VATSIM First Flight Walkthrough

USA Edition – IFR Flight

First Flight
Walkthrough Introduction

Contents
Introduction ............................................................................................................................................ 3
Ready for Takeoff? .................................................................................................................................. 4
Simulator, Aircraft and Pilot Client ..................................................................................................... 4
Pilot Clients ..................................................................................................................................... 4
Aircraft ............................................................................................................................................ 4
Weather .............................................................................................................................................. 4
Charts and Navigation Data ................................................................................................................ 5
Charts .............................................................................................................................................. 5
Navigation Data............................................................................................................................... 5
Preflight Preparation........................................................................................................................... 6
Flight Planning................................................................................................................................. 6
Get Organised ................................................................................................................................. 6
A Normal Flight ....................................................................................................................................... 7
ATIS and Clearance Request ............................................................................................................... 7
Pushback, Start and Taxi ..................................................................................................................... 9
Taxi Tips......................................................................................................................................... 11
What could change? ..................................................................................................................... 11
Takeoff and Initial Climb ................................................................................................................... 12
Takeoff .......................................................................................................................................... 12
Standard Words and Phrases ........................................................................................................ 14
Altimeter Settings ......................................................................................................................... 15
Cruise ................................................................................................................................................ 16
Descent and Approach ...................................................................................................................... 16
When to Descend? ........................................................................................................................ 16
ATC Instructions ............................................................................................................................ 17
Speed Control................................................................................................................................ 19
Final Approach and Landing .......................................................................................................... 19
How Late is Too Late? ................................................................................................................... 20
Missed Approach .......................................................................................................................... 20
After Landing and Taxi In .................................................................................................................. 21
Quick Reference .................................................................................................................................... 23

2
First Flight
Walkthrough Introduction

Introduction
Whether it’s your first time on VATSIM or you are looking to expand your horizons and build your
experience, this document is meant to provide the basic guidelines of an IFR flight. However, that
does not mean that this is a be-all-end-all document. There are many things that are outside of the
scope of this short introduction to ATC, so research on your own! If you hear something you don’t
know, look it up! There are many tutorials published online.

Flying online with live ATC provides an added challenge as a result of the dynamic environment
which is introduced. If this is your first online flying experience, it is likely that you will for the first
time be faced with having to cope with changes to your flight plan and the need to fit in with other
traffic and this can be daunting at first, but don’t worry: everybody starts somewhere and everybody
is still learning!

The most important thing to remember is that air traffic controllers and pilots work together to
facilitate your flight and the flights of others. Communication is key – if you are unsure about
anything then clarify with the controller, and don’t worry if you don’t know the standard word or
phrase for something – plain English is fine (and if there is one you can go and look it up
afterwards!).

Your first online flights can be an intense experience and if you are worried about pushing the PTT
button for the first time, you are not alone – real student pilots often have the same feeling and so
does everybody on VATSIM! However, controllers don’t bite and provided you have prepared
properly, do your best and try to learn something from every flight to take in to the next and
improve upon, you can be assured that you are doing exactly right!

Good luck, relax, enjoy your flight – and see you in the skies!

Simon Kelsey
VP Pilot Training
VATSIM.net

Adapted for the US by Ralph Pollak

3
First Flight
Walkthrough Ready for Takeoff?

Ready for Takeoff?

All good flights – whether real or virtual – start with good preparation, and the best way to ensure
that your flight goes smoothly and with a minimum of stress is to ensure that you have everything
you will need at your fingertips before you log in!

Simulator, Aircraft and Pilot Client

Obviously, you will need a compatible flight simulator and a suitable aircraft to fly. You will also need
an approved VATSIM Pilot Client – this is a small piece of software which connects your simulator to
the VATSIM network and allows you to communicate with other members and see the aircraft being
flown by other members in your own simulator.

Pilot Clients
Your choice of pilot client will in part be determined by the simulator you use. A list of currently
approved pilot clients can be found in the VATSIM Pilot Learning Centre at
https://my.vatsim.net/learn/vatsim-basics/section/5.

Once you have installed your pilot client, take some time to read through the documentation
supplied. If you have a headset with a microphone, take the time to check in your pilot client’s
settings that your headset and microphone are selected and your microphone’s audio level is
properly calibrated.

It is also worthwhile taking a few moments to explore your pilot client’s main functions, such as the
transponder controls, ATC list and flight plan filing. These details will be explained in your pilot
client’s documentation.

Aircraft
Select an aircraft which you are familiar with – learning how to fly and operate a new aircraft at the
same time as learning how to deal with Air Traffic Control is a big ask and not even real airline pilots
would be expected to do so!

