All commands

Keep this page open while you play. This page does not tell you how the commands operate. For this information, use How to control traffic. To give the same instructions with the mouse, use Mouse and keys.

This information applies to VoiceATC Simulator 0.6.2.552, the stable release at this time. Items with the label New in … are not in this release.

• [brackets] — information that you give (callsign, waypoint, value).
• (parentheses) — optional parts. You can speak them or not speak them.
• Italics — an example of a transmission that you speak.

Beginner Start here. You do not have to know air traffic control.

Standard Usual control tasks. Use these after the basic commands.

Advanced Accurate control. For controllers who know the standard commands.

Lateral instructions

Level	You speak	Example	Result
Beginner	[Callsign], (turn) left/right heading [heading]	Iberia one two three four, turn right heading one three zero	The aircraft turns to that heading and holds it. For 0, speak zero or oh. The readback includes the turn direction.
Beginner	[Callsign], continue present/current heading	Iberia one two three four, continue present heading	The aircraft keeps the same heading.
Standard	[Callsign], resume own navigation	American two eight seven, resume own navigation	The aircraft stops the vectors and flies direct to the next fix that is forward on its route, never back to the runway. The pilot speaks “resuming own navigation”.
Beginner	[Callsign], (fly) direct [waypoint]	Iberia one two three four, fly direct RULOS	The aircraft flies directly to the waypoint. For a direct to a filed fix after the SID, the aircraft continues in enroute mode. If the fix is on its route, the aircraft turns onto the next leg before the fix, earlier at a higher speed. It flies over the fix first when the next leg turns more than 120°, or is a DME arc or a heading. Not in 0.6.2.552
Advanced	[Callsign], report over [route fix] · report passing [route fix] · report crossing [route fix]	Thai seven five zero, report over WILLA	The pilot reads back report over WILLA and speaks one time when the aircraft passes the fix: Thai seven five zero, over WILLA. The fix must be forward on the route, or the pilot answers unable. A heading keeps the request. A handoff, or a route change that removes the fix, cancels it and the pilot does not speak. New in 0.6.3.8
Standard	[Callsign], hold over [waypoint] (as published)	Iberia one two three four, hold over NEPAL	The aircraft flies the published hold at that fix.
Advanced	[Callsign], after [waypoint], (fly/turn) heading [heading]	Iberia one two three four, after RULOS, fly heading one three zero	After the aircraft gets to the fix, it turns to the heading.
Advanced	[Callsign], after [waypoint], (fly) direct [waypoint]	Iberia one two three four, after CASPE, fly direct LOBAR	After the first fix, the aircraft flies to the second fix.

• Only one heading, direct-to or hold clearance can be active. A new clearance of these types replaces the previous one. A heading or a STAR clearance also stops a hold. Not in 0.6.2.552
• To leave a hold at the hold fix, say after [hold fix] with a heading or a direct. The aircraft continues the hold until it passes the fix again. While it holds, the pilot is unable to accept after a different fix. Not in 0.6.2.552
• With after [fix], only the next lateral instruction waits for the fix. All other instructions in the transmission start immediately.
• In an after-direct clearance, the first waypoint must be forward on the route. For the second waypoint, you can use all the waypoints that the game knows.
• An aircraft on a heading answers unable to an after [fix] instruction: unable, RULOS is not on our route. So does an aircraft that you cleared for the approach: unable after RULOS, we’re cleared for the approach. Not in 0.6.2.552
• Always speak hold. “Over NEPAL” without hold does not start a holding pattern.
• You can give a hold clearance at the direct-to fix of the aircraft while this fix is forward of the aircraft. You cannot give a hold clearance at a fix that is behind the aircraft.
• If an aircraft on your frequency gets to its clearance limit with no clearance after the limit, it flies a hold. The pilot then speaks “Holding at [fix], [callsign]” one time.

After vectors or a direct to a different fix, a departure keeps its flight plan. The game accepts a direct-to clearance to all fixes of the flight plan, and to each fix, VOR or NDB near your sector. For a fix that is too far, the pilot speaks “unable direct [fix], too far” and flies the other instructions of the transmission.

