Airspace Control and Phraseology

Planes are featuring radios. Radios, aboard a plane, allow the pilot to communicate with the various air controls with which he'll possibly enter in contact with. A VFR flight may require no radio communication at all except in the traffic pattern and in the departing and arrival maneuvers. A VFR flight under a file flight plan will require more radio communications, with the control centers the area of which the flight will cross. The IFR, and commercial flights are mandatorily flewn under the control of the various air controls concerned, hence leading to radio communications all along the flight

. Airspace . Aerial Phraseology . The Phonetic Alphabet

Airspaces

How the ATC is organized in a country matches the way the airspace is. Any national airspace, worldwide, is divided into several areas, vertically, and horizontally. Such divisions are found back on the various types of aeronautical charts (VFR sectional charts, high VFR, IFR, etc). Vertically, three main areas are found in a national airspace: the lower part of it (under 1,200 ft above the ground (AGL); the part between 1,200 and some altitude, varied according to the countries (in the USA, it's 18,000 FT AGL as in Europe the limit is lower) -this is the airspace where most of the VFR flight occur, and a part of the IFRs. The airspace, at last, which is located beyond that limit, is where the IFR and airlines flights are flewn. Horizontally, on another hand, a national airspace is divided into the airspace which is of the competence of air control centers -it's the airspace between the terrains, where the flights occurs extending from the lower limit of 1,200 ft AGL to the infinite- and the airspaces associated with the airports. To get all those concepts into more details, we will detail the US airspace organization, having in mind that the airspace organization in other countries are mostly similar, albeit with differences which sometimes may prove important

First is to be found the controled airspace, which is the airspace into which certain conditions -mostly those which trigger a IFR obligation- necessitate that a flight unfolds under the ATC

The first main distinction inside the controled airspace if the famed, altitude-based, 18,000-ft limit as any flight taking place between 18,000 ft and the flight level 600 mandatorily is to flewn IFR. Thus under the control of the ATC. Such that part of the US airspace is named the 'class A airspace' as it is not figured unto the aeronautical charts

Then, 3 categories of airspace are following which are defined in the horizontal plane, as far as they are concerned, and linked to some airport (note: the airspace associated to such or such airport may have some organization complexifying the following descriptions; for more, for example, check the charts delivered with the FS2002 Professional Edition)

• the class B airspace consists into airspace concentric zones which are associated with the major airports. Such zones usually are deviced as a inverted wedding cake shape. In a class B airspace, any airplane -the GA airplanes included- must be equipped with a class C, altitude-transmitting transponder. To enter a class B airspace, whatever the weather conditions (VFR or IFR), a pilot will have to get a clearance from the ATC under the authority of which that airspace is placed. Such a airspace may begin as far as 30 NM from the airport. The concentric zones are determining those obligations in altitude. A class B airspace is reaching high in altitude, like some 10,000 ft AGL. On the VFR charts a class B airspace is delineated through a blue draw as the varied altitude limits are specified

illustration of a class B airspace

• the class C airspace is the airspace which is associated to less major airports as far as the importance of the traffic is concerned, with such airports with a traffic sufficiently important to necessitate a control tower and a radar approach, and not enough to the complexity of a class B airspace. A class C airspace most of the time is too associated to the military airports. The concentric organization of a class C airspace is made of two sectors only, the most exterior of which is reaching to a maximum of 20 NM from the airport. A class C airspace is reaching about 4,000 ft in terms of altitude. Any airplane intending to enter such a airspace must contact the ATC even if, in that case, the pilot does not require a clearance but is signaling the feat instead. His airplane will have too to feature a class C transponder. On the VFR and IFR charts a class C airspace is hinted too by a red draw, with the altitude limits specified
• the class D airspace is the airspace which is associated to the lesser still airports, with a control tower however. Such that class of airspace just is 5 NM in diameter as a additional area may be extant to encompass a instrument approach. Any pilot intending to enter a class D airspace must signal himself to the ATC tower as a clearance is needed for a landing only. The altitude limit of the class C airspace is 2,500 ft AGL by default as another indication may signify a higher limit. On the VFR and IFR charts, a class D airspace is hinted to by a segmented, blue draw

