A guide to successful

communication between ATC

and the beginner pilot.

Air Traffic Control
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 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 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) Name of facility being called
2) The full aircraft call sign
3) Current position
4) Your message/request
5) 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 123.5
Billings Ground 121.9
Billings Tower 127.2
Billings Approach 120.5
Billings ATIS 126.3
Laurel Airport 123.05
Great 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. 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) Aviate
2) Navigate
3) 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: