ATCRainyDay

Air Traffic Control Communications

A guide to successful communication between ATC and the beginner pilot.

Introduction

In this presentation the following texts will be referenced:

FAR/AIM Pilot’s Handbook of Aeronautical Knowledge Rocky SOP

If they are accessible, please use them and follow along.

Definitions

What really is ATC?

The FAR/AIM defines Air traffic control as:

a service operated by appropriate authority to promote the safe, orderly, and expeditious flow of air traffic.

The FAR/AIM defines Air traffic as:

aircraft operating in the air or on an airport surface, exclusive of loading ramps and parking areas.

Reality Check

What is there to be afraid of?You may be afraid that you will say words

incorrectly, or get in trouble. You might fear appearing like a beginner. Reality check! You are a beginner! Its okay. Come to the realization now that you are going to make mistakes.

The purpose of this presentation is to ease your worries and give you a better understanding of the world of ATC with respect to the Billings vicinity.

The Control Tower

The control tower has three different frequencies that you will communicate on. Those frequencies are monitored by three different areas of the tower:

-Ground Control

-Tower Control

-Approach/Departure Control

Ground Control

Ground control is monitored by people in the very top of the tower. They are looking out the windows and can watch you as you taxi.

They exercise jurisdiction over the taxiway and all areas prior to the runway.

You must get clearance to taxi, you receive this on the ground frequency.

Here at Billings Logan, ground is 121.9

Tower Control

Tower control is monitored by people in the same room as the ground control. They are in the top of the tower and can watch you as you take off and land.

Tower has jurisdiction over each runway and the vicinity of the traffic pattern.

You must get permission to take off and land on their pavement. These are the people that allow you to do that.

Here at Billings Logan, tower is 127.2

Approach/Departure Control

The people that monitor approach/departure control are located in the base of the tower. They are in the “TRACON” room. This room is completely dark and they are watching your aircraft on the radar.

Here at Billings Logan, approach/departure are the same frequency: 120.5

You say “Billings approach” when arriving for landing. You would say “Billings departure” when exiting the vicinity. Here at Billings, you are talking to the same person. At larger airports, the two frequencies may be monitored by two different people.

Transitioning Outbound

How do I know who to talk to, and when?

Here is the flow: Start with ground. Obtain a taxi clearance. Complete an engine run-up, contact tower (ground control will not prompt you. You must do this on your own and tell them when you are ready for departure). After you have departed the runway, tower control will tell you to contact departure. Then proceed to the desired region, staying with departure control until advised.

Returning Inbound

Inbound communications are a little easier. They tell you who to contact, and when.

Coming inbound from the practice area, contact approach control when you are no less than 15 miles out (AIM 4-3-2). When approach is ready to hand you off, they will tell you to contact tower. Tower control will clear you to land, and prompt you to exit the runway and contact ground. You will receive a taxi clearance, and Ground control will follow you to your ramp.

(Just reverse the flow from the take off procedure.)

Examples (From Rocky to the north practice area) So, what do you really need to say when contacting ground?

Include the following information: who you are, that you have listened to the ATIS, what runway you want to taxi to, where you want to go, and how high you want to climb.

Example: “Billings ground, Rocky 31 is at Rocky base, with information Bravo, request taxi to runway 28R, north practice area, 6,500 feet.”

*Information Bravo is an example of the ATIS (weather information) that you received. Every hour it is identified by a different letter of the alphabet, sequentially.

Examples (From Rocky to the north practice areas) What to say to tower:

You have completed your run-up and you are ready for departure. Taxi to the hold short line, stop and contact tower.

You must tell tower: Who you are, where you are at, and that you are ready for take off.

Example: Billings tower, Rocky 31 is holding short of runway 28R on Alpha, ready for departure.

You must read back your take off clearance. Include your call sign and departure runway.

Example: Rocky 31 cleared take off runway 28R.

Examples (From Rocky to the north practice areas) After you take off, tower will prompt you to

contact departure when they are ready.

You need to tell departure: who you are, altitude climbing to, where you are going, and your concluding altitude.

Example: “Rocky 31, 4,500 climbing 6,500, north practice area.”