The class E airspace, at last, is any airspace which is neither of the A, B, C, or D classes. A class E airspace first is any airspace located outside the airport neighbourhood and under the 18,000-ft limit. It is extending from 700 or 1,200 ft AGL up to 18,000 ft. That class E airspace is the one of the VFR-flying GA planes and of the lower IFR flights. VFR-flying pilots are not required to contact any ATC authority as IFR flights always require the ATC control. A class E airspace also is applying to some areas where a ATC clearance is required in case of weather conditions which are not meeting the VFR minimums. A class E airspace at last may be associated to a class D airspace -with the class E being a extension of the class D- or to a airport which does not feature any class D airspace -with the class E being the airport's airspace with its existence often due to that there is a instrument approach for a terrain which does not feature any control tower. In both cases, the class E airspace then begins at the surface. Small airports, on the other hand, may just have a control tower staffed part time only! Once the tower service terminated, that airport is becoming a non controled airport, the airspace of which extends from the surface up the floor of the class E airspace above there (which, in the occurrence, is of 700 ft). Below such that altitude a IFR, instrument landing airplane will have to check for any VFR craft! Such airport-associated class E airspaces are shown on the VFR and IFR charts like red segmented draws. The class E airspaces beginning at 700, or 1,200 ft AGL are shown like large, blue or red fainting lines, respectively

A uncontroled airspace is extant too, on the other hand. The uncontroled airspace is where the ATC do not exert any control and where it is not necessary to contact them, whatever the flight conditions. In the USA, that airspace is called the class G airspace. It affects whatever is taking place under the 1,200 or 700-ft AGL-mark, which are the two floors possible of some controled airspace. One thus may fly in the class G airspace whithout contacting any ATC and with some conditions however, like applying the rules concerning the minimal distance between a flight and the ground, or inhabited areas, or some visibility conditions (visibility of 1 mile, and being able to fly outside the clouds; at night, those conditions are 3 miles, 500 ft above and 1,000 below clouds, with a 2,000-ft horizontal distance from those). The class G airspace too is the one of the lesser, and small airfields, which do not possess any control tower. The weather conditions are the same than above as the safety of the flight environment in such a airspace is conditioned by that airplanes are using the standard airport traffic pattern (and the specific maneuvers to get into, and out of it) and that pilots are using a common frequency to tell their intentions. It is of note that in the USA, you may takeoff and land on such terrains without any communication! The class G airspace is not shown on the aeronautical charts

As far as the motions on the ground, at a airport, are concerned, like the clearances, taxiing, runways intersections, etc.) they either are of the authority of specific controlers on the major and large airports, or of the control tower for the lesser ones. During a flight, a GA plane or a airliner will thus have to contact the clearance delivery, the ground control, the control tower, the departures, arrivals and the en-route control centers. Some more frequencies are automatized stations, mostly used by pilots to get the latest weather data

Aerial Phraseology

The radio communications between the pilots and the various air control instances do not use the daily life language. They are made according to a specific phraseology, which allows to regulate the communications and to spare the time of the controllers, and pilots

The radio communications in the aviation world, first, must follow an ensemble of rules:

• any communication must begin with the name of the air control instance to which one is radioing, and the last parts of the tail number of your plane. Example: 'Denver International Approaches, from 4-Golf-Hotel...' As the reciprocal is true with the controllers calling your tail number's last part, and their ident: '4-Golf-Hotel, Denver International Approaches, go ahead...'
• any first radio contact from your part is to be followed with the entire tail number of the plane and its type: 'Denver International Approaches, from 4-Golf-Hotel, good morning' / '4-Golf-Hotel, Denver International Approaches, good morning' / 'Denver International Approaches, November 1-5-4-Golf-Hotel, Cessna Skyhawk, etc.'
• any instruction or communication emanating from an air control instance with which you are communicating must be acknowledged by you, under the form: '... 4-Golf-Hotel, Roger', or '... 4-Golf-Hotel, Wilco [for 'will comply']', as it must be summarized and/or repeated. If, as an example, the Denver approaches instructed you to descent to 4,000 ft and call back there, with a QNH of 29.79, you must acknowledge like 'Denver International Approaches, 4-Golf-Hotel, Roger. Descending to 4,000 ft, calling back there, and the November Hotel is 2-9-7-9'
• the radio communications further have to respect rules concerning the way to radio the isolated lettres and figures, to avoid any misunderstanding (it's the famed 'Morse' or 'International' alphabet -see at the end of the tutorial) as, in the USA, for example, you'll required to spell any number by its figure (a heading 234 will be radioed 2-3-4. Or the runway 34, will the runway 3-4, etc. note: '9' is pronounced 'niner' in any case)
• don't forget, at last, that, as far as the aviation regulations are concerned, your decision, as the commander onboard and as you have the visual, in situ, appreciation of the situation, prevails on any instruction or demands of any air traffic control. If, following an instruction or demand, you deem that you're not able to safely perform that, you'll radio that to the controllers, and ask for new instructions. A clearance by an air control instance, on the other hand, does not exonerate you from your personal obligations of vigilance (a classical example being that, when cleared to take off, you won't take off until you personally will have look in the runway's axis to check that there is no any plane in the final; in case of an accident, you would be responsible)

