Communication Clinic

• Departure from airport in Class C airspace with tower in operation.
• Class C arrival
• Touch and Go landings at airport with tower in operation.
• Touch and Go landings at airport without tower in operation
• Opening Flight Plan
• Flight Following
• Closing flight plan in flight
• Tower arrival
• Tower departure
• No tower arrival
• No tower departure

Departure from airport in Class C airspace with tower in operation.

ATIS

Prior to engine start turn on the master switch and one radio and tune it to the Automatic Terminal Information Service (ATIS).

On this frequency you will hear a recording describing the current weather conditions at your airport (assuming it has a control tower which provides ATIS).

“Oakland International Airport information Delta 0253 zulu .. Wind 260 at 10, visibility 10, ceiling 20,000 broken, , temperature 20, dewpoint 12, , altimeter 29.95 , ILS and visual approaches runways 29 right, 27R in use, advise on initial contact you have information Delta.”

The “information” is always presented in the same sequence and you will need to develop your own shorthand to write down what you hear.

Your notes can be any format as long as you consistently use the same format. Something like the following works well.

OAK D 0253Z 260 10K V10 200 BKN 20/12 29.95

This information tells you that at Oakland at 0253 universal time coordinated (known by aviators as Zulu Time).The wind was blowing from 260 degrees magnetic at 10 knots(nautical miles per hour). Visibility was 10 statute miles. The clouds were 20,000 feet above ground level (AGL) and the covered 0.6 to 0.9 of the sky. The temperature was 20 degrees Centigrade and the dewpoint was at 12 degrees Centigrade. The barometric pressure at Oakland corrected to be that at sea level was 29.95 inches of mercury. Instrument Landing System and visual approaches for runways 29 and 27 right were available. This recording was called information Delta.

The ATIS recordings are usually made at 45 minutes past the hour or whenever new weather information is received. Each recording has a new code letter. These code letters are pronounced as per the ICAO phonetic alphabet (includes audio) and used in communications to signify that one has all the information contained in that recording.

Taxi Clearance

Your initial contact with ground control should state who you are calling, who you are, where you are, what you need, and what information you have. These principles apply most of the time on initial contact with air traffic controllers. In some locations/situations it is preferred that the initial call simply states who you are calling and who you are, to be followed by the full request once you have been acknowledged.

The following will be your ground communications at Oakland.(Your transmissions will be shown in bold and ATC will be Italic)

“Oakland ground, Cessna 12345 , Cessna 152/uniform, at the old tees, request taxi 33 for departure to San Pablo Bay, with Victor.”

Oakland ground is who you are calling, Cessna 12345 is the make and registration number of the airplane you are flying, Cessna 152/uniform indicates the model and special equipment suffix of the airplane you are flying, uniform indicates that you have a transponder with altitude encoding. At the old tees is a description of where you are located on the airfield, request taxi 33 indicates you wish to taxi to runway 33 and for departure to San Pablo Bay means your destination is San Pablo Bay. With Victor indicates that you have listened to ATIS recording Victor.

A likely response from ATC will be:

“Cessna 12345, taxi 33, squawk 4231 maintain at or below two thousand feet.”

“Cessna 12345, taxiing 33, squawk 4231, at or below two thousand.”

From these transmissions it is apparent that you are cleared to taxi to runway 33 and that you should set code 4231 in your transponder (squawk means activate a particular mode or code or function on the transponder). This will enable ATC to identify your specific aircraft using radar. You have been instructed not to climb above two thousand feet mean sea level (MSL) until advised otherwise.

Take off clearance

Having completed the Before Takeoff Checklist you will taxi up to and hold short of the runway. Now it is time to call the tower.

Communications will be as follows:

“Oakland tower, Cessna 12345 holding short 33, ready for takeoff.”

“Cessna 12345, cleared for takeoff runway 33, after departure follow the Nimitz freeway North East.“

” Cleared for takeoff 33, follow the Nimitz, Cessna 12345″

Now you may taxi on to the runway, takeoff and follow the freeway North East bound.

A few seconds after takeoff you can expect the following if you are working with a tower using radar.

“Cessna 345, radar contact, say altitude.”

“Climbing through three hundred feet, Cessna 345.”

