A Typical Planned Flight

Vancouver Intl Delivery, N750XP, request IFR clearance to Whitehorse Erik Nielsen Intl. The flight plan has been filed via the ATC dialogue function, flying from Vancouver International Airport to Whitehorse Erik Nielsen International Airport, following a series of waypoints. The simulator assumes the Clearance Delivery controller has the routing form, so the pilot does not need to repeat the routing information at this stage; this is purely to confirm the filed flight plan.

N750XP, cleared IFR to Whitehorse Erik Nielsen Intl, routing as filed FSR7 CANRY V317 YVR DCT NUGUV DCT MUXAT GOROV GOROV2, maintain FL 2 7 0, squawk 2 4 0 0, altimeter 3 0 0 3, climb via FSR7. The controller responds with the full routing details that were pre-filed. This routing includes the Standard Instrument Departure (SID) FSR7 and the Standard Terminal Arrival Route (STAR) GOROV2. Since they are listed in the controller’s response, it means these procedures are approved. It also includes other information such as the transponder code and altimeter setting.

Cleared IFR to Whitehorse Erik Nielsen Intl routing as filed FSR7 CANRY V317 YVR DCT NUGUV DCT MUXAT GOROV GOROV2, maintain FL 2 7 0, squawk 2 4 0 0, altimeter 3 0 0 3, climb via FSR7, N750XP. The pilot reads back the clearance to confirm the message has been heard and understood. For brevity, the simulator does not fully read out the routing; the text version can be used to review the radio call history.

N750XP, readback correct, contact Ground, 121.700, when ready for taxi. The controller confirms the readback is correct and further instructs the pilot to contact the Ground controller when ready to taxi. At this point, the pilot can set the transponder and altimeter setting, verify the FMS is correctly configured, and perform other pre-flight tasks.

Vancouver Intl Ground, N750XP, request taxi from 10 for Departure. The aircraft is parked at a location named “10”. After tuning to 121.700, the pilot requests taxi to prepare for takeoff. From this step onwards, the pilot will be handled by a specific controller until instructed to switch to another.

0XP, runway 08R taxi via G H L and L4, hold short of runway 13. Ground control provides the taxi route: via taxiways G, H, L, and L4 to runway 08R for takeoff. Upon reaching runway 13, the pilot must stop short of the hold short line. This is an active runway, and only the Tower can authorize entry or crossing of an active runway. The screen will usually show explicit arrows indicating the taxi route, unless this feature has been disabled.

Runway 08R taxi via G H L and L4, hold short of runway 13, 0XP. Readback to confirm the taxi route. If the instruction is not read back in time, the controller will assume the pilot did not hear it and will repeat the original message.

0XP, contact Vancouver Intl Tower, 119.550. Later, the aircraft approaches the hold short line for runway 13. Ground control anticipates this and hands the pilot over to the Tower to obtain permission to cross the active runway.

Contact Vancouver Intl Tower, 119.550, 0XP. Readback.

N750XP, on taxiway L. After tuning to 119.550, the pilot immediately contacts the Tower controller and reports their current position. Ground control has transferred control of the pilot to the Tower, so they will be expecting the pilot’s report.

N750XP, Vancouver Intl Tower, hold short of runway 13. The Tower controller responds, repeating the instruction to hold short of the runway.

Hold short of runway 13, N750XP. Readback.

0XP, cross runway 13, hold short of runway 08R. Shortly after, the pilot is cleared to cross the active runway 13. An airport may have multiple active runways, and entering any one requires permission, not just the takeoff runway. The following instruction is to hold short of runway 08R, which is the pilot’s departure runway.

Cross runway 13, hold short of runway 08R, 0XP. Readback.

0XP, report ready. Later, the pilot approaches the hold short line for runway 08R. This time there is no transfer of control since the pilot is already with Tower, so they receive the next instruction directly. The readback uses “Wilco” (short for “Will Co-operate”), implying the instruction will be complied with. Ensure the aircraft is ready to enter the runway and take off immediately. Any final setup should be completed at this time.

Wilco, 0XP. Readback. In this situation, since the instruction is brief and requires no extra details, and the execution time depends on readiness, “Wilco” is used as a concise readback.

0XP, ready for departure. After completing the aircraft setup, the pilot informs the Tower they are ready. This simply indicates that the pilot can request takeoff clearance from Tower; permission to enter the runway has not yet been granted, so the aircraft must not move!

0XP, runway 08R, wind 1 0 0 degrees at 3 knots, cleared for takeoff. The Tower responds, explicitly stating the takeoff runway number, basic wind information, and the key phrase “Cleared for takeoff”. If there are other aircraft on the runway (queuing or landing), you must wait until the runway is clear before entering. If a large aircraft is taking off ahead, the Tower may pause briefly to ensure wake turbulence dissipation.