Here are two examples of radio communications along a flight, one for an airline flight; the other for a GA navigation (both will help you to better grasp the logics and sound of such flights):

- A Commercial Flight - A GA plane navigation flight

A Commercial Flight (frequencies fictitious; on an airliner the frequencies are tuned by the Second Officer)

• you're the flight Californian Airlines CA 117 and you're to fly a flight San Francisco International-San Diego International. The flight manager, at your airline, prepared most of your route as, as the pilot in command, you prepared the weather and the passengers and cargo balance of the plane. Your co-pilot just began, before your arrival, to launch the fundamental functions of the airliner (Auxiliary Power Unit (APU), pressurization, cabin heat and he performed the external preflight check. Then you get aboard, as the starting checklists keep one. Once the plane ready, you just perform your first radio call
• San Francisco International Clearances, Californian Airlines CA 1-1-7, good morning
• CA 1-1-7, San Francisco International Clearances, good morning
• San Francisco International Clearances, Californian Airlines, flight 1-1-7, on a flight to San Diego, request a flight clearance (the plane request the authorization to perform one's flight)
• CA 1-1-7, San Francisco International Clearances, you're cleared to San Diego International as filed, through ENKI, JIPO, J1-3-2, J1-4-6, J1-4-3, SITRI, ABOMA. After take off, contact departures on 123.45 (the clearance control just clears the flight as they repeat the waypoints and the jetways you wrote down when filing your flight plan, and the first instructions for the flight)
• San Francisco International Clearances, CA 1-1-7, Roger. We're cleared to San Diego International through ENKI, JIPO, J1-3-2, J1-4-6, J1-4-3, SITRI, ABOMA and we contact departures on 123.45 after take-off
• CA 1-1-7, San Francisco International Clearances, that's correct. Contact now San Francisco Ground on 121.45. Good day
• San Francisco International Clearances, CA 1-1-7, Roger. Contacting ground now. Good day
• San Francisco International Ground, Californian Airlines CA 1-1-7, good morning
• CA 1-1-7, San Francisco International Ground, good morning
• San Francisco International Ground, Californian Airlines, flight 1-1-7, cleared to a flight to San Diego International, for the taxi instructions (the pilot asking for the taxi instructions)
• CA 1-1-7, San Francisco International Ground, you're cleared to taxi to runway 2-7 Left, through taxiways V1, V4, V6, and L4
• San Francisco International Ground, CA 1-1-7, Roger. We're cleared to taxi to runway 2-7 Left through the taxiways V1, V4, V6 and L4 (the plane now usually will communicate with the gate team for the pushback)
• Gate 6B Push-Back, CA 1-1-7 good morning. We're ready for the push-back and engine start. Taxiing to runway 2-7 Left
• follows a technical exchange with the guys at the gate concerning the push-back maneuver, with the possible external APU disconnected, the push-back instructions, the right engine start authorization, etc. (an airliner usually start the left engine at the gate only, as he starts the right one -and sometimes even both- while pushed-back; that's possible in FS2002)
• the plane, now, has been pushed-back as it's taxiing to the active. She may be possibly instructed along the taxiways: 'CA 1-1-7, San Francisco International Ground, stop before the taxiway B6; you have a Boeing Triple Seven coming on your left' / 'San Francisco International Ground, CA 1-1-7, Wilco. Stopping before the B6, for a Triple Seven'
• San Francisco International Tower, CA 1-1-7 good morning (the plane now is about to reach the runway, he's contacting the tower to get a take off clearance, as it's the tower which manages the takeoffs and landings)
• CA 1-1-7, San Francisco International Tower, good morning
• San Francisco International Tower, Californian Airlines, flight CA 1-1-7, departing to San Diego International, request takeoff clearance on the 2-7 Left