This means ATC has located you on radar and they wish to verify the altitude information (Mode C) they are receiving. Also note that they have abbreviated your call sign to the last three digits or letters. Once a particular ATC specialist has initiated the abbreviation you may also abbreviate your call sign as long as you are communicating with the same specialist.

Departure

The next communication in this example is a handoff to departure control. This is typical of operations in class C airspace but will not generally be the case when departing class D airspace unless you are being provided with flight following.

“Cessna 345, contact Bay departure one two seven point zero.”

“One two seven point zero, so long, Cessna 345”

This verifies that the frequency to which you are switching. The “so long” is not required but is a good means of informally verifying with ATC that this will be your last transmission to that particular facility.

If you have two radios select the new frequency in the other radio. This way if you are unable to make contact with departure control you will still have the tower frequency in the other radio and can simply switch back and request assistance in the unlikely event of being unable to make contact with departure.

The next call is a new transmission with respect to the facility being called so it is necessary to introduce oneself using the complete call sign.

“Bay Departure, Cessna 12345, with you two thousand feet.”

“Cessna 12345, radar contact, resume own navigation, altitude at your discretion, remain clear of class Bravo airspace.”

“Own navigation, clear of class Bravo, Cessna 12345”

This means they have identified you on radar and you no longer have to follow the freeway but can take the route and altitude of your choice as long as you stay clear of class Bravo airspace.

Once you are clear of class C airspace you can expect the following.

“Cessna 12345, radar service terminated, squawk VFR, frequency change approved.”

“Squawk one two zero zero, good day. Cessna 12345.”

This means ATC is no longer monitoring your progress on radar and wants you to select the generic transponder code used by all VFR aircraft (1200). They are also saying that you are no longer required to monitor their frequency. Your response verifies that you are changing your transponder code and the “good day” is an informal means of indicating that this will be your last transmission to that particular facility.

Class C Arrival

The first task is to copy the current ATIS recording.

Next you will contact approach control.

“Bay Approach, Cessna 12345.”

“Cessna 12345, this is Bay Approach, go ahead”

“Cessna 12345, Cessna 152/Uniform, over Point San Pablo at 3,500. Landing Oakland with Whiskey.”

As with previous transmissions you are following the standard format of who are you calling, who are you, where are you, what do you want, and what information do you have. Some ATC specialists like all this information in one transmission, others prefer that you establish contact and then make your request as above.

“Cessna 345, squawk 4321 ident.”

“4321, Cessna 345.”

After a minute or so ATC will advise that they have established radar contact.

” Cessna 345, radar contact 15 miles North West of Oakland, proceed to the Mormon Temple at 2500, expect right traffic runway two seven right.”

“Mormon Temple, 2500, right traffic two seven right, Cessna 345.“

You will then proceed to the Mormon Temple at an altitude of 2500 feet. Just before reaching the temple you will be advised to contact the tower.

“Cessna 345, contact Oakland Tower 118.3“

“118.3, so long, Cessna 345“

Your read back verifies the frequency you are switching to and the “so long” is an informal cue to ATC that this will be your last transmission to that particular facility. Now switch to the tower frequency using the other radio.

“Oakland Tower, Cessna 12345, 2,500“

“Cessna 345, make right traffic runway two seven right.”

“Right traffic, two seven right, Cessna 345“

As you were handed off by approach whilst in radar contact Oakland Tower should know the code you are squawking and be aware of your position on radar. Hence your call simply states who you are calling who you are your altitude is stated so they can verify this against the mode C information displayed on the radar. If you were not handed off to the tower you call would have to include your position.

On the basis of these instructions you will enter a right downwind in preparation for landing on runway 27R. At some time before you turn base you can expect to be cleared to land.

“Cessna 345, cleared to land two seven right.”

“Cleared to land two seven right Cessna 345“

Having landed and taxied clear of the runway you will be advised to contact ground.

“Cessna 345 contact ground 121.9“

“121.9 Cessna 345“

Then switch to the ground frequency using the other radio.

“Oakland ground, Cessna 12345 clear of two seven right at Echo, taxi to Kaiser“

“Cessna 345, taxi to Kaiser“

“Cessna 345”

Your call to ground follows the standard who are you calling, who are you, where are you, what do you want format. The response clears you to taxi to the Kaiser terminal area where you will refuel.