Before connecting, you should be comfortable with the general operation of your aircraft from start-
up to shut-down. In basic terms, you should be able to:

• Start, taxi, take-off, fly, land and taxi-in in a controlled manner

• Know how to use the navigation systems to enter and fly a flight plan
• Be capable of navigating successfully from one airport to another
• Be able to modify the flight plan in flight (for instance, to select a different departure, arrival
or route direct to any particular waypoint)
• Accurately fly any given heading, altitude or airspeed (either manually or by using the
autopilot functions)
• Be able to fly an approach and landing (for instance, using the Instrument Landing System
(ILS)

The more confident you are with these basic aviation skills the easier you will find flying with live
ATC! If you need guidance with these topics you should refer to the documentation supplied with
your aircraft.

Weather
Whilst it is not an absolute requirement to fly with real-world weather on the VATSIM network, it is
certainly strongly recommended – it helps everybody out if everybody is experiencing the same

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First Flight
Walkthrough Ready for Takeoff?

conditions. You can imagine the problems that a controller might experience trying to sequence
aircraft if one aircraft has a 200 knot tailwind and another is experiencing calm winds!

Charts and Navigation Data

Access to charts for your departure, destination and alternate aerodromes is a must! You can expect
instructions to fly various instrument departure or arrival procedures, as well as taxi instructions,
and the ability to plan, review and check any particular requirements such as altitude or speed
restrictions which may only be printed on the chart is essential.

Charts
Contrary to popular belief, you don’t (generally!) need to spend money on charts if you don’t want
to, although there are a number of benefits to paying for commercially-produced charts if you fly
regularly.

Most countries publish charts through their AIP (Aeronautical Information Publication – a set of
documents which provides all the information (and more!) that a pilot would need for flying within
that airspace such as details of published instrument procedures, local procedures and regulations,
details of radio navigation aids such as frequencies, coordinates and range, and so on). ChartFox
(https://chartfox.org/) is a free service which pulls charts from the AIPs of each country where they
are freely available – it is an excellent way to access all the charts you need for a flight in one place
and all you need is a VATSIM account! SkyVector (https://skyvector.com/), another free service, has
VFR sectionals and IFR enroute high and low charts, which can be vital for planning non-standard
routes. It also includes charts for airport diagrams and procedures.

The two most common commercial (payware) chart providers are Navigraph
(https://navigraph.com/) and Aerosoft NavData Pro (https://www.aerosoft.com/en/flight-
simulation/flight-simulator-x-steam/tools-missions/1485/navdatapro-charts-one-day-access).
Various subscription packages are available and it is also possible to purchase both chart access and
a navigation data subscription which will ensure that all of your navigation data aligns!

The main advantages of commercially-produced charts are that you get a consistent format and
symbology no matter where in the world you are flying, and that the charts are optimised for “flight
deck” use – that is to say that they are generally simplified and decluttered in comparison to the AIP
charts.

Why is this? The answer is because the AIP charts are essentially “source data” – they have to cater
for a wide range of real-world users from pilots to air traffic controllers to airport designers and
aircraft performance engineers, all of whom have different needs and requirements. As a result they
tend to include far more information than is strictly necessary for pilots alone.

That said, they are still very adequate for flight simulation use and you can be sure they will be up to
date so don’t be afraid to dive in!

Navigation Data
The world is not static – there are constant changes to airspace and air routes, and to cope with this
every 28-days a fresh set of navigation data us published. This regular publication is known as the
“AIRAC cycle” – AIRAC standing for Aeronautical Information Regulation And Control.

Each update cycle is given a four-digit number, where the first two digits represent the year and the
last two the cycle number. So for instance, the sixth cycle of 2021 would be 2106, or the first cycle of
1998 would be 9801.

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First Flight
Walkthrough Ready for Takeoff?

It is not completely essential to have the very latest navigation data in your simulator – controllers
can work around the issue – but it is helpful to be aware of the potential issues which may arise if
you do not have up to date navdata. For instance:

• SIDs and STARs may have been re-designated, re-routed or deleted altogether
• Waypoints may have been renamed or deleted (and thus may not be available in your FMS)
• Airways may have been removed, re-routed, added or re-named

These are not insurmountable issues but it pays to be aware of why they may arise.

Preflight Preparation
As they say – fail to prepare, prepare to fail! Good organisation and pre-flight preparation is a key
part of any successful flight and especially so when you are flying online.

Flight Planning
Take the time to properly plan your flight. Flight planning consists of more than simply finding a
route – you should also take some time to find and review the charts you will need, check how much
fuel you will need, and review the route itself – for instance, you could note down which Air Route
Traffic Control Centers (ARTCCs) you will be passing through, the likely ATC positions you will come
in to contact with, and so on.

If you are nervous you may wish to “chair fly” the route – rehearse the flight, imagining how you will
operate the aircraft and the radio calls you will need to make (see below). You could also fly the
route offline, but practicing the radio calls!

Get Organised
Being organised and managing your workload effectively is a key part of flying. Take the time before
the flight to get everything you will need together, for instance:

• Flight plan and any notes

• Charts – find them, review them and make sure they are available and arranged in the order
you will need them
• Notepad and pen – essential for writing down ATC instructions
• Check your simulator is set up, any addon scenery installed correctly, flight controls
operating properly etc
• Any other items you may need e.g. aircraft checklists

Good luck!