• CA 1-1-7, San Francisco International Tower. We have two planes on the final. Hold short of the 2-7 Left
• San Francisco International Tower, CA 1-1-7, Roger. I'll hold short of the 2-7 Left (the two planes eventually lands and clear the runway)
• CA 1-1-7, San Francisco International Tower, you're cleared for takeoff on the 2-7 Left
• San Francisco International Tower, CA 1-1-7, Roger. We're cleared for takeoff on the 2-7 Left (you take off now, and, once reached about 1,000 ft AGL, the tower passes you to the departures)
• CA 1-1-7, San Francisco International Tower, contact San Francisco International Departures now, on 123.45
• San Francisco International Tower, CA 1-1-7, Roger, contacting San Francisco International Departures on 1-2-3-4-5 (your co-pilot tunes the radio1)
• San Francisco International Departures, Californian Airlines, flight 1-1-7, good morning. We just have taken off from the 2-7 Left, for the SID ANSKO2, passing 1,800 ft, with you
• CA 1-1-7, San Francisco International Departures, good morning. The QNH is 2-8-8-8 (the departure is giving the QNH for the airport area; the 'departures" are the control which takes the airplanes in charge after takeoff and leads them outside the airport airspace; when departing, the planes usually follow a 'Standard Instrument Departure' (SID), which is a published departing procedure, as it describe (through a diagram and a text) the headings, waypoints and altitudes defining a route leading out of the airport airspace. There are, according to the runways of an airport, and, for each runway, according to the general directions a flight is taking, severals SIDs. Such SIDs are relatively easy to find on the Internet (pecularily when using the aeronautical administrations of the countries, worldwide); the departures are following the departing airplanes on the SID, as they may too give you some shortcut to a given waypoint, function of how they may manage the traffic)
• CA 1-1-7, San Francisco International Departures, you're cleared to 13,000 ft
• San Francisco International Departures, CA 1-1-7, Roger. Cleared 13,000 ft (the departures are authorizing you to keep your climb). Etc. You'll eventually reach the end of the SID, whence you'll enter the airspace located between the aiports of a country, and the departures will transition you to the first control center on your route (the control center being one of the controls sharing between themselves the airspace of one country)
• CA 1-1-7, San Francisco International Departures, contact San Jose Control at 1-3-1-6-5
• San Jose Control, CA 1-1-7, passing 21,000 ft, good morning
• CA 1-1-7, San Jose Control, good morning. You cleared to 29,000 ft (the control center authorizes -or confirm you're cleared- to such or such altitude; they don't give you any QNH, this time, as you're now above the 18,000 ft limit above which you have to set your altimeter to the standard pressure of 29.92
• then (you're approaching 29,000 ft) the control center authorizes you to your files flight level ('CA 1-1-7, San Jose Control, you're cleared for you flight level, 3-4-0
• San Jose Control, CA 1-1-7, Roger, cleared to the flight level 3-4-0
• as your now heading to San Diego, you'll successively reach the border of two or three control centers. You'll pass from one to another, eventually reaching the top of your descent ('TOD'), that point from which you'll begin to loose altitude. Some time before there, you just radio that you'll soon begin your descent, to the control center you're depending from (as, you contact too the terrain of destination -that's not simulated in FS however; the terrain will give you what the active runway is. That may or not confirm the runway you chose to insert into your flight planning at the beginning of your flight, function of the weather, hence the 'Standard Arrival' (STAR) to get there -a STAR being the reverse of a SID, that is a published procedure allowing to transition from the cruise altitude to the terrain environment. The choice of a STAR, in any case, is generally mostly formal, as it's the arrival controllers who most often guide the arriving plane down to the final, while regulating all the planes arriving there)