Runway 08R, cleared for takeoff, 0XP. Readback. The takeoff runway and wind information do not need to be read back; these are information, not commands. Only “Cleared for takeoff” needs to be read back.

0XP, squawk 2 4 0 0. After takeoff, Tower notices the pilot has not set the transponder code correctly (perhaps forgotten during the initial instruction or after reporting ready). Tower reminds the pilot to set the transponder correctly as soon as possible.

Squawk 2 4 0 0, 0XP. Readback.

0XP, contact VANCOUVER Center, 123.875. After takeoff, Tower hands the pilot over to the Area controller responsible for the next airspace.

Contact VANCOUVER Center, 123.875, 0XP. Readback. Even when told to change frequency, the instruction must be read back.

N750XP, altitude 3 thousand 9 hundred climbing FL 2 7 0. After changing frequency, the pilot immediately contacts the new Area controller and reports current altitude and climb plan.

N750XP, VANCOUVER Center, hello, altimeter 3 0 0 5, radar contact. The new controller provides the altimeter setting for the area and confirms that the aircraft has been identified on radar via the transponder code. If the transponder is still not set correctly, you will not receive the “Radar contact” message and will soon be reminded to set the transponder again.

Altimeter 3 0 0 5, N750XP. Readback to confirm the new altimeter setting.

0XP, climb and maintain FL 2 7 0. After completing the SID (Standard Instrument Departure), the controller instructs the pilot to climb to the cruising altitude.

Climb and maintain FL 2 7 0, 0XP. Readback to confirm.

0XP, you’re off course, fly heading 1 7 0, vectors to NUGUV, maintain FL 2 7 0. The pilot has deviated from the planned route. The controller instructs to adjust heading to 170 degrees and states that they will vector the pilot back to waypoint NUGUV, while maintaining altitude.

Heading 1 7 0, vectors to NUGUV, maintain FL 2 7 0, 0XP. Readback to confirm.

0XP, contact SEATTLE Center, 119.225. Goodbye. Once the course correction is complete and there are no further issues, the controller instructs the handoff to the next control sector, Seattle Center.

Contact SEATTLE Center, 119.225, 0XP. Readback to confirm the control sector name and frequency.

N750XP, altitude FL 2 7 0, on heading 1 7 0. The pilot reports current altitude and heading to Seattle Center after switching frequencies.

N750XP, SEATTLE Center, radar contact. The new controller confirms that the aircraft has been successfully identified on radar, indicating the transponder is functioning correctly.

N750XP. The pilot simply acknowledges the controller’s “radar contact” message.

0XP, turn right heading 3 2 0. The controller instructs a further heading adjustment to 320 degrees.

Turn right heading 3 2 0, 0XP. Readback to confirm.

0XP, turn right direct NUGUV, resume own navigation. When the controller sees the aircraft is close to the planned route, they allow the pilot to fly direct to waypoint NUGUV and resume own navigation.

Turn right direct NUGUV, resume own navigation, 0XP. Readback to confirm.

Controller Handoff and Route Confirmation

0XP, contact VANCOUVER Center, 123.875. Approaching the boundary of the current control area, the controller instructs the pilot to switch to Vancouver Center on frequency 123.875.

Contact VANCOUVER Center, 123.875, 0XP. The pilot reads back the frequency to acknowledge receipt.

N750XP, altitude FL 2 7 0, inbound Whitehorse Erik Nielsen Intl. After switching frequencies, the pilot checks in with Vancouver Center, confirming current altitude and destination.

N750XP, VANCOUVER Center, hello, radar contact. The controller confirms radar identification of the aircraft.

N750XP. The pilot responds simply to acknowledge.

0XP, contact EDMONTON Center, 124.150. Goodbye. Upon leaving the Vancouver control area, the controller instructs the pilot to switch to Edmonton Center on frequency 124.150.

Contact EDMONTON Center, 124.150, 0XP. Goodbye. Readback to confirm the frequency.

N750XP, hello, altitude FL 2 7 0, inbound Whitehorse Erik Nielsen Intl. After switching frequencies, the pilot checks in with Edmonton Center, providing altitude and destination information.

N750XP, EDMONTON Center, hello, radar contact. The controller confirms radar identification.

N750XP. The pilot responds simply to acknowledge again.

Descent and Approach Phase

0XP, expect GOROV2 for visual approach runway 14R. Edmonton Center informs the pilot to expect the GOROV2 STAR (Standard Terminal Arrival Route) for a visual approach to runway 14R. This is to allow the pilot to plan ahead.

GOROV2 for visual approach runway 14R, 0XP. The pilot reads back to confirm the STAR, approach type, and runway.

