You know how to fly the aircraft. You can program the FMC, shoot an ILS approach to minimums, and grease a landing in a crosswind. But the moment you hear a controller say "contact approach on one two four decimal eight," your brain locks up. You key the mic and forget your own callsign. You stumble over a readback and cringe for the next twenty minutes. Or you avoid the radio altogether, flying on VATSIM with text only or sticking to default ATC where nobody can hear you stammer.
This is the guide that fixes that. Every phrase, every phase of flight, broken down so you know exactly what to say before you say it.
The Fear Is Normal
Radio communication is the number one barrier between offline sim flying and online realism. Not systems knowledge, not navigation, not flying skills. The radio.
There is even a name for it: mic fright. Experienced sim pilots with thousands of hours freeze when they hear a live controller. Forum threads about it go back decades. The fear is universal, and it never fully goes away for anyone. Even real-world pilots admit their first solo radio calls were rough.
Here is what nobody tells you: controllers expect mistakes. They hear them all day. A clumsy readback does not ruin anyone's day. Silence is worse than a bad transmission, because silence means a controller has to repeat themselves and slow down the entire frequency.
The fastest way past mic fright is understanding the structure behind every radio call. Once you see the pattern, you realize there are only about a dozen phrases you actually need. The rest is repetition.
The Golden Rule: Who, Who, Where, What
Every single radio transmission in aviation follows the same structure:
- Who you are calling (the facility or controller)
- Who you are (your callsign)
- Where you are (position or altitude, if relevant)
- What you want (your request or report)
That is it. Every clearance request, every check-in, every handoff follows this pattern. When you hear experienced pilots on the radio, they sound smooth because they are filling in these four slots without thinking about it.
"Kennedy Ground, SimTuts One Four Seven, gate Bravo Six, request taxi runway Three One Left with information Kilo."
- Who you are calling: Kennedy Ground
- Who you are: SimTuts One Four Seven
- Where you are: Gate Bravo Six
- What you want: Taxi to runway 31L with ATIS information Kilo
Keep transmissions short. No filler words. No "uh" or "um" or "hello." Key the mic, pause a half-second, speak, release. Done.
Phase 1: Pre-Departure (At the Gate)
Before you even think about pushing back, you have two jobs: listen to the ATIS and get your IFR clearance.
Listening to ATIS
ATIS (Automatic Terminal Information Service) is a recorded broadcast that loops continuously on a dedicated frequency. It gives you everything you need to know about current conditions at the airport: active runways, wind, visibility, altimeter setting, NOTAMs, and any special instructions.
Every ATIS broadcast is tagged with a letter from the phonetic alphabet. When a new ATIS is published (typically every hour or whenever conditions change significantly), the letter advances. If the current ATIS is "Information Kilo," the next one will be "Information Lima."
You need the ATIS letter because it proves to ATC that you have the current information. When you make your first call, you include it.
ATIS Example
Here is what a typical ATIS sounds like:
"John F. Kennedy International Airport Information Kilo. One eight five three Zulu. Wind two seven zero at one two. Visibility one zero. Few clouds at two thousand five hundred. Temperature one eight, dewpoint one two. Altimeter two niner niner two. ILS runway three one left approach in use. Departing runways three one left and three one right. Notices to airmen: taxiway Foxtrot closed between taxiway Alpha and taxiway Bravo. Advise on initial contact you have information Kilo."
Breaking that down:
| Element | Meaning |
|---|---|
| Information Kilo | Current ATIS identifier (letter K) |
| 1853 Zulu | Time of observation (6:53 PM UTC) |
| Wind 270 at 12 | Wind from 270 degrees at 12 knots |
| Visibility 10 | 10 statute miles visibility |
| Few clouds at 2500 | Few clouds (1-2 oktas coverage) at 2,500 feet AGL |
| Temperature 18, Dewpoint 12 | In Celsius |
| Altimeter 29.92 | Barometric pressure setting (inches of mercury) |
| ILS runway 31L approach in use | Expect an ILS approach to 31L for arrivals |
| Departing 31L and 31R | Active departure runways |
| Taxiway F closed A-B | Taxi route restriction |
Set your altimeter to the reported value. Note the active runways. Remember the letter.
Requesting IFR Clearance
With ATIS information in hand, you contact Clearance Delivery (or Ground, if no Clearance Delivery is online) to get your IFR clearance. This tells you the route ATC has approved for your flight.
Your Call
"Kennedy Clearance, SimTuts One Four Seven, IFR to Los Angeles, with information Kilo."
Short. Clean. You told them who you are calling, who you are, what you want, and that you have current ATIS.
The Clearance
The controller will respond with your clearance. It follows a standard format, sometimes remembered by the mnemonic CRAFT: Clearance limit, Route, Altitude, Frequency, Transponder.
"SimTuts One Four Seven, cleared to Los Angeles International Airport via the Kennedy One departure, MERIT transition, then as filed. Climb and maintain five thousand, expect flight level three five zero one zero minutes after departure. Departure frequency one two three point niner. Squawk four two one seven."
| CRAFT Element | What They Said |
|---|---|
| Clearance limit | Los Angeles International Airport |
| Route | Kennedy One departure, MERIT transition, then as filed |
| Altitude | Climb and maintain 5,000; expect FL350 in 10 minutes |
| Frequency | Departure on 123.9 |
| Transponder | Squawk 4217 |
Your Readback
You must read back the entire clearance. This is not optional. If you get something wrong, the controller will correct you.
"Cleared to Los Angeles via the Kennedy One departure, MERIT transition, then as filed. Climb and maintain five thousand, expect flight level three five zero in one zero minutes. Departure frequency one two three point niner. Squawk four two one seven. SimTuts One Four Seven."
Notice: your callsign goes at the end of the readback. This is standard practice and tells the controller you are finished speaking.
