Information required when requesting clearance?

[DB6]

I am a line training captain on the Saab 340 at Loganair and ask this with respect to maintaining/improving R/T standards: Recently the BAA airports in Scotland have been able to issue ATC clearances before start, however there is no guidance in CAP 413 as to the content of the call (or I couldn't find it). I asked over the radio and was told at Glasgow you only need stand number (and callsign obviously), which makes sense as you will get info, QNH etc. when we call for start, however BHX said info, QNH, stand etc, which duplicates all the info we give on calling for start. What is the considered opinion from the floor?

[octavian]

I would suggest that on initial call to Delivery, or Ground if no delivery position; C/S, type, stand number or position, ATIS letter code and QNH followed by "request clearance to XXX and (if you want it at that stage) start".

Subsequently, if you haven't already called for start, then when you do, all that should be needed is C/S and "request start"

[NeoDude]

The ATIS letter and QNH are entirely optional as far as I'm aware but the controller will require a readback of them at some point anyway so you might as well include them with your initial call.

[timelapse]

You might find this info in the AIP.. for example, in Heathrow's AIP section:

2. Pilots are to report their aircraft type, stand number, QNH and the identification letter of the received ATIS information on first contact
with 'Heathrow Delivery'

[BigBoeing]

From another London airport, it helps immensely if you give QNH along with your stand, as if correct, it will be marked on the strip and shouldn't be mentioned again, provided it doesnt change, saves lots of R/T time and bickering over getting pilots to read it back.

[DB6]

Thanks for the replies chaps, it seems there is no uniform format yet. AIP entries vary with the airfield. Clearance and start together would seem to be the best bet for minimising R/T.

[Cough]

Clearance and start together doesn't suit our operation. When we call for start, its always for push and start and always busy. So when possible, I call prior to start, to enable the clearance to be checked against FMC/setup/flight plan in slow time rather than when I am chasing time...

Nothing like flexable ATC to accomodate all manner of operations!

[slink]

Stand, type, QNH please - that way I record them on the strip so when you make your later later calls for start/push/taxi, I know where you are and don't have to give you the QNH - if it has changed, I'll generally give that with the taxi clearance as "new QNH". It's also one less thing to read back - with the holding point, runway and "cross runway 12" if we're using 24 here, that's more than enough!

I prefer the call for clearance prior to start/push, as it allows me to issue it when I've got time, rather than needing to do it during the taxi phase, or when approaching the runway - with the associated risks to do with runway incursions etc.

Please note we only get your squawks 15 mins before the EOBT (estimated off blocks time) now, so a call made earlier than that may result in clearance with no squawk, or just being told to call back later!

slink