What I tend to do is look along my route of flight in Foreflight. I pick airports along the way and pull up the published frequencies. When I see a departure frequency change that's different than who I'm currently talking to, I key that in standby assuming that'll be who I'm switched to next. Doesn't always work, but if it's wrong, I don't lose anything because I was going to have to key a new frequency in anyway.
Good idea. Also, if you pull up the low or high en route chart, that’ll say in a small box what the Center frequency is. For example, Chicago Center’s Milwaukee Sector is 125.1. I actually live within the Waukesha Delta Airspace.
Advanced tip (probably covered in the next video): When you check in with the controller where you're doing a specific practice approach, be sure to check in with "with request". "Cincy approach, Cessna 518FT, level 6000, with request." That will save you time!
Great video! Couple of things I would add parade I am always listening to the chatter because if there are planes ahead of me that get a frequency and they’re going in the same direction I will probably get that frequency as well and I kind of put that in the box just thinking I might get it. Also. I use the IFR high charts and that will actually show coverage boundaries and you could also potentially have an idea what your next frequency will be when you change centers. Thanks for all the teaching you do!
This doesn’t always work but looking at the low enroute find where different centers are separated by the blue squiggly line. There should be a frequency box near by. I’ve used that frequency several times and it often is what the controller wants you to switch to. The exceptions from my experience is when you go near a charlie or TSRA where they’re not technically center.
One thing that I do is I listen for other handoffs. For example, if I'm flying from Charlotte (KJQF) to Atlanta (KRYY), I look for Class C airports in between me and my destination. These are likely to be who I get handed off to. In this case, KGSP Greer is there. And then there's a large space between GSP and Atlanta, so that's likely going to be Atlanta center. And as I get closer to Atlanta, I'll likely get Atlanta approach. So as I'm leaving Charlotte, I start listening for other airplanes getting handed off to Greer approach. And when I hear one, I enter that frequency in standby on the assumption that's going to be for me soon enough. Then, when it's my turn, I get to find out if that worked. If I'm right, I feel smart. If I'm wrong, I feel surprised and that causes the correct frequency to stand out in my memory. After that I start listening for Atlanta Center handoffs. Because Atlanta center is so huge, this is where I'm most likely to not get the correct handoff. But if I hear the airplane respond for the switch off, that improves my odds that I'm going to get the same frequency. Because that airplane is already on the same frequency as me. So that's a frequency that I'll guess as my next. Anyway it turns the frequency handoff into a little game that I enjoy playing.
I think confirming altimeter settings is carried over from the military, because it’s a must for them. It’s important for fighters doing an exercise (that are coming from 2 different airspaces hundreds of miles apart, thus potentially vastly varying pressure altitudes) to have exact altimeter settings as each other in the MOA because in many cases they can be within 100s of feet from each other.
@@flightinsight9111 wow that’s surprising to me but you’re right. I always read back the altimeter setting. Not to be dramatic but getting it right could be a matter of life and death.
I’ve heard it as best practice for confirming you still have 2 way radio comms after changing frequency - ATC responding to your check in confirms they heard you. You responding to the altimeter setting confirms to them that you heard them.
Is it customary to reply back with “two niner niner two” & your call sign to confirm the handoff? As a low time private, I have been doing so (and have never been told NOT to, lol).
Instead of making ATC Ident you, simply state your position and heading. This is known as primary radar identification by position correlation. Please tell your friends. Example: "socal departure, compassion zero one, 2 miles west of Palomar airport, heading 245. One thousand climbing three thousand." "Compassion zero one, socal departure, radar contact."
What I tend to do is look along my route of flight in Foreflight. I pick airports along the way and pull up the published frequencies. When I see a departure frequency change that's different than who I'm currently talking to, I key that in standby assuming that'll be who I'm switched to next. Doesn't always work, but if it's wrong, I don't lose anything because I was going to have to key a new frequency in anyway.
Good idea. Also, if you pull up the low or high en route chart, that’ll say in a small box what the Center frequency is. For example, Chicago Center’s Milwaukee Sector is 125.1. I actually live within the Waukesha Delta Airspace.
@@kevindavis8175 I fly a 172 so I'm rarely talking to Center.