Touch and Go landings at a Tower controlled airport

If you are training at a tower controlled airport you will need to advise ground control that you intend to remain in the airport traffic pattern for touch and go’s. Prior to engine start or calling ground listen to the ATIS to establish if the conditions are suitable for touch and go landings. In particular for your first session of touch and go landings you will want the wind to be more or less aligned with runway. Too much crosswind, more than 6 knots, is undesirable initially. Having listened to the ATIS and chosen the runway most closely aligned with the wind direction you will go ahead and start the engine and then make your request to ground control. At a tower controlled airport request will be like the following.

Hayward Ground, Cessna 12345, at West t’s request taxi runway 28 left for touch and go’s with information Tango

As usual the format is who are you calling, who are you and what do you need.

The controller will probably respond:

Cessna 12345 taxi runway 28 left

To which you respond:

Taxiing 28 left, Cessna 12345.

As you taxi to the runway take a look at the windsock to verify the direction of the wind. Because the ATIS is only recorded once an hour the wind may have changed direction since the recording was made. It’s important that the airplane is pointed into the wind when taking off and landing so if the wind changes direction significantly you way want to change your runway selection. It is the pilot’s responsibility to select the appropriate runway and to request accordingly, it is not the towers job to figure this out for you.

Perform the usual before take off checks and when ready for takeoff contact the tower.

Hayward tower, Cessna 12345 holding short runway 28 left, ready for takeoff for left closed traffic runway 28 left

The tower will probably respond.

Cessna 12345 cleared for takeoff runway 28 left make left closed traffic

You will acknowledge with

Cleared for take off 28 left, left closed traffic

The term left closed traffic means that you intend to take off and turn left into a left hand traffic pattern and that you intend to remain in the traffic pattern. Some times you may take off on a different runway than the one on which you intend to do your touch and go landings in which your request and the tower’s instructions will be more complex.

At a tower controlled airport you can expect your landing clearance at some point on downwind.

Cessna 12345, cleared for touch and go runway 28 left, make left traffic.

Cleared for touch and go, 28 left, left traffic, Cessna 12345

At such time as you are ready to terminate your touch and go practice advise the tower at some point on downwind that the next landing will be to a full stop.

Request full stop, Cessna 12345

Cessna 12345, cleared to land runway 28 left

Cleared to land 28 left, Cessna 12345.

If after landing there is another runway between you and the ramp you will need to hold short of that runway and wait for instructions from the tower before proceeding.

Cessna 12345, cross runway 28 right, contact ground on the other side on 121.4

Crossing 28 right, then ground 121.4, Cessna 12345

When clear of the runway contact ground for taxi clearance.

Hayward ground Cessna 12345 clear of 28 right at Delta west t’s

Cessna 12345 taxi west t’s

Taxiing west t’s, Cessna 12345.

Touch and Go landings at an airport without a tower in operation

If you are flying from an airport without a control tower or ATIS you will need to base your runway choice on observing the position of the windsock. Having decided which runway to use simply announce your intentions on the Common Traffic Advisory Frequency (CTAF). Your call will be like the following.

Rio Vista Traffic, Cessna 1234, at transient parking taxiing runway 25 for touch and gos, Rio Vista

Perform the usual before take off checks and when ready for takeoff you will need to monitor the CTAF and observe traffic before announcing your intentions. Turning the airplane through 360 degrees on the ground is a good way to observe the whole area before deciding to take the runway. Having established the runway and approach are clear your call will be like the following.

Rio Vista traffic, Cessna 12345 departing runway 25 for right closed traffic runway 25, Rio Vista

With or without a tower be sure to check for traffic before taxiing on to the runway and taking off as normal.

If you are flying at an airport without a control tower you are expected to announce your position on each leg of the pattern.

Rio Vista traffic, Cessna 345, right crosswind runway 25 Rio Vista

On each leg of the pattern substitute the appropriate name. It’s important to specify left or right traffic depending on the direction of the traffic pattern being flown. Standard traffic pattern direction is left but there are many exceptions. The name of the airport is included at the beginning and end of the transmission as CTAF frequencies are often shared by several airports and specifying the airport name at the beginning and end makes it clear which airport your transmission applies to.