• San Diego Control, CA 1-1-7, we're to begin our descent to San Diego International, catching VARAS at 10,000 ft
• CA 1-1-7, San Diego Control, Roger (you thus begin your descent, heading to the STAR's first waypoint; according to how the airspace in the vicinity is organized, you may pass to some other control as you'll finally be passed to the San Diego International Arrivals, the control managing all the arriving airplanes at San Diego International. When, along the descent, passing back under 18,000 ft, you'll be given the atmospheric pressure to set at the altimeter (you're back to under the 18,000 ft limit; the QNH will give you the accurate altitude above the relief)
• at about 10,000 ft, the San Diego International arrivals are taking you in charge as you're about reaching their inverted-wedding cake airspace. They keep instructing you with headings and altitudes, etc. (and possible new QNHs) as they lead you down to the final to the runway (either they will allow you to a visual approach, or, mostly, they are leading until to a last heading, which is meant to have you intercept an instrument approach axis (like an ILS, for example) which facilitates you the final by giving you the runway's axis and/or slope to get there: 'CA 1-1-7, San Diego International Arrivals, you are at 2-7 nauticals from the runway. Turn to the 1-6-0 and descend to 7,500 ft. Etc.'
• San Diego International Arrivals, CA 1-1-7, Wilco. 1-6-0 and 7,500 ft. Etc.
• CA 1-1-7, San Diego International Arrivals, you're 1-4 nautical miles from the runway, head to the 3-3-0 and descent to 2,400 ft. You're cleared for the ILS of the 3-5. Call back on the ILS
• San Diego International Arrivals, CA 1-1-7, Roger. We're heading to the 3-3-0 to catch the ILS, and at 2,400 ft. We're cleared for the ILS, calling back on the ILS (you then are flying so to catch the ILS axis and you call the arrivals back)
• San Diego International Arrivals, CA 1-1-7. Now on the ILS for the 3-5
• CA 1-1-7, San Diego International Arrivals, Roger
• now, about 6 miles from the runway's threshold, the arrivals pass you to the tower (as it's the tower which is supervizing the landing proper, pecularily as they are managing any trouble with the wind there) CA 1-1-7, San Diego International Arrivals, contact San Diego International Tower on 1-1-8-6-5 / San Diego International Arrivals, CA 1-1-7, Roger. Passing 1-1-8-6-5 (and you tune the radio to the tower)
• San Diego International Tower, CA 1-1-7, good morning
• CA 1-1-7, San Diego International Tower, good morning; you're cleared to land on runway 3-5. Number 1. Be cautious, you have a windshear just at the runway's threshold. QNH is 2-9-9-9
• San Diego International Tower, CA 1-1-7, Roger. Cleared to land on the 3-5, number 1. A windshear and a November Hotel of 2-9-9-9 (so: inner marker, landing, spoilers, reverse thrust, brakes and: 'CA 1-1-7, San Diego International Tower, turn taxiway A2'; you're exiting the runway by that taxiway, as the tower transition you the San Diego ground control: 'CA 1-1-7, San Diego International Tower, contact ground on 1-3-0-point-3-5'
• San Diego International Tower, CA 1-1-7, Roger
• San Diego International Ground, CA 1-1-7, good morning
• CA 1-1-7, San Diego International Tower, good morning
• San Diego International Ground, California Airlines, flight 1-1-7, coming from San Francisco International, we just cleared the 3-5. Request taxi instructions
• CA 1-1-7, San Diego International Tower, Roger. Just taxi to gate 3C through the taxiways K3, K2 and L (thus you taxi; you may be ordered to stop along the taxiing, function of the traffic there, as, approaching the gate, you'll follow either the ground crew visual signs or an automated docking system. Once docked, you leave the frequency. Flight over. Welcome to San Diego, captain!