I fly a 172 and talk to Centers all the time. 🤷🏻♂️
@ Sleepy Doc
This is a great idea! I usually look at low IFR charts… but your method seems more likely to get specific frequencies. 👍
Advanced tip (probably covered in the next video): When you check in with the controller where you're doing a specific practice approach, be sure to check in with "with request". "Cincy approach, Cessna 518FT, level 6000, with request." That will save you time!
Thank you! You have no idea how useful are these videos for us, the non experienced flight simmers. Please, just keep it up 👍🏼
I felt like I was flying this in real life! Great job!
Great video! Couple of things I would add parade I am always listening to the chatter because if there are planes ahead of me that get a frequency and they’re going in the same direction I will probably get that frequency as well and I kind of put that in the box just thinking I might get it. Also. I use the IFR high charts and that will actually show coverage boundaries and you could also potentially have an idea what your next frequency will be when you change centers. Thanks for all the teaching you do!
flying between cloud layers is the best! Still remember the first flight I experienced it.
I FINALLY made it above the layer. Looking forward to going in between layers...
This doesn’t always work but looking at the low enroute find where different centers are separated by the blue squiggly line. There should be a frequency box near by. I’ve used that frequency several times and it often is what the controller wants you to switch to. The exceptions from my experience is when you go near a charlie or TSRA where they’re not technically center.
I'm based in oshkosh so I'm enjoying the wisconsin airports. See you next time...sounds like you have been to Kwik Trip recently. 😀
If you yall haven't noticed, all frequency's start with a #1, it easier to remember 4 number then 5
One thing that I do is I listen for other handoffs. For example, if I'm flying from Charlotte (KJQF) to Atlanta (KRYY), I look for Class C airports in between me and my destination. These are likely to be who I get handed off to. In this case, KGSP Greer is there. And then there's a large space between GSP and Atlanta, so that's likely going to be Atlanta center. And as I get closer to Atlanta, I'll likely get Atlanta approach.
So as I'm leaving Charlotte, I start listening for other airplanes getting handed off to Greer approach. And when I hear one, I enter that frequency in standby on the assumption that's going to be for me soon enough. Then, when it's my turn, I get to find out if that worked. If I'm right, I feel smart. If I'm wrong, I feel surprised and that causes the correct frequency to stand out in my memory.
After that I start listening for Atlanta Center handoffs. Because Atlanta center is so huge, this is where I'm most likely to not get the correct handoff. But if I hear the airplane respond for the switch off, that improves my odds that I'm going to get the same frequency. Because that airplane is already on the same frequency as me. So that's a frequency that I'll guess as my next.
Anyway it turns the frequency handoff into a little game that I enjoy playing.
So elegant. I love it.
Great tip thanks for sharing. New friend here
Good day
Could you please make videos about Communication what to say and what to expect because there’s no such a content on YT
You don’t confirm the altimeter they read to you?
Not a requirement but definitely best practice. Just omitted here for simplicity
I think confirming altimeter settings is carried over from the military, because it’s a must for them. It’s important for fighters doing an exercise (that are coming from 2 different airspaces hundreds of miles apart, thus potentially vastly varying pressure altitudes) to have exact altimeter settings as each other in the MOA because in many cases they can be within 100s of feet from each other.
@@flightinsight9111 wow that’s surprising to me but you’re right. I always read back the altimeter setting. Not to be dramatic but getting it right could be a matter of life and death.
I’ve heard it as best practice for confirming you still have 2 way radio comms after changing frequency - ATC responding to your check in confirms they heard you. You responding to the altimeter setting confirms to them that you heard them.
Is it customary to reply back with “two niner niner two” & your call sign to confirm the handoff?
As a low time private, I have been doing so (and have never been told NOT to, lol).
Typically you do
Instead of making ATC Ident you, simply state your position and heading. This is known as primary radar identification by position correlation. Please tell your friends. Example: "socal departure, compassion zero one, 2 miles west of Palomar airport, heading 245. One thousand climbing three thousand." "Compassion zero one, socal departure, radar contact."
Do I need to confirm, "29 92, 8 Foxtrot Tango?"