On final at a no tower airport in addition to announcing you position you need to state your intentions on final.

Rio Vista traffic, Cessna 345, final 25 touch and go, Rio Vista.

By stating if you are doing a touch and go or full stop you give other aircraft the opportunity to plan their spacing accordingly.

When you are ready for your last touch and go state you will be full stop when announcing you are on final.

Rio Vista traffic, Cessna 345, final 25 full stop, Rio Vista.

Once you have landed and taxied clear of the runway announce that you are clear.

Rio Vista traffic, Cessna 345, clear of runway 25. Rio Vista.

Opening flight plan

Soon after takeoff on a cross country flight you need to open your flight plan with a flight service station. Exactly when you do this will depend on your local flight environment and airspace. In general it’s good to open your flight plan soon after departing the airport. If you depart from a tower controlled airport it’s good to do this immediately after the tower permits a frequency change. In cases where the tower hands you off to another facility for flight following you should check in with the new facility that will be providing flight following and then tell them you would like to go off frequency for a few minutes to open your flight plan. They will usually allow this and simply ask you to advise when you are back on frequency. To open your flight plan you need to call a flight service station. The frequencies for flight service stations are listed in the airport facility directory and on your charts. On a VFR sectional chart the flight service station frequencies are listed just outside boxes containing VOR frequency information. (image of VOR data box) If the frequency is followed by an R it means that frequency is used by the flight service station to receive only. In which case the Flight Service Station (FSS) will reply on the voice channel of the VOR and you will need to listen to replies using the VOR receiver and frequency. However in most cases the frequency specified for the FSS will not have an R next to it so you can transmit and receive on the same frequency.

Your initial call to the flight service station should be as follows.

Oakland radio, Cessna 12345, on 122.5

Because flight service stations monitor many frequencies it is important to specify which one you are using so they can respond on the correct frequency. Flight service stations are referred to by the name of the facility followed by the word radio. (FSS AUDIO) The will reply with something like

Cessna 12345 this is Oakland Radio go ahead

You can then make your request.

Cessna 12345 request open VFR flight plan from Oakland to Modesto, time off Oakland 1530 zulu

If you do not specify your actual time off they will open the plan effective immediately. The flight service station will reply saying something like

Cessna 12345 your flight plan is open. For en route weather and pilot reports contact flight watch on 122.00

To which you can reply

Thanks, good day Cessna 12345.

You are just acknowledging their response and the good day indicates you are leaving the frequency.

Having opened your flight plan it becomes very important that you close the flight plan on arrival at your destination. This must be done less than 30 minutes after the time your plan indicates you will arrive. If you are going to be late contact a flight service station en route and give them a revised estimated time of arrival. If you fail to close your flight plan the flight service station will assume you have run into difficulty and will initiate search and rescue procedures 30 minutes after the time your plan indicated you would arrive.

Flight Watch

For en route weather updates and pilot reports you can contact the En route Flight Advisory Service (EFAS) also known as Flight Watch on 122.00. Flight watch will not open or close flight plans or provide full weather briefings. Their role is to provide updated weather information and to collect and distribute pilot reports.

To call contact Flight Watch you transmit and receive on 122.00 and reference your position with respect to the nearest VOR.

Oakland Flight Watch, Cessna 12345, 20 miles west of the Modesto VOR.

By providing information about your position you enable the Flight Watch specialist to reply using the nearest radio outlet. When the specialist acknowledges your call with something like.

Cessna 12345, this is Oakland Flight Watch, go ahead

You can respond with your complete request.

Cessna 12345 request current conditions at Fresno

Flight watch will respond with the information requested.

Cessna 12345, Fresno Air Terminal is reporting wind calm, visibility 10, sky condition clear , temperature 38 Celsius, dew point 04 Celsius, clear altimeter 29.86 landing and departing runways 29.

If that’s all you need to know you can sign off with something like.

Thanks, so long. Cessna 12345

Flight following

For an initial call to an approach control or center controller to request flight following the call should include the name of the facility being called, your aircraft call sign, the type of request to follow and the word over. A typical initial call to request flight following would be as follows.

Oakland Center, Cessna 12345, request flight following, over.