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First Flight
Walkthrough A Normal IFR Flight

A Normal IFR Flight

ATIS and Clearance Request
Once you have loaded your simulator and aircraft, connected to the network, and filed your flight
plan, one of the first things you should do is check the ATIS for your departure airport, if available:
check in your Pilot Client’s ATC list to see if XXXX_ATIS is available (where XXXX is your departure
airport’s ICAO code).

If so, you can double-click (or right click and select “view
TIP: Make sure you have a pen and controller info”) and the ATIS will appear in the text
paper on hand to make a note of the message window. You can also tune to the frequency given
ATIS information, in particular the ATIS to listen to the ATIS, although voice ATIS is currently often
identifier letter, runway in use, wind, unreliable so if you don’t hear anything – just use the text
significant weather, altimeter, and any option instead!
other pertinent information.
Using the information from the ATIS such as weather and
runway in use you can now complete the majority of your
aircraft’s pre-flight routine – for instance, loading fuel and payload, loading and checking the flight
plan and performance figures in the FMS and ensuring that the aircraft is set up ready for flight.

You’re now ready to get your ATC clearance! If you are

not already, tune your aircraft’s communications radio to TIP: If a controller has just given
the Delivery frequency (or follow the top-down model if a another aircraft an instruction they will
Delivery position is not online). Listen in and try to gauge need to read it back, so wait until the
the pace of other radio traffic so you can find a natural “conversation” has finished before
gap to start your own transmission so that you don’t ‘step jumping in!
on’ another transmission.

TIP: Have your pen and paper ready and the SID charts open and easily to hand before transmitting

Boston Clearance, Cair 762, requesting IFR clearance to Albany

NOTE: This aircraft’s callsign is KAP762. KAP is the 3-letter ICAO code for Cape Air, which uses the
callsign ‘Cair.’ Codes for other airlines can be found online. 762 is pronounced “seven sixty-two.” Numbers
are grouped into twos, so 8234 is “eighty-two thirty-four,” for example.

Cair 762, Boston Clearance, cleared to Albany via the REVSS4 departure, then as filed.
Climb via SID. Departure frequency 133.0. Squawk 1305U

WARNING: When given “Climb Via SID,” it is important to follow all of the altitude restrictions on the SID,
and stop climbing at the ‘Top Altitude’

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First Flight
Walkthrough A Normal IFR Flight

Cleared to Albany, REVSS4 departure, then as filed. Climb via SID. Departure frequency
133.0. Squawk 1305, Cair 762.
Remember: it is not a memory game! Note down the pertinent details as the controller gives your
clearance. Every clearance will follow this CRAFT:

C: Clearance Limit (usually an airport)

R: Route

A: Altitude

F: Frequency (Departure Frequency)

T: Transponder (squawk code)

TIP: SIDs often have specific paths per runway, but you will not be specifically told which runway, unless
there are multiple active. Use the information from the ATIS to set up your FMC, and if you aren’t sure, ask.

Cair 762, readback correct. Advise when ready to push.

Once you have read back your clearance, you must now:

• Set the assigned code in your transponder

• Check that the assigned departure procedure is properly programmed in to your navigation
system – use the chart to cross-reference and ensure that any speed or altitude restrictions
are correctly programmed. It is good practice to set the initial climb altitude in the autopilot
altitude selector at this time.
• Think about how you will fly the departure – if you are using the autopilot how will you
ensure it is following the programmed route? Which modes will you need to select and
when? Try to think ahead and anticipate any potential problems you might encounter and
how you will deal with them.

Ensure your transponder is set to Mode C at this point.

• Think about the likely taxi route from your parking position to the departure runway – this is
a good moment to review the airfield layout chart and think ahead about what instructions
you are likely to receive (which way will you need to face when pushing back? Which
taxiways are you likely to be assigned for the route? If ATC offer you an intersection
departure (from a taxiway which is further up the runway, shortening the takeoff run) could
you accept this or does your aircraft’s weight/takeoff performance calculation require the
full length of the runway?

You should now complete the rest of your aircraft’s pre-flight preparation up to the point where you
are ready to push back and start engines – so complete any refuelling or boarding, ensure the

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Walkthrough A Normal IFR Flight

aircraft is powered up and the flight deck preparation is complete and all that is required is to push
back and start the engines.

Do not start pushing back until you have a clearance to do so from the Ground controller!

Don’t rush! Many real-world aviation accidents have occurred as a result of pilots feeling pressured
in to rushing in to action and cutting short important checks. Feeling under pressure, especially
when there is a lot of traffic around, is normal – but part of being a good pilot is having the discipline
to ensure that all the proper checks are completed and that sufficient time is allocated or created to
ensure that nothing is missed. On stand before pushback is the time to discover that your flight plan
is not programmed correctly in to the FMS and fix it, not when you have just got airborne!

Pushback, Start and Taxi

All your pre-flight operations are completed, the fuel and bags are loaded, the doors are closed, the
APU is running, the jetbridge is disconnected and the pushback truck is connected and ready to go.
We’re ready to start!

