Class D radio procedures
06-08-2011, 06:02 PM
#11
Gets Weekends Off
Joined APC: Mar 2008
Position: FAA 'Flight Check'
Posts: 13,839
Very helpful, guys... thanks.
bmart, I did my first 12-15 hours of training at a busy Class D airport (did my first solo there), then went to two more shortly before my checkride (dual xc's). I know the basic idea of what is required, but I tend to be unconfident unless I know EXACTLY what is expected of me. Communicating with people makes me nervous in 'real life' (even though I can be pretty outgoing); telephone is much worse and radio is similar. Reading all the replies above, makes me think "Oh yes, I remember doing that... it all makes sense..." but being able to read it over and over again until I know I completely understand helps a lot.
Now, Class B... it'll be quite a while before I feel like attempting that!
bmart, I did my first 12-15 hours of training at a busy Class D airport (did my first solo there), then went to two more shortly before my checkride (dual xc's). I know the basic idea of what is required, but I tend to be unconfident unless I know EXACTLY what is expected of me. Communicating with people makes me nervous in 'real life' (even though I can be pretty outgoing); telephone is much worse and radio is similar. Reading all the replies above, makes me think "Oh yes, I remember doing that... it all makes sense..." but being able to read it over and over again until I know I completely understand helps a lot.
Now, Class B... it'll be quite a while before I feel like attempting that!
. Challenge yourself and prepare - but don't sit back and relax in comfortable surroundings just because you don't have 110% of the answers ahead of time. Learn to go with the flow nad your aviating experience will much more rewarding and you will feel a sense of accomplishment when you have handled an unexpected event well.
USMCFLYR
06-09-2011, 04:34 AM
#12
Gets Weekends Off
Joined APC: Nov 2008
Posts: 826
That's going to be a problem - one that makes me join those who suggest going with someone, whether or not a CFI, who is more familiar with Class D procedures.
Even if you read through the AIM or get one of those audio courses that focus on communication, the reality is that local procedures can be and are different.
In the simplest sense, it could be weird entry instructions like remaining west of a certain road so that you fly a wider than normal pattern and leave room for aircraft instructed into a tighter one (common instruction at my home base when things get busy).
While STLaviator's post gives you a pretty good synopsis of general procedures, if you do #2, you will likely get a tongue lashing at a couple of airports where ATIS very clearly tells you to contact Ground when ready for departure, not Tower (pilots miss that because it is different).
These are the kinds of things that "throw" pilots who are (a) inexperienced and (b) uncomfortable with a communications environment. (a) or (b) alone is easy to overcome, but combined they can leave you avoiding some great places to go. Get the experience and the comfort will increase.
If it's any consolation, there are pilots who have been trained at busy towered airports who are terrified of flying into the perceived "free for all" of a non-towered field.
Even if you read through the AIM or get one of those audio courses that focus on communication, the reality is that local procedures can be and are different.
In the simplest sense, it could be weird entry instructions like remaining west of a certain road so that you fly a wider than normal pattern and leave room for aircraft instructed into a tighter one (common instruction at my home base when things get busy).
While STLaviator's post gives you a pretty good synopsis of general procedures, if you do #2, you will likely get a tongue lashing at a couple of airports where ATIS very clearly tells you to contact Ground when ready for departure, not Tower (pilots miss that because it is different).
These are the kinds of things that "throw" pilots who are (a) inexperienced and (b) uncomfortable with a communications environment. (a) or (b) alone is easy to overcome, but combined they can leave you avoiding some great places to go. Get the experience and the comfort will increase.
If it's any consolation, there are pilots who have been trained at busy towered airports who are terrified of flying into the perceived "free for all" of a non-towered field.
06-09-2011, 02:52 PM
#13
Gets Weekends Off
Joined APC: Mar 2008
Position: FAA 'Flight Check'
Posts: 13,839
I trained at multiple fields with Class C and D airspace, then did my first solo x/c to an uncontrolled field. I couldn't imagine flying without getting a clearance or talking to departure/approach control! Some of the old timers around the airport must have been having a great laugh at my expense as they dutifully answered all of my questions about how to operate in and out of a non-controlled airfield.
The funny thing is that I like to talk on the radio and find this two Aircrew member concept where one flies and one talk unsettling
Btw - I took a CFII with me on my first trip down to an airport in a busy Class B area (I flew into Dallas Love) and STILL ALMOST GOT VIOLATED
Ah.....the lessons learned (and the good luck for me of a probable controller misstep. Who really knows?)
USMCFLYR
06-30-2011, 12:22 PM
#14
Line Holder
Joined APC: Jun 2011
Posts: 37
I had the same issue you are having. I would freak out if the controller said something unexpected.
In the simplest terms it really is just monkey say monkey say back. I know that may sound dumb, but what I do, I don't even think about what the controller is saying at first. I just concentrate on saying back exactly what he told me. After you read it back you can figure out what the controller meant for you to do.
Another thing I did when I was a student pilot is make a template for talking to atc. It was basically a fill in the blank with the required position reports and lingo in there. All I did was write in my tail number and position and everything was written out for me.
In the simplest terms it really is just monkey say monkey say back. I know that may sound dumb, but what I do, I don't even think about what the controller is saying at first. I just concentrate on saying back exactly what he told me. After you read it back you can figure out what the controller meant for you to do.
Another thing I did when I was a student pilot is make a template for talking to atc. It was basically a fill in the blank with the required position reports and lingo in there. All I did was write in my tail number and position and everything was written out for me.
07-03-2011, 03:20 PM
#15
A Second Past V1
Joined APC: Feb 2007
Position: Assumed
Posts: 743
Remember...Class D require two way communication. If it sounds busy, gotta play your intentions like poker. Get them to repeat the call sign, and open sesame. Dont necessarily need to blurt out where you are and what you want to do...just get them to repeat your call sign. Then go ahead with the rest of it.
You- "Whatever tower, Cessna blah blah blah."
Tower- "Cessna blah blah blah, Whatever tower."
Two way established, so head inbound and give them the where you are and what you want to do. From there on, follow their instructions.
You- "Whatever tower, Cessna blah blah blah."
Tower- "Cessna blah blah blah, Whatever tower."
Two way established, so head inbound and give them the where you are and what you want to do. From there on, follow their instructions.
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