The controller will say something like

Cessna 12345 this is Oakland Center, go ahead to which you will respond.

Cessna 12345, Cessna 152/U, 12 miles east of Oakland VOR, VFR to Modesto, request flight following at 5500 feet

This call should include your call sign, aircraft type, position relative to a VOR, your destination and your request including desired cruising altitude. The controller will usually respond by advising you to select a specific code in your transponder and to ident to enable them to identify you by radar. They will say something like

Cessna 12345 squawk 01234 and ident

You will acknowledge by reading back the instruction and selecting the code in your transponder.

01234, Cessna 12345.

Pressing the ident button will highlight your data tag on the controller’s radar display. (IMAGE OF TRANSPONDER) Once the controller has identified you on radar they will say something like

Cessna 12345 radar contact 12 miles east of Oakland VOR

Assuming they have correctly identified your position you can simply acknowledge with your call sign. The controller will then on a work load permitting basis provide traffic advisories. Even though you are in radar contact you will not always be provided with traffic advisories. It remains your responsibility to see and avoid other traffic. Also please note that search and rescue protection is not automatic for VFR aircraft using flight following. Hence the need to file a VFR flight plan even if you intend to request flight following.

You will be handed off between controllers when you cross controller sector boundaries or transition between controlling authorities. A typical handoff would be as follows.

Cessna 12345 contact Stockton approach on 125.10

To which you reply

125.10, so long Cessna 12345

This acknowledges you have the correct frequency and the so long implies this is your last call to the current controller. Then select the new frequency and call the new controller.

Stockton approach, Cessna 12345 at 5500.

Because you have been handed off the new controller should already aware of you intentions so it is simply a case of advising them you are now on their frequency and letting them know your altitude so they can verify the altitude indicated on the radar display. The new controller will simply acknowledge your call and sometimes will provide a local altimeter setting.

Cessna 12345, Stockton Approach, radar contact, Stockton altimeter 29.95.

Let the controller know if you change your destination or cruising altitude and advise them when you have your destination in sight. Radar service will normally be terminated when you report your destination is in sight. Termination of services is advised as follows.

Cessna 12345, radar services terminated, squawk 1200, frequency change approved.

Which you acknowledge with

1200, so long, Cessna 12345.

Closing flight plan in flight

To close your flight plan call the nearest flight service station as follows.

Rancho radio, Cessna 12345 on 122.65.

They will respond with something like.

Cessna 12345 this is Rancho radio go ahead.

Then close your plan by saying:

Cessna 12345 has Modesto in sight plan request close flight plan

They will respond:

Cessna 12345 your flight plan is closed. and you can acknowledge with Thanks, so long Cessna 12345.

You need to complete closing the flight plan soon enough that you can make initial contact with the tower about 15 miles out. If this is not possible then plan on closing your flight plan on the ground. You may do this by phoning FSS with your request to close your plan using 1 800 WX BRIEF.

Tower Arrival (class D airspace)

Try and make your first call to the tower about 15 miles out and listen to the ATIS (modatis) before making contact with the tower. It should go as follows.

Modesto tower, Cessna 12345, 15 miles west , 3500 feet, landing with Kilo

The call should state the name of the facility being called, your aircraft call sign, your position and altitude and the code letter for the ATIS recording in use. You are required to establish two way communications with the tower prior to entering their class D airspace. They will respond with something like

Cessna 12345 this Modesto tower, enter left traffic for runway 28 left. Report left downwind.

Your response will be a read back of the key elements of their instructions.

Left traffic 28 left, report downwind. Cessna 12345.

If the tower is particularly busy it is sometimes better to make the initial call using just the airport name and your call sign and then allow the tower to acknowledge you before making your full request.

Once the tower has replied using your call sign you may enter their airspace and follow their instructions. Do not enter their airspace if you have not established two way communications.

Generally you will receive clearance to land after you make the requested position report. In this example on entering downwind the communications would probably be as follows.

Cessna 12345 entering left downwind 28 left

The tower will probably reply

Cessna 12345 cleared to land runway 28 left.

You acknowledge with

Cleared to land 28 left, Cessna 12345.

There are numerous possible variations on this sequence depending on local procedures and traffic. After landing and clearing the runway the tower will usually instruct you to contact ground.