The role of the Delivery controller, if one is online, is to manage the number of aircraft starting up at
any given time to ensure that controllers further down the line (either the Ground or Tower
controller at the airport, or even enroute controllers further away if there is a busy event taking
place) are not overwhelmed.

It is strongly recommended to avoid doing anything not directly related to the pushback or engine start
procedure until the pushback is complete and the parking brake confirmed set.

Boston Clearance, Cair 762, ready for push, gate C26

Cair 762, contact ground 121.9

Contact Ground 121.9, Cair 762

You can now tune to the Ground control frequency given to request pushback and engine start.

Boston Ground, Cair 762, gate C26, ready for push.

Cair 762, Boston Ground, pushback onto A approved, face north.

Push approved, face north, Cair 762.

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Walkthrough A Normal IFR Flight

Now you can start pushing back and start your engines at your discretion. Take care to ensure that
you turn to face the correct direction – again, take a moment to double check rather than rushing!
Once the pushback is complete and your engines are running, you should ensure that the parking
brake is set and complete any after start procedures and checklists such as selecting take-off flap,
shutting down the APU etc as applicable to your aircraft.

Once you have completed the after start actions and checklist, you can request your taxi
instructions. Again, don’t rush – it is much better to do things methodically and correctly rather
than racing through and forgetting to do something important.

Ground, Cair 762, ready for taxi

Cair 762, Runway 22R, taxi via A, N, cross runway 15R, hold short of runway 15L.

Runway 22R, taxi via A, N, cross runway 15R, hold short of runway 15L, Cair 762.

Take a moment to look at the chart and orientate yourself before starting to taxi. Establish exactly
where you are and where you need to go before you release the parking brake! In the real world
airline pilots are encouraged to verbalise their intentions to their colleague in the flight deck – for
instance “I’m going to take the first right on to N, then cross runway 15R and hold short of the next
runway”. Even if you don’t say it out loud, it’s worth saying it to yourself mentally!

Managing your workload during the taxi out is important – it can be quite busy with procedures to
set the aircraft up for takeoff whilst also navigating the taxi route.

• Try to plan so that any remaining checks or pre-takeoff procedures can be completed once
clear of any congested ramp areas or complex taxiway intersections (e.g. once on a long
straight taxiway).
• Try to minimise the amount of “heads down” time spent during the taxi – ideally the vast
majority of checks and setup should already have been completed with just the final “before
takeoff” checks to complete.

Have your pen and paper ready and your taxi chart in front of you before requesting taxi so that you can
follow the route along as the controller issues the instructions.

• Take your time and taxi at a sensible speed. If in doubt, slow down and/or stop if necessary,
set the parking brake and request clarification from ATC before continuing.
• If for some reason you need to complete extensive re-programming of the FMS or other
more complex actions which cannot be easily done without distracting from the primary task
of taxiing the aircraft, liaise with ATC to find somewhere convenient that you can STOP, set
the parking brake and then complete any actions required.

When you get to a runway you have been told to hold short of, stop before the hold short line. Be
patient, but if you do not get a crossing instruction within a few minutes, and no activity is on the
runway, it’s OK to remind the controller that you are holding short.

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Walkthrough A Normal IFR Flight

Ground, Cair 762, holding short of runway 15L

Cair 762, cross runway 15L at N

Cross runway 15L at N, Cair 762

NOTE: You will not receive a hold short instruction for your departure runway. It’s important to always
hold short of any runway you are not explicitly told to cross.

Taxi Tips
Many new pilots struggle with navigating on the ground. Don’t worry – it is often said that the taxi
out and in can be the most challenging part of navigation in real life as well! In addition, the scenery
in many simulators can often be slightly sketchy or out of date.

If you have taken the time to familiarise yourself with the taxi route as described above this will help
significantly. Likewise keep the chart visible and refer to it frequently as you are taxiing.

Taxi slowly – in an airliner no more than an absolute maximum of 30 kt on a long straight and 5-10
kt in 90 degree turns is a good guideline, and if you are finding it difficult to keep up with where you
are or visibility is poor then slow down and stop if need be.

If your scenery is old and/or the layout does not match with the chart then just let the controller
know and they will be able to accommodate this.

If in doubt or unsure of your position – slow down and stop and ask the controller if you are unsure
of your route!

What could change?

Sometimes it might be too busy for the controller to give you a taxi route all the way to the runway
holding point, or the controller may need to ask you to stop or give way to other aircraft, or
occasionally change your taxi route to navigate around an obstruction (an aircraft which is going to
be blocking a taxiway for some time for any reason, for instance) which may not have been present
at the point at which your initial taxi instructions were provided. Any new taxi instructions override
those you were given initially.

It is therefore very important to ensure that you are listening out for your callsign at all times. Some
of the instructions you might hear include:

Cair 762, hold short of F

Here you should bring the aircraft to stop before reaching the given point (which if not a specifically
designated holding position may be an intersection with another taxiway for instance). Make sure
you allow sufficient room for another aircraft to pass ahead of you.

