team

ATC Radio Communication

Virtual Oasis Asia Airlines – a VA partner of



ATC Radio Communication 1 (English) When flying online, pilots should be familiar to the ATC (Air Traffic Control)

communication, in both voice and text.

NOT FOR REAL WORLD USE. This material is for flightsim only.。

Most materials of the documents are extracted from International Civil Aviation

Organization Doc 9432 (2007) Chapter 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



Transitions of Information in numbers

FL380

FL410

Flight Level Three Eight Zero

Flight Level Four One Zero

(Altitude) 800

(Altitude) 5500

(Altitude) 15,300

Eight Hundred

Five Thousand Five Hundred

One Five Thousand Three Hundred

(Cloud Height) 2,200 Two Thousand Two Hundred

(Visibility) 700

(Visibility) 1000

Visibility Seven Hundred

Visibility One Thousand

(Runway Visual Range) 600 RVR Six Hundred

(Heading) 100 degrees

(Heading) 050 degrees

Heading one zero zero

Heading zero five zero

(Wind Direction / Wind Speed)

200 degrees 5 knots

050 degrees 20 knots gusting 30

knots

Wind two zero zero degrees five knots

Wind zero five zero degrees two zero knots gusting

three zero knots

(Transponder code) 5301 Squawk five three zero one

(Runway) 15

(Runway) 25L

Runway one five

Runway two five left

(Altimeter setting) 1010

(Altimeter setting) 1006

QNH one zero one zero

QNH one zero zero six



(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 Let me know that you have received and understood this message.

AFFIRM Yes.

APPROVED Permission for proposed action granted.

BREAK 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 Annul the previously transmitted clearance.

CHECK Examine a system or procedure.

Note. — Not to be used in any other context. No answer is normally

expected.



CLEARED Authorized to proceed under the conditions specified.

CONFIRM I request verification of: (clearance, instruction, action, information).

CONTACT Establish communications with . . .

CORRECT “True” or “Accurate”

CORRECTION 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 Listen out on (frequency).

NEGATIVE “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 . . .



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 Repeat all, or the following part, of your last transmission.

SPEAK SLOWER Reduce your rate of speech.

STANDBY 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

(Abbreviation for

“will comply”.)

I understand your message and will comply with it.

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.”



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 Climb and Maintain

d/m Descend and Maintain

t/l Turn Left

t/r Turn Right

h/s Hold Short or Holding Short

sq Squawk (set transponder code to)

clr Cleared (or Clearance)

ctl Cleared to land

cto Cleared for takeoff

app Approach (may occasionally be used for “approved”)

FL FlightLevel

rgr 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 Affirmative or Affirm (used for “yes”)

neg Negative (used for “no”)



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 Precision

Direction-finding station Homer

Flight information service Information

Automatic Terminal Information Service ATIS

Apron control Apron

Company Dispatch Dispatch

Aeronautical station / Flight Service

Stations (IN VATSIM)

Radio FSS



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

OHK700 Oasis seven zero zero / Oasis seven hundred (US)

CAL450 Dynasty four five zero / Dynasty four fifty (US)

CAL450A Dynasty four five zero Alpha

Reference:

International Civil Aviation Organization Doc 9432 (2007)



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.



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.



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.

http://stats.vatsim.net/who.html



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)

“OHK700 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



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.



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.



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.



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

to….

take off & ATC agrees to… make the runway available

for your exclusive use.

Landing

clearance

land make the runway available

for your exclusive use.

Approach

clearance

approach a specific

runway by a known path

make that path and the

missed approach path free of

other traffic for your use.

IFR clearance fly to a destination via a

specific route and

provide you separation from

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.



Dialogue Example

For reference only!

Mission: Flight OHK700 from Hong Kong to Taipei Taoyuan

Role Dialogue with explanation

After filing flight plan…

OHK700 Hong Kong Delivery, Oasis 700 radio check/ How do you read?

OHK700 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.

OHK700 Good morning, Hong Kong Ground. This is Oasis 700 (Callsign). At

stand S23 (Parking stand No.), request IFR to Taipei Taoyuan, with

Information Alpha.

OHK700 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?



Delivery is going to confirm that Oasis 700 is ready to copy clearance.