The game also accepts a direct-to clearance to fixes near each airport that you control, to fixes near the aircraft, and to the terminal fixes of your airports. For a fix that is behind the aircraft, the pilot first speaks “confirm direct [fix]?”, unless you spell the fix. New in 0.6.3.4

Altitude

Level	You speak	Example	Result
Beginner	[Callsign], climb/descend (flight level/altitude) [value] (feet)	Iberia one two three four, climb altitude five thousand feet	The aircraft climbs or descends to that level. To cancel altitude restrictions, add unrestricted.
Standard	[Callsign], descend [level] at [number] feet per minute · or greater · or more · or less	Iberia one two three four, descend flight level one zero zero at two thousand feet per minute or greater	The aircraft descends at that rate. or greater keeps at least that rate, or less never goes faster. Published restrictions still apply: add unrestricted to cancel them. The pilot reads back the rate: descend eight thousand at two thousand feet per minute or greater. New in 0.6.3.7 If the aircraft cannot keep that rate to the level, the pilot says unable and gives the rate that the aircraft uses: descend flight level one zero zero, unable four thousand feet per minute, maximum three thousand six hundred feet per minute. A heavy aircraft cannot descend as fast as a light one. or less is always possible. Not in 0.6.2.552
Standard	[Callsign], expedite (climb/descent) (to) [value] · [Callsign], expedite (climb/descent), climb/descend [value] · [altitude clearance], expedite · expedite (climb/descent)	Iberia one two three four, expedite descent, descend five thousand feet	The aircraft increases its rate of climb or descent until it gets to the cleared level. In a climb, the aircraft stops its acceleration and climbs at its best rate at its present speed. Not in 0.6.2.552 A level in the same transmission also gives a clearance to that level. The result is the same if you speak the level one time or speak climb or descend again.
Standard	[Callsign], resume normal rate (of climb/descent) · expedite no longer required	Iberia one two three four, resume normal rate of descent	The aircraft uses the usual rate of climb or descent again.
Standard	[Callsign], stop climb/descent (at [level]) · stop at [level] · level off	Iberia one two three four, stop descent at flight level one two zero	The aircraft stops at that level. Without a level, it stops near its present altitude. The pilot reads back stopping descent at and the level. New in 0.6.3.4 After stop at [level], the pilot reads back stopping climb at below the level, stopping descent at above it, or maintaining at it. New in 0.6.3.8
Advanced	[Callsign], cross [route fix] at [altitude] · to be level by [route fix] · descend/climb (to) [altitude] over/at/by [route fix]	Iberia one two three four, cross BAVAD at flight level one zero zero	The aircraft gets to that level at or before the named forward route fix. Then it stays at that level.
Advanced	[Callsign], cross [route fix] at or above / at or below [altitude]	American two eight seven, cross CHKNZ at or above one six thousand	The pilot reads back at or above or at or below. If the aircraft descends for an at or above restriction, or climbs for an at or below restriction, the pilot always accepts it.
Standard	[Callsign], cancel level/altitude restrictions · level/altitude restrictions cancelled	Condor seven three six one, cancel level restrictions	The aircraft keeps its cleared level and cancels the published altitude restrictions on the way to it. Published speed restrictions stay. The pilot reads back the level and cancel level restrictions. New in 0.6.3.8
Standard	[Callsign], QNH [value] (hectopascals)	Iberia one two three four, QNH one zero one six	The pilot sets that QNH.
Standard	[Callsign], altimeter [value]	Iberia one two three four, altimeter two niner niner two	The pilot sets that altimeter value.

