Initial call to ATC from light aircraft
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Initial call to ATC from light aircraft
The CAA RT book tells you that your initial call to ATC should include the service you're requesting, and the next call should include all sorts of stuff such as heading and turning point. I have to admit, I don't really follow this. I do my best to keep my calls as short as possible, especially to busy ATC's.
I always get the ATIS first so I can be on the correct pressure. My initial call is something like 'Blah Approach G-ABCD', then when I get the 'Pass you message' response my next call usually goes like 'G-ABCD Cessna 150, Tatenhill to Oxford, currently 5 miles to the south east of Lichfield at 2500 ft on 1023 with information Mike, request Flight Information Service'.
Does ATC need to know what type of service I require in the first contact so they can write it on different strips? One thing I don't say is whether I'm VFR or IFR - should I? The other thing which some pilot say is 'squawking 7000' to inform ATC that they have a transponder - should I say this as well. Has anyone else any comments about my RT technique?
I always get the ATIS first so I can be on the correct pressure. My initial call is something like 'Blah Approach G-ABCD', then when I get the 'Pass you message' response my next call usually goes like 'G-ABCD Cessna 150, Tatenhill to Oxford, currently 5 miles to the south east of Lichfield at 2500 ft on 1023 with information Mike, request Flight Information Service'.
Does ATC need to know what type of service I require in the first contact so they can write it on different strips? One thing I don't say is whether I'm VFR or IFR - should I? The other thing which some pilot say is 'squawking 7000' to inform ATC that they have a transponder - should I say this as well. Has anyone else any comments about my RT technique?
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The only thing I would say about your RT call is that it's fine, but don't worry about the ATIS unless you're inbound to that particular airfield. The controller concerned will put you on the pressure he wants you on if you're just a transit.
As for stating the type of service required on the initial call it's nice as it helps you prioritise, as well as deciding whether to issue a squawk or not.
Funny you should mention about the strips. The different types are not used for type of service, but whether the flight is inbound or just a transit. Letting us know whether a flight is inbound or just an area transit early on in the proceedings (especially if you haven't booked in) is a great help.
CM
As for stating the type of service required on the initial call it's nice as it helps you prioritise, as well as deciding whether to issue a squawk or not.
Funny you should mention about the strips. The different types are not used for type of service, but whether the flight is inbound or just a transit. Letting us know whether a flight is inbound or just an area transit early on in the proceedings (especially if you haven't booked in) is a great help.
CM
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Re: Initial call to ATC from light aircraft
Romeo,
In the USA I prefer that VFR pilots call on the following way:
Pilot- Fort Wayne Approach Cessna 1222EH
ATC- Cessna 1222EH Fort Wayne Approach
Pilot - Cessna 1222EH is a C172 at 4500, 25 miles north east of Fort Wayne request VFR flight following to St. Louis.
ATC - Cessna 2 EH squawk 4656
Pilot - Cessna 2EH squawk 4656
ATC - Cessna 2EH radar contact 23 miles NE of Fort Wayne, the Fort Wayne altimeter 3012, maintain VFR, advise prior to changing altitude.
Pilot - Cessna 2EH altimeter 3012, maintain VFR.
Before you leave my airspace I'll terminate your radar service and tell you to squawk VFR unless you request a radar hand off to the next radar facility.
Note when I answered you, you gave me all the information that I need to know, the only difference if you were landing at my airport or one of our satelite airports, would be to tell me that you had the atis, and where you wanted to land.
The best thing about this entire sequence is that I don't have to play 50 questions with you to find out what you want.
Mike
FWA
In the USA I prefer that VFR pilots call on the following way:
Pilot- Fort Wayne Approach Cessna 1222EH
ATC- Cessna 1222EH Fort Wayne Approach
Pilot - Cessna 1222EH is a C172 at 4500, 25 miles north east of Fort Wayne request VFR flight following to St. Louis.
ATC - Cessna 2 EH squawk 4656
Pilot - Cessna 2EH squawk 4656
ATC - Cessna 2EH radar contact 23 miles NE of Fort Wayne, the Fort Wayne altimeter 3012, maintain VFR, advise prior to changing altitude.