If the clearance comes too fast, say:
"SimTuts One Four Seven, say again."
No shame in that. Controllers expect it. You can also ask them to read it back in parts:
"SimTuts One Four Seven, ready to copy."
Some controllers will slow down when they hear that.
What to read back: Clearance limit (destination), route (SID and transitions), altitude restrictions, departure frequency, and squawk code.
What you do not need to read back: "Expect FL350 in 10 minutes" is informational only. Read it back if you want to confirm you heard it, but it is not mandatory.
Phase 2: Pushback and Taxi
Once you have your clearance, you set up the aircraft (enter the SID, set the initial altitude, dial in the squawk code) and call Ground for pushback and taxi.
Requesting Pushback
"Kennedy Ground, SimTuts One Four Seven, gate Bravo Six, request pushback."
The controller might respond:
"SimTuts One Four Seven, pushback approved, face south."
Your readback:
"Pushback approved, facing south, SimTuts One Four Seven."
If you are at a non-congested airport or the gate position does not matter, the controller may simply say:
"SimTuts One Four Seven, pushback approved."
At some airports, pushback and taxi come together. The controller might give you both in one transmission.
Requesting Taxi
After pushback, you request taxi:
"Kennedy Ground, SimTuts One Four Seven, ready to taxi."
The controller responds with a route:
"SimTuts One Four Seven, taxi to runway three one left via Alpha, Kilo, hold short of runway two two right."
Understanding Taxi Instructions
Taxi instructions give you a destination (a runway or a holding point) and a route (a sequence of taxiways). You follow them in order.
| Instruction | Meaning |
|---|---|
| "Taxi to runway 31L" | Proceed to runway 31L and hold short unless told otherwise |
| "Via Alpha, Kilo" | Take taxiway Alpha, then turn onto taxiway Kilo |
| "Hold short of runway 22R" | Stop before crossing runway 22R and wait for permission |
Critical rule: You must never cross a runway without explicit clearance. If your taxi route crosses an active runway, ATC will either tell you to hold short or clear you to cross.
Your Readback
Always read back the runway assignment and any hold-short instructions:
"Taxi to runway three one left via Alpha, Kilo, hold short of runway two two right, SimTuts One Four Seven."
Crossing a Runway
When you reach the hold-short point:
"SimTuts One Four Seven, cross runway two two right."
"Cross runway two two right, SimTuts One Four Seven."
If you are told to hold short and you are already stopped at the line, just wait. Do not call the controller asking when you can cross. They know you are there. They will call you when it is safe.
Example Exchange: Full Ground Sequence
| Who | Transmission |
|---|---|
| You | "Kennedy Ground, SimTuts One Four Seven, gate Bravo Six, request pushback with information Kilo." |
| Ground | "SimTuts One Four Seven, pushback approved, face south." |
| You | "Pushback approved, facing south, SimTuts One Four Seven." |
| (You complete pushback) | |
| You | "Kennedy Ground, SimTuts One Four Seven, ready to taxi." |
| Ground | "SimTuts One Four Seven, taxi to runway three one left via Alpha, Kilo." |
| You | "Taxi to runway three one left via Alpha, Kilo, SimTuts One Four Seven." |
Phase 3: Takeoff
When you reach the runway, you switch from Ground to Tower. The controller may tell you to contact Tower, or you may need to switch yourself if you are at the end of the taxiway.
Contacting Tower
"Kennedy Tower, SimTuts One Four Seven, holding short runway three one left, ready for departure."
The controller has three possible responses:
1. Cleared for Takeoff
"SimTuts One Four Seven, runway three one left, cleared for takeoff. Wind two seven zero at one two."
"Cleared for takeoff, runway three one left, SimTuts One Four Seven."
Take the runway and go.
2. Line Up and Wait
"SimTuts One Four Seven, runway three one left, line up and wait."
"Line up and wait, runway three one left, SimTuts One Four Seven."
This means taxi onto the runway and align yourself with the centerline, but do not start your takeoff roll. You are waiting for a preceding aircraft to clear the runway or for traffic to pass. The takeoff clearance will come separately.
3. Hold Short
"SimTuts One Four Seven, hold short runway three one left, traffic on short final."
"Holding short runway three one left, SimTuts One Four Seven."
Stay where you are.
After Takeoff
Once airborne, Tower will either hand you off to Departure or tell you to contact Departure on a specific frequency:
"SimTuts One Four Seven, contact New York Departure on one two three point niner."
"Contact Departure one two three point niner, SimTuts One Four Seven."
Switch frequencies and check in with Departure.
Example Exchange: Full Tower Sequence
| Who | Transmission |
|---|---|
| You | "Kennedy Tower, SimTuts One Four Seven, holding short runway three one left, ready for departure." |
| Tower | "SimTuts One Four Seven, runway three one left, line up and wait." |
| You | "Line up and wait, runway three one left, SimTuts One Four Seven." |
| (You taxi onto the runway and wait) | |
| Tower | "SimTuts One Four Seven, runway three one left, cleared for takeoff. Wind two seven zero at one two." |
| You | "Cleared for takeoff, runway three one left, SimTuts One Four Seven." |
| (You take off and climb) | |
| Tower | "SimTuts One Four Seven, contact New York Departure one two three point niner." |
| You | "Departure one two three point niner, SimTuts One Four Seven. Good day." |
Adding "Good day" at the end of a frequency change is optional but common courtesy. It tells the controller you are leaving their frequency.
Phase 4: Enroute
Once you are handed off to Departure, and then to Center (enroute control), radio communications become simpler. You are mostly checking in, acknowledging instructions, and occasionally making requests.
Checking In with a New Frequency
When you switch to a new frequency after a handoff, your check-in is simple:
"New York Center, SimTuts One Four Seven, climbing through flight level two four zero for flight level three five zero."