• You can speak only the value. The game uses the transition altitude to select feet or flight level.
• If you speak the unit with the value, climb or descend is not necessary: Iberia one two three four, four thousand feet.
• With cancel level restriction, descend [value], the aircraft also descends without restrictions. This instruction does not cancel the clearance.
• A descent clearance starts the descent at once, at about 1,000 ft/min (1,250 ft/min for Boeing 747, 767, 777 and 787). The aircraft joins its normal descent path and levels off at your cleared level, or at a published restriction above it. Then it asks for further descent. A holding aircraft descends to its cleared level at the same rate.
• Each aircraft climbs with the performance of its type and weight. A heavy aircraft climbs more slowly, and its climb is flatter while it accelerates. It cruises at or below the highest level that it can climb to at its weight. Not in 0.6.2.552
• A new altitude clearance without expedite cancels an active expedite. An approach clearance that sends the aircraft down also cancels an expedite climb. Not in 0.6.2.552
• An expedite in the wrong direction gets unable, we’re descending (or climbing), and the aircraft does not expedite. An expedite or resume normal rate that you speak just after a new level applies to that level. Not in 0.6.2.552
• The crossing fix must be forward on the route of the aircraft. It must also be possible for the aircraft to get to the level at the fix. If not, the pilot rejects the clearance. Each aircraft uses its own climb and descent performance, so a heavy aircraft can reject a crossing that a light aircraft accepts. Not in 0.6.2.552
• Use QNH for hectopascals and altimeter for inches.

Speed

Level	You speak	Example	Result
Beginner	[Callsign], speed [value] (knots)	Iberia one two three four, speed two two zero knots	The aircraft flies at that speed until you give a different speed instruction.
Standard	[Callsign], reduce/increase (to) [value]	Air Nostrum one four oscar uniform, reduce two two zero	A three-digit value from 160 to 350 after reduce or increase is a speed in knots, also without the word speed. A value with feet, flight level or heading is not a speed. New in 0.6.3.8
Standard	[Callsign], speed mach decimal [value]	Iberia one two three four, speed mach decimal seven eight	The aircraft flies at that Mach number.
Standard	[Callsign], do not exceed [value] (knots)	American two eight seven, do not exceed two five zero knots	The aircraft controls its own speed but does not fly faster than that speed.
Advanced	[Callsign], maintain [value] knots until [route fix]	American two eight seven, maintain two one zero knots until CHKNZ	The aircraft flies at that speed until it passes the fix. Then it controls its speed again. The fix must be forward on the route.
Standard	[Callsign], maintain [value] knots or greater · or less	Iberia one two three four, maintain one eight zero knots or greater	The aircraft controls its own speed but does not fly slower (or greater) or faster (or less) than that speed. New in 0.6.3.4
Advanced	[Callsign], maintain [value] knots (or greater) until [number] miles final · until [number] DME	Iberia one two three four, maintain one six zero knots until five miles final	The aircraft keeps that speed until it is that distance from the runway on final. Then it slows down for the landing. New in 0.6.3.4
Standard	[Callsign], reduce to minimum approach speed · reduce to minimum clean speed	Iberia one two three four, reduce to minimum clean speed	Minimum clean speed is the slowest speed without flaps. Minimum approach speed is the final approach speed. Each aircraft type has its own: an A320 flies 205 and 130 knots, a Cessna 172 103 and 65 knots. New in 0.6.3.4
Standard	[Callsign], resume managed speed · speed at your discretion	Iberia one two three four, resume managed speed	The aircraft controls its speed again, in the published limits.
Advanced	[Callsign], cancel speed restrictions · delete speed restrictions · no speed restrictions	Iberia one two three four, cancel speed restrictions	The aircraft stops flying your speed and ignores the speed limits on its charts. It still flies 250 knots or less below 10,000 ft and slows down for the approach. New in 0.6.3.4
Advanced	[Callsign], cancel speed restriction at [route fix] · delete speed restrictions until [route fix]	Iberia one two three four, cancel speed restriction at RILKO	at removes only the limit at that fix. until removes every limit up to the fix, and the chart limits apply again after it. The fix must be forward on the route. New in 0.6.3.4
Standard	[Callsign], resume published speed · comply with speed restrictions	Iberia one two three four, resume published speed	The aircraft controls its speed again and flies the chart speed limits again. New in 0.6.3.4

