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ZBAA First in Chinese then English.
Clearance for a domestic flight from Stockholm Arlanda ESSA to Ronneby ESDF. No flight level is given, all SID at ESSA has got a restriction of 5000ft. Instructions on when and how to change over to departure can also be found in SID. Runway 08 is given, due to a recent change of active departure RWY.
Clearance from Paris Charles De Gaulle LFPG to ESSA. Slot time is given. Still no flight level, standard at LFPG is FL100.
Clearance from Zürich to Copenhagen. RWY 16 BODAN 4U departure.
SK 609 at EKCH, asking for clearance to Zürich. This is a DC9 with RNAV equipment not approved for use in Terminal areas. All SID in EKCH are based on RNAV.
SAS 938 initial call with KSEA Seattle Tacoma ground. Clearance already received via Datalink DLK.
SAS 938 receives oceanic clearance from Iceland Radio on HF 8891. HF always give more static noise than VHF.
SAS 998 receives clearance from ZSPD to EKCH (Shanghai/Pudong - Copenhagen). Only a very experienced Copilot will be able to make a correct readback on this one.
Clearance from ZBAA to EKCH (Beijing - Copenhagen). Cockpit preparations made and we are fully ready for pushback.
Standard way of requesting/receiving push back.
Push back instructions given to Alaska in a typical american way.
TAXI FOR DEPARTURE.
Taxi instruction at ESSA. Detailed instructions can be found on the Ground Chart APSI.
Taxi instruction at LFPG. Detailed instructions on APSI.
A somewhat more complicated taxi instruction at Brussels EBBR.
Clearance to taxi and backtrack into position at ESMQ Kalmar airport in the southeast of Sweden. RWY 16 in use and tarmac placed at the beginning of rwy 32. Small airfield and no other traffic at the moment.
Taxi instructions at LSZH from stand D03 to RWY 16.
Taxi clearance to RWY 36R including the after start checklist.
SAS 996 is holding short of RWY 36R at ZBAA. Japan Air is on the taxiway behind. Not everything goes according to plan. Also a couple of "internal" remarks.
Standard take off clearance. SK 578 from Paris CDG runway 09. Wind and runway is given and the phrase CLEARED FOR TAKE OFF.
Aircraft on the runway releasing brakes and the pilot informs the controller. This is normally done in limited visibility and also in case of a delay in take off.
Dragon air receives clearance to line up in sequence after an Airbus. Runway 24 at EHAM.
From takeoff clearance until gear up.
New flight level given during climb out from Stockholm Arlanda. The pilot have changed frequency and reads the present FL and the FL to which he is climbing.
Same situation during climb out when leaving Gothenburg for Copenhagen control.
Same situation during climb out from Paris CDG but there are two different levels given. The pilot is not certain about FL 150 or 160 and requests a confirmation.
SK 578 is now changing from Paris to Maastricht control. There are three restrictions given by Paris, flight level, heading and speed.
First contact with Beijing Control during climb out.
An example of double transmissions. This time in Maastricht but it happens very often.
First contact with Maastricht control on the way to EDDF. Direct routing to WRB (Warburg VOR) and new transponder code is given.
Standard way of requesting descend. SK 610 inbound EKCH.
SAS 938 position report and level change to Arctic Radio. Charlie 90 is a position on the NCA (North Canada) Track sytem. Position is indicated by the track designator and the reporting line meridian.
SAS 938 position report to Arctic radio. Instructions to change frequency to Iceland Radio and also primary and secondary HF for oceanic clearance.
SAS 997 on route EKCH-ZSPD passing the border St Petersburg - Vologda.
SAS 997 on route EKCH-ZSPD contacting Ulan Bator CTL for entry into Mongolian Airspace. Should be done 81-54 NM before entering the border.
SAS 998 on route ZSPD-EKCH contacting Shand for entry into Mongolian Airspace. Should be done 81-54 NM before entering the border.
SAS 998 first call to Ulan Bator CTL. SERNA is the point where Irkutsk CTL will take over.
Contact with Shand control for entry clearance into Mongolian Airspace on VHF2, while still in contact with Hohot CTL on VHF1.
SK 1864 contacting ENZV Stavanger approach radar and receives inbound clearance.
SK 475 contacting Malmö CTR and receives inbound clearance to EKCH.
SK 578 contacting ESGG during descend, and receives clearance direct BAK, for radar vectoring.
SK 610 asking for a deviation due to CB (thunderstorms ahead).
SK 633 is given clearance down to FL 190 with minimum vert speed of 1500ft/min. A very common way to separate aircrafts during descend.
SK 633 receives inbound clearance "GEDERN TRANSITION". This is an route based entirely on RNAV equipment.
SK 633 is a DC9 without capability to use RNAV in TMA. Receives clearance inbound MTR (Metro VOR) instead.
SK 578 receiving clearance to intercept the localizer for an ILS approach at ESGG.
SK 475 receives clearance for a visual approach to rwy 22L at EKCH.
SK 1483 having problems with buildups (possible thunderstorms) during approach to Oslo Gardemoen. Free speed is also approved, normal speed in Gardemoen TMA is 250kts.
Still more problems with buildups for Sk1483.
First contact with ESMK TWR. Airport in the south of Sweden, with no ATIS transmitter. Pilots already have clearance to OEM (outer marker) and FL 70. Twr controller issue the rest of the clearance, no special approach radar at this airfield. Notice the separation between the clearance and the weather information.
SAS943 Airbus340 approach and landing at Chicago Ohare Runway 22R. Last 12 minutes including landing. Weather is CAVOK. One B777 is making a takeoff from the crossing Runway 14L and one Aircraft is coming visual in front in front of us, thus the Copilot comment about a "tricky" setup. Autopilot is used down to 1500ft the disconnect warning can be heard.
SK 1864 with field in sight at ENZV rwy36.
SK 475 on right base during a visual approach at EKCH rwy22L.
A busy day at Schiphol. Two runways in use for landing. The word "break" indicating that there is no time for read back at the moment.
TAXI TO APRON.
SK 475 contacting ground control after landing 22L at EKCH.
SK 1016 after landing at ESNS. Short runway and only one taxiway. Local time 23.50 this is the last flight for this evening.
Contact with the mechanic at ENZV (in Swedish/Norwegian). Local time 23.30, last flight.