Believe it or not, but there is an entire organisation out there dedicated to providing live ATC online to simulator pilots. They have put together a training guide of sorts which should serve you well, as it has transcripts of typical radio communications throughout the different phases of flight. Give it a read
. There are of course also the radio certificate training books. I would recommend a few sectionals over the area as well... whatever exists.
I have no knowledge of procedures around SA
, but I would have written that part of the story something like this:
C – Cessna. A – ATC. G – Gulfstream
C: Kinshasa control, Zulu Sierra Alpha Oscar Tango
A: Zulu Sierra Alpha Oscar Tango, Kinshasa
C: Kinshasa Control, with you at 5000 feet, 80 [nautical] miles north[/south/west/east] Kabinga, estimating [name of the base] time 20 [time in minutes past the hour]
[If radar coverage, possibly add:
Zulu Oscar Tango, squawk 5734 and ident
5734 and ident, Oscar Tango
Zulu Oscar Tango, radar contact.]
Zulu Oscar Tango, cleared to [name of the base], maintain 5000
Cleared [name of the base, 5000, Oscar Tango.
Zulu Oscar Tango, for your information Kikwit is under quarantine. Remain outside of XXX [nautical] miles.
Roger, Oscar Tango.
“Skipper, how far are we from Kinshasa? Ray had ventured into the computerized cockpit of the Gulfstream.
“I put us about 2 hours out, approximately 1,200 miles.” Bill Gunderson said as he studied the digital map displayed on the navigational display in front of him. “We should be heading 080°; however, we are 090°. This will put us about 350 miles south of Kinshasa. Maybe they will be sharp enough to notice our “error” Bill smiled
“Ok, let’s make our call.” Len said as he entered Kinshasa’s frequency into the radio.
G: Kinshasa control, Papa Romeo Charlie Bravo Romeo
A: Papa Romeo Charlie Bravo Romeo, Kinshasa
G: Kinshasa control, with you flight level four five zero estimating [control point on the border of Kinshasa airspace, you will have to adjust the distance and time to Kinshasa accordingly] 45 minutes past the hour inbound Kinshasa.
The Kinshasa controller already had the paper strip with the flight plan for the Gulfstream printed out on a flight strip in front of him. The controller verified the transponder code, location and altitude against the blip on his radar screen, noted down the arrival on the strip and moved it over to the part of the table reserved for inbound flights under his command.
A: Papa Bravo Romeo, radar contact, cleared Kinshasa.
Cleared Kinshasa, Papa Bravo Romeo.
After a few minutes, the controller noted that the aircraft was not on the direct route to Kinshasa.
A: Papa Bravo Romeo, say your heading*
G: Zero eight zero, Bravo Romeo.
Papa Bravo Romeo, turn left heading one seven zero for Kinshasa.
Aaah... left one seven zero, Bravo Romeo.
After a few minutes, Len got back on the radio.
G: Kinshasa control, Papa Bravo Romeo, it appears we have a directional gyro acting up. Is [name of avionics shop at Kinshasa] open? [Have them do their homework first]
A: Papa Bravo Romeo, yes there is and they’re open until [whatever time]. Would you like me to notify them you are inbound?
Thank you Kinshasa, we would appreciate that, Bravo Romeo.
The ATCO [Air traffic control officer] smiled as he knew he would receive a commission for this referral.
*) ATC always gives vectors relative to what they have in the cockpit. If they are flying 030, should be heading 060 and say they are 050, ATC will tell them to fly 080 if that is what it takes to get them on the right course. This way, winds aloft, magnetic variation etc will not cause a problem... for anyone but the poor controller trying to make sense of it all.
Also a very quick draft, I'm sure people with experience of the region and procedures will fill in and correct any errors on my part.
(Edit due to mixing up the vectors. Merely to prove my point about the poor controller getting a headache, of course...
[Edited 2005-03-18 21:24:55]