A GA plane navigation flight (everything fictitious; just for the sake of the training)

• you're going to fly a GA, VFR navigation from Mountain Rocks to Albuquerque (you prepared the navigation -ground landmarks, times, weather, various frequencies to used, with the whole, and the charts at hand -and eyes- in the cabin). You're at the parking. Starting the engine, tuning the radios. It's a VFR flight, with a flight plan filed. You're departing from an uncontrolled, small terrain, as your plane is registered N456KZ)
• Mountain Rocks, Kilo-Zulu, good morning
• a pause, and: Moutain Rocks, November-4-5-6-Kilo-Zulu, Cessna Skyhawk, at the parking, departing on a flight to Albuquerque International Sunport, taxiing to runway 0-2 (you're entering the frequency, and warning, on the frequency, the other pilots in the vicinity, of your intents; that frequency allows for a self-regulation of the traffic around, to, and from the terrain)
• you taxi to the active, and there, you perform the runup; you check that no plane is on the final, and you radio that you're taking off
• Mountain Rocks, Kilo-Zulu, runup over, taking off on runway 2
• taking off, using the airport traffic pattern to leave the terrain and you eventually take your route heading and begin to climb to your cruise altitude. Thus, you leave the frequency of the terrain: 'Mountain Rocks, Kilo-Zulu, I'm leaving the frequency; good day!'
• as you file a VFR flight plan, the aerial authorities are ready to hear that a Cessna Skyhawk took off from Mountain Rocks about 10:30 a.m. and be spotted on the control's radars. Departing from Mountain Rocks, you're depending on the control center of Denver. Should you not have file any flight plan, you would not be obliged to radio to any authority, except in the terrain operations at Mountain Rocks, and at Albuquerque International Sunport (among other to enter their airspace)
• Denver Control Center, Kilo-Zulu, good morning
• Kilo-Zulu, Denver Control Center, go ahead
• Denver Control Center, November-4-5-6-Kilo-Zulu, Cessna Skyhawk, just leaving Mountain Rocks. I filed a VFR flight plan. Now passing 3,000 ft, heading to the 2-0-5
• Kilo-Zulu, Denver Control, Roger. The QNH is 2-9-9-7. Call back when reaching your cruise altitude
• Denver Control Center, Kilo-Zulu, Roger. 2-9-9-7 and I call back at my cruise altitude
• once arrived at 6,500 ft, your cruise altitude: 'Denver Control Center, Kilo-Zulu, reaching 4,500 ft'
• Kilo-Zulu, Denver Control, Roger. Call back when exiting my area
• Denver Control Center, Kilo-Zulu, Roger. Calling when exiting the zone
• during your journey inside their area, the controllers may possibily warn you of a too great proximity with another, VFR, or IFR, plane: 'Kilo-Zulu, Denver Control, you have a Baron 5-0 in your 2 o'clock. Call back plane in sight!'. Once you spotted the Baron 50, you just radio: 'Denver Control Center, Kilo-Zulu, Baron 5-0 in sight'. Depending on the country where you're flying, an altitude of 6,500 ft may or may not bring to set your altimeter to the standard pressure of 29.92 (in the USA, for example, you'll be given by the controllers the updated QNHs along your route; in case of no flight plan filed, you'll need the automatized stations)
• arriving at the border of the control center of Denver: 'Denver Control, Kilo-Zulu, I'm leaving your zone' / 'Kilo-Zulu, Denver Control, Roger, good day!' You then contact the next control center, Santa Fe, that is
• Santa Fe Control, Kilo-Zulu, good morning
• Kilo-Zulu, Santa Fe Control, good morning
• Sante Fe Control, November-4-5-6-Kilo-Zulu, Cessna Skyhawk, flying under a VFR flight plan to Albuquerque, currently leaving Denver Control and entering your zone. My altitude is 4,500 ft and my heading 2-2-8
• Kilo-Zulu, Santa Fe Control, Roger. The November Hotel is 2-9-9-9. Call back when leaving the zone
• etc. along your route, function of the control centers' area you'll cross
• you're now approaching Albuquerque International Sunport. They are a large aiport, with the famed inverted-wedding cake airspace. They even have some entry point and VFR paths for the GA, VFR-flying planes. Also, 10 minutes from the point Romeo, you call the arrivals there
• Albuquerque International Sunport Arrivals, Kilo-Zulu, good morning
• Kilo-Zulu, Albuquerque International Sunport Arrivals, good morning
• Albuquerque International Sunport Arrivals, November-4-5-6-Kilo-Zulu, Cessna Skyhawk, coming from Mountain Rocks, Colorado, heading to your terrain, currently at 10 minute, 6,500 ft from Romeo. For instructions
