Required Communications with ATC

Required Communications with ATC...

References • • • •

FAA Handbook 7110.65L Pilot/Controller Glossary Aeronautical Information Manual FAR Part 91

FAR 91.117b Aircraft Speed •

Unless otherwise authorized or required by ATC, no person may operate an aircraft at or below 2,500 feet AGL within 4 NM of the primary airport in Class C or D airspace at an indicated airspeed of more than 200 knots.

FAR 91.123 Compliance with ATC clearances and instructions.

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(a) When an ATC clearance has been obtained, no pilot in command may deviate from that clearance unless an amended clearance is obtained, an emergency exist, or the deviation is in response to a traffic alert and collision avoidance system resolution advisory.

FAR 91.123 Compliance with ATC clearances and instructions. •

(cont.) When a pilot is uncertain of an ATC clearance, that pilot shall immediately request clarification from ATC.

FAR 91.123 Compliance with ATC clearances and instructions. •

c. Each pilot in command who, in an emergency, or in response to a TCAS resolution advisory, deviates from an ATC clearance or instruction shall notify ATC of that deviation as soon as possible.

FAR 91.126 Operating on or in the vicinity of an airport in Class G airspace. •

d. Communications with control towers. Unless otherwise authorized or required by ATC, no person may operate an aircraft to, from , through, or on an airport having an operational control tower unless two-way radio communications are maintained with the control tower.

Kissimmee Airport is an example of an airport with a control tower located in Class G airspace.

FAR 91.126 Operating on or in the vicinity of an airport in Class G airspace. •

d. Communications with control towers. Communications must be established prior to 4 NM from the airport, up to and including 2,500 AGL.

FAR 91.127 Operating on or in the vicinity of an airport in Class E airspace. •

c. Communications with control towers. Exactly the same as 91.126

FAR 91.129 Operations in Class D airspace. •

c. Communications. Each person operating an aircraft in Class D airspace must meet the following two-way radio communications requirements:

FAR 91.129 Operations in Class D airspace. •

Arrival or through flight. Each person must establish two-way radio communications with the ATC facility providing ATC services prior to entering that airspace and thereafter maintain those communications while within that airspace.

FAR 91.129 Operations in Class D airspace. •

Departing Flight. Each person – from the primary airport or satellite airport with an operating control tower must establish and maintain twoway radio communications with the control tower, and thereafter as instructed by ATC while operating in the Class D airspace area;

or

FAR 91.129 Operations in Class D airspace. •

Departing Flight. – Departing from a satellite airport without an operating control tower, must establish and maintain two-way radio communication with the ATC facility having jurisdiction over the Class D airspace as soon as practicable after departing.

FAR 91.129 Operations in Class D airspace. •

Takeoff, landing, taxi clearance. No person may, at any airport with an operating control tower, operate an aircraft on a runway or taxiway, takeoff or land an aircraft, unless an appropriate clearance is received from ATC.

FAR 91.130 Operations in Class C airspace. •

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Each person operating an aircraft in Class C airspace must meet the following twoway radio communications requirements. SAME AS CLASS D AIRSPACE BUT PERTAINING TO CLASS C AIRSPACE

FAR 91.131 Operations in Class B airspace. •

No person may operate an aircraft within Class B airspace except in compliance with FAR 91.129 (class D airspace) and the following rules.

FAR 91.131 Operations in Class B airspace. •

The operator must receive an ATC clearance from the ATC facility having jurisdiction for that area before operating an aircraft in that area.

FAR 91.183 IFR Communications •

The pilot in command of each aircraft operated under IFR in controlled airspace shall have a continuous watch maintained on the appropriate frequency and shall report by radio as soon as possible----

FAR 91.183 IFR Communications •

The time and altitude of passing each designated reporting point, or the reporting points specified by ATC, except that while the aircraft is under radar control, only the passing of those reporting points specifically requested by ATC need be reported.

FAR 91.183 IFR Communications •

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Any unforecast weather conditions encountered AND Any other information relating to the safety of flight

AERONAUTICAL INFORMATION MANUAL •

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The AIM contains pertinent information concerning almost all aspects of aviation safety. It also contains the exact pilot/controller glossary that air traffic controllers have in their handbook.

Land and Hold Short Operations •

Controllers need a full read back of all Land and Hold Short Operations including the phrase of “Hold Short of (runway, taxiway, or point)”

Taxi Instructions •

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Pilots should always readback the runway assignment when taxi instructions are received from the controller. Pilots should always read back any hold short instructions, particularly those concerning runways. Controllers are required to confirm any runway hold short assignments

Readback of ATC

Clearances and Instructions •

Pilots of airborne aircraft should read back those parts of ATC clearances and instructions containing altitude assignments or vectors as a means of mutual verification.