Or, if you are already level:
"New York Center, SimTuts One Four Seven, flight level three five zero."
That is all. The previous controller already told them about you. They just need to hear your voice and confirm your altitude.
The controller will acknowledge:
"SimTuts One Four Seven, New York Center, radar contact."
Or simply:
"SimTuts One Four Seven, roger."
Requesting Altitude Changes
If turbulence or ride quality makes you want a different altitude:
"New York Center, SimTuts One Four Seven, request flight level three seven zero."
The controller responds:
"SimTuts One Four Seven, climb and maintain flight level three seven zero."
"Climb and maintain flight level three seven zero, SimTuts One Four Seven."
If the requested altitude is unavailable, they may offer an alternative:
"SimTuts One Four Seven, flight level three seven zero not available. I can offer flight level three six zero or three nine zero."
"We will take flight level three nine zero, SimTuts One Four Seven."
Requesting Direct to a Waypoint
If you want to shortcut your route by going direct to a waypoint:
"New York Center, SimTuts One Four Seven, request direct JOBOC."
"SimTuts One Four Seven, proceed direct JOBOC."
"Direct JOBOC, SimTuts One Four Seven."
Weather Deviations
If you need to deviate around weather (thunderstorms, turbulence):
"New York Center, SimTuts One Four Seven, request deviation left of course for weather."
"SimTuts One Four Seven, deviate left of course, report when able direct on course."
"Deviate left of course, will report when able direct, SimTuts One Four Seven."
For large deviations, be specific:
"Request twenty miles left of course for weather."
Speed Assignments
Controllers may assign you a speed, especially during arrival sequencing:
"SimTuts One Four Seven, reduce speed to two five zero knots."
"Reduce speed two five zero knots, SimTuts One Four Seven."
If you cannot maintain the assigned speed (too slow for your current configuration, or too fast):
"SimTuts One Four Seven, unable two five zero knots. Minimum clean speed two two zero."
To cancel a speed restriction:
"SimTuts One Four Seven, resume normal speed."
"Resume normal speed, SimTuts One Four Seven."
Holding Instructions
Occasionally, traffic congestion or weather delays force ATC to put you in a hold. This sounds complicated on the radio but follows a standard pattern:
"SimTuts One Four Seven, hold east of BOSCO on the zero niner zero radial, right turns, expect further clearance at one eight three zero."
The key elements:
- Fix: BOSCO (where you hold)
- Direction: East (which side of the fix)
- Radial/course: 090 (the inbound course to the fix)
- Turn direction: Right turns (standard is right; left turns are non-standard and will always be stated)
- Expect further clearance (EFC): 1830 Zulu (when you can expect to leave the hold)
"Hold east of BOSCO, zero niner zero radial, right turns, expect further clearance one eight three zero, SimTuts One Four Seven."
If you are unfamiliar with holding patterns, the EFC time is the most important element. If you lose communication, you depart the hold at that time.
Handoffs Between Sectors
As you fly across the country, you will be handed off between sectors and between different Center facilities. Each handoff sounds the same:
"SimTuts One Four Seven, contact Indianapolis Center on one three two point four seven."
"One three two point four seven, SimTuts One Four Seven."
Switch. Check in. Repeat.
Example Exchanges: Enroute
| Who | Transmission |
|---|---|
| You | "New York Center, SimTuts One Four Seven, flight level three five zero." |
| Center | "SimTuts One Four Seven, New York Center, radar contact." |
| (30 minutes later) | |
| Center | "SimTuts One Four Seven, contact Cleveland Center on one three two point four seven." |
| You | "One three two point four seven, SimTuts One Four Seven." |
| (Switch frequency) | |
| You | "Cleveland Center, SimTuts One Four Seven, flight level three five zero." |
| Center | "SimTuts One Four Seven, Cleveland Center, radar contact. Expect lower in about two zero minutes." |
| You | "Roger, SimTuts One Four Seven." |
Phase 5: Arrival and Approach
This is where radio communication gets busier again. You are descending, configuring the aircraft, and receiving vectors and clearances in quick succession.
ATIS at Destination
Before you contact Approach, listen to the destination ATIS. Same format as departure. Note the letter, the active runway, and the altimeter setting.
Initial Contact with Approach
When Center hands you off to Approach, check in with your altitude and the ATIS:
"Los Angeles Approach, SimTuts One Four Seven, descending through flight level two four zero for one seven thousand, information Romeo."
Including the ATIS letter saves the controller a question. If you do not include it, they will ask.
Receiving Vectors
Approach will vector you (give you headings) to line you up with the final approach course. These instructions come in rapid succession:
"SimTuts One Four Seven, turn left heading two seven zero."
"Left heading two seven zero, SimTuts One Four Seven."
"SimTuts One Four Seven, descend and maintain four thousand."
"Descend and maintain four thousand, SimTuts One Four Seven."
Always read back headings and altitudes. These are the two most critical elements. If you mishear a heading or altitude, it can cause a conflict with other traffic.
Descend Via the STAR
If you are flying a Standard Terminal Arrival Route (STAR), the controller may say:
"SimTuts One Four Seven, descend via the SADDE Six arrival."
This means follow all altitude and speed restrictions published on the STAR. You do not need to be told each altitude individually. Your FMC or flight plan has the restrictions, and you are expected to meet them.
"Descend via the SADDE Six arrival, SimTuts One Four Seven."
If the controller wants you to ignore the published restrictions and just descend to a specific altitude, they will say "descend and maintain" instead. The wording matters.
Approach Clearance
When you are close enough to the final approach course, you will receive your approach clearance:
"SimTuts One Four Seven, four miles from HUNDA, turn left heading two five zero, maintain three thousand until established on the localizer, cleared ILS runway two five left approach."