0XP, descend via GOROV2 to 8 thousand 3 hundred, expect vectors by SIMKI, for visual approach runway 14R, altimeter 3 0 1 3. The controller instructs the pilot to descend via the GOROV2 STAR to 8,300 feet, and advises that further vectors will be provided near SIMKI for the visual approach to runway 14R. Additionally, since the altitude is below the Transition Altitude, the controller provides the altimeter setting 3 0 1 3.

Descend via GOROV2 to 8 thousand 3 hundred, expect vectors by SIMKI, for visual approach runway 14R, altimeter 3 0 1 3, 0XP. The pilot reads back to confirm the descent procedure, target altitude, expected vectors, approach type, and altimeter setting.

Shortly after, ATC will issue the descent instruction. This instruction again includes the approach type, runway type, and specific runway, as the previous instruction only told you to expect them, not explicitly assigned them. Usually, this information should be consistent. Additionally, the instruction will include the following: • Cleared altitude: The altitude you are approved to descend to. • Advisory of further instructions: For example, instructing that you will receive more instructions before arriving at a waypoint named “SIMKI”. Notes • Fly the published approach procedure: Before you reach SIMKI, strictly follow the published approach procedure, including all altitude and speed restrictions; ATC will typically not intervene. • Altimeter setting: Since the assigned altitude is below the transition altitude, ATC will simultaneously provide the altimeter setting to ensure you correct your alteter reading to local barometric conditions.

Descend via GOROV2 to 8 thousand 3 hundred, expect vectors by SIMKI, for visual approach runway 14R, altimeter 3 0 1 3, 0XP. Readback to confirm.

0XP, turn right heading 3 4 6. As the aircraft approaches SIMKI, the controller issues an instruction to turn right to heading 346.

Turn right heading 3 4 6, 0XP. The pilot reads back to confirm.

0XP, turn right heading 3 4 3, descend and maintain 6 thousand, resume normal speed. The controller provides the next heading instruction to 343, requests a descent to 6,000 feet, and asks to resume normal cruise speed.

Turn right heading 3 4 3, descend and maintain 6 thousand, altimeter 3 0 1 3, resume normal speed, 0XP. The pilot performs a full readback, including the altimeter setting.

0XP, turn left heading 2 4 9, descend and maintain 4 thousand 5 hundred. Continue the turn left to heading 249 and further descend to 4,500 feet.

Turn left heading 2 4 9, descend and maintain 4 thousand 5 hundred, 0XP. The pilot reads back to confirm.

0XP, turn left heading 1 8 9. The controller instructs a turn left to heading 189.

Turn left heading 1 8 9, 0XP. The pilot reads back to confirm.

0XP, turn left heading 1 4 1, report the field in sight. The final definitive heading instruction: turn left to heading 141, and the pilot is required to report when the airfield is in sight.

Turn left heading 1 4 1, report the field in sight, 0XP. The pilot reads back to confirm.

Visual Approach and Handoff

0XP, field in sight. The pilot reports to the controller once the airfield is in sight.

0XP, cleared visual approach runway 14R, contact Whitehorse Erik Nielsen Intl Tower, 118.300. Goodbye. The controller clears the pilot for a visual approach to runway 14R and instructs a switch to the airport Tower frequency 118.300, ending the interaction with Area Control.

Cleared visual approach runway 14R, contact Whitehorse Erik Nielsen Intl Tower, 118.300, 0XP. Goodbye. The pilot reads back to confirm.

Arrival and Landing Communication

Cleared visual approach runway 14R, contact Whitehorse Erik Nielsen Intl Tower, 118.300, 0XP. Goodbye. The controller issues the visual approach clearance for runway 14R and instructs the switch to Tower frequency.

Cleared visual approach runway 14R, contact Whitehorse Erik Nielsen Intl Tower, 118.300, 0XP. Goodbye. The pilot reads back to confirm.

N750XP, hello, inbound runway 14R. After switching to the Tower frequency, the pilot checks in briefly, confirming runway 14R for landing.

0XP, runway 14R cleared to land, wind light and variable. Tower immediately issues landing clearance and provides basic wind information.

Runway 14R cleared to land, 0XP. The pilot reads back to confirm the landing clearance and runway number.

Runway Exit and Ground Communication

0XP, vacate right. After landing, Tower instructs the pilot to exit the runway to the right, but does not provide a detailed taxi route.

Vacate right, 0XP. The pilot reads back to confirm.

0XP, contact Whitehorse Erik Nielsen Intl Ground, 121.900. Goodbye. After exiting the runway, Tower instructs the pilot to contact Ground Control.

Contact Whitehorse Erik Nielsen Intl Ground, 121.900, 0XP. Goodbye. The pilot reads back to confirm and changes frequency.

N750XP, hello, runway vacated. The pilot checks in with Ground Control, confirming the runway has been vacated and waiting for taxi instructions.

N750XP, Whitehorse Erik Nielsen Intl Ground, hello, taxi 5