FAA Class C VFR Clearances?
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FAA Class C VFR Clearances?
Hello All,
I am looking for a reference. Class A and B airspace require an ATC "clearance" while Class C and D simply require 2-way radio communication. However, many Class C airports require a VFR aircraft to call clearance delivery for a xpdr code prior to taxi.
Can anyone tell me whether this is a local thing simply found on the ATIS, (e.g. "...departing IFR/VFR traffic contact clearance delivery...") or is there some other reference out there?
Thanks for the help!
Scott
I am looking for a reference. Class A and B airspace require an ATC "clearance" while Class C and D simply require 2-way radio communication. However, many Class C airports require a VFR aircraft to call clearance delivery for a xpdr code prior to taxi.
Can anyone tell me whether this is a local thing simply found on the ATIS, (e.g. "...departing IFR/VFR traffic contact clearance delivery...") or is there some other reference out there?
Thanks for the help!
Scott
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Scott,
I did most of my pilot training out in the states and flew into many Class C airports.
To make things simple if it tells you to contact Delivery then do it. Technically 2 way communication is established when the controller has said your full call sign, that is basically a clearance so you can enter class C airspace but would you do it on that basis not really.
At most busy airports you would call delivery, then ground, then tower unless you have been told different on the ATIS or Notam or an ATC controller.
Some class C airports dont have a delivery frequency so you will just contact ground.
I did most of my pilot training out in the states and flew into many Class C airports.
To make things simple if it tells you to contact Delivery then do it. Technically 2 way communication is established when the controller has said your full call sign, that is basically a clearance so you can enter class C airspace but would you do it on that basis not really.
At most busy airports you would call delivery, then ground, then tower unless you have been told different on the ATIS or Notam or an ATC controller.
Some class C airports dont have a delivery frequency so you will just contact ground.
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Scott,
Short answer; if there is a published clearance delivery frequency at a Class C airport, try it first. If not, just call ground. Some airports put the statement on ATIS, some don't. I've worked at airports that do and don't. The reason we didn't put "VFR Departures contact Clearance Delivery" at one airport was because the local pilots asked that we not, should be common knowledge they thought. The reason for having a Clearance Delivery position is to relieve Ground Control of "paperwork" duties when he'she needs to be looking out the window at moving aircraft.
When you call Clearance Delivery, that person can enter some data into the local ATC computer and on a strip, so other controllers know your intentions, and so the radar will automatically recognise you when you depart. For example, suppose you were departing to a nearby airport. The controller can enter your callsign, type aircraft, destination, and cruising altitude into the computer, and all that information will be displayed in your radar tag to the departure controller.
If you are leaving the local area, they can enter this same data into the NAS, (Center's HOST computer) and provide flight following if you so desire, and radar coverage is available.
Short answer; if there is a published clearance delivery frequency at a Class C airport, try it first. If not, just call ground. Some airports put the statement on ATIS, some don't. I've worked at airports that do and don't. The reason we didn't put "VFR Departures contact Clearance Delivery" at one airport was because the local pilots asked that we not, should be common knowledge they thought. The reason for having a Clearance Delivery position is to relieve Ground Control of "paperwork" duties when he'she needs to be looking out the window at moving aircraft.
When you call Clearance Delivery, that person can enter some data into the local ATC computer and on a strip, so other controllers know your intentions, and so the radar will automatically recognise you when you depart. For example, suppose you were departing to a nearby airport. The controller can enter your callsign, type aircraft, destination, and cruising altitude into the computer, and all that information will be displayed in your radar tag to the departure controller.
If you are leaving the local area, they can enter this same data into the NAS, (Center's HOST computer) and provide flight following if you so desire, and radar coverage is available.
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Santa Barbara publishes a good guide line which will work at any class c airport:
Santa Barbara Class C Procedures
Pilots are requested to please adhere to the following procedures when departing from the Santa Barbara Airport.
1. Monitor the ATIS on 132.65. This will inform the pilot of pertinent local weather conditions, runway in use, etc.
2. Contact Clearance Delivery on 132.9. This is required of all VFR and IFR departures. Please advise the controller of your call sign, type aircraft, direction of flight or destination. Additionally, please confirm receipt of current ATIS by stating ATIS code. BE PREPARED TO COPY DEPARTURE PROCEDURE INFORMATION. All aircraft departing the airport are assigned initial departure headings, altitudes, frequencies, and transponder codes. Please read back the clearance to ensure correctness and comprehension. Adherence to assigned headings and altitudes is imperative for air safety. When the clearance has been received, please contact ground control on 121.7
3. When contacting ground control, please state your call sign and position on the airport in your initial call-up. Ground Control will assign the departure runway, and will also specify a taxi route if necessary. REMEMBER TO READ BACK ALL RUNWAY ASSIGNMENTS AND HOLD SHORT INSTRUCTIONS. Controllers are required to ensure receipt of these items by obtaining pilot read backs verbatim. When you are number one at the hold line for your assigned runway, contact the tower controller on 119.7.