• Kilo-Zulu, Albuquerque International Sunport Arrivals, Roger. Call back at Romeo, 3,200 ft, and the QNH is 3-0-0-3. Set your transponder to 2-3-6-7
• Albuquerque International Sunport Arrivals, Kilo-Zulu, Roger. Calling back at Romeo, at an altitude of 3,200 ft. November Hotel is 3-0-0-3. Transponder 2-3-6-7
• you contact, meanwhile, the ATIS at Albuquerque, which tells you what the weather there is, and the runway. Weather is fair, the wind is 6 kts from the 1-8-0, etc. The runway is the runway 22
• reaching Romeo at 3,200 ft, you call them back: 'Albuquerque International Sunport Arrivals, Kilo-Zulu, reaching Romeo. 3,200 ft' / Kilo-Zulu, Albuquerque International Sunport Arrivals, Roger, you call back in final, following the VFR path. The runway in use is the 2-2'
• Albuquerque International Sunport Arrivals, Kilo-Zulu, Wilco! Flying the VFR path, calling back in final, the active is the 2-2
• reaching the final -you'll have performed the configuration of your plane for landing at some distance ahead of there- you radio: 'Albuquerque International Sunport Arrivals, Kilo-Zulu, in final' / 'Kilo-Zulu, Albuquerque International Sunport Arrivals, Roger. Contact Albuquerque International Sunport Tower on 1-3-2-point-4-5'
• As you begin descending on the final: 'Albuquerque International Sunport Tower, Kilo-Zulu, good morning; on the final to runway 2-2"
• Kilo-Zulu, Albuquerque International Sunport Tower, Roger. You're cleared to land. Number 1 for landing. Please aim the second tier of the runway, we have a Boeing 7-5-7 behind you'
• Albuquerque International Sunport Tower, Kilo-Zulu, Roger. Aiming the second tier, number 1 for the 2-2 (they instruct you to perform a longer landing than at the threshold so to have you exiting with such taxiway, at the effect of better regulating your slow GA plane, with a Boeing they have in final, too)
• final, flare, landing and you're encouraged to exit through the next taxiway: 'Kilo-Zulu, Albuquerque International Sunport Tower, exit through taxiway G6!'
• once the runway cleared, they will pass you to the ground control: 'Kilo-Zulu, Albuquerque International Sunport Tower, now contact Albuquerque International Sunport Ground on 1-3-0-point-3-0' / 'Albuquerque International Sunport Tower, Kilo-Zulu, Roger, contacting ground on 1-3-0-point-3-0'
• Albuquerque International Sunport Ground, Kilo-Zulu, good morning
• Kilo-Zulu, Albuquerque International Sunport Ground, good morning
• Albuquerque International Sunport Ground, November-4-5-6-Kilo-Zulu, Cessna Skyhawk, I cleared the runway 2-2. To taxi
• Kilo-Zulu, Albuquerque International Sunport Ground, Roger. You're cleared to the GA parking, parking lot number 4-5, using the taxiways G6-H6-H-Y5!
• Albuquerque International Sunport Ground, Kilo-Zulu, Roger. Taxiing to the GA parking, parking lot 4-5, using taxiways G6-H6-H-Y5
• and... taxiing. Parking the plane at the parking lot 4-5, and turn the engine off and configuring the plane for parking. Thus, turning the radios off: 'Albuquerque International Sunport Ground, Kilo-Zulu, at the parking lot 4-5. I'm leaving the frequency; good day' (for that last communication, the ground control may, or may not answer). Flight over. You're in Albuquerque, New-Mexico!

The Phonetic Alphabet

The phonetic alphabet back is a spelling alphabet used to avoid any confusion when, during a communication, a unique letter is used (taxiway, gate ident, plane's tail number, for example). The current phonetic alphabet is the NATO alphabet, which became effective in 1956 and, a few years later, turned into the established universal phonetic alphabet for all military, civilian and amateur radio communications

Here is the way letters come with their code, and English-speaking pronunciation:
Letter, Code, Official Pronunciation
A, Alpha, al-fah
B, Bravo, brah-voh
C, Charlie, char-lee
D, Delta, dell-tah
E, Echo, eck-oh
F, Fox-Trot, 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, Québec, keh-beck
R, Roméo, row-me-oh
S, Sierra, see-air-rah
T, Tango, tang-go
U, Uniform, you-nee-form
V, Victor, vic-tah
W, Whiskey, wiss-key
X, X-Ray, ecks-ray
Y, Yankee, yang-key
Z, Zoulou, zoo-loo

As far as numbers are concerned, here are they:
Number, Code, Official Pronunciation
1, one, wun
2, two, too,
3, three, tree
4, four, fow-er
5, five, fife
6, six, six
7, seven, sev-en
8, eight, ait
9, nine, nin-er