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Walkthrough A Normal IFR Flight

Cair 762, at F, give way to the company Boeing 777 passing left to right
This is an instruction to allow another aircraft to pass ahead of you, for instance as you are
approaching a taxiway intersection. “The company…” means another aircraft of the same airline as
yours (for instance, in this case another Cape Air Executive B777) – if the other aircraft is from a
different airline this will be specified so that you know what to look out for (e.g. “give way to the Air
France A319”).

Dealing with such instructions is part of flying in an online environment. Remember, however, to
apply the same rules as you did before taxiing away in the first place:

• Take your time and make sure you have familiarised yourself with the new route before
committing – slow down and stop if you need to give yourself time to do so.
• Verbalise your progress
• Re-plan any “heads down” activities you might have been intending to undertake if the new
route is more complex.

Approaching the holding point, you will be handed over to the Tower controller who is responsible
for the runways – including all take-offs, landings and any aircraft which need to cross an active
runway.

Cair 762, monitor tower 128.8

Monitor tower 128.8, Cair 762

NOTE: “Monitor” means on that frequency, but do not transmit

Aim to ensure your “Before Takeoff” checks are completed so that you are ready to take off.
However, don’t let completing these checks distract you from stopping at the holding point, and
equally don’t be pressured in to accepting a line-up or takeoff clearance from ATC if you are not
ready to go!

Takeoff and Initial Climb

Takeoff
Before accepting a clearance to line up or take off, ensure that you are ready to comply promptly – if
you need a little more time to finish doing checks or configure the aircraft then it is much better to
decline the clearance and remain at the holding point until you are ready than to line up and either
mess up the departure as a result or have to wait on the runway whilst you finish up and potentially
cause another aircraft to go around or be delayed!

Cair 762, Boston Tower, runway 22R, line up and wait.

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Walkthrough A Normal IFR Flight

Runway 22R, line up and wait, Cair 762.

A “line up and wait” instruction may be omitted if traffic permits – in this instance you can simply be
cleared for takeoff in which case you may simply taxi on to the runway, line up and take-off without delay.

Cair 762, wind 240 at 8, runway 22R, cleared for takeoff.

Cleared for takeoff runway 22R, Cair 762.

If you are departing from an intersection, as opposed to the full length of the runway, the controller
will reiterate the intersection as part of the line-up or takeoff clearance:

Cair 762, wind 240 at 8, runway 22R at N2, cleared for takeoff.

Once you are airborne, ensure you are tracking your assigned departure route accurately. Don’t be
afraid to use the autopilot to reduce your workload!

Shortly after you get airborne you will be handed over to the departure frequency included in your
clearance.

Cair 762, contact departure

Departure, Cair 762

Tune your COM radio to the given frequency, and wait for a suitable moment to check in. You will
need to give:

• Your callsign
• The altitude you are passing through at the moment of your call
• The altitude you are going to level off at
• The designator of the SID you are flying

Boston Departure, Cair 762, 1,600 climbing 5,000, via the REVSS4

TIP: Your first call to any controller should always include your current altitude, and, if applicable, the
altitude you are climbing/descending to

From here, you may be given any number of instructions – the aim of which is to ensure your flight is
safe first and foremost by ensuring that you are kept separated from any other aircraft, and,
assuming that this can be assured, efficient – so for instance the controllers will aim to try and climb

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Walkthrough A Normal IFR Flight

you continuously to your planned cruising altitude, and offer shortcuts or more optimal routings
where possible.

These instructions should be largely self-explanatory (instructions to climb, turn, route direct to
waypoints and so on) – a list of standard words and phrases is below.

Standard Words and Phrases

Word/Phrase Meaning
ACKNOWLEDGE Let me know that you have received and understood this message.
AFFIRM Yes.
APPROVED Permission for the proposed action is granted.
BREAK Indicates a separation between messages.
BREAK BREAK Indicates the separation between messages transmitted to different
aircraft in a busy environment.
CANCEL Annul the previously transmitted clearance.
CHECK Examine a system or procedure. (Not to be used in any other
context. No answer is normally expected.)
CLEARED Authorised to proceed under the conditions specified.
CLIMB AND MAINTAIN… Climb or descend to the given Flight Level or Altitude and maintain
DESCEND AND it until otherwise instructed
MAINTAIN…
CONFIRM I request verification of (clearance, instruction, action, information
etc)
CONTACT Establish communications with…
CORRECT True or accurate.
DISREGARD Ignore.
EXPEDITE In relation to a climb or descent: climb or descend at the maximum
safely achievable rate.
FIVE BY FIVE Response to a radio check. Formatted as signal strength by clarity. 5
by 5 is perfectly strong and clear.
HOLD SHORT Stop before reaching the specified location (only if no defined point
exists or to reinforce a clearance limit)
HOW DO YOU READ? What is the readability of my transmission?
MAINTAIN Continue in accordance with the conditions specified (or in its literal
sense, e.g. “maintain VFR”).
MONITOR Listen on (frequency)
NEGATIVE No; or Permission not granted; or That is not correct; or Not
capable.
READ BACK Repeat all, or the specified part of this message back to me exactly
as received.
REPORT Pass me the following information…

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REQUEST I should like to know… or I wish to obtain…

ROGER I have received all of your last transmission. NOTE: Never to be used
in reply to a question requiring 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.
SQUAWK Indicates transponder operating instructions (e.g. to set a specific
code or select a specific mode).
STANDBY Wait and I will call you. No response required or expected.