Examples (From the north practice area to Rocky) Contacting approach from the north practice area when you are

inbound you would tell them the following information:

Who you are, where you are at, that you have the current weather information, and your intentions.

Example: “Billings approach, Rocky 31 is 14 miles north, currently 6,500, information Charlie, request inbound, full stop 28R.”

*In the Billings vicinity, you must contact Billings at least 10nm out. This is so that you may properly enter class C airspace. While in the practice area, Rocky aircraft usually on Billing’s radar during maneuvers.

Examples (From the north practice area to Rocky) Approach control will advise you on how to proceed

inbound. At their discretion, they will ask you to contact tower.

You will tell tower the following information:Who you are, how you are intending to enter the traffic

pattern, and what type of landing you want.

Example: “Billings tower, Rocky 31 is entering right downwind for 28R, full stop.”

You must get a landing clearance from tower.

Examples (From the north practice area to Rocky) After you land, and cross back over the hold

short line, you will contact ground control. You will tell ground the following information:

Who you are, where you are at, and where you want to go.

Example: “Billings ground, Rocky 31 off runway 28R at Charlie, request taxi back to Rocky hangars.”

New words? Some terms have been mentioned that are probably new to you.

Such as, “hold short”, taxi line, and by the way, what is the ATIS?

Let’s start with ATIS. ATIS stands for automatic, terminal, information service. It is the weather information that you obtain prior to departure. You can receive this information on 126.3, and also in the weather briefing room, while filling out your Form 103.

You must alert ground control that you have listened to the information when you contact them initially. Example: Information Bravo. Each ATIS report is identified by a different letter. The ATIS is changed several times a day, depending on the weather. It is usually updated approximately 5 minutes before the hour.

New words?

The taxi line denotes the area where ground control begins its jurisdiction. You may not cross across this line, unless you have received your taxi clearance.

For example, you can taxi around the Rocky ramp without a taxi clearance. You won’t get very far though! But, you may not cross that line without permission from ground.

New words?

The hold short line is one of the most critical lines to Air traffic control. Past that line you enter tower’s area and you have taxied onto an active runway.

If you recall, you contact tower just prior to the hold short line to let them know that you are ready for departure.

All airport markings are standardized. Therefore, it will always look like this:

Uncontrolled Fields

Radio communications are essential even at uncontrolled fields. Just because nobody is clearing you to land, does not mean that you do not need to communicate!

Each uncontrolled airport has a CTAF (Common, Traffic, Advisory, Frequency). You can think of it as a “call all”. UNICOM is a similar frequency. This is a private radio and typically belongs to an FBO (fixed base operator). Usually the CTAF & UNICOM are the same frequency. You must make consistent position reports with respect to your location around the field.

If you do not communicate, nobody will know you are there. This is an extreme safety hazard!

Uncontrolled Fields

Before we can discuss the radio calls you need to make, you must understand the terms that you would be using while communicating. At uncontrolled fields you must state which part of the traffic pattern you are on.

There are five different legs of the traffic pattern: Upwind Crosswind Downwind Base Final

Uncontrolled Fields

The FAR/AIM defines traffic pattern as:

“the traffic flow that is prescribed for an aircraft landing at, taxiing on, or taking

off from, an airport” (Section 1.1)

For further information, the AIM defines the different legs of a traffic pattern in Section 3: Airport Operations.

Uncontrolled Fields

You must transmit when you are on each leg of the traffic pattern.

In addition, transmit the type of landing you are expecting. For example, a touch & go, or a full stop landing.

Communicate your taxi intentions as well. Do this when you are taxiing to the run-up area, when you are holding short of a runway, and prior to returning to the hangar.

Uncontrolled Field Communication Example Use Laurel Airport for example. If you are intending to land, and you

have just departed Billings, these are the communications you would make. (Plan to land runway 4)

“Laurel Area traffic, Archer 431RM just departed Billings, any traffic in the area, please advise.”

“Laurel Area traffic, Archer 431RM is entering the left downwind for runway 4.”

“Laurel Area traffic, Archer 431RM, turning left base, runway 4.”