OHK700 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)

OHK700 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.

OHK700 Contact Hong Kong Ground on 122.550, Oasis 700, Bye Bye.



Change frequency COM1 to 122.550

OHK700 Hong Kong Ground, Oasis 700 ready for push and start.

VHHH_GND 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.

OHK700 Push-back and start up approved /at pilot discretion, facing west,

Oasis 700.

OHK700 Ground, Oasis 700 ready to taxi.

VHHH_GND 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.

OHK700 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.

Please monitor the frequency of Tower for further action


OHK700 Good morning Hong Kong Tower, Oasis 700, with you.

VHHH_TWR Good morning Oasis 700, Squawk mode Charlie.



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.

OHK700 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.

OHK700 Wind Copy. Cleared for take-off runway, Oasis 700.

It is a must to read back takeoff clearance

OHK700 Hong Kong Tower, Oasis 700 airborne.

VHHH_TWR Oasis 700, contact Hong Kong Departure on 123.800.

OHK700 contact Hong Kong Departure on 123.800, Oasis 700


OHK700 Oasis 700, now 1800ft, Boeing 747, with you.

VHHH_DEP Oasis 700, radar identified 2000ft, continues OCEAN 2A Departure,

climb and maintain FL190 (c/m FL190).



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)

OHK700 Continue OCEAN 2A Departure, climb and maintain FL190.

Don’t read back “radar identified”

VHHH_DEP Oasis 700, track direct OCEAN.

OHK700 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.

OHK700 Contact Hong Kong Radar on 128.750, Oasis 700.


OHK700 Oasis 700, now maintain FL190, Boeing 747, with you.

VHHH_CTR Oasis 700, radar identified FL190, climb and maintain FL310.

OHK700 Climb and maintain FL310, Oasis 700.

VHHH_CTR Oasis 700, you are now leaving my airspace, contact Taipei Control on

126.700. Bye Bye.

OHK700 Contact Taipei Control on 126.700, Oasis 700.


OHK700 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.

OHK700 Maintain FL310. Oasis 700.

TPE_W_CTR Oasis 700, when ready descend to FL220.

OHK700 Descend to FL220 when ready, Oasis 700.



TPE_W_CTR Oasis 700, Contact Taipei Approach on 125.100. Bye Bye.

OHK700 Contact Taipei Approach on 125.100, Oasis 700. Bye Bye.


OHK700 Good evening Approach, Oasis 700 now passing FL240 for FL220

RCTP_APP Good evening Oasis 700. You are cleared to TONGA1A arrival, expect

runway 05. Descend to 4000ft. QNH 1013.

STAR TONGA1A

OHK700 Descend to 4000ft, QNH 1013, Oasis 700.

RCTP_APP Oasis 700, maintain 4000ft until establish on localizer cleared ILS

approach runway 05L.

OHK700 Cleared for ILS Approach runway 05L, Oasis 700.

OHK700 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.

OHK700 Continue approach and Contact Taipei Tower on 118.700, Oasis 700.

Bye Bye.


OHK700 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.

OHK700 Wind copy. Cleared to land runway 05. Oasis 700.

Touchdown…

RCTP_TWR Oasis 700, exit runway on your right.



OHK700 Runway 05L vacated, Oasis 700.

RCTP_TWR Oasis 700, welcome to Taipei. Contact Ground on 121.700. Bye Bye.

OHK700 Contact Ground on 121.700, Oasis 700. Bye Bye.


OHK700 Ground. Good evening, this is Oasis 700. Runway 05L vacated.

RCTP_GND Oasis 700, good evening, taxi to your gate of your choice. Report

engine shutdown.

Taxi to the gate by your own choice.

OHK700 Taxi to the gate by my own choice, Oasis 700.

OHK700 Ground, Oasis 700 engine shutdown.

RCTP_GND Oasis 700, Flight plan closed at 1300 zulu. Bye Bye.

Your flight plan was closed.

OHK700 Thank you for your service, Oasis 700, Bye Bye.

Documents

ATC Radio Communication - Oasis Hong Kong Virtual · 2014-12-27 · CANCEL Annul the previously transmitted clearance. CHECK Examine a system or ... ATC Radio Communication 1 & 2