Cessna 12345, contact ground 121.9

To which you reply

121.9, Cessna 12345

You can then contact ground using normal procedures and request taxi.

Modesto ground, Cessna 12345, clear of 28 left at Mike, taxi to transient parking.

Ground will probably respond with.

Cessna 12345, taxi to transient parking.

To which you respond.

Taxi to transient parking. Cessna 12345

If you are unfamiliar with the airport and need directions ask for a progressive taxi to your desired destination on the airport.

Tower departure (class D airspace)

Prior to engine start turn on the master switch and one radio and tune it to the Automatic Terminal Information Service (ATIS).

On this frequency you will hear a recording describing the current weather conditions at your airport (assuming it has a control tower which provides ATIS).

“Modesto tower information Yankee, 2154 zulu . Wind 250 at 9, visibility 10, sky clear, temperature 28, dew point 12, altimeter 29.92 , landing and departing runways 28, on initial contact advise have information Yankee.”

The “information” is always presented in the same sequence and you will need to develop your own shorthand to write down what you hear.

Your notes can be any format as long as you consistently use the same format. Something like the following works well.

MOD M 2154Z 250 9K V10 CLR 28/12 29.92

This tells us that at Modesto at 2154 universal time coordinated (known by aviators as zulu time). The wind was blowing from 250 degrees magnetic at 9 knots(nautical miles per hour). Visibility was 10 statute miles. Sky was clear. The temperature was 28 degrees Centigrade and the dew point was at 12 degrees Centigrade. The barometric pressure at Modesto corrected to be that at sea level was 29.92 inches of mercury. Runways 28 were available for landing and takeoff. This recording was called information Yankee.

The ATIS recordings are usually made at 45 minutes past the hour or whenever new weather information is received. Each recording has a new code letter. These code letters are pronounced as per the ICAO phonetic alphabet and used in communications to signify that one has all the information contained in that recording.

Taxi Clearance for airport in Class D airspace with tower in operation

Your initial contact with ground control should state who you are calling, who you are, where you are, what you need, and what information you have. These principles apply most of the time on initial contact with air traffic controllers. In some locations/situations it is preferred that the initial call simply states who you are calling and who you are, to be followed by the full request once you have been acknowledged.

The following will be your ground communications at Modesto. (Your transmissions will be shown in bold and ATC will be Italic)

“Modesto ground, Cessna 12345 , at transient parking, request taxi 28 left for VFR departure to Oakland, with Mike.”

Modesto ground is who you are calling, Cessna 12345 is the make and registration number of the airplane you are flying,. At transient parking is a description of where you are located on the airfield, request taxi 28 left indicates you wish to taxi to runway 28 left and for departure to Oakland means your destination is Oakland. With Mike indicates that you have listened to ATIS recording Mike.

A likely response from ATC will be.

“Cessna 12345, taxi 28 left.”

“Cessna 12345, taxiing 28 left.”

From these transmissions it is apparent that you are cleared to taxi to runway 28 left.

Take off clearance for airport in Class D airspace with tower in operation

Having completed the Before Takeoff Checklist you will taxi up to and hold short of the runway. Now it is time to call the tower. Communications will be as follows.

“Modesto tower, Cessna 12345 holding short 28 left, ready for left crosswind departure to Oakland.”

“Cessna 12345, cleared for takeoff runway 28 left, left crosswind approved..“

” Cleared for takeoff 28 left, left crosswind, Cessna 12345″

Now you may taxi on to the runway, takeoff and make a left crosswind departure.

Once you have left the departure airport’s class D airspace you may change frequencies without having to ask the tower. If you wish to switch to another frequency before you are out of their class D airspace you must ask the tower.

Request frequency change, Cessna 12345

Cessna 12345, frequency change approved.

So long, Cessna 12345

No Tower Arrival

You should start monitoring the destination airport’s common traffic advisory frequency about 15 miles out to start building a picture of traffic in the area and possibly establish the runway in use. The CTAF frequency is listed on your chart. (IMAGE OF CHART SHOWING CTAF FREQ) At ten miles out you should make your first call on the CTAF. The call would be as follows

Oakdale traffic, Cessna 12345 is ten miles west, 3500 feet, landing Oakdale. Request airport advisory. Oakdale.