“Laurel Area traffic, Archer 431RM, turning final, runway 4.”

“Laurel Area traffic, Archer 431RM, is departing runway 4 at Bravo, taxiing to the fuel truck.”

Uncontrolled Fields

It is imperative that you are monitoring an airports CTAF prior to communicating on it. This will allow you to be situationally aware prior to entering the area.

* At Billings, it is ok to use a Rocky call sign (Rocky 31). Elsewhere, you must use the full tail number (Archer 431RM).

AIM – Section 2: Radio Communications Phraseology and Techniques

The AIM suggests that, “the single, most important thought in pilot controller communications is understanding.”

Please keep all radio communications, brief, and concise.

In addition, “maintain vigilance in monitoring air traffic control radio communications frequencies for potential traffic conflicts with aircraft.”

The AIM suggests reference the Pilot/Controller Glossary to help learn the definitions of particular words or phrases.

AIM – Section 2: Radio Communications Phraseology and Techniques AIM 4-2-2 Radio Technique:

1)“Listen before you transmit” Be careful not to communicate over another person who is mid-communication. Pause and listen before you speak

2) “Think before keying your transmitter” Have an idea of what you would like to say, particularly if it is especially long

3) Check your microphoneSpeak normally, but keep your mike close to your mouth.

4) “Be alert to the sounds, or the lack of sounds in your receiver.” Check to make sure your microphone is not stuck, thus transmitting your every word for extended periods of time.

5) Make sure you are within radio range of the frequency you are attempting to transmit on.

FSS (Flight Service Station) The flight service station is a group of government contract

employees who provide you with:- Weather information- Flight planning- Aeronautical information- Flight Following

You would contact flight service prior to your departure for updated/current weather information, and to file your flight plan.

They will also provide you with flight following once you are in the air, upon request.

122.0 is assigned as the En Route Flight Advisory Service at selected FSS’s (AIM 4-2-14).

AIM – Section 2: Radio Communications Phraseology and Techniques

AIM 4-2-3What is an initial callup/ initial contact?

You would transmit an initial callup when attempting to contact FSS (Flight Service Station), or a different controller. You would include the following information in that call:

1) Name of facility being called2) The full aircraft call sign3) Current position4) Your message/request5) The word “Over” if required

AIM – Section 2: Radio Communications Phraseology and Techniques

Flight Service Stations monitor many different frequencies. Therefore, if you are trying to get in touch with them, it may be difficult. It is best to notify them which frequency you are transmitting over.

Transmit whom you are attempting to contact, and what frequency you are transmitting over:

Example: “Great Falls radio, Archer 431RM, transmitting on 122.55 with request.”

AIM – Section 2: Radio Communications Phraseology and Techniques

When it comes time to your first solo (or the many solos thereafter), feel free to add the phrase “student pilot” to your call sign. This will give the controller knowledge of your situation, and they will provide you with special consideration.

“This special identification will alert FAA ATC personnel and enable them to provide student pilots with such extra assistance and consideration as they may need.” (AIM 4-2-7)

Phonetic Alphabet

If you’re not familiar with the phonetic alphabet you need to be. Please reference it on the next slide.

“Pilots should use the phonetic alphabet when identifying their aircraft during initial contact with air traffic control facilities. Additionally, use the phonetic equivalents for single letters and to spell out groups of letter or difficult words during adverse communications conditions.” (AIM 4-2-7)

Phonetic Alphabet

The phonetic alphabet, along with Morse code identifications, can be found in table 4-2-2 of the AIM.

Inoperative Radios

If you think you have a radio problem, try and nail down the issue more specifically. Might you have an inop receiver, transmitter, or both? Don’t panic, there are some simple steps to take, and a few alternatives.

Inoperative Radios

First, check to make sure you are operating the radios correctly. Check to verify that you are transmitting and receiving on the same Com.

Look to see if you are on Com.1 or Com. 2

Check to see if you are accidentally transmitting on Rocky frequency versus the desired frequency.

Inoperative Receiver

Don’t assume if you cannot hear radio transmissions that your whole radio is broken. It may simply be partially inop.

With an inop receiver, the controlling agency/those monitoring the frequency can hear you, but you cannot hear them.