NOTE: No onward clearance to be assumed. The caller would

normally re-establish contact if the delay is lengthy (several
minutes). STANDBY is not an approval or denial.
UNABLE I cannot comply with your request, instruction or clearance. (Unable
is normally followed by a reason)
WILCO I understand your message and will comply with it (abbreviation for
“will comply”).

Aircraft are expected to comply with ATC instructions immediately. On occasion, however, it may be
left to the pilot’s discretion to initiate a climb or descent and this will be indicated by the phrase “at
pilot’s discretion”.

Altimeter Settings
A common problem which many new pilots have is that of what altimeter setting to use and when.
Hopefully the following will clear up the terminology and clarify the purpose of each setting.

Altimeter Setting Purpose When Used

Altimeter Altimeter indicates the Below 18,000 ft
aircraft’s height above mean
sea level.
Standard Pressure Setting Altimeter indicates the At all times at or above FL180
(29.92 inHg) aircraft’s Flight Level

Flight Levels
Flight Levels are expressed as 100s of feet: for instance, Flight Level 190 (FL190) means flying at
19,000ft with Standard Pressure set.

When should I change?

The easiest way to know which altimeter setting you should be on is by the instructions given to you
by ATC:

On the ground before departure you should set the altimeter in the ATIS

If/when you are cleared to a Flight Level (FL180 or above) then you should set STANDARD.

If/when you are cleared to an Altitude (Below 18,000) then you should set you altimeter to the
setting given by the controller or in an ATIS

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Walkthrough A Normal IFR Flight

Cruise
In the cruise you will be handed to each ATC sector along your route in sequence. You may also be
given instructions to help separate you from other aircraft and/or give you a more direct and
efficient route.

Whilst you can relax a little, it is very important that you keep listening to the frequency for your
callsign in case the controller needs to contact you!

If you need to step away from the radio for a short period of time, advise the controller to ensure
this will not interfere with any upcoming traffic.

Use your time in the cruise wisely to prepare for your arrival! Obtain the destination weather and,
ideally, ATIS as early as possible and make sure that you have all the charts you will need ready to
hand. Make a note of the weather, particularly the wind, QNH and visibility.

You should also ensure the FMS is programmed correctly for the anticipated arrival and think about
how you will fly the approach. Think about:

• Where on the approach you will want to configure the aircraft for landing
• Consider any terrain – where is the high ground and what are the minimum safe altitudes?
• Tune any navigation aids such as the ILS, or ensure they are pre-set/will automatically tune if
your aircraft does this.
• Check the arrival against the FMS programming.
• After landing – where will you park and how will you get there from the runway? Which exit
do you intend to vacate the runway at and how will you achieve this (if your aircraft has
autobrake, which setting will you use?)

Descent and Approach

The descent and approach is easily the most challenging and dynamic part of any flight and adding
live ATC in to the mix make this even more dynamic! The key thing to remember is that as Pilot in
Command you remain responsible for navigating and operating your aircraft safely, so make sure
you maintain an awareness of your position.

When to Descend?
If you have an addon aircraft with a reasonably capable flight management system which is able to
compute a vertical profile it will likely have computer a Top of Descent point for you. It is important
to note that this point will only be accurate if the rest of the data in the computer is accurate –
particularly the route to be flown and any restrictions, so check that these are correct.

You can and should also cross-check any computer-based descent calculations yourself and getting
in to the habit of doing so will give you a much better opportunity to manage your descent and
approach successfully. Fortunately the calculations are very straightforward:

To calculate the number of nautical miles (i.e. distance) required to descend:

Multiply your height in 1000s of feet by 3.

For example, cruising at FL360: 36 x 3 = 108 NM. You will also need to slow down at some point
which will reduce your rate of descent, so add another 10NM to account for the deceleration and it
becomes apparent that you will need to start descending approximately 118NM from your
destination.

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First Flight
Walkthrough A Normal IFR Flight

To calculate the height you should be at for a given number of track miles:
Multiply miles to run by 3 to give height in 100s of feet.

For instance, with 20 NM to go you should be at 20 x 3 = 6000 feet.