4. The tower controller will issue you a takeoff clearance when traffic permits. Obviously, based on traffic, you may not receive a takeoff clearance immediately. Remember to acknowledge all transmissions directed to you aircraft. We request that aircraft not operate their transponder in the ON position until airborne. ONCE AIRBORNE, REMAIN ON THE TOWER FREQUENCY UNTIL ADVISED TO "CONTACT DEPARTURE".
5. Contact the approach controller on the assigned frequency. Due to traffic, you may be assigned additional headings and altitudes. Compliance with these instructions is imperative to air safety. Once safely clear of conflicting traffic, aircraft will normally be instructed to "resume own navigation and appropriate VFR altitudes". However, these instructions may be spaced apart as traffic warrants. For clarification, "resume own navigation" means only to fly a heading of the pilot's choice, not a clearance to climb. Conversely, "resume appropriate VFR altitudes" is a clearance to climb, but not a clearance to deviate from an assigned heading. IFR aircraft will of course be assigned headings and altitudes throughout their flight.
Unless the pilot has requested VFR flight following to the destination airport, RADAR services will only be provided to the edge of Santa Barbara Approach Control Airspace.
Pilots are requested to please adhere to the following procedures when departing from the Santa Barbara Airport.
1. Monitor the ATIS on 132.65. This will inform the pilot of pertinent local weather conditions, runway in use, etc.
2. Contact Clearance Delivery on 132.9. This is required of all VFR and IFR departures. Please advise the controller of your call sign, type aircraft, direction of flight or destination. Additionally, please confirm receipt of current ATIS by stating ATIS code. BE PREPARED TO COPY DEPARTURE PROCEDURE INFORMATION. All aircraft departing the airport are assigned initial departure headings, altitudes, frequencies, and transponder codes. Please read back the clearance to ensure correctness and comprehension. Adherence to assigned headings and altitudes is imperative for air safety. When the clearance has been received, please contact ground control on 121.7
3. When contacting ground control, please state your call sign and position on the airport in your initial call-up. Ground Control will assign the departure runway, and will also specify a taxi route if necessary. REMEMBER TO READ BACK ALL RUNWAY ASSIGNMENTS AND HOLD SHORT INSTRUCTIONS. Controllers are required to ensure receipt of these items by obtaining pilot read backs verbatim. When you are number one at the hold line for your assigned runway, contact the tower controller on 119.7.
4. The tower controller will issue you a takeoff clearance when traffic permits. Obviously, based on traffic, you may not receive a takeoff clearance immediately. Remember to acknowledge all transmissions directed to you aircraft. We request that aircraft not operate their transponder in the ON position until airborne. ONCE AIRBORNE, REMAIN ON THE TOWER FREQUENCY UNTIL ADVISED TO "CONTACT DEPARTURE".
5. Contact the approach controller on the assigned frequency. Due to traffic, you may be assigned additional headings and altitudes. Compliance with these instructions is imperative to air safety. Once safely clear of conflicting traffic, aircraft will normally be instructed to "resume own navigation and appropriate VFR altitudes". However, these instructions may be spaced apart as traffic warrants. For clarification, "resume own navigation" means only to fly a heading of the pilot's choice, not a clearance to climb. Conversely, "resume appropriate VFR altitudes" is a clearance to climb, but not a clearance to deviate from an assigned heading. IFR aircraft will of course be assigned headings and altitudes throughout their flight.
Unless the pilot has requested VFR flight following to the destination airport, RADAR services will only be provided to the edge of Santa Barbara Approach Control Airspace.
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Most/??all?? class C airspace has a radar controller that is responsible for that class C and other surrounding airspace.
If you look at it from the radar controllers perspective, he/she has the responsibility to issue safety alerts & traffic advisories. 99.9% of these alerts/advisories are between 2 radar identified aircraft. The easiest way to identify an aircraft is assign a beacon code.
It would not go over well if there was someone on their frequeny (that they now know about), that became involved in an incident ...because they never provided the appropriate advisory/ alert.... because they never positively identified that aircraft.
If you look at it from the radar controllers perspective, he/she has the responsibility to issue safety alerts & traffic advisories. 99.9% of these alerts/advisories are between 2 radar identified aircraft. The easiest way to identify an aircraft is assign a beacon code.
It would not go over well if there was someone on their frequeny (that they now know about), that became involved in an incident ...because they never provided the appropriate advisory/ alert.... because they never positively identified that aircraft.