Remain outside the airspace, if able, until you can determine the direction/flow of traffic. Advise the tower of your type aircraft, position, altitude, and intentions to land.

Request to be given light gun signals.

*AIM 4-2-13

Inoperative Transmitter

If you have an inoperative transmitter, you can hear the controlling agency, but they cannot hear you as you attempt to transmit.

Remain outside the airspace, if able, until you can determine the flow/direction of traffic. They will attempt to contact you over the appropriate frequency. If only your transmitter is inop, you should be able to hear their instructions. Acknowledge them by rocking your wings.

Proceed inbound via light gun signals.

Inoperative Radio

If your entire radio is inoperative:

Remain outside the airspace until the flow/direction of traffic is understood. Join the pattern, and watch the tower for light gun signals. Comply with their instructions, and rock your wings to acknowledge them, if able.

Light gun signals on the next slide.

Light Gun Signals

Cell Phones

An alternative to receiving light gun signals is to contact the tower via cell phone. (Always fly with a charged cell phone battery!). Your flight instructor has this number and will give it to you at an appropriate phase of your flight training.

It would be easier to be cleared to land over the phone rather than light gun signals right?

Frequencies

Although previously mentioned, below are listed the frequencies that you will use regularly here in the Billings vicinity:

Rocky Base 123.5Billings Ground 121.9Billings Tower 127.2Billings Approach 120.5Billings ATIS 126.3Laurel Airport 123.05Great Falls FSS 122.55

*Memorize ASAP

Practice Area Communications At Rocky, it is common practice to state your position on the

Rocky frequency. No two aircraft are permitted to share a practice area. Therefore, it is essential that each Rocky plane is in constant communication with one another.

An example of communicating within the designated practice area is as follows:

“Rocky traffic, Rocky 31, entering north practice area three, 6,500 feet, Rocky traffic.”

*Please note that there may be other aircraft utilizing the practice areas. Therefore, keep a vigilant watch for other traffic. Don’t rely solely on the radios/Billings departure for your traffic advisories.

Radio License

“There is no license requirement for a pilot operating in the United States; however, a pilot who operates internationally is required to hold a restricted radiotelephone permit issued by the Federal Communications Commission (FCC)” (Pilots Handbook of Aeronautical Knowledge, Chapter 11).

The radio license would be used for international travel. For example, an airline pilot operating to Mexico would hold one of these.

The radio license can be remembered by converting the acronym AROW ARROW. Make the second “R” the radio license.

Transponder The transponder is located above the circuit breakers on the co-pilot

side of the cockpit. You will receive a transponder code, also known as a squawk, from ground control, during/after you have received your taxi clearance.

A transponder code will always have four number (ex- 0432). There are 4,096 possible codes that you could be assigned.

On a typical flight the transponder will be in two different modes. It will be in the standby mode prior to departure. And on the runway lineup checklist, it is switched over to altitude. The altitude mode is what allows the departure controller in the TRACON room to receive a “hit” of your aircraft on their radar screen.

Occasionally the active controller will ask you to “IDENT.” This is a feature of the transponder. When you IDENT, the “hit” on the radar screen begins to flash, allowing them to locate you on their screen easier.

Transponder

Below is a photo of a transponder:

Transponder

The transponder has four distinct codes that have specific meanings:

-1200 = basic VFR flight

-7500 = hijacking

-7600 = lost communications

-7700 = general emergency

Common Warnings

Radio communications are vitally important, but they cannot replace a good scan, and visual awareness for other aircraft traffic.

In addition, do not get caught up in communicating with others, when you should be flying the plane. Follow the common saying:

1) Aviate2) Navigate3) Communicate

Common Warnings

Remember ATC controllers are people too, they do make mistakes. If you are questioning ATC instructions, simply ask them for confirmation or to clarify. It is a possibility that you received incorrect directions, or misinterpreted the situation.

Don’t ever hesitate to ASK!

Audible Examples

Departing runway 28R:

Audible Examples

Contacting Departure:

Audible Examples

Contacting tower & receiving landing clearance:

Audible Examples

Landing clearance on Runway 25: