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KOMUNIKAT, CYTAT:

This is El Prat information Alpha. Landing runway two five right. Departure runway two five left. Transition level five zero. Wind two zero zero degrees, one zero knots. Visibility one zero km or more, two thousand five hundred feet. Temperature two two, dewpoint one zero. QNH one zero one eight. No significant change. On initial contact advise controller you have information Alpha.

ROZWINIĘCIE JĘZYKOWE:

1. We’re going to depart from runway 25L.

We now get the clearance (zezwolenie na odbycie lotu do lądowiska docelowego)  from the delivery controller. The process is as follows.

We get the Delivery frequency  from the Airport information chart or the ATC Services (in this case, the frequency is 121.800 MHz) and tune COM1 to it.

We contact the controller and ask for the clearance. (It is the pilot who needs to initiate contact (nawiązać kontakt) with ATC, not the opposite). Tip: note down the clearance on a piece of paper as it’s difficult (and risky) to memorize it.

The Delivery controller gives us the clearance including:

1. our callsign;
2. whether we’ve got the latest (“current”) ATIS information or not;
3. our destination airport;
4. the departure SID/waypoints;
5. the route we’ll need to follow (if it is not mentioned, we’ll follow the route we wrote in our flight plan);
6. the initial and cruising altitude (pułap przelotu);
7. the squawk (transponder) code we’ll need to set.

We read back (repeat) the clearance to confirm (potwierdzić) we understood it correctly.

The controller corrects any mistakes we’ve made and then hands us off to the Ground controller.

BAW1542: El Prat Delivery, this is Speedbird one five four two, requesting delivery to Frankfurt, flight level two five zero, we have information Alpha.
El Prat Delivery: Speedbird one five four two, Alpha is current, cleared to Frankfurt via OKABI three Whiskey, initial altitude five hundred feet, expect flight level two five zero after ten minutes, squawk four zero zero zero.
BAW1542: Cleared to Frankfurt via OKABI three Whiskey, initial altitude five hundred feet, expect flight level two five zero after ten minutes, squawk four zero zero zero, Speedbird one five four two.
El Prat Delivery: Speedbird one five four two, readback correct, contact El Prat Ground on one two one decimal six five zero.
BAW1542: Contact El Prat Ground on one two one decimal six five zero, Speedbird one five four two.

THE RECORDING

Ćwiczenie:

THE RECORDING

 

 

PROCEDURA:

We ask for clearance to taxi to the departure runway.

KOMUNIKAT: CYTAT

BAW1542: Speedbird one five four two is ready to taxi.
El Prat Ground: Speedbird one five four two, taxi to holding point Echo two via Lima and Echo, QNH one zero one eight.
BAW1542: Taxi to holding point Echo two via Lima and Echo, QNH one zero one eight, Speedbird one five four two.

OD 1:02′

THE RECORDING]

ROZWINIĘCIE JĘZYKOWE:

The current QNH may be repeated by the ground controller, even if we have just heard it on the ATIS, as a reminder to set it to the correct value (przypomnienie o ustawieniu prawidłowej wartości) – so check it. After that, open the ground chart and check your taxi route before starting, as in some cases taxi signs will not be present at all intersections (znaki mogą nie być ustawione na wszystkich skrzyżowaniach/ przecięciach dróg kołowania). You will notice that the controller cleared us only to holding point E2, so, once there, we’ll need to report our position and await further instructions. The holding point is marked by a stop bar.

Taxi to E2 as instructed at a maximum speed of 30 knots and hold short (stop) just before the stop bar. Remember that, while the controller may instruct you to hold position (stop) and give way to another plane (ustąpić pierwszeństwa innemu samolotowi), it’s still your responsibility not to collide with buildings, vehicles or other aircraft; also, should you at any point become unsure of your position, stop at once and ask the ground controller.

Approaching holding point E2.

Close up of the E2 stop bar.
We contact the ground controller to tell him/her we’re at E2.