• After mach decimal, speak the Mach digits one at a time. For example, “mach decimal seven eight” is Mach 0.78. The game also accepts mach point.
• resume managed speed can make the aircraft increase or decrease its speed immediately.
• Removed chart speed limits stay removed after resume managed speed. They come back with resume published speed, a descend via or climb via clearance, or an approach clearance. New in 0.6.3.4
• An aircraft refuses a speed its type cannot fly, below its approach speed or above its maximum speed or Mach: unable, maximum speed one six zero. It keeps its last speed instruction. New in 0.6.3.4
• Your speed instructions end 4 miles from the runway, measured along the route that is left. On a curved visual or RNAV approach, the turns count. Then the aircraft slows down for the landing. New in 0.6.3.4
• On an approach, the pilot keeps your speed. If it must slow down soon for the landing and you do not reduce the speed, the pilot asks request lower speed about one minute before. If no reduction comes, the pilot says slowing down for the approach and controls its own speed. New in 0.6.3.4
• The pilot refuses a speed that is too fast to slow down in time for the landing and gives the fastest speed it can fly: unable two two zero, maximum one six zero. do not exceed and or less are always accepted. New in 0.6.3.4
• At US airports, an approach clearance cancels your earlier speed instructions. To keep a speed, give it again in the same transmission: maintain one eight zero knots until DRRYL, cleared Parkway Visual runway three one. At other airports, your speed continues until 4 miles. New in 0.6.3.4
• After an approach clearance, the aircraft does not increase its speed by itself. A new speed instruction, or resume managed speed, lets it go faster again. New in 0.6.3.4

Procedures and approach

Level	You speak	Example	Result
Standard	[Callsign], cleared [STAR] arrival	Iberia one two three four, cleared ADUXO two delta arrival	The aircraft flies that arrival route.
Standard	[Callsign], cleared [STAR] arrival, expect runway [runway]	Korean Air four two six, cleared OLMEN two echo arrival, expect runway three four right	The aircraft flies the arrival branch for that runway and prepares the approach for that runway. This instruction does not give an approach clearance.
Standard	[Callsign], cleared [STAR] (arrival) (for) runway [runway]	Iberia one two three four, cleared CASPE one alpha arrival runway two four left	The same as the arrival clearance with expect runway.
Advanced	[Callsign], expect direct [fix] · expect direct to [fix] · expect a shortcut to [fix]	Iberia one two three four, expect direct RILKO	The aircraft stays on its route. It plans its descent for the shortcut and starts down sooner. Restrictions at fixes that the shortcut skips stop holding it up. It never descends below its cleared level. The fix must be ahead on its route, or the pilot answers unable. Readback: expect direct RILKO. This is not a direct-to clearance. New in 0.6.3.7
Standard	[Callsign], expect runway [runway]	Iberia four nine india november, expect runway three two right	The aircraft prepares the approach again, only on the route forward of it. This instruction does not give an approach clearance.
Advanced	[Callsign], expect [published visual name] (approach) runway [runway]	Iberia one two three four, expect Park Visual runway three one	The game records the name of that visual approach. The flight path does not change.
Advanced	[Callsign], expect [published visual name] runway [runway], report [reference] in sight	Blue Streak two nine three seven, expect River Visual runway one nine, report the Potomac River in sight	The pilot gives one readback for the two instructions and names the reference: will report the river in sight, or the river in sight if the pilot can see the river. This instruction is not an approach clearance.
Standard	[Callsign], cleared [transition] transition	Iberia one two three four, cleared RULOSO one whiskey transition	The aircraft flies that feeder to the approach. This instruction is not an approach clearance. Also give cleared approach. Then the aircraft can intercept the approach.
Standard	[Callsign], cleared (ILS) approach runway [runway]	Iberia one two three four, cleared ILS approach runway two four left	The aircraft can intercept and fly the approach.
Standard	[Callsign], cleared RNAV/RNP approach runway [runway]	Iberia one two three four, cleared RNAV approach runway two two	The aircraft flies the published route and descent. The route can include curved segments. The game uses the distance along the route to decrease managed speed for the landing.
Advanced	[Callsign], cleared RNAV [letter] runway [runway]	Iberia one two three four, cleared RNAV zulu runway two two	The aircraft selects that chart variant. Before the aircraft intercepts the final course, a new variant replaces the armed approach.
Standard	[Callsign], cleared [GLS/GPS/LOC/LOC back course/LDA/VOR/VOR DME/VORTAC/NDB/NDB DME] approach runway [runway]	Iberia one two three four, cleared VOR DME approach runway two five left	The aircraft flies that published civil approach, not a different type.
Advanced	[Callsign], via [entry fix], cleared (ILS) approach runway [runway]	Iberia one two three four, via LESBA, cleared ILS approach runway two four left	The aircraft flies to the feeder fix, then flies the approach.
Standard	[Callsign], report runway [runway] in sight	Iberia one two three four, report runway two four left in sight	The pilot must give a sight report for that runway.
Standard	[Callsign], report [visual reference] in sight · advise when [visual reference] is in sight	Iberia one two three four, report the Twin White Tanks in sight	The game uses that target from the source data. If the source data does not have the target, the game uses the runway. If the game hears “with” before the reference, it keeps the named approach for that reference.
Standard	[Callsign], cleared visual approach runway [runway]	Iberia one two three four, cleared visual approach runway two four left	The aircraft gets a clearance for the generic managed visual path.
Advanced	[Callsign], cleared [published visual name] approach	Iberia one two three four, cleared River Visual approach	The aircraft gets a clearance for the named charted visual route.
Standard	[Callsign], go around · go round · execute (the) missed approach · fly the (published) missed approach	Iberia one two three four, go around	The aircraft climbs and flies the missed approach route from the source data.
Advanced	[Callsign], go around, (fly) heading [heading], (climb and maintain [altitude])	Iberia one two three four, go around, fly heading two six five, climb and maintain three thousand	Your heading replaces the lateral missed approach guidance. Your altitude replaces the vertical guidance.
Advanced	[Callsign], descend via [STAR] (to/except maintain [level]) · climb via [SID] (to [level])	Iberia one two three four, descend via ADUXO two delta to flight level one zero zero	The aircraft obeys the published restrictions and stops at the level that you speak. Without a level, descend via descends to the lowest published altitude of the STAR. Without a level, climb via climbs to the top altitude of the SID. This result is the same at all airports.
Standard	[Callsign], climb via SID (except maintain [level]) · descend via the STAR · descend via the arrival	American two eight seven, climb via SID, except maintain one five thousand	The aircraft uses the SID or STAR that it flies at this time. If the SID has no top altitude and you do not speak a level, the pilot asks for the level. After a STAR, add landing west (or north, south, east) and the pilot reads it back.