This is information-dense. Break it down:
| Element | Meaning |
|---|---|
| Four miles from HUNDA | Your position reference |
| Turn left heading 250 | Base turn to intercept the localizer |
| Maintain 3,000 until established | Do not descend below 3,000 until the localizer needle is alive and you are tracking inbound |
| Cleared ILS runway 25L approach | You are cleared to fly the ILS approach to runway 25L |
Your readback:
"Left heading two five zero, maintain three thousand until established, cleared ILS runway two five left approach, SimTuts One Four Seven."
Transitioning to Tower
Once established on the approach, Approach will hand you off to Tower:
"SimTuts One Four Seven, contact Los Angeles Tower on one three three point niner."
"Tower one three three point niner, SimTuts One Four Seven."
Example Exchange: Full Approach Sequence
| Who | Transmission |
|---|---|
| Center | "SimTuts One Four Seven, contact Los Angeles Approach on one two four point five." |
| You | "One two four point five, SimTuts One Four Seven." |
| (Switch frequency) | |
| You | "Los Angeles Approach, SimTuts One Four Seven, descending through one two thousand for one zero thousand, information Romeo." |
| Approach | "SimTuts One Four Seven, Los Angeles Approach, expect ILS runway two five left. Descend and maintain seven thousand." |
| You | "Descend and maintain seven thousand, expect ILS two five left, SimTuts One Four Seven." |
| Approach | "SimTuts One Four Seven, turn right heading one eight zero." |
| You | "Right heading one eight zero, SimTuts One Four Seven." |
| Approach | "SimTuts One Four Seven, descend and maintain four thousand." |
| You | "Down to four thousand, SimTuts One Four Seven." |
| Approach | "SimTuts One Four Seven, turn left heading two five zero, maintain four thousand until established on the localizer, cleared ILS runway two five left approach." |
| You | "Left heading two five zero, maintain four thousand until established, cleared ILS two five left approach, SimTuts One Four Seven." |
| Approach | "SimTuts One Four Seven, contact Tower one three three point niner." |
| You | "Tower one three three point niner, SimTuts One Four Seven." |
Phase 6: Landing and Taxi to Gate
Contacting Tower on the Approach
When you switch to Tower, check in with your position:
"Los Angeles Tower, SimTuts One Four Seven, ILS runway two five left."
Tower knows you are coming. They just need to hear from you.
Landing Clearance
Tower will clear you to land when there is adequate spacing:
"SimTuts One Four Seven, runway two five left, cleared to land. Wind two four zero at eight."
"Cleared to land, runway two five left, SimTuts One Four Seven."
If traffic is tight, you might hear:
"SimTuts One Four Seven, continue approach, runway two five left."
This means you are not yet cleared to land but should keep coming. The clearance will follow.
Sometimes you get a sequencing instruction:
"SimTuts One Four Seven, number two, follow the Boeing seven three seven on short final, runway two five left, cleared to land."
"Number two, traffic in sight, cleared to land runway two five left, SimTuts One Four Seven."
If you do not see the traffic, say so:
"Looking for traffic, cleared to land runway two five left, SimTuts One Four Seven."
Vacating the Runway
After landing, Tower will tell you where to exit:
"SimTuts One Four Seven, turn right taxiway Echo, contact Ground point seven."
"Right on Echo, Ground point seven, SimTuts One Four Seven."
"Point seven" is shorthand for the Ground frequency ending in .7 (for example, 121.7).
Exit the runway promptly. Do not stop on the runway to clean up your cockpit. Get off, then sort out your flaps, speedbrake, and after-landing checklist.
Taxi to Gate
Contact Ground once you are clear of the runway:
"Los Angeles Ground, SimTuts One Four Seven, clear of runway two five left on Echo, taxi to the gate."
"SimTuts One Four Seven, taxi to gate Bravo One Two via Echo, Alpha."
"Gate Bravo One Two via Echo, Alpha, SimTuts One Four Seven."
Example Exchange: Full Landing and Taxi
| Who | Transmission |
|---|---|
| You | "Los Angeles Tower, SimTuts One Four Seven, ILS runway two five left." |
| Tower | "SimTuts One Four Seven, runway two five left, cleared to land. Wind two four zero at eight." |
| You | "Cleared to land, two five left, SimTuts One Four Seven." |
| (You land and decelerate) | |
| Tower | "SimTuts One Four Seven, turn right Echo, contact Ground point seven." |
| You | "Right on Echo, Ground point seven, SimTuts One Four Seven." |
| (Switch to Ground frequency) | |
| You | "Los Angeles Ground, SimTuts One Four Seven, clear of two five left on Echo, request taxi to gate." |
| Ground | "SimTuts One Four Seven, taxi to gate Bravo One Two via Echo, Alpha." |
| You | "Gate Bravo One Two via Echo, Alpha, SimTuts One Four Seven." |
Numbers, Letters, and the Phonetic Alphabet
Aviation uses standard pronunciation for everything on the radio. This is not optional flavor. It exists because "B" and "D" sound identical on a scratchy radio, and "nine" and "nein" (German for "no") caused deadly confusion in the past.