BAW1542: Speedbird one five four two, we’re holding short Echo two.
El Prat Ground: Speedbird one five four two, cleared to cross runway zero two, taxi to holding point Golf one via Echo one and Kilo.
BAW1542: Cleared to cross runway zero two and taxi to holding point Golf one via Echo one and Kilo, Speedbird one five four two.

We then cross the runway without delay (niezwłocznie) and turn left on K. Near K2 you can notice a CAT II/III holding point

Approaching the G1 stop bar.
We stop at G1 while the ground controller instructs us to contact the tower:

El Prat Ground: Speedbird one five four two, contact El Prat Tower on one one eight decimal three two zero, goodbye!
BAW1542: Contact El Prat Tower on one one eight decimal three two zero, Speedbird one five four two, bye!

 

 

PROCEDURA:

We start descending on our own so as to reach FL150 approximately 100 NM from the destination airport. When we’re about 80 NM from EDDF we check the ATIS for the destination airport, just like we did at LEBL – in this case the frequency is 118.02. We tune in the COM1 radio to that frequency and listen:

KKOMUNIKACJA:

EDDF ATIS: This is Frankfurt information Echo. Landing runway zero seven right. Departure runway zero seven center. Transition level five zero. Wind zero two zero degrees, four knots. Visibility one zero km or more, few four thousand eight hundred feet. Temperature one niner[5], dewpoint zero seven. QNH one zero one eight. No significant change. On initial contact advise controller you have information Echo.

We then contact the approach controller (in this case Langen Radar, 118.45 MHz):

BAW1542: Langen Radar, Speedbird one five four two at flight level one five zero, we have information Echo.
Langen Radar: Speedbird one five four two, radar contact, Echo is current (aktualny/ ważny), descend and maintain (obniżyć pułap lotu i utrzymywać na poziomie …) five thousand feet, proceed (realizować/ zmierzać do …) direct UNOKO.
BAW1542: Descend and maintain five thousand feet, proceed direct UNOKO, Speedbird one five four two.
We proceed to the UNOKO waypoint and descend to 5000 ft, as instructed. At 5000 ft we set the altimeter to the local QNH (1018 hPa).

When we’re near UNOKO the approach controller will contact us and assign us (przydzieli nam …)  a STAR (standard arrival route):

Langen Radar: Speedbird one five four two, cleared UNOKO one Mike arrival.
BAW1542: Cleared UNOKO one Mike arrival, Speedbird one five four two.

Now we follow the altitudes and route in the STAR – in this case, we fly over UNOKO, IBVIL, MANUV, RAMOB and proceed to TAU.

We hold (circle) over TAU until the controller instructs us to continue the approach:

Langen Radar: Speedbird one five four two, turn right heading one four zero, descend and maintain three thousand feet, reduce speed to two five zero knots.
BAW1542: Turn right heading one four zero, descend and maintain three thousand feet, reducing speed to two five zero knots, Speedbird one five four two.
We now engage the autopilot’s heading select mode, fly the given heading, reduce our speed and continue our descent as cleared. After a couple of minutes, the controller calls us and instructs us to use the Instrument Landing System to get towards the runway:

Langen Radar: Speedbird one five four two, cleared ILS approach runway zero seven right.
BAW1542: Cleared ILS approach runway zero seven right, Speedbird one five four two.
As soon as the localizer is alive we engage the autopilot’s localizer mode and, as soon as the glideslope is alive, we switch to approach mode and descend on the glide. The controller will call us one last time to hand us over to Frankfurt Tower:

Langen Radar: Speedbird one five four two, contact Frankfurt Tower on one one niner decimal niner zero.
BAW1542: Contact Frankfurt Tower on one one niner decimal niner zero, Speedbird one five four two.