• Vectors are not an approach clearance. To give the approach clearance, speak cleared approach runway [runway].
• For parallel runways, include left, right or center. If a part of the runway name is missing, or if the game cannot find that runway, the pilot tells you to speak it again. The pilot does not select a different runway.
• An arrival stops at the clearance limit of its STAR until you give an approach clearance.
• If you give a departure procedure again after its last fix, the pilot rejects it because the procedure is completed. The aircraft keeps the same route.
• Vectors can take a departure off its SID before the last fix. A new SID clearance abeam or past that fix then sends it direct to the next fix of its flight plan.
• If no SID is available for the runway, departures keep runway heading and climb to their initial cleared altitude. Each departure speaks to you first when it climbs through 1,000 ft above the airport. Assume the departure before you give a heading or direct-to clearance. The route of the flight plan stays available.
• The aircraft keeps the cruise level of its flight plan when you give the SID clearance again. It also keeps this level when it flies onto the route after the SID. After you release the aircraft to Center, it climbs to that level. It descends at the top of descent.
• You can give expect runway with no other instruction at all times. It changes only the route forward of the aircraft. It does not change a hold, a vector or an after the fix turn.
• Speak arrival for STARs and transition for approach feeders.
• Some transitions have a published heading at the end. The aircraft keeps that heading until you give a base turn. At the end of this transition, the pilot accepts an approach clearance but does not turn: maintaining heading zero six four, say base. Refer to Transitions that wait for you.
• If you give a clearance for the transition that the aircraft flies at this time, the pilot tells you already on …. On vectors, the aircraft can fly onto the transition only at a fix that you name (direct BL431, cleared Sabadell two whiskey transition). If you do not name a fix, the pilot tells you say fix to join ….
• Some transitions have a fix with no heading at the end. The aircraft holds at that fix, and the pilot tells you that it holds. The aircraft stays in the hold until you give the approach clearance.
• RNAV and RNP have the same result. For the variant letter, speak the NATO alphabet name or only the letter: zulu, yankee, xray, whiskey, victor, uniform.
• To get a specified civil approach type, name that type. If that type or suffix is not available, the pilot rejects the clearance. The pilot does not select a different type.
• For RNP AR, the aircraft must fly the full procedure. The pilot rejects vectors to final.
• For a sight report, the target must be at a distance of not more than 20 NM. The target must also be in 135° or less on each side of the nose. This angle includes 45° behind each wing.
• Put the two instructions in one transmission: expect River Visual approach runway one nine, report the Potomac River in sight. The pilot then gives one readback for the two instructions. You can also give a heading in the same transmission as the sight report instruction.
• A visual clearance has two steps. First, tell the pilot to give a sight report. After the sight report, give the visual approach clearance. If you send the clearance first, the pilot rejects it.
• expect [published visual name] only records the name of that procedure. It does not change the route, the guidance or the altitude. It does not give a clearance.
• A named expect instruction can make a subsequent short reference clear, for example report the airport in sight. The instruction report runway [runway] in sight always stays generic.
• Each named sight reference is a target with a position in the source data. If the pilot sees one airport, runway, landmark or route, the game does not count this as a sight of a different target.
• A short reference in usual words can be a label for a generic instruction. It does not make a new landmark position. It does not give a clearance for a named visual procedure.
• The game can accept one word that it hears almost correctly in a published landmark name with two or more words. The other words must identify only that landmark. Different names, or names that can refer to more than one landmark, do not give a clearance for the named approach.
• The first readback names the target: the river in sight or will report the river in sight. The callsign follows one time. A subsequent automatic report stays in sight.
• After the sight report, a named forward-route visual can fly onto a safe published segment forward of the aircraft. To get to this segment, the aircraft does not turn back. It flies all necessary arcs and does not fly through protected airspace.
• If you speak only go around, the aircraft follows the missed approach of the selected instrument approach. On a visual approach, it follows the charted instructions of that visual approach. A visual approach without source data must have a heading or an altitude.
• If the go-around altitude is below the altitude of the aircraft, the pilot cannot accept it. The aircraft continues to climb to the safe target that the game calculates.
• These approach types are not available: circling/unresolved, TACAN-only, FMS, IGS, MLS and SDF.