Pilot - Cessna 2EH altimeter 3012, maintain VFR.
Before you leave my airspace I'll terminate your radar service and tell you to squawk VFR unless you request a radar hand off to the next radar facility.
Note when I answered you, you gave me all the information that I need to know, the only difference if you were landing at my airport or one of our satelite airports, would be to tell me that you had the atis, and where you wanted to land.
The best thing about this entire sequence is that I don't have to play 50 questions with you to find out what you want.
Mike
FWA
Last edited by FWA NATCA; 12th Jul 2002 at 19:21.
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Re: Initial call to ATC from light aircraft
Romeo.
Here's what works for me:
----- get my attention "Washington, N123"
----- I acknowledge "N123, Washington, go ahead"
----- State your position/altitude/request
That's about it ...
... i'll solicit for more information as needed.
StuckMic
Here's what works for me:
----- get my attention "Washington, N123"
----- I acknowledge "N123, Washington, go ahead"
----- State your position/altitude/request
That's about it ...
... i'll solicit for more information as needed.StuckMic
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Thanks for the info everyone.
Chilli, how should I let you know that it's just a transit flight? Would the initial call of "Blah Approach G-ABCD request Flight Information Service" let you know or should I be more explicit and say something like "Blah Approach G-ABCD Transit" or something similar?
I always PPR when going somewhere if it says so in my VFR flight guide - it's dead easy to do and it's also a way of getting important information like whether AVGAS is available. Sometimes the reply seems to be along the lines of 'Yeah, course you can come - why are you ringing up and asking!", but I don't mind that.
Chilli, how should I let you know that it's just a transit flight? Would the initial call of "Blah Approach G-ABCD request Flight Information Service" let you know or should I be more explicit and say something like "Blah Approach G-ABCD Transit" or something similar?
I always PPR when going somewhere if it says so in my VFR flight guide - it's dead easy to do and it's also a way of getting important information like whether AVGAS is available. Sometimes the reply seems to be along the lines of 'Yeah, course you can come - why are you ringing up and asking!", but I don't mind that.
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RR
Quite easy, on the initial call:
Transit; "G-ABCD request FIS" (at which point CM picks up pink strip and starts writing).
Inbound; "G-ABCD, inbound, request FIS" (At which point I look for your pre-written yellow strip)
CM
Quite easy, on the initial call:
Transit; "G-ABCD request FIS" (at which point CM picks up pink strip and starts writing).
Inbound; "G-ABCD, inbound, request FIS" (At which point I look for your pre-written yellow strip)
CM
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CM
I wonder if I'm doing something else wrong here. I've been to Leeds Bradford a few times and each time I've not rung for PPR, so they will have no idea that I'm inbound to them until I call them up on the radio. Should I have informed them somehow? I've never been told off about it though. Do you only have the pre-written strips for flight planned flights?
At which point I look for your pre-written yellow strip
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RR
Don't take it too literally - you're not doing anything wrong. If you've phoned for PPR or have filed a plan I'll have a strip. If you haven't then the addition of that word inbound means I pick up a yellow one and can sort you out as far as gettting you in.
The only reason I said pre-written is that my airfield is meant to be PPR by phone - but it's no great problem if you forget to do that.
CM
Don't take it too literally - you're not doing anything wrong. If you've phoned for PPR or have filed a plan I'll have a strip. If you haven't then the addition of that word inbound means I pick up a yellow one and can sort you out as far as gettting you in.
The only reason I said pre-written is that my airfield is meant to be PPR by phone - but it's no great problem if you forget to do that.
CM
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Goldfish Watcher- It is a BIG country. 25 NM is the airport traffic area.
Why does one repeat the transponder code setting? If you got it and set it on the xponder then it should come up in the data block for the controller. If not it comes up in the data block also. either way it reduces some possible redundent R/T and if the frequency is crowded it could help a little.
Why does one repeat the transponder code setting? If you got it and set it on the xponder then it should come up in the data block for the controller. If not it comes up in the data block also. either way it reduces some possible redundent R/T and if the frequency is crowded it could help a little.