__________

INITIAL RADIO COMMUNICATION FOR ENTRY TO THE CONTROLLED AIRPORT
Pilot:
– Langley Tower, This is Cherokee Golf Alpha Bravo Charlie
Controller:
– Cherokee Golf Alpha Bravo Charlie, Langley Tower
Pilot:
– Langley Tower, Golf Alpha Bravo Charlie is Piper Cherokee four miles northwest of the airport at two thousand feet, inbound for landing (with ATIS information Charlie)
– Controller:
– Runway 01, winds zero one zero at 10 KTS. Altimeter two nine nine two, cleared for the circuit
– Pilot:
Golf Alpha Bravo Charlie

PROCEDURA:

Taxiing to the stand and shutting down
We switch the transponder to ground mode and check the ground chart to get the name of the taxiway we are on; in our case, we have vacated the runway on taxiway M15. We then contact the ground controller:

KOMUNIKACJA:

Od 4:23′

THE RECORDING

BAW1542: Frankfurt Ground, Speedbird one five four two on Mike one five, runway zero seven right vacated.
Frankfurt Ground: Speedbird one five four two, Frankfurt Ground, taxi to holding point Mike one four via Mike, hold short of Mike one four.
BAW1542: Taxi to holding point Mike one four via Mike, hold short of Mike one four, Speedbird one five four two.

ROZWINIĘCIE JĘZYKOWE:

We taxi to holding point M14, stop and report our position to the controller, so that (s)he can coordinate with Tower and clear us to cross the active runway 07C.

BAW1542: Speedbird one five four two, holding short Mike one four.
Frankfurt Ground: Speedbird one five four two, standby. (The controller will ask Tower for crossing clearance – it might take a bit.)
Frankfurt Ground: Speedbird one five four two, cleared to cross zero seven center, taxi to Lima via Lima niner.
BAW1542: Cleared to cross zero seven center, taxi to Lima via Lima niner, Speedbird one five four two.

At this point, we resume taxiing, making sure to cross the runway without delay.

Since the taxiways and the apron are managed by two different controllers, the ground controller will hand us off to the apron controller:

Frankfurt Ground: Speedbird one five four two, contact Apron East on one two one decimal niner five.
BAW1542: Contact Apron East on one two one decimal niner five, Speedbird one five four two.

We switch to the new frequency and report:

BAW1542: Apron East, Speedbird one five four two on Lima nine, request taxi to the stand.
Apron South: Speedbird one five four two, Apron East, taxi to stand Delta five via Lima and November one.
BAW1542: Taxi to stand Delta five via Lima and November one, Speedbird one five four two.

0:58′

Pilot: Tower, good afternoon DE-AKS, clearance to EDST please,

ATC: DE-AKS hello, clearance to TEDGO via ALAGO 5W departure, squawk: 7520

Pilot: copy/ we have information November and are ready to taxi

ATC: DEAKS startup approved, taxi 24 via N and A.

Pilot: copy. 

2:14′

Pilot: DE-AKS holding short at 24A, ready for departure.

ATC: DE-AKS wind calm. Runway 24. Cleared to takeoff.

Pilot: copy

5:33′

Pilot: DE-AKS reporting 2500 and we are going over to Departure.

5:56′

Pilot: Departure, good afternoon, DE-AKS on the ALAGO 5W departure

ATC: ________ identified on ________, direct Lochter, climb to 6000ft, connect to 1032

Pilot: 1032 climb to 6000 ft, direct Lochter

9:07′

Pilot: DAKS please confirm we are cleared to 6000ft, not FL060

ATC: 6000 on QNH 1032

ATC: Cleared direct to destination

9:58′

Pilot: Destination in the sense of the switch-over point from IFR to VFR which is TEDGO or to our airport.

ATC: Direct to destination airport

ATC: Contact on the radar___________.

10:30′

Pilot: Radar vector DEAKS we would like to cancel IFR and proceed to destination in V

ATC: DEAKS VFR cancelled 1514 , Stuttgart QNH is 1030, Squawk VFR, approved to leave

Pilot: copy

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