The ICAO Phonetic Alphabet
| Letter | Word | Pronunciation |
|---|---|---|
| A | Alpha | AL-fah |
| B | Bravo | BRAH-voh |
| C | Charlie | CHAR-lee |
| D | Delta | DELL-tah |
| E | Echo | ECK-oh |
| F | Foxtrot | FOKS-trot |
| G | Golf | GOLF |
| H | Hotel | hoh-TEL |
| I | India | IN-dee-ah |
| J | Juliet | JEW-lee-ett |
| K | Kilo | KEY-loh |
| L | Lima | LEE-mah |
| M | Mike | MIKE |
| N | November | no-VEM-ber |
| O | Oscar | OSS-cah |
| P | Papa | pah-PAH |
| Q | Quebec | keh-BECK |
| R | Romeo | ROH-mee-oh |
| S | Sierra | see-AIR-rah |
| T | Tango | TANG-go |
| U | Uniform | YOU-nee-form |
| V | Victor | VIK-tah |
| W | Whiskey | WISS-key |
| X | X-ray | ECKS-ray |
| Y | Yankee | YANG-key |
| Z | Zulu | ZOO-loo |
How to Say Numbers
Some numbers have modified pronunciations to avoid confusion:
| Number | Standard Pronunciation |
|---|---|
| 0 | ZEE-ro |
| 1 | WUN |
| 2 | TOO |
| 3 | TREE |
| 4 | FOW-er |
| 5 | FIFE |
| 6 | SIX |
| 7 | SEV-en |
| 8 | AIT |
| 9 | NIN-er |
In practice, most people on VATSIM pronounce 1, 2, 4, 6, 7, and 8 normally. The critical ones to get right are tree (3), fife (5), and niner (9). Using the standard pronunciation for these three will make you sound competent on the radio.
How to Say Altitudes
Altitudes below 18,000 feet (in the US) are spoken as individual digits with "thousand" and "hundred":
| Altitude | Say |
|---|---|
| 3,000 ft | "Three thousand" |
| 4,500 ft | "Four thousand five hundred" |
| 10,000 ft | "One zero thousand" |
| 17,000 ft | "One seven thousand" |
Above 18,000 feet, you use flight levels. Flight levels drop the last two zeros and are spoken digit by digit:
| Altitude | Flight Level | Say |
|---|---|---|
| 18,000 ft | FL180 | "Flight level one eight zero" |
| 35,000 ft | FL350 | "Flight level tree fife zero" |
| 41,000 ft | FL410 | "Flight level four one zero" |
How to Say Headings
Headings are always three digits, spoken individually:
| Heading | Say |
|---|---|
| 090 | "Heading zero niner zero" |
| 270 | "Heading two seven zero" |
| 360 | "Heading tree six zero" |
| 005 | "Heading zero zero fife" |
How to Say Frequencies
Frequencies are spoken digit by digit, with "point" or "decimal" separating the whole number from the decimal:
| Frequency | Say |
|---|---|
| 124.85 | "One two four point eight fife" |
| 121.9 | "One two one point niner" |
| 132.47 | "One tree two point four seven" |
| 118.1 | "One one eight point one" |
In busy environments, controllers often shorten well-known frequencies. "Contact Ground point seven" means the Ground frequency ending in .7. You are expected to know it or look it up.
How to Say Runway Numbers
Runways are spoken digit by digit, followed by the position indicator if there is one:
| Runway | Say |
|---|---|
| 9 | "Runway niner" |
| 27 | "Runway two seven" |
| 31L | "Runway tree one left" |
| 04R | "Runway zero four right" |
| 13C | "Runway one tree center" |
ICAO vs FAA Phraseology Differences
If you fly on VATSIM, you will encounter controllers worldwide. Most use ICAO standard phraseology, but US controllers use FAA phraseology, which has some differences. Both are correct in their respective airspace.
| Situation | FAA (US) | ICAO (Most of the World) |
|---|---|---|
| Landing clearance | "Cleared to land" | "Cleared to land" (same) |
| Altimeter setting | "Altimeter two niner niner two" (inches Hg) | "QNH one zero one three" (hectopascals/millibars) |
| Transition altitude | 18,000 ft everywhere in the US | Varies by country (e.g., 6,000 ft in the UK, 5,000 ft in many European countries) |
| Readback of "roger" | "Roger" | "Roger" (same) |
| Requesting altitude | "Request flight level three five zero" | "Request flight level three five zero" (same) |
| Position reporting | Less common (radar environment) | More common, especially in non-radar airspace |
| "Wilco" usage | Used to mean "will comply" | Same meaning, but less commonly used in ICAO |
Transition Altitude and Level
This is the most practically important difference for VATSIM flying.
In the US, the transition altitude is always 18,000 feet. Below 18,000, you set your altimeter to the local QNH (altimeter setting). At and above 18,000, you set it to 29.92 (standard pressure) and refer to your altitude as a flight level.
In Europe and much of the rest of the world, the transition altitude is much lower. In the UK, it varies: 3,000 ft at most airports, 6,000 ft in the London TMA. In Germany, it is 5,000 feet. Above the transition altitude, you set standard pressure (1013 hPa) and use flight levels. Between the transition altitude and the transition level (which varies by pressure), there is a "transition layer" where no aircraft should be cruising.
Practical tip: When flying into a non-US airport on VATSIM, check the airport's transition altitude on your charts. If a European controller tells you "descend to altitude four thousand, QNH one zero one tree," set 1013 on your altimeter. If they say "descend to altitude four thousand, QNH one zero two one," set 1021. The altimeter setting is in hectopascals, not inches of mercury.
QNH vs Altimeter Setting
The value is the same atmospheric pressure; only the unit differs:
- US/FAA: Inches of mercury (e.g., 29.92 inHg)
- ICAO/Europe: Hectopascals (e.g., 1013 hPa)
Your sim's altimeter can display either. Make sure you know which one you are looking at.
Speed Instructions
In the US, speed instructions use knots indicated airspeed:
"SimTuts One Four Seven, reduce speed to two one zero knots."
"Reduce speed two one zero knots, SimTuts One Four Seven."
In ICAO phraseology, you may also hear Mach numbers at higher altitudes:
"SimTuts One Four Seven, maintain Mach point seven eight."
"Maintain Mach point seven eight, SimTuts One Four Seven."
"Roger," "Wilco," and "Affirm"
These three words cause confusion because they sound interchangeable. They are not.