Readback of ATC

Clearances and Instructions •

The readback of the “numbers” serves as a double check between pilots and controllers and reduces the kinds of communication errors that occur when a number is either misheard or is incorrect.

Readback of ATC

Clearances and Instructions •

Precede or append the readback or acknowledge instructions with the aircraft identification. This aids controllers in determining that the correct aircraft received the clearance or instruction.

Readback of ATC

Clearances and Instructions •

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Readback altitudes, altitude restrictions, and vectors in the same sequence as they are given in the clearance or instruction. Altitudes contained in charted procedures, such as SID’s, instrument approaches, etc.., should not normally be read back unless they are specifically stated by the controller.

IFR Clearance VFR-

On-Top •

Pilots who receive a VFROn-Top/VFR Conditions clearance must comply with the IFR flight rules that apply to that flight such as. – minimum IFR altitudes – position reporting – radio communications – course to be flown – report leaving an altitude

REPORT ALWAYS REQUIRED

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When vacating any previously assigned altitude for a newly assigned altitude.

REPORT ALWAYS REQUIRED

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When an altitude change will be made if operating on a clearance specifying VFROn-Top/VFR Conditions

REPORT ALWAYS REQUIRED Katana eight charlie tango, climb and maintain one four thousand.

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I think I can I think I can

When unable to climb/descend at a rate of least 500 feet per minute.

REPORT ALWAYS REQUIRED Approach, Air Force One is missed approach requesting vectors for the ILS again.

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When approach has been missed, along with your intentions.

REPORT ALWAYS REQUIRED

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Change in the average true airspeed (at cruising altitude) when it varies by 5% or 10 knots (whichever is greater) from that filed in the flight plan.

REPORT ALWAYS REQUIRED Approach, Navajo niner Whiskey Tango, entering holding over Herny at zero one three zero, level four thousand.

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The time and altitude upon reaching a holding fix or point. When leaving any assigned holding fix or point.

REPORT ALWAYS REQUIRED

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Any loss, in controlled airspace, of VOR, TACAN, ADF, LF, complete or partial loss of ILS capability or any impairment on air/ground communications capability. Reports should include aircraft identification, equipment affected, degree to which the capability to operate under IFR is impaired and the nature and extent of assistance desired from ATC.

REPORT ALWAYS REQUIRED

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Any information relating to the safety of flight to include, – weather conditions which were not forecasted. – hazardous conditions which were forecasted and encountered.

Report Required WHEN NOT IN RADAR CONTACT •

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A corrected estimate anytime it becomes apparent that the previous estimate is in error by more than 3 minutes. When leaving the final approach fix inbound on the final approach of a non-precision approach. Leaving the outer marker (or fix used in lieu of) inbound on final approach of a precision approach.

This is what the Controller Handbook says about Pilot Acknowledgment and/or Readback •

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When issuing clearances or instructions, ensure acknowledgment by the pilot. If altitude, heading, or other items are read back by the pilot, ensure the read back is correct. If incorrect or incomplete, make corrections as appropriate.

If altitude, heading, or other items are read back by the pilot, ensure the read back is correct. If incorrect or incomplete, make corrections as appropriate.

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The statement says “if”, meaning that other than a required report, the readback of altitude, heading or other items in a clearance may be acknowledged if you are sure what the clearance was. Furthermore, if you read back the altitude but not the other items in the clearance, the controller will ensure that you have the rest of the information understood. This may be done by re-issuing the clearance or asking you to readback all of the clearance.

RADIO MESSAGE FORMAT

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Initial Callup (Towers*, or after a handoff) – The name of the facility that you are calling. – Your full aircraft identification. – Your message. – the word “over” if you think it is necessary.

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Towers refer to all operating positions in the control tower... Clearance Delivery, Ground Control, Local Control.

RADIO MESSAGE FORMAT

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Initial Callup (Center, Approach Control or FSS) – The name of the facility that you are calling. – Your full aircraft identification. – (FSS) the frequency you are listening on. – the word “over” if you think it is necessary.

RADIO MESSAGE FORMAT

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After Initial Callup (Center, Approach Control or FSS) – Your full aircraft identification. – Your message*. – The word “over” if you think it necessary.

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The message should include your position, alititude, and what you want to do.

RADIO COMMUNICATIONS – TIPS •

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Do not shorten your aircraft identification until the controller does. Be alert to the description of your aircraft using aircraft type and color. Do not sit on microphone or wedge it against your leg or a windshield. Use a headset. If you don’t have one, buy one!!

RADIO COMMUNICATIONS – TIPS •

Especially in a terminal environment, listen to all communications, not just those directed to you. This will allow you to develop a mental picture of what is going on around you.

Any Questions?

Please take out a sheet of paper, put your name on it, and number it 1 – 4 .

