Sei sulla pagina 1di 52

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
Pilots 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 Billings
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?

Lets 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 wont 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 towers 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 midcommunication. 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 microphone
Speak 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 FSSs (AIM 4-2-14).

AIM Section 2: Radio Communications


Phraseology and Techniques
AIM 4-2-3
What 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)
2)
3)
4)
5)

Name of facility being called


The full aircraft call sign
Current position
Your message/request
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 youre 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? Dont 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
Dont 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
Billings Ground
Billings Tower
Billings Approach
Billings ATIS
Laurel Airport
Great Falls FSS
*Memorize ASAP

123.5
121.9
127.2
120.5
126.3
123.05
122.55

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.
Dont 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)
2)
3)

Aviate
Navigate
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.
Dont 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:

Potrebbero piacerti anche