- Roger: "I have received and understood your message." It does not mean you will comply. It does not mean yes. It just means you heard it.
- Wilco: "I have received your message, understand it, and will comply." Use this when the controller gives you a non-readback instruction. You do not need to say "roger, wilco." Wilco already includes roger.
- Affirm: "Yes." Use this instead of "yes" because "yes" can be confused with other words on a noisy frequency. In ICAO phraseology, the opposite is "negative."
Important: Never say "affirmative" when you mean "roger." If a controller says "SimTuts One Four Seven, radar contact," the correct response is "roger" (you received the information), not "affirmative" (which would be answering a yes/no question that was never asked).
Taxi Differences Outside the US
At many European airports, you will encounter different taxi procedures. Some airports use "start-up approval" as a separate step before pushback. In busy European hubs, you may need to request start-up clearance, then pushback, then taxi as three distinct steps:
"Heathrow Delivery, Speedbird One Two Three, request start-up, information Tango."
"Speedbird One Two Three, start-up approved, expect departure runway two seven right, squawk six one four two."
This is not common in the US, where engine start is at your discretion. On VATSIM, follow the local procedures for the airport you are at. Many VATSIM regions publish guides on their websites explaining local procedures.
VATSIM-Specific Tips
Flying on VATSIM has quirks that do not exist in default ATC or AI ATC addons. Here is what you need to know.
When You Do Not Understand ATC
Say so. It is that simple.
"SimTuts One Four Seven, say again."
Or be specific about what you missed:
"SimTuts One Four Seven, say again the squawk code."
"SimTuts One Four Seven, say again the taxi route."
Controllers would rather repeat themselves than have you guess. Guessing leads to runway incursions and altitude busts. Asking leads to correct compliance.
You can also ask for clarification if you understood the words but not the instruction:
"SimTuts One Four Seven, confirm you want me to descend to four thousand?"
"SimTuts One Four Seven, request progressive taxi."
Progressive taxi means the controller will guide you step by step through the taxi route instead of giving it all at once. This is especially useful at large, unfamiliar airports. Controllers do not mind. They would rather guide you than have you end up on the wrong taxiway.
Text Fallback
If your microphone dies, your audio quality is bad, or you simply cannot manage voice communication, you can type your transmissions. On VATSIM, text communication is always available as a fallback.
In vPilot or xPilot, type your message in the command line and it will appear on the controller's screen. Some controllers may respond by text as well.
This is not something to feel embarrassed about. Many VATSIM pilots, especially beginners, use text for their first few flights before transitioning to voice.
CPDLC (Controller-Pilot Data Link Communication)
For oceanic crossings (North Atlantic, Pacific), VATSIM uses CPDLC through tools like Hoppie's ACARS system. This is text-based communication between you and the oceanic controller. No voice required.
If you want to try VATSIM but dread voice communication, oceanic crossings are a perfect starting point. You file your oceanic clearance via text, receive your clearance via text, and make position reports via text.
Unicom (No Controller Online)
When no controller is covering your area (which is common outside of events and peak hours), you are on Unicom. The universal Unicom frequency on VATSIM is 122.800.
On Unicom, you make position announcements for the benefit of other pilots:
"Los Angeles Unicom, SimTuts One Four Seven, one zero miles south, inbound for ILS runway two five left."
"Los Angeles Unicom, SimTuts One Four Seven, rolling runway two five left."
Nobody responds. Nobody is required to respond. You are just announcing your presence so other pilots can avoid you.
Top-Down Coverage
On VATSIM, controllers provide "top-down" coverage. This means a Center controller who is the only one online in an area also handles Approach, Tower, and Ground functions for airports within their sector. You do not need separate controllers for every position.
If you see "Los Angeles Center" online but no Tower or Ground at LAX, you contact Center for everything: clearance, pushback, taxi, takeoff. The Center controller will handle it all.
Check the controller's ATIS or information broadcast for which positions they are covering and which frequencies to use.
VATSIM Events and Cross the Pond
VATSIM regularly hosts events where specific routes, airports, or regions get full ATC coverage. Events like Cross the Pond (transatlantic crossings), WorldFlight, and regional fly-ins draw hundreds of pilots and full ATC staffing from Clearance to Center.
These events are great for practice because coverage is guaranteed and the atmosphere is welcoming. However, expect more traffic and faster-paced communication at the busier airports. If you are brand new, pick a less popular departure or arrival airport within the event rather than the main hub.
Common VATSIM Courtesies
- Do not transmit during an active exchange. If two other people are talking, wait until they finish. "Stepping on" someone else's transmission is the most common radio faux pas.
- Be patient with new controllers. VATSIM controllers are volunteers learning too. If a controller is slow or makes a mistake, give them the same grace you would want.
- Disconnect properly. If you need to leave mid-flight, disconnect using the Disconnect button in your pilot client (vPilot or xPilot) rather than just closing the sim. This removes your aircraft from other people's screens immediately.
- File a flight plan. Always file before connecting. It helps controllers anticipate your intentions.
- Monitor the frequency. Even when you are not actively communicating, keep the volume up. ATC may call you with amended instructions, traffic advisories, or a frequency change. Not responding because you had the volume muted is frustrating for controllers.
- Use your real-world equivalent callsign format. If you are flying as Delta, use "Delta" plus your flight number. If you are flying general aviation, use the full registration. Do not make up airline names that do not exist in the ICAO database, as the controller's software may not recognize them.
BeyondATC and SayIntentions.AI
If VATSIM feels like too big a leap, two AI-powered ATC addons for MSFS 2024 offer a middle ground.
Default MSFS 2024 ATC
Before discussing the addons, a word about the built-in ATC. MSFS 2024 ships with a default ATC system that uses menu-based radio communication. You select from a list of options rather than speaking. It works, but it does not teach you phraseology. You are clicking buttons, not learning the words.