Handoff

Level	You speak	Example	Result
Standard	[Callsign], contact tower / center / radar	Iberia one two three four, contact tower	The pilot changes frequency. The aircraft is then not on your frequency.
Standard	[Callsign], contact [facility] (on/frequency) [frequency]	Iberia one two three four, contact approach on one one niner decimal one zero five	The pilot uses the published frequency, gives a readback of it and changes frequency.

• A handoff with only the facility name operates as before.
• Not in 0.6.2.552 The spoken contact only changes the frequency. The label stays yours until you press T or select Handoff in the callsign menu.
• If an arrival that you handed to the tower must go around, the tower sends it back to you. The pilot calls you with the reason, for example going around, runway occupied. Answer to take control of it again. It flies the missed approach until you give it an instruction. Not in 0.6.2.552 This is also true when it goes around in the 3 to 8 seconds before the tower takes it.
• Not in 0.6.2.552 If an arrival that you handed to the tower cannot capture the localizer, the tower also sends it back to you. The pilot calls you with unable to intercept the localizer, request further vectors. Answer, then give it vectors.
• Not in 0.6.2.552 The tower takes an arrival only after you clear it for an approach. Before that, the label handoff keeps the arrival yours.
• Not in 0.6.2.552 If the arrival loses its approach clearance in the 3 to 8 seconds before the tower takes it, the arrival stays yours.
• Radar contact and identified do not need a reply. The pilot does not speak.
• If you speak a frequency, it must agree with that facility in the published radio data that the game uses at this time. Some frequencies are not clear, not published, or for a different facility. For these frequencies, the pilot tells you to give the frequency, and does not do a handoff with only the facility name. The pilot can accept other instructions in the same transmission that are not related to the handoff.