If you keep a running check of distance against height in this way you will be able to quickly identify
if you are higher or lower than you should be and take corrective action. Some good usual “gates” to
aim for are as follows:

Distance Height Speed Configuration

50 NM 15,000ft 280 kt Clean
33 NM 10,000ft 250 kt Clean
20 NM 6,000ft 220 kt First stage flap
10 NM 3,000ft 180 kt First/second stage flap
as required
6 NM 1,800ft 160 kt Intermediate flap
Gear down
3.3 NM 1,000ft Final Approach Landing configuration
Speed

Note that the “gates” above are generic so you will need to adjust the configuration guidance to suit
your aircraft on the day, and if there is a tailwind during the descent you may need to move them
“back” slightly to allow more room to slow down, but they should be a good general guide for most
jet aircraft.

Also note that there is a general speed limit of 250 kt below 10,000 feet.

ATC Instructions
Controllers generally know approximately where aircraft need to start descending on particular
routes, but if you are approaching your calculated top of descent point and you have not had a
clearance to descend then simply ask the controller:

Center, Cair 762, requesting descent

Cair 762, cross CTR at and maintain 16,000

Cross CTR at 16,000, Cair 762

A crossing restriction of 16,000 at the CTR VOR has been given. It is important to comply with any
crossing restrictions given as they may be critical for separation from other aircraft. If you will not be
able to make any particular restriction, or it becomes apparent that you will not achieve the
restriction, tell the controller so that they can come up with an alternative plan if need be.

Note that you may start your descent whenever you are ready. Another possible instruction is:

Cair 762, descend at pilot’s discretion, maintain 16,000

This also means that you can descend whenever you are ready, to be in line with your planned
descent path.

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First Flight
Walkthrough A Normal IFR Flight

A different possible instruction is:

Cair 762, descend and maintain 16,000

In this instance you would be expected to start your descent immediately.

A common instruction when you are arriving on a STAR is this (in this example, KAP762 is arriving at
KBOS, rather than KALB)

Cair 762, descend via the JFUND2, runway 22L, the Boston altimeter 29.92

The clearance you got on the ground has already cleared you to fly the lateral path of the STAR, but
not the vertical path. After this instruction, you are able to start descending to hit all of the required

When you first check in with an approach facility, make sure to have listened to the ATIS, and include the
letter in your initial call

crossing altitudes on the STAR. It does not mean that you must descend immediately. At this point,
it’s important to check that you have the correct runway selected in your FMC, as many SIDs have
multiple possible paths, based on arrival runway. Also note the altimeter setting, as this arrival
descends below FL180. When you pass the last altitude restriction, simply maintain that altitude
until given further instructions.

As you get closer to your destination it is likely that you will be radar vectored to the final approach.
Radar vectoring is when a controller issues a series of heading, altitude and possibly airspeed
instructions in order to sequence aircraft, in this case on to an approach.

It is very important that you comply promptly with any vectoring instructions because as you can
imagine, a long delay in responding can result in a carefully-planned string of aircraft going awry very
quickly!

The Approach Controller will usually aim to place you on a closing heading (normally with no greater
than a 30° intercept) to the ILS at a suitable height to intercept the glidepath (though you will need
to be proactive in ensuring that you descend quickly enough – don’t be afraid to use speedbrake or
other drag devices to increase your rate of descent if need be). Once you are cleared for the
approach you will hear:

Cair 762, 2 miles from MUJIK, maintain 2,800 until established on the localizer, cleared
ILS approach runway 1

Approach clearances can be long, so it’s important to have a pen ready. Like the route clearance,
approach clearances also follow a pattern:

P: Position (usually relative to a fix on the approach)

T: Turn (a heading to fly to intercept the localizer)
A: Altitude
C: Clearance

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First Flight
Walkthrough A Normal IFR Flight

Maintain 2,800 until established on the localizer, cleared ILS approach runway 1, Cair
762.

Once you are cleared for the approach you may intercept and descend with the ILS indications
toward the runway.

Occasionally it may be necessary for the controller to give separate instructions to establish on the
the localizer and then the glidepath.

Cair 762, turn left heading 270, intercept the localizer

Left heading 270, intercept the localizer, Cair 762

Once you are established on the glidepath, set the missed approach altitude in the altitude window
in case you need to go around.

Speed Control
If ATC have asked you to fly a specific speed on approach this will normally be to a specified fix on
the approach – once you reach this distance you should start slowing to your final approach speed. If
in doubt confirm with ATC, and if you are not comfortable with a particular instruction (e.g. you
would like more time to configure) then you should request this with the controller, for instance:

Cair 762, maintain 160 knots until FLEIG

Unable 160 knots until FLEIG, request 160 knots until 5 DME, Cair 762

Cair 762, roger, maintain 160 knots until 5 DME

160 knots to 5 DME, Cair 762

Remember that the relationship between pilots and controllers is a partnership – we have to work
together to achieve a safe and efficient flight for all, and that requires communication and bit of
“give and take” on both sides!

Final Approach and Landing

At some point from here the Approach controller will hand you over to the Tower controller:

Cair 762, contact Albany Tower 119.5

Contact Albany Tower 119.5, Cair 762

Tune your radio to the given frequency and call the Tower controller:

Albany Tower, Cair 762, ILS runway 1.