The default ATC also makes odd decisions: assigning bizarre routes, vectoring you in circles, or clearing you to land while another aircraft is on the runway. It is functional for basic VFR flying and for getting used to the concept of radio communication, but it should not be your model for how real ATC works.
If the default ATC is all you have, use it to get comfortable with the flow of a flight (clearance, taxi, takeoff, enroute, approach, landing). Just know that the phraseology and procedures are simplified compared to reality.
BeyondATC
BeyondATC replaces the default MSFS ATC with an AI-driven system that uses natural speech recognition and text-to-speech. You speak your radio calls using natural language, and the AI controller responds with realistic phraseology.
The key advantages over default MSFS ATC:
- Natural voice recognition means you practice real phraseology
- Controllers issue SIDs, STARs, vectors, and approaches realistically
- You can fly any route, not just the limited options default ATC offers
- Realistic airport awareness (active runways, sequencing)
- Correct phraseology from the AI controllers, so you learn by listening
The limitation: you are the only pilot in the sky. There is no multiplayer traffic, so there is no sequencing pressure and no need to fit into a busy traffic pattern. You will never be asked to follow another aircraft, extend your downwind, or hold for spacing.
BeyondATC is a paid addon available through their website. It runs alongside MSFS and intercepts the ATC communication layer. Setup is straightforward.
SayIntentions.AI
SayIntentions.AI is similar in concept to BeyondATC but uses a different AI engine and has its own approach to ATC simulation. It also supports natural voice input and produces realistic controller responses. SayIntentions uses a cloud-based AI model, which means it requires an internet connection but can handle a wider variety of phrasing from you.
One notable feature of SayIntentions is its ability to simulate AI traffic, giving you a more realistic environment with other aircraft on the frequency. This adds complexity and realism that BeyondATC currently does not match.
Both addons serve the same purpose: they let you practice radio phraseology in a forgiving environment where mistakes have no consequences. You can fumble a readback ten times in a row and nobody cares. They differ in pricing model, AI capabilities, and specific features, so check their current offerings before choosing.
Using AI ATC as Training Wheels
If you are working toward VATSIM, here is a practical approach:
- Start with BeyondATC or SayIntentions.AI. Practice until the phrases feel natural and you stop thinking about what to say.
- Listen on VATSIM. Connect as an observer or sit at an uncontrolled field and listen to other pilots talking to ATC. Notice how similar it sounds to what you have been practicing.
- Fly VATSIM at a quiet airport. Pick a low-traffic field with a single tower controller and fly a pattern or a short VFR flight.
- Graduate to IFR on VATSIM. Fly a full IFR flight from gate to gate at a moderately busy airport.
Each step builds on the last. By the time you make your first IFR call on VATSIM, the words will already be familiar.
Quick Reference Cards
Print these or keep them on a second monitor. They cover the key phrases for each phase of flight.
Pre-Departure
| Action | Your Transmission |
|---|---|
| Request clearance | "[Facility] Clearance, [callsign], IFR to [destination], with information [ATIS letter]." |
| Readback clearance | "Cleared to [destination] via [SID], climb and maintain [altitude], departure frequency [freq], squawk [code], [callsign]." |
| Request pushback | "[Facility] Ground, [callsign], gate [gate], request pushback." |
| Request taxi | "[Facility] Ground, [callsign], ready to taxi." |
| Readback taxi | "Taxi to runway [number] via [taxiways], [callsign]." |
Takeoff
| Action | Your Transmission |
|---|---|
| Ready for departure | "[Facility] Tower, [callsign], holding short runway [number], ready for departure." |
| Readback takeoff clearance | "Cleared for takeoff, runway [number], [callsign]." |
| Readback line up and wait | "Line up and wait, runway [number], [callsign]." |
| Readback frequency change | "[Frequency], [callsign]." |
Enroute
| Action | Your Transmission |
|---|---|
| Check in (climbing) | "[Facility], [callsign], climbing through [altitude] for [assigned altitude]." |
| Check in (level) | "[Facility], [callsign], [flight level/altitude]." |
| Request altitude change | "[Facility], [callsign], request [flight level/altitude]." |
| Request direct | "[Facility], [callsign], request direct [waypoint]." |
| Weather deviation | "[Facility], [callsign], request deviation [left/right] of course for weather." |
| Acknowledge handoff | "[New frequency], [callsign]." |
Arrival and Approach
| Action | Your Transmission |
|---|---|
| Check in with Approach | "[Facility] Approach, [callsign], descending through [altitude] for [assigned altitude], information [ATIS letter]." |
| Readback heading | "[Left/Right] heading [heading], [callsign]." |
| Readback altitude | "Descend and maintain [altitude], [callsign]." |
| Readback approach clearance | "[Heading instruction], maintain [altitude] until established, cleared [approach type] runway [number], [callsign]." |
| Readback descend via STAR | "Descend via the [STAR name] arrival, [callsign]." |
Landing and Taxi to Gate
| Action | Your Transmission |
|---|---|
| Check in on Tower (on approach) | "[Facility] Tower, [callsign], [approach type] runway [number]." |
| Readback landing clearance | "Cleared to land, runway [number], [callsign]." |
| Vacating runway | "[Direction] on [taxiway], [callsign]." |
| Request taxi to gate | "[Facility] Ground, [callsign], clear of runway [number] on [taxiway], request taxi to gate." |
| Readback gate taxi | "Gate [number] via [taxiways], [callsign]." |
Common Mistakes and How to Avoid Them
1. Saying "To" Instead of Your Callsign
Wrong: "Cleared for takeoff, runway two five left, to Los Angeles."