When using a common traffic advisory frequency you will be sharing the frequency with other pilots also self announcing their position and intentions. It’s important to make your transmissions brief and accurate. Many airports share the same CTAF frequencies and it is possible to hear transmissions that apply to a different airport. Hence you will start and end all CTAF transmissions with the name of the airport you are using. Because there is no tower any response will come from other pilots in the vicinity or possibly from a UNICOM operator who could be an individual whose main responsibility is pumping gas. They are not air traffic controllers or official weather observers so do not expect landing instructions or detailed information. The best you can hope for is wind, altimeter and runway in use information. Something like

Cessna 12345, Oakdale is using runway 28, wind 270 at 10 knots, altimeter 29.98.

Although not required it’s a good idea to make another call 5 miles out advising other pilots in the vicinity of your intentions:

Oakdale traffic, Cessna 345, 5 miles west, 3500, will be entering left traffic for 28, Oakdale.

If you did not receive a response to your initial request for a field advisory and hence you don’t know the wind direction or runway in use you will need to plan on over flying the field to observe a wind direction indicator such as a wind sock in order to select the best runway. Announce your intention to over fly the field and plan on doing so at an altitude 1000 feet above traffic pattern altitude.

Oakdale traffic, Cessna 345, 5 miles west, 3500, will be over-flying the field at 2000 feet, Oakdale.

Once overhead the field observe the windsock or any other wind direction indicator to select the most appropriate runway that will allow for landing into the wind. Also take into account any traffic pattern direction indicators when deciding how to enter the pattern. (IMAGE OF WINDSOCK AND TRAFFIC PATTERN INDIACTOR). When overhead the field announce how you intend to enter the traffic pattern.

Oakdale traffic, Cessna 345, overhead 2000 feet, we will be proceeding south west prior to entering left traffic for runway 28. Oakdale.

Having decided how to enter the pattern fly away from the airport to a point well clear of the pattern before descending to pattern altitude and positioning to enter the down wind leg at a 45 degree angle.

If there is traffic in the pattern do not enter the pattern until you see the traffic. If traffic has been announced but you do not see the traffic stay out of the pattern. On entering downwind make an announcement

Oakdale traffic, Cessna 345, entering left downwind runway 28, Oakdale.

It is important to specific left or right traffic so other pilots will be able to accurately visualize your position. Because there is no tower there will be no clearance to land. It is your responsibility to verify the runway and approach is clear of traffic before landing. Carefully observe the final approach and runway before turning base. Assuming the final approach and runway is clear announce and turn base.

Oakdale traffic, Cessna 345, turning left base runway 28. Oakdale.

On base again check for traffic and then announce and turn final.

Oakdale traffic, Cessna 345, turning final runway 28. Full stop. Oakdale

This transmission includes a mention of how your approach will terminate. It’s helpful to let other aircraft know if you intend to do a full stop landing or a touch and go so they can space/pace themselves accordingly.

Once you have landed taxi clear of the runway and announce.

Oakdale traffic, Cessna 345 clear of runway 28, Oakdale

Because there is no tower there is no ground control so it’s up to you to see and avoid other aircraft and to taxi to your destination on the airport without a clearance.

No tower departure

If you are flying from an airport without a control tower or ATIS you will need to base your runway choice on observing the position of the windsock. Having decided which runway to use simply announce your intentions on the Common Traffic Advisory Frequency (CTAF). Your call will be like the following.

Oakdale traffic, Cessna 1234 at transient parking taxiing runway 28, Oakdale

Perform the usual before take off checks and when ready for takeoff you will need to monitor the CTAF and observe traffic before announcing your intentions. Turning the airplane through 360 degrees on the ground is a good way to observe the whole area before deciding to take the runway. Having established the runway and approach are clear your call will be like the following.

Oakdale traffic, Cessna 12345 departing runway 28 for left crosswind departure runway 28, Oakdale

With or without a tower be sure to check for traffic before taxiing on to the runway and taking off as normal.

If you are flying at an airport without a control tower you are expected to announce your position on each leg of the pattern and advise the direction in which you are departing.

Oakdale traffic, Cessna 345, left crosswind runway 28, departing to the South, Oakdale