Question #1

You are chatting with your friends in the back seat while on vectors for the ILS into Sanford. You hear a callsign that sounded like yours and an ILS approach clearance issued. Nobody responds to it. What should you do?

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A. Ignore the call

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B. Acknowledge the approach clearance with your call sign.

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C. Ask for a verification that the clearance was for you.

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D. Readback all of the control instructions and acknowledge the approach clearance with your call sign.

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E. Continue chatting with your friends.

Question #2 You are on vectors for the NDB approach into Orlando Executive Airport. Approach control gives you the following clearance: “Seneca 45MT, 5 miles from HERNY, turn right heading zero six zero, maintain 2,000 until established on final approach course, cleared NDB runway 7 approach.” How should you acknowledge the clearance?

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A. Seneca 45MT, roger.

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B. Seneca 45MT, heading zero six zero, 2,000 until established, cleared approach.

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C. Seneca 45MT.

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D. All of the above.

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E. None of the above.

Question #3

You are at Salt Lake City International and ready for takeoff on runway 16R. You call the tower advising that you are ready and the tower replies, Arrow 55130, hold short, traffic one mile final. How should you acknowledge this?

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A. Arrow 55130, roger.

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B. Arrow 55130, holding short.

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C. No reply is necessary.

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D. Arrow 55130, I can take an immediate departure.

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E. None of the above.

Question #4

You call for taxi instructions from the west ramp at Orlando Executive Airport. Ground control says, “November one three zero, runway two five, taxi via Golf, Juliett and Alpha, hold short of runway one three”. How should you respond?

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A. November one three zero, runway two five, taxi via Golf, Juliett and Alpha.

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B. November one three zero, hold short of runway one three.

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C. November one three zero, runway two five

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D. November one three zero, runway two five, hold short of runway one three

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E. Nothing, because the controller doesn’t know what he is talking about.

Please pass your papers forward. Now, let’s see how you did!

Question #1

You are chatting with your friends in the back seat while on vectors for the ILS into Sanford. You hear a callsign that sounded like yours and an ILS approach clearance issued. Nobody responds to it. What should you do?

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A. Ignore the call

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B. Acknowledge the approach clearance with your call sign.

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C. Ask for a verification that the clearance was for you.

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D. Readback all of the control instructions and acknowledge the approach clearance with your call sign.

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E. Continue chatting with your friends.

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Even though you did not hear an acknowledgment from another aircraft does not mean that it was not done. If that clearance was issued to an aircraft that was on another frequency, you would not hear that reply. It is best to wait a few moments then ask if that clearance was directed to you. In many cases, if the controller did not get the acknowledgment, they will re-issue the clearance before you ask.

Question #2 You are on vectors for the NDB approach into Orlando Executive Airport. Approach control gives you the following clearance: “Seneca 45MT, 5 miles from HERNY, turn right heading zero six zero, maintain 2,000 until established on final approach course, cleared NDB runway 7 approach.” How should you acknowledge the clearance?

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A. Seneca 45MT, roger.

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B. Seneca 45MT, heading zero six zero, 2,000 until established, cleared approach.

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C. Seneca 45MT.

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D. All of the above.

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E. None of the above.

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Answer “C” is the easiest. Answer “A” only adds the word “Roger” which means that you have received the last transmission....nothing more, nothing less. It is not to be used as a “Yes” or “No” answer. Answer “B” is the best if you are not sure you understood all of the content of your clearance. This would allow the controller to “catch” any mistakes.

Question #3

You are at Salt Lake City International and ready for takeoff on runway 16R. You call the tower advising that you are ready and the tower replies, Arrow 55130, hold short, traffic one mile final. How should you acknowledge this?

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A. Arrow 55130, roger.

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B. Arrow 55130, holding short.

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C. No reply is necessary.

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D. Arrow 55130, I can take an immediate departure.

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E. None of the above.

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Even though answer “B” seems to be correct, the controller handbook specifies that controllers must request a read back of runway hold short instructions when it is not received from the pilot. If you use answer “B”, the controller may accept it because of frequency congestion, but then carefully watch you to make sure you don’t move. So, it is best to state the runway in reading back those instructions.

Question #4

You call for taxi instructions from the west ramp at Orlando Executive Airport. Ground control says, “November one three zero, runway two five, taxi via Golf, Juliett and Alpha, hold short of runway one three”. How should you respond?

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A. November one three zero, runway two five, taxi via Golf, Juliett and Alpha.

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B. November one three zero, hold short of runway one three.

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C. November one three zero, runway two five

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D. November one three zero, runway two five, hold short of runway one three

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E. Nothing, because the controller doesn’t know what he is talking about.

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“D” is the most correct. Pilots must state their assigned takeoff runway and any runway hold short instructions.