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First Flight
Walkthrough A Normal IFR Flight

Cair 762, Albany Tower, continue, traffic holding in position

An instruction to “continue” likely means that there is an aircraft lined up on your arrival runway.
You should simply continue flying the approach until you are called again.

Remind yourself which side of the runway you will be vacating and don’t forget to fly the airplane –
ensure you are properly configured and at the correct speed with your landing checks completed in
good time (by the “one thousand” radio altimeter call is a good “gate” to aim for).

Once the runway is clear, you will be cleared to land:

Cair 762, wind 010 at 6, runway 1, cleared to land.

Cleared to land runway 1, Cair 762

How Late is Too Late?

Especially if it is busy, your landing clearance may be issued quite late. There is no specific point at
which a landing clearance must have been issued, but clearly you cannot land without a clearance.

Missed Approach
It may be necessary to perform a missed approach. This can be initiated by either the pilot (for
instance, because the approach is not satisfactorily stable) or by the controller (because the runway
is blocked, for instance).

In any event, it is important that you are prepared for the possibility of a missed approach, so as part
of your approach preparation make sure that you have reviewed the missed approach procedure on
the chart and thought about how you will fly the published missed approach route. Likewise make
sure you know how to perform a missed approach in your aircraft – real airline pilots will brief and
rehearse the actions required as part of the descent preparation and it is worth refreshing your
memory as you turn on to final as well.

If the controller needs to initiate a missed approach they will use the following phraseology:

Cair 762, go around.

Going around, Cair 762

The “go around” instruction may include specific instructions as to how the go-around should be
performed – this may be the standard missed approach procedure, in which case you should
proceed as laid out on the chart, or an alternative instruction (for example, to fly a specific heading)
may be issued.

If you initiate the missed approach, then remember that you should Fly, Navigate, Communicate –
so get the aircraft safely climbing away first, although you do need to communicate promptly in case
any special instructions need to be issued.

Cair 762, going around.

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First Flight
Walkthrough A Normal IFR Flight

A ground frequency that starts with “121.X” can be abbreviated to just “.X” The most common is 121.9

Cair 762, roger, fly runway heading, climb and maintain 3,000.

Runway heading, 3,000, Cair 762.

If you have initiated the missed approach the controller may ask you the reason for the missed
approach – this is in case following aircraft may be affected (e.g. windshear, an obstruction on the
runway etc). Again, though, remember to fly, navigate, communicate – so don’t be afraid to tell the
controller to “standby” if you are busy with the airplane and don’t have the capacity to respond
immediately.

Once you are climbing away you will likely be handed back to the Approach controller to be
sequenced back in to the arrival stream for another approach.

After Landing and Taxi In

So you’ve greased your landing – what next?

• Do vacate the runway promptly to avoid causing delays for aircraft behind.
• Do ensure you are fully clear of the runway before stopping.
• Don’t rush – once you have vacated, bring the aircraft to a stop in a safe place on the first
taxiway and set the parking brake to tune the ground frequency and do your After Landing
procedures.

You will now be handed over to the Ground controller. Make sure you have your taxi chart available
and visible, and your pen and paper ready before you call!

Cair 762, contact Ground point niner

Ground 121.9, Cair 762

Ground, Cair 762 on B.

Cair 762, Albany Ground, taxi to parking via A, cross runway 10

Parking via A, cross runway 10, Cair 762.

That’s it! You may wish to thank the controller at this point as this is likely to be your last interaction.

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First Flight
Walkthrough A Normal IFR Flight

Follow the same guidance for taxiing as for the taxi out: make sure you identify the route you need
to take and take your time.

Arriving on stand, park up, shut down your engines and pat yourself on the back – you have just
completed a flight on VATSIM!

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First Flight
Walkthrough Quick Reference

Quick Reference
Clearance Request

(CONTROLLER CALLSIGN), (AIRCRAFT CALLSIGN), WITH (ATIS LETTER), REQUEST CLEARANCE TO

(DESTINATION)

Readback Requirements

Full readbacks are recommended for everything that is a control instruction, e.g. headings,
altitudes, etc. Advisories, such as wind, do not need to be read back.

Departure Briefing Phonetic Alphabet

Threats | Weather | Altimeter | Taxi route | Runway | SID | A Alpha N November

Transition Altitude | Terrain | Review B Bravo O October
C Charlie P Papa
D Delta Q Quebec
Approach Briefing E Echo R Romeo
F Foxtrot S Sierra
Threats | Weather | Altimeter | Terrain | STAR | Runway |
G Golf T Tango
Approach | Missed Approach | Navigation Aids | Flap Setting
H Hotel U Uniform
| Braking | Runway Exit/Taxi Route | Review I India V Victor
J Juliet W Whiskey
K Kilo X X-Ray
FLY – NAVIGATE – COMMUNICATE L Lima Y Yankee
M Mike Z Zulu
Don’t allow anything to distract you from flying the aeroplane!

Notes

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