Right: "Cleared for takeoff, runway two five left, SimTuts One Four Seven."
Your callsign ends every readback. The destination is not part of a takeoff clearance readback.
2. Not Listening Before Transmitting
Before you key the mic, listen for a second. If someone else is talking, wait. Transmitting over another pilot or controller (called "stepping on" them) blocks both transmissions and forces everyone to repeat themselves.
This is the single most common courtesy violation on any frequency, VATSIM or real world.
3. Over-Explaining
Wrong: "Kennedy Ground, good evening, this is SimTuts One Four Seven, a Boeing 737, we are currently sitting at gate Bravo Six and we were wondering if we could get clearance to push back from the gate when you have a moment."
Right: "Kennedy Ground, SimTuts One Four Seven, gate Bravo Six, request pushback."
Say what you need. Nothing more. Every extra word occupies the frequency and delays other pilots.
4. Forgetting to Read Back Altitude and Heading Assignments
Altitudes and headings are the two things you must always read back. They are safety-critical. If you acknowledge everything else but skip these, the controller will ask you to confirm.
"SimTuts One Four Seven, verify descending to four thousand."
Save yourself the embarrassment. Always read back altitudes and headings.
5. Using Your Callsign Inconsistently
Pick one format and stick with it for the entire flight. If you check in as "SimTuts One Four Seven," do not later call yourself "SimTuts 147" or "One Four Seven" or "SimTuts." Consistency helps controllers track you on their scope.
On VATSIM, your callsign is whatever you filed in your flight plan. Airline callsigns use the ICAO telephony designator (e.g., "Speedbird" for British Airways, "United" for United Airlines). General aviation uses the aircraft registration (e.g., "November One Two Three Alpha Bravo").
6. Panicking and Going Silent
If you get overwhelmed and cannot process what the controller said, do not disappear. Say:
"SimTuts One Four Seven, standby."
This buys you time. The controller knows you heard them and will wait. Silence, on the other hand, makes them think you did not receive the transmission, and they will repeat it and eventually start asking if you are on frequency.
If you really cannot figure out what they want:
"SimTuts One Four Seven, say again slowly."
Or on VATSIM, type your response if voice fails you. The controller will work with you.
7. Responding Before the Controller Finishes
Wait until the controller finishes their entire transmission before you respond. A common beginner mistake is jumping in after hearing "cleared" without waiting for the rest of the instruction. You might miss a critical restriction like "maintain three thousand until established" or "hold short of runway two two right."
8. Not Having the ATIS
If you contact ATC without the current ATIS, the first thing they will do is tell you to get it. This wastes time for everyone. Always listen to ATIS before making your first call.
9. Forgetting the Altimeter Setting
When you get the ATIS or when a controller gives you a new altimeter setting, set it immediately. Flying with the wrong altimeter setting means your indicated altitude is wrong, which means separation between you and other traffic may not be what ATC thinks it is.
"SimTuts One Four Seven, altimeter two niner eight six."
"Two niner eight six, SimTuts One Four Seven."
Set it. Read it back. Move on.
10. Being Afraid to Say "Unable"
If a controller gives you an instruction you cannot comply with, say so:
"SimTuts One Four Seven, unable. Minimum speed two one zero knots."
"SimTuts One Four Seven, unable to maintain three thousand, terrain."
"Unable" is a legitimate response. It tells the controller they need to find an alternative. What you should never do is accept an instruction you cannot follow and then silently not follow it.
A Note on VFR Communication
Everything above focuses on IFR (Instrument Flight Rules) communication, which is what most airliner sim pilots use. But if you are flying a Cessna 172 or a bush plane on VATSIM, you will use VFR (Visual Flight Rules) procedures, which are simpler but still follow the same golden rule.
VFR at a Towered Airport
"Lakefront Tower, Cessna Niner Two Three Alpha Bravo, ten miles south at two thousand five hundred, inbound for landing with information Delta."
"Cessna Three Alpha Bravo, Lakefront Tower, enter left downwind runway three six."
"Left downwind runway three six, Cessna Three Alpha Bravo."
Notice the controller shortened your callsign to "Three Alpha Bravo." Once they do this, you can use the shortened version too. But never shorten your own callsign before the controller does.
VFR Position Reports in the Pattern
As you fly the traffic pattern, report your position:
"Lakefront Tower, Cessna Three Alpha Bravo, turning left base runway three six."
"Cessna Three Alpha Bravo, number two, follow the Piper on short final, cleared to land runway three six."
"Number two, traffic in sight, cleared to land three six, Cessna Three Alpha Bravo."
Uncontrolled Airports (CTAF)
At uncontrolled airports (no tower), you self-announce on the Common Traffic Advisory Frequency (CTAF). Nobody clears you. You announce your intentions and listen for conflicts:
"New River traffic, Cessna Three Alpha Bravo, ten miles to the south, inbound for landing runway two four, New River."
"New River traffic, Cessna Three Alpha Bravo, entering left downwind runway two four, New River."
"New River traffic, Cessna Three Alpha Bravo, turning final runway two four, New River."
You say the airport name at the beginning and end of each call so anyone tuning in mid-transmission knows which airport you are talking about.
Putting It All Together
Radio communication is a skill, not a talent. Nobody is born knowing how to read back an IFR clearance. Every smooth-sounding pilot on VATSIM stumbled through their first calls the same way you will stumble through yours.
The structure never changes: who you are calling, who you are, where you are, what you want. If you know those four things before you key the mic, the words will come. They might not come perfectly at first. The controller will understand anyway.
Start with AI ATC addons if you want a pressure-free environment. Listen on VATSIM to hear how others do it. Then pick a quiet field, file a flight plan, and make your first call. The worst that happens is you say "um" once and the controller corrects your readback. That is it. That is the thing you have been afraid of.
Now go fly.
