Sierra

I'm renting a 152 for 4 days this weekend; going to fly around building a few hours, but mostly some more confidence and experience. I'm comfortable with small Class E/G airports, but would like to build confidence with busier ones (I don't like being in the pattern with other airplanes) and also at towered airports. I'm based out of ND so there are only three towered airports in the state (Minot, Bismarck, Grand Forks). I also plan to go to MN to visit family, and possibly to Sioux Falls for a friend's graduation. Is there any reason not to go to any of those four airports? They aren't too big, are they?

What I am especially wondering is, if I can get a breakdown of EXACTLY what radio procedures and calls need to be made? (at Class D airports) I am relatively familiar with the various calls, but I don't know precisely what I need to do. An ordered list of communications would be great. Do you just talk tower and ground, or do you have to talk to an approach frequency too? Or are those just in Class C?

Twin Wasp

Look in the AFD. If there is an approach control go ahead and use it. Listen to the ATIS (and write down the basics), call approach, tell them who you are, what you are, where you are and what you want to do. And tell them which ATIS you have. They'll give you a squawk code, tell you you are radar contact, point out other traffic and hand you over to tower when you get close. After you land, go ahead and switch to ground when you are clear of the runway (unless the tower says to stay with them, at many small airports one person works both positions.)

When you're ready to leave, call ground and work the above steps backwards.

BrewCity

Fargo has a tower too. You don't have to talk to approach, but it wouldn't hurt.

"Bismarck Approach, Cessna 123AB 30 miles west, inbound to Bismarck with information Alpha, request traffic advisories"

"Cessna 3AB, Bismarck Approach, squawk 1234"

"Squawk 1234, Cessna 3AB"

Approach will give you traffic advisories if there is other traffic.

"Cessna 3AB, contact Bismarck Tower 123.4"

"Cessna 3AB to tower, 123.4"

"Bismarck Tower, Cessna 123AB inbound from the west for full stop"

"Cessna 123AB, Bismarck Tower, make straight in runway 3, cleared to land"



When in doubt, just remember to tell ATC who you are, where you are, and what you want.

STLaviator

I don't have any personal experience with the airports you've mentioned, but I can speak to the radio procedures at a generic Class D airport, as that's where I received a majority of my training.

When departing from a Class D airport (assuming VFR flight):The opposite process is true when arriving into a Class D airport:The important thing to remember is that controllers are human just like us pilots. If you don't understand, or missed part of the instruction, or the controller spoke too fast or was garbled, ask for clarification. You can ask for progressive taxi instructions on the ground. And if all else fails, use plain English, explain what you need help with, and the controller will be more than happy to help you out.

MarcS08

In my opinion, talking to a Class D tower is just a glorified CTAF. It is basically just standard radio calls you would make going into an uncontrolled field (Downwind base and final calls aren't necessary unless requested) only the controller will respond and tell you if they want you to do anything special then all you have to do is repeat back what they tell you and do it.... (For example the tower might say something like November 123AB report midfield downwind runway 24... Or: fly right base runway 24... With the correct responses being "Report midfield downwing 24, Cessna 3AB" and " fly right base 24, 3AB respectively. My suggestion would be to find an instructor or a friend that is familiar with Class D operations and "chair fly" having them act as the controller.

Sierra

I appreciate the detailed responses. I will read them again carefully; but I think it makes sense.

That's right, I forgot about Fargo. Fargo makes me a little uncomfortable because of two things: landing at/departing from a satellite airport (that way I could land at a smaller airport while still being close to the city) (and as I recall from studying that's not too complicated; but I have not done it before), and TRSA (haven't done that either). Can you please explain the procedures for those?

BrewCity

The TRSA is no big deal. You still just call approach and tell them where you're going. The only difference is that they might give you headings and altitudes to separate you from other traffic. I'm a little confused about you saying you're uncomfortable with Fargo - are you thinking of West Fargo Airport?

WalkOfShame

Sierra, having some hesitation about talking to ATC is very natural for anyone who has limited experience, it's perfectly ok! I have lots of experience with most of the airports in ND, MN, and some in SD. I will help you anyway I can.

I'm a litte confused about why you are uncomfortable with Fargo as well. Are you thinking about going to West Fargo instead? You can certainly do that, however the Fargo Airport (KFAR) is, in my opinion, closer to downtown Fargo or any other areas north of downtown (the mall, NDSU, many restaurants).

The TRSA is not a big deal at all. I have a couple friends that are controllers there and I have been in and out of the airport more times than I care to count. The controllers are always very helpful! Remember, they are people too!!! As what was mentioned in the post above, the TRSA is simply where radar service available to an pilot who requests it. Basically, when you are within the TRSA airspace on your sectional, call Fargo Approach on 120.4. Tell them WHO you are, WHERE you are, and WHAT you request. If your landing at KFAR or any of the satellite airports, it would be helpful to get the ATIS or current weather for that airport before you call them up. Here's an example:

You- "Fargo Approach, Cessna 123AB, 3,500 (or whatever altitude you're at), inbound from the east, for landing at Fargo, with information Echo" (or whatever the ATIS is).

Approach- "Cessna 123AB, squawk 0123"

You reply with the squawk code

Approach- "Cessna 123AB, radar contact." They will then give you traffic advisories on your way to KFAR. You can also request vectors to the airport (or satellite airports I believe). They will issue traffic calls or vectors to keep you clear of other airplanes. Don't hesitate to ask them for ANYTHING! ATC is there to help YOU, that's their job!

Lets say you're not landing at any of the airports but simply transitioning the airspace on your way to Minneapolis, you can still call them up with who, where, and the what which would be "request traffic advisories enroute to...(where ever your going)", and they will give you traffic advisories while in the TRSA.

One thing to remember....the TRSA is optional, you don't have to use it!!


As I said above, I'm familiar with most of the airports in ND and MN, and a few in SD. I would be glad to answer any specific questions you have! Just send me a PM!

Also, which airport do you currently fly out of?

Fly safe!!

~RTO

bmart

+1.

I am not against being brave and approaching intimidating challenges head-on, but not without being well-prepared.

Sierra, presumably you had some class D instruction during your private training. If your rural location prevented this and you have little or no experience at towered airports, I think it would be foolish to motor in there equipped with little more than a printout from here on what to expect.

It was said earlier that class D is like a "glorified CTAF." Perhaps this is true in some cases, but most class Ds have towers because they are considerably busier than an untowered field and pilots there would find it difficult to maintain a safe traffic flow without one. With that in mind, understand that a pilot who has had next to no experience in a towered terminal environment may find the situation starts moving faster than they can handle.

Disclaimer: The airport I did my private at (KOSU) and the one I'm at now (KHEF) are both in the top 100 busiest class Ds in the country. I am unaware of the figures in your area, but it sounds like it may be a different operating environment altogether.

I have less than 100 hours so I can easily remember the first post-private-checkride trip I took into super-busy class B. It was a real thrill--but I surely didn't go there without doing it once before with an instructor.

Sierra

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!