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Romeo, good initial call, personally I would like all the 'filler' words taken out....
ie: 'Currently' 'to the' 'at' 'with'; and replace 'on' with 'QNH', so we know that as well as you having the right pressure, we also know that you do not think it is the QFE.
Thats a net decrease of 5 syllables, it all adds up if you are busy.
And another thing, as previous replies have said, dont speak too fast, just a normal speed of delivery, as we are probably trying to write it all down in a legible manner, if we have to ask for a repeat it is lost time.
ie: 'Currently' 'to the' 'at' 'with'; and replace 'on' with 'QNH', so we know that as well as you having the right pressure, we also know that you do not think it is the QFE.
Thats a net decrease of 5 syllables, it all adds up if you are busy.
And another thing, as previous replies have said, dont speak too fast, just a normal speed of delivery, as we are probably trying to write it all down in a legible manner, if we have to ask for a repeat it is lost time.
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Hmm... thought there was some good advice here. Tried it out today, and got an unexpectedly frosty reply...
"G-xxxx, Callsign only on initial call, please. Pass your message".
Oh well!
Holly_Copter
"G-xxxx, Callsign only on initial call, please. Pass your message".
Oh well!
Holly_Copter
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Ditto Chillis and the Profs comments. Holly...don't forget to factor in the "which side of bed did the atco get out of" When you make your first call! There's nothing wrong with your R/T. Enjoy your flying.
ctl
ctl
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Holly
As a rule, you should always establish 2 way comms before you launch into your spiel...(I'm obviously not as slick as Chilli!!)
We're often involved in off air co-ordination or other tasks when the frequency is 'quiet' and we're not always poised, with pen in hand, ready to write down all your details in that first call. (In fact, I'm normally reading the paper, drinking tea with my feet up on the desk...NOT!)
"XXX, GABCD, Request FIS/RIS/Transit/Join" is fine
Another frustrating timewaster for ATCO's is pilots on navex's listing all their turning points. We don't care where you've been, we just want to know where you are now and where you're going next.
As a rule, you should always establish 2 way comms before you launch into your spiel...(I'm obviously not as slick as Chilli!!)
We're often involved in off air co-ordination or other tasks when the frequency is 'quiet' and we're not always poised, with pen in hand, ready to write down all your details in that first call. (In fact, I'm normally reading the paper, drinking tea with my feet up on the desk...NOT!)
"XXX, GABCD, Request FIS/RIS/Transit/Join" is fine
Another frustrating timewaster for ATCO's is pilots on navex's listing all their turning points. We don't care where you've been, we just want to know where you are now and where you're going next.
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mats
You smooth talker you - I'll even buy you a beer for that
Definitely agree with you on the 'x-country route' front - nothing worse than the airtime it takes up.
Any chance you can speak to to your clubs and owners - get them to stop squawking in the circuit? Went over the top at FL70 the other day and was faced with taking avoiding action on all the 7000's / NMC's there were. Quick phone call to you asking if they could squawk standby did the trick, but wouldn't mind being in a position where you don't have to do that.
Cheers
CM
You smooth talker you - I'll even buy you a beer for that
Definitely agree with you on the 'x-country route' front - nothing worse than the airtime it takes up.
Any chance you can speak to to your clubs and owners - get them to stop squawking in the circuit? Went over the top at FL70 the other day and was faced with taking avoiding action on all the 7000's / NMC's there were. Quick phone call to you asking if they could squawk standby did the trick, but wouldn't mind being in a position where you don't have to do that.
Cheers
CM
Last edited by Chilli Monster; 13th Jul 2002 at 17:24.
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Thanks for the advice, chaps. No, I'm not put off at all.
Maybe a little peversely, I quite enjoy the R/T aspect of my flying and take pride in attempting to get it right, balanced and professional, so I'm always keen to take on board the advice of controllers.
I know you guys are often busy in between the R/T calls, so no problem there either. Rarely hear any snoring in the background...
Holly_Copter
Maybe a little peversely, I quite enjoy the R/T aspect of my flying and take pride in attempting to get it right, balanced and professional, so I'm always keen to take on board the advice of controllers.
I know you guys are often busy in between the R/T calls, so no problem there either. Rarely hear any snoring in the background...
Holly_Copter