Corrections

Level	You speak	Example	Result
Standard	[Callsign], disregard · cancel · negative	Iberia one two three four, disregard	The game cancels the last instruction. The time limit is approximately ten seconds.
Standard	[Callsign], negative/correction, [new clearance]	Iberia one two three four, correction, descend flight level one two zero	The game applies the new clearance and does not only cancel the previous one. This also applies to report/advise … in sight. If the clearance does not have all the necessary data, the pilot tells you to speak it again.
Standard	[Callsign], disregard, [new clearance]	Iberia one two three four, disregard, descend flight level one two zero	The game applies the new clearance, the same as with negative or correction. Not in 0.6.2.552
Advanced	[Callsign], negative, that was for [callsign]	Iberia one two three four, negative, that was for Air Europa two zero five	The game moves the last clearance to the correct aircraft.

• The time limit to cancel is approximately ten seconds. After this time, give a new clearance.
• negative, that was for [callsign] moves the clearance. The first aircraft does not fly it.

More than one instruction in a transmission

You can speak a maximum of five instructions in one transmission. The aircraft flies them in the sequence that you speak them. The pilot gives a readback of all the instructions.

Level	You speak	Example	Result
Advanced	[Callsign], descend [value], (turn) heading [heading], speed [value]	Iberia one two three four, descend flight level one zero zero, turn left heading two seven zero, speed two one zero	The aircraft flies the three instructions in sequence.
Advanced	[Callsign], (fly) direct [waypoint], cleared (ILS) approach runway [runway]	Iberia one two three four, fly direct LESBA, cleared approach runway two four left	The aircraft flies directly to the fix, then gets the approach clearance.
Advanced	[Callsign], (turn) heading [heading], cleared (ILS) approach runway [runway]	Iberia one two three four, turn left heading one eight zero, cleared approach runway two four left	The aircraft flies the vector first, then arms the approach clearance.
Advanced	[Callsign], after [waypoint], (fly) direct [waypoint], cleared (ILS) approach runway [runway]	Iberia one two three four, after CASPE, fly direct LOBAR, cleared ILS approach runway two four right	After the first fix, the aircraft flies directly to the second fix, then gets the approach clearance.
Advanced	[Callsign], after [waypoint], (fly/turn) heading [heading], cleared (ILS) approach runway [runway]	Iberia one two three four, after RULOS, turn left heading one eight zero, cleared ILS approach runway two four left	After the fix, the aircraft turns to the intercept heading. It has the approach clearance at that time.

• A transmission can have only one lateral instruction: a heading, a direct-to or a hold.
• In a transmission with more than one instruction, you can also put after [fix] before an altitude instruction.
• If a vector and an approach clearance are in one transmission, the aircraft flies the vector first. Then it arms the approach. The approach clearance waits, and it does not turn the aircraft directly to final.

When the pilot is not sure

You speak	When
affirm	The pilot wants you to make sure of a waypoint, arrival, transition or runway, and the pilot is correct.
negative	The pilot is incorrect. Then speak the correct name.
the name again	This correction is the fastest. Speak the waypoint or procedure clearly again.
the full clearance again	The game also accepts this correction. Speak the clearance again with the correct value. The game applies it immediately when it heard the value clearly. If not, the pilot asks one time to make sure of the new value.
NATO spelling	If the pilot speaks can you spell that waypoint?, use NATO spelling. For BISBA, speak bravo india sierra bravo alpha.

The game uses a full NATO spelling of three or five characters as you spell it. If no fix has that identifier, the pilot speaks “unable, we can’t find [identifier]”.

You can also speak a fully different command. The pilot then does not wait more, and the aircraft flies the new instruction. Each time that the pilot speaks to you again, your time to speak starts again.

How to get good recognition

1. Always speak the callsign first. Then speak the instructions.
2. Use NATO spelling for fixes that you do not know. For BL461, speak bravo lima four six one.
3. Speak not more than three instructions in each transmission. Recognition is best with this number.
4. Speak “hold” to start a holding pattern.
5. Commands operate only on assumed aircraft. If the aircraft is not assumed, COM shows SYS: … is not yours yet. Middle-click it, or point at it and press